avmf 2150 lesson 19
According to the Chart Supplement, what times can a pilot obtain fuel and services in September at Toledo Express (TOL) Airport? (fig. 63)
0800 - 0000 hr. local time (The Airport Remarks of the Toledo Express (TOL) section of the Chart Supplement lists fuel and services as available from 1300-0500Z‡. The ‡ symbol specifies that during daylight saving time, the services are available 1 hr. earlier than shown. During standard time, 5 hr. are subtracted from Zulu time. During daylight saving time, 4 hr. are subtracted from 1200-0400 (1 hr. is already subtracted due to the ‡ symbol).)
An aircraft departs an airport in the central standard time zone at 0845 CST for a 2-hour flight to an airport located in the mountain standard time zone. The landing should be at what coordinated universal time? (fig. 27)
1645Z. (First convert the departure time to coordinated universal time (Z) by using the time conversion table in Fig. 27. To convert from CST to Z, you must add 6 hours. Thus, 0845 CST is 1445Z (0845 + 6 hours). A 2-hour flight would make the estimated landing time at 1645Z (1445 + 2 hours).)
(Refer to area A.) How should the flight controls be held while taxiing a tricycle-gear equipped airplane into a left quartering headwind? (fig. 9)
Left aileron up, elevator neutral. (Given a left quartering headwind, the left aileron should be kept up to spoil the excess lift on the left wing that the crosswind is creating. The elevator should be neutral to keep from putting too much or too little weight on the nosewheel.)
When approaching Lincoln Municipal from the west at noon for the purpose of landing, initial communications should be with (fig. 52)
Lincoln Approach Control on 124.0 MHz. (Fig. 52 contains the Chart Supplement excerpt for Lincoln Municipal. Locate the section titled Airspace and note that Lincoln Municipal is located in Class C airspace. The Class C airspace is in effect from 0530-0000 local time (1130-0600Z). You should contact approach control (app con) during that time before entering. Move up two lines to App/Dep Con and note that aircraft arriving from the west of Lincoln (i.e., 180° - 359°) at noon should initially contact Lincoln Approach Control on 124.0.)
Determine the magnetic heading for a flight from Fort Worth Meacham (area 4) to Denton Muni (area 1). The wind is from 330° at 25 knots, the true airspeed is 110 knots, and the magnetic variation is 7°E. (fig. 25)
003°. (1. This flight is from Fort Worth Meacham (southeast of 4) to Denton Muni (southwest of 1) on Fig. 25. 2. TC = 019°. 3. MC = 019° - 7°E variation = 012°. 4. Wind magnetic = 330° - 7°E variation = 323°. 5. Mark up 25 knots with 323° under true index. 6. Put MC 012° under true index. 7. Slide grid so pencil mark is on 110 knots TAS. 8. Note that the pencil mark is 10° left. 9. Subtract 10° from 012° MC for 002° MH. The closest answer choice is 003°.)
Determine the compass heading for a flight from Claxton-Evans County Airport (area 2) to Hampton Varnville Airport (area 1). The wind is from 280° at 8 knots, and the true airspeed is 85 knots. Magnetic variation is 7°W. (fig. 23,58)
044°. (1. This flight is from Claxton-Evans (left of 2) to Hampton Varnville (right of 1) on Fig. 23. 2. TC = 045°. 3. MC = 045° TC + 7°W variation = 052°. 4. Wind magnetic = 280° + 7°W variation = 287°. 5. Mark up 8 knots with 287° under true index. 6. Place MC 052° under true index. 7. Move wind mark to 85 knots TAS arc. 8. Note that the pencil mark is 4° left. 9. Subtract 4° from 052° MC for 048° MH. 10. Subtract 4° compass deviation (obtained from Fig. 58) from 048° to find the compass heading of 044°.)
Determine the magnetic course from Airpark East Airport (area 1) to Winnsboro Airport (area 2). Magnetic variation is 6°30'E. (fig. 24)
075°. (To find the magnetic course from Airpark East Airport (lower left of chart) to Winnsboro Airport (right of 2 on Fig. 24), you must find true course and correct it for magnetic variation. Determine the true course by placing the straight edge of your plotter along the given route such that the grommet (center hole) is on a meridian (the north/south line with crosslines). True course of 082° is the number of degrees clockwise from true north. It is read on the protractor portion of your plotter at the intersection of the meridian. To convert this to a magnetic course, subtract the 6°30'E (or round up to 7°E) easterly variation and find that the magnetic course is 075°. Remember to subtract easterly variation and add westerly variation.)
Determine the magnetic heading for a flight from Majors Airport (area 1) to Winnsboro Airport (area 2). The wind is from 340° at 12 knots, the true airspeed is 136 knots, and the magnetic variation is 6° 30'E. (fig. 24)
091 (On Fig. 24, begin by computing the true course (TC) from Majors Airport (northeast of area 1) to Winnsboro Airport (east of area 2) by drawing a line between the two airports. Next, determine the TC by placing the grommet on the plotter at the intersection on the course line and a meridian (vertical line with cross-hatchings) and the top of the plotter aligned with the course line. Note the TC of 101° TC on the edge of the protractor. Next, subtract the 6° east magnetic variation from the TC to obtain a magnetic course (MC) of 095°. Because the wind is given true, subtract the 6° magnetic variation to obtain a magnetic wind direction of 334° (340° - 6°). Now use the wind side of your computer to plot the wind direction and velocity. Place the magnetic wind direction of 334° on the inner scale on the true index. Mark 12 kt. up from the grommet with a pencil. Turn the inner scale to the magnetic course of 095°. Slide the grid up until the pencil mark lies over the line for true airspeed (TAS) of 136 kt. Correct for the 4° left wind angle by subtracting from the magnetic course of 095° to obtain a magnetic heading of 091°. This is intuitively correct because, given the magnetic course of 095° and a northwesterly wind, you must turn to the left (crab into the wind) to correct for it.)
If the SSV Class of VORTAC is listed as a Terminal Class, the altitudes and distance to adequately receive the signal of the VORTAC is (legend 16)
1,000 feet to 12,000 feet and 25 NM. (The (T) or Terminal Class VORTAC can be received at 1,000 ft. to 12,000 ft. and 25 NM.)
On what course should the VOR receiver (OBS) be set in order to navigate direct from Majors Airport (area 1) to Quitman VOR-DME (area 2)? (fig. 24)
101°. (You are to find the radial to navigate direct from Majors Airport (less than 2 in. north and east of 1) to Quitman VOR-DME (southeast of 2 on Fig. 24). A compass rose, based on magnetic course, exists around the Quitman VOR-DME. A straight line from Majors Airport to Quitman VOR-DME coincides with this compass rose at 281°. Because the route is east to (not west from) Quitman, compute the reciprocal direction as 101° magnetic (281° - 180°).)
While en route on Victor 185, a flight crosses the 248° radial of Allendale VOR at 0953 and then crosses the 216° radial of Allendale VOR at 1000. What is the estimated time of arrival at Savannah VORTAC? (fig. 23)
1028. (The first step is to find the three points involved. V185 runs southeast from the top left of Fig. 23. The first intersection (V70 and V185) is about 1 in. from the top of the chart. The second intersection (V157 and V185) is about 1-1/2 in. farther along V185. The Savannah VORTAC is about 6 in. farther down V185. Use the sectional scale located at the top of the chart. From the first intersection (V70 and V185), it is about 10 NM to the intersection of V185 and V157. From there it is 40 NM to Savannah VORTAC. On your flight computer, place the 7 min. the first leg took (1000 - 0953) on the inner scale under 10 NM on the outer scale. Then find 40 NM on the outer scale. Read 28 min. on the inner scale, which is the time en route from the V185 and V157 intersection to the Savannah VORTAC. Arrival time over Savannah VORTAC is therefore 1028.)
An aircraft departs an airport in the central standard time zone at 0930 CST for a 2-hour flight to an airport located in the mountain standard time zone. The landing should be at what time? (fig. 27)
1030 MST. (Flying from the Central Standard Time Zone to the Mountain Standard Time Zone results in a 1-hour gain due to time zone changes. A 2-hour flight leaving at 0930 CST will arrive in the Mountain Standard Time Zone at 1130 CST, which is 1030 MST.)
What is the magnetic heading for a flight from Priest River Airport (area 1) to Shoshone County Airport (area 3)? The wind is from 030° at 12 knots and the true airspeed is 95 knots. (fig. 22)
121°. (On Fig. 22, begin by computing the true course from Priest River Airport (upper left corner) to Shoshone County Airport (just below 3) by laying a flight plotter between the two airports. The grommet should coincide with the meridian (vertical line with cross-hatchings). Note the 143° true course on the edge of the protractor. Next, find the magnetic variation that is given by the dashed line marked 14°30E (rounded to 15°E), slanting in a northeasterly fashion just to the east of Shoshone County Airport. Subtract the 15°E variation from TC to obtain a magnetic course of 128°. Because the wind is given true, reduce the true wind direction of 030° by the magnetic variation of 15°E to a magnetic wind direction of 15°. Now use the wind side of your computer. Turning the inner circle to 15° under the true index, mark 12 knots above the grommet. Set the magnetic course of 128° under the true index. Slide the grid so the pencil mark is on 95 knots TAS. Note that the pencil mark is 7° left of the center line, requiring you to adjust the magnetic course to a 121° magnetic heading (128° - 7°). Subtract left, add right. That is, if you are on an easterly flight and the wind is from the north, you will want to correct to the left.)
What is the estimated time en route for a flight from Denton (area 1) to Addison (area 2)? The wind is from 200° at 20 knots, the true airspeed is 110 knots, and the magnetic variation is 7° east. (fig. 25)
13 minutes. (The requirement is time en route and not magnetic heading, so there is no need to convert TC to MC. 1. To find the en route time from Denton (southwest of 1) to Addison (south of 2), use Fig. 25. 2. Using the associated scale on the side of the chart, measure the distance to be 22 NM. 3. TC = 128°. 4. Mark up 20 knots with 200° under true index. 5. Put TC of 128° under true index. 6. Slide the grid so the pencil mark is on TAS of 110 knots. 7. Read the groundspeed of 102 knots under the grommet. 8. On the calculator side, place 102 knots on the outer scale over 60 minutes. 9. Read 13 minutes on the inner scale below 22 NM on the outer scale.)
On a cross-country flight, point A is crossed at 1500 hours and the plan is to reach point B at 1530 hours. Use the following information to determine the indicated airspeed required to reach point B on schedule. Distance between A and B 70 NM Forecast wind 310° at 15 kt. Pressure altitude 8,000 ft. Ambient temperature -10°C True course 270° The required indicated airspeed would be approximately
137 knots. (First determine the required groundspeed to reach point B at 1530 by placing 70 NM on the outer scale over 30 minutes on the inner scale to determine a groundspeed of 140 kt. On the wind side of the computer, put the wind direction of 310° under the true index and put a pencil mark 15 kt. up from the grommet. Next, turn the inner scale so the 270° true course is under the true index and put the grommet over the groundspeed. Note that to obtain the 140-kt. groundspeed, you need a 152-kt. true airspeed. Next, on the computer side, put the air temperature of -10°C over 8,000 ft. altitude. Then find the true airspeed of 152 kt. on the outer scale, which lies over approximately 137 kt. indicated airspeed on the inner scale.)
How far will an aircraft travel in 7.5 minutes with a ground speed of 114 knots?
14.25 NM. (To determine the distance traveled in 7.5 minutes at 114 knots, first determine the distance traveled per minute (114 ÷ 60 = 1.9). In 1 minute, the aircraft travels 1.9 NM. Thus, in 7.5 minutes, the plane will have traveled 14.25 NM (1.9 × 7.5 = 14.25). Alternatively, put 114 on the outer scale of your flight computer over the index on the inner scale. Find 7.5 minutes on the inner scale, above which is 14.25 miles.)
En route to First Flight Airport (area 5), your flight passes over Hampton Roads Airport (area 2) at 1456 and then over Chesapeake Regional at 1501. At what time should your flight arrive at First Flight? (fig. 20)
1526. (The distance between Hampton Roads Airport (north of 2) and Chesapeake Regional (northeast of 2) is 10 NM. It took 5 min. (1501 - 1456) to go 10 NM. On your flight computer, place the 5 min. the first leg took on the inner scale under 10 NM on the outer scale. Then find 50 NM (60 NM total distance - 10 NM of the first leg) on the outer scale and read 25 min. on the inner scale for the time from Chesapeake Regional to First Flight. The distance from Chesapeake Regional to First Flight (right of 5) is 50 NM. Add 25 min. to the time you passed Chesapeake Regional (1501) to get 1526.)
An aircraft departs an airport in the eastern daylight time zone at 0945 EDT for a 2-hour flight to an airport located in the central daylight time zone. The landing should be at what coordinated universal time? (fig. 27)
1545Z. (First convert the departure time to coordinated universal time (Z) by using the time conversion table in Fig. 27. To convert from eastern daylight time (EDT), add 4 hours to get 1345Z (0945 + 4 hours). A 2-hour flight would have you arriving at your destination airport at 1545Z.)
An aircraft departs an airport in the mountain standard time zone at 1515 MST for a 2-hour 30-minute flight to an airport located in the Pacific standard time zone. What is the estimated time of arrival at the destination airport? (fig. 27)
1645 PST. (Departing the Mountain Standard Time (MST) Zone at 1515 MST for a 2-hour 30-minute flight would result in arrival in the Pacific Standard Time (PST) Zone at 1745 MST. Because there is a 1-hour difference between MST and PST, 1 hour must be subtracted from the 1745 MST arrival to determine the 1645 PST estimated time of arrival at the destination airport.)
Estimate the time en route from Majors Airport (area 1) to Winnsboro Airport (area 2). The wind is from 340° at 12 knots and the true airspeed is 136 knots. Magnetic variation is 5° east. (fig. 24)
17 minutes 30 seconds. (The requirement is time en route and not magnetic heading, so there is no need to convert TC to MC. Measure the distance between Majors Airport and Winnsboro Airport using the associated scale located on the side of the chart. You should find the distance to be about 41 NM. Use your plotter to find a true course of 100°. Using your flight computer, place 340° under the true index and mark a wind speed of 12 knots. Place 100° under the true index and slide the card so the true airspeed arc of 136 knots is under the wind dot. The flight computer should indicate a groundspeed of approximately 140 knots. Turn the flight computer over and place the pointer on 14 for 140 knots groundspeed. Follow the outer scale to 41 for 41 NM and read a time of approximately 17:30 below the 41 on the outer scale.)
Determine the magnetic heading for a flight from Sandpoint Airport (area 1) to St. Maries Airport (area 4). The wind is from 215° at 25 knots and the true airspeed is 125 knots. (fig. 22)
172°. (1. This flight is from Sandpoint Airport (above 1), to St. Maries (below 4) on Fig. 22 2. TC = 181°. 3. MC = 181° - 15°E variation (14°30E rounded up) = 166°. 4. Wind magnetic = 215° - 15° (14°30E rounded up) = 200°. 5. Mark up 25 knots with 200° under true index. 6. Put MC 166° under true index. 7. Slide grid so pencil mark is on 125 knots TAS. 8. Note that the pencil mark is 6° right. 9. Add 6° to 166° MC for 172° MH.)
An aircraft departs an airport in the mountain standard time zone at 1615 MST for a 2-hour 15-minute flight to an airport located in the Pacific standard time zone. The estimated time of arrival at the destination airport should be (fig. 27)
1730 PST. (Departing the Mountain Standard Time Zone at 1615 MST for a 2-hour 15-minute flight would result in arrival in the Pacific Standard Time Zone at 1830 MST. Because there is a 1-hour difference between Mountain Standard Time and Pacific Standard Time, 1 hour must be subtracted from the 1830 MST arrival to determine the 1730 PST arrival.)
On what course should the VOR receiver (OBS) be set to navigate direct from Hampton Varnville Airport (area 1) to Savannah VORTAC (area 3)? (fig. 23)
195°. (You are to find the OBS course setting from Hampton Varnville Airport (right of 1) to Savannah VORTAC (below 3). Because compass roses are based on magnetic courses, you can find that a straight line from Hampton Varnville Airport to Savannah VORTAC coincides the Savannah VORTAC compass rose at 015°. Because the route is south to (not north from) Savannah, compute the reciprocal direction as 195° magnetic (015° + 180°). To use the VOR properly when flying to a VOR station, the course you select with the OBS should be the reciprocal of the radial you will be tracking. If this is not done, reverse sensing occurs.)
Determine the magnetic heading for a flight from Allendale County Airport (area 1) to Claxton-Evans County Airport (area 2). The wind is from 090° at 16 knots and the true airspeed is 90 knots. Magnetic variation is 7°W. (fig. 23)
210°. (1.This flight is from Allendale County (above 1) to Claxton-Evans County Airport (left of 2) on Fig. 23. Variation is shown on Fig. 23 as 7°W. 2.TC = 212°. 3.MC = 212° TC + 7°W variation = 219°. 4.Wind magnetic = 090° + 7°W variation = 097°. 5.Mark up 16 knots with 097° under true index. 6.Place MC 219° under true index. 7.Move wind mark to 90 knots TAS arc. 8.Note that the pencil mark is 9° left. 9.Subtract 9° from 219° MC for 210° MH.)
Determine the magnetic course from Cooperstown Airport (area 2) to Jamestown Airport (area 4). (fig. 26)
210°. (Find the magnetic course from Cooperstown Airport (northeast of 2) to Jamestown Airport (south of 4). Because Jamestown has a VOR on the field, a compass rose exists around the Jamestown Airport symbol on the chart. Compass roses are based on magnetic courses. Thus, a straight line from Jamestown Airport to Cooperstown Airport coincides with the compass rose at 030°. Because the route is south to Jamestown, not north from Jamestown, compute the reciprocal direction as 210° (030° + 180°). The course, then, is approximately 210°.)
An aircraft departs an airport in the Pacific standard time zone at 1030 PST for a 4-hour flight to an airport located in the central standard time zone. The landing should be at what coordinated universal time? (fig. 27)
2230Z. (First, convert the departure time to coordinated universal time (Z) by using the time conversion table in Fig. 27. To convert from PST to Z, you must add 8 hours; thus, 1030 PST is 1830Z (1030 + 8 hours). A 4-hour flight would make the proposed landing time at 2230Z (1830 + 4 hours).)
If a true heading of 135° results in a ground track of 130° and a true airspeed of 135 knots results in a groundspeed of 140 knots, the wind would be from
246° and 13 knots. (To estimate your wind given true heading and a ground track, place the groundspeed under the grommet (140 knots) with the ground track of 130° under the true index. Then find the true airspeed on the true airspeed arc of 135 knots, and put a pencil mark for a 5° right deviation (135° - 130° = 5°). Place the pencil mark on the centerline under the true index and note a wind from 246° under the true index. The pencil mark is now on 153 knots, which is about 13 knots up from the grommet (153 - 140).)
What is the estimated time en route for a flight from Allendale County Airport (area 1) to Claxton-Evans County Airport (area 2)? The wind is from 100° at 18 knots and the true airspeed is 115 knots. Add 2 minutes for climb-out. (fig. 23)
30 minutes. (1. To find the en route time from Allendale County (north of 1) to Claxton-Evans (southeast of 2), use Fig. 23. 2. Using the sectional scale located at the top of the chart, measure the distance to be 55 NM. 3. TC = 212°. 4. Mark up 18 knots with 100° under true index. 5. Put TC of 212° under true index. 6. Slide the grid so the pencil mark is on TAS of 115 knots. 7. Read the groundspeed of 120 knots under the grommet. 8. On the calculator side, place 120 knots on the outer scale over 60 minutes. 9. Read 28 minutes on the inner scale below 55 NM on the outer scale. 10. Add 2 minutes for climb-out and the en route time is 30 minutes.)
Determine the estimated time en route for a flight from Priest River Airport (area 1) to Shoshone County Airport (area 3). The wind is from 030 at 12 knots and the true airspeed is 95 knots. Add 2 minutes for climb-out. (fig. 22)
31 minutes. (The requirement is time en route and not magnetic heading, so there is no need to convert TC to MC. 1. To find the en route time from Priest River Airport (west of area 1) to Shoshone County Airport (area 3) use Fig. 22. 2. Using the scale at the top of the chart, measure the distance to be 48 NM. 3. TC = 143°. 4. Mark up 12 knots with 030° under true index. 5. Put TC of 143° under true index. 6. Slide the grid so the pencil mark is on TAS of 95 knots. 7. Read the groundspeed of 99 knots under the grommet. 8. On the calculator side, place 99 knots on the outer scale over 60 minutes. 9. Read 29 minutes on the inner scale below 48 NM on the outer scale. 10. Add 2 minutes for climb-out and the en route time is 31 minutes.)
Determine the magnetic heading for a flight from St. Maries Airport (area 4) to Priest River Airport (area 1). The wind is from 340° at 10 knots and the true airspeed is 90 knots. (fig. 22)
330°. (1. This flight is from St. Maries (just below 4) to Priest River (upper left corner) on Fig. 22. 2. TC is 345°. 3. MC = 345° - 15°E variation (14°30E rounded up) = 330°. 4. Wind magnetic = 340° - 15° (14°30E rounded up) = 325°. 5. Mark 10 knots up when 325° under true index. 6. Put MC 330° under true index. 7. Slide grid so pencil mark is on 90 kt. TAS. 8. Note that the pencil mark is 1° left. 9. Subtract 1° from 330° MC for 329° MH. A magnetic heading of 330° is the best answer of the choices given.)
Determine the magnetic course from First Flight Airport (area 5) to Hampton Roads Airport (area 2). (fig. 20)
331°. (You are to find the magnetic course from First Flight Airport (lower right corner) to Hampton Roads Airport (above 2 on Fig. 20). True course is the degrees clockwise from true north. Determine the true course by placing the straight edge of your plotter along the given route with the grommet at the intersection of your route and a meridian (the north/south line with crosslines). Here, TC is 320°. To convert this to a magnetic course, add the 11° westerly variation (indicated by the dashed magenta line that parallels the coastline north/south), and find the magnetic course of 331°. Remember to subtract easterly variation and add westerly variation.)
What is the estimated time en route from Sandpoint Airport (area 1) to St. Maries Airport (area 4)? The wind is from 215° at 25 knots, and the true airspeed is 125 knots. (fig. 22)
34 minutes. (The requirement is time en route and not magnetic heading, so there is no need to convert TC to MC. 1. You are to find the en route time from Sandpoint Airport (north of 1) to St. Maries Airport (southeast of 4) on Fig. 22. 2. Using the scale at the top of the chart, measure the distance to be 59 NM. 3. TC = 181°. 4. Mark up 25 knots with 215° under true index. 5. Put TC of 181° under true index. 6. Slide the grid so the pencil mark is on TAS of 125 knots. 7. Read the groundspeed of 104 knots under the grommet. 8. On the calculator side, place 104 knots on the outer scale over 60 minutes. 9. Find 59 NM on the outer scale and read 34 minutes on the inner scale.)
Determine the magnetic heading for a flight from Mercer County Regional Airport (area 3) to Minot International (area 1). The wind is from 330° at 25 knots, the true airspeed is 100 knots, and the magnetic variation is 10°E. (fig. 21)
352°. (On Fig. 21, begin by computing the true course (TC) from Mercer Co. Reg. (lower left corner) to Minot Int'l. (upper left center) by drawing a line between the two airports. Next, determine the TC by placing the grommet on the plotter at the intersection of the course line and a meridian (vertical line with cross-hatchings) and the top of the plotter aligned with the course line. Note the 012° TC on the edge of the protractor. Next, subtract the 10° east magnetic variation from the TC to obtain a magnetic course (MC) of 002°. Because the wind is given true, subtract the 10° east magnetic variation to obtain a magnetic wind direction of 320° (330° - 10°). Now use the wind side of your computer to plot the wind direction and velocity. Place the magnetic wind direction of 320° on the inner scale on the true index. Mark 25 knots up from the grommet with a pencil. Turn the inner scale to the magnetic course of 002°. Slide the grid up until the pencil mark lies over the line for true airspeed (TAS) of 100 knots. Correct for the 10° left wind angle by subtracting from the magnetic course of 002° to obtain a magnetic heading of 352°. This is intuitively correct because, given the magnetic course of 002° and a northwesterly wind, you must turn to the left (crab into the wind) to correct for it.)
What course should be selected on the omnibearing selector (OBS) to make a direct flight from Mercer County Regional Airport (area 3) to the Minot VORTAC (area 1) with a TO indication? (fig. 21)
359°. (Use Fig. 21 to find the course (omnibearing selector with a "TO" indication) from Mercer County Regional Airport (lower left corner) to the Minot VORTAC (right of 1). Note the compass rose (based on magnetic courses) that indicates the Minot VORTAC. A straight line from Mercer to Minot Airport coincides the compass rose at 179°. Because the route is north TO Minot, not south from Minot, compute the reciprocal direction as 359° (179° + 180°).)
What is the estimated time en route for a flight from Claxton-Evans County Airport (area 2) to Hampton Varnville Airport (area 1)? The wind is from 290° at 18 knots and the true airspeed is 85 knots. Add 2 minutes for climb-out. (fig. 23)
39 minutes. (Using the sectional scale located at the top of the chart, you will find the distance en route from Claxton-Evans (southwest of 2) to Hampton Varnville (east of 1 on Fig. 23) is approximately 57 NM. Use your plotter to determine that the TC is 045°. The requirement is time en route and not magnetic heading, so there is no need to convert TC to MC. Using the wind side of your computer, turn your true index to the wind direction of 290° and mark 18 knots above the grommet with your pencil. Then turn the inner scale so that the true index is above the TC of 045°. Place the pencil mark on the TAS of 85 knots and note the groundspeed of 91 knots. Turn your flight computer over and set the speed of 91 knots above the 60-minutes index on the inner scale. Then find the distance of 57 NM on the outer scale to determine a time en route of 37 minutes. Add 2 minutes for climb-out, and the en route time is 39 minutes.)
How far will an aircraft travel in 2-1/2 minutes with a groundspeed of 98 knots?
4.08 NM. (To determine the distance traveled in 2-1/2 minutes at 98 knots, note that 98 knots is 1.6 NM/minute (98 ÷ 60 = 1.633). Thus, in 2-1/2 minutes, you will have traveled a total of 4.08 NM (1.633 × 2.5 = 4.08). Alternatively, put 98 on the outer scale of your flight computer over the index on the inner scale. Find 2.5 minutes on the inner scale, above which is 4.1 NM.)
What is the estimated time en route for a flight from St. Maries Airport (area 4) to Priest River Airport (area 1)? The wind is from 300° at 14 knots and the true airspeed is 90 knots. Add 3 minutes for climb-out. (fig. 22)
43 minutes. (The requirement is time en route and not magnetic heading, so there is no need to convert TC to MC. 1. Time en route from St. Maries Airport (southeast of 4) to Priest River Airport (upper left corner) on Fig. 22. 2. Using the scale at the top of the chart, measure the distance to be 54 NM. 3. TC = 346°. 4. Mark up 14 knots with 300° under true index. 5. Put TC of 346° under true index. 6. Slide the grid so the pencil mark is on TAS of 90 knots. 7. Read the groundspeed of 80 knots under the grommet. 8. On the calculator side, place 80 knots on the outer scale over 60 minutes. 9. Find 54 NM on the outer scale and read 40 minutes on the inner scale. 10. Add 3 minutes for climb-out to get time en route of 43 minutes.)
What is the estimated time en route from Mercer County Regional Airport (area 3) to Minot International (area 1)? The wind is from 330° at 25 knots and the true airspeed is 100 knots. Add 3-1/2 minutes for departure and climb-out. (fig. 21)
48 1/2 minutes. (The requirement is time en route and not magnetic heading, so there is no need to convert TC to MC. Using Fig. 21, the time en route from Mercer Co. Reg. Airport (lower left corner) to Minot (right of 1) is determined by measuring the distance (60 NM measured with the associated scale at the bottom of the chart), determining the time based on groundspeed, and adding 3.5 minutes for takeoff and climb. The TC is 012° as measured with a plotter. The wind is from 330° at 25 knots. On the wind side of your flight computer, place the wind direction 330° under the true index and mark 25 knots up. Rotate TC of 012° under the true index. Slide the grid so the pencil mark is on the arc for TAS of 100 knots. Read 80 knots groundspeed under the grommet. Turn to the calculator side and place the groundspeed of 80 knots on the outer scale over 60 minutes. Find 60 NM on outer scale and note 45 minutes on the inner scale. Add 3.5 minutes to 45 minutes for climb for en route time of 48.5 minutes.)
Estimate the time en route from Addison (area 2) to Dallas Executive (area 3). The wind is from 300° at 15 knots, the true airspeed is 120 knots, and the magnetic variation is 7° east. (fig. 25)
8 minutes. (The requirement is time en route and not magnetic heading, so there is no need to convert TC to MC. 1. To find the en route time from Addison (south of 2) to Dallas Executive (area 3), use Fig. 25. 2. Using the associated scale on the side of the chart, measure the distance to be 18 NM. 3. TC = 186°. 4. Mark up 15 kt. with 300° under true index. 5. Put TC of 186° under true index. 6. Slide the grid so the pencil mark is on TAS of 120 kt. 7. Read the groundspeed of 125 kt. under the grommet. 8. On the calculator side, place 125 kt. on the outer scale over 60 min. 9. Read 8.5 min. on the inner scale below 18 NM on the outer scale.)
What depicts a Class E airspace that begins at 700 feet AGL? (fig. 15)
A magenta vignette that goes around an airport. (Class E airspace floor begins at 700 feet AGL. It is depicted by a magenta vignette circle or area around an airport.)
What is the acronym for a computerized command response system that provides automated weather, radio check capability, and airport advisory information selected from an automated menu by microphone clicks? (fig. 14)
AUNICOM. (The AUNICOM provides automated weather, radio check capability, and airport advisory information selected from an automated menu by microphone clicks.)
When taxiing with strong quartering tailwinds, which aileron positions should be used?
Aileron down on the side from which the wind is blowing. (When there is a strong quartering tailwind, the aileron should be down on the side from which the wind is blowing (when taxiing away from the wind, turn away from the wind) to help keep the wind from getting under that wing and flipping the airplane over.)
Which aileron positions should a pilot generally use when taxiing in strong quartering headwinds?
Aileron up on the side from which the wind is blowing. (When there is a strong quartering headwind, the aileron should be up on the side from which the wind is blowing to help keep the wind from getting under that wing and blowing the aircraft over. (When taxiing into the wind, turn into the wind.))
According to the Chart Supplement, what are the operational requirements of a VORTAC? (legend 17)
Collocated VOR and TACAN navigational facilities. (According to the Chart Supplement, a VORTAC has the operational requirements of collocated VOR and TACAN navigational facilities.)
What procedure could a pilot use to navigate under VFR from one point to another when ground references are not visible?
Dead reckoning. (Dead reckoning is navigation solely by means of computations based on time, airspeed, distance, and direction. If ground references are not visible, such as when flying over water, dead reckoning can be used to navigate.)
You are preflight planning in the morning before an afternoon flight. Where would you find information regarding an "Airport surface hot spot?"
In the Chart Supplements U.S. (An "airport surface hot spot" is a runway safety related problem area or intersection on an airport. Information regarding airport surface hot spots can be found in the Chart Supplements U.S.)
(Refer to area C.) How should the flight controls be held while taxiing a tailwheel airplane with a left quartering tailwind? (fig. 9)
Left aileron down, elevator down. (When there is a left quartering tailwind, the left aileron should be held down so the wind does not get under the left wing and flip the airplane over. Also, the elevator should be down, i.e., controls forward, so the wind does not get under the tail and blow the airplane tail over front.)
(Refer to area C.) How should the flight controls be held while taxiing a tricycle-gear equipped airplane with a left quartering tailwind? (fig. 9)
Left aileron down, elevator down. (With a left quartering tailwind, the left aileron should be down so the wind does not get under the left wing and flip the airplane over. Also, the elevator should be down, i.e., controls forward, so the wind does not get under the tail and blow the airplane tail over front.)
Upon encountering severe turbulence, which flight condition should the pilot attempt to maintain?
Level flight attitude. (Attempting to hold altitude and airspeed in severe turbulence can lead to overstressing the airplane. Rather, you should set power to what normally will maintain VA and simply attempt to maintain a level flight attitude.)
What is the recommended communications procedure for landing at Lincoln Municipal during the hours when the tower is not in operation? (fig. 52)
Monitor airport traffic and announce your position and intentions on 118.5 MHz. (When the Lincoln Municipal tower is closed, you should monitor airport traffic and announce your position and intentions on the CTAF. Fig. 52 contains the Chart Supplement excerpt for Lincoln Municipal. Locate the section titled Communications and note that on that same line the CTAF frequency is 118.5.)
Where is Loup City Municipal located with relation to the city? (fig. 52)
Northwest approximately 1 mile. (Fig. 52 contains the Chart Supplement excerpt for Loup City Municipal. On the first line, the third item listed, 1 NW, means that Loup City Municipal is located approximately 1 NM northwest of the associated city.)
Which wind condition would be most critical when taxiing a nosewheel equipped high-wing airplane?
Quartering tailwind. (The most critical wind condition when taxiing a nosewheel-equipped high-wing airplane is a quartering tailwind, which can flip a high-wing airplane over on its top. This should be prevented by holding the elevator in the down position, i.e., controls forward, and the aileron down on the side from which the wind is coming.)
(Refer to area B.) How should the flight controls be held while taxiing a tailwheel airplane into a right quartering headwind? (fig. 9)
Right aileron up, elevator up. (When there is a right quartering headwind, the right aileron should be up to spoil the excess lift on the right wing that the crosswind is creating. The elevator should be up to keep weight on the tailwheel to help maintain maneuverability.)
Refer to Crawford Airport (N38°42.25' W107°38.62'). What is the traffic pattern for Runway 25? (fig. 80,81)
Right hand traffic pattern. (The traffic pattern for runway 25 is a right-hand pattern. It is noted on the sectional chart excerpt (Fig. 80). Under the airport information, near Crawford Airport, the third line displays the letters "RP 25." On the Chart Supplement excerpt in Fig. 81, the section titled RWY 25 has "Rgt tfc" (right traffic) written to give pilots the pattern direction of the west runway.)
Which type radar service is provided to VFR aircraft at Lincoln Municipal? (fig. 52)
Sequencing to the primary Class C airport, traffic advisories, conflict resolution, and safety alerts. (Fig. 52 contains the Chart Supplement excerpt for Lincoln Municipal. Locate the section titled Airspace to determine that Lincoln Municipal is located in Class C airspace. Once communications and radar contact are established, VFR aircraft are provided the following services: 1. Sequencing to the primary airport 2. Approved separation between IFR and VFR aircraft 3. Basic radar services, i.e., safety alerts, limited vectoring, and traffic advisories The FAA should change "conflict resolution" to "limited vectoring" in the future.)
Refer to Crawford Airport (N38°42.25' W107°38.62'). Is fuel ever available at Crawford Airport? (fig. 80,81)
Yes, 100LL fuel is available for emergency use only. (Look at Fig. 81, the Chart Supplement excerpt for Crawford Airport, located at the given coordinates. Locate the Airport Remarks; you will see on the second line that 100LL fuel is available (avbl) for emergency use only.)
When converting from true course to magnetic heading, a pilot should
add westerly variation and subtract left wind correction angle. (When converting true course to magnetic heading, you should remember two rules. With magnetic variation, east variation is subtracted and west variation is added. With wind corrections, left correction is subtracted and right correction is added.)
To avoid landing at the wrong airport or runway, pilots should
consult airport diagrams and Chart Supplements. (Chart Supplements are published every 56 days and include the most accurate information about an airport, including runways and lighting.)
If you experience an engine failure in a single-engine aircraft after takeoff, you should
establish the proper glide attitude. (If an actual engine failure occurs immediately after takeoff and before a safe maneuvering altitude is attained, an immediate proper glide attitude should be established, and the pilot should select a field directly ahead or slightly to either side of the takeoff path for landing.)
The line from point C to point B of the wind triangle represents (fig. 68)
groundspeed and true course. (The line from point C to point B, on the wind triangle, represents the true course and groundspeed line.)
The most important rule to remember in the event of a power failure after becoming airborne is to
immediately establish the proper gliding attitude and airspeed. (In the event of a power failure after becoming airborne, the most important rule to remember is to maintain best glide airspeed. This will usually require a pitch attitude slightly higher than level flight. Invariably, with a power failure, one returns to ground, but emphasis should be put on a controlled return rather than a crash return. Many pilots attempt to maintain altitude at the expense of airspeed, resulting in a stall or stall/spin.
The angular difference between true north and magnetic north is
magnetic variation. (The angular difference between true and magnetic north is referred to as magnetic variation.)
When executing an emergency approach to land in a single-engine airplane, it is important to maintain a constant glide speed because variations in glide speed will
nullify all attempts at accuracy in judgment of gliding distance and landing spot. (A constant gliding speed should be maintained because variations of gliding speed nullify all attempts at accuracy in judgment of gliding distance and the landing spot.)
VFR approaches to land at night should be accomplished
the same as during daytime. (Every effort should be made to execute approaches and landings at night in the same manner as they are made in the day. Inexperienced pilots often have a tendency to make approaches and landings at night with excessive airspeed.)
Traffic patterns in effect at Lincoln Municipal are (fig. 52)
to the left on Runway 14 and Runway 32; to the right on Runway 18 and Runway 35. (Fig. 52 contains the Chart Supplement excerpt for Lincoln Municipal. For this question, you need to locate the runway end data elements, i.e., Rwy 18, Rwy 14, Rwy 32, Rwy 17, Rwy 35, and Rwy 36. Traffic patterns are to the left unless right traffic is noted by the contraction "Rgt tfc." The only runways with right traffic are Rwy 18 and Rwy 35.)
The line from point A to point B of the wind triangle represents (fig. 68)
true heading and airspeed. (The line connecting point A to point B on the wind triangle represents the true heading and airspeed line.)
The line from point C to point A of the wind triangle represents (fig. 68)
wind direction and velocity. (The line from point C to point A on the wind triangle represents the wind direction and velocity line.)
