When may an emergency locator transmitter (ELT) be tested? 





   ANSWER: During the first 5 minutes after the hour. 

   Emergency locator transmitters (ELT) 
   may only be tested on the ground during the first 5 min. after 
   the hour. Other times it is only allowed with prior 
   arrangement with the nearest FAA Control Tower or FSS. 
   No airborne checks are allowed. 

When must the battery in an emergency locator transmitter (ELT) 
be replaced (or recharged if the battery is rechargeable)? 





   ANSWER: After one-half the battery's useful life. 

   Emergency locator transmitter (ELT) 
   batteries must be replaced or recharged after 50% of their 
   useful life has expired or when the transmitter has been in 
   use for more than 1 cumulative hr. 

How should contact be established with an En Route Flight 
Advisory Service (EFAS) station, and what service would be 
expected? 





   ANSWER: Call Flight Watch on 122.0 for information regarding 
   actual weather and thunderstorm activity along proposed 
   route. 

   The frequency designed for en route 
   flight advisory stations calling Flight Watch is 122.0 MHz. It 
   is designed to provide en route aircraft with timely and 
   meaningful weather advisories during the route. It is not for 
   complete briefings or random weather reports. 

What service should a pilot normally expect from an En Route 
Flight Advisory Service (EFAS) station? 





   ANSWER: Actual weather information and thunderstorm activity 
   along the route. 

   Flight Watch is designed to provide 
   en route traffic with timely and meaningful weather 
   advisories pertinent to the type of flight intended. It is 
   designed to be a continuous exchange of information on 
   winds, turbulence, visibility, icing, etc., between pilots and 
   Flight Watch specialists on the ground. 

Below FL180, en route weather advisories should be obtained from 
an FSS on 





   ANSWER: 122.0 MHz. 

   Below FL 180, to receive weather 
   advisories along your route, you should contact Flight 
   Watch on 122.0 MHz. 

Wingtip vortices are created only when an aircraft is 





   ANSWER: developing lift. 

   Wingtip vortices are the result of the 
   pressure differential over and under a wing when that wing 
   is producing lift. Wingtip vortices do not develop when an 
   airplane is taxiing, although prop blast or jet thrust 
   turbulence can be experienced near the rear of a large 
   airplane which is taxiing. 

Wingtip vortices created by large aircraft tend to 





   ANSWER: sink below the aircraft generating turbulence. 

   Wingtip vortices created by large 
   airplanes tend to sink below the airplane generating the 
   turbulence. 

When taking off or landing at an airport where heavy aircraft are 
operating, one should be particularly alert to the hazards of wingtip 
vortices because this turbulence tends to 





   ANSWER: sink into the flightpath of aircraft operating below the 
   aircraft generating the turbulence. 

   When taking off or landing at a busy 
   airport where large, heavy airplanes are operating, you 
   should be particularly alert to the hazards of wingtip vortices 
   because this turbulence tends to sink into the flight paths of 
   airplanes operating below the airplane generating the 
   turbulence. Wingtip vortices are caused by a differential in 
   high and low pressure at the wingtip of an airplane, creating 
   a spiraling effect trailing behind the wingtip, similar to a 

   horizontal tornado. 

The greatest vortex strength occurs when the generating aircraft is 





   ANSWER: heavy, clean, and slow. 

   Vortices are the greatest when the 
   wingtips are at high angles of attack. This occurs at high 
   gross weight, flaps up, and low airspeed (heavy, clean, and 
   slow). 

The wind condition that requires maximum caution when avoiding 
wake turbulence on landing is a 





   ANSWER: light, quartering tailwind. 

   The most dangerous wind condition 
   when avoiding wake turbulence on landing is a light, 
   quartering tailwind. The tailwind can push the vortices 
   forward which could put it in the touchdown zone of your 
   aircraft even if you used proper procedures and landed 
   beyond the touchdown point of the preceding aircraft. Also 
   the quartering wind may push the upwind vortices to the 
   middle of the runway. 

When departing behind a heavy aircraft, the pilot should avoid 
wake turbulence by maneuvering the aircraft 





   ANSWER: above and upwind from the heavy aircraft. 

   The proper procedure for departing 
   behind a large aircraft is to rotate prior to the large aircraft's 
   rotation point, then fly above and upwind of the large 
   aircraft. Since vortices sink and drift downwind this should 
   keep you clear. 

When landing behind a large aircraft, the pilot should avoid wake 
turbulence by staying 





   ANSWER: above the large aircraft's final approach path and landing 
   beyond the large aircraft's touchdown point. 

   When landing behind a large aircraft 
   your flight path should be above the other aircraft's flight 
   path since the vortices sink. When the aircraft touches 
   down, the vortices will stop, so you should thus touch 
   down beyond where the large aircraft did. 

Figure 27 
(Refer to figure 27, area 3.) When flying over Arrowwood National 
Wildlife Refuge, a pilot should fly no lower than 





   ANSWER: 2,000 feet AGL. 

   See Fig. 27, which is about 2 in. to the 
   left and slightly below 3. All aircraft are requested to 
   maintain a minimum altitude of 2,000 ft. above the surface of 
   a national wildlife refuge except if forced to land by 
   emergency, landing at a designated site, or on official 
   government business. 

Pilots flying over a national wildlife refuge are requested to fly no 
lower than 





   ANSWER: 2,000 feet AGL. 

   The Fish and Wildlife Service 
   requests that pilots maintain a minimum altitude of 2,000 ft. 
   above the terrain of national wildlife refuge areas. 

The most effective method of scanning for other aircraft for 
collision avoidance during daylight hours is to use 





   ANSWER: a series of short, regularly spaced eye movements to 
   search each 10° sector. 

   The most effective way to scan for 
   other aircraft during daylight hours is to use a series of 
   short, regularly spaced eye movements that bring 
   successive areas of the sky into your central visual field. 
   Each movement should not exceed 10°, and each area should 
   be observed for at least one second to enable detection. 
   Only a very small center area of the eye has the ability to 
   send clear, sharply focused messages to the brain. All other 
   areas provide less detail. 

How can you determine if another aircraft is on a collision course 
with your aircraft? 





   ANSWER: There will be no apparent relative motion between your 
   aircraft and the other aircraft. 

   Any aircraft that appears to have no 
   relative motion and stays in one scan quadrant is likely to be 
   on a collision course. Also, if a target shows no lateral or 
   vertical motion, but increases in size, take evasive action. 

Which statement best defines hypoxia? 





   ANSWER: A state of oxygen deficiency in the body. 

   Hypoxia is oxygen deficiency in the 
   bloodstream and may cause lack of clear thinking, fatigue, 
   euphoria and, shortly thereafter, unconsciousness. 

Rapid or extra deep breathing while using oxygen can cause a 
condition known as 





   ANSWER: hyperventilation. 

   Hyperventilation occurs when an 
   excessive amount of carbon dioxide is passed out of the 
   body and too much oxygen is retained. This occurs when 
   breathing rapidly, and especially when using oxygen. 

Which would most likely result in hyperventilation? 





   ANSWER: Emotional tension, anxiety, or fear. 

   Hyperventilation usually occurs 
   when one becomes excited or undergoes stress, which 
   results in an increase in one's rate of breathing. 

A pilot should be able to overcome the symptoms or avoid future 
occurrences of hyperventilation by 





   ANSWER: slowing the breathing rate, breathing into a bag, or talking 
   aloud. 

   To recover from hyperventilation, the 
   pilot should slow the breathing rate, breathe into a bag, or 
   talk aloud. 

Page 33