12 practice questions from the 286 in this chapter of StudyWren Aviation. Pick an answer and check it to see the explanation and its FAA source.
Basic Attitude Instrument FlyingPAR-14-180
You are on a heading of 090° and must turn right to a heading of 360° at standard rate. How long will the turn take?
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The answer is B: 90 seconds
A right turn from 090° to 360° is 270° of heading change. At 3° per second, 270° ÷ 3 = 90 seconds. Timing a standard-rate turn helps roll out near the desired heading if the heading indicator is unreliable.
A right turn from 090° to 360° is 270° of heading change. At 3° per second, 270° ÷ 3 = 90 seconds. Timing a standard-rate turn helps roll out near the desired heading if the heading indicator is unreliable.
A VFR pilot inadvertently flies into a cloud. What is the best initial course of action?
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The answer is B: Keep control on instruments and make a shallow-banked 180° turn back to VMC
The priorities are recognizing the emergency, maintaining control solely by reference to the instruments, and getting help. A gentle 180° turn usually leads back to VMC. The AFH recommends a bank of no more than 10° for an untrained pilot, since steep banks lead to a graveyard spiral.
The answer is B: Keep control on instruments and make a shallow-banked 180° turn back to VMC
The priorities are recognizing the emergency, maintaining control solely by reference to the instruments, and getting help. A gentle 180° turn usually leads back to VMC. The AFH recommends a bank of no more than 10° for an untrained pilot, since steep banks lead to a graveyard spiral.
On instruments you see airspeed increasing, altitude decreasing, the VSI showing a rapid descent, and the turn coordinator showing a left turn. Which recovery does the IFH prescribe?
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The answer is C: Reduce power, level the wings, then raise the nose to level flight
These indications show a nose-low, left-banked, descending turn. The IFH recovery: reduce power to prevent excessive airspeed and altitude loss, correct the bank with coordinated aileron and rudder, then raise the nose with smooth back pressure. Pulling up while banked tightens the spiral.
The answer is C: Reduce power, level the wings, then raise the nose to level flight
These indications show a nose-low, left-banked, descending turn. The IFH recovery: reduce power to prevent excessive airspeed and altitude loss, correct the bank with coordinated aileron and rudder, then raise the nose with smooth back pressure. Pulling up while banked tightens the spiral.
In a nose-low, steeply banked unusual attitude, why must the wings be leveled before back pressure is applied to raise the nose?
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The answer is A: Pulling back while steeply banked tightens the turn and adds load factor
With a steep bank, back pressure mainly tightens the turn and adds G-load rather than raising the nose. That can create a graveyard spiral or overstress the airframe. The IFH warns that the instinctive reaction to a nose-down attitude is to pull back on the elevator.
The answer is A: Pulling back while steeply banked tightens the turn and adds load factor
With a steep bank, back pressure mainly tightens the turn and adds G-load rather than raising the nose. That can create a graveyard spiral or overstress the airframe. The IFH warns that the instinctive reaction to a nose-down attitude is to pull back on the elevator.
What flight tolerances does the Private Pilot ACS require for straight-and-level flight solely by reference to instruments?
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The answer is B: Altitude ±200 ft, heading ±20°, airspeed ±10 kt
For the basic instrument maneuvers, straight-and-level flight is held to altitude ±200 feet, heading ±20°, and airspeed ±10 knots. Turns to headings use the same altitude and airspeed limits and a rollout within ±10°.
The answer is B: Altitude ±200 ft, heading ±20°, airspeed ±10 kt
For the basic instrument maneuvers, straight-and-level flight is held to altitude ±200 feet, heading ±20°, and airspeed ±10 knots. Turns to headings use the same altitude and airspeed limits and a rollout within ±10°.
According to the AFH, what bank angle should an untrained VFR pilot use for turns after inadvertently entering IMC?
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The answer is B: No more than 10°
AFH Ch. 18 says the untrained pilot should use the smallest practical bank angle, in any case no more than 10 degrees, because of the tendency to overcontrol into a steep bank and a graveyard spiral. A large heading change can be made in small steps. The standard-rate turns in the ACS basic instrument tasks are practiced with an instructor; the 10-degree limit is the AFH's emergency guidance for an untrained pilot in actual IMC.
AFH Ch. 18 says the untrained pilot should use the smallest practical bank angle, in any case no more than 10 degrees, because of the tendency to overcontrol into a steep bank and a graveyard spiral. A large heading change can be made in small steps. The standard-rate turns in the ACS basic instrument tasks are practiced with an instructor; the 10-degree limit is the AFH's emergency guidance for an untrained pilot in actual IMC.
The engine quits at cruise altitude. What should be your first action?
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The answer is A: Establish the best glide speed and trim for it
Flying the airplane comes first. Pitching for best glide (ACS tolerance ±10 knots) gives the most distance and time to pick a landing site and run the restart checklist. Restart attempts and the choice of where to go follow once the airplane is under control.
The answer is A: Establish the best glide speed and trim for it
Flying the airplane comes first. Pitching for best glide (ACS tolerance ±10 knots) gives the most distance and time to pick a landing site and run the restart checklist. Restart attempts and the choice of where to go follow once the airplane is under control.
How does best glide speed differ from minimum sink speed?
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The answer is A: Best glide gives the most distance; minimum sink, which is slower, gives the most time aloft
Best glide speed (at L/DMAX) gives the greatest distance over the ground per foot of altitude lost. Minimum sink speed is slower and gives the lowest descent rate, which maximizes time aloft but not distance. The ACS lists this distinction as required knowledge.
The answer is A: Best glide gives the most distance; minimum sink, which is slower, gives the most time aloft
Best glide speed (at L/DMAX) gives the greatest distance over the ground per foot of altitude lost. Minimum sink speed is slower and gives the lowest descent rate, which maximizes time aloft but not distance. The ACS lists this distinction as required knowledge.
Shortly after takeoff, the engine fails at 300 feet AGL with no runway remaining. What is generally the lowest-risk action?
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The answer is B: Lower the nose to glide speed and land nearly straight ahead
The AFH says continuing straight ahead or making a slight turn usually represents the lowest risk. It allows a controlled landing as slowly as possible, and into the wind if the takeoff was made into a headwind. A turnback requires training, sufficient altitude, and certainty of reaching the field.
The answer is B: Lower the nose to glide speed and land nearly straight ahead
The AFH says continuing straight ahead or making a slight turn usually represents the lowest risk. It allows a controlled landing as slowly as possible, and into the wind if the takeoff was made into a headwind. A turnback requires training, sufficient altitude, and certainty of reaching the field.
When an emergency begins at a considerable height, how often does the AFH say a pilot should change the chosen landing site?
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The answer is C: Generally no more than once
Terrain can look misleading from altitude, so the pilot should first pick a general area, then a specific spot, and should not hesitate to drop a plan for an obviously better one. As a general rule, though, change your mind no more than once. A well-executed crash landing in poor terrain beats an uncontrolled touchdown on a good field.
Terrain can look misleading from altitude, so the pilot should first pick a general area, then a specific spot, and should not hesitate to drop a plan for an obviously better one. As a general rule, though, change your mind no more than once. A well-executed crash landing in poor terrain beats an uncontrolled touchdown on a good field.
When ditching parallel to a single primary swell, where does the AIM say it is preferable to touch down?
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The answer is A: On the top or back side of the swell, never into its face
The AIM's axiom is to avoid the face of a swell. When ditching parallel to the swell it makes little difference whether touchdown is on a crest or in a trough, but the top or back side is preferable; of the two parallel headings, choose the one with the most into-the-wind component. Landing into the wind without regard to the swell can be extremely dangerous.
The answer is A: On the top or back side of the swell, never into its face
The AIM's axiom is to avoid the face of a swell. When ditching parallel to the swell it makes little difference whether touchdown is on a crest or in a trough, but the top or back side is preferable; of the two parallel headings, choose the one with the most into-the-wind component. Landing into the wind without regard to the swell can be extremely dangerous.
According to the AIM, at what speed and attitude should a landplane touch down when ditching?
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The answer is C: Lowest safe speed and descent rate, in a nose-up attitude
The AIM says touchdown should be at the lowest speed and rate of descent that permit safe handling, with an optimum nose-up attitude on impact. With power available, fly low and slow (about 10 knots above stall) and cut power over a smooth stretch.
The answer is C: Lowest safe speed and descent rate, in a nose-up attitude
The AIM says touchdown should be at the lowest speed and rate of descent that permit safe handling, with an optimum nose-up attitude on impact. With power available, fly low and slow (about 10 knots above stall) and cut power over a smooth stretch.
