Airspace, Navigation and Flight Planning practice questions

Answer: A) Uncontrolled

• ACorrect. ATC doesn't control traffic there.
• BIncorrect. It's uncontrolled.
• CIncorrect. Flight is allowed.
• DIncorrect. It's uncontrolled.

Answer: C) A clearance, 1 SM visibility and clear of clouds

• AIncorrect. Day SVFR doesn't need one.
• BIncorrect. A clearance is needed.
• CCorrect. Night needs an instrument rating.
• DIncorrect. Private pilots may request SVFR.

Answer: C) About 098°

• AIncorrect. A crosswind needs correction.
• BCorrection must be into the wind.
• CCorrect. The wind from the right needs about 8° of right correction.
• DIncorrect. That over-corrects.

Answer: B) 2000Z

• AIncorrect. That subtracts instead of adds.
• BCorrect. Add 5 hours.
• CIncorrect. Local time must be converted.
• DIncorrect. That adds 6 hours.

Answer: B) It may be used en route and terminal if waypoints are verified, but not for approaches

With an expired GPS database, pilots may still navigate en route and in the terminal area if they check each waypoint against current aeronautical data. A GPS approach must not be flown unless the procedure in the database is current.

• AIncorrect. This is too strict. FAA guidance lets a pilot keep using the unit en route and in the terminal area if each waypoint is checked against current aeronautical data.
• BCorrect. With an outdated database, the pilot has to check each waypoint against current aeronautical data before using it. A GPS approach must not be flown unless the procedure in the onboard database is current.
• CIncorrect. The AIM says not to fly an approach unless the procedure in the onboard database is current. Checking a single fix doesn't make an expired approach procedure usable.
• DIncorrect. There is no grace period. Pilots should confirm before use that the planned date and time of the flight falls before the database's expiration date and time.

Answer: C) 3 SM; 500/1,000/2,000

• AIncorrect. That's Class E above 10,000 ft.
• BIncorrect. That's Class G day low altitude.
• CCorrect. 500 below, 1,000 above, 2,000 horizontal.
• DIncorrect. That's Class B.

Answer: A) 6,500 ft MSL (even thousands plus 500 ft)

14 CFR 91.159 sets VFR cruising altitudes by magnetic course above 3,000 ft AGL: 0–179° uses odd thousands + 500 ft MSL, and 180–359° uses even thousands + 500 ft MSL. A 250° course therefore calls for an altitude such as 6,500 ft MSL.

• ACorrect. For magnetic courses of 180° through 359°, 91.159 calls for any even thousand-foot MSL altitude plus 500 ft, such as 4,500, 6,500 or 8,500.
• BIncorrect. Odd thousands plus 500 ft is for magnetic courses of 0° through 179°, not 250°.
• CIncorrect. Even thousands without the extra 500 ft is the IFR westbound convention (91.179). VFR altitudes under 91.159 add 500 ft.
• DIncorrect. Odd thousands is the IFR convention for courses of 0° through 179°. It applies neither to VFR flight nor to a westbound course.

Answer: B) 1,000 ft AGL

• AIncorrect. That's too low.
• BCorrect. Check the Chart Supplement.
• CIncorrect. That's too high.
• DIncorrect. That's too high.

Answer: A) The highest known elevation in the quadrangle from terrain or obstructions, rounded up

The MEF on a sectional shows the highest known terrain or obstruction elevation in the quadrangle, rounded up to the next 100 ft, as a quick terrain and obstacle awareness reference.

• ACorrect. The MEF is based on the highest known feature in the quadrangle, whether terrain or a man-made or natural obstruction such as a tower or trees. It is rounded up to the next 100 ft and shown in thousands and hundreds of feet MSL.
• BIncorrect. Airport elevations are printed in each airport's data block. The MEF takes in all terrain and obstructions in the quadrangle, not only airports.
• CIncorrect. An average would understate the highest points. The MEF is based on the highest known elevation, so a pilot flying above it clears every charted feature in the quadrangle.
• DIncorrect. That describes the OROCA on IFR en route charts, which adds a 1,000 ft buffer (2,000 ft in designated mountainous areas). The MEF is a VFR chart figure without that IFR clearance buffer.

Answer: B) Hear its Morse code identifier or its recorded automatic voice identification

The AIM says a VOR can only be positively identified by its Morse code identifier or recorded voice identification. If the ID is missing, the station may be under maintenance and should not be used.

• AIncorrect. A flag that goes away only shows that some usable signal is being received. A station under maintenance can still put out signals, and the flag says nothing about which station you are receiving.
• BCorrect. The AIM says the only positive way to identify a VOR is its Morse code ID or its recorded voice ID (the station name followed by "VOR"). If the ID is missing, or the station is sending T-E-S-T, the facility may be under maintenance and unreliable. If the receiver decodes and displays the identifier, the pilot does not need to listen to it.
• CIncorrect. Even with the right frequency set, the receiver could be picking up another station or a facility that is off the air for maintenance. Only the identifier confirms the station.
• DIncorrect. This is a way to check receiver accuracy, not to identify the station. It also requires already being over a checkpoint, so it can't be used to identify the station before relying on it.