12 free practice questions from the 293 in this chapter of StudyWren Aviation. Pick an answer and check it to see the explanation and its FAA source. Part of the free Private Pilot practice test.
Latitude, Longitude & TimePAR-11-016
While daylight saving time is in effect, how do you convert Pacific Daylight Time to UTC?
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The answer is B: Add 7 hours
Pacific Standard Time is UTC−8, so PST + 8 hours = UTC. Under daylight saving time, local clocks move ahead 1 hour (PDT = UTC−7), so you add only 7 hours.
Pacific Standard Time is UTC−8, so PST + 8 hours = UTC. Under daylight saving time, local clocks move ahead 1 hour (PDT = UTC−7), so you add only 7 hours.
About how many statute miles does 3 inches represent on a sectional chart?
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The answer is B: 24 SM
1:500,000 means 1 inch = 500,000 inches ≈ 7.9 SM (6.86 NM). 3 × 7.9 ≈ 24 SM. 21 is the distance in nautical miles (3 × 6.86 ≈ 20.6), and 12 SM uses the TAC scale.
1:500,000 means 1 inch = 500,000 inches ≈ 7.9 SM (6.86 NM). 3 × 7.9 ≈ 24 SM. 21 is the distance in nautical miles (3 × 6.86 ≈ 20.6), and 12 SM uses the TAC scale.
In a sectional airport data block, the lighting code '*L' (an asterisk before the L) means
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The answer is C: lighting limitations exist; check the Chart Supplement
A plain 'L' means the runway lights operate from sunset to sunrise. '*L' means there are limitations (such as pilot-controlled, part-time, or on-request lighting), so you must consult the Chart Supplement. A dash in that position means no runway lights.
The answer is C: lighting limitations exist; check the Chart Supplement
A plain 'L' means the runway lights operate from sunset to sunrise. '*L' means there are limitations (such as pilot-controlled, part-time, or on-request lighting), so you must consult the Chart Supplement. A dash in that position means no runway lights.
Why might the variation printed on an older sectional differ slightly from the value on a current edition?
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The answer is C: Magnetic variation slowly changes over time and charts are updated
The magnetic field drifts slowly, so isogonic lines are periodically recomputed from an updated magnetic model. This is one more reason to use current charts.
The answer is C: Magnetic variation slowly changes over time and charts are updated
The magnetic field drifts slowly, so isogonic lines are periodically recomputed from an updated magnetic model. This is one more reason to use current charts.
Your plotter is missing. How can you measure the length of a leg on a sectional chart using only features printed on the chart?
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The answer is C: Compare it with the minute ticks on a meridian, since 1 minute of latitude is 1 NM
Mark the leg length on a paper edge and compare it with the latitude ticks along a meridian, where each minute is 1 NM. Minutes of longitude shrink with latitude, and MEF quadrants are not a uniform distance scale.
The answer is C: Compare it with the minute ticks on a meridian, since 1 minute of latitude is 1 NM
Mark the leg length on a paper edge and compare it with the latitude ticks along a meridian, where each minute is 1 NM. Minutes of longitude shrink with latitude, and MEF quadrants are not a uniform distance scale.
Using the 1-in-60 rule: after flying 40 NM, you find you are 4 NM right of course, and 80 NM remain to the destination. How much should you change heading to fly directly to the destination?
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The answer is C: 9° left
Angle off = (4 ÷ 40) × 60 = 6°, which is the turn needed just to parallel the original course. To converge on the destination, add (4 ÷ 80) × 60 = 3° more. Total = 9°, turned left toward the course line. A 6° correction only parallels the course, and 3° is only the closing angle for the distance remaining.
Angle off = (4 ÷ 40) × 60 = 6°, which is the turn needed just to parallel the original course. To converge on the destination, add (4 ÷ 80) × 60 = 3° more. Total = 9°, turned left toward the course line. A 6° correction only parallels the course, and 3° is only the closing angle for the distance remaining.
Why does a navigation log usually treat the climb separately from cruise?
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The answer is C: Groundspeed and fuel flow during climb differ from cruise values
Climb is flown at a lower airspeed and a higher fuel flow than cruise, so time, distance, and fuel to climb (from the POH) are computed separately. The PHAK notes that groundspeed during climb is less than in cruise at the same airspeed.
The answer is C: Groundspeed and fuel flow during climb differ from cruise values
Climb is flown at a lower airspeed and a higher fuel flow than cruise, so time, distance, and fuel to climb (from the POH) are computed separately. The PHAK notes that groundspeed during climb is less than in cruise at the same airspeed.
Which of these DME readings contains the greatest slant-range error?
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The answer is C: 8,000 ft above the station with the DME reading 3 NM
The error grows as the airplane gets higher and closer. At 8,000 ft (about 1.3 NM) above the station with only 3 NM slant range, the horizontal distance is about 2.7 NM, a significant error. The other cases are far from the station relative to their height.
The answer is C: 8,000 ft above the station with the DME reading 3 NM
The error grows as the airplane gets higher and closer. At 8,000 ft (about 1.3 NM) above the station with only 3 NM slant range, the horizontal distance is about 2.7 NM, a significant error. The other cases are far from the station relative to their height.
On a basic (non-WAAS) IFR-approved GPS receiver, what is the full-scale CDI sensitivity in terminal mode, used within 30 NM of the airport?
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The answer is C: ±1 NM
AIM 1-1-17 describes the basic GPS scaling: en route ±5 NM, terminal ±1 NM within 30 NM of the airport, and approach ±0.3 NM at the final approach waypoint. WAAS receivers use different en route and approach scaling.
AIM 1-1-17 describes the basic GPS scaling: en route ±5 NM, terminal ±1 NM within 30 NM of the airport, and approach ±0.3 NM at the final approach waypoint. WAAS receivers use different en route and approach scaling.
Which of these products is broadcast to the cockpit through FIS-B?
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The answer is C: NEXRAD radar imagery and TFR information
FIS-B includes METARs, TAFs, NEXRAD imagery, PIREPs, AIRMETs/SIGMETs, winds and temperatures aloft, NOTAMs (including TFRs), and special use airspace status, among other products. It doesn't carry ATC clearances or terrain warnings.
The answer is C: NEXRAD radar imagery and TFR information
FIS-B includes METARs, TAFs, NEXRAD imagery, PIREPs, AIRMETs/SIGMETs, winds and temperatures aloft, NOTAMs (including TFRs), and special use airspace status, among other products. It doesn't carry ATC clearances or terrain warnings.
Which alternate is usually easiest to navigate to during an unplanned diversion?
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The answer is B: An airport with a VOR or NDB on the field
The PHAK notes that it is typically easier to navigate to an alternate with a VOR or NDB on the field, because you can simply track to the station. If time permits, start the diversion over a prominent ground feature.
The answer is B: An airport with a VOR or NDB on the field
The PHAK notes that it is typically easier to navigate to an alternate with a VOR or NDB on the field, because you can simply track to the station. If time permits, start the diversion over a prominent ground feature.
