CFII Oral Exam Prep

I would start with a whiteboard lesson explaining the three entry types: direct, teardrop, and parallel. I would teach the student to visualize the holding pattern from the fix, draw the 70-degree boundary lines from the inbound course, and determine which sector they are approaching from. Then we would practice in the simulator with simple holds before progressing to complex holds with wind correction. I would emphasize that the entry type is a recommendation, not a regulation — any entry that gets you established in the hold is acceptable.

Within the preceding 6 calendar months, a pilot must have performed and logged at least 6 instrument approaches, holding procedures and tasks, and intercepting and tracking courses through the use of navigational electronic systems. If currency lapses, the pilot has an additional 6 months to get current with a safety pilot or in an approved simulator. After 12 months total, the pilot must pass an Instrument Proficiency Check (IPC) with an authorized instructor or examiner.

Under 14 CFR 91.169, an alternate is required if, from one hour before to one hour after your ETA at the destination, the weather is not forecast to have a ceiling of at least 2,000 feet and visibility of at least 3 statute miles (the 1-2-3 rule). To use an airport as an alternate, it must have a published instrument approach. If the alternate has a precision approach, the forecast weather must be at least 600-foot ceiling and 2 SM visibility at ETA. For a non-precision approach: 800-foot ceiling and 2 SM.

LPV (Localizer Performance with Vertical Guidance) uses WAAS GPS to provide both lateral and vertical guidance, with minimums as low as 200 feet — similar to an ILS. LNAV/VNAV provides lateral and advisory vertical guidance using either WAAS or barometric VNAV, with slightly higher minimums. LNAV provides only lateral guidance (step-down fixes for altitude) and uses MDA, not DA. LP (Localizer Performance) provides WAAS lateral guidance only, no vertical — used when terrain or obstacles prevent a vertical path. I would teach students to always fly the lowest minimums their equipment supports.

I would teach 91.185 in two parts: route and altitude. For route, use the memory aid 'AVE-F': Assigned, Vectored, Expected, Filed — fly the route in that priority order. For altitude, at each segment fly the HIGHEST of: the Minimum altitude for that segment (MEA/MOCA), the Expected altitude from ATC, or the Assigned altitude. I would use specific scenarios to walk through examples, then have the student solve scenario problems independently. I would emphasize squawking 7600 and that if VFR conditions are encountered, the pilot should land as soon as practicable.

DA (Decision Altitude) is used on precision and APV approaches (ILS, LPV, LNAV/VNAV). At the DA, the pilot decides whether to continue the approach or execute the missed approach — it is a point in space, not a level-off altitude. MDA (Minimum Descent Altitude) is used on non-precision approaches (VOR, NDB, LNAV, LOC). The pilot descends to the MDA and levels off, maintaining that altitude until reaching the Visual Descent Point or Missed Approach Point, at which point they either land or go missed. I would teach students that MDA requires more planning because of the level-off and timing considerations.

In addition to the VFR instruments, IFR flight requires: a Generator or alternator of adequate capacity, a Radiotelephone (two-way), an Adjustable altimeter with barometric pressure scale, a Ball (slip-skid indicator), a Clock with sweep second hand or digital equivalent, an Attitude indicator, a Rate of turn indicator, a Directional gyro, and a DME or suitable RNAV system for flights above FL240. The memory aid is GRABCARD. I would have the student identify each instrument in the aircraft during preflight.

A procedure turn is a course reversal used to establish the aircraft inbound on the final approach course. I would teach it as a way to reverse course within the protected airspace. It is required unless the approach chart shows 'NoPT' for your entry route, you are receiving radar vectors to final, you are flying a DME arc, or the approach uses a hold-in-lieu-of procedure turn. The procedure turn must be completed within the distance and altitude shown on the chart, and on the maneuvering side. I would use the approach plate to show students where the protected airspace is and practice both 45/180 and 80/260 entries.

A safety pilot is required when the pilot flying is under simulated instrument conditions (wearing a view-limiting device). Under 14 CFR 91.109, the safety pilot must hold at least a private pilot certificate with category and class ratings appropriate for the aircraft. They must have adequate vision and must occupy a control seat with access to throw-over controls or dual controls. The safety pilot acts as a required crewmember and may log SIC time. If the safety pilot is the PIC, they may log PIC time. This is a common area of confusion that I address early in instrument training.

I would begin with a ground lesson covering the instrument scan, basic attitude flying, and the concept of controlling the aircraft by reference to instruments. In the aircraft, I would start with straight-and-level flight under the hood at a comfortable altitude and in calm conditions. I would introduce the primary/supporting instrument concept, teaching the student to prioritize the attitude indicator while cross-checking supporting instruments. The first lesson would focus on maintaining heading, altitude, and airspeed — basic fundamentals before introducing turns and climbs. I would keep the workload low and build confidence.

Under 14 CFR 91.173, no person may operate an aircraft in controlled airspace under IFR unless they have filed an IFR flight plan and received an appropriate ATC clearance. The flight plan should include: aircraft identification, type, equipment suffix, departure airport and time, route, cruising altitude, destination, estimated time en route, fuel on board, and alternate airport if required. The flight plan must be filed before departure and the clearance received before entering IFR conditions. I teach students to file via 1800wxbrief.com, ForeFlight, or by phone, and to always double-check the route for any TFRs or NOTAMs.

Required reports fall into two categories. Position reports (when not in radar contact): time over a fix, altitude, ETA to next fix, and the name of the next fix. Additionally, pilots must always report: unforecast weather, safety-of-flight information, leaving an altitude, inability to maintain assigned altitude or airspeed +/- 10 knots or 5%, missed approach, entering a holding pattern, equipment malfunctions affecting IFR capability, and loss of VOR/TACAN/ADF/GPS capability. I use the memory aid MARVELOUS VFR to help students remember: Missed approach, Airspeed change +/-10kt/5%, Reaching a holding fix, VOR failure, ETA change >3 min, Leaving altitude, Outer marker, Unforecast weather, Safety of flight.

I teach a systematic approach: start with the big picture using prog charts and AIRMETs/SIGMETs, then narrow to terminal forecasts (TAFs), then current conditions (METARs, PIREPs). I emphasize personal minimums — students should set ceiling and visibility minimums higher than the legal minimums until they build experience. I teach the concept of 'outs' — always having an escape route to VFR conditions or an alternate airport. I use real weather scenarios in ground lessons, having students make go/no-go decisions and justify them. The goal is developing judgment, not just reading weather products.

RAIM (Receiver Autonomous Integrity Monitoring) is a GPS function that checks satellite geometry to ensure position accuracy meets the requirements for the approach being flown. Without RAIM, the GPS cannot guarantee the accuracy needed for an approach. RAIM requires at least 5 satellites (6 for fault detection and exclusion). Pilots must verify RAIM availability during preflight for the ETA at the destination. If RAIM is predicted to be unavailable, the pilot must plan an alternate approach using a different navigation system. WAAS-equipped GPS does not require a separate RAIM check because WAAS provides its own integrity monitoring.

An ILS has several components: the Localizer provides lateral guidance on the final approach course, transmitting on 108.1-111.95 MHz with a usable width of about 5 degrees (700 feet at the threshold). The Glideslope provides vertical guidance, typically at 3 degrees, transmitting on 329.15-335.00 MHz. Marker beacons identify specific distances from the runway: the Outer Marker (blue light, dashes) is 4-7 miles from the threshold, the Middle Marker (amber, alternating dots/dashes) is about 3,500 feet, and if installed, the Inner Marker (white, dots) is at the decision height. Approach lighting (ALS) provides visual transition from instruments to runway environment.