Pilot Knowledge Test Mistakes

(Correct answers to questions I guessed wrong)

· Elevation – the height of someplace on the ground relative to sea level.

· Altitude – the height of something above the ground.

o True altitude is Mean Sea Level (MSL), like reported by a GPS or on a chart.

o Absolute altitude is Above Ground Level (AGL) – which means a true altitude adjusted for the elevation of the ground.

o Pressure altitude as displayed on an altimeter (AKA, indicated altitude) is calibrated to a standard, and is only proportional to the barometric pressure.

§ +1 inch of barometric pressure affect pressure altitude proportionally by +1000 ft.

§ True altitude is what you keep an eye on to interact with maps of things on the ground, like runways and mountains.

§ When you last parked your aircraft it had the current barometric pressure dialed in and indicated the correct airport altitude. Then when you came back a few days later with a different barometric pressure, you notice the altimeter indicates a different altitude accordingly! So, dialing in the barometric pressure correctly, adjusts the indicated altitude back to the correct airport altitude. Imagine that!

§ Flying at a constant pressure altitude follows a pressure layer in the atmosphere.

§ Flying cross-country requires you to regularly adjust your altimeter to the regional barometric pressure so your altimeter indicates the accurate altitude.

o Density altitude is calibrated to the pressure altitude, and is adjusted proportional to the temperature.

§ Density altitude is what you keep an eye on to interact with things in the air, like your engine and airfoil performance, and your ability to breath.

§ Flying at a constant density altitude follows a temperature layer in the atmosphere.

§ When flying you must frequently adjust your density altitude to the pressure altitude AND the outside (ambient) air temperature (AOT).

o Air at a higher temperature has a lower air density, so things in the air act like they are at a higher altitude. That means that engines, airfoils, and lungs experience degraded performance as if flying at a higher altitude, and an aircraft will suffer lower power, thrust, and lift; as well as longer takeoffs and occupants will be at higher risk of hypoxia at lower indicated altitude (as if you actually were at a higher altitude).

o IOW, effectual altitude will be higher than indicated altitude when warmer.

o Yikes!

o And, flying in a lower barometric pressure area without adjusting the altimeter accordingly indicates a higher altitude than is actually the case, and puts you at risk of unknowingly striking the ground or obstacles.

o IOW, true altitude will be lower than un-calibrated indicated altitude when pressure drops.

o Yikes!

o So that means, in OAT temperatures above standard; the Density Altitude has a similar effect as a dangerously high altitude. And with barometric pressures below what is dialed in on the altimeter, the Pressure Altitude has a similar effect as a dangerously low altitude.

o In other words, a higher temperature will cause a density altitude to indicate an incorrectly low altitude, and lower pressure will cause an altimeter to indicate an incorrectly high altitude.

o BTW, standard temperature is 59° F, barometric pressure is 29.92, and elevation is sea level.

· Warm, moist, stable air, flowing upslope produces stratus clouds.

· Steady rain before a front will be stratus clouds with little or no turbulence.

· With high TAS, retreating blade stall follows high weight, high density, and turbulent air.

· Floor of Class E airspace is 1,200 AGL, so MSL would be that plus the elevation of the ground there.

· Turning from north or south, a magnetic compass will temporarily indicate a sharper turn than actual.

· Class E airspace less than 700 feet AGL requires 3-mile visibility and stay clear of clouds.

· Minimum visibility for LAHSO is 3 statute miles.

· ADS-B is required flying over Class C airspace, and below 10,000 feet MSL.

· Temperature drops about 5.4°/1,000 feet, and dewpoint drops at 1°/1,000 feet. So clouds form at (surface temp – dewpoint = spread) / (5.4 – 1 = 4.4) above surface. So for example, a surface of 1,000 MSL, temp of 70°, dewpoint of 48, clouds base will be (70 - 48 = 22) / (4.4) * 1000 + 1000 = 6,000 MSL.

· Emergency radio frequency is 121.5.

· Special Awareness Training is required before flying within 60 nm of Washington DC VOR/DME under VFR. Within 30 nm enters the SFRA and has additional requirements. Further in, within the FRZ you may consider it completely prohibited! If you need to fly anywhere near Washington DC, forget it; or research it; because there all kinds of restrictions and requirements, and they are subject to change at any time. And violation of these restriction are very serious.

· Land radiation on a clear, still night frequently causes temperature inversions.

· Emergency Locator Transmitter transmits on 406 MHz (newer) or 121.5/243.0 MHz (older).

· To find distance to land over a 50-ft obstacle.

o Note that the given altitude might be between given values.

o Simply interpolate between them.

o And then subtract 10% for each 4 knots.

· An accident must be reported to NTSB field office within 10 days.

· Lower octane fuel will burn hotter because it may lead to knocking, which causes higher heat.

· General subjects of FAA advisory Circulars are:

o 20 – Aircraft

o 60 – Airmen

o 70 – Airspace

o 90 – Air Traffic

· Significant Weather Advisory Charts are for planning only, giving an overview of weather below 24K MSL, showing areas to avoid, like freezing and turbulence.

· Airspace clearances:

o Always, except what follows below – 3-sm visibility, 1K’ above, 1/2K’ below, 2K’ beside clouds (3mv, 1ka, ½kb, 2ks)

o B – 3-sm visibility and just stay out of the clouds (3mv)

o E, > 10K’ MSL and G, > 1,200’ AGL or > 10K’ MSL – 5-sm visibility, 1K’ above, 1K’ below, 1-sm’ beside clouds (5mv, 1ka, 1kb, 1ms)

o G, day & > 1,200’ (1mv, 1ka, ½kb, 2ks) or day & < 1,200’ – (1smv) and just stay out of the clouds (1). HOWEVER, Light-Sport Pilots cannot fly in less than 3-sm visibility. So this should actually be (3mv) and stay out of the clouds!

· METAR wind directions are given in true degrees.

· Converting true to mag course, subtract easterly variation and left wind correction.

· Converting mag to true course, add easterly variation and left wind correction.

· Convective sea-breeze is cool, dense air moving inland from over the water.

· Steam fog causes hazards of low turbulence and icing.

· Preflight activity should include an alternate course of action if the flight cannot be completed as planned.

· Winds Aloft Forecasts report units of True Direction and Knots.

· Desk weather advisories given in TRUE degrees, and in-flight weather advisories given in MAGNETIC degrees.

· FSS provides assistance during an emergency, pre-flight and weather briefings, traffic advisories, etc.

· Drug conviction gets you a suspension or revocation of all licenses and endorsements.

· Wind direction indicates where it came from, and aircraft heading indicates where it is going.

· Lower-Level Inversion w/High Humidity causes calm air, poor visibility, and fog, haze, or low clouds.

· Height does not affect AOA stall.

· Compass will point opposite temporarily from N/S heading to E/W.

· In-flight weather advisories show freezing levels and icing aloft for planning.

· To change high intensity runway lights to medium, click 7 times, and then 5 more times.

· To calculate Density Altitude, add baro correction factor to indicated altitude, find slope of PA on graph, find point at vertical intersection of temp on PA slope, then find value horizontally from point.

· The Turn Coordinator indicates roll and yaw in a banked turn.