Page 1 of 6
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Page 2 of 6
STUDY UNIT 2 – UPDATE
QUESTION
Subunit 2.3: Airspeed Indicators
16. 2EFER TO &IGURE 7HAT IS THE caution
RANGE OF THE AIRPLANE
! TO KTS
" TO KTS
# TO KTS
17. 2EFER TO &IGURE 4HE MAXIMUM speed
AT WHICH THE AIRPLANE CAN BE OPERATED IN
SMOOTH AIR IS
! KTS
" KTS
# KTS
18. 2EFER TO &IGURE 7HAT IS THE FULL flap
OPERATING RANGE FOR THE AIRPLANE
! TO KTS
" TO KTS
# TO KTS
21. 2EFER TO &IGURE 7HAT IS THE maximum
FLAPSEXTENDED SPEED
! KTS
" KTS
# KTS
!NSWER # IS CORRECT (PHAK Chap 7)
DISCUSSION: 4HE CAUTION RANGE IS INDICATED BY THE YELLOW
ARC ON THE AIRSPEED INDICATOR /PERATION WITHIN THIS RANGE IS SAFE
ONLY IN SMOOTH AIR 4HE AIRSPEED INDICATOR IN &IG INDICATES THE
CAUTION RANGE FROM TO KTS
!NSWER ! IS INCORRECT 4HE RANGE OF KTS IS LESS THAN
STALL SPEED !NSWER " IS INCORRECT 4HE RANGE OF KTS IS
WITHIN THE NORMAL OPERATING AIRSPEED RANGE WHICH EXTENDS FROM
MINIMUM FLAP EXTENSION SPEED TO MAXIMUM STRUCTURAL CRUISING
SPEED
!NSWER # IS CORRECT (PHAK Chap 7)
DISCUSSION: 4HE MAXIMUM SPEED AT WHICH THE AIRPLANE
CAN BE OPERATED IN SMOOTH AIR IS INDICATED BY THE RED RADIAL LINE
4HE AIRSPEED INDICATOR IN &IG INDICATES THE RED LINE IS AT
KTS
!NSWER ! IS INCORRECT 4HE MAXIMUM FLAPSEXTENDED SPEED
IS KTS THE UPPER LIMIT OF THE WHITE ARC !NSWER " IS
INCORRECT 4HE MAXIMUM STRUCTURAL CRUISING SPEED IS KTS THE
UPPER LIMIT OF THE GREEN ARC
!NSWER ! IS CORRECT (PHAK Chap 7)
DISCUSSION: 4HE FULL FLAP OPERATING RANGE IS INDICATED BY
THE WHITE ARC ON THE AIRSPEED INDICATOR 4HE AIRSPEED INDICATOR IN
&IG INDICATES THE FULL FLAP OPERATING RANGE IS FROM TO KTS
!NSWER " IS INCORRECT 4HE ENTIRE OPERATING RANGE OF THIS
AIRPLANE IS TO KTS !NSWER # IS INCORRECT 4HE NORMAL
OPERATING RANGE FOR THIS AIRPLANE GREEN ARC IS TO KTS
!NSWER " IS CORRECT (PHAK Chap 7)
DISCUSSION: 4HE MAXIMUM FLAPSEXTENDED SPEED IS
INDICATED BY THE UPPER LIMIT OF THE WHITE ARC 4HIS IS THE HIGHEST
AIRSPEED AT WHICH A PILOT SHOULD EXTEND FULL FLAPS !T HIGHER
AIRSPEEDS SEVERE STRAIN OR STRUCTURAL FAILURE COULD RESULT 4HE
UPPER LIMIT OF THE WHITE ARC ON THE AIRSPEED INDICATOR SHOWN IN
&IG INDICATES KTS
!NSWER ! IS INCORRECT 4HE LOWER LIMIT OF THE GREEN ARC IS KTS WHICH IS THE POWEROFF STALL SPEED IN A SPECIFIED
CONFIGURATION !NSWER # IS INCORRECT 4HE UPPER LIMIT OF THE
GREEN ARC IS KTS WHICH IS THE MAXIMUM STRUCTURAL CRUISING
SPEED
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Page 3 of 6
24. 2EFER TO &IGURE 7HAT IS THE maximum
STRUCTURAL CRUISING SPEED
! KT
" KT
# KT
!NSWER " IS CORRECT (PHAK Chap 7)
DISCUSSION: 4HE MAXIMUM STRUCTURAL CRUISING SPEED IS THE
MAXIMUM SPEED FOR NORMAL OPERATION AND IS INDICATED AS THE
UPPER LIMIT OF THE GREEN ARC ON AN AIRSPEED INDICATOR 4HE UPPER
LIMIT OF THE GREEN ARC ON THE AIRSPEED INDICATOR SHOWN IN &IG INDICATES KT
!NSWER ! IS INCORRECT 4HIS IS THE UPPER LIMIT OF THE WHITE
ARC AND IS THE MAXIMUM SPEED AT WHICH THE FLAPS CAN BE
EXTENDED !NSWER # IS INCORRECT 4HIS IS THE SPEED THAT SHOULD
NEVER BE EXCEEDED "EYOND THIS SPEED STRUCTURAL DAMAGE TO THE
AIRPLANE MAY OCCUR
Subunit 2.8: Gyroscopic Instruments
45. 2EFER TO &IGURE (OW SHOULD APILOT
DETERMINE THE DIRECTION OF BANK FROM AN ATTITUDE
INDICATOR SUCH AS THE ONE ILLUSTRATED
! "Y THE DIRECTION OF DEFLECTION OF THE BANKING
SCALE !
" "Y THE DIRECTION OF DEFLECTION OF THE HORIZON
BAR "
# "Y THE RELATIONSHIP OF THE MINIATURE AIRPLANE #
TO THE DEFLECTED HORIZON BAR "
!NSWER # IS CORRECT (PHAK Chap 7)
DISCUSSION: 4HE DIRECTION OF BANK ON THE ATTITUDE INDICATOR
!) IS INDICATED BY THE RELATIONSHIP OF THE MINIATURE AIRPLANE TO
THE DEFLECTING HORIZON BAR 4HE MINIATURE AIRPLANES RELATIVE
POSITION TO THE HORIZON INDICATES ITS ATTITUDE NOSE HIGH NOSE LOW
LEFT BANK RIGHT BANK !S YOU LOOK AT THE ATTITUDE INDICATOR YOU SEE
YOUR AIRPLANE AS IT IS POSITIONED WITH RESPECT TO THE ACTUAL HORIZON
4HE ATTITUDE INDICATOR IN &IG INDICATES A LEVEL RIGHT TURN
!NSWER ! IS INCORRECT 4HE BANKING SCALE MARKED AS !
MAY MOVE IN THE OPPOSITE DIRECTION WHICH IS CONFUSING
!NSWER " IS INCORRECT 4HE HORIZON BAR MARKED AS " MOVES IN
THE DIRECTION OPPOSITE THE TURN
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Page 4 of 6
STUDY UNIT 3 – UPDATE
QUESTIONS
Subunit 3.4: Airport Traffic Patterns
29. (Refer to Figure 51.) The traffic patterns
indicated in the segmented circle have been
arranged to avoid flights over an area to the
A. south of the airport.
B. north of the airport.
C. southeast of the airport.
Answer (C) is correct. (AIM Para 4-3-4)
DISCUSSION: The traffic patterns indicated in the
segmented circle depicted in Fig. 51 have been arranged to
avoid flights over an area to the southeast of the airport. All
departures from the runways are to the north or west. All
approaches to the airport indicate a pattern of arrival from 180°
clockwise to 90°, leaving the southeastern quadrant free of flight.
Answer (A) is incorrect. Arrivals on Runway 36 and
departures on Runway 18 result in traffic to the south. Answer (B)
is incorrect. Runway 9-27 produces traffic to the north in addition
to Runway 36 departures and Runway 18 arrivals
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Page 5 of 6
STUDY UNIT 9 – UPDATE
QUESTIONS
Subunit 9.2: Airspace and Altitudes
24. (Refer to Figure 24 and Legend 5HIHUWR
area 3.) For information aboutJOLGHURSHUDWLRQV
at Ridgeland Airport, refer to
A. notes on the border of the chart.
B. the Airport/Facility Directory.
C. the Notices to Airmen (NOTAM) publication.
Answer (B) is correct. (ACL)
DISCUSSION: The miniature glider near the Ridgeland
Airport (at 3 on Fig. 24) indicates a glider operations area. The
A/FD will have information on the glider operations at Ridgeland
Airport.
Answer (A) is incorrect. The sectional chart legend identifies
symbols only. Answer (C) is incorrect. NOTAMs are issued only
for hazards to flight.
Subunit 9.4: Radio Frequencies
55. (Refer to Figure 26.) (Refer toDUHD,I
Dallas Executive Tower is not in operation,ZKLFK
frequency should be used as a Common Traffic
Advisory Frequency (CTAF) to monitor airport traffic?
A. 127.25 MHz.
Answer (A) is correct. (ACL)
DISCUSSION: In Fig. 26, find the Dallas Executive Airport
just above 3. When the Dallas Executive tower is not in
operation, the CTAF is 127.25 because that frequency is marked
with a C.
Answer (B) is incorrect. This is the UNICOM frequency.
Answer (C) is incorrect. This is the ATIS frequency.
B. 122.95 MHz.
C. 126.35 MHz.
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Page 6 of 6
STUDY UNIT 11 – UPDATE
QUESTIONS
Subunit 11.5: Magnetic Course
23. (Refer to Figure 27.) Determine the magnetic
course from Cooperstown Airport (area 2) to
Jamestown Airport (area 4).
A. 30°.
B. 218°.
C. 210°.
Answer (C) is correct. (PHAK Chap 15)
DISCUSSION: On Fig. 27, you are to find the magnetic
course from Cooperstown Airport (northeast of 2) to Jamestown
Airport (south of 4). Since Jamestown has a VOR on the field, a
compass rose exists around the Jamestown Airport symbol on
the chart. Compass roses are based on magnetic courses. Thus,
a straight line from Jamestown Airport to Cooperstown Airport
coincides with the compass rose at 30°. Since the route is south
to Jamestown, not north from Jamestown, compute the reciprocal
direction as 210° (30° + 180°). The course, then, is approximately
210°.
Answer (A) is incorrect. The course from Cooperstown to
Jamestown is southwest (not northwest). Answer (B) is incorrect.
This is the true course, not the magnetic course.
Subunit 11.6: Magnetic Heading
30. (Refer to Figure 23.) What is the magnetic
heading for a flight from Priest River Airport
(area 1) to Shoshone County Airport (area 3)?
The wind is from 030° at 12 knots and the true
airspeed is 95 knots.
A. 121°.
B. 143°.
C. 136°.
Answer (A) is correct. (PHAK Chap 15)
DISCUSSION: On Fig. 23, begin by computing the true
course from Priest River Airport (upper left corner) to Shoshone
County Airport (just below 3) by laying a flight plotter between the
two airports. The grommet should coincide with the meridian
(vertical line with cross-hatchings). Note the 143° true course on
the edge of the protractor.
Next, find the magnetic variation that is given by the dashed
line marked 15°E, slanting in a northeasterly fashion just south of
Carlin Bay private airport. Subtract the 15°E variation from TC to
obtain a magnetic course of 128°. Since the wind is given true,
reduce the true wind direction of 30° by the magnetic variation of
15°E to a magnetic wind direction of 15°.
Now use the wind side of your computer. Turning the inner
circle to 15° under the true index, mark 12 kt. above the
grommet. Set the magnetic course of 125° under the true index.
Slide the grid so the pencil mark is on 95 kt. TAS. Note that the
pencil mark is 7° left of the center line, requiring you to adjust the
magnetic course to a 121° magnetic heading (128° – 7°).
Subtract left, add right. That is, if you are on an easterly flight and
the wind is from the north, you will want to correct to the left.
Answer (B) is incorrect. This is the true course, not the
magnetic heading. Answer (C) is incorrect. This would be the
magnetic heading if the wind was from 215° at 19 kt., not 030°,
at 12 kt.
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