Air Traffic Control practice questions

Answer: B) Teardrop entry

The FAA-recommended holding entries are parallel, teardrop and direct. The teardrop entry uses a 30-degree offset outbound leg on the holding side for one minute before turning to intercept the inbound course.

• AIncorrect. In a parallel entry, the aircraft flies parallel to the holding course outbound on the nonholding side for one minute. It then turns more than 180 degrees back toward the fix or the inbound course.
• BCorrect. The AIM describes the teardrop entry this way: fly to the fix, turn outbound to a heading for a 30-degree teardrop on the holding side for one minute, then turn in the direction of the holding pattern to intercept the inbound course.
• CIncorrect. In a direct entry, the aircraft flies to the fix and turns straight into the holding pattern. There is no offset outbound leg.
• DIncorrect. A procedure turn is a course reversal on an instrument approach. It is not one of the FAA-recommended holding entries (parallel, teardrop and direct).

Answer: B) It assigns EDCTs to flights planned to pass through a Flow Constrained Area tied to the en route constraint

An AFP handles an en route demand/capacity imbalance by finding flights that will pass through a Flow Constrained Area and issuing EDCTs to meter them. GDPs, by contrast, target a single destination airport.

• AIncorrect. This describes a Ground Delay Program (GDP), which manages demand at a specific destination airport. An AFP is built around an en route constraint, not an arrival airport.
• BCorrect. An AFP finds the flights that will enter the FCA and issues expect departure clearance times (EDCTs) to meter demand through that constrained airspace.
• CIncorrect. This describes a ground stop. An AFP gives individual flights controlled departure times instead of stopping departures altogether.
• DIncorrect. This describes miles-in-trail restrictions, which are applied in the air. An AFP controls demand before takeoff by issuing EDCTs.

Answer: D) At their departure airports

• AIncorrect. They're held at departure airports.
• BIncorrect. They're held on the ground.
• CIncorrect. They're held on the ground.
• DCorrect. When arrival demand exceeds capacity.

Answer: C) Only the pilot

• AIncorrect. The pilot must request it.
• BIncorrect. The pilot must request it.
• CCorrect. It requires 1 mile visibility and clear of clouds.
• DIncorrect. The pilot must request it.

Answer: A) Miles-in-trail (MIT)

Miles-in-trail sets a distance between successive aircraft, for example over a fix, to meter traffic into a manageable flow. MINIT is time-based, while GDPs and ground stops hold aircraft on the ground.

• ACorrect. MIT is a specified distance between aircraft, normally in the same stratum and with the same destination or route. It is used to meter traffic into a manageable flow.
• BIncorrect. MINIT sets a time interval, not a distance, between successive aircraft. It is normally used in a nonradar environment or when extra spacing is needed for weather deviations.
• CIncorrect. A GDP keeps aircraft on the ground at their departure airports by assigning arrival slots. It does not set spacing between airborne aircraft over a fix.
• DIncorrect. A ground stop keeps aircraft that meet certain criteria on the ground, usually for a short period. It does not set a distance between airborne aircraft.

Answer: A) 1,000 ft

• ACorrect. Between FL290 and FL410.
• BIncorrect. That's non-RVSM above FL290.
• CIncorrect. It's 1,000 ft.
• DIncorrect. It's 1,000 ft.

Answer: A) IFR

• ACorrect. VFR isn't allowed in Class A.
• BIncorrect. VFR isn't allowed.
• CIncorrect. That isn't allowed in Class A.
• DIncorrect. IFR is required.

Answer: A) Transponder code

• ACorrect. The squawk.
• BIncorrect. It's the transponder code.
• CIncorrect. It's the transponder code.
• DIncorrect. It's the transponder code.

Answer: A) Two-way radio contact

• ACorrect. Plus a transponder with altitude reporting.
• BIncorrect. That's Class B.
• CIncorrect. Radio contact is required.
• DIncorrect. Radio contact is required.

Answer: A) 5 NM

Under the traditional JO 7110.65 weight-class wake turbulence minima, a Large behind a Heavy needs 5 NM (Heavy behind Heavy is 4 NM, Small behind Heavy is 6 NM). CWT categories can give different values for some pairings.

• ACorrect. Under the traditional weight-class minima, a Large aircraft behind a Heavy needs 5 NM to protect against wake turbulence.
• BIncorrect. 4 NM is the traditional minimum for a Heavy behind a Heavy, not a Large behind a Heavy.
• CIncorrect. 6 NM is the traditional minimum for a Small aircraft behind a Heavy.
• DIncorrect. 3 NM is the basic terminal radar minimum when no wake turbulence spacing is needed. It is not enough behind a Heavy.