INRAT · original practice questions
Instrument Rating (INRAT) Practice Questions
Thirteen practice questions for the instrument rating written, written for this page in the style of the INRAT: DH and MDA, what to do at the minima, an RNAV plate to read, the approach ban and its exceptions, IFR fuel, alternate minima and TAF change groups, icing, and IFR cruising levels with oxygen. Choose an answer, then open it to see why, with the regulation it comes from.
- Written for this pageOriginal practice questions in the style of the INRAT. None is a Transport Canada exam question, and any chart or report shown is invented for practice.
- Explained from the sourceEach explanation names the CARs section or TC AIM paragraph it relies on, quoted word for word where it is quoted.
The real INRAT is 50 questions; see the INRAT exam guide for its format and pass mark.
- Question 1 of 13Instrument Approaches — Minima
Without the required visual reference, below what may you not descend on a CAT I ILS, and on a VOR approach?
Answer and explanation
Answer
1The DH on the ILS, and the MDA on the VOR approach
Explanation
Unless the required visual reference has been established, you may not, on a CAT I or CAT II precision approach, "continue the final approach descent below the decision height", and on a non-precision approach you may not "descend below the minimum descent altitude" (CARs 602.128(2)). An ILS is a precision approach; a VOR approach is non-precision.
The other options
- 2The MDA on the ILS, and the DH on the VOR approachIt is the other way round: the ILS has the decision height and the VOR approach the MDA.
- 3The MDA on both, since each is an instrument approachThe MDA is the limit on a non-precision approach. A CAT I ILS has a decision height.
- 4The published visibility on both approachesCARs 602.128(2) limits the descent by height, the DH or MDA, not by a visibility figure.
- Question 2 of 13Instrument Approaches — Minima
At the DH on a CAT I ILS you do not have the required visual reference to continue to land. What must you do?
Answer and explanation
Answer
3Initiate the missed approach at the DH
Explanation
Where the required visual reference is not established, the pilot-in-command "shall initiate a missed approach procedure", "in the case of a CAT I or CAT II precision approach, at decision height" (CARs 602.128(3)(a)).
The other options
- 1Continue 100 ft below the DH, then decideNo margin below the DH exists: without the reference, the descent may not continue below it (CARs 602.128(2)(a)).
- 2Level off at the DH and wait for the referenceLevelling off and waiting is for the MDA on a non-precision approach, until the missed approach point. On a precision approach the missed approach begins at the DH.
- 4Continue if the RVR is above the minimumRVR governs the approach ban earlier in the approach. At the DH, the test is the visual reference.
- Question 3 of 13Instrument Approaches — RNAV
Sample — invented for practice RNAV (GNSS) RWY 27 (SAMPLE) LPV DA 420 ft ASL LNAV MDA 620 ft ASL Missed approach point: RW27 threshold Missed approach: climb to 3,000 ft ASL, then as directed
Read the sample plate. You are flying it to LNAV minima, as your aircraft is not approved for LPV. You reach 620 ft ASL 2 NM before the missed approach point, without the required visual reference. What may you do?
Answer and explanation
Answer
2Fly level at the MDA, and go around at the MAP
Explanation
On a non-precision approach you may not "descend below the minimum descent altitude" without the required visual reference (CARs 602.128(2)(b)), and the missed approach is initiated "in the case of a non-precision approach, at the missed approach point" (602.128(3)(b)). LNAV minima are non-precision (TC AIM COM 5.4.2), so you may fly level at 620 ft to the MAP. The 420 ft DA belongs to LPV, which you may not fly.
The other options
- 1Descend to 420 ft, the lowest minimum on the plateYou fly the minima your aircraft is approved for. The LPV DA does not apply to an LNAV approach.
- 3Go around at once, because the MDA has been reachedOn a non-precision approach the missed approach begins at the MAP (CARs 602.128(3)(b)), not on reaching the MDA.
- 4Descend to 420 ft if the RVR is above the minimumRVR does not lower an MDA. The 420 ft figure is the LPV DA, which you may not use.
Source
CARs 602.128(2)(b) and (3)(b); TC AIM (October 1, 2026) COM 5.4.2.
Taught in: IFR › Instrument Approaches - Question 4 of 13IFR Regulations — Approach Ban
In a private aeroplane on an ILS, before the FAF inbound, ATC reports RVR "A" 1,000 ft and RVR "B" 800 ft. No ground visibility is reported. May you continue?
Answer and explanation
Answer
4No: RVR "A" below 1,200 ft brings in the ban
Explanation
With both measured, the RVR is below minimum if "the RVR measured by RVR “A” for the runway of intended approach is less than 1,200 feet or the RVR measured by RVR “B” for the runway of intended approach is less than 600 feet" (CARs 602.129(2)(a)). RVR "A" at 1,000 ft is enough: the test is "or". Before the FAF and with no other exception in 602.129(4), you may not continue.
The other options
- 1Yes: the ban applies only when both RVRs are below minimumThe test is either RVR below its minimum, not both (CARs 602.129(2)(a)).
- 2Yes: RVR "B" is above its 600 ft minimumRVR "B" passing does not save the approach when RVR "A" is below 1,200 ft.
- 3Yes, as far as the DH, where you decideThe ban stops the approach before the FAF. It does not wait for the DH.
Source
CARs 602.129(1), (2) and (4); TC AIM (October 1, 2026) RAC 9.19.2.1.
Taught in: IFR › IFR Regulations - Question 5 of 13IFR Regulations — Approach Ban
As before, but the below-minimum RVR report reaches you after you have passed the FAF inbound. What changes?
Answer and explanation
Answer
1You may continue to the DH or MDA
Explanation
The ban does not apply if, "at the time the RVR report is received, the aircraft has passed the FAF inbound or, where there is no FAF, the point where the final approach course is intercepted" (CARs 602.129(4)(a)). You continue to the DH or MDA, where CARs 602.128 decides.
The other options
- 2Nothing: the ban applies wherever you arePosition is exactly what matters: past the FAF inbound, the ban no longer applies (CARs 602.129(4)(a)).
- 3You may continue only if the approach is CAT IIICAT III is a separate exception (602.129(4)(e)). Passing the FAF is enough on its own.
- 4You must go around unless the RVR improvesPast the FAF, the decision is made at the DH or MDA on the visual reference, not on the RVR.
- Question 6 of 13Instrument Approaches — RNAV
An RNAV (GNSS) plate shows LNAV, LNAV/VNAV and LPV minima. Which statement is correct?
Answer and explanation
Answer
3LNAV is flown to an MDA; LNAV/VNAV and LPV to a DA
Explanation
LNAV minima are non-precision; LNAV/VNAV and LPV are approaches with vertical guidance (TC AIM COM 5.4.2). TC AIM COM 5.4.2.2: "The LNAV/VNAV and LPV minima depict a DA, which requires the pilot to initiate a missed approach at the DA if the visual reference to continue the approach has not been established." You fly the minima your aircraft is approved for.
The other options
- 1All three are flown to a DALNAV has lateral guidance only and is flown to an MDA.
- 2LPV is flown to an MDA, and LNAV to a DAIt is the other way round: LPV has a DA and LNAV an MDA.
- 4The lowest minima on the plate apply to every aircraftEach line needs the matching equipment. LPV needs WAAS avionics (TC AIM COM 5.4.2.2).
Source
TC AIM (October 1, 2026) COM 5.4.2 and 5.4.2.2; CARs 602.128(1).
Taught in: IFR › Instrument Approaches - Question 7 of 13IFR Regulations — Fuel
IFR in a propeller aeroplane with an alternate in the flight plan. What must the fuel let you do, before the allowances of CARs 602.88(5)?
Answer and explanation
Answer
4Destination, approach, missed approach, alternate, then 45 min
Explanation
A propeller-driven aeroplane with an alternate must be able "to fly to and execute an approach and a missed approach at the destination aerodrome, to fly to and land at the alternate aerodrome and then to fly for a period of 45 minutes" (CARs 602.88(4)(a)(i)). A turbo-jet aeroplane does the same with 30 minutes (602.88(4)(b)(i)).
The other options
- 1Destination, then 45 minThe trip and 45 minutes leaves out the approach, the missed approach and the alternate.
- 2Destination, approach, missed approach, alternate, then 30 min30 minutes is the figure for a turbo-jet aeroplane or a helicopter (CARs 602.88(4)(b)(i)).
- 3Destination, approach, missed approach, then 45 minThat is the rule when no alternate is specified (CARs 602.88(4)(a)(ii)).
- Question 8 of 13IFR Regulations — Alternate Minima
Your alternate has one usable precision approach, with a lowest usable HAT of 400 ft and a visibility of 1 SM. What alternate minima apply?
Answer and explanation
Answer
1700-2
Explanation
With one usable precision approach, TC AIM RAC 3.13.1 (Table 3.7, reproducing CAP GEN) gives "600-2* or 300-1 above the lowest usable HAT and visibility, whichever is greater". 300-1 above 400 ft and 1 SM is 700-2. That is greater than 600-2, so 700-2 applies.
The other options
- 2600-2600-2 is the standard figure, but "whichever is greater" makes it 700-2 here.
- 3800-2800-2 is the standard minima for non-precision approaches only.
- 4700-1The 1 SM is added to the approach visibility: 1 + 1 = 2 SM, not 1.
Source
CARs 602.123; TC AIM (October 1, 2026) RAC 3.13.1, Table 3.7; CAP GEN, Alternate Weather Minima Requirements.
Taught in: IFR › IFR Regulations - Question 9 of 13IFR Regulations — Alternate Minima
Your planned alternate's alternate minima are 700-2. Its TAF for your ETA reads OVC015 5SM, with TEMPO OVC006 1 1/2SM. May you file it as your alternate?
Answer and explanation
Answer
4No: the TEMPO condition is below the alternate minima
Explanation
A TAF with TEMPO may be used only if "the forecast TEMPO condition shall not be below the published alternate minima requirements for that aerodrome" (TC AIM RAC 3.13(c)). 600 ft and 1 1/2 SM is below 700-2, so the aerodrome does not qualify. It is the PROB condition that is checked against the landing minima (RAC 3.13(d)).
The other options
- 1Yes: the main forecast is well above the 700-2 minimaThe TEMPO condition must also meet the alternate minima (TC AIM RAC 3.13(c)).
- 2Yes: a TEMPO group is never used to judge an alternateTEMPO groups are used, and must not be below the alternate minima.
- 3Yes, if the TEMPO is above the landing minimaLanding minima are the test for a PROB condition. A TEMPO condition is tested against the alternate minima.
- Question 10 of 13IFR Regulations — Alternate Minima
When must an IFR flight plan name an alternate aerodrome, and what weather test does the alternate have to pass?
Answer and explanation
Answer
2Always, unless authorized; forecast at CAP minima at the ETA
Explanation
"Except as otherwise authorized by the Minister in an air operator certificate or in a special authorization", an IFR flight plan must include an alternate aerodrome (CARs 602.122). And it may be included only if "available weather information indicates that the ceiling and visibility at the alternate aerodrome will, at the expected time of arrival, be at or above the alternate aerodrome weather minima specified in the Canada Air Pilot" (CARs 602.123).
The other options
- 1Only when the destination forecast is below 2,000 ft or 3 SMCanada has no destination-weather trigger. The alternate is always required (CARs 602.122).
- 3Only on flights longer than two hours; it must have a TAFCARs 602.122 has no flight-length condition, and the weather test is the CAP alternate minima (602.123).
- 4Only when the destination has no instrument approachThe requirement does not depend on the destination's approaches (CARs 602.122).
- Question 11 of 13Meteorology — Icing
Before an IFR departure in freezing rain, you find a thin layer of ice on the horizontal stabilizer only. What do the CARs allow?
Answer and explanation
Answer
3No take-off until the ice is removed
Explanation
Critical surfaces include the "horizontal stabilizers, vertical stabilizers or any other stabilizing surfaces" (CARs 602.11(1)), and "no person shall conduct or attempt to conduct a take-off in an aircraft that has frost, ice or snow adhering to any of its critical surfaces" (602.11(2)). Before de-icing, the crew and passengers are told of the decision (602.11(7)).
The other options
- 1Take off: thin ice will blow off during the rollThin ice is still ice adhering to a critical surface. No take-off may even be attempted.
- 2Take off: the stabilizer is not a wingThe horizontal stabilizer is a critical surface (CARs 602.11(1)).
- 4Take off, if the crew is told about the iceInforming the crew is required before de-icing (CARs 602.11(7)). It does not permit a take-off with ice.
- Question 12 of 13Meteorology — Icing
Icing is forecast along your IFR route, and your aeroplane is not equipped to operate in icing conditions under its type certificate. Current reports still show icing. What do the CARs say?
Answer and explanation
Answer
2You may not take off or continue the flight into it
Explanation
"No person shall conduct a take-off or continue a flight in an aircraft where icing conditions are reported to exist or are forecast to be encountered along the route of flight", unless the aircraft is adequately equipped under the standards of its type certificate, or current weather or pilot reports show the icing no longer exists (CARs 605.30).
The other options
- 1You may take off if you plan to exit any ice you meetA plan to exit is not one of the two conditions in CARs 605.30.
- 3You may take off if ATC approves the routeAn ATC clearance does not satisfy CARs 605.30. Equipment or current reports do.
- 4You may take off if the forecast icing is lightCARs 605.30 makes no exception for light icing.
- Question 13 of 13IFR Regulations — Cruising Altitudes and Oxygen
IFR in the Southern Domestic Airspace, unpressurized, on a magnetic track of 090°, with no level assigned: which cruising flight level is appropriate, and who must use oxygen?
Answer and explanation
Answer
1FL210; everyone on board, the whole time
Explanation
For tracks 000° to 179°, the table to CARs 602.34 gives IFR odd flight levels: FL 190, 210, 230. And above 13,000 ft ASL cabin-pressure-altitude, "each person on board the aircraft shall wear an oxygen mask and use supplemental oxygen for the duration of the flight at those altitudes" (CARs 605.32(2)).
The other options
- 2FL200; the crew only, after 30 minutesFL200 is an even level, for tracks 180° to 359°. And above 13,000 ft everyone uses oxygen, the whole time.
- 3FL210; the crew only, after 30 minutesFL210 is right, but the 30-minute crew rule is for 10,000 to 13,000 ft (CARs 605.32(1)).
- 4FL200; everyone on board, the whole timeEveryone uses oxygen, but FL200 is a westbound level.
Source
CARs 602.34(1)(a) and the table to CARs 602.34; CARs 605.32(1) and (2); TC AIM (October 1, 2026) RAC 2.3.1.
Taught in: IFR › IFR Regulations
Keep practising
Checked 1 November 2026. CARs 602.11, 602.34 and its table, 602.88, 602.122, 602.123, 602.128, 602.129, 605.30 and 605.32 checked against SOR/96-433 as consolidated to 17 June 2026 (Justice Laws Website, current to 30 September 2026). TC AIM COM 5.4.2 and 5.4.2.2, RAC 2.3.1, RAC 3.13 and 3.13.1 (Table 3.7) and RAC 9.19.2.1 checked against TC AIM, October 1, 2026. The alternate minima match the CAP GEN effective 19 March 2026; the current CAP GEN has not been checked. The questions, explanations and exhibits are TC Exam Prep's own. TC Exam Prep is independent and not affiliated with Transport Canada.