Knowledge-test tips
A visual aid for VOR questions
One trick for resolving VOR questions is my FROM/right-FROM/left--TO/right-TO/left plotter. You can draw it on the plastic overlay you'll receive for use with the supplemental material. It will resolve any VOR problem if positioned properly.
First, draw a circle with two lines, dividing it into four quarter sections. At the point where the lines intersect in the center, put a small circle to represent a VOR station. Label each line with the four points of the compass (North, South, East, and West) and in the N to W quadrant write "FROM/right" or "F/r" for short. Label the N to E quadrant "FROM/left" or "F/l" and the W to S quarter as "TO/right" or "T/r" and the S to E quarter as "TO/left" or "To/l" to denote the VOR indication that will be depicted (with the selected OBS setting) once this plotter is correctly positioned.
Finally, draw a heavy line from the center of the circle to the North position and put an arrowhead on it, as this will be our reference line that we always position on the VOR station, pointing out whatever direction is shown on the omni-bearing selector. If your question says you've selected the 090-degree radial and the airplane is over Podunk Airport, what do the Left/Right needle and To/From flag show? Position the center of your circle over the VOR station on the chart or diagram with the N reference arrow pointing out the 090 radial. Find the quadrant in which the airplane is physically located. Read the Fr-Fl or Tr-Tl markings to determine the indication an airplane will show with that OBS setting in that location. |
Taking your private pilot knowledge test (or any FAA computer exam, for that matter) should not be compared with planning a typical flight. You're going to be "flying" a stationary computer screen and an immovable keyboard for this exercise. If you're doing flight training concurrently with ground school, it's important to understand the difference between the two. You're probably thinking it's obvious, but too many pilots go in with the "I know about flying" mentality--which doesn't work well when you need to be in the "knowledge testing" mode.
As you prepare for any knowledge test, your job is to accept the printed word as what you need to know to pass the exam. Don't argue with the questions or spend time wondering about their relevance--some questions aren't relevant at all. When should you take the knowledge test? That depends on your situation. If you have the time and opportunity, you could prepare for and take it early in your training, so there's no risk that it could delay your checkride later. Many students find it beneficial to prepare for the knowledge test during flight training; studying for it on those days when the weather precludes flying will allow you to enjoy going aloft during good weather. One pilot I know completed his ground school before starting to fly; he concentrated on his ground training so that once he began training, he could fly often and earn his certificate quickly. I recommend you not wait until the last moment, but study several hours each week so you can pass the test before you start the cross-country phase of your flying. Your score remains valid for two years after taking a knowledge test; after that, you'll have to retake it.
Some of the extra tools I like to bring to the testing site are a good straight edge, a hand-held magnifying glass, and a straight pin to deal precisely with the often-poor-quality charts, diagrams, and graphs. Should you have the choice, always use the paper handout of supplemental material rather than relying on the same information presented on your computer screen. When doing math computations, it's important to be very familiar with your electronic calculator and have an extra set of batteries on hand, just in case. I recommend a simple calculator with a bright, clear display that's easy to use.
As an introduction, the proctor will give you a sample test question to familiarize you with the testing process. Take the sample test (even if you're a seasoned test-taker) because it has a calming effect and will help you focus. If you're allowed two and one-half hours for the real test, plan to have an extra hour at the testing site so as not to rush the process.
Once you get into the exam room, write down any formulas or memory aids you've stored in your brain. If weather is your weak point, for example, write down your memory "keys," be they characteristics of cold and warm fronts, reading METARs, or deciphering terminal aerodrome forecasts. It will be a load off your mind to transcribe your mental crib notes to paper and start the test with a clear head.
Review carefully the supplemental material. Many questions can be answered from the data given in the charts and tables, if you know how to read the footnotes, legends, and comments. In some cases, it's good to know that you do have a particular piece of information available to you and don't have to recall it from memory. You'll find the Airport/Facility Directory and chart legend questions are a test of how well you can read the fine print. Making sure you're referring to the correct airport is also important, particularly if you get a sample city with several airports listed.
The sectional chart legend is filled with excellent material that can be used to answer many of the questions just by reading the data given. Everything from runway lengths to airspace criteria can be gleaned from this compressed compendium of chart explanations.
Aircraft performance charts, which have been the downfall of many an FAA test taker, have always had their exceptions listed in the footnotes of the individual chart. You can be sure that the FAA will include an incorrect answer for the unwary who forget to consider all the information and fail to "add 10 percent for each four knots of tailwind" or some other crucial statement hidden in the fine print.
I recommend that you scan through all the questions so you know what you're up against. Many times you'll find answers to one part of the test contained in questions from another area. It's also nice to know just what you're facing so you can deal with the easy questions first, and then spend your remaining time on the tough ones.
There's no penalty for guessing, but it's unlikely you'll have to guess if you've done your homework and reviewed the volumes of material available to help you. Sample test questions are available to you from a variety of sources, so there's no excuse for coming across an unfamiliar type of test question.
If necessary, jot down some time markers to help you go forward, should you get stuck on one problem. For example, 60 questions in two and one-half hours will allow two minutes per question, with an extra 30 minutes for review. After an hour, you should be well past the halfway point, and that's a good time to take a quick break to clear your head.
Professional pilots always have their "foot stompers." That's information that makes your instructor stomp his or her foot and emphasize it over and over. My number one foot stomper is RTFQ, which stands for read that fine question! Over and over, preferably aloud--or at least mouthing the words slowly to make sure you understand what is being asked of you. Many wrong answers result from not reading a question carefully in order to interpret exactly the conditions set forth and what answer is desired.
Once you've read and understood a question and emphasized to yourself the key points, then try to answer it without looking at the answers. You're lucky here. In recent years the FAA has not only provided you with sample questions in its 600-plus question bank, but it also has trimmed the answer choices down to only three, instead of four, making the test 25 percent easier.
You can usually eliminate one of the three choices right away as obviously wrong. Then it's time to carefully read the two remaining choices. It's likely that one will be partly right, but also partly wrong. I've seen close choices that used the word power in one and the word thrust in the other. The words are not synonymous, and you can easily be fooled into the first choice if you don't carefully analyze how it differs from the second one.
When you find neither answer to be completely right, you'll have to select the best answer for the situation. Beware of answers that say any or all or every--they often signal a trap that may not apply to your specific situation. If a computation is involved, be sure you use the correct units of measurement (statute versus nautical miles has been the downfall of many a test taker) and are reading the correct scales on your plotter or E6B. If the question contains computations, double check them and then, if necessary, refigure the problem using new data and a clean sheet of scratch paper.
Since all questions are valued the same, it's not worth your while to spend a long time on one difficult question when it's worth the same as an easy one. Also, never leave any question blank because it's counted as an automatic wrong answer. Make your best guess and, if you're checking your answers after you've finished the exam, it's best not to change an answer, unless you are sure your first answer was wrong. Typically your first impression is correct and, when you start changing answers, you may do more harm than good.
When you're finished, review your work to be sure you chose the answers you intended. Once you get your results, review the subject areas and file them away for later, because your flight examiner will likely ask you questions about the subject areas you missed. Now, you can breathe easier, finish your flight training, and use the material you worked so hard to learn.
Capt. Karen Kahn is the author of Flight Guide for Success: Tips and Tactics for the Aspiring Airline Pilot and a career counselor. A Master CFI and 30-year airline pilot, she flies the Boeing 757/767 for a major U.S. carrier.
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Links to additional resources about the topics discussed in this article are available at AOPA Flight Training Online.
