GNAV 06

[GNAV-PT06 #1] Given magnetic variation = 22°E, what is the wind angle for an aircraft flying a heading of 168°M when W/V = 240°T/60 kt. A) 50° Right. B) 50° Left. C) 46° Right. D) 39° Right.

[GNAV-PT06 #2] An aircraft on a heading of 300°T is flying through an area where the W/V = 260°T/60 kt. Using a mechanical flight computer, calculate the headwind and crosswind components. A) HWC - 44 kt / XWC - 36 kt B) HWC - 38 kt / XWC - 46 kt C) HWC - 45 kt / XWC - 40 kt D) HWC - 46 kt / XWC - 38 kt

[GNAV-PT06 #3] What is the true wind velocity being experienced by an aircraft flying on a track of 267°T whilst maintaining a heading of 280°T at a TAS of 190 kt and GS of 210 kt? A) 025° / 50 B) 160° / 60 C) 340° / 50 D) 205° / 50

[GNAV-PT06 #4] Given magnetic variation = 10°W and compass deviation = 3°E, what is the true wind velocity being experienced by an aircraft flying on a track of 073°T, whilst maintaining a heading of 102°C at a TAS of 320 kt and GS of 290 kt? A) 160° / 120 B) 010° / 120 C) 340° / 120 D) 190° / 155

[GNAV-PT06 #5] An aircraft, flying at a TAS of 230 kt, is tracking inbound to the ABN VOR/DME along the R-240 radial on a heading of 052°M. At the VOR/DME it turns outbound along the R-045 radial on a heading of 036°M. Magnetic variation = 15°E. What is the approximate true wind velocity? A) 280° / 40 B) 310° / 40 C) 115° / 55 D) 295° / 40

[GNAV-PT06 #6] __________ - wind coming from ahead of the aircraft. A) Downwind component B) Crosswind component C) Headwind component D) Tailwind component

[GNAV-PT06 #7] __________ - wind coming from behind the aircraft. A) Crosswind component B) Headwind component C) Downwind component D) Tailwind component

[GNAV-PT06 #8] __________ - wind coming from the left or right side of the aircraft. A) Headwind component B) Crosswind component C) Downwind component D) Tailwind component

[GNAV-PT06 #9] __________ = Difference between aircraft heading and wind direction. A) Wind Angle B) Track Correction Angle C) Drift Angle D) Wind Correction Angle

[GNAV-PT06 #10] HWC = Wind Speed x __________ of Wind Angle. A) Cosine B) Sine C) Tangent D) Secant

[GNAV-PT06 #11] TWC = Wind Speed x __________ of Wind Angle. A) Cosine B) Sine C) Tangent D) Secant

[GNAV-PT06 #12] XWC = Wind Speed x __________ of Wind Angle . A) Cosine B) Tangent C) Secant D) Sine

[GNAV-PT06 #13] Wind Vectors can be calculated using the wind side of a mechanical flight computer, and input of: Mark 4 correct answers. A) HDG B) MN C) TAS D) FL E) OAT F) TRK G) GS H) DR

[GNAV-PT06 #14] Wind Vectors can be calculated using the wind side of a mechanical flight computer, and input of: Mark 2 correct answers. A) Pressure Altitude. B) Mach Number. C) Multiple Drift lines. D) OAT E) TAS

[GNAV-PT06 #15] An aircraft travels 240 NAM in 45 minutes with a wind component of +25 kt. How many NGM will it travel? A) 215 nm B) 460 nm C) 222 nm D) 259 nm

[GNAV-PT06 #16] Given: TAS = 250 kt, NGM = 140 NGM, GS = 280 kt. What is the air distance travelled? A) 125 nm B) 175 nm C) 157 nm D) 500 nm

[GNAV-PT06 #17] An aircraft flies between 2 waypoints 48 nm apart in 16 minutes. In the same time, the aircraft flies an air distance of 55 nm. What is the TAS of the aircraft and what is the wind component experienced? A) 206 kt - 26 kt HWC. B) 157 kt - 23 kt TWC. C) 194 kt - 14 kt TWC. D) 206 kt - 26 kt TWC.

[GNAV-PT06 #18] An aircraft overflies waypoint FLOBA at 10.45 UTC, on a direct track to waypoint ANGUS at a TAS of 385 kt, with an ETO of 11.25 UTC. NGM = 232 nm. What is the aircraft’s approximate groundspeed? A) 361 kt B) 406 kt C) 350 kt D) 425 kt

[GNAV-PT06 #19] GS can be calculated as:TAS __________ HWC TAS __________ TWC A) plus; minus B) minus; plus C) plus; plus D) minus; minus

[GNAV-PT06 #20] TAS can be calculated as:GS __________ HWC GS __________ TWC A) plus; minus B) minus; minus C) plus; plus D) minus; plus

[GNAV-PT06 #21] GS can be calculated with a mechanical computer from input of: Mark all correct answers. A) TAS B) W/V C) HDG or TRK

[GNAV-PT06 #22] As WCA increases, the difference between TAS and GS __________. A) reduces B) remains constant C) increases D) expands

[GNAV-PT06 #23] Winds at higher altitudes are normally __________ than those at lower altitudes, and have a __________ effect on the air distance. A) weaker; lesser B) stronger; greater C) stronger; lesser D) weaker; greater

[GNAV-PT06 #24] An aircraft is flying a heading of 205°T at a TAS of 160 kt. The forecast W/V is 070°/40. What is the drift and the groundspeed? A) 9° Right - 189 kt B) 11° Right - 185 kt C) 7° Right - 192 kt D) 10° Right - 185 kt

[GNAV-PT06 #25] An aircraft is flying a heading of 022°T at a TAS of 130 kt. The forecast W/V is 270°/20. Magnetic variation = 15°E. What is the true track and the groundspeed? A) 014°T - 136 kt B) 014°T - 139 kt C) 030°T - 139 kt D) 029°T - 136 kt

[GNAV-PT06 #26] An aircraft is flying a magnetic heading of 170°M at a TAS of 220 kt. The forecast W/V is 210°/30. Magnetic variation = 10°E. What is the true track and the groundspeed? A) 176°T - 246 kt B) 183°T - 247 kt C) 176°T - 195 kt D) 184°T - 185 kt

[GNAV-PT06 #27] An aircraft is maintaining a track of 205°T at a TAS of 280 kt. The forecast W/V is 070°/40. What is the true heading and groundspeed? A) 210°T - 311 kt B) 188°T - 315 kt C) 210°T - 300 kt D) 199°T - 306 kt

[GNAV-PT06 #28] An aircraft is maintaining a track of 315°T at a TAS of 490 kt. The forecast W/V is 350°/100. Magnetic variation = 15°W, Compass deviation = 4°E. What is the compass heading and groundspeed? A) 333°C - 405 kt B) 306°C - 425 kt C) 309°C - 412 kt D) 311°C - 405 kt

[GNAV-PT06 #29] Drift and GS can be calculated on the wind side of a mechanical computer with input of: Mark 3 correct answers. A) CAS B) TAS C) HDG D) W/V E) RAS

[GNAV-PT06 #30] Heading and GS can be calculated on the wind side of a mechanical computer with input of: Mark 3 correct answers. A) TAS B) CAS C) RAS D) W/V E) TRK

[GNAV-PT06 #31] Track can be calculated by applying calculated drift to heading:TRK = HDG + DR (__________).TRK = HDG - DR (__________). A) Right; Left B) Left; Right C) North; Left D) North; South

[GNAV-PT06 #32] Using mental dead reckoning techniques, what is the speed factor for an aircraft maintaining a TAS of 150 kt?

[GNAV-PT06 #33] An aircraft on a heading of 158°T is experiencing a wind of 205°/40. Using mental dead reckoning techniques, what is the crosswind component? A) 32 kt B) 30 kt C) 29 kt D) 28 kt

[GNAV-PT06 #34] Using mental dead reckoning techniques, estimate the wind correction angle required to maintain a track of 280°T at a TAS of 150 kt, given W/V = 248°/30? A) 12° Right B) 3° Right C) 3° Left D) 6° Left

[GNAV-PT06 #35] Using mental dead reckoning techniques, what is the maximum drift experienced by an SEP aircraft maintaining a TAS of 180 kt, with W/V = 330°/30? A) 8° B) 10° C) 15° D) 12°

[GNAV-PT06 #36] Using mental dead reckoning techniques, estimate the heading required to maintain a track of 160°T at a TAS of 300 kt, when W/V = 200°/75? A) 170° B) 171° C) 141° D) 175°

[GNAV-PT06 #37] A dead reckoned (DR) position can be established from input of: Mark all correct answers. A) W/V B) TAS C) GS D) TRK E) Distance F) Time

[GNAV-PT06 #38] Wind correction angle (WCA) can be calculated using the following formula: WCA = __________ ÷ SF A) HWC B) TWC C) XWC D) DA

[GNAV-PT06 #39] The clock method is used to establish the amount of wind component used, from the wind angle:__________° = 1/4 (25%) of wind speed.__________° = 1/2 (50%) of wind speed.__________° = 3/4 (75%) of wind speed.__________° = ALL (100%) of wind speed. A) 10; 20; 30; 45 B) 15; 20; 30; 45 C) 15; 30; 45; 60 D) 30; 60; 90; 120

[GNAV-PT06 #40] Mental dead reckoning (MDR) techniques are used to calculate: Mark all correct answers. A) TRK B) GS C) HDG

[GNAV-PT06 #41] What is the approximate gradient, expressed as a percentage, for an aircraft descending 8000 ft over a distance of 25 nm?

[GNAV-PT06 #42] Estimate the descent rate of an aircraft established on a standard 3° approach when TAS = 100 kt and headwind component = 15 kt. A) 800 fpm B) 480 fpm C) 425 fpm D) 700 fpm

[GNAV-PT06 #43] An aircraft has to descend from FL 300 to FL 120 over a distance of 80 nm. The aircraft’s average GS in the descent is 265 kt. What aproximate rate of descent is required? A) 1100 fpm B) 1300 fpm C) 1200 fpm D) 1000 fpm

[GNAV-PT06 #44] An aircraft takes off from an aerodrome 1250 ft amsl and climbs to an initial cruise pressure altitude of FL 140. Regional QNH = 998 hPa. Rate of Climb = 1000 fpm and average GS = 140 kt. What is the approximate distance to top of climb? A) 29 nm B) 27 nm C) 33 nm D) 31 nm

[GNAV-PT06 #45] An aircraft takes off from an aerodrome 1450 ft amsl and climbs to an initial cruise pressure altitude of FL 80. Regional QNH = 1028 hPa. Rate of Climb = 1000 fpm and average GS = 80 kt. What is the approximate distance to top of climb? A) 10.7 nm B) 9.5 nm C) 6.5 nm D) 12.0 nm

[GNAV-PT06 #46] Refer to the winds aloft data below: An aircraft passes overhead RAG VOR/DME at FL320 and immediately descends at 1000 fpm to FL160 along Airway XY15 to DINKY at a constant CAS of 210 kt and a wind component of +60 kt. What is the approximate distance from RAG to DINKY?FL360 220°/80 kt –55°CFL300 200°/70 kt –45°CFL240 180°/65 kt –40°CFL180 170°/55 kt –25°CFL120 150°/35 kt –15°CFL80 135°/25 kt – 10°CFL40 120°/20 kt +00°CSFC 100°/10 kt +10°C A) 96 nm B) 76 nm C) 88 nm D) 92 nm

[GNAV-PT06 #47] Refer to the winds aloft data below: An aircraft passes overhead TNA VOR/DME at FL40 and immediately climbs at 500 fpm to FL100 along Airway XY15 to DARBO at a constant CAS of 100 kt and a wind component of +9 kt. What is the approximate distance from TNA to DARBO?FL360 220°/80 kt –55°CFL300 200°/70 kt –45°CFL240 180°/65 kt –40°CFL180 170°/55 kt –25°CFL120 150°/35 kt –15°CFL80 135°/25 kt – 10°CFL40 120°/20 kt +00°CSFC 100°/10 kt +10°C A) 20 nm B) 24 nm C) 14 nm D) 12 nm

[GNAV-PT06 #48] What is the horizontal length of 1 nm in feet, based on an approximation (rule of thumb)?

[GNAV-PT06 #49] For climbing and descending problems, at which point in the descent are average values calculated? A) 1/2 x change of altitude B) 1/4 x change of altitude C) 2/3 x change of altitude D) 1/2 x cruise altitude

[GNAV-PT06 #50] For climbing and descending problems, at which point in the climb are average values calculated? A) 1/2 x change of altitude B) 2/3 x change of altitude C) 1/2 x cruise altitude D) 1/4 x change of altitude

[GNAV-PT06 #51] The average climb/descent GS can be calculated from: Mark all the correct answers. A) TAS at various altitudes. B) Track. C) WV at various altitudes.

[GNAV-PT06 #52] What is the simplified formula for calculating the rate of descent on a glidepath, measured as a percentage gradient? A) Rate of Descent = Groundspeed (kt) ÷ Gradient (%) x 100 B) Rate of Descent = Groundspeed (kt) x Gradient (%) C) Rate of Descent = Groundspeed (kt) ÷ Gradient (%) D) Rate of Descent = Groundspeed (kt) x Gradient (%) x 60

[GNAV-PT06 #53] What is the general formula (as per the ATPL syllabus) for calculating the rate of descent on a glidepath, measured in ft/nm? A) Rate of Descent = Groundspeed (kt) ÷ Gradient (ft/nm) x 100 B) Rate of Descent = Groundspeed (kt) x Gradient (ft/nm) C) Rate of Descent = Groundspeed (kt) x Gradient (ft/nm) x 60 D) Rate of Descent = Groundspeed (kt) x Gradient (ft/nm) ÷ 60

[GNAV-PT06 #54] Given distance, speed, rate of climb/descent, present and proposed altitudes, a number of problems can be solved, including: Mark all correct answers. A) Distance to an altitude/position. B) Time to an altitude/position. C) Rate of climb/descent.

[GNAV-PT06 #55] What is 650 lb of fuel expressed in kilograms? A) 172 kg B) 295 kg C) 350 kg D) 143 kg

[GNAV-PT06 #56] An aircraft is using 160 Imperial Gallons of fuel (SG = 0.78) per hour. How many pounds of fuel will it use in 40 minutes? A) 1040 lb B) 830 lb C) 380 lb D) 475 lb

[GNAV-PT06 #57] An aircraft is using 200 US Gallons of fuel (SG = 0.72) per hour. How many kilograms of fuel will it use in 15 minutes? A) 136 kg B) 163 kg C) 308 kg D) 380 kg

[GNAV-PT06 #58] The crew of an aircraft are planning a flight of 875 nm at an average GS of 250 kt. Average fuel consumption is 350 US. Gal. per hour. Given the mass of passengers and cargo on board, the maximum allowable fuel mass is 4350 kg. The SG of fuel at the departure airport on the date of flight being 0.79. What is the spare fuel capacity (ignoring flight planning legal requirements)? A) 600 kg B) 700 kg C) 800 kg

[GNAV-PT06 #59] A flight of 400 nm is planned at an average GS of 150 kt. Average fuel consumption is 50 US. Gal. per hour and 500 kg of fuel (SG=0.72) is uplifted for the flight. 160 nm into the flight, it is found that, after 1 hr 10 min, 180 kg of fuel has been burned? Approximately, how much fuel will be remaining on landing? A) 75 kg B) 50 kg C) 25 kg D) 100 kg

[GNAV-PT06 #60] Using both the Mental Dead Reckoning (MDR) technique, calculate the tailwind component for the following information given: Runway 33 Surface wind (from the tower): 190°/15 kt, Variation: 20°W

[GNAV-PT06 #61] What will be the revised ETA (to the nearest minute) overhead turning point B in the following situation? Assume that all other conditions remain unchanged. Planned ETA over turning point B: 14:14. Planned distance from turning A to turning point B: 43 NM. Planned distance from turning A to check feature X: 10 NM. Actual time overhead check feature X: 1 minute 15 seconds late

[GNAV-PT06 #62] Given the following information, calculate the average TAS during the descent: Cruising altitude: FL130, Target level: FL60, Average CAS during descent: 130 kt, Temperature Conditions: ISA

[GNAV-PT06 #63] An aircraft is flying a distance of 50 NM from A to B. 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. Determine the approximate correction angle on the heading to reach destination B from this position, given: True course in the flight log: 090 Forecast wind: 225° (T) / 15 kt TAS:120 kt

[GNAV-PT06 #64] An aircraft at FL330 is required 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?

[GNAV-PT06 #65] The True course in the flight log is 210°, the forecast wind is 045°T/15 kt and the TAS is 150 kt. After 15 minutes of flying with the planned TAS and TH the aircraft is 2 NM north of the intended track and 2.5 NM ahead of the dead reckoning position. The track angle error TKE is:

[GNAV-PT06 #66] Flight plan information: TT= 090°, GS = 150 kt, W/V = 160° /30 kt. After 12 minutes of flying the aircraft is 1.5 NM right of track. Calculate the Track Error Angle.

[GNAV-PT06 #67] Given the following, calculate the climb gradient (%): Rate Of Climb: 740 ft/min TAS: 200 kt Headwind: 15 kt

[GNAV-PT06 #68] An aircraft commences to descent from a Top of Descent at 35 000 ft and 75 NM from the Initial Approach Fix, at which it has to level-off at 7500 feet altitude. What descent gradient is required to achieve the aforementioned requirements?

[GNAV-PT06 #69] An aircraft is flying from SALCO to BERRY HEAD on Magnetic Track 007°, TAS 445 kt. The wind is 50° (T) / 40 kt. Variation 5°W, deviation +2°. At 10:00 UTC the RB of locator PY is 311°. At 10:03 UTC the RB of locator PY is 266°. Calculate the distance of the aircraft from locator PY at 10:03 UTC.

[GNAV-PT06 #70] Which of the following ground features should allow a pilot flying along a VFR track to best check for any time deviation?

[GNAV-PT06 #71] You are flying a low level VFR flight over a snowy area with no visual checkpoints and you get lost. What should you do?

[GNAV-PT06 #72] What is the primary advantage of using line features during a VFR flight?

[GNAV-PT06 #73] Which one of the following VFR navigation techniques provides to a pilot the maximum amount of time to check for other traffic and also maintain a good situational awareness?

[GNAV-PT06 #74] The main reason to keep the VFR chart lined up with the current track is that:

[GNAV-PT06 #75] During a low level VFR flight at 600 ft AGL, which one of the following challenges may be faced by the pilot?

[GNAV-PT06 #76] An aircraft is making a VFR cross-country flight at low level. The flight involves at least four visual checkpoints on the route. What is the most suitable type of checkpoint?

[GNAV-PT06 #77] A pilot flying a VFR flight got lost while in contact with ATC and with enough fuel in tanks. What are the recommended actions in this case?

[GNAV-PT06 #78] In which of the following conditions is there the most risk of CFIT?

[GNAV-PT06 #79] During a visual flight, a useful method for a pilot to resolve any uncertainty in the aircraft's position is to maintain visual contact with the ground and:

[GNAV-PT06 #80] 265 US-GAL equals? (Specific gravity 0.80)