LIBRARY OF THE UNIVERSITY OF ILLINOIS AT URBANA-CHAMPAIGN q629.13252 Un312pri 1972 AC 61-32A OCT 30 1972 DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION UNIVERSITY OF ILLINOIS AT URBANA-CHAMPAIGN PRIVATE PILOT Written Test Guide Revised 1971 DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION Flight Standards Service For sale by the Superintendent of Documents, TJ.S. Government Printing Office Washington, D.C. 20402 - Price $1.75 Stock Number 6011-0056 ftnili-f 2- Cr^ U^jUpr, FOREWORD 11 72 The Private Pilot Written Test Guide, prepared by the Federal Aviation Adminis¬ tration, presents a wide variety of learning experiences designed to assist applicants who are preparing for the Private Pilot (Airplane) Written Test. Included in the Guide are: a. Seventy-one exercises which cover the material presented in each section and chapter of the Pilot’s Handbook of Aeronautical Knowledge. b. A sample written test presented in a fashion similar to the current Private Pilot Written Test. Source material for the exercises and a sample test may be found in the Pilot’s Hand¬ book of Aeronautical Knowledge. The treatment of this guide is such that an applicant may record the results of his study and problem solving with a minimum amount of writing. Comments regarding this publication should be directed to Department of Trans¬ portation, Federal Aviation Administration, Flight Standards Technical Division, P.O. Box 25082, Oklahoma City, Oklahoma 73125. Conscientious study of the Pilot’s Handbook of Aeronautical Knowledge, and the problem solving practice provided in this Guide, should lay a firm foundation of aero¬ nautical knowledge for the prospective private pilot and enhance his ability to apply this knowledge in a manner that will contribute to his competence as a private pilot. The Pilot’s Handbook of Aeronautical Knowledge makes no attempt to cover the Federal Aviation Regulations appropriate to the private pilot; therefore, a thorough study of these regulations will be required, since they are part of the aeronautical knowledge requirement for certification as a private pilot. (See list of additional study materials on pages 81 and 82.) The Pilot’s Handbook of Aeronautical Knowledge is for sale by the Superintendent of Documents, U.S. Government Printing Office, Washington, D.C. 20402. The price is $1.75. CONTENTS EXERCISES. 1 Principles of Flight. 3 Weather. 9 Navigation. 17 Aircraft and Engine Operation. 25 Flight Instruments. 29 Aircraft Performance. 37 Airman’s Information Manual. 45 Flight Computer. 57 Radio Communications. 59 Flight Planning. 67 Answers to Exercises . 71 Additional Study Materials . 81 Required. 81 Optional. 81 How to Obtain. 82 The Private Pilot Written Test . 83 Nature of the Written Test. 83 Type of Test Items. 83 Taking the Written Test. 83 SAMPLE WRITTEN TEST. 85 Answers and Explanations for Sample Test Items .Ill Exercises General Instructions for the Exercises These exercises are organized by section and chapter to parallel the arrangement of material in the 1971 edition of the Pilot’s Handbook of Aeronautical Knowledge. For example: Exercise 8, Chapter 4, Section II, refers to the same chapter and section in the Handbook. Directions accompany each exercise and should provide adequate guidance for their completion. Although some exercises contain statements which require completion in your own words, they are drawn directly from statements in the same chapter in the Handbook. If your words do not agree exactly with the answers given, but have the same meaning, they are acceptable. For those statements which require more than one word for com¬ pletion, multiple spaces are provided as clues. (Note: The Private Pilot Written Test is a multiple-choice type test and does not require statements in your own words.) Review exercises are provided at the end of most sections. To derive the maximum benefit from these review exercises, it is recommended that you attempt to complete them without referring to the Handbook or to the preceding exercises. 2 SECTION I. PRINCIPLES OF FLIGHT Chapter 1. Forces Acting on the Airplane Exercise 1. Terms The following terms jire important in this chapter. Match the correct definitions below with the terms numbered 1 through 15. Write the letter corresponding to the correct definition or description in the space beside the term. 1 . Lift 2. Weight 3. Thrust 4. Drag 5. Airfoil 6. Angle of Incidence 7. Relative Wind 8. Angle of Attack 9. Airspeed 10. Burble Point 11. Camber 12. Leading Edge 13. Trailing Edge 14. Chord 15. Air Density a. A device which gets a useful reaction (produces lift) from air moving over its surface. b. The angle between the wing chord line and the direction of the relative wind. c. The forward acting force on an air¬ plane in flight (opposes drag). d. An imaginary straight line joining the leading and trailing edges of an airfoil. e. The direction of air flow with respect to the wing. f. That angle of attack which causes a swirling of air over the top surface of the wing. g. The curvature (as seen in a cross section) of an airfoil. h. The upward acting force on an air¬ plane in flight (opposes weight). i. The weight of air by volume (affected by pressure, temperature, and hu¬ midity). j. The angle formed by the longitudinal axis of the airplane and the chord line of the wing (angle at which wing is mounted on fuselage). k. The forward edge of an airfoil. l. The velocity (speed) of air passing over the wing. m. The downward acting force on an airplane in flight (opposes lift). n. The rear edge of an airfoil. o. The backward acting force on an air¬ plane in flight (opposes thrust). 3 Exercise 2. Identification The following illustrations show significant items in this chapter. Beside each illustration, you will find terms which denote im¬ portant parts of the illustration. Write the letter which correctly identifies the listed part in the space provided. 3. _ Thrust 4. _ Drag 5. _ Trailing Edge 6. _ Chord Line 7. _ Angle of Incidence 4 1 ). 10 . 11 . Area of Low Pressure Area of High Pressure (Positive Pressure) . Lift Angle of Attack Chapter 2. Function of the Controls Exercise 3. Terms The following terms are important in this chapter. Choosing from the list below, write, in the space provided, the term which would correctly complete each statement. LONGITUDINAL AXIS VERTICAL AXIS LATERAL AXIS AILERONS ELEVATORS RUDDER TRIM TAB ROLL YAW PITCH 1. The control surfaces which produce a rolling movement about the longitudinal axis are called_ 2. The imaginary line which extends crosswise wing-tip to wing- tip is the_ 3. The_control the movement or pitch of the airplane about its lateral axis. 4. The _ is an imaginary line which passes vertically through the center of gravity. 5. The imaginary line that extends lengthwise through the fuselage from nose to tail is the_ 6. A-is a small adjustable hinged surface on the trailing edge of the aileron, elevator or rudder control surfaces. 7. The movement produced about the vertical axis by the rudder is_ 8. - is movement about the lateral axis pro¬ duced by the elevators. 9. The-controls the yawing movement about the vertical axis. 10. The ailerons produce_which is movement about the longitudinal axis. Exercise 4. Identification The following illustration contains many of the items covered in Exercise 3. Write, in the spaces provided, the letters which correctly identify the items listed. 1. _ Ailerons 2. _ Trim Tabs 3. _ Longitudinal Axis 4. _ Rudder 5. _ Lateral Axis 6. - Vertical Axis 7. _ Elevator 5 Chapter 3. Loads and Load Factors Exercise 5. Interpretation The chart below illustrates the increase in the load factor as the angle of bank increases. Write, in the spaces provided, the ap¬ proximate load factor for the angles of bank listed. LOAD FACTOR CHART 0 10 20 30 40 50 60 70 80 90 BANK ANGLE - IN DEGREES 1. 20° _ 3. 60° 2. 40° _ 4. 80° 6 The chart below illustrates the increase in stall speed as the angle of bank increases. Write, in the spaces provided, the stall speeds with flaps at 40°, for the angles of bank listed. sinmnc ! POW E R OFF, MF Gross Weight £ 2200 lbs CONDITION o° iPEE H T.I.i lNGLE < 2 ) (ft) Cf) (ft) (fp m ) 1 . 750 600 4,000 100 1,650 294 2. 1,000 550 2,000 100 3. 880 820 6,000 80 4. 1,250 725 8,000 80 5. 650 510 0 120 6. 1,150 940 4,000 120 This computer has been developed bv the Federal Aviation Admin¬ istration to replace the Koch Chart. Two versions are available. One is for fixed-pitch propeller aircraft, and the other is for variable pitch propellers. It is for sale by the Superintendent of Documents, U. S. Government Printing Office, Washington, D. C. 20402. The price is 50c. When ordering, specify either fixed pitch or variable pitch. UJ 14000- + g => 12000- + 10000- + f— o 8000- + •X 6000- 3.4 u_ oc 4000- 2.4 o V, 2000- 1.9 UJ x: UJ oc Q_ 0- -2000- 1.6 1.2 < t- NOTES: + = Much greater than normal; check menu- facturer’s specifications. ~ = Less than normal; check manufacturer's specifications. = General data not pertinent; check manu¬ facturer's specifications. t This computer has been developed by the Federal Aviation Administration. It is intended to supplement and NOT replace manufacturer’s published performance in¬ formation. 39 Exercise 50. Interpretation Based on the information given in each of the following con¬ ditions, use the Takeoff Data Chart below to determine the takeoff distances. Write the figures for the ground run and the distance required to clear a 50-foot obstacle in the spaces provided. Remember to increase distances 10% for each 25° Fahrenheit above standard temperature for the particular altitude. (The first item has been completed as an example.) DISTANCE TO GROSS PRESSURE HEAD- GROUND CLEAR 50-FT WEIGHT ALTITUDE TEMP WIND ROLL OBSTACLE (lbs) (ft) 7 (mph) (ft) (ft) 1 . 2,200 5,000 65 15 825 1,551 2. 2,200 2,500 76 0 3. 2,200 7,500 84 30 4. 1,900 0 60 15 5. 2,200 5,000 90 0 TAKE-OFF DATA ' # • • • . TAKE-OFF DISTANCE WITH FLAPS UP FROM HARD SURFACE RUNWAY . Y GROSS LAS HEAD AT SEA LEVEL & 59 °F AT 2500 FT. & 50°F AT 5000 FT. & 41 °F AT 7500 FT. & 32°F WEIGHT AT WIND GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR LBS. 50 FT. MPH RUN 50' OBSTACLE RUN 50' OBSTACLE RUN 50’ OBSTACLE RUN 50’ OBSTACLE 0 380 725 460 845 555 1000 680 1205 1600 56 15 215 470 265 560 330 670 415 820 30 95 265 125 320 160 395 210 495 0 560 1000 675 1185 820 1420 1015 1755 1900 61 15 335 675 415 805 515 980 645 1230 30 165 400 210 490 275 610 360 785 0 780 1370 945 1615 1155 1995 1435 2495 2200 66 15 490 945 605 1130 750 1410 950 1805 30 260 590 330 710 425 915 560 1205 NOTE: INCREASE DISTANCE 10% FOR EACH 25°F. ABOVE STANDARD TEMPERATURE FOR PARTICULAR ALTITUDE. 40 Exercise 51. Interpretation Based on the information given in each of the following con¬ ditions, use the Climb Data Chart below to determine these two climb performance factors. Write the figures for best climb speed and rate of climb in the spaces provided. (The first item has been completed as an example.) (The Climb Data Chart is primarily useful in determining Best Rate-of-Climb Airspeed and the resulting rate of climb.) CROSS PRESSURE BEST CLIMB RATE OF WEIGHT ALTITUDE SPEED CLIMB (lbs) (ft) (mph) (fpm) 1 . 2,200 5,000 77 520 2. 1,900 0 3. 1,900 10,000 4. 2,200 0 5. 1,600 10,000 CLIMB DATA AT SEA LEVEL & 59°F AT 5000 FT. & 41 "F * AT 10 000 FT. & 23°F AT 15000 FT. & 50 °F GROSS BEST RATE GAL. BEST RATE GAL. BEST RATE GAL. BEST RATE GAL. WEIGHT CLIMB OF OF CLIMB OF OF CLIMB OF OF CLIMB OF OF LBS. IAS CLIMB FUEL IAS CLIMB FUEL IAS CLIMB FUEL IAS CLIMB FUEL MPH FT/MIN USED MPH FT/MIN USED MPH FT/MIN USED MPH FT/MIN USED 1600 71 1220 1.0 69 955 1.8 67 690 2.6 65 425 3.8 1900 75 940 1.0 73 710 2.1 71 475 3.3 69 245 5.2 2200 78 730 1.0 77 520 2.4 75 310 4.1 74 105 7.6 NOTE: FLAPS UP, FULL THROTTLE, AND MIXTURE LEANED FOR SMOOTH OPERATION ABOVE 5000 FT. FUEL USED INCLUDES WARM-UP AND TAKEOFF ALLOWANCE. 41 Exercise 52. Interpretation Based on the information given in each of the following condi¬ tions, use the Cruise Performance Chart on this page to determine the significant factors related to cruising operation. Write the figures for the % BHP, TAS, and Gallons Per Hour Fuel Consumption in the spaces provided. If the condition given should fall in the shaded area, write “Not Recommended” across the spaces. (The first item has been completed as an example.) PRESSURE MIXTURE ALTITUDE RPM % BHP TAS FUEL USED (ft) (mph) (, gP h ) 1 . Rich 5,000 2,500 65 123 10.0 2. Lean 5,000 2,500 -- 3. Lean 7,500 2,300 4. Rich 2,500 2,600 5. Lean 10,000 2,650 42 CRUISE PERFORMANCE WITH RICH MIXTURE BHP % TAS Gal./ Endr. Mi./ Range ALT RPM BHP MPH Hour Hours :::::: 2 Gal. :i:::Vo"R:::: Miles IVy.V'iooV:::: .2500’"' io l iiiiiiiVfiii:::: 70 ia-i-T 1*24 10. 1 .3?7. .12*’3. 455 2400 90 62 118 9.2 4.0 12.8 475 2300 79 55 112 8.5 4.4 13.2 490 5000 2200 :::;2T00;!;|! ::::2700 iiiii 70 ii8;:;;;; 48 ;;::;:42 i;;;;: ::ii!*:81 !i;:i 106 ;;;;;;; 99 ;;;;; 135 mi 7.8 :::::: 7. 2|::: 12. 1:!:: 4. 7 ::::::5. 2 ::::: :::::: 3. 1 iiii 13.6 ;;;; n,.?/;/ n. 2\\\\ 500 ::::: 515 ::::: :::i:415:::::: araffffff::::: 2550 100 69 i 26 iiliaOHii 10.4 3. 6 12.2 450 2500 94 65 123 10.0 3.7 12.4 455 2400 84 58 117 9.1 4.0 12. 8 475 2300 74 51 111 8.4 4.4 13. 2 490 2200 65 45 104 7. 7 4. 8 .>.3,5. 500 ;;;;/..5.7.;;;;; ;;;;;...9.8.::;;; ://i3.s;;;; 510 ;;;;; CRUISE PERFORMANCE WITH LEAN MIXTURE 1 2500 .::.27uvc i.2c: :: - aa ;;;:: . U.2 V: .rs. i?c;// 2 G 00 ::::: 114 :::::: 78 i3o:;;;: / 9. 9 ;;;;;; 3.7 : ;:;; :;:;;i3 .1 :::: 485 :. 2500 101 70 124 8.8 4.2 14. 0 520 2400 90 62 118 7.8 4 . 7 15. 1 560 2300 79 55 112 6.9 5.3 16.2 600 2200 70 Pffii 48 lip] 106 6. 1 5/4 6.1 ;;;;;; 6. s ;h; IV’-VU’W 17.4 mm 645 . 26 oo .2550. US.:;:: ::::: 106 H::: . m . i:;:i::73 .‘6*9. :::::: 129 :::: . ii’6 . ;;;;; 9 . 2 :;;; .O. ;;::;;4 .0 . ’472 . iiii; 14.0 . 1475"" .4 0 3.. 5210 'iiiii . 53’5 . 2500 94 65 123 8. 3 4.5 14. 9 550 2 a oo 84 58 117 7.3 5.1 16. 1 595 2300 74 51 111 6.5 5.7 17. 1 635 2200 //iiibo;;;;; 65 57 ;:::; 45 ;;;;;;4o •••:• 104 ;;;;;; 98 . S, .?..... 5.o;;;j 6.5 7.4 :::: 18. 3 ::;;;i9,5 680 7500 **25557*! '2600 ::::: 103 ::::! 98"" 68 !!!!!:T5T"“ 129 . 8*!*6 "" !”!!! j. f!!!! 4.3 ■?! . 555 2500 87 60 122 7. 6 4.8 16.0 590 2400 78 54 116 6.8 5.4 17.0 630 2300 69 48 109 6. 0 6.2 18 . 2 670 2200 61 42 103 5.3 ::::i 7.0 19.4 720 10,000 2650 96 66 130 8.4 . J.S M . 4.4 15. 5 575 2600 91 63 127 7.9 4.7 16.0 590 2500 81 56 120 7.1 5. 2 17.0 630 1 2400 73 50 115 8.4 5. 8 18.0 665 2300 64 44 108 5.6 6.6 19. 2 710 ] 2200 57 39 101 :::: 5.0 ^ :i:i: 7.4 20.3 750 12,500 2600 84 58 125 7. 3 5.0 17. 0 630 2500 76 52 119 6. 6 5.6 18.0 565 2400 68 47 113 5.9 6.2 19.0 700 2300 61 42 106 5.3 7.0 20. 1 745 2200 54 37 100 4 . 7 7. 8 21. 1 780 NOTE: Shaded areas are cruising RPM settings that are not recommended for the given altitude. Exercise 53. Interpretation Based on the information given in each of the following condi¬ tions,. use the Landing Conditions Chart on this page to determine the significant factors related to landing. Write the figures for approach IAS, distance to clear a 50-foot obstacle, and landing roll in the spaces provided. Remember to reduce distances (only) 10 o for each fi mph of headwind. All conditions given are based on full (40 ) flaps, power off, and a hard-surfaced runway. (The first item has been completed as an example.) CROSS WEIGHT (lbs) PRESSURE ALTITUDE (ft) HEAD¬ WIND (mph) APPROACH IAS (mph) DIST TO CLEAR 50 FT OBSTACLE (ft) GROUND ROLL ffO 2,200 5,000 20 63 872 532 2,200 5,000 0 1,600 2,500 11 2,200 0 18 1,600 7,500 0 5. LANDING CONDITIONS APPROACH IAS 63 MPH @ 2200 LBS. 53 MPH @ 1600 CBS. WING FLAPS — 40* POWER OFF HARD SURFACE RUNWAY NOTI Reduce Lending Dletance 10% _lor each 6MPH Headwind GROUND ROLL 615 FT. 800 FT . 1315 FT. SCAKVIl I 1115 FT. (59® F) 870 FT. 43 Section VI. Review Exercise 54. Review . . Based on the conditions given for the following hypothetical flight use the charts in Exercises 50 through 53 to determine the performance in each phase. Write your figures in the spaces provided. GIVEN: TAKEOFF CONDITIONS CRUISE CONDITIONS Gross Weight 1900 lbs. Cruising Altitude 5,500 ft. Pressure Altitude 0 Mixture Lean Temperature 60° F % BHP 65% Headwind 15 mph Cruising duration (time) 4 hrs. LANDING CONDITIONS Pressure Altitude Headwind Flaps Runway (Hard-Surfaced) 2,500 ft. 6 mph 40° 3,200 ft. 44 FIND: 1. Ground roll on take-off -- 2. Takeoff distance to clear 50-foot obstacle -- ft - 3. Best initial rate of climb IAS - m P h 4. Rate of climb (average sea level and 5,000 feet) f P m 5. Time to climb to cruising altitude (com¬ pute from 4) -- m * n ‘ 6. Cruising rpm (5,000 ft.) r P m 7. Cruising TAS (5,000 ft.) - mph 8. Rate of fuel consumption (5,000 ft.) - gph 9. Fuel used (add 2.3 gallons for climb) -- gal. 10. Landing gross weight (compute)- lbs - 11. Approach IAS (use 1,600 lbs.) - m P b 12. Landing distance to clear 50-foot obstacle (use 1,600 lbs.) £t - 13. Landing ground roll (use 1,600 lbs.) - ft- SECTION VII. AIRMAN S INFORMATION MANUAL Chapter 24. Airman’s Information Manual Exercise 55. Statements The following statements, when completed, will emphasize important points in this chapter. Write, in the blank spaces pro¬ vided, the words which will correctly complete the statements. 1. Each part of AIM is published at varying intervals during the_, depending on the frequency of change of 2. The Airport Directory (Part 2) of AIM is issued____ 3. Part 1 of AIM — entitled Basic Flight Manual and ATC Procedures contains basic fundamentals required to fly in the 4. Information concerning Health and Medical Facts of inter¬ est to pilots is covered in Part_of AIM. 5. The Airport Directory (Part 2) contains a listing of all air¬ port facilities and services, except_ in codified form. 6. Radiotelephone phraseology and techniques in radio com¬ munications most germane to the private pilot is covered in Part_of AIM. 7. If a fuel rating is 100 or above, it is referred to as a_ _rather than an octane rating. 8. The Airport/Facility Directory contains a tabulated listing of all major__ heliports, and seaplane bases that have terminal navaids and_facilities (control towers) available at the airports. Exercise 56. Identification Using the airport traffic control light signal table shown in the Airman’s Information Manual (Part 1) excerpts of the Pilot’s Handbook, write the correct light signals in the spaces provided in the following table: COLOR & TYPE OF SIGNAL ON THE GROUND IN FLIGHT Stop Give way to other aircraft and con¬ tinue circling Return to starting point on airport Cleared for takeoff Cleared to land Taxi clear of (runway) in use Airport unsafe— Do not land Cleared to taxi Return for landing (to be followed by steady green at proper time) GENERAL WARNING SIGNAL. EXERCISE EXTREME CAUTION. 45 Exercise 57. Terms The following terms are taken from the excerpts of the Air¬ mans Information Manual, in Chapter 24 of the Handbook. They emphasize important points in the chapter. Choosing from this list, write, in the spaces provided, the terms which would correctly complete the accompanying statements. LINE-OF-SIGHT VOR 121.9 MHz FSS ATIS HYPERVENTILATION FLASHING LIGHTS ROTATING BEACON FLASHING AMBER LIGHT OIL BURNER ROUTES AIRPORT ADVISORIES 122.8 MHz MAGNETIC CHANNEL 1. Flight Service Stations provide_ _which contain essential landing or takeoff information but do not constitute air traffic control. 2. A___ at an airport indicates that clockwise (right-hand) traffic is in effect. 3. During the hours of daylight, the lighting of the_ _means that ground visibility is less than 3 miles and/or that the ceiling is less than 1,000 feet. 4. _ is the standard frequency for UNICOM located at airports without a control tower or FSS. 5. Airport runways are numbered to correspond to their _bearing. 46 6. When originating a radiotelephone call-up to any air- ground facility, indicate the _ on which reply is expected, if other than normal. 7. Pilots of aircraft departing from or arriving at certain termi¬ nal areas can receive the continuous_broad¬ casts at times when cockpit duties are least pressing and listen to numerous repeats. 8. _ , or overbreathing is a disturbance of respiration that may occur in individuals as a result of 'emotional tension or anxiety. 9. During the hours of darkness, _ _outlining the tetrahedron or wind tee means that ground visibility is less than 3 miles and/or that the ceiling is less than 1,000 feet. 10. _indicate lo¬ cations for Military Low Level Navigational/Bombing Train¬ ing Flights by jet aircraft. 11. A VHF navigational facility which provides omnidirectional course information is called a _. 12. The AIM Airport/Facility Directory Legend lists_ as a ground control frequency. 13. VHF radio transmissions are subject to_ _restrictions. 14. Station. is the abbreviation for an FAA Flight Service Exercise 58. Terms The following aeronautical terms are of great significance and they appear in the Airman’s Information Manual. Write the let¬ ter corresponding to the correct or partial definition in the space beside the term. 1 . Alert Area 2 . Airport Traffic Area 3 . Vortices 4 . Direction Finder 3. Continental Control Area 6 . VASI 7 . Control Areas 8 . Control Zones 9 . Restricted Area 10 . Prohibited Area a. A vortex core is the center of a trail¬ ing mass of disturbed air created by the wing of an aircraft as it produces lift. b. The area which includes that air¬ space above the conterminous United States at and above 14,500 MSL, ex¬ cluding airspace less than 1,500 feet above the terrain and Prohibited and most Restricted Areas. c. DF equipment is of particular value in locating lost aircraft and in help¬ ing to identify aircraft on radar. d. Areas that consist of airspace that does not include the Continental Control Area. e. Airspace which is depicted on aero¬ nautical charts to inform nonpartici¬ pating pilots of areas that may con¬ tain a high volume of pilot training or an unusual type of aerial activity, and pilots should be particularly alert. f. Provides descent guidance during an approach to a landing. g. Penetration of these areas without authorization from the using or con¬ trolling agency may be extremely hazardous to the aircraft and its occupants. h. The airspace within a circular limit defined by a five statute mile hori¬ zontal radius from the geographical center of an airport at which an oper¬ ative airport traffic control tower is located and extending upward from the surface to, but not including, 3,000 feet above the surface. i. Designated airspace within which the flight of aircraft is prohibited. j. Controlled airspace extending up¬ ward from the surface of the earth. Control zones may include one or more airports and are normally areas five statute miles in radius with ex¬ tensions as necessary to include ar¬ rival and departure paths. 47 Exercise 59. Interpretation Based on the excerpts of the Sectional Chart Bulletin, NOTAMS, Airport Directory, Airport/Facility Directory, and FSS and WB Telephone Numbers on pages 49 through 56, and the Dallas-Ft. Worth Sectional Chart supplied with this Guide, determine the correct information as requested in the following items. Write the information in the space provided. 1. Sherman Municipal Airport — UNICOM on _. 2. Abilene VORTAC frequency (VOR) _ . 3. Lubbock Regional Airport — Status Runway 35L_ 4. Abilene-Butterfield Trail Airport — Remarks for Runway 19 5. Ft. Worth, Saginaw Airport — Number of runways_ surface ___ , length _ . 6. Denton Municipal Airport — Elevation_ MSL, Fuel available _ or_ . 7. Midland Airpark — Traffic direction for Runways 25, 29, and 34 -, Height of obstruction 10 nautical miles west by northwest ---above the surface. 8. Stephenville - Clark Muncipal Airport — Airport lighting --- and __ 9. Stamford-Arledge Field — Storage Available? Fuel available_or_ 10. Terrell Wallace Airport - UNICOM available? 48 11. Wichita Falls Kickapoo Airport longest hard surfaced run¬ way is _. and the length is _. 12. Abilene Municipal Airport — Type of servicing available: -, --> and_, repairs. 13. Abilene Municipal Airport — Communication Frequencies: Tower (primary) _, Ground Control 14. Dallas Red Bird Airport non-directional radio beacon fre¬ quency is _._ 15. Britton VORTAC — Frequency ___ 16. Dallas-Love Field — Remarks: Right hand traffic on Run¬ ways _. 17. Fort Worth-Greater Southwest International Field — Tower voice call___., Communication frequen¬ cies: Tower (primary) _, Ground Con¬ trol _, Traffic Information - . 18. Wichita Falls Air Terminal — Remarks: Rectangular traffic pattern direction for Runways 17 and 33 is _ hand. 19. Standard FSS transmitting frequencies: Airport Advisories -,, Emergency __ 20. Dallas Flight Service Station telephone number_ -- Pilot’s Automatic Telephone Weather Answering Service (PATWAS) number_ . SECTIONAL CHART BULLETIN Part 3 -A—NOTICES TO AIRMEN «a 2 ® 3 ^ o fl, BC **: c O h. 3 n ca £ ° - -O c a> a> — i_ a Q. s D o IS) o ^ 0 ) c T> 0 ) .? o c a, c “O E c c o LT s: k. — Q. w <« 2 ” §• e o o .SP «*■ V. w c a> r B f f c ° S 13 C £ a bo c 09 03 E cs E >> o a, 5 H K! PS 55 a 53 3 Eh © PS t> 2^ W s» o t: 2 B *s -ob® E ® P 03 T" 13 P < rH M d o, a >> bp ■“ 5 a PS o 55 H O < H c3 O _o o . O 2 ; Sh O Z, Q ■£: Eh co Cw ” PS >> H £ c J b. - H PS 5 55 > be TP &S “■s 1 sg « 5 s. OP o Jp O b® Es 5 h ~ .. o Q ° ►J j W co 55 « 2 2 H - h 5 r 4 t£ co £ c K © Eh j,- £-8 — I- u £ I W Ci >> £ C 2 o X c /3 03 p- X 1C co H (X X <1 O w w ^ x a H O, J-H O r K O <' EG H M >> E < . 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CO 00 ZD < -E o E .2 a> ro ~ < a> -o c ro CD O ca 'w' o or oo > CO c o m ^ ♦ oo ^ c CO ro csi j= oo o | X CSI UJ c 10 a> O 0 cr — CSI H r < ro lo CSJ LO CT> OO OO oo I - ♦ £ g I * £ I csj csj cr> . oo ro A A w LJ A A cc x A ^ oo h O > 00 CSI *cj- lA S oi rx. + r^. oo 2 UD U0 55 00 rv ro CM csj to ^ •—I •—* CD ^ oo r— lo lo oo csj s/ S/ S^ ^ w -w — CO C/D CO C) co o ~C0p2 co co g co co co oo 9? co pp Ll. u_ ^ u_ u_ U_ Q_ ^ U_ Ct- < o CO C o .2 ZD ° 3 -S O £ ro wi=o Q > OO Q O tn ^ __J a> a> cn ro *C ‘r m r = ro « 2 if Q. 3 .c W jE *0 O O « « O O O O Q Q a> _ Q uj 56 Fort Worth FTW (Meacham).... FSS (817) MA 4-8471- FSS (817) MA6-3071 ★ SECTION VIII. FLIGHT COMPUTER Chapter 25. Slide Rule Face FUEL CONSUMPTION: FUEL REQUIRED Exercise 60. Problem Solving The following problems are designed to be solved by a flight computer. (Note: In all cases, you are to write in the missing figures based on the information given. The first problem of each type has been completed as an example.) TIME - SPEED - DISTANCE GROUNDSPEED TIME FLOWN DISTANCE (mph) (statute miles ) 1 . 127 2:05 264 2. 184 294 3. 146 550 4. 172 315 5. 155 600 6. 168 280 7. 110 3:08 8. 133 4:26 9. 3:04 365 10. 1:58 324 RATE OF TIME TO FLY CONSUMPTION FUEL REQUIRED ( SP h ) (g«0 16. 4:04 9.5 38.6 17. 2:22 12.7 18. 3:44 11.0 19. 1:52 11.8 20. 4:00 7.4 TRUE AIRSPEED PRESSURE OUTSIDE AIR INDICATED TRUE ALTITUDE TEMPERATURE AIRSPEED AIRSPEED (°c) (IAS) (TAS) 21. 6,500 0 140 154 22. 4,500 +20 160 23. 9,500 -10 122 24. 7,500 - 5 145 25. 5,500 -15 145 FUEL CONSUMPTION: TOTAL FLIGHT TIME AVAILABLE RATE OF USABLE FUEL CONSUMPTION (gP h ) 11. 42 13.7 12. 60 8.6 13. 52 9.3 14. 39 7.8 15. 45 12.0 TIME AVAILABLE KNOTS 3:04 26. 10 27. 22.5 28. 50 29. 24 30. KNOTS/MPH MPH 11.5 45 57 Chapter 26. Wind Face Exercise 61. Problem Solving The following wind triangle problems are to be solved on a flight computer. (Note: In all cases you are to determine and write in the missing figures based on the information given. Refer to the Compass Deviation Card on page 20 for deviation. Solution to the first problem is given as an example.) TRUE TRUE COURSE AIRSPEED (mph) 1 . 270° 150 2. 095° 130 3. 101° 124 4. 340° 148 5. 132° 100 WIND TRUE DIR./SPEED HEADING (knots) 320°/20 277° 180710 260725 034733 360720 58 GROUND- VARIA¬ MAGNETIC COMPASS SPEED TION HEADING HEADING (mph) 7° E 0 O CM 268° 135 4° W 12° W 9° W 17° E SECTION IX. RADIO COMMUNICATIONS Chapter 27. Radio Communications Exercise 62. Terms The following terms are important in this chapter. Choosing from the list below, write, in the space provided, the term which would correctly complete each statement. SCHEDULED WEATHER BROADCASTS 150 MILE RADIUS AIRMETS IN-FLIGHT SERVICE AVIATION WEATHER PIREP 1. A radio report given by a pilot on weather conditions along his route of flight is called a__. 2 . _____ are presented by Flight Service Stations at 15 minutes past each hour. 3. PIREPS, SIGMETS, and __are included in scheduled weather broadcasts by the FAA Flight Service Stations (FSSs). 4. Scheduled weather broadcasts begin with a station name, the time, and the title__ 5. The term- refers to any information or assistance provided by a Flight Service Station via two-way radio. 6. The 15-minute-past-the-hour Scheduled Weather Broadcast is a broadcast of weather reports from the stations within approximately a_of the broadcasting station. Exercise 63. Identification—Radio Frequencies The following table contains a list of frequency blocks assigned for aviation use. Choosing from the frequency list, write the corresponding letter in the space beside the assigned use. ASSIGNED USE FREQUENCIES 1. Private aircraft to a. 122.8, 123.0 MHz towers 2. Airport utility b. 200 to 415 kHz (ground control) c. 108.0-117.95 MHz 3. VOR stations (may include any voice) d. 121.5 MHz 4. Low and medium frequency beacons e. 122.4, 122.5, and 122.7 MHz 5. Emergency f. 121.6-121.9 MHz 6. Aircraft to Flight Service Stations (FSS) g- 118.0-121.4, 123.6- 128.8, 132.05 -135.95 MHz 7. Air Traffic Control 8. UNICOM h. 122.1, 123.6 MHz 59 Exercise 64. Characteristics The following table is to illustrate the reception distances for VHF radio transmissions. Write the figure representing the normal reception distance (maximum usable) in the blank spaces provided. ALTITUDE OF AIRCRAFT (above ground station) RECEPTION DISTANCE (statute miles) 1,000 feet miles 3,000 feet miles 5,000 feet miles 10,000 feet miles 60 Exercise 65. Terms The following terms are commonly used radio-telephone phraseologies. Write the letter corresponding to the correct meaning in the space beside the term. I. Affirmative a. This conversation is ended. I do not expect a response from you. 2. Verify (confirm) b. This transmission is ended and I expect a response from you. 3. Over c. Check or confirm with orginator. 4. Negative d. A change due to an error in earlier transmission. 5. Roger e. Let me know that you have re¬ ceived and understand this message. 6. Acknowledge f. Yes. 7. Correction g. That is not correct; no. 8. Out h. I have received all of your last transmission. Chapter 28. Radio Guidance in VFR Flying Exercise 66. Statements The following statements, when completed, will emphasize important points in this chapter. Write, in the blank spaces provided, the word or words which will correctly complete the statements. 1. In recent years the VHF _ or _ has replaced the low-frequency range as the basic radio aid to navigation. 2. An airplane equipped with a VOR receiver can still use a _station for bearing information just as it uses a normal VOR station. 3. VOR’s project courses in all directions (360) from the station and these courses are called_ 4. A radial is a line of_bearing extending _a VOR. 5. VOR signals, like other VHF transmissions, follow an ap¬ proximate _course. 6. VOR stations are assigned a _ letter identifica- cation which is normally broadcast in_ 7. The_is the basic component of a VOR receiver which enables the pilot to select a course to fly. 8. The _ Indicator or ambiguity meter tells the pilot whether his course is leading toward or away from the station. 9. The Deviation Indicator (vertical needle), another basic component of the VOR receiver, is commonly called the _ Indicator. 10. A VOR station should be positively_ by code or voice and the_Indicator should be stabilized to insure a dependable signal. 11. To fly a selected course to a VOR station, the omnibearing (course) selector should be set_degrees opposite the radial (the reciprocal). The Left-Right Needle should be _ and the To-From Indicator should indicate_ 12. To fly a selected course from a VOR station, the omnibearing (course) selector should be set the same as the- selected, the Left-Right Needle should be-- and the To-From Indicator should indicate- 13. One of the advantages of an automatic direction finder (ADF) radio receiver is that it may be tuned to a commercial 14. The most common use of ADF for the private pilot is that of _by flying the needle to the station. 61 Exercise 67. Interpretation The illustration on page 63 shows eight airplanes in relation¬ ship to a VOR station. Based on the simulated indications of the omnireceivers below, numbered 1 through 8, write, in the space provided, the letter corresponding to the appropriate air¬ plane position. 5. 6 . 62 63 Chapter 29. Emergency Radio Procedures Exercise 68. Statements The following statements, when completed, will emphasize important points in this chapter. Choosing from the list of terms below, write, in the blank spaces provided, the word or words which will correctly complete each statement. ALTER RIGHT MAYDAY LEFT MAGNETIC CONFESS TRIANGULAR PATTERN COMMUNICATE vhf/df STATION CLIMB HOMER COMPLY 1. A pilot in distress who needs help immediately should begin his emergency message with the word_ 2. A ground-based VHF radio receiver capable of indicating the bearing from its antenna to a transmitting aircraft is known as a_ 3. A common voice call for a DF station is the location name followed by the word_ 4. A good rule to apply in most situations where the pilot thinks he is lost is “Don’t _ course radically without first determining position.” 5. The course given by the DF station to the pilot is the _course to the station. 64 6. The_is de¬ signed to alert radar stations of an airplane in distress. 7. The triangular pattern should be flown to the_ if both the radio transmitter and receiver are inoperative. 8. A triangular pattern should be flown to the _ if the radio receiver is still operative. IN AN EMERGENCY, REMEMBER THE FOUR C’s. 9. _your predicament to any ground station. You should not wait too long. Give search and rescue a chance. 10. _ with the ground link station and pass as much of the distress message as possible on the first transmission. They need information for best search and rescue action. 11. _ to a high altitude, if possible, to get better radar and DF (direction finding) detection. 12. _ with advice and instructions received. Section IX. Exercise 69. Review The following statements concern items which you have already studied in completing Exercises 62 through 68. These statements may be true or false. Circle the letter “T” preceding the state¬ ment if it is true; circle the letter “F” if it is false. (Remember the recommendation that you first attempt to complete this ex- ercise without exercises.) referring to the Handbook or the previous 1. T F Scheduled Weather Broadcasts by Flight Service Stations are presented on the hour and 30 minutes past the hour. 2. T F 122.4, 122.5, and 122.7 MHz are frequencies as¬ signed to control towers. 3. T F 121.7 and 121.9 MHz are frequencies assigned to UNICOM stations. 4. T F The VORTAC maximum VHF reception dis¬ tance for an aircraft radio at 3,000 feet above the ground station is 100 statute miles. 5. T F “Over” in radio-telephone phraseology means: “This transmission is ended and I expect a re¬ sponse from you.” 6. T F The common term for “yes” in radio-telephone phraseology is “affirmative.” 7. T F The basic aid to radio navigation is the VOR or VORTAC. 8. T F Courses transmitted from a VOR station are commonly referred to as bearings. Basic components of a VOR receiver are the omnibearing selector, the To-From Indicator, and the Left-Right Indicator. To fly a selected course (radial) to a VOR station, the omnibearing selector should be set to the reciprocal of the radial selected. To fly a selected course (radial) away from a VOR station, the omnibearing selector should be set to the radial selected. An ADF receiver cannot be tuned to a com¬ mercial broadcast station. An omnibearing selector can only be set to 180 different courses. “Mayday” is an emergency voice call. In situations where a pilot thinks he is lost, the best procedure is to alter course immediately. The course given to the pilot from a DF station is the “true” course to the station. A triangular course, with both the radio trans¬ mitter and receiver inoperative, should be flown to the left. One of the most important things to remember in a lost situation is to confess your predicament to a ground station. ' SECTION X. FLIGHT PLANNING Chapter 30. Preflight Planning ixercise 70. Terms The following terms are important in this chapter. Write the etter corresponding to the correct definition or description in the pace beside the term. 1. Alternate course of action 2. Necessary preflight planning materials 3. Course line 4. Check points 5. ADIZ 6. TWEBS 7. 3,000 feet 8. Airport/Facility Directory 9. NOTAMS 10. — Airplane Flight Manual 11. Permanent aircraft record 12. FSS and Weather Bureau Telephone Numbers 13. Sectional Chart Distance Scale 14. VFR flight plan 15. Arrival report a. Shows the most current airplane empty weight and C. G. b. Contains information that will assist search and rescue operations in the event of an emergency. (Use is recommended for all cross-country flights.) c. Printed on the bottom of a Sectional Chart and should be used to meas¬ ure distances on the chart. d. Air Defense Identification Zone. e. Sectional Charts, Airman’s Informa¬ tion Manual, computer, plotter, and appropriate special equipment. f. Closing the flight plan by notifying the FSS. DO NOT FORGET. g. Line between airports or turning points to be drawn on the Sectional Chart or Charts. h. Tune receiver to a Low/Medium frequency “H” radio beacon for continuous transcribed weather broadcasts. i. A procedure to be followed if a flight cannot be completed as planned. j. Locations shown on an aeronautical chart which should be easily recog¬ nizable from the air. k. A separate section of the Airman’s Information Manual which includes numbers for aviation weather infor¬ mation only. l. Shows proper procedure for loading the airplane fuel, passengers and baggage. m. Issued every 14 days. Carry infor¬ mation on hazardous conditions or changes that have been made since issuance of the Airport/Facility Directory. n. Shows airport location, elevation, runway and lighting facilities, UNICOM availability, fuel types, and other information on facilities available at an airport. o. The elevation (above terrain) at or above which an airplane must con¬ form to an established cruising alti¬ tude. 67 Exercise 71. Interpretation Based on the narrative information that follows, fill out completely the Flight Plan on page 69. This VFR flight will originate at the Wichita Falls Air Terminal and terminate at the Terrell Airport, Terrell, Texas. The planned takeoff time is 0830 CST. The airplane will be flown at a true airspeed of 127 mph and an altitude of 5,500 feet which will result in a groundspeed of 135 mph. The route of flight will be from Wichita Falls to the Dallas VORTAC (DAL) via Victor Airway 15 West and thence direct to Terrell for a distance of 155 statute miles. The airplane will be a blue and gold “JOFtNSTAR” based at Wichita Falls with an identification number of 2708B and will have three pas¬ sengers aboard, in addition to yourself, the pilot, a resident of Wichita Falls. The fuel tanks will contain 37 gallons of usable fuel; fuel consumption rate will be 8.2 gph. Five minutes should be added to the computed cruising time for total time enroute. You will close your flight plan with the Dallas FSS. 68 1. TYPE OF FI IGHT PLAN 2. AIRCRAFT IDENTIFICATION FVFR VFR IFR DVFR FEDERAL AVIATION AGENCY FLIGHT PLAN Form Approved. Budget Bureau No. 04-R072.3 3. AIRCRAFT TYPE/SPECIAL EQUIPMENT _l/ 4. TRUE AIRSPEED 5. POINT OF DEPARTURE 6. DEPARTURE TIME 7. INITIAL CRUISING ALTITUDE PROPOSED (Z) ACTUAL (Z) KNOTS 8. ROUTE OF FLIGHT 9. DESTINATION (Nome ot airport and cilyt 10. REMARKS 1 I. ESTIMATED TIME EN ROUTE HOURS MINUTES 12. FUEL ON BOARD 13. ALTERNATE AIRPORT(S) HOURS MINUTES 14. PILOT'S NAME PILOT'S ADDRESS AND TELEPHONE NO. AIRCRAFT HOME BASE OR 16. NO. OF PERSONS ABOARD 17. COLOR OF AIRCRAFT 18. FLIGHT WATCH STATIONS CLOSE FLIGHT PLAN UPON ARRIVAL V SPECIAL EQUIPMENT SUFFIX A — DME & 4096 Code transponder B — DME & 64 Code transponder D — DME L — DME & transponder—no code T — 64 Code transponder U — 4096 Code transponder X—Transponder—no code FAA Form 7233—1 (4-66) FORMERLY FAA 398 0052-027-8000 69 ANSWERS TO EXERCISES Exercise 1 1. h 2. m 3. c 4. o 5. a 6. j 7. e 8. b 9. 1 10 . £ 11. g 12. k 13. n 14. d 15. i Exercise 2 1. D 2. B 3. A 4. C 5. D 6. C 7. A 8. B 9. B 10. C 11. A 12. A 13. B 14. C Exercise 3 1. ailerons 2. lateral axis 3. elevators 4. vertical axis 5. longitudinal axis 6. trim tab 7. yaw 8. Pitch 9. rudder 10. roll Exercise 4 1. C 2. D 3. A 4. E 5. G 6. B 7. F Exercise 5 Exercise 6 Exercise 7 Exercise 8 1. 1.1 1. load factor 1. upper 1. weather 2. 1.3 2. maximum permissible 2. attack 3. 2.0 load factor 3. weight 4. increases 2. pilot 4. 5.8 3. effective weight 5. incidence 3. hour 5. 52 4. 2 6. lateral 6. 54 7. 59 5. severe vertical gusts 6. lifting capacity 7. high 8. yawing 9. elevators 4. four times 8. 73 7. maneuvering 10. elevators 5. pilot 71 Exercise 9 Exercise 10 1, e 1. temperature 2. b 2. 29.92 3. sea level 3, f 4. bad 4. a 5. decreases 6. density 5. d 7. decreases 6, c 8. temperature 9. 1,013.2 7- g 10. 332,862,645 Exercise 13 Exercise 14 1. condensation 2. precipitation 3. Frost 4. fog 5. cumulus 6. Stratus 7. altostratus 8. cirrus 9. cumulonimbus 10. squall lines 11. maneuvering speed 12. anvil shape 13. scattered 14. ceiling 15. broken 16. overcast 17. Visibility 1. air masses, air masses 2. front 3. warm front, cold front, stationary front 4. occluded front 5. cold front 6. high 7. squall line 8. unstable 9. wind shift 10. warm front 11. Weather Depiction Chart 72 Exercise 11 Exercise 12 1. i 2. b 3. 1 4- j 5. a 6. k 7. m 8. h 9. d 10. c 11. e 12- g 13. f 1. temperature 2. relative humidity 3. temperature, dewpoint 4. condense 5. 5 1/ 2 6. heated, up, body, air 7. fog 8. 68, 14, 86,-1, 39, 9 9. expands 10. decreases 11. decreases 12. hot, humid Exercise 15 1. warm 2. cold 3. warm 4. warm 5. cold 6. warm 7. cold 8. cold 9. cold 10. warm Exercise 16 1. SIGMET 2. Aviation Weather Reports 3. Winds Aloft Forecasts 4. Area Forecasts 5. AIRMET 6. Terminal Forecasts Exercise 17 1. measured ceiling 1,000 feet broken; overcast at 2,500 feet 2. 3 miles 3. light rain 4. fog 5. 998.6 millibars 6. 72 7. 50 8. 180° at 25 knots, Gusts to 33 knots 9. 29.88 inches 10. ceiling lower to the south Exercise 18 1. T 2. F 3. T 4. T 5. T 6. F 7. F 8. T 9. T 10. F 11. F 12. T 13. T 14. F 15. T Exercise 21 1. road 2. landmarks 3. brown, 1,000 4. tints 5. blue 6. magenta 7. call sign 8. hard surfaced 9. flashing lights 10. sea level, top Exercise 22 1. 20°E 2. 15°E 3. 10°E 4. 5°E 5. 5°W 6. 10°W 7. 15°W 8. 20°W Exercise 19 Exercise 20 1. d 1. S 9. All 2. W 10. L 2. c 3. A 11. S 4. L 12. S 5. A 3. a 6. A 13. S 7. L 14. W 4. b 8. L 15. W Exercise 23 Exercise 24 1. c 10. o 1 . 150° 152° 2. m 11. e 2. 324° 322° 3. p 12. k 3. 050° O O 4. n 13. I 4. 244° 244° 5. r 14. d 6. b 15. q 5. 359° O o o 7. i 16. g 6. 163° 165° 8. h 17. f 7. 078° o Cjx o 9. a 18. j 8. 178° 181° 73 Exercise 25 Exercise 26 1 . track 2. 176 12. 46 3. 369 13. 53 2. drift angle 4. 578 14. 39 5. 2:54 15. 100 3. wind correction angle 6. :12 17. 27.2 7. 3:00 18. 20 4. airspeed 8. 164 19. 12 9. 160 20. 12.5 5. groundspeed 10. 200 21. 2:36, 31 Exercise 29 1. pilotage 2. Sectional S. eight 4. six 5. sea level 6. latitude 7. magnetic 8. subtracted 9. track 10. airspeed Exercise 30 TH = 096° MH = 084° CH = 082° GS = 171 mph Time — 1:43 Fuel Consumed = 20.6 1. air cooled 2. oil pressure 3. octane ratings 4. lower rating 5. mixture control 6. volume of air 7. leaning Exercise 8. Detonation 9. fuel contamination 10. transparent container 11. quick-drain valves 12. Magnetos 13. dual ignition system 14. carburetor icing 74 Exercise 27 Exercise 28 I. 60° 50 1 . 60°, 10°R, 70°, 129, 50, :23 2. 93° 86 2. 93°, 4°R, 97°, 164, 86, :32 3. 341° 78 3. 341°, 1°R, 342°, 127, 78, : 37 4. 228° 96 4. 228°, 4°L, 224°, 146, 96, :40 5. 267°/265° 192 5. 267°, 3°R, 270°, 177, 106, :36 Exercise 31 1. limitations 2. use 3. load 4. rough air 5. 3.8, 4.4, 6.0 6. 12 7. 100 8. before Exercise 32 1. h 2. i 3. a 4. b 5. d 6 - j 7. c 8. e 9. f 10. g 15. carburetor heat 16. fuel injection 17. “clear” 18. oil pressure gauge 19. checklist 20. manifold pressure gauge 21. tachometer 22. low propeller RPM 23. manifold pressure, RPM 24. RPM, manifold pressure Exercise 34 Exercise 35 1 . D 1. T 2. A 2. F 3. J 3. T 4. T 4. I 5. T 5. C 6. F 6. H 7. T 7. B 8. T 8. E 9. F 10. T 9. F 11. F 10. G 12. T Exercise 38 Exercise 39 1. d 1. E 2- j 2. D 3. H 3. k 4. G 4. b 5. A 6. B 5. c 7. F 6. i 8. C 9. a. 7. h b. tc 00* c. 9. e d. 10. a e. 11. f maneuvering speed best rate of climb speed best angle of climb speed landing gear operating speed minimum control speed Exercise 36 Exercise 37 1. C 2. E 3. G 4. B 5. D 6. A 7. F 1. pitot, static 2. pressure 3. lower 4. 75 5. 500 6. pitch Exercise 40 1. Turn and Bank Indicator 2. coordinated turn 3. skid 4. slip 5. indirect indication 6. 3° per second 7. 2-minute turn needle 8. Heading Indicator 9. 15 minutes 10. “tumble” or "spill” 11. Attitude Indicator 12. horizon bar 13. direct indication 14. straight-and-level flight Exercise 41 1. 30, 300 2. deviation 3. lags, opposite 4. greater 5. north, south 6. east, west; north, south 7. straight, level 75 Exercise 42 1. Airspeed Indicator 2. Turn and Bank Indicator 3. lower 4. increase 5. Maneuvering 6. skid 7. east or west 8. 1,000 Exercise 43 1. 6,500 2. 2,500 3. 6,000 4. 5,500 5. 7,880 6. 15,500 Exercise 46 1. forward 2. aft 3. forward 4. aft 5. forward 6. aft 7. forward Exercise 50 2. 1040, 1777 3. 672, 1446 4. 335,675 5. 1386,2394 Exercise 47 1. 15 2. 222 3. 32, over Exercise 51 2. 75, 940 3. 71,475 4. 78, 730 5. 67,690 76 Exercise 44 Exercise 45 1. D 2. B 3. A 4. B 5. C 6. D Exercise 48 1. increase 2. increase 3. increase 4. increase 5. decrease 6. decrease Exercise 52 2. 65, 123, 8.3 3. 48, 109, 6.0 4. Not Recommended 5. 66, 130, 8.4 1. i 2. e 3. a 4. f 5. c 6. d 7- g 8. h 9. b 10. j Exercise 49 2. 1800,363 3. 2200, 328 4. 4250, 130 5. 1040,372 6. 2760, 404 Exercise 53 2. 63, 1245, 760 3. 53, 732, 448 4. 63, 780, 476 5. 53, 1010, 615 Exercise 54 Exercise 55 1. 335 2. 675 3. 75 4. 825 5. 7 1. year, information 2. semiannually 3. National Airspace System 6. 2,500 7. 123 8. 8.3 9. 35.5 10. 1,687 11. 53 12. 824 13. 504 4. 1 5. communications 6 . 1 7. performance rating 8. airports, communi¬ cation Exercise 58 1. e 1. 122.8 MHz o 2. 113.7 MHz L. n 3. displaced 900' north 3. a 4. Power line in Runway 4. c 19 approach 5. b 5. 1, hard, 2,600 feet 6. f 6. 652, 80/87, 100/130 7 d 7. right, 1,137 1 • u r\ • 8. rotating beacon, me¬ 8. j dium intensity runway 9- g 9. Yes, 80/87, 100/130 10. i 10. No 1 . 2 . 3. 4. 5. 6 . Exercise 56 Steady red 1 . 2. Flashing white 3. 4. 5. Steady green 6. 7. Flashing red 8. 9. Flashing green 10. 11. 12. Alternating red 13. and green 14. Exercise 57 Airport Advisories flashing amber light rotating beacon 122.8 MHz magnetic channel ATIS Hyperventilation flashing lights Oil Burner routes VOR 121.9 MHz line-of-sight FSS Exercise 59 Exercise 60 11. 14-32, 3,500 feet 12. storage, major airframe, major powerplant repairs 13. 120.1 MHz, 121.9 MHz 14. 287 KHz 15. 117.0 MHz. 16. 13R, 31R, 18, 36 17. southwest, 120.5 MHz 121.8 MHz, 124.5 MHz 18. right 19. 123.6 MHz, 121.5 MHz 20. FL2-8491, FL7-4343 2. 1:36 17. 30 3. 3:46 18. 41 4. 1:50 19. 22 5. 3:52 20. 29.6 6. 1:40 22. 176 7. 345 23. 139 8. 590 24. 161 9. 119 25. 152 10. 165 27. 26 12. 6:58 28. 57.5 13. 5:36 29. 27.6 14. 5:00 30. 39 15. 3:45 77 Exercise 61 Exercise 62 Exercise 63 Exercise 64 2. 101°, 105°, 104°, 128 1. PIREP 1. e 45 2. Scheduled Weather 2. f Broadcasts 3. c 3. 106°, 118°, 118°, 151 3. AIRMETS 4. b 80 5. d 4. 352°, 001°, 003°, 122 4. Aviation Weather 6. h 100 5. In-flight service 7- g 5. 122°, 105°, 104°, 114 6. 150 mile radius 8. a 140 Exercise 65 Exercise 66 Exercise 67 1. f 1. omnirange, VOR 9. Left-Right 1. d 2. c 2. VORTAC 10. identified, To- 2. e 3. b 3. radials From 3. b 4 - g 4. magnetic, from 11. 180, centered, To 4 - g 5. h 5. line-of-sight 12. radial, centered, 5. h 6. e 6. three, code From 6. a 7. d 7. omnibearing selector 13. broadcast station 7. f 8. a 8. To-From 14. homing 8. c 78 Exercise 68 1. mayday 2. VHF/DF station 3. HOMER 4. alter 5. magnetic 6. triangular pattern 7. left 8. right 9. Confess 10. Communicate 11. Climb 12. Comply Exercise 1. F 2. T 3. F 4. F 5. T 6. T 7. T 8. F 9. T 10. T 11. T 12. F 13. F 14. T 15. F 16. F 17. T 18. T Exercise 70 Exercise 71 1. i 1 . VFR 2. e 2. 2708B 3. Johnstar 3- g 4. 110 4- j 5. Wichita Falls Air Terminal 5. d 6. 1430 7. 5,500 6. h 8. via V15WDAL/ 7. o 9. direct Terrell Terrell Airport, 8. n Terrell, Texas 10. Will close Flight 9. m Plan with 10. 1 11. Dallas FSS 1:14 11. a 12. 4:30 13. — 12. k 14. Yourself 15. Wichita Falls, 13. c Texas 14. b 16. 4 17. Blue and Gold 15. f 18. — 79 ADDITIONAL STUDY MATERIALS Required In addition to the Pilot’s Handbook of Aeronautical Knowl¬ edge, portions of the Private Pilot Written Test are also drawn from Federal Aviation Regulations and National Transportation Safety Board Investigation Regulations. Applicants for the Pri¬ vate Pilot certificate must demonstrate a knowledge of those Regulations applicable to his certificate. Federal Aviation Regulations Part 1—Definitions and Abbreviations. A listing of definitions and abbreviations applicable to all Federal Aviation Regulations. Part 61—Certification: Pilots and Flight Instructors. Contains the requirements and procedures for pilot certification and the privileges and limitations of the various certificates. Part 91—General Operating and Flight Rules. The applicant must demonstrate a thorough knowledge of this Regulation with the exception of that portion which pertains to Instrument Flight Rules. The applicant is responsible for knowing applicable portions of Parts 61 and 91, which in turn will require a knowledge of some portions of Parts 1 and 71. The regulations are published by FAA in Volumes containing related FAR Parts. As amendments are issued, they will be furnished as page revisions to the pertinent Parts by numbered transmittal sheets. The applicable volume structure is: Volume FAR Part Price I . .1 $1.50 (Foreign mailing- 50 cents additional.) VI . .91, 93, 99, 101, 103, 105. $5.00 (Foreign mailing— $1.25 additional.) IX. .61, 63, 65, 67, 141, 143, 147. $6.00 (Foreign mailing— $1.50 additional.) XI. .71, 73, 75, 77, 95, 97, 157, 169, 171. $2.75 (Foreign mailing- 75 cents additional.) National Transportation Safety Roard Procedural Regulation, Part 430. Prescribes the procedures and requirements pertain¬ ing to aircraft accidents and certain other incidents involving air¬ craft. May be obtained free of charge from NTSB Publication Branch, NE 55, 800 Independence Ave., S.W., Washington, D.C., 20591. Optional Airmans Information Manual (AIM) ($29.50). An FAA pub¬ lication developed as a pilot’s operational manual presenting in¬ formation necessary for the planning and conduct of a flight in the National Airspace system. (Excerpts of this manual are pre¬ sented on pages 49 through 56 of this study guide.) AIM is divided into four basic parts, each of which may be purchased separately. Part I, Basic Flight Manual and ATC Procedures ($4.00). Part 2, Airport Directory ($4.00). Part 3, Operational Data and Notices to Airmen; Part 3-A, Notices to Airmen ($20.00). Part 4, Graphic Notices and Supplemental Data ($1.50). Aviation Weather ($4.00). A detailed study of weather phe¬ nomena from the viewpoint of the pilot. VFR Pilot Exam-O-Grams Exam-O-Grams are brief, timely, and graphic articles de¬ veloped and published as an information service for individuals interested in Operations Airman Written Tests. They serve to: a. Clarify subjects critical to aviation safety that are not widely known, or are commonly misunderstood, as revealed by analysis of accidents, incidents, and violations, and of incorrect answers on Operations Airman Written Tests. b. Supply training information in aeronautical knowledge areas in which gaps exist. c. Disseminate new information to the aviation community. 81 HOW TO OBTAIN STUDY MATERIALS VFR Exam-O-Grams and IFR Exam-O-Grams are nondirective in nature, and are issued solely as an information service to indi¬ viduals interested in Airman Written Tests. They are available free of charge (single copy only per request) by ordering from: Department of Transportation FA A Aeronautical Center Flight Standards Technical Division Operations Branch, AC-240 P.O. Box 25082 Oklahoma City, Oklahoma 73125 (Indicate in your request if you wish to be placed on the mailing list for future issues.) HOW TO GET GPO PUBLICATIONS PROMPTLY (1) Use an order form, not a letter, unless absolutely necessary. Order forms, which may be duplicated by the user, are included in the catalog “FAA Publications,” sent free upon request from: Distribution Unit, TAD 484.3 Department of Transportation Washington, D. C. 20590 (2) Send separate orders for a subscription and a non-subscription item. (3) Give the exact name of the publication and the agency number. (4) Send a money order or check, not cash. Send the exact amount. (5) Enclose a self-addressed mailing label if you have no order blank. (6) Use special delivery when needed. (7) Use GPO bookstores — they give priority mail order service. The retail GPO bookstores now in being are located at the following addresses: GPO Bookstore Federal Building, Room 1 275 Peachtree Street, N.E. Atlanta, Georgia 30303 GPO Bookstore J. F. Kennedy Federal Bldg. Sudbury Street, Room G25 Boston, Massachusetts 02203 GPO Bookstore Room 1463, 14th FI., Federal Bldg. 219 South Dearborn Street Chicago, Illinois 60604 GPO Bookstore Federal Building, Room 135 601 East 12th Street Kansas City, Missouri 64106 GPO Bookstore Federal Building 300 North Los Angeles Street Los Angeles, California 90012 GPO Bookstore Federal Building, Room 1023 450 Golden Gate Avenue San Francisco, California 94102 GPO Bookstore, USIA First Floor, USIA Building 1776 Pennsylvania Avenue, N.W. Washington, D.C. 20547 GPO Bookstore Federal Building U. S. Courthouse, Room 1C46 1100 Commerce Street Dallas, Texas 75202 There are many excellent commercially prepared textbooks, audio-visual training aids, and programmed instruction courses, which may be helpful in preparation for the written test. 82 THE PRIVATE PILOT WRITTEN TEST Nature of the Written Test The Private Pilot Written Test is based on a typical cross¬ country flight. Its approach is realistic in that the test items con¬ cern activities relating to a successfully planned and executed cross-country flight — prelight planning, starting, taxiing, takeoff and climb to altitude, radio communications, enroute navigation procedures, descent, landing, and post-flight procedures. Great emphasis is given to systematic and thorough preflight planning. The pilot employs all pertinent flight information in planning his trip, and then applies his knowledge of air traffic rules, weather, navigation, radio, and operation of aircraft and engines, insofar as it contributes to safe efficient flight. Type of Test Items The written test contains only test items of the objective multiple-choice type as illustrated by the sample test in this Guide. Test items can be answered by marking the appropriate space on a special answer sheet with a scoring pencil furnished with the test. This method conserves the applicants time, elim¬ inates any element of individual judgment in determining grades, and saves time in scoring. Taking the Written Test The equipment the applicant should have for taking the test (although not mandatory) is as follows: 1. An 18 inch or longer ruler or straight edge. 2. A navigation plotter or protractor. 3. A flight computer. Scratch paper and a special scoring pencil will be furnished with the test. The applicant is allowed adequate time for taking the Private Pilot (Airplane) Written Test, so do not rush. Hurrying through the test will only increase the probability of mistakes. Keep in mind the following points when taking the test: 1. There are no “trick” items in the test. Each statement means exactly what it says and no more. Do not look for hid¬ den meanings. The statements or questions do not concern exceptions to the rule; they refer to the general rule. 2. Always read the statement or question first — before you look at the alternate responses listed below it. Be sure you read the entire stem (initial statement or question of the test item) carefully, and understand its intent. Avoid “skimming” and hasty assumptions. This can lead to a completely erroneous approach to the test item or a failure to consider vital words. 3. Work out your own answer before choosing from the list of alternate responses the one which you consider to be the best. Remember that only one of the alternate answers or responses is completely correct. Others may be correct as far as they go, but are not complete or are answers based on erroneous assump¬ tions, misconceptions, or incorrect procedures and interpretations. 4. Do not spend too much time on a test item which you can¬ not solve or on one where you have considerable doubt as to the correct response. By doing so you may deprive yourself of the opportunity to respond to all those test items which you can promptly solve or answer. You may always go back to the test items which you have skipped after you have finished those which you can readily answer. You might have completed 5 or 10 test items during the time you deliberate over one that you are not sure of. 83 5. In solving problems which require computations or the use of a computer or plotter, select the response which is near¬ est the result you get. Due to slight differences in individual computers and the small errorrs you may make in determining distances, courses, etc., it is possible that you will not get an exact agreement every time. However, sufficient spread is provided between the correct and incorrect responses so that the correct choice should be evident, provided you have used correct technique and reasonable care in making your com¬ 84 putations. (Note: When the test is constructed, problems involving measurements and computations are double-checked by several types of plotters and computers. Any of the sev¬ eral types which are in common use should prove satisfactory.) 6. Test items which involve regulations should be considered on the basis of the current regulation at the time you take the test. In the event there are no correct responses (test not yet revised to reflect a recent change in regulations), you will automatically be given credit for the test item. Sample Written Test General Instructions for the Sample Written Test The test items in the sample test are presented for one purpose — to familiarize you with the nature of the FAA Written Tests. Although the sample test is longer than the present FAA Private Pilot (Airplane) Written Test, the ability to answer these sam¬ ple test items does not indicate that you are fully prepared to take the current test. You should concentrate on the material covered in the workbook section of this guide, plus the pertinent Regulations. A thorough knowledge of all of the topics cov¬ ered in the workbook — not just the mastery of the sample test items — should be your criterion for determining that you are properly prepared for the test. Proper preparation requires considerable time and effort and should be under the guidance of a competent instructor. Correct answers to the sample test items, along with explanations or references for the answers, are presented at the end of the sample test. Supplementary information used for the sample test includes some of the charts and illustrations in the workbook section; the Area Weather Reports and Forecasts (including key), the hypothetical airplane description on page 89; and the Dallas-Ft. Worth Sec¬ tional Chart supplied with this guide. Appropriate references will be made to the sup¬ plementary material when it is necessary for the solution of a test item. (Note: The reader should bear in mind that the sample test items pertaining to Federal Aviation Regulations are based on regulations in effect on June 1, 1971.) PROPOSED CROSS-COUNTRY FLIGHT You are a private pilot living in Lubbock, Texas. Since you have business appointments scheduled for the same day in Wichita Falls, Texas, and Grand Prairie, Texas, you decide to rent an air¬ plane from a local flying service for the trip. You are to take three business associates with you and plan to make a passenger stop to leave one at Mineral Wells, Texas, enroute from Wichita Falls to Grand Prairie. You realize the importance of careful flight planning and make sure that you have the latest Dallas-Ft. Worth Sectional Chart and Airmans Information Manual. You plan to file VFR flight plans for each flight. The airplane you are assumed to be flying (herein designated as the Johnstar) is a single-engine, four-place airplane. It features a fixed, tricycle landing gear, four-position wing flaps, and a com¬ plete panel of flight instruments including Attitude Indicator (gyro-horizon) and a Heading Indicator (directional gyro). You will construct your route as follows: LEG I Lubbock Regional Airport (formerly West Texas Air Ter¬ minal) to Kickapoo Airport, Wichita Falls via Guthrie VOR LEG II Kickapoo Airport direct to Mineral Wells Airport LEG III Mineral Wells Airport direct to Greater Southwest Inter¬ national Airport (Dallas/Ft. Worth) The places named can be located by referring to the following latitude and longitude coordinates: Latitude North Longitude West Lubbock Regional Airport 33°40' 101°49' Guthrie VOR 33°46' 100°20' Kickapoo Airport, Wichita Falls 33°52' 98°29' Mineral Wells Airport 32°47' 98°04' Greater Southwest Inti. Airport, 32°50' 97°03' Dallas, Ft. Worth NOTE: Compute all distances on the statute mile scale at the bottom of the chart. When airports are involved, the center of the airport symbol should be used as a measuring point. Your preflight activities include: 1. A study of pertinent information in the Airman’s Information Manual. 2. A review of the Airplane Flight Manual and Owner’s Hand¬ book. 3. A review of your map to familiarize yourself with the route topography, with particular emphasis on terrain and obstruc¬ tion elevations. 4. A utilization of all available weather information; Weather Bureau or FSS briefings (in person or by phone), posted weather reports and forecasts, scheduled weather broadcasts, etc. 5. A check for pertinent NOTAMS other than those listed in AIM. (Flight Service Stations have the latest NOTAMS.) 6. A review of VOR checkpoints. 7. Filing of Flight Plan. 8. Preflight check of the Airplane. The next pages are supplemental information to be used with the sample examination. GO NOW TO PAGE 97 FOR THE FIRST TEST ITEM. 87 ! 1 'I ; : Excerpts from the Airplane Flight Manual JOHN AVIATION COMPANY NORMAL, OKLAHOMA FAA Identification No. N2708B JOHN JR-9 (JOHNSTAR) NORMAL AND UTILITY CATEGORIES AIRPLANE FLIGHT MANUAL 1. LIMITATIONS The following limitations must be observed in the oper¬ ation OF THIS airplane: Maneuvers—Normal category Gross Weight— 2,200 lbs. Flight Load Factor, Flaps Up— +3.8 —1.52 Flight Load Factor, Flaps Down— +3.5 Engine Limits: 145 bhp at 2700 RPM Airspeed Limits (CAS - Calibrated Airspeed is indicated AIRSPEED CORRECTED FOR SYSTEM AND IN¬ STRUMENT ERROR. ) Maximum—Never Exceed Caution Range Normal Operating Range Flap Operating Range CAS As MARKED ON AIRSPEED INDICATOR. As MARKED ON AIRSPEED INDICATOR. As MARKED ON AIRSPEED INDICATOR. As MARKED ON AIRSPEED INDICATOR. 113 MPH Maneuvering Speed (NOTE: CAS is used for all airspeed indicator markings) Maximum Allowable Gross Weight: 2,200 pounds Empty Weight: 1,290 pounds 2. SPECIFICATIONS Fuel: 80/87 octane, two 21-gallon wing tanks with 18.5 GALLONS USABLE IN EACH TANK. Oil: 2 gallons SAE 40 above 50°, SAE 20 below 50°. The airplane is to be flown in accordance with the FAA Approved Airplane Flight Manual which must be kept in THE AIRPLANE. RADIO EQUIPMENT The aircraft is equipped with: 1. a Commvor Model D transceiver manufactured by the Sloan Radio Corporation, combining communication and NAVIGATION (OMNI) FUNCTIONS IN ONE UNIT. FREQUENCIES TRANSMITTER RECEIVER 118.3 MHz 122.5 MHz 108.1 MHz to 126.8 MHz 119.9 MHz 122.6 MHz 121.5 MHz 122.7 MHz 121.7 MHz 122.8 MHz 121.9 MHz 123.0 MHz 122.1 MHz 123.6 MHz A PoiNTRITE adf FREQUENCIES- (200 TO 1750 KHz) 89 90 Plain Language Interpretation of the Area Forecast For the Period 7 A.M. to 7 P.M., GST For northwestern, northcentral, and northeastern Texas and Oklahoma CLOUDS AND WEATHER: The stationary front which WAS LOCATED ALONG THE OKLAHOMA ClTY - SAN ANTONIO LINE AT MIDNIGHT IS NOW MOVING EASTWARD AS A WEAK COLD FRONT. Thunderstorms will occur along and ahead of the front AND MOVE EASTWARD WITH THE FRONT. In THE EARLY FORENOON, THUNDERSTORMS AND RAIN SHOWERS WILL BE LOCATED GENERALLY ALONG A LINE FROM OKLAHOMA ClTY TO FORT WORTH TO WACO. By mid-afternoon, the area of thunderstorms should have MOVED TO THE EXTREME EASTERN PORTION OF THE AREA. CEILINGS IN THE THUNDERSTORM AREAS MAY BE AS LOW AS 500 FEET, WITH VISIBILITIES OF \/ 2 TO 1 MILE DUE TO RAIN AND FOG. FOLLOWING FRONTAL PASSAGE, CEILINGS SHOULD BE GENERALLY UNLIMITED AND VISIBILITIES GOOD. AHEAD OF THE FRONTAL SYSTEM, SURFACE WINDS SHOULD BE SOUTHEASTERLY AND GUSTY, TO 25 KNOTS. BEHIND THE FRONT, WINDS SHOULD BE WESTERLY TO NORTHWESTERLY, EXCEPT SOUTHERLY ALONG THE TEXAS - OKLAHOMA BORDER, AT APPROXI¬ MATELY 10 TO 15 KNOTS. ICING: There will be locally moderate icing in clouds ABOVE THE FREEZING LEVEL. THE FREEZING LEVEL WILL BE 13,000 TO 15,000 FEET. TURBULENCE: Turbulence will be moderate to severe in THE VICINITY OF THUNDERSTORMS. BEHIND THE FRONT TURBULENCE SHOULD BE LIGHT. OUTLOOK: For the period 7 p.m. today until 7 a.m. to¬ morrow, THE FRONT WILL CONTINUE TO MOVE EASTWARD AND WILL BE BEYOND THIS AREA BY MIDNIGHT. Station Designers LBB - Lubbock ABI - Abilene MWL - Mineral Wells FTW - Fort Worth GSW - Greater Southwest International Airport SPS - Wichita Falls 91 KEY TO AVIATION WEATHER REPORTS. LOCATION IDENTIFIER AND TYPE OF REPORT* SKY AND CEILING VISIBILITY WEATHER AND OBSTRUCTION TO VISION SEA-LEVEL PRESSURE TEMPERATURE AND DEW POINT WIND ALTIMETER SETTING RUNWAY VISUAL RANGE CODED PIREPS MKC 15CDM250 1R-K 132 CD CO 00 CO /1807 7993/ R04LVR20V40 /©55 SKY AND CEILING Sky cover symbols ore in ascending order Figures preceding symbols ore heights in hundreds or feet above station. Sky cover symbols ore: O Clear Less than 0.1 sky cover (D Scottered: 0.1 to less than 0.6 sky cover © Broken: 0.6 to 0 9 sky cover. © Overcast: More thon 0 9 sky cover. — Thin (When prefixed to the above symbols.) —X Portiol obscurotion: 0 1 to less than 1.0 sky hidden by precipitation or obstruction to vision (bases at surface.) X Obscuration: 1.0 sky hidden by precipitation or obstruction to vision (bases at surfoce ) Letter preceding height of layer identifies ceiling layer and indicates how ceiling height was obtained Thus: A Aircraft g Radar. B Bolloon W Indefinite E Estimated "V" Immediately following M Meosured numerical value indi¬ cates a varying ceiling. Ice Crystals RW Rain Showers Ice Fog Ice Pellets S SG Snow Snow Grains SP Snow Pellets Ice Pellet SW Snow Showers Showers T Thunderstorm Smoke T + Severe Thunderstorm Drizzle ZL Freezing Drizzle Rain ZR Freezing Rain Reported in Statute Miles and Fraction.. (V-Varioble) WEATHER AND OBSTRUCTION TO VISION SYMBOLS Hoil | ic Blowing Oust |p Blowing Sond | p Blowing Snow ipy Dust Fog K GF Ground Fog L H Haze R Precipitation intensities ore indicated thus: -- Very Light; -Light; (no sign) Moderote; + WIND Direction in tens of degrees from true north, speed in knots 0000 indicates calm. G indicates gusty. Peak speed follows G or Q when gusts or squalls are reported The contraction WSHFT followed by locol time group in remarks indicates windshift and its time of occurrence. (Knots X 1 .lS^statute mi/hr.) EXAMPLES: 3627 360 Degrees. 27 Knots; 3627G40 360 Degrees. 27 Knots Peak speed in gusts 40 knots. ALTIMETER SETTING The first figure of the actual altimeter setting is alwoys omitted from the report. Heav RUNWAY VISUAL RANGE (RVR) RVR is reported from some stations. Extreme values for 10 minutes prior to observation are given in hundreds of feet. Runway identification precedes RVR report. CODED PIREPS Pilot reports of clouds not visible from ground ore coded with MSL height data preceding and/or following sky cover symbol to indicate cloud bases and/or tops, respectively. DECODED REPORT Kansas City: Record observation, 1500 feet scattered clouds, meosured ceiling 2500 feet overcast, visibility 1 mile, light rain, smoke, sea level pressure 1013.2 millibars, temperature 58°F, dewpoint 56°F, wind 180°, 7 knots, altimeter setting 29.93 inches, Runway 04 left, visual range 2000 ft. variable to 4000 Pilot reports top of overcast 5500 feet (MSL). •TYPE OF REPORT The omission of type-of-report data identifies a scheduled record observation for the hour specified in the sequence heading; the time of an out-of-sequence, special observation is given as "S" followed by a time group (24-hour clock GMT) e g., "PIT S 0715-XM .." A special indicates a significant change in one or more elements. Local reports are identified by "LCl'' and a time group. Locals are transmitted on local teletypewriter circuits only. TERMINAL FORECASTS contoin information for specific airports on ceiling, cloud heights, cloud amounts, visibility, weather condition and surface wind. They are written in a form similar to the AVIATION WEATHER REPORT. CEILING; Identified by the letter ”C" CLOUD HEIGHTS: In hundreds of feet above the station (ground) CLOUD LAYERS: Stated in oscending order of height VISIBILITY: In statute miles, but omitted if over 8 miles SURFACE WIND: In tens of degrees and knots; omitted when less than 10 EXAMPLE OF TERMINAL FORECASTS 05® Ceiling 1500', broken clouds OH/2GF Clear. visibility one and one-half miles, ground fog. Scottered clouds at 2000', 20®C70©6K 3230G ceiling 7000' overcast, visibility 6 miles, smoke, surface wind 320 degrees 30 knots, gusty. AREA FORECASTS are 12-hour forecasts plus 12-hour OUTLOOKS (18 hour outlook in FA valid at 1300Z) of cloud, weather and frontal conditions for an area the size of several states Heights of cloud tops, icing, and turbulence ore ABOVE SEA LEVEL (ASL); ceiling heights, ABOVE GROUND LEVEL (AGL); bases of cloud layers are ASL unless indicated. Area Forecasts are amended by SIGMET’s or AIRMETs. SIGMET or AIRMET warn airmen in flight of potentially hazardous weather such as squall lines, thunderstorms, fog, icing, and turbulence SIGMET concerns severe and extreme conditions of importance to all aircraft. AIRMET concerns less severe conditions which may be hazardous to some aircraft or to relatively inexperienced pilots. Both ore broadcast by FAA on NAVAID voice channels. WINDS AND TEMPERATURES ALOFT (FP) FORECASTS ore computer prepared forecasts of wind direction (nearest 10° true N) and speed (knots) for selected flight levels. Temperatures aloft (°C) are included for oil levels (z.2500 ft. above station elevation) except the 3000-foot level. EXAMPLES OF WINDS AND TEMPERATURES ALOFT (FD) FORECASTS. FD WBC 121745 BASED ON 121200Z DATA VALID 130000Z FOR USE 1800-0300Z TEMPS NEG A6V 24000 FT 3000 6000 9000 12000 18000 24000 30000 34000 39000 BOS 3127 3425-07 3420-1 1 3421-16 3516-27 3512 38 31 1649 292451 283451 JFK 3026 3327-08 3324-12 3322-16 3120-27 2923-38 284248 285150 285749 At 6000 feet ASL over JFK wind from 330* at 27 knots ond temperature minus 8* C. PILOTS report in- flight weather to nearest FSS C5X1/4S+ Sky obscured, vertical visibility 500 ft. visibility one-fourth mile, heavy snow. 92 Terminal Forecasts Period 0500C-1700C (5 A.M.-5 P.M. CST) FT 1 I8IOI4.5 11Z-23Z VON LRB 50D7. OSOOC O 2710 abi C35®60@7 2 U 15 . 1000 c 800) 2612 GSW 10S2TRW 1320G25 VRBL 1620G25. 110OC FROPA lj0®C80®7 OCNL 2710G13. 1300C Q0® 3010G15. Aviation Weather Reports (Teletype Sequence Reports) 0700C 029 SA29181300 CIRCUIT 8029, 18TH DAY OF MONTH, 1300 GREENWICH TIME (Z) OR 0700 CENTRAL STANDARD TIME (C) A6/2508/997 59/52/3UW997 I28/6I+/63/3212GI8/993/TBO6 OVHD MOVG EWD LTGIC LBB 60®7 12 ABI E80®15 133 MWL S E5©1TRWF ALODS FTW M13®35®10 127/70/68/1 21 2G18/991/®V® GSW Mil ©7 127/71/66/1 31 5G2I4/993/RB27 REI4.3 030 (CIRCUIT 8030) SPS 80®/-©15+ 132/81/61/1 922G27 0800C 029 SA29181I400 LBB 015+ 132/57/I4.2/2708/998/FEW CU SE ABI E90©15 133/6 iA 0/2908/997/CLDS DRK SE MWL M25®/® 10 129/65/59/3012G18/995/TSTM SE MOVG E FTW M20®50®10 I28/72/65/2210GI6/993/RB3I4. RE50 TSTM E MOVG SE CLDS DRK SW WSHFT O7I1OC GSW M20®7TRW- 127/70/68/1620G26/993/LN TSTMS SW-NE MOVG E 030 SPS /®i5+ 135/80/55/1715220/998 1300C 029 SA29181900 LBB 025 13V61/140/2710/999 ABI 015+ I3I4/6VW28I0/999 MWL E90®15 133/66/50/3508G12/998 FTW E100®15 131/68/52/2906/997 GSW 012 1 30/69/50/3110G1 5/996 030 SPS 020 135/78/50/1810/998 93 In-flight Weather Advisories FL GSW 181100 (5 A.M.) SIGMFT ALFA 1. OVR N CNTRL AND NERN TEX ALG AND E OF CLD FRNT MOD TO SVR TURBO IN TSTMS WITH HAIL TO 1 INCH DIAM. TSTMS FRMG PSBLY SLD LNS. (Interpretation of Above SIGMET) Over north central and northeastern Texas along and east OF COLD FRONT, MODERATE TO SEVERE TURBULENCE CAN BE EXPECTED IN THUNDERSTORMS WITH HAIL TO 1 INCH IN DIAMETER. THUNDER¬ STORMS FORMING POSSIBLY IN SOLID LINES. FL GSW 1813000 (7 A.M.) AIRMET ALPHA 2. IMDT FLWG TO 50 Ml W OF CLD FRNT IN N CNTRL TEX OCNL MOD TURBO BLO 60 DUE TO RTHR STG GUSTY SFC WNDS. LGT RN SHWRS MAY RMN BRFLY AFT FROPA. (Interpretation of Above AIRMET— Formerly Designated ADVISORIES FOR LIGHT AIRCRAFT) Immediately following to 50 miles west of cold front in NORTH CENTRAL TEXAS, OCCASIONAL MODERATE TURBULENCE WILL EXIST BELOW 6,000 FEET DUE TO STRONG, GUSTY SURFACE WINDS. Rain showers may remain briefly after frontal passage. 94 Pilot Reports SPS PI REP 0738 GTH-SPS BLO SCTD CLDS 55 LGT TURBC. BE35 (Interpretation of SPS PIREP) Originating station Wichita Falls. Time 7:38 A.M. CST. From Guthrie to Wichita Falls below scattered clouds at 5,500 FEET MSL LIGHT TURBULENCE REPORTED BY A BEECH Bonanza. GSW PIREP 0810 SPS-V61 GSW INCLR AT 115 TIL BPR ©V© HVY RN MOD TURBC TO GSW. DC-6 (Interpretation of GSW PIREP) Originating station Greater Southwest. Time 8:10 A.M. CST. From Wichita Falls to Greater Southwest Airport via Victor 61 Bridgeport direct Greater Southwest at 11,500 FEET MSL CLEAR UNTIL BRIDGEPORT. BROKEN CLOUDS VARIABLE TO OVERCAST FOR REMAINDER OF FLIGHT WITH HEAVY RAIN AND MODERATE TURBULENCE REPORTED BY A DC-6. Winds Aloft Forecasts 0600C-1200C FD WBC 181150 FOR USE 1300-1 Q00Z . TEMPS NEG ABV 21*000 ' FT 5000 6000 9000 12000 18000 2l|000 30000 LBB 2805+08 5112+06 5512-10^ 5515-06 3517-17 551928 GSW 9900 9900+10 5605+08 5312+06 3316-05 3312-15 332225 l8-2lj.Z FT 5000 1200C-1800C 6000 9000 1 2000 18000 21(000 30000 LBB 2810+10 5010+08 5110+01+ 3+12-05 5M6-I6 51+2026 GSW 5U08 5510+08 5112+07 5012+05 5016-05 5018-15 302025 ("9900” is used to indicate winds of less than 5 knots, variable.") It is spoken of as “light and SAMPLE TEST ITEMS 1. What principal advantage does the Sectional Aeronautical Chart have over the World Aeronautical Chart for the type of flight proposed in this test? 1— More radio aids to navigation are presented on the Sec¬ tional Chart. 2— The larger scale allows the use of more detail in presenting ground features. 3— The solution of dead reckoning problems is simplified. 4— A larger surface area is covered by the Sectional Chart. 2. Approximately how much greater in statute miles is the dis¬ tance for Leg I than the total distance for Legs II and III? 1— 55 miles. 2— 44 miles. 3— 36 miles. 4— 66 miles. Note: See page 87 3. What is the elevation of the highest obstruction within 10 statute miles of either side of your proposed route from the Guthrie VOR to Kickapoo Airport? 1— 2,049 feet above ground level. 2— 2,049 feet above sea level. 3— 1,803 feet above sea level. 4— 1,803 feet above ground level. 4. Preflight action as required by Federal Aviation Regulations for all flights away from the vicinity of an airport shall include a study of the weather, taking into consideration fuel requirements and— 1— the filing of a VFR flight plan. 2— the designation of an alternate airport. 3— an operational check of your navigational radios. 4— an alternate course of action if the flight cannot be com¬ pleted as planned. Federal Aviation Regulation Part 91 prescribes that, when an air¬ craft is operated VFR in level cruising flight at 3,000 feet or more above the surface, it must observe a cruising altitude appropriate to the magnetic course being flown. 5. Since the magnetic course on all three legs of this flight will fall between 0° and 179°, which of the following suggested cruising altitudes would be appropriate? 1— Odd thousands. 2— Even thousands. 3— Even thousands plus 500 feet. 4— Odd thousands plus 500 feet. Note: Assume that you maintain a terrain clearance of at least 3,000 feet. 97 6. Which altimeters on page 34 indicate an altitude that would be appropriate for all three legs of this proposed cross-country? 1— 1, 2, 3, 4, 5, and 6. 2— 2 and 4. 3— 4 and 6. 4— 2, 4, and 6. 7. For VFR flight below 10,000 feet MSL in controlled airspace, the minimum flight visibility and proximity to cloud require¬ ments are: 1— Visibility 3 miles; 500 feet under, 1,000 feet over, and 2,000 feet horizontally from the clouds. 2— Visibility 3 miles; clear of the clouds. 3— Visibility 1 mile; 500 feet under, 1,000 feet over, 2,000 feet horizontally from the clouds. 4— Visibility 1 mile; clear of the clouds. 8. Based on the information furnished you, which of the airports that you propose to use can be determined to have more than one hard-surfaced runway? 1— Lubbock, Mineral Wells, and Greater Southwest. 2— Mineral Wells and Greater Southwest only. 3— Lubbock and Greater Southwest only. 4— Greater Southwest only. Note: See the Airman’s Information Manual excerpts on pages 49-56. 9. Federal Aviation Regulations are specific regarding right-of- way rules. Assume that during your flight you encounter a large 4-engine military transport at your altitude. The transport is approaching from your right on an apparent collision course. Which airplane should give way, and why should it give way? 1—You should give way since it is a military airplane. 98 2— You should give way since your aircraft is in a different category. 3— You should give way since the military airplane is on your right. 4— The military airplane should give way since your airplane is to its left. 10. Assume your airport of intended landing displays this seg¬ mented circle. What direction would traffic be for the northwest-southeast run¬ way? 1— Left-hand for 13 and left-hand for 31. 2— Right-hand for 13 and right-hand for 31. 3— Left-hand for 13 and right-hand for 31. 4— Right-hand for 13 and left-hand for 31. 11. If the average groundspeed for the three legs is 123 mph and the average rate of fuel consumption is 8.6 gph, the total amount of fuel consumed (discounting that used for taxiing, takeoffs, and landings) should be approximately— 1— 21 gallons. 2— 25 gallons. 3— 19 gallons. 4— 23 gallons. 12. Which of the airports at which you propose to land should be able to supply fuel with the correct octane rating for your airplane? 1— All three of them. 2— Mineral Wells and Greater Southwest only. 3— Kickapoo and Greater Southwest only. 4— Greater Southwest only. Note: See the Airplane Flight Manual excerpts, on page 89, and the AIM excerpts on pages 49-56. 13. Before beginning a cross-country flight, the pilot in command is required to familiarize himself with all available information appropriate to the intended flight. What is the most current source of airport runway information available to the pilot? 1— The WAC Chart. 2— Airman’s Information Manual. 3— The front side of the Sectional Chart. 4— The back side of the Sectional Chart. 14. What is the only frequency which will allow you to receive both the VOR navigation signal and voice from Guthrie Radio? 1- 122.2 MHz. 2- 122.1 MHz. 3- 112.4 MHz. 4- 121.5 MHz. 15. What are the engine limitations that must be observed in the operation of the johnstar? 1— 145 brake horsepower at 2,700 RPM. 2— 135 brake horsepower at 2,750 RPM. 3— 145 brake horsepower at 2,750 RPM. 4— 135 brake horsepower at 2,700 RPM. Note: See the Airplane Flight Manual excerpts on page 89. 16. In order to determine the amount of baggage that may be carried on this flight, you base your computations on the follow¬ ing known weights: Pounds Airplane Empty Weight 1,290 Pilot 170 Three Passengers Passenger A 135 / Passenger B 160 Passenger C 145 Fuel—42 gallons (5 gallons unusable and included in empty weight) Oil—2 gallons (at 7.5 lbs./gal.) What is the maximum allowable weight of baggage that you may carry? 1— 69 pounds. 2— 63 pounds. 3— 33 pounds. 4— 73 pounds. Note: See the Airplane Flight Manual excerpts on page 89. 99 17. In order for an aircraft to carry passengers for hire, it must have been inspected and approved for return to service within the preceding— 1— 12 calendar months and 100 hours of time in service. 2— 6 calendar months. 3— 100 hours of time in service. 4— 12 calendar months. 18. Which of the airports at which you will be operating require a minimum ceiling of 1,000 feet and a minimum visibility of 3 miles for takeoff and landing if you do not have an air traffic control clearance? 1— Lubbock and Greater Southwest only. 2— Lubbock, Mineral Wells, and Greater Southwest. 3— Kickapoo, Mineral Wells, and Greater Southwest only. 4— All of them. Refer to altimeter illustration “2” on page 34 for the following test item. 19. Assume this altimeter indication appeared in an airplane as it flew over Kickapoo Airport. Assume further that the altimeter setting is correct and the instrument is indicating an accurate elevation above sea level. What height would the aircraft be above the surface of the airport? 1- 250 feet. 2- 2,500 feet. 100 3- 1,515 feet. 4— 500 feet. Refer to the Airspeed Indicator on page 31 in answering test items 20 and 21. 20. What is the power-off stalling speed (flaps up) as depicted by this Airspeed Indicator? 1— 55 mph. 2— 50 mph. 3— 100 mph. 4— 59 mph. 21. What is the maximum speed for normal operation? 1— 130 mph. 2— 140 mph. 3— 150 mph. 4— 160 mph. 22. If an airplane is in straight and level, undisturbed flight, the load factor is 1 since the wings are supporting the weight of the airplane only. The load factor is increased (greater than 1) in— 1— turns only. 2— pull-outs from dives and turns only. 3— rough (turbulent) air and turns only. 4— turns, pull-outs from dives, and rough (turbulent) air. 23. You check to determine that all required aircraft documents that must be carried in your airplane are aboard. These in¬ clude— 1— current Airworthiness Certificate, Owner’s Manual, and aircraft and engine logbooks. 2— Registration Certificate, current Airworthiness Certificate, and FAA approved Airplane Flight Manual or other placards, markings, and listings containing all the airplane operating limitations. 3— aircraft and engine logbooks, current Airworthiness Cer¬ tificate, and Airplane Flight Manual. 4— Registration Certificate, current Airworthiness Certificate, and engine logbooks. 24. Assume that the compass heading of an airplane in the Lub¬ bock traffic pattern is the same as that indicated on the Magnetic Compass, below. What would be the approximate true heading of this same airplane? 1- 50°. 2— 28°. 3- 48°. 4- 46°. Note: Use the Compass Deviation Card on page 20 to determine deviation. 25. Assume the elevation of the Guthrie VOR to be 2,400 feet. At what range could you expect normal voice reception from this station when cruising at the altitude indicated by altimeter “4” on page 34? 1— 100 statute miles. 2— 80 statute miles. 3— 130 statute miles. 4— 140 statute miles. You arrive at the airport at 7:00 a.m. (0700C) planning to take off at 0830C, weather permitting. This gives you ample time for flight planning, a weather briefing, and a thorough preflight in¬ spection. The next 5 test items are based on the weather information on pages 90-95. 26. The Area Forecast for the period 7 A.M. to 7 P.M. CST, on page 91, indicates that the front pictured on the weather map on page 90 will move eastward as a cold front. Should a squall line precede the front, it will normally be characterized by— 1— fog, low stratus clouds, and stable air. 2— hail, fog, and freezing precipitation. 3— cold surface temperatures and stratus clouds. 4— cumulus-type clouds, turbulence, and precipitation. 101 27. Your attention is naturally attracted to the In-flight Ad¬ visories, and the PIREPS, on page 94. Comparing the AIRMET alpha 2 with the PIREP from SPS you conclude that— 1— the PIREP concerns a flight conducted well above the altitudes designated by the AIRMET. 2— neither will be effective at your proposed takeoff time of 0830. 3— the turbulence which tvas forecast in the AIRMET does not affect the area west of Wichita Falls. 4— neither pertains to your proposed route of flight. 28. The Terminal Forecast on page 93 predicts a clear sky for Lubbock at 0800C. What visibility is forecast for 0800C? 1 — 15 miles. 2— 6 miles. 3— 10 miles. 4— Over 8 miles. 29. Referring to the Winds Aloft Forecast on page 95, you esti¬ mate the Winds Aloft for 0800C at 6,000 feet MSL for Lubbock to be from 280° at approximately 6 mph, and at 9,000 feet MSL to be from— 1- 330° at 14 mph. 2- 310° at 14 mph. 3- 330° at 12 mph. 4- 331° at 2 mph. 30. A check of the 7:00 A.M. Aviation Weather Report for Wichita Falls, on page 93, indicates that— 1— the ceiling was 8,000 feet. 2— an overcast ceiling existed. 102 3— the visibility was 8 miles. 4— there were scattered clouds at 8,000 feet and a high thin overcast but no ceiling existed. 31. You plan to monitor the voice feature of the Guthrie VOR enroute to Kickapoo to keep advised of the latest weather. Sched¬ uled weather broadcasts will be available from Guthrie— 1— every 30 minutes at 15 and 45 minutes after the hour. 2— every hour at 15 minutes after the hour. 3— on the hour and on the half-hour. 4— every hour on the hour. 32. The Wichita Falls VOR could be utilized as an aid in lo¬ cating the Kickapoo Airport. What radial of this VOR intersects the Kickapoo Airport? 1- 317°. 2- 135°. 3- 147°. 4- 127°. Following your study of the weather information at the Lubbock Weather Bureau Office, you received a briefing from the fore¬ caster. His forecast indicates that the weather along your pro¬ posed route is VFR. You file your flight plan from Lubbock to Kickapoo with the Lubbock FSS (Flight Service Station), It is good practice to compute takeoff performance, particularly when operating from short obstructed runways. This takes into consideration gross weight, atmospheric conditions, surface winds, and runway features. 33. For a takeoff from a 2,500 foot runway, assuming a gross weight of 2,200 pounds, wind calm, elevation 2,500 feet, and temperature 50°F, approximately how much runway would be remaining at lift-off? 1- 885 feet. 2— 945 feet. 3— 1,555 feet. 4- 1,615 feet. Note: Refer to the Takeoff Data Chart on page 40. 34. Assume a takeoff is made at maximum allowable gross weight from an airport with an elevation of 5,000 feet MSL and a tem¬ perature of 41 °F. Climbing at full throttle and best climb airspeed, what approximate time would be required to climb to 10,000 feet MSL? 1— 9i/2 minutes. 2— 12 minutes. 3— 16 minutes. 4— 5 minutes. Note: Refer to the Climb Data Chart on page 41. 35. Assume a cruising altitude of 7,500 feet, 60% BHP with lean mixture, and standard atmospheric conditions. What should be the approximate TAS and rate of fuel consumption? 1 — 127 mph and 7.9 gph. 2—124 mph and 7.5 gph. 3— 120 mph and 5.2 gph. 4— 122 mph and 7.6 gph. Note: Refer to the Cruise Performance Chart on page 42. You choose 5,500 feet as a cruising altitude from Lubbock to Wichita Falls. Your TAS will be 120 mph and your rate of fuel consumption will be 7.2 gph. 36. Based on the information given above, what should be your approximate groundspeed at cruising altitude from Lubbock to the Guthrie VOR? 1— 114 mph. 2— 126 mph. 3— 136 mph. 4— 134 mph. Note: Use the 0600-1200C Lubbock Winds Aloft Forecast for 6,000 Feet on page 95. 37. Assume that enroute from Lubbock to Guthrie, you tune your VOR receiver to the Guthrie VOR when within reception distance and rotate the bearing selector until the LEFT-RIGHT needle centers with a “TO” indication. If on course, your bear¬ ing selector should then indicate approximately— 1- 085°. 2- 075°. 3- 265°. 4- 255°. 103 38. To carry passengers with you on this trip, you must meet certain recency of experience requirements. These requirements are that within the preceding 90 days, in an aircraft of the same category, class, and type, you must have made at least— 1— 5 takeoffs and landings to a full stop. 2— 3 takeoffs and landings to a full stop. 3— 5 takeoffs and landings which may be either touch-and-go or full stop. 4— 3 takeoffs and landings which may be either touch-and-go or full stop. 39. When tuned to the Guthrie VOR, how can you positively identify that you have the correct station? 1— Radio tuned to 112.4 MHz. 2— Reception of a weather broadcast. 3— Reception of any transmission. 4— Radio tuned to 112.4 MHz and reception of coded signal. 40. If you have reason to utilise the Plainview VOR after depar¬ ture from Lubbock, you should tune your receiver to a frequency of— 1- 112.9 MHz. 2- 116.4 MHz. 3- 110.6 MHz. 4- 112.4 MHz. Note: Check the Sectional Chart Bulletin on page 49. 41. Assuming an average cruising groundspeed of 126 mph from Lubbock Airport to Kickapoo Airport with an additional 5 minutes estimated for takeoff and climb, what figure would you enter in Block 10 of the flight plan? 104 1- 1:24. 2- 1:37. 3- 1:42. 4- 1:32. Note: See the Flight Plan on page 69. After filing your flight plan and conducting a thorough preflight inspection of the airplane, you start your engine and contact Lubbock tower for taxi and takeoff instructions. 42. You should establish radio contact with Lubbock ground control by transmitting and receiving on the frequency— 1- 122.5 MHz. 2- 121.7 MHz. 3- 121.9 MHz. 4- 121.5 MHz. Note: See the Radio Equipment data on page 89, and the Airport/Facility Directory excerpt on page 55. Lubbock Ground Control instructions are as follows: “CLEARED TO RUNWAY ONE SEVEN LEFT, WIND TWO TWO ZERO AT SEVEN, ALTIMETER TWO NINER NINER EIGHT, TIME ZERO EIGHT THREE ZERO.” 13. From Ground Control’s instructions, you know that you are dearcd to taxi to— 1— and line up on Runway 17R, but must await takeoff clearance. 2— Runway 17R, but must obtain clearance to cross any run¬ way intersecting the taxi route. 3— Runway 17R and take off unless subsequently instructed otherwise. 4— but not on Runway 17R and to cross runways intersecting the taxi route. 44. The usable length of the runway to which you have been cleared is— 1- 3,000 feet. 2- 8,500 feet. 3- 7,602 feet. 4- 3,400 feet. Note: See pages 49 and 55. 45. After adjusting your altimeter to the setting which was broad¬ cast by Lubbock Ground Control, it should indicate approxi¬ mately— 1 —zero. 2- 85 feet. 3- 3,269 feet. 4- 3,291 feet. 46. At 0850C, following takeoff from Lubbock and level-off at cruising altitude, you cross the highway north of Lorenzo on course. You next fix your position at 0858C as crossing the high¬ way north of Crosbyton on course. Your groundspeed is approxi¬ mately— 1— 113 mph. 2- 129 mph. 3— 133 mph. 4- 123 mph. 47. As you approach Guthrie, you prepare to call “Guthrie Radio” for the latest weather. The correct procedure for mak¬ ing this contact would be to transmit— 1— and receive on 122.1 MHz. 2— on 122.1 MHz and receive on 112.4 MHz. 3— on 122.1 MHz and receive on 122.2 MHz. 4— on 121.5 MHz and receive on 112.4 MHz. You contact Guthrie and receive a weather briefing from the Childress FSS (controlling FSS for Guthrie) which indicates the weather is as forecast for the remainder of your route to Wichita Falls. 105 48. While flying straight-and-level on this leg, you notice that your magnetic compass holds steady and appears to be giving a correct indication of your heading. You also notice that when the nose of the airplane is lowered and airspeed is increased, the Magnetic Compass indicates a turn toward the north; when the nose is raised and airspeed is decreased, the Magnetic Compass indicates a turn toward the south. This action of the compass is probably due to— 1— unusual mineral deposits in the area. 2— the yaw produced by torque when changing from level flight to a descent or climb. 3— a malfunctioning and it should not be relied on to give accurate indications of your heading. 4— the normal acceleration and deceleration error and it shotdd give reliable indications of your heading while in steady, straight-and-level flight. 49. If you decided to detour by way of Munday, Texas, on the leg from Guthrie to Kickapoo Airport, what would be the approxi¬ mate true course from the Guthrie VOR to the town of Munday? 1- 109°. 2- 129°. 3- 119°. 4- 139°. Note: Munday is approximately 45 miles southeast of the Guthrie VOR. 50. Assuming a groundspeed of 130 mph and that you remain on course, what will be your approximate enroute time from over the Guthrie VOR until crossing the highway north of Lake Kemp (which is on the eastern edge of the lake extending in a north- south direction) ? 1—: 29. 106 2— :27. 3— : 33. 4— : 31. 51. Kickapoo UNICOM advises that they have a temporary ob¬ struction 200 feet from the south end of hard-surfaced Runway 14-32 and the turf runway is soft from rain. Assume the follow¬ ing conditions: No landing obstacles (approach) Weight--1,900 lbs. Flaps—full Indicated airspeed—58 mph Elevation—2,500 feet (To allow margin of safety) Headwind component—12 mph Based on these conditions, what would be your approximate landing roll? 1- 512 feet. 2- 448 feet. 3- 576 feet. 4- 878 feet. Note: Use the Landing Conditions Chart on page 43. Interpolate between 2,200 and 1,600 pounds. You complete your business appointment at Wichita Falls and are back at the airport at 1330 to continue your trip to Greater South¬ west with a passenger stop planned for Mineral Wells. 52. Based on the 1300C Aviation Weather Reports on page 93, the surface tvind at Mineral Wells should be from approxi¬ mately— 1— 080° at 12 knots. 2— 350° at 8 knots and gusty. 3— 350° at 8 mph and gusty. 4— 300° at 12 mph and gusty. 53. You departed Lubbock Airport with full fuel tanks and the flight to Kickapoo consumed 13 gallons. The total flying time remaining (Kickapoo to Greater Southwest including passenger stop) is estimated to be 1 hour and 30 minutes at an average fuel consumption rate of 8.5 gph. If you do not refuel, approxi¬ mately how much endurance will you have after arrival over Greater Southwest Airport? 1- 1:55. 2 - 1 : 00 . 3- 1:40. 4- 1:20. Note: Refer to the Airplane Flight Manual excerpts on page 89. 54. You may encounter areas of stratus clouds on this flight and you visualize the possibility of carburetor icing. Since your airplane is equipped with a fixed-pitch propeller, you realize that the indication of carburetor icing would likely be— 1— a decrease in engine RPM only. 2— engine roughness only. 3— a loss of power only. 4— any of the above. 55. If you determine that carburetor icing does exist, which of the following methods would constitute the best immediate pro¬ cedure? 1— Apply full “hot” carburetor heat to remove the existing ice and then follow the procedure as recommended by the manufacturer. 2— Climb or descend to another cruising level. 3— Move the carburetor heat control toward the full “hot” position until you get the maximum RPM increase. 4— Alternately move the carburetor heat control from the full “cold” position to the full “hot” position until you’re sure the ice has been removed. 56. Flying at 5,500 feet MSL, with a true airspeed of 125 mph, what will be your approximate compass heading and groundspeed from Kickapoo Airport to Mineral Wells Airport? 1— 148° and 126 mph. 2— 175° and 136 mph. 3— 154° and 136 mph. 4— 161° and 125 mph. Note: Use the GSW 1200C-1800C Winds Aloft Forecast for 6,000 Feet on page 95 and the Compass Deviation Card on page 20. 57. Assume you encounter severe turbulence in the wake of a large aircraft in the vicinity of Mineral Wells. You reduce your indicated airspeed to the maneuvering speed for the johnstar. This speed is— 1— 113 mph. 2— 100 mph. 3— 140 mph. 4— 80 mph. 107 You land at Mineral Wells and after leaving your passenger at the terminal are airborne again at 1450C. 58. The most important rule to remember in the event of a power failure on takeoff after becoming airborne, is to— 1— maintain safe airspeed. 2— gain altitude immediately. 3— turn back to the takeoff field. 4— determine the wind direction. 59. Enroute to Greater Southwest Airport, you detour north of course to avoid Meacham Field on the north edge of Fort Worth. You decide to intercept and fly inbound to the GSW VORTAC on the 270° radial. Which VOR receiver indication(s) on page G2 would illustrate that you have used approved procedures and have intercepted this course? 1— 3 and 7. 2— 7 only. 3— 3 only. 4— 6 only. 60. In the event you were to pass within a 5 statute mile radius of Meacham Field, Regulations require, unless otherwise au¬ thorized, that your minimum altitude should be no less than— 1- 2,000 feet MSL. 2- 3,000 feet MSL. 3- 3,692 feet MSL. 4- 2,692 feet MSL. 108 61. Contemplating your final landing, you remember that stall speed increases as the bank increases. How much would the wings level stalling speed (10° flaps) of your airplane increase should you inadvertently progress to a 60° bank on the final turn with power off? 1— 23 inph. 2— 4 mph. 3— 8 mph. 4— 2 mph. Note: Refer to the Stall Speed Chart on page G. 62. Since you observe numerous aircraft in the Fort Worth Area, you decide to contact Fort Worth Approach Control for traffic in¬ formation. The recommended procedure would be to transmit— 1 —on 122.7 MHz and receive on 124.5 MHz. 2— and receive on 124.5 MHz. 3— and receive on 121.51 MHz. 4— on 120.5 MHz and receive on 125.2 MHz. Note: Refer to the Radio Equipment data on page 89; and the Airport/ Facility Directory on page 55. Approach Control provides you with numerous radar traffic ad¬ visories as you progress toward your destination, and then in¬ structs you to contact Greater Southwest Tower approximately 5 miles west of the airport. After reporting your position 5 miles west, you receive the fol¬ lowing Tower message: “JOHNSTAR TWO SEVEN ZERO EIGHT BRAVO, GREATER SOUTHWEST TOWER, LEFT TRAFFIC RUNWAY THREE ONE, WIND THREE TWO ZERO AT ONE FIVE GUSTS TO TWO ZERO, ALTIMETER TWO NINER NINER SEVEN, NUMBER TWO TO LAND FOLLOW BOEING SEVEN - O - SEVEN ON THREE MILE FINAL.” 63. In compliance with the Greater Southwest Tower message, you should plan to land on Runway 31 turning on final approach from a— 1— right base leg heading of approximately 200°. 2— left base leg heading of approximately 040°. 3— left base leg heading of approximately 200°. 4— right base leg heading of approximately 040°. 64. As you enter the traffic pattern, you cannot recall the maxi¬ mum speed for lowering the flaps, but then remember that this speed is— 1— marked by a radial yellow line on the airspeed indicator. 2— not marked on the airspeed indicator. 3— indicated only on a placard on the instrument panel. 4— represented by the higher airspeed limit of the white arc on the airspeed indicator. 65. Assume that after entering the traffic pattern, you hear no further radio transmissions. Just prior to turning onto final approach, you observe an alternating red and green light signal from the control tower. You should interpret this to mean— 1— that the airport is unsafe and you should not land. 2— that you should give way to other aircraft and continue circling. 3— nothing if the last radio message received cleared you to land. 4— that you should proceed with your approach but exercise extreme caution. 66. Light aircraft are particularly susceptible to wing tip vortices or w r ake turbulence. The most severe wake turbulence is pro¬ duced by— 1— small aircraft during takeoff or landing. 2— large aircraft during takeoff or landing. 3— small aircraft in cruising flight. 4— large aircraft in cruising flight. 67. As you turn on final approach, you note that your Turn and Bank Indicator appears as illustrated in “D” on page 35. You should interpret this indication to mean that you are probably in a— 1— slipping turn to the right. 2— skidding turn to the left due to excessive aileron pressure and insufficient rudder pressure. 3— skidding turn to the left due to excessive rudder pressure. 4— slipping turn to the left. 109 68. You receive a steady green light from the tower and land as cleared. While completing your landing roll on the runway, you notice a flashing red light from the tower. You should— 1— not use the first available taxiway—it is unsafe. 2— taxi clear of the runway on the first available taxiway or suitable area. 3— exercise extreme caution. 4— stop as soon as practicable. If a flight plan has been filed, it is mandatory that an arrival or completion notice be filed (flight plan closed). 69. Relative to the preceding statement, which of the following statements is true? 1— At airports with control towers, the tower will automati¬ cally close your flight plan only if it is the airport of destination specified in the flight plan. 2— The arrival notice must be filed by the pilot within an hour after arrival on a standard form provided for this purpose. 3— The pilot should request the FSS to close the flight plan. 4— At all airports with a control tower, the tower automati¬ cally will close your flight plan as soon as the landing is complete. 70. The most important reason for servicing fuel tanks to full capacity upon completion of a flight is because this procedure— 1— prevents drying and cracking of the fuel cell inner liner which occurs when it is exposed to the air. 2— minimizes the possibility of corrosion and structural dam- 110 age due to moisture forming on and dripping from the outer walls of fuel tanks. 3— prevents the fuel evaporation which occurs in partially- filled tanks. 4— minimizes the possibility of fuel contamination from con¬ densation of water on inner walls of partially-filled tanks. ANSWERS AND EXPLANATIONS FOR SAMPLE TEST ITEMS The correct response is listed immediately after the test item number. Explanatory statements will generally contain the rea¬ soning for the correct solution or cite a reference for the source of the correct response. Instances where incorrect responses have been designed to show a misapplication of data such as reversing wind direction, adding rather than subtracting variations, etc., will be pointed out. (For brevity, the Pilot’s Handbook of Aero¬ nautical Knowledge will be referred to as the Pilot’s Handbook and Federal Aviation Regulations will be referred to as FAR. When page number references are listed without identification, they pertain to this Guide). 1 — (2) The Pilot’s Handbook, Chapter 12, states: “Sectional Aeronautical Charts (scale: About 8 statute miles per inch) — fairly complete detail, primarily for use in pilotage, most widely used by private pilots.” The WAC Chart contains all the radio aids to navigation that are contained on the Sectional Chart and covers a larger surface area. The solution of dead reckoning problems is the same regardless of the chart used as long as the true course and variation can be detemined from the charts. 2 — (1) Leg I measures 192 statute miles and Leg II measures 78 statute miles. Leg III measures 59 statute miles. Legs II and III total 137 statute miles, or 55 miles less than the distance of Leg I. Forty-four (44) miles would have been your incorrect response if you had used the nautical mile scale rather than the statute mile scale on the Sectional Chart. (Remember, your statute mile solution may not agree exactly unless you used the mileage scale on the chart itself.) 3 — (2) A tower which measures 2,049 feet above sea level ap¬ pears approximately 3/2 miles to the left of your course as you approach Kickapoo Airport. The Sectional Chart legend states: “Numerals without parenthesis indicate elevation above sea level of top”. Therefore, response number 1 is incorrect. There is another obstruction with an elevation of 1,803 feet about 2 miles left of course and 12 miles east of Guthrie, but it is not the highest. 4 — (4) FAR 91.5 states in part: “Each pilot in command shall, before beginning a flight, familiarize himself with all available information concerning that flight. This information must in¬ clude . . . alternatives available if the planned flight cannot be completed. . . .” Responses 1, 2, and 3 are not mandatory for a VFR cross-country. 5 — (4) FAR 91.109 states in part: “. . . each person operating an aircraft under VFR in level cruising flight, at an altitude of more than 3,000 feet above the surface, shall maintain the appro¬ priate altitude prescribed below: (a) When operating below 18,000 feet MSL and— (1) On a magnetic course of zero degrees through 179 degrees, any odd thousand foot MSL altitude + 500 feet (such as 3,500, 5,500, or 7,500); . . . 6 — (3) Only altimeters 4 and 6 indicate altitudes of odd- thousand + 500 feet. Although altimeter 2 could be appropriate for a portion of your flight (since the aircraft would be less than 3,000 feet above the surface) the elevation for the beginning of the flight is greater than 2,500 feet. 7_(1) FAR 91.105 Basic VFR weather minimums states in part “(a) Except as provided in 91.107, no person may operate an aircraft under VFR when the flight visibility is less, or at a distance from clouds that is less, than that prescribed for the corresponding altitude in the following table:” 111 The corresponding altitude listed in the table is: More than 1,200 feet above the surface but less than 10,000 feet MSL within controlled airspace — visibility — 3 statute miles; dis¬ tance from clouds — 500 feet below or 1,000 feet above, and 2,000 feet horizontally from, any cloud formation. Therefore, response number 1 is the correct answer. 8— (1) The Airport Directory and Airport/Facility Directory ex¬ cerpts furnished with this Guide on pages 53-55 indicate that Lubbock has 5 hard surfaced runways; Mineral Wells, 3; and Greater Southwest, 2. 9— (3) FAR 91.67 states in part: “(c) Converging. When aircraft of the same cate¬ gory are converging at approximately the same alti¬ tude (except head-on, or nearly so) the aircraft to the other’s right has the right of way.” FAR 1.1 defines “category” as follows: “(1) As used with respect to the certification, rat¬ ings, privileges, and limitations of airmen, means a broad classification of aircraft. Examples include: airplane; rotocraft; glider; and lighter-than-air;.” 10— (3) Response 1 is only partially correct because traffic is right-hand on runway 31. Response 2 is incorrect since traffic is left-hand on runway 13. Response 4 is completely wrong as it lists incorrect traffic directions for both runways. 11— (4) At an average groundspeed of 123 mph for a distance of 329 statute miles, the enroute time would be 2:41. With a fuel consumption rate of 8.6 gph this results in 23 gallons. 12— (1) The Airport and Airport/Facility Directories on pages 53-55, show an F-12 code for 80/87 grade fuel for all four air¬ ports. The Airplane Flight Manual excerpt on page 89 indicates a fuel specification of 80/87 for the JOHNSTAR. In addition to F-12, Lubbock Regional also has F-i5 (91/98), F-18 (100/130), and F-22 (115/145) grade gasoline. All of these airports have F-18 (100/130) grade fuel. 112 13— (2) The Pilot’s Handbook, Section VII, AIM excerpts pre¬ sents a “Checklist for Maintaining Currency of Sectional Charts.” The checklist points out that you should rely on the Airmans Information Manual for the most current airport information. Remember: NOTAMS are the source of the latest information. 14— (3) Except for stations with “no voice” the omni frequency carries voice transmissions. The Sectional Chart and the Airport/ Facility Directory on page 55 indicate the current frequency is 112.4 MHz and this station is capable of voice transmissions. Additional information concerning proper FSS communications frequencies may be found on page 51 of this guide. 15— (1) The Airplane Flight Manual excerpts for the johnstar on page 89 gives the correct limitation. This is the normal source for airplane and engine limitations. 16— (2) Although the Johnstar has a total fuel capacity of 42 gallons, 5 gallons are unusable and are therefore included in the empty weight. (See Section VI of Pilot’s Handbook) Adding 222 pounds (37 gallons of fuel at 6 lbs/gal.) and 15 pounds (2 gallons of oil at 7.5 lbs/gal.) to the weights listed, the total is 2,137 pounds less baggage. Since the Airplane Flight Manual excerpt on page 89 indicates a maximum allowable gross weight of 2,200 pounds, this leaves 63 pounds for baggage. If you had incorrectly added the weight for the full 42 gallons, your answer would have been 33 pounds—a wrong answer. 17— (1) FAR 91.169 states in part: “(a) ... no person may operate an aircraft unless, within the preceding 12 calendar months, it has had— (1) An annual inspection . . . and has been ap¬ proved for return to service . . . .” “(b) ... no person may operate an aircraft carry¬ ing any person (other than a crewmember) for hire . . . unless, within the preceding 100 hours of time in service, it has been inspected . . . and ap¬ proved for return to service Although responses 3 and 4 are partially true, they do not include the complete requirement as does response 1. 18—(2) Your Sectional Chart indicates that Lubbock, Mineral Wells, and Greater Southwest Airports all lie within Control Zones. (The areas outlined by dashed blue lines.) Kickapoo does not. FAR 91.105 states in part: “(a) Distance from clouds. Except as provided in FAR 91.107, no person may operate an aircraft under VFR— OOOOO0O (c) .... within a control zone, beneath the ceiling when the ceiling is less than 1,000 feet;” Visibility requirements have been stated in the explanation to sample test item 7. FAR 91.107 does provide for operations within a control zone with minimums less than these, but only by an appropriate ATC clearance. 19— (3) Altimeter “2” indicates 2,500 feet above sea level (MSL). The Sectional Chart shows Kickapoo Airport to be at an elevation of 985 feet. The aircraft is therefore 1,515 feet above the surface at this point. Altimeters are set to indicate “feet above sea level,” not “feet above ground.” 20— (4) The Pilot’s Handbook, Section V Chapter 19, describes and illustrates the color-coded marking system of the air-speed in¬ dicator. The lower limit of the green arc depicts the power-off stalling speed with flaps up (landing gear not applicable in this case). Response 1, fifty-five (55) mph, is the power-off stalling speed with flaps down. 21— (2) The maximum speed for normal operation (Maximum Structural Cruising Speed) is depicted by the upper limit of the green arc. Response 4, one hundred sixty (160) mph, is the Never-Exceed Speed. 22— (4) The Pilot’s Handbook, Chapter 3, states: “So long as the airplane is moving at a constant airspeed in a straight line, the load supported by the wings remains constant. When the airplane assumes a curved flight path — all types of turns, pullouts from dives, and abrupt or excessive back pressure on the elevator control — the actual load supported by the wings will be much greater because of the centrifugal force produced by the curved flight.” “One additional cause of large load factors is severe vertical gusts.” 23— (2) FAR 91.27 states in part: “(a) ., no person may operate a civil aircraft unless it has within it— (1) An appropriate and current airworthiness cer¬ tificate ...and (2) A registration certificate issued to its owner.” FAR 91.31 states in part: “(b) No person may operate a U.S. registered civil aircraft unless there is available in the aircraft a cur¬ rent FAA approved Aircraft Flight Manual for that aircraft, placards, listings, instrument markings, or any combination thereof, containing each operating limitation prescribed for that aircraft by the Admin¬ istrator, . . . .” 24— (1) To determine true heading from compass heading, both deviation and variation must be applied. Based on the deviation card, the magnetic heading in this case would be 39°. The Sec¬ tional Chart indicates the variation in the Lubbock area to be 11° E. Easterly variation is subtracted to convert TRUE to MAGNETIC. It must be added in this case since we are convert¬ ing MAGNETIC to TRUE. Therefore, 50° is the correct res¬ ponse. Incorrect response 2, 28°, would result from a misappli¬ cation of the variation. Incorrect responses 3 and 4 could result from mis-reading the compass and/or misapplication of the devia¬ tion. 25— (2) Altimeter “4” indicates 5,500 feet above sea level or 3,100 feet above the assumed station elevation. The Pilot’s Hand¬ book, Section IX, Chapter 27, presents a table of normal VHF reception distances based on altitude above the station. 26— (4) The Pilot’s Handbook, Section II Chapter 10, states: “In some cases, an almost continuous line of thunderstorms may form along the front” [cold] “or ahead of it. These lines of thunderstorms, ‘squall lines,’ contain some of the most turbulent weather experienced by pilots.” Fog and stratus type clouds as indicated by responses 1, 2, and 3 are generally associated with a warm front. 27— (3) Based on the weather forecast and Aviation Weather Reports available, it is doubtful that the moderate turbulence forecast by AIRMET alpha 2 would exist as far west as Wichita Falls. With the additional evidence of only light turbulence, as presented by the PIREP, you can safely conclude that the fore¬ cast moderate turbulence does not exist in the area west of Wichita Falls. 113 28— (4) Referring to the Key to Aviation Weather Reports on page 92, you note that the absence of a visibility figure in Ter¬ minal Forecasts indicates that the visibility is over 8 miles. (The Key to Aviation Weather Reports is always furnished with the Private Pilot Written Test.) If you mistook the wind speed in the figure 2710 for visibility, you may have chosen incorrect response number 3. 29— (1) The Pilot’s Handbook, Section II, Chapter 11, explains how to interpret Winds Aloft Forecasts. The figure representing the Lubbock 9,000-foot wind at 0800 is 3312. This indicates a direction of 330° at 12 knots. Twelve (12) knots is approxi¬ mately 14 mph. If you had mistakenly interpreted the figure 12 as mph, you would have chosen incorrect response number 3. (The Key to Aviation Weather Reports also includes an explana¬ tion of the Winds Aloft Forecast.) 30— (4) The 0700C Aviation Weather Report for Wichita Falls shows a sky cover of 8,000 feet scattered, high thin overcast, and a visibility of more than 15 miles. The Pilot’s Handbook, Sec¬ tion II, Chapter 9, states “The height above ground of the low¬ est layer of clouds reported as broken or overcast and not classi¬ fied as ‘thin’ is the ceiling.” 31— (2) The Pilot’s Handbook, Section IX, Chapter 32, explains the times for scheduled Weather Broadcasts. 32— (2) If you draw a line from the Wichita Falls VOR, located approximately 11 statute miles NE of the Kickapoo Airport, through the Kickapoo Airport, you will note that it intersects the compass rose encircling the VOR at approximately the 135° point. This is the 135° radial of the Wichita Falls VOR. Re¬ sponse number 1, 315° is the magnetic course from Kickapoo Airport to the Wichita Falls VOR, not the radial. 33— (3) Since the temperature of 50° F is standard for the ele¬ vation of 2,500 feet, and the gross weight is given as 2,200 lbs., the takeoff ground run can be read directly from the Takeoff Data Chart without interpolation or treatment for temperature variation. (See the Pilot’s Handbook, Section VI, Chapter 23.) From the Takeoff Data Chart you determine that the ground run is 945 feet. Deducting this figure from a runway length of 2,500 feet and assuming you started your takeoff at the end of the runway, you should have 1,555 feet of runway remaining at lift-off. Incorrect responses 1, 2, and 4 might result from a care¬ 114 less or incomplete reading of the stem of the test item or the Takeoff Data Chart. 34— (2) The Climb Data Chart for the conditions given shows a rate of climb at 5,000 feet of 520 feet per minute and at 10,000 feet of 310 feet per minute. Since the climb is to be performed from 5,000 to 10,000 feet, you should interpolate and find a mid-figure of 415 feet per minute. Dividing 5,000 feet (the alti¬ tude to be gained) by 415 feet (the rate of climb in feet per minute) results in 12 minutes. If you had assumed the rate of climb to be 520 feet per minute for the entire 5,000 feet you would have chosen incorrect response number 1. If you had assumed the rate of climb for the entire 5,000 feet to be 310 feet per minute, you would have chosen incorrect response number 3. 35— (4) The Pilot’s Handbook, Section VI, Chapter 23, explains how to interpret a Cruise Performance Data Chart. Based on the conditions given, the Cruise Performance Chart indicates a true airspeed of 122 mph and a rate of fuel consumption of 7.6 gph. Again, it can be pointed out that an incomplete or careless reading of the test item stem or the Cruise Performance Chart could result in a choice of incorrect responses 1, 2, or 3. All of these conditions may be found on the Cruise Performance Chart, but not for the specific situation as outlined. 36— (2) This is a standard dead reckoning problem. (See the Pilot’s Handbook, Section III, or Section VIII, Chapter 31.) Given a true airspeed of 120 mph, and a cruising altitude of 5,500 feet, you must determine the other factors necessary for the dead reckoning computation. From the course drawn on the chart, and the wind given in the Winds Aloft Forecast, you determine the true course to be 085° and the wind to be from 280° at 5 knots or approximately 6 mph. The resulting ground- speed will be approximately 126 mph, whether you use a flight computer or the wind triangle method. 37— (2) You have determined that the true course from Lubbock to the Guthrie VOR is 085°. However, this is a magnetic course of approximately 075°, since Guthrie is in the area between the 10° and 10°30' variation lines. The Sectional Chart shows that bearings (radials) are magnetic at VOR stations. In other words, as you can note by studying those on the Sectional Chart, they are aligned with magnetic north, not true north. If you failed to take the variation into account, you might have chosen in¬ correct response number 1. Response number 4 is incorrect since this selection would give a “from” indication. 38— (1) FAR 61.47 states in part: . . No person may act as pilot in command of an aircraft carrying passengers unless, within the preced¬ ing 90 days, he has made at least 5 takeoffs and 5 landings to a full stop in an aircraft of the same cate¬ gory, class, and type 39— (4) The only positive method of identifying an omnirange is by its Morse Code identification or by the recorded automatic voice identification which is always indicated by use of the word ‘VOR’ following the range’s name. Reliance on determining the identification of an omnirange should never be placed on listen¬ ing to voice transmissions by the Flight Service Station (FSS) or approach control facility involved. Many VOR’s are remotely controlled by a parent FSS. Some voice transmissions through the remoted station may carry the name of the parent facility only. As an example, Guthrie VOR is a remoted station of Childress. If you call “CHILDRESS RADIO”, you have to tell them what frequency you are listening to — “REPLY ON GUTH¬ RIE VOR”. 40— (1) Plainview VOR is located approximately 27 miles north of Lubbock Airport. 110.8 is the frequency of the Lubbock VORTAC, and the frequency 112.1R shown above station box is a frequency on which you could transmit but not receive. The Sectional Chart Bulletin (AIM excerpt) on page 49 does not list any changes in aeronautical information for Plainview VOR, but it is a source of information that a pilot should remember to check. 41— (2) Block 10 of the flight plan is for the estimated time en- route. You have determined the distance from the Lubbock Air¬ port via the Guthrie VOR to the Kickapoo Airport to be 192 statute miles. Based on an average groundspeed of 126 mph, this results in a time of 1:32. Adding the 5 minutes as instructed, your response should be 1:37. If you used the nautical miles scale instead of the statute miles scale for measuring your dis¬ tance, your result would be incorrect response number 1. 42— (3) The Airport/Facility Directory entry for Lubbock Air¬ port indicates the ground control frequency of 121.9 MHz. The description of the radio equipment aboard the johnstar shows that you have this frequency available. Remember, although 121.5 MHz is a standard frequency for most facilities, it should be used only in an emergency. 43— (4) You should have no difficulty in interpreting your taxi instructions as cleared to Runway 17R. FAR 91.87 states in part: “(h) Clearance required .A clearance to ‘taxi to’ the runway is a clearance to cross all inter¬ secting runways but is not a clearance to ‘taxi on’ the assigned runway.” 44— (2) The Airport Facility Directory excerpt on page 55, lists Runway 17R - 35L as the longest hard surfaced runway at Lub¬ bock, which is 8,500 feet in length. The remarks concern the displaced threshold on 35L. Although there were no NOTAMS concerning Runway 17R, the NOTAMS should always be checked. 45— (3) The altimeter setting as broadcast by Lubbock ground control is the station pressure corrected to Mean Sea Level. (See the Pilot’s Handbook, Section V, Chapter 19.) If your altimeter is calibrated accurately, it should then indicate the elevation at Lubbock Municipal Airport. The Sectional Chart shows this to be 3,269 feet. Setting the altimeter to zero as in response 1 would be contrary to Federal Aviation Regulations. 46— (2) Since the stem of the test item states that you have leveled off at cruising altitude prior to the time check, you can assume that you are maintaining a constant airspeed. The dis¬ tance travelled between the two checkpoints is slightly over 17 statute miles and the period of time was 8 minutes. This should result in a groundspeed of approximately 129 mph. When short distances such as this are involved, even a fraction of a mile or a minute should be considered for the utmost accuracy in ground- speed checks. See the Pilot’s Handbook, Section VIII, Chapter 30, for an explanation of inflight groundspeed checks. If you had inadvertently used the nautical mile scale in measuring the distance, your result would have been incorrect response 1, 113 mph. 47— (2) This combination of frequencies provides you with voice communication as well as radio navigation guidance. (See the Pilot’s Handbook, Section IX, Chapter 32.) There is no assur¬ ance that Guthrie can transmit on 122.2 MHz from the informa¬ tion that you have available. The frequency 122.1R appears above the Guthrie VOR station box. Response 1 is incorrect since 122.1 MHz is not a transmitting frequency for ground stations. 115 48— (4) This is a normal error of the magnetic compass and does not indicate malfunctioning. Yaw, when properly corrected for, should not produce a compass error. An unusual mineral deposit would normally cause the compass to swing or turn in only one direction. See the Pilot’s Handbook, Section V, Chapter 19, for a complete explanation of the magnetic compass. 49— (3) Your first step should be to draw a line from the Guthrie VOR to the town of Munday. (See the Pilot’s Handbook, Sec¬ tion III, Chapter 14.) Using a plotter or protractor, you measure the course angle as it crosses the 100° meridian. Another method would be to note the magnetic bearing at the point where the course line intersected the Guthrie VOR compass rose. How¬ ever, if you failed to apply variation, you would have chosen incorrect response 1. Incorrect response 2 would have resulted from misapplying the variation. 50— (4) The distance involved is slightly over 67 statute miles. All that remains is a simple time-distance calculation based on the given groundspeed. Again, if you had inadvertently used the nautical mile distance scale, you would have chosen an incorrect response—in this case, response 2. 51— (1) See the Pilot’s Handbook, Section VI, Chapter 23, for an explanation of how to interpret a Landing Data Chart. The important thing to remember in using a chart of this type is that you must interpolate for weights between those listed for an accurate determination. Since only ground roll, not total landing distance, is requested, you can see that it lies halfway between 560 feet and 720 feet before applying headwind factor. There¬ fore, 640 feet reduced by 20% for the headwind component results in 512 feet. Incorrect responses 2 and 3 could have resulted from failure to interpolate. 52— (2 ) 3508 is properly interpreted only by response 2. Re¬ sponse 3 is incorrect since the wind is always reported in knots. 53— (4) The Airplane Flight Manual indicates the total usable fuel to be 37 gallons. Deducting 13 gallons, you have 24 gallons remaining. At 8.5 gph this should provide an endurance of 2:50. If you had mistakenly used 42 gallons as the total usable fuel, your result would have been incorrect response 1. 116 54— (4) The Pilot’s Handbook, Section IV, Chapter 18, states: “For airplanes with fixed-pitch propellers, the first indication of carburetor icing is loss of rpm ... a roughness in engine operation may develop later.” Concurrent with loss of rpm is loss of power. 55— (1) The reference for the correct response is the same as in item 54. A change in altitude might be a recommended pro¬ cedure, in time, but it would not constitute the best immediate procedure. When ice is present, the full “hot” position should be used as the first step; not partial or alternating “hot” positions. 56— (3) This is another dead reckoning problem similar to the one in item 36, but with a different true airspeed and utilizing the Greater Southwest Winds Aloft Forecast. Again, the first step is to determine your true course; in this case, 161°. A flight com¬ puter or wind triangle solution based on a forecast wind of 330° at 11.5 mph (10 knots) should result in a true heading of 162° and a groundspeed of 136 mph. Applying a variation of 10°W (to the nearest full degree) and deviation as indicated by the card, you should arrive at the correct result. Misapplication of variation would result in incorrect response 2. 57— (1) The Pilot’s Handbook, Section I, Chapter 3, explains the reason for this action. The Airplane Flight Manual excerpt is the only source in this instance for determining the maneuver¬ ing speed. Remember, it is not marked on the airspeed indicator. Incorrect responses 2 and 3 are maximum flaps extended speed and maximum structural cruising speed, respectively. 58— (1) MAINTAIN SAFE AIRSPEED! This is a cardinal rule. Without flying speed, other actions may be impossible. Remem¬ ber, a successful emergency landing is usually possible, except perhaps in very rough terrain, if touchdown is made with the aircraft in a level attitude and at a reduced but safe airspeed. 59— (2) Only the indications shown in set 7 are correct. (See the Pilot’s Handbook, Section IX, Chapter 33.) Although the in¬ dications in set 3 show the correct course selection of 090°, the To-From indicator would place this position east of the station. 60— (3) FAR 91.85 states in part: “(b) Unless otherwise authorized or required by ATC, no person may operate an aircraft within an airport traffic area except for the purpose of landing at, or taking off from, an airport within that area.” FAR 1.1 defines a normal airport traffic area as follows: . . that airspace within a horizontal radius of 5 statute miles from the geographical center of any air¬ port at which a control tower is operating, extending from the surface up to, but not including, 3,000 feet above the surface.” The Sectional Chart shows the elevation of Meacham Field to be 692 feet. Therefore, a minimum altitude of 3,692 feet is neces¬ sary to avoid the airport traffic area. 61— (1) The Pilot’s Handbook, Section I, Chapter 3, explains the effect of increased bank on stall speed. The use of the Stall Speed Chart is self-explanatory. The incorrect responses could result from incomplete or careless reading of the test item stem or the Stall Speed Chart. 62— (1) The Airport/Facility Directory entry for Greater South¬ west International lists 124.5 as the traffic information fre¬ quency. Although the radio equipment of the johnstar does not permit you to transmit on 124.5, you find that Fort Worth Approach Control also receives 122.7 MHz, a frequency yoil do have available. Traffic advisories, furnished by radar equipped approach control facilities such as Fort Worth, are a valuable aid to the VFR pilot in avoiding other aircraft in high density terminal areas. (See Pilot’s Handbook, Section VII, AIM ex¬ cerpts.) 63— (2) The tower instruction clearly specifies “left traffic.” Therefore, your heading on a left base leg should be approxi¬ mately 90° greater (or added clockwise) than the runway head¬ ing of 310°. Incorrect response 3 contains a heading for a right base leg. See Pilot’s Handbook, Section IX, Chapter 32, for a review of radio communication procedures. 64— (4) The Pilot’s Handbook, Section V, Chapter 19, describes and illustrates the color-coded marking system of the airspeed indicator. Incorrect response 1 is completely fictitious. There is no radial yellow line on the airspeed indicator. A yellow arc, however, marks the caution range. 65— (4) The Pilot’s Handbook, Section VII, Chapter 25, presents a chart of traffic control light signals. Incorrect response 1 would be indicated by a flashing red signal. Incorrect response 2 would be indicated by a steady red signal. NEVER DIS¬ REGARD A LIGHT SIGNAL AIMED AT YOU BY A CON¬ TROL TOWER. 66— (2) See the Pilot’s Handbook, Section VII, Chapter 25, for an illustrated explanation of wake turbulence. The most severe wake turbulence is produced by large aircraft in landing or takeoff configuration. Light aircraft are especially affected if they should encounter this type of turbulence. The heavier and slower the aircraft, the greater the intensity of the air circulation in the vortex cores. Therefore, responses 1, 3, and 4 are in¬ correct. Since vortices are not formed until lift is produced, they will not be generated on a takeoff roll until just before lift¬ off, or by a landing aircraft after it is solidly on the ground. Vortices settle downward and spread laterally. When it is neces¬ sary to operate behind a large aircraft, try to remain above the flight path of that aircraft. 67— (3) The Pilot’s Handbook, Section V, Chapter 20, explains the operation of the Turn and Bank (or Turn and Slip) Indicator. The left turn is uncoordinated since the bank is too shallow for the rate of turn. This condition is normally brought about by rudder pressure. A slipping turn in the same direction would be characterized by the ball being on the opposite side. 68— (2) See the reference for item 65. The use of caution should be a standard rale when observing any red light signal, but the signal in this case has a more specific meaning. 69— (3) The Pilot’s Handbook, Section X, Chapter 35, states: “The one thing you must not forget is to close your flight plan upon arrival. Do this by telephone with the nearest FSS, if possible, to avoid radio congestion. If there is no FSS near your point of landing, you may close it by radio with the nearest FSS” [indicated in the remarks block of your flight plan] “on arriving over your destination.” Although a tower will close your flight plan and advise the FSS upon request, the best procedure is to contact the FSS directly. There is no standard form required. 117 The flight plan itself also carries in bold letters the reminder “CLOSE FLIGHT PLAN UPON ARRIVAL.” 70—(4) The Pilot’s Handbook, Section IV, Chapter 18, states: . . have the fuel tanks completely filled after each flight, or at least after the last flight of the day. This will prevent mois¬ ture condensation within the tank since no airspace will be left.” Incorrect responses 1 and 3 may occur with partially-full fuel tanks, but neither should be considered the most important reason for end-of-flight servicing to full capacity. 118 REMEMBER ! ! The mastery of the sample test items alone should not be used as a criterion for determining that you are properly prepared to take the actual FAA Written Test. Your knowledge of the material on which the workbook section of this guide is based and of the appropriate Federal Aviation Regu¬ lations should be the final yardstick. * U. S. GOVERNMENT PRINTING OFFICE : 1972 O - 466-992 X i