Com ProceduresAndAirportOperations 50-101

(Refer to Figure 54, point 2.) After departing from Byron Airport (C83) with a northeast wind, you discover you are approaching Livermore Class D airspace and flight visibility is approximately 2-1/2 miles. You must. stay below 700 feet to remain in Class G and land. stay below 1,200 feet to remain in Class G. contact Livermore ATCT on 119.65 and advise of your intentions.

(Refer to Figure 52, point 4.) The terrain at the obstruction approximately 8 NM east southeast of the Lincoln Airport is approximately how much higher than the airport elevation?. 376 feet. 835 feet. 1,135 feet.

(Refer to Figure 54, point 6.) The Class C airspace at Metropolitan Oakland International (OAK) which extends from the surface upward has a ceiling of. both 2,100 feet and 3,000 feet MSL. 8,000 feet MSL. 2,100 feet AGL.

(Refer to Figure 53.) GIVEN: Location Madera Airport (MAE) Altitude 1,000 ft AGL Position 7 NM north of Madera (MAE) Time 3 p.m. local Flight visibility 1 SM You are VFR approaching Madera Airport for a landing from the north. You. are in violation of the CFRs; you need 3 miles of visibility under VFR. are required to descend to below 700 feet AGL to remain clear of Class E airspace and may continue for landing. may descend to 800 feet AGL (Pattern Altitude) after entering Class E airspace and continue to the airport.

Who has the final authority to accept or decline any "land and hold short" (LAHSO) clearance?. Pilot-in-command. ATC tower controller. Airplane owner/operator.

When should pilots decline a "land and hold short" (LAHSO) clearance?. Only when the tower controller concurs. If runway surface is contaminated. When it will compromise safety.

What is the minimum visibility and ceiling required for a pilot to receive a "land and hold short" clearance?. 3 statute miles and 1,500 feet. 3 nautical miles and 1,000 feet. 3 statute miles and 1,000 feet.

(Refer to Figure 51.) The pilot generally calls ground control after landing when the aircraft is completely clear of the runway. This is when the aircraft. passes the red symbol shown at the top of the figure. is on the dashed-line side of the middle symbol. is past the solid-line side of the middle symbol.

(Refer to Figure 51.) The red symbol at the top would most likely be found. upon exiting all runways prior to calling ground control. at an intersection where a roadway may be mistaken as a taxiway. near the approach end of ILS runways.

(Refer to Figure 51.) While clearing an active runway you are most likely clear of the ILS critical area when you pass which sign?. Top red. Middle yellow. Bottom yellow.

(Refer to Figure 51.) When taxiing up to an active runway, you are likely to be clear of the ILS critical area when short of which sign?. Bottom yellow. Top red. Middle yellow.

(Refer to Figure 51.) Which symbol does not directly address runway incursion with other aircraft?. Top red. Middle yellow. Bottom yellow.

Pilots are required to have the anti-collision light system operating. anytime an engine is in operation. anytime the pilot is in the cockpit. during all types of operations, both day and night.

When in the vicinity of a VOR which is being used for navigation on VFR flights, it is important to. make 90° left and right turns to scan for other traffic. exercise sustained vigilance to avoid aircraft that may be converging on the VOR from other directions. pass the VOR on the right side of the radial to allow room for aircraft flying in the opposite direction on the same radial.

As hyperventilation progresses, a pilot can experience. decreased breathing rate and depth. heightened awareness and feeling of well being. symptoms of suffocation and drowsiness.

To scan properly for traffic, a pilot should. slowly sweep the field of vision from one side to the other at intervals. concentrate on any peripheral movement detected. use a series of short, regularly spaced eye movements that bring successive areas of the sky into the central visual field.

Which is a common symptom of hyperventilation?. Drowsiness. Decreased breathing rate. A sense of well-being.

Which would most likely result in hyperventilation?. Insufficient oxygen. Excessive carbon monoxide. Insufficient carbon dioxide.

Hypoxia is the result of which of these conditions?. Excessive oxygen in the bloodstream. Insufficient oxygen reaching the brain. Excessive carbon dioxide in the bloodstream.

To overcome the symptoms of hyperventilation, a pilot should. swallow or yawn. slow the breathing rate. increase the breathing rate.

Which is true regarding the presence of alcohol within the human body?. A small amount of alcohol increases vision acuity. An increase in altitude decreases the adverse effect of alcohol. Judgment and decision-making abilities can be adversely affected by even small amounts of alcohol.

Hypoxia susceptibility due to inhalation of carbon monoxide increases as. humidity decreases. altitude increases. oxygen demand increases.

To best overcome the effects of spatial disorientation, a pilot should. rely on body sensations. increase the breathing rate. rely on aircraft instrument indications.

If necessary to take off from a slushy runway, the freezing of landing gear mechanisms can be minimized by. recycling the gear. delaying gear retraction. increasing the airspeed to V(LE) before retraction.

Risk management, as part of the Aeronautical Decision Making (ADM) process, relies on which features to reduce the risks associated with each flight?. The mental process of analyzing all information in a particular situation and making a timely decision on what action to take. Application of stress management and risk element procedures. Situational awareness, problem recognition, and good judgment.

Aeronautical Decision Making (ADM) is a. systematic approach to the mental process used by pilots to consistently determine the best course of action for a given set of circumstances. decision making process which relies on good judgment to reduce risks associated with each flight. mental process of analyzing all information in a particular situation and making a timely decision on what action to take.

The Aeronautical Decision Making (ADM) process identifies the steps involved in good decision making. One of these steps includes a pilot. making a rational evaluation of the required actions. developing the 'right stuff' attitude. identifying personal attitudes hazardous to safe flight.

Examples of classic behavioral traps that experienced pilots may fall into are: trying to. assume additional responsibilities and assert PIC authority. promote situational awareness and then necessary changes in behavior. complete a flight as planned, please passengers, meet schedules, and demonstrate the 'right stuff.'.

The basic drive for a pilot to demonstrate the 'right stuff' can have an adverse effect on safety, by. a total disregard for any alternative course of action. generating tendencies that lead to practices that are dangerous, often illegal, and may lead to a mishap. imposing a realistic assessment of piloting skills under stressful conditions.

Most pilots have fallen prey to dangerous tendencies or behavior problems at some time. Some of these dangerous tendencies or behavior patterns which must be identified and eliminated include: Deficiencies in instrument skills and knowledge of aircraft systems or limitations. Performance deficiencies from human factors such as, fatigue, illness or emotional problems. Peer pressure, get-there-itis, loss of positional or situation awareness, and operating without adequate fuel reserves.

An early part of the Aeronautical Decision Making (ADM) process involves. taking a self-assessment hazardous attitude inventory test. understanding the drive to have the 'right stuff.'. obtaining proper flight instruction and experience during training.

Hazardous attitudes which contribute to poor pilot judgment can be effectively counteracted by. early recognition of hazardous thoughts. taking meaningful steps to be more assertive with attitudes. redirecting that hazardous attitude so that appropriate action can be taken.

What are some of the hazardous attitudes dealt with in Aeronautical Decision Making (ADM)?. Antiauthority (don't tell me), impulsivity (do something quickly without thinking), macho (I can do it). Risk management, stress management, and risk elements. Poor decision making, situational awareness, and judgment.

When a pilot recognizes a hazardous thought, he or she then should correct it by stating the corresponding antidote. Which of the following is the antidote for MACHO?. Follow the rules. They are usually right. Not so fast. Think first. Taking chances is foolish.

What is the first step in neutralizing a hazardous attitude in the ADM process?. Recognition of invulnerability in the situation. Dealing with improper judgment. Recognition of hazardous thoughts.

What should a pilot do when recognizing a thought as hazardous?. Avoid developing this hazardous thought. Develop this hazardous thought and follow through with modified action. Label that thought as hazardous, then correct that thought by stating the corresponding learned antidote.

To help manage cockpit stress, pilots must. be aware of life stress situations that are similar to those in flying. condition themselves to relax and think rationally when stress appears. avoid situations that will improve their abilities to handle cockpit responsibilities.

What does good cockpit stress management begin with?. Knowing what causes stress. Eliminating life and cockpit stress issues. Good life stress management.

The passengers for a charter flight have arrived almost an hour late for a flight that requires a reservation. Which of the following alternatives best illustrates the ANTIAUTHORITY reaction?. Those reservation rules do not apply to this flight. If the pilot hurries, he or she may still make it on time. The pilot can't help it that the passengers are late.

While conducting an operational check of the cabin pressurization system, the pilot discovers that the rate control feature is inoperative. He knows that he can manually control the cabin pressure, so he elects to disregard the discrepancy. Which of the following alternatives best illustrates the INVULNERABILITY reaction?. What is the worst that could happen. He can handle a little problem like this. It's too late to fix it now.

The pilot and passengers are anxious to get to their destination for a business presentation. Level IV thunderstorms are reported to be in a line across their intended route of flight. Which of the following alternatives best illustrates the IMPULSIVITY reaction?. They want to hurry and get going, before things get worse. A thunderstorm won't stop them. They can't change the weather, so they might as well go.

While on an IFR flight, a pilot emerges from a cloud to find himself within 300 feet of a helicopter. Which of the following alternatives best illustrates the 'MACHO' reaction?. He is not too concerned; everything will be alright. He flies a little closer, just to show him. He quickly turns away and dives, to avoid collision.

When a pilot recognizes a hazardous thought, he or she then should correct it by applying the corresponding antidote. Which of the following is the antidote for ANTIAUTHORITY/DON'T TELL ME hazardous attitude?. Not so fast. Think first. It won't happen to me. It could happen to me. Don't tell me. Follow the rules. They are usually right.

A pilot and friends are going to fly to an out-of-town football game. When the passengers arrive, the pilot determines that they will be over the maximum gross weight for takeoff with the existing fuel load. Which of the following alternatives best illustrates the RESIGNATION reaction?. Well, nobody told him about the extra weight. Weight and balance is a formality forced on pilots by the FAA. He can't wait around to de-fuel, they have to get there on time.

Which of the following is the final step of the Decide Model for effective risk management and Aeronautical Decision Making?. Estimate. Evaluate. Eliminate.

Which of the following is the first step of the Decide Model for effective risk management and Aeronautical Decision Making?. Detect. Identify. Evaluate.

The Decide Model is comprised of a 6-step process to provide a pilot a logical way of approaching Aeronautical Decision Making. These steps are: Detect, estimate, choose, identify, do, and evaluate. Determine, evaluate, choose, identify, do, and eliminate. Determine, eliminate, choose, identify, detect, and evaluate.

The 'taxiway ending' marker. indicates taxiway does not continue. identifies area where aircraft are prohibited. provides general taxiing direction to named taxiway.

(Refer to Figure 60.) Sign "1" is an indication. of an area where aircraft are prohibited. that the taxiway does not continue. of the general taxiing direction to a taxiway.

Once a pilot-in-command accepts a 'land and hold short' (LAHSO) clearance, the clearance must be adhered to, just as any other ATC clearance, unless. an amended clearance is obtained or an emergency occurs. the wind changes or Available Landing Distance decreases. Available Landing Distance decreases or density altitude increases.

What should you consider when planning to land at another airport?. land and hold short procedures. check for airport and touchdown markings. airport lighting using continuous wiring.