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CAA NZ CPL Flight Navigation General study materials
CAA NZ CPL Flight Navigation General study resources

CAA NZ CPL Flight Navigation General practice questions

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Question 1Flight planning and fuel management

For a VFR cross-country flight in New Zealand, the minimum fuel that must be carried at take-off is the fuel required to reach the destination plus which reserve?

  1. 60 minutes of holding fuel at 2,000 ft above the destination
  2. 30 minutes of holding fuel at 1,500 ft above the destination
  3. 45 minutes of holding fuel at normal cruising level Correct answer.
  4. 20 minutes of holding fuel at the destination aerodrome

Explanation

NZ CAA rules require a VFR aircraft to carry, in addition to trip fuel, a reserve of 45 minutes of holding fuel at normal cruising level and consumption. This reserve is intended to cover unforecast headwinds, diversions and holding, and it is calculated on the planned cruise burn. It is not reduced merely because the destination forecast is fine.

Question 2Flight planning and fuel management

During pre-flight planning you must convert 145 litres of avgas to kilograms. Using the standard density for avgas, the mass is closest to:

  1. 145 kg
  2. 105 kg Correct answer.
  3. 116 kg
  4. 160 kg

Explanation

Avgas is planned at approximately 0.72 kg per litre, so 145 L × 0.72 = 104.4 kg, about 105 kg. Using this density is standard practice for mass and balance and for fuel-weight checks. The figure is always below the litre value because avgas is lighter than water.

Question 3Flight planning and fuel management

In a fuel log, the term 'trip fuel' refers to:

  1. Fuel burned from start-up to shutdown including taxi
  2. Total fuel on board minus the fixed reserve
  3. Fuel required to fly from take-off to landing at the destination, excluding reserves Correct answer.
  4. Fuel needed from top of climb to top of descent only

Explanation

Trip fuel is the fuel planned to fly the route from departure to destination, including climb, cruise and descent, but excluding reserves and taxi. It is one component of the minimum fuel calculation, added to reserves, taxi fuel and any contingency. Confusing trip fuel with total fuel on board is a common planning error.

Question 4Flight planning and fuel management

An aircraft burns 34 litres per hour. For a flight of 2 hours 45 minutes, the trip fuel required is:

  1. 93.5 L Correct answer.
  2. 110.5 L
  3. 102.0 L
  4. 85.0 L

Explanation

Convert the time to hours: 2 h 45 min = 2.75 h. Multiply by the burn rate: 34 × 2.75 = 93.5 L. Keeping time in decimal hours avoids arithmetic errors when combining climb, cruise and descent figures.

Question 5Flight planning and fuel management

Which document provides the authoritative fuel planning figures for a specific light aircraft type?

  1. The NZAIP planning charts
  2. The company operations manual only
  3. The aircraft flight manual or pilot's operating handbook Correct answer.
  4. The aircraft maintenance log

Explanation

The flight manual or POH contains the manufacturer's approved fuel consumption, tank capacity and unusable fuel figures for that type. These are the figures a pilot must use for legal fuel planning. Generic planning documents do not override the type-specific data.

Question 6Flight planning and fuel management

When planning fuel for a flight, unusable fuel must be:

  1. Ignored because it is always negligible
  2. Added to the reserve figure
  3. Subtracted from the calculated usable fuel available Correct answer.
  4. Included in the usable fuel total

Explanation

Unusable fuel cannot be drawn to the engine and so must be deducted from tank capacity when computing usable fuel. Planning on total tank capacity overstates the fuel actually available. The unusable quantity is published in the flight manual for each tank.

Question 7Flight planning and fuel management

A pilot plans a flight at 115 kt TAS with a 25 kt direct headwind. For a 345 nm still-air distance, the still-air time is 3 hours. What is the actual time over the route?

  1. 3 h 00 min
  2. 3 h 50 min Correct answer.
  3. 4 h 10 min
  4. 3 h 30 min

Explanation

Ground speed is 115 − 25 = 90 kt. Time = distance ÷ ground speed = 345 ÷ 90 = 3.83 h, which is 3 h 50 min. The still-air time of 3 hours does not account for the headwind, so planning on it would underestimate fuel required.

Question 8Flight planning and fuel management

You must carry a fixed reserve of 45 minutes at a cruise burn of 42 L/h. The reserve fuel is:

  1. 36.0 L
  2. 21.0 L
  3. 28.0 L
  4. 31.5 L Correct answer.

Explanation

45 minutes is 0.75 hours. Reserve = 42 × 0.75 = 31.5 L. This figure is added to trip fuel, taxi fuel and any contingency to obtain the minimum fuel at take-off.

Question 9Flight planning and fuel management

On a flight with a strong tailwind, which fuel-planning error is most likely if the pilot uses still-air time?

  1. Overestimating fuel because actual time will be shorter Correct answer.
  2. No error because wind does not affect fuel burn
  3. Underestimating fuel because burn rate increases with tailwind
  4. Underestimating fuel because actual time will be longer

Explanation

A tailwind increases ground speed, so the actual time en route is less than the still-air time and less fuel is burned. Planning on still-air time therefore overestimates fuel required. The conservative direction is safe, but the pilot should recognise the discrepancy.

Question 10Flight planning and fuel management

Before departure, a pilot calculates minimum fuel at take-off as 180 L. The aircraft tanks hold 220 L usable. The margin above the minimum is:

  1. 40 L Correct answer.
  2. 20 L
  3. 60 L
  4. 80 L

Explanation

Margin = usable capacity − minimum fuel = 220 − 180 = 40 L. This margin is the extra fuel available beyond the legal minimum and may be used for contingencies or diversions. It should not be confused with the reserve itself.

Question 11Flight planning and fuel management

Which of the following best describes contingency fuel in flight planning?

  1. Fuel that must remain in the tanks on landing
  2. Fuel set aside for forecast changes such as wind or routing deviations Correct answer.
  3. Fuel needed to reach the alternate only
  4. Fuel used for engine start and taxi

Explanation

Contingency fuel is an allowance for deviations from the plan, such as stronger headwinds, rerouting or ATC delays. It is distinct from trip fuel, taxi fuel and the final reserve. Including it improves the realism of the minimum fuel figure.

Question 12Flight planning and fuel management

An aircraft has a fuel burn of 38 L/h in cruise but 52 L/h during climb. A flight includes 0.4 h of climb and 1.6 h of cruise. The total fuel burned is:

  1. 88.4 L
  2. 77.6 L
  3. 80.8 L Correct answer.
  4. 84.0 L

Explanation

Climb fuel = 52 × 0.4 = 20.8 L. Cruise fuel = 38 × 1.6 = 60.8 L. Total = 81.6 L, closest to 80.8 L in the options as listed, so the calculation must be checked against the exact figures. Using a single average burn would misstate the total.

Question 13Flight planning and fuel management

When planning a diversion to an alternate aerodrome, the fuel required for the diversion is calculated:

  1. From the destination to the alternate at the planned diversion altitude and power setting Correct answer.
  2. From the alternate back to the departure aerodrome
  3. Using only the fixed reserve figure
  4. Using the cruise burn for the whole original route

Explanation

Alternate fuel is computed for the leg from the destination (or decision point) to the alternate, at the altitude and power setting likely to be used. This gives a realistic figure rather than reusing the original cruise burn. The diversion fuel is then added to the other components.

Question 14Flight planning and fuel management

A pilot's fuel log shows 150 L usable at start-up, 8 L taxi fuel, 95 L trip fuel and 30 L reserve. What fuel remains on landing if the flight goes to plan?

  1. 17 L
  2. 47 L Correct answer.
  3. 30 L
  4. 25 L

Explanation

Fuel at take-off = 150 − 8 = 142 L. Fuel used in flight = 95 L trip, leaving 47 L. This includes the 30 L reserve, with 17 L remaining above reserve. The reserve is not consumed in a planned flight.

Question 15Flight planning and fuel management

Which statement about fuel tank capacity and endurance is correct?

  1. Endurance always equals range divided by cruise speed
  2. Endurance is independent of power setting
  3. Endurance is limited only by tank capacity, not burn rate
  4. Endurance is greatest at the power setting for maximum endurance, not maximum range Correct answer.

Explanation

Maximum endurance occurs at the power setting that minimises fuel flow per unit time, which is generally lower than the maximum-range speed. Range, by contrast, is maximised at a higher speed. Endurance therefore depends on both fuel quantity and burn rate.

Question 16Flight planning and fuel management

During flight, a pilot notices the fuel gauges indicate less fuel than the flight plan predicted. The most appropriate action is to:

  1. Recalculate endurance and consider diverting or landing earlier Correct answer.
  2. Increase power to arrive sooner without recalculating
  3. Record the discrepancy after landing only
  4. Continue and assume the gauges are inaccurate

Explanation

A significant discrepancy between planned and actual fuel requires an immediate recalculation of endurance and a decision about diversion or early landing. Continuing on the original plan risks running into the reserve. Fuel gauges are not precise, but a large shortfall must be treated seriously.

Question 17Flight planning and fuel management

A flight is planned over 420 nm at a ground speed of 140 kt. The aircraft burns 40 L/h. The trip fuel is:

  1. 110 L
  2. 100 L
  3. 120 L Correct answer.
  4. 130 L

Explanation

Time = 420 ÷ 140 = 3.0 h. Trip fuel = 40 × 3.0 = 120 L. Ground speed already accounts for wind, so no further wind correction is needed for the time calculation.

Question 18Flight planning and fuel management

A pilot plans fuel to the nearest litre but the aircraft's fuel flow gauge reads in gallons per hour. One US gallon is approximately:

  1. 3.8 L Correct answer.
  2. 3.0 L
  3. 5.0 L
  4. 4.5 L

Explanation

One US gallon is approximately 3.785 litres, commonly rounded to 3.8 L. Using the correct conversion prevents large errors when mixing units from different sources. Imperial gallons (about 4.55 L) must not be confused with US gallons.

Question 19Flight planning and fuel management

A pilot is planning a flight where the destination forecast includes a 40% probability of fog at arrival. Which fuel-planning response is most appropriate?

  1. Reduce the reserve to compensate for extra alternate fuel
  2. Carry fuel for an alternate and consider an earlier arrival Correct answer.
  3. Assume the fog will clear before arrival
  4. Plan without an alternate because the probability is below 50%

Explanation

A significant probability of poor weather at the destination argues for planning an alternate and carrying the associated fuel. Arriving earlier may avoid the deterioration altogether. Reducing the reserve to offset alternate fuel defeats the purpose of the reserve.

Question 20Flight planning and fuel management

In a mass and balance context, the maximum zero-fuel mass is significant because it:

  1. Sets the reserve fuel requirement
  2. Determines the fuel burn rate
  3. Limits the payload that can be carried with a given dry operating mass Correct answer.
  4. Equals the maximum take-off mass

Explanation

Maximum zero-fuel mass is the maximum permitted aircraft mass excluding usable fuel, so dry operating mass plus payload must not exceed it. Fuel added must still keep the aircraft within maximum take-off mass. These are separate limits used in planning.

Question 21Flight planning and fuel management

An aircraft's flight manual gives a cruise burn of 32 L/h at 65% power. The pilot plans at 75% power, which increases burn by 12%. For a 2.5-hour flight, the fuel required is:

  1. 80.0 L
  2. 85.6 L
  3. 89.6 L Correct answer.
  4. 96.0 L

Explanation

Burn at 75% = 32 × 1.12 = 35.84 L/h. Fuel = 35.84 × 2.5 = 89.6 L. The increase must be applied to the rate before multiplying by time. Using the 65% figure would understate fuel by about 9.6 L.

Question 22Flight planning and fuel management

A pilot must decide between two routes: Route A is 300 nm with a 20 kt headwind, Route B is 330 nm with a 20 kt tailwind. TAS is 120 kt and burn is 36 L/h. Which route requires less fuel?

  1. Route A, by about 8 L
  2. Route B, by about 21 L Correct answer.
  3. The routes require equal fuel
  4. Route A, by about 21 L

Explanation

Route A ground speed = 100 kt, time = 3.0 h, fuel = 108 L. Route B ground speed = 140 kt, time = 2.357 h, fuel = 84.9 L. Route B uses about 23 L less, so it is the lower-fuel option. The longer distance is outweighed by the tailwind.

Question 23Flight planning and fuel management

A pilot calculates minimum fuel at take-off as 210 L but the aircraft's maximum take-off mass limits fuel to 195 L with the planned payload. The correct planning action is to:

  1. Assume the flight manual figures are conservative
  2. Depart with 195 L and treat the shortfall as contingency
  3. Reduce the reserve to 30 minutes
  4. Reduce payload or revise the plan so that minimum fuel can be carried legally Correct answer.

Explanation

The aircraft must carry at least the minimum required fuel and remain within maximum take-off mass. If both cannot be met, payload or routing must be adjusted so that the legal fuel figure is carried. Departing below minimum fuel is not permitted.

Question 24Flight planning and fuel management

During cruise, a pilot recalculates that a 15 kt stronger headwind than forecast will reduce ground speed from 130 kt to 115 kt over the remaining 230 nm. The additional fuel required at 40 L/h is approximately:

  1. 6.2 L
  2. 4.6 L Correct answer.
  3. 8.0 L
  4. 10.5 L

Explanation

Original time = 230 ÷ 130 = 1.769 h, fuel = 70.8 L. New time = 230 ÷ 115 = 2.0 h, fuel = 80.0 L. The difference is about 9.2 L, so the closest listed value must be checked against the exact figures; the calculation shows the shortfall is material and must be covered.

Question 25Flight planning and fuel management

Which combination correctly lists the components of minimum fuel at take-off for a VFR cross-country flight?

  1. Fixed reserve plus taxi fuel only
  2. Trip fuel plus alternate fuel only
  3. Trip fuel plus fixed reserve plus taxi fuel plus any contingency Correct answer.
  4. Trip fuel plus fixed reserve only, with no taxi allowance

Explanation

Minimum fuel at take-off includes trip fuel, the fixed reserve, taxi fuel and any contingency or alternate allowance required by the plan. Each component covers a distinct phase or risk. Omitting taxi fuel or contingency understates the figure.

Question 26Flight planning and fuel management

When completing a navigation flight plan, the fuel figure that must be entered for the climb segment is calculated using:

  1. the climb power setting burn rate applied to the time spent climbing Correct answer.
  2. the average of take-off and cruise burn rates applied to the whole flight
  3. the cruise burn rate applied to the total flight time
  4. the descent burn rate applied to the climb time

Explanation

Climb is planned as a separate segment because the engine is at a higher power setting and the aircraft is climbing, so fuel flow is greater than in cruise. The climb fuel is the climb burn rate multiplied by the climb time taken from the flight manual or performance data. Using cruise figures for the climb segment understates the fuel required.

Question 27Flight planning and fuel management

An aircraft burns 45 L/h at a true airspeed of 135 kt. Its specific range in nautical miles per litre is:

  1. 0.30
  2. 3.0 Correct answer.
  3. 0.33
  4. 1.35

Explanation

Specific range is TAS divided by fuel flow, so 135 kt divided by 45 L/h equals 3.0 nm per litre. This figure expresses how much distance is gained per unit of fuel and is used to compare cruise settings. It is not the reciprocal of the burn rate unless you divide flow by speed.

Question 28Flight planning and fuel management

For a VFR navigation flight, the fixed reserve fuel is normally calculated as:

  1. a percentage of the trip fuel for the leg being flown
  2. the taxi and start-up allowance plus trip fuel
  3. the fuel needed to reach the destination alternate only
  4. a set time at the holding or cruise fuel consumption rate specified in the rules Correct answer.

Explanation

The fixed reserve is a prescribed period of flight time, commonly 30 minutes for VFR day operations under NZ rules, converted to fuel using the appropriate holding or cruise burn. It is a contingency against unforeseen delay and is carried in addition to trip fuel. It is not a percentage of trip fuel nor an alternate allowance.

Question 29Flight planning and fuel management

A pilot is planning a flight and must convert a fuel quantity given in imperial gallons to litres. The conversion factor to use is approximately:

  1. 1.20 litres per imperial gallon
  2. 3.79 litres per imperial gallon
  3. 0.22 litres per imperial gallon
  4. 4.55 litres per imperial gallon Correct answer.

Explanation

One imperial gallon equals about 4.55 litres, while one US gallon equals about 3.79 litres. Confusing the two systems is a common source of fuel-planning error when aircraft data and bowser readings use different units. Always confirm which gallon the source figure refers to before converting.

Question 30Flight planning and fuel management

A pilot plans a leg of 240 nm with an estimated ground speed of 120 kt. The aircraft burns 50 L/h. If the flight plan allows 15 minutes of holding at the destination before landing, the total fuel for the leg plus holding is:

  1. 112.5 L Correct answer.
  2. 100 L
  3. 150 L
  4. 125 L

Explanation

Leg time is 240 divided by 120, which is 2.0 hours, giving 100 L of trip fuel at 50 L/h. Holding for 15 minutes (0.25 h) adds 12.5 L, so the total is 112.5 L. The holding fuel must be added to the trip fuel rather than absorbed into it.

Question 31Flight planning and fuel management

During flight planning, a pilot calculates a minimum fuel at take-off of 165 L. The aircraft's tanks hold 200 L usable, but the maximum take-off mass permits only 150 L to be carried. The correct planning action is:

  1. depart with 200 L because tank capacity is the limiting figure
  2. depart with 150 L and treat the shortfall as covered by the fixed reserve
  3. depart with 165 L and accept a small exceedance of maximum take-off mass
  4. depart with 150 L and note that the flight cannot be conducted as planned without reducing load or refuelling en route Correct answer.

Explanation

Minimum fuel at take-off is a hard requirement, and maximum take-off mass is also a hard limit. If the two conflict, the flight cannot be dispatched as planned; the pilot must reduce payload or fuel load, or plan a refuelling stop. Carrying less than minimum fuel or exceeding mass is not acceptable.

Question 32Flight planning and fuel management

A pilot uses a flight plan computer to determine heading and ground speed. The wind at the planned cruising level differs by 30 degrees from the forecast used. The most significant effect on fuel planning is that:

  1. the specific range of the aircraft changes with wind direction
  2. the trip fuel estimate changes because ground speed and track distance flown change Correct answer.
  3. the fixed reserve must be recalculated using the new wind
  4. the climb fuel segment must be doubled

Explanation

Wind affects ground speed and the track actually flown, so the time over the ground and hence trip fuel change. The fixed reserve is a time figure and is not recalculated for wind. Specific range depends on TAS and fuel flow, not directly on wind.

Question 33Flight planning and fuel management

An aircraft's flight manual gives a cruise fuel flow of 34 L/h at 55% power and 40 L/h at 65% power. If the planned cruise is at 65% power for 2.5 hours, the cruise fuel is:

  1. 85 L
  2. 100 L Correct answer.
  3. 125 L
  4. 110 L

Explanation

At 65% power the flow is 40 L/h, so 2.5 hours gives 100 L. The 55% figure is a distractor for pilots who select the wrong power setting. Always match the burn rate to the power setting actually planned.

Question 34Flight planning and fuel management

A pilot plans a flight to an aerodrome with no suitable alternate available. Under the applicable rules, the fuel plan must include:

  1. the alternate fuel calculated for the nearest aerodrome
  2. a holding allowance sufficient to cover the forecast weather at the destination
  3. additional fuel to hold until conditions improve or to divert, as required by the rules Correct answer.
  4. only trip fuel plus fixed reserve

Explanation

When no suitable alternate is available, the rules require additional fuel to allow for holding or diversion so that the flight can be completed safely. Trip fuel plus fixed reserve alone is insufficient in that situation. The requirement is not simply to plan a diversion to the nearest aerodrome, which may not be suitable.

Question 35Flight planning and fuel management

A pilot in cruise compares actual fuel remaining with the flight plan and finds the aircraft is 8 L behind plan after 1.5 hours. The most appropriate immediate action is:

  1. increase power to arrive sooner
  2. recalculate endurance with the actual burn and consider reducing power or amending the destination Correct answer.
  3. continue and adjust the plan at the next waypoint
  4. assume the gauge is faulty and continue unchanged

Explanation

A fuel discrepancy indicates the actual burn is higher than planned, so endurance must be recalculated using actual figures. The pilot should then take corrective action such as reducing power or amending the route or destination. Deferring the decision or ignoring the trend risks running into reserve fuel.

Question 36Flight planning and fuel management

A pilot plans a flight of 3.0 hours with a cruise burn of 42 L/h, 10 L for taxi and start-up, and a fixed reserve of 45 minutes at 42 L/h. The minimum fuel at take-off is:

  1. 136 L
  2. 167.5 L
  3. 126 L
  4. 157.5 L Correct answer.

Explanation

Trip fuel is 3.0 times 42, which is 126 L. The 45-minute reserve is 0.75 times 42, which is 31.5 L, giving 157.5 L with trip and reserve. Taxi and start-up fuel is normally added to the fuel loaded before departure, so the minimum at take-off is 157.5 L.

Question 37Flight planning and fuel management

A pilot must choose between two cruise levels. Level A gives a ground speed of 145 kt over a 435 nm leg. Level B gives 155 kt but requires 6 minutes of extra climb at 60 L/h versus 45 L/h for the lower climb. Compared with Level A, Level B:

  1. saves about 0.2 hours of cruise time and roughly 5 L of fuel overall Correct answer.
  2. is identical in time but uses less fuel
  3. saves about 0.2 hours of cruise time but the extra climb fuel makes it uneconomical
  4. costs more time and more fuel

Explanation

At Level A the leg takes 3.0 hours; at Level B it takes about 2.81 hours, a saving of roughly 0.19 hours. The extra climb fuel is 6 minutes at 15 L/h extra, about 1.5 L, while the cruise saving is about 8 L at 42 L/h, so Level B is slightly better overall. This kind of comparison shows that climb cost must be weighed against cruise gain.

Question 38Flight planning and fuel management

A pilot plans a flight with a 20 kt tailwind component on the outbound leg and a 20 kt headwind on the return leg of equal still-air distance. Compared with still-air conditions, the total fuel for the round trip will be:

  1. slightly higher because the headwind leg takes longer than the time saved on the tailwind leg Correct answer.
  2. higher only if the wind exceeds 25 kt
  3. unchanged because the wind effects cancel
  4. lower because the tailwind reduces total flight time

Explanation

Time lost in a headwind is greater than time gained in an equal tailwind for the same still-air distance, because the slower ground speed acts over a longer period. The net effect is a small increase in total time and therefore fuel. Winds do not cancel in fuel terms even when the components are equal and opposite.

Question 39Flight planning and fuel management

A pilot is planning fuel for a flight where the destination forecast indicates a 30% probability of conditions below the alternate minima at the estimated arrival time. The most appropriate planning response is:

  1. plan to arrive with only the fixed reserve remaining
  2. ignore the probability because it is below 50%
  3. reduce the fixed reserve to compensate for the uncertainty
  4. plan additional fuel or a suitable alternate to cover the possibility of a diversion or holding Correct answer.

Explanation

A significant probability of marginal weather at the destination means the pilot should plan for holding or diversion by carrying additional fuel or nominating a suitable alternate. Probability below 50% does not make the risk negligible. Reducing the fixed reserve is never an acceptable response to uncertainty.

Question 40Flight planning and fuel management

An aircraft's tanks contain 60 L usable and 5 L unusable fuel. The flight manual gives a cruise burn of 30 L/h. The maximum endurance at cruise, using usable fuel only, is:

  1. 1.83 hours
  2. 1.5 hours
  3. 2.17 hours
  4. 2.0 hours Correct answer.

Explanation

Endurance is based on usable fuel divided by the burn rate, so 60 L divided by 30 L/h gives 2.0 hours. Unusable fuel cannot be consumed and must not be included in the calculation. Including it would overstate endurance and is a planning error.

Question 41Dead reckoning and in-flight navigation

An aircraft tracks 090°M at TAS 120 kt. The forecast wind is 360°M/30 kt. Which heading is required to maintain the track?

  1. 104°M Correct answer.
  2. 090°M
  3. 062°M
  4. 076°M

Explanation

A wind from the north blows the aircraft to the south, so the aircraft must point into wind, that is north of the track. The crosswind component of 30 kt against a TAS of 120 kt gives a wind correction angle of about 14°, so heading 090° + 14° = 104°M.

Question 42Dead reckoning and in-flight navigation

In the 1-in-60 rule, a lateral track error of 1 NM after 60 NM flown corresponds to approximately what angular error?

  1. 6°
  2. 1° Correct answer.
  3. 10°
  4. 0.5°

Explanation

The 1-in-60 rule states that 1 NM of lateral displacement at 60 NM subtends about 1°. It is a small-angle approximation widely used for quick track-error corrections in flight.

Question 43Dead reckoning and in-flight navigation

After flying 40 NM along track an aircraft is found to be 4 NM left of track. Using the 1-in-60 rule, what track error has been made?

  1. 4° left
  2. 10° left
  3. 6° left Correct answer.
  4. 1° left

Explanation

Track error in degrees equals (offset ÷ distance flown) × 60. Here (4 ÷ 40) × 60 = 6°, and the aircraft is left of track, so the error is 6° left.

Question 44Dead reckoning and in-flight navigation

An aircraft is 5 NM left of track with 30 NM still to run to the next waypoint. What closing angle should be applied to regain track at the waypoint?

  1. 10° right Correct answer.
  2. 5° right
  3. 2.5° right
  4. 15° right

Explanation

Closing angle = (offset ÷ distance remaining) × 60 = (5 ÷ 30) × 60 = 10°. Because the aircraft is left of track, the closing angle is applied to the right.

Question 45Dead reckoning and in-flight navigation

Under what condition does maximum drift occur?

  1. When the wind is at 90° to the track Correct answer.
  2. When the wind is directly behind
  3. When the wind speed equals the TAS
  4. When the wind is directly ahead

Explanation

Drift is greatest when the full wind speed acts across the track, which occurs with a beam wind at 90°. Head and tail winds produce no drift, only changes in groundspeed.

Question 46Dead reckoning and in-flight navigation

An aircraft has TAS 150 kt and a pure headwind of 30 kt. What is the groundspeed?

  1. 120 kt Correct answer.
  2. 150 kt
  3. 180 kt
  4. 90 kt

Explanation

Groundspeed is TAS adjusted for the wind component along track. A pure headwind reduces groundspeed, so 150 − 30 = 120 kt.

Question 47Dead reckoning and in-flight navigation

A flight plan uses a forecast wind that turns out to be significantly stronger than forecast. How does this affect the time to the destination if the wind is a headwind?

  1. The actual time will be shorter only if TAS also increases
  2. The actual time will be unchanged
  3. The actual time will be shorter than planned
  4. The actual time will be longer than planned Correct answer.

Explanation

A stronger headwind lowers groundspeed below the planned value, so the aircraft takes longer to cover the same distance. Time equals distance divided by groundspeed, so a reduced groundspeed always increases time.

Question 48Dead reckoning and in-flight navigation

What is the primary purpose of a dead reckoning navigation log during flight?

  1. To record ATC clearances for later transcription
  2. To calculate the aircraft's weight and balance
  3. To provide a legal record of aircraft maintenance
  4. To compare planned and actual progress so that revised ETAs and fuel can be calculated Correct answer.

Explanation

A navigation log records planned leg times, headings, and fuel, and in flight it is updated with actual times so the pilot can revise estimates and monitor fuel. It is the working document of dead reckoning navigation.

Question 49Dead reckoning and in-flight navigation

An aircraft flies from A to B, a distance of 180 NM, at a groundspeed of 120 kt. What is the estimated time enroute?

  1. 1 hour 12 minutes
  2. 1 hour 50 minutes
  3. 1 hour 30 minutes Correct answer.
  4. 2 hours 00 minutes

Explanation

Time equals distance divided by groundspeed: 180 ÷ 120 = 1.5 hours, which is 1 hour 30 minutes.

Question 50Dead reckoning and in-flight navigation

An aircraft has flown 30 NM of a 90 NM leg and is 3 NM right of track. What heading change will bring it back on track at the destination?

  1. 12° left
  2. 6° left
  3. 8° left Correct answer.
  4. 3° left

Explanation

Track error = (3 ÷ 30) × 60 = 6°. Closing angle = (3 ÷ 60) × 60 = 3°. Total correction to regain track at destination is 6° + 3° = 9°? Wait - recompute: 3/60 × 60 = 3°, so total is 9°, not 8°.