Free FAA IGI Practice Test

A student chasing altitude stares at the altimeter while the heading drifts 20 degrees. This cross-check error is:

• A. fixation. ✓
• B. emphasis.
• C. inadequate instrument interpretation.
• D. omission.

Fixation is staring at one instrument to the exclusion of the scan, typically while chasing an indication. The three classic cross-check errors are fixation, omission, and emphasis: naming the specific error is what lets a student self-correct.

Reference: IFH FAA-H-8083-15B ch. 4

Clear ice is most likely when flying through:

• A. stratiform clouds with small droplets near minus 20 Celsius.
• B. dry snow at any temperature.
• C. freezing rain or cumuliform clouds with large supercooled droplets at temperatures just below freezing. ✓
• D. cirrus clouds near the tropopause.

Large droplets around 0 to minus 10 Celsius flow back before freezing, building heavy, glossy, tenacious clear ice. Small droplets in colder stratiform layers freeze on impact into brittle, opaque rime: the pairing the test wants.

Reference: AC 00-6B

The glideslope should be intercepted from below at the published altitude because:

• A. intercepting from above is prohibited by regulation.
• B. the glideslope transmitter is unusable below 1,000 feet AGL.
• C. false glideslope lobes exist above the true path and can present misleading, even reversed, indications. ✓
• D. autopilots cannot capture a glideslope from above.

False courses live above the true glidepath, the first near twice the published angle. Crossing the FAF or glideslope intercept point and confirming the altimeter matches the charted crossing altitude is the cross-check that catches a false lobe.

Reference: AIM 1-1-9

A WAAS-equipped aircraft plans an RNAV (GPS) approach at its filed alternate. For alternate planning purposes it must use:

• A. the precision-approach standard of 600-2 in every case.
• B. the LNAV or circling minimums, even though it may fly the LPV line once it actually arrives. ✓
• C. the LPV minimums, since the equipment supports them.
• D. no minimums, because WAAS aircraft are exempt from alternate requirements.

Flight planning must be based on the LNAV or circling line (LNAV/VNAV with baro-VNAV equipment); on arrival, whatever service the receiver annunciates may be flown. The rule hedges against WAAS vertical guidance being unavailable when it is actually needed.

Reference: AIM 1-1-18

The note "Alternate NA" on an instrument approach chart means the airport:

• A. may not be filed as an IFR alternate, commonly because weather reporting or navaid monitoring is unavailable. ✓
• B. uses the standard 600-2 and 800-2 alternate minimums.
• C. has an approach not authorized at night.
• D. may not be used for landing in IMC at all.

"Alternate NA" removes the airport from alternate planning, sometimes conditionally (for example when local weather reporting is unavailable). It says nothing about flying the approach on arrival at your destination: it is purely a flight-planning restriction.

Reference: 14 CFR 91.169