Airline Transport Pilot Test Prep 2016 ASA-TP-ATP-16

Update to Airline Transport Pilot Test
June 2016
Airline Transport Pilot Test Prep 2016 ASA-TP-ATP-16
With the following changes, ASA’s Airline Transport Pilot Test Prep 2016 provides complete preparation for the FAA
ATP and Aircraft Dispatcher Knowledge Exams. This test continues to reference the Computer Testing Supplement
for Airline Transport Pilot and Aircraft Dispatcher (FAA-CT-8080-7C + Addendum A + Addendum B + Addendum C).
About the Test Changes

The FAA exams are “closed tests” which means the exact database of questions is not available to the public.
However, each test cycle the FAA provides a What’s New document, which identifies subjects that have been
removed or added to a test. This document also includes pertinent information to ensure training and testing
remains correlated, which in turn promotes a reliable certification system.
The question and answer choices in this book provide a comprehensive representation of FAA questions, derived
from history and experience with the airman testing process. You might see similar although not exactly the same
questions on your official FAA exam. Answer stems may be rearranged from the A, B, C order you see in this book.
Therefore, be careful to fully understand the intent of each question and corresponding answer while studying,
rather than memorize the A, B, C answer. You may be asked a question that has unfamiliar wording; studying
and understanding the information in this book and the associated reference documents will give you the tools to
answer all types of questions with confidence. We invite your feedback. After you take your official FAA exam, let
us know how you did. Were you prepared? Did the ASA products meet your needs and exceed your expectations?
We want to continue to improve these products to ensure applicants are prepared, and become safe pilots. Send
feedback to: cfi@asa2fly.com
The next test change from the FAA is expected in October 2016.
Page Question Correct

Number Number Answer Explanation
vii Table On the first row, ADX, the alloted time is changed to read “3.5 hours.”
xiii Retesting Procedures The “Note” is changed to read:

Note: The testing centers require a wait period of 24 hours before any applicant may retest.
1-3 Chapter text The first paragraph under "The ATP Certificate" heading is changed to read:
All required flight crew of an air carrier flight must hold Airline Transport Pilot (ATP) certificates with
the appropriate type rating.
1-4 Chapter text In the fourth paragraph from the top of the page, the start of the second sentence is changed to read:
To exercise commercial pilot privileges (e.g. flying a parachute jump operation) a pilot…
1-4 9350-1 [B] A new question is added to read:

ALL
9350-1. The second-in-command of an aircraft in domestic operation under 14 CFR 121 must hold
A— an airline transport pilot certificate and a first class medical.
B— an airline transport pilot certificate with an SIC aircraft type rating.
C— a commercial pilot certificate with instrument rating, a second-class medical, and a type rating
appropriate for the aircraft being flown.
No certificate holder may use nor may any pilot act as second-in-command (SIC) unless the pilot holds
an airline transport pilot certificate and an appropriate aircraft type rating for the aircraft being flown. A
second-in-command type rating obtained under 61.55 does not satisfy these requirements. (PLT450) —
14 CFR §121.436
© ASA June 2016 2016 Airline Transport Pilot Test Prep Update Page 1
1-12 9342-1 [A] A new question is added to read:
ALL
9342-1. An example of air carrier experience a pilot may use towards the 1,000 hours required to serve
as PIC in Part 121 is flight time as an SIC
A— in Part 121 operations.
B— in Part 91, subpart K operations.
C— in Part 135 operations.
ATP certificate holders may use the 1,000 hours required to serve as PIC in Part 121 operations, as SIC
in Part 121 operations, or PIC in Part 91 and 135 operations. (PLT450) — 14 CFR §121.436
1-12 9342-2 [C] A new question is added to read:

ALL
9342-2. The holder of an ATP certificate with restricted privileges or an ATP certificate who also holds an
aircraft type rating for the aircraft to be flown may act as
A— a PIC for a Part 121 supplemental air carrier.
B— a PIC for a Part 121 air carrier with 500 hours as a Part 121 SIC.
C— an SIC for a Part 121 air carrier.
The holder of an ATP-Restricted certificate may serve as second-in-command (SIC) for Part 121
operations requiring less than three pilots. (PLT450) — 14 CFR §61.167
1-16 9680 This question has been removed. The FAA is not testing on domestic flight plans; new ICAO-based
questions are expected in October.
1-31 8211 [B] The question is changed to read:

ATM, DSP
8211. You are on the last day of a four day trip and haven’t slept well. What is a warning sign that you are
fatigued?
A— Improved dexterity.
B— Head bobbing.
C— Mental acuteness.
Common physical signs of fatigue include yawning repeatedly, heavy eyelids, microsleeps, eye rubbing,
nodding off or head dropping, headaches, nausea, or upset stomach, slowed reaction time, lack of energy,
weakness, or light headedness. (PLT409) — FAA-H-8083-2, 14 CFR §117.3

ATM, DSP
8229. You are a pilot operating under 14 CFR Part 121 and are in a required rest period. When can you
be contacted about your next day duty assignment?
A— At any time during your required rest period.
B— At the end of your required rest period.
C— No earlier than 1 hour before the end of your required rest period.
No certificate holder may assign and no flightcrew member may accept assignment to any reserve or duty
with the certificate holder during any required rest period. (PLT409) — 14 CFR §117.25
ATM, DSP
8225. Which announcement must be made if the seat belt sign will be turned off during flight?
A— Clearly explain the location of the fire extinguishers and emergency exits.
B— Passenger should keep their seat belts fastened while seated.
C— Passengers are free to leave their seats once the seat belt sign is turned off.
After each takeoff, immediately before or immediately after turning the seat belt sign off, an
announcement shall be made that passengers should keep their seat belts fastened, while seated, even
when the seat belt sign is off. (PLT384) — 14 CFR §121.571
2-30 8868 This question has been removed. The FAA is no longer testing on RMIs.
2-40 9796 [B] The correct answer is changed to B, and the question and answer stems are changed to read:
9796. (Refer to Figure 250.) You arrive at DUMBB for the RNAV (GPS) at CHA. The preflight briefer
issued an unreliable advisory before takeoff. Your avionics are good and you have full GPS service. You
A— can descend to the LNAV MDA of 1,200 feet and 2,400 RVR due to the FSS advisory.
B— descend to the LPV minima of 882 feet and 2,400 RVR in your CAT B aircraft.
C— can descend to the LNAV MDA of 518 feet due to the FSS advisory.
2-51 9732 [B] Answer stem A is changed to read:
A— must result in a landing.

ALL
9786-1. Runway Status Lights (REL) are
A— an independent light system.
B— automatically activated.
C— ATC tower controlled.
The runway status light system (RWSL), which includes runway entrance lights (REL), is a fully automated
system that provides runway status information to pilots and surface vehicle operators to clearly indicate
when it is unsafe to enter, cross, takeoff from, or land on a runway. RWSL is an independent safety
enhancement that does not substitute for or convey an ATC clearance. (PLT141) — AIM ¶2-1-6
2-57 8917 This question has been removed. The FAA is no longer testing on tri-color VASIs.
3-16 8394 This question has been removed. Dutch roll is no longer being tested on.
3-16 8394-1 This question has been removed. Dutch roll is no longer being tested on.
ATM, ATS, DSP
8343. Precise roll control using a rudder on a transport category airplane
A— can be effective when turbulence is encountered.
B— is difficult and therefore not recommended.
C— should be considered to assist the yaw damper.
The lateral control of an airplane is accomplished by producing differential lift on the wings. The
differential lift for control in roll is usually obtained by some type of ailerons or spoilers. Rudders are not
recommended as the primary method to achieve precise roll control as they can contribute to dihedral
effect. Excessive dihedral effect can lead to many problems including Dutch rolls. (PLT346) — ANA

ALL
9068-1. How are turbine engines classified?
A— The type of compressor or combination of compressors they use.
B— The method in which the air/fuel mixture is ignited.
C— The flow of air through the engine and how power is produced.
Turbine engines are classified by the type of compressors they use—centrifugal flow, axial flow, and
centrifugal-axial flow. (PLT365) — FAA-H-8083-25
4-5 8394 [C] A new question is added to read:

ALL
8394. A hot start in a turbine engine is caused by
A— failed ignition.
B— the engine’s failure to accelerate.
C— too much fuel in the combustion chamber.
A hot start occurs when the exhaust gas temperature exceeds the safe limit of an aircraft. Caused by
either too much fuel entering the combustion chamber or insufficient turbine RPM, this condition is also
known as a hung start. (PLT499) — FAA-H-8083-25
4-49 8730 [B] Answer stem B and the explanation are changed to read:
B— 5,600 pounds.
On Figure 459, start at the right side of the chart and find the still-air range of 2,250 NM. Move directly to
the left until you intersect the MX FUEL 19450 LB reference line. Then move straight down and note the
payload of 5,600 pounds. (PLT121) — FAA-H-8083-25
6-29 9827-3 [C] A new question is added to read:

ATM, DSP
9827-3. During takeoff roll with runway remaining, you receive a master caution light after VR. What action
should you take?
A— Reject the takeoff.
B— Hold the nose down to takeoff speed.
C— Continue the takeoff.
VR is defined as the speed at which the rotation of the aircraft should be initiated to takeoff attitude. VR or
rotation speed cannot be less than V1. If it is greater than V1 and it is found that, at VR, rotation cannot be
achieved, a subsequent rejected take off may not be possible within the remaining runway length and is
likely to result in a Runway Excursion. In these circumstances (after VR, runway remaining), you should
continue the takeoff. (PLT208) — FAA-H-8083-3
6-33 9391 [A] Answer stem C is changed to read:
C— 1/2 SM.
6-38 9005-1 [B] The correct answer is changed to B.
6-41 9022-1 [B] A new question is added to read:

ALL
9022-1. While holding short for an intersection takeoff runway 36 at taxiway C, tower clears you to “line up
and wait runway 36.” You should
A— line up and wait for takeoff on taxiway C.
B— line up and wait on runway 36 at intersection C for departure.
C— hold short and advise tower that you are at intersection C short of runway 36.
“Line up and wait” is an ATC phrase used to instruct pilots to taxi onto the departure runway, line up, and
wait for imminent departure. (PLT171) — AIM Chapter 5
ALL
9554. (Refer to Figure 259.) When performing the LOC RWY 33R approach and sidestep, at what point
would you initiate the missed approach?
A— anytime after the FAF.
B— 4.5 NM after JOLTE.
C— IAH DME 1.0.
The FAF to MAP for the LOC approach is listed in the bottom left corner of the approach plate. FAF to
MAP is 4.5 NM. (PLT083) — Instrument Approach Procedures
6-69 8242 [C] Answer stem B and the explanation for the incorrect answer (B) are changed to read:
B— first officer.
Answer (B) is incorrect because although a first officer may be assigned the task of carrying aeronautical charts, the
pilot-in-command is responsible for ensuring that adequate charts are aboard the aircraft.
8-15 9206 [C] The question has been changed to read:

ALL
9206. You are planning a flight to a coastal area which is currently below published weather minimums
for the ILS approach due to fog. The winds are forecast to increase to 20 knots from the west at your
scheduled arrival time. What weather should you expect?
A— Surface ice.
B— Advection fog thickening as the winds increase to 20 knots.
C— A low layer of stratus or stratocumulus clouds.
Advection fog is most common along coastal areas and will develop into a layer of stratus of
stratocumulus clouds with winds speeds in excess of 15 knots. (PLT226) — AC 00-6

ALL
9207-2. You are approaching an airport to land in 20 minutes. The METAR reports temperature 10°C, dew
point 10°C, winds 310/04, scattered clouds and rain. You expect
A— radiation fog.
B— deepening fog.
C— clearing conditions.
Conditions favorable for radiation fog are clear sky, little or no wind, and small temperature-dew point
spread. (PLT226) — AC 00-6
8-34 9774 [A] The question is changed to read:
ALL
9774. The most likely condition in which to experience severe inflight icing with the ambient temperature
below 0°C is
A— rain.
B— visible moisture.
C— fog.
For structural icing to occur two conditions must be present: The aircraft must be flying through visible
water such as rain or cloud droplets and temperature at the point where the moisture strikes the aircraft
must be 0° or colder. (PLT274) — AC 00-6
8-34 9748 [C] The question is changed to read:

9748. When flying in the rain and an air temperature of 1°C, a pilot should
A— not expect icing until the air temperature is 0°C or less.
B— Use autopilot in icing to lower the work load.
C— be aware of the possibility of airframe icing.
Pilots should be vigilant and aware of icing possibilities, particularly when flying in conditions between -5
and +2 degrees C. (PLT274) — AC 91-74
8-58 9578 In the answer key at the bottom of the page “9768” is changed to “9578.”
8-59 9257-1 This question has been removed. Rote memorization questions, such as the validity period for
unscheduled products like SIGMETs, are no longer being tested on.
8-59 9285 [C] The question is changed to read:

9285. When you hear a SIGMET on an ATC frequency forecasting severe icing conditions on the route to
your destination, you plan for
A— the installed transport category airplane ice protection system protecting against all types and levels of
icing as designed.
B— very little airframe icing because of an OAT of -10°C or colder, the moisture is already frozen and
cannot adhere to airplane surfaces.
C— the possibility of freezing rain and freezing drizzle that can accumulate on and beyond the limits of any
deicing/anti-icing equipment.
Severe icing means the rate of accumulation is such that deicing/anti-icing equipment fails to reduce or
control the hazard. Immediate diversion is necessary. (PLT274) — AC 00-45

Airline Transport Pilot Test Prep 2016 ASA-TP-ATP-16

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Airline Transport Pilot Test Prep 2016 ASA-TP-ATP-16

Uploaded by

Copyright:

Available Formats

Update to Airline Transport Pilot Test

About the Test Changes

Page Question Correct

xiii Retesting Procedures The “Note” is changed to read:

1-4 9350-1 [B] A new question is added to read:

1-12 9342-2 [C] A new question is added to read:

1-31 8211 [B] The question is changed to read:

1-31 8229 [B] The question is changed to read:

2-51 9732 [B] Answer stem A is changed to read:

A— must result in a landing.

2-54 9786-1 [A] A new question is added to read:

4-5 9068-1 [A] A new question is added to read:

4-5 8394 [C] A new question is added to read:

6-29 9827-3 [C] A new question is added to read:

6-33 9391 [A] Answer stem C is changed to read:

6-38 9005-1 [B] The correct answer is changed to B.

6-41 9022-1 [B] A new question is added to read:

8-15 9206 [C] The question has been changed to read:

8-15 9207-2 [A] A new question is added to read:

8-34 9748 [C] The question is changed to read:

8-59 9285 [C] The question is changed to read:

You might also like