Commercial Ground - Navigation

GIVEN:True course 105°True heading 085°True airspeed 95 ktsGroundspeed 87 ktsDetermine the wind direction and speed. a. 020° and 32 knots. b. 030° and 38 knots. c. 200° and 32 knots.

020° and 32 knots. Using an E6-B computer: 1. Turn the compass azimuth so 105° is at the true index. 2. Slide board so grommet is on the ground speed arc, 87 knots. 3. Determine the WCA by comparing course to heading. 105° - 085° = 20° left 4. Plot WCA at TAS arc with a pencil dot, 95 knots. 5. Rotate compass azimuth so pencil dot is on the centerline. 6. Read wind direction under true index and wind speed as number of units between grommet and pencil dot, 020° and 32 knots.

To track inbound on the 215 radial of a VOR station, the recommended procedure is to set the OBS to a. 215° and make heading corrections toward the CDI needle. b. 215° and make heading corrections away from the CDI needle. c. 035° and make heading corrections toward the CDI needle.

035° and make heading corrections toward the CDI needle. Tracking involves drift correction that is sufficient to maintain a direct course to or from a transmitting station. The course selected for tracking outbound is the course shown under the course index with the TO/FROM indicator showing FROM. Turning toward the needle returns the aircraft to the course centerline and centers the needle.

(Refer to Figure 17.) Which illustration indicates that the airplane should be turned 150° left to intercept the 360 radial at a 60° angle inbound? a. 1. b. 2. c. 3.

1 Only two headings intercept the 360° radial inbound at a 60° angle: 120° and 240°. An aircraft heading 270° could turn left 150° to intercept at a 60° angle on a heading of 120°. An aircraft heading 030° could turn left 150° to intercept at a 60° angle on a heading of 240°. Illustration 1 shows the aircraft flying one of the two possible headings.

GIVEN:Wind 175° at 20 ktsDistance 135 NMTrue course 075°True airspeed 80 ktsFuel consumption 105 lb/hrDetermine the time en route and fuel consumption. a. 1 hour 28 minutes and 73.2 pounds. b. 1 hour 38 minutes and 158 pounds. c. 1 hour 40 minutes and 175 pounds.

1 hour 40 minutes and 175 pounds. Compute the ground speed: Wind direction 175° Wind speed 20 knots Course 075° True airspeed 80 knots Ground speed 81.0 knots 2. Determine the time en route: 135 NM ÷ 81 knots = 1.67 hours = 1 hour 40 minutes 3. Calculate fuel consumed: 105.0 lbs/hr x 1.67 hours = 175.0 pounds.

An airplane descends to an airport under the following conditions:Cruising altitude 6,500 ftAirport elevation 700 ftDescends to 800 ft AGLRate of descent 500 ft/minAverage true airspeed 110 ktsTrue course 335°Average wind velocity 060° at 15 ktsVariation 3° WDeviation +2°Average fuel consumption 8.5 gal/hrDetermine the approximate time, compass heading, distance, and fuel consumed during the descent. a. 10 minutes, 348°, 18 NM, 1.4 gallons. b. 10 minutes, 355°, 17 NM, 2.4 gallons. c. 12 minutes, 346°, 18 NM, 1.6 gallons.

10 minutes, 348°, 18 NM, 1.4 gallons. 1. Calculate the time to descend: Time = vertical distance ÷ vertical speed Where vertical distance = 6,500 - 1,500 = 5,000 feet Time = 5,000 feet ÷ 500 FPM = 10 minutes = 0.1667 hr 2. Compute the fuel requirement: 8.5 gal/hr x 0.1667 hr = 1.42 gallons 3. Calculate the wind correction angle and ground speed using a wind triangle: WCA = 8° right Ground speed = 108 knots 4. Calculate true heading (TH = TC + WCA): 335° + 8° = 343° TH 5. Calculate compass heading (CH = TH + Var + Dev): 343° + 3° + 2° = 348°CH 6. Compute distance flown: Distance = 108 knots x 0.1667 hour = 18 NM.

When checking the course sensitivity of a VOR receiver, how many degrees should the OBS be rotated to move the CDI from the center to the last dot on either side? a. 5° to 10°. b. 10° to 12°. c. 18° to 20°.

10° to 12°. Course sensitivity may be checked by noting the number of degrees of change in course selection as you rotate the OBS to move the CDI from center to the last dot on either side. This should be between 10° and 12°.

GIVEN:Distance off course 9 miDistance flown 95 miDistance to fly 125 miTo converge at the destination, the total correction angle would be a. 4°. b. 6°. c. 10°.

10°. 1. Determine the number of degrees correction required to parallel the desired course: Miles off Course x 60 ÷ Number of Miles Flown = Correction to Parallel 9 x 60 ÷ 95 = 5.68° to parallel 2. Determine the number of additional degrees correction required to intercept the course: Miles off Course x 60 ÷ Number of Miles Remaining = Correction to Intercept 9 x 60 ÷ 125 = 4.32° additional to intercept 3. Add the number of degrees required to parallel the course and the number of degrees required to intercept the course to find the total correction angle required to converge at destination: 5.68° to parallel + 4.32° to intercept = 10.00° total to converge.

GIVEN:True course 345°True heading 355°True airspeed 85 ktsGroundspeed 95 ktsDetermine the wind direction and speed. a. 095° and 19 knots. b. 113° and 19 knots. c. 238° and 18 knots.

113° and 19 knots. Using an E6-B computer: 1. Turn compass azimuth so 345° is at the true index. 2. Slide board so grommet is on the ground speed arc, 95 knots. 3. Determine the WCA by comparing course to heading. 345° - 355° = 10° right 4. Plot WCA at TAS arc with a pencil dot, 85 knots. 5. Rotate compass azimuth so pencil dot is on the centerline. 6. Read wind direction under true index and wind speed as number of units between grommet and pencil dot, 114° and 19 knots.

An airplane descends to an airport under the following conditions:Cruising altitude 10,500 ftAirport elevation 1,700 ftDescends to 1,000 ft AGLRate of descent 600 ft/minAverage true airspeed 135 ktsTrue course 263°Average wind velocity 330° at 30 ktsVariation 7° EDeviation +3°Average fuel consumption 11.5 gal/hrDetermine the approximate time, compass heading, distance, and fuel consumed during the descent. a. 9 minutes, 274°, 26 NM, 2.8 gallons. b. 13 minutes, 274°, 28 NM, 2.5 gallons. c. 13 minutes, 271°, 26 NM, 2.5 gallons.

13 minutes, 271°, 26 NM, 2.5 gallons. 1. Calculate the time to descend: Time = vertical distance ÷ vertical speed Where vertical distance = 10,500 - 2,700 = 7,800 feet Time = 7,800 feet ÷ 600 FPM = 13 minutes = 0.2167 hour 2. Compute the fuel requirement: 11.5 gal/hr x 0.2167 hour = 2.49 gallon 3. Calculate the wind correction angle and ground speed using a wind triangle: WCA = 12° right Ground speed = 120 knots 4. Calculate true heading (TH = TC + WCA): 263° + 12° = 275° TH 5. Calculate compass heading (CH = TH + Var + Dev): 275° - 7° + 3° = 271°CH 6. Compute distance flown: 120 knots x 0.2167 hour = 26 NM.

Enter a PAlt of 12,000 FT and OAT of 50 degrees F to get a DAlt of 14,134 FT or approximately 14,130 feet. a. 11,900 feet. b. 14,130 feet. c. 18,150 feet.

14,130 feet.

An airplane departs an airport under the following conditions:Airport elevation 1,500 ftCruise altitude 9,500 ftRate of climb 500 ft/minAverage true airspeed 160 ktsTrue course 145°Average wind velocity 080° at 15 ktsVariation 5° EDeviation -3°Average fuel consumption 14 gal/hrDetermine the approximate time, compass heading, distance, and fuel consumed during the climb. a. 14 minutes, 128°, 35 NM, 3.2 gallons. b. 16 minutes, 132°, 41 NM, 3.7 gallons. c. 16 minutes, 128°, 32 NM, 3.8 gallons.

16 minutes, 132°, 41 NM, 3.7 gallons. 1. Calculate the time to climb: Time = vertical distance ÷ vertical speed Where vertical distance = 9,500 - 1,500 = 8,000 feet Time = 8,000 feet ÷ 500 FPM = 16 minutes = 0.27 hour 2. Compute the fuel requirement: 14 gal/hr x 0.2666 hour = 3.73 gallons 3. Calculate the wind correction angle and ground speed using a wind triangle: WCA = 5° left Ground speed = 153 knots 4. Calculate true heading (TH = TC + WCA): 145° - 5° = 140° TH 5. Calculate compass heading (CH = TH + Var + Dev): 140° - 5° - 3° = 132°CH 6. Compute distance flown: Distance = 153 knots x 0.27 hour = 41.31 NM.

An airplane departs an airport under the following conditions:Airport elevation 1,000 ftCruise altitude 9,500 ftRate of climb 500 ft/minAverage true airspeed 135 ktsTrue course 215°Average wind velocity 290° at 20 ktsVariation 3° WDeviation -2°Average fuel consumption 13 gal/hrDetermine the approximate time, compass heading, distance, and fuel consumed during the climb. a. 14 minutes, 234°, 26 NM, 3.9 gallons. b. 17 minutes, 224°, 36 NM, 3.7 gallons. c. 17 minutes, 242°, 31 NM, 3.5 gallons.

17 minutes, 224°, 36 NM, 3.7 gallons. 1. Calculate the time to climb: Time = vertical distance ÷ vertical speed Where vertical distance = 9,500 - 1,000 = 8,500 feet Time = 8,500 feet ÷ 500 FPM = 17 minutes = 0.283 hour 2. Compute the fuel requirement: 13 gal/hr x 0.283 hour = 3.679 gallons 3. Calculate the wind correction angle and ground speed using a wind triangle: WCA = 8° right Ground speed = 128 knots 4. Calculate true heading (TH = TC + WCA): 215 + 8° = 223° TH 5. Calculate compass heading (CH = TH + Var + Dev): 223° + 3° - 2° = 224°CH 6. Compute distance flown: Distance = 128 knots x 0.283 hour = 36.2 NM.

An airplane descends to an airport under the following conditions:Cruising altitude 7,500 ftAirport elevation 1,300 ftDescends to 800 ft AGLRate of descent 300 ft/minAverage true airspeed 120 ktsTrue course 165°Average wind velocity 240° at 20 ktsVariation 4° EDeviation -2°Average fuel consumption 9.6 gal/hrDetermine the approximate time, compass heading, distance, and fuel consumed during the descent. a. 16 minutes, 168°, 30 NM, 2.9 gallons. b. 18 minutes, 164°, 34 NM, 3.2 gallons. c. 18 minutes, 168°, 34 NM, 2.9 gallons.

18 minutes, 168°, 34 NM, 2.9 gallons. 1. Calculate the time to descend: Time = vertical distance ÷ vertical speed Where vertical distance = 7,500 - 2,100 = 5,400 feet Time = 5,400 feet ÷ 300 FPM = 18 minutes = 0.3 hour 2. Compute the fuel requirement: 9.6 gal/hr x 0.3 hour = 2.88 gallons 3. Calculate the wind correction angle and ground speed using a wind triangle: WCA = 9° right Ground speed = 113 knots 4. Calculate true heading (TH = TC + WCA): 165° + 9° = 174° TH 5. Calculate compass heading (CH = TH + Var + Dev): 174° - 4° - 2° = 168°CH 6. Compute distance flown: Distance = 113 knots x 0.3 hour = 33.9 NM.

To track outbound on the 180 radial of a VOR station, the recommended procedure is to set the OBS to a. 360° and make heading corrections toward the CDI needle. b. 180° and make heading corrections away from the CDI needle. c. 180° and make heading corrections toward the CDI needle.

180° and make heading corrections toward the CDI needle. Tracking involves drift correction that is sufficient to maintain a direct course to or from a transmitting station. The course selected for tracking outbound is the course shown under the course index with the TO/FROM indicator showing FROM. Turning toward the needle returns the aircraft to the course centerline and centers the needle.

An aircraft 60 miles from a VOR station has a CDI indication of one-fifth deflection, this represents a course centerline deviation of approximately a. 6 miles. b. 2 miles. c. 1 mile.

2 miles. Aircraft displacement from course is approximately 200 feet per dot per nautical mile. The CDI deflection indication is one-fifth deflection at 60 miles from the station, and a one-fifth or one-dot deflection indicates a 2-mile displacement of the aircraft from the course centerline.

If fuel consumption is 80 pounds per hour and groundspeed is 180 knots, how much fuel is required for an airplane to travel 460 NM? a. 205 pounds. b. 212 pounds. c. 460 pounds.

205 pounds. 1. Calculate the time en route: 460 NM ÷ 180 knots = 2.556 hours 2. Determine the fuel burn: 80 lbs/hr x 2.56 hours = 204.8 pounds.

If an airplane is consuming 95 pounds of fuel per hour at a cruising altitude of 6,500 feet and the groundspeed is 173 knots, how much fuel is required to travel 450 NM? a. 248 pounds. b. 265 pounds. c. 284 pounds.

248 pounds. 1. Calculate the time en route: 450 NM ÷ 173 knots = 2.6 hour 2. Determine the fuel burn: 95 lbs/hr x 2.6 hours = 247 pounds.

When must an operational check on the aircraft VOR equipment be accomplished to operate under IFR? Within the preceding a. 30 days or 30 hours of flight time. b. 10 days or 10 hours of flight time. c. 30 days.

30 days. No person may operate a civil aircraft under IFR using the VOR system of radio navigation unless the VOR equipment of that aircraft has been operationally checked within the preceding 30 days, and was found to be within permissible limits.

If an aircraft is consuming 9.5 gallons of fuel per hour at a cruising altitude of 6,000 feet and the groundspeed is 135 knots, how much fuel is required to travel 420 NM? a. 27 gallons. b. 30 gallons. c. 35 gallons.

30 gallons. 1. Calculate the time en route: 420 NM ÷ 135 knots = 3.11 hours 2. Determine the fuel burn: 9.5 GPH x 3.11 hours = 29.5 gallons.

When using VOT to make a VOR receiver check, the CDI should be centered and the OBS should indicate that the aircraft is on the a. 090 radial. b. 180 radial. c. 360 radial.

360 radial. To use the VOT service, tune in the VOT frequency on your VOR receiver. With the Course Deviation Indicator (CDI) centered, the omnibearing selector (OBS) should read 0° with the TO/FROM indication showing FROM, or the OBS should read 180° with the TO/FROM indication showing TO. Since VOR radials are always expressed as FROM the station, the OBS should indicate the aircraft is on the 360° radial FROM.

If an airplane is consuming 12.5 gallons of fuel per hour at a cruising altitude of 8,500 feet and the groundspeed is 145 knots, how much fuel is required to travel 435 NM? a. 27 gallons. b. 34 gallons. c. 38 gallons.

38 gallons. 1. Calculate the time en route: 435 NM ÷ 145 knots = 3 hours 2. Determine the fuel burn: 12.5 GPH x 3 hours = 37.5 gallons.

What is the maximum bearing error (+ or -) allowed for an operational VOR equipment check when using an FAA-approved ground test signal? a. 4 degrees. b. 6 degrees. c. 8 degrees.

4 degrees. The maximum permissible bearing error is ±4° when using a VOT.

(Refer to Figure 17.) Which illustration indicates that the airplane will intercept the 060 radial at a 75° angle outbound, if the present heading is maintained? 4. 5. 6.

5 Only two possible headings will intercept the 060° radial at a 75° angle outbound: 135° and 345°. The only one of those shown is illustration 5. The illustration shows that if the aircraft turned to 060°, it would be going FROM the station and would have to fly left to get on the 060 radial.

Enter a PAlt of 6,000 FT and OAT of 30 degrees F to get a DAlt of 5,494 FT or approximately 5,500 feet. a. 9,000 feet. b. 5,500 feet. c. 5,000 feet.

5,500 feet.

If an airplane is consuming 14.8 gallons of fuel per hour at a cruising altitude of 7,500 feet and the groundspeed is 167 knots, how much fuel is required to travel 560 NM? a. 50 gallons. b. 53 gallons. c. 57 gallons.

50 gallons. 1. Calculate the time en route: 560 NM ÷ 167 knots = 3.35 hours 2. Determine the fuel burn: 14.8 GPH x 3.35 hours = 49.6 gallons.

If fuel consumption is 14.7 gallons per hour and groundspeed is 157 knots, how much fuel is required for an airplane to travel 612 NM? a. 58 gallons. b. 60 gallons. c. 64 gallons.

58 gallons. 1. Calculate the time en route: 612 NM ÷ 157 knots = 3.9 hours 2. Determine the fuel burn: 14.7 GPH x 3.9= 57.33 gallons.

(Refer to Figure 17.) Which illustration indicates that the airplane will intercept the 060 radial at a 60° angle inbound, if the present heading is maintained? a. 6. b. 4. c. 5.

6 To intercept the 060° radial inbound (TO), the reciprocal (240°) would be selected. Only illustrations 4, 5, and 6 have the 240° course selected. The 240° course may be intercepted at a 60° angle with either a heading of 300° (240° + 60°) or 180° (240° - 60°). The only illustration showing either is 6.

GIVEN:Pressure altitude 5,000 ftTrue air temperature +30°CFrom the conditions given, the approximate density altitude is a. 7,200 feet. b. 7,800 feet. c. 9,000 feet.

7,800 feet. 1. Refer to the right-hand 'Density Altitude' window. Note that the scale above the window is labeled air temperature (°C). The scale inside the window itself is labeled pressure altitude (in thousands of feet). Rotate the disc and place the pressure altitude of 5,000 feet opposite an air temperature of 30°C. 2. The density altitude shown in the density altitude window is 7,800 feet.

GIVEN:Pressure altitude 7,000 ftTrue air temperature +15°CFrom the conditions given, the approximate density altitude is a. 5,000 feet. b. 8,500 feet. c. 9,500 feet.

8,500 feet. 1. Refer to the right-hand 'Density Altitude' window. Note that the scale above the window is labeled air temperature (°C). The scale inside the window itself is labeled pressure altitude (in thousands of feet). Rotate the disc and place the pressure altitude of 7,000 feet opposite an air temperature of 15°C. 2. The density altitude shown in the window is 8,500 feet.

For IFR operations off established airways, ROUTE OF FLIGHT portion of an IFR flight plan should list VOR navigational aids which are no more than a. 40 miles apart. b. 70 miles apart. c. 80 miles apart.

80 miles apart. Operation off established airways below 18,000 feet MSL use aids not more than 80 NM apart. These aids are depicted on Enroute Low-Altitude Charts.

Which data must be recorded in the aircraft logbook or other record by a pilot making a VOR operational check for IFR operations? a. VOR name or identification, place of operational check, amount of bearing error, and date of check. b. Date of check, place of operational check, bearing error, and signature. c. VOR name or identification, amount of bearing error, date of check, and signature.

Date of check, place of operational check, bearing error, and signature. Each person making a VOR operational check shall enter the date, place, bearing error, and sign the aircraft log or other record.

What procedure could a pilot use to navigate under VFR from one point to another when ground references are not visible? a. Dead reckoning. b. Pilotage. c. VFR is not allowed in these circumstances.

Dead reckoning. Pilotage is navigation by reference to landmarks or checkpoints. Dead reckoning is navigation solely by means of computations based on time, airspeed, distance, and direction.

Which situation would result in reverse sensing of a VOR receiver? a. Flying a heading that is reciprocal to the bearing selected on the OBS. b. Setting the OBS to a bearing that is 90° from the bearing on which the aircraft is located. c. Failing to change the OBS from the selected inbound course to the outbound course after passing the station.

Flying a heading that is reciprocal to the bearing selected on the OBS. With the reciprocal of the inbound course set on the OBS and the indicator showing FROM, the aircraft will be turned away from the needle for direct return to course centerline. This is called reverse sensing.

How should the pilot make a VOR receiver check when the aircraft is located on the designated checkpoint on the airport surface? a. Set the OBS on 180° plus or minus 4°; the CDI should center with a FROM indication. b. Set the OBS on the designated radial. The CDI must center within plus or minus 4° of that radial with a FROM indication. c. With the aircraft headed directly toward the VOR and the OBS set to 000°, the CDI should center within plus or minus 4° of that radial with a TO indication.

Set the OBS on the designated radial. The CDI must center within plus or minus 4° of that radial with a FROM indication. Airborne and ground checkpoints consist of certified radials that should be received at specific points on the airport surface or over specific landmarks while airborne in the immediate vicinity of the airport. Should an error in excess of ±4° be indicated through use of a ground check, or ±6° using the airborne check, IFR flight shall not be attempted without first correcting the source of the error. Caution: No correction other than the correction card figures supplied by the manufacturer should be applied in making these VOR receiver checks.

True course measurements on a Sectional Aeronautical Chart should be made at a meridian near the midpoint of the course because the a. values of isogonic lines change from point to point. b. angles formed by isogonic lines and lines of latitude vary from point to point. c. angles formed by lines of longitude and the course line vary from point to point.

angles formed by lines of longitude and the course line vary from point to point. Meridians (lines of longitude) converge toward the poles, so course measurement should be taken at a meridian near the midpoint of the course rather than at the point of departure. Answer (A) is incorrect because isogonic lines are used to find magnetic course. Answer (B) is incorrect because isogonic lines are used to find magnetic course.

(Refer to Figure 17.) Which statement is true regarding illustration 2, if the present heading is maintained? The airplane will a. cross the 180 radial at a 45° angle outbound. b. intercept the 225 radial at a 45° angle. c. intercept the 360 radial at a 45° angle inbound.

cross the 180 radial at a 45° angle outbound. Illustration 2 shows the aircraft heading 225°. The bearing pointer indicates a heading of 235° will take the aircraft to the station; therefore, you are on the 055° radial. If the present heading is maintained, the station will remain to the right of the aircraft and you will cross the 180° radial at approximately a 45° angle outbound (225° - 180° = 45°).

(Refer to Figure 17.) Which is true regarding illustration 4, if the present heading is maintained? The airplane will a. cross the 060 radial at a 15° angle. b. intercept the 240 radial at a 30° angle. c. cross the 180 radial at a 75° angle.

cross the 180 radial at a 75° angle. Illustration 4 shows the aircraft heading 255° with a magnetic bearing of 275° to the station. The aircraft will pass south of the station and cross the 180° radial at a 75° angle (255° - 180° = 75°).

As air temperature increases, density altitude will a. decrease. b. increase. c. remain the same.

increase. Density altitude is the altitude in standard air where the density is the same as the existing density. It is affected by the pressure, temperature, and moisture content of the air. Both a decrease in pressure and an increase in temperature decrease the density of the air and increase the density altitude.

When navigating using only VOR/DME based RNAV, selection of a VOR NAVAID that does not have DME service will a. result in loss of RNAV capability. b. have no effect on navigation capability. c. not impact navigation provided enough of the GPS is operating.

result in loss of RNAV capability. VOR/DME-based RNAV units need both VOR and DME signals to operate in RNAV mode. If the NAVAID selected is a VOR without DME, RNAV mode will not function. When DME is not available the RNAV unit will function as a VOR receiver with DME capability in VOR (or non-RNAV) mode.

When the CDI needle is centered during an airborne VOR check, the omnibearing selector and the TO/FROM indicator should read a. within 4° of the selected radial. b. within 6° of the selected radial. c. 0° TO, only if you are due south of the VOR.

within 6° of the selected radial. If neither a test signal nor a designated checkpoint on the surface is available, use an airborne checkpoint designated by the Administrator or, outside the United States, by appropriate authority. The maximum permissible bearing error is ±6°.