Free Commercial Pilot Licence — Aeroplane Written Examination Practice Questions

Sample Practice Questions

Try these 10 sample questions from the Commercial Pilot Licence — Aeroplane Written Examination practice bank. Each includes the answer and explanation. Continue with the interactive practice above to review the full question set.

1. 1Under CAR 605.14, what altimeter is required for a power-driven aircraft taking off for day VFR flight in controlled airspace?

   1. A.A radio altimeter measuring height above terrain
   2. B.A GNSS receiver displaying geometric altitude
   3. C.A sensitive altimeter adjustable for barometric pressureCorrect answer: C
   4. D.An altimeter with a fixed pressure setting

   Explanation: CAR 605.14(b) specifies a sensitive barometrically adjustable altimeter for day VFR in controlled airspace; its uncontrolled-airspace provision differs. D lacks the specified adjustment and sensitivity; A measures radio height; B provides GNSS altitude, not the required sensitive barometric altimeter. Evidence: “(b) where the aircraft is operated in controlled airspace, a sensitive altimeter adjustable for barometric pressure;”

   Reference: Canadian Aviation Regulations — CAR 605.14(a)–(b)

2. 2During flight a handheld calculator is operated close to an aircraft's loop and sense antenna installation. Which navigation receiver may be affected by interference identified in TC AIM?

   1. A.A distance measuring equipment receiver
   2. B.An automatic direction finder receiverCorrect answer: B
   3. C.A VHF omnidirectional range receiver
   4. D.A satellite navigation receiver

   Explanation: TC AIM reports calculator interference to ADF equipment in the 200–450 kHz range when the calculator is close to its loop or sense antenna or lead-in cable. C, D and A identify receivers other than the ADF equipment named in the calculator interference warning. Evidence: “switching on or use of handheld electronic calculators can cause interference to airborne ADF equipment in the 200 to 450 kHz frequency range when the calculator is held or positioned within 5 ft of the loop or sense antenna, or lead-in cable installation of the system.”

   Reference: Transport Canada Aeronautical Information Manual (TC AIM) — COM 4.4 Interference with Aircraft Navigational Equipment

3. 3A pilot reviews a Canadian aerodrome weather report. Which statement best distinguishes a METAR from a SPECI?

   1. A.A METAR is routine; a SPECI is issued when specified criteria are crossedCorrect answer: A
   2. B.A METAR is issued when specified criteria are crossed; a SPECI is routine
   3. C.A METAR is routine; a SPECI is issued at a fixed interval regardless of changes
   4. D.Both a METAR and a SPECI are issued only when specified criteria are crossed

   Explanation: METARs are routine coded observations, while a SPECI is issued when the relevant specified change criteria are met. Neither is a forecast. B reverses the two report roles; C misstates the special-report trigger; D omits the routine issuance of METAR. Evidence: “METARs are coded weather observations that are taken every hour on the hour at over 200 aerodromes in Canada. In addition, SPECIs are issued whenever weather conditions cross specified criteria.”

   Reference: Transport Canada Aeronautical Information Manual (TC AIM) — MET 1.2.2 Aerodrome weather reports

4. 4A pilot increases pitch during a manoeuvre. What defines the wing's angle of attack?

   1. A.The angle between the relative wind and a defined wing reference lineCorrect answer: A
   2. B.The angle between the wing chord and the horizontal horizon
   3. C.The angle between the wing reference line and the aeroplane's flight path over the ground
   4. D.The angle between the wing reference line and the aeroplane's longitudinal axis

   Explanation: Angle of attack is measured between the oncoming air or relative wind and a defined reference line on the wing or aeroplane. Pitch attitude, ground track and installation incidence are different relationships. B uses the horizon rather than relative wind; C uses the ground path, which can differ in wind; D describes an installation angle relative to the fuselage. Evidence: “Angle of Attack (AOA): The angle between the oncoming air, or relative wind, and a defined reference line on the aeroplane or wing.”

   Reference: Transport Canada AC 700-031 — 2.3 Definitions

5. 5A pilot plans a VFR flight from Canada to a foreign state other than the United States. What flight-plan format does TC AIM require?

   1. A.A Canadian domestic flight itinerary filed before departure
   2. B.An ICAO flight plan filed before the flightCorrect answer: B
   3. C.A flight itinerary filed after departure
   4. D.A composite VFR/IFR itinerary instead of a flight plan

   Explanation: TC AIM requires a VFR or IFR flight plan for a flight between Canada and a foreign state, and requires an ICAO plan for a destination other than the United States. C and A substitute a flight itinerary for the required flight plan; D substitutes a composite itinerary, not the required ICAO plan. Evidence: “A VFR or IFR flight plan must be filed prior to conducting any flight between Canada and a foreign state. If the flight is to any country other than the U.S., an ICAO flight plan must be filed.”

   Reference: Transport Canada Aeronautical Information Manual — RAC 3.5.3 Flights between Canada and a foreign state

6. 6A pilot tuning a Canadian VOR wants to confirm the facility before using its radial. How is a VOR normally identified?

   1. A.By an unmodulated carrier without a location identifier
   2. B.By a three-letter location identifier transmitted in Morse codeCorrect answer: B
   3. C.By a three-letter location identifier transmitted as a continuous spoken phrase
   4. D.By a four-letter location indicator keyed in Morse code

   Explanation: TC AIM states that a VOR identifies itself at regular intervals using a three-letter location indicator in Morse code. Listening to the identifier distinguishes the selected station from another. C changes Morse code to voice, D changes the identifier to four letters, and A omits the location identifier. Evidence: “Identification is accomplished by means of a three-letter location indicator keyed in Morse code at regular intervals.”

   Reference: Transport Canada Aeronautical Information Manual — COM 4.5 VOR identification

7. 7A Canadian aerodrome's weather observation program does not issue SPECIs. Which forecast product can be issued in place of a TAF for that circumstance?

   1. A.A routine TAF without an advisory qualifier
   2. B.An aerodrome advisory forecast labelled OBS INCOMPLETE solely because SPECIs are absent
   3. C.An aerodrome advisory forecast labelled NO SPECICorrect answer: C
   4. D.An aerodrome advisory forecast labelled OFFSITE

   Explanation: When a limited observing program does not issue SPECIs, an aerodrome advisory forecast can be issued in TAF format with the NO SPECI qualifier. OFFSITE and OBS INCOMPLETE identify different circumstances. D is the qualifier for offsite observations, B refers to incomplete observations, and A omits the advisory required for the stated circumstance. Evidence: “No specials—the forecast is based on observations from a station with a limited observing program that does not issue SPECIs.” “the advisory forecast will be labelled with the word ADVISORY and the appropriate qualifier (OFFSITE, OBS INCOMPLETE, or NO SPECI).”

   Reference: Transport Canada Aeronautical Information Manual — MET 1.3.4 Aerodrome advisory forecasts

8. 8An aeroplane encounters an unexpected stall warning during a manoeuvre. What is the primary aerodynamic action for recovery?

   1. A.Hold angle of attack until airspeed has increased
   2. B.Increase thrust while holding the existing angle of attack
   3. C.Reduce the angle of attackCorrect answer: C
   4. D.Increase angle of attack to regain the lost altitude

   Explanation: Transport Canada emphasizes reduction of angle of attack as the primary response to a stall event. Thrust may supplement recovery, and altitude recovery follows recovery from the stall. B and A retain the excessive angle instead of reducing it; D increases the angle and attempts altitude recovery before stall recovery. Evidence: “It must be emphasized that the most important response and priority in stall recovery is reducing the AOA. Actions to recover altitude can only be taken after stall recovery has been achieved.”

   Reference: Transport Canada AC 700-031 — 4.2–4.3 Stall recovery

9. 9The Minister gives an aircraft owner reasonable notice that the aircraft is to be inspected. Under CAR 103.02, what must the owner or operator do?

   1. A.Make the aircraft available for inspection in accordance with the noticeCorrect answer: A
   2. B.Make the aircraft available only after its next annual inspection
   3. C.Provide only the aircraft journey log instead of the aircraft
   4. D.Make the aircraft available only if a defect has already been established

   Explanation: CAR 103.02(1) requires the owner or operator to make the aircraft available as specified when reasonable notice is given. B defers inspection beyond the notice; C substitutes paperwork for the aircraft; D adds a prior-defect condition absent from the rule. Evidence: “The owner or operator of an aircraft shall, on reasonable notice given by the Minister, make the aircraft available for inspection in accordance with the notice.”

   Reference: Canadian Aviation Regulations — Division II — Compliance, Inspection of Aircraft, Requests for Production of Documents and Prohibitions, subsection (1)

10. 10Which frequency band is used by the Canadian non-directional beacons described in TC AIM?

    1. A.Only the UHF distance-measuring band
    2. B.Only the satellite L-band
    3. C.Low- and medium-frequency bandsCorrect answer: C
    4. D.Only the VHF communications band

    Explanation: TC AIM describes NDBs as non-directional transmitters operating in specified LF/MF bands; an ADF receiver uses these transmissions for direction finding. D, A and B identify frequency bands other than the specified LF and MF NDB bands. Evidence: “Non-directional beacons (NDBs) combine a transmitter with an antenna system providing a non-directional radiation pattern within the low frequency (LF) and medium frequency (MF) bands of 190–415 kHz and 510–535 kHz.”

    Reference: Transport Canada Aeronautical Information Manual — COM 4.6 Non-Directional Beacon