NAVIGATION

Question 1

You are on a bearing from the Memphis VOR of 045 at 65 DME heading 275. Your ground speed is 300 knots. Due to weather delays, Memphis center asks you to maintain present heading and track inbound on the 010 degree radial. At what lead radial will you start your turn and what direction will you turn?

007; 010
010; 225
013; 190
019; 190

Answer 1

013; 190

Question 2

You are level at 10,000 feet with an airspeed of 300 knots. ATC directs you to slow to 250 knots. What best describes the controls and forces at work as you slow down and maintain your altitude.

As airspeed is decreased the pitch must increase to increase the angle of attack to compensate for the loss of lift.
As airspeed is decreased the pitch must increase to increase the angle of attack to compensate for the reduced thrust setting.
As airspeed is decreased the angle of attack must increase while applying upward trim to maintain your altitude.
As the airplane slows and back pressure is applied the tail lowers and the nose rises effectively reducing angle of attack to maintain altitude.

Answer 2

As airspeed is decreased the pitch must increase to increase the angle of attack to compensate for the loss of lift.

Question 3

It is 0215 local Memphis time with a plus 5 hour zulu conversion. You have a 3 hour and 15 minute flight today and must not arrive earlier than 1145 zulu at your destination due to curfew restrictions. What is the earliest you can takeoff Memphis local time?

0315
0330
0345
0430

Answer 3

0330

Question 4

Your bearing to the VOR station is 135 at 60 DME. Your heading is 045. How many miles until you reach the 121 radial?

7
10
14
21

Answer 4

14

Question 5

You are attempting to track inbound on the EWO 090 radial. Forecast winds for your flight level are 360 at 20 knots. Your CDI needle indicates one dot to the right of course with a “From” flag displayed and your distance to the station is 30 miles. From the answers below, what should you initially do to correctly track your course?

Turn to heading 300 until the needle centers, then turn to heading 285 to see if this holds you on course.
Turn to heading 240 until the needle centers, then turn to heading greater than 270 to correct for wind.
Turn to heading 250 until the needle centers, then turn to heading 270 to see if this holds you on course.
Turn to heading 290 until the needle centers, then turn to heading 270 to see if this hold you on course.

Answer 5

Turn to heading 240 until the needle centers, then turn to heading greater than 270 to correct for wind.

I GUESS WITH THE FROM IT WOULD BE ONE DOT LEFT?

Question 6

The destination weather is ceiling 1000 feet and visibility 5miles. There are few clouds at 500 feet. You are on a 5 mile final with the airport in sight. Can you accept a visual approach?

Yes since you have the required ceiling of 1000 feet and required visibility of 5 miles and can maintain clear of clouds at 1000 and 500 feet.
Yes since you have the required ceiling of 1000 feet and required visibility of 3 miles and do not have more than momentary contact with the clouds at 1000 feet and 500 feet.
Yes since you have the required ceiling of 1000 feet and required visibility of 3 miles and can maintain clear of clouds.
Yes since you have the required ceiling of 1000 feet and required visibility of 3 miles and can proceed VFR to the airport.

Answer 6

Yes since you have the required ceiling of 1000 feet and required visibility of 3 miles and can maintain clear of clouds.

THE ONLY THING DIFFERENT WITH CLASS B IS CLEAR OF CLOUDS, BUT 3 MILES VIS THE SAME FOR B,C,D.

Question 7

You completed your intercept of the 205 radial inbound and are tracking inbound to the station on a heading of 025 degrees. You notice your course deviation indicator drifting off to the right. The probable cause and correction are:

A right crosswind is pushing the aircraft left of course requiring a turn to the right to return to course.
A left crosswind is pushing the aircraft to the right of course requiring turn to the right to return to course.
A left crosswind is pushing the aircraft to the right of course requiring turn to the left turn to return to course.
A right crosswind is pushing the aircraft left of course requiring a turn to the left to return to course.

Answer 7

A right crosswind is pushing the aircraft left of course requiring a turn to the right to return to course.

Question 8

You are instructed to hold NE of the 225 radial at 10 DME. Your current heading is 200 direct to the fix. What direction do you turn in holding?

Parallel entry.
Direct entry.
Teardrop entry.
Straight entry.

Answer 8

Direct entry.
Correct
The entry that requires the least heading change is normally the proper entry to use. In this case, a direct entry is the proper choice. This will also keep the aircraft securely on the holding side of the fix. Reference: Instrument Flying Handbook, IFR Flight.

Question 9

You are on the 090 radial at 20 DME. What heading would you fly to go directly to the 60 DME fix on the 190 radial of the same VOR?

270.
185.
300.
205.

Answer 9

205.
Correct
This problem can be solved with trigonometry and the Pythagorean theorem, or it can be solved with an E6B wind triangle. Practically speaking, you can use your HSI: Use the dots on the scale to represent 20 miles each. Visualize the 190 radial at 60 NM (an arc drawn mentally from the third dot. The heading adjacent to this is 205 degrees. Reference: Pilot’s Handbook of Aeronautical Knowledge, Navigation.

Question 10

What would happen if approaching a narrower-than-usual runway, the aircraft is:

Higher than actual illusion.
Lower than actual illusion.
On correct path.
No illusion.

Answer 10

Higher than actual illusion.
I GUESS IT IS ASKING FOR JUST WHAT THE ILLUSION IS, AND NOT WHERE YOU ARE AT.

A narrower-than-usual runway can create an illusion the aircraft is at a higher altitude than it actually is, especially when runway length-to-width relationships are comparable. The pilot who does not recognize this illusion will fly a lower approach with the risk of striking objects along the approach path or landing short. Reference: Instrument Flying Handbook, Human Factors

Question 11

The line located halfway between the upper and lower surfaces for an aerofoil is called as?

The mean aerodynamic chord line.
The chord line.
The camber line.
The upper camber line.

Answer 11

The camber line.
I DON’T KNOW WHY THEY DON’T SAY MEAN CAMBER LINE?
Correct
The mean camber is a line located halfway between the upper and lower surfaces. Viewing the wing edgewise, the mean camber connects with the chord line at each end. The mean camber is important because it assists in determining aerodynamic qualities of an airfoil. Reference: Instrument Flying Handbook, Aerodynamic Factors

Question 12

The visual and aural indications of the ILS outer marker are:

A blue light and 2 dashes per second of a 1300 Hz modulated tone.
An amber light and alternate dots and dashes of a 1300 Hz modulated tone.
A white light and 6 dots per second of a 30 Hz modulated tone.
A blue light and 2 dashes per second of 400 Hz modulated tone.

Answer 12

A blue light and 2 dashes per second of 400 Hz modulated tone.
Correct
Outer marker provides final approach fix for non-precession approach modulation at 400 Hz. And it displays blue light with two dashes per second. Reference: Instrument Flying Handbook, Navigation Systems

Question 13

The coverage of MLS is __________ either side of the center line to a distance of __________?

40 degrees; 40 nm.
40 degrees; 20 nm.
20 degrees; 20 nm.
20 degrees; 40 nm.

Answer 13

40 degrees; 20 nm.
Correct
The azimuth coverage extends laterally at least 40° on either side of the runway centerline in a standard configuration, in elevation up to an angle of 15° and to at least 20,000 feet, and in range to at least 20 NM. Reference: Instrument Flying Handbook, Navigation Systems

Question 14

Two identical aircraft A and B, with the same mass, are flying steady level coordinated 20-degree bank turns. If the TAS of A is 130 knots and that of B is 200 knots:

The rate of turn of A is greater than that of B.
The load factor of A is greater than that of B.
The turn radius of A is greater than that of B.
The lift coefficient of A is less than that of B.

Answer 14

The rate of turn of A is greater than that of B.
The rate of turn, normally measured in degrees per second, is based upon a set bank angle at a set speed. If either one of these elements changes, the rate of turn changes. If the aircraft increases its speed without changing the bank angle, the rate of turn decreases. Likewise, if the speed decreases without changing the bank angle, the rate of turn increases. Reference: Instrument Flying Handbook, Aerodynamic Factors

Question 15

Magnetic variation is 9 degrees East. In order to fly a true heading of 060 degrees, the following magnetic course would need to be flown:

051 degrees.
069 degrees.
055 degrees.
065 degrees.

Answer 15

051 degrees.

EAST IS LEAST

Question 16

The GPS receiver verifies the integrity (usability) of the signals received from the GPS constellation through receiver autonomous integrity monitoring (RAIM) to determine if a satellite is providing corrupted information. RAIM needs a minimum of ___ satellites in view, or ___ satellites and a barometric altimeter to detect an integrity anomaly.

3, 2
4, 3
5, 4
6, 5

Answer 16

5, 4

Question 17

How does the speed of sound vary with temperature?

As temperature decreases, the speed of sound increases.
As temperature increases, the speed of sound decreases.
Temperature does not affect the speed of sound.
As temperature increases, the speed of sound increases

Answer 17

As temperature increases, the speed of sound increases

Question 18

You are flying on the 090 bearing to the station. The wind is 360 @ 50 knots. What heading will you need to fly to track inbound on the same VOR on the 270-degree radial from the station?

Greater than 90 degrees, perhaps about 110.
360 degrees.
Something less than 090, perhaps 080.
Slightly north of 270 degrees.

Answer 18

Something less than 090, perhaps 080.
Correct
With winds from the north and proceeding inbound on the 270 degree radial, you would need to point the nose into the wind to maintain the course. Reference: Pilot’s Handbook of Aeronautical Knowledge, Navigation.

Question 19

What is RAIM?

Random automatic integrated monitor.
Receiver approach integrity monitoring.
Radar autonomous inertial management.
Receiver autonomous integrity monitoring.
Correct

Answer 19

Receiver autonomous integrity monitoring.
RAIM stands for receiver autonomous integrity monitoring. It is a receiver internal process that evaluates the performance of the GPS receiver. Reference: Pilot’s Handbook of Aeronautical Knowledge, Navigation.

Question 20

You depart from Memphis with a correct altimeter setting of 29.92 in. Hg., and fly to Bogota, Colombia airport (elevation 8,300 feet). The local altimeter setting at Bogota is 30.02. If the altimeter was not reset to 30.02, upon landing the altimeter would read:
  8,200 feet
  8,290 feet
  8,400 feet
  Airport elevation

Answer 20

8,200 feet

Question 21

During approach to land on a runway with a downward slope of 1 degree at night, you may think that:
You are too low, thus making a higher than normal descent
You are too high, thus making a lower than normal descent
Due to the night operations, you will fly a higher approach for safety.
You are accustomed, it is a normal glide path on low terrain

Answer 21

You are too low, thus making a higher than normal descent.

I guess just opposite of narrow runway.