Gleim Instrument Pilot FAA Knowledge Test 2012 Edition, 1st Printing Updates January 27, 2012

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1 Page 1 of 5 Gleim Instrument Pilot FAA Knowledge Test 2012 Edition, 1st Printing Updates January 27, 2012 NOTE: Text that should be deleted from the question is displayed with a line through the text. New text is shown with a blue background. If you should see any additional content on your knowledge test not represented in this update, please share that information with Gleim so that we can continue to provide the most complete knowledge test preparation experience possible. You can contact our aviation team at aviation@gleim.com. Thank you in advance for your help! Study Unit 3 Navigation Systems Page 74, Subunit 3.4, 1.: Text was removed to reflect the fact that VOT frequencies are no longer included in En Route Low Altitude Charts. 3.4 VOR RECEIVING CHECK 1. The Airport/Facility Directory provides a listing of available VOR receiver ground checkpoints and VOTs (VOR receiver test facilities). a. VOT frequencies are also listed on En Route Low Altitude Charts. 2. Over airborne checkpoints designated by the FAA, the maximum permissible bearing error for the VOR receiver is plus or minus 6 of the designated radial. a. An alternative to a certified airborne checkpoint is a prominent ground reference point that is more than 20 NM from a VOR station that is along an established VOR airway. 1) Once over this point with the CDI needle centered, the OBS should indicate plus or minus 6 of the published radial. Page 94, Question 31: This question was edited to reflect the fact that VOT frequencies are no longer included in En Route Low Altitude Charts. 31. In which publication can the VOR receiver ground checkpoint(s) for a particular airport be found? A. Airman s Information Manual. B. En Route Low Altitude Chart. C. Airport/Facility Directory. Answer (C) is correct. (AIM Para 1-1-4) DISCUSSION: The Airport/Facility Directory provides a listing of available VOR receiver ground checkpoints. Answer (A) is incorrect. Airman s Information Manual is not a publication. The Aeronautical Information Manual is used by pilots and contains general flight information, not data concerning specific airports. Answer (B) is incorrect. En Route Low Altitude Charts do not indicate VOR receiver ground checkpoints, only VOT frequencies.

2 Page 2 of 5 Study Unit 6 Holding and Instrument Approaches Page 222, Question 74: The answer explanations in this question were expanded to clarify information on inbound/outbound legs and holding fixes. 74. (Refer to Figure 116 below.) You arrive over the 15 DME fix on a heading of 350. Which holding pattern correctly complies with the ATC clearance below, and what is the recommended entry procedure?...hold WEST OF THE ONE FIVE DME FIX ON THE TWO SIX EIGHT RADIAL OF THE ABC VORTAC, FIVE MILE LEGS, LEFT TURNS... A. 1; teardrop entry. B. 2; direct entry. C. 1; direct entry. Answer (B) is correct. (AIM Para 5-3-7) DISCUSSION: Alternative 2 is acceptable and 1 is not because the holding fix is always at the end of the inbound leg. Draw in the 70 line through the fix such that it intersects the outbound leg 1/3 of the length from abeam the fix. Direct entry is used with a heading of 338 to to 158 Direct 158 to 268 Parallel 268 to 338 Teardrop Based on the drawing in image 2, you can cross the fix, then safely turn to the outbound heading (268 ) and fly the outbound leg for 5 miles. A left turn inbound will bring you onto the appropriate radial, which you can track inbound to establish yourself in the hold. This procedure describes a direct entry with left turns. Draw the station, the radial, and your position out on paper to better visualize this procedure. Answer (A) is incorrect. The fix is always at the end of the inbound leg drawing in image 1 shows a track that leads away from the fix while established on the radial. That is opposite the norm, which has the pilot flying the inbound leg (flying toward the fix) while established on the radial. The entry type is immaterial, since the direction of the hold is incorrect. Answer (C) is incorrect. The fix is always at the end of the inbound leg drawing in image 1 shows a track that leads away from the fix while established on the radial. That is opposite the norm, which has the pilot flying the inbound leg (flying toward the fix) while established on the radial. The entry type is immaterial, since the direction of the hold is incorrect.

3 Page 3 of 5 Page 224, Question 82: The answer explanations in this question were expanded to better explain why a parallel entry is appropriate and how to perform one. 82. (Refer to Figure 117 on page 225.) You receive this ATC...CLEARED TO THE ABC NDB. HOLD SOUTHEAST ON THE ONE FOUR ZERO DEGREE BEARING FROM THE NDB. LEFT TURNS... Answer (C) is correct. (AIM Para 5-3-7) DISCUSSION: Holding southeast on the 140 bearing means that you are south and to the west of the 140 and 320 bearings from the NDB with left turns. Since you are entering from the southwest on a 055 heading, you must make a parallel entry. 210 to 030 Direct 030 to 140 Parallel 140 to 210 Teardrop A parallel entry is appropriate based on the indications shown in Figure 117. You are passing the station on a heading of 55 with the inbound course slightly behind your right wing. To perform a parallel entry, you would turn right and parallel the inbound heading of 320 (140 outbound), then make another right turn of 180 (course reversal) plus (intercept) until you are established on the inbound radial approaching the station. All turns from that point on would be to the left. Draw the NDB, the bearing, and your position out on paper to better visualize this procedure. Answer (A) is incorrect. A direct entry would be appropriate if you were approaching from a heading of 210 to 030. Based on your position and the location of the hold, it is impossible to perform a direct entry without making a long left turn to the north of the station, which is inadvisable given the ATC instruction to hold southeast. A parallel entry is more appropriate in this scenario. Answer (B) is incorrect. A teardrop entry would be appropriate if you were approaching from a heading of 140 to 210. The entry angle you would be required to make to enter the hold is inappropriate. If you were coming from the north, a teardrop would be appropriate because your trajectory would have you moving toward the outbound leg of the hold. However, based on your position and the hold instructions, a parallel entry is the only entry procedure that would work effectively and comply with the ATC instructions to hold to the southeast of the station.

4 Page 4 of 5 Page 225, Question 83: The answer explanations in this question were expanded to explain why a teardrop entry is the best, though not the only, viable option. 83. (Refer to Figure 117 below.) You receive this ATC...CLEARED TO THE XYZ NDB. HOLD NORTHEAST ON THE ZERO FOUR ZERO DEGREE BEARING FROM THE NDB. LEFT TURNS... Answer (B) is correct the best answer. (AIM Para 5-3-7) DISCUSSION: You are holding northeast on the 040 bearing with left turns. This means you are to the east and south of 040 bearing from the NDB. Since you are entering from a 055 heading, you will make a teardrop entry. 110 to 290 Direct 290 to 040 Parallel 040 to 110 Teardrop While a teardrop is the preferred entry in this case, it is not the only viable option. Draw the NDB, the bearing, and your position out on paper to better visualize this situation. At station passage, your heading of 55 is only 15 to the east of your outbound course for the hold. This makes either a teardrop or a parallel entry a viable alternative. Gleim prefers the teardrop entry in this case because it requires only a small correction to the east upon station passage, followed by a turn onto the inbound leg to become established in the hold. It is the most expedient and therefore the best of the three answer options available. Answer (A) is incorrect. A direct entry would be appropriate when approaching from a heading of 110 to 290. Your heading is too close to the outbound course of the hold to make a direct entry a desirable choice. A direct entry would leave you paralleling the inbound course too closely, which would cause you to fly through the bearing during your inbound turn. Answer (C) is incorrect. You would use a parallel entry only if approaching on a heading from 290 to 040. Although a parallel entry is a viable option, a teardrop entry is more expedient in this case.

5 Page 5 of 5 Page 225, Question 84: The answer explanations in this question were altered to emphasize that the aircraft is within 5 of the appropriate inbound heading, which explains the correct answer. 84. (Refer to Figure 117 above.) You receive this ATC...CLEARED TO THE ABC NDB. HOLD SOUTHWEST ON THE TWO THREE ZERO DEGREE BEARING FROM THE NDB... Answer (A) is correct. (AIM Para 5-3-7) DISCUSSION: You are holding southwest on the 230 bearing from the NDB, but you will be on the southeast side of the inbound leg. Since you are approaching from the southwest on a 055 heading, you will make a direct entry. 340 to 160 Direct 160 to 230 Teardrop 230 to 340 Parallel Your heading at station passage is only 5 east of the inbound course for the hold. You can turn to the reciprocal course, fly outbound, and establish yourself in the hold on the inbound turn using the direct entry. Answer (B) is incorrect. A teardrop entry would be appropriate only if you were approaching the NDB on a heading from 160 to 230. Your aircraft is already within 5 of being on the appropriate inbound heading at station passage. A teardrop entry would require an unnecessary course reversal. Answer (C) is incorrect. A parallel entry would be appropriate only if you were approaching the NDB on a heading from 230 to 340. Your aircraft is already within 5 of being on the appropriate inbound heading at station passage. A parallel entry would require an unnecessary course reversal.

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