FAA ATP Navigation & Flight Planning Questions

What aural and visual indications should be observed over an ILS outer marker?

• Continuous dots at the rate of six per second.
• Continuous dashes at the rate of two per second.
• Alternate dots and dashes at the rate of two per second.

Explanation: Marker beacon codes and lights: the outer marker is continuous dashes with a blue light; the middle marker alternates dots and dashes with an amber light; the inner and back-course markers are continuous dots with a white light.

Navigation & Flight Planning

Overriding an automatically selected sensitivity during a GPS approach will

• cancel the approach mode annunciation.
• require flying point-to-point on the approach to comply with the published approach procedure.
• have no affect if the approach is flown manually.

Explanation: Overriding an automatically selected sensitivity during an approach will cancel the approach mode annunciation. The RAIM and CDI sensitivity will not ramp down, and the pilot should not descend to MDA, but fly to the MAWP and execute a missed approach.

AIM 1-2 - GPS Approach Sensitivity

With no traffic identified by TCAS when in 10 miles of visibility, you

• can rest assured that no other aircraft is near.
• must continually scan for other traffic.
• must scan only for hot air balloons and gliders.

Explanation: TCAS does not alter or diminish the pilot's basic authority and responsibility to ensure safe flight. Since TCAS does not respond to aircraft that are not transponder-equipped or aircraft with a transponder failure, TCAS alone does not ensure safe separation in every case.

AIM 1-1 - Traffic Alert and Collision Avoidance System (TCAS)

How does the LDA differ from an ILS LOC?

• LDA. 6° or 12° wide, ILS - 3° to 6°.
• LDA. offset from runway plus 3°, ILS - aligned with runway.
• LDA. 15° usable off course indications, ILS - 35°.

Explanation: The LDA is not aligned with the runway. Answer (A) is incorrect because an SDF (not LDA) is fixed at either 6° or 12° wide. Answer (C) is incorrect because the usable off-course indications are limited to 35° for both types of approaches within 10 NM.

AIM 1-1 - Localizer-Type Directional Aid (LDA)

What is the maximum acceptable position tolerance for penetrating a domestic ADIZ over water?

• Plus or minus 10 miles; plus or minus 10 minutes.
• Plus or minus 10 miles; plus or minus 5 minutes.
• Plus or minus 20 miles; plus or minus 5 minutes.

Explanation: The aircraft position tolerances over water in a domestic ADIZ is plus or minus five minutes from the estimated time over a reporting point or point of penetration and within 20 NM from the centerline of the intended track over an estimated reporting point or point of penetration.

14 CFR 99 - Domestic ADIZ

What action should a pilot take if asked by ARTCC to 'VERIFY 9,000' and the flight is actually maintaining 8,000?

• Immediately climb to 9,000.
• Report climbing to 9,000.
• Report maintaining 8,000.

Explanation: At times controllers will ask pilots to verify that they are at a particular altitude. Pilots should confirm that they are at the altitude stated. If this is not the case, they should inform the controller of the actual altitude being maintained. Pilots should not take action to change their actual altitude to the altitude stated in the controller's verification request unless the controller specifically authorizes a change. Answer (A) is incorrect because pilots should not take action to change their actual altitude to the altitude stated in the controller's verification request unless the controller specifically authorizes a change. Answer (B) is incorrect because pilots should not take action to change their actual altitude to the altitude stated in the controller's verification request unless the controller specifically authorizes a change.

AIM 4-4-8 - Altitude Verification

If being radar vectored to the final approach course of a published instrument approach that specifies 'NO PT,' the pilot should

• advise ATC that a procedure turn will not be executed.
• not execute the procedure turn unless specifically cleared to do so by ATC.
• execute a holding-pattern type procedure turn.

Explanation: In the case of a radar vector to a final approach course or fix, a timed approach from a holding fix, or an approach for which the approach procedure specifies 'NoPT,' no pilot may make a procedure turn unless cleared to do so by ATC. Answer (A) is incorrect because a procedure turn is not authorized or expected to be executed for this instrument approach; therefore, advising ATC of your intention to omit a procedure turn is not necessary. Answer (C) is incorrect because if the published instrument approach specifies 'NoPT,' you should follow the published procedure rather than automatically reverting to a holding-pattern-type procedure turn.

AIM 5-4-9 - Procedure Turn

GBAS approaches are

• flown using the same techniques as an ILS once selected and identified.
• flown the same as an LDA with glide slope tuning and identification.
• automatically tuned and displayed after selection of the three character procedure identifier.

Explanation: GBAS is a ground-based augmentation to GPS that focuses its service on the airport area (approximately a 20-30 mile radius) for precision approach, departure procedures, and terminal area operations. GBAS is the ICAO term for Local Area Augmentation System (LAAS). LAAS was developed as an 'ILS look-alike' system from the pilot perspective.

AIM 1-1-20 - Ground Based Augmentation System (GBAS)