General Nav

Question 1:
An aircraft departs from position A (04°10' S 178°22'W) and flies

northward following the meridian for 2950 NM. It then flies westward
along the parallel of latitude for 382 NM to position B. The coordinates
of position B are?
A 45°00'N 172°38'E
B 53°20'N 169°22W
C 45°00'N 169°22W
D 53°20'N 172°38'E
Explanation: Flying north along a meridian for 2,950 NM = an angular

change of 2,950' (minutes of arc) = 49°10'.
49°10' north of 04°10' S = 45°00' N
Flying along a Parallel of Latitude requires use of the Departure
formula.
Departure (Distance) = Change of Longitude (') x Cosine of Latitude
382 NM = ChLong x Cosine 45°
382 NM = ChLong x 0.707
ChLong = 382 / 0.707
ChLong = 540.3' = 9°
Flying West along a Parallel of Latitude from 178°22'W would take us to
187°22'W but westerly Meridians only go up to 180°W, so as this is
greater than 180° we need to subtract it from 360° to find out the
Easterly Meridian.
360°00' - 187°22' = 172°38'E
Therefore, B = 45°00' N 172°38'E
Question 2:
The angle between the true great-circle track and the true rhumb-line
track joining the following points: A (60° S 165° W) B (60° S 177° E), at
the place of departure A, is:
A 7.8°
B 15.6°
C 5.2°
D 9°
Explanation: The angle between the true great-circle track and the true
rhumb-line track is conversion angle which is half convergency.
Convergency = Change of Longitude x sine mean Latitude
Change of Longitude = 360º - (165ºW + 177ºE) = 360º - 342º = 18º
Mean Latitude is 60ºS and sin60º = 0.866
Conversion angle = ½ x 18º x 0.866 = 7.8º.
Question 3:
Given: Waypoint 1. 60°S 030°W, Waypoint 2. 60°S 020°W. What will be the
approximate latitude shown on the display unit of an inertial navigation
system at longitude 025°W?
A 060°06'S
B 059°49'S
C 060°00'S
D 060°11'S
Explanation: Conversion angle (CA) is the angle between the great circle
track WP 1 to WP 2 and the rhumb line track, which is the 60ºS parallel
of latitude.
CA = ½ x chlong x sin mean lat = ½ x 10º x sin60º = 4½º
Departure distance 60ºS 030ºW – 60ºS 025ºW = chlong(„) x coslat = 5º x 60
cos60º = 150 nm
CA is the angle between the GC and RL at 030ºW. At 025ºW the GC and RL
tracks are parallel. A straight line from 60ºN 030ºW to 60ºN 025ºW will
bisect CA at 030ºW.
Using 1 in 60 rule we can estimate distance from RL at 025ºW
Track error = ½ x CA = 2.2º and distance along track = 150 nm.
Calculator: (track error/60) x distance along track = (2.2º/60) x 150 =
5.5 nm
CRP5: Put 60 on inner scale next to 2.2º on outer scale, go to 150 nm on
inner scale and read 5.5 nm on outer.
At 25ºW the great circle track is 5.5 nm South of 60ºS at 60º05.5‟S.
Question 4:
What is the time required to travel along the parallel of latitude 60° N
between meridians 010° E and 030° W at a groundspeed of 480 kt?
A 2 HR 30 MIN
B 1 HR 15 MIN
C 5 HR 00 MIN
D 1 HR 45 MIN
Explanation: ChLong = 40º. Departure = 40º x 60 x cos60º = 2400 x 0.5 =

1200nm
1200/480 = 2.5 hours.
Question 5:
Position A is located on the equator at longitude 130°00E. Position B is
located 100 NM from A on a bearing of 225°(T). The coordinates of
position B are:
A 01°11'S 128°49'E
B 01°11'N 131°11'E
C 01°11'N 128°49'E
D 01°11'S 131°11'E
Explanation: If position B is South and West of 00ºN/S 130ºE then the

latitude of B will be in the southern hemisphere (it cannot be 01º11'N)
and the longitude is less than (to the West of) 130ºE (it cannot be
131º11'E). That only leaves us with 01º11'S 128º49'E.
Question 6:
In order to fly from position A (10°00'N, 030°00'W) to position B
(30°00'N, 050°00'W), maintaining a constant true course, it is necessary
to fly:
A a rhumb line track

B the constant average drift route
C a straight line plotted on a Lambert chart
D the great-circle route
Explanation: A line of constant bearing, track or course is a rhumb line.
Question 7:
The rhumb line track between position A (45°00'N, 010°00'W) and position
B (48°30'N, 015°00'W) is approximately:
A 315
B 300
C 330
D 345
Explanation: NO
Question 8:
The diameter of the Earth is approximately:
A 12 700 km
B 6 350 km
C 40 000 km
D 18 500 km
Explanation: Circumference of Earth = 40,000km (21,600nm). Circumference

= diameter x π. Diameter = circumference / π = 40,000 / 3.14 = 12,738.
Question 9:
The maximum difference between geocentric and geodetic latitude occurs at
about:
A 45° North and South

B 0° North and South (equator)
C 90° North and South
D 60° North and South
Explanation: NO
Question 10:
The nominal scale of a Lambert conformal conic chart is the:
A scale at the standard parallels

B mean scale between the parallels of the secant cone
C scale at the equator
D mean scale between pole and equator
Explanation: Scale is nominally correct (i.e. same as the scale of the

globe – reduced Earth – it is based on) at the standard parallels; i.e.
where the cone slices through the reduced Earth.
Question 11:
Given the following: Magnetic heading: 060°, Magnetic variation: 8°W,
Drift angle: 4° right, What is the true track?
A 056°
B 048°
C 072°
D 064°
Explanation: Heading: 060ºM

Variation: 8ºW
Heading: 052ºT
Drift: 4º Right (Stbd)
Track: 056ºT
Question 12:
An aircraft is following a true track of 048° at a constant TAS of 210
kt. The wind velocity is 350° / 30 kt. The GS and drift angle are:
A 192 kt, 7° right

B 200 kt, 3.5° right
C 192 kt, 7° left
D 225 kt, 7° left
Explanation: On Nav. computer: centre dot on TAS (210kts), put wind

direction (350º) under HEADING index and mark wind speed (30kts) below
centre dot.
Rotate to put track (048ºT) under HEADING index and note drift 7ºStbd
(right).
Rotate to put track (048ºT) under drift (7ºStbd), note that drift is
still 7ºStbd on heading 041ºT and groundspeed is under wind mark
(192kts).
Question 13:
Given: FL 350, Mach 0.80, OAT -55°C. Calculate the values for TAS and
local speed of sound (LSS)?
A 461 kt , LSS 576 kt

B 461 kt , LSS 296 kt
C 237 kt, LSS 296 kt
D 490 kt, LSS 461 kt
Explanation: On Nav. computer put temperature (-55ºC) next to Mach No

Index in AIR SPEED window.
Go to Mach No. (0.80M) on inner main scale and read TAS next to it on
outer scale (461kts).
LSS is Mach 1.0; go to 1 (10) on inner main scale and read LSS on outer
scale (576kts).
Question 14:
Given: Magnetic heading = 255°, VAR = 40°W, GS = 375 kt, W/V = 235°(T) /
120 kt, Calculate the drift angle?
A 6° left
B 3° left
C 6° right
D 9° left
Explanation: Magnetic Heading = 255°M

Magnetic Variation =40°W (Variation West Magnetic Best)
True Heading = 255°M - 40°W = 215°T
On CRP-5 Wind Side:
Place Centre Dot over any convenient TAS, e.g. 500 kts
Place Wind Direction = 235°(T) under True Heading Index
Count down 120 kts and make a Wind Mark (over 380 kts)
Place True Heading = 215°T under True Heading Index
Note Wind Mark has moved to 6° Left indicating a Ground Speed of 390 kts
Slide Wind Computer down to place Wind Mark over 375 kts
Note Drift = 6° Left
Question 15:
Given: True Heading = 180°, TAS = 500 kt, W/V 225° / 100 kt, Calculate
the GS?
A 435 kt
B 450 kt
C 535 kt
D 600 kt
Explanation: Nav Computer:

Centre dot on TAS (500 kts), rotate to put wind direction (225ºT) on
HEADING index and mark wind on centre line 100kts below centre dot (over
400 kts).
Rotate to put heading 180ºT next to HEADING index; read groundspeed under
wind mark: and 435 kts.
Question 16:
Given: True heading = 310°, TAS = 200 kt, GS = 176 kt, Drift angle 7°
right. Calculate the W/V?
A 270° / 33 kt
B 180° / 33 kt
C 090° / 33 kt
D 360° / 33 kt
Explanation: On LO Speed side of CRP-5 Wind Calculator:
Place Centre Dot over 200 knots TAS Wind Line.
Rotate Wind Calculator to line up 310° with TRUE HEADING Index.
Make a Mark on the 7° Right Drift (Drift Starboard) line where it
intersects 176 knots GS Wind Line.
Rotate the Wind Calculator so that the Mark is over the centre Drift Line
(NIL Drift).
Read the Wind Direction under the TRUE HEADING Index and count down from
the Centre Dot to the Mark to calculate the Wind Speed.
Question 17:
If an aeroplane was to circle around the Earth following parallel 60°N at
a ground speed of 480 kt. In order to circle around the Earth along the
equator in the same amount of time, it should fly at a ground speed of:
A 960 kt
B 480 kt
C 240 kt
D 550 kt
Explanation: Distance around 60ºN = 360 x 60 x cos60º = 10,800 nm

Distance around Equator = 360 x 60 x cos0º = 21,600 nm
To cover twice the distance in the same time needs twice the groundspeed.
2 x 480 kts = 960 kts.
Question 18:
Given: True Heading = 090°, TAS = 200 kt, W/V = 220° / 30 kt. Calculate
the GS?
A 220 kt
B 200 kt
C 230 kt
D 180 kt
Explanation: Nav Computer:

Centre dot on TAS (200 kts), rotate to put wind direction (220ºT) on
HEADING index and mark wind on centre line 30kts below centre dot (over
170 kts).
Rotate to put heading 090ºT next to HEADING index; read groundspeed under
wind mark: and 220 kts.
Question 19:
The following information is displayed on an Inertial Navigation System:
GS 520 kt, True HDG 090°, Drift angle 5° right, TAS 480 kt. SAT (static
air temperature) -51°C. The W/V being experienced is:
A 320° / 60 kt
B 220° / 60 kt
C 325° / 60 kt
D 225° / 60 kt
Explanation: Set TAS at the centre.
Set 090 at top (heading).
You are drifting 5 deg starboard - find the 5 deg starboard fan line.
Run up this fan line until you reach the 520kt arc.
Mark a cross at this point.
Rotate the cross until it is placed on your vertical speed line (it
should intersect this line at about 420 kts (480-60)
Read off the wind direction from the top.
Question 20:
The reported surface wind from the Control Tower is 240°/35 kt. Runway 30
(300°). What is the cross-wind component?
A 30 kt
B 27 kt
C 21 kt
D 24 kt
Explanation: On nav. computer put centre dot at the top of the square
grid.
Put the wind direction (240ºM from ATC) under the HEADING index and mark
the wind speed (35kts) below the centre dot.
Rotate to put the runway alignment (300ºM) under the HEADING index and
read cross wind component (30kts) to the right of the centre line.
Question 21:
An aircraft passes position A (60°00'N 120°00'W) on route to position B
(60°00'N 140°30'W). What is the great circle track on departure from A?
A 279°
B 270°
C 261°
D 288°
Explanation: NO
Question 22:
A great circle track joins position A (59°S 141°W) and B (61°S 148°W).
What is the difference between the great circle track at A and B?
A It increases by 6°
B It increases by 3°
C It decreases by 3°
D It decreases by 6°
Explanation: NO
Question 23:
What is the longitude of a position 6 NM to the east of 58°42'N 094°00'W?
A 093°48.5'W
B 094°12.0'W
C 093°54.0'W
D 093°53.1'W
Explanation: dep = ch Long x Cos Lat

6 = ch Long x Cos 58.7
therefore
ch Long = 6/Cos 58.7 = 11.549 mins
= 0.193 deg
94 - 0.193 = 93.807
Question 24:
An aircraft is maintaining a 5.2% gradient is at 7 NM from the runway, on
a flat terrain; its height is approximately:
A 2210 FT
B 1890 FT
C 680 FT
D 3640 FT
Explanation: An aircraft is maintaining a 5.2% gradient is at 7 NM from

the runway, on a flat terrain; its height is approximately:
The aircraft is 7 NM or 42,476 ft (7 × 6068) from the RWY.
The gradient is given as 5.2%; so it's simply a case of multiplying the
distance from the RWY by the gradient:
42476 × (5.2/100) = 2208.752 ft
Or do it on the whizz wheel; (much quicker) Put 10 on the inner scale
next to the gradient (5.2%) on the outer scale, go to distance from
touchdown (42,500ft) on the inner scale and read height above touchdown
on the outer scale: 2,210ft.
Question 25:
The chart that is generally used for navigation in polar areas is based
on a:
A Stereographical projection
B Lambert conformal projection
C Direct Mercator projection
D Gnomonic projection
Explanation: The polar stereographic projection is the most commonly used

in polar regions.
The Direct Mercator wouldn‟t even cover the Poles and the Polar Gnomic
has very restricted uses because of scale distortion (although a great
circle is a straight line).
The Lamberts projection will cover the polar regions but is rarely used
in practice because the Polar Stereographic is a better option above
about 80ºN/S
Question 26:
A Mercator chart has a scale at the equator = 1: 3 704 000. What is the
scale at latitude 60° S?
A 1: 1 852 000
B 1: 3 208 000
C 1: 7 408 000
D 1: 185 200
Explanation: Use only the scale denominator as all scale is given as 1 :

X anyway, so there is no need to use the “1 :” part in the calculation.
The following formula can be used for this type of calculation:
Scale A x cos lat B = Scale B x cos lat A
Which position is labelled A or B is of no importance as long as they are
not mixed up.
3 704 000 x cos 60º = Scale B x cos 0º
(3 704 000 x cos 60º) ÷ cos 0º = Scale B
Scale B = 1 852 000 = 1 : 1 852 000
Question 27:
The distance measured between two points on a navigation map is 42 mm
(millimetres). The scale of the chart is 1:1 600 000. The actual distance
between these two point is approximately:
A 36.30 NM
B 67.20 NM
C 3.69 NM
D 370.00 NM
Explanation: 42 x 1,600,000 = 67,200,000 mm = 67.2km = 36.3nm
Question 28:
The standard parallels of a Lambert's conical orthomorphic projection are
07°40'N and 38°20' N. The constant of the cone for this chart is:
A 0.39
B 0.60
C 0.92
D 0.42
Explanation: 1 - A Lambert with 2 standard parallels have a parallel of

origin, and that origin parallel is the Medium Latitude .
2 - In the Convergence formula the mid-lat sin is the same thing of
constant of the cone (convergence factor) because of that the :
sin of 23 = 0.39
Question 29:
On a Lambert conformal conic chart the convergence of the meridians:
A is the same as earth convergency at the parallel of origin

B varies as the secant of the latitude
C is zero throughout the chart
D equals earth convergency at the standard parallels
Explanation: On a Lamberts chart scale is correct at the standard

parallels (where the cones slices through the surface of the globe) and
convergency is correct at the parallel of origin (where the cone is
tangential to the surface of the globe).
Question 30:
A straight line drawn on a chart measures 4.63 cm and represents 150 NM.
The chart scale is:
A 1: 6 000 000
B 1: 1 000 000
C 1: 5 000 000
D 1: 3 000 000
Explanation: Scale = CD/ED = 4.63cm/150nm = 4.63cm/278km =

4.63cm/27,800,000cm
= 1/6,004,319.
Question 31:
On a Polar Stereographic chart, the initial great circle course from A
70°N 060°W to B 70°N 060°E is approximately:
A 030° (T)
B 150° (T)
C 210° (T)
D 330° (T)
Explanation: NO
Question 32:
On a Direct Mercator chart, a rhumb line appears as a:
A straight line
B curve convex to the nearer pole
C spiral curve
D small circle concave to the nearer pole
Explanation: On a Direct Mercator a straight line crosses all meridians

at the same angle: constant direction.
Question 33:
The great circle distance between position A (59°34.1'N 008°08.4'E) and B
(30°25.9'N 171°51.6'W) is:
A 5 400 NM
B 10 800 NM
C 2 700 NM
D 10 800 km
Explanation: If the two longitudes add up to 180° and they are in

opposite hemispheres (East and West) then they are directly opposite each
other, and provided the two positions are also in the same Northern (or
Southern) Hemisphere then the shortest route between the two points will
be over the relevant Pole.
Add the two latitudes together.
Subtract the sum from 180°.
Multiply the answer by 60'.
The product is a number in Minutes of Arc which, along a Meridian (any
Great Circle Track through the Pole is a Meridian) is equal to the
distance in NM.
Question 34:
On a Lambert Conformal Conic chart great circles that are not meridians
are:
A curves concave to the parallel of origin

B straight lines within the standard parallels
C straight lines regardless of distance
D curves concave to the pole of projection
Explanation: Meridians (which are great circles) are straight lines. All
other great circles are almost straight lines but curved concave to the
parallel of origin.
Question 35:
On a direct Mercator projection, at latitude 45° North, a certain length
represents 70 NM. At latitude 30° North, the same length represents
approximately:
A 86 NM
B 57 NM
C 81 NM
D 70 NM
Explanation: Since the meridians on a direct Mercator are straight,

parallel lines equidistant apart, the chart distance between two
meridians will be the same at any latitude on the chart. The Earth
distance between the same two meridians will decrease with increasing
latitude. This change will be the same as the change in scale on the
chart so the following formula can be used for this type of question:
not mixed up.
70 nm x cos 30º = Scale B x cos 45º
(70 nm x cos 30º) ÷ cos 45º = Scale B
Scale B (or distance at N30) = 85.7 nm
Question 36:
Given: Position A 45°N, ?°E, Position B 45°N, 45°15'E, Distance A-B = 280
NM, B is to the East of A. Required: longitude of position A?
A 38°39'E
B 40°33'E
C 49°57'E
D 51°51'E
Explanation: Dep=Change Long.(mins) x cos lat

Therefore Change Long. (mins) = Dep/cos lat
As B is East of A, move West from B for the resultant change in long/60
to get the position of A
Question 37:
On a polar stereographic projection chart showing the South Pole, a
straight line joins position A (70°S 065°E) to position B (70°S 025°W).
The true course on departure from position A is approximately:
A 225°
B 315°
C 250°
D 135°
Explanation: NO
Question 38:
On a direct Mercator projection, the distance measured between two
meridians spaced 5° apart at latitude 60°N is 8 cm. The scale of this
chart at latitude 60°N is approximately:
A 1: 3 500 000
B 1: 6 000 000
C 1: 4 750 000
D 1: 7 000 000
Explanation: Two stage process, first departure then scale.

Departure = Ch long x cos lat x 60 nm/º
Departure = 5º x cos 60º x 60 nm/º = 150 nm
Scale = 8 cm : 150 nm
Converting 150 nm into cm for equal units: 150 nm x 185 200 cm/nm = 27
780 000 cm
Scale = 8 cm ÷ 8 cm : 27 780 000 cm ÷ 8 cm
Scale = 1 : 3 472 500
Question 39:
Two positions plotted on a polar stereographic chart, A (80°N 000°) and B
(70°N 102°W) are joined by a straight line whose highest latitude is
reached at 035°W. At point B, the true course is:
A 203°
B 023°
C 305°
D 247°
Explanation: A Great Circle Track going from East to West in the Northern
Hemisphere will always decrease in value (and West to East will increase
in value). The reverse is true of the Southern Hemsiphere.
However, we don't recommend that you try to learn these facts but rather
to draw a diagram (free hand - no need for super accurate drawings!) and
to estimate the value of the track angles from the drawing, i.e. estimate
whether A is greater than B or vice versa.
Here the track angle at 035°W, being the meridian where the track reaches
the highest latitude, will be either 090°T or 270°T. As the aircraft is
travelling West it will obviously be 270°T. Look at the track angle at B
and it can clearly be seen that the track angle at B is > 180°T but <
270°T.
Question 40:
Given: Magnetic heading 311°, Drift angle 10° left, Relative bearing of
NDB 270°. What is the magnetic bearing of the NDB measured from the
aircraft?
A 221°
B 180°
C 208°
D 211°
Explanation: Heading 311ºM

Bearing +270º Relative
Bearing 581ºM
- 360º
Bearing 221ºM to the NDB from the aircraft.
Question 41:
Given the following: True track: 192°, Magnetic variation: 7°E, Drift
angle: 5° left. What is the magnetic heading required to maintain the
given track?
A 190°
B 204°
C 180°
D 194°
Explanation: Track 192ºT Drift 5º Left (Port) = Heading 197ºT

Heading 197ºT Variation 7ºE = Heading 190ºM
Question 42:
265 US-GAL equals? (Specific gravity 0.80)
A 803 kg
B 862 kg
C 940 kg
D 895 kg
Explanation: Put fuel volume (265USG) on inner main scale next to

U.S.gal. index.
Go to 0.8 on kgs.
Sp.G scale and read weight on inner main scale (803kgs).
Question 43:
The angle between the plane of the ecliptic and the plane of equator is
approximately:
A 23.5°
B 27.5°
C 66.5°
D 25.3°
Explanation: The plane of the Earth‟s orbit around the Sun. Because of
the tilt of the Earth‟s axis the Sun moves between being overhead the
Tropics of Cancer and Capricorn at 23.5ºN and 23.5ºS.
Question 44:
The duration of civil twilight is the time:
A between sunset and when the centre of the sun is 6° below the celestial
horizon
B agreed by the international aeronautical authorities which is 12
minutes
C needed by the sun to move from the apparent height of 0° to the
apparent height of 6°
D between sunset and when the centre of the sun is 12° below the
celestial horizon
Explanation: Evening civil twilight is the time between sunset and when
the sun is 6° below the celestial horizon; morning civil twilight is from
the sun being 6º below the horizon until the sun is on the horizon
(sunrise).
The air almanac refers to the „upper limb‟ (top edge) of the sun but
nautical almanacs refer to the centre of the sun and then a correction is
made for the sun‟s „semi-diameter‟ (radius).
Question 45:
On the 27th of February, at 52°S and 040°E, the sunrise is at 0243 UTC.
On the same day, at 52°S and 035°W, the sunrise is at:
A 0743 UTC
B 2143 UTC
C 0523 UTC
D 0243 UTC
Explanation: The Earth moves around the Sun at a rate of 4 minutes per
degree of longitude. The question is asking for the time of sunrise at
the same latitude (52ºS), on the same day (27th February) after
travelling through 75º change of longitude (from 040ºE to 035ºW):
Sunrise at 52ºS 02:43 UTC at 040ºE on 27th
75º Ch Long at 4m/º 5:00
Sunrise at 52ºS 07:43 UTC at 035ºW on 27th
Question 46:
An aeroplane flies from A (59°S 142°W) to B (61°S 148°W) with a TAS of
480 kt. The autopilot is engaged and coupled with an Inertial Navigation
System in which AB track is active. On route AB, the true track:
A increases by 5°
B decreases by 6°
C varies by 10°
D varies by 4°
Explanation: A quick three line sketch of an aircraft in the southern

hemisphere going southish and westish tells us that the track is
increasing.
This track has increased by convergency = ChLong x sin mean lat = 6º x
sin 60º = 5º.
Question 47:
The rhumb-line distance between points A (60°00'N 002°30'E) and B
(60°00'N 007°30'W) is:
A 300 NM
B 450 NM
C 150 NM
D 600 NM
Explanation: Departure = Change Longitude (') x Cosine Latitude

Departure = ((007°30'W - 002°30'E) x 60') x Cosine 60°00'N
Departure = (10° x 60') x 0.5
Departure = 600' x 0.5
Departure = 300 NM
Question 48:
An aircraft is over position HO (55°30'N 060°15'W), where YYR VOR
(53°30'N 060°15'W) can be received. The magnetic variation is 31°W at HO
and 28°W at YYR. What is the radial from YYR?
A 028°
B 208°
C 332°
D 031°
Explanation: If you look at the coordinates given we can see that the
positions given both lie on the same meridian (060°15'W). Then comparing
latitudes you'll notice that HO is 2° North of the YYR VOR.
This gives us a number to apply variation to - 000°. For the variation we
are given two different numbers, one at the VOR and one at the aircrafts
present position. When dealing with VORs, variation is applied at the VOR
and in this case it is 28W (remembering Variation West Magnetic Best).
So - 000°+28 = 028°
The aircraft is located on the 028° Radial from the YYR VOR.
Question 49:
Given: TAS = 485 kt, OAT = ISA +10°C, FL 410. Calculate the Mach Number?
A 0.825
B 0.90
C 0.87
D 0.85
Explanation: Temperature above FL360 (ISA) = -56.5ºC so ISA +10ºC = -

46.5ºC. Put this temperature next to Mach No. Index, go to TAS (485kts)
on outer scale and read Mach number next to it on inner scale: 0.825.
Question 50:
Assume a North polar stereographic chart whose grid is aligned with the
Greenwich meridian. An aircraft flies from the geographic North pole for
a distance of 480 NM along the 110°E meridian, then follows a grid track
of 154° for a distance of 300 NM. Its position is now approximately:
611818.gif
A 80°00'N 080°E
B 79°15'N 074°E
C 70°15'N 080°E
D 78°45'N 087°E
Explanation: You need to draw a scale drawing to solve this question.

Assume a scale of 1 cm = 100 NM
Draw a circle with the centre representing the North Pole and a line from
the centre down the page representing the Greenwich Meridian.
Draw a line A at an angle of 110° from the Greenwich meridian to
represent the 110°E meridian and measure along this line 4.8 cm, making a
mark A at that point. This is the RED line in the diagram.
Draw a Grid North line parallel to the Greenwich Meridian (Grid Datum
Meridian) through mark A. This is the DARK BLUE line in the diagram.
Draw a line B at an angle of 154° from this Grid North line and measure
along this line 3 cm, making a mark B at that point. This is the GREEN
line in the diagram.
Draw a line C joining this point to the North Pole. This is the DOTTED
BLUE line in the diagram.
Measure the angle between the Greenwich Meridian and Line C, which will
be 080°.
Line C is therefore the 080°E meridian.
Measure the distance between the North Pole and Mark B along line C,
which will be 6 cm.
6 cm = 600 NM
600 NM along a meridian = 600' = 10º
10° south of 90°N = Latitude 80ºN
Position = 80º00'N 080°00'E
Question 51:
At reference. 1215 UTC LAJES VORTAC (38°46'N 027°05'W) RMI reads 178°,
range 135 NM. Calculate the aircraft position at 1215 UTC?
611828.gif
A 40°55'N 027°55'W
B 40°50'N 027°30'W
C 41°05'N 027°50'W
D 41°00'N 028°10'W
Explanation: THE RMI (Radio Magnetic Indicator) gives the magnetic

bearing from the aircraft to the station.
It can display both VOR and ADF bearings; for VOR bearings use variation
at the station for ADF bearings use variation at the aircraft.
In this question the bearing to the station is 178ºM, variation at Lajes
is 15ºW (taken from the chart), giving a true bearing of 163ºT and a
bearing to plot from Lajes of 343ºT.
To plot this bearing line up your protractor with the nearest meridian
through Lajes.
Having plotted the bearing, arc off 135nm (using the latitude scale:
1'lat. = 1nm, 135nm = 2¼º lat.).
This should give you something very close to 40º55'N 027º55'W.
Question 52:
At reference. 1300 UTC DR position 37°30'N 021°30'W alter heading PORT
SANTO NDB (33°03'N 016°23'W) TAS 450 kt, Forecast W/V 360°/30kt.
Calculate the ETA at PORT SANTO NDB?
611828.gif
A 1348
B 1344
C 1354
D 1341
Explanation: Draw a line from 1300Z DR position, 37º30‟N 021º30‟W to PORT

SANTO NDB and measure the track (136ºT) and distance (375nm).
Nav Computer: Centre dot on TAS (450 kts using the high speed side of the
slide), rotate to put wind direction (360ºT) on HEADING index and mark
wind on centre line 30kts below centre dot (over 420 kts).
Rotate to put track 136ºT next to the HEADING index; read the drift under
wind mark: 3º right (Stbd), put the track 136ºT under the drift 3º right
and note that the drift is still 3º right.
On heading 133ºT the 3º right drift will give the required track (136ºT)
and the groundspeed is under the wind mark: 473kts.
On reverse side of nav computer put the 60 on the inner main scale next
to the groundspeed (473kts) on the outer main scale.
Go to distance (375nm) on the outer main scale and read elapsed time next
to it on the inner main scale (47½ minutes). ETA PORT SANTO NDB is
1347½Z.
OR
Plot position.
Measure True Bearing to Port Santo = 135°T

Calculate GS = 470 KTS
Plot distance between points and measure along line of longitude
= 6° 20' (of Latitude)
= 380 NM
380 NM @ 470 KTS = 48.5 MINUTES
1300 + 48.5 = 1348 UTC
Question 53:
An aircraft is flying with the aid of an inertial navigation system (INS)
connected to the autopilot. The following two points have been entered in
the INS computer: WPT 1: 60°N 030°W, WPT 2: 60°N 020°W. When 025°W is
passed the latitude shown on the display unit of the inertial navigation
system will be:
A 60°05.7'N
B 60°11.0'N
C 59°49.0'N
D 60°00.0'N
Explanation: NO
Question 54:
An aircraft travels from point A to point B, using the autopilot
connected to the aircraft's inertial system. The coordinates of A (45°S
010°W) and B (45°S 030°W) have been entered. The true course of the
aircraft on its arrival at B, to the nearest degree, is:
A 277°
B 270°
C 284°
D 263°
Explanation: The angle between the rhumb line track and the great circle
track is conversion angle which is half convergency.
Convergency = 14º so conversion angle =7º: great circle track = 270º + 7º
= 277º
Remember the question is asking for the great circle track on arrival at
B. The rhumb line track is 270ºT so great circle = 270º + conversion
angle = 270º + 7º = 277ºT. The great circle track at A is 270º - 7º =
263ºT and the great circle track between A and B will change by 14º
(convergency).
Question 55:
As the INS position of the departure aerodrome, coordinates 35°32.7'N
139°46.3'W are input instead of 35°32.7'N 139°46.3'E. When the aircraft
subsequently passes point 52°N 180°W, the longitude value shown on the
INS will be:
A 099° 32.6'W
B 080° 27.4'W
C 080° 27.4'E
D 099° 32.6'E
Explanation: NO
Question 56:
The convergence factor of a Lambert conformal conic chart is quoted as
0.78535. At what latitude on the chart is earth convergency correctly
represented?
A 51°45'
B 52°05'
C 38°15'
D 80°39'
Explanation: The convergence factor is the sine of the parallel of origin

and that is the parallel of latitude where convergency on the chart is
the same as Earth convergency 0.78535 is the sine of 51º45‟.
Question 57:
At 47° North the chart distance between meridians 10° apart is 12.7 cm.
The scale of the chart at 47° North approximates:
A 1: 6 000 000
B 1: 3 000 000
C 1: 2 500 000
D 1: 8 000 000
Explanation: Scale = CD/ED. CD = 12.7 cm. ED = 10º x 60 x cos47º =

409.2nm = 758.5km Scale = 12.7cm/75,850,000cm =1/5,972,441
Question 58:
On a Direct Mercator chart a great circle will be represented by a:
A curve concave to the equator

B complex curve
C curve convex to the equator
D straight line
Explanation: On a Direct Mercator a straight line is a rhumb line and a

great circle (on the Pole side of the rhumb line) is a curve concave to
the Equator /convex to the Pole.
Question 59:
The outer marker of an ILS with a 3° glide slope is located 4.6 NM from
the threshold. Assuming a glide slope height of 50 FT above the
threshold, the approximate height of an aircraft passing the outer marker
is:
A 1450 FT
B 1350 FT
C 1400 FT
D 1300 FT
Explanation: CRP 5, put the 60/1 triangle at 3 for 3 degree glideslope,

4.6nm x 6080ft=27968ft so 28000, look at 28000 on the inside scale read
the opposite so 14, 1400ft plus 50 ft above threshold so answer 1450ft
close enough to get the right answer!
Question 60:
A ground feature appears 30° to the left of the centre line of the CRT of
an airborne weather radar. If the heading of the aircraft is 355° (M) and
the magnetic variation is 15° East, the true bearing of the aircraft from
the feature is:
A 160°
B 220°
C 130°
D 310°
Explanation: Heading 355ºM Variation 15ºE = Heading 010ºT Heading 010ºT

Bearing 30º left = 340ºT from aircraft to feature
340ºT - 180º = 160ºT from feature to aircraft
Question 61:
Use the Air Almanac Tables. The UTC of sunrise on 6 December at WINNIPEG
(Canada) (49°50'N 097°30'W) is:
A 1413
B 0930
C 2230
D 0113
Explanation: The almanac gives the time on the nearest day and latitude
as:
Sunrise at 50ºN 07:43 LMT
97½ºW at 4 min/º 6:30
Sunrise at 50ºN 14:13 UTC
Question 62:
Use the Air Almanac Tables. When it is 1000 Standard Time in Kuwait, the
Standard Time in Algeria is:
A 0800
B 1200
C 0700
D 1300
Explanation: Kuwait: 10:00 ST

ST List 1: 3:00
07:00 UTC
ST List 1: 1:00
Algeria: 08:00 ST
Question 63:
The value of magnetic variation:
A has a maximum of 180°

B cannot exceed 90°
C must be 0° at the magnetic equator
D varies between a maximum of 45° East and 45° West
Explanation: On a line joining the True North Pole to the Magnetic North
Pole variation will be 180º E/W
Question 64:
The constant of cone of a Lambert conformal conic chart is quoted as
0.3955. At what latitude on the chart is earth convergency correctly
represented?
A 23°18'
B 21°35'
C 66°42'
D 68°25'
Explanation: On a Lamberts Chart convergency is correct along the

parallel of origin and the constant of the cone (or convergence factor)
is the sine of the parallel of origin. 0.3955 is the sine of 23°18' so
convergency is correct at that latitude.
Question 65:
On a Lambert Conformal chart the distance between meridians 5° apart
along latitude 37° North is 9 cm. The scale of the chart at that parallel
approximates:
A 1: 5 000 000
B 1: 6 000 000
C 1: 2 000 000
D 1: 3 750 000
Explanation: Scale = (Chart distance)/(Earth distance) or CD/ED

CD = 9 cm
ED = 5 x 60 x cos37º = 300 x 0.799 = 239.7nm = 444.32km = 44,432,000 cm
Scale = CD/ED = 9/44,432,000 = 1/4,936,910.5 as good as 1/5,000,000
Question 66:
The Great Circle bearing from A (70°S 030°W) to B (70°S 060°E) is
approximately:
A 132°(T)
B 312°(T)
C 090°(T)
D 048°(T)
Explanation: NO
Question 67:
In a navigation chart a distance of 49 NM is equal to 7 cm. The scale of
the chart is approximately:
A 1: 1 300 000
B 1: 7 000 000
C 1: 130 000
D 1: 700 000
Explanation: Scale = CD/ED = 7cm/49nm = 1cm/7nm = 1cm/12.975km = 1cm/

1,297,500cm.
Question 68:
At 60° N the scale of a direct Mercator chart is 1: 3 000 000. What is
the scale at the equator?
A 1: 6 000 000
B 1: 3 500 000
C 1: 3 000 000
D 1: 1 500 000
Explanation: Use only the scale denominator as all scale is given as 1 :

X anyway, so there is no need to use the “1 :” part in the calculation.
The following formula can be used for this type of calculation:
not mixed up.
3 000 000 x cos 0º = Scale B x cos 60º
(3 000 000 x cos 0º) ÷ cos 60º = Scale B
Scale B = 6 000 000 = 1 : 6 000 000
Question 69:
What is the chart distance between longitudes 179°E and 175°W on a direct
Mercator chart with a scale of 1: 5 000 000 at the equator?
A 133 mm
B 106 mm
C 167 mm
D 72 mm
Explanation: Scale = CD/ED

ED = 6º Ch.long. = 6 x 60 = 360nm at the Equator.
360nm = 667.3km = 667,300,000mm
Scale = CD/667,300,000 = 1/5,000,000
So:
CD = 667,300,000/5,000,000 = 667.3/5 = 133mm
Question 70:
The total length of the 53°N parallel of latitude on a direct Mercator
chart is 133 cm. What is the approximate scale of the chart at latitude
30°S?
A 1: 25 000 000
B 1: 18 000 000
C 1: 21 000 000
D 1: 30 000 000
Explanation: On a Mercator projection the meridians are parallel. This

means that, regardless of latitude, all parallels of latitude will be the
same length; in this case 133cm.
Scale at 30ºS = Chart distance / Earth Distance = 133cm / 360x60xcos30ºnm
= 133cm / 18,706nm = 133cm / 34,673.8km = 1/26,070,521
nearest answer is 1/25,000,000.
Question 71:
A Lambert conformal conic projection, with two standard parallels:
A the scale is only correct along the standard parallels

B shows lines of longitude as parallel straight lines
C shows all great circles as straight lines
D the scale is only correct at parallel of origin
Explanation: Great circles on a Lamberts chart are curves (concave to the

parallel of origin),
convergency is correct at the parallel of origin, meridians are straight
converging lines and scale is correct at the standard parallels.
Question 72:
The constant of the cone, on a Lambert chart where the convergence angle
between longitudes 010°E and 030°W is 30°, is:
A 0.75
B 0.40
C 0.50
D 0.64
Explanation: So chart conv = change of long * constant

30 = 40*constant
constant = 30/40
Question 73:
A line drawn on a chart which joins all points where the value of
magnetic variation is zero is called an:
A agonic line
B isotach
C aclinic line
D isogonal
Explanation: Isogonal = equal variation, agonic = zero variation.
Question 74:
The horizontal component of the earth's magnetic field:
A is stronger closer to the magnetic equator

B weakens with increasing distance from the nearer magnetic pole
C is approximately the same at all magnetic latitudes less than 60°
D weakens with increasing distance from the magnetic poles
Explanation: The horizontal component increases whenever the angle is

decreased.
Imagine being over the north magnetic pole with a freely suspended
magnetic needle.
It would in theory point straight down at 90 degrees from the local
horizontal.
The resultant horizontal component would be zero.
When at the magnetic equator there is no inclination, and so there is a
maximum horizontal component.
The vertical component will thus be in the opposite sense.
It is a maximum at the north magnetic pole and zero on the magnetic
equator.
Question 75:
Use the Air Almanac Tables. When it is 0600 Standard Time in Queensland
(Australia) the Standard Time in Hawaii (USA) is:
A 1000
B 0200
C 0600
D 1200
Explanation: Queensland: 06:00 ST

List I 10:00
20:00UTC
List III 10:00
Hawaii 10:00 ST
Question 76:
The chart distance between meridians 10° apart at latitude 65° North is
9.5 cm. The chart scale at this latitude approximates:
A 1: 5 000 000
B 1: 2 500 000
C 1: 3 000 000
D 1: 6 000 000
Explanation: Two stage process, first departure then scale.

Departure = 10º x cos 65º x 60 nm/º = 253.57 nm
Scale = 9.5 cm : 253.57 nm
Converting 253.57 nm into cm for equal units: 253.57 nm x 185 200 cm/nm =
46 961 341 cm
Scale = 9.5 cm ÷ 9.5 cm : 46 961 341 cm ÷ 9.5 cm
Scale = 1 : 4 943 299
Question 77:
On a Lambert conformal conic chart, with two standard parallels, the
quoted scale is correct:
A along the two standard parallels

B along the parallel of origin
C along the prime meridian
D in the area between the standard parallels
Explanation: On a Lamberts chart scale is correct along the two standard

parallels; it contracts between the standard parallels and expands
outside them.
Question 78:
A direct reading compass should be swung when:
A there is a large, and permanent, change in magnetic latitude

B the aircraft has made more than a stated number of landings
C the aircraft is stored for a long period and is frequently moved
D there is a large change in magnetic longitude
Explanation: A large permanent change in magnetic latitude (angle of dip)

will require a compass swing.
If the aircraft is left on the same heading for a long period the compass
should be checked.
Question 79:
On a Lambert Conformal Conic chart earth convergency is most accurately
represented at the:
A parallel of origin
B north and south limits of the chart
C Equator
D standard parallels
Explanation: On a Lamberts chart scale is correct at the standard

parallels (where the cones slices through the surface of the globe) and
convergency is correct at the parallel of origin (where the cone is
tangential to the surface of the globe).
Question 80:
A chart has the scale 1: 1 000 000. From A to B on the chart measures 3.8
cm, the distance from A to B in NM is:
A 20.5
B 54.2
C 38.1
D 44.5
Explanation: 3.8 x 1,000,000 = 3,800,000cm = 38km =20.5nm.
Question 81:
Contour lines on aeronautical maps and charts connect points:
A having the same elevation above sea level

B of equal latitude
C with the same variation
D having the same longitude
Explanation: Same variation = isogonal, same longitude = meridian, same

latitude = parallel.
Question 82:
A Rhumb line is:
A a line on the surface of the earth cutting all meridians at the same
angle
B any straight line on a Lambert projection
C a line convex to the nearest pole on a Mercator projection
D the shortest distance between two points on a Polyconic projection
Explanation: Since a rhumb line follows a constant track it must cut all
meridians at the same angle.
Question 83:
A straight line on a Lambert Conformal Projection chart for normal flight
planning purposes:
A is approximately a Great Circle

B can only be a parallel of latitude
C is a Loxodromic line
D is a Rhumb line
Explanation: Meridians (which are great circles) are straight lines. All
other great circles are almost straight lines but curved concave to the
parallel of origin. Rhumb lines (loxodromes) are curves concave to the
pole.
Question 84:
Fuel flow per HR is 22 US-GAL, total fuel on board is 83 IMP GAL. What is
the endurance?
A 4 HR 32 MIN
B 3 HR 53 MIN
C 3 HR 12 MIN
D 2 HR 15 MIN
Explanation: On the nav. computer put 22 on the inner main scale next to
the U.S.gal. index, go to the imp.gal. index and note fuel consumption is
18.2 IG per hour.
Put the 60 (minutes) on the inner main scale next to 18.2 (IG/hr) on the
outer main scale.
Go to 83 (IG – total fuel available) on the outer main scale and read
next to it the fuel endurance: 272 minutes = 4 hours 32 minutes.
Question 85:
What is the ratio between the litre and the US-GAL ?
A 1 US-GAL equals 3.78 litres

B 1 US-GAL equals 4.55 litres
C 1 litre equals 4.55 US-GAL
D 1 litre equals 3.78 US-GAL
Explanation: On CRP5: Put 1 on inner scale next to the u.s.gal index

on outer scale.
Go to km-m-ltr. Index on outer scale and read number of litres in 1 US
gallon, 3.8.
Calculator: Forget it !
Question 86:
Given: true track is 348°, drift 17° left, variation 32° W, deviation
4°E. What is the compass heading?
A 033°
B 007°
C 359°
D 337°
Explanation: C D
M V T
Track 016º 4ºE 020º
32ºW 348º
Drift 17º left (port)
Heading 033º 4ºE 037º
32ºW 005º
Question 87:
The circumference of the earth is approximately:
A 21600 NM
B 10800 NM
C 5400 NM
D 43200 NM
Explanation: Circumference = 360º x 60 = 21,600 nm.
Question 88:
Isogonic lines connect positions that have:
A the same variation

B the same angle of magnetic dip
C the same elevation
D 0° variation
Explanation: Isogonal = equal variation.
Question 89:
The Local Mean Time at longitude 095°20'W, at 0000 UTC, is:
A 1738:40 previous day

B 1738:40 same day
C 0621:20 same day
D 0621:20 previous day
Explanation: Time: 00:00:00 UTC

95.3º x 4 mins: 6:21:20 “Longitude West Greenwich best”: take it away.
Time: 17:38:40 LMT previous day.
Question 90:
5 HR 20 MIN 20 SEC corresponds to a longitude difference of:
A 80°05'
B 78°45'
C 81°10'
D 75°00'
Explanation: 5 hrs 20 min 20 secs = (5 x 60) + 20.3 = 320.3 minutes.

Each degree of longitude is equivalent to four minutes in time.
320.3 minutes = 320.2/4 degrees of longitude = 80.075º = 80º05‟
Question 91:
What is the value of the magnetic dip at the magnetic south pole ?
A 90°
B 45°
C 0°
D 60°
Explanation: Dip is minimum at the magnetic equator (0º), maximum at the

magnetic poles (90º).
Question 92:
Which of the following is an occasion for carrying out a compass swing on
a Direct Reading Compass?
A After an aircraft has passed through a severe electrical storm, or has

been struck by lightning
B Before an aircraft goes on any flight that involves a large change of
magnetic latitude
C Whenever an aircraft carries a large freight load regardless of its
content
D After any of the aircraft radio equipment has been changed due to
unserviceability
Explanation: The compasses should be checked if the load is largely

ferrous metal, if the aircraft is permanently re-located at a different
magnetic latitude or if the avionics have a major modification.
Question 93:
730 FT/MIN equals:
A 3.7 m/sec
B 1.6 m/sec
C 2.2 m/sec
D 5.2 m/sec
Explanation: 730/60 = 12.1667 ft/second. 12.1667/3.28 = 3.7 m/sec.
Question 94:
How long will it take to fly 5 NM at a groundspeed of 269 Kt ?
A 1 MIN 07 SEC
B 0 MIN 34 SEC
C 1 MIN 55 SEC
D 2 MIN 30 SEC
Explanation: On nav. computer put 60 (minutes) on the inner scale next to

269 (nm/hr = kts) on the outer scale.
Go to 5 (nm) on the outer scale and read time next to it on the inner
scale: 1.11 minutes.
1 minute = 60 seconds, 0.1 minute = 6 seconds so 1.11 minutes = 1 minute
7 seconds.
Question 95:
An aircraft travels 2.4 statute miles in 47 seconds. What is its
groundspeed?
A 160 kt
B 183 kt
C 131 kt
D 209 kt
Explanation: 2.4 SM in 47 seconds is (2.4 ¸ 47) = SM per second X 60 =

SM/minute
X 60 = SM/hr = 183.8 mph X 5280 = ft/hr ¸ 6080 = 159.6 kts.
Question 96:
An aircraft flies a great circle track from 56° N 070° W to 62° N 110° E.
The total distance travelled is?
A 3720 NM
B 5420 NM
C 2040 NM
D 1788 NM
Explanation: Change in longitude = 110ºW + 070ºE = 180º. Shortest route

is over the pole
- change of latitude:
90º 90º
-56ºN -62ºN
34º + 28º = 62º x 60 = 3,720' (nm)
Question 97:
Isogrives are lines that connect positions that have:
A the same grivation

B the same variation
C O° magnetic dip
D the same horizontal magnetic field strength
Explanation: Grivation = Variation + Convergence. Isogriv = same

grivation.
Question 98:
What is the meaning of the term "standard time" ?
A It is the time set by the legal authorities for a country or part of a

country
B It is the time zone system applicable only in the USA
C It is another term for UTC
D It is an expression for local mean time
Explanation: Standard time is a common time for a whole country or
region.
Question 99:
What is the local mean time, position 65°25'N 123°45'W at 2200 UTC?
A 1345
B 0615
C 2200
D 0815
Explanation: Time:
22:00 UTC
123.75ºW x 4 = 495 minutes = 8:15 „Longitude West Greenwich
best‟
Time 13:45 LMT
Question 100:
An Agonic line is a line that connects:
A positions that have 0° variation

B points of equal magnetic dip
C points of equal magnetic horizontal field strength
D positions that have the same variation
Explanation: Agonic = zero variation, isogonic = equal variation,

isoclinic = equal dip.
Question 101:
When is the magnetic compass most effective?
A About midway between the magnetic poles

B In the region of the magnetic North Pole.
C On the geographic equator
D In the region of the magnetic South Pole.
Explanation: It is most usable when there are no external influences

acting on it.
At the magnetic equator (zero dip).
Question 102:
What is the ISA temperature value at FL 330?
A -51°C
B -66°C
C -81°C
D -56°C
Explanation: In an International Standard Atmosphere the temperature is
+15ºC at sea level and has a lapse rate of 1.98ºC per 1,000 up to 36,090
feet.
At FL330 (33,000 feet) the temperature is +15º - (33 x 1.98º)
=
+15º - 65.34º
= -
50.34ºC
Question 103:
Given: TAS 487kt, FL 330, Temperature ISA + 15.Calculate the MACH Number?
A 0.81
B 0.78
C 0.84
D 0.76
Explanation: ISA FL330 = +15º - (2º x 33) = +15º - 66º = -51ºC deviation
= +15ºC, OAT = -36ºC.
In the AIRSPEED window put the temperature (-36ºC) next to the Mach No
Index, go to the TAS (487kts) on the outer main scale and read the Mach
No next to it; 0.81.
Question 104:
Given: M 0.80, CAT -50°C, FL 330, GS 490 kt, VAR 20°W, Magnetic heading
140°, Drift is 11° Right. Calculate the true W/V?
A 020°/95 kt
B 025°/45 kt
C 025°/47 kt
D 200°/95 kt
Explanation: To obtain a Wind Vector you need four components:

TAS
GS
HDG
TRK
In this case, we have:
GS = 490 kts
HDG (T) = 140°M - VAR 20°W = 120°T
TRK = HDG (120°T) + DRIFT (11°R) = 131°T
TAS = 465 kts (See below)
In AIRSPEED Window line up -50°C with Mach No Index.
Read Mach 0.80 on Inner Scale against TAS of 465 kts on Outer Scale
On Wind Side:
Place Centre Dot over 465 kts
Place HDG (120°T) under True Heading Index
Using a SUPERFINE NON-PERMANENT MARKER PEN make a SMALL mark at the point
where the 11°R DRIFT line crosses the GS 490 kts line
Rotate Wind Computer until small mark is on Wind Centre Line BELOW TAS
Read Wind Direction (020°T) under True Heading Index and count down from
TAS to small mark to obtain Wind Speed (095 kts).
W/V = 020/095
Question 105:
How many NM would an aircraft travel in 1 MIN 45 SEC if GS is 135 kt?
A 3.94
B 2.36
C 39.0
D 3.25
Explanation: Nav Computer: Put 60 (minutes) on inner scale next to 135

(nm) on outer scale.
Go to 1.75 (1 min 45 sec = 1.75 min) on inner scale and read distance
next to it on outer scale = 3.94 nm.
Calculator: 135 ÷ 60 x 1.75 = 3.94 nm
Question 106:
Parallels of latitude on a Direct Mercator chart are:
A parallel straight lines unequally spaced

B straight lines converging above the pole
C parallel straight lines equally spaced
D arcs of concentric circles equally spaced
Explanation: On a Mercator chart the lines of latitude are straight and

parallel but unequally spaced because of scale expansion.
Question 107:
The main reason that day and night, throughout the year, have different
duration, is due to the:
A inclination of the ecliptic to the equator

B gravitational effect of the sun and moon on the speed of rotation of
the earth
C earth's rotation
D relative speed of the sun along the ecliptic
Explanation: The ecliptic is the plane of the Earth‟s orbit around the
Sun. The angle between the plane of the ecliptic and the plane of our
orbit (about 23½º) means that the Sun is overhead different latitudes at
different points on the orbit; i.e. throughout the year.
Question 108:
The lines on the earth's surface that join points of equal magnetic
variation are called:
A isogonals
B isoclines
C isotachs
D isogrives
Explanation: An isocline is a line of equal dip. An isogriv is a line
of equal grivation (variation and convergence).
Question 109:
An aircraft departing A(N40º 00´ E080º 00´) flies a constant true track
of 270º at a ground speed of 120 kt. What are the coordinates of the
position reached in 6 HR?
A N40º 00´ E064º 20´

B N40º 00´ E060º 00´
C N40º 00´ E068º 10´
D N40º 00´ E070º 30´
Explanation: 120kt X 6 = 720 720

divided by cos 40N=939.89 939.89
divided by 60=15.66 which is the same as 15*39" then take that away from
80E and you have your answer
Question 110:
The parallels on a Lambert Conformal Conic chart are represented by:
A arcs of concentric circles

B hyperbolic lines
C parabolic lines
D straight lines
Explanation: Parallels of latitude are concentric circles centred on the

Pole and shown as such on a Lamberts chart.
Question 111:
The ICAO definition of ETA is the:
A estimated time of arrival at destination

B estimated time of arrival at an en-route point or fix
C estimated time en route
D actual time of arrival at a point or fix
Explanation: The full definition from ICAO Annex 2, Rules of the Air is:
“For IFR flights, the time at which it is estimated that the aircraft
will arrive over that designated point, defined by reference to
navigation aids, from which it is intended that an instrument approach
procedure will be commenced, or, if no navigation aid is associated with
the aerodrome, the time at which the aircraft will arrive over the
aerodrome.
For VFR flights, the time which it is estimated that the aircraft will
arrive over the aerodrome.”
Question 112:
An aircraft travels 100 statute miles in 20 MIN, how long does it take to
travel 215 NM?
A 50 MIN
B 90 MIN
C 100 MIN
D 80 MIN
Explanation: Nav. Computer: Put 100 (sm) next to stat.m. index and read
distance next to naut.m. index: 86.5nm.
Put 20 (minutes) on inner scale next to 86.5 (nm) on outer scale;
groundspeed 260 kts (on outer scale next to 60 on inner scale).
Go to 215 (nm) on outer scale and read time in minutes on inner scale:
49.5 minutes.
Calculator: 100x5280÷6080 = 86.84 nm÷20x60 = 260.5 kts, 215÷260.5 = 0.825
hr, 0.825x60 = 49.52 minutes.
Question 113:
Given: TAS = 220 kt; Magnetic course = 212 º, W/V 160 º(M)/ 50kt,
Calculate the GS?
A 186 kt
B 250 kt
C 290 kt
D 246 kt
Explanation: Nav Computer: Slow speed slide: centre dot on TAS 220kts,
wind direction (160ºM) HEADING index, mark wind speed (50kts) below
centre dot (170kts).
Track (course) under HEADING index (212ºM) and note drift (12º Stbd).
Adjust heading for drift: HEADING 201ºM, drift 11º Stbd, TRACK (Course)
212ºM – groundspeed (under wind mark) 186 kts.
Question 114:
Given: FL250, OAT -15 ºC, TAS 250 kt.Calculate the Mach No.?
A 0.40
B 0.44
C 0.39
D 0.42
Explanation: Nav Computer: In AIRSPEED window put temperature (-15ºC)

next to MachNo Index.
Go to TAS (250kts) on inner scale and read Mach number next to it on the
outer scale: MN 0.4.
Calculator: MN = TAS/LSS = 250/38.94 √ (273 – 15) = 250/38.94x √258 =
250/38.94x16.06 = 250/625.5 = 0.4
Question 115:
During a low level flight 2 parallel roads that are crossed at right
angles by an aircraft. The time between these roads can be used to check
the aircraft:
A groundspeed
B position
C drift
D track
Explanation: This would give distance travelled and time; speed =

distance/time.
Question 116:
Assuming zero wind, what distance will be covered by an aircraft
descending 15000 FT with a TAS of 320 kt and maintaining a rate of
descent of 3000 FT/MIN?
A 26.7 NM
B 16.0 NM
C 38.4 NM
D 19.2 NM
Explanation: 15,000ft at 3,000 ft/min = 5 minutes at 320kts = 26.7NM
Question 117:
Given: Magnetic track = 315 º, HDG = 301 º(M), VAR = 5ºW, TAS = 225 kt,
The aircraft flies 50 NM in 12 MIN. Calculate the W/V(°T)?
A 190 º/63 kt
B 195 º/61 kt
C 195 º/63 kt
D 355 º/15 kt
Explanation: Nav Computer: Heading 301ºM, variation 5ºW = 296ºT, Track

315ºM, variation 5ºW = 310ºT, groundspeed: 50nm in 12 minutes = 25nm in 6
minutes = 250kts.
Centre dot on TAS (225kts), heading (296ºT) under HEADING index, mark
where drift (14º Stbd) crosses groundspeed (250 kts).
Rotate to put mark on centreline under centre dot and read wind,
190ºT/63kts.
Question 118:
Given: True track 180°, Drift 8°R, Compass heading 195°, Deviation -2°,
Calculate the variation?
A 21°W
B 5°W
C 9°W
D 25°W
Explanation: C D M
V T
Course (track) 203º -2º(W) 201º 21ºW 180º
Drift 8ºR (Stbd)
Heading 195º -2º(W) 193º 21ºW 172º
Question 119:
Compass deviation is defined as the angle between:
A Magnetic North and Compass North

B True North and Magnetic North
C True North and Compass North
D the horizontal and the total intensity of the earth's magnetic field
Explanation: Compass deviation is the angle between the direction of

magnetic North and compass North.
Question 120:
Given: True course 300°, drift 8°R, variation 10°W, deviation -4° .
Calculate the compass heading?
A 306°
B 294°
C 278°
D 322°
Explanation: C D M V T Course
(track) 314º -4º(W) 310º 10ºW 300º
Drift 8ºR (Stbd) Heading 306º -4º(W)
302º 10ºW 292º
Question 121:
Given: true track 352°, variation 11° W, deviation is -5°, drift 10°R.
A 358°
B 346°
C 025°
D 018°
Explanation: C D
M V T
Track 008º -5º(W) 003º
11ºW 352º
Drift 10ºS
Heading 358º -5º(W) 353º
11ºW 342º
Question 122:
Given: true track 070°, variation 30°W, deviation +1°, drift 10°R,
A 089°
B 100°
C 101°
D 091°
Explanation: True Track = 070°T

Drift = 10°R
Drift is FROM Heading to TRACK, i.e. Right Drift = Heading LESS than
Track
Therefore, Heading = 060°T
Now apply CDMVT (Cadbury's Dairy Milk Very Tasty)
Read Bottom to Top
Compass - 089°C
Deviation - +1° (+ Positive Deviation = Easterly Deviation - Deviation
East Compass Least)
Magnetic - 090°M
Variation - 30°W (Variation West Magnetic Best)
True - 060°T
Question 123:
The angle between True North and Magnetic North is called:
A variation
B compass error
C drift
D deviation
Explanation: Fact. Learn it!
Question 124:
Deviation applied to magnetic heading gives:
A compass heading
B magnetic course
C magnetic track
D true heading
Explanation: Deviation is the angle between the direction of magnetic

North and compass North, thus applying deviation to a magnetic heading
gives compass heading.
Question 125:
A nautical mile is equivalent to:
A 1852 m
B 1012 m
C 1500 m
D 1609 m
Explanation: 1 nm = 1852 m or 1.852 km
Question 126:
An aircraft flies the following rhumb line tracks and distances from
position 04°00'N 030°00'W: 600 NM South, then 600 NM East, then 600 NM
North, then 600 NM West. The final position of the aircraft is:
A 04°00'N 029°58'W
B 04°00'N 030°00'W
C 03°58'N 030°02'W
D 04°00'N 030°02'W
Explanation: A/c at 04*00'N 030*00'W flies 600nm

South,East,North,West(600*/60=10*)
A/c flies South and North for the same distance, so ends up at the same
Latitude 04*N , But A/c flies East and West for same distance, it will
cover less longitude travelling WEST (at lower Latitude) , than when
travelling EAST (at higher 'Southern' Latitude)....so a/c ends up at o4*N
to the East of 170*W so only answer that fits is: 04*00'N 029*58'W
It will be different when your startpoint is at an higher Latitude, then
you will cover more longitude when travelling West at higher Lat's, than
travelling East at lower Lat's.....!!!
Question 127:
What is the final position after the following rhumb line tracks and
distances have been followed from position 60°00'N 030°00'W? South for
3600 NM, East for 3600 NM, North for 3600 NM, West for 3600 NM. The final
position of the aircraft is:
A 60°00'N 090°00'W
B 60°00'N 030°00'E
C 59°00'N 090°00'W
D 59°00'N 060°00'W
Explanation: Let's break this down into four steps from the start point
60°00'N 030°00'W.
1 degree along any meridian = 60 NM, i.e. 1 minute of arc = 1 NM.
Therefore, 3600 NM along a Meridian = 3,600' = 60°
60° South of 60°00'N = 00°00'N/S, which is the Equator
Position = 00°00'N/S 030°00'W
1 degree along the Equator= 60 NM, i.e. 1 minute of arc = 1 NM.
Therefore, 3600 NM along the Equator = 3,600' = 60°
60° East of 030°00'W = 030°00'E
Position = 00°00'N/S 030°00'E
1 degree along any meridian = 60 NM, i.e. 1 minute of arc = 1 NM.
Therefore, 3600 NM along a Meridian = 3,600' = 60°
60° North of the Equator = 60°00'N
Position = 60°00'N 030°00'E
Now for the bit which catches people out.
Distance along any Line of Latitude, except the Equator, requires
application of the Departure formula, which calculates the distance along
a Line of Latitude:
Departure = Change of Longitude (in minutes of arc) x Cosine of the
Latitude
In this case, we have been give the Departure distance, 3600 NM and we
have to convert that into an angular change of longitude.
Departure = Change of Longitude (in minutes of arc) x Cosine of the
Latitude
3600 = ChLong (') x Cosine 60°00'N
3600 = ChLong (') x 0.5
ChLong (') = 3600 / 0.5
ChLong (') = 7,200'
7,200' / 60 = 120°
120° West of 60°00'N 030°00'E = 60°00'N 090°00'W
Final Position = 60°00'N 090°00'W
Question 128:
Given: TAS = 270 kt, True HDG = 270°, Actual wind 205°(T)/30kt. Calculate
the drift angle and GS?
A 6R - 259kt
B 8R - 259kt
C 6R - 251kt
D 6L - 256kt
Explanation: Nav Computer: Centre dot on TAS (270 kts), rotate to put
wind direction (205ºT) on HEADING index and mark wind on centre line
30kts below centre dot (over 240 kts).
Rotate to put heading 270ºT next to HEADING index; read drift and
groundspeed under wind mark: 6º right (Stbd) and 259 kts.
Question 129:
Given: TAS = 270 kt, True HDG = 145°, Actual wind = 205°(T)/30kt.
Calculate the drift angle and GS?
A 6°L - 256 kt
B 8°R - 261 kt
C 6°R - 259 kt
D 6°R - 251 kt
Explanation: On the Nav Computer: Centre dot on TAS 270kts, put the wind
direction (205ºT) under the HEADING index and mark the wind speed 30 kts
below the centre dot. Put the heading (145ºT) under the HEADING index and
read the drift (6º Port (left)) and groundspeed (256 kts) under the wind
mark.
Question 130:
Given: TAS = 470 kt, True HDG = 317°, W/V = 045°(T)/45kt. Calculate the
drift angle and GS?
A 5°L - 470 kt
B 5°R - 475 kt
C 5°L - 475 kt
D 3°R - 470 kt
groundspeed under wind mark: 5º left (Port) and 470 kts.
Question 131:
drift angle and GS?
A 16°L - 156 kt
B 18°R - 146 kt
C 9°R - 143 kt
D 9°L - 146 kt
Question 132:
drift angle and GS?
A 4°L - 314 kt
B 4°R - 310 kt
C 4°L - 310 kt
D 4°R - 314 kt
Explanation: Nav Computer: Centre dot on TAS (290 kts but use the high
speed side of the slide), rotate to put wind direction (310ºT) on HEADING
index and mark wind on centre line 30kts below centre dot (over 260 kts).
Rotate to put heading 171ºT next to the HEADING index; read the drift and
Question 133:
drift angle and GS?
A 9°R - 533 kt
B 7°R - 531 kt
C 8°L - 435 kt
D 9°R - 433 kt
groundspeed under wind mark: 9º right (Stbd) and 533 kts.
Question 134:
drift angle and GS?
A 6°L/490 kt
B 6°L/402 kt
C 6°R/462 kt
D 6°R/490 kt
Explanation: On CRP5: Centre dot on TAS 472kts. Rotate to wind

direction (110ºT)
under heading index; come down 50kts from centre dot to 422kts and mark
on the wind. Rotate to put heading (005ºT) under the heading index and
read off drift (6º Port) and groundspeed (487kts).
Question 135:
drift angle and GS?
A 8°L - 146 kt
B 7°L - 156 kt
C 4°L - 145 kt
D 4°L - 168 kt
50kts below centre dot (over 140 kts). Rotate to put heading 085ºT next
to the HEADING index; read the drift and groundspeed under wind mark: 8º
left (Port) and 146 kts.
Question 136:
drift angle and GS?
A 4°R - 165 kt
B 3°L - 166 kt
C 4°L - 167 kt
D 2°R - 166 kt
35kts below centre dot (over 97 kts). Rotate to put heading 257ºT next to
the HEADING index; read the drift and groundspeed under wind mark: 4º
right (Stbd) and 165 kts.
Question 137:
true track and GS?
A 186 - 370 kt
B 189 - 370 kt
C 192 - 370 kt
D 176 - 370 kt
to HEADING index; read drift and groundspeed under wind mark: 5º Stbd
(right) (track 186ºT) and 370 kts.
Question 138:
true track and GS?
A 123 - 320 kt
B 125 - 318 kt
C 125 - 322 kt
D 126 - 320 kt
to HEADING index; read drift and groundspeed under wind mark: 1º Port
(left) (track 123ºT) and 320 kts.
Question 139:
true track and GS?
A 005 - 102 kt
B 348 - 102 kt
C 002 - 98 kt
D 345 - 100 kt
Explanation: This is (or should be) a relatively straightforward whiz

wheel calculation.
1. Centre dot over top of wind grid.
2. Set wind direction (320°) under Index.
3. Mark windspeed (30kt) below wind grid line.
4. Move wind scale down to centre dot over TAS (125kt).
5. Rotate disc so True HDG (355°) is under Index.
6. Establish drift as 10° Right/Starboard, so ADD this to the True HDG to
get a True Track of 005° (your aircraft is being blown to the right, so
your True HDG will be left of Track to compensate).
7. Read off the GS of 102kt.
Question 140:
Given: TAS = 198 kt, HDG (°T) = 180, W/V = 359/25. Calculate the
Track(°T) and GS?
A 180 - 223 kt
B 180 - 183 kt
C 181 - 180 kt
D 179 - 220 kt
groundspeed under wind mark: 0º Port/Stbd (track 180ºT) and 223 kts.
It should be noted that this is a 25 kt tailwind.
Question 141:
Given: TAS = 135 kt, HDG (°T) = 278, W/V = 140/20kt. Calculate the Track
(°T) and GS?
A 283 - 150 kt
B 275 - 150 kt
C 272 - 121 kt
D 279 - 152 kt
Explanation: Put the centre dot over the TAS, put the wind direction
under the HEADING index, mark the wind speed below the centre dot and
rotate to put the heading under the HEADING index. Now read drift and
groundspeed under the wind mark; go to the drift on the DRIFT scale and
read track next to it.
Question 142:
Given: TAS = 225 kt, HDG (°T) = 123°, W/V = 090/60kt. Calculate the Track
(°T) and GS?
A 134 - 178 kt
B 128 - 180 kt
C 134 - 188 kt
D 120 - 190 kt
groundspeed under wind mark: 11º Stbd (right) (track 134ºT) and 178 kts.
Question 143:
Given: TAS = 480 kt, HDG (°T) = 040°, W/V = 090/60kt. Calculate the Track
(°T) and GS?
A 034 - 445 kt
B 036 - 435 kt
C 028 - 415 kt
D 032 - 425 kt
Explanation: The question asks for track and groundspeed not heading and
groundspeed as many of the questions do. It asks for Track and
Groundspeed so once you set your HDG i.e. 040 read off your drift i.e. 6L
so a HDG of 040 would give you a track of 034 and GS of 445.
Question 144:
Given: TAS = 155 kt, HDG (T) = 216°, W/V = 090/60kt. Calculate the Track
(°T) and GS?
A 231 - 196 kt
B 226 - 186 kt
C 224 - 175 kt
D 222 - 181 kt
Explanation: If you're on a heading of roughly south west and the wind is

from the east, your drift will be to the right, so your track will be
more than your heading.
Question 145:
An island appears 30° to the left of the centre line on an airborne
weather radar display. What is the true bearing of the aircraft from the
island if at the time of observation the aircraft was on a magnetic
heading of 276° with the magnetic variation 12 °W?
A 054°
B 038°
C 234°
D 318°

Variation: 12ºW
Heading: 264ºT
Bearing: 30ºLeft
Bearing: 234ºT from aircraft to island
180º
Bearing: 054ºT from island to aircraft
Question 146:
Given: TAS = 170 kt, HDG(T) = 100°, W/V = 350/30kt. Calculate the Track
(°T) and GS?
A 109 - 182 kt
B 103 - 178 kt
C 098 - 178 kt
D 091 - 183 kt
to HEADING index; read drift and groundspeed under wind mark: 9º Stbd
(right) (track 109ºT) and 182 kts.
Question 147:
Given: TAS = 235 kt, HDG (T) = 076°, W/V = 040/40kt. Calculate the drift
angle and GS?
A 7R - 204 kt
B 5R - 207 kt
C 7L - 269 kt
D 5L - 255 kt
Question 148:
and GS?
A 4L - 415 kt
B 5L - 385 kt
C 2L - 420 kt
D 6L - 395 kt
Question 149:
and GS?
A 8L - 415 kt
B 4L - 400 kt
C 3L - 415 kt
D 6L - 400 kt
Question 150:
and GS?
A 9R - 108 kt
B 10L - 104 kt
C 8R - 104 kt
D 9L - 105 kt
Explanation: Nav Computer: Centre dot on TAS (95 kts), rotate to put wind
direction (310ºT) on HEADING index and mark wind on centre line 20kts
below centre dot (over 75 kts). Rotate to put heading 075ºT next to the
HEADING index; read the drift and groundspeed under wind mark: 9º right
(Stbd) and 108 kts.
Question 151:
and GS?
A 10R - 146 kt
B 11R - 142 kt
C 11R - 140 kt
D 9R - 140 kt
Question 152:
and GS?
A 1L - 215 kt
B 1R - 165 kt
C 1R - 175 kt
D 1L - 225 kt
Question 153:
and GS?
A 2R - 223 kt
B 1R - 221 kt
C 1L - 225 kt
D 2L - 224 kt
Question 154:
and GS?
A 6L - 194 kt
B 4L - 195 kt
C 7L - 192 kt
D 3L - 190 kt
Question 155:
and GS?
A 1L - 205 kt
B 1L - 265 kt
C 1R - 205 kt
D 1R - 295 kt
Question 156:
(°T) and GS?
A 050 - 145 kt
B 051 - 144 kt
C 057 - 144 kt
D 052 - 143 kt
groundspeed under wind mark: 3º Port (left) (track 050ºT) and 145 kts.
Question 157:
(°T) and GS?
A 346 - 102 kt
B 358 - 101 kt
C 359 - 102 kt
D 006 - 95 kt
Explanation: Nav Computer: Centre dot on TAS (90 kts), rotate to put wind
direction (120ºT) on HEADING index and mark wind on centre line 20kts
below centre dot (over 70 kts).
groundspeed under wind mark: 9º Port (left) (track 346ºT) and 102 kts.
Question 158:
(°T) and GS?
A 174 - 428 kt
B 175 - 432 kt
C 173 - 424 kt
D 175 - 420 kt
groundspeed under wind mark: 6º Stbd (right) (track 174ºT) and 428 kts.
Question 159:
Given: TAS = 155 kt, Track (T) = 305°, W/V = 160/18kt. Calculate the HDG
(°T) and GS?
A 301 - 169 kt
B 309 - 141 kt
C 309 - 170 kt
D 305 - 169 kt
Rotate to put track 305ºT next to HEADING index; read drift (3º right
(Stbd)) and rotate to put track (305º) under drift (3ºStbd). Drift has
now changed to 4ºStbd so put track 305º under 4ºStbd. On heading 301ºT
the drift 4ºStbd will give the required track, 305ºT and the groundspeed
is under wind mark: 169 kts.
Question 160:
(°T) and GS?
A 001 - 170 kt
B 002 - 173 kt
C 357 - 168 kt
D 359 - 166 kt
(Stbd)) and rotate to put track (003º) under drift (2ºStbd). On heading
001ºT the drift 2ºStbd will give the required track, 003ºT and the
groundspeed is under wind mark: 170 kts.
Question 161:
(°T) and GS?
A 312 - 232 kt
B 310 - 233 kt
C 313 - 235 kt
D 311 - 230 kt
Explanation: For this one: put on the wind (205º/15kts - using 'wind
down' method),
centre dot on TAS (227kts)
put track (316º) under HEADING index
note drift is 4ºStbd and put track under 4ºStbd
drift is still 4ºStbd so required heading is 312º and groundspeed is
under wind mark: 232kts.
Are you using something other than CRP5 ? All 'slide' type whizz wheels
should give the correct answer. The circular Jeppessen whizz wheels only
offer an approximate answer and are very 'fiddly' to use.
There are a lot of questions in the nav exam which require quick and
accurate use of the whizz wheel.
Question 162:
(°T) and GS?
A 358 - 428 kt
B 357 - 502 kt
C 017 - 490 kt
D 001 - 435 kt
(Stbd)) and rotate to put track (007º) under drift (10ºStbd). Drift has
now changed to 9ºStbd so put track 007º under 9ºStbd. On heading 358ºT
the drift 9ºStbd will give the required track, 007ºT and the groundspeed
is under wind mark: 428 kts.
Question 163:
(°T) and GS?
A 077 - 214 kt
B 077 - 210 kt
C 079 - 211 kt
D 075 - 213 kt
Rotate to put track 073ºT next to HEADING index; read drift (4º left
(Port)) and rotate to put track (073º) under drift (4ºPort). On heading
077ºT the drift 4ºPort will give the required track, 073ºT and the
Question 164:
(°T) and GS?
A 099 - 199 kt
B 121 - 207 kt
C 097 - 201 kt
D 121 - 199 kt
Explanation: Follow this through on the CRP5 or whatever whizz-wheel you

are using:
Centre dot over TAS (200kts)
Put wind direction (015º) under HEADING index and plot wind vector
(40kts) down (mark centreline at 160kts).
Rotate to put track (110º) under HEADING index and note that on a HEADING
of 110º the aircraft would experience 11º starboard drift and would be
TRACKING 121º.
Adjust for this drift by putting the required TRACK (110º) under the 11ºS
drift and note that on a HEADING of 099º the 11ºS drift would give us the
required TRACK of 110º
Now look under the end of the wind vector: GROUNDSPEED is 199kts
Question 165:
(°T) and GS?
A 262 - 241 kt
B 264 - 237 kt
C 264 - 241 kt
D 262 - 237 kt
Rotate to put track 260ºT next to HEADING index; read drift (2º left
(Port)) and rotate to put track (260º) under drift (2ºPort). On heading
262ºT the drift 2ºPort will give the required track, 262ºT and the
Question 166:
Given: True HDG = 307°, TAS = 230 kt, Track (T) = 313°, GS = 210 kt.
Calculate the W/V?
A 260/30kt
B 265/30kt
C 257/35kt
D 255/25kt
Explanation: On the Nav Computer: Centre dot on TAS 230kts, put the
heading, 307ºT, under the HEADING index.
With heading 307ºT and track 313ºT the drift is 6º Stbd (right).
Mark the wind vector where the drift (6ºStbd) crosses the groundspeed
(210kts).
Rotate to put this mark under the centre dot and read the wind:
260ºT/30kts.
Question 167:
Calculate the W/V?
A 110/75kt
B 115/70kt
C 105/75kt
D 110/80kt
heading, 233ºT, under the HEADING index. With heading 233ºT and track
240ºT the drift is 7º Stbd (right). Mark the wind vector where the drift
(7ºStbd) crosses the groundspeed (523kts). Rotate to put this mark under
the centre dot and read the wind:
110ºT/75kts
These questions can occasionally be contentious and accuracy is the name
of the game.
Use a SUPER FINE NON PERMANENT marker pen with a small dot and make sure
the Wind Side is clean.
Question 168:
Calculate the W/V?
A 070/45kt
B 070/50kt
C 075/50kt
D 070/40kt
(206kts).
070ºT/45kts.
Question 169:
Calculate the W/V?
A 180/35kt
B 180/30kt
C 185/35kt
D 180/40kt
With heading 074ºT and track 066ºT the drift is 8º Port (left).
Mark the wind vector where the drift (8ºPort) crosses the groundspeed
(242kts).
180ºT/35kts.
Question 170:
Calculate the W/V?
A 180/05kt
B 180/10kt
C 000/05kt
D 000/10kt
(135kts).
180ºT/5kts.
Question 171:
Calculate the W/V?
A 010/50kt
B 005/50kt
C 010/55kt
D 010/45kt
(416kts).
010ºT/50kts.
Question 172:
Calculate the W/V?
A 115/35kt
B 295/35kt
C 180/35kt
D 360/35kt
Explanation: On CRP5: Centre dot on TAS (240kts). Put heading

(145º) under the heading index.
Mark where drift (5º Stbd) crosses groundspeed (210kts).
Rotate to put this mark under the centre dot; read wind direction under
the heading index (115º) and wind speed down from the centre dot (35kts).
Question 173:
Calculate the W/V?
A 095/20kt
B 095/25kt
C 090/15kt
D 090/20kt
With heading 002ºT and track 353ºT the drift is 9º Port (left).
Mark the wind vector where the drift (9ºPort) crosses the groundspeed
(132kts).
095ºT/20kts.
Question 174:
Calculate the W/V?
A 340/50kt
B 335/55kt
C 335/45kt
D 340/45kt
(220kts).
340ºT/50kts.
Question 175:
Given: course required = 085° (T), Forecast W/V 030/100kt, TAS = 470 kt,
Distance = 265 NM. Calculate the true HDG and flight time?
A 075°, 39 MIN
B 095°, 31 MIN
C 076°, 34 MIN
D 096°, 29 MIN
Explanation: Nav Computer: centre dot on TAS 470kts, wind direction

(030º) under the HEADING index, mark wind speed (100kts) below centre dot
(370kts).
Track (course) under HEADING index (085ºT) and note drift (11º Stbd).
Adjust heading for drift: HEADING 074ºM, drift 10º Stbd, put track (085º)
under 10º Stbd drift, heading 075º, drift 10º Stbd Course 085ºM –
groundspeed (under wind mark) 404 kts.
On reverse side: put 60 (minutes) on inner main scale next to groundspeed
(404 kts) on outer main scale.
Go to distance (265 nm) on outer main scale and read time in minutes next
to it on inner main scale: 39 minutes
Question 176:
Given: True course from A to B = 090°, TAS = 460 kt, W/V = 360/100kt,
Average variation = 10°E, Deviation = -2°. Calculate the compass heading
and GS?
A 070° - 450 kt
B 102° - 450 kt
C 078° - 450 kt
D 068° - 460 kt
(Stbd)) and rotate to put track (090º) under drift (12ºStbd).
Drift has now changed to 13ºStbd so put track 090º under 13ºStbd.
On heading 077ºT the drift 13ºStbd will give the required track, 090ºT.
Heading 077ºT, variation 10ºE = heading 067ºM, deviation -2ºW = heading
069ºC.
The groundspeed is under wind mark: 169 kts.
Question 177:
For a landing on runway 23 (227° magnetic) surface, W/V reported by the
ATIS is 180/30kt. VAR is 13°E. Calculate the cross wind component?
A 22 kt
B 20 kt
C 26 kt
D 15 kt
Explanation: Nav Computer: Centre dot on top of square grid, wind

direction (180ºM) under HEADING index and mark wind speed 30 kts down
from centre dot.
Rotate to put runway direction (227ºM) under HEADING index and read the
cross wind component to right of centre line (22 kts).
Calculator: Wind speed (30 kts) x sin47º (angle between wind direction
and runway alignment = 227º - 180º = 47º): 30 x 0.731 = 21.93.
Question 178:
Given: Maximum allowable tailwind component for landing 10 kt. Planned
runway 05 (047° magnetic). The direction of the surface wind reported by
ATIS 210°. Variation is 17°E. Calculate the maximum allowable windspeed
that can be accepted without exceeding the tailwind limit?
A 10 kt
B 8 kt
C 15 kt
D 18 kt
Explanation: On CRP5: Put centre dot top centre of large square

grid, rotate to wind direction (210º) under the heading index and draw a
line straight down from the centre dot.
Rotate to put runway alignment (047ºM) under the heading index and move
centre dot down to 10kt line on the grid.
Draw a line along the top of the grid; this represents the 10kt tail
wind.
Rotate to put the wind direction under the heading index and read wind
speed where the two lines intersect (11kts).
Question 179:
Given: Maximum allowable crosswind component is 20 kt. Runway 06, RWY QDM
063°(M). Wind direction 100°(M). Calculate the maximum allowable
windspeed?
A 33 kt
B 37 kt
C 26 kt
D 25 kt
Explanation: On the Nav Computer: Centre dot on top of square grid. Put
wind direction (100ºM) under the HEADING index and draw a line down the
centre line from the centre dot. Put runway direction (063ºM) under the
HEADING index and mark the 20 kt crosswind component to cross the wind
line. Rotate to put the wind direction (100ºM) under the HEADING index
and read wind speed which will give 20 kt cross wind (33 kts).
Question 180:
Given: True course A to B = 250°, Distance A to B = 315 NM, TAS = 450 kt.
W/V = 200°/60kt. ETD A = 0650 UTC. What is the ETA at B?
A 0736 UTC
B 0716 UTC
C 0810 UTC
D 0730 UTC
Explanation: On nav computer: put on wind (200º/60kt), centre dot on TAS

(450kts), track 250º, drift 6º Stbd, heading 244º, groundspeed 409kts.
315NM at 409kts = 46 minutes.
ETD „A‟ 0650 UTC + 46 minutes ETA „B‟ = 0736 UTC.
Question 181:
Given: GS = 510 kt. Distance A to B = 43 NM. What is the time (MIN) from
A to B?
A 5
B 6
C 7
D 4
Explanation: CRP5: 60 on inner scale next to 510 kts on outer scale.

Go to 43 nm on outer scale and read off time in inner scale,
5 minutes Calculator:
43 ÷ 510 x 60 = 5 minutes.
Question 182:
Given: GS = 122 kt. Distance from A to B = 985 NM. What is the time from
A to B?
A 8 HR 04 MIN
B 7 HR 49 MIN
C 8 HR 10 MIN
D 7 HR 48 MIN
Explanation: On the Nav Computer: put 60 on the inner scale next to

ground speed (122 kts) on the outer scale.
Go to distance (985 nm) on the outer scale and read time next to it on
the inner scale (484 minutes or, on the inner inner scale, just over 8
hours: 8hrs04mins.
Question 183:
A to B?
A 1 HR 30 MIN
B 1 HR 10 MIN
C 1 HR 40 MIN
D 1 HR 09 MIN
Explanation: On Nav Computer: put 60 on inner main scale next to ground

speed (236 kts) on outer main scale.
Go to distance (354 nm) on outer main scale and read time next to it on
inner main scale: 90 minutes, 1 hr 30 mins.
Question 184:
A to B?
A 4 HR 25 MIN
B 3 HR 26 MIN
C 4 HR 10 MIN
D 3 HR 25 MIN

Go to distance (1,920 nm) on outer main scale and read time next to it on
Question 185:
A to B?
A 10 HR 19 MIN
B 11 HR 02 MIN
C 11 HR 00 MIN
D 10 HR 05 MIN

Question 186:
A to B?
A 11 HR 10 MIN
B 11 HR 06 MIN
C 11 HR 15 MIN
D 11 HR 07 MIN

Question 187:
Given: GS = 95 kt. Distance from A to B = 480 NM. What is the time from A
to B?
A 5 HR 03 MIN
B 4 HR 59 MIN
C 5 HR 08 MIN
D 5 HR 00 MIN

Question 188:
A to B?
A 00 HR 59 MIN
B 00 HR 58 MIN
C 00 HR 57 MIN
D 01 HR 01 MIN

inner main scale: 59 minutes.
Question 189:
Given: GS = 120 kt. Distance from A to B = 84 NM. What is the time from A
to B?
A 00 HR 42 MIN
B 00 HR 44 MIN
C 00 HR 45 MIN
D 00 HR 43 MIN

inner main scale: 42 minutes.
Question 190:
A to B?
A 3 HR 12 MIN
B 3 HR 25 MIN
C 3 HR 20 MIN
D 3 HR 19 MIN

Question 191:
An aircraft at FL370 is required to commence descent at 120 NM from a VOR
and to cross the facility at FL130. If the mean GS for the descent is 288
kt, the minimum rate of descent required is:
A 960 FT/MIN
B 860 FT/MIN
C 890 FT/MIN
D 920 FT/MIN
Explanation: 120 nm at 288 kts = 25 minutes. Aircraft descends through

24,000ft (FL370 – FL130)
24,000 feet in 25 minutes = 960 feet per minute.
Question 192:
An aircraft at FL310, M0.83, temperature -30°C, is required to reduce
speed in order to cross a reporting point five minutes later than
planned. Assuming that a zero wind component remains unchanged, when 360
NM from the reporting point Mach Number should be reduced to:
A M0.74
B M0.80
C M0.76
D M0.78
Explanation: Nav computer: in the AIRSPEED window place the temperature

(-30ºC) next to the Mach No. Index, go to Mach No. (0.83) on the inner
main scale and read TAS next to it on the outer main scale: 503kts)
Put 60 minutes on the inner main scale next to 503kts on the outer main
scale, go to 360nm on the outer scale and read time (42.9 mins) next to
it on the outer scale. N.b. zero wind so groundspeed = TAS.
Aircraft needs to cover 360nm in 47.9 minutes (5 minutes longer than
planned).
Put 47.9 minutes on the inner scale next to 360nm on the outer scale; go
to 60 (minutes) on the inner scale and read required groundspeed/TAS on
the outer scale: 451kts.
In the AIRSPEED window place the temperature (-30ºC) next to the Mach No.
Index, go to TAS 451kts on the outer scale and read Mach No. next to it
on the inner scale: M0.74.
Question 193:
A ground feature was observed on a relative bearing of 325° and five
minutes later on a relative bearing of 280°. The aircraft heading was
165°(M), variation 25°W, drift 10°Right and GS 360 kt. When the relative
bearing was 280°, the distance and true bearing of the aircraft from the
feature was:
A 30 NM and 240°
B 30 NM and 060°
C 40 NM and 290°
D 40 NM and 110°
Explanation: A look at the four answers tells us that we only need to

establish the bearing from the feature to the aircraft when the relative
bearing was 280º.
The distance could be calculated but it is not required to answer this
question.
Heading 165ºM
Variation 25ºW
Heading 140ºT
Bearing 280ºRelative
Bearing 420ºT
Less 360º
Bearing 060ºT from the aircraft to the feature
Plus 180º
Bearing 240ºT from the feature to the aircraft
Question 194:
An aircraft at FL350 is required to descend to cross a DME facility at
FL80. Maximum rate of descent is 1800 FT/MIN and mean GS for descent is
276 kt. The minimum range from the DME at which descent should start is:
A 69 NM
B 49 NM
C 59 NM
D 79 NM
Explanation: Descent from FL350 to FL80, through 27,000ft, at 1,800

ft/min will take 15 minutes.
In 15 minutes at 276 kts ground speed the aircraft will travel 69 nm.
Question 195:
An aircraft at FL120, IAS 200kt, OAT -5° and wind component +30kt, is
required to reduce speed in order to cross a reporting point 5 MIN later
than planned. Assuming flight conditions do not change, when 100 NM from
the reporting point IAS should be reduced to:
A 159 kt
B 174 kt
C 169 kt
D 165 kt
Explanation: To answer this question, firstly work out how long it will
take to cover the 100nm at the current speed.
From the data given, the current TAS is 242kt, which makes the current GS
272kt. Thus, to cover 100nm at 272kt will take 22mins.
So, to arrive there 5 minutes later, you need to be taking 27mins to
cover 100nm.
Working backwards from this makes the revised GS 222kt, so the revised
TAS would need to be 222-30=192kt.
Going back to your nav computer & with the same data in the airspeed
window, locate 192kt on the outer scale and read off the inner scale the
revised airspeed required - i.e. 159kt.
Question 196:
Given: Runway direction 083°(M), Surface W/V 035/35kt. Calculate the
effective headwind component?
A 24 kt
B 34 kt
C 27 kt
D 31 kt
grid.
Put the wind direction (035ºM) under the HEADING index and mark the wind
speed (35kts) below the centre dot.
read head wind component (30kts) down from the base line.
Question 197:
Approximately how many nautical miles correspond to 12 cm on a map with a
scale of 1: 2 000 000?
A 130
B 329
C 43
D 150
Explanation: 1cm on map = 2,000,000 cm on the Earth.

2,000,000 cm / 100,000 = 20km
20km / 1.852 (km in a nm) = 10.799nm.
Therefore 1 cm on map = 10.799nm on the Earth.
10.799 x 12 = 129.588nm.
12cm on the map represents 129.57nm on the Earth.
Question 198:
An aircraft at FL350 is required to cross a VOR/DME facility at FL110 and
to commence descent when 100 NM from the facility. If the mean GS for the
descent is 335 kt, the minimum rate of descent required is:
A 1340 FT/MIN
B 1390 FT/MIN
C 1290 FT/MIN
D 1240 FT/MIN
Explanation: 100 nm at 335 kts = 17.9 minutes.

Aircraft descends through 24,000ft (FL350 – FL110)
24,000 feet in 17.9 minutes = 1,340 feet per minute.
Question 199:
An aircraft at FL370, M0.86, OAT -44°C, headwind component 110 kt, is
required to reduce speed in order to cross a reporting point 5 MIN later
than planned. If the speed reduction were to be made 420 NM from the
reporting point, what Mach Number is required?
A M0.81
B M0.73
C M0.79
D M0.75
Explanation: On Nav computer: put temperature (-44ºC) next to Mach No.

Index in the AIR SPEED window, go to Mach No. (0.86) on the inner scale
and read TAS next to it on the outer scale: 507 kts.
With a wind component of -110kts the ground speed is 397kts. Put 60
(minutes) on the inner scale next to the groundspeed (397kts) on the
outer scale, go to 420nm on the outer scale and read time it will take
next to it on the inner scale: 63.5 minutes.
To delay by 5 minutes to aircraft needs to cover 420nm in 68.5 minutes:
put 68.5 (minutes) on the inner scale next to 420 (nm) on the outer
scale, go to 60 (minutes) on the inner scale and read the required ground
speed on the outer scale: 368kts.
With a wind component of -110kts a groundspeed of 221kts will require a
TAS of 478 kts.
In the AIRSPEED window put temperature (-44ºC) next to the Mach No.
Index, got TAS 478kts on the outer scale and read Mach No. next to it on
the inner scale: 0.81
Question 200:
Given: For take-off an aircraft requires a headwind component of at least
10 kt and has a cross-wind limitation of 35 kt. The angle between the
wind direction and the runway is 60°. Calculate the minimum and maximum
allowable wind speeds?
A 20 kt and 40 kt
B 12 kt and 38 kt
C 18 kt and 50 kt
D 15 kt and 43 kt
Explanation: On CRP5: Put centre dot top centre of the large square grid,
rotate to any convenient whole number under the heading index as wind
direction; 000º is as good as any.
Draw a line straight down to represent the wind.
Rotate to runway direction 60º off (060º) under the heading index.
Mark in the 10kt headwind (horizontal) line and the 35kt crosswind
(vertical) line.
Rotate back to wind direction under heading index (000º) and read off
minimum wind speed to give 10kt headwind (20kts) and maximum windspeed
which will be on 35kt crosswind limit (40kts)
Question 201:
An aircraft at FL390 is required to descend to cross a DME facility at
FL70. Maximum rate of descent is 2500 FT/MIN, mean GS during descent is
248 kt. What is the minimum range from the DME at which descent should
commence?
A 53 NM
B 63 NM
C 68 NM
D 58 NM
Explanation: From FL390 to FL70 = 32,000 ft; 32,000ft at 2,500ft/min =

12.8 minutes.
12.8 minutes at 248kts = 53nm.
Question 202:
Given: Runway direction 230°(T), Surface W/V 280°(T)/40 kt. Calculate the
effective cross-wind component?
A 31 kt
B 26 kt
C 21 kt
D 36 kt
grid.
Put the wind direction (280ºT) under the HEADING index and mark the wind
read the cross wind component (31kts) to the left of the centre line.
Question 203:
An aircraft at FL370 is required to commence descent when 100 NM from a
DME facility and to cross the station at FL120. If the mean GS during the
descent is 396 kt, the minimum rate of descent required is approximately:
A 1650 FT/MIN
B 1000 FT/MIN
C 1550 FT/MIN
D 2400 FT/MIN
Question 204:
An aircraft at FL140, IAS 210 kt, OAT -5°C and wind component minus 35
kt, is required to reduce speed in order to cross a reporting point 5 MIN
later than planned. Assuming that flight conditions do not change, when
150 NM from the reporting point the aircraft should reduce IAS by:
A 20 kt
B 30 kt
C 15 kt
D 25 kt
Explanation: IAS (CAS) 210KTS FL140/-5ºC = TAS 262 KTS

Wind component = -35 KTS
Groundspeed = 227 KTS
150nm at 227 KTS GS = 39.6 mins
150nm in 44.6 mins = 202 KTS required GS
New TAS required = 202 + 35 = 237 KTS.
TAS 237 KTS FL140/-5ºC = New IAS 190 KTS
Old IAS = 210 KTS
New IAS = 190 KTS
Speed reduction = 210 - 190 = 20 KTS
Question 205:
A Lambert conformal conic chart has a constant of the cone of 0.75. The
initial course of a straight line track drawn on this chart from A (40°N
050°W) to B is 043°(T) at A; course at B is 055°(T). What is the
longitude of B?
A 34°W
B 38°W
C 41°W
D 36°W
Explanation: The convergence is given as the difference between the two

tracks:
Convergence = 055º – 043º = 12º
Refer to the standard convergence formula:
Convergence = Ch long x sin lat
For Lambert charts: sin lat = sin parallel of origin = constant of the
cone
Convergence = Ch long x constant of the cone
12º = Ch long x 0.75
Ch long = 12º ÷ 0.75 = 16º
As the track is easterly, position B must be East of position A, and
since A is in the western hemisphere, the change of longitude must be
subtracted.
Position B = Position A – 16º = W050 – 16º = W034
Question 206:
Given: Runway direction 210°(M), Surface W/V 230°(M)/30kt.Calculate the
cross-wind component?
A 10 kt
B 19 kt
C 16 kt
D 13 kt
grid.
Put the wind direction (230ºT) under the HEADING index and mark the wind
read cross wind component (10kts) to the right of the centre line.
Question 207:
At 0422 an aircraft at FL370, GS 320kt, is on the direct track to VOR 'X'
185 NM distant. The aircraft is required to cross VOR 'X' at FL80. For a
mean rate of descent of 1800 FT/MIN at a mean GS of 232 kt, the latest
time at which to commence descent is:
A 0445
B 0448
C 0451
D 0454
Explanation: Descent from FL370 to FL80 is through 29,000ft and at

1,800ft/min this will take 16.1 minutes.
In 16.1 minutes the aircraft will cover 62.3nm at its ground speed in the
descent of 232kts.
At 0422 distance to run to top of descent is 184 – 62.3 = 122.7nm and at
cruise ground speed of 320kts this will take 23 minutes.
Commence descent at 0422 + 23min = 0445.
Question 208:
An aircraft at FL330 is rerquired to commence descent when 65 NM from a
VOR and to cross the VOR at FL100. The mean GS during the descent is 330
kt. What is the minimum rate of descent required?
A 1950 FT/MIN
B 1750 FT/MIN
C 1850 FT/MIN
D 1650 FT/MIN

Question 209:
An aircraft obtains a relative bearing of 315° from an NDB at 0830. At
0840 the relative bearing from the same position is 270°. Assuming no
drift and a GS of 240 kt, what is the approximate range from the NDB at
0840?
A 40 NM
B 60 NM
C 30 NM
D 50 NM
Explanation: If you sketch this out you have an isosceles triangle and
the angles are 45º. 45º and 90º.
The hypotenuse is the distance from the 0830 position to the NDB, the two
equal sides are (i) the distance travelled between 0830 and 0840 and (ii)
the distance from the 0840 position to the NDB.
In 10 minutes at 240 kts the aircraft will travel 40 nm so this is also
the distance from the 0830 position and the NDB.
Question 210:
The equivalent of 70 m/sec is approximately:
A 136 kt
B 210 kt
C 35 kt
D 145 kt
Explanation: (70 x 3.28) = feet per second

(70 x 3.28) ÷ 6,080 = nm per second
((70 x 3.28) ÷ 6,080) x 60 = nm per minute
((70 x 3.28) ÷ 6,080) x 60 x 60 = nm per hour (kts)
= 135.95 kts
Question 211:
VOR and to cross that VOR at FL80. Mean GS during descent is 271kt. What
is the minimum rate of descent required?
A 1900 FT/MIN
B 2000 FT/MIN
C 1700 FT/MIN
D 1800 FT/MIN
Explanation: As both altitudes are flight levels there is no need to

consider altimeter setting and pressure. Altitude to lose = 29 000 ft –
8000 ft = 21 000 ft Time to VOR = distance ÷ groundspeed = 50 nm ÷ 271
kts = 11 min Rate of descent = altitude to lose ÷ time to descent = 21
000 ft ÷ 11 min = 1909 ft/min
Question 212:
A Lambert conformal conic chart has a constant of the cone of 0.80. A
straight line course drawn on this chart from A (53°N 004°W) to B is 080°
at A; course at B is 092°(T). What is the longitude of B?
A 011°E
B 008°E
C 019°E
D 009°36'E
Explanation: Change in track = convergency = 12º

Convergency = Ch.long. x constant of the cone (n)
Ch.long. = Convergency = 12º = 15º from 004ºW to East = 011ºE
n 0.8
Question 213:
Given: Runway direction 305°(M),Surface W/V 260°(M)/30 kt. Calculate the
cross-wind component?
A 21 kt
B 18 kt
C 27 kt
D 24 kt
Explanation: On the CRP5 use the square grid at the bottom of the low
speed side on the wind slide. Place the grommet over the top line and put
the wind direction (260ºM) under the heading arrow. Since both W/V and
runway direction is in ºM there is no need to worry about variation. Make
a mark on the centreline 30 kt below the grommet. Turn the compass to put
the runway direction (305ºM) under the heading arrow. Read off the
crosswind component from the centreline to the mark (21 kt to the right)
Question 214:
VOR and to cross the VOR at FL80. The mean GS for the descent is 340 kt.
What is the minimum rate of descent required?
A 1800 FT/MIN
B 1900 FT/MIN
C 1700 FT/MIN
D 1600 FT/MIN

Question 215:
An island is observed by weather radar to be 15° to the left. The
aircraft heading is 120°(M) and the magnetic variation 17°W. What is the
true bearing of the aircraft from the island?
A 268°
B 088°
C 302°
D 122°
Explanation: MB bearing of island from aircraft: 15º left of 120º

= 120º – 15º = 105º
MB aircraft to island: 105º
Var: W17
TB aircraft to island: 088º
Reciprocal: 180º
TB island to aircraft: 268º
Question 216:
The distance between positions A and B is 180 NM. An aircraft departs
position A and after having travelled 60 NM, its position is pinpointed 4
NM left of the intended track. Assuming no change in wind velocity, what
alteration of heading must be made in order to arrive at position B?
A 6° Right
B 4° Right
C 2° Left
D 8° Right
Explanation: The 1 in 60 rule is one of those basics which is in the PPL

syllabus and anyone studying for CPL/ATPL exams should already be
familiar with it.
The CPL/ATPL syllabus specifically states that these problems are to be
solved "using a 'rule-of-thumb' method": i.e. the 1 in 60 rule.
Question 217:
Complete the following statement regarding magnetic variation. The
charted values of magnetic variation on earth normally change annually
due to:
A magnetic pole movement causing numerical values at all locations to

increase or decrease
B a reducing field strength causing numerical values at all locations to
decrease.
C an increasing field strength causing numerical values at all locations
to increase.
D magnetic pole movement causing numerical values at all locations to
increase.
Explanation: The magnetic North Pole is moving around the true North Pole
and this relative movement causes variation to change; increasing in some
places and decreasing in others.
Question 218:
What is the radial and DME distance from BEL VOR/DME (N5439.7 W00613.8)
to position N5410 W00710?
6112549.gif
A 236° - 44 NM
B 333° - 36 NM
C 223° - 36 NM
D 320° - 44 NM
Explanation: Plot position 54º10‟N 007º10‟W and draw line from BEL to the
position.
Put protractor over BEL, align with magnetic North and measure radial
(236ºM).
With compasses or dividers measure distance from BEL to the position
using the latitude scale (44NM).
Question 219:
6112549.gif
A 278° - 44 NM
B 090° - 46 NM
C 098° - 45 NM
D 278° - 10 NM
position.
(278ºM).
Question 220:
6112549.gif
A 315° - 34 NM
B 126° - 33 NM
C 222° - 48 NM
D 296° - 65 NM
position.
(315ºM).
Question 221:
What is the average track (°M) and distance between WTD NDB (N5211.3
W00705.0) and KER NDB (N5210.9 W00931.5)?
6112549.gif
A 278° - 90 NM
B 098° - 90 NM
C 090° - 91 NM
D 270° - 89 NM
Explanation: Draw line from WTD to KER.

Put protractor over WTD, align with magnetic North and measure the
magnetic track (278ºM).
With compasses or dividers measure distance from SHA to KER using the
latitude scale (90NM).
Question 222:
What is the average track (°M) and distance between CRK VOR (N5150.4
W00829.7) and CRN NDB (N5318.1 W00856.5)?
6112549.gif
A 357° - 89 NM
B 177° - 92 NM
C 349° - 90 NM
D 169° - 91 NM
Explanation: They have asked for an average track and, strictly speaking,
it should be measured at the mid-point.
However, this is a relatively short and predominantly North/South track
so there will be very little difference between the initial and mean
track.
Having drawn the line from CRK to CRN put the protractor over CRK and
align it with magnetic North (the 053ºM and 353ºM radials on the chart
will help with this alignment).
Note the track CRK-CRN is 357ºM. With compasses/dividers measure the
distance CRK-CRN using the latitude scale: 89 NM.
Alternatively, go for the application of common sense and note that the
track is a bit more than 353ºM (CRK-SHA) and there is only one feasible
option.
Question 223:
What is the average track (°M) and distance between CRN NDB (N5318.1
W00856.5) and WTD NDB (N5211.3 W00705.0)?
6112549.gif
A 142° - 95 NM
B 135° - 96 NM
C 322° - 95 NM
D 315° - 94 NM
Explanation: Draw line from CRN to WTD.
Put protractor over CRN, align with magnetic North and measure the
magnetic track (142ºM).
With compasses or dividers measure distance from CRN to WTD using the
Question 224:
What is the average track (°M) and distance between WTD NDB (N5211.3
W00705.0) and BAL VOR (N5318.0 W00626.9)?
6112549.gif
A 026° - 71 NM
B 198° - 72 NM
C 018° - 153 NM
D 206° - 71 NM
Explanation: Draw line from WTD to BAL.

Put protractor over WTD, align with magnetic North and measure radial
(026ºM).
With compasses or dividers measure distance from WTD to BAL using the
Question 225:
What is the average track (°M) and distance between KER NDB (N5210.9
W00931.5) and CRN NDB (N5318.1 W00856.5)?
6112549.gif
A 025° - 70 NM
B 197° - 71 NM
C 017° - 70 NM
D 205° - 71 NM
Explanation: They have asked for an average track and, strictly speaking,
it should be measured at the mid-point.
However, this is a relatively short and predominantly North/South track
so there will be very little difference between the initial and mean
track.
Having drawn the line from CRN to KER put the protractor over CRN and
align it with magnetic North (the 090ºM radial on the chart will help
with this alignment).
Note the track CRN-KER is 205ºM so the track KER-CRN is 025ºM.
Look at the answers –there is no need to measure the distance because
it‟s 70 or 71 nm and the bearing is enough to answer the question.
Question 226:
What is the average track (°M) and distance between BAL VOR (N5318.0
W00626.9) and SLG NDB (N5416.7 W00836.0)?
6112549.gif
A 316° - 96 NM
B 128° - 99 NM
C 308° - 98 NM
D 262° - 86 NM
Explanation: Draw a line between BAL VOR and SLG NDB. Align North of the
protractor with a meridian that is about mid between the two points and
read off the direction from BAL VOR to SLG NDB (will be on the left side
of the protractor). We cannot use the magnetic reference arrow at either
BAL VOR or SLG NDB as the question asks for the average (mid way) track.
This direction is in ºT and variation must be applied to find the
direction in ºM. Variation is given along the sides of the chart for
every whole degree of variation. Note that the isogonals are straight
lines, but slanting (i.e. not vertical). Variation for the halfway
position is about W08. Use some means of measuring distance (ruler,
divider/compass or a piece of paper) and register the length of the line
between BAL VOR and SLG NDB. Use the scale along the side of the chart to
find the corresponding DME distance.
Question 227:
On a Direct Mercator chart at latitude 15°S, a certain length represents
a distance of 120 NM on the earth. The same length on the chart will
represent on the earth, at latitude 10°N, a distance of:
A 122.3 NM
B 124.2 NM
C 118.2 NM
D 117.7 NM

not mixed up.
Question 228:
On a Direct Mercator chart at latitude 45°N, a certain chart length along
45°N represents a distance of 90nm on the surface of the earth. The same
length on a chart along latitude 30°N will represent a distance on the
earth of:
A 110 NM
B 45 NM
C 78 NM
D 73.5 NM
not mixed up.
Question 229:
In which two months of the year is the difference between the transit of
the Apparent Sun and Mean Sun across the Greenwich Meridian the greatest?
A February and November

B June and December
C April and August
D March and September
Explanation: This is a result of the elliptical plane of the Earth's

rotation around the sun and the inclination of the axis of rotation to
the plane of ecliptic. The greatest difference between the position of
the apparent sun vs. the mean sun will be the greatest at two instances,
once between the autumn equinox and the winter solstice and again between
the winter solstice and the spring equinox. There will be a similar
difference between the apparent sun and the mean sun between spring
equinox and summer solstice and summer solstice and autumn equinox but
the difference will be smaller. If the difference in position is traced
throughout a year, its shape will follow an analemma.
Question 230:
What is the highest latitude listed below at which the sun will reach an
altitude of 90° above the horizon at some time during the year?
A 23.5°
B 66°
C 45°
D 0°
Explanation: “Altitude 90º” means the sun is directly overhead. This can
only happen between the tropics of Cancer and Capricorn: 23½ºN – 23½ºS.
Question 231:
Assuming mid-latitudes (40° to 50°N/S). At which time of year is the
relationship between the length of day and night, as well as the rate of
change of declination of the sun, changing at the greatest rate?
A Spring equinox and autumn equinox

B Winter solstice and autumn equinox
C summer solstice and winter solstice
D Summer solstice and spring equinox
Explanation: The greatest rate of change of declination is when the Sun

is crossing the Equator at the Spring and Autumn Equinox.
Question 232:
At what approximate date is the earth closest to the sun (perihelion)?
A Beginning of January
B End of June
C Beginning of July
D End of March
Explanation: January 4th; furthest from Sun (aphelion) July 4th.
Question 233:
At what approximate date is the earth furthest from the sun (aphelion)?
A Beginning of July
B End of September
C Beginning of January
D End of December
Explanation: Closest (perihelion) in January, furthest (aphelion) in

July.
This does not coincide with the solstices (December and January) or the
equinoxes (March and September).
Question 234:
A flight is to be made from 'A' 49°S 180°E/W to 'B' 58°S, 180°E/W. The
distance in kilometres from 'A' to 'B' is approximately:
A 1000
B 1222
C 804
D 540
Explanation: You are travelling down the Greenwich anti-meridian (180°

E/W) between 49°S and 58°S which is 9° change of latitude.
This is 9 x 60 = 540nm = 1,000km. Books not needed.
Question 235:
An aircraft at position 60°N 005°W tracks 090°(T) for 315 km. On
completion of the flight the longitude will be:
A 000°40'E
B 005°15'E
C 000°15'E
D 002°10'W
Explanation: 315 km = 170 nm = departure = ch.long x cos lat

Ch.long = departure = 170 = 340' = 5º40'
Cos lat cos60º
Aircraft flies from 005ºW to the East for 5º40' = 000º40'E.
Question 236:
The 'departure' between positions 60°N 160°E and 60°N 'x' is 900 NM. What
is the longitude of 'x'?
A 170°W
B 145°E
C 140°W
D 175°E
Explanation: 1800' = 30 degrees, so answer is either 130E or 170W

1800/60=30
160+30=190 360-190=170
or 1
60-30=130
Question 237:
An aircraft at latitude 02°20'N tracks 180°(T) for 685 km. On completion
of the flight the latitude will be:
A 03°50'S
B 04°30'S
C 04°10'S
D 09°05'S
Explanation: 685 km x 3280 = 370 nm („ Ch.lat.) = 6º10‟ to South from

02º20‟N
6080
new latitude = 03º50‟S
Question 238:
An aircraft at latitude 10° South flies north at a GS of 890 km/HR. What
will its latitude be after 1.5 HR?
A 02°00'N
B 22°00'N
C 03°50'N
D 12°15'N
Explanation: Quick and simple calculation
As it is a direct north south question there is no departure formula etc
to worry about
1.5 x 890 = 1335km travelled which is = 717.74nm
We know that for each degree of latitude there is 60nm
717.74/60 =11.96° or 12° effectively travelled north bound
If you are 10° South and you are travelling north it only requires 10° to
get to the equator then you travel another 2° to land up at N02° 00
Question 239:
An aircraft at latitude 10°North flies south at a groundspeed of 445
km/HR. What will be its latitude after 3 HR?
A 02°00'S
B 22°00'S
C 03°50'S
D 12°15'S
Explanation: On the Nav Computer: Put 445 (km) on inner main scale next
to the km-m-ltr index, go to Naut.m. index and read groundspeed in knots;
240 kts.
Put 60 (minutes) on inner main scale next to 240 (kts) on outer main
scale, go to 180 (minutes) on inner main scale and read distance
travelled on outer scale; 720nm.
720nm due South = 720 minutes of latitude = 12ºLatitude.
If aircraft started at 10ºN and travelled South for 12º Latitude it would
be at 02ºS.
Question 240:
Given: Distance A to B = 120 NM, After 30 NM aircraft is 3 NM to the left
of course. What heading alteration should be made in order to arrive at
point 'B'?
A 8° right
B 8° left
C 4° right
D 6° right
Explanation: 3nm off track in 30nm along track = 6 in 60: initial track
error 6º.
If the aircraft turns 6º to right it will fly parallel to track but 3nm
to left of track.
It needs to regain the 3nm off track over the remaining 90nm to run: 3 in
90 = 1 in 30 = 2 in 60 so a further 2º alteration to the right is
required.
Question 241:
A ground feature was observed on a relative bearing of 315° and 3 MIN
later on a relative bearing of 270°. The W/V is calm; aircraft GS 180 kt.
What is the minimum distance between the aircraft and the ground feature?
A 9 NM
B 6 NM
C 12 NM
D 3 NM
Explanation: As the feature is on a bearing of 270 relative to the

aircraft imagine you are heading due North.
3 minutes later it is at 315, so in effect a 45degree angle.
You are heading North in calm conditions for 3 minutes at 180 knots which
equates to a distance of 9Nm.
Imagine your start point which has a side length to the next point of
9Nm, as it was due west at the beginning you have a 90 degree angle and
then a 45 degree angle creating a third angle of 45 (as a triangle is
180).
As an isosceles triangle it will have 2 equal sides which are both 9Nm.
The question asks for the minimum distance from the object which is
indeed 9. The length of the 3rd side is just over 12!
Question 242:
An island is observed to be 15° to the left. The aircraft heading is
120°(M), variation 17°(W). The bearing °(T) from the aircraft to the
island is:
A 088
B 122
C 302
D 268

Variation: 17ºW
Heading: 103ºT
Bearing: 15º Left
Bearing: 088ºT from the aircraft to the island.
Question 243:
An aircraft is planned to fly from position 'A' to position 'B', distance
480 NM at an average GS of 240 kt. It departs 'A' at 1000 UTC. After
flying 150 NM along track from 'A', the aircraft is 2 MIN behind planned
time. Using the actual GS experienced, what is the revised ETA at 'B'?
A 1206
B 1153
C 1157
D 1203
Explanation: 150nm at original ground speed (240kts) would take 37.5

minutes.
Aircraft has covered 150nm in 39.5 minutes = ground speed 228kts.
Remaining distance to run is 480 – 150 = 330nm and at revised ground
speed of 228kts this will take 86.8 minutes.
Total elapsed time = 39.5 + 86.8 = 126.3 minutes (2h06m).
Departure time is 1000 add elapsed time 2h06m, ETA = 1206.
Question 244:
An aircraft is planned to fly from position 'A' to position 'B',distance
320 NM, at an average GS of 180 kt. It departs 'A' at 1200 UTC. After
flying 70 NM along track from 'A', the aircraft is 3 MIN ahead of planned
A 1333 UTC
B 1340 UTC
C 1347 UTC
D 1401 UTC

minutes.
Remaining distance to run is 320 – 70 = 250nm and at revised ground speed
of 207kts this will take 72.5 minutes.
Question 245:
An aircraft is planned to fly from position 'A' to position 'B', distance
250 NM at an average GS of 115 kt. It departs 'A' at 0900 UTC. After
flying 75 NM along track from 'A', the aircraft is 1.5 MIN behind planned
A 1115 UTC
B 1110 UTC
C 1050 UTC
D 1044 UTC

minutes.
Remaining distance to run is 250 – 75 = 175nm and at revised ground speed
of 111kts this will take 94.6 minutes.
Question 246:
Given: Magnetic track = 075°, HDG = 066°(M), VAR = 11°E, TAS = 275 kt.
Aircraft flies 48 NM in 10 MIN. Calculate the true W/V °?
A 340°/45 kt
B 180°/45 kt
C 210°/15 kt
D 320°/50 kt
Explanation: Centre dot on TAS (275kts).

Heading 077ºT on HEADING index.
Heading 077ºT, track 086ºT; drift = 9ºStbd.
Mark where 9ºStbd crosses groundspeed 288kts.
Rotate to put mark below centre dot on centreline.
Read W/V: I get 345ºT/46kts.
Always use the low speed side when TAS/groundspeed are 300kts or less and
drift is within limits; it is far more accurate than the bottom end of
the high speed side.
Question 247:
Given: Magnetic track = 210°, Magnetic HDG = 215°, VAR = 15°E, TAS = 360
kt, Aircraft flies 64 NM in 12 MIN. Calculate the true W/V?
A 265°/50 kt
B 300°/30 kt
C 195°/50 kt
D 235°/50 kt
Explanation: Set TAS 360 in the on the speed scale.

Set heading 215, check track 210 = 5 degrees port drift.
GS = 64nm in 12 mins = 64/12x60 = 320kts, so find the 320 knot arc below
your 360 TAS and measure out 5 degrees port - mark that spot.
Rotate that spot until it lines up under your true heading index mark,
and read off approx 248M at 50kts. If they want it true, then just add
the easterly mag var = 263T
Question 248:
Given: Distance 'A' to 'B' is 475 NM, Planned GS 315 kt, ATD 1000 UTC,
1040 UTC - fix obtained 190 NM along track. What GS must be maintained
from the fix in order to achieve planned ETA at 'B'?
A 340 kt
B 320 kt.
C 360 kt.
D 300 kt
Explanation: Groundspeed 315kts

Distance 475nm
ATD (Actual Time Departure) 10:00
Initial time to B = 91 mins
ETA B = 11:31
Fix at 10:40 190 nm along track - 190 nm in 40 mins = groundspeed 285
i.e. less than planned.
Distance to go 285
Time to original ETA of 11:31 = 51 mins
285 nm in 51 mins requires GS of 336kts.
Nearest answer 340kts
Question 249:
Given: Distance 'A' to 'B' is 325 NM, Planned GS 315 kt, ATD 1130 UTC,
1205 UTC - fix obtained 165 NM along track. What GS must be maintained
from the fix in order to achieve planned ETA at 'B'?
A 355 kt
B 335 kt
C 375 kt
D 395 kt
Explanation: 325 nm at 315 kts would take 1hr 2mins not 1hr 18 mins
(325/315 x 60) so planned ETA would be 11:30 + 1:02 = 12:32.
From Fix at 12:05 to B at 12:32 would be 160 nm (325 - 165) in 27 mins =
160/27 x 60 = 355 kts
Question 250:
Given: Distance 'A' to 'B' is 100 NM, Fix obtained 40 NM along and 6 NM
to the left of course. What heading alteration must be made to reach 'B'?
A 15° Right
B 18° Right
C 9° Right
D 6° Right
Explanation: NO
Question 251:
Given: Distance 'A' to 'B' is 90 NM, Fix obtained 60 NM along and 4 NM to
the right of course. What heading alteration must be made to reach 'B'?
A 12° Left
B 8° Left
C 16° Left
D 4° Left
Explanation: NO
Question 252:
Complete line 1 of the 'FLIGHT NAVIGATION LOG'; positions 'A' to 'B'.
What is the HDG°(M) and ETA?
619437.gif
A 268° - 1114 UTC

B 268° - 1128 UTC
C 282° - 1114 UTC
D 282° - 1128 UTC
Explanation: On Nav Computer: to find TAS; in the AIRSPEED window put

temperature (-20ºC) next to pressure altitude (FL180), go to CAS (210kts)
on the inner main scale and read TAS next to it on the outer main scale:
275 kts.
On the other side put centre dot over TAS (275 kts), rotate to put wind
direction (050ºT) under the HEADING index and mark wind speed 40 kts
Rotate to put track (270ºT) under HEADING index and note drift is 5º Port
(left).
Rotate to put track (270ºT) under drift (5º Port).
On a heading of 275ºT the 5º Port drift gives the required track, 270ºT.
Heading 275ºT, variation 7ºE, heading 268ºM.
Groundspeed, under the wind mark, is 304 kts and a distance of 300nm will
be covered in 59 minutes.
If the time at A is 1015 the ETA at B is 1114
Question 253:
Complete line 2 of the 'FLIGHT NAVIGATION LOG', positions 'C' to 'D'.
619437.gif
A HDG 193° - ETA 1239 UTC

B HDG 188° - ETA 1229 UTC
C HDG 183° - ETA 1159 UTC
D HDG 193° - ETA 1249 UTC
Explanation: On CRP-5:
To find TAS, in the AIRSPEED window put temperature (-10ºC) next to
pressure altitude (FL160)
Go to CAS (175kts) on the inner main scale and read TAS next to it on the
outer main scale: 226 kts.
On the Wind Side put centre dot over TAS (226 kts)
Rotate to put wind direction (320ºT) under the TRUE HEADING index and
mark wind speed 50 kts below centre dot (over 176 kts).
Rotate to put track (180ºT) under TRUE HEADING index and note drift is 7º
Port (left).
Rotate to put track (180ºT) under drift (7º Port) and note that drift has
changed to 8º Port so put 180ºT under 8ºP.
Heading 180ºT, Variation 5ºW = Heading 193ºM.
Groundspeed, under the wind mark, is 262 kts
A distance of 480nm will be covered in 109 minutes (1 hr 49 mins).
If the time at C is 1050 the ETA at D is 1239.
Question 254:
Complete line 3 of the 'FLIGHT NAVIGATION LOG', positions 'E' to 'F'.
619437.gif


temperature (-40ºC) next to Mach No.
Index go to MN (0.82) on the inner main scale and read TAS next to it on
the outer main scale: 487 kts.
Rotate to put track (090ºT) under HEADING index and note drift is 6º Port
(left).
Rotate to put track (090ºT) under drift (5º Port).
Heading 095ºT, variation 10ºW, heading 105ºM.
If the time at E is 1125 the ETA at B is 1205.
Question 255:
Complete line 4 of the 'FLIGHT NAVIGATION LOG', positions 'G' to 'H'.
619437.gif


temperature (-35ºC) next to Mach No. Index go to MN (0.78) on the inner
main scale and read TAS next to it on the outer main scale: 469 kts.
below centre dot (over 399 kts). Rotate to put track (360ºT) under
HEADING index and note drift is 7º Stbd (right).
Rotate to put track (360ºT) under drift (7º Stbd).
On a heading of 353ºT the drift is 6 Stbd, put the track (360ºT) under
the 6 Stbd drift and note that on a heading of 354ºT the 6º Stbd drift
gives the required track, 360ºT.
Heading 354ºT, variation 10ºE, heading 344ºM.
Ground speed, under the wind mark, is 418 kts and a distance of 600nm
will be covered in 86 minutes.
If the time at G is 1210 the ETA at B is 1336.
Question 256:
Complete line 5 of the 'FLIGHT NAVIGATION LOG', positions 'J' to 'K'.
619437.gif


temperature (-10ºC) next to pressure altitude (FL100), go to CAS (150kts)
on the inner main scale and read TAS next to it on the outer main scale:
173 kts.
Rotate to put track (330ºT) under HEADING index and note drift is 10º
Stbd (right).
On a heading of 320ºT the 10º Stbd drift gives the required track, 330ºT.
Heading 320ºT, variation 17ºW, heading 337ºM.
If the time at J is 1245 the ETA at B is 1422.
Question 257:
Complete line 6 of the 'FLIGHT NAVIGATION LOG', positions 'L' to 'M'.
619437.gif


temperature (-55ºC) next to Mach No. Index go to MN (0.84) on the inner
main scale and read TAS next to it on the outer main scale: 483 kts.
Rotate to put track (070ºT) under HEADING index and note drift is 6º Stbd
(right).
Note that on a heading of 064ºT the 6º Stbd drift gives the required
track, 070ºT. Heading 064ºT, variation 11ºW, heading 075ºM.
Ground speed, under the wind mark, is 441 kts and a distance of 495nm
will be covered in 67 minutes.
If the time at L is 1355 the ETA at M is 1502.
Question 258:
The following points are entered into an inertial navigation system
(INS). WPT 1: 60°N 30°W WPT 2: 60°N 20°W WPT 3: 60°N 10°W The inertial
navigation system is connected to the automatic pilot on route (1-2-3).
The track change when passing WPT 2 will be approximately:
A a 9° decrease
B a 4° decrease
C a 9° increase
D zero
Explanation: You are looking at a direct track between WP1 and WP3.
The aircraft flies from WP1 to WP2 then from WP2 to WP3. All Waypoints
are on the same line of latitude, which would be the Rhumb Line Track
between the three waypoints.
The question is 'Does an INS governed course follow a Rhumb Line Track?'.
Answer = No, it follows a Great Circle Track which is on the Polar side
of the Rhumb Line Track.
In the question the aircraft changes from one Great Circle Track to
another Great Circle Track at WP2.
Draw a diagram - you will see this clearly.
Question 259:
The automatic flight control system (AFCS) in an aircraft is coupled to
the guidance outputs from an inertial navigation system (INS) and the
aircraft is flying from waypoint No. 2 (60°00'S 070°00'W) to No. 3
(60°00'S 080°00'W). Comparing the initial track (°T) at 070°00'W and the
final track (°T) at 080°00'W, the difference between them is that the
initial track is approximately:
A 9° less than the final one

B 9° greater than the final one
C 5° greater than the final one
D 5° less than the final one
Explanation: NO
Question 260:
the guidance outputs from an inertial navigation system (INS). The
aircraft is flying between inserted waypoints No. 3 (55°00'N 020°00'W)
and No.4 (55°00'N 030°00'W). With DSRTK/STS selected on the CDU, to the
nearest whole degree, the initial track read-out from waypoint No. 3 will
be:
A 274°
B 266°
C 270°
D 278°
Explanation: Draw a diagram to get a good grasp of the angles.

The conversion angle is 1/2 convergency.
Conv= 10 x sin 55 = 8 degrees
Conv Angle = 1/2 x 8 = 4 degrees
Convergency is the amount by which the Heading will change if you follow
the GC track. So at 20W TRK 274 , at 25W TRK 270 and at 30W TRK266
It‟s the conversion angle that‟s applied to the Rhumb line track not
convergency.
Question 261:
Given: TAS = 197 kt, True course = 240°, W/V = 180/30kt. Descent is
initiated at FL 220 and completed at FL 40. Distance to be covered during
descent is 39 NM. What is the approximate rate of descent?
A 1400 FT/MIN
B 950 FT/MIN
C 1500 FT/MIN
D 800 FT/MIN
(Stbd)) and rotate to put track (240º) under drift (8ºStbd).
On heading 232ºT the drift 8ºStbd will give the required track, 240ºT and
the groundspeed is under wind mark: 179 kts.
39 nm at 179 kts = 13.0 minutes.
Question 262:
Given: ILS GP angle = 3.5 DEG, GS = 150 kt. What is the approximate rate
of descent?
A 900 FT/MIN
B 700 FT/MIN
C 800 FT/MIN
D 1000 FT/MIN
Explanation: The simple solution (and the one expected by the examiner)
is the whizz wheel and the 1 in 60 rule.
For rate of descent put the glide slope angle (in Q4360 this is 3.5º) on
the outer scale next to 60 on the inner scale.
Now go to groundspeed in knots on the inner scale (150kts) and next to it
on the outer scale you have rate of descent in feet per minute (880
ft/min) and we go to the best answer on offer: 900 ft/min.
The only assumption we make is that 1nm = 6,000ft but this is the type of
calculation you would make whilst flying using the wondrous nav computer.
Question 263:
Given: aircraft height 2500 FT, ILS GP angle 3°. At what approximate
distance from THR can you expect to capture the GP?
A 8.3 NM
B 14.5 NM
C 13.1 NM
D 7.0 NM
Explanation: Put 60 on inner scale next to glide path angle (3º)on outer
Scale. o to 2,500 ft on outer scale (distance „off‟) and read 50,000 ft
on inner scale (distance „along‟).
Put 50,000 ft on inner scale next to feet index on outer scale, go to
naut m index on outer scale and read 8.2 nm.
OR Put 2,500 ft on inner scale next to feet index on outer scale, go to
naut m index on outer scale and read 0.41 nm.
Put 60 on inner scale next to glide path angle (3º)on outer scale.
Go to 0.41 nm on outer scale (distance „off‟) and read 8.2 nm on inner
scale (distance „along‟).
Question 264:
Where and when are the IRS positions updated?
A Only on the ground during the alignment procedure

B IRS positions are updated by pressing the 'Take-off/ Go-around' button
at the start of the take-off roll
C Updating is normally carried out by the crew when over-flying a known
position (VOR station or NDB)
D During flight IRS positions are automatically updated by the FMC
Explanation: Each IRS is given its start position and keeps its own plot
of where it is during flight. The FMS position is updated using DME/VOR
etc
Question 265:
heading (MH) of 276° with the magnetic variation 10ºE.
A 046°
B 086°
C 026°
D 226°

Variation: 10ºE
Heading: 286ºT
Bearing: 60ºLeft
Bearing: 226ºT from aircraft to island 180º
Bearing: 046º from island to aircraft
Question 266:
An island appears 45° to the right of the centre line on an airborne
heading (MH) of 215° with the magnetic variation 21ºW
A 059°
B 329°
C 101°
D 239°
Explanation: Heading 215ºM

Variation 21ºW
Heading 194ºT
Bearing 45º Right
Bearing 239ºT from aircraft to island 180º
Bearing 059ºT from island to aircraft
Question 267:
An island appears 30° to the right of the centre line on an airborne
heading (MH) of 355° with the magnetic variation (VAR) 15°E?
A 220°
B 130°
C 190°
D 160°
Explanation: Heading 355ºM, variation 15ºE, heading = 010ºT.

Heading 010ºT, bearing 30º right, bearing 040ºT to the island.
Bearing from the island to the aircraft = 040º + 180º =220ºT.
Question 268:
heading (MH) of 020° with the magnetic variation (VAR) 25°W?
A 145°
B 195°
C 325°
D 205°

Variation: 25ºW
Heading: 355ºT
Bearing: 30ºLeft
Bearing: 325ºT from aircraft to island
180º
Bearing: 145ºT from island to aircraft
Question 269:
Given: An aircraft is flying a track of 255°(M), 2254 UTC, it crosses
radial 360° from a VOR station, 2300 UTC, it crosses radial 330° from the
same station. At 2300 UTC, the distance between the aircraft and the
station is:
A the same as it was at 2254 UTC

B randomly different than it was at 2254 UTC
C less than it was at 2254 UTC
D greater than it was at 2254 UTC
Explanation: Draw a sketch showing the aircraft at its first position due
North of the VOR (360ºrdl). It is tracking 255º to its second position on
the 330ºrdl. Consider the triangle made up by the aircraft's first
position, the aircraft's second position and the VOR. The angles of this
triangle are:
At the aircraft's first position: 255º - 180º = 75º
At the VOR: 360º - 330º = 30º
The third angle, at the aircraft's second position, is: 180º - (75º +
30º) = 75º.
This is an isosceles triangle and the two sides which are equal are the
ones from the VOR to the aircraft's two positions.
Question 270:
The distance between two waypoints is 200 NM, To calculate compass
heading, the pilot used 2°E magnetic variation instead of 2°W. Assuming
that the forecast W/V applied, what will the off track distance be at the
second waypoint?
A 14 NM
B 21 NM
C 7 NM
D 0 NM
Explanation: On CRP5:
Total error (4º) on outer scale next to 60 on inner scale.
Go to distance along track (200 nm) 0n inner scale and
Read distance off track (13.3 nm) on outer scale.
Question 271:
The scale on a Lambert conformal conic chart:
A is constant along a parallel of latitude

B is constant along a meridian of longitude
C varies slightly as a function of latitude and longitude
D is constant across the whole map
Explanation: Scale on a Lamberts chart is correct at the Standard

Parallels (SPs), contracts between the SPs and expands outside the SPs.
This means it is constant along any parallel of latitude but varies along
a meridian of longitude.
Question 272:
A direct Mercator graticule is based on a projection that is:
A cylindrical
B spherical
C concentric
D conical
Explanation: Direct, transverse and oblique Mercator projections are all

cylindrical projections. i.e. they are all based on a cylinder tangential
to the Earth at the Equator for a direct Mercator, at a
meridian/antemeridian for the transverse Mercator and any other great
circle of tangency for the oblique Mercator.
Question 273:
Given: Aircraft at FL 150 overhead an airport. Elevation of airport 720
FT. QNH is 1003 hPa. OAT at FL150 -5°C. What is the true altitude of the
aircraft? (Assume 1 hPa = 27 FT)
A 15 300 FT
B 15 840 FT
C 14 160 FT
D 14 720 FT
Explanation: NO
Question 274:
An aircraft takes off from the aerodrome of BRIOUDE (altitude 1 483 FT,
QFE = 963 hPa, temperature = 32°C). Five minutes later, passing 5 000 FT
on QFE, the second altimeter set on 1 013 hPa will indicate approximately
:
A 6 500 FT
B 3 500 FT
C 4 000 FT
D 6 800 FT
Explanation: Your altimeter indicates your pressure altitude, not your

true altitude.
The temperature correction converts your pressure altitude into a true
altitude so should not be applied in this case.
The difference between QFE (963hPa) and 1013hPa is 50hPa; at 27ft/hPa
this is equivalent to 1350ft and at 30ft/hPa this is equivalent to
1500ft. If you use 27ft/hPa your answer is PA 6,350ft and if you use
30ft/hPa your answer is 6,450ft; PA 6,400ft is the nearest answer.
Question 275:
Given: Half way between two reporting points the navigation log gives the
following information: TAS 360 kt, W/V 330°/80kt, Compass heading 237°,
Deviation on this heading -5°, Variation 19°W. What is the average ground
speed for this leg?
A 403 kt
B 354 kt
C 373 kt
D 360 kt
Explanation: C D M V T
237º -5º(W) 232º 19ºW 213º
On CRP-5: Place the centre dot on TAS (360 kts)
Rotate to put wind direction (330ºT) on HEADING index
Mark wind velocity 80 kts below centre dot on centre line (at 280 kts)
Rotate to put heading 213ºT under HEADING index
Read groundspeed under wind mark: 403 kts
Question 276:
On a chart, the distance along a meridian between latitudes 45°N and 46°N
is 6 cm. The scale of the chart is approximately:
A 1: 1 850 000
B 1: 185 000
C 1: 18 500 000
D 1: 1 000 000
Explanation: Scale = CD/ED = 6cm/60nm = 6cm/111.2km = 6cm/11,120,000cm =

1/1,853,333.3
Question 277:
Given: Chart scale is 1: 1 850 000. The chart distance between two points
is 4 centimetres. Earth distance is approximately:
A 40 NM
B 100 NM
C 4 NM
D 74 NM
Explanation: 4 x 1,850,000 = 7,400,000 cm = 74km = 40nm.
Question 278:
Given: An aircraft is on final approach to runway 32R (322°); The wind
velocity reported by the tower is 350°/20 kt.; TAS on approach is 95 kt.
In order to maintain the centre line, the aircraft's heading (°M) should
be:
A 328°
B 316°
C 326°
D 322°
direction (350ºM) under the HEADING index and mark the wind speed 20 kts
below the centre dot.
Put the track (322ºM) under the HEADING index and note the drift; 6º Port
(left) (N.B. drift lines are at 2º intervals below 100kts on CRP5).
Put the track under the drift, note that drift remains 6º Port, and read
the heading under the HEADING index: 328ºM.
Question 279:
On a Mercator chart, at latitude 60°N, the distance measured between
W002° and E008° is 20 cm. The scale of this chart at latitude 60°N is
approximately:
A 1: 2 780 000
B 1: 556 000
C 1: 5 560 000
D 1: 278 000
Explanation: Scale is the ratio of Chart Distance to Earth Distance
(CD/ED)
Chart Distance = 20cm.
Earth Distance is calculated using the departure formula = Ch. long.(') x
cos lat = 10 x 60 x 0.5 = 300nm = 556km.
Scale = 20cm/556km = 20cm/55,600,000cm = 1/2,780,000
Question 280:
Assume a Mercator chart. The distance between positions A and B, located
on the same parallel and 10° longitude apart, is 6 cm. The scale at the
parallel is 1: 9 260 000. What is the latitude of A and B?
A 60° N or S
B 0°
C 45° N or S
D 30° N or S
Explanation: Scale = CD/ED = 1/9,260,000. If CD = 6 cm then ED = 6 x

9,260,000cm = 555.6km.
555.6km = 300nm and this is the departure distance between the two
meridians 10º apart.
Departure = Ch.long(') x cos lat so cos lat = departure/ch.long(') =
300/600 = 0.5.
0.5 is cos 60º so this is at 60º N or S.
Question 281:
On a Lambert chart (standard parallels 37°N and 65°N), with respect to
the straight line drawn on the map between A ( N49° W030°) and B (N48°
W040°), the:
A great circle and rhumb line are to the south

B great circle and rhumb line are to the north
C rhumb line is to the north, the great circle is to the south
D great circle is to the north, the rhumb line is to the south
Explanation: Work out where the line is and it turns out to be south of
the parallel of origin (1/2 way between std parallels), then apply the
fact that the GC/RL curve concave to the parallel of origin on a Lamberts
and therefore they are to the south of the straight line drawn on the
map.
Note the parallel of origin is at about 51ºN.
Question 282:
Given: ETA to cross a meridian is 2100 UTC GS is 441 kt TAS is 491 kt At
2010 UTC, ATC requests a speed reduction to cross the meridian at 2105
UTC. The reduction to TAS will be approximately:
A 40 kt
B 75 kt
C 60 kt
D 90 kt
Explanation: At 2110; 50 minutes from meridian at 441 kts = 367½ nm to
run.
Now need to cover 367½ nm in 55 minutes = 401 kts; reduction 40 kts.
Question 283:
The flight log gives the following data: "True track, Drift, True
heading, Magnetic variation, Magnetic heading, Compass deviation, Compass
heading" The right solution, in the same order, is:
A 119°, 3°L, 122°, 2°E, 120°, +4°, 116°

B 117°, 4°L, 121°, 1°E, 122°, -3°, 119°
C 125°, 2°R, 123°, 2°W, 121°, -4°, 117°
D 115°, 5°R, 120°, 3°W, 123°, +2°, 121°
Explanation: Tr ºT Drift Hdg ºT Var Hdg ºM

Dev. Hdg ºC
119º 3º L 122º 2ºE 120º +4º(E)
116º
Question 284:
At 0020 UTC an aircraft is crossing the 310° radial at 40 NM of a VOR/DME
station. At 0035 UTC the radial is 040° and DME distance is 40 NM.
Magnetic variation is zero. The true track and ground speed are:
A 085° - 226 kt
B 080° - 226 kt
C 088° - 232 kt
D 090° - 232 kt
Explanation: Draw a diagram.

Consider the triangle made up by the VOR, the aircraft's 0020 position
and the aircraft's 0035 position.
The angle at the VOR = 50º + 40º = 90º.
Since the two sides VOR-0020 and VOR-0035 are both 40nm it is an
isosceles triangle and the other two angles are 45º each. At 0020 the
bearing from the aircraft to the VOR is 310º - 180º = 130º so the
aircraft's track is 130º - 45º = 085º. Since the four answers are 085º,
090º, 080º and 088º it must be 085º - 226 kt.
There is absolutely no need to work out the groundspeed.
You can work out the ground speed by considering the VOR-0020-0035
triangle again.
It is a right angle triangle and we can work out the 0020-0035 distance
by trigonometry = 40/sin45º = 56.6nm.
This could also be done using Pythagoras.
This distance has been covered in 15 minutes so the groundspeed is 226
kts.
The problem is that we still have two possible answers and still have to
work out the track angle.
Top tip on a question like this is to calculate the unique value (in this
case track) and not the duplicated value (in this case groundspeed)
because it will save time.
Question 285:
A straight line on a chart 4.89 cm long represents 185 NM. The scale of
this chart is approximately:
A 1: 7 000 000
B 1: 3 500 000
C 1: 5 000 000
D 1: 6 000 000
Explanation: Scale = CD = 4.89 cm = 4.89 cm = 4.89 cm

= 1 .
ED 185nm 343 km 34,300,000 cm
7,014,315
Question 286:
Given: Required course 045°(M); Variation is 15°E; W/V is 190°(T)/30 kt;
CAS is 120 kt at FL 55 in standard atmosphere. What are the heading (°M)
and GS?
A 055° and 147 kt

B 056° and 137 kt
C 052° and 154 kt
D 036° and 151 kt
Explanation: On Nav computer calculate TAS: In AIRSPEED window put

temperature (+4ºC) next to FL55, go to CAS 120 kts on inner scale and
read TAS on outer scale: 131 kts.
Put centre dot on TAS (131 kts), rotate to put wind direction (190ºT)
under HEADING index and mark wind velocity 30 kts below centre dot on
centre line (at 101 kts).
Track (course) is 045ºM, variation 15ºE = 060ºT.
Rotate to put track (060ºT) under HEADING index and note drift 9º Port,
rotate to put track (060ºT) under drift (9ºP) and note that drift has
changed to 10º Port so put 060º under 10ºP.
Heading (under HEADING index) is 070ºT, variation 15º E = 055ºT and
groundspeed is under the wind mark, 147 kts.
Question 287:
Given: Airport elevation is 1000 ft. QNH is 988 hPa. What is the
approximate airport pressure altitude? (Assume 1 hPa = 27 FT)
A 1760 FT
B 680 FT
C - 320 FT
D 320 FT
Explanation: NO
Question 288:
The circumference of the parallel of latitude at 60°N is approximately:
A 10 800 NM
B 34 641 NM
C 18 706 NM
D 20 000 NM
Explanation: 360º Longitude x 60 = 21,600 mins Long x cos60º = 10,800nm.
Question 289:
Seasons are due to the:
A inclination of the polar axis with the ecliptic plane

B variable distance between Earth and Sun
C Earth's elliptical orbit around the Sun
D Earth's rotation on its polar axis
Explanation: It is the tilt of the Earth's axis of rotation to the plane

of ecliptic that is the main reason for the seasons. Although there is a
slight difference in the distance from the sun at aphelion and
perihelion, this is negligible in the greater scheme.
Question 290:
Given: Position 'A' N60 W020, Position 'B' N60 W021, Position 'C' N59
W020. What are, respectively, the distances from A to B and from A to C?
A 30 NM and 60 NM
B 60 NM and 30 NM
C 60 NM and 52 NM
D 52 NM and 60 NM
Explanation: A – B = 1º ChLong = 60min x cos60º = 30nm.

A – C = 1ºChLat = 60min = 60nm.
Question 291:
Given: True altitude 9000 FT, OAT -32°C, CAS 200 kt. What is the TAS?
A 220 kt
B 200 kt
C 210 kt
D 215 kt
Explanation: On the CRP-5:

In the ALTITUDE window put 9,000ft next to temperature (-32ºC)
Read True Altitude (9,000ft) on the Outer Scale and read Pressure
Altitude next to it on the Inner Scale: 10,000ft.
In the AIRSPEED window place 10,000' next to temperature (-32ºC)
Read CAS 200 kts on Inner Scale and corresponding TAS 220 kts on Outer
Scale.
Question 292:
Given: TAS is120 kt. ATA 'X' 1232 UTC, ETA 'Y' 1247 UTC, ATA 'Y' is 1250
UTC. What is ETA 'Z'?
615568.gif
A 1302 UTC
B 1303 UTC
C 1300 UTC
D 1257 UTC
Explanation: X to Y = 30nm in 18 minutes (1232 – 1250) = ground speed

100kts
Y to Z = 20nm at 100 kts = 12 minutes 1250 + 12 minutes = 1302.
Question 293:
A negative (westerly) magnetic variation signifies that:
A True North is East of Magnetic North

B True North is West of Magnetic North
C Compass North is West of Magnetic North
D Compass North is East of Magnetic North
Explanation: Westerly variation means that magnetic north is west of true

north - or true north is east of magnetic north. "Variation west magnetic
best" means that your heading measured clockwise from magnetic north is
greater than your heading measured clockwise from true north.
By convention westerly variation is negative; it is what you do to
magnetic to get true.
Question 294:
Given: The coordinates of the heliport at Issy les Moulineaux are N48°50'
E002°16.5'. What are the coordinates of the position directly on the
opposite side of the earth?
A S48°50' W177°43.5'
B S48°50' E177°43.5'
C S41°10' E177°43.5'
D S41°10' W177°43.5'
Explanation: The latitude will be the same but South instead of North.
The longitude will be 180º away: 002º16.5‟E + 180º = 182º16.5‟ so
longitude = 360º - 182º16.5‟ = 177º43.5W
Question 295:
Given: Course 040°(T), TAS is 120 kt, Wind speed 30 kt. Maximum drift
angle will be obtained for a wind direction of:
A 130°
B 120°
C 145°
D 115°
Explanation: You will have maximum drift when there is a direct cross-
wind. i.e. the wind is at 90º to your track.
Question 296:
Given: CAS 120 kt, FL 80, OAT +20°C. What is the TAS?
A 141 kt
B 120 kt
C 132 kt
D 102 kt
Explanation: On CRP5: In airspeed window put temperature (+20ºC)

next to pressure
altitude (FL80). Go to CAS (IAS), 120 kts, on inner scale and read TAS
on outer scale, 141 kts.
Question 297:
Isogonals are lines of equal:
A magnetic variation.
B wind velocity.
C pressure.
D compass deviation.
Explanation: It‟s a fact isogonals are lines of equal magnetic variation.
Question 298:
At a specific location, the value of magnetic variation:
A varies slowly over time

B depends on the magnetic heading
C depends on the true heading
D depends on the type of compass installed
Explanation: The magnetic North Pole is moving around the true North Pole
and this relative movement causes variation to change; increasing in some
places and decreasing in others.
Question 299:
Parallels of latitude, except the equator, are:
A Rhumb lines
B both Rhumb lines and Great circles
C are neither Rhumb lines nor Great circles
D Great circles
Explanation: All parallels of latitude are rhumb lines; only the Equator
is a great circle.
Question 300:
Given: FL120, OAT is ISA standard, CAS is 200 kt, Track is 222°(M),
Heading is 215°(M), Variation is 15°W. Time to fly 105 NM is 21 MIN. What
is the W/V?
A 050°(T) / 70 kt.
B 040°(T) / 105 kt.
C 055°(T) / 105 kt .
D 065°(T) / 70 kt.
Explanation: Temperature at FL120 = +15º - (2º x 12) = +15º - 24º = -9ºC.

On nav. computer in the AIRSPEED window put temperature (-9ºC) next to
pressure altitude (FL120), go to CAS (200kts) on inner main scale and
read TAS next to it on the outer scale: 239kts.
Heading = 215ºM, Variation = 15ºW, Heading = 200ºT. Track = 222ºM,
Variation = 15ºW, Track = 207ºT.
On nav. computer put time (21 minutes) on inner main scale next to
distance (105 nm) on the outer main scale; go to 60 minutes on the inner
scale and read groundspeed next to it on the outer scale: 300 kts.
On the „wind‟ side on the nav. computer put the centre dot on the TAS
(239kts), put the heading (200ºT) next to the HEADING index, mark where
the drift (7ºStbd (right)) crosses the groundspeed (300kts).
Rotate to put the mark below the centre dot and read the wind:
050ºT/70kts.
Question 301:
At latitude 60°N the scale of a Mercator projection is 1: 5 000 000. The
length on the chart between 'C' N60° E008° and 'D' N60° W008° is:
A 17.8 cm
B 35.6 cm
C 19.2 cm
D 16.2 cm
Explanation: Two stage process, first departure then chart distance.

Ch long E008 to W008 = 16º
Departure = 16º x cos 60º x 60 nm/º = 480 nm
Converting 480 nm into cm for equal units: 480 nm x 185 200 cm/nm = 88
896 000 cm
Scale at N60 = 1 : 5 000 000
Chart distance = Earth distance ÷ scale
Chart distance = 88 896 000 cm ÷ 5 000 000 = 17.78 cm
Question 302:
Given : A is N55° 000°, B is N54° E010°, The average true course of the
great circle is 100°. The true course of the rhumbline at point A is:
A 100°
B 104°
C 107°
D 096°
Explanation: The rhumb line track between two points is the same as the
mean (average) great circle track between those points.
Question 303:
The two standard parallels of a conical Lambert projection are at
N10°40'N and N41°20'. The cone constant of this chart is approximatively:
A 0.44
B 0.90
C 0.66
D 0.18
Explanation: Constant of the cone = sin parallel of origin

Parallel of origin may be assumed to be mid between the two standard
parallels.
Mean latitude of N10º40' and N41º20':
Mean latitude = (N10º40' + N41º20') ÷ 2 = N26º
Parallel of origin is at N26
Constant of the cone = sin parallel of origin
Constant of the cone = sin 26º = 0.438
Question 304:
Given: Position 'A' is N00° E100°, Position 'B' is 240°(T), 200 NM from
'A'. What is the position of 'B'?
A S01°40' E097°07'
B N01°40' E097°07'
C N01°40' E101°40'
D S01°40' E101°40'
Explanation: On a bearing of 200ºT from A to B it means the B will be

South of A (i.e. South of the Equator) and to the West of 100ºE (i.e.
longitude less than 100ºE).
Only one answer satisfies this.
Question 305:
The angle between Magnetic North and Compass North is called:
A compass deviation
B alignment error
C magnetic variation
D compass error
Explanation: Magnetic/Compass = deviation. True/Magnetic = variation.

Question 306:
The north and south magnetic poles are the only positions on the earth's
surface where:
A a freely suspended compass needle would stand vertical

B a freely suspended compass needle will stand horizontal
C the value of magnetic variation equals 90°
D a position where the horizontal component of the earth's magnetic field
is a maximum
Explanation: At the magnetic poles the angle of dip is 90º and a freely
suspended magnet will align itself with the vertical flux lines of the
Earth‟s magnetic field.
Question 307:
On a Direct Mercator chart, meridians are:
A parallel, equally spaced, vertical straight lines

B inclined, unequally spaced, curved lines that meet at the nearer pole
C parallel, unequally spaced, vertical straight lines
D inclined, equally spaced, straight lines that meet at the nearer pole
Explanation: Meridians of longitude run North/South (vertical) and are

equally spaced parallel lines.
Question 308:
On which of the following chart projections is it NOT possible to
represent the north or south poles?
A Direct Mercator
B Transverse Mercator
C Polar stereographic
D Lambert's conformal
Explanation: With the cylindrical projection of a direct Mercator it is

impossible to show either of the poles. Imagine the paper being wrapped
around the reduced Earth along the Equator leaving a hole at either end
directly above either pole. There is therefore no paper for the pole
points to cast a shadow on, i.e. it is impossible to project them.
Question 309:
Which one of the following, concerning great circles on a Direct Mercator
chart, is correct?
A With the exception of meridians and the equator, they are curves
concave to the equator
B They are all curves concave to the equator
C They are all curves convex to the equator
D They approximate to straight lines between the standard parallels
Explanation: On a Direct Mercator a straight line is a rhumb line and a
great circle is a curve concave to the Equator (or convex to the nearer
Pole) but Meridians and the Equator are both rhumb lines (and straight
lines on a Direct Mercator) and great circles.
Question 310:
On a Lambert conformal conic chart, the distance between parallels of
latitude spaced the same number of degrees apart:
A is smaller between the standard parallels than outside them

B is larger between the standard parallels and is smaller outside them
C is constant throughout the chart
D is constant between the standard parallels and is greater outside them
Explanation: The parallels of latitude on a Lambert chart are curves

concave to the pole of projection and unequally spaced because of the
scale variation. The smallest scale is at the parallel of origin from
where the distance between the parallels will increase further away from
the parallel of origin.
As the parallel of origin can be assumed to be mid between the standard
parallels, and using them as reference, the distance between parallels is
smaller between them and greater outside them (same as the scale).
Question 311:
Which one of the following statements is correct concerning the
appearance of great circles, with the exception of meridians, on a Polar
Stereographic chart whose tangency is at the pole ?
A The higher the latitude the closer they approximate to a straight line
B Any straight line is a great circle
C They are complex curves that can be convex and/or concave to the Pole
D They are curves convex to the Pole
Explanation: On a Polar Stereographic projection a great circle is a

straight line is it goes through the Pole, otherwise it is a curve,
concave to the Pole.
Question 312:
Which one of the following describes the appearance of rhumb lines,
except meridians, on a Polar Stereographic chart?
A Curves concave to the Pole

B Curves convex to the Pole
C Straight lines
D Ellipses around the Pole
Explanation: Meridians are unusual because they are both rhumb lines and
great circles.
Apart from meridians all other rhumb lines are curves concave to the
pole.
Question 313:
What is the value of the convergence factor on a Polar Stereographic
chart?
A 1.0
B 0.866
C 0.5
D 0.0
Explanation: Convergency = Change of Longitude. n = 1.
Question 314:
On a Direct Mercator, rhumb lines are:
A straight lines
B curves concave to the equator
C curves convex to the equator
D ellipses
Explanation: Any straight line drawn on a direct Mercator chart will cut
all meridians at the same angle, i.e. it is a rhumb line. A good
reference to use is the appearance of the parallels of latitude as these
are rhumb lines, and as the parallels are straight lines so will any
other rhumb line also appear as straight.
Question 315:
A useful method of a pilot resolving, during a visual flight, any
uncertainty in the aircraft's position is to maintain visual contact with
the ground and:
A set heading towards a line feature such as a coastline, motorway, river

or railway
B fly expanding circles until a pinpoint is obtained
C fly reverse headings and associated timings until the point of
departure is regained
D fly the reverse of the heading being flown prior to becoming uncertain
until a pinpoint is obtained
Explanation: Uncertainty over position arises when wrong headings have

been flown or wrong wind used; flying reciprocal headings will not take
the aircraft back to the start point. Having located a line feature it
should be tracked until a positive feature can be identified.
Question 316:
A course of 120°(T) is drawn between 'X' (61°30'N) and 'Y' (58°30'N) on a
Lambert Conformal conic chart with a scale of 1: 1 000 000 at 60°N. The
chart distance between 'X' and 'Y' is:
A 66.7 cm
B 36.0 cm
C 38.5 cm
D 33.4 cm
Explanation: Consider the triangle made up of:

A: 61°30'N on first meridian
B: 58°30'N on second meridian
C: 58°30'N on first meridian
The track AB at A is 120°T so the angle in the triangle at A = 180° -
120° = 60°
The angle in the triangle at C = 90°
Side AC = 3° latitude = 180nm
AB = hypotenuse (h) and AC = adjacent (a) to angle A
CosA = a/h therefore h = a/cosA = 180nm/cos60° = 360nm = 667.3km
Scale = CD/ED = CD/667.3km = 1/1,000,000
Therefore CD = 667.3km/1,000,000 = 66,730,000cm/1,000,000 = 66.73cm
Question 317:
Route 'A' (44°N 026°E) to 'B' (46°N 024°E) forms an angle of 35° with
longitude 026°E. Variation at A is 3°E. What is the initial magnetic
track from A to B?
A 322°
B 032°
C 038°
D 328°
Explanation: A quick diagram indicates that this track from A to B is

going north (ish) (from 44ºN to 46ºN) and west (ish) (from 026ºE to
024ºE). This means that the track will be more than 270ºT but less than
360ºT. If the angle between the track and the local meridian is 35º then
the track = 360º - 35º = 325ºT variation is 3ºE so the track is 322ºM.
Question 318:
Given: Direct Mercator chart with a scale of 1: 200 000 at equator; Chart
length from 'A' to 'B', in the vicinity of the equator, 11 cm. What is
the approximate distance from 'A' to 'B'?
A 12 NM
B 22 NM
C 14 NM
D 21 NM
Explanation: Scale = 1:200,000

Chart Distance = 11 cm
Therefore:
Earth Distance = 11 cm x 200,000
= 2,200,000 cm
= 22,000 m
= 22 km
CRP-5
Line up 22 km with KM Index at top and read Nautical Miles at side (9
o'clock position)
22 km = 11.9 NM
Question 319:
What is the radial and DME distance from CRK VOR/DME (N5150.4 W00829.7)
6112549.gif
A 030° - 33 NM
B 014° - 33 NM
C 220° - 40 NM
D 048° - 40 NM
Explanation: Plot 52º20‟N 008º10‟W and draw line from CRK through that
position. Centre protractor on CRK and align with magnetic north (use
airway W10 053ºM radial); note radial (030ºM). Using dividers or
compasses measure distance in nm (against latitude scale).
Question 320:
6112549.gif
A 311° - 38 NM
B 350° - 22 NM
C 170° - 22 NM
D 295° - 38 NM
compasses measure distance in nm (against latitude scale).
Question 321:
6112549.gif
A 039° - 48 NM
B 024° - 43 NM
C 017° - 43 NM
D 023° - 48 NM
compasses measure distance in nm against latitude scale (48 nm).
Question 322:
6112549.gif
A 113° - 38 NM
B 293° - 39 NM
C 106° - 38 NM
D 104° - 76 NM
airway B10 094ºM radial); note radial (113ºM). Using dividers or
compasses measure distance in nm against latitude scale: 38nm
Question 323:
What is the radial and DME distance from SHA VOR/DME (N5243.3 W00853.1)
6112549.gif
A 309° - 33 NM
B 324° - 17 NM
C 057° - 27 NM
D 293° - 33 NM
Explanation: Plot position 53º00‟N 009º40‟W and draw line from SHA to the
position. Put protractor over SHA, align with magnetic North and measure
radial (309ºM). With compasses or dividers measure distance from SHA to
the position using the latitude scale (33NM).
Question 324:
6112549.gif
A 035° - 30 NM
B 019° - 31 NM
C 207° - 31 NM
D 070° - 58 NM
Question 325:
6112549.gif
A 139° - 35 NM
B 132° - 36 NM
C 212° - 26 NM
D 129° - 46 NM
Explanation: Use the appropriate meridian and parallel to mark the given
position. Draw the line between the marked position and SHA VOR/DME (make
sure it is long enough to be able to read the direction when using a
protractor). Place the protractor centred on SHA VOR/DME and with North
aligned with the magnetic reference arrow. Measure the direction of the
line between SHA VOR/DME and the position. This is the radial. Use some
means of measuring distance (ruler, divider/compass or a piece of paper)
and register the length of the line between SHA VOR/DME and the position.
Use the scale along the side of the chart to find the corresponding DME
distance.
Question 326:
6112549.gif
A 214° - 37 NM
B 346° - 34 NM
C 198° - 37 NM
D 354° - 34 NM
Question 327:
What is the radial and DME distance from CON VOR/DME (N5354.8 W00849.1)
6112549.gif
A 358° - 36 NM
B 169° - 35 NM
C 214° - 26 NM
D 049° - 45 NM
Explanation: Plot 54º30‟N 009º00‟W and draw line from CON through that
position. Centre protractor on CON and align with magnetic north (use
airway B1 133ºM radial); note radial (358ºM). Using dividers or compasses
measure distance in nm (against latitude scale): 36nm.
Question 328:
6112549.gif
A 088° - 29 NM
B 260° - 30 NM
C 320° - 8 NM
D 094° - 64 NM
measure distance in nm (against latitude scale): 29nm.
Question 329:
6112549.gif
A 140° - 23 NM
B 119° - 42 NM
C 240° - 24 NM
D 311° - 22 NM
Explanation: Plot position 53º40‟N 008º20‟W and draw line from CON to the
position. Put protractor over CON, align with magnetic North and measure
radial (140ºM). With compasses or dividers measure distance from CON to
Question 330:
6112549.gif
A 233° - 35 NM
B 025° - 38 NM
C 165° - 27 NM
D 335° - 43 NM
measure distance in nm (against latitude scale).
Question 331:
What is the average track (°M) and distance between CRN NDB (N5318.1
W00856.5) and BEL VOR (N5439.7 W00613.8)?
6112549.gif
A 058° - 128 NM
B 237° - 130 NM
C 229° - 125 NM
D 089° - 95 NM
Explanation: Draw line from CRN to BEL. Centre protractor on CRN and
align with magnetic north (use airway W15 090ºM radial); note radial
(057ºM). Using dividers or compasses measure distance in nm against
latitude scale: 126nm.
Question 332:
What is the average track (°T) and distance between CON VOR (N5354.8
W00849.1) and BEL VOR (N5439.7 W00613.8)?
6112549.gif
A 063° - 101 NM
B 293° - 98 NM
C 113° - 97 NM
D 071° - 100 NM
Explanation: Draw a line from CON to BEL. Centre the protractor on the
line where it crosses 008ºW and align the protractor with the meridian.
Note the track is 063ºT. Measure the distance with dividers or compasses
using the latitude scale.
Question 333:
What is the average track (°T) and distance between SLG NDB (N5416.7
W00836.0) and CFN NDB (N5502.6 W00820.4)?
6112549.gif
A 011° - 47 NM
B 191° - 45 NM
C 020° - 46 NM
D 348° - 46 NM
Explanation: Draw a line from SLG to CFN. Centre the protractor on SLG
align the protractor with the 009ºW meridian. Note the track is 011ºT.
Measure the distance with dividers or compasses using the latitude scale
(47nm).
Question 334:
What is the average track (°T) and distance between WTD NDB (N5211.3
W00705.0) and FOY NDB (N5234.0 W00911.7)?
6112549.gif
A 286° - 81 NM
B 075° - 81 NM
C 277° - 83 NM
D 294° - 80 NM
Explanation: The average true track will be found at the mid-point.

Draw a line to represent the track from WTD to FOY.
Locate the mid-point of the line.
Centre the protractor on the mid-point and align the protractor with True
North.
Measure the track against the edge of the protractor = 286ºT.
Measure the distance between the two points with dividers or compasses
using the chart scale or the nearest meridian = 81 NM.
Question 335:
What is the average track (°T) and distance between WTD NDB (N5211.3
W00705.0) and SLG NDB (N5416.7 W00836.0)?
6112549.gif
A 336° - 137 NM
B 164° - 138 NM
C 344° - 139 NM
D 156° - 136 NM
Explanation: Put the protractor over SHA and align it with magnetic North
(the 052ºM and 115ºM radials on the chart will help with this alignment)
and plot the 120ºM radial. With compasses and using the latitude scale
arc off 35nm from SHA. Where they cross is where you are: 52º30‟N
008º00‟W.
Question 336:
What is the average track (°T) and distance between SHA VOR (N5243.3
W00853.1) and CON VOR (N5354.8 W00849.1)?
6112549.gif
A 002° - 72 NM
B 010° - 71 NM
C 006° - 71 NM
D 358° - 72 NM
Explanation: Draw a line from SHA to CON. Centre the protractor on SHA
align the protractor with the 009ºW meridian. Note the track is 002ºT.
Measure the distance with dividers or compasses using the latitude scale
(72nm).
Question 337:
What is the average track (°T) and distance between BAL VOR (N5318.0
W00626.9) and CRN NDB (N5318.1 W00856.5)?
6112549.gif
A 270° - 90 NM
B 272° - 89 NM
C 268° - 91 NM
D 278° - 89 NM
Explanation: Draw a line from BAL to CRN. Centre the protractor on the
track and align the protractor with the 008ºW meridian. Note the track is
270ºT. Measure the distance with dividers or compasses using the latitude
scale (90nm).
Question 338:
What is the average track (°T) and distance between BAL VOR (N5318.0
W00626.9) and CFN NDB (N5502.6 W00820.4)?
6112549.gif
A 327° - 124 NM
B 320° - 127 NM
C 335° - 128 NM
D 330° - 130 NM
Explanation: Draw a line from BAL to CFN.

Mark the centre of the track.
Put your protractor on the centre point, aligning the protractor with
True North.
Now carefully measure the track against the edge of the protractor =
327°T.
Now measure along the scale at the left of the chart, the distance is
seen to be 124 NM.
Don‟t forget that the most accurate place to measure the distance is
using the nearest meridian where 1‟ is 1NM.
Question 339:
What is the average track (°T) and distance between CRN NDB (N5318.1
W00856.5) and EKN NDB (N5423.6 W00738.7)?
6112549.gif
A 035° - 80 NM
B 044° - 82 NM
C 031° - 81 NM
D 042° - 83 NM
Explanation: Draw a line from CRN to EKN. Centre the protractor on the
track and align the protractor with the 008ºW meridian. Note the track is
035ºT. Measure the distance with dividers or compasses using the latitude
scale (80nm).
Question 340:
Given: SHA VOR (N5243.3 W00853.1) radial 223°, CRK VOR (N5150.4 W00829.7)
radial 322°. What is the aircraft position?
6112549.gif
A N5220 W00920
B N5230 W00910
C N5210 W00930
D N5210 W00910
and plot the 223ºM radial. put the protractor over CRK and align it with
magnetic North (the 053ºM and 353ºM radials on the chart will help with
this alignment) and plot the 322ºM radial. Where they cross is where you
are: 52º10‟N 009º20‟W.
Question 341:
6112549.gif
A N5210 W00910
B N5215 W00917
C N5205 W00915
D N5118 W00913
Explanation: Centre protractor on CRK and align with magnetic north (use
airway W10 053ºM radial); plot radial 317ºM). Centre protractor on SHA
and align with magnetic north (use airway W12 080ºM radial); plot radial
205ºM. Where they cross is where you are.
Question 342:
6112549.gif
A N5230 W00800
B N5240 W00750
C N5220 W00750
D N5225 W00805
and align with magnetic north (use airway W12 080ºM radial); plot radial
Question 343:
6112549.gif
A N5220 W00750
B N5205 W00755
C N5210 W00750
D N5215 W00755
and align with magnetic north (use airway G1 115ºM radial); plot radial
Question 344:
6112549.gif
A N5210 W00800
B N5200 W00800
C N5155 W00810
D N5205 W00805
Explanation: Use Chart E(LO) 1 and NOT the photocopy.

If you align your protractor with CRK Magnetic North you will note that
Airway W10 which is shown as being aligned with 053° on the chart is
actually aligned with 053° on the protractor, however, Airway B10 which
is shown as being aligned with 094° on the chart is actually aligned with
092° on the protractor.
Similarly, if you align your protractor with SHA Magnetic North you will
note that Airway G1 which is shown as being aligned with 115° on the
chart is actually aligned with 118° on the protractor and Airway G4 which
is shown as being aligned with 173° on the chart is actually aligned with
176° on the protractor.
It is for this reason that we advise you to align your protractor with
the Airway nearest the magnetic track that you are plotting and not
Magnetic North. This will achieve the smallest margin of error.
Question 345:
Given: SHA VOR/DME (N5243.3 W00853.1) radial 120°/35 NM. What is the
aircraft position?
6112549.gif
A N5230 W00800
B N5225 W00805
C N5240 W00750
D N5220 W00750
Explanation: Align the protractor North with the magnetic reference arrow
above the SHA VOR/DME symbol and make a mark at the 120º marking. Draw a
line from SHA VOR/DME in the direction of the mark (make sure it is long
enough for the 35 nm distance). Use some means of measuring distance
(ruler, divider/compass or a piece of paper) and register the appropriate
length of 35 nm using the scale along the side of the chart. Mark this
distance along the line from SHA VOR/DME and find the coordinates from
the nearby meridian/parallel.
Question 346:
aircraft position?
6112549.gif
A N5210 W00830
B N5208 W00840
C N5315 W00915
D N5317 W00908
008º30‟W.
Question 347:
aircraft position?
6112549.gif
A N5220 W00930
B N5228 W00935
C N5303 W00810
D N5305 W00815
009º30‟W.
Question 348:
aircraft position?
6112549.gif
A N5330 W00830
B N5200 W0925
C N5155 W00915
D N5328 W00820
Explanation: Centre protractor on SHA and align with magnetic north (use
airway W12 080ºM radial); plot radial 205ºM. With compasses and using
latitude scale for distance arc off 49nm from SHA. Where they cross is
where you are.
Question 349:
aircraft position?
6112549.gif
A N5300 W00830
B N5225 W00917
C N5228 W00920
D N5258 W00825
Explanation: Centre protractor on SHA and align with magnetic north (use
airway W13 052ºM radial); plot radial 048ºM. With compasses and using
latitude scale for distance arc off 22nm from SHA. Where they cross is
where you are.
Question 350:
Given: SHA VOR N5243.3 W00853.1, CRK VOR N5150.4 W00829.7. Aircraft
position N5220 W00910 Which of the following lists two radials that are
applicable to the aircraft position?
6112549.gif
A SHA 214° CRK 330°

B SHA 033° CRK 149°
C SHA 025° CRK 141°
D SHA 205° CRK 321°
Explanation: Plot 52º20‟N 009º10‟W, draw line from CRK through that
position and draw line from SHA through that position. Centre protractor
on CRK and align with magnetic north (use airway W10 053ºM radial); note
radial (328ºM). Centre protractor on SHA and align with magnetic north
(use airway G1 115ºM radial); note radial (212ºM).
Question 351:
6112549.gif
A SHA 131° CRK 017°

B SHA 312° CRK 197°
C SHA 124° CRK 009°
D SHA 304° CRK 189°
Question 352:
6112549.gif
A SHA 248° CRK 325°

B SHA 068° CRK 145°
C SHA 240° CRK 137°
D SHA 060° CRK 138°
Question 353:
Given: SHA VOR N5243.3 W00853.1, CON VOR N5354.8 W00849.1, Aircraft
6112549.gif
A SHA 042° CON 138°

B SHA 033° CON 130°
C SHA 221° CON 318°
D SHA 213° CON 310°
Explanation: Plot position 53º30‟N 008º00‟W and draw lines from SHA and
CON through that position. Put the protractor over SHA and align it with
magnetic North (the 052ºM and 115ºM radials on the chart will help with
this alignment) and measure the radial through the position (042ºM). Put
the protractor over CON and align it with magnetic North (the 113ºM
radial on the chart will help with this alignment) and measure the radial
through the position (138ºM).
Question 354:
Given: SHA VOR N5243.3 W00853.1, CON VOR N5354.8 W00849.1. Aircraft
6112549.gif
A SHA 325° CON 235°

B SHA 317° CON 226°
C SHA 145° CON 055°
D SHA 137° CON 046°
Explanation: Plot 53º20‟N 009º50‟W, draw line from CON through that
on CON and align with magnetic north (use airway B1 113ºM radial); note
Question 355:
Given: SHA VOR (N5243.3 W00853.1) DME 50 NM, CRK VOR (N5150.4 W00829.7)
DME 41 NM, Aircraft heading 270°(M), Both DME distances increasing. What
is the aircraft position?
6112549.gif
A N5200 W00935
B N5215 W00745
C N5235 W00750
D N5215 W00940
Explanation: With compasses and using the latitude scale draw arcs of
50NM from SHA and 41NM from CRK. If the aircraft is heading West and the
ranges are increasing it must be at the westerly intersection of these
two arcs: 52º00‟N 009º35‟W.
Question 356:
Given: SHA VOR (N5243.3 W00853.1) DME 41 NM, CRK VOR (N5150.4 W00829.7)
DME 30 NM, Aircraft heading 270°(M), Both DME distances decreasing. What
6112549.gif
A N5215 W00805
B N5205 W00915
C N5225 W00810
D N5215 W00915
Explanation: With compasses and using the latitude scale draw arcs of
41NM from SHA and 30NM from CRK. If the aircraft is heading West and the
ranges are decreasing it must be at the easterly intersection of these
two arcs: 52º15‟N 008º05‟W.
At the Easterly intersection which CAN be plotted on the chart and at the
given coordinates, on a heading of 270 the DME distances would be
decreasing (as the aircraft is flying into the plotted circles).
Question 357:
Given: CRN VOR (N5318.1 W00856.5) DME 18 NM, SHA VOR (N5243.3 W00853.1)
6112549.gif
A N5310 W00830
B N5355 W00825
C N5252 W00923
D N5307 W00923
Explanation: With compasses and using latitude scale for distance arc off
18nm from CRN. With compasses and using latitude scale for distance arc
off 30nm from SHA. They intersect at two points but, since the aircraft
is on a westerly heading and the ranges are decreasing, the aircraft must
be at the easterly intersection.
Question 358:
Given: CRN VOR (N5318.1 W00856.5) DME 34 NM, SHA VOR (N5243.3 W00853.1)
DME 26 NM, Aircraft heading 090°(M), Both DME distances increasing. What
6112549.gif
A N5255 W00815
B N5310 W00820
C N5305 W00930
D N5250 W0030
off 26nm from SHA. They intersect at two points but, since the aircraft
is on aa easterly heading and the ranges are increasing, the aircraft
must be at the easterly intersection.
Question 359:
Given: CON VOR (N5354.8 W00849.1) DME 30 NM, CRN VOR (N5318.1 W00856.5)
6112549.gif
A N5330 W00820
B N5343 W00925
C N5337 W00820
D N5335 W00925
off 30nm from CON. They intersect at two points but, since the aircraft
is on a westerly heading and the ranges are decreasing, the aircraft must
be at the easterly intersection.
Question 360:
Given: CRK VOR/DME (N5150.4 W00829.7) Kerry aerodrome (N5210.9 W00931.4).
What is the CRK radial and DME distance when overhead Kerry aerodrome?
6112549.gif
A 307° - 43 NM
B 119° - 44 NM
C 299° - 42 NM
D 127° - 45 NM
Explanation: Draw line from CRK to Kerry. Put protractor over CRK, align
with magnetic North and measure radial (307ºM). With compasses or
dividers measure distance from CRK to Kerry using the latitude scale
(43NM).
Question 361:
Given: SHA VOR/DME (N5243.3 W00853.1), Birr aerodrome (N5304 W00754).
What is the SHA radial and DME distance when overhead Birr aerodrome?
6112549.gif
A 068° - 41 NM
B 240° - 41 NM
C 060° - 42 Nm
D 248° - 42 NM
Explanation: Draw line from SHA to Birr. Put protractor over SHA, align
with magnetic North and measure radial (068ºM). With compasses or
dividers measure distance from SHA to Birr using the latitude scale
(41NM).
Question 362:
Given: SHA VOR/DME (N5243.3 W00853.1), Connemara aerodrome (N5314
W00928), What is the SHA radial and DME distance when overhead Connemara
aerodrome?
6112549.gif
A 333° - 37 NM
B 146° - 38 NM
C 154° - 38 NM
D 326° - 37 NM
Explanation: Draw line from SHA to Connemara. Put protractor over SHA,
align with magnetic North and measure the radial (333ºM). With compasses
or dividers measure distance from SHA to Connemara using the latitude
scale (37nm).
Question 363:
Given: CON VOR/DME (N5354.8 W00849.1), Castlebar aerodrome (N5351
W00917), What is the CON radial and DME distance when overhead Castlebar
aerodrome?
6112549.gif
A 265° - 17 NM
B 077° - 18 NM
C 257° - 17 NM
D 086° - 18 NM
Explanation: Draw line from CON through Castlebar. Centre protractor on

CON and align with magnetic north (use airway B1 113ºM radial); note
radial (265ºM). Using dividers or compasses measure distance in nm
(against latitude scale).
Question 364:
Given: CON VOR/DME (N5354.8 W00849.1), Abbey Shrule aerodrome (N5335
W00739), What is the CON radial and DME distance when overhead Abbey
Shrule aerodrome?
6112549.gif
A 123° - 46 NM
B 116° - 47 NM
C 296° - 46 NM
D 304° - 47 NM
Explanation: Draw line from CON through Abbey Shrule. Centre protractor
on CON and align with magnetic north (use airway B1 113ºM radial); note
radial (124ºM). Using dividers or compasses measure distance in nm
against latitude scale: 46nm.
Question 365:
What feature is shown on the chart at position N5211 W00931?
6112549.gif
A KERRY/Farranfore aerodrome
B Waterford NDB
C Punchestown aerodrome
D Connemara aerodrome
Explanation: Plot the Lat/Long: Kerry/Farranfore aerodrome.
Question 366:
6112549.gif
A TUSKAR ROCK LT.H. NDB

B KERRY/Farranfore aerodrome
C Clonbullogue aerodrome
D WTD NDB
Explanation: Plot the Lat/Long: Tuskar Rock lighthouse NDB.
Question 367:
6112549.gif
A Punchestown aerodrome
B Connemara aerodrome
D KERRY/Farranfore aerodrome
Explanation: Plot the Lat/Long: Punchestown Aerodrome.
Question 368:
6112549.gif
A Castlebar aerodrome
B Connaught aerodrome
C Brittas Bay aerodrome
D Connemara aerodrome
Explanation: Find the appropriate meridian and parallel and plot the
position.
Question 369:
6112549.gif
A EAGLE ISLAND LT.H. NDB

B Belmullet aerodrome
D Carnmore aerodrome
Explanation: Plot the Lat/Long: EAGLE ISLAND LT. H.
Question 370:
Which of the following lists all the aeronautical chart symbols shown at
position N5150.4 W00829.7?
6112549.gif
A civil airport: VOR: DME: compulsory reporting point

B VOR: DME: NDB:compulsory reporting point
C civil airport: VOR: non-compulsory reporting point
D VOR: DME: NDB: ILS
Explanation: We are looking at Cork; a civil airport where the VOR/DME is

a compulsory reporting point. There are two ILSs but the NDBs are not at
the airfield.
Question 371:
position N5318.0 W00626.9?
6112549.gif
A military airport: VOR: DME

B military airport: VOR: NDB
C VOR: DME: danger area
D civil airport: VOR: DME
Explanation: There is the only military airfield in the Irish Republic

(Casement Air Base) with a VOR/DME; no NDB or danger area.
Question 372:
position N5416.7 W00836.0?
6112549.gif
A civil airport: NDB: DME: compulsory reporting point

B civil airport: VOR: DME: non-compulsory reporting point
C VOR: DME: NDB: non-compulsory reporting point
D VOR: DME: NDB: compulsory reporting point
Explanation: This is Sligo. The scalloped edge circle indicates that it

is a civil airport and the solid green triangle indicates a compulsory
reporting point associated with the NDB (SLG frequency 384). There is
also a DME (SLG) on channel 27 (109.0).
Question 373:
position N5318.1 W00856.5?
6112549.gif
A civil airport: NDB: DME: non-compulsory reporting point

B VOR: DME: NDB: compulsory reporting point
C civil airport: VOR: DME: non-compulsory reporting point
D VOR: DME: NDB: compulsory reporting point
Explanation: Carnmore: no VOR.
Question 374:
position N5211 W00705?
6112549.gif
A civil airport: NDB

B NDB: ILS
C VOR: NDB
D civil airport: ILS
Explanation: If you check the Jeppesen decode for the symbol that we all
happily assume is an ILS approach it is not necessarily just that. It
could be:
LOC - Localizer, or
LDA - Localizer-type Directional Aid, or
SDF - Simplified Directional Facility.
There is definitely a civil airport with an NDB. There may or may not be
an ILS. Since we can only select two out of three we must go for the
certainties; i.e. a civil airport and the NDB.
Question 375:
Which of the aeronautical chart symbols indicates a VOR/DME?
61162637.gif
A 5
B 2
C 7
D 6
Explanation: 3 = VOR, 4 = DME, 5 = VOR/DME, 6 = TACAN
Question 376:
Which of the aeronautical chart symbols indicates a DME?
61162637.gif
A 4
B 6
C 5
D 3
Explanation: Standard ICAO aeronautical chart symbols. 3 = VOR 4 = DME 5

= VOR/DME 6 = TACAN
Question 377:
Which of the aeronautical chart symbols indicates a VOR?
61162637.gif
A 3
B 5
C 6
D 2
Explanation: 2 = NDB, 3 = VOR, 5 = VOR/DME, 6 = TACAN
Question 378:
Which of the aeronautical chart symbols indicates an NDB?
61162637.gif
A 2
B 6
C 4
D 3
Explanation: 2 = NDB, 3 = VOR, 4 = DME, 6 = TACAN
Question 379:
Which of the aeronautical chart symbols indicates a basic, non-specified,
navigation aid?
61162637.gif
A 1
B 3
C 6
D 2
Explanation: 1 = unspecified nav aid, 2 = NDB, 3 = VOR, 6 = TACAN
Question 380:
Which of the aeronautical chart symbols indicates a TACAN?
61162637.gif
A 6
B 2
C 1
D 7
Explanation: 1 = unspecified nav aid, 2 = NDB, 6 = TACAN, 7 = VORTAC
Question 381:
Which of the aeronautical chart symbols indicates a VORTAC?
61162637.gif
A 7
B 6
C 1
D 3
Explanation: Some memorising required

1. Navigation Aid
2. NDB
3. VOR
4. DME
5. Co-located VOR/DME
6. TACAN
7. VORTAC
8. Unlighted Obstacle
9. Lighted Obstacle
10. Multiple Unlighted Obstacle
11. Multiple Lighted Obstacle
12. Exceptionally High Unlighted Obstacle
13. Exceptionally High Lighted Obstacle
14. Marine Light (F = Fixed)
15. Aeronautical Ground Light
16. Lightship
Question 382:
Which aeronautical chart symbol indicates a Flight Information Region
(FIR) boundary?
61162635.gif
A 1
B 3
C 5
D 4
Explanation: 1 – Flight Information Region (FIR) boundary

2 – Control Zone boundary
Question 383:
Which aeronautical chart symbol indicates a Control Zone boundary?
61162635.gif
A 2
B 3
C 5
D 4
Explanation: 1 – Flight Information Region (FIR) boundary

2 – Control Zone boundary
Question 384:
Which aeronautical chart symbol indicates an uncontrolled route?
61162635.gif
A 4
B 5
C 3
D 2
Explanation: The chart symbols referred to are ICAO standard symbols as

shown in ICAO Annex 4. Jeppesen and other cartographers may decide to use
other symbols. Full details are provided during the two week course
before the exams, amendments to issue 4 of the notes are available via
our website and details have been incorporated in issue 5.
Question 385:
Which aeronautical chart symbol indicates the boundary of advisory
airspace?
6112621.gif
A 5
B 3
C 4
D 2
Explanation: 2 = Airway, 3 = Control zone boundary, 4 = Uncontrolled

route, 5 = Advisory airspace.
Question 386:
Which aeronautical chart symbol indicates a non-compulsory reporting
point?
6112621.gif
A 6
B 15
C 8
D 7
Explanation: 5 = advisory airspace, 6 = non-compulsory reporting point, 7

= compulsory reporting point, 8 = way point.
Question 387:
Which aeronautical chart symbol indicates a compulsory reporting point?
6112621.gif
A 7
B 6
C 15
D 8
Explanation: 6 - non-compulsory reporting point

7- compulsory reporting point
8 - way point
15 - aeronautical ground light
Question 388:
Which aeronautical chart symbol indicates a Way-point?
61162635.gif
A 8
B 5
C 7
D 6
Explanation: 5 = advisory airspace, 6 = non-compulsory reporting point, 7

= compulsory reporting point, 8 = way point.
Question 389:
Which aeronautical chart symbol indicates an unlighted obstacle?
61162637.gif
A 8
B 12
C 10
D 11
Explanation: 8 = unlighted obstacle, 10 = unlighted group of obstacles,

11 = lighted group of obstacles, 12 = exceptionally high obstacle.
Question 390:
Which aeronautical chart symbol indicates a lighted obstacle?
61162637.gif
A 9
B 12
C 10
D 11
Explanation: 9 = lighted obstacle, 10 = unlighted group of obstacles, 11

= lighted group of obstacles, 12 = exceptionally high obstacle.
Question 391:
Which aeronautical chart symbol indicates a group of unlighted obstacles?
61162637.gif
A 10
B 12
C 9
D 13
= exceptionally high unlighted obstacle, 13 = exceptionally high lighted
obstacle,
Question 392:
Which aeronautical chart symbol indicates a group of lighted obstacles?
61162637.gif
A 11
B 9
C 10
D 12

Question 393:
Which aeronautical chart symbol indicates an exceptionally high unlighted
obstacle?
61162637.gif
A 12
B 10
C 11
D 9

Question 394:
Which aeronautical chart symbol indicates an exceptionally high lighted
obstacle?
61162637.gif
A 13
B 10
C 14
D 12
Explanation: 10 = unlighted group of obstacles, 12 = exceptionally high

unlighted obstacle, 13 = exceptionally high lighted obstacle, 14 = fixed
marine light.
Question 395:
What is the meaning of aeronautical chart symbol No. 15?
61162637.gif
A Aeronautical ground light

B Lighthouse
C Visual reference point
D Hazard to aerial navigation
Explanation: 15 = aeronautical ground light.
Question 396:
What is the meaning of aeronautical chart symbol No. 16?
61162637.gif
A Lightship
B Off-shore helicopter landing platform
C Shipwreck showing above the surface at low tide
D Off-shore lighthouse
Explanation: 16 = light ship.
Question 397:
Which aeronautical chart symbol indicates an aeronautical ground light?
61162637.gif
A 15
B 16
C 14
D 10
Explanation: Standard ICAO aeronautical chart symbols. 10 = Multiple

obstacles (unlighted) 14 = Marine light 15 = Aeronautical ground light 16
= Lightship
Question 398:
Which aeronautical chart symbol indicates a lightship?
61162637.gif
A 16
B 14
C 12
D 10
Explanation: Standard ICAO aeronautical chart symbols. 10 = Multiple

obstacles (unlighted) 12 = Single, exceptionally high obstacle
(unlighted) 14 = Marine light 16 = Lightship
Question 399:
"A" latitude is 00°N/S "B" is located at 33°N, 101°E. True track (great
circle) from "A" to "B", at "B", is 090°. The initial true track of the
great circle at "A" is:
A 057°
B 237°
C 303°
D 123°
Explanation: There is one alternative for a direction in each quadrant

(northeast, southeast, southwest and northwest). As “A” lies to the
northeast of “B”, the direction of the great circle initial track at “A”
must be northwest, leaving 057º as the only plausible alternative.
Question 400:
The horizontal component of the earth's magnetic field:
A Is approximately the same at magnetic latitudes 50°N and 50°S.

B Is approximately the same at all magnetic latitudes lass than 60°.
C Weakens with increasing distance from the magnetic poles.
D Weakens with increasing distance from the nearer magnetic pole.
Explanation: The horizontal component of the Earth's magnetic field is

strongest at the magnetic equator and weakest at the magnetic poles. As
the magnetic equator is roughly in the region of the Equator, the
behaviour of the Earth's magnetic field will be very similar in the two
hemispheres. This means that the horizontal component will be roughly the
same at N50 and S50.
Question 401:
Direct reading compass (DRC) deviation table is: Course: 000 030 060 090
120 150 180 210 240 270 300 330 Steer: 359 030 061 092 121 150 178 209
242 272 298 331 Direct reading compass indicates a heading 242°. Magnetic
variation in this area is 22°E. The true aircraft heading is:
A 262°
B 258°
C 218°
D 214°
Explanation: Compass heading is 242º. This is the heading the aeroplane

is steering, thus find the appropriate number on the “steer” line. The
corresponding number on the “course” line is the magnetic heading.
Then correct for variation to find the true heading.
Steer: 242º
Course: 240º
Var.: E22º
TH: 262º
Question 402:
Direct reading compass (DRC) deviation table is: Course: 000 030 060 090
120 150 180 210 240 270 300 330 Steer: 359 030 061 092 121 150 178 209
242 272 298 331 You have to maintain the heading 155°(T). Magnetic
variation is 10°W. The compass heading to follow is:
A 164°
B 145°
C 146°
D 165°
Explanation: True heading is 155º. Apply variation and then find the
appropriate number on the “course” line, which is the magnetic heading
and then find the corresponding compass heading on the “steer” line.
TH: 155º
Var.: W10º
Course: 165º
Steer: 164º
As the magnetic heading is mid between two numbers on the “course” line,
we must interpolate:
Course: 150º – 180º
Steer: 150º – 178º
As 165º is mid between 150º and 180º, the compass heading will be mid
between 150º and 178º, i.e. 164º heading to steer.
Question 403:
During pre-flight check, serviceability of a direct reading standby
compass indication can be compared preferably with: 1 - runway direction
during line-up 2 - main compass indication 3 - test VOR indication 4 - an
ADF bearing 5 - an Airborne Weather Radar bearing The combination
regrouping all the correct statements is:
A 1 and 2
B 1,2 and 3
C 1,4 and 5
D 1,2,3,4 and 5
Explanation: Only features with a known magnetic direction can be used as

reference to check the direct reading compass.
Of the alternatives given only runway direction and the indication on a
main compass system, i.e. remote indicating compass system, are suitable
for reference as none of the others provide any reference to magnetic
North.
Question 404:
Correct statement about a polar stereographic chart is:
A The closer the pole the higher straight line chart approximates the
great circle.
B Distance in NM between 2 positions on the straight line chart is
shorter that the distance on the rhumb line.
C Generally, distance in NM on the straight line chart will be closer of
the rhumb line distance than the great circle distance.
D Exact great circle turns his curve to the pole.
Explanation: NO
Question 405:
CAS is: 320 kt Flight level: 330 OAT: ISA +15°C TAS is approximately
(compressibility factor 0.939):
A 530 kt
B 560 kt
C 340 kt
D 265 kt
Explanation: Use the CRP5 to find the TAS. OAT = (+15ºC – ( 2ºC x
altitude ÷ 1000 ft)) + ISA dev = (+15ºC – (2ºC x 33 000 ft ÷ 1000 ft)) +
(+15ºC) = -36ºC In the airspeed window, place -36ºC on the temperature
scale against 33 (000) ft. Find the CAS of 320 kts on the inner scale and
read off the TAS on the outer scale, Approximately 560 kts. As this TAS
is in excess of 300 kts, it is necessary to adjust for compressibility.
For this questions there are two options, either use the CRP5 or the
compressibility given. For CRP5 use the compressibility window (starting
with the CRP5 in the position found above) and calculate the correction
to be made: Compressibility correction = TAS – 300 ÷ 100 = 560 – 300 ÷
100 = 2.6 Move the CRP5 2.6 units in the direction of the arrow (anti-
clockwise). 1 line/mark = 1 unit. Find the CAS of 320 kts on the inner
scale and read off the correct TAS on the outer scale: Approximately 530
kts. Alternatively use the compressibility factor in the question: TAS =
uncorrected TAS x compressibility factor = 560 kts x 0.939 = 526 kts
Question 406:
Given: Mach number: 0.8 Flight level: 330 OAT: ISA +15°C TAS is
approximately (compressibility factor 0.94):
A 450 kt
B 480 kt
C 420 kt
D 265 kt
Explanation: Compressibility error is not a factor of the Mach Meter but

it would appear that it has been used to obtain the answer the examiners
are expecting ie TAS 480 X 0.94 = 451kts, closest answer 450kts.
The correct way to work this out is to work out the ISA temp = -51ºC so
OAT is -36ºC. Place -36º against 0.8 mach on the CRP5 and you arrive at
the actual correct answer of 480kts (but this is not the answer we
believe they are looking for).
We advise you to appeal this question if it appears on your exam.
Question 407:
During visual navigation in freezing conditions, after heavy snowfall,
which of the following landmark will give the best reference for a visual
checkpoint:
A a large river
B a railway
C a country road
D an electrical line
Explanation: Shortly after a heavy snowfall, all features tend to be

covered by snow and when looking from above the landscape appear white
and featureless. The only feature which will stand out is a large river
as it is less likely to be frozen, especially if ships sail on it as well
keeping it open.
Question 408:
Given: Compass Heading 090°, Deviation 2°W, Variation 12°E, TAS 160 kt.
Whilst maintaining a radial 070° from a VOR station, the aircraft flies a
ground distance of 14 NM in 6 MIN. What is the W/V °(T)?
A 160°/50 kt
B 155°/25 kt
C 340°/25 kt
D 340°/98 kt
Explanation: Heading: 090ºC, Dev 2ºW, 088ºM, Var 12ºE = 100ºT. TAS = 160
kts.
Track = 070ºM, Var 12E = 082ºT. Groundspeed: 14 nm in 6 minutes = 140
kts.
On the Nav Computer: Centre dot on TAS 160kts, put the heading, 100ºT,
under the HEADING index. With heading 100ºT and track 082ºT the drift is
18º Port (left). Mark the wind vector where the drift (18º Port) crosses
the groundspeed (140kts). Rotate to put this mark under the centre dot
and read the wind: 160ºT/50kts.
Question 409:
Given: M 0.80, OAT -50°C, FL 330, GS 490 kt, VAR 20°W, Magnetic heading
140°, Drift is 11° Right. Calculate the true W/V?
A 020°/95 kt
B 025°/47 kt
C 200°/95 kt
D 025°/45 kt
Explanation: CPR-5 Put -50 under Mach Nr index (AIRSPEEDWINDOW) , 0.80

(inner scale) , is TAS 465 (outer scale)!
HDG 140° Mag - VAR 20° W = HDG 120° TRUE
CRP-5 wind side: Put in the TAS 465 under blue dot, now put in the HDG
120° TRUE , now mark the drift
11 Right under the Groundspeed 490 (.)
Rotate the (.) under your TAS and read an W/V of 020/95.....
Question 410:
Given: Pressure Altitude 29000 FT, OAT -55°C. Calculate the Density
Altitude?
A 27500 FT
B 31000 FT
C 26000 FT
D 33500 FT
Explanation: FL290 ISA =+15º - (2º x 29) Pressure altitude

= 29,000 ft
= -43ºC Diff = 120 ft x -12ºC
= -1,440 ft
OAT = -55ºC Density Altitude = 27,560
ft
ISA deviation = -12ºC
Question 411:
Given: value for the flattening of the Earth is 1/298. Earth's semi-major
axis, as measured at the equator, equals 6378.4 km. What is the semi-
minor axis (km) of the earth at the axis of the poles?
A 6 357.0
B 6 367.0
C 6 399.9
D 6 378.4
Explanation:
Question 412:
Given: A polar stereographic chart of the northern hemisphere whose grid
is aligned with the zero meridian. Grid track 344°, Longitude 115°00'W,
Calculate the true course?
A 229°
B 049°
C 279°
D 099°
Explanation:
Question 413:
A nautical mile is:
A 1852 metres
B 1012 metres
C 1500metres
D 1609 metres
Explanation: Calculator: 6,080 ÷ 3.28 = 1,853 metres

CRP5: Put 1 on „naut.m‟ index, go to „km-m-ltr‟ index and read distance
= 1,852 metres
Question 414:
A straight line is drawn on a Lamberts conformal conic chart between two
positions of different longitude. The angular difference between the
initial true track and the final true track of the line is equal to:
A chart convergency
B conversion angle
C difference in longitude
D earth convergency
Explanation: Convergency as depicted on the chart.
Question 415:
An aircraft is descending down a 6% slope whilst maintaining a G/S of 300
kt. The rate of descent of the aircraft is approximately:
A 1800 FT/MIN
B 900 FT/MIN
C 3600 FT/MIN
D 10800 FT/MIN
Explanation: Rates of descent are easily worked out on the whizz wheel
(that wonderful device used by professionals; i.e. navigators). If the
glide slope angle is given in degrees put the 60 on the inner scale next
to glide slope angle on the outer scale. If it is given as a percentage
put the 10 on the inner scale next to the glide slope percentage on the
outer scale. Now go to the groundspeed in knots on the inner scale and
next to it is rate of descent in feet per minute on the outer scale.
Question 416:
Given: CAS 120 kt, FL 80, OAT +20°C. What is the TAS?
A 141 kt
B 102 kt
C 132 kt
D 120 kt
Explanation: On the Nav Computer, in the AIRSPEED window put the

temperature (+20ºC) next to the pressure altitude (FL80 = pressure
altitude 8,000 ft). Go to CAS (120 kts) on the inner main scale and read
TAS next to it on the outer scale: 141 kts.
Question 417:
Morning Civil twilight begins when:
A the centre of the sun is 6° below the celestial horizon

B the sun's upper edge is tangential to the celestial horizon
C the centre of the sun is 12° below the celestial horizon
D the centre of the sun is 18° below the celestial horizon
Explanation: Morning civil twilight begins when the Sun is 6º below the
horizon.
Question 418:
One purpose of a compass calibration is to reduce the difference, if any,
between:
A compass north and magnetic north.

B compass north and the lubber line.
C compass north and true north.
D true north and magnetic north.
Explanation: The aim of the compass swing is to minimise deviation.
Question 419:
One purpose of compass calibration is to determine the deviation:
A on any heading
B on N, S, E and W only
C on a given heading
D at any latitude
Explanation: The deviation is accurately ascertained on a number of

headings (normally 12 headings spaced at 30o intervals) and a graph is
drawn which enables us to find the deviation on any heading.
Question 420:
The force acting on the needle of a direct reading compass varies:
A directly with the horizontal component of the earth's magnetic field

B inversely with both vertical and horizontal components of the earth's
magnetic field
C inversely with the horizontal component of the earth's magnetic field
D directly with the vertical component of the earth's magnetic field
Explanation: The force action on the compass needle is directly

proportional to the horizontal component of the Earth‟s field (H) and
inversely proportional to the vertical component of the Earth‟s field
(Z).
Question 421:
An aircraft is lined up on Runway 24, which is aligned with a magnetic
bearing of 242°M. In order to comply with maximum permissible deviation
errors, the direct reading magnetic compass readings should be between:
A 232 °- 252 °
B 235 °- 245 °
C 240 °- 250 °
D 237 °- 247 °
Explanation: NO
Question 422:
An aircraft is purchased in New Zealand and taken to operate from
Teeside. The compass needs to be swung; this is because:
A There was a large change of latitude

B The aircraft had to travel through an area of intense Tropical
Revolving Storms
C The new owner fitted a new radio
D The previous owner had not had it swung in the past 60 days
Explanation: NO
Question 423:
bearing of 047°M. In order to comply with maximum permissible deviation
errors, the direct reading magnetic compass readings should be between:
A 037° - 057°
B 042° - 052°
C 032° - 062°
D 044° - 050°
Explanation: NO
Question 424:
bearing of 232°M. During pre-flight checks it is observed that the direct
reading magnetic compass reads 243°M. What action should be taken by the
flight crew in order to comply with maximum permissible deviation errors?
A Cancel the flight and return to maintenance

B Adjust compass -° prior to continuing the flight
C Adjust compass +° prior to continuing the flight
D Continue the flight with no adjustments required
Explanation: NO
Question 425:
A straight line is drawn on a Lambert conformal conic chart, on which
Chart Convergency = Earth Convergency at latitude 42°, from A (48° 155°E)
to B (36° x°E). The true course of the straight line track at A is 060°T.
The hemisphere in which the track is drawn and the final longitude at B
are:
A Southern Hemisphere - 176°E

B Northern Hemisphere - 176°E
C Southern Hemisphere - 166°E
D Northern Hemisphere - 166°E
Explanation: NO
Question 426:
If the chart scale is 1: 500 000, what earth distance would be
represented by 7 cm on the chart?
A 35 000 m
B 0.35 km
C 3.5 km
D 35 NM
Explanation: The Earth distance is 7 x 500,000 cm = 3,500,000 cm =

35,000m.
Question 427:
An aircraft is flying at FL180 and the outside air temperature is -30°C.
If the CAS is 150 kt, what is the TAS?
A 195 kt
B 115 kt
C 145 kt
D 180 kt
Explanation: On the Nav Computer, in the AIRSPEED window put the

temperature (-30oC) next to the pressure altitude (FL180 = pressure
altitude 18,000 ft). Go to CAS (150 kts) on the inner main scale and read
TAS next to it on the outer scale: 195 kts.
Question 428:
How many small circles can be drawn between any two points on a sphere?
A An unlimited number.
B Two.
C None.
D One.
Explanation: There will only be one great circle and one rhumb line
between any two points but an infinite number of random small circles.
Question 429:
Calibrated Airspeed (CAS) is Indicated Airspeed (IAS) corrected for:
A instrument error and position error.

B compressibility error.
C temperature and pressure error.
D density.
Explanation: IAS corrected for instrument and pressure errors gives CAS
(RAS), corrected for compressibility gives EAS, corrected for density
error gives TAS.
Question 430:
Calculate the constant of the cone on a Lambert Chart given chart
convergency between 010°E and 030°W as being 30°
A 0.75
B 0.40
C 0.64
D 0.50
Explanation: Refer to the convergence formula:

Convergence = Ch long x sin lat O
n a Lambert chart, “sin lat” = “sin parallel of origin” = constant of the
cone.
Ch long E010 to W030 = 40º
30º = 40º x constant of the cone
30º ÷ 40º = constant of the cone
Constant of the cone = 0.75
Question 431:
An island is observed to be 30° to the right of the nose of the aircraft.
The aircraft heading is 290°(M), variation 10°(E). The bearing °(T) from
the aircraft to the island is:
A 330
B 310
C 270
D 250
Explanation: Heading 290°M

Variation 10°E
Heading 300°T
Bearing 30° Right
Bearing 330°T
Question 432:
An aircraft is following the 45°N parallel of latitude. The track
followed is a:
A rhumb line
B constant-drift track
C constant-heading track
D great circle
Explanation: All parallels of latitude are rhumb lines. The heading to

follow this constant track will vary as the wind changes.
Question 433:
An aircraft is flying at FL150, with an outside air temperature of -30°,
above an airport where the elevation is 1660 ft and the QNH is 993 hPa.
Calculate the true altitude. (Assume 30 ft = 1 hPa)
A 13 660 ft
B 14 120 ft
C 15 210 ft
D 17 160 ft
Explanation: FL150, QNH 993hPa: altitude in ISA conditions = 15,000 - (20

x 30) = 14,400ft.
On CRP5: In ALTITUDE window put altitude (14,400ft) next to temperature
(-30°C).
Go to ISA altitude (14,400ft) on inner main scale and read true altitude
next to it on out main scale: 13,660ft.
On calculator:
Difference between ISA altitude and true altitude = 4ft per thousand ft
per degree of ISA deviation.
FL150 ISA = +15° - (2° x 15) = -15°. OAT = -30°C. Deviation = ISA -15°C.
True altitude = 14,400 - (4 x 14.4 x 15) = 14,400 - 864 = 13,536ft.
Question 434:
A rhumb line on a Direct Mercator chart appears as a:
A straight line.
B small circle concave to the nearer pole.
C complex curve.
D curve convex to the nearer pole.
Explanation: Any straight line drawn on a direct Mercator chart will cut
all meridians at the same angle, i.e. it is a rhumb line. A good
reference to use is the appearance of the parallels of latitude as these
are rhumb lines, and as the parallels are straight lines so will any
other rhumb line also appear as straight.
Question 435:
A great circle on the Earth running from the North Pole to the South Pole
is called:
A a meridian.
B a difference of longitude.
C a longitude.
D a parallel of latitude.
Explanation: The shortest line (and therefore great circle) running from
pole to pole is a meridian. This must not be confused with longitude,
which is the angle between the Greenwich Meridian and another meridian.
Question 436:
If you are flying along a parallel of latitude, you are flying:
A a rhumb line track.

B on a track which is constantly changing direction.
C a great circle track.
D on a north - south track.
Explanation: Any parallel of latitude will have a constant East/West

track and as the track is constant, it is a rhumb line. The only
exception to this is the Equator, which is the only parallel of latitude
that doubles as a great circle while still maintaining the constant
East/West track.
Question 437:
If the Compass Heading is 265°, variation is 33° W and deviation is 3°E,
what is the True Heading?
A 235°
B 301°
C 295°
D 229°
Explanation: CH: 265º

Dev: E03º
MH: 268º
VAR: W33º
TH: 235º
Question 438:
What is the rhumb line distance, in nautical miles, between two positions
on latitude 60°N, that are separated by 10° of longitude?
A 300 NM
B 866 NM
C 600 NM
D 520 NM
Explanation: Departure = Change of Longitude („) x cosine mean latitude =

10° x 60 x cos60°
= 600 x 0.5 = 300nm.
Question 439:
What is the length of one degree of longitude at latitude 60° South?
A 30 NM
B 90 NM
C 52 NM
D 60 NM
Explanation: Departure = ChLong(„) x coslat = 60 x cos60° = 60 x 0.5 = 30

nm.
Question 440:
What is the constant of the cone for a Lambert conic projection whose
standard parallels are at 50°N and 70°N?
A 0.866
B 0.766
C 0.941
D 0.500
Explanation: The constant of the cone is the sine of the parallel of

origin. The parallel of origin is approximately mid-way between the
standard parallels. Midway between the standard parallels of 50°N and
70°N is 60°. Sin60° = 0.866.
Question 441:
True Heading of an aircraft is 265° and TAS is 290 kt. If W/V is
210°/35kt, what is True Track and GS?
A 271° and 272kt

B 260° and 315kt
C 259° and 305kt
D 259° and 272kt
wind direction (210°T) on HEADING index and mark wind on centre line
to HEADING index; read drift and groundspeed under wind mark: 6° Stbd
(right) (track 271°T) and 272 kts.
Question 442:
The north and south magnetic poles are the only positions on the earth's
surface where:
A a freely suspended compass needle would stand vertical

B the value of magnetic variation equals 90°
C a position where the horizontal component of the earth's magnetic field
is a maximum
D a freely suspended compass needle will stand horizontal
Explanation: At the North magnetic pole the compass needle will point
straight down and at the South magnetic pole the compass needle will
point straight up because the horizontal component of the Earth‟s
magnetic field (H) is zero and the vertical component (Z) is at a
maximum. The angle of dip is 90°.
Question 443:
The initial great circle track from A to B is 080° and the rhumb line
track is 083°. What is the initial great circle track from B to A and in
which Hemisphere are the two positions located?
A 266° and in the northern hemisphere.

B 266° and in the southern hemisphere.
C 260° and in the southern hemisphere.
D 260° and in the northern hemisphere.
Explanation: Since the rhumb line is on the Equator side of the great
circle this must be the northern hemisphere. If the conversion angle is
3º then convergency is 6º. If the great circle track from A to B at B is
080ºT then at B it is 086ºT. If the great circle track from A to B at B
is 086ºT then the great circle track from B to A at B is the reciprocal;
086º + 180º = 266ºT.
Question 444:
The great circle track measured at A (45°00'N 010°00'W) from A to B
(45°00'N 019°00'W) is approximately:
A 273°
B 093°
C 270°
D 090°
Explanation: If the a/c travels due west from A (constant track, implies
that it is a rhumb line) it will remain on the same parallel of latitude
(45°N). However, because it is not at the equator, this RL track will not
give the shortest distance, as the equator is the only parallel of
latitude which is a GC.
Therefore, to fly the Great Circle from A>B, initial track must be a
little more than 270, it must be 270 halfway between and then must be a
little less than 270 to finish with. (This is based on the fact that GC
tracks 'curve' convex to the nearest pole.)
The convergency tells you how much the track changes between A and B (6°)
so it is 3° more than 270 at the start and 3° less at the end (273-
267=6°).
Question 445:
When the time is 2000 UTC, it is:
A 1400 LMT at 90° West.

B 0800 LMT at the Prime meridian.
C 1200 LMT at 60° East.
D 2400 LMT at 120° West.
Explanation: If it is 20:00UTC then it is 20:00LMT on the Prime Meridian;

0800 LMT at the Prime meridian is wrong.
20:00UTC
20:00UTC
20:00UTC
060ºEx4m 4:00
090ºW x 4m 090º 6:00
120ºW x 4m 8:00
24:00LMT X
14:00LMT ✔
12:00 X
Question 446:
The distance along a meridian between 63°55'N and 13°47'S is:
A 4662 NM
B 7702 NM
C 3008 NM
D 5008 NM
Explanation: 63°55‟N + 13°47‟S = 77°42‟ ChLat = (77 x 60) + 42 = 4,662 nm
Question 447:
On a chart a straight line is drawn between two points and has a length
of 4.63 cm. What is the chart scale if the line represents 150 NM?
A 1: 6 000 000
B 1: 5 000 000
C 1: 3 000 000
D 1: 1 000 000
Explanation: Scale = CD/ED = 4.38cm/150nm = 4.38cm/278km = =

4.38cm/27,800,000cm
= 1/6,347,032
Question 448:
On a Direct Mercator projection a particular chart length is measured at
30°N. What earth distance will the same chart length be if measured at
60°N?
A A smaller distance.
B The same distance.
C Twice the distance.
D A larger distance.
Explanation: The scale on a direct Mercator increase with increasing

latitude (i.e. further away from the Equator). This means that for the
same chart distance (e.g. same number of cm) the resulting Earth distance
will be smaller.
This can be quantified by numbers by designating a scale at N30, finding
the corresponding scale at N60 and then apply that scale to a chart
distance to find the corresponding Earth distance for both latitudes.
Question 449:
In which occasions does the rhumb line track and the great circle track
coincide on the surface of the Earth?
A On tracks directly North - South and on East - West tracks along the
Equator.
B On East - West tracks in polar areas.
C On East - West tracks in the northern hemisphere north of the magnetic
equator.
D On high latitude tracks directly East - West.
Explanation: As all meridians are great circles, any travel directly

North or South is following a great circle track. As the Equator is the
only parallel of latitude that doubles as a great circle, travelling East
or West will only follow a great circle track when following the Equator.
Question 450:
In the Northern Hemisphere the rhumb line track from position A to B is
230°, the covergency is 6° and the difference in longitude is 10°. What
is the initial rhumb line track from B to A?
A 050°
B 047°
C 056°
D 053°
Explanation: If the rhumb line from A to B is 230 o the rhumb line from B
to A is the reciprocal: 230 o - 180 o = 050 o.
The information about convergency and difference in longitude is of no
relevance.
Question 451:
In a remote indicating compass system the amount of deviation caused by
aircraft magnetism and electrical circuits may be minimised by:
A mounting the detector unit (flux valve) in the wingtip.

B mounting the flux valve in the cockpit.
C using a vertically mounted gyroscope instead of a horizontally mounted
one.
D positioning the gyroscope in the centre of the aircraft.
Explanation: By putting the detector unit in the wing tip it is kept as

far away from the main sources of aircraft magnetism as possible.
Question 452:
How many degrees has the mean sun moved along the celestial equator in 8
hours and 8 minutes?
A 122°
B 18°
C 148°
D 56°
Explanation: 8hrs 8mins = (8 x 60) + 8 = 488 minutes.

At 4 minutes per o of longitude = 488/4 = 120 o.
Question 453:
The great circle bearing of position B from position A in the Northern
Hemisphere is 040°. If the Conversion Angle is 4°, what is the great
circle bearing of A from B?
A 228°
B 220°
C 224°
D 212°
Explanation: The reciprocal of 40° is 220° and that is measured at A.

The question asks you for the track from B to A, measured at B.
Convergency between A and B = 8°
GCT at B > GCT at A
GCT at B = GCT at A + Convergency
GCT at B = 040° + 8°
GCT at B = 048°
Reciprocal of 048° = 228°
Question 454:
Given: True Track 239° True Heading 229° TAS 555 kt G/S 577 kt Calculate
the wind velocity.
A 130°/100kt
B 300°/100kt
C 165°/100kt
D 310°/100kt
heading, 229° T, under the HEADING index. With heading 229° T and track
239° T the drift is 10° Stbd (right). Mark the wind vector where the
drift (10° Stbd) crosses the groundspeed (577kts). Rotate to put this
mark under the centre dot and read the wind: 130° T/100kts.
Question 455:
How does the scale vary in a Direct Mercator chart?
A The scale increases with increasing distance from the Equator.

B The scale increases south of the Equator and decreases north of the
Equator.
C The scale is constant.
D The scale decreases with increasing distance from the Equator.
Explanation: Scale increases with the secant of latitude.
Question 456:
How does the chart convergency change with latitude in a Lambert
Conformal projection?
A It is constant and does not change with latitude.

B It changes with cosine of latitude.
C It changes with sine of latitude.
D It increases with increase of latitude.
Explanation: Meridians on a Lamberts chart are straight lines therefore

they are converging at a constant rate regardless of latitude.
Convergency is correct at the parallel of origin.
Question 457:
How does the convergency of any two meridians on the Earth change with
varying latitude?
A It changes as sine of latitude.

B It changes as cosine of latitude.
C It is of constant value and does not change with latitude.
D It increases with decrease of latitude.
Explanation: Refer to the convergence formula:

Convergence = Chlong x sin lat
In words, the convergence between two meridians is 0º at the Equator
gradually increasing to reach the value of change of longitude at the
poles, thus, convergence change proportional to latitude, increase with
increasing latitude or change by the sine of the latitude.
Question 458:
Grid heading is 299°, grid convergency is 55° West and magnetic variation
is 90° West. What is the corresponding magnetic heading?
A 084°
B 264°
C 154°
D 334°
Explanation: Heading: 299°G

Convergence: 55°W
Heading: 354°T („Convergence West: True track best‟)
Variation: 90°W
Heading: 084°M („Variation West: Magnetic best‟: 354° + 90° = 084°M)
Question 459:
When flying on a westerly great circle track in the Southern Hemisphere
you will:
A experience an increase in the value of true track.
B fly a spiral and finally end up at the south pole.
C experience a decrease in the value of true track.
D always have the rhumb line track between the departure point and the
destination to the left of your great circle track.
Explanation: Using a parallel of latitude as reference, the great circle

in the southern hemisphere will “hang” underneath. If travelling in a
westerly direction (towards the left), it can be said that in order to
follow the line there is a constant right turn, thus constant increasing
track.
Question 460:
Given: True Track 245° Drift 5° right Variation 3° E Compass Hdg 242°
Calculate the deviation.
A 5° W
B 1° E
C 5° E
D 11° E
Explanation: True Track = 245°T

Drift = 5° Right
True Heading = 245°T - 5° = 240°T
C D M V T
True Heading = 240°T

Variation = 3° E (Variation EAST Magnetic LEAST)
Magnetic = 237°M
Deviation = ?
Compass Heading = 242° C
Difference between Magnetic and Compass Headings = DEVIATION = 5°

Compass is GREATER than Magnetic and therefore BEST
Deviation WEST Compass BEST
Deviation = 5°W
Question 461:
When the time is 1400 LMT at 90° West, it is:
A 1200 LMT at 120° West.

B 1000 LMT at 60° West.
C 0600 LMT at the Prime meridian.
D 1400 LMT at 90° East.
Explanation: The change in Local Mean Time is equal to 4 minutes per
degree of longitude.
Therefore:
090°W to 000° E/W = 090° x 4 = 360 minute = 12 hours. Greenwich Meridian
is East of 090°W, therefore ADD the time difference. 1400 + 6 = 2000 LMT.
090°W to 090°E = 180° x 4 = 720 minute = 12 hours. 090°E is East of
090°W, therefore ADD the time difference. 1400 + 12 = 0200 LMT.
090°W to 120°W = 030° x 4 = 120 minute = 2 hours. 120°W is West of 090°W,
therefore SUBTRACT the time difference. 1400 - 2 = 1200 LMT.
090°W to 060°W = 030° x 4 = 120 minute = 2 hours. 060°W is East of 090°W,
therefore ADD the time difference. 1400 + 2 = 1600 LMT.
Question 462:
Given: True Heading = 090° TAS = 180 kt GS = 180 kt Drift 5° right
Calculate the W/V?
A 005° / 15 kt
B 355° / 15 kt
C 185° / 15 kt
D 190° / 15 kt
heading, 090°T, under the HEADING index. Mark the wind vector where the
drift (50°Stbd (right)) crosses the groundspeed (180kts). Rotate to put
this mark under the centre dot and read the wind: 005°T/15kts.
Question 463:
drift angle and GS.
A 6°L/490 kt
B 6°R/490 kt
C 6°R/462 kt
D 6°L/402 kt
wind direction (110°T) on HEADING index and mark wind on centre line
Rotate to put heading 005°T next to HEADING index; read drift and
groundspeed under wind mark: 6° left (Port) and 490 kts
Question 464:
Given: Magnetic heading = 255° VAR = 40°W GS = 375 kt W/V = 235°(T) / 120
kt Calculate the drift angle?
A 6° left
B 3° left
C 9° left
D 6° right
Explanation: Nav Computer: Centre dot on a convenient TAS (e.g. 400 kts),
rotate to put wind direction (235°T) on HEADING index and mark wind on
centre line 120kts below centre dot (over 280 kts). Rotate to put heading
(255°M, Variation 40°W = 215°T) next to HEADING index; slide to put
groundspeed (375 kts) under wind mark and note drift: 6° left (Port).
Question 465:
Given: True Track = 095°, TAS = 160 kt, True Heading = 087°, GS = 130
kts; Calculate W/V
A 057°/36 kt
B 124°/36 kt
C 237°/36 kt
D 307°/36 kt
heading, 087°T, under the HEADING index. With heading 087°T and track
095°T the drift is 8° Stbd (right). Mark the wind vector where the drift
(8°Stbd) crosses the groundspeed (130kts). Rotate to put this mark under
the centre dot and read the wind: 057°T/36kts.
Question 466:
Which of the following alternatives is correct when you cross the
international date line?
A The date will increase if you are crossing on a westerly heading.

B The date will increase if you are crossing on a easterly heading.
C If you are crossing from westerly longitude to easterly longitude the
date will remain the same.
D The date will always be the same.
Explanation: On a westerly heading you would be going from the western

hemisphere to the eastern hemisphere. In terms of time the East is ahead
of the West so the date would increase from, say, the 2nd to 3rd of the
month.
Question 467:
Which is the highest latitude listed below at which the sun will rise
above the horizon and set every day?
A 62°
B 72°
C 66°
D 68°
Explanation: 66½°N/S are the Arctic and Antarctic circles; above that
latitude there will be days in the winter when the sun will not rise.
Anything above 64½°N/S is in „the land of the midnight sun‟ and there
will be days in the summer when the sun remains above the horizon and
does not set. To see a sun rise and a sun set every day the observer on
the ground must be at a latitude below 64½°N/S.
Question 468:
Where on a Direct Mercator projection is the chart convergency correct
compared to the earth convergency?
A At the equator.
B At the two parallels of tangency.
C All over the chart.
D At the poles.
Explanation: Chart convergency = Earth convergency = zero at the Equator.
Question 469:
Given: True Track 245° Drift 5° right Variation 3° E Compass Hdg 242°
Calculate the Magnetic Heading.
A 237°
B 253°
C 243°
D 247°
Explanation: Given: True Track 245° Drift 5° right Variation 3° E Compass

Hdg 242° Calculate the Magnetic Heading.
Ans= 237deg.
draw a table C D M V T
I started on the right with True track 245 then apply variation 3 E
(going to the left we take it off)
This give us a mag hdg. 242
there is no dev given so mag hdg is 242
we are drifting 5 deg to the right so we must be hdg into the wind by
this amount. ( Ie we are pointed to the left by this amount )
So hdg 242 is reduced to 237 ( The magic answer )
Question 470:
Keplar's second law states:
A each planet revolves so that the radius vector, sun to earth, sweeps
out equal area in equal intervals of time
B the length of the radius vector, sun to earth, is proportional to the
square root of its angular speed
C the area swept out by the radius vector of each planet, sun to earth,
per hour, increasing with increasing length of the radius vector
D each planet's radius vector, sun to earth, moves at a constant angular
speed
Explanation: Good old Kepler.

First law states that the orbit of each planet is an ellipse with the sun
at one of the foci.
The second law states that the line joining the planet to the sun sweeps
out equal area in equal time.
The third law states that the square of the orbital period of a planet is
proportional to the cube of its mean distance from the sun.
Question 471:
The local hour angle of the mean sun at 1200 LMT is:
A 000
B 270
C 180
D 090
Explanation: The „hour angle‟ is the astronomical equivalent to

longitude. The local hour angle (LHA) of a body is the difference in
longitude between the observer‟s longitude and the longitude of the sub-
point of the body. The Greenwich hour angle (GHA) of a body is the
difference in longitude between the Greenwich meridian and the longitude
of the sub-point of the body. Both are measured West from the
respective datum meridian. If it is 12:00LMT the sun is overhead the
observer‟s meridian so the LHA is 000o.
Question 472:
Location A is at 50ºN 030ºW and location B is at 50ºS 030ºW. On 27th
November it is noted that:
A Sunrise will be later at A than it is at B and sunset will be earlier

at A than it is at B.
B Sunrise will be earlier at A than it is at B and sunset will be later
at A than it is at B.
C Sunrise will be earlier at A than it is at B and sunset will be earlier
at A than it is at B
D Sunrise and sunset will be at the same time at A and B.
Explanation: If it is 27th November it is winter in the northern

hemisphere and days will be shorter and nights longer but summer in the
southern hemisphere so days will be longer and nights shorter. This
means that sunrise will be later in the northern hemisphere and sunset
will be earlier in the northern hemisphere.
Question 473:
Your on an airfield elevation 2000ft, QNH 1003. You want to climb to
FL50, your rate of climb is 1000ft/min, your TAS is 100 and you have a
headwind of 20. What is the distance it takes to get to FL50 ?
A 3.6 NM
B 4.4 NM
C 4.8 NM
D 4.0 NM
Explanation: Difference between 1013hPa and QNH (1003hPa) = 10hPa x 27ft

= 270ft.
The airfield is at a pressure altitude of 2,270ft.
Aircraft needs to climb 5,000 - 2,270 = 2,730ft to reach FL50.
At 1,000ft per minute this will take 2.73minutes.
Groundspeed = 100 - 20 = 80kts.
In 2.73 minutes at a groundspeed of 80 kts the aircraft will cover a
distance of 3.6nm.
Question 474:
Variation at an NDB is 9W. Variation at the aircraft is 11W. The true
track of the great circle to the NDB from the aircraft, at the aircraft,
is 101.5. The magnetic bearing of the NDB from the aircraft is:
A 112.5
B 114.5
C 110.5
D 108.5
Explanation: Always use the variation at the aircraft position when

calculating direction in relation to NDB bearings.
Radio waves follow straight lines in space, i.e. great circle tracks such
that the true great circle track from the aircraft to the NDB that is
given is the same as the true bearing of the NDB from the aircraft.
TB aircraft to NDB: 101.5º
Var: W11
MB aircraft to NDB: 112.5º
Question 475:
the guidance outputs of an inertial navigation system (INS).The aircraft
is flying between waypoints No. 4 (45 00''N 040 00''W) and No.5 (45 00''N
030 00''W). On arrival over waypoint No. 5, compared to the TT at
waypoint No.4, the TT has:
A increased by less than 10°

B decreased by less than 10°
C decreased by more than 10°
D remained unchanged
Explanation: The true track (TT) between 45ºN040ºW and 45ºN030ºW will
change from less than 090ºT to more than 090ºT. It will increase by
convergency = 10º x sin45º = 7º.
Question 476:
Given:Hdg 265°, TAS 290 kt, W/V 210°/35 kt. Calculate Track and
Groundspeed.
A 271° and 272 kt

B 259° and 272 kt
C 260° and 315 kt
D 259° and 305 kt
direction (265º) under the HEADING index and mark the wind speed 35 kts
below the centre dot. Put the heading (265ºT) under the HEADING index and
read the drift, 6º Stbd (right) = track 271º and groundspeed (256 kts)
under the wind mark.
Question 477:
An aircraft follows a radial to a VOR/DME station. At 10:00 the DME reads
120 NM. At 10:03 the DME reads 105 NM. The estimated time overhead the
VOR/DME station is
A 10:24
B 10:18
C 10:21
D 10:27
Explanation: 120 -105 = 15nm in 3 minutes = 30nm in 6 minutes = 300nm in

60 minutes = 300kts. On nav. computer: 60 (minutes) on inner scale next
to 300 (kts) on outer scale; go to 105 (nm) on outer scale and read time
to run next to it: 21 mins. 10:03 + 21 = 10:24.
Question 478:
You are departing from an airport which has an elevation of 2000 ft. The
QNH is 1013 hPa. 10 NM away there is a waypoint you are required to pass
at an altitude of 7500 ft. Given a groundspeed of 100 kt, what is the
minimum rate of climb?
A 920 ft/min
B 750 ft/min
C 1080 ft/min
D 590 ft/mins
Explanation: Climbing from 2,000ft to 7,500ft = 5,500ft.

10nm at 100kts = 6 minutes.
5,500ft = 917ft/min
6mins
Question 479:
Given: Position NDB (55°10Ń, 012°55É) DR Position (54°53Ń, 009°58É)
NDB on the RMI reads 090°. Magnetic variation = 10°W. The position line
has to be plotted on a Lamberts conformal chart with standard parallels
at 40°N and 48°N. Calculate the direction (T) of the bearing to be
plotted from the NDB.
A 262°
B 258°
C 272°
D 265°
Explanation: RMI reads in your aircraft to the NDB, so the bearing from
the beacon to you is the reciprocal bearing. However, we have to look at
variation and convergency.
Variation is applied at the point where the bearing is measured - in this
case at the aircraft. We are told that it is 10°W. (If this were a VOR
radial, then we'd apply at the VOR). Variation West, Magnetic Best.
Therefore the true bearing to the NDB is going to be 10° less than 090°
at 080°.
Now we want to plot our position as a bearing from the NDB. Radio waves
travel in great circle lines, so we need to look at convergency. We are
plotting on a lambert's chart where convergency = change in longitude *
sin(mean standard parallel). So, the change in longitude between us and
the NDB is 012°55' - 009°58' = 2°57' = 2.95°. The mean standard parallel
is 44°N (40+48 / 2). So convergency = 2.95 * sin(44) = 2°.
Draw a diagram with 2 meridians sloping inwards towards true North (we
are in the Northern hemisphere). A line running roughly West-East and
slightly South-North gives us a rough indication of the bearing between
aircraft on the left meridian and NDB on the right. We know that it's
080° True TO the NDB from the aircraft and can see that at the NDB this
"track" has a greater true angle - the difference being convergency - so
we add it on. 082° at the NDB. Except we want the bearing from the NDB to
us, so need to add 180°. Answer: 262° True from the NDB to our position.
Question 480:
Given: Variation is 6°W. Isogonic lines Jan 2002. Average annual increase
10'. Calculate: Variation in 2005.
A 6.5°W
B 6.3°W
C 5.5°W
D 5.5°E
Explanation: 2002 – 2005 = 3 years. 6º + (3 x 10‟) = 6º + 30‟ = 6.5º.
Question 481:
Position A = (56°00.0''S, 163°57.2''E) Position B = (56°00.0''S,
171°47.4''W) For the route from A to B the
A great circle direction at B is 080.7°

B rhumb line distance is 1455.4 NM.
C rhumb line distance is 1206.6 NM.
D great circle direction at B is 100.1°.
Explanation: NO
Question 482:
Position A = (30°00.0''N, 175°23.2''W) Position B = (30°00.0''N,
173°48.1''E) For the route from A to B the
A rhumb line distance is 578NM.

B great circle direction at A is 275.4°.
C great circle direction at B is 092.7°.
D rhumb line distance is 648.7 NM.
Explanation: NO
Question 483:
The first law of Kepler states:
A Planets move in elliptic orbits with the sun in one of the foci.
B The angular speed of the planet in the orbit around the sun is
constant.
C All planets orbit around the sun at the same speed.
D Planets move around the sun in a circular orbit.
Explanation: Kepler‟s Laws of Planetary motion:

First: The orbit of each planet is an ellipse with the sun at one of the
foci.
Second: The line joining the planet to the Sun, known as the radius
vector, sweeps out equal area in equal time.
Third: The square of the time the planet takes to go around the Sun (its
„year‟) is proportional to the cube of its mean distance from the Sun.
Question 484:
What is meant by "Aphelion"?
A The point of the earth''s orbit furthest away from the sun.
B The point of the sun''s orbit closest to the earth.
C The point of the earth''s orbit closest to the sun.
D The point of the sun''s orbit furthest away from the earth.
Explanation: Aphelion = furthest point from the Sun, perihelion = closest

point to the Sun. NB the Earth orbits the Sun, not the other way round.
Question 485:
Which statement about meridians is correct?
A A meridian and its anti-meridian form a complete great circle.

B A meridian is a complete great circle of 360°.
C All meridians are parallel to the Meridian of Greenwich.
D The plane of a meridian is parallel to the equator.
Explanation: Meridians are not parallel, they converge. A meridian is

half a full great circle (180º).
Question 486:
A rhumb line from a position 86°N 30°W has an initial track of 085°T is
it:
A a spiral to the North pole

B a random northerly track to the pole
C initially North 86°N and 180° later South of 86°N
D a small circle north of 86°N
Explanation: All rhumb lines spiral from one pole to the other unless the
bearing is 90 or 270 degrees, in which case the rhumb line is a line of
constant latitude, such as the equator.
Question 487:
A great circle track crosses the equator at 30°W has an initial track of
035°T. It''s highest or lowest North/South point is:
A 55°N 060°E
B 55°S 060°W
C 35°S 150°E
D 35°N 150°W
Explanation: Any Great Circle Track crossing the equator will cross the
equator again at the exact opposite side of the earth, i.e. if it crosses
at the Greenwich Meridian it will cross again at the Greenwich Ante-
Meridian. The longitudes of both crossing points will have opposite
signs, i.e. one will be West and the other East and they will add up to
180°.
Therefore, if it crosses at 030°W it will cross again at 180° - 030° =
150° and in the opposite hemisphere = 150°E.
This is a Great Circle Track which is subject to convergency and which
starts at 035°T (in a north-EASTERLY direction) where it crosses the
equator at 030°W. At 150°E the GCT will have changed from a north-
easterly track to a south easterly track over 180° of longitude.
The point where the track is either due East or due West is also the
point where the track reaches its highest latitude, which also happens to
be at the mid-point, i.e. Change of Longitude to the mid-point = 90°
030°W + 90° (Easterly) = 060°E
Question 488:
When crossing the International Date Line, which of the following
statements can be considered correct?
A the date will increase crossing on a westerly heading

B the date will increase crossing on an easterly heading
C when crossing from a west to east longitude the date will stay the same
D there will be no change to the date
Explanation: If it is 2nd of the month in the eastern hemisphere it will

be 1st of the month in the western hemisphere. Travelling from the
western hemisphere to the eastern hemisphere across 180ºE/W will be on a
westerly heading and the date will increase from 1st to 2nd.
Question 489:
The direction of Magnetic North at a certain position coincides with the
direction of:
A the horizontal component of the Earth''s magnetic field.
B the isoclinic line to the Magnetic North pole.
C the isogonic line to the Magnetic North pole.
D the great circle to the magnetic North pole.
Explanation: A freely suspended magnet will align itself with the Earth's
magnetic field (assuming no other fields influencing the magnet). The
total field (force T) is resolved into a horizontal component (force H)
and a vertical component (force Z). We try to keep the magnets in a
direct reading compass as close as possible to the local horizontal by
suspending them below the pivot point and, in some cases, by adding
weights to bias them for the northern hemisphere or the southern
hemisphere. The alignment of the horizontal component of the Earth's
field is, therefore, the azimuthal alignment of magnetic North.
Question 490:
An aircraft is flying at FL 200. OAT = 0°C. When the actual air pressure
on an airfield at MSL is placed in the subscale of the altimeter the
indicated altitude is 19300ft. Calculate the aircraft''s true altitude.
A 21 200 ft
B 20 200 ft
C 19 300 ft
D 20 700 ft
Explanation: On the whizz wheel:

In the ALTITUDE window put pressure altitude (20,000ft) next to
temperature (0ºC). Go to indicated altitude on the inner scale (19,300ft)
and read true altitude on the outer scale (21,200ft).
ISA Temperature at FL200:
15 + (20 × -2) = -25°C
As OAT = 0°C; the air mass is ISA + 25°C.
The question states 'When the actual air pressure on an airfield at MSL
is placed in the subscale of the altimeter the indicated altitude is
19300ft'; so the barometric altitude (QNH) is 19,300 ft, as the airfield
is at MSL.
Therefore all that the question requires is to apply a correction for

temperature error to the given barometric altitude, to find the
aircraft's true altitude.
Temperature correction:
19.3 × 4 × (+25) = +1930 ft
Now all we have left to do is apply the temperature correction to the
barometric altitude.
True altitude:
19300 + (+1930) = 21230 ft.
Given answer is 21,200 ft.
Question 491:
An aircraft is in the position (86°N, 020°E). When following a rhumb line
track of 085°(T) it will:
A fly via a spiral to the North Pole.

B fly to the north via an arbitrary line.
C follow a small circle which lies to the North of the parallel of 86°N.
D follow a line which lies at first to the North of the parallel of 86°N
but after having passed a DL of 180° to the South of it.
Explanation: If the track is 090º or 270º the track will follow the
parallel of latitude, i.e. circumnavigate the Earth at that latitude. If
the track is 360º or 180º it will follow the meridian to the appropriate
pole. When following any other direction it will follow a spiralling
track towards the appropriate pole.
Question 492:
At reference. Magnetic heading of an aircraft is 040 degrees. On the
airborne weather radar (AWR) display the relative bearing of the distance
to the must southerly part of Lands End, (approximate position: 50 03 N
005 40 W) are 030 degrees R and 80 NM. What is the position of the
aircraft based on these observations? The slant range correction and the
map convergency between aircraft position and Lands End may be neglected.
6260050.gif
A (49 25 N 007 30 W)
B (48 50 N 006 22 W)
C (49 45 N 007 42 W)
D (49 35 N 007 35 W)
Explanation: Aircraft Heading = 040°M

Relative Bearing = 030°
HDG + RB = QDM
040°M + 030° = 070°M
Magnetic Variation = 8° W (Applied at aircraft, for NDB and Airborne
Weather Radar plots)
Variation West = Magnetic Best or -8° using sign convention
C D M V T
070°M -8° 062°T

This is the QUJ (True Bearing TO the headland).
To plot the QTE (Aircraft position FROM the headland) add 180° to find
the reciprocal.
062°T + 180° = 242°T
Plot a 80NM line from the headland on this bearing and you should find it
lands smack at N 49° 25' W 007° 30'.
Question 493:
An aircraft must fly 2000 ft above an obstacle of which the elevation is
13 600 ft. The QNH at the nearest airfield is 991 hPa, the elevation is
1500 ft and the temperature is - 20°C. Calculate the minimum altitude
required.
A 17 400 ft
B 15 600 ft
C 14 080 ft
D 19 400 ft
Explanation: The QNH is calculated from the QFE reduced to msl assuming
ISA conditions which means that there is no temperature error between the
QFE datum (at airfield elevation) and msl.
The aircraft needs to be at a true height above the airfield of 15,600 -
1,500 = 14,100ft.
ISA at 1,500ft (airfield elevation) is +12°C. If the temperature is -20°C
the temperature deviation is ISA -32°C.
Temperature error is 4ft per thousand ft per degree of ISA deviation = 4
x 14.1 x 32 = 1,805ft.
The aircraft would need to fly at an indicated height of 14,100 +1,805 =
15,905ft above the QFE (airfield) datum or an altitude of 15,905 +1,500 =
17,405ft above the QNH (msl) datum.
Question 494:
The accuracy of the manually calculated DR-position of an aircraft is,
among other things, affected by
A the flight time since the last position update

B the accuracy of the adjustment of the position lines for the motion of
the aircraft between the last and the new DR-position.
C the accuracy of the adjustment of the position lines for the motion of
the aircraft between the last fix and the DR-position.
D the accuracy of the actual wind.
Explanation: A dead reckoning position is based on applying forecast W/V

to an air position found by using an air plot (plotting lines based on
aircraft heading and true airspeed). There are no means of measuring the
actual W/V in real time, thus it cannot be used for plotting as it is
unknown. Any errors in the position of DR positions vs. actual position
will be cumulative, thus the longer time between each time a ground
position can be obtained, the greater the error will be.
Question 495:
Which statement is true?
A The declination of the sun and the latitude of the observer will affect
the duration of civil twilight.
B Only the declination of the sun will affect the duration of civil
twilight.
C Civil twilight at the equator lasts longer than at 60°N or 60°S because
the radius of the equator is larger than the radius of the 60°parallel.
D The duration of the civil twilight on 21st of March and on 23rd of
September is equal at all places on Earth independent of latitude.
Explanation: The duration of twilight depends on the declination of the

sun (i.e. the latitude where the sun is overhead) and the latitude of the
observer (twilight at the Equator is very short but as latitude increases
the duration of twilight increases.
Question 496:
The reason that the solar day lasts longer than the sidereal day is that
A both the direction of rotation of the Earth around its axis and its
orbital rotation around the sun are the same.
B the orbital track of the earth around the sun is an ellipse.
C the sun has an own movement through the universe opposite to the
movement of the earth due to the gravitational forces of celestial
bodies.
D the orbital speed of the earth around its axis diminishes slowly.
Explanation: The solar day is the time between two successive meridian
passages of the sun. Because the Earth is orbiting the sun in the same
sense as it is rotating about its North/South axis, the Earth has to do
slightly more than one complete revolution in order to achieve two
successive meridian passages of the sun. Sidereal time is based on a
fixed point in space (referred to as the first point of Aries) which may
be considered at an infinite distance from the Earth which means that the
movement of the Earth around the orbit does not affect the time between
two successive meridian passages of the first point of Aries. Therefore
the sidereal day is a constant period and slightly less than the solar
day; there are 366¼ sidereal days in a year.
Question 497:
Which statement about ST is true?
A Standard time is determined by the government of the appropriate state

and does not necessarily follow the borders of 15° wide longitude zones.
B Standard time is the time that is determined by division of the
longitude by 15 and rounding off the answer to the nearest integer.
C The standard time at 125° W is UTC - 8h20m
D In all cases the standard times at Western longitudes are slow on and
at Eastern longitudes fast on UTC.
Explanation: Standard time is loosely based on the 15° bands of longitude

based on the Greenwich meridian but the government of a country can opt
for a standard time outside these bands if they wish.
Question 498:
You are tracking the 200° radial inbound to a VOR and your true heading
is 010°. At the VOR you then track the 090° radial outbound and are
showing a heading of 080°M The variation is +5° and the TAS is 240 kts.
What is the wind (°T) has affected the aircraft ?
A 310°/65
B 330°/50
C 300°/50
D 320°/55
Explanation: 200° radial inbound = Track 020°M, Variation +5° (E) = 025°T
Heading = 010°T
Drift = 15° Stbd
090° radial outbound = Track 090°M, Variation +5°(E) = 095°T

Heading 080°M, Variation +5°(E) = 085°T
Drift= 10° Stbd

Nav computer: centre dot on TAS (240 kts), put heading 010°T under the
HEADING index and mark a line down the 15° Stbd drift line. Rotate to put
heading 085°T under the HEADING index and mark a line down the 10° Stbd
drift line. The point where these two lines intersect is the end of the
wind vector; rotate to position it under the centre dot and read the
wind.
Question 499:
At 0000 Local Mean Time of an observer:
A the mean sun is in transit with the observer's anti-meridian.

B the apparent sun is in transit with the observer's anti-meridian.
C the apparent sun is in transit with the observer's meridian.
D the mean sun is in transit with the observer's meridian.
Explanation: Mean time is based on the mean sun and at midnight it will
be on the observer‟s anti-meridian.
Question 500:
Route A - B is drawn on a Polar Stereographic chart with the grid aligned
with the Greenwich meridian. The true track of the straight line at A is
060°. When passing the meridian 100°E, the true track is 090°. The grid
track of this route on the chart is
A 350º(G)
B 130º(G)
C 010º(G)
D 060º(G)
Explanation: NO
Question 501:
Kepler's second law states that
A the radius vector sun-earth sweeps out equal areas in equal time.
B the length of the radius vector sun-earth is directly proportional to
the square root of its angular speed.
C the area swept out by the radius vector sun-earth per hour increases
with increasing length of the radius vector.
D the radius vector sun-earth moves at constant angular speed.
Explanation: Good old Kepler.

First law states that the orbit of each planet is an ellipse with the sun
at one of the foci.
The second law states that the line joining the planet to the sun sweeps
out equal area in equal time.
The third law states that the square of the orbital period of a planet is
proportional to the cube of its mean distance from the sun.
Question 502:
Consider the positions (00ºN/S, 000ºE/W) and (00ºN/S, 180ºE/W) on the
ellipsoid. Which statement about the distances between these positions is
correct?
A The route via the North Pole is shorter than the route along the
equator.
B The route via the South pole is shorter than the route via the North
Pole.
C The route via either pole and the route via the equator are of equal
length.
D The route via the equator is shorter than the route via the South Pole.
Explanation: The equatorial circumference is slightly larger than the

polar circumference. Because of this, travelling from one position on the
Equator to another position on “the opposite side of the world”, i.e. a
Chlong of 180º, the distance via a pole will be slightly shorter than
along the Equator.
Question 503:
The standard parallels of a Lambert chart are 26°N and 48°N and the
stated scale is 1:2 500 000. Which statement is correct?
A The scale at 28°N is smaller than the scale at 24°N.

B The scale at 30°N is smaller than the scale at 37°N.
C The scale at 37°N is larger than the scale at 20°N.
D The scale at 46°N is larger than the scale at 50°N.
Explanation: The stated scale (1/2,500,000) is correct at the standard

parallels (26°N & 48°N). Scale contracts between the standard parallels
and expands outside the standard parallels therefore the scale will be
less than 1/2,500,000 at 28°N and more than 1/2,500,000 at 24°N.
Question 504:
Which statement is correct about the scale of a Polar Stereographic
projection of the Northern polar area?
A The scale reaches its minimum value at the North pole.

B The scale reaches its maximum value at the 45°N.
C The scale reaches its maximum value at the North pole.
D The scale reaches its minimum value at the equator.
Explanation: The paper on a polar stereographic projection will touch the

reduced Earth at the pole of projection. This is the only place where
this occurs and the distance from the reduced Earth to the paper will
increase when moving away from the pole of projection. This means that
the scale will increase in all directions when moving away from the pole
of projection, i.e. the scale is the smallest (and correct) at the pole
of projection.
Question 505:
Which statement is correct about the scale of a Lambert projection?
A The scale reaches its minimum value at the parallel of origin.

B The scale reaches its maximum value at the parallel of origin.
C The scale reaches its maximum value at the standard parallels.
D The scale reaches its minimum value at the standard parallels.
Explanation: Imagining the paper of the cone sitting on top of the

reduced Earth. It is cutting into the Earth at the standard parallels and
will be “underneath” the surface between them and above the surface
outside them.
The scale will be correct at the standard parallels as this is where the
paper touches the reduced Earth.
Since the surface of the reduced Earth is bulging out from the paper
between the standard parallels, it will have to be squashed in order to
fit onto the paper. This will then lead to a smaller scale for the area
between the standard parallels.
This squashing will be at the greatest where the distance between the
Earth's surface and the paper is the greatest. This will happen roughly
mid between the standard parallels, which coincides with the position of
Question 506:
Which statement is correct?
A The earth is one of the planets which are all moving in elliptical
orbit around the sun.
B The Solar System consists of the sun, planets and stars.
C The planets move around the sun like all stars of the Solar System.
D The sun moves in an elliptical orbit around the Earth.
Explanation: The sun is a star thus this solar system only has one star
(the sun) and the planets orbit the said sun (star).
Question 507:
The SR/SS table for the 23rd of February at latitude 40ºN gives: SR =
06:44 SS = 17:44 At 12:00 Central European Time (UTC+1) at 40ºN:
A the sun rises at 64ºW.

B the sun rises at 79ºW.
C the sun sets at 116ºE.
D the sun sets at 86ºE.
Explanation: 1200CET = 1100UTC. From sunrise at 0644LMT to 1100UTC = 4

hours 16 minutes = 256 minutes. 256/4 = 64° longitude. At 1100UTC the sun
will be rising at 64°W where it is 0644LMT.
Question 508:
Near the magnetic pole
A the horizontal component of the earth's magnetic field is too small to

permit the use of a magnetic compass.
B the angle of dip is minimal whereby a freely suspended compass needle
will be almost fully vertically aligned.
C the vertical component of the earth's magnetic field is too small to
permit the use of a magnetic compass.
D the angle of dip is maximal whereby a freely suspended compass needle
will be almost fully horizontally aligned.
Explanation: Near the magnetic poles the dip will be maximum and the
directional force minimum. This means that a freely suspended compass
will want to point vertical towards the magnetic pole and any directional
force will be too weak to give a sensible reading from the compass.
Question 509:
An aircraft follows a great circle in the Northern Hemisphere. At a
certain moment the aircraft is in the position on the great circle where
the great circle direction is 270°(T). Continuing on the great circle the
A track angle will decrease and the latitude will decrease.

B track angle will increase and the latitude will increase.
C track angle will decrease and the latitude will increase.
D track angle will increase and the latitude will decrease.
Explanation: If you are travelling in a westerly direction in the

Northern Hemsiphere, your Great Circle Track angle will always decrease.
If you are travelling onwards from a GCT of 270°T, which is what the
question states, then your onward track will be LESS than 270°T, i.e.
South-Westerly. As you are now travelling in a southerly direction, your
latitude will of course be decreasing.
Question 510:
On an oblate spheroid representing the earth's shape
A 1 minute of arc along the equator measures a greater distance than 1

minute of arc along the meridian at a latitude of 45ºN/S.
B 1 minute of arc along the meridian at low latitudes measures a greater
distance than 1 minute of arc along the meridian at high latitudes.
C 1 minute of arc along the meridian at 0ºN/S measures the same distance
as 1 minute of arc at 90ºN/S.
D 1 minute of arc along the equator measures the same distance as 1
minute of arc along the meridian at a latitude of 45ºN/S.
Explanation: Distances along meridians are equal at all points - 1 minute

of arc is equal to 1 NM at all points along a meridian.
This is true of ALL meridians. However, 1 minute of arc measures
differing distances on different line of latitude.
For arguments sake, let's also say that 1' of arc at the Equator measures
1 NM, which is what we assume for practical reasons. As shown in my
earlier answer the difference is so small (0.001 NM or 6.08 ft), it is
academic and not considered practically.
However, North and South of the Equator the meridians converge,
therefore, 360º at the Equator (21,600 NM) is a greater distance than
360º at any other latitude.
This is calculated using the Departure Formula, as follows:
Departure = Change of Longitude (minutes of arc) x Cosine of the Latitude
Departure = (360º x 60') x Cosine 45º
Departure = 21,600' x 0.707 Departure = 15,273.5 NM
Look at 1 minute of arc at the Equator, using the same formula:
Departure = 1' x Cosine 0º
Departure = 1' x 1
Departure = 1 NM
Now look at 1 minute of arc at 45ºN:
Departure = 1' x Cosine 45º
Departure = 0.707 NM
Question 511:
Which of the following variables affect deviation? 1. magnetic latitude
2. aircraft heading 3. aircraft altitude 4. aircraft electronic equipment
A 1, 2 and 4
B 2 and 3.
C 3 and 4.
D 1, 2 and 3.
Explanation: Deviation refers to the response of the compass to local

magnetic fields caused by the presence of iron and electric currents.
These vary with Latitude and also with the components used in the
aircraft construction and the electrical equipment on board.
Because the Earth's magnetic field's inclination and intensity vary at
different latitudes, compasses are often balanced during manufacture.
Compasses are then 'swung' or adjusted to minimise the effect of
deviation and these are noted at each cardinal heading with any
corrections being written onto a 'compass card' which is displayed in the
aircraft, usually near the magnetic compass.
Question 512:
Given: A (56°N , 145°E) B (57°N , 165°W) What is the difference in
longitude between A and B?
A 050°
B 130°
C 001°
D 020°
Explanation:
Question 513:
Mu'a, Tonga Islands, is situated at (21°11'S, 175°07'W) In the Air
Almanac the standard time of Tonga Islands is listed as UTC +13. For
August 21st the sunrise table in the Air Almanac shows: 20°S: 06:18 30°S:
06:28 What is the Standard Time of sunrise at Mu'a?
A 06:59 on August 22nd.

B 07:39 on August 22nd.
C 07:39 on August 21st.
D 06:59 on August 21st.
Explanation: Sunrise at 20º S = 06:18 LMT on 21 August

Sunrise at 30º S = 06:28 LMT on 21 August
Therefore, Sunrise at 21º S = 06:19 LMT on 21 August
Arc to Time Conversion to UTC
= 175º 07‟ W
= 11 Hours 40 minutes 28 seconds (We can ignore the 28 seconds)
= 06:19 + 11 hours 40 minutes
= 17:59 UTC
Standard Time Conversion = UTC + 13
= 17:59 + 13
= 30:59 (This cannot be achieved as it is greater than 24 hours therefore
must take place the following day)
= 06:59 ST on 22 August
Question 514:
A route is flown from (80°S, 100°W) to (80°S, 140°E). At 180°E/W the Grid
Track (GT) and True Track (TT) on a Polar Stereographic chart, whose grid
is aligned with the Greenwich meridian, are respectively:
A 110°(G) and 290°(T)

B 290°(G) and 110°(T)
C 250°(G) and 070°(T)
D 070°(G) and 250°(T)
Explanation:
Question 515:
A route is flown from (85°S, 100°E) to (85°S, 140°W). At 180°E/W the Grid
Track (GT) and True Track (TT) on a Polar Stereographic chart, whose grid
is aligned with the Greenwich meridian, are respectively:
A 250°(G) and 070°(T)

B 290°(G) and 110°(T)
C 070°(G) and 250°(T)
D 110°(G) and 290°(T)
Explanation: NO
Question 516:
An aircraft is flying according the flight log at the Annex. After 15
minutes of flying with the planned TAS and TH the aircraft is 3 NM North
of the intended track and 2.5 NM ahead of the dead reckoning position. To
reach destination B from this position the TH should be:
A 112º
B 078º
C 107º
D 090º
Explanation:
Question 517:
Position "Elephant Point" is situated at (58°00'N, 135°30'W). Standard
time for this location is listed in the Air Almanac as UTC -8. If sunset
occurs at 00:57 UTC on 21st January, what is the time of Sunset in LMT?
A 15:55 on January 20th.

B 08:57 on January 21st.
C 09:59 on January 21st.
D 16:57 on January 20th.
Explanation: Sunrise and Sunset times are in Local Mean Time.

Arc to Time Conversion for 135°30'W
= 135.5 x 4 minutes
= 542 minutes
= 9 hours 2 minutes
Conversion is from East to West therefore subtract:
00:57 UTC on 21st January
09:02
15:55 LMT on 20th January
Question 518:
The positions A (30°00'N, 017°30'E) and B at longitude (30°00'N,
023°30'E) are plotted on a Lambert chart with a constant of the cone of
0.5. A and B are connected by a straight line. The True Track measured at
A is 088.5°. What is the True Track measured at B?
A 091.5°
B 094.5°
C 082.5°
D 085.5°
Explanation:
Question 519:
What is the duration of morning Civil Twilight at (66º48'N, 095º26'W) on
27th of January?
A 01h 13m
B 01h 02m
C 09h 27m
D 08h 14m
Explanation:
Question 520:
The great circle track measured at A (45 00'N 010 00'W) from A to B (45
00'N 019 00'W) is approximately:
A 273°
B 093°
C 270°
D 090°
Explanation:
Question 521:
A route is flown from (85°S, 100°E) to (85°S, 140°W). At 160°E the Grid
Track (GT) and True track (TT) on a Polar Stereographic chart with a grid
orientated on the 180º meridian are respectively:
A 070°(G) and 090°(T)

B 250°(G) and 090°(T)
C 090°(G) and 250°(T)
D 090°(G) and 070°(T)
Explanation:
Question 522:
The GMT of Morning Civil Twilight at (66º48'N, 095º26'W) on 27th of
January is?
A 1436 GMT
B 1541 GMT
C 0814 GMT
D 0927 GMT
Explanation:
Question 523:
The GMT of Sunrise at (66º48'N, 095º26'W) on 27th of January is?
A 1549 GMT
B 0814 GMT
C 0927 GMT
D 1541 GMT
Explanation:
Question 524:
A straight line from A (75ºS, 120ºE) to B (75ºS, 160ºE) is drawn on a
Polar Stereographic chart. When passing the meridian 155ºE, the True
Track is:
A 075º
B 255º
C 095º
D 105º
Explanation: NO
Question 525:
On a Mercator's projection the distance between (17°N, 035°E) and (17°N,
040°E) is 5 cm. The scale at 57°N is approximately:
A 1 : 6 052 030
B 1 :10 626 460
C 1 :18 658 470
D 1 : 5 556 000A
Explanation:
Question 526:
Consider the following factors that determine the accuracy of a DR
position: 1. The flight time since the last position update. 2. The
accuracy of the forecasted wind. 3. The accuracy of the TAS. 4. The
accuracy of the steered heading. Using the list above which of the
following contains the most complete answer?
A 1, 2, 3 and 4
B 1 and 2
C 1, 2 and 4
D 1, 2 and 3
Explanation: A dead reckoning position is obtained by applying forecast

W/V to an air position. An air position is found by plotting (starting at
a ground position) lines using aircraft heading and TAS. Any errors (or
inaccuracy) of the DR position will be cumulative, thus the longer time
between each time a ground position can be obtained (and the plot reset),
the greater any possible errors will be. The accuracy of an air position
will therefore be affected by: - The time since the last position update
(i.e. ground position). - The accuracy of the forecast wind. - The
accuracy of the TAS. - The accuracy of the steered heading.
Question 527:
Position A is (31º00'S, 176º17'W) Rhumb line track (T) from A to B is
270º. Initial great circle track (T) from A to B is 266.2º. The
Approximate position of B is:
A (31º00'S, 168º58'E)
B (31º00'S, 173º24'E)
C (31º00'S, 161º32'W)
D (31º00'S, 173º24'W)
Explanation:
Question 528:
A great circle intersects the equator in 030°W with a great circle
direction of 035°(T). An aircraft tracking the great circle will reach
the maximum Northern/Southern latitude in position
A (55°N, 060°E)
B (55°S, 060°E)
C (35°S, 120°W)
D (35°N, 120°W)
Explanation: The Great Circle Track crosses the Equator at 030°W for the
first time on a bearing of 035°T. Being a Great Circle, the next time it
crosses the Equator will be exactly opposite the first point.
030°W + 180°= 150°E
The track at this point will be 035°T + 180°= 215°T
The highest latitude reached will be half way between these two points:
030°W + 90°= 060°E
Draw a circle with a horizontal line to represent the Equator and a dot
in the centre to represent the centre of the earth. Draw a vertical line
from the central dot to the North Pole.
Draw a third line to represent the Great Circle at an angle of 035° from
the vertical line. The remaining angle between the third line and the
Equator = 090° - 035° = 055°.
Therefore, this third line crosses the surface of the earth at a latitude
of 55°N.
Question 529:
An aircraft is flying at FL100. The OAT = ISA - 15°C. The QNH given by a
station at an elevation 3000 ft is 1035hPa. Calculate the approximate
True Altitude.
A 10 200 ft
B 10 000 ft
C 9 600 ft
D 7 200 ft
Explanation: Indicated altitude of aircraft based on QNH1035 is 10,660'

Calculation:
1035-1013=22mb
30' per mb = 22x30' = 660'
10,000' + 660' = 10,660' (not corrected for temperature error at this
point)
The Temperature Error Correction is applied for every 1000' above QFE
datum (height of aircraft above the ground)
Calculation:
Indicated altitude (QNH 1035 set) is 10,660', airfield altitude is 3000'
so the aircraft is 10,660' - 3000' = 7,600' above the ground.
TEC = 4' per 1000' above ground (QFE datum) per degree of ISA deviation
(at the aircraft)
TEC = 4' x 7,600/1000 x -15º
TEC = -460‟
True altitude = Indicated altitude + TEC
True altitude = 10,660' + (-460') = 10,200'
Question 530:
An aircraft has to fly over a mountain ridge. The highest obstacle,
indicated in the navigation chart, has an elevation of 9 800 ft. The QNH,
given by a meteorological station at an elevation of 6200ft, is 1022hPa.
The OAT = ISA+5ºC. Calculate the approximate indicated altitude to obtain
a clearance of 2000 ft.
A 11 500 ft and 11 700 ft

B 10 900 ft and 11 100 ft
C 11 800 ft and 12 000 ft
D 11 900 ft and 11 200 ft
Explanation:
Question 531:
An aircraft is departing from an airport which has an elevation of 2000
ft and the QNH is 1023 hPa. The TAS is 100 kt, the head wind component is
20 kt and the rate of climb is 1000 ft/min. Top of climb is FL 100. At
what distance from the airport will this be achieved?
A 11.1 NM
B 13.3 NM
C 16.6 NM
D 10.3 NMs
Explanation: As the climb is to a flight level, any pressure deviation

from 1013 hPa must be taken into account. Pressure error = (actual
pressure – altimeter setting) x pressure correction (30 ft/hPa unless
otherwise specified) Pressure error = (1023 hPa – 1013 hPa) x 30 ft/hPa =
300 ft The actual pressure is higher than the altimeter setting so the
pressure error is added. True altitude of FL100 = indicated altitude +
pressure error = 10 000 ft + 300ft = 10 300 ft Altitude to climb is the
difference in altitude between the airport and the true altitude of
FL100. Altitude to climb = altitude – elevation = 10 300 ft – 2000 ft =
8300 ft Time to climb to FL100 = altitude to climb ÷ rate of climb = 8300
ft ÷ 1000 ft/min = 8.3 min Groundspeed with 20 kt headwind component =
TAS – 20kt = 100 lts – 20 kt = 80 kts Distance covered = groundspeed x
time (hours) = 80 kts x 8.3 min x 60 min/hr = 11.07 nm
Question 532:
At 10:15 the reading from a VOR/DME station is 211°/ 90NM, at 10:20 the
reading from the same VOR/DME station is 211°/120NM. Compass Heading =
200º Variation in the area = 31ºW Deviation = +1º TAS = 390 kt The wind
vector (T) is approximately:
A 110º/70kt
B 110º/40kt
C 120º/50kt
D 100º/60kts
Explanation: The difference between magnetic and compass is deviation.

Positive deviation or variation is Easterly.
C-----D----M----V----T
200 +1(E) 201 31W 170
Find the heading in degrees TRUE by using the deviation and variation -
see above (170).
Drift is from Heading TO Track, and Heading is calculated (from CDMVT) as
170ºT, therefore Drift = 10º Right (or Starboard, depending on your type
of Whizz Wheel).
So the drift is 211degrees (from the VOR radial) – 201degrees (magnetic
from above) = 10degrees STBD.
Get the whizz wheel out. Centre dot on the TAS (390), TRUE heading (170)
set at the top of the wheel and then put a mark on the drift of 10degrees
STBD (211 - 201) at a G/S of 360 kts.
Rotate so the mark is under the dot and read out TRUE wind direction and
speed...
Question 533:
A straight line from A (53ºS, 155ºE) to B (53ºS, 170ºW) is drawn on a
Lambert Conformal conical chart with standard parallels at 50ºS and 56ºS.
When passing 175ºW, the True Track is:
A 078.0º
B 258.0º
C 282.0º
D 102.0º
Explanation:
Question 534:
An NDB is located at position (N55°26', W005°42'). The variation at the
NDB is 9°W. The position of the aircraft is (56°00'N, 010°00'W). The
variation at the aircraft-position is 11°W. The initial TT- of the great
circle from the aircraft position to the NDB position, is 101.5°. What is
the Magnetic Bearing of the NDB from the aircraft?
A 112.5°
B 108.5°
C 114.5°
D 110.5°
Explanation: Always use the variation at the aircraft position when

calculating direction in relation to NDB bearings.
Radio waves follow straight lines in space, i.e. great circle tracks such
that the true great circle track from the aircraft to the NDB that is
given is the same as the true bearing of the NDB from the aircraft.
TB aircraft to NDB: 101.5º
Var: W11
MB aircraft to NDB: 112.5º
Question 535:
what distance from the airport will this be achived?
A 10.3 NM
B 11.1 NMs
C 15.4 NM
D 13.3 NM
Explanation: Firstly they are both in different settings, get them both
to flight levels.
2000' QNH(1003) on 1013 would be 2300, so if your altimeter was always
set to 1013(FL), then to fly to FL100 you would only have (10000-2300)
left to fly.
7700/1000 = 7.7mins at 80kt GS
= 10.27 nm, 10.3 in the answer.
Question 536:
Use Europe Low Altitude Enroute Chart E(LO) 1A) Two consecutive waypoints
of a flight plan are Stornoway VORDME (N58°12.4', W006°11.0') and Glasgow
VORDME (N55°52.2', W 004°26.7'). During the flight the Actual Time Over
Stornoway is 11:15 UTC and the Estimated Time Over Glasgow is 11:38 UTC.
At 11:21 UTC the fix of the aircraft is exactly over reporting point
RONAR. What is the Revised UTC over Glasgow, based on this last fix?
A 11:36
B 11:34
C 11:33
D 11:38
Explanation: Current Speed @ RONAR = 44NM/6minutes = 440kts

Time to go from RONAR to Glasgow VOR: 107NM / 440kts = 14.59minutes =
15minutes
11:21 + 15mins = 11:36
Question 537:
with the Greenwich meridian. The true track of the straight line at A
(75°S, 010°W) is 080°. What is the Grid Track when passing the meridian
of 050°E?
A 070º(G)
B 330º(G)
C 110º(G)
D 090º(G)
Explanation:
Question 538:
with the Greenwich meridian. The True Track of the straight line at A
(75°N, 010°W) is 080°. What is the Grid Track when passing the meridian
050°E?
A 090º(G)
B 070º(G)
C 150º(G)
D 110º(G)
Explanation:
Question 539:
After 15 minutes of flying with the planned TAS and TH the aircraft is 3
NM South of the intended track and 2.5 NM ahead of the dead reckoning
position. To reach destination B from this position, the TH should be:
61600386.gif
A 078º
B 112º
C 100º
D 090º
Explanation: Planned distance = time x groundspeed = (15 min ÷ 60 min/hr)
x 130 kts = 32.5 nm Distance travelled = planned distance + error = 32.5
nm + 2.5 nm = 35 nm Track angle error = (distance off track x 60) ÷
distance travelled = (3 nm x 60) ÷ 35 nm = 5.1º Distance to go = total
distance – distance travelled = 50 nm – 35 nm = 15 nm Track correction =
(distance off track x 60) ÷ distance to go = (3 nm x 60) ÷ 15 nm = 12º In
order to reach destination B from the actual position the aircraft must
turn 5.1º left to compensate for the track angle error and then further
12º left as a track correction to reach position B. Note that any turn is
done based on heading and not track. New heading = old heading – track
angle error – track correction = 095º – 5º – 12º = 078º
Question 540:
An aircraft is flying from A to B a distance of 50 NM. The True Course in
the flight log is 270º, the forecast wind is 045º(T)/15kt and the TAS is
120kt. After 15 minutes of flying with the planned TAS and TH the
aircraft is 3 NM South of the intended track and 2.5 NM ahead of the dead
reckoning position. To reach destination B from this position, the
correction angle on the heading should be:
A 17º
B 14º
C 12º
D 5º
Explanation:
Question 541:
An aircraft is flying from A to B a distance of 50 NM. The True course in
the flight log is 090º, the forecast wind is 225º(T)/15kt and the TAS is
120 kt. After 15 minutes of flying with the planned TAS and TH the
aircraft is 3 NM South of the intended track and 2.5 NM ahead of the dead
reckoning position. To reach destination B from this position, the
correction angle on the heading should be:
A 17º
B 10º
C 5º
D 12º
Explanation: Use the CRP5 to find the groundspeed. Use wind down to enter
the W/V. On the low speed slide and place the grommet over a speed (the
TAS of 120 kts is just as good as anywhere else) and put 225º under the
heading arrow and put a mark on the centreline 15 kts below the grommet.
Put the track (090º) under the heading mark and read off the drift
(approximately 4º to the left of the centreline). As the CRP5 shows
incorrect unless the heading is under the heading arrow, we need to
correct for this drift in order to follow the desired track. Turn the
compass 4º to the left (anti-clockwise) and place 094º under the heading
arrow. The drift is now closer to 5º left so adjust the compass further
and put 095º under the heading arrow. Now the drift is 5º left, and, with
the heading being 095º, the track is the desired 090º. Read off the
groundspeed: Approximately 130 kts Planned distance = time x groundspeed
= (15 min ÷ 60 min/hr) x 130 kts = 32.5 nm Actual distance = planned
distance + error = 32.5 nm + 2.5 nm = 35 nm Track angle error = (distance
off track x 60) ÷ distance travelled = (3 nm x 60) ÷ 35 nm = 5.1º
Distance to go = total distance – distance travelled = 50 nm – 35 nm = 15
nm Track correction = (distance off track x 60) ÷ distance to go = (3 nm
x 60) ÷ 15 nm = 12º In order to reach destination B from the actual
position the aircraft must turn 5.1º to compensate for the track angle
error and then further 12º in the same direction as a track correction to
reach position B. Total heading change = track angle error + track
correction = 5º + 12º = 17º
Question 542:
An aircraft is flying from A to B. The true course according to the
flight log is 090º, the estimated wind is 225º(T)/15kt and the TAS is 120
kt. After 15 minutes of flying with the planned TAS and TH the aircraft
is 3 NM South of the intended track and 2.5 NM ahead of the dead
reckoning position. The Track angle error (TKE) is:
A 5ºR
B 12ºR
C 6ºL
D 17ºL
Explanation: On CRP-5 Wind Side:

Place Centre Dot on TAS (120 kts)
Rotate Wind Computer to place wind direction (225?T) under True Heading
Index
Make a Wind Mark on Centre Line 15 kts below Centre Dot (over 105 kts)
Rotate Wind Computer to set True Track = 090?T under TRUE HEADING Index.
Note Wind Mark has moved to 5? Left Drift.
Rotate Wind Computer so that 090? is lined up with 5? Left Drift.
Note Wind Mark has stayed at 5? Left drift, which completes the Heading
computation
True Heading = 095?T.
Ground Speed = 130 kts
On CRP-5: Align 1:60 Index on Inner Scale with 130 kts Groundspeed on
Outer Scale
Read 32.5 NM Dead Reckoned distance flown on Outer Scale against 15
minutes Time on Inner Scale
After 15 minutes of flying aircraft position should be 32.5 NM along
track.
Aircraft Position = 32.5 NM + 2.5 NM = 35 NM
Calculate Track Error Angle =
TEA (Dep) = Distance OFF Track x 60 / Distance ALONG Track
TEA (Dep) = 3 x 60 / 35
TEA (Dep) = 180 / 35
TEA (Dep) = 5?
Aircraft is South of an Easterly track, therefore, the Track Error is to
the Right
Question 543:
An aircraft at FL360 is required to descent to FL120. The aircraft should
reach FL120 at 40 NM from the next waypoint. The rate of descent is 2000
ft/min. The average GS is 420 kt. The minimum distance from the next
waypoint at which descent should start is:
A 124 NM
B 88 NM
C 236 NM
D 166NM
Explanation: FL360 to FL120 = 24,000'

Rate of Descent = 2,000' fpm
Time to descend = 24,000' / 2,000' = 12 minutes (0.2 hours)
Ground Speed = 420 kts
Distance from Top of Descent to Bottom of Descent = 420 x 0.2 = 84 NM
Distance from Bottom of Descent to WP = 40 NM
Distance from Top of Descent to Waypoint = 84 NM + 40 NM = 124 NM
Question 544:
The distance between A and B is 90 NM. At a distance of 15 NM from A the
aircraft is 4 NM right of course. To reach destination B, the correction
angle on the heading should be:
A 19º
B 3º
C 21º
D 16º
Explanation: Track angle error = (distance off track x 60) ÷ distance

travelled = (4 nm x 60) ÷ 15 nm = 16º Distance to go = total distance –
distance travelled = 90 nm – 15 nm = 75 nm Track correction = (distance
off track x 60) ÷ distance to go = (4 nm x 60) ÷ 75 nm = 3.2º In order to
reach destination B from the actual position the aircraft must turn 16º
to compensate for the track angle error and then further 3º in the same
direction as a track correction to reach position B. Total heading change
= track angle error + track correction = 16º + 3º = 19º
Question 545:
On a True Heading of 090° the aircraft experiences drift of 5°S. On a
True Heading of 180° the aircraft experiences no drift. On both headings
the TAS is 200 kt and it is assumed that the wind is the same. What is
the experienced wind speed and direction?
A 360° / 17 kt
B 360° / 34 kt
C 180° / 34 kt
D 180° / 17 kt
Explanation: Use the CRP5 to find the W/V (wind down method). Put the
grommet over the TAS using either low speed or high speed side of the
slide. Put the first heading (090º) under the heading arrow. On this
heading the drift is 5º starboard (or right) so draw a line down along
the 5º right drift line. Turn the compass and put the second heading
(180º) under the heading arrow. On this heading the drift is 0º so put a
mark where the line previously drawn pass through the centreline (0º
drift line). Turn the compass until the final mark is on the centreline
directly under the grommet. Read off the wind direction under the heading
arrow (000º/360º) and the wind speed as the difference between the
grommet and the mark (17 kt).
Question 546:
An aircraft is flying at FL 200. OAT = 0°C. When the actual air pressure
on an airfield at MSL is placed in the subscale of the altimeter the
indicated altitude is 19300ft. Calculate the aircraft's true altitude.
A 21 200 ft
B 20 200 ft
C 19 300 ft
D 20 700 ft
Explanation:
Question 547:
Given: Compass Heading = 233° True Track = 256° Drift Angle = 10°R
Deviation = -3° What is the variation?
A 16°E
B 10°W
C 36°E
D 20°W
Explanation: True Track= 256°

Drift Angle = 10°R
Drift is FROM Heading TO Track, therefore:
True Heading = 246°
C D M V T
233° -3° 230° 16°E 246°
Question 548:
An aircraft departs from Schiphol airport (where ST = UT+1) and flies to
Santa Cruz in Bolivia (South America) via Miami in Florida. The departure
time (off blocks) is 07:45 ST at the 10th of November, taxi time before
take off at Schiphol is 25 minutes. The flight time to Miami over the
Atlantic Ocean is 09h20m. The total taxi time in Miami to and from the
gate is 25 minutes. The time spend at the gate is 02h40m. From Miami to
Santa Cruz the airborne time is 06h30m. Calculate the time and date of
touch down in Santa Cruz in ST Bolivia if the difference between ST and
UTC is 5 hours. (Note: use the information given, not ST tables)
A 21:05 10th Nov.

B 22:05 10th Nov.
C 09:05 11th Nov.
D 07:05 11th Nov.
Explanation: Off Blocks AMS 07:45 ST 10th

ST correction 01:00 –
Off Blocks AMS 06:45 UT 10th
+ Taxi time 00:25 +
T/O AMS 07:10 UT 10th
+ Flight time 09:20 +
Land MIA 16:30 UT 10th
+Taxi 00:25 +
Gate 02:40 +
T/O MIA 19:35 UT 10th
Flight time 06:30 +
Land VVI 02:05 UT 11th
ST corr 05:00 –
Land VVI 21:05 ST 10th
Question 549:
An aircraft is flying from SALCO to BERRY HEAD on Magnetic Track 007º,
TAS 445 kt. The wind is 050º(T)/40 kt. Variation 5ºW, deviation +2º At
1000 UTC the RB of locator PY is 311º. At 1003 UTC the RB of locator PY
is 266º. Calculate the distance of the aircraft from locator PY at 1003
UTC.
A 21 NM
B 22 NM
C 23 NM
D 24 NM
Explanation: Convert everything to True and note that the aircraft

follows a Track of 002ºT.
The calculated Heading and Groundspeed are 006ºTand 415 kts respectively.
At 1000 (Position A), the calculated heading = 006ºT.
To calculate True Bearing to PY:
HDG + RB = QUJ
006ºT + 311º = 317ºT
Remainder to True North = 360º - 317º = 043º
However, the aircraft's flight path will be along the track of 002ºT.
Therefore, the angle from the aircraft's track to the bearing to PY =
043º + 002º = 045º Left of track
At 1003 (Position B), the calculated heading is still 006ºT.
To calculate True Bearing to PY:
HDG + RB = QUJ
006ºT + 266º = 272ºT
Remainder to True North = 360º - 272º = 088º
However, the aircraft's flight path will be along the track of 002ºT.
Therefore, the angle from the aircraft's track to the bearing to PY =
088º + 002º = 090º Left of track
We now have a triangle A - B - PY with internal angles at A (045º) and B
(090º), thus leaving the last angle at PY = 180º - 045º - 090º = 045º.
A triangle with 2 equal internal angles (A = 045º and PY = 045º) is an
Isosceles Triangle, which will have two equal sides adjacent to the two
equal angles. i.e Side A - B = Side PY - B.
Side A - B = 3 minutes @ 415 kts = 21 NM
As Side A - B = Side PY - B, the latter also equals 21 NM.
Question 550:
An aircraft is flying at FL250, OAT = - 45°C. The QNH, given by a station
at MSL, is 993.2 hPa. Calculate the approximate True Altitude.
A 23400 ft
B 26100 ft
C 24000 ft
D 25500 ft
Explanation:
Question 551:
A straight line from A (53ºN, 155ºW) to B (53ºN, 170ºE) is drawn on a
Lambert Conformal conical chart with standard parallels at 50ºN and 56ºN.
When passing the meridian 175ºE, the True Track is:
A 260.0º
B 102.5º
C 100.0º
D 257.5º
Explanation:
Question 552:
After 15 minutes of flying with the planned TAS and TH the aircraft is 3
NM South of the intended track and 2.5 NM ahead of the dead reckoning
position. To reach destination B from this position, the TH should be:
61600385.gif
A 292º
B 280º
C 287º
D 258º
Explanation: DR position after 15 minutes of flight at 130 kts GS = 32.5

NM.
The aircraft is:
2.5 NM ahead of the DR position = 32.5 + 2.5 = 35 NM
3 NM south of the DR position
Track Error Angle (TEA) = Distance OFF Track x 60 / Distance ALONG Track
TEA = 3 x 60 / 35
TEA = 180 / 35
TEA = ~5°
An adjustment of 5° to the Right would parallel the track to the
destination, therefore, we must also calculate the closing angle.
TEA = 3 x 60 / 15
TEA = 180 / 15
TEA = ~12°
Total Track Correction Angle = 12 + 5 = 17°
Correction = Northerly on a Westerly Track = Right
Heading = 275° + 17° Right = 292° T
Question 553:
An aircraft is flying from SALCO to BERRY HEAD on Magnetic Track 007º,
TAS 445 kt. The wind is 050º(T)/40 kt. Variation 5ºW, deviation +2º At
1000 UTC the RB of locator PY is 311º. At 1003 UTC the RB of locator PY
is 266º. Calculate the True bearing of locator PY at 1003 UTC from the
aircraft.
A 272º (T)
B 275º (T)
C 268º (T)
D 277º (T)
Explanation:
Question 554:
A route is flown from (80°S, 100°W) to (80°S, 140°E). At 160°W the Grid
Track (GT) and True Track (TT) on a Polar Stereographic chart with a grid
orientated on the 180º meridian are respectively:
A 290°(G) and 270°(T)

B 110°(G) and 270°(T)
C 270°(G) and 110°(T)
D 270°(G) and 290°(T)
Explanation: From the information provided the simplest way to answer

this is to construct a diagram.
However NOTE that the Grid is orientated with the GREENWICH ANTE-
MERIDIAN.
Draw the circle with the 80°S Line of Latitude and the Datum Meridian
(Greenwich Ante-Meridian) in place.
Mark in the three local meridians, i.e. Point of Departure (100°W), Point
of Arrival (140°E) and Point where track is being measured (160°W).
You will note that one large triangle is formed between the Points of
Departure (PoD) and Arrival (PoA) and the South Pole (SP), the internal
angle of which totals 120°. As the two sides of the triangle formed by SP
- PoD and SP - PoA are equal this makes the triangle an Isosceles
triangle, therefore the two remaining angles adjacent to these sides must
be equal, in this case (180 - 120)/2 = 30° each.
This triangle is bisected by the 160° W Meridian into two smaller, equal
triangles, each of which contains two known angles, 60° and 30. These
total 90°, therefore the remaining angle must be 180° - 90° = 90°, which
make these Right Angled Triangles.
Therefore, the track at 160°W must be either due east (090°) or due west
(270°) ; in this case a westerly track, 270°T.
TRUE Track = 270°T
Convergency is the difference between the Datum Meridian and the Local
Meridian at the point where the bearing is measured. The Datum Meridian
is at 180°E/W and the Local Meridian is at 160°W, therefore Convergency =
180° - 160° = 020°.
The direction of the convergency is measured FROM Grid North TO True
North at the Local Meridian (160E), which can be seen to be in a easterly
direction.
Convergency West = True Track Best
Convergency East = True Track Least
Therefore:
GRID Track = TRUE Track + Convergency
GRID Track = 270° + 20°
GRID Track = 290°G
Question 555:
Given: Position NDB (55°10Ń, 012°55É) DR Position (54°53Ń, 009°58É)
NDB on the RMI reads 090° Magnetic variation = 10°W The position line has
to be plotted on a Lamberts conformal chart with standard parallels at
40°N and 48°N. Calculate the direction (T) of the bearing to be plotted
from the NDB.
A 262°
B 258°
C 265°
D 272°
Explanation: First, round up the figures in the data.

This gives us:
Position NDB (55°N, 013°E) DR Position (55°N, 010°E)
RMI (Radio MAGNETIC Indicator) indicates bearing to NDB = 090°M
We have been asked to calculated the bearing TO the aircraft FROM the NDB
is degrees TRUE.
So convert that RMI bearing to a True bearing.
090°M +/- Magnetic Variation = 10°W (Variation West Magnetic Best - True
Least!)
090°M - 10°W = 080°T
This is the True bearing FROM the aircraft TO the NDB, measured AT the
aircraft.
So, what is the True Bearing FROM the NDB to the AIRCRAFT, measured AT
the AIRCRAFT? Obviously, the reciprocal of 080°T.
080°T + 180° = 260°T
Now, you need to construct a diagram, meridians converging at the top,
Aircraft at 010°E on the left, NDB at 013°E on the right, with a Great
Circle Track line drawn between them.
The angle FROM the Aircraft (on the left) to the NDB (on the right) =
080°T and the reciprocal of this angle AT THE AIRCRAFT = 260°T.
Now look at the bearing FROM the NDB TO the aircraft AT the NDB - this is
the bearing you would be plotting on your chart.
Is it larger or smaller than the bearing measured at the aircraft?
It is larger!
Therefore, the bearing to be plotted > 260°T
But by how much?
The difference in Great Circle Tracks (GCT) between two positions =
Convergency
How do we calculate Convergency?
In a Lamberts Chart:
Convergency = Change of Longitude x Convergence Factor (aka 'Constant of
the Cone' or simply 'n')
What is the value of the Convergence Factor?
It is the Sine of the Parallel of Origin
What is the Parallel of Origin?
It is halfway between the Standard Parallels
Standard Parallels = 40°N and 48°N
Halfway = 44°N
Sine 44° = 0.695 = Convergence Factor
Now, back to that formula...
Convergency = Change of Longitude x Convergence Factor
Convergency = (013° - 010°) x 0.695
Convergency = 003° x 0.695
Convergency = 003° x 0.695
Convergency = 002°
GCT at NDB >
GCT at Aircraft (260°T)
GCT at NDB > 260°T
GCT at NDB = 260°T + 002
GCT at NDB = 262°T
Question 556:
A VOR is situated at position (N55°26', W005°42'). The variation at the
VOR is 9°W. The position of the aircraft is (N60°00'N, W010°00'). The
variation at the aircraft-position is 11°W. The initial TT-angle of the
great circle from the aircraft position to the VOR is 101.5°. Which
radial is the aircraft on?
A 294
B 296
C 278
D 276
Explanation: NO
Question 557:
An aircraft is at position (53ºN, 006ºW) and has a landmark at position
(52º47'N, 004º45'W), with a relative bearing of 060º. Given: Compass
Heading = 051º Variation = 16ºW Deviation = 2ºE What is the true bearing
of the position line to be plotted from the landmark to the aircraft on a
Lambert chart with standard parallels at 37ºN and 65ºN?
A 278º
B 277ºs
C 250º
D 276º
Explanation: NO
Question 558:
A VOR is situated at position (74ºN, 094ºW); local variation is 50ºW. A
Polar Stereographic chart supplied with a Greenwich grid is used for
navigation. To proceed along (magnetic) radial 238 inbound an aircraft
has to follow a Grid Track of:
A 103º
B 283º
C 013º
D 193º
Explanation: NO
Question 559:
Thule VOR is located at (76°32'N, 68°15'W). A Polar Stereographic chart
with the grid aligned with the Greenwich meridian is to be used. The
local variation is 75°W. Which grid track must be maintained to track
radial 210(M) inbound?
A 023°(G)
B 203°(G)
C 323°(G)
D 285°(G)
Explanation: NO
Question 560:
A straight line from A (75ºN, 120ºE) to B (75ºN, 160ºE) is drawn on a
Polar Stereographic chart. When passing the meridian 155ºE, the True
Track is:
A 105º
B 285º
C 075º
D 255º
Explanation: NO
Question 561:
A route is drawn from (75°00'N, 060°00'E) to (75°00'N, 030°00'W) on a
Polar Stereographic chart with the grid aligned with the Greenwich
meridian. The Grid Track (GT) is:
A 255º(G)
B 285º(G)
C 315º(G)
D 225º(G)
Explanation: NO
Question 562:
An aircraft is flying according the flight log at the Annex. After 15
minutes of flying with the planned TAS and TH the aircraft is 3 NM North
of the intended track and 2.5 NM ahead of the dead reckoning position. To
reach destination B from this position the TH should be:
61600390.gif
A 258º
B 253º
C 270º
D 292º
Explanation: Planned distance = time x groundspeed = (15 min ÷ 60 min/hr)

x 130 kts = 32.5 nm Distance travelled = planned distance + error = 32.5
nm + 2.5 nm = 35 nm Track angle error = (distance off track x 60) ÷
distance travelled = (3 nm x 60) ÷ 35 nm = 5.1º Distance to go = total
distance – distance travelled = 50 nm – 35 nm = 15 nm Track correction =
(distance off track x 60) ÷ distance to go = (3 nm x 60) ÷ 15 nm = 12º In
order to reach destination B from the actual position the aircraft must
turn 5.1º left to compensate for the track angle error and then further
12º left as a track correction to reach position B. Note that any turn is
done based on heading and not track. New heading = old heading – track
angle error – track correction = 275º – 5º – 12º = 258º
Question 563:
On a Mercator's projection a straight line is drawn between (40°N, 050°W)
and (50°N, 060°W). Calculate the angle between the straight line and the
great circle in position A.
A 3.5°
B 7.0°
C 1.8°
D 3.2°
Explanation: Since the question is purely about the difference between a

rhumb line (straight line on direct Mercator) and a great circle track
(i.e. the conversion angle), there is no issue with the two positions
being at different latitude without any track given.
Mean lat = (N40º + N50º) ÷ 2 = N45º
Ch long from W050 to W060 = 10º
Convergence = 10º x sin 45 = 7.07º
Conversion angle = convergence ÷ 2
Conversion angle = 7.07º ÷ 2 = 3.54º
Question 564:
Given: A descending aircraft flies in a straight line to a DME. DME 55.0
NM, altitude 33000 ft DME 43.9 NM, altitude 30500 ft M = 0.72, GS = 525
kt, OAT = ISA The descent gradient is:
A 3.7%
B 4.1%
C 3.5%
D 3.9%
Explanation: The only relevant information here is the ground distance

covered and the altitude descended.
DME 55.0 NM 33,000'
DME 43.9 NM 30,500'
Distance covered = 11.1 NM (~67,500')
Descent profile = 2,500'
On CRP-5:
Place 2,500' on Outside Scale against 67,500' on Inside Scale.
Read Descent Gradient against RED ARROW (above Altitude Window) of 3.7%
Mathematically:
2,500' / (67,500' / 100) = 3.7%
Question 565:
An aircraft tracks radial 200 inbound to a VOR station with a Magnetic
Heading (MH) of 010º. After being overhead the VOR station the aircraft
tracks radial 090 outbound with a MH of 080º. The TAS is 240 kt and the
magnetic variation in the area is 5ºW. What is the wind vector (T)?
A 320º/50kt
B 310º/60kts
C 330º/50kt
D 300º/50kt
Explanation: VOR Inbound - HDG 005ºT TRK 015ºT (Drift = 10º Right)
VOR Outbound - HDG 075ºT TRK 085ºT (Drift = 10º Right)
Place TAS = 240 knots under centre dot.
Place Inbound HDG under True Heading Index.
Draw a line down the length of the 10º Right Drift line.
Place Outbound HDG under True Heading Index.
Draw a line along the 10º Right Drift line where it intersects the
Inbound Drift line.
Rotate the Wind Calculator until the intersection of the two lines is on
the central wind speed line, where you read the wind speed and read the
Wind Direction at the top of the calculator.
It should read 320 / 50.
Question 566:
Route A - B is drawn on a Southern Polar Stereographic chart whose grid
is aligned with the Greenwich meridian. The true track of the straight
line at A is 120°. When passing the meridian of 100°E the true track is
090°. The grid track of this route on the chart is:
A 190º(G)
B 120º(G)
C 030º(G)
D 350º(G)
Explanation: Draw a circle to represent any line of latitude.

Draw in the Greenwich Meridian
(South Pole - centre of circle - up to top edge of circle)
Draw in Local Meridian at 100E.
Draw in Straight Line Track at angle of 090T to the Local Meridian at 100
E.
(Remember to measure the track angle CLOCKWISE from TRUE North).
Draw in a Grid Meridian through the point where the Local Meridian (100E)
intersects the Straight Line Track.
(Ensure the Grid Meridian is parallel to the Greenwich (Datum) Meridian
and that it points in the same direction, i.e. up the page)
The difference between the Grid Track and the True Track at 100E will be
equal to the difference between the Datum Meridian and the Local
Meridian, i.e. 100 degrees. Therefore, the Grid Track will be either:
090 + 100 = 190G, or
090 - 100 = 350G
The diagram should give you the answer.
Measure the track angle CLOCKWISE from GRID North and it will be 190G.
Question 567:
The fix of the aircraft position is determined by radials from three VOR-
stations. The measurements contain small random errors, known systematic
errors and unknown systematic errors. The measured radials are corrected
for known systematic errors and are plotted on a navigation chart. The
result is shown at the reference. What is the most probable position of
the aircraft?
61600093.gif
A 1
B 4
C 3
D 2
Explanation: The systematic errors are within the aircraft receiver

equipment being used to measure the radials from the stations and the
aircraft's displacement from those radials.
The error will always be in the same direction, i.e. EITHER +5º OR -5º
from each radial measured. NOTE: The number 5º in this case is a totally
arbitrary number for illustration only.
If you look at the radials coming out of each of the VORs, only one
position lies on the same side of each of the radials, that being
position 1, which is +5º from each radial.
The other three positions 2, 3 and 4 lie on one or the other sides of
each of the radials, e.g. Position 2 is +5º from the Northerly and
Southerly VORs but -5º from the Easterly VOR.
Question 568:
An aircraft flies at FL 250. OAT = - 45°C. The QNH, given by a
meteorological station with an elevation of 2830 ft, is 1033 hPa.
Calculate the clearance above a mountain ridge with an elevation of 20410
ft.
A 4 200 ft
B 3 500 ft
C 3 000 ft
D 4 600 ft
Explanation: Start with calculating the pressure error followed by the

temperature error. Pressure error = (actual pressure – altimeter setting)
x pressure correction (30 ft/hPa unless otherwise specified) Pressure
error = (1033 hPa – 1013 hPa) x 30 ft/hPa = 600 ft The actual pressure is
higher than the altimeter setting so the pressure error is added. True
altitude before temperature correction = 25 000 ft + 600 ft = 25 600 ft
The temperature error apply for the distance (height) above where the
pressure reference was obtained from. Here the meteorological station is
2830 ft above MSL, so the height above the station (before temperature
correction) is: Height = pressure corrected altitude – elevation = 25 600
ft – 2830 ft = 22 770 ft The formula for temperature error is:
Temperature error = 4 ft x (height ÷ 1000 ft) x ºC ISA dev ISA deviation
= OAT - (+15ºC – (2ºC x altitude ÷ 1000 ft)) = -45ºC - (+15ºC – (2ºC x 25
000 ft ÷ 1000ft)) = -10ºC Temperature error = 4 ft x (22 770 ft ÷ 1000
ft) x -10ºC = -911 ft True altitude = pressure corrected altitude +
temperature error = 25 600 ft + (-911 ft) = 24 689 ft Height = true
altitude – elevation = 24 689 ft – 20 410 ft = 4279 ft
Question 569:
A 3.6 NM
B 5.4 NM
C 4.4 NMs
D 4.0 NM
Explanation: As the climb is to a flight level, any pressure deviation

from 1013 hPa must be taken into account. Pressure error = (actual
pressure – altimeter setting) x pressure correction (30 ft/hPa unless
otherwise specified) Pressure error = (1003 hPa – 1013 hPa) x 30 ft/hPa =
-300 ft The actual pressure is lower than the altimeter setting so the
pressure error is subtracted. True altitude of FL50 = indicated altitude
+ pressure error = 5000 ft + (-300ft) = 4700 ft Altitude to climb is the
difference in altitude between the airport and the true altitude of FL50.
Altitude to climb = altitude – elevation = 4700 ft – 2000 ft = 2700 ft
Time to climb to FL50 = altitude to climb ÷ rate of climb = 2700 ft ÷
1000 ft/min = 2.7 min Groundspeed with 20 kt headwind component = TAS –
20kt = 100 lts – 20 kt = 80 kts Distance covered = groundspeed x time
(hours) = 80 kts x 2.7 min x 60 min/hr = 3.6 nm
Question 570:
Two places on the parallel of 47ºS lie 757.8 km apart. Calculate the
difference in longitude.
A 10º00'
B 4º51'
C 4º39'
D 9º19'
Explanation: Departure (NM) = Change Longitude (') x Cosine Latitude

757.8 km = 409 NM
409 = Chg Long x Cosine 47º
Chg Long = 409 / 0.682
Chg Long = 600'
Chg Long = 10º
Question 571:
In a sunrise/sunset table given for the 28th of June at a certain
latitude, sunrise is gven as 0239 and sunset is given as 2127. What is
the latitude?
A 60°N
B 00° N/S
C 80°N
D 55°S
Explanation: 28th of June is close to the summer solstice. In general the

sun will rise at 0600 and set at 1800 in the equatorial region. In the
southern hemisphere it is winter and the days will therefore be shorter.
In the northern hemisphere it is summer and the days will be longer. For
places north of N67 there will be midnight sun and therefore no sunrise
or sunset. This leaves N60 as the only plausible alternative.
Question 572:
The constant of the cone in a Lambert chart is 0.8666500. The angle
between the north directions of the meridian in position A (65°00'N,
018°00'W) and the meridian of position B (75°00'N, 023°00'W) on the chart
is:
A 4.3°
B 5.0º
C 10.0º
D 5.8º
Explanation: This is a standard convergence question. As it is on a

Lambert chart and the constant of the cone is given, latitude of the
positions is irrelevant as the convergence is constant all over the
chart.
Refer to the convergence formula:
On a Lambert chart, “sin lat” = “sin parallel of origin” = constant of
the cone.
Ch long W018 to W023 = 5º
Convergence = 5º x 0.86665 = 4.33º
Question 573:
On the earth's ellipsoid one degree of latitude near the equator is
A less than 60 NM
B more than 60 NM but less than 61 NM
C more than 60 NM
D 60 NM
Explanation: The ellipsoid is slightly squashed making the polar

circumference of the Earth slightly less than the equatorial
circumference. As the Equator is the reference for distance given by:
21 600 nm ÷ 360º = 60 nm per 1º change of longitude
As the polar circumference is less than 21 600 nm, 1º change of latitude
must be slightly less than 60 nm.
Question 574:
During approach the following data are obtained: DME 12.0 NM, altitude
3000 ft DME 9.8 NM, altitude 2400 ft TAS = 160 kt, GS = 125 kt The rate
of descent is:
A 570 ft/min
B 700 ft/min
C 600 ft/min
D 730 ft/min
Explanation: During approach the following data are obtained: DME 12.0
NM, altitude 3000 ft, DME 9.8 NM, altitude 2400 ft TAS = 160 kt, GS = 125
kt. The Rate of Descent is:
Rate of Descent = Change of Height (feet) / Time (minutes)
In this case the Change of Height = 3,000 ft - 2,400 ft = 600 ft
The time needs to be calculated using the formula:
Time = Distance / Speed
Time = (12.0 NM - 9.8 NM) / 125 kts
Time = 2.2 NM / 125 kts
Time = 0.0176 hours (x 60 = 1.056 minutes)
Back to the original formula:
Rate of Descent = Change of Height (feet) / Time (minutes)
RoD = 600 ft / 1.056 minutes
RoD = 568 ft per minute
Question 575:
The distance between A and B is 90 NM. At a distance of 75 NM from A the
aircraft is 4 NM right of course. The track angle error (TKE) is:
A 3ºR
B 6ºR
C 22ºR
D 19ºR
Explanation: Calculate Track Error Angle =

TEA = Distance OFF Track x 60 / Distance ALONG Track
TEA = 4 x 60 / 75
TEA = 240 / 75
TEA = 3°
Question 576:
The True course in the flight log is 270º, the forecast wind is
045º(T)/15kt and the TAS is 120kt. After 15 minutes of flying with the
planned TAS and TH the aircraft is 3 NM South of the intended track and
2.5 NM ahead of the dead reckoning position. The track angle error (TKE)
is:
A 5ºL
B 3ºR
C 6ºR
D 2ºL
Explanation: Use the CRP5 to find the groundspeed. Use wind down to enter
the W/V. On the low speed slide and place the grommet over a speed (the
TAS of 120 kts is just as good as anywhere else) and put 045º under the
heading arrow and put a mark on the centreline 15 kts below the grommet.
Put the track (270º) under the heading mark and read off the drift
(approximately 4º to the left of the centreline). As the CRP5 shows
incorrect unless the heading is under the heading arrow, we need to
correct for this drift in order to follow the desired track. Turn the
compass 4º to the left (anti-clockwise) and place 274º under the heading
arrow. The drift is now closer to 5º left so adjust the compass further
and put 275º under the heading arrow. Now the drift is 5º left, and, with
the heading being 275º, the track is the desired 270º. Read off the
groundspeed: Approximately 130 kts Planned distance = time x groundspeed
= (15 min ÷ 60 min/hr) x 130 kts = 32.5 nm Actual distance = planned
distance + error = 32.5 nm + 2.5 nm = 35 nm Track angle error = (distance
off track x 60) ÷ distance travelled = (3 nm x 60) ÷ 35 nm = 5.1º As the
direction of travel is West and the aircraft is South of the intended
track, the drift is to the left.
Question 577:
An aircraft flies from waypoint 7 (63°00' N, 073°00'W) to waypoint 8
(62°00' N, 073°00' W). The aircraft position is (62°00' N, 073°10'W). The
cross track distance in relation to the planned track is:
A 4,7 NM R
B 8,8 NM L
C 4,7 NM L
D 8,8 NM R
Explanation: Direction of Travel - South (from WP7 to WP8)

Position relative to Planned Fix - West of WP8 (Heading South places you
to the RIGHT)
Distance from Planned Fix - This is a Departure question.
Departure = Change Longitude x Cosine Latitude
Departure = 10' x Cosine 62°00'
Departure = 4.7 NM
Position = 4.7 NM RIGHT of WP8
Question 578:
A 7.2 NM
B 6.6 NM
C 10.8NM
D 8.8 NMs
Explanation: The airport is 2,000' above the 1003 hPa QNH Pressure Datum.
This is 10 hPa above the 1013 hPa Pressure Level, which places the QNH
Datum 10 hPa x 30' = 300' above the 1013 Pressure Level.
Therefore, the airport is 2,000' + 300' = 2,300' above the Pressure
Level, i.e. FL 023.
The aircraft climbs from FL 023 to FL 050 = 2,700'.
At a rate of 500' fpm, this equals 2,700 / 500 = 5.4 minutes (0.09 hours)
Groundspeed = 100 KTAS - 20 kts Headwind = 80 kts
On CRP 5:
Place 1:60 Index on Inner Scale against 80 kts GS on Outer Scale
Read 5.4 minutes on Inner Scale against 7.2 NM on Outer Scale
Mathematically:
Distance = Speed x Time
Distance = 80 kts x 0.09 hours
Distance = 7.2 NM
Question 579:
You are departing from an airport which has an elevation of 1500 ft. The
QNH is 1003 hPa. 15 NM away there is a waypoint you are required to pass
at an altitude of 7500 ft. Given a groundspeed of 120 kt, what is the
minimum rate of climb?
A 800 ft/min
B 870 ft/min
C 530 ft/min
D 730 ft/min
Explanation: Altitude to climb = altitude – elevation Altitude to climb =

7500 ft – 1500 ft = 6000 ft As the climb is to an altitude (altimeter
setting remains on QNH) there is no need to consider any pressure error.
Time to cover 15 nm at 120 kts: Time = distance ÷ speed = 15 nm ÷ 120 kts
= 7.5 min Aircraft is required to climb 6000 ft in 7.5 min. Rate of climb
= altitude to climb ÷ time to climb = 6000 ft ÷ 7.5 min = 750 ft/min
Question 580:
An aircraft is flying at FL200. The QNH, given by a meteorological
station at an elevation of 1300ft is 998.2 hPa. OAT = - 40ºC. The
elevation of the highest obstacle along the route is 8 000 ft. Calculate
the aircraft's approximate clearance above the highest obstacle on this
route.
A 10 500 ft
B 11 800 ft
C 20 200 ft
D 9 200 ft
Explanation: Aircraft Pressure Altitude = 20000ft

QNH = 998 hPa
1013 - 998 = 15 hPa
15 hPa x 30ft = 450ft
QNH Lower than 1013 = True Altitude Lower than Flight Level
Aircraft Indicated Altitude based on QNH NOT adjusted for Temperature
Error Correction (TEC) = 19550ft AMSL.
AD Elevation = 1300ft AMSL
Aircraft Height above AD = 19550ft - 1300ft = 18250ft AGL
TEC = 4ft per 1000ft above QFE Datum per Degree of ISA Deviation
At FL200 ISA Temp = (20 x -2°) + 15° = -25°
OAT = -40°, therefore OAT = ISA -15°
TEC = 4ft x (18250 / 1000) x -15
TEC = 4ft x 18.25 x -15
TEC = -1095ft
True Altitude = Indicated Altitude +/- TEC
True Altitude = 19550ft – 1095ft
True Altitude = 18455ft AMSL
Obstacle = 8000ft AMSL
Clearance = 18455ft - 8000ft = 10455ft
Question 581:
The QNH, given by a station at 2500 ft, is 980hPa.The elevation of the
highest obstacle along a route is 8 000 ft and the OAT = ISA -10°C. When
an aircraft, on route has to descend the minimum indicated altitude (QNH
on the subscale of the altimeter) to maintain a clearance of 2000 ft,
will be:
A 10 400 ft
B 9 700 ft
C 11 200 ft
D 10 000 ft
Explanation: ISA is lower, therefore, True Altitude will be lower.

True Altitude required = 10,000' AMSL.
To correct for Temperature Error, Indicated Altitude needs to be higher.
Temperature Error Correction (TEC) = 4' per 1,000' per ?ISA DEV
As our location is unstated, we must assume that maximum TEC is required,
therefore, it would be safer to calculate TEC over the total altitude of
10,000' rather than just above the QFE Datum.
Temperature Error Correction
TEC = 4' x (10,000' / 1,000') x -10?
TEC = 4' x 10 x -10
TEC = 40 x -10
TEC = -400'
True Altitude = Indicated Altitude +/- TEC
10,000' = Indicated Altitude - 400'
Indicated Altitude = 10,000' + 400'
Indicated Altitude = 10,400'
Question 582:
Given: An aircraft is flying at FL100, OAT = ISA - 15ºC. The QNH, given
by a meteorological station with an elevation of 100 ft below MSL is 1032
hPa. 1 hPa = 27 ft Calculate the approximate True Altitude of this
aircraft.
A 9900 ft
B 11200 ft
C 10600 ft
D 9400 ft
Explanation: Start with calculating the pressure error followed by the

temperature error. Pressure error = (actual pressure – altimeter setting)
x pressure correction (30 ft/hPa unless otherwise specified) Pressure
error = (1032 hPa – 1013 hPa) x 27 ft/hPa = 513 ft The actual pressure is
higher than the altimeter setting so the pressure error is added. True
altitude before temperature correction = 10 000 ft + 513 ft = 10 513 ft
The temperature error apply for the distance (height) above where the
pressure reference was obtained from. Here the meteorological station is
100 ft below MSL, so the height above the station (before temperature
correction) is: Height = pressure corrected altitude – elevation Height =
10 513 ft - (-100 ft) = 10 613 ft The formula for temperature error is:
Temperature error = 4 ft x (heigh ÷ 1000 ft) x ºC ISA dev Temperature
error = 4 ft x (10 613 ft ÷ 1000 ft) x -15ºC = -637 ft True altitude =
pressure corrected altitude + temperature error True altitude = 10 513 ft
+ (-637 ft) = 9876 ft
Question 583:
With an increase in magnetic latitude there will be a decrease in the
A directive force.
B angle of dip.
C total magnetic force of the Earth's magnetic field.
D vertical component of the Earth's magnetic field.
Explanation: With the directive force being the horizontal component of

the Earth's magnetic field, this will be strongest by the magnetic
equator and weakest by the magnetic poles. This means the directive force
is inversely proportional to latitude, i.e. as latitude increase the
directive force will decrease.
Question 584:
Which statement about the duration of daylight is true?
A Close to the equinoxes the influence of latitude on the duration of

daylight is at its smallest.
B In summer the length of the period of daylight decreases with
increasing latitude.
C On September 10th the duration of daylight is longer on the Southern
Hemisphere than on the Northern Hemisphere.
D Close to the solstices the influence of latitude on the duration of
daylight is at its smallest.
Explanation: Close to the equinoxes day and night will have roughly the
same length all over the world although the days will be marginally
shorter closer to the poles. Therefore it can be said that the influence
of latitude on the duration of daylight will be the smallest.
Question 585:
Which figure in the Appendix represents the geocentric latitude of
position P, which is situated above the surface of the ellipsoid?
61600200.gif
A figure B
B figure C
C figure A
D figure D
Explanation: Position P would appear to represent an aircraft in flight

above the surface of the earth.
The perpendicular right angle is not where line from the centre of the
earth cuts the geocentric latitude at the surface but rather the angle
formed by Position P directly above the geocentric latitude.
Figure A is undoubtedly a Geodetic Latitude and Position P is above that
latitude.
Figure C places Position P directly overhead a position on the surface of
the earth to the south of the geocentric latitude shown.
Figure D is a colatitude.
Therefore, Figure B is correct.
However, we do feel that the legend in the diagram "gl = geodetic
latitude" is somewhat misleading as it doesn't apply to all Figures.
Question 586:
Which figure in the Appendix represents the geographic latitude of
position P, which is situated above the surface of the ellipsoid?
61600199.gif
A figure A
B figure D
C figure C
D figure B
Explanation: Geographic (or geodetic) latitude is based on the angle

between a straight line at a right angle (90º) to the surface of the
Earth and the plane of the Equator. Only figure A shows this scenario
correctly.
Question 587:
An aircraft is in the position (86ºN, 020ºE). When following a rhumb line
track of 085º(T) it will:
A fly via a spiral to the North Pole.

B follow a line which lies at first to the North of the parallel of 86ºN
but after having passed a DL of 180º to the South of it.
C follow a small circle which lies to the North of the parallel of 86ºN.
D fly to the north via an arbitrary line.
Explanation: Any rhumb line following a track of other than due East or
West will follow a spiral pattern towards the relevant pole. A track with
a northerly component will end up at the North Pole and a track with a
southerly component will end up at the South Pole.
Question 588:
Deviation on the standby compass is
A dependent on the heading of the aircraft.

B independent of the latitude of the aircraft's position.
C positive if the Compass North is to the west of Magnetic North.
D zero on the magnetic equator.
Explanation: When the Direct Reading Magnetic Compass is calibrated

(swung) it is set up on a specific heading and the compass adjusted on
each of these headings to minimise the differences between the Magnetic
Heading and the Compass Heading.
This is repeated on a number of headings until the amount is minimised
across each heading and the differences noted on the compass card.
Question 589:
The long term periodic change in the Earth's Magnetic Field
A is reflected in the slow movement of the magnetic poles.
B is caused by sunspot activity.
C affects mainly the compass deviation.
D is caused by the westerly movement of the geographic North Pole.
Explanation: The magnetic poles are in constant, slow movement and it is

this movement that cause changes in the Earth's magnetic field over time.
Question 590:
The horizontal component of the earth's magnetic field
A is very small close to the magnetic poles.

B increases with an increase of the magnetic latitude.
C is minimum at the magnetic equator.
D is maximum at the magnetic poles.s
Explanation: The horizontal component of the Earth's magnetic field is

strongest at the magnetic equator and weakest at the magnetic poles. This
is because at the magnetic equator the lines of flux run parallel to the
surface of the Earth, whereas at the magnetic poles the lines of flux run
almost vertically into the Earth to/from the magnetic poles.
Question 591:
Given: Lambert conformal conical projection, scale 1: 1 234 000. Standard
parallels 36°N and 60°N.. A (53°N, 010°W), B (53°N, 020°W). The distance
on the map between position A and position B measured along the rhumb
line:
A is less than 54.19 cm

B is more than 57.13 cm
C is between 54.19 cm and 57.13 cm
D is 55.66 cm
Explanation: ED = 10° x 60 x cos53° = 361.2nm = 669.54km = 66,954,000cm

Scale = CD/ED = CD/66,954,000cm = 1/1,234,000 CD = 66,954,000cm/1,234,000
= 54.2cm but 53°N is between the standard parallels (36°N & 60°N) so
scale will be less than 1/1,234,000 (scale contracts between the standard
parallels) and the chart distance will be less than 54.2cm.
Question 592:
The Directive Force
A is the component of the Earth's magnetic field which aligns the compass
needle.
B is about twice as strong on 60°N/S as on the Equator.
C is zero over the geographical poles.
D equals the vertical component of the Earth's magnetic field.
Explanation: The directive force is the magnetic force from the Earth's
magnetic field a compass will align itself with. The directive force is
the horizontal component of the Earth's magnetic field and will therefore
be stronger in the region of the magnetic equator than by the magnetic
poles.
Question 593:
An observer is situated on the parallel of 23.5°S. Which statement about
the passage of the apparent sun in relation to this position is correct?
A It passes through the zenith once a year around December 22nd.

B It passes through the zenith twice a year around June 21st and December
22nd.
C It passes through the zenith twice a year around March 21st and
September 23rd.
D It passes through the zenith once a year around March 21st.
Explanation: Zenith is a position in space that is directly above the

observer. The sun will only be directly above S23º30' once every year,
namely at the winter solstice around the 22nd of December.
Question 594:
At (54°N, 020°W) the sun rises on November 28th at 09:01 UTC. At (44°N,
020°W) the sun will rise
A earlier since the latter position lies further South.

B at 07:41 LMT.
C also at 09:01 UTC since both positions are situated on the same
meridian.
D later since the latter position lies further South.
Explanation: During November it is winter in the northern hemisphere,

i.e. the days will be shorter towards the North Pole and longer towards
the Equator. As both positions are on the same meridian, the sun will
rise earlier at N44 than at N54 but there is not enough information to
work out an exact time for sunrise at N44. The air almanac will have to
be used to determine an accurate time for sunrise.
Question 595:
What is the correct definition of latitude of a position on the earth?
A Latitude is the angle between the plane of the equator and the line
from the centre of the earth to the position.
B Latitude is the angle between the earth's rotational axis and the line
from the centre of the earth to the position.
C Latitude is the angle between the plane of the Prime Meridian and the
plane of the meridian of the position.
D Latitude is the angle between the plane of the ecliptic and the
parallel of the position.
Explanation: Latitude is the angle forming between the plane of the

Equator and the straight line between the centre of the Earth. This means
at the Equator the angle is 0º and at either of the poles the angle will
be 90º, which is the highest latitude found.
Question 596:
When proceeding, on a given date, along a parallel towards the East, the
moment of sunrise will occur one hour earlier every 15° difference in
longitude when it is expressed in
A UTC
B Standard Time
C LAT (local apparent time)
D LMT
Explanation: UTC is the only time reference where a particular time

(HH:MM) is the same all over the world. For LMT the sunrise will be at
the same time anywhere along the particular parallel of latitude.
Question 597:
The maximum difference in distance when proceeding along the great circle
between two positions, in stead of the rhumb line, will occur
A on East-West tracks at high latitudes.

B on North-South tracks at low latitudes.
C on East-West tracks at low latitudes.
D on North-South tracks at high latitudes.
Explanation: Any meridian or part of one will follow a great circle track
while also being a rhumb line (constant track), i.e. for travel North-
South and vice versa there will be no difference in great circle distance
vs. rhumb line distance. For travel East-West and vice versa the
difference in distance between the great circle distance vs. rhumb line
distance will be greater away from the equatorial region as the Equator
is a great circle as well as a rhumb line. Therefore the difference in
distance will increase with increasing latitude.
Question 598:
Geodetic latitude and geocentric latitude coincide
A at the Poles and on the equator.

B only on the equator.
C only at the Poles.
D at 45ºN/S.
Explanation: Geocentric latitude has straight lines drawn from its
reference point at the centre of the Earth while geodetic latitude has
straight lines drawn from its reference point at 90º to the surface of
the Earth at any position. Since the Earth is an oblique spheroid (i.e.
not perfectly round), the only two places these straight lines will only
follow the same path if the positions are at the Equator or at a pole.
This is therefore the only two latitudes where the geodetic and
geocentric latitudes are the same.
Question 599:
The time difference in Local Mean Time between sunset at positions A
(50°N, 120°E) and B (50°S, 120°E) on the 21st of November is:
A some hours and the sun rises earlier in B than in A.

B some hours and the sun rises earlier in A than in B.
C negligible small because A and B are located symmetrically to the
equator.
D negligible small because A and B are located at the same meridian.
Explanation: NO
Question 600:
Which statement about ST is true?
A Standard time is determined by the government of the appropriate state

and does not necessarily follow the borders of 15° wide longitude zones.
B In all cases the standard times at Western longitudes are slow on and
at Eastern longitudes fast on UTC.
C The standard time at 125° W is UTC - 8h20m
D Standard time is the time that is determined by division of the
longitude by 15 and rounding off the answer to the nearest integer.
Explanation: Standard time (ST) is the time zones as we know them where
it is politically decided what time a given country officially will
follow.
Question 601:
The accuracy of the, manually calculated, DR-position of an aircraft is,
A the accuracy of the forecasted wind.


unknown. The accuracy of the W/V vector used to find the DR position is
ultimately affecting the accuracy of the DR position.
Question 602:
The accuracy of the, manually calculated, DR-position of an aircraft is,
A the flight time since the last position update.


unknown. Any errors in the position of DR positions vs. actual position
will be cumulative, thus the longer time between each time a ground
position can be obtained, the greater the error will be.
Question 603:
Which statement is correct about the apparent solar day?
A The apparent solar day is the period between two successive transits of
the true sun through the same meridian.
B The apparent solar day is the period between two successive transits of
the mean sun through the same meridian.
C The duration of the apparent solar day is constant throughout a year
due to the constant velocity of the earth in its orbit around the sun.
D The duration of the apparent solar day is constant throughout a year
due to the constant rotational speed of the earth around its axis.
Explanation: The apparent solar day is based on the apparent sun and the
duration of a day is defined as the time between two successive transits
of the sun through the same meridian. An apparent solar day will not be
of constant length throughout the year due to the Earth not moving at a
constant speed.
Question 604:
Which statement regarding the apparent sun and the mean sun is correct?
A The apparent sun is the visible sun, the mean sun is a fictitious sun.
B The apparent sun is not important for navigation as difference in time
with the mean sun is maximal 4 seconds.
C The apparent sun is a fictitious sun coupled to UTC, the mean sun is
related to the local mean time.
D The mean sun moves along the ecliptic, the apparent sun along the
celestial equator.
Explanation: The apparent sun is the sun that can be seen in the sky
whereas the mean sun is a “made up sun” that moves at a constant speed
allowing for a better reference for time and keeping track of days.
Question 605:
The declination of the sun is defined as:
A The angular distance of the sun north or south of the Celestial

equator.
B The arc along the celestial sphere from zenith to the sun.
C The arc of the meridian of the sun measured from the nearest pole to
the sun.
D The arc from the celestial horizon to the sun measured along a vertical
line perpendicular on the horizon.
Explanation: The celestial equator is essentially an indefinite extension

of the Equator into space. It is therefore at an approximate angle of
23.5º to the plane of ecliptic and as the Earth rotates, the angle of the
sun will vary between 23.5º above and below the celestial equator seen
from the northern hemisphere.
Question 606:
Two places are situated on the same parallel in the Southern Hemisphere.
The great circle, rhumb line and the straight line between these places
are drawn on a Polar Stereographic Projection. Which statement is
correct?
A The great circle is situated between the parallel and the straight
line, because the concave side of the great circle is always pointed
towards the pole.
B The correct sequence from North to South is: Great circle, straight
line, rhumb line.
C The great circle is situated between the parallel and the straight
line, because the concave side of the great circle is always pointed
towards the equator.
D The rhumb line is situated between the great circle and the straight
line because the shortest distance between to places on Earth is the
great circle.
Explanation: On a polar stereographic chart the great circles, other than

along meridians, will be concave to the pole of projection, i.e. always
situated between the rhumb line and the straight line.
The correct order from North to South on a southern hemisphere polar
stereographic chart will be: Rhumb line – great circle – straight line
The correct order from North to South on a northern hemisphere polar
stereographic chart will be: Straight line – great circle – rhumb line
Question 607:
The time interval between sunrise and sunset is dependent on:
A The declination of the sun and the latitude of the observer.

B The inclination of the axis of the earth and the longitude of the
observer.
C The date and the longitude of the observer.
D The latitude and the longitude of the observer.
Explanation: The difference in length of day vs. night will depend on the
latitude and the time of year. The polar region experiencing winter will
have decreasing time between sunrise and sunset until the point where a
position poleward of the Arctic/Antarctic circles have no sunrise at all,
i.e. experience dark season. The opposite will happen for the summer
where a position poleward of the Arctic/Antarctic circle will have no
sunset, i.e. experience midnight sun.
Question 608:
What may cause a difference between a DR-position and a Fix?
A The difference between the actual wind and the forecasted wind.
B The difference between the magnetic and the true wind direction.
C The difference between no-wind and the forecasted wind.
D The difference between no-wind and the actual wind.

unknown. Therefore, any difference between the forecast W/V and actual
W/V will lead to increased inaccuracy of the DR position when comparing
it to the actual position.
Question 609:
From Rakovnik (50° 05.9' N, 013° 41.5' E) to Frankfurt FFM (50° 05.9' N,
008° 38.3' E) the True Track of departure along the straight line is
272.0°. The constant of the cone of this Lambert conformal projection is:
A 0.79
B 0.40
C 0.20
D 0.77
Explanation: Firstly, it is not an assumption that the track will be
090°T or 270°T if both points are on the same latitude; it is a simple
geographical fact.
Meridians follow a path of North - South between the Poles and Parallels
of Latitude cross meridians at right angles; therefore, travelling due
east along a Parallel of Latitude will result in a rhumb line track of
090°T, travelling due west will produce a rhumb line track of 270°T.
This is a very fundamental principle that you MUST take on board,
otherwise you will have problems with many questions.
If both points are on the same latitude (as in this question) then you
only have to determine which is to the east and which to the west and
from that figure out then direction of travel.
Rakovnik is to the east of Frankfurt, therefore the track from Rakovnik
to Frankfurt must be westerly. As they are on the same latitude, the
rhumb line track (all Parallels of Latitude are rhumb line tracks) must
be 270°T.
Draw your diagram - northern hemisphere, meridians converging at the top,
straight line (GREAT CIRCLE TRACK) right to left (westerly) across the
page.
Draw in the rhumb line track, curved towards the Equator, concave to the
nearer Pole.
Mark in the Great Circle Track (GCT) at Rakovnik (to the east, on the
right) and also mark in the Rhumb Line Track (RLT) at Rakovnik.
What is the relationship between the sizes of the GCT and the RLT?
The GCT is greater than the RLT.
By what?
The difference between GCT and RLT at any single point is Conversion
Angle.
What is Conversion Angle?
Conversion Angle = 1/2 x Convergency
What is Convergency?
On a Lambert's Chart, Convergency = Change of Longitude x Convergence
Factor
Convergence Factor = Constant of the Cone = 'n' = Sine of the Parallel of
Origin
Do we know any of these values?
Yes, the GCT = 272°T and the RLT = 270°T
The difference between the GCT and the RLT = Conversion Angle = 2°
If Conversion Angle = 1/2 x Convergency and =2° then Convergency must be
equal to 4°
Convergency = Change of Longitude x Constant of the Cone
4° = (013° 41.5'E - 008° 38.3'E) x Constant of the Cone
4° = 005° 3.2' x Constant of the Cone (Transpose formula)
Constant of the Cone = 4° / 005° 3.2'
Constant of the Cone = 0.7915
Question 610:
The definition of True North for any observer is
A the direction of the observer's meridian to the North Pole.

B the reading of the observer's compass corrected for deviation and local
variation.
C the direction of the observer's Magnetic North corrected for local
variation.
D the direction of the Greenwich meridian to the North Pole.
Explanation: True North may, in practical terms, be Magnetic North

corrected for local variation but that is not the definition. The
definition is 'the direction from the observer to the geographic North
Pole, along the local meridian'.
Question 611:
A definition of a Magnetic Track angle is:
A The direction of a line referenced to Magnetic North.

B The direction of the longitudinal axis of an aircraft referenced to
Compass North.
C The direction of a line referenced to the isogonic line to the Magnetic
North pole. Compass North.
D The direction of the longitudinal axis of an aircraft referenced to
Magnetic North.
Explanation: A magnetic track is a line that has its direction given with
reference to magnetic North.
Question 612:
The main reason for the occurrence of seasons on earth is
A the inclination of the earth axis with regard to the plane of the
ecliptic.
B the length of the day as stated by the second law of Kepler.
C the elliptical form of the orbit of the earth around the sun.
D the distance between the sun and the earth.

of ecliptic that is the main reason for the seasons. Although there is a
slight difference in the distance from the sun at aphelion and
perihelion, this is negligible in the greater scheme.
Question 613:
Which statement is true?
A The declination of the sun and the latitude of the observer will affect
the duration of civil twilight.
B The duration of the civil twilight on 21st of March and on 23rd of
September is equal at all places on Earth independent of latitude.
C Civil twilight at the equator lasts longer than at 60°N or 60°S because
the radius of the equator is larger than the radius of the 60°parallel.
D Only the declination of the sun will affect the duration of civil
twilight.
Explanation: In general terms it can be said that the duration of civil
twilight will be longer in the polar regions than in the equatorial
regions at all times. In June/December, however, there will not be any
civil twilight at all in the polar regions as it is either midnight sun
or dark season. That is why the duration of civil twilight determined by
both latitude and the declination of the sun.
Question 614:
The length of the apparent solar day varies continuously throughout a
year. This is caused by:
A the tilt of the earth's axis and the elliptical orbit of the earth
around the sun.
B the fact that the earth is closest to the sun around the 1st of July.
C the fact that the earth is closest to the sun around the 1st of
January.
D the equation of time.

of rotation and the elliptic shape of the orbit around the sun that is
the cause of the variation in length of an apparent solar day. The
distance from the sun alone is not the only cause.
Question 615:
Which definition of the equator is correct?
A The equator is a greatcircle with its plane perpendicular to the earth

rotational axis.
B The equator is a small circle, the plane is parallel to the earth
rotational axis.
C The equator is a small circle with its plane perpendicular to the earth
rotational axis.
D The equator is a greatcircle with its plane parallel to the earth
rotational axis.
Explanation: The Equator is the only parallel of latitude which doubles

as a great circle and, as it is a parallel of latitude, its plane will be
90º (perpendicular) to the axis of rotation (running from pole to pole).
Question 616:
Standard time for some areas is listed in the Air Almanac as UTC +13
instead of UTC -11. The reason for this is
A keeping the same date as the political and or economical entity to

which they belong.
B the sense of earth rotation.
C the fact that they are keeping daylight saving time.
D the setup of the sunrise/sunset tables.
Explanation: As standard time (ST) is determined politically, it is up to
the State to determine what time zone it want to follow. Some states will
choose a time zone based on other countries to which they have strong
ties although geographically they belong in a different time zone.
Question 617:
The direction "magnetic north" at a position on the earth is:
A the direction of the horizontal component of the of the earth's

magnetic field at that position.
B the compass North at that position corrected for variation.
C the great circle between the position and the magnetic north pole.
D the isogonal to the magnetic North pole.
Explanation: Magnetic North is the direction of the horizontal component

of the Earth's magnetic field in a given position and therefore the
direction towards the magnetic pole.
Question 618:
An aeronautical chart is conformal when:
A At any point the scale over a short distance in the direction of the
parallel is equal to the scale in the direction of the meridian and the
meridians are perpendicular to the parallels.
B the map is an equidistant normal projection.A
C the meridians and parallels are perpendicular to each other.
D every great circle is represented by a straight line in the map.
Explanation: A chart is conformal when angles and shapes are correctly

represented. It is not sufficient that the meridians and parallels
intersect at 90º alone, the scale must also be the same in the direction
of a parallel as in the direction of the meridian over a short distance
from the same point. In other words, any change of scale from one part of
the chart to another must have changed at the same rate in all
directions.
Question 619:
In which statement is the "Mean Sun" best described?
A The mean sun is a fictitious sun coinciding each year with the apparent
sun at the Spring Equinox and travelling along the celestial equator at
uniform speed.
B The mean sun is a fictitious sun coinciding each year with the apparent
sun at the Spring Equinox and travelling along the ecliptic at uniform
speed.
C The mean sun is a fictitious sun the orbit of which coincides with that
of the apparent sun, but is corrected for mean astronomical and
atmospheric refraction.
D The mean sun is a fictitious sun the orbit of which coincides with that
of the apparent sun, but is corrected for the mean difference in hour
angle.
Explanation: The reason for using the mean sun instead of the apparent
(real) sun is that the mean sun is said to travel at a constant speed
compared to the apparent sun. In order to maintain some synchronisation
with the apparent sun, the position of the mean sun and apparent sun will
be the same once a year, namely at the spring equinox.
Question 620:
Which statement about the orbit of the earth is correct?
A The orbit of the earth around the sun is an ellipse with the sun at one
of the foci.
B The orbit of the Earth is a circle with the sun at a point next to its
centre.
C The orbit of the earth around the sun is a circle with the sun at its
centre.
D The orbit of the earth around the sun is an ellipse with the sun at a
point halfway between the two foci.
Explanation: As the Earth is closer to the sun at perihelion, the sun

will be offset from the centre of the elliptical orbit of the Earth. The
sun cannot be mid between the two foci as that would place it in the
middle of the elliptical orbit which is an impossibility considering the
Earth is closer to the sun at one of the extremities only (perihelion).
Question 621:
The reason that the solar day lasts longer than the sidereal day is that
A both the direction of rotation of the Earth around its axis and its
orbital rotation around the sun are the same.
B the orbital speed of the earth around its axis diminishes slowly.
C the sun has an own movement through the universe opposite to the
movement of the earth due to the gravitational forces of celestial
bodies.
D the orbital track of the earth around the sun is an ellipse.
Explanation: The sidereal day is based on the rotation of the Earth in

space alone whereas a solar day is based on the transit of the sun. As
the Earth orbits around the sun in addition to rotating about its own
axis, the direction of the orbit will add to the rotation of the Earth
thus making the solar day slightly longer than a sidereal (or space) day.
Question 622:
Which statement is true about the parallel of origin of a conformal
chart?
A The parallel of origin is the parallel at which the scale reaches its
minimum value.
B The parallel of origin is the parallel at which the scale reaches its
maximum value.
C The parallel of origin together with the standard parallel(s), are the
only parallels at which the chart is conformal.
D The parallel of origin is the only parallel at which the chart is
conformal.
Explanation: Imagining the paper of the cone sitting on top of the

reduced Earth. It is cutting into the Earth at the standard parallels and
will be “underneath” the surface between them and above the surface
outside them. Since the surface of the reduced Earth is bulging out from
the paper between the standard parallels, it will have to be squashed in
order to fit onto the paper. This will then lead to a smaller scale for
the area between the standard parallels.
This squashing will be at the greatest where the distance between the
Earth's surface and the paper is the greatest. This will happen roughly
mid between the standard parallels, which coincides with the position of
Question 623:
Which definition describes best the notion "Poles"?
A The Poles are the points of intersection between the earth's axis and
the surface of the earth.
B The poles are the points on the surface of the earth where gravity acts
under an angle of exactly 90º.
C The Poles are the points on the surface of the earth which have the
same distance to all points of the ecliptic.
D The Poles are the points of intersection between the surface of the
earth and the extended line joining the star Polaris with the centre of
the earth.
Explanation: The poles are defined as the points on the surface of the
Earth where the axis of rotation meets the surface of the Earth.

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Question 1:

An aircraft departs from position A (04°10' S 178°22'W) and flies

Explanation: Flying north along a meridian for 2,950 NM = an angular

Explanation: ChLong = 40º. Departure = 40º x 60 x cos60º = 2400 x 0.5 =

Explanation: If position B is South and West of 00ºN/S 130ºE then the

A a rhumb line track

Explanation: A line of constant bearing, track or course is a rhumb line.

Explanation: Circumference of Earth = 40,000km (21,600nm). Circumference

A 45° North and South

A scale at the standard parallels

Explanation: Scale is nominally correct (i.e. same as the scale of the

Explanation: Heading: 060ºM

A 192 kt, 7° right

Explanation: On Nav. computer: centre dot on TAS (210kts), put wind

A 461 kt , LSS 576 kt

Explanation: On Nav. computer put temperature (-55ºC) next to Mach No

Explanation: Magnetic Heading = 255°M

Explanation: Nav Computer:

Explanation: Distance around 60ºN = 360 x 60 x cos60º = 10,800 nm

Explanation: Nav Computer:

Explanation: dep = ch Long x Cos Lat

Explanation: An aircraft is maintaining a 5.2% gradient is at 7 NM from

Explanation: The polar stereographic projection is the most commonly used

Explanation: Use only the scale denominator as all scale is given as 1 :

Explanation: 42 x 1,600,000 = 67,200,000 mm = 67.2km = 36.3nm

Explanation: 1 - A Lambert with 2 standard parallels have a parallel of

A is the same as earth convergency at the parallel of origin

Explanation: On a Lamberts chart scale is correct at the standard

Explanation: Scale = CD/ED = 4.63cm/150nm = 4.63cm/278km =

Explanation: On a Direct Mercator a straight line crosses all meridians

Explanation: If the two longitudes add up to 180° and they are in

A curves concave to the parallel of origin

Explanation: Since the meridians on a direct Mercator are straight,

Explanation: Dep=Change Long.(mins) x cos lat

Explanation: Two stage process, first departure then scale.

Explanation: Heading 311ºM

Explanation: Track 192ºT Drift 5º Left (Port) = Heading 197ºT

Explanation: Put fuel volume (265USG) on inner main scale next to

Explanation: A quick three line sketch of an aircraft in the southern

Explanation: Departure = Change Longitude (') x Cosine Latitude

Explanation: Temperature above FL360 (ISA) = -56.5ºC so ISA +10ºC = -

Explanation: You need to draw a scale drawing to solve this question.

Explanation: THE RMI (Radio Magnetic Indicator) gives the magnetic

Explanation: Draw a line from 1300Z DR position, 37º30‟N 021º30‟W to PORT

Measure True Bearing to Port Santo = 135°T

Explanation: The convergence factor is the sine of the parallel of origin

Explanation: Scale = CD/ED. CD = 12.7 cm. ED = 10º x 60 x cos47º =

A curve concave to the equator

Explanation: On a Direct Mercator a straight line is a rhumb line and a

Explanation: CRP 5, put the 60/1 triangle at 3 for 3 degree glideslope,

Explanation: Heading 355ºM Variation 15ºE = Heading 010ºT Heading 010ºT

Explanation: Kuwait: 10:00 ST

A has a maximum of 180°

Explanation: On a Lamberts Chart convergency is correct along the

Explanation: Scale = (Chart distance)/(Earth distance) or CD/ED

Explanation: Scale = CD/ED = 7cm/49nm = 1cm/7nm = 1cm/12.975km = 1cm/

Explanation: Use only the scale denominator as all scale is given as 1 :

Explanation: Scale = CD/ED

Explanation: On a Mercator projection the meridians are parallel. This

A the scale is only correct along the standard parallels

Explanation: Great circles on a Lamberts chart are curves (concave to the

Explanation: So chart conv = change of long * constant

Explanation: A/c at 0400'N 03000'W flies 600nm