Gleim Commercial Pilot FAA Knowledge Test 2016 Edition, 1st Printing Updates - 2 July 2016

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1 Page 1 of 6 Gleim Commercial Pilot FAA Knowledge Test 2016 Edition, 1st Printing Updates - 2 July 2016 NOTE: Text that should be deleted is displayed with a line through it. New text is shown with a blue background. If you see any additional content on your knowledge test not represented in our materials or this update, please share this information with Gleim so we can continue to provide the most complete knowledge test preparation experience possible. You can submit feedback at Thank you in advance for your help! Study Unit 1 Airplanes and Aerodynamics Page 31, Subunit 1.5, Question 26: This edit corrects the answer explanation. 26. A pilot who intends to maintain level flight must coordinate the angle of attack and A. thrust. B. drag. C. lift. Answer (A) is correct. (PHAK Chap 4) DISCUSSION: To maintain level flight, a pilot must coordinate thrust and the angle of attack. If the angle of attack is increased, more lift will be generated so a reduction in thrust is required. If the angle of attack is reduced, lift will be reduced and less more thrust will be required. Answer (B) is incorrect. Drag is a byproduct of lift production and the basic shape of the aircraft. A change in angle of attack will change the total drag generated, but the pilot has very little control on the amount of drag produced by the aircraft in flight, especially in a clean, cruise configuration. Answer (C) is incorrect. A pilot changes the angle of attack to control the lift generated. When the total amount of lift generated is changed, a change in thrust is required to maintain straight-and-level flight. Study Unit 3 Airports, Air Traffic Control, and Airspace Page 67, Subunit 3.2, 11.a.1): This edit was made to correct the information provided about back taxi turns. 1) Imagine that this sign actually shows you the runway. If you were taxiing onto the end of Runway 8 for takeoff, given the runway layout shown by this sign, you would turn to the left. The sign should be used in the same manner If you were holding short at an intersection, saw the sign pictured in Figure 64, and wanted to back taxi for a full length takeoff on Runway 8, you would turn to the right. Once you reach the threshold, you would turn 180 degrees to take off on Runway 8.

2 Page 2 of 6 Page 81, Subunit 3.2, Question 45: This edit clarifies the stem. 45. (Refer to Figure 64 below and in color on page 257.) You are holding short for an intersection departure on Runway 26 with the sign in front of you. After turning onto the runway you should Which way should you turn when taxiing onto the runway for departure? A. Turn right. B. Turn left. C. Insufficient information is given. Answer (A) is correct. (AIM Para 2-3-8) DISCUSSION: You would turn to the right because the runway holding position sign shown in Fig. 64 shows the actual runway layout and will be located at an intersection. Therefore, you would turn away from the position of the runway designation on the sign just like you would if you were taxiing onto the end of the runway for takeoff; in this instance turn right to 260. Answer (B) is incorrect. Turning left would result in a takeoff from Runway 8. Answer (C) is incorrect. The runway holding position sign provides sufficient information to answer this question. Page 81, Subunit 3.2, Question 47: This question was added following an FAA sample exam release. All subsequent questions were renumbered. 47. (Refer to Figure 64 above.) You see this sign when holding short of the runway. You receive clearance to back taxi on the runway for a full-length runway 8 departure. Which way should you turn when taxiing onto the runway? A. Left. B. Right. C. Need more information. Answer (B) is correct. (AIM Chap 2) DISCUSSION: The numbers on the runway holding position sign correspond to the runway threshold; in this case, the threshold for Runway 8 is on the right. Therefore, for a full-length departure on Runway 8, you would turn right to back taxi. Upon reaching the threshold, you would turn 180 degrees for a takeoff on Runway 8. Answer (A) is incorrect. A turn to the left at the intersection would not be a full-length runway departure. Answer (C) is incorrect. All of the information you need to make a decision is provided by the runway holding position sign. Study Unit 4 Federal Aviation Regulations Page 126, Subunit 4.5, Question 123: This question was edited to mirror the FAA sample exam In what type of operation, not regulated by 14 CFR Part 119, may a commercial pilot act as pilot in command and receive compensation for services? A. Crop dusting, spraying, Aerial application and bird chasing. B. On-demand, nine or less passenger, charter flights. C. On-demand cargo flights. Answer (A) is correct. (14 CFR 119.1) DISCUSSION: FAR Part 119 regulates the certification of air carriers and commercial operators. FAR lists several types of operations to which Part 119 does not apply, including crop dusting, seeding, spraying, and bird chasing. Answer (B) is incorrect. Operators of on-demand charter flights are regulated by Part 119. Answer (C) is incorrect. Operators of on-demand cargo flights are regulated by Part 119.

3 Page 3 of 6 Study Unit 5 Airplane Performance and Weight and Balance Pages 165 and 167, Subunit 5.4, Questions 21-24: These edits match the answer explanation verbiage to that of the note in Figures 9 and 10 to avoid confusion. 21. (Refer to Figure 9 on page 164.) Using a normal climb, how much fuel would be used from engine start to 12,000 feet pressure altitude? Aircraft weight ,800 lb Airport pressure altitude ,000 ft Temperature C A. 46 pounds. B. 51 pounds. C. 58 pounds. 22. (Refer to Figure 9 on page 164.) Using a normal climb, how much fuel would be used from engine start to 10,000 feet pressure altitude? Aircraft weight ,500 lb Airport pressure altitude ,000 ft Temperature C A. 23 pounds. B. 31 pounds. C. 35 pounds. 23. (Refer to Figure 10 on page 166.) Using a maximum rate of climb, how much fuel would be used from engine start to 6,000 feet pressure altitude? Aircraft weight ,200 lb Airport pressure altitude ,000 ft Temperature C A. 10 pounds. B. 14 pounds. C. 24 pounds. DISCUSSION: At 3,800 lb., 51 lb. of fuel is required to climb from sea level to 12,000 ft., according to Fig. 9. From sea level to 4,000 ft., only 12 lb. is required. The net difference is 39 lb. to climb from 4,000 ft. pressure altitude to 12,000 ft. pressure altitude. The air temperature of 26 C, however, is 19 C over standard temperature (standard at 4,000 ft. is 7 C, which is 15 C at sea level minus 8 C for the lapse rate). Note that there is an increase of 10% for each 10 C above standard. Accordingly, you must increase the 39 lb. by 19% ( ) to get lb. Then add 12 lb. to taxi, takeoff, etc., which is approximately 58 lb. Answer (A) is incorrect. This is the fuel required to make the climb without factoring in the 12 lb. required for engine start, taxi, and takeoff. Answer (B) is incorrect. This amount of fuel is required for the climb from sea level to 12,000 ft. before adjustments are made for nonstandard temperature; the 4,000-ft. airport altitude; and engine start, taxi, and takeoff. DISCUSSION: At 3,500 lb., 31 lb. of fuel is required to climb from sea level to 10,000 ft., per Fig. 9. From sea level to 4,000 ft., only 11 lb. is required. The net difference is 20 lb. to climb from 4,000 ft. pressure altitude to 10,000 ft. pressure altitude. The air temperature of 21 C, however, is 14 C over standard temperature (standard at 4,000 ft. is 7 C, which is 15 C at sea level minus 8 C for the lapse rate). Note that there is an increase of 10% for each 10 C above standard. Accordingly, you must increase the 20 lb. by 14% ( ) to get 22.8 lb. Then add 12 lb. to taxi, takeoff, etc., which is approximately 35 lb. Answer (A) is incorrect. This amount of fuel is required for the climb itself. The fuel required for engine start, taxi, and takeoff must be factored in. Answer (B) is incorrect. This amount of fuel is required to climb from sea level to 10,000 ft. Adjustments must be made for nonstandard temperature; a 4,000-ft. airport altitude; and the engine start, taxi, and takeoff. DISCUSSION: At 3,200 lb., 14 lb. of fuel is required to climb from sea level to 6,000 ft. per Fig. 10. From sea level to 2,000 ft., only 4 lb. is required. The net difference is 10 lb. to climb from 2,000 ft. pressure altitude to 6,000 ft. pressure altitude. The air temperature of 27 C, however, is 16 C over standard temperature (standard at 2,000 ft. is 11 C, which is 15 C at sea level minus 4 C for the lapse rate). Note that there is an increase of 10% for each 10 C above standard. Accordingly, you must increase the 10 lb. by 16% ( ) to get 11.6 lb. Then add 12 lb. to taxi, takeoff, etc., which is approximately 24 lb. Answer (A) is incorrect. This is required for the climb from 2,000 ft. to 6,000 ft. without factoring in nonstandard temperature or the fuel required for the engine start, taxi, and takeoff adjustment. Answer (B) is incorrect. This is required for a climb from sea level, not 2,000 ft., to 6,000 ft.

4 Page 4 of (Refer to Figure 10 on page 166.) Using a maximum rate of climb, how much fuel would be used from engine start to 10,000 feet pressure altitude? Aircraft weight ,800 lb Airport pressure altitude ,000 ft Temperature C A. 28 pounds. B. 35 pounds. C. 40 pounds. DISCUSSION: At 3,800 lb., 35 lb. of fuel is required to climb from sea level to 10,000 ft., per Fig. 10. From sea level to 4,000 ft., only 12 lb. is required. The net difference is 23 lb. to climb from 4,000 ft. pressure altitude to 10,000 ft. pressure altitude. The air temperature of 30 C, however, is 23 C over standard temperature (standard at 4,000 ft. is 7 C, which is 15 C at sea level minus 8 C for the lapse rate). Note that there is an increase of 10% for each 10 C above standard. Accordingly, you must increase the 23 lb. by 23% ( ) to get lb. Then add 12 lb. to taxi, takeoff, etc., which is approximately 40 lb. Answer (A) is incorrect. This amount of fuel is required to climb from 4,000 ft. to 10,000 ft., but the 12 lb. of fuel required for engine start, taxi, and takeoff has not been added to the total. Answer (B) is incorrect. This amount of fuel is required to climb from sea level, not 4,000 ft., to 10,000 ft. Study Unit 6 Aeromedical Factors and Aeronautical Decision Making (ADM) Page 196, Subunit 6.1, Question 10: This question stem was edited following an FAA sample exam release. 10. It takes how long for To rid itself of the alcohol from contained in one mixed drink, to completely leave the human body? requires about A. 1 hour. B. 2 hours. C. 3 hours. Answer (C) is correct. (PHAK Chap 16) DISCUSSION: The body requires 3 hours to rid itself of all the alcohol contained in one mixed drink, one beer, or one glass of wine. Answer (A) is incorrect. The body requires 3 hours, not 1 hour, to rid itself of all the alcohol contained in one mixed drink, one beer, or one glass of wine. Answer (B) is incorrect. The body requires 3 hours, not 2 hours, to rid itself of all the alcohol contained in one mixed drink, one beer, or one glass of wine. Page 198, Subunit 6.3, Question 21: This question was added following an FAA sample exam release. All subsequent questions were renumbered. 21. To cope with spatial disorientation, pilots should rely on A. body sensations and outside visual references. B. adequate food, rest, and night adaptation. C. proficient use of the aircraft instruments. Answer (C) is correct. (PHAK 16) DISCUSSION: The most important way to cope with spacial disorientation is to become proficient in the use of flight instruments and rely on them. Answer (A) is incorrect. Body sensations should be disregarded, not relied on, to cope with spatial disorientation. Outside visual references may be used to prevent spatial disorientation but only if they are reliable, fixed points on the earth s surface. Answer (B) is incorrect. Adequate food, rest, and night adaptions may help you be less susceptible to spatial disorientation but should not be relied on to cope with it. Page 199, Subunit 6.4, Question 23: This edit clarifies the answer explanation. 23. What effect does haze have on the ability to see traffic or terrain features during flight? A. Haze causes the eyes to focus at infinity. B. The eyes tend to overwork in haze and do not detect relative movement easily. C. All traffic or terrain features appear to be farther away than their actual distance. Answer (C) is correct. (AIM Para 8-1-5) DISCUSSION: Atmospheric haze can create the illusion of being at a greater distance and height from traffic or terrain than you actually are. This is especially prevalent on landings. The pilot who does not recognize this illusion will fly a lower approach. Answer (A) is incorrect. In haze, the eyes focus at a comfortable distance, which may be only 10 to 30 ft. outside of the cockpit. Answer (B) is incorrect. In haze, the eyes relax and tend to stare outside without focusing or looking for common visual cues.

5 Page 5 of 6 Study Unit 9 Navigation: Charts, Publications, Flight Computers Page 263, Subunit 9.2, Question 21: This question was added following an FAA sample exam release. All subsequent questions were renumbered. 21. (Refer to Figure 30 on page 263.) When approaching the VOR/DME-A, the symbol [2800] in the MSA circle represents a minimum safe sector altitude within 25 of A. DEANI intersection. B. White Cloud VORTAC. C. Baldwin Municipal Airport. Answer (B) is correct. (AIM 5-4-5) DISCUSSION: For conventional navigation systems, the MSA is normally based on the primary omnidirectional facility on which the IAP is predicated. The MSA depiction in Fig. 30 contains the facility identifier of White Cloud VORTAC. MSAs are expressed in feet above mean sea level and normally have a 25 radius; however, this radius may be expanded to 30 if necessary to encompass the airport landing surfaces. Answer (A) is incorrect. DEANI intersection is the point of descent to the final approach fix, not the point of reference for the MSA. Answer (C) is incorrect. White Cloud VORTAC is the designated point of reference for the MSA, not Baldwin Municipal Airport. Page 264, Subunit 9.3, Questions 25 and 26: These edits clarify units of measurement in answer explanations. 25. If an aircraft is consuming 9.7 gallons of fuel per hour 115 knots, how much fuel is required to travel 350? A. 36 gallons. C. 41 gallons. 26. If an aircraft is consuming 9.3 gallons of fuel per hour 135 knots, how much fuel is required to travel 390? A. 27 gallons. C. 35 gallons. Answer (B) is correct. (PHAK Chap 15) DISCUSSION: At a groundspeed of 115 kt., it will take 3.04 to go 350 ( ). At 9.7 GPH, it will take approximately 30 gal. ( GPH) of fuel. Answer (A) is incorrect. This amount is required to travel 426, not 350. Answer (C) is incorrect. This amount is required to travel 490, not 350. Answer (A) is correct. (PHAK Chap 15) DISCUSSION: At a groundspeed of 135 kt., it will take 2.89 to go 390 ( ). At 9.3 GPH, it will take approximately 27 gal. ( GPH) of fuel. Answer (B) is incorrect. This amount is required to travel 435, not 390. Answer (C) is incorrect. This amount is required to travel 510, not 390. Page 265, Subunit 9.3, Questions 29 and 30: These are questions added to our data bank for practice in computation. All subsequent questions were renumbered. 29. If an aircraft is consuming 9.5 gallons of fuel per hour 135 knots, how much fuel is required to travel 380? A. 27 gallons. C. 35 gallons. 30. If an aircraft is consuming 9.5 gallons of fuel per hour 135 knots, how much fuel is required to travel 420? A. 27 gallons. C. 35 gallons. Answer (A) is correct. (PHAK Chap 15) DISCUSSION: At a groundspeed of 135 knots, it will take 2.81 to go 380 ( ). At 9.5 GPH, it will take approximately 27 gal. ( GPH) of fuel. Answer (B) is incorrect. This amount is required to travel 427, not 380. Answer (C) is incorrect. This amount is required to travel 497, not 380. Answer (B) is correct. (PHAK Chap 15) DISCUSSION: At a groundspeed of 135 knots, it will take 3.11 to go 420 ( ). At 9.5 GPH, it will take approximately 30 gal. ( gal./) of fuel. Answer (A) is incorrect. This amount is required to travel 384, not 420. Answer (C) is incorrect. This amount is required to travel 497, not 420.

6 Page 6 of 6 Page 269, Subunit 9.4, Question 39: This edit clarifies the correct answer explanation. 39. While maintaining a constant heading, a relative bearing of 10 doubles in 5 minutes. If the true airspeed is 105 knots, the time and distance to the station being used is approximately A. 5 minutes and 8.7 miles. B. 10 minutes and 17 miles. C. 15 minutes and 31.2 miles. Answer (A) is correct. (IFH Chap 9) DISCUSSION: When a relative bearing doubles in a specific time, the time to the station is that time (the time to double the relative bearing). Thus, the time to the station is 5 min. Since the TAS is 105 kt., the distance would be 8.7 ( ). Use the isosceles triangle method to determine time and distance to the station when the relative bearing is small. The wing-tip bearing method will not work in this case because the bearing change was not off the wingtip. Isosceles Triangle Method: if two angles of a triangle are equal, the two sides opposite those angles are themselves equal. Time to station: if cruising at 105 knots and on a constant heading, a relative bearing of 10 doubles in 5 minutes. The time to the station is equal to the time required for the relative bearing to double. Therefore, time to the station is 5 minutes. Distance to station: TAS Time (min) = Distance to station () 105 x 1 60 min. x5min. = Distance to station () 1.75 x5min. = 8.75 Answer (B) is incorrect. The time to the station is the same as the time to double the relative bearing, i.e., 5 min. Answer (C) is incorrect. The time to the station is the same as the time to double the relative bearing, i.e., 5 min. Study Unit 10 Navigation Systems Page 283, Subunit 10.3, Question 16: This edit was made following an FAA sample exam release. 16. (Refer to Figure 17 on page 282.) Which statement is true regarding illustration 2, if the present heading is maintained? The airplane aircraft will A. cross the 180 radial at a 45 angle outbound. B. intercept the 225 radial at a 45 angle. C. intercept the 360 radial at a 45 angle inbound. Answer (A) is correct. (IFH Chap 9) DISCUSSION: Illustration 2 indicates that the airplane is heading approximately 227. The bearing pointer indicates that a heading of 235 will take you to the station; thus, you are on the 055 radial (i.e., east-northeast of the station heading southwest). If you maintain the present heading, the station will remain to the right of the aircraft, and you will cross the 180 radial at approximately a 45 angle outbound ( = 47). Answer (B) is incorrect. You would intercept the 180 radial, not the 225 radial, at a 45 angle outbound. Answer (C) is incorrect. The bearing point is currently to the right of the airplane s heading; thus, the station would remain to the right. The airplane would fly south, not north, of the station and would cross the 180, not the 360, radial at a 45 angle outbound, not inbound.

Gleim Sport Pilot FAA Knowledge Test 2016 Edition, 1st Printing Updates July 2016

Page 1 of 8 Gleim Sport Pilot FAA Knowledge Test 2016 Edition, 1st Printing Updates July 2016 NOTE: Text that should be deleted is displayed with a line through it. New text is shown with a blue background.