Embry-Riddle Aeronautical University AS 221/ AS221 Module Quizzes (1-23) | Complete Latest 2025/2026 100% Answered.

Embry-Riddle Aeronautical University AS 221/ AS221 Module Quizzes (1-23) | Complete Latest 2025/2026 100% Answered. AS 221 Module Quiz M02 Quiz: Airspace & ATC systems Q. Which of the following airspace is ATC required to provide aircraft separation? (Select all that apply) Delta (all airspace) Charlie (everyone) Bravo Charlie (IFR aircraft required only) Delta (Runway Operations) Gulf Q. What type of airport would one except to receive a clearance void time on their clearance? Bravo and Charlie An airport without an operating control tower At all airports Q. Echo airspace extends upward from the surface to ____ feet, unless otherwise noted as lower, to any overlying airspace outward to ___ NM off of the coast of the contiguous US. 1,200; 12 14,500; 12 14,500; 5 Q. What accronym do many pilots use to help remember the order of the clearance delivery information? FLIGHT CRAFT FSS Q. What is ATC's first priority? To keep all pilots within visual flight rules. To keep pilots company on longer flights. To separate aircraft and issue safety alerts. Instructions Usethe following information when answering the remaining questions. Scenario Outline You are a brand new (less than 6 months) instrument rated pilot conducting your first flight in IMC, solo. All of the questions assume you are flying from KDAB to KGNV. The following statements are assumed to be true unless stated otherwise in the question/prompt: You will not have autopilot. The flight will take place during daylight hours. The altitude will be 5,000' and direct. You are renting from a traditional FBO (Not ERAU). U7897865g Q. When you check in with a new controller, they will read off the current altimeter setting. Do you need to update your altimeter setting with every new controller and what will you altimeter display if you do. Yes, Density altitude Yes, True altitude No, Pressure altitude Q. Based on the selected route of flight, are you required to have ADS-B? No Yes Q. Place the order in which you will need to contact different controllers on your flight from KDAB to KGNV from start up to the enroute (cruise) segment. (Process 1~6) 1.First 2.Clearance 3.Ground 4.Tower 5.Departure 6.Center Q. Based on the selected route of flight, are you required to have a Mode-C transponder? No YesQ. An LOA is.... a letter of augmented authorization from the FAA an agreement between two agencies to operate in a specified manner often different than policy or other standardized expectation. a legal outward document. Q. What are considered normal dimensions of terminal airspace? 30nm laterally and 10,000' vertically 30 nm laterally and 18,000' vertically 12 nm laterally and 10,000' vertically Q. Where is the best place to find terms and definitions of aviation-specific terms used in radio communication with ATC? PHAK Pilot/Controller Glossary Your Flight Instructor Q. What is ATC's first priority? To keep all pilots within visual flight rules. To keep pilots company on longer flights. To separate aircraft and issue safety alerts. M03: Instruments pitot static Q. In a glass flight deck, you can expect the _____ to provide similar information to the pitot static system. Automatic Pneumatic Systems (APS) Air Data Computer (ADC) Attitude & Heading Reference System (AHRS) Q. One reason for having 2 static ports on in an aircraft is: Ensure proper temperature in flight. Preventing icing errors. Prevention of lateral movement of the aircraft from giving erroneous static pressure indications Q. Match the following terms to their appropraite description: True Altitude --- Height above mean seal level (MSL) Altimeter ---- Pitot Static Instrument Absolute Altitude --- Height above ground level (AGL) Q. The altitude transmitted by the transponder is required to be within ________ feet of altitude indicated on the instrument used to maintain flight altitude. 75 feet 125 feet 100 feet Q. Which two airspeeds are the same in standard atmosphere at sea level? TAS and CAS CAS and IAS TAS and IAS Q. When setting the barometric scale how different may the indication be from the surveyed elevation of the airport before being sent to a repair station? 100 feet 50 feet 75 feet Q. The Vertical Speed Indicator provides what data? rate of temperature change rate of density change rate of pressure change Instructions Use the following scenario when answering the following questions. Scenario Outline You are a brand new (less than 6 months) instrument rated pilot conducting your first flight in IMC, solo. All of the questions assume you are flying from KDAB to KGNV. The following statements are assumed to be true unless stated otherwise in the question/prompt: You will not have autopilot.The flight will take place during daylight hours. The altitude will be 5,000' and direct. You are renting from a traditional FBO (Not ERAU) Q. Climbing out from KDAB you noticed your airspeed slowly drops to zero. Engine is running fine, you are climbing as expected, there are no other abnormal indications. What likely just happened? The entire pitot tube, inlcuding the drain hole has become iced over. One of those pesky lovebugs just slide into the main pitot port. The static port has become blocked. Q. During your flight from KDAB to KGNV you notice you are suddenly holding your altitude better than ATP standards without autopilot; and still does not budge as you reduce power to descend. This is a sign that what might be wrong. (select the most appropraite answer related to the context provided). You likely have a blocked static port. You are a rockstar, keep it up! You likely have a blocked pitot tube. Q. You set the barametic setting in your aircraft before departing KDAB, your altimeter now reads 85 feet, on the ground. Are you legally allowed to depart? Yes, but we must advise ATC of our different in altitude. Yes, we are within the allowable indication error on the altimeter. No, this is outside of the allowable indication error on the altimeter. Q. On your flight from KDAB to KGNV you are preflighting and notice that the temperature is forecasted to be 8*C at sea level at the time of departure. What can you determine about the altitude? How will this impact your flight? Due to the temperature the instruments are likely to freeze, you will need to wait to let them warm up before departing. The density altitude will be higher than normal and you can expect to burn more fuel than you would on a standard day. The density altitude will be lower than standard, this will potentially provide a slightly higher TAS. Q. You determine that your pitot static port is blocked due to the VSI starting to flucuate more like an altimeter as you are climbing out from KDAB, which of the following are the most appropraite initial steps. Break VSI screen and land immediately. Panic, declare an emergency, cross your fingers and land ASAP. Check for alternate static air and pull on, prepare for a slightly inaccurate pitot instrument displays. Break VSI screen if no improvement. M04: Mag Compass, Gyros & IFD Q. Match the Magnetic Compass Errors to their appropraite description/causation: Magnetic Dip --- the magnetic compasses inclination to tilt towards the poles Deviation --- electromagenetic interferenace of the magnetic compass from other radio waves Variation --- angular difference between true and magnetic north Q. Gyroscopic instruments operate on what principles? (Select all that apply) Torque Regidity in Space Gravity Precession Q. Information such as a moving map, instrument approach plates, and TAWS information can be found on the PFD MFD EFB Q. What is the primary purpose of the flight director system? To ease the amount of training for the pilot. Provide easily interpreted understanding of the aircrafts flight path. To more easily relate video games into flight training. Q. The main benefit of the PFD is the pilots increased _____. Knowledge of electrical engineering Situational awareness Relationship to video gamesQ. The vacuum system provides "power" to which instruments? Select all that apply. Heading Indicator Attitude Indicator Turn Coordinator AHRS Q. A standard rate turn is ___ degrees per second. Meaning that a 90-degree turn should take ___ seconds. 3; 60 5; 30 3; 30 Instructions Use the follwing information when answering the remaining questions Scenario Outline You are a brand new (less than 6 months) instrument rated pilot conducting your first flight in IMC, solo. All of the questions assume you are flying from KDAB to KGNV. The following statements are assumed to be true unless stated otherwise in the question/prompt: You will not have autopilot. The flight will take place during daylight hours. The altitude will be 5,000' and direct. You are renting from a traditional FBO (Not ERAU). Q. Which of the following explanations best describes how to determine that your have an inoperative heading indicator? Since a traditional Heading Indicator is powered by the pitot tube, I would turn on the pitot heat and wait 5 minutes. Also, check for any annunciators in the instrument panel regarding the pitot failure. If the airplane is equipped with an HSI, I will turn on the alternate static source. Since a traditional Heading Indicator is powered by the hydraulic system, I would check the hydraulic suction indication to see if there is insufficient suction. Also, check for any annunciators in the instrument panel. If the airplane is equipped with an HSI, I will look for fluid inside the instrument. Since a traditional Heading Indicator is powered by the vacuum system, I would check the vacuum suction indication to see if there is insufficient suction. Also, check for any annunciators in the instrument panel. If the airplane is equipped with an HSI, I will look for the inoperative flags or annunciations in the G1000. Q. ATC contacted you with a weather update. They are showing a series of thunderstorms between your position and KGNV. ATC states: “KGNV is reporting thunderstorms in the vicinity, ½ mile visibility, and 200 ft ceilings. Say intentions.” Which of the following options would be the safest responses. Continue to KGNV. You did an ACS partial panel approach during your instrument checkride. You got this! Turn back and divert to Palatka (28J). 28J is reporting 6 miles, and 1700 OVC. Divert to your alternate (KOCF) reporting SPECI: 1 mile visibility, +TSRA, and 300ft ceilings. Q. Enroute from KDAB to KGNV you find yourself direct to KGNV on a 275* course. ATC needs to vector you around a pop up thunderstorm. As they make this call to turn north, 360, your heading indicator fails so you have to switch to your magnetic compass. Using your magnetic compass what is the best method to determine when to roll out level? Incorrect answer: Assuming I am in the northern hemisphere, I will use ANDS. Accelerate North / Decelerate South. I will start a standard rate turn to the right and then level off when my magnetic compass shows 360. Also, I can also do time turns. I can turn in a standard rate turn for 15 seconds and then level off. Assuming I am in the northern hemisphere, I will use UNOS. Undershoot North / Overshoot South. I will start a standard rate turn to the right and then level off when my magnetic compass shows 030. Also, I can also do time turns. I can turn in a standard rate turn for 80 seconds and then level off. Assuming I am in the northern hemisphere (latitude approx. 30), I will use UNOS. Undershoot North / Overshoot South. I will start a standard rate turn to the right and then level off when my magnetic compass shows 330. Also, I can also do time turns. I can turn in a standard rate turn for 28 seconds and then level off. Q. While getting radar vectors around the thunderstorm between KDAB and KGNV, you noticed that it is inevitable to go back into the clouds (IMC). You also expect to encounter some turbulence while in IMC. Since you are referencing the magnetic compass for heading information, what limitations can you anticipate while referencing the magnetic compass? Inaccurate magnetic heading indications due to factors including, but not limited to lighting. Inaccurate magnetic heading indications due to factors including, but not limited to turbulence (i.e., oscillation). Inaccurate magnetic heading indications due to factors including, but not limited to acceleration.Q. While en-route to KGNV (straight and level unaccelerated flight) you noticed that your magnetic compass is indicating a magnetic heading of 275. However, your traditional heading indicator (not an HSI) is indicating a heading of 245. If you are flying a traditional 6-pack instrument panel airplane, what would be your plan of action? Not a problem. I will continue to my destination by referencing the magnetic compass. I’ll get it fixed on the ground. It’s official! I am partial panel. I would declare an emergency and land as soon as possible. Most likely I forgot to readjust my traditional heading indicator every 15 minutes. I would check for any abnormal noises, annunciations, or indications suggesting a failure of the vacuum system. If everything seems normal, ill continue flying straight and level and adjust the heading indicator with the magnetic compass. M05: Human Factors Q. The rod/cones are primarily used during day flight. Rods Cones Neither Q. Which sensory system is most susceptible to illusions leading to disorientation? Postural Vestibular Visual Q. Match the Illusions Autokensis --- a stationary light will appear to move when stared at for many seconds Leans --- an abrupt correction from a steady turn cause fluid in the semicircular canals to change direction Graveyard Spiral --- a prolonged coordinated constant-rate turn which gives the illusion of not turning False Horizon ---- a dark horizon spread with ground lights and stars Elevator Illusion --- an abrupt vertical acceleration, such as an updraft Coriolis Illusion --- movement of the head while in a steady turn Inversion Illusion ---- an abrupt change from climb to straight-and-level Somatogravic Illusion ---- a rapid acceleration Q. What is maintained through the body’s sensory organs? Disorientation Orientation Health Q. Linear acceleration is detected by Semicurcular Canals Otolith Organs Cupula Q. You are descending into KGNV in a shallow bank to intercept the final approach course, still in IMC and you realize that you drop your stylist/apple pencil/pen/writing device you chose to not pick it up because because doing so would likely result in coriolis illusion because doing so would likely result in false horizon because you should be so focused on your instruments you wouldn't notice Q. Enroute to KGNV, you had to take off closer to dusk, enroute ATC asks you to climb to 8,000 ft instead of your planned 5,000 ft. Which of the following things should you be on the lookout within yourself due to the reduction in available oxygen at the higher altitude? This is not enough of an altitude change to be concerned. I should be alert for changes in vision, especially in regards to the color saturation. I should be alert for the leans. Q. Enroute to KGNV you are descending in IMC. The runway becomes visible through fog and haze. You are likely (closer/further) than it looks due to a visual illusion. Further Closer Q. Enroute to KGNV, ATC hasked you to hold (a rectungular pattern that keeps turning in the same direction, which you will learn more details about soon; include an image). After 3-4 minutes of this you find that you are having a hard time maintaining straight and level on the straight portions of the hold. This is likely due to which illusion? Graveyard spin The leans Autokenisis Q. Upon takeoff from KDAB you are almost instantly in the clouds, upon leveling off you suddenly feel like youare pitched up much more than the attitude indicator is showing. Your best course of action includes which of the following (select all that apply). trust your instruments declare an emergency start lowering your nose immediately cross check attitude indicator, altimeter, and airspaeed indicator to confirm that you are or are not climbing maintain a level attitude Q. When climbing to a high altitude at night, oxygen deprivation can cause A significant increased chance of the leans A significant reduction in vision. A significant reduction in presser differential sensing in the vestibular system. Q. What is the best method to cope or prevent these undesirable sensations, such as spatial disorientation or illusions? Trust your instincts above all Training and awareness Avoiding the sensations at all costs. Q. Upon takeoff from KDAB you are almost instantly in the clouds, upon leveling off you suddenly feel like you are pitched up much more than the attitude indicator is showing. Your best course of action includes which of the following (select all that apply). maintain a level attitude declare an emergency trust your instruments cross check attitude indicator, altimeter, and airspaeed indicator to confirm that you are or are not climbing start lowering your nose immediately M06: Attitude Instrument Flying Q. In a constant rate climb the primary instrument for bank is ________ and the primary instrument for Pitch is _______. Attitude Indicator, Vertical Speed Indicator Heading Indicator; Vertical Speed Indicator Attitude Indicator; Altimeter Q. Staring at one instrument for any period of time is called ____________. Emphasis Omission Fixation Q. What is the first priority when an unusual attitude is identified? Nose down to avoid any chance of a stall Determine how to get back to a level attitude quickly and without undue stress to the aircraft. Determine how the unusual attitude was established Q. The primary instruments for power and pitch in a level turn would be: ASI; VSI Tachometer; Altimeter ASI; Altimeter Q. Giving too much credit to any single instrument can allow an instrument to fail without notice and is called ___________. Omission Fixation Emphasis Q. Control and Performance Instruments: You enter a turn to the left and see that you are in a 5* bank, but you are not quite in a standard rate bank yet. What would be the most appropraite action items you need to do and/or consider to correct this? It's close enough, as long as you aren't turning at more than a standard rate turn you are good to go. Control your roll until standard rate is indicated and hold the yoke/stick in that poisition. Look at the attitude indicator for the amount of bank angle in, confirm coordination and increase bank by 1- 2*, trim (if appropraite), and cross-check with TC again. Q. Primary and Supporting Instruments: Climbing out from KDAB you are maintaining a constant airspeed climb, runway heading and full throttle. In this scenario what are your primary instruments for pitch, bank, and power. ASI, TC, ASI VSI, HI, Tach ASI, HI, TachQ. Control and Performance Instruments: You are descending and maintaining a course to KGNV what instruments are your control instruments for pitch and bank? Attitude Indicator, Airspeed Indicator, Tur Coordinator Attitude Indicator & Heading Indicator Airspeed Indicator or Vertical Speed Indicator & Heading Indicator Q. What is attitude instrument flying? Control of an aircrafts positions by using instruments rather than visual references. Flying on autopilot Control of an aircrafts position using the basic 6 instruments Q. What is the biggest problem associated with partial panel flying? Complete disorientation Lack of sufficient information Over controlling the aircraft Q. In flight you dropped your phone on the floor in the seat next to you. After picking it up your instrument panel looks like this. List the appropriate steps in order. 1. Reduce power 2. Roll left to level 3. Add back pressure to bring nose to level attitude. Q. Primary and Supporting Instruments: Transitioning from level flight to the descent into KGNV what instruments become primary for pitch and bank during the transition period to maintain your heading and descend at 500 fpm. Vertical Speed Indicator, heading Indicator Attitude indicator, Heading indicator Airpseed indicator, Heading indicator Q. Altimeter, Airspeed, and Vertical Speed Indicators give an aircraft’s Navigation information Control information Performance information Q. Forgetting to include instruments like the stand-by instruments in your scan is called _________. Fixation Emphasis Omission M08: Navigation System 1 Q. What is the greatest resistor to radio waves? Ionosphere Polution Earth Q. When completing a dual VOR check what is the maximum variation permissible between the 2 VOR indications? 6⁰ 0⁰ 4⁰ Q. Where can the VOT location be found? IAP Chart Supplement Low Enroute Chart Q. What is a lead radial? The Final Approach Course The radial at which the final turn from the arc to the inbound course is initiated. Where you begin a DME arc inbound. Q. Match the letter to the appropriate label for the VOR Receiver. C- Signal Flag E – To/From Indicator D – 2* in VOR mode F – OBS Knob A – course index B – CDI Needle Q. Reverse sensing using a conventional VOR indicator (OBS) can occur when____________. The aircraft heading and the OBS selection are the same while tracking to a station. The aircraft heading and OBS selection are opposite. The aircraft heading and OBS selection are the same. Q. What else can the VOR be used for beyond navigation? Ground-to-ground communication Ground-to-air communication Air-to-ground communication Q. Isogonic lines represent The magnetic disturbances in the airplane Lines on longitude differences between the current location and the Prime Meridian. The difference between true north and magnetic north. Q. A "Standard Rate" turn is _____ degrees per second making an entire 360 degree turn require ______ minute(s). 2 degrees | 3 minutes 3 degrees | 1 minute 3 degrees | 2 minutes Scenario You are a brand new (less than 6 months) instrument rated pilot conducting your first flight in IMC, solo. All of the questions assume you are flying from KDAB to KGNV. The following statements are assumed to be true unless stated otherwise in the question/prompt: You will not have autopilot. The flight will take place during daylight hours. The altitude will be 5,000' and direct. Q. When crossing over the OMN VOR enroute to KGNV, you notice your VOR starts to give erratic indications for a few seconds, flips the To/FM indication, and then starts reading normally again. What just happened? You entered to cone of confusion, no need to be concerned, continue on route. This is an indication that your instrument is getting ready to fail. Considering diverting and landing immediately if you are in IMC. Ghosts, it happens aloft sometimes, no need to be concerned. Q. If I were using the GATORS VOR to fly direct to KGNV what frequency would I need to tune in? 269 116.2 122.25 Q. Prior to departure you decide to use the VOT checkpoint at KDAB, what frequency will you tune in and what can you expect to see on your VOR receiver? 111.0, 360 TO/180 FM 111.0, 360 FM/180 TO 112.6, 360 TO/180 FM Q. Departing KDAB, can we guarantee that we can receive the GATORS VOR signal as we climb through 1,000 feet? No, below 5,000 feet we coverage is only guaranteed up to 40 NM out. Yes, below 14,5000' coverage can be guaranteed up to 100 NM out. No, before 14,500' coverage is only guaranteed 60 NM out. M09: Navigation System 2 Q. The localizer sends out ____ signals 241 Q. Is GPS approved in all countries? Yes No Q. GPS is an FAA legal substitute for DME? True False Q. Who is responsible for monitoring the GPS satellite constellation? US Air Force FAADOD Q. Standard glideslope is…. 2.5⁰-6⁰ 3⁰-5⁰ 2.5⁰-3.5⁰ WAAS allows the GPS to be used down to a _________________. Cat I precision approach ILS approach CAT III precision approach Scenario You are a brand new (less than 6 months) instrument rated pilot conducting your first flight in IMC, solo. All of the questions assume you are flying from KDAB to KGNV. The following statements are assumed to be true unless stated otherwise in the question/prompt: You will not have autopilot. The flight will take place during daylight hours. The altitude will be 5,000' and direct. Q. You are completing your preflight and when checking the GPS signals you notice that you are only receiving 4 signals. What type of information are you unable to determine with only 4 signals? Altitude Groundspeed RAIM Q. The ILS 29 at KGNV has HIRL. This is a part of which component of the ILS? Range Guidance, DME, and Localizer Visual Q. You decide to execute the ILS 29 at KGNV. You are 15 NM from the airport and are showing that you are within 10 degrees of the airport, are you within appropriate signal range to get an accurate indication? No Yes Q. On your IFR clearance out of KDAB, you were CLEARED TO KGNV via direct. Can you accept such a clearance if you are flying a C-172P (an older steam guage style C172) with no GPS? HOWEVER, you do have a handheld GPS unit. No, I can't because I will be unable to navigate IFR using a handheld GPS unit. Yes. Of course. I can just use my handheld GPS device to navigate my way to KGNV. Good question. I don't know. Q. You are executing the ILS 29 at KGNV, and you see a red flag on your glideslope indicator? What component of the ILS just experienced a failure? Range Guidance Visual M10: IFR Currency & Clearances Q. Where would one now locate the current requirements for completing an IPC? Instrument Procedures Handbook ACS (Airmen Certification Standards) Instrument Flying Handbook Q. What are the requirements to remain current for IFR flight? (Select ALL that apply) 76HIT 66HIT DME Arcs holding procedures Within the past 6 months prior to the month of the flight conduct 6 instrument approaches 6 Instrument approaches to minimums during the past 6 months interceptions & tracking procedures using electronic systems Q. Which of the following provides guidance for instrument currency requirements? 14 CFR 91.185 14 CFR 61.57 14 CFR 61.65Q. For what does "IPC" stand in relationship to instrument flying? Instrument Primary Course Instrument Progress Check Instrument Proficiency Check Q. What should a pilot do upon reaching a clearance limit before ETA? Continue as planned and advise ATC of intentions Declare an emergency Hold at clearance limit & prompt ATC Q. To remain current for IFR the flight .... MUST be complete with a flight instructor to endorse your activities may be completed in simulated IFR conditions with a safety pilot if you are current or with the succeeding 6 months of your currency Must be completed with an IFR inspector Q. The standard acronym used to help track initial IFR Clearances is CRAFT CARFK KRFT Scenario Scenario: You are a brand new (less than 6 months) instrument rated pilot conducting your first flight in IMC, solo. All of the questions assume you are flying from KDAB to KGNV. The following statements are assumed to be true unless stated otherwise in the question/prompt: You will not have autopilot. The flight will take place during daylight hours. The altitude will be 5,000' and direct. Q. What resource(s) could you use to find a frequency or phone number? Ask the airport fueler FBO Manager Including but not limited to: ForeFlight, Chart Supplement, Flight Service Station briefer, etc. Q. Assume you received your IFR Clearance out of 28J! In the clearance, you received a clearance void time of 10 minutes. You are sitting at the FBO drinking coffee and you haven’t started your preflight yet. What would you do? Since it is a time restriction given by ATC, I will do everything possible to be in the air prior to that time. I will NOT rush my preflight to comply with the clearance void time. I would simply let the person know that I will call again once I am ready to depart. I would just simply get preflight done and depart at my own time without informing anyone. Clearance void time is just a suggestion. Q. You decided to divert to Palatka Municipal Airport (28J) due to heading indicator malfunction. Luckily, there was a shop near by and they fixed your heading indicator! So, you are legal and safe to continue your flight to KGNV. After filing you flight plan on ForeFlight, how would you obtain your IFR clearance if the weather prevents you from departing VFR? I would just call the FBO manager and ask him for an IFR clearance. Easy. I would just look for the Clearance delivery frequency on my ERAU In-flight guide. There is no designated clearance frequency at 28J. I will need to find a way to get my IFR clearance. M11: IFR Altitudes & Enroute Charts Q. What does a brown airport symbol indicate on the low enroute chart? The airport has instrument approaches available to all aircraft The airport is only for military aircraft The airport does not have any instrument approaches Q. Which is the following symbols informs the pilot how long the entire airway is? (o)Q. MEA is Minimum Enroute Altitude Minimum Entrance Altitude Maximum Enroute Altitude Q. The MOCA is an altitude that Does not guarantee reception coverage beyond 22 NM of the station, but ensure obstacle clearance Guarantees both obstacle clearance and reception. Does not guarantee obstacle clearance, but does ensure reception along the airway Q. While planning a flight, you plan to use the JNC VOR. You notice it is filled in black and realize_____ The VOR is unusable The VOR has an NDB attached to it You must report crossing the VOR to ATC Q. MRA is Minimum region altitude Minimum route altitude Minimum reception altitude Q. OROCA is On route obstruction clearance altitude On route obstruction clearance airway Off route obstruction clearance altitude Instructions For these questions please reference foreflight or skyvector for the low enroute chart between KDAB & KGNV Scenario Scenario: You are a brand new (less than 6 months) instrument rated pilot conducting your first flight in IMC, solo. All of the questions assume you are flying from KDAB to KGNV. The following statements are assumed to be true unless stated otherwise in the question/prompt: You will not have autopilot. The flight will take place during daylight hours. The altitude will be 5,000' and direct. Q. T207 into KGNV has an MEA of There is no MEA for this route 2,000' 4,100' Q. If you chose to follow V267 (west of KDAB, running north south) until reaching MATEO intersection the MEA is 2,100' 3,000' 2,900' Q. The OROCA in the vicinity of KDAB is 4,000' 2,100' 2,900' Q. The segment of T207 between WALEE and MMKAY waypoints is 207NM 41NM 96NMQ. T207 will get me almost all the way from KDAB to KGNV once I'm established on the route. True False M12: Holding Procedures Q. Use the image to match the region and the type of entry procedure B – Teardrop A – Parallel C - Direct Q. Which turn direction is considered standard? There is no "standard" Right Left Q. Which of the following is NOT an example of when to leave a hold? When the EFC time has been reached under NORDO situation When ATC has issued an approach clearance When the pilot has decided they are ready to execute the approach Q. What type of turns should be made while holding? 15 degree bank Standard Rate Whatever is required to stay within a mile of the holding fix Q. In what scenario would a hold be completed without specific instruction from ATC? If you need time to prepare for the approach You would never execute a hold without ATC clearance Reaching a clearance limit fix before receiving further instruction from ATC Q. Is the entry procedure different if executing a DME hold? No Only if specified by ATC Yes Q. In what scenario would a hold be completed without specific instruction from ATC? If you need time to prepare for the approach Reaching a clearance limit fix before receiving further instruction from ATC You would never execute a hold without ATC clearance Q. ATC will advise when they want your turns to be made __________. in either direction To the right To the left M12: Holding Practice Q. Hold SE of SMYRA intersection on V-3, maintain 5000 feet, expect further clearance 12:10Z. You are NW of SMYRA on OMN 161 radial proceeding SE bound. What is the recommended hold entry? Teardrop or parallel Teardrop Direct Q. Hold SE of the MLB VOR on 150 radial, Maintain 3000 Feet, EFC 1230Z. You are on the V437 heading toward to the MLB VOR. What is the recommended hold entry?Parallel OR Direct Teardrop Direct Q. Hold NE of OMN VOR on the 030 radial, left turns, maintain 3000 feet, expect further clearance 12:20Z. You are tracking inbound to OMN VOR on the radial 020. What is the recommended hold entry? Direct Parallel Teardrop Q. Hold E of BARBS intersection on the OMN 271 radial, Maintain 6000, EFC 1230Z. You are at WORMS intersection tracking northbound on V267. What heading will you be flying after passing the BARBS intersection? 271 180 091 Q. Hold as published at KIZER intersection, Maintain 5000 feet, EFC 1230Z. You are northbound on V267 at PAOLA intersection. How do you determine "abeam" position for the purpose of timing once established in holding if only using VORs (i.e. no GPS)? To From Flip Wings level Q. Hold W of CARRA on 093 course to the station, maintain 6000 feet, expect further clearance 12:30Z. You are E of the CARRA intersection on a heading of 270 navigating by use of your GPS (this heading takes you direct to CARRA). What is the recommended holding entry?Parallel Direct Teardrop Q. Hold SE of the MLB VOR on 150 radial, Maintain 3000 Feet, EFC 1230Z. You are on the V437 heading toward to the MLB VOR. What heading will you be flying after passing the MLB VOR? 270 330 120 Q. Hold as published at KIZER intersection, Maintain 5000 feet, EFC 1230Z. You are northbound on V267 at PAOLA intersection. What heading will you fly after passing KIZER intersection? 210 175 355 Q. Hold SE of SMYRA intersection on V-3, maintain 5000 feet, expect further clearance 12:10Z. You are NW of SMYRA on OMN 161 radial proceeding SE bound. How do you determine "abeam" position for the purpose of timing once established in holding if only using VORs (i.e. no GPS)?Upon crossing the ORL 033 radial outbound To from Flip Wings level upon turning outbound in the holding pattern Q. Hold South of the OCF VOR on 180 radial, left turn, maintain 4000, EFC 1230Z. You are at LIMMO on V581 northbound. What is the recommended hold entry? Teardrop Parallel Direct M15&16 Quiz Departure & Arrival Procedures Q. What must the pilot posses in order to accept a STAR clearance? Only the graphical chart Both, the graphical chart and the textual description Only the textual description Q. The primary role of any departure procedures is.... to ensure a smooth transition to the enroute structure. to ensure the pilot does not get lost when departing an unfamiliar airport. to ensure obstacle clearance upon climb out. Q. What vertical rate on the VSI must a jet departing at 200 Kt GS climb at in order to comply with a 600 fpnm claim gradient?Approx. 2800 fpm. Approx. 1330 fpm Approx. 2,000 fpm Q. How can the pilot expect to use a STAR? Only if you file for the STAR Request this in the comments of the filed flight plan, or accept clearance from ATC en route. Only if ATC start vectoring you towards the STAR Scenario: You are a brand new (less than 6 months) instrument rated pilot conducting your first flight in IMC, solo. All of the questions assume you are flying from KDAB to KGNV. The following statements are assumed to be true unless stated otherwise in the question/prompt:You will not have autopilot. The flight will take place during daylight hours. The altitude will be 5,000' and direct. Q. Daytona clearance cleared you via ROYES SEVEN departure, as filed. Can you accept this departure procedures? No. I can't comply with the navigation or altitude requirements. No. I don't have the required equipment. Yes. RADAR requires is the only requirement Q. For practice purposes, let’s assume the turbojet limitation was not a limitation in this departure. You noticed that you are required to climb at 540 FPNM. Assuming you have a groundspeed of 65 kts in your C-172, use the Maximum rate of climb chart to determine if you are able to meet the minimum climb required with the following conditions: Pressure Alt: Sea Level / Temperature: 30 degrees Celsius / Climb speed: 74 KIASMy required climb rate is 585 fpm. C-172 can do 677 fpm in those conditions. So, yes, I can meet the climb gradient. My required climb rate is 765 fpm. C-172 can do 677 fpm in those conditions. So, yes, I can meet the climb gradient. My required climb rate is 657 fpm. C-172 can do 710 fpm in those conditions. So, yes, I can meet the climb gradient. Q. Due to weather conditions, you decided to divert to Jacksonville International Airport (KJAX). After waiting for the weather, you decided to go back to Gainesville (KGNV). Jacksonville clearance cleared you to Gainesville via EXBOX TWO departure, as filed. Could you accept this departure procedure? No. This departure is for turbojet aircraft only. No. I can't cross EBOX at 12,000'. Yes. We meet all of the requirements. We are equipped with GPS. Q. If you get cleared to Gainesville via SAWGY THREE departure, what is the required minimum climb gradient in FPNM?200 FPNM 300 FPNM 250 FPNM Q. Due to weather conditions, you decided to divert to Jacksonville International Airport (KJAX). After this request to ATC, they cleared you for the POGIE TWO Arrival into KJAX, beginning at POGIE intersection. After crossing the CRG VORTAC, how will you proceed to the approach at KJAX? POGIE is the initial approach fix, so you will continue as published on the instrument approach procedure. You will receive radar vectors to the final approach course. Not enough information is provided in this scenario to provide an acceptable response. Obstacle departure procedures require a clearance from ATC. True False M17-18: Instrument Approach Procedures & Charts Q. You are executing an ILS approach and are past the LOM (FAF) to a runway which has a VASI. If the glideslope fails, and you have the VASI in sight, you ______________are required to execute the missed approach. may continue the approach using the VASI glideslope in place of the electronic glideslope. ask ATC for further guidance. Q. True or false. If the glide slope is inoperative or fails during your approach, the localizer (GS out) minimums apply and you may continue the approach to the applicable MDA. True False Q. Select all of the items are that considered "runway environment" for allows the pilot to descend below MDA or DA. Threshold Lights VASI Taxiway lights PAPI Q. If I get the runway in sight but it requires aggressive maneuvering to line myself up with the runway what should be done? Do the maneuver if you feel comfortable Go missed and attempt the approach again Ask your IP Scenario: You are a brand new (less than 6 months) instrument rated pilot conducting your first flight in IMC, solo. All of the questions assume you are flying from KDAB to KGNV. The following statements are assumed to be true unless stated otherwise in the question/prompt: You will not have autopilot. The flight will take place during daylight hours. The altitude will be 5,000' and direct. Q. Arriving at KGNV you have decided that based on the weather the most appropriate approach is the ILS 29. You receive vectors to final. You see that the Maltese cross and the lightning bolt with the arrow head, which both denote a FAF are not co-located, which one represents the FAF for the ILS approach? Whichever one you identify first. The lightning bolt with the arrowhead The Maltese cross Q. You are executing the ILS 29 at KGNV, the winds adjust to be more suitable for a landing on runway 25. You are flying your approach at 100KIAS per ERAU policy. What is your new minimums? is this an MDA or a DA? 620' MDA 700' DA 700' MDA Q. You intended on completing the ILS 29 at KGNV, however, your vertical guidance fails at 700', do you have to go missed? No, as long as you feel safe to continue you may. Yes, any component of failure requires that you go missed and execute a different approach. No, if you also completed necessary tasks to complete the Localizer approach and feel that you are on a stabilized approach. Q. You have to go missed from the ILA 29 at KGNV. Based on the missed instructions, what hold entry can you expect? Parallel Teardrop Direct Q. Conducting the ILS 29 at KGNV you descend to the DA of 322' but do not have the required airport environment in sight to continue to land; legally are you able to descend below 322'? No, you may not descend below a minimum altitude at all. Yes, as long as you don't touchdown you are ok. Yes, though you should be beginning to climb out fairly quickly. This should be a small dip below the DA. Q. Which of the following is thought of as a localizer approach system and is not aligned with the runwaycenterline? LDA Approach MLS Approach SDF Approach M21: Critical Weather Q. The three stages of a thunderstorm are: single cell, multicell, and supercell cumulus, mature, and dissipating convective, mechanical, and low level Q. In a warm front, the ______________ and _____________ content of the air determines what type of clouds will form. speed; temperature stability; moisture lapse rate; precipitation Q. This type of turbulence is produced downwind of obstructions such as a line of trees, buildings, and hills. frontal convective mechanical Q. __________ is the atmosphere's resistance to vertical motion. sublimation Stability lapse rate Q. In order for mountain waves to form, the wind speed at the summit must be at least _________ knots. 20 12 10 Scenario Scenario: You are a brand new (less than 6 months) instrument rated pilot conducting your first flight in IMC, solo. All of the questions assume you are flying from KDAB to KGNV. The following statements are assumed to be true unless stated otherwise in the question/prompt: You will not have autopilot. The flight will take place during daylight hours. The altitude will be 5,000' and direct. Q. Enroute from KDAB to KGNV you are advised of an altimeter update that is drastic, as well as a significant change in wind direction. This is likely because you crossed a frontal line the lapse rate just changed you passed through a thunderstorm Q. While planning this flight you notice that the surface level temperature at the time of departure is 50 degrees. What altitude must you stay below in order to avoid icing conditions along the flight? 8,000' AGL 500' AGL 5,100' AGLQ. Prior to departing Daytona just before dawn you check the weather and see that the temperature and dew point spread is only 2 degrees. On the drive to the airport you realized it was a calm quiet night. What might you also find in a weather briefing before dawn? mechanical turbulence radiation fog steam fog Q. Arriving at KGNV, you listen to the ATIS and hear that Thunderstorms are in the vicinity. You are about 15 nm miles away (to the east). Your best course of action is to... Continue the flight as normal. In the vicinity doesn't mean over the airport, so that is fine with convective activity. divert to your alternate airport and wait out the thunderstorms on the ground. Continue to KGNV once they have passed. hold over the GNV VORTAC and wait for the storms to pass overhead. Q. On the approach for an approach at Gainesville, you notice on the airport sketch that there are several building near the approach end of your selected runway. Noting this, you prepare to experience _______. clear air turbulence mountain wave turbulence mechanical turbulence M22: Weather Reports & Forecasting Q. The follow weather would show up in what type of report? 'Severe Turbulence' Convective SIGMET SIGMET AIRMET Q. Please click on the region of the map that contains a stationary front. KLAX 211605Z 1016/KT 1SM BR FEW003 OVC005 FMKT 3SM BR OVC006 FMKT 5SM HZ SCT007 FMKT P6SM SCT007 FKT 4SM BR OVC008 FM221100 VRB03KT 6SM BR OVC012 FM221700 VRB03KT P6SM BKN015 Q. Referencing the above forecast at what time can the airport expected to be considered VFR for the first time? 21st at 1730Z 21st at 1900Z 21st at 2100Z Q. AIRMETS contain weather alerts that concern Only in experienced pilots only pilots operating small aircraft All aircraft and pilots Q. Please click on the winds arrow that shows a wind velocity over 20kts.Scenario: You are a brand new (less than 6 months) instrument rated pilot conducting your first flight in IMC, solo. All of the questions assume you are flying from KDAB to KGNV. The following statements are assumed to be true unless stated otherwise in the question/prompt: Q. After reviewing the surface analysis, you noticed you would need an alternate airport. The surface analysis depicts a fast-moving cold front approaching from the northwest and moving southeast. Based on your weather knowledge and the characteristics of a cold front, which area/sector would you focus your alternate airport search on? North of KGNV Northwest Southest Q. Delta’s B737 provided the following PIREP: DAB UUA /OV KDAB/TM 1040/FL010/TP B737/ WV 250/19G34/RM LLWS +/- 10 KTS. What conditions would you expect departing Daytona? Delta’s 737 reports wind from the SW at 19kts gusting 34kts—low-level windshear. Delta’s 737 reports moderate icing over Daytona. Delta’s 737 is reporting calm winds and no turbulence. Q. What if your airplane IS certified to fly in known icing conditions? However, you have no experience with the deicing/anti-icing equipment or in icing conditions. How would that affect your go/no-go decision? Great! That’s all we need. I will conduct the flight. No need to check icing reports or forecasts since we have the proper equipment to deal with those conditions. My decision will remain the same. I will cancel or delay my flight. Again, the meteorological conditions are ideal for icing, and I am not comfortable/experienced with icing. I would still go but plan for a cruising altitude of 2,500ft if I get icing conditions. If I do, I will simply descend to a warmer temperature! Q. Imagine you are planning to conduct this cross-country flight in a cold early morning in the middle of January. You are seated in the flight plan room of your FBO, and you hear other pilots talking about how they diverted due to icing. Sure enough, you checked the surface analysis and noticed a cold front passed thru, and the freezing level is at 2000 ft. Weather is expected to be IFR to KGNV. What would be your plan of action? I would plan for a cruising altitude of 2000. Not a big deal. We are in Florida. We are not susceptible to icing conditions. I would cancel or delay the flight. We have perfect conditions for icing, and we are not certified to fly in known icing conditions. Q. Gainesville’s TAF reports a temperature of 7 and a dew point of 7. What conditions would you expect at KGNV? Heavy rain showers. Fog/mist. Low visibility is likely. Definitely, a cold front is approaching. M23: Lost Communications & CRM Q. In the event that you think you have lost comms, what preliminary tasks would help confirm your status? check volume, frequency, jack connections Squawk 7600 immediately and discontinue the flight. if you think you are lost comms, it's best just to proceed as such.Q. What does CRM stand for (in the context of this course)? Customer Risk Management Crew Resource Management Crew Risk Matrix Q. Select the three primary resource categories that we focus on with CRM. Communication Resources Flight Resources Hardware Resources Information Resources Human Resources Q. In the event that you arrive at a clearance limit prior to your ETA, in a lost comms situation, what should you do? Comply with 91.175(c)(1); or more commonly referred to as AVEF. Hold until the ETA. Just continue to your destination, you're lost comms, you can't tell ATC what you are doing. Q. In the event that you are on an IFR Flight Plan, but it is VMC, and your radios fail, what would be the most appropriate action? Squawk 7600 and land immediately, be prepared to complete paperwork with the FAA. Text your CFI for advice.... Continue under VFR (call FSS to close IFR flight plan after you land) Scenario Answer the questions with the following information: Filed Route to KGNV (@6000 ft) – KDABàSUUGR T208 FOXTAM T207 WALEE DCT KGNV. Daytona clearance delivery cleared you: “Riddle 123, you are cleared to WALEE, radar vector to SUUGR, as filed. Climb and maintain 3000. Expect 6000/10 mins after departure. Contact Daytona departure on 125.80. Squawk 3257” Q. Departing 7L from Daytona, you are told to turn left to a heading of 030 and contact departure. After switching to Daytona approach on 125.8, you noticed no one responding. What would you do next? I will first confirm it is in fact, a lost comms situation by troubleshooting (volume, frequency, headset, push-totalk, etc.) I will immediately return to the airport. If IMC, I would vector myself to join the straight-in to runway 16, circle 7L. I will immediately follow 91.185, squawk 7600 and continue to me destination regardless of flight conditions (VMC or IMC). Q. At which altitude would you fly? I would climb and maintain 3000 feet. Continue at 3000ft for the rest of the flight. I would climb and maintain 3000 feet. After 10 minutes, I would climb and maintain 6000 feet. Continue at 6000 feet for the rest of the flight. No need to climb to a higher altitude. I would climb to 2000ft since it is the MEA on T207. Q. What approach would you select? Any approach is fine. No consideration is required when selecting an approach. The approach selection will depend on weather conditions (e.g. wind direction). I would conduct any straight-in approach into the airport regardless of weather conditions. Q. What route would you fly if you confirmed you lost communications while turning to a heading of 030? (Refer back to the clearance) I will make a left turn directly to SUUGR and continue my route of flight as filed. I will turn left direct destination. I will continue to fly a heading of 030 until I can get in contact with ATC or run out of fuel. Whichever occurs first. Q. If you reached WALEE (clearance limit) at 1355Z and the ETA was 1403Z, assuming there was no EFC time provided, when should you start the approach? After crossing WALEE, I will proceed directly to an IAF on the selected approach. Then I will start my approach as close as possible to my ETA.I will continue direct to KGNV and then proceed to an IAF. I will start my descent and approach as close as possible to my ETA. I would start the approach after crossing WALE. No need to hold since we were not given an EFC. Q. Departing 7L from Daytona, you are told to turn left to a heading of 030 and contact departure. After switching to Daytona approach on 125.8, you noticed no one responding. What would you do next? I will immediately return to the airport. If IMC, I would vector myself to join the straight-in to runway 16, circle 7L. I will immediately follow 91.185, squawk 7600 and continue to me destination regardless of flight conditions (VMC or IMC). I will first confirm it is in fact, a lost comms situation by troubleshooting (volume, frequency, headset, push-totalk, etc.) Q. What route would you fly if you confirmed you lost communications while turning to a heading of 030? (Refer back to the clearance) I will continue to fly a heading of 030 until I can get in contact with ATC or run out of fuel. Whichever occurs first. I will make a left turn directly to SUUGR and continue my route of flight as filed. I will turn left direct destination. Q. At which altitude would you fly? No need to climb to a higher altitude. I would climb to 2000ft since it is the MEA on T207. I would climb and maintain 3000 feet. After 10 minutes, I would climb and maintain 6000 feet. Continue at 6000 feet for the rest of the flight. I would climb and maintain 3000 feet. Continue at 3000ft for the rest of the flight. Q. What approach would you select? I would conduct any straight-in approach into the airport regardless of weather conditions. The approach selection will depend on weather conditions (e.g. wind direction). Any approach is fine. No consideration is required when selecting an approach. Q. If you reached WALEE (clearance limit) at 1355Z and the ETA was 1403Z, assuming there was no EFC time provided, when should you start the approach? After crossing WALEE, I will proceed directly to an IAF on the selected approach. Then I will start my approach as close as possible to my ETA. I will continue direct to KGNV and then proceed to an IAF. I will start my descent and approach as close as possible to my ETA. I would start the approach after crossing WALE. No need to hold since we were not given an EFC. SP23_08_VOR_Practice_Quiz Q. Place the 4 fundamental rules of VOR Orientation in order. KNOW THIS! Determine the course/radial selected by the OBS Determine if the aircraft is located on the TO or FROM side of the station Determine the Zone of Ambiguity: Determine if you are left/center/right Q. Based on the image below, determine the location of the aircraft in reference to the VOR. SE SW NE NW Q. Based on the image below, determine the location of the aircraft in reference to the VOR.NW SW SE NE Q. Based on the image below, determine the location of the aircraft in reference to the VOR. WNSE Q. What radial does the VOR needle show this aircraft on? 077 314 257 134 Q. Matching radials! Based on the receivers below, match on which radial the aircraft is on: