Question 1

Airspace: Class B airspace: do you need an ATC clearance, or just a transponder?

Accepted Answer

ATC clearance. Mode C transponder. Two-way radio comms. — Why: Class B is the big-airport airspace (LAX, JFK, ORD, etc.). FAR 91.131. Without explicit clearance you cannot enter. — Common trap: Question wording often says 'just a transponder' — wrong. You need clearance AND transponder AND radio.

Question 2

Airspace: VFR cloud clearance in Class E below 10,000 MSL?

Accepted Answer

500 below, 1,000 above, 2,000 horizontal. Vis 3 SM. — Why: FAR 91.155 basic VFR weather minimums. The classic '5-1-2 / 3' memory aid. — Common trap: Above 10,000 MSL the numbers change to 1,000-1,000-1 SM horizontal / 5 SM vis. Don't confuse.

Question 3

Weather: What does PROB30 mean in a TAF?

Accepted Answer

30% probability of the conditions occurring in the time window. — Why: Less than 50% probability requires PROB notation. Used for forecast uncertainty. — Common trap: PROB30 is paired with a time group — the probability applies ONLY to that time window, not the entire TAF.

Question 4

Weather: Standard pressure lapse rate?

Accepted Answer

1 inch Hg per 1,000 feet. — Why: ICAO standard atmosphere. Used for pressure altitude calculations. — Common trap: Temperature lapse rate is different: 2°C per 1,000 ft. Don't confuse the two.

Question 5

Aerodynamics: What causes a stall — speed or angle of attack?

Accepted Answer

Angle of attack. ALWAYS. — Why: Critical angle of attack (~16-18° for most GA wings) is what determines stall, not airspeed. — Common trap: Question may suggest 'too slow' is the cause. Technically you can stall at ANY airspeed if you exceed critical AoA.

Question 6

Aerodynamics: What's load factor in a 60° banked level turn?

Accepted Answer

2 G. — Why: Load factor = 1 / cos(bank angle). cos(60°) = 0.5, so 1/0.5 = 2. — Common trap: Stall speed increases proportional to sqrt(load factor) — at 2G stall speed is 1.41× normal.

Question 7

Regulations: PPL minimum flight hours under Part 61?

Accepted Answer

40 hours total. 20 with instructor, 10 solo. 3 hours XC at night, 3 hours instrument, 3 hours test prep within 60 days. — Why: FAR 61.109(a). National average is 60-75 hours actual to pass. — Common trap: Part 141 minimum is 35 hours. Different rule, different exam path.

Question 8

Regulations: When does a private pilot need a medical?

Accepted Answer

Class 3 medical OR BasicMed for non-commercial flying. — Why: FAR 61.23. Class 3 valid 5 years if under 40, 2 years if 40+. BasicMed needs FAA exam + driver's license. — Common trap: BasicMed only valid for aircraft ≤ 6,000 lbs MTOW and ≤ 6 passengers. Many GA aircraft qualify, but not all.

Question 9

Navigation: What's the magnetic course to fly an ICAO direct route?

Accepted Answer

True course adjusted for magnetic variation (east subtract, west add). — Why: Memory aid: 'East is least, west is best.' East variation → true course minus variation = mag course. — Common trap: Magnetic heading is different — that's mag course + wind correction angle. Don't confuse.

Question 10

Performance: Density altitude effects on takeoff?

Accepted Answer

High DA = longer ground roll, lower climb rate, reduced engine performance. — Why: Hot day + high airport + humid = high DA. Fewer air molecules = less lift, less thrust. — Common trap: Standard DA is at MSL, 15°C, 29.92 inHg. Anything above standard increases DA dramatically.

Question 11

Communications: When entering a non-towered airport pattern, when do you announce?

Accepted Answer

10 NM out (or as appropriate), then downwind, base, final, and clear of runway. — Why: AIM 4-1-9. CTAF announcements give other traffic situational awareness. — Common trap: The 10 NM call is recommended but not required by reg. Pattern entry calls are critical.

Question 12

Emergency: Best glide speed for most light singles?

Accepted Answer

Refer to the POH. Typically 65-75 KIAS for trainers. — Why: Maximum L/D ratio. Gives you maximum range for a given altitude lost. — Common trap: Minimum sink speed (different from best glide) gives max TIME aloft, not max distance. Different goal.

Question 13

Instruments: What does a leaking static port do to your instruments?

Accepted Answer

Altimeter reads lower than actual. Airspeed reads incorrectly. VSI reads incorrectly. — Why: Static port feeds the pitot-static system. A leak inside a pressurized cabin = cabin air enters port. — Common trap: If you suspect static port issue, use the alternate static source (per POH). Airspeed will read slightly higher than normal with alt static.

Question 14

Weight & Balance: What's the formula for moment?

Accepted Answer

Weight × arm = moment. — Why: Total moment / total weight = CG. CG must be within forward/aft limits per POH. — Common trap: Arm units vary by manufacturer (inches from datum). Always check the units.

Question 15

Airspace: Special VFR minimums in Class B/C/D/E surface area?

Accepted Answer

1 SM visibility, clear of clouds, daytime only. Pilot must request SVFR; ATC may approve. — Why: FAR 91.157. Allows VFR ops below standard VFR mins when IFR isn't an option. — Common trap: SVFR at night requires an instrument-rated pilot AND IFR-equipped aircraft. Daytime is the common case.

Question 16

Weather: Dewpoint within 4°F of temperature means what?

Accepted Answer

High likelihood of fog formation. — Why: Dewpoint near temperature = air near saturation = condensation. — Common trap: Radiation fog (clear nights, calm wind, near dewpoint) and advection fog (moist air over cold surface) form differently.

Question 17

Aerodynamics: What's induced drag and when does it dominate?

Accepted Answer

Drag caused by lift generation. Dominates at low airspeeds and high angles of attack. — Why: Induced drag varies inversely with airspeed squared. As you slow down to stall, induced drag skyrockets. — Common trap: Parasite drag (form, skin friction) dominates at HIGH airspeeds. Total drag curve has minimum at L/D max speed.

Question 18

Regulations: Currency for night carrying passengers?

Accepted Answer

3 takeoffs and 3 landings to a full stop within preceding 90 days, between 1 hour after sunset and 1 hour before sunrise. — Why: FAR 61.57(b). 'Full stop' is the key — touch-and-go's don't count for night currency. — Common trap: Daytime currency is 3 takeoffs/landings within 90 days — touch-and-go counts. Different rules.

Question 19

Navigation: What's a VOR's accuracy limit for IFR use?

Accepted Answer

VOR check tolerance: ±4° at a dual VOR check, ±6° using a VOT (VHF Omni Test). — Why: FAR 91.171. VOR must be checked every 30 days for IFR flight. — Common trap: Airborne check vs ground check have different tolerances. Always log the check in the aircraft logbook.

Question 20

Communications: What's a Mayday vs Pan-Pan?

Accepted Answer

Mayday = imminent danger to life. Pan-Pan = urgent but not imminent. — Why: ICAO emergency phraseology. Mayday is repeated 3 times. — Common trap: Don't use Mayday for engine roughness in cruise (Pan-Pan is appropriate). Don't downplay an actual emergency.

Question 21

Part 107 / Drone: Maximum altitude for Part 107 operations?

Accepted Answer

400 feet AGL, OR within 400 feet of a structure. — Why: FAR 107.51. The structure exception allows tall building inspections at altitude > 400 AGL within 400 ft of the structure. — Common trap: Always AGL, not MSL. Pilots accustomed to MSL altitudes for manned flight often get this wrong.

Question 22

Part 107 / Drone: Operations over people — which Category?

Accepted Answer

Categories 1-4 (FAR 107.110-145). Most operations require Category 1-3 drone configuration. — Why: Categories are weight + impact-energy based. Adopted 2021 final rule. — Common trap: BVLOS still requires a waiver. Categories cover ops OVER people, not BEYOND visual line of sight.

Question 23

Performance: Headwind component vs crosswind component?

Accepted Answer

Headwind = wind speed × cos(angle from runway heading). Crosswind = wind speed × sin(angle). — Why: Used for landing/takeoff performance and crosswind limit checks. — Common trap: When wind is 30° off runway: HW ≈ 87% of wind speed, XW ≈ 50%. At 45° both equal ~71%.

Question 24

Aerodynamics: Adverse yaw — what causes it and how to correct?

Accepted Answer

Caused by induced drag asymmetry from differential lift. Correct with rudder in coordinated turn. — Why: Aileron-down wing produces more lift AND more induced drag. Pulls nose away from turn direction. — Common trap: More pronounced at slow speeds + high AoA. Frise ailerons reduce but don't eliminate adverse yaw.

Question 25

Weather: What's wind shear and when is it most dangerous?

Accepted Answer

Sudden change in wind direction/speed with altitude or position. Most dangerous near thunderstorms. — Why: Microburst downdrafts at 6,000 ft/min. Can drive aircraft into terrain during takeoff/landing. — Common trap: Clear-air shear can occur near jet streams at altitude — not just convective weather.

Question 26

Regulations: Logbook entries required for what?

Accepted Answer

All flight time (PIC, dual, solo, XC), all aeronautical experience for ratings, all flight reviews and checkrides. — Why: FAR 61.51. Logbook is your legal record of pilot experience. — Common trap: Don't log time you didn't actually fly. Falsifying logbook = felony, lost certificate.

Question 27

Instruments: What's the difference between IAS, CAS, EAS, and TAS?

Accepted Answer

IAS = what the airspeed indicator reads. CAS = IAS corrected for instrument error. EAS = CAS corrected for compressibility. TAS = EAS corrected for density. — Why: Performance calculations use different airspeed types depending on phase of flight. — Common trap: TAS increases with altitude at constant IAS — that's why high-altitude cruise gives faster ground speed.

Question 28

Navigation: GPS accuracy degradation in dense urban areas — what causes it?

Accepted Answer

Multipath errors. GPS signals reflect off buildings, causing position drift. — Why: GPS expects clean line-of-sight signal. Urban canyons reflect signals, confusing the receiver. — Common trap: WAAS (Wide Area Augmentation System) reduces this for IFR ops. Without WAAS, accuracy can drop significantly.

Question 29

Performance: Service ceiling vs absolute ceiling?

Accepted Answer

Service ceiling = altitude where climb rate drops to 100 fpm. Absolute ceiling = altitude where climb rate reaches 0. — Why: Service ceiling is the practical limit for normal operations. — Common trap: Absolute ceiling is theoretical — you can't actually reach it in finite time at normal climb rates.

Question 30

Emergency: Engine fire on start-up — what's the first action?

Accepted Answer

Continue cranking the starter. The starter motor pulls air through the engine and may push the fire out the exhaust. — Why: Counterintuitive but correct. Cutting off causes fire to spread; cranking exhausts it. — Common trap: If cranking doesn't extinguish, then: fuel off, mixture cutoff, ignition off, master off, evacuate.

FAA Written Exam Cheat Sheet 2026

Aerodynamics

Airspace

Communications

Emergency

Instruments

Navigation

Part 107 / Drone

Performance

Regulations

Weather

Weight & Balance

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