, Question 1
You are planning a VFR cross-country at 8,500 ft MSL with an outside air
temperature of +5°C. Forecast winds aloft are 240° at 40 kt. Your true course is
300° and true airspeed is 115 kt. Which of the following most accurately
describes the resulting wind correction angle and groundspeed?
A. WCA approximately 17° right; groundspeed approximately 138 kt
B. WCA approximately 17° left; groundspeed approximately 138 kt
C. WCA approximately 12° right; groundspeed approximately 126 kt
D. WCA approximately 24° left; groundspeed approximately 145 kt
Correct Answer: B - WCA approximately 17° left; groundspeed
approximately 138 kt
RATIONALE
The wind (240°) is from the left of the 300° true course, so the wind
correction angle is applied to the left. Using the wind triangle with 40
kt at a 60° crosswind component and a 115 kt TAS, the WCA is
approximately 17° left and groundspeed increases to about 138 kt
because the wind has a tailwind component. Distractors reverse the
WCA direction or miscompute the groundspeed.
Question 2
During a night cross-country, the pilot observes a steady red light on an aircraft
ahead at the same altitude. According to 14 CFR 91.113 and standard
right-of-way rules, which action is required?
A. The pilot should give way to the right because a red navigation light
indicates the other aircraft's left side.
B. The pilot should maintain course and altitude because a steady red
light indicates a converging aircraft on the right.
C. The pilot should give way because a steady red light indicates the
other aircraft is overtaking from behind.
D. The pilot should give way because a steady red light indicates the
Page 2
, other aircraft is approaching head-on.
Correct Answer: A - The pilot should give way to the right
because a red navigation light indicates the other aircraft's left
side.
RATIONALE
A steady red navigation light is displayed on the left side of an
aircraft. Seeing red means the other aircraft's left side faces you, so it
is to your right and has the right-of-way; you must give way to the
right. The other options misidentify the light's meaning or the required
action.
Question 3
A pilot is flying a GPS-direct route when the GPS receiver loses RAIM. The
pilot is in IMC (instrument meteorological conditions) but holds a private pilot
certificate with no instrument rating. Which of the following best describes the
appropriate action and regulatory basis?
A. Continue GPS navigation because RAIM loss is only a warning and
not a regulatory restriction for VFR pilots.
B. Immediately declare an emergency and request radar vectors to the
nearest VFR conditions or airport.
C. Revert to VOR navigation if able, and if unable to maintain VFR,
declare an emergency and request assistance.
D. Contact ATC and request a pop-up IFR clearance to continue to the
destination.
Correct Answer: C - Revert to VOR navigation if able, and if
unable to maintain VFR, declare an emergency and request
assistance.
Page 3
, RATIONALE
A private pilot without an instrument rating may not operate in IMC
under IFR. Loss of RAIM degrades GPS integrity; the pilot should
revert to an alternate navigation source if possible, and if VFR cannot
be maintained, declare an emergency. Requesting a pop-up IFR
clearance is not legal without an instrument rating. Continuing VFR in
IMC is illegal and unsafe.
Question 4
Given the following METAR: KDEN 121753Z 02012G22KT 1/2SM
R35L/1800V2400FT +SN BLSN FZFG VV004 M05/M07 A2992 RMK AO2
SLP123. Which of the following conditions represents the greatest threat for a
VFR cross-country flight?
A. The gusting surface winds and low visibility.
B. The freezing fog and blowing snow reducing visibility below VFR
minimums.
C. The vertical visibility of 400 ft and the possibility of icing.
D. The altimeter setting of 29.92 inHg indicating standard pressure.
Correct Answer: C - The vertical visibility of 400 ft and the
possibility of icing.
RATIONALE
The METAR indicates vertical visibility of 400 ft (VV004), which
means the ceiling is indefinite and below VFR minimums, and the
temperature/dewpoint spread (M05/M07) with freezing fog and snow
indicates high risk of airframe icing. While visibility is also low, the
combination of low ceiling and icing is the greatest threat. Altimeter
setting is normal and not a threat.
Page 4
You are planning a VFR cross-country at 8,500 ft MSL with an outside air
temperature of +5°C. Forecast winds aloft are 240° at 40 kt. Your true course is
300° and true airspeed is 115 kt. Which of the following most accurately
describes the resulting wind correction angle and groundspeed?
A. WCA approximately 17° right; groundspeed approximately 138 kt
B. WCA approximately 17° left; groundspeed approximately 138 kt
C. WCA approximately 12° right; groundspeed approximately 126 kt
D. WCA approximately 24° left; groundspeed approximately 145 kt
Correct Answer: B - WCA approximately 17° left; groundspeed
approximately 138 kt
RATIONALE
The wind (240°) is from the left of the 300° true course, so the wind
correction angle is applied to the left. Using the wind triangle with 40
kt at a 60° crosswind component and a 115 kt TAS, the WCA is
approximately 17° left and groundspeed increases to about 138 kt
because the wind has a tailwind component. Distractors reverse the
WCA direction or miscompute the groundspeed.
Question 2
During a night cross-country, the pilot observes a steady red light on an aircraft
ahead at the same altitude. According to 14 CFR 91.113 and standard
right-of-way rules, which action is required?
A. The pilot should give way to the right because a red navigation light
indicates the other aircraft's left side.
B. The pilot should maintain course and altitude because a steady red
light indicates a converging aircraft on the right.
C. The pilot should give way because a steady red light indicates the
other aircraft is overtaking from behind.
D. The pilot should give way because a steady red light indicates the
Page 2
, other aircraft is approaching head-on.
Correct Answer: A - The pilot should give way to the right
because a red navigation light indicates the other aircraft's left
side.
RATIONALE
A steady red navigation light is displayed on the left side of an
aircraft. Seeing red means the other aircraft's left side faces you, so it
is to your right and has the right-of-way; you must give way to the
right. The other options misidentify the light's meaning or the required
action.
Question 3
A pilot is flying a GPS-direct route when the GPS receiver loses RAIM. The
pilot is in IMC (instrument meteorological conditions) but holds a private pilot
certificate with no instrument rating. Which of the following best describes the
appropriate action and regulatory basis?
A. Continue GPS navigation because RAIM loss is only a warning and
not a regulatory restriction for VFR pilots.
B. Immediately declare an emergency and request radar vectors to the
nearest VFR conditions or airport.
C. Revert to VOR navigation if able, and if unable to maintain VFR,
declare an emergency and request assistance.
D. Contact ATC and request a pop-up IFR clearance to continue to the
destination.
Correct Answer: C - Revert to VOR navigation if able, and if
unable to maintain VFR, declare an emergency and request
assistance.
Page 3
, RATIONALE
A private pilot without an instrument rating may not operate in IMC
under IFR. Loss of RAIM degrades GPS integrity; the pilot should
revert to an alternate navigation source if possible, and if VFR cannot
be maintained, declare an emergency. Requesting a pop-up IFR
clearance is not legal without an instrument rating. Continuing VFR in
IMC is illegal and unsafe.
Question 4
Given the following METAR: KDEN 121753Z 02012G22KT 1/2SM
R35L/1800V2400FT +SN BLSN FZFG VV004 M05/M07 A2992 RMK AO2
SLP123. Which of the following conditions represents the greatest threat for a
VFR cross-country flight?
A. The gusting surface winds and low visibility.
B. The freezing fog and blowing snow reducing visibility below VFR
minimums.
C. The vertical visibility of 400 ft and the possibility of icing.
D. The altimeter setting of 29.92 inHg indicating standard pressure.
Correct Answer: C - The vertical visibility of 400 ft and the
possibility of icing.
RATIONALE
The METAR indicates vertical visibility of 400 ft (VV004), which
means the ceiling is indefinite and below VFR minimums, and the
temperature/dewpoint spread (M05/M07) with freezing fog and snow
indicates high risk of airframe icing. While visibility is also low, the
combination of low ceiling and icing is the greatest threat. Altimeter
setting is normal and not a threat.
Page 4
