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NZ CAA PPL Navigation study materials
NZ CAA PPL Navigation study resources

NZ CAA PPL Navigation practice questions

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Question 1Flight planning and navigation preparation

Under NZ CAA rules, what is the minimum fuel that must be planned for a VFR flight by day over land, expressed as a fixed reserve?

  1. 45 minutes of flight time at normal cruising speed
  2. 30 minutes of flight time at normal cruising speed Correct answer.
  3. 20 minutes of flight time at normal cruising speed
  4. 60 minutes of flight time at normal cruising speed

Explanation

For VFR flights by day, the fixed reserve is 30 minutes at normal cruising speed, added on top of trip fuel and any contingency fuel. This reserve is intended to cover unforeseen delays such as headwinds or airspace diversions. It is separate from any variable reserve required for the route.

Question 2Flight planning and navigation preparation

When planning a cross-country flight, what does the term 'safe endurance' represent?

  1. The time from takeoff until the fixed reserve is reached Correct answer.
  2. Total fuel on board divided by the planned hourly fuel flow
  3. The maximum time the aircraft can remain airborne at the planned power setting
  4. The time from takeoff until all usable fuel is exhausted

Explanation

Safe endurance is the flight time available from takeoff until only the fixed reserve remains, so it excludes the reserve fuel from usable time. It is calculated from usable fuel minus reserve, divided by hourly fuel consumption. This gives the planning limit for diversion or holding decisions.

Question 3Flight planning and navigation preparation

An aircraft tracks 090 degrees magnetic with a heading of 084 degrees magnetic. What is the wind correction being applied?

  1. 6 degrees right Correct answer.
  2. 12 degrees right
  3. 6 degrees left
  4. Wind correction cannot be determined from these figures

Explanation

The difference between heading and track shows the drift correction. Here the heading is 6 degrees less than the track, meaning the aircraft is pointed left of track to counter a wind from the left, so the correction is 6 degrees right of track. The magnitude is the absolute difference between the two values.

Question 4Flight planning and navigation preparation

On a NZ VNC (Visual Navigation Chart), what does a magenta shaded area most likely indicate?

  1. A low-level military training route
  2. A prohibited or restricted area
  3. Controlled airspace requiring a clearance Correct answer.
  4. A mandatory radio broadcast area

Explanation

On New Zealand visual navigation charts, controlled airspace is depicted with magenta shading and boundaries. Pilots must obtain a clearance before entering such airspace. Other special-use airspace uses different symbology and labelling.

Question 5Flight planning and navigation preparation

A pilot plans a leg of 120 nautical miles at a groundspeed of 90 knots. What is the estimated time enroute?

  1. 1 hour 30 minutes
  2. 1 hour 20 minutes Correct answer.
  3. 1 hour 10 minutes
  4. 1 hour 45 minutes

Explanation

Time equals distance divided by groundspeed, so 120 NM divided by 90 kt gives 1.333 hours, which is 1 hour 20 minutes. Groundspeed already accounts for wind, so no further correction is needed. This is the standard navigation triangle calculation.

Question 6Flight planning and navigation preparation

What is the primary purpose of a flight log (navigation log) prepared before departure?

  1. To provide a chronological record of headings, times, fuel and position for each leg Correct answer.
  2. To satisfy the passenger manifest requirement
  3. To record maintenance defects found during the preflight inspection
  4. To document the aircraft weight and balance calculation

Explanation

A navigation log organises the planned heading, track, groundspeed, estimated time and fuel for each leg, and is annotated in flight with actual times and positions. It supports in-flight monitoring of progress and fuel. Weight and balance and defect records are separate documents.

Question 7Flight planning and navigation preparation

A pilot is planning a flight and the forecast wind at cruising level is 270/30. Tracking 090 degrees true, what is the expected effect on groundspeed?

  1. Groundspeed will be higher than true airspeed
  2. Groundspeed will be lower than true airspeed Correct answer.
  3. Groundspeed will equal true airspeed
  4. Groundspeed cannot be determined without the aircraft heading

Explanation

A wind from 270 degrees is blowing toward 090 degrees, directly opposing an aircraft tracking 090 degrees. This produces a pure headwind component, so groundspeed is reduced below true airspeed. Heading changes only affect the drift angle, not the fact of a headwind.

Question 8Flight planning and navigation preparation

What does a 'true' course or track refer to in navigation planning?

  1. Direction measured relative to the aircraft heading
  2. Direction measured relative to true north, corrected for magnetic variation Correct answer.
  3. Direction measured relative to magnetic north at the aircraft position
  4. Direction measured relative to grid north on a chart

Explanation

True track is measured from true north, that is, the geographic north pole direction. Magnetic variation is applied to convert between true and magnetic directions. Charts and forecast winds are commonly given in true direction, while the compass works in magnetic.

Question 9Flight planning and navigation preparation

A chart shows magnetic variation of 20 degrees east. A true track of 100 degrees must be converted to magnetic track. What is the magnetic track?

  1. 080 degrees Correct answer.
  2. 100 degrees
  3. 120 degrees
  4. 080 degrees only if deviation is zero

Explanation

With easterly variation, magnetic direction is less than true direction, so subtract variation: 100 minus 20 gives 080 degrees magnetic. The mnemonic is 'east is least'. Deviation is a separate aircraft-specific correction applied later.

Question 10Flight planning and navigation preparation

What is the purpose of the '1 in 60 rule' in visual navigation?

  1. To convert indicated airspeed to true airspeed
  2. To estimate the track error or closing angle from a distance off track Correct answer.
  3. To determine the minimum safe altitude over terrain
  4. To calculate fuel flow at cruise power

Explanation

The 1 in 60 rule states that one nautical mile off track over 60 NM corresponds to one degree of track error. It allows a pilot to estimate the heading change needed to regain track or reach a destination. It does not relate to fuel, altitude or airspeed conversions.

Question 11Flight planning and navigation preparation

A pilot is 4 NM off track after flying 40 NM along the leg. Using the 1 in 60 rule, what track error has accumulated?

  1. 10 degrees
  2. 8 degrees
  3. 4 degrees
  4. 6 degrees Correct answer.

Explanation

Track error in degrees equals distance off track multiplied by 60 divided by distance flown, so 4 times 60 divided by 40 gives 6 degrees. This tells the pilot how much the heading must be altered to parallel the original track. A further closing angle is added to regain track.

Question 12Flight planning and navigation preparation

Which document should a pilot consult for current aerodrome operational information such as runway conditions and hours of operation in New Zealand?

  1. The Aeronautical Information Publication (AIP) New Zealand Correct answer.
  2. The New Zealand Air Pilot (NZAP) volumes
  3. The New Zealand Visual Navigation Chart alone
  4. The aircraft flight manual

Explanation

AIP New Zealand contains aerodrome data, operational procedures and current aeronautical information, with amendments issued by NOTAM for short-term changes. It is the primary reference for operational aerodrome details. Charts show a summary but not full operational data.

Question 13Flight planning and navigation preparation

What is the main reason a pilot calculates density altitude before departure from a high-elevation aerodrome?

  1. To establish the correct altimeter setting
  2. To calculate the true track to the destination
  3. To determine the magnetic heading required
  4. To assess takeoff and climb performance degradation Correct answer.

Explanation

Density altitude reflects the air density at the aerodrome given pressure altitude and temperature. Higher density altitude reduces engine power and propeller or wing efficiency, lengthening takeoff and reducing climb rate. It is a performance planning tool, not a navigation direction tool.

Question 14Flight planning and navigation preparation

In New Zealand, what does QNH represent when set on the altimeter subscale?

  1. The aerodrome pressure reduced to mean sea level Correct answer.
  2. The pressure at the transition level
  3. The pressure at the aircraft's current altitude
  4. The pressure at the standard datum of 1013 hPa

Explanation

QNH is the aerodrome or station pressure reduced to mean sea level using the standard atmosphere. With QNH set, the altimeter reads elevation above mean sea level at the aerodrome. QNE refers to the standard 1013 hPa setting used above the transition altitude.

Question 15Flight planning and navigation preparation

An aerodrome has an elevation of 1500 ft and the QNH is 1013 hPa. What does the altimeter read on the ground with 1013 set?

  1. The aerodrome elevation plus the pressure altitude correction
  2. 1500 feet Correct answer.
  3. Zero feet
  4. Approximately 1500 feet only if temperature is standard

Explanation

With QNH equal to the standard 1013 hPa, pressure altitude equals elevation, so the altimeter reads the aerodrome elevation of 1500 ft. Pressure altitude is by definition the altitude indicated when 1013 hPa is set. Temperature affects true altitude but not the pressure altitude reading.

Question 16Flight planning and navigation preparation

What is the purpose of a NOTAM in pre-flight navigation preparation?

  1. To record the aircraft's maintenance schedule
  2. To publish long-term aeronautical chart amendments only
  3. To provide the forecast upper winds for the route
  4. To give notice of temporary changes or hazards affecting flight operations Correct answer.

Explanation

NOTAMs disseminate time-critical information such as unserviceable navigation aids, closed runways, temporary restricted airspace or obstacles. They supplement the AIP and must be reviewed during pre-flight preparation. Long-term changes are incorporated into AIP amendments instead.

Question 17Flight planning and navigation preparation

A pilot plans to track 270 degrees true with a wind from 000/20. What type of wind component is experienced?

  1. Crosswind from the left
  2. Crosswind from the right Correct answer.
  3. Pure tailwind
  4. Pure headwind

Explanation

Tracking 270 degrees true means the aircraft nose points west, so north is to the right of track. A wind from 000 degrees blows from the north, striking the aircraft from the right side. This produces a right crosswind component, requiring a heading correction to the right.

Question 18Flight planning and navigation preparation

What does the term 'drift' describe in dead reckoning navigation?

  1. The difference between true airspeed and groundspeed
  2. The change in magnetic variation along the route
  3. The rate of fuel consumption per hour
  4. The angular difference between heading and track caused by wind Correct answer.

Explanation

Drift is the angle between the aircraft heading and the actual track over the ground, produced by the wind. It is corrected by applying a wind correction angle so the aircraft follows the desired track. Drift is expressed in degrees left or right.

Question 19Flight planning and navigation preparation

A flight is planned at 110 kt true airspeed. The wind is 30 kt directly on the beam. Approximately what groundspeed results?

  1. About 114 kt Correct answer.
  2. 140 kt
  3. 80 kt
  4. 110 kt

Explanation

A pure crosswind does not change groundspeed directly; it only causes drift. The small increase comes from the aircraft turning into wind to maintain track, which gives a slight headwind component. The result is close to but slightly above true airspeed, around 114 kt.

Question 20Flight planning and navigation preparation

What is the correct order for converting a true heading to a compass heading?

  1. Apply deviation, then wind correction, then variation
  2. Apply wind correction to true track to get true heading, then variation, then deviation Correct answer.
  3. Apply variation, then wind correction, then deviation
  4. Apply deviation, then variation, then wind correction

Explanation

The wind correction angle is applied to the true track to derive the true heading. Magnetic variation is then applied to obtain magnetic heading, and finally aircraft deviation gives compass heading. This sequence reflects the standard navigation triangle and compass conversion chain.

Question 21Flight planning and navigation preparation

During a cross-country flight, a pilot's actual groundspeed is lower than planned. What is the most appropriate in-flight action to preserve the fuel reserve?

  1. Continue as planned and rely on the fixed reserve
  2. Recompute the fuel plan and consider a diversion or reduced power setting Correct answer.
  3. Reduce the reserve to compensate for the delay
  4. Increase altitude without recalculating winds

Explanation

If actual groundspeed is worse than planned, the pilot should recalculate endurance and fuel remaining, then consider options such as a shorter route, diversion or reduced power. Continuing on the original plan erodes the reserve. The reserve itself must not be reduced to absorb delays.

Question 22Flight planning and navigation preparation

What does a 'waypoint' represent in a VFR navigation plan?

  1. A radio navigation aid with a published frequency
  2. A mandatory reporting point for all aircraft
  3. A geographical point used to define the route and monitor progress Correct answer.
  4. An air traffic control clearance limit

Explanation

Waypoints are identifiable geographic features or positions used to build the route and check progress and fuel along each leg. They may be visual features such as towns or lakes rather than radio aids. Not every waypoint is a mandatory reporting point.

Question 23Flight planning and navigation preparation

A pilot intends to cross a mountain range and needs to determine a safe cruising altitude. Which source provides terrain clearance information for the planned route?

  1. The passenger briefing card
  2. The aircraft flight manual performance charts
  3. The aircraft maintenance release
  4. The visual navigation chart with terrain and maximum elevation figures Correct answer.

Explanation

Visual navigation charts show terrain contours and maximum elevation figures, allowing the pilot to select an altitude that ensures terrain clearance along the route. The flight manual provides aircraft performance, not terrain data. Minimum safe altitudes also consider airspace and obstacle clearance requirements.

Question 24Flight planning and navigation preparation

What is the significance of magnetic deviation in compass navigation?

  1. It is the angle between true north and magnetic north
  2. It is constant for all headings of a given aircraft
  3. It is caused by the aircraft's own magnetic fields and varies with heading Correct answer.
  4. It is the same for all aircraft at a given location

Explanation

Deviation is caused by magnetic fields within the aircraft, such as electrical wiring and engine components, and its value changes with the aircraft's heading. It is corrected using a compass swing and a deviation card. Variation, by contrast, is the geographic angle between true and magnetic north.

Question 25Flight planning and navigation preparation

A pilot is 10 NM off track after 120 NM flown and wishes to regain the destination directly. Using the 1 in 60 rule, what total heading change from the original track is required to converge on the destination?

  1. 5 degrees
  2. 20 degrees
  3. 10 degrees
  4. 15 degrees Correct answer.

Explanation

Track error equals 10 times 60 divided by 120, giving 5 degrees. The closing angle for the remaining distance is also about 5 degrees if the destination is 120 NM further on, but combining the parallel correction with the closing angle gives approximately 10 degrees; where the remaining leg is treated as the full distance, the total correction to converge is 10 degrees. Careful application of the formula to the remaining distance yields the total alteration.

Question 26Flight planning and navigation preparation

Under NZ CAA rules for VFR flight planning, which fuel reserve must be planned for a flight by day over land away from an aerodrome?

  1. Fuel to fly for 30 minutes at normal cruising speed Correct answer.
  2. Fuel to fly for 60 minutes at normal cruising speed
  3. Fuel to fly for 20 minutes at holding speed
  4. Fuel to fly for 45 minutes at normal cruising speed

Explanation

New Zealand VFR planning requires a fixed reserve of 30 minutes at normal cruising speed for day VFR flights over land. The reserve is intended to cover unexpected delays such as diversion or circuit congestion, and it is additional to the trip fuel. It is not a holding-speed figure and does not change with aircraft type.

Question 27Flight planning and navigation preparation

A pilot plans a leg of 96 NM at a planned groundspeed of 120 kt. What is the planned leg time?

  1. 40 minutes
  2. 48 minutes Correct answer.
  3. 52 minutes
  4. 36 minutes

Explanation

Leg time equals distance divided by groundspeed, so 96 NM at 120 kt gives 0.8 hours, which is 48 minutes. Converting the decimal hour to minutes by multiplying by 60 gives the answer used in the navigation log. Always confirm groundspeed rather than using true airspeed for this calculation.

Question 28Flight planning and navigation preparation

What is indicated by the maximum take-off weight stated in an aircraft's flight manual?

  1. The greatest mass permitted at any point during the flight
  2. The greatest mass at which the aircraft may begin the take-off run Correct answer.
  3. The greatest mass permitted at the start of the landing flare
  4. The mass of the aircraft with full fuel and no payload

Explanation

Maximum take-off weight is the structural and performance limit for the mass at the start of the take-off run. It is a limitation for the take-off phase, and separate limits govern the landing and in-flight phases. Exceeding it invalidates the performance figures used in the flight plan.

Question 29Flight planning and navigation preparation

In New Zealand, which time reference is used in aviation documentation such as NOTAMs and flight plans?

  1. Coordinated Universal Time Correct answer.
  2. Local mean time at the destination
  3. Local standard time of the departure aerodrome
  4. New Zealand daylight time

Explanation

Aviation documentation uses Coordinated Universal Time so that all operators share one unambiguous reference. Local times differ between aerodromes and change with daylight saving, which would create confusion. Flight plans and NOTAMs therefore quote times in UTC, often written with a Z suffix.

Question 30Flight planning and navigation preparation

A pilot wants to know the forecast wind and temperature at a cruising level of 9500 ft. Which forecast product is designed for this purpose?

  1. An aerodrome forecast amendment
  2. A SIGMET
  3. A terminal aerodrome forecast
  4. A grid point wind and temperature forecast Correct answer.

Explanation

Grid point wind and temperature forecasts give winds and temperatures at specified levels and positions for flight planning. They are the standard source for upper-level wind used in the navigation log. Terminal forecasts describe surface conditions at an aerodrome, and SIGMETs warn of hazardous weather.

Question 31Flight planning and navigation preparation

A flight log shows a planned heading of 075 degrees magnetic and an actual heading flown of 075 degrees magnetic, with the aircraft tracking 085 degrees magnetic. What has occurred?

  1. The aircraft has drifted 10 degrees left of the planned track
  2. The aircraft has drifted 10 degrees right of the planned track Correct answer.
  3. The aircraft has a 10 degree compass deviation
  4. The aircraft has a 10 kt headwind component

Explanation

Drift is the angle between the heading held and the track made good. With the same heading but a track 10 degrees greater, the aircraft is being pushed right of the intended path. The correction required would be a heading change of 10 degrees to the left.

Question 32Flight planning and navigation preparation

When planning a VFR flight, what is the purpose of identifying a suitable alternate aerodrome?

  1. To provide a planned diversion option if the destination cannot be used Correct answer.
  2. To reduce the total fuel required for the flight
  3. To satisfy the requirement for a flight plan
  4. To replace the need for a navigation log

Explanation

An alternate is selected so that a diversion is possible if the destination becomes unusable due to weather or operational reasons. It should be within range and have suitable facilities and forecast conditions. It does not reduce fuel requirements, since fuel to reach it must be planned.

Question 33Flight planning and navigation preparation

Which chart should a VFR pilot use to identify controlled airspace boundaries and visual reporting points along a cross-country route?

  1. A world aeronautical chart at 1:1 000 000
  2. A precision approach chart
  3. A visual navigation chart Correct answer.
  4. An aerodrome obstacle chart

Explanation

Visual navigation charts show airspace boundaries, reporting points, and visual features used for VFR navigation. They are designed for the cruising levels and route structure used by VFR pilots. Approach and obstacle charts serve instrument and obstacle-clearance purposes.

Question 34Flight planning and navigation preparation

A pilot plans a leg of 150 NM at 100 kt groundspeed, then a second leg of 60 NM at 120 kt groundspeed. What is the total planned flight time?

  1. 2 hours 00 minutes Correct answer.
  2. 2 hours 20 minutes
  3. 1 hour 50 minutes
  4. 2 hours 10 minutes

Explanation

The first leg takes 1.5 hours and the second takes 0.5 hours, giving a total of 2.0 hours. Leg times must be calculated separately because groundspeed differs on each leg. Adding the distances first and using an average speed would give an error.

Question 35Flight planning and navigation preparation

A pilot's true heading is 120 degrees, magnetic variation is 18 degrees east, and compass deviation is 4 degrees west. What is the compass heading?

  1. 106 degrees Correct answer.
  2. 138 degrees
  3. 134 degrees
  4. 102 degrees

Explanation

Convert true to magnetic by applying variation: with east variation, magnetic heading is true heading minus variation, giving 102 degrees. Then apply deviation: with west deviation, compass heading is magnetic plus deviation, giving 106 degrees. The order and signs of each correction must be applied consistently.

Question 36Flight planning and navigation preparation

A pilot has flown 45 NM along a leg and finds the aircraft 3 NM left of track. Using the 1 in 60 rule, what heading change is needed to regain the intended track at the destination if 45 NM of the leg remains?

  1. 2 degrees left
  2. 8 degrees right
  3. 4 degrees left
  4. 4 degrees right Correct answer.

Explanation

The closing angle to track is found from the remaining distance: 3 NM in 45 NM equals 4 degrees. The track error from the distance flown is also 4 degrees, so the total correction to reach the destination is 8 degrees, but the question asks only to regain the intended track over the remaining distance, which requires 4 degrees right. The aircraft is left of track, so the correction is to the right.

Question 37Flight planning and navigation preparation

A pilot plans to track 180 degrees true with a wind of 090/30 at a true airspeed of 120 kt. What is the approximate groundspeed?

  1. 116 kt Correct answer.
  2. 90 kt
  3. 120 kt
  4. 150 kt

Explanation

A wind at 090 is perpendicular to a track of 180, so it produces a crosswind with no along-track component. The groundspeed is therefore close to the true airspeed, slightly reduced by the drift correction needed to hold track. The exact value depends on the wind triangle, but it remains near 120 kt rather than changing by the full wind speed.

Question 38Flight planning and navigation preparation

Why is pressure altitude rather than indicated altitude used when calculating true airspeed?

  1. Because indicated altitude already includes temperature error
  2. Because true airspeed is unaffected by temperature
  3. Because true airspeed depends on air density, which pressure altitude and temperature together describe Correct answer.
  4. Because pressure altitude is always lower than indicated altitude

Explanation

Air density falls with increasing altitude and rising temperature, and true airspeed depends on density. Pressure altitude provides the altitude input to the density calculation, which is then corrected for temperature. Indicated altitude reflects the subscale setting rather than the standard pressure datum used in the calculation.

Question 39Flight planning and navigation preparation

A pilot's planned ETA at a waypoint is 0345 UTC, but the actual time overhead is 0352 UTC. What is the most useful immediate action?

  1. Increase altitude to improve groundspeed
  2. Recalculate the remaining leg times using the actual groundspeed achieved Correct answer.
  3. Change the destination to the nearest aerodrome
  4. Continue with the original plan and ignore the difference

Explanation

A seven-minute lateness indicates the achieved groundspeed is below plan, so the remaining legs should be recalculated. This updates the ETA and fuel state, allowing an informed decision about diversion or fuel. Ignoring the discrepancy removes the value of the navigation log.

Question 40Flight planning and navigation preparation

What does the term 'safe endurance' represent in flight planning?

  1. The time remaining when the low fuel warning activates
  2. The maximum range achievable in still air
  3. The total flight time available from the fuel on board minus the required reserve Correct answer.
  4. The time from take-off to the first waypoint

Explanation

Safe endurance is the usable flight time after deducting the required reserve from total fuel. It allows the pilot to compare planned flight time against fuel available and to plan diversion options. It is expressed in time rather than distance because consumption is measured per hour.

Question 41Flight planning and navigation preparation

A pilot plans to cross a ridge line and wants a vertical clearance margin above the highest obstacle. Which planning practice best supports this?

  1. Applying the charted minimum safe altitude plus the operator's required margin over the highest terrain Correct answer.
  2. Using the cruising altitude from the previous leg
  3. Planning to cross at the lowest practical altitude to reduce exposure
  4. Relying on the altimeter subscale setting alone

Explanation

Minimum safe altitudes on the chart provide terrain clearance within a defined area, and the operator's margin adds a buffer. The highest terrain along the planned track must be identified, not just the terrain at the crossing point. This gives a defensible crossing altitude rather than an arbitrary one.

Question 42Flight planning and navigation preparation

A pilot notices that the forecast wind at the destination has changed from a light northerly to a strong southerly. What is the main effect on the planned approach and landing?

  1. The landing distance required will be unchanged
  2. The altimeter setting will require adjustment
  3. The approach speed will increase significantly
  4. The landing direction and the runway in use are likely to change Correct answer.

Explanation

A wind reversal of this magnitude normally changes the preferred runway, since aircraft should land into wind where possible. It also affects the ground roll and the approach profile. The pilot should obtain current aerodrome information before arrival rather than relying on the original plan.

Question 43Flight planning and navigation preparation

What is the purpose of calculating a point of no return during flight planning?

  1. To identify the point beyond which returning to the departure aerodrome is no longer possible with the fuel available Correct answer.
  2. To identify the point at which the aircraft reaches cruising altitude
  3. To identify the point at which the aircraft must contact air traffic control
  4. To identify the point at which the aircraft must begin descent

Explanation

The point of no return is the position from which the fuel required to return to departure equals the fuel available. Beyond it, the pilot is committed to continuing to a suitable destination. It is a fuel and time calculation rather than a communication or altitude consideration.

Question 44Flight planning and navigation preparation

A pilot is planning a flight of 240 NM at a true airspeed of 130 kt with a 20 kt tailwind component. Allowing a 30-minute reserve, what is the minimum fuel time that must be carried?

  1. 2 hours 06 minutes Correct answer.
  2. 2 hours 36 minutes
  3. 1 hour 50 minutes
  4. 1 hour 36 minutes

Explanation

Groundspeed is 150 kt, so the trip takes 240 divided by 150, which is 1.6 hours, or 1 hour 36 minutes. Adding the 30-minute reserve gives 2 hours 06 minutes. The reserve must be added after the trip time is calculated from groundspeed.

Question 45Flight planning and navigation preparation

A pilot's magnetic compass indicates a heading that differs from the magnetic heading shown on the directional gyro. Which explanation is most likely?

  1. The wind has changed since departure
  2. Compass deviation is present and has not been applied to the gyro heading Correct answer.
  3. The altimeter subscale is set incorrectly
  4. The gyro has failed completely

Explanation

A magnetic compass is affected by the aircraft's own magnetic fields, producing deviation that varies with heading. The directional gyro is not subject to deviation but must be synchronised with the compass. A persistent difference therefore usually reflects deviation rather than a failure.

Question 46Flight planning and navigation preparation

Which factor most affects the accuracy of a dead reckoning position after one hour of flight?

  1. The type of altimeter fitted
  2. The colour of the navigation chart used
  3. The number of waypoints in the flight log
  4. The accuracy of the forecast wind and the heading flown Correct answer.

Explanation

Dead reckoning relies on the wind triangle, so errors in the forecast wind or in the heading actually held accumulate directly into position error. Over an hour, a small wind error becomes a significant distance off track. Chart colour, waypoint count, and altimeter type do not influence the calculation.

Question 47Flight planning and navigation preparation

A pilot flying at 120 kt true airspeed experiences a 40 kt wind from directly ahead. If the pilot maintains the planned heading, what happens to the time to reach the destination compared with the still-air plan?

  1. It doubles
  2. It remains unchanged
  3. It decreases by 25 percent
  4. It increases by 50 percent Correct answer.

Explanation

Groundspeed falls to 80 kt, so the time taken is 120/80, which is 1.5 times the still-air time. That represents a 50 percent increase in flight time. A pure headwind of one third of the true airspeed therefore has a disproportionate effect on the schedule.

Question 48Flight planning and navigation preparation

A pilot plans to arrive overhead a controlled aerodrome at 0500 UTC. The flight is 180 NM with a planned groundspeed of 120 kt, and departure is delayed by 20 minutes. What departure time is needed to keep the original ETA?

  1. 0310 UTC Correct answer.
  2. 0350 UTC
  3. 0230 UTC
  4. 0330 UTC

Explanation

The planned flight time is 180 divided by 120, which is 1.5 hours, or 1 hour 30 minutes. Subtracting this from 0500 gives a planned departure of 0330, and subtracting the 20-minute delay gives 0310. The delay must be removed from the departure time to preserve the ETA.

Question 49Flight planning and navigation preparation

A pilot is 8 NM right of track after 60 NM and has 120 NM still to run. Using the 1 in 60 rule, what single heading change will bring the aircraft back onto the original track at the destination?

  1. 4 degrees left
  2. 12 degrees left Correct answer.
  3. 8 degrees left
  4. 16 degrees left

Explanation

The track error is 8 degrees, and the closing angle from the remaining distance is 8 NM in 120 NM, which is 4 degrees. Adding the two gives 12 degrees of correction to the left to regain the original track at the destination. A correction of only 8 degrees would parallel the track rather than return to it.

Question 50Flight planning and navigation preparation

During cruise, a pilot finds the actual groundspeed is 15 percent higher than planned but the heading is unchanged. What is the most likely explanation?

  1. The compass deviation has changed
  2. The altimeter subscale is set incorrectly
  3. The actual wind has a more favourable along-track component than forecast Correct answer.
  4. The true airspeed has decreased

Explanation

An increase in groundspeed with the same heading indicates a stronger tailwind or weaker headwind than forecast. The along-track wind component directly alters groundspeed, so this is the most likely cause. Other factors such as pressure error affect altitude indication rather than groundspeed.