BAK Exam Practice Questions: 15 Sample Questions for the RPL Written Test (2026)

The BAK exam — Basic Aeronautical Knowledge — was the entry-level pilot written exam in Australia until 2014. If you're searching for BAK practice questions, you're in the right place: the BAK was replaced by the RPL theory exam, but the subject matter is almost identical. These 15 practice questions cover the original BAK topic areas, now tested in the CASA RPL written exam.

How to use these questions: Read the question, commit to an answer before looking, then read the explanation carefully. Understanding why an answer is correct is more valuable than memorising the answer itself. You'll see the same logic tested with different wording on exam day.

About the BAK exam (now the RPL theory exam)

The Basic Aeronautical Knowledge (BAK) exam was replaced by the RPL theory exam in April 2014 when CASA introduced the Recreational Pilot Licence (RPL). The RPL theory exam covers the same core subject areas as the old BAK, with some additions:

• Multiple-choice format, 2 hours duration, 70% pass mark
• Topics include airmanship, meteorology, air law, navigation, performance charts, human factors, aircraft general knowledge, and flight instruments
• Administered by CASA via the PEXO/Aspeq system at approved testing centres across Australia
• Cost: $189.53 ($124.53 invigilator fee + $65 CASA fee)

CASA's own study guide refers to the BAK syllabus when describing RPL exam content. If you find old BAK study resources, they still apply — just note that some regulations have been updated under the Civil Aviation Safety Regulations (CASR), with CASR Part 91 commencing in December 2021.

Airmanship and flight safety

Question 1: taxiing behind turbine aircraft

When taxiing behind a large turbine-powered aircraft, a light aircraft pilot should:

• A) Follow at the minimum safe distance specified in AIP
• B) Wait for jet blast to subside and follow well clear of the engine exhaust path
• C) Increase speed to pass quickly through the jet blast zone
• D) Request the large aircraft to shut down before taxiing behind it

Answer: B — Wait for jet blast to subside and follow well clear

Jet blast from turbine aircraft can exceed 150 kt at close range and extend hundreds of metres behind the aircraft. Light aircraft can be flipped or severely damaged. The correct procedure is to hold position until jet blast dissipates, then taxi at a safe lateral distance well clear of the exhaust path. Never rush through a jet blast zone.

Question 2: bird strike on final approach

The correct response when you experience a bird strike on final approach is:

• A) Immediately continue the approach and land — do not conduct a go-around
• B) Assess aircraft handling and systems, declare an emergency if required, and land as soon as practicable
• C) Climb away and return to cruise altitude before assessing damage
• D) Shut down the engine to prevent bird remains from causing further damage

Answer: B — Assess, declare emergency if needed, land as soon as practicable

A bird strike on final can cause windscreen damage, engine damage, or airframe damage that may not be immediately apparent. The priority is: fly the aircraft, assess handling and engine indications, declare a MAYDAY if there is any doubt, and land as soon as practicable. Don't attempt to climb away unless you have confirmed control authority and engine power.

Question 3: flying near a dust devil

When flying in the vicinity of a dust devil (whirly-whirly), a pilot should:

• A) Fly through at minimum speed to reduce structural loads
• B) Avoid it by at least 500 ft — dust devils can contain turbulence strong enough to cause loss of control
• C) Only avoid them above 1,000 ft AGL as they dissipate rapidly near the ground
• D) They pose no risk to aircraft below 5,700 kg MTOW

Answer: B — Avoid by at least 500 ft

Dust devils are intense vortices of rotating air that can exceed 100 kt near the surface. They are visually deceptive — they appear small but contain turbulence strong enough to cause structural damage or upset at low altitude where recovery is impossible. Australian inland operations in summer are particularly at risk. Always give them a wide berth.

Meteorology

Question 4: SIGMET issuance criteria

A SIGMET is issued when:

• A) The aerodrome forecast shows conditions below VMC
• B) Significant en-route meteorological phenomena hazardous to all aircraft are occurring or expected
• C) Visibility is below 8 km anywhere in Australia
• D) A weather observation station reports thunderstorm activity

Answer: B — Significant hazardous meteorological phenomena

A SIGMET (Significant Meteorological Information) is issued by the Bureau of Meteorology when conditions hazardous to aircraft operations are occurring or expected within a Flight Information Region. This includes severe turbulence, severe icing, widespread dust or sandstorms, volcanic ash, and tropical cyclones. Always check SIGMETs during your pre-flight weather briefing for your route.

Question 5: radiation fog and VFR pilots

The most dangerous aspect of radiation fog for VFR pilots is:

• A) The turbulence it creates at the fog top
• B) That it typically forms rapidly overnight and can cover an aerodrome that was clear at last light
• C) That it is always associated with thunderstorm activity
• D) It only affects coastal aerodromes

Answer: B — Rapid overnight formation

Radiation fog forms on calm, clear nights when the surface radiates heat rapidly and the air near the ground cools below its dewpoint. It can form within hours after last light and reduce visibility to near zero by dawn. An aerodrome that was CAVOK at sunset can be completely fogged in by 0300 local. Pilots planning early morning departures in autumn or winter must check TAFs for fog forecasts.

Question 6: lee-side ridge flying

When flying toward a ridge line on the lee (downwind) side, you can expect:

• A) Smooth conditions in the terrain shadow
• B) Mechanical turbulence and possible rotor turbulence below wave crests
• C) An orographic uplift effect that improves aircraft performance
• D) Wind gradient effects only at altitudes above the ridge line

Answer: B — Mechanical turbulence and possible rotor turbulence

On the lee side of terrain, airflow separates and creates mechanical turbulence. In strong wind conditions, standing waves form downwind of ridges — beneath each wave crest is a rotor zone with violent, unpredictable turbulence and strong downdrafts. VFR pilots should avoid flying directly in the lee of significant terrain in strong winds. The apparent protection of the "terrain shadow" is a dangerous illusion.

Air law and regulations

Question 7: RPL holders in controlled airspace

An RPL holder may fly as pilot in command in controlled airspace provided:

• A) They hold a Class 1 medical certificate
• B) They hold a controlled airspace endorsement and are current
• C) They receive an ATC clearance and maintain Class G weather minima
• D) RPL holders may never fly in controlled airspace under any circumstances

Answer: B — Controlled airspace endorsement required

An RPL holder can fly in controlled airspace if they hold the controlled airspace (radio and NAVCOMS) endorsement. This endorsement requires demonstrated proficiency in radio communications and understanding of controlled airspace procedures. Without the endorsement, RPL holders are restricted to uncontrolled (Class G) airspace only. Remember that an RPL limits you to single-engine, non-turbine aircraft with a maximum takeoff weight of 1,500 kg, day VFR only.

Question 8: minimum equipment for Class G VFR

What is the required equipment for VFR flight by day in Class G airspace below 3,000 ft AGL?

• A) Altimeter, airspeed indicator, compass, and ELT
• B) Altimeter, airspeed indicator, compass, tachometer, and fuel gauges
• C) Altimeter, airspeed indicator, compass, VHF radio, and transponder
• D) Altimeter, airspeed indicator, and compass only — no additional equipment required

Answer: B — Altimeter, ASI, compass, tachometer, and fuel gauges

CASR Part 91 specifies minimum equipment for VFR flight by day. The core instruments are altimeter, airspeed indicator, and magnetic compass. A tachometer and fuel quantity gauges are also required. VHF radio is required for some airspace classes but not for basic Class G VFR below 3,000 ft. A transponder is not required outside transponder mandatory zones.

Question 9: right-of-way at uncontrolled aerodromes

The right-of-way rule at an uncontrolled aerodrome favours:

• A) The aircraft with the higher cruise speed, which joins the circuit first
• B) Aircraft already established in the circuit — joining aircraft must give way
• C) Aircraft landing always have priority over aircraft taking off
• D) Aircraft with more passengers have priority

Answer: B — Aircraft already established in the circuit have priority

An aircraft established in the circuit pattern has right of way over an aircraft joining. The joining aircraft must fit in behind established traffic. Additionally, an aircraft on final approach has right of way over an aircraft on base leg, and so on around the circuit. Aircraft in emergency have absolute right of way over all other traffic.

Navigation

Question 10: VNC contour interval

On a Visual Navigation Chart (VNC) at 1:500,000 scale, the contour interval is typically:

• A) 100 ft
• B) 500 ft
• C) 500 m
• D) 1,000 ft

Answer: B — 500 ft

Australian VNCs (1:500,000 scale) use a contour interval of 500 ft (152 m). Spot heights shown on the chart are in feet above MSL. When planning cross-country routes, identify the highest terrain within 5 nm of your planned track and add a safe altitude buffer. The VNC legend explains all terrain colouring and elevation bands.

Question 11: fuel reserve calculation

Your estimated time en route is 1 hour 45 minutes. Your usable fuel at departure is 42 litres. Your fuel consumption is 20 litres per hour. What is your fuel reserve on arrival?

• A) 2 litres
• B) 7 litres
• C) 22 litres
• D) 35 litres

Answer: B — 7 litres

Fuel burn for 1:45 = 1.75 hours × 20 L/hr = 35 litres. Reserve = 42 − 35 = 7 litres. The CASA day VFR fuel reserve requirement for piston-engine aircraft at or below 5,700 kg MTOW is 30 minutes (approximately 10 litres at 20 L/hr). At 7 litres, this flight does not meet the reserve requirement — you would need to either depart with more fuel, fly to a closer destination, or plan a fuel stop. Always check your fuel plan against the legal minimum reserve.

Question 12: magnetic compass turning error

A turning error in the magnetic compass is greatest when initiating a turn from which heading?

• A) East or West
• B) North or South
• C) Northeast or Southwest
• D) The error is constant on all headings

Answer: B — North or South

Turning error is caused by the magnetic compass card tilting when the aircraft banks. The tilt allows the Earth's magnetic dip to affect the compass, causing it to lead or lag actual heading. This error is greatest when turning from North or South (where the dip component is strongest in the Southern Hemisphere) and minimal when turning from East or West. Lead the rollout when turning from South, lag when turning from North — in the Southern Hemisphere, this is opposite to the Northern Hemisphere.

Performance charts

Question 13: takeoff distance on a hot, high-elevation day

When computing takeoff distance on a hot day at a high-elevation aerodrome, the pilot should use:

• A) Pressure altitude and outside air temperature from the performance chart
• B) Density altitude calculated from the SMAC formula
• C) Elevation above sea level plus 1,000 ft per 10°C above ISA
• D) No correction needed — performance charts already account for all conditions

Answer: A — Pressure altitude and OAT from the chart

CASA performance charts (Figures 3 and 4) use pressure altitude and temperature as inputs. Set your altimeter to 1013.25 hPa to read pressure altitude at the aerodrome elevation. Enter the chart with pressure altitude and OAT. The chart's computation already incorporates the combined density effect — you do not need to separately calculate density altitude. Follow the chart method exactly as trained.

Question 14: gradient correction on the takeoff chart

The gradient correction factor for Figure 3 (takeoff chart) is applied when:

• A) The runway elevation exceeds 1,000 ft AMSL
• B) The runway has an upslope or downslope gradient
• C) Temperature exceeds ISA+10
• D) Crosswind component exceeds 10 kt

Answer: B — Runway has a gradient

The CASA Figure 3 chart includes a gradient correction — for each 1% upslope, takeoff distance increases by approximately 10%; for downslope, it decreases. Check the aerodrome's ERSA entry for runway gradient. An upsloping runway that looks harmless on the ground can add 20–30% to your takeoff distance on an already hot, high-elevation day. Always apply the gradient correction when the ERSA shows a non-zero runway gradient.

Human factors and airmanship

Question 15: the Swiss Cheese model

Which of the following best describes the "Swiss Cheese" model of accident causation?

• A) A single catastrophic failure causes all accidents
• B) Accidents occur when multiple layers of defences each have a gap that aligns simultaneously
• C) Human error is the only cause of aviation accidents — mechanical failure is extremely rare
• D) Better training eliminates all accident risk

Answer: B — Multiple aligned gaps through defensive layers

James Reason's Swiss Cheese model describes accident causation as a series of defences (organisational, supervision, training, physical barriers) each with occasional holes (failures). An accident occurs when the holes momentarily align and a hazard passes through all layers. This model explains why accidents are rarely caused by a single factor — it's always a chain. Break any link in the chain — brief more thoroughly, add a stop-and-check, defer the flight — and the accident doesn't happen.

Frequently asked questions

Is the BAK exam still available in Australia?

No. The BAK (Basic Aeronautical Knowledge) exam was retired in April 2014. It was replaced by the RPL theory exam when CASA introduced the Recreational Pilot Licence. If you need a pilot written exam, you'll sit the RPL theory exam — the syllabus is essentially the same as the old BAK, with some updates for new regulations.

What did the BAK exam cover?

The BAK covered five topic areas: airmanship and flight safety, meteorology, air law and regulations, navigation, and performance and flight planning. These are identical to the RPL theory exam topic areas today.

How long is the RPL exam and what is the pass mark?

The RPL theory exam is 2 hours in duration with a 70% pass mark. It is a multiple-choice exam administered by CASA through the PEXO/Aspeq system at approved testing centres. The number of questions is not publicly specified by CASA, so focus your preparation on understanding every topic area thoroughly rather than counting questions.

Where can I find more BAK / RPL practice questions?

The best source is a question bank that mirrors the actual CASA exam format. The Pilot Exam has 1,000+ verified questions covering every RPL topic area, with full explanations. The free tier includes one complete timed mock exam — no sign-up required.

Are BAK study books still useful for the RPL exam?

Yes, with caveats. Books written for the BAK (such as older editions of Bob Tait's manuals) cover the same aeronautical theory. The main thing to check is air law content — CASRs have been progressively updated since 2014, with CASR Part 91 commencing in December 2021, and some specific regulatory details (alcohol limits, medical requirements, airspace rules) have changed. Use BAK books for theory, but verify current regulations against the current AIP and CASR.

Practice more with The Pilot Exam

These 15 questions are a starting point. On exam day you'll face multiple-choice questions drawn from every topic in a single 2-hour sitting — consistent performance across all topics is what gets you above 70%.

The Pilot Exam gives you 1,000+ CASA-aligned practice questions with verified answers and full explanations, plus timed mock exams that match the real exam format. The free tier includes one complete mock exam — start today, no credit card needed.

Related Resources

• What is the BAK Exam?
• RPL Exam Questions