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. 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 www.gleim.com/aviationquestions. Thank you in advance for your help! Study Unit 1 Airports Page 27, Subunit 1.5, 3.a.: This edit clarifies where to land in relation to the touchdown point. 1.5 WAKE TURBULENCE 1. Wingtip vortices (wake turbulence) are only created when airplanes develop lift. 2. The greatest vortex strength occurs when the generating aircraft is heavy, clean, and slow. 3. Wingtip vortex turbulence tends to sink into the flight path of airplanes operating below the airplane generating the turbulence. a. Thus, you should fly above the flight path of a larger aircraft rather than below and land before beyond the large aircraft s touchdown point. Study Unit 2 Airspace Page 45, Subunit 2.5, 2.: This edit corrects the wording. This section was previously edited in our update dated January 2016. 2.5 RADIO PHRASEOLOGY 1. When contacting a Flight Service Station to open, close, or file a flight plan, the proper call sign is the name of the FSS followed by radio (e.g., McAlester Radio). 2. Civilian aircraft should start state their aircraft call sign with the make or model aircraft (e.g., Cessna 44WH or Baron 2DF).
Page 2 of 8 Study Unit 6 Aeromedical Factors and Aeronautical Decision Making (ADM) Page 107, Subunit 6.6, Question 19: These edits clarify the answer explanation. 19. 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. Study Unit 8 Weather Services Page 136, Subunit 8.10: These edits remove references to the discontinued Flight Watch frequency, 122.0 MHz. 8.10 FLIGHT WATCH IN-FLIGHT WEATHER 1. Flight Watch Service Stations (FSSs) provides weather advisories on 122.0 122.2 MHz below FL 180. a. Generally, service is available from 6 a.m. to 10 p.m. local time. b. Flight Watch FSS provides information regarding actual weather and thunderstorm activity along a proposed route. 2. It is designed to be a continual exchange of information on winds, turbulence, visibility, icing, etc., between pilots and weather briefers. Page 150, Subunit 8.10, Question 52: These edits remove references to the discontinued Flight Watch frequency, 122.0 MHz. 8.10 Flight Watch In-Flight Weather 52. Below FL180, e En route weather advisories should be obtained from an FSS on A. 122.0 122.2 MHz. B. 122.1 MHz. C. 123.6 MHz. Answer (A) is correct. (AIM Para 7-1-5) DISCUSSION: Below FL 180, t To receive weather advisories along your route, you should contact Flight Watch Service on 122.0 122.2 MHz. Answer (B) is incorrect. The pilot-to-fss frequency used on duplex remote communication facilities is 122.1 MHz. Answer (C) is incorrect. The common FSS frequency for airport advisory service is 123.6 MHz.
Page 3 of 8 Study Unit 9 Sectional Charts and Airspace Page 161, Subunit 9.3, 2.: These edits remove references to the discontinued Flight Watch frequency, 122.0 MHz. 2. Flight Watch Service Stations (FSSs) specifically provides en route aircraft with current weather along their route of flight. a. Flight Watch is Services are available throughout the country on 122.0 122.2 MHz between 5,000 ft. MSL and 18,000 ft. MSL or frequencies listed on the Chart Supplement. b. The name of the nearest Flight Watch facility FSS is sometimes indicated in communications boxes. Page 162, Subunit 9.1, Question 4: These edits clarify the color description. 4. (Refer to Figure 22 on page 163.) The terrain elevation of the light tan (light colored) area between Minot (area 1) and Audubon Lake (area 2) varies from A. sea level to 2,000 feet MSL. B. 2,000 feet to 2,500 feet MSL. C. 2,000 feet to 2,700 feet MSL. Answer (B) is correct. (ACL) DISCUSSION: The requirement is the terrain elevation in the tan area between 1 and 2 in Fig. 22. The tan area indicates terrain between 2,000 ft. and 3,000 ft. The elevation contours on sectionals vary by 500-ft. increments. The 2,000-ft. contour line is located where the color changes from light green to light tan. Since there is no other contour line in the light tan area, the terrain elevation is between 2,000 ft. and 2,500 ft. MSL. Also, Poleschook Airport (halfway between 1 and 2) indicates an elevation above MSL of 2,245. Answer (A) is incorrect. The light tan area indicates terrain elevation from 2,000 ft. to 3,000 ft. MSL, not from sea level to 2,000 ft. MSL. Answer (C) is incorrect. Elevation contours vary by 500 ft., not 700 feet. Page 192, Subunit 9.1, Question 56: These edits were made so that the question stem correctly identifies a visible area. A question was removed from this study unit in our update dated January 2016, and thus all subsequent questions were renumbered accordingly. 56 55. (Refer to Figure 21 on page 193.) (Refer to area 4.) What hazards to aircraft may exist in restricted areas such as R-5302B R-5302A? A. Unusual, often invisible, hazards such as aerial gunnery or guided missiles. B. High volume of pilot training or an unusual type of aerial activity. C. Military training activities that necessitate acrobatic or abrupt flight maneuvers. Answer (A) is correct. (AIM Para 3-4-4) DISCUSSION: The question asks what may exist in restricted areas such as R-5302B R-5302A (Fig. 21). Restricted areas denote the existence of unusual, often invisible, hazards to aircraft, such as military firing, aerial gunnery, or guided missiles. Answer (B) is incorrect. A high volume of pilot training or an unusual type of aerial activity describes an alert area, not a restricted area. Answer (C) is incorrect. Military training activities that necessitate acrobatic or abrupt flight maneuvers are characteristic of MOAs, not restricted areas.
Page 4 of 8 Page 198, Subunit 9.3, Question 63: These edits remove references to the discontinued Flight Watch frequency, 122.0 MHz. A question was removed from this study unit in our update dated January 2016, and thus all subsequent questions were renumbered accordingly. 63 62. (Refer to Figure 22 on page 199.) On what frequency can a pilot receive Hazardous Inflight Weather Advisory Service (HIWAS) in the vicinity of area 1? A. 117.1 MHz. B. 118.0 MHz. C. 122.0 122.2 MHz. Answer (A) is correct. (ACL) DISCUSSION: On Fig. 22, 1 is on the upper left and the Minot VORTAC information box is 1 in. below 1. Availability of Hazardous Inflight Weather Advisory Service (HIWAS) will be indicated by a circle that contains an H, found in the upper right corner of a navigation frequency box. Note that the Minot VORTAC information box has such a symbol. Accordingly, a HIWAS can be obtained on the VOR frequency of 117.1. Notice the 1 before 17.1 is truncated by the excerpt. VOR frequencies all begin with a 1 so a 1 can be inferred. Answer (B) is incorrect. Ch 118 in the Minot VORTAC information box refers to the TACAN channel (the military equivalent of VOR/DME). Answer (C) is incorrect. The universal frequency for Flight Watch Service is 122.0 122.2 MHz. Page 206, Subunit 9.3, Questions 72 and 73: These edits remove references to the discontinued Flight Watch frequency, 122.0 MHz. A question was removed from this study unit in our update dated January 2016, and thus all subsequent questions were renumbered accordingly. 72 71. (Refer to Figure 27 on page 207.) (Refer to area 4.) The CTAF/UNICOM frequency at Jamestown Airport is A. 122.0 122.2 MHz. B. 123.0 MHz. C. 123.6 MHz. Answer (B) is correct. (ACL) DISCUSSION: The UNICOM frequency is printed in bold italics in the airport identifier. At Jamestown it is 123.0 MHz. The C next to it indicates it as the CTAF. Answer (A) is incorrect. The Flight Watch Service frequency is 122.0 122.2 MHz, not UNICOM. Answer (C) is incorrect. An FSS frequency is 123.6 MHz, not UNICOM. 73 72. (Refer to Figure 27 on page 207.) (Refer to area 5.) What is the CTAF/UNICOM frequency at Barnes County Airport? A. 122.0 122.2 MHz. B. 122.8 MHz. C. 123.6 MHz. Answer (B) is correct. (ACL) DISCUSSION: In Fig. 27, Barnes County Airport is to the east of area 5. The CTAF at Barnes County Airport is marked as the UNICOM frequency for the airport, i.e., 122.8. Answer (A) is incorrect. Flight Watch Service is 122.0 122.2 MHz. Answer (C) is incorrect. An FSS frequency is 123.6 MHz. Page 206, Subunit 9.3, Questions 73 and 74: The following questions were added due to a sample exam released by the FAA. All subsequent questions were renumbered accordingly. 73. Inbound to an airport with no tower or UNICOM in operation, a pilot should self-announce on MULTICOM A. 123.0. B. 122.9. C. 122.7. Answer (B) is correct. (AIM Para 4-1-9) DISCUSSION: A pilot should self-announce on MULTICOM 122.9 10 miles out, before entering downwind, base, and final and when leaving the runway. In addition, if inbound on a practice instrument approach, (s)he should selfannounce when departing the final approach fix (name) or when on the final approach segment inbound. Answer (A) is incorrect. A frequency of 123.0 is a UNICOM frequency, not a MULTICOM frequency. Answer (C) is incorrect. A frequency of 122.7 is a UNICOM frequency, not a MULTICOM frequency.
Page 5 of 8 74. Inbound to an airport with no tower or UNICOM in operation, a pilot should self-announce on MULTICOM A. 20 miles out. B. 10 miles out. C. 5 miles out. Answer (B) is correct. (AIM Para 4-1-9) DISCUSSION: Pilots of aircraft inbound to an airport with no tower or UNICOM should self-announce on MULTICOM 10 miles out. Answer (A) is incorrect. Inbound aircraft should selfannounce on MULTICOM 122.9 10 miles out, not 20 miles out. Answer (C) is incorrect. Inbound aircraft should selfannounce on MULTICOM 122.9 10 miles out, not 5 miles out. Study Unit 11 Airplanes and Aerodynamics Page 270, Subunit 11.1, Question 6: This edit clarifies an answer choice. 6. Which statement is true concerning primary flight controls? A. The effectiveness of each control surface increases with speed because there is more airflow over them. B. Only when all three primary flight controls move in sequence do the airflow and pressure distribution change over and around the airfoil. C. Primary flight controls include ailerons, rudder, elevator, and trim systems. Answer (A) is correct. (PHAK Chap 5) DISCUSSION: Rudder, aileron, and elevator effectiveness increase with speed because there is more airflow over the surface of the control device. Answer (B) is incorrect. Movement of any primary flight control surfaces changes the airflow and pressure distribution over and around the airfoil. Answer (C) is incorrect. The primary flight controls do not include trim systems; these are considered secondary flight controls. Study Unit 12 Airplane Instruments Page 298, Subunit 12.8, Question 51: This question was removed because the question stem does not provide enough information to answer the question. Subsequent questions were renumbered accordingly. 51. (Refer to Figure 6 above.) The heading indicator operates off of A. DC voltage. B. AC voltage. C. vacuum. Answer (C) is correct. (PHAK Chap 7) DISCUSSION: The heading indicator operates off of vacuum from the engine-driven vacuum pump (also known as a suction pump). Answer (A) is incorrect. The turn coordinator requires DC voltage. Answer (B) is incorrect. AC voltage is found on larger aircraft, not on small airplanes. The heading indicator illustrated operates off of the aircraft's engine-driven vacuum pump. Study Unit 13 Airplane Engines and Systems Page 304, Subunit 13.13: A new subunit was added to address cold weather conditions. 3.13 COLD WEATHER ATTENTION 1. During cold weather conditions, special attention is required when performing a preflight inspection. a. The crankcase breather lines may become clogged with ice. When the crankcase vapor cools, it may condense in the breather lines and subsequently freeze, causing a clogged condition.
Page 314, Subunit 13.13, Question 52: A new question was added due to an FAA sample exam release. 52. During preflight in cold weather, crankcase breather lines should receive special attention because they are susceptible to being clogged by A. congealed oil from the crankcase. B. moisture from the outside air which has frozen. C. ice from crankcase vapors that have condensed and subsequently frozen. Page 6 of 8 Answer (C) is correct. (AC 91-13C) DISCUSSION: Frozen crankcase breather lines prevent oil from circulating adequately in the engine and may even result in broken oil lines or oil being pumped out of the crankcase. Accordingly, you must always visually inspect to make sure that the crankcase breather lines are free of ice. The ice may have formed as a result of the crankcase vapors freezing in the lines after the engine has been turned off. Answer (A) is incorrect. Oil in the crankcase virtually never gets into the breather lines but rather remains in the bottom of the crankcase. Answer (B) is incorrect. Very cold outside air has a low moisture content. Study Unit 14 Airplane Performance and Weight and Balance Page 338, Subunit 14.8, Question 33: This edit corrects the outside air temperature standard (and math accordingly). 33. (Refer to Figure 38 on page 339.) Determine the total distance required to land. OAT................................ Std Pressure altitude.................. 10,000 ft Weight........................... 2,400 lb Wind component..................... Calm Obstacle............................ 50 ft A. 750 feet. B. 1,925 feet. C. 1,450 feet. Answer (B) is correct. (PHAK Chap 10) DISCUSSION: The landing distance graphs are very similar to the takeoff distance graphs. Begin with the pressure altitude line of 10,000 ft. and the intersection with the standard temperature line which begins at 20 15 C and slopes up and to the left; i.e., standard temperature decreases as pressure altitude increases. Then move horizontally to the right to the first reference line. Proceed parallel to the closest guideline to 2,400 pounds. Proceed horizontally to the right to the second reference line. Since the wind is calm, proceed horizontally to the third reference line. Given a 50-ft. obstacle, proceed parallel to the closest guideline to the right margin to determine a distance of approximately 1,900 1,925 feet. Answer (A) is incorrect. This amount is t The total distance required to land with a 30-kt. headwind, not a calm wind, and without an obstacle, not with a 50-ft. obstacle, is 750 feet. Answer (C) is incorrect. This amount is t The approximate total distance required to land at a pressure altitude of 2,000 ft., not 10,000 ft., and a weight of 2,300 lb., not 2,400 pounds, is 1,450 ft.
Page 7 of 8 Page 346, Subunit 14.10, Question 50: This edit corrects a mathematical error in the answer explanation. 50. (Refer to Figure 35 on page 347.) Calculate the moment of the airplane and determine which category is applicable. WEIGHT (LB) MOM/1000 Empty weight 1,350 51.5 Pilot and front passenger 310 --- Rear passengers 96 --- Fuel, 38 gal. --- --- Oil, 8 qt. --- -0.2 A. 79.2, utility category. B. 80.8, utility category. C. 81.2, normal category. Answer (B) is correct. (PHAK Chap 9) DISCUSSION: First, total the weight and get 1,999 pounds. Note that the 38 gal. of fuel weighs 228 lb. (38 gal. 6 lb./gal.). Find the moments for the pilot and front seat passengers, rear passengers, and fuel by using the loading graph in Fig. 35. Find the oil weight and moment by consulting Note (2) on Fig. 35. It is 15 lb. and 0.2 moments. Total the moments as shown in the schedule below. Now refer to the center of gravity moment envelope. Find the gross weight of 1,999 lb. on the vertical scale, and move horizontally across the chart until intersecting the vertical line that represents the 80.8 moment. Note that a moment of 80.8 lb.-in. falls into the utility category envelope. Weight Moment/1000 Empty weight 1,350 51.5 Pilot and front seat passenger 310 11.5 Rear passengers 96 7.0 6.7 Fuel (38 gal. 6 lb./gal.) 228 11.0 11.3 Oil 15 0.2 1,999 80.8 Answer (A) is incorrect. This amount A moment of 79.2 lb.-in. is 1.6 less than the correct moment of 80.8 lb.-in. Answer (C) is incorrect. The moment of the oil must be subtracted, not added.
Page 348, Subunit 14.11, Question 54: These edits clarify the answer explanation. 54. (Refer to Figure 33 on page 349 and Figure 34 on page 349.) With the airplane loaded as follows, what action can be taken to balance the airplane? Front seat occupants................. 411 lb Rear seat occupants................. 100 lb Main wing tanks..................... 44 gal A. Fill the auxiliary wing tanks. B. Add a 100-pound weight to the baggage compartment. C. Transfer 10 gallons of fuel from the main tanks to the auxilliary tanks. Page 8 of 8 Answer (B) is correct. (PHAK Chap 9) DISCUSSION: You need to calculate the weight and moment of the loaded airplane. The weight of the empty plane, including oil, is 2,015 lb., with and it has a moment of 1,554. The 411 lb. in the front seats has a total moment of 349.35 [411 85 (ARM) = 34,935 100 = 349.35]. The rear seat occupants have a weight of 100 lb. and a moment of 121.0 [100 121 (ARM) = 12,100 100 = 121.0]. The fuel weight is given on the chart as 264 lb. with a moment of 198. Weight Moment/100 Empty weight 2,015 1,554.00 Front seat 411 349.35 Rear seat 100 121.00 Fuel 264 198.00 Loaded airplane 2,790 2,222.35 On the Fig. 34 chart, the minimum acceptable moment/100 range for 2,790 lb. is 2,243 to 2,374. Thus, the CG of 2,222.35 is forward of the acceptable moment/100 range. Evaluate A, B, and C to see which puts the CG within limits. Weight Moment/100 A +114 +107 B +100 +140 C +60 +56 60 45 0 +11 Loaded airplane 2,790 2,222.35 Baggage 100 140.00 New loaded airplane 2,890 2,362.35 This answer choice is correct because, a At 2,890 lb. (2,790 + 100), and a moment/100 of 2,362.35 (2,222.35 + 140) is over the minimum, the new loaded airplane is within the acceptable moment/100 range of 2,354 to 2,452. Answer (A) is incorrect. At 2,904 lb. (2,790 + 114), the calculated and a moment/100 of 2,329.35 (2,222.35 + 107) does not reach the minimum required, the new loaded airplane is forward of the acceptable moment/100 range of 2,370 to 2,463 for that weight. Weight Moment/100 Loaded airplane 2,790 2,222.35 Fill aux wing tanks 114 107.00 New loaded airplane 2,904 2,329.35 Answer (C) is incorrect. At 2,790 lb., an increase of 11 (2,790 + 0) and a moment/100 of 2,233.35 (2,222.35 + 11), the new loaded airplane is forward of the acceptable moment/100 does not reach the minimum range of 2,243 to 2,374. Weight Moment/100 Loaded airplane 2,790 2,222.35 Transfer 10 gallons 0 11.00 New loaded airplane 2,790 2,233.35