Question 1 of 22 Collision Avoidance TP 11919E · 1.02
When two aircraft are converging at approximately the same altitude 1 both aircraft shall alter heading to the left. 2 the aircraft on the right shall avoid the other by descending. 3 the aircraft that has the other on its right shall give way. 4 the aircraft that has the other on its left shall give way.
Not answered
Answer and explanation TC's answer
3 the aircraft that has the other on its right shall give way.
Explanation
CARs 602.19(2): "When two aircraft are converging at approximately the same altitude, the pilot-in-command of the aircraft that has the other on its right shall give way" (subject to the category exceptions). The aircraft on the right has the right of way.
The other options
1 both aircraft shall alter heading to the left. No rule tells converging aircraft to turn left. Turning to the right is the rule for head-on (602.19(5)) and overtaking (602.19(6)), and for converging traffic only the aircraft that must give way manoeuvres.2 the aircraft on the right shall avoid the other by descending. The aircraft on the right is the one that HAS the right of way, so it is not the one required to avoid. The rule also does not prescribe descending.4 the aircraft that has the other on its left shall give way. This is reversed. If the other aircraft is on your left, you are on its right, so it must give way to you.Memory tip: 'Right is right': the aircraft on the right has the right of way.
Source
CARs 602.19 (Right of Way — General)(2); TC AIM (October 1, 2026) RAC 1.8 Collision Avoidance—Right of Way (reproduces CARs 602.19).
Question 1.02 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Air Traffic Rules & Airspace Question 2 of 22 Collision Avoidance TP 11919E · 1.10
Two aircraft are on approach to land, the aircraft at the higher altitude shall 1 have the right of way. 2 overtake the lower aircraft on the left. 3 give way. 4 complete a 360° turn to the right.
Not answered
Answer and explanation Explanation
CARs 602.19(8): "The pilot-in-command of an aircraft that is approaching an aerodrome for the purpose of landing shall give way to any aircraft at a lower altitude that is also approaching the aerodrome for the purpose of landing." The higher aircraft gives way.
The other options
1 have the right of way. Reversed. The LOWER aircraft has the right of way when both are approaching to land (602.19(8)). (The lower aircraft must still not cut in front of a higher aircraft that is in the final stages of its approach — 602.19(9).)2 overtake the lower aircraft on the left. Overtaking is never done on the left; an overtaking aircraft alters heading to the right (602.19(6)). The higher aircraft simply has to give way.4 complete a 360° turn to the right. The regulation requires the higher aircraft to give way; it does not prescribe a 360° turn. How to give way (extend, slow down, go around) depends on the situation and any ATC instruction.Memory tip: Lower is landing first: the higher aircraft gives way.
Source
CARs 602.19 (Right of Way — General)(8) and (9); TC AIM (October 1, 2026) RAC 1.8 Collision Avoidance—Right of Way (reproduces CARs 602.19).
Question 1.10 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Air Traffic Rules & Airspace Question 3 of 22 Visual Signals TP 11919E · 2.02
A steady red light directed at an aircraft means 1 give way to other aircraft and continue circling; stop. 2 give way to other aircraft and continue circling; taxi clear of landing area in use. 3 airport unsafe do not land; taxi clear of landing area in use. 4 airport unsafe do not land; stop.
Not answered
Answer and explanation TC's answer
1 give way to other aircraft and continue circling; stop.
Explanation
TC AIM RAC 4.4.7 Table 4.3: to an aircraft in flight, a steady red light says "Give way to other aircraft and continue circling." RAC 4.2.11 Table 4.2: a steady red light to an aircraft on the ground means "Stop." RAC 4.2.10 adds: "When stopped by a red light, a pilot must wait for a further clearance before proceeding."
The other options
2 give way to other aircraft and continue circling; taxi clear of landing area in use. The in-flight half is right, but 'taxi clear of landing area in use' is the meaning of a SERIES OF RED FLASHES on the ground. A steady red on the ground means stop.3 airport unsafe do not land; taxi clear of landing area in use. Both halves are the RED FLASHES meanings: aerodrome unsafe, do not land (in flight) and taxi clear of the landing area (on the ground).4 airport unsafe do not land; stop. 'Stop' is right on the ground, but 'aerodrome unsafe, do not land' in flight is a series of RED FLASHES. Steady red in flight means give way and continue circling.Memory tip: Steady red = 'hold it': keep circling in the air, stop on the ground.
Source
TC AIM (October 1, 2026) RAC 4.4.7, Table 4.3 (aircraft in flight); TC AIM (October 1, 2026) RAC 4.2.11, Table 4.2 (aircraft on the ground); RAC 4.2.10.
Question 2.02 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Visual Signals & Radio Communications Question 4 of 22 Communications TP 11919E · 3.07
Pilots operating VFR en route in uncontrolled airspace should continuously monitor . . . . . and 121.5 MHZ, when practical and not in communication on the MF or ATF frequency. 1 126.7 MHz 2 123.2 MHz 3 122.8 MHz 4 122.2 MHz
Not answered
Answer and explanation Explanation
TC AIM RAC 4.5.6 NOTE: "Pilots operating VFR en route in uncontrolled airspace or VFR on an airway should continuously monitor 126.7 MHz when not communicating on the MF or ATF." TC AIM SAR 4.2 adds that 126.7 MHz "should, whenever practicable, be continuously monitored in uncontrolled airspace" and, with dual VHF radios, it is "strongly recommended that frequency 121.5 MHz be monitored at all times."
The other options
2 123.2 MHz 123.2 MHz is the default ATF at uncontrolled aerodromes with no UNICOM (RAC 4.5.5), not the en route frequency.3 122.8 MHz 122.8 MHz is a common UNICOM frequency, not the en route monitoring frequency in Canada.4 122.2 MHz 122.2 MHz is a common FSS/radio frequency (e.g. the RAC 4.5.4 example "MF—rdo 122.2"), not the en route monitoring frequency.Memory tip: En route in uncontrolled airspace: 126.7 (plus 121.5 if you have a second radio).
Source
TC AIM (October 1, 2026) RAC 4.5.6 and RAC 5.1; TC AIM SAR 4.2 (October 1, 2026).
Question 3.07 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Visual Signals & Radio Communications Question 5 of 22 Communications TP 11919E · 3.14
Ground control authorizes “GOLF ALPHA BRAVO CHARLIE TAXI RUNWAY 29 HOLD SHORT OF RUNWAY 04”. The pilot should acknowledge this by replying “GOLF ALPHA BRAVO CHARLIE TO 1 RUNWAY 04”. 2 RUNWAY 29”. 3 HOLD SHORT OF 29”. 4 HOLD SHORT OF 04”.
Not answered
Answer and explanation TC's answer
4 HOLD SHORT OF 04”.
Explanation
TC AIM RAC 4.2.5: "ATS personnel will request a readback for all HOLD and HOLD SHORT instructions … Pilots are requested to acknowledge and read back such instructions." NAV CANADA's VFR Phraseology Guide: "An instruction to HOLD SHORT of a runway must be read back." The critical part to read back is the runway you must not enter, 04.
The other options
1 RUNWAY 04”. Reading back only 'runway 04' leaves out 'hold short', the safety-critical instruction, and could sound like permission to enter runway 04.2 RUNWAY 29”. Runway 29 is the destination, but the instruction that must be read back is the hold short of runway 04.3 HOLD SHORT OF 29”. You were not told to hold short of 29. Reading this back would be wrong and could cause a runway incursion on 04.Memory tip: Always read back HOLD SHORT and the runway number.
Source
TC AIM (October 1, 2026) RAC 4.2.5; NAV CANADA VFR Phraseology Guide (Version 3, April 2022), Readback.
Question 3.14 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Visual Signals & Radio Communications Question 6 of 22 Aerodromes TP 11919E · 4.02
A dry standard wind direction indicator when horizontal indicates a wind speed of at least 1 25 kt. 2 15 kt. 3 10 kt. 4 6 kt.
Not answered
Answer and explanation Explanation
TC AIM AGA 5.9 says that at aerodromes certified as airports "a dry standard wind direction indicator will react to wind speed as follows": Table 5.3 gives horizontal at 15 kt or above, 5° below horizontal at 10 kt, and 30° below horizontal at 6 kt. So a windsock standing straight out means at least 15 kt.
The other options
1 25 kt. 25 kt is too high. The sock is already fully horizontal at 15 kt, so it cannot tell you whether the wind is 15 or 25 kt.3 10 kt. At 10 kt the dry standard windsock hangs about 5° below horizontal, not straight out.4 6 kt. At 6 kt the dry standard windsock hangs about 30° below horizontal.Memory tip: Straight out = 15 kt or more; 5° droop = 10 kt; 30° droop = 6 kt.
Source
TC AIM AGA 5.9 Wind Direction Indicators, Table 5.3 (October 1, 2026).
Question 4.02 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Aerodromes & Wake Turbulence Question 7 of 22 Equipment TP 11919E · 5.05
No person shall fly an unpressurized aircraft for more than . . . . . at an altitude between 10,000 and 13,000 feet ASL unless there is readily available to each flight crew member, an oxygen mask and a supply of oxygen. 1 15 minutes 2 30 minutes 3 1 hour 4 2 hours
Not answered
Answer and explanation Explanation
The table to CARs 605.31(1) requires oxygen for "All crew members and 10 per cent of passengers" for the "Entire period of flight exceeding 30 minutes at cabin-pressure-altitudes above 10,000 feet ASL but not exceeding 13,000 feet ASL." CARs 605.32(1) also requires each crew member to use oxygen "for any part of the flight at those altitudes that is more than 30 minutes in duration."
The other options
1 15 minutes 15 minutes is not a CARs threshold. The time limit between 10,000 and 13,000 ft is 30 minutes.3 1 hour One hour is the minimum supply for air transport services above 13,000 ft, not the time limit between 10,000 and 13,000 ft.4 2 hours Two hours is a flight crew supply figure for pressurized aircraft certified above FL 250, unrelated to this rule.Memory tip: "10 for 30": above 10,000 ft, 30 minutes maximum without oxygen.
Source
CARs 605.31(1) table, item 1; CARs 605.32(1).
Question 5.05 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Equipment, Aeromedical & Flight Operations Question 8 of 22 Pilot Responsibilities TP 11919E · 6.14
A student pilot on a VFR flight has been given a radar vector by ATC. Ahead, at a lower altitude, is a solid overcast cloud condition. The pilot should 1 climb above the cloud and fly “VFR over the top”. 2 alter heading as necessary to remain VFR and advise ATC. 3 maintain heading and altitude as it is an ATC clearance. 4 maintain heading and altitude because ATC knows of the cloud and will issue further instructions.
Not answered
Answer and explanation TC's answer
2 alter heading as necessary to remain VFR and advise ATC.
Explanation
TC AIM RAC 1.5.4: the pilot on VFR vectors is responsible for "avoiding weather below VFR minima," and "if a vector will lead a VFR flight into IFR weather conditions, the pilot must inform the controller and take the following action: (a) if practicable, obtain a vector which will allow the flight to remain in VFR weather conditions; or (b) if an alternative vector is not practicable, revert to navigation without assistance." So you turn as needed to stay VFR and tell ATC.
The other options
1 climb above the cloud and fly “VFR over the top”. VFR over the top is flown only on a licence endorsed with a VFR OTT rating: CARs 401.45 gives that privilege to "the holder of a licence that has been endorsed with a VFR OTT rating," and CARs 401.44 endorses the rating on licences only, never on a student pilot permit. A student pilot permit holder is also limited to day VFR (CARs 401.19(1)(c)), and climbing above a solid overcast with no guaranteed way back down is the trap this question is about.3 maintain heading and altitude as it is an ATC clearance. A vector does not override your duty to stay VFR. RAC 1.5.4 makes weather avoidance the pilot's job.4 maintain heading and altitude because ATC knows of the cloud and will issue further instructions. Do not assume ATC will steer you clear of cloud. Act yourself and advise ATC.Memory tip: Turn to stay VFR, then tell ATC.
Source
TC AIM RAC 1.5.4 (October 1, 2026); CARs 401.19 (student pilot permit privileges), 401.44 and 401.45 (VFR OTT rating).
Question 6.14 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Pilot Responsibilities & Accident Reporting Question 9 of 22 Pilot Responsibilities TP 11919E · 6.18
Unless ATC instructs otherwise, pilots operating VFR shall select transponder code 1200 when flying at or below ..... feet ASL and code ..... when flying above that altitude. 1 12,500, 1400. 2 12,500, 1300. 3 10,000, 1400. 4 10,000, 1300.
Not answered
Answer and explanation TC's answer
1 12,500, 1400.
Explanation
TC AIM COM 8.4: "During visual flight rules (VFR) flight in low-level airspace, the pilot should adjust the transponder to reply on the following unless otherwise assigned by an air traffic services (ATS) unit: (a) Mode A, Code 1200 for operation at or below 12 500 ft above sea level (ASL); or (b) Mode A, Code 1400 for operation above 12 500 ft ASL."
The other options
2 12,500, 1300. The altitude is right, but 1300 is not the VFR code above 12,500 ft. It is 1400.3 10,000, 1400. The VFR code split is at 12,500 ft ASL, not 10,000 ft.4 10,000, 1300. Both numbers are wrong. The split is at 12,500 ft and the code above it is 1400.Memory tip: Squawk 12 below 12,500 ft, 14 above.
Source
TC AIM COM 8.4 Visual Flight Rules (VFR) Operations (October 1, 2026).
Question 6.18 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Pilot Responsibilities & Accident Reporting Question 10 of 22 Wake Turbulence TP 11919E · 7.06
The pilot of a light aircraft on final approach close behind a heavier aircraft should plan the approach to land 1 beyond the touchdown point of the other aircraft. 2 prior to the touchdown point of the other aircraft. 3 at the touchdown point of the other aircraft. 4 to the right or left of the touchdown point of the other aircraft.
Not answered
Answer and explanation TC's answer
1 beyond the touchdown point of the other aircraft.
Explanation
Vortex generation "ends when the nosewheel of a landing aircraft touches down" (AIR 2.9.1), so beyond that point the other aircraft is no longer making vortices. AIR 2.9.2 (Landing): "When behind a large aircraft landing on the same runway, stay at or above the preceding aircraft's final approach flight path, note the touchdown point and land beyond this point if it is safe to do so."
The other options
2 prior to the touchdown point of the other aircraft. Landing short of the other aircraft's touchdown point puts you under its approach path, where its vortices are sinking toward the runway.3 at the touchdown point of the other aircraft. At the touchdown point the aircraft was still producing vortices until its nosewheel came down. Land beyond it, not on it.4 to the right or left of the touchdown point of the other aircraft. Moving sideways doesn't get you out of the wake. Vortices drift sideways, and a light crosswind can hold one in the touchdown zone. The AIM's advice is to stay high and land beyond the touchdown point.Memory tip: Stay high and land long: above the heavy's path and beyond its touchdown point.
Source
TC AIM (October 1, 2026) AIR 2.9.2 Wake Turbulence – Considerations (Landing); AIR 2.9.1 Vortex Characteristics.
Question 7.06 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Aerodromes & Wake Turbulence Question 11 of 22 Wake Turbulence TP 11919E · 7.15
What effect would a light crosswind have on the wing tip vortices generated by a large aeroplane that had just taken off? A light crosswind 1 could cause one vortex to remain over the runway for some time. 2 would rapidly dissipate the strength of both vortices. 3 would rapidly clear the runway of all vortices. 4 would not affect the lateral movement of the vortices.
Not answered
Answer and explanation TC's answer
1 could cause one vortex to remain over the runway for some time.
Explanation
AIR 2.9.1: "Vortices spread out at a speed of about 5 kt. Therefore, a crosswind will decrease the lateral movement of the upwind vortex and increase the movement of the downwind vortex. Thus, a light wind of 3 to 7 kt could result in the upwind vortex remaining in the touchdown zone for a period of time". A light crosswind can cancel the upwind vortex's own outward drift and hold it over the runway.
The other options
2 would rapidly dissipate the strength of both vortices. Atmospheric turbulence is what breaks vortices up. A light, steady crosswind mainly moves them sideways. It doesn't destroy them.3 would rapidly clear the runway of all vortices. A light crosswind blows the downwind vortex away but can leave the upwind vortex sitting over the runway. That is the danger.4 would not affect the lateral movement of the vortices. A crosswind does affect lateral movement. It slows the upwind vortex and speeds up the downwind one.Memory tip: A 3 to 7 knot crosswind is the worst case, because it can park the upwind vortex on the runway.
Source
TC AIM (October 1, 2026) AIR 2.9.1 Vortex Characteristics (General).
Question 7.15 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Aerodromes & Wake Turbulence Question 12 of 22 Aeromedical TP 11919E · 8.05
Flight crew members who require decompression stops on the way to the surface when SCUBA diving should not fly for 1 4 hours. 2 8 hours. 3 12 hours. 4 24 hours.
Not answered
Answer and explanation Explanation
AIR 3.4: "After dives of less than 33 ft ... where decompression stops were not required, flights up to altitudes of 8 000 ft ASL ... should be avoided for 12 hr. Where decompression stops have been required while returning to the surface, the interval should be 24 hr." Any flight above 8 000 ft also needs 24 hr, whatever the dive.
The other options
1 4 hours. Four hours is far too short. Even a shallow dive without decompression stops needs 12 hours before flying.2 8 hours. Eight hours isn't an AIM figure. The minimum is 12 hours, and 24 hours after any dive that needed decompression stops.3 12 hours. Twelve hours applies only to shallow dives (under 33 ft) with no decompression stops, before flights up to 8 000 ft.Memory tip: Decompression stops (or flying above 8 000 ft) mean 24 hours. A shallow dive with no stops means 12 hours.
Source
TC AIM (October 1, 2026) AIR 3.4 Scuba Diving.
Question 8.05 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Equipment, Aeromedical & Flight Operations Question 13 of 22 Aeromedical TP 11919E · 8.12
The Canadian Medical Certificate of a private pilot 40 years old and over is valid, in Canada, for a period of 1 12 months. 2 24 months. 3 36 months. 4 48 months.
Not answered
Answer and explanation Explanation
CARs 404.04(6), table item 1, "Private pilot licence": "60 months" if under 40 years of age, "24 months" if 40 years of age or older.
The other options
1 12 months. Twelve months is the validity for a commercial or airline transport pilot flying for hire (404.04(6.1)), or for a flight engineer. It doesn't apply to a private pilot.3 36 months. Thirty-six months isn't a validity period in the CARs table.4 48 months. Forty-eight months isn't a validity period in the CARs table. A private pilot 40 or older gets 24 months.Memory tip: PPL medical: 60 months under 40, 24 months at 40 and over.
Source
CARs 404.04(6) (table, item 1); Personnel Licensing Standards 424.04.
Question 8.12 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Equipment, Aeromedical & Flight Operations Question 14 of 22 Flight Plans and Flight Itineraries TP 11919E · 9.02
The amount of fuel carried on board any propeller-driven aeroplane at the commencement of a day VFR flight must be sufficient, having regard to the meteorological conditions and foreseeable delays that are expected in flight, to fly to the destination aerodrome 1 and then fly for a period of 45 minutes at normal cruising speed. 2 and then fly for a period of 30 minutes at normal cruising speed. 3 then to a specified alternate aerodrome and then for a period of 45 minutes at normal cruising speed. 4 then to a specified alternate aerodrome and then fly for a period of 30 minutes at normal cruising speed.
Not answered
Answer and explanation TC's answer
2 and then fly for a period of 30 minutes at normal cruising speed.
Explanation
CARs 602.88(3)(a)(i): an aircraft other than a helicopter in VFR flight, "when operated during the day, to fly to the destination aerodrome and then to fly for a period of 30 minutes at normal cruising speed". 602.88(5) adds fuel for meteorological conditions and foreseeable delays.
The other options
1 and then fly for a period of 45 minutes at normal cruising speed. Forty-five minutes is the VFR night reserve (602.88(3)(a)(ii)). It is also the IFR reserve for propeller aeroplanes. By day VFR it is 30 minutes.3 then to a specified alternate aerodrome and then for a period of 45 minutes at normal cruising speed. VFR doesn't require fuel to an alternate. That, plus 45 minutes, is the IFR rule for a propeller aeroplane with an alternate (602.88(4)(a)(i)).4 then to a specified alternate aerodrome and then fly for a period of 30 minutes at normal cruising speed. Thirty minutes is right, but VFR fuel rules don't include an alternate aerodrome.Memory tip: Day VFR aeroplane: destination plus 30 minutes. Night: plus 45.
Source
CARs 602.88(3)(a)(i) and (5); TC AIM (October 1, 2026) RAC 3.12 Fuel Requirements.
Question 9.02 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Equipment, Aeromedical & Flight Operations Question 15 of 22 Clearances and Instructions TP 11919E · 10.02
An ATC clearance 1 is the same as an ATC instruction. 2 is advice provided by ATC and does not require acceptance or acknowledgement by the PIC. 3 requires compliance when accepted by the PIC. 4 must be complied with when received by the PIC.
Not answered
Answer and explanation TC's answer
3 requires compliance when accepted by the PIC.
Explanation
CARs 602.31(1)(b): the PIC shall "comply with all of the air traffic control clearances received and accepted by the pilot-in-command". RAC 1.6: "Whenever pilots receive and accept an ATC clearance, they shall comply with the clearance." Because "the controller will understand the acknowledgement of the clearance as indicating acceptance", you must tell ATC straight away if you can't comply.
The other options
1 is the same as an ATC instruction. They are different. A clearance binds you once you accept it. An instruction must be complied with on receipt.2 is advice provided by ATC and does not require acceptance or acknowledgement by the PIC. A clearance isn't advice. Once accepted it is mandatory, and acknowledging it signals acceptance.4 must be complied with when received by the PIC. This describes an instruction. A clearance becomes binding once it is received and accepted. You can refuse an unacceptable one.Memory tip: Clearance: accept it, then you must follow it.
Source
CARs 602.31; TC AIM (October 1, 2026) RAC 1.6 Air Traffic Control (ATC) Clearances, Instructions and Information.
Question 10.02 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Air Traffic Rules & Airspace Question 16 of 22 Aircraft Operations TP 11919E · 11.02
An aircraft’s 121.5 MHz ELT may be switched to transmit for test purposes anytime 1 following a hard landing. 2 during the first 5 minutes of any hour UTC. 3 following a component or battery change. 4 prior to flight and listening on 121.5 MHz.
Not answered
Answer and explanation TC's answer
2 during the first 5 minutes of any hour UTC.
Explanation
CARs 605.40(2) allows an ELT that transmits on 121.5 MHz to be activated for testing "for a duration of not more than five seconds during the first five minutes of any hour UTC". TC AIM SAR 3.8.2 repeats this: testing of a 121.5/243 MHz ELT "shall only be conducted during the first 5 min of any UTC hour, and restricted in duration to not more than 5 s."
Exam note. Since 25 November 2025, CARs 605.38(1) requires most aircraft to carry an ELT that transmits on both 406 MHz and 121.5 MHz. The 5-second, first-5-minutes-of-the-hour test window still applies to any ELT that transmits on 121.5 MHz (CARs 605.40(2)).
The other options
1 following a hard landing. A hard landing is not a test window. Outside a genuine emergency, CARs 605.40(1) says "no person shall activate an ELT except in an emergency"; a test must still be done in the first five minutes of the hour UTC.3 following a component or battery change. After a component or battery change the ELT is tested in accordance with CAR 571 (TC AIM SAR 3.8), but the transmission timing rule still applies — it is not a licence to transmit at any time.4 prior to flight and listening on 121.5 MHz. Listening on 121.5 MHz before flight is the pre-flight check that your ELT is NOT transmitting (TC AIM SAR 3.4). It does not make any time of day a legal test window.Memory tip: Test: first 5 minutes of the hour UTC, no more than 5 seconds — "5 and 5".
Source
CARs 605.40(2); CARs 605.38(1) (406 MHz ELTs, in force 25 November 2025); TC AIM SAR 3.8 Testing Procedures, 3.8.2 121.5/243 MHz ELTs (October 1, 2026).
Question 11.02 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Equipment, Aeromedical & Flight Operations Question 17 of 22 Aircraft Operations TP 11919E · 11.06
When confronted with an approaching thunderstorm, a take-off or landing 1 should be avoided as a sudden wind shift or low level turbulence could cause a loss of control. 2 is safe if you can see under the thunderstorm through to the other side. 3 should be avoided unless the take-off can be made away from the thunderstorm. 4 is safe if the thunderstorm is regarded as light.
Not answered
Answer and explanation TC's answer
1 should be avoided as a sudden wind shift or low level turbulence could cause a loss of control.
Explanation
TC AIM AIR 2.7.2 (Considerations): "don't land or take off when a thunderstorm is approaching. The sudden wind shift of the gust front or low-level turbulence could result in loss of control".
The other options
2 is safe if you can see under the thunderstorm through to the other side. TC AIM AIR 2.7.2 says the opposite: "don't attempt to fly under a thunderstorm even when you can see through to the other side. Turbulence under the storm could be disastrous".3 should be avoided unless the take-off can be made away from the thunderstorm. Departing away from the storm does not remove the danger. The gust front and low-level turbulence can extend well beyond the storm, and the AIM simply says do not take off when a thunderstorm is approaching.4 is safe if the thunderstorm is regarded as light. TC AIM AIR 2.7.2: "Above all, never think of a thunderstorm as 'light' even though the radar shows echoes of light intensity."Memory tip: Storm approaching = stay on the ground (or stay away from the airport).
Source
TC AIM AIR 2.7.2 – Flight Operation Near Thunderstorms, Considerations.
Question 11.06 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Equipment, Aeromedical & Flight Operations Question 18 of 22 Canadian Airspace TP 11919E · 12.07
CARs state that after the consumption of any alcoholic beverage, no person shall act as a crew member of an aircraft within 1 12 hours. 2 24hours. 3 36 hours. 4 48 hours.
Not answered
Answer and explanation Explanation
CARs 602.03: "No person shall act as a crew member of an aircraft (a) within 12 hours after consuming an alcoholic beverage; (b) while under the influence of alcohol". The 12 hours is a legal minimum. You must also not be under the influence at all.
The other options
2 24hours. 24 hours is the TC AIM's advice, not the law. AIR 3.9 says "It is best to allow at least 24 hours between the last drink and take-off time", but the legal minimum in CARs 602.03(a) is 12 hours.3 36 hours. 36 hours is not the figure in CARs 602.03. The rule is 12 hours, plus never while under the influence.4 48 hours. 48 hours is not the figure in CARs 602.03. The rule is 12 hours, plus never while under the influence.Memory tip: "12 hours bottle to throttle" — and not under the influence, however long it has been.
Source
CARs 602.03(a) – Alcohol or Drugs – Crew Members.
Question 12.07 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Air Traffic Rules & Airspace Question 19 of 22 Canadian Airspace TP 11919E · 12.17
An aircraft cruising VFR in level flight above 3,000 feet AGL on a track of 290°M shall be flown at an 1 even thousand foot altitude. 2 even thousand plus 500 foot altitude. 3 odd thousand foot altitude. 4 odd thousand plus 500 foot altitude.
Not answered
Answer and explanation TC's answer
2 even thousand plus 500 foot altitude.
Explanation
Under the table to CARs 602.34, VFR aircraft on tracks of 180° to 359° fly at even thousands plus 500 ft (4,500, 6,500, 8,500 …). On tracks of 000° to 179° they fly at odd thousands plus 500 ft. A track of 290°M falls in the 180°–359° group.
The other options
1 even thousand foot altitude. Even thousands (4,000, 6,000 …) are IFR altitudes for westbound tracks. VFR adds 500 ft.3 odd thousand foot altitude. Odd thousands (3,000, 5,000 …) are IFR altitudes for eastbound tracks (000°–179°).4 odd thousand plus 500 foot altitude. Odd thousands plus 500 ft are VFR altitudes for tracks of 000°–179°, not 290°.Memory tip: "East is odd, West is even" — and VFR adds 500.
Source
CARs 602.34 and its Table – Cruising Altitudes and Cruising Flight Levels; TC AIM RAC 2.3.1.
Question 12.17 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Air Traffic Rules & Airspace Question 20 of 22 Controlled Airspace TP 11919E · 13.02
When in VFR flight within controlled airspace, a pilot must remain clear of cloud by at least 1 500 feet vertically and 1 mile horizontally. 2 500 feet vertically and 2,000 feet horizontally. 3 1,000 feet vertically and 1 mile horizontally. 4 1,000 feet vertically and 3 miles horizontally.
Not answered
Answer and explanation TC's answer
1 500 feet vertically and 1 mile horizontally.
Explanation
CARs 602.114(c): VFR flight within controlled airspace requires that "the distance of the aircraft from cloud is not less than 500 feet vertically and one mile horizontally".
The other options
2 500 feet vertically and 2,000 feet horizontally. 500 ft vertically and 2,000 ft horizontally is the UNCONTROLLED-airspace requirement at or above 1,000 ft AGL (CARs 602.115(b)(iii)).3 1,000 feet vertically and 1 mile horizontally. 1,000 ft vertically is not the controlled-airspace VFR figure. It appears in the VFR over-the-top rule (CARs 602.116(a)), not here.4 1,000 feet vertically and 3 miles horizontally. 1,000 ft vertically and 3 miles horizontally is not a Canadian VFR cloud-separation minimum.Memory tip: Controlled: 3 miles visibility, 500 ft and 1 mile from cloud.
Source
CARs 602.114(c) – Minimum VMC for VFR Flight in Controlled Airspace; TC AIM RAC 2.7.3 Table 2.2.
Question 13.02 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Air Traffic Rules & Airspace Question 21 of 22 Controlled Airspace TP 11919E · 13.09
An arriving VFR flight shall make initial radio contact with the control tower 1 upon entering an Aerodrome Traffic Zone. 2 prior to entering a Control Zone. 3 immediately prior to joining the circuit. 4 immediately after entering a Control Zone.
Not answered
Answer and explanation TC's answer
2 prior to entering a Control Zone.
Explanation
TC AIM RAC 4.4.1 (Initial Contact): "Pilots must establish and maintain radio communications with the appropriate control tower prior to operating within any control zone served by an operational control tower. Also, if the control zone is Class B or C airspace, the appropriate clearance must be received from the controlling agency prior to entry." CARs 601.08(1) (Class C) and 601.09(1) (Class D) also require contact or a clearance before entering.
The other options
1 upon entering an Aerodrome Traffic Zone. The CARs no longer have aerodrome traffic zones. Towered airports have control zones, and contact must be made before entering the control zone.3 immediately prior to joining the circuit. Joining the circuit is far too late. You would already be inside the control zone without having contacted the tower.4 immediately after entering a Control Zone. Calling after entering the control zone breaks TC AIM RAC 4.4.1 and CARs 601.08/601.09. Contact (or a clearance, in Class B/C) must come before entry.Memory tip: Call the tower BEFORE the control zone boundary, never after.
Source
TC AIM RAC 4.4.1 – Arrival Procedure, Controlled Airports, Initial Contact; CARs 601.08(1), 601.09(1).
Question 13.09 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Air Traffic Rules & Airspace Question 22 of 22 Aviation Occurrences TP 11919E · 14.01
The primary objective of an aviation safety investigation into an aircraft accident or aircraft incident is to 1 apportion blame and liability. 2 determine the adequacy of insurance regulations. 3 enforce regulations. 4 prevent recurrences.
Not answered
Answer and explanation TC's answer
4 prevent recurrences.
Explanation
TC AIM GEN 3.1: "The purpose of an aviation safety investigation into an aircraft accident or incident is to prevent a recurrence; it is not to determine or assign blame or liability." The CTAISB Act s. 7(1) says the Board's object is "to advance transportation safety", and s. 7(2) says "it is not the function of the Board to assign fault or determine civil or criminal liability".
The other options
1 apportion blame and liability. TC AIM GEN 3.1 and CTAISB Act s. 7(2) both say a safety investigation does NOT assign blame or liability.2 determine the adequacy of insurance regulations. Insurance is outside the TSB's role. Its object is to advance safety by finding causes and recommending fixes.3 enforce regulations. Enforcing regulations is Transport Canada's job. The TSB is independent and does not do enforcement.Memory tip: TSB = Prevent the next one, not punish the last one.
Source
TC AIM GEN 3.1 – Aviation Safety Investigation; CTAISB Act s. 7.
Question 14.01 of TP 11919E, Study and Reference Guide: Student Pilot Permit or Private Pilot Licence for Foreign and Military Applicants, Aviation Regulations (7th ed., December 2022), Department of Transport, Canada; reproduced with the Department's permission. The keyed answer agrees with Transport Canada's published answer key (December 2022); the explanation is TC Exam Prep's.
Taught in: PSTAR › Pilot Responsibilities & Accident Reporting