AIM 2.8
The greatest vortex strength occurs under conditions of heavy weight, clean configuration, and slow speed. The strength of the vortex shows little dissipation at altitude within 2 min of the time of initial formation.

Take-off run available (TORA): The length of runway declared available and suitable for the ground run of an aircraft taking off.
Take-off distance available (TODA): The length of the takeoff run available plus the length of the clearway, if provided.
Accelerate-stop distance available (ASDA): The length of the takeoff run available plus the length of the stopway, if provided.
Landing distance available (LDA): The length of the runway available and suitable for the ground run of an aircraft landing.”

Keep the units the same by converting the Heading and Track to True
True →Variation →Magnetic. Do the reverse of this formula to get to True.

Track 140 M + 10E = 150 T
Heading 130 M + 10E = 140 T

%MAC = CG-LEMAC/MAC x 100
%MAC = 191-170/70 x 100
%MAC = 21/70 x 100
%MAC = 30%

VA Design maneuvering speed.
VB Design speed for maximum gust intensity.
VRA Rough air speed (turbulence penetration speed)

RVR “A” located adjacent to the runway threshold.
RVR “B” located adjacent to the runway mid-point.

The following exceptions to the above prohibitions apply to all general aviation aircraft:
• when the below-minima RVR report is received, the aircraft has passed the FAF inbound or, where there is no FAF, the point where the final approach course is intercepted;
• the pilot-in-command has informed the appropriate ATC unit that the aircraft is on a training flight and that the pilot-in-command intends to initiate a missed approach procedure at or above the DH or the minimum descent altitude, as appropriate;
• the RVR is varying between distances less than and greater than the minimum RVR;
• the RVR is less than the minimum RVR, and the ground visibility at the aerodrome where the runway is located is reported to be at least 1⁄4 mile; or
• the pilot-in-command is conducting a precision approach to CAT III minima.

Take-off run available (TORA): The length of runway declared available and suitable for the ground run of an aircraft taking off.
Take-off distance available (TODA): The length of the takeoff run available plus the length of the clearway, if provided.
Accelerate-stop distance available (ASDA): The length of the takeoff run available plus the length of the stopway, if provided.
Landing distance available (LDA): The length of the runway available and suitable for the ground run of an aircraft landing.”

Note:
If they mention a Designated Mountainous Region of 1 and 5. Then the answer is 2000 ft above the highest obstacle.

If they mention a Designated Mountainous Region of 2,3, and 4. Then the answer is 1500 ft above the highest obstacle.

If there is no mention of a specific Designated Mountainous Region 1,2,3,4,5. Then the default answer is 1000 ft.

AIM 3.10 Unless cleared by a Civil Aviation Medical Examiner (CAME), pilots should not fly under the influence of prescription or over-the-counter drugs or herbal remedies any more than they should fly under the influence of alcohol.

AIM RAC 1.1.2.1. meteorological information: SIGMET, AIRMET, PIREP, aerodrome routine meteorological report (METAR), aviation selected special weather report (SPECI) , aerodrome forecast (TAF), altimeter setting, weather radar, lightning information and briefing update

Vectoring altitudes assigned by ATC are temperature corrected and require no temperature compensation by pilots. FR assigned altitudes accepted by a pilot should not be adjusted to compensate for cold temperatures, i.e. if a pilot accepts “maintain 5000”, an altitude correction should not be applied to 5000 ft.

All IFR assigned altitudes - This is a trick answer because it says "assigned" altitude. ATC radar vectoring altitudes are never temp comp'd.

AIM RAC 2.2.12. As minimum en route IFR altitudes have been established for designated airways and air routes, such minimum altitudes shall be applied when flying in accordance with IFR along airways or air routes within designated mountainous regions, except that aircraft should be operated at an altitude which is at least 1000 feet higher than the minimum en route IFR altitude, when there are large variations in temperature and/or pressure. RAC 8.6.When temperatures are extremely cold, true altitudes will be significantly lower than indicated altitudes. Although pilots may fly IFR at the published MEA/ MOCA, in the winter, when air temperatures are much lower than ISA, they should operate at altitudes of at least 1 000 ft above the MEA/MOCA.

Class B is 12500 to 17999 ft. Think B for in between. AIM 2.8.2 All low-level controlled airspace above 12 500 ft ASL or at and above the MEA, whichever is higher, up to but not including 18 000 ft ASL

Airspace classified as Class C becomes Class E airspace when the appropriate ATC unit is not in operation.

Ignore the temperature rise and compressibility error. It's a trick to make you use unnecessary info.

Step 1: Convert it to CAS
Take the indicated airspeed 265 + instrument error 9 = 274.

Step 2:Take 2% per 1000 ft altitude. Then times it by the CAS.
32000/1000 = 32 x 2% = 64%.

Step 3: Add it back to the CAS
64% x 274 = 175.36
175.36 + 274 = 449.36

The Canadian Meteorological Aviation Centres (CMACs) issue a series of significant weather prognostic charts for the mid-levels from 700 to 400 hPa (FL 100 to FL 240). They include surface positions and direction of motion (in knots) of highs, lows, and other significant features (front, trough).

The altimeter setting of 29.92 is used to calculate the Mode C (or Mode S) pressure altitude transmitted by the aircraft's transponder to ATC.

Pressure altitude is based solely on the difference between the ambient pressure at your aircraft's altitude and the standard sea-level pressure (29.92 inHg). It is not affected by the altimeter setting the pilot enters in the cockpit.

Therefore, even if you accidentally left your altimeter set to 30.22, your transponder would still report the correct pressure altitude based on 29.92 inHg, and ATC would see no difference.

This is an important distinction: the altimeter setting in the cockpit affects the altitude you see, but it does not influence what ATC sees on their radar scope.