Airline Transport Pilot

2023
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 Airline Transport Pilot

2023
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Study and prepare for your pilot and
aircraft dispatcher FAA Knowledge Exams
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Airline Transport Pilot Test Prep About the Contributors
2023 Edition
Jackie Spanitz
Aviation Supplies & Academics, Inc. General Manager
7005 132nd Place SE Aviation Supplies & Academics, Inc.
Newcastle, Washington 98059
As ASA General Manager, Jackie Spanitz oversees
[email protected] | 425.235.1500 | asa2fly.com
maintenance and development of more than 1,000 titles
and pilot supplies in the ASA product line. Ms. Spanitz
© 2022 Aviation Supplies & Academics, Inc.
has worked with airman training and testing for more than
25 years, including participation in the Airman Certifica-
Visit asa2fly.com/TPATP for additional information and
tion Standards (ACS) development committees. Jackie
resources related to this book.
holds a Bachelor of Science in Aviation Technology from
Western Michigan University, a Master of Science from
Sample Federal Aviation Administration (FAA) ques-
Embry-Riddle Aeronautical University, and Instructor and
tions herein contain information as of: September 2022.
Commercial Pilot certificates. She is the author of Guide

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Stay informed of changes since the book was printed:
to the Flight Review, and the technical editor for ASA’s
asa2fly.com/testupdate
Test Prep and FAR/AIM series.
None of the material in this publication supersedes
any documents, procedures or regulations issued by the
Federal Aviation Administration. Andrea Georgio
Aviation Supplies & Academics, Inc. (ASA), assumes Associate Professor

of the information contained herein.

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ASA-TPP-ATP-23
Softcover book plus software download
ISBN 978-1-64425-254-3
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no responsibility for any errors or omissions. Neither is
any liability assumed for damages resulting from the use
Middle Tennessee State University (MTSU)
Andrea Georgiou is an associate professor and the flight
dispatch coordinator in the MTSU Aerospace depart-
ment. She earned a B.S. in Aerospace and Master of
Aerospace Education from MTSU and a PhD in General
Psychology from Capella University. Dr. Georgiou holds
an FAA Aircraft Dispatch Certificate and a Private Pilot
Certificate. She serves as an honors faculty member
and teaches a wide range of undergraduate and gradu-
ate courses including flight dispatch, aviation laws and
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Printed in the United States of America

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2023 2022 5 4 3 2 1 industry leader in the development and sale of aviation
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Contents
Instructions Navigation Equipment......................................... 2 – 18
Updates and Practice Tests.........................................v Horizontal Situation Indicator (HSI)..................... 2 – 23
Introduction.................................................................vi Global Navigation................................................ 2 – 29
Description of the Tests............................................. vii Approach Systems.............................................. 2 – 30
Knowledge Test Registration................................. viii GPS..................................................................... 2 – 37
Knowledge Test Eligibility...................................... viii Automatic Dependent Surveillance –
Acceptable Materials...............................................ix Broadcast (ADS-B)....................................... 2 – 43
Testing Procedures for Applicants Airport Lighting and Marking............................... 2 – 44
Requesting Special Accommodations................ix Approach Lighting................................................ 2 – 54
Test Reports.............................................................x
Retesting Procedures...............................................x

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Chapter 3 Aerodynamics
Cheating or Other Unauthorized Conduct................x
Test-Taking Tips...................................................... xii Lift and Drag.......................................................... 3 – 3
ATP Certificate Eligibility Requirements .................. xiii Critical Engine and VMC ........................................ 3 – 8
Knowledge Exam References.................................. xiv Maneuvering Flight.............................................. 3 – 10
Stability................................................................ 3 – 13

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Acronyms...................................................................xv
ASA Test Prep Layout............................................. xviii

Chapter 1 Regulations
Applicable Regulations.......................................... 1 – 3
The ATP Certificate............................................... 1 – 3
Flight Engineer Requirements............................... 1 – 8
Flight Attendants.................................................... 1 – 9
High Speed Flight................................................ 3 – 15
Primary Flight Controls........................................ 3 – 18
Tabs..................................................................... 3 – 23
High-Lift Devices................................................. 3 – 25
Helicopter Aerodynamics..................................... 3 – 27

Chapter 4 Performance
Engine Performance.............................................. 4 – 3
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Experience and Training Requirements............... 1 – 10
Part 135 Flight Crew Requirements.................... 1 – 17 Helicopter Systems................................................ 4 – 9
Flight Crew Duty Time Limits............................... 1 – 25 Takeoff Performance Terminology....................... 4 – 10
Flight Duty Periods........................................... 1 – 26 Calculating V-Speeds.......................................... 4 – 15
Dispatching and Flight Release........................... 1 – 35 CRJ200 V-Speeds............................................ 4 – 15
Fuel Requirements.............................................. 1 – 44 Q400 V-Speeds................................................ 4 – 15
Carriage of Passengers and Cargo..................... 1 – 47 Transport Aircraft 2 V-Speeds........................... 4 – 15
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Part 135 Carriage of Passengers and Transport Aircraft 1 V-Speeds........................... 4 – 16

Cargo Requirements.................................... 1 – 52 Calculating Takeoff Power................................... 4 – 20
Emergency Equipment and Operations............... 1 – 55 CRJ200 Takeoff Thrust Settings ...................... 4 – 20
Part 135 Oxygen Requirements.......................... 1 – 67 Q400 Takeoff Power ........................................ 4 – 20
National Transportation Safety Board (NTSB)..... 1 – 71 Transport Aircraft 2 Takeoff EPR...................... 4 – 20
Part 135 Regulations........................................... 1 – 73 Climb Performance.............................................. 4 – 22
Helicopter Regulations........................................ 1 – 89 CRJ200 Performance Tables ........................... 4 – 22
Q400 Performance Tables ............................... 4 – 23
Q400 Climb and Cruise Power Tables ............. 4 – 23
Chapter 2 Equipment, Navigation, Transport Aircraft 2 Climb Performance
and Facilities Tables........................................................... 4 – 23
Inoperative Equipment........................................... 2 – 3 Transport Aircraft 2 Climb and Cruise
Pitot-Static Instruments......................................... 2 – 4 Power Tables................................................ 4 – 23
Electronic Flight Instruments............................... 2 – 10 Cruise Performance............................................. 4 – 29
Safety of Flight Equipment.................................. 2 – 12 Landing Considerations....................................... 4 – 30
Communications.................................................. 2 – 17 Landing Performance Tables and Graphs........... 4 – 34

Airline Transport Pilot Test Prep ASA iii

Miscellaneous Performance................................ 4 – 37 Chapter 7 Emergencies, Hazards,
Engine-Out Procedures....................................... 4 – 41 and Flight Physiology
C208 Aircraft Performance.................................. 4 – 46 Flight Emergencies and Hazards.......................... 7 – 3
Cessna 208 Performance Tables......................... 4 – 53 Flight Physiology................................................. 7 – 11
Commuter Aircraft Performance.......................... 4 – 56
Helicopter Performance....................................... 4 – 70
Flight Planning Graphs and Tables...................... 4 – 78 Chapter 8 Meteorology and Weather
Typical Flight Logs............................................... 4 – 83 Services
Computation of Temperature The Atmosphere.................................................... 8 – 3
at Cruise Altitude ......................................... 4 – 83 Weather Systems.................................................. 8 – 8
Computation of True Airspeed Stability and Instability of Air................................ 8 – 11
Using Mach Number.................................... 4 – 83 Fog and Rain....................................................... 8 – 15
Specific Range................................................. 4 – 84 Thunderstorms.................................................... 8 – 18

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Wind Shear.......................................................... 8 – 22
Frost and Ice........................................................ 8 – 29
Chapter 5 Weight and Balance
Icing.................................................................. 8 – 29
Center of Gravity Computation.............................. 5 – 3 Hazards of Structural Icing............................... 8 – 30
Stabilizer Trim Setting............................................ 5 – 7 Frost Formation................................................ 8 – 31
Changing Loading Conditions............................... 5 – 8

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C208 Weight and Balance................................... 5 – 12
Commuter Aircraft Weight and Balance.............. 5 – 13
Helicopter Weight and Balance........................... 5 – 24
Helicopter Weight and Balance: CG Shifts.......... 5 – 25
Helicopter Weight and Balance: Load Limits....... 5 – 27
Helicopter Weight and Balance: Lateral CG........ 5 – 29
Floor Loading Limits............................................ 5 – 30
Turbulence........................................................... 8 – 38
Arctic and Tropical Weather Hazards................... 8 – 42
Aviation Routine Weather Report (METAR)......... 8 – 43
The Terminal Aerodrome Forecast (TAF)............ 8 – 47
Enroute Forecasts............................................... 8 – 48
Surface Analysis and Constant Pressure
Charts........................................................... 8 – 51
Reports and Forecasts of Hazardous Weather... 8 – 53
PIREPs................................................................ 8 – 56
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Chapter 6 Flight Operations
Airspace................................................................. 6 – 3 Cross References
NOTAMs (Notices to Air Missions)....................... 6 – 13 A: Question Number and Page Number.............. A – 1
Flight Plans.......................................................... 6 – 14 B: Airman Knowledge Test Report
Alternate Airport Planning................................... 6 – 17 Codes and Question Numbers................... B – 1
ATC Clearances................................................... 6 – 21
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Takeoff Procedures.............................................. 6 – 26
Instrument Approaches....................................... 6 – 28 FAA Figures
Landing................................................................ 6 – 36 Airman Knowledge Testing Supplement for
Communications.................................................. 6 – 39 Airline Transport Pilot and Aircraft Dispatcher
Speed Adjustments............................................. 6 – 42 (FAA-CT-8080-7D)
Holding................................................................ 6 – 44
Charts.................................................................. 6 – 50

iv ASA Airline Transport Pilot Test Prep

Updates and Practice Tests

Free Test Updates for the One-Year Life Cycle of Test Prep Books
The FAA modifies tests as needed throughout the year. ASA keeps abreast of changes to the tests and
posts free Test Updates on the ASA website. Before taking your test, be certain you have the most cur-
rent information by visiting the ASA Test Updates webpage: asa2fly.com/testupdate. Additionally, sign
up for free email notifications, which are sent when new Test Updates are available.

We Invite Your Feedback

After you take your FAA exam, let us know how you did. Were you prepared? Did ASA’s products meet
your needs and exceed your expectations? We want to continue to improve these products to ensure

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applicants are prepared and become safe aviators. Send your feedback to: [email protected].

prepware.com
See inside front cover
for FREE account!
PL Helping you practice for written exams.
As the experts in FAA Knowledge Exam preparation, we want you to
have the confidence needed before heading to the testing center,
and help eliminate the hassle and expense of retaking exams.
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> Realistic Test Simulation > Performance Graphs > Gain Confidence > Succeed
Test questions and time Review how you did, track Go into your exam fully Pass your exam,
allowed replicate the your performance and prepared after practicing achieve your goals,
official FAA exam review explanations for the up to 5 simulated tests and set new ones
questions you missed

Remote Pilot • Sport Pilot • Private Pilot • Instrument Rating • Commercial Pilot • Flight Instructor • Ground Instructor
Fundamentals of Instructing • Flight Engineer • Airline Transport Pilot • Aviation Mechanic General • Airframe • Powerplant
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Practice tests are also available as an app! asa2fly.com/apps

Airline Transport Pilot Test Prep ASA v

Introduction
Welcome to the Aviation Supplies & Academics, Inc., (ASA) Test Prep Series. This series has been helping
pilots prepare for the FAA Knowledge Tests for more than 60 years with great success. We are confident
that with proper use of this book you will score very well on any of the Airline Transport Pilot tests.
Begin your studies with a classroom or home-study ground school course, which will involve reading
a comprehensive textbook. Visit the Reader Resources for this Test Prep (asa2fly.com/TPATP) and
become familiar with the FAA guidance materials available for the certification exam. Then use this Test
Prep to prepare for your exam: read the question, select your choice for the correct answer, and then
read the explanation. Use the references that conclude each explanation to identify additional resources
for further study of a subject. Upon completion of your studies, take practice tests at prepware.com (see
inside the front cover for your activation code).
The questions in this book have been arranged into chapters based on subject matter to promote better

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understanding, aid recall, and provide a more efficient study guide. Place emphasis on questions most
likely to be included in your test (identified by the aircraft category above each question). For example,
a pilot preparing for the ATP Multi-engine test would focus on the questions marked “ALL” and “ATM”; a
pilot preparing for the ATP Single-engine test would focus on the questions marked “ALL” and “ATS”; a
pilot preparing for the ATP Helicopter (135) test would focus on the questions marked “ALL” and “RTC”;

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and candidates for the Dispatcher certificate would focus on the questions marked “ALL” and “ADX.”
Prior to taking an FAA Airman Knowledge Test, all applicants must establish an FAA Tracking Number
(FTN) by creating a profile in the Integrated Airman Certification and Rating Application (IACRA) system
at iacra.faa.gov. Then visit faa.psiexams.com to register for your exam and take FAA-created practice
tests to become familiar with the computer testing platform.
It is important to answer every question assigned on your FAA Knowledge Test. If in their ongoing
review, the FAA decides a question has no correct answer, is no longer applicable, or is otherwise defec-
tive, your answer will be marked correct no matter which one you chose. However, you will not be given
the automatic credit if you have not marked an answer. Unlike some other exams you may have taken,
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there is no penalty for guessing in this instance.
The FAA exams are “closed tests” which means the exact database of questions is not available to the
public. The question and answer choices in this book are based on our extensive history and experience
with the FAA testing and airman certification process. You might see similarly worded questions on your
official FAA exam, or answer stems might be rearranged from the order you see in this book. Therefore,
be sure to fully understand the intent of each question and corresponding answer while studying, rather
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than memorizing the letter associated with the correct response. You may be asked a question that has
unfamiliar wording; studying and understanding the information in this book and the associated refer-
ences will give you the tools to answer question variations with confidence.

If your study leads you to question an answer The FAA appreciates testing experience feedback.
choice, we recommend you seek the assistance You can contact them at:
of a local instructor. We welcome your questions, Federal Aviation Administration
recommendations, and concerns—send them to: AFS-630, Airman Testing Standards Branch
Aviation Supplies & Academics, Inc. PO Box 25082
7005 132nd Place SE Oklahoma City, OK 73125
Newcastle, WA 98059-3153 Email: [email protected]
Voice: 425.235.1500 Fax: 425.235.0128
Email: [email protected] Website: asa2fly.com

vi ASA Airline Transport Pilot Test Prep

Description of the Tests
The FAA Knowledge Exam is an objective, multiple choice test. Each question can be answered by one
of the three choices. Each test question is independent of the others—a correct response to one question
does not depend on the correct response to another. You must score at least 70 percent to pass the test.
The FAA Knowledge Exams are designed to test your knowledge in many subject areas. If you are
pursuing an airline transport pilot certificate or added rating, you should review the appropriate sections
of 14 CFR Part 61 for the specific knowledge areas on each test. Those taking the ATM or “ATP–Airline
Transport Pilot Multi-engine” exam will be tested on Part 121 as one of the knowledge areas. Those
taking the ATS or “ATP–Airline Transport Pilot Single-engine” exam will be tested on Part 135 as one of
the knowledge areas.
An applicant for an Aircraft Dispatcher Certificate should review the appropriate sections of 14 CFR Part
65 for the specific knowledge areas on the test. The applicant will be tested on Part 121 as one of the

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knowledge areas. If Part 135 commuter operators (as defined in DOT Part 298) are required to have
aircraft dispatchers in the future, Part 135 questions will be added to the test. The aircraft dispatcher
applicant is not required to have the flying skills of an airline transport pilot but is expected to have the
same knowledge.
If it’s been more than 24 months since you took the initial ATP FAA Knowledge Exam, we recommend

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that you prepare for the Add-On test using the “ATP Single-engine” or “ATP–Helictoper (Part 135)” test.
This will better prepare you for all questions that may be included on your add-on test.
The table below lists the number of questions and the allotted time for each test. Each question in
this book is preceded by a category. Use these categories to study the content that may appear on your
test. Study all the questions first, then refer to the following table, placing emphasis on those questions
most likely to be included on your test (identified by the test prep category above each question number).

Test Test Name Test Prep Number of Min. Allotted

Code Study Questions Age Time (hrs)
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ADX Aircraft Dispatcher ALL, ADX 80 21 3.5
ATM ATP Multi-engine Airplane ALL, ATM 125 18 or 21 4.0
ATS ATP Single-engine Airplane ALL, ATS 90 21 3.0
(Part 135)
ATH ATP–Helicopter (Part 135) ALL, RTC 80 21 3.0
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ARH ATP–Helicopter–Added Rating ALL, RTC 50 21 2.5

(Part 135)*
ACM ATP Canadian Conversion ME** ALL, ATM 60 23 2.5
ASC ATP Canadian Conversion SE** ALL, ATS 40 23 2.0
ACH ATP Canadian Conversion– ALL, RTC 40 23 2.0
Helicopter**
* This test focuses on U.S. regulations, procedures, and operations.

Note: All applicants transitioning from ATP airplane and/or helicopter need to take the additional knowl-
edge test. For example, an applicant adding a helicopter rating to an existing ATP airplane certificate
will need to take the 50-question add-on test.

Airline Transport Pilot Test Prep ASA vii

Knowledge Test Registration
The FAA testing provider authorizes hundreds of test center locations that offer a full range of airman
knowledge tests. For information on authorized testing centers and to register for the knowledge test,
visit faa.psiexams.com.
When you contact a knowledge testing center, be prepared to select a test date and make payment.
You may register for test(s) several weeks in advance online or by phone, and you may cancel in accor-
dance with the testing center’s cancellation policy.
Regardless of your registration method, you will need an FAA Tracking Number (FTN) prior to reg-
istering for the FAA Airman Knowledge Test. This FTN will follow you throughout your aviation career.
You will obtain your FTN as part of the test registration process, by creating a profile in the Integrated
Airman Certificate and Rating Application (IACRA) system at iacra.faa.gov/IACRA. This FTN will be
printed on your Airman Knowledge Test Report (AKTR).

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The test registration process includes collection of this information: name, FTN, physical address,
date of birth, email address, photo identification, phone number, test authorization (credentials for an
individual, such as a graduation certificate for an authorized ATP certification training program [CTP]),
and previous number of test attempts.
Step 1: Create a profile using the IACRA system and login to obtain your FTN.

PSI Services LLC

844-704-1487 or [email protected]
faa.psiexams.com

Knowledge Test Eligibility

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Step 2: Register for your knowledge test with PSI by phone or online.

For more information, contact:

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When you take your FAA Knowledge Test, you will be required to show proper identification. The ATP
and dispatcher tests do not require instructor endorsements or other form of written authorization, except
in the case of retesting (see Retesting Procedures).
An applicant taking the ATM test must present a graduation certificate that shows completion of an
ATP Certification Training Program (CTP) described in 14 CFR §61.156. A graduation certificate must
contain the following information in order to be considered valid:
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1. The full name, address, and FAA certificate number of the training provider authorized to conduct
the course.
2. The full name, FAA pilot certificate number, and address of the graduate.
3. The following statement: “The applicant named above has successfully completed the airline transport
pilot Certification Training Program as required by §61.156, and therefore has met the prerequisite
required by §61.35(a)(2) for the airline transport pilot airplane knowledge test.”
4. The date of issuance.
5. The signature of the authorized instructor who completed the academic portion of the course.
6. A sequential number on the certificate starting with the first four identifiers of the training provider’s
certificate number.

viii ASA Airline Transport Pilot Test Prep

Acceptable Materials
The applicant may use test aids and materials within the guidelines listed below during the test, if actual
test questions or answers are not revealed.
Acceptable Materials Unacceptable Materials Notes
Supplement book provided by Written materials that are hand- Testing centers may provide
proctor. written, printed, or electronic. calculators and/or deny the use
of personal calculators.
All models of aviation-oriented calcu- Electronic calculators incorpo- Test proctor may prohibit the
lators or small electronic calculators rating permanent or continuous use of your calculator if he or
that perform only arithmetic functions. type memory circuits without she is unable to determine the
erasure capability. calculator’s erasure capability.

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Calculators with simple programma- Magnetic cards, magnetic Printouts of data must be sur-
ble memories, which allow addition tapes, modules, computer rendered at the completion of
to, subtraction from, or retrieval of chips, or any other device upon the test if the calculator incorpo-
one number from the memory; or which pre-written programs or rates this design feature.
simple functions, such as square root information related to the test
and percentages. can be stored and retrieved.

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Scales, straight-edges, protractors,
plotters, navigation computers, blank
log sheets, holding pattern entry aids,
and electronic or mechanical calcu-
lators that are directly related to the
test.
Dictionaries.

Manufacturer’s permanently inscribed Any booklet or manual contain-

Before, and upon completion of
the test, while in the presence of
the test proctor, actuate the ON/
OFF switch or RESET button,
and perform any other function
that ensures erasure of any data
stored in memory circuits.
Test proctor makes the final
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instructions on the front and back of ing instructions related to use of determination regarding aids,
such aids, such as formulas, conver- test aids. reference materials, and test
sions, regulations, signals, weather materials.
data, holding pattern diagrams,
frequencies, weight and balance
formulas, and ATC procedures.
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Testing Procedures for Applicants Requesting Special

Accommodations
If you are an applicant with a learning or reading disability, you may request approval from the local FAA
office to take an airman knowledge test, using the special accommodations procedures outlined in the
most current version of FAA Order 8080.6 Conduct of Airman Knowledge Tests.
Prior to approval of any option, the FAA Aviation Safety Inspector must advise you of the regulatory
certification requirement of being able to read, write, speak, and understand the English language.

Airline Transport Pilot Test Prep ASA ix

Test Reports
Your test will be graded immediately upon completion and your score will display on the computer screen.
You will receive your Airman Knowledge Test Report (AKTR), which will state your score. See sample
AKTR on next page.
Visit faa.psiexams.com to request a duplicate or replacement AKTR due to loss or destruction.
Airman Knowledge Test Reports are valid for 24 calendar months preceding the month you com-
plete the practical test. If the AKTR expires before completion of the practical test, you must retake the
knowledge test.
The AKTR lists the Airman Certification Standard (ACS) code (if an Airman Certification Standard is
available for the certificate and rating specific to the test) or Learning Statement Code (LSCs) (if a Practical
Test Standard is in effect for the certificate and rating specific to the test) for questions answered incor-
rectly. The total number of ASCs/LSCs shown on the AKTR is not necessarily an indication of the total

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number of questions answered incorrectly. Study these knowledge areas to improve your understanding
of the subject matter. See Cross-Reference B in the back of this book for a listing of ASCs/LSCs and
their associated questions.
Your instructor is required to provide instruction on each of the knowledge areas listed on your AKTR
and to complete an endorsement of this instruction. You must present this to the examiner prior to taking

noted areas of deficiency.

Retesting Procedures PL
the practical test. During the oral portion of the practical test, the examiner is required to evaluate the

Applicants retesting after failure are required to submit the applicable AKTR indicating failure, along
with an endorsement (on the test report) from an authorized instructor, who gave the applicant the addi-
tional training, certifying the applicant is competent to pass the test. The original failed AKTR and retest
endorsement presented as authorization shall be retained by the proctor and attached to the applicable
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sign-in/out log. The latest test taken will reflect the official score.
Applicants retesting in an attempt to achieve a higher passing score may retake the same test for
a better grade after 30 days. The latest test taken will reflect the official score. Applicants are required
to submit the original applicable AKTR indicating previous passing score to the testing center prior to
testing. Testing center personnel must collect and destroy this report prior to issuing the new test report.
Dispatcher (ADX) retests do not require a 30-day waiting period if the applicant presents a signed
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statement from an airman holding a certificate and rating sought by the applicant. This statement must
certify that the airman has given the applicant additional instruction in each of the subjects failed, and
that the airman considers the applicant ready for retesting. However, this test requires a 30-day waiting
period for retesting if the applicant presents a failed test report without a signed statement.

Cheating or Other Unauthorized Conduct

Computer testing centers must follow strict security procedures to avoid test compromise. These proce-
dures are established by the FAA and are covered in FAA Order 8080.6 Conduct of Airman Knowledge
Tests. The FAA has directed testing centers to terminate a test at any time a test proctor suspects a
cheating incident has occurred. An FAA investigation will then be conducted. If the investigation deter-
mines that cheating or unauthorized conduct has occurred, then any airman certificate or rating that you
hold may be revoked, and you will be prohibited for one year from applying for or taking any test for a
certificate or rating under Part 61.

x ASA Airline Transport Pilot Test Prep

 U.S. DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
Airman Knowledge Test Report

NAME: TAYLOR SMITH

FAA TRACKING NUMBER (FTN): C1234567 EXAM ID: 98765432109876543
EXAM: ATP Single-engine Airplane (Part 135) (ATS)
EXAM DATE: 09/15/2022 EXAM SITE: ABC12345
SCORE: 88% GRADE: Pass TAKE: 1

The Airman Certification Standards (ACS) codes listed below represent incorrectly answered questions. These ACS

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codes and their associated Areas of Operation/Tasks/Elements may be found in the appropriate ACS document
at http://www.faa.gov/training_testing/testing/acs.
A single code may represent more than one incorrect response.
AA.I.B.K3e  
AA.I.G.K5  
AA.I.D.K9  
AA.II.A.K7  
AA.III.B.R1  
AA.IV.A.K2d  
AA.VI.E.K1  

EXPIRATION DATE: 09/30/2024

DO NOT LOSE THIS REPORTPL

_______________________________________
AUTHORIZED INSTRUCTOR’S STATEMENT: (if applicable)
On __________ (date) I gave the above named applicant _____ hours of additional instruction, covering each subject area
shown to be deficient, and consider the applicant competent to pass the knowledge test.
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Name 

Cert. No.  (print clearly)

Type of instructor certificate 

Signature 
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FRAUDULENT ALTERATION OF THIS FORM BY ANY PERSON IS A BASIS FOR SUSPENSION OR REVOCATION
OF ANY CERTIFICATES OR RATINGS HELD BY THAT PERSON.
ISSUED BY: PSI Services LLC
FEDERAL AVIATION ADMINISTRATION

THIS INFORMATION IS PROTECTED BY THE PRIVACY ACT. FOR OFFICIAL USE ONLY.

Sample Airman Knowledge Test Report

Airline Transport Pilot Test Prep ASA xi

Test-Taking Tips
Prior to launching the actual test, the test proctor’s testing software will provide you with an opportunity to
practice navigating through the test. This practice (or tutorial) session may include a “sample” question(s).
These sample questions have no relation to the content of the test, but are meant to familiarize you
with the look and feel of the system screens, including selecting an answer, marking a question for later
review, time remaining for the test, and other features of the testing software.
Follow these time-proven tips, which will help you develop a skillful, smooth approach to test-taking:
• Visit faa.psiexams.com to take a small sample test to become familiar with the latest PSI exam
interface you will see on your actual FAA knowledge test.
• Be careful to fully understand the intent of each question and corresponding answer while studying,
rather than memorize the A, B, C answer choice—answer stems may appear in a different order
than you studied and have some wording differences.

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• Remember to bring an ATP-CTP graduation certificate (as applicable), photo I.D., the testing fee,
calculator, flight computer (ASA’s E6-B or CX-3 Flight Computer), plotter, magnifying glass, and a
sharp pointer, such as a safety pin.
• Your first action when you sit down should be to write any formulas and information you can remember
from your study on the scratch paper they will provide. Remember, some of the formulas may be on
your E6-B.

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• Read each question carefully before looking at the possible answers. You should clearly understand
the problem before attempting to solve it.
• After formulating an answer, determine which answer choice corresponds the closest with your
answer. The answer chosen should completely resolve the problem.
• From the answer choices given, it may appear that there is more than one possible answer. However,
there is only one answer that is correct and complete. The other answers are either incomplete,
erroneous, or represent popular misconceptions.
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• Answer each question in accordance with the latest regulations and guidance publications.
• If a certain question is difficult for you, tag it for REVIEW and proceed to the other questions. After
you answer the less difficult questions, return to those which you tagged and answer them. Be sure
to untag these questions once you have answered them. The review marking procedure will be
explained to you prior to starting the test. Although the computer should alert you to unanswered
questions, make sure every question has an answer recorded. This will allow you to use the available
SA

time to your maximum advantage.

• Perform each math calculation twice to confirm your answer. If adding or subtracting a column of
numbers, reverse your direction the second time to reduce the possibility of error.
• When solving a calculation problem, select the answer nearest to your solution.
• Remember that information is provided in the Legends and Figures contained within the Airman
Knowledge Testing Supplement (FAA-CT-8080 document) you’ll be using during the test.
• Remember to answer every question, even the ones with no completely correct answer, to ensure
the FAA gives you credit for a bad question.
• Take your time and be thorough but relaxed. Take a minute off every half-hour or so to relax your
brain and body. Get a drink of water halfway through the test.

xii ASA Airline Transport Pilot Test Prep

ATP Certificate Eligibility Requirements
If you are pursuing an airline transport or aircraft dispatcher certificate, you should review 14 CFR §61.23
“Medical Certificates: Requirement and Duration,” §61.35 “Knowledge Test: Prerequisites and Passing
Grades,” and Part 61 (ATP or Part 65 (ADX) for certificate requirements.
To be eligible for an Airline Transport Pilot Certificate, a person must:
1. Be at least 23 years old (or 21 if meeting §61.160 requirements).
2. Be of good moral character.
3. Read, write, and understand English, and speak it without impediment that would interfere with radio
conversation.
4. Have a current third-class medical certificate.
5. Pass a knowledge examination on the appropriate subjects with a score of at least 70 percent.

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6. Pass an oral and flight check on the subjects and maneuvers in the Airline Transport Pilot and Type
Rating Airman Certification Standards (ASA-ACS-11).
7. Have a Commercial Pilot Certificate or foreign or military equivalent.
8. For an ATP–Airplane Multi-Engine or an ATP obtained concurrently with an airplane type rating,

PL
receive a graduation certificate from an authorized training provider certifying completion of an ATP
certification training program specified in §61.156 before applying for the knowledge test.
9. For an ATP certificate with an airplane category and class rating, have at least 1,500 hours of total
time as a pilot that includes at least:
a. 500 hours of cross-country flight time.
b. 100 hours of night flight time.
c. 50 hours of flight time in the class of airplane for the rating sought.
d. 75 hours of instrument flight time, in actual or simulated instrument conditions.
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e. 250 hours of PIC time.
10. For a rotorcraft category and helicopter class rating, have 1,200 hours pilot time including:
a. 500 hours cross-country flight time.
b. 100 hours night time, at least 15 hours in helicopters.
c. 200 hours in helicopters including 75 hours PIC time.
SA

d. 75 hours of actual or simulated instrument time with at least 50 hours in flight and 25 hours PIC
time in helicopters.

Airline Transport Pilot Test Prep ASA xiii

Knowledge Exam References
The FAA references the following documents to write the FAA Knowledge Exam questions. You should
be familiar with all of these as part of your ground school studies, which you should complete before
starting test preparation.

Aerodynamics for Naval Aviators

Aeronautical Chart User’s Guide

FAA-H-8083-1 Aircraft Weight and Balance Handbook

FAA-H-8083-2 Risk Management Handbook
FAA-H-8083-3 Airplane Flying Handbook
FAA-H-8083-6 Advanced Avionics Handbook

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FAA-H-8083-15 Instrument Flying Handbook
FAA-H-8083-16 Instrument Procedures Handbook
FAA-H-8083-21 Helicopter Flying Handbook
FAA-H-8083-25 Pilot’s Handbook of Aeronautical Knowledge

AC 00-6 Aviation Weather

AC 00-24 Thunderstorms
PL
FAA-S-ACS-11 Airline Transport Pilot and Type Rating for Airplane Airman Certification Standards

AC 00-30 Atmospheric Turbulence Avoidance

AC 00-45 Aviation Weather Services
AC 00-54 Pilot Wind Shear Guide
AC 20-117 Hazards Following Ground Deicing & Ground Operations in Conditions Conducive to Aircraft
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Icing
AC 91-6 Water, Slush and Snow on the Runway
AC 91-43 Unreliable Airspeed Indication
AC 91-51 Effect of Icing on Aircraft Control and Airplane Deice and Anti-Ice Systems
AC 91-74 Pilot Guide: Flight in Icing Conditions
AC 135-17 Pilot Guide-Small Aircraft Ground Deicing
SA

AC 120-51 Crew Resource Management Training

AC 120-100 Basics of Aviation Fatigue
AC 120-58 Pilot Guide for Large Aircraft Ground Deicing

Chart Supplements U.S.

IFR Enroute High Altitude Chart
IFR Enroute Low Altitude Chart
U.S. Terminal Procedures

Aeronautical Information Manual (AIM)

14 CFR Parts 1, 23, 25, 61, 63, 71, 91, 97, 110, 111, 117, 119, 121, 135
49 CFR Parts 172, 175, 830, 1544

Visit asa2fly.com for these and many more titles and pilot supplies for your aviation endeavors.
Visit asa2fly.com/TPATP for reader resources useful to airline transport pilots and aircraft dispatchers.

xiv ASA Airline Transport Pilot Test Prep

Acronyms
For reference, acronyms appearing in this book are defined below.

AC Advisory Circular DME distance measuring equipment

AC Convective Outlook DP departure procedure
ADC air data computer EDCT estimated departure clearance time
ADF automatic direction finder EFC expect further clearance
ADIZ Air Defense Identification Zone EFD electronic flight display
ADM aeronautical decision making EGT exhaust gas temperature
ADS-B Automatic Dependent Surveillance– ELT emergency locator transmitter
Broadcast
EPR engine pressure ratio

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AFM aircraft flight manual
ESHP equivalent shaft horsepower
AGL above ground level
ETA estimated time of arrival
AIRMET airmen’s meteorological information
ETOPS extended range twin-engine operations
ALD available landing distance
FAF final approach fix
ANU
ARFF
ARTCC
ASDE-X

ASOS
ASR
ASSC
airplane nose up

Model X
PL
aircraft rescue and firefighting
Air Route Traffic Control Center
Airport Surface Detection Equipment–

Automated Surface Observing System

airport surveillance radar
airport surface surveillance capability
FAR
FAROS
FB
FDP
FIS-B
FL
FPD
Federal Aviation Regulation
final approach occupancy signal
winds and temperatures aloft forecast
flight duty period
Flight Information Services–Broadcast
flight level
freezing point depressant
M
FSDO Flight Standards District Office
ATC air traffic control
FSS Flight Service Station
ATD along-track distance (RNAV/GPS)
GBAS ground-based augmentation system
ATP airline transport pilot
GNSS Global Navigation Satellite System
BHP brake horsepower
GPS Global Positioning System
BMEP brake mean effective pressure
GPWS ground proximity warning system
SA

BOW basic operating weight

GS ground speed
CAS calibrated airspeed
GTG-2 Graphical Turbulence Guidance
CAT clear air turbulence
HAT height above touchdown
CDI course deviation indicator
HEMES hospital emergency medical evacuation
CFIT controlled flight into terrain
service
CG center of gravity
HIRL high intensity runway lights
CONUS continental/contiguous United States
HS hot spot (runway)
CRM crew resource management
HSI horizontal situation indicator
CVR cockpit voice recorder
IAP instrument approach procedure
CWA center weather advisory
IAS indicated airspeed
DA decision altitude
ICAO International Civil Aviation Organization
DC dry chemical (firefighting)
IFR instrument flight rules
DH decision height
ILS instrument landing system

Airline Transport Pilot Test Prep ASA xv

IMC instrument meteorological conditions NTW net total weight
INS internal navigation system OAT outside air temperature
IR Instrument Route (MTR) OBS omni bearing selector
IRU inertial reference unit (DME) OCS obstacle clearance surface
ISA international standard atmosphere OIS obstacle identification surface
KIAS knots indicated airspeed OROCA off-route obstruction clearance altitude
LAHSO land and hold short operations PAPI precision approach path indicator
LDA localizer directional aid PAR precision approach radar
LEMAC leading edge of mean aerodynamic chord PDSC pre-departure service check
LLWAS Low-Level Wind Shear Alert System PFD primary flight display
LNAV lateral navigation PIC pilot-in-command

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LOC localizer (ILS) PIREP pilot report
LPV localizer performance with vertical POH pilot’s operating handbook
guidance
PPH pounds per hour
LTE loss of tail rotor effectiveness
PRM precision runway monitor
MAC
MAP
MAWP
MDA
MEA
MEL
METAR
MFD
mean aerodynamic chord
manifold pressure
missed approach waypoint
minimum descent altitude
minimum enroute altitude
Minimum Equipment List
PL
aviation routine weather report
multi-function display
psi
RA
RAFC
RAIM
RCAM
RCLS
REIL
pounds per square inch
resolution advisory
Regional Aera Forecast Center
receiver autonomous integrity monitoring
runway condition assessment matrix
runway centerline lighting system
runway end identifier lights
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REL runway entrance lights
MGT measured gas temperature
RFFS rescue and firefighting services
MHA minimum holding altitude
RFM rotorcraft flight manual
MLS microwave landing system
RIL runway intersection lights
MOA Military Operating Area
RNAV area navigation
MOCA minimum obstacle clearance altitude
RNP required navigation performance
SA

MON Minimum Operational Network (VOR)

RVR runway visual range
MSA minimum safe/sector altitude
RVSM reduced vertical separate minimum
MSL mean sea level
RwyCC runway condition code
MTOW maximum takeoff weight
SDF simplified directional facility
MTR Military Training Route
SIAP standard instrument approach procedure
MVA minimum vectoring altitude
SIC second-in-command
NAS National Airspace System
SID standard instrument departure
NAVAID navigational aid
SIGMET significant meteorological information
NDB non-directional beacon
SL sea level
NM nautical mile
SM statute mile
NMAC near midair collision
STAR standard terminal arrival route
NOTAM Notice to Air Missions
TA traffic advisory
NTSB National Transportation Safety Board

xvi ASA Airline Transport Pilot Test Prep

TAF terminal aerodrome forecast
TAS true airspeed
TAT total air temperature
TAWS terrain awareness system
TDZE touchdown zone elevation
TDZL touchdown zone lights
THL takeoff hold lights
TIBS Telephone Information Briefing Service
TIS-B Traffic Information Service–Broadcast
TIT turbine inlet temperature
UAT Universal Access Transceiver

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VASI visual approach slope indicator
VDP visual descent point
VFR visual flight rules
VHF very high frequency
VOR

WAAS
WW
ZFW
Visual Route (MTR)
PL
VHF Omnidirectional Range
VORTAC VOR-TACAN navigation system
VOT
VR
VOR Test Facility

Wide Area Augmentation System

severe weather watch bulletin
zero fuel weight
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Airline Transport Pilot Test Prep ASA xvii

ASA Test Prep Layout
Sample FAA questions have been sorted into chapters according to subject matter. Within each chap-
ter, similar questions are grouped together following introductory chapter text. Figures referenced in the
chapter text are numbered with the appropriate chapter number, e.g., “Figure 1-1” is Chapter 1’s first
chapter text figure.
Some sample FAA questions refer to Figures or Legends immediately following the question number,
e.g., “8201. (Refer to Figure 14.).” These are FAA Figures and Legends from the Airman Knowledge
Testing Supplement (FAA-CT-8080-7D) that can be found at the back of this book. This supplement will
be provided to you as a separate booklet when you take your FAA test.
Following each sample FAA test question is ASA’s explanation in italics. The last line of the expla-
nation contains a Learning Statement Code (LSC), for those tests referencing an FAA Practical Test
Standard (PTS), or Airman Certification Standards (ACS) code, for those tests with an ACS, as well as

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a reference for further study. Some questions include an explanation for the incorrect answers for added
clarity. When you encounter a difficult question, find the LSC or ACS code in Cross-Reference B, and
then look for material relating to the subject description within the given reference(s). Refer to Cross-
Reference B for more information on how to use LSCs or ACS codes for effective studying.
Answers to each question are found at the bottom of each page.

EXAMPLE:
PL Chapter text

Four aerodynamic forces are considered to be basic because they act upon an aircraft during all flight
maneuvers. There is the downward-acting force called WEIGHT which must be overcome by the
upward-acting force called LIFT, and there is the rearward-acting force called DRAG, which must be
overcome by the forward-acting force called THRUST.
Category rating. This question may be
found on tests for these ratings.*
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ALL, ATM, ATS, ADX, RTC
8201. (Refer to Figure 14.) The four forces acting on an
See the Airman Knowledge Testing
airplane in flight are
Supplement at the back of the book.
A— lift, weight, thrust, and drag.
B— lift, weight, gravity, and thrust. Question and answer choices
C— lift, gravity, power, and friction.
SA

Lift, weight, thrust, and drag are the four basic Explanation
aerodynamic forces acting on an aircraft in flight.
(PLT235, AA.III.A.K1) — FAA-H-8083-25
Code line. FAA LSC and ACS codes in
Answer (B) is incorrect because the force of gravity is always the same
number and reacts with the airplane’s mass to produce a different
parentheses, followed by references
weight for almost every airplane. Answer (C) is incorrect because for further study.
weight is the final product of gravity, thrust is the final product of power,
and drag is the final product of friction. Power, gravity, and friction are
only parts of the aerodynamic forces of flight. Incorrect answer explanation.
Reasons why answer choices are
incorrect explained here.

* Note: The FAA does not identify which questions are on the different ratings’ tests. Unless the wording of a question is pertinent to only one
rating category, it may be found on any of the tests.
ALL = All operations ATM = Multi-engine operations
ATS = Single-engine operations ADX = Dispatcher RTC = Rotorcraft

xviii ASA Airline Transport Pilot Test Prep

Chapter 2
Equipment, Navigation, and Facilities
Inoperative Equipment 2–3
Pitot-Static Instruments 2–4
Electronic Flight Instruments 2 – 10
Safety of Flight Equipment 2 – 12
Communications 2 – 17
Navigation Equipment 2 – 18

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Horizontal Situation Indicator (HSI) 2 – 23
Global Navigation 2 – 29
Approach Systems 2 – 30
GPS 2 – 37

PL
Automatic Dependent Surveillance – Broadcast (ADS-B)
Airport Lighting and Marking
Approach Lighting 2 – 54
2 – 44
2 – 43
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SA

Airline Transport Pilot Test Prep ASA 2–1

 Chapter 2 Equipment, Navigation, and Facilities

Inoperative Equipment
A certificate holder’s manual must contain enroute flight, navigation and communication procedures,
including procedures for the dispatch, release or continuance of a flight if a required piece of equipment
becomes inoperative.
When any required instrument or equipment in an aircraft is inoperative, the airplane cannot be flown
unless that aircraft’s Minimum Equipment List (MEL) allows such a flight.
The pilot-in-command of an aircraft operating IFR in controlled airspace shall report to ATC immedi-
ately any malfunction of navigational, approach or communications equipment that occurs in flight. The
report must include:
• Aircraft identification;
• Equipment affected;

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• Degree to which the capability of the aircraft to operate IFR in the ATC system is impaired; and
• Nature and extent of assistance desired from ATC.

ALL The pilot-in-command of an aircraft operating IFR in

9407. An approved minimum equipment list or FAA

PL
Letter of Authorization allows certain instruments or
equipment
A— to be inoperative prior to beginning a flight in an
aircraft if prescribed procedures are followed.
B— to be inoperative anytime with no other
documentation required or procedures to be
followed.
C— to be inoperative for a one-time ferry flight of a
large airplane to a maintenance base without
further documentation from the operator or FAA
controlled airspace shall report to ATC as soon as
practical any malfunction of navigational, approach or
communication equipment that occurs in flight. (PLT356,
AA.VI.E.K1) — 14 CFR §91.187
Answer (A) is incorrect because any malfunction of approach equip-
ment must be reported in flight, not by a written report. Answer (B)
is incorrect because, although another type of instrument approach
may be executed if permission is granted by ATC, any malfunction
of approach equipment should be reported.

ATM, ATS, RTC

M
with passengers on board. 9381. What action should be taken if one of the two
VHF radios fail while IFR in controlled airspace?
The Minimum Equipment List and the letter of autho- A— Notify ATC immediately.
rization constitute a supplemental type certificate for B— Squawk 7600.
the aircraft. The approved Minimum Equipment List C— Monitor the VOR receiver.
must provide for the operation of the aircraft with the
instruments and equipment in an inoperable condition The pilot-in-command of an aircraft operating IFR in
SA

(PLT405, AA.II.A.K2c) — 14 CFR §91.213 controlled airspace shall report to ATC as soon as
practical any malfunction of navigational, approach or
communication equipment that occurs in flight. (PLT162,
ATM, ATS, RTC
AA.VI.D.K3) — 14 CFR §91.187
9380. What action is necessary when a partial loss of
Answer (B) is incorrect because, although you have experienced a
ILS receiver capability occurs while operating in con- communications failure, it is only a partial one. You still have one
trolled airspace under IFR? operational VHF radio and all other radios are working normally, so a
squawk of 7600 is not needed. Answer (C) is incorrect because you
A— Continue as cleared and file a written report to still have an operable VHF radio for communication, so monitoring of
the Administrator if requested. a NAVAID is not needed. The only pilot action required is notification
B— If the aircraft is equipped with other radios to ATC of the problem.
suitable for executing an instrument approach, no
further action is necessary.
C— Report the malfunction immediately to ATC.

Answers
9407 [A] 9380 [C] 9381 [A]

Airline Transport Pilot Test Prep ASA 2–3

Chapter 2 Equipment, Navigation, and Facilities

ATM, ATS, RTC The pilot-in-command of an aircraft operating IFR in

9386. While flying IFR in controlled airspace, if one controlled airspace shall report to ATC as soon as
of the two VOR receivers fails, which course of action practical any malfunction of navigational, approach or
should the pilot-in-command follow? communication equipment that occurs in flight. (PLT406,
A— No call is required if one of the two VOR AA.VI.D.K3) — 14 CFR §91.187
receivers is operating properly. Answer (A) is incorrect because controlled airspace exists far
B— Advise ATC immediately. below positive control airspace (base of 18,000 feet MSL), and
any loss of a navigational aid should be reported to ATC. Answer
C— Notify the dispatcher via company frequency. (B) is incorrect because, although this may be a common practice
among the air carriers, the regulations require notification to ATC
The pilot-in-command of an aircraft operating IFR in of the malfunction.
controlled airspace shall report to ATC as soon as
practical any malfunction of navigational, approach or
communication equipment that occurs in flight. (PLT406, ATM, ADX
AA.VI.D.K3) — 14 CFR §91.187 8278. If a required instrument on a multi-engine air-

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Answer (A) is incorrect because any malfunction of a navigational
plane becomes inoperative, which document required
radio should be reported, no matter how slightly it may affect the under 14 CFR Part 121 dictates whether the flight may
conduct of the flight. Answer (C) is incorrect because, although this continue en route?
may be a common practice among the air carriers, the regulations
require notification to ATC of the malfunction. A— A Master Minimum Equipment List for the
airplane.
B— Original dispatch release.
ATM, ATS, RTC

A— Descend below Class A airspace.

B— Advise dispatch via company frequency.
C— Notify ATC immediately.
PL
9387. While flying in controlled airspace under IFR, the
ADF fails. What action is required?
C— Certificate holder’s manual.

Each certificate holder’s manual must contain enroute

flight, navigation, and communication procedures for
the dispatch, release or continuance of flight if any item
of equipment required for the particular type of opera-
tion becomes inoperative or unserviceable en route.
(PLT436, AA.I.G.K4) — 14 CFR §121.135
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Pitot-Static Instruments
Modern jet transports usually have three pitot-static systems. There are separate systems for the cap-
tain’s and co-pilot’s instruments plus an auxiliary system that provides a backup for either of the two
primary systems. The instruments that require static pressure input are airspeed, Mach, altitude and
vertical speed indicators. In addition, the airspeed and Mach indicators need a source of pitot pres-
sure. Besides the flight instruments, static pressure input is required for the Mach warning, autopilot,
SA

flight director, flight recorder and cabin differential pressure. Pitot input is required for all those systems
except for cabin differential pressure. The usual source for these non-flight instruments is the auxiliary
pitot-static system. See Figure 2-1.
Altimeters compare the sea level pressure setting in their window with the outside air pressure sensed
through the static system. The difference is displayed as the altitude above sea level. Part of the preflight
check is to verify the accuracy of the altimeters. An altimeter should be considered questionable if the
indicated altitude varies by more the 75 feet from a known field elevation.
The altimeter setting used by pilots is always the station pressure of the reporting station corrected
to sea level. Station pressure is the actual pressure at field elevation.
True altitude is the actual height of the aircraft above sea level. This is the same as indicated alti-
tude when standard temperatures exist. When the temperature is warmer than standard, true altitude
is higher than indicated altitude. When the temperature is colder than standard day conditions, just the
opposite is true. Corrected altitude (approximately true altitude) can be calculated but it is neither practical

Answers
9386 [B] 9387 [C] 8278 [C]

2–4 ASA Airline Transport Pilot Test Prep

 Chapter 2 Equipment, Navigation, and Facilities

nor useful to do so in most situations. When setting an altimeter, a pilot should just use the appropriate
altimeter setting and disregard the effects of nonstandard atmospheric pressures and temperatures.
Pressure altitude is the altitude indicated when the altimeter is set to standard sea level pressure
of 29.92" Hg. Density altitude is used in aircraft performance computations. It is pressure altitude cor-
rected for nonstandard temperatures. If the temperature is warmer than standard, density altitude will
be higher than pressure altitude.
The local altimeter setting is used when flying below FL180 and the altimeter is 31.00" Hg or less.
Special procedures apply when the local pressure is more than 31.00" Hg because most altimeters can-
not be set higher than that. In the United States, all altimeters are set to 29.92" Hg when climbing through
FL180. Caution: outside the United States the transition altitude is often something other than FL180.
A common reason for altimeter errors is incorrect setting of the altimeter. If the setting in the altimeter
is higher than the actual sea level pressure, the altimeter will read higher than the actual altitude. If the

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setting is too low, the altimeter will read lower than it really is. As a rough rule of thumb, the magnitude of
the error is about 1,000 feet for each 1" Hg that the altimeter is off. For example, if the altimeter is set to
29.92" Hg, but the real sea level pressure is 30.57" Hg, the altimeter will read about 650 feet lower than
the actual airplane’s altitude (30.57 – 29.92 = .65" Hg = 650 feet). In this example, the airplane would be
650 feet higher than the indicated altitude.

PL
M
SA

Figure 2-1. Typical pitot-static system

Airline Transport Pilot Test Prep ASA 2–5

Chapter 2 Equipment, Navigation, and Facilities

The airspeed indicators compare pitot pressure with static pressure and display the difference as
indicated airspeed. This indicated airspeed equals the aircraft’s actual speed through the air (True Air-
speed) only under standard day conditions at sea level. Under almost all flight conditions, true airspeed
will be higher than indicated airspeed because of the lower ambient pressures at altitude.
The Machmeter displays aircraft speed as a percentage of the speed of sound. For example, an
aircraft cruising at a Mach number of .82 is flying at 82% of the speed of sound. The Machmeter works
in a manner similar to the airspeed indicator in that it compares pitot and static pressure, but these inputs
are corrected by an altimeter mechanism.
If a pitot tube becomes blocked, the airspeed and Mach indicators will read inaccurately. If pres-
sure is trapped in the pitot line, the airspeed will read inaccurately high as the aircraft climbs, low as it
descends, and will be unresponsive to changes in airspeed. The airspeed indicator acts as an altimeter
because only the static pressure changes. This situation occurs in icing conditions if both the ram air

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inlet and the drain hole of the pitot tube become completely blocked by ice.
If the pitot tube is blocked but the static port and the pitot drain hole remain open, the indicated
airspeed will drop to zero. The drain pitot tube drain hole allows the pressure in the pitot line to drop to
atmospheric and therefore there is no differential between the static and pitot pressures.
Pitot tubes and static ports are electrically heated to prevent ice formations that could interfere with

PL
proper operation of the systems. They are required to have “power on” indicator lights to show proper
operation. In addition, many aircraft have an ammeter that shows the actual current flow to the pitot and
static ports.
Since the magnetic compass is the only direction-seeking instrument in most airplanes, the pilot must
be able to turn the airplane to a magnetic compass heading and maintain this heading. It is influenced
by magnetic dip which causes northerly turning error and acceleration/deceleration error. When north-
erly turning error occurs, the compass will lag behind the actual aircraft heading while turning through
headings in the northern half of the compass rose, and lead the aircraft’s actual heading in the southern
half. The error is most pronounced when turning through north or south, and is approximately equal in
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degrees to the latitude.
The acceleration/deceleration error is most pronounced on headings of east and west. When accel-
erating, the compass indicates a turn toward the north, and when decelerating it indicates a turn toward
the south. The acronym ANDS is a good memory aid:
A accelerate
SA

N north
D decelerate
S south
No errors are apparent while on east or west headings, when turning either north or south.

2–6 ASA Airline Transport Pilot Test Prep

 Chapter 2 Equipment, Navigation, and Facilities

ALL ALL
9174. Which pressure is defined as station pressure? 9173. If the ambient temperature is colder than standard
A— Altimeter setting. at FL310, what is the relationship between true altitude
B— Actual pressure at field elevation. and pressure altitude?
C— Station barometric pressure reduced to sea level. A— They are both the same, 31,000 feet.
B— True altitude is lower than 31,000 feet.
The pressure measured at a station or airport is “sta- C— Pressure altitude is lower than true altitude.
tion pressure” or the actual pressure at field elevation.
(PLT166, AA.I.A.K13) — AC 00-6 True altitude is indicated altitude corrected for the fact
Answer (A) is incorrect because altimeter setting is the value to that nonstandard temperatures will result in nonstan-
which the scale of a pressure altimeter is adjusted to read field dard pressure lapse rates. In warm air, you fly at a true
elevation. Answer (C) is incorrect because station barometric pres- altitude higher than indicated. In cold air, you fly at a
sure reduced to sea level is a method to readily compare station
pressures between stations at different altitudes. true altitude lower than indicated. Pressure altitude is
the altitude indicated when the altimeter is set to the

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standard sea level pressure (29.92" Hg). In the United
ALL States, altimeters are always set to 29.92" Hg at and
9164. What is corrected altitude (approximate true above 18,000 feet. This question assumes the differ-
altitude)? ence between the pressure altitude and the indicated
A— Pressure altitude corrected for instrument error. altitude (local altimeter setting) is not significant enough
B— Indicated altitude corrected for temperature to reverse the effects of the temperature. (PLT023,
variation from standard.

variation from standard.

PL
C— Density altitude corrected for temperature

True altitude is indicated altitude corrected for the fact

that nonstandard temperatures will result in nonstandard
pressure lapse rates. (PLT023, AA.I.A.K13) — AC 00-6
Answer (A) is incorrect because pressure altitude corrected for
instrument error is a nonexistent concept. Answer (C) is incorrect
because density altitude is pressure altitude corrected for tempera-
ture variation from standard. Density altitude is a final figure and not
AA.I.D.K3) — AC 00-6
Answer (A) is incorrect because both true and pressure altitude
would be the same at FL310 if the ambient air temperature was
standard. Answer (C) is incorrect because pressure altitude would
be lower than true altitude in warmer than standard air temperature.

ALL
9173-1. When the temperature is -20°C at 15,000 feet
indicated, you know that
A— altimeters automatically compensate for
M
subject to additional adjustments. temperature variations.
B— the altimeter is indicating higher than true
altitude.
ATM, ATS, RTC C— the altimeter is indicating lower than true altitude.
9099. When setting the altimeter, pilots should disregard
A— effects of nonstandard atmospheric temperatures The ISA for 15,000 feet is -15°C. When the temperature
and pressures. is colder than standard, the altimeter will indicate higher
SA

B— corrections for static pressure systems. than true altitude. (PLT023, AA.I.D.K3) — AC 00-6
C— corrections for instrument error.

Pilots should disregard the effect of nonstandard atmo-

spheric temperatures and pressures except that low
temperatures and pressures need to be considered
for terrain clearance purposes. (PLT166, AA.I.A.K13)
— AIM ¶7-2-2
Answers (B) and (C) are incorrect because altimeters are subject to
instrument errors and to errors in the static pressure system. A pilot
should set the current reported altimeter setting on the altimeter set-
ting scale. The altimeter should read within 75 feet of field elevation.
If not, it is questionable and should be evaluated by a repair station.

Answers
9174 [B] 9164 [B] 9099 [A] 9173 [B] 9173-1 [B]

Airline Transport Pilot Test Prep ASA 2–7

Chapter 2 Equipment, Navigation, and Facilities

ALL ALL
9172. If the ambient temperature is warmer than stan- 9163. En route at FL270, the altimeter is set correctly.
dard at FL350, what is the density altitude compared On descent, a pilot fails to set the local altimeter set-
to pressure altitude? ting of 30.57. If the field elevation is 650 feet, and the
A— Lower than pressure altitude. altimeter is functioning properly, what will it indicate
B— Higher than pressure altitude. upon landing?
C— Impossible to determine without information on A— 585 feet.
possible inversion layers at lower altitudes. B— 1,300 feet.
C— Sea level.
Pressure altitude is the altitude indicated when the
altimeter is set to the standard sea level pressure (29.92" One inch of Hg pressure is equal to about 1,000 feet of
Hg). Density altitude is pressure altitude corrected for altitude. In the United States, altimeters are always set
nonstandard temperature. A warmer than standard to 29.92" Hg at and above 18,000 feet. If the altimeter
temperature will result in a density altitude higher than is not reset when descending into an area with a local

E
the pressure altitude. (PLT023, AA.I.D.K3) — AC 00-6 altimeter setting of 30.57" Hg, an error of 650 feet will
Answer (A) is incorrect because density altitude is higher when result (30.57 – 29.92 = .65 = 650 feet). If the altimeter
air temperature is warmer than standard. Answer (C) is incorrect is set lower than the actual setting, it will read lower
because density altitude is pressure altitude corrected for non- than the actual altitude. (PLT166, AA.I.D.K3) — AC 00-6
standard temperatures. Pressure altitude is based on a standard
pressure atmosphere at a particular altitude, and inversion layers Answer (A) is incorrect because 585 feet is the result of subtract-
at lower levels have no effect on pressure altitude. ing 65 feet rather than subtracting 650 feet. Answer (B) is incorrect

ALL
9813. Given

From the conditions given, the approximate density

altitude is
A— 1,000 feet MSL
B— 650 feet MSL
PL
Pressure altitude.............................................. 1,000 ft
True air temperature............................................. 10°C
because 1,300 feet is the result of adding 650 feet rather than
subtracting 650 feet.

ATM, ATS, RTC

9080. During an en route descent in a fixed-thrust
and fixed-pitch attitude configuration, both the ram air
input and drain hole of the pitot system become com-
pletely blocked by ice. What airspeed indication can be
expected?
A— Increase in indicated airspeed.
M
C— 450 feet MSL B— Decrease in indicated airspeed.
C— Indicated airspeed remains at the value prior to
1. Using an E6B flight computer, refer to the right-hand icing.
“Density Altitude” window. Note that the scale above
the window is labeled air temperature (°C). The scale If both the ram air input and the drain hole are blocked,
inside the window itself is labeled pressure altitude the pressure trapped in the pitot line cannot change and
(in thousands of feet). Rotate the disc and place the airspeed indicator may react as an altimeter. The
SA

the pressure altitude of 1,000 feet opposite an air airspeed will not change in level flight even when actual
temperature of 10°C. airspeed is varied by large power changes. During a
climb the airspeed indication will increase. During a
2. The density altitude shown in the window is 650 feet. descent the airspeed indication will decrease. (PLT128,
You can also answer this using an electronic flight com- AA.I.D.K3) — AC 91-43
puter, such as the CX-3. Select Altitude from the CX-3 Answer (A) is incorrect because indicated airspeed will decrease in
FLT menu. (PLT005, AA.I.D.K3) — AC 00-6 a descent. Answer (C) is incorrect because indicated airspeed will
remain at the same value during level flight.

Answers
9172 [B] 9813 [B] 9163 [C] 9080 [B]

2–8 ASA Airline Transport Pilot Test Prep

 Chapter 2 Equipment, Navigation, and Facilities

ATM, ATS, RTC ATM, ATS, RTC

9081. What can a pilot expect if the pitot system ram 9222. How will the airspeed indicator react if the ram
air input and drain hole are blocked by ice? air input to the pitot head is blocked by ice, but the drain
A— The airspeed indicator may act as an altimeter. hole and static port are not?
B— The airspeed indicator will show a decrease with A— Indication will drop to zero.
an increase in altitude. B— Indication will rise to the top of the scale.
C— No airspeed indicator change will occur during C— Indication will remain constant but will increase in
climbs or descents. a climb.

If both the ram air input and the drain hole are blocked, If the pitot tube becomes blocked but pressure is not
the pressure trapped in the pitot line cannot change and trapped in the pitot lines, the indicated airspeed will drop
the airspeed indicator may react as an altimeter. The to zero since the pitot pressure will be approximately
airspeed will not change in level flight even when actual equal to the static pressure. (PLT337, AA.VII.A.K6) —
airspeed is varied by large power changes. During a AC 00-6

E
climb the airspeed indication will increase. During a Answer (B) is incorrect because the airspeed indication will drop if
descent the airspeed indication will decrease. (PLT337, only the ram air input is blocked. Answer (C) is incorrect because
AA.VII.A.K6) — AC 91-43 the pressure in the airspeed line will vent out through the hole and
the indication will drop to zero.
Answer (B) is incorrect because the airspeed indicator will show an
increase (not decrease) with an increase in altitude. Answer (C) is
incorrect because differential pressure between the pitot tube and
ATM, ATS, RTC

ATM, ATS, RTC

tion can be expected?

PL
static air source changes, and so does indicated airspeed.

9082. If both the ram air input and drain hole of the
pitot system are blocked by ice, what airspeed indica-

A— No variation of indicated airspeed in level flight if

large power changes are made.
B— Decrease of indicated airspeed during a climb.
C— Constant indicated airspeed during a descent.
9934. During a constant-rate climb in IMC above the
freezing level, you notice that both the airspeed and
altitude are increasing. This indicates the
A— aircraft is in an unusual attitude.
B— gyroscopic instruments have failed.
C— pitot-static system has malfunctioned.

If the pitot tube ram pressure hole and drain hole

become obstructed, the airspeed indicator operates
like an altimeter as the aircraft climbs and descends.
M
In this situation as the aircraft climbs and the altimeter
If both the ram air input and the drain hole are blocked, increases, so will the airspeed indicator. (PLT337,
the pressure trapped in the pitot line cannot change and AA.VII.A.K6) — FAA-H-8083-15
the airspeed indicator may react as an altimeter. The Answer (A) is incorrect because an aircraft in an unusual attitude
airspeed will not change in level flight even when actual with an increasing airspeed will result in a decreasing altitude.
airspeed is varied by large power changes. During a Answer (B) is incorrect because the airspeed indicator and altimeter
operate off the pitot-static system.
climb the airspeed indication will increase. During a
SA

descent the airspeed indication will decrease. (PLT337,

AA.VII.A.K6) — AC 91-43
Answer (B) is incorrect because, during a climb, it will indicate an
increase due to the stronger differential pressure in the blocked pitot
tube relative to the static vents. Answer (C) is incorrect because
indicated airspeed would change with changes in altitude.

Answers
9081 [A] 9082 [A] 9222 [A] 9934 [C]

Airline Transport Pilot Test Prep ASA 2–9

Chapter 2 Equipment, Navigation, and Facilities

Electronic Flight Instruments

Electronic flight instrument systems integrate
many individual instruments into a single presen-
tation called a primary flight display (PFD). Flight
instrument presentations on a PFD differ from
conventional instrumentation not only in format,
but sometimes in location as well. For example, the
attitude indicator on the PFD is often larger than
conventional round-dial presentations of an artifi-
cial horizon. Airspeed and altitude indications are
presented on vertical tape displays that appear on
the left and right sides of the primary flight display.

E
The vertical speed indicator is depicted using con-
ventional analog presentation. Turn coordination
is shown using a segmented triangle near the top
of the attitude indicator. The rate-of-turn indicator
appears as a curved line display at the top of the
Figure 2-2. A typical primary flight display (PFD)

the PFD.

ATM, ATS, RTC

PL
heading/navigation instrument in the lower half of

8206. (See Figure shown below.) You see the indication

in the figure on your PFD, but your standby indicator
reads 120 knots and the power is set for 120-knot cruise
in level flight. You decide the
A— pitot tube may be plugged with ice or a bug.
B— standby indicator is defective because there is no
the TAS is correspondingly low. The pitot lines need to
be cleared; applying pitot heat may or may not help at
this point. (PLT524, AA.I.A.K9) — FAA-H-8083-6
Answer (B) is incorrect because you cannot assume the standby is
failed if you have cruise power and level attitude; the red Xs appear
on the speed tape when the ADC fails or when one of the pres-
sure transducers fail. Answer (C) is incorrect because an attitude
instrument savvy pilot would discern attitude correctness by cross
M
red ‘X’ on the speed tape display. referencing other instruments and hearing the pitch of the engine
would decide that power and a level attitude must be an indicator
C— airspeed means attitude is incorrect. problem and have nothing to do with attitude correctness.

The airspeed indicator on the

PFD is indicating a TAS of 64 ALL
knots. If this instrument had failed, 9769. Automated flight decks or cockpits
the numbers would be replaced
A— enhance basic pilot flight skills.
SA

with a large red X. The stand-by

airspeed indicator reading 120 B— decrease the workload in terminal areas.
knots suggests this instrument is C— often create much larger pilot errors than
working fine. The line coming out traditional cockpits.
of the pitot tube splits to feed mul-
Advanced avionics were designed to increase safety
tiple instruments. The most likely
as well as the utility of the aircraft, particularly during
culprit is a bug or ice blockage
increased workload phases, such as in the terminal
occurring past the split, in the line
areas. (PLT524, AA.I.E.K2) — FAA-H-8083-6
that feeds the Air Data Computer
Answer (A) is incorrect because automation has been shown to
(ADC) for the PFD. This would erode some flying skills when they are not kept proficient. Answer
allow the stand-by gauge to work (C) is incorrect because while automation can make some errors
properly, but cause the ASI on more evident and hide others, it does not result in larger pilot errors
the PFD to give a false indication. than traditional cockpits.
True Airspeed is calculated in the
ADC by correcting CAS with OAT Question 8206
probe data, so this explains why

Answers
8206 [A] 9769 [B]

2 – 10 ASA Airline Transport Pilot Test Prep

 Chapter 2 Equipment, Navigation, and Facilities

ALL ALL
9769-1. Automated flight decks or cockpits 9853-1. In advanced avionics aircraft, proper automa-
A— improve basic flight skills. tion management requires
B— decrease the workload in terminal areas. A—relying on flight management systems to navigate
C— sometimes hide errors. in order for the pilot to perform other tasks.
B—a thorough understanding of how the autopilot
Automation can make some errors more evident and interacts with other systems.
hide others. (PLT524, AA.I.E.K2) — FAA-H-8083-6 C—the pilot to refrain from monitoring the automation
after initial programming.
ALL Advanced avionics offer multiple levels of automation,
9769-2. When flying an aircraft with electronic flight from strictly manual flight to highly automated flight.
displays (EFDs), risk increases No one level of automation is appropriate for all flight
A— if the pilot expects the electronics to enhance situations, but in order to avoid potentially dangerous

E
flight safety and remove pilot error. distractions when flying with advanced avionics, the
B— when the pilot expects the equipment to pilot must know how to manage the CDI, the navigation
malfunction on occasion. source, and the autopilot. It is important for a pilot to
C— if the pilot believes the EFD will compensate for know the peculiarities of the particular automated system
lack of skill and knowledge. being used. (PLT104, AA.I.F.K3) — FAA-H-8083-25

— FAA-H-8083-6

ALL
9830. Automation has been found to
PL
Automation has been shown to erode some flying skills
when they are not kept proficient. (PLT524, AA.I.E.K2)

A— create higher workloads in terminal areas.

B— improve crew situational awareness skills.
C— substitute for a lack of aviation experience.
ALL
9854. Automation in aircraft has proven
A— to present new hazards in its limitations.
B— that automation is basically flawless.
C— effective in preventing accidents.

Advanced avionics were designed to increase safety as

well as the utility of the aircraft. However, the systems
are not infallible. While automation does help prevent
M
many existing types of errors, it has also created new
Advanced avionics were designed to increase safety kinds of errors. (PLT104, AA.I.A.R3) — FAA-H-8083-6
as well as the utility of the aircraft. Safety is enhanced
by enabling better situational awareness. (PLT104,
AA.I.A.R3) — FAA-H-8083-6 ALL
9855. The lighter workloads associated with glass
(digital) flight instrumentation
ALL A— are useful in decreasing flightcrew fatigue.
SA

9853. When a pilot believes advanced avionics enable B— have proven to increase safety in operations.
operations closer to personal or environmental limits, C— may lead to complacency by the flightcrew.
A— greater utilization of the aircraft is achieved.
B— risk is increased. Risk management is the last of the three flight man-
C— risk is decreased. agement skills needed for mastery of the advanced
avionics aircraft. The enhanced situational awareness
Advanced avionics can sometimes have a negative and automation capabilities offered by a glass flight
effect on pilot risk-taking behavior, where more informa- deck vastly expand its safety and utility, especially for
tion results in pilots taking more risk than they might personal transportation use. At the same time, there is
be willing to accept without the information. Advanced some risk that lighter workloads could lead to compla-
avionics should be used to increase safety, not risk. cency. (PLT104, AA.I.A.R3) — FAA-H-8083-2
(PLT104, AA.I.A.R3) — FAA-H-8083-6

Answers
9769-1 [C] 9769-2 [C] 9830 [B] 9853 [B] 9853-1 [B] 9854 [A]
9855 [C]

Airline Transport Pilot Test Prep ASA 2 – 11

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