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Applying Human Factors Principles Additional Questions |
NavigationNAVIGATION 9-1 Which cruising altitude is appropriate for a VFR flight on a magnetic course of 135°? A - Even thousandths. B - Even thousandths plus 500 feet. C - Odd thousandths plus 500 feet. 9-1. Answer C. GFDPPM 9-12 (FAR 91.159) On an easterly magnetic course (0° to 179°) above 3,000 feet AGL, VFR cruising altitudes are odd thousands plus 500 feet. Answers (A) and (B) are wrong because even thousands (plus 500 feet) are used for westbound courses above 3,000 feet AGL.
9-2 Which VFR cruising altitude is acceptable for a flight on a Victor Airway with a magnetic course of 175°? The terrain is less than 1,000 feet. A - 4,500 feet. B - 5,000 feet. C - 5,500 feet. 9-2. Answer C. GFDPPM 9-12 (FAR 91.159) See explanation for Question 9-1. Answer (C) is correct because it is the only answer with odd thousands plus 500 feet.
9-3 Which VFR cruising altitude is appropriate when flying above 3,000 feet AGL on a magnetic course of 185°? A - 4,000 feet. B - 4,500 feet. C - 5,000 feet. 9-3. Answer B. GFDPPM 9-12 (FAR 91.159) See explanation for Question 9-1. Because the course ~ is westerly, an even thousands altitude plus 500 feet is used.
9-4 Each person operating an aircraft at a VFR cruising altitude shall maintain an odd-thousand plus 500-foot altitude while on a A - magnetic heading of 0° through 179°. B - magnetic course of 0° through 179°. C - true course of 0° through 179°. 9-4. Answer B. GFDPPM 9-12 (FAR 91.159) VFR cruising altitudes on an easterly magnetic course (0° to 179°) are odd-thousands plus 500 feet. Answer (A) is wrong because VFR altitudes are based on course, not heading. Answer (C) is wrong because magnetic course is used, not true course.
9-5 (Refer to figure 21 on page 4-19.) Determine the magnetic course from First Flight Airport (area 5) to Hampton Roads Airport (area 2). A-141°. B - 321°. C - 331°. 9-5. Answer C. GFDPPM 9-11 (PHB) This question requires finding the magnetic course by determining true course, then correcting for magnetic variation. 1. Determine the true course with a plotter (321°) 2. Locate the nearest isogonic line (10° West) 3. Convert TC to MC by correcting for variation. (Since this is a west variation, it must be added to the true course.) TC ± Variation = MC (321 ° + 10° = 331°)
9-6 (Refer to figure 22 on page 4-20.) Determine the magnetic heading for a flight from Mercer County Regional Airport (area 3) to Minot International (Area 1). The wind is from 330° at 25 knots, the true airspeed is 100 knots, and the magnetic variation is 10° east. A-002°. B-012°. C- 352°. 9-6. Answer C. GFDPPM 9-11 (PHB) This question requires you to find magnetic heading. This is done by first determining true heading by correcting true course for winds. Then, correct true heading for magnetic variation. 1. Use your plotter to determine true course (012°). 2. Use your flight computer to determine true heading. a. Enter wind direction and speed (330° at 25 kts.). b. Enter the true course (012°). c. Enter the TAS (100 kts.). d. TH = 002°. 3. Convert TH to MH by correcting for magnetic variation (10° E). (Since this is an east variation, you must subtract it from the true heading.) TH ± Variation = MH (002° - 10° = 352°)
9-7 (Refer to figure 23 on page 4-21.) Determine the magnetic heading for a flight from Sandpoint Airport (area 1) to St. Maries Airport (area 4). The wind is from 215° at 25 knots, and the true airspeed is 125 knots. A-169°. B - 349°. C -187°. 9-7. Answer A. GFDPPM 9-11 (PHB) This question requires you to find magnetic heading. This is done by first determining true heading by correcting true course for winds. Then, correct true heading for magnetic variation. 1. The plotter is used to measure true course (181°). 2. The flight computer is used to determine true heading. a. Enter the wind direction and speed (215° at 25 kts.). b. Enter the true course (181°). C. Enter the TAS (125 kts.). d. Determine true heading (TH = 187°). 3. Convert TH to MH by correcting for magnetic variation (18°E). Since this is an east variation, you must subtract it from the true heading.) TH ± Variation = MH (187° - 18° = 169°).
9-8 (Refer to figure 23 on page 4-21.) What is the magnetic heading for a flight from Priest River Airport (area 1) to Shoshone County Airport (area 3)? The wind is from 030° at 12 knots, and the true airspeed is 95 knots. A-143°. B -118°. C-136°. 9-8 Answer B. GFDPPM 9-11 (PH B) This question requires you to find magnetic heading. This is done by first determining true heading by correcting true course for winds. Then, correct true heading for magnetic variation. 1. The plotter is used to measure true course (143°). 2. The flight computer is used to determine true heading. a. Enter the wind direction and speed (030° at 12 kts.). b. Enter the true course (143°). c. Enter the TAS (95 kts.). d.TH=136° 3. Convert TH to MH by correcting for magnetic variation (18°E). Since this is an east variation, you must subtract it from the true heading.) TH ± Variation = MH (136° - 18° = 118°).
9-9 (Refer to figure 23 on page 4-21.) Determine the magnetic heading for a flight from St. Maries Airport (area 4) to Priest River Airport (area 1). The wind is from 340° at 10 knots, and the true airspeed is 90 knots. A-345°. B - 320°. C-327°. 9-9. Answer C. GFDPPM 9-11 (PHB) This question requires you to find magnetic heading. This is done by first determining true heading by correcting true course for winds. Then, correct true heading for magnetic variation. 1.The plotter is used to measure true course (345°). 2.The flight computer is used to determine true heading. a. Enter the wind direction and speed (340° at 10 kts.). b. Enter the true course (345°). c. Enter the TAS (90 kts.). d. TH = 345° 3. Convert TH to MH by correcting for magnetic variation (18°E). Since this is an east variation, you must subtract it from the true heading.) TH ± Variation = MH (345° - 18° = 327°).
9-10 (Refer to figure 24 on page 4-22.) Determine the magnetic heading for a flight from Allendale County Airport (area 1) to Claxton-Evans County Airport (area 2). The wind is from 090° at 16 knots, and the true airspeed is 90 knots. A-208°. B -230°. C-212°. 9-10. Answer A. GFDPPM 9-11 (PH B) This question requires you to find magnetic heading. This is done by first determining true heading by correcting true course for winds. Then, correct true heading for magnetic variation. 1. The plotter is used to measure true course (212°). 2. The flight computer is used to determine true heading. a. Enter the wind direction and speed (090° at 16 kts.). b. Enter the true course (212°). c. Enter the TAS (90 kts.). d. TH = 203° 3. Convert TH to MH by correcting for magnetic variation (5°W). Since this is a west variation, you must add it from the true heading.) TH ± Variation = MH (203° + 5° = 208°).
9-11 (Refer to figure 24 on page 4-22 and figure 59.) Determine the compass heading for a flight from Claxton-Evans County Airport (area 2) to Hampton Varnville Airport (area 1). The wind is from 280° at 08 knots, and the true airspeed is 85 knots. A-033°. B - 042°. C - 038°. 9-11. Answer B. GFDPPM 9-11 (PHB) This question requires you to find the heading, then correct for variation and deviation to achieve compass heading. 1. Use plotter to determine true course (044°). 2. Use flight computer to calculate true heading (040°). 3. Add variation (5°W) to TH to get magnetic heading (045°). 4. Adjust from Fig 59 per compass card (-3°) to determine com- I pass heading (042°).
9-12 (Refer to figure 25 on page 4-23.) Determine the magnetic course from Airpark East Airport (area 1) to Winnsboro Airport (area 2). Magnetic variation is 6°30'E. A-075°. B -082°. C- 091°. 9-12. Answer A. GFDPPM 9-11 (PHS) This question requires you find the magnetic course by determining true course, then correcting it for magnetic variation. 1.Use your plotter to determine True Course (082°). 2.Locate the nearest isogonic line to the course (6°30'E). (Add West, Subtract East variation) 3.Convert TC to MC by correcting for variation. (Since this is an east variation, you must subtract it from true course.) TC ± Variation = MC (082° - 6°30' = 075°30') The closest answer is 075°.
9-13 (Refer to figure 26 on page 4-24.) Determine the magnetic heading for a flight from Fort Worth Meacham (area 4) to Denton Muni (area 1). The wind is from 330° at 25 knots, the true airspeed is 110 knots, and the magnetic variation is 7° east. A-003°. B-0I7°. C-023°. 9-13. Answer A. GFDPPM 9-11 (PHS) This question requires you to find magnetic heading. This is done by first determining true heading by correcting true course for winds. Then, correct true heading for magnetic variation. 1. Use your plotter to determine true course (021°). 2. Use your flight computer to determine true heading. a. Enter the wind direction and speed (330° at 25 kts.). b. Enter the true course (021°). c. Enter the TAS (110 kts.). d. TH =011° 3. Convert TH to MH by correcting for magnetic variation (7°E). (Since this is an east variation, you must subtract it from the true heading.) TH ± Variation = MH (011 ° - 7° = 004°) The closest answer is 003°.
9-14 (Refer to figure 27 on page 4-25.) Determine the magnetic course from Breckheimer (Pvt) Airport (area 1) to Jamestown Airport (area 4). A- 180°. B - 188°. C - 360°. 9-14. Answer A. GFDPPM 9-11 (PHS) The true course, as measured with a plotter, is 190°. The isogonic line down the right side of the figure indicates a 7° east magnetic variation. Subtract easterly variation to get magnetic course (190° - 7° = 183°). 180° is the nearest answer.
9-15 (Refer to figure 52 on page 9-6.) If more than one cruising altitude is intended, which should be entered in block 7 of the flight plan? A - Initial cruising altitude. B - Highest cruising altitude. C - Lowest cruising altitude. 9-15. Answer A. GFDPPM 9-15 (PHS) The initial cruising altitude should be entered on the flight plan. Any subsequent altitude changes should be requested from the enroute controller. If the highest or lowest cruising altitude (answers B and C) is entered, air traffic control will assume that this altitude is the initial cruising altitude.
9-16 (Refer to figure 52.) What information should be entered in block 9 for a VFR day flight? A - The name of the airport of first intended landing. B - The name of destination airport if no stopover for more than 1 hour is anticipated. C - The name of the airport where the aircraft is based. 9-16. Answer B. GFDPPM 9-16 (PHS) FAR 91.153 states that the flight plan shall include the point of first intended landing. However, the AIM says to enter the destination airport. It also recommends that for a stopover of more than 1 hour, a separate flight plan should be filed. Therefore, answer (B) is a correct statement, and we believe it is the best answer. Answer (A) would not be entirely correct for a flight which includes a stopover of less than 1 hour. The aircraft's home base (answer C) is entered in block 14, not block 9.
9-17 (Refer to figure 52.) What information should be entered in block 12 for a VFR day flight? A - The estimated time en route plus 30 minutes. B - The estimated time en route plus 45 minutes. C - The amount of usable fuel on board expressed in time. 9-17. Answer C. GFDPPM 9-15, 16 (PHS) The fuel on board is the total amount of fuel in hours and minutes (usable fuel is assumed). The estimated time en route (answers A and B) is entered in block 10, not block 12. The reserve fuel (30 minutes VFR, 45 minutes IFR) is not entered on the flight plan; however, the fuel on board should always be at least 30 or 45 minutes greater than the time en route.
9-18 How should a VFR flight plan be closed at the completion of the flight at a controlled airport? A - The tower will automatically close the flight plan when the aircraft turns off the runway. B - The pilot must close the flight plan with the nearest FSS or other FAA facility upon landing. C - The tower will relay the instructions to the nearest FSS when the aircraft contacts the tower for landing. 9-18. Answer B. GFDPPM 9-16 (PHB) To close a VFR flight plan, you must notify an FSS or other FAA facility. The control tower (answers A and C) does not automatically close VFR flight plans.
9-19 (Refer to figure 21 on page 4-19.) What is your approximate position on low altitude airway Victor 1, southwest of Norfolk (area 1), if the VOR receiver indicates you are on the 3400 radial of Elizabeth City VOR (area 3)? A- 15 nautical miles from Norfolk VORTAC. B - 18 nautical miles from Norfolk VORTAC. C - 23 nautical miles from Norfolk VORTAC. 9-19. Answer B. GFDPPM 9-27 (PHB) Using the compass rose of the Elizabeth City VOR, draw a line along the 3400 radial until it intersects Victor 1. Measure the distance from this point to the Norfolk VORTAC. The distance is 18 nautical miles. 15 n. m. from Norfolk (answer A) is the intersection of Victor 1 and the 3450 radial. 23 n.m. from Norfolk VORTAC (answer C) is the intersection of Victor 1 and the 3300 radial. Don't be misled by the number 340 which appears near the 33 on the compass rose. This is the elevation of an obstacle.
9-20 (Refer to figure 21, area 3 on page 4-19; and figure 29 on page 9-9.) The VOR is tuned to Elizabeth City VOR, and the aircraft is positioned over Shawboro. Which VOR indication is correct? A-2. B-5. C-9. 9-20. Answer A. GFDPPM 9-23 (PHB) Shawboro is on the 0300 radial of Elizabeth City VOR. A VOR needle would be centered on 0300 with a FROM indication or 2100 with a TO indication.
9-21 (Refer to figure 22 on page 4-20.) What course should be selected on the omnibearing selector (OBS) to make a direct flight from Mercer County Regional Airport (area 3) to the Minot VORTAC (area 1) with a TO indication? A-359°. B -179°. C-001°. 9-21. Answer (A). GFDPPM 9-23 (PHB) The magnetic course can be determined by plotting al line from Mercer County Regional Airport to the Minot VORTAC. The line intersects the Minot VORTAC compass rose at 179°. The reciprocal of 179° is 359°. This is what you would set in the OBS.
9-22 (Refer to figure 24 on page 4-22.) What is the approximate position of the aircraft if the VOR receivers indicate the 320° radial of Savannah VORTAC (area 3) and the 184° radial of Allendale VOR (area 1)? A - Town of Guyton. B - Town of Springfield. C - 3 miles east of Marlow. 9-22. Answer (B). GFDPPM 9-24 (PHB) The intersection of these two radials places the aircraft near the town of Springfield. The town of Guyton is southwest of Springfield. Three miles east of Marlow is derived from the intersection of the 185° radial of Allendale VOR and the 3000 radial of Savannah VOR.
9-23. (Refer to figure 24 on page 4-22.) On what course should the VOR receiver (OBS) be set to navigate direct from Hampton Varnville Airport (area 1) to Savannah VORTAC (area 3)? A-200°. B -183°. C- 003°. 9-23. Answer (B). GFDPPM 9-23 (PHB) If you draw a line between Hampton Varnville Airport and Savannah VORTAC, it crosses the Savannah compass rose at 003°. To navigate inbound with a ''TO'' indication, would require the reciprocal of 003°, or 183°, to be set in the OBS.
9-24 (Refer to figure 25 on page 4-23.) What is the approximate position of the aircraft if the VOR receivers indicate the 245° radial of Sulphur Springs VORDME (area 5) and the 140° radial of Bonham VORTAC (area 3)? A - Meadowview Airport. B - Glenmar Airport. C - Majors Airport. 9-24. Answer B. GFDPPM 9-23 (PHB) Draw the radials from these VORs. The intersection of these two radials puts the aircraft near the Glenmar Airport. Meadowview and Majors Airports are incorrect because they are both west of the Bonham 140° radial.
9-25 (Refer to figure 25 on page 4-23.) On what radial should the VOR receiver (OBS) be set in order to navigate direct from Majors Airport (area 1) to Quitman VORTAC (area 2)? A-101°. B -108°. C-281°. 9-25. Answer A. GFDPPM 9-27 (PHB) A direct course from Majors Airport to Quitman VORTAC crosses the compass rose at 283°. The inbound course to be set in the OBS is the reciprocal of 283°, or 103°. The closest answer is 101° (answer A). The inbound course to Quitman VORTAC on Victor 114 is 108° (answer B), but this is not a direct route from Majors Airport. 281 ° (answer C) is the approximate outbound course from the Quitman VORTAC.
9-26 (Refer to figure 25 on page 4-23, and figure 29 on page 9-9.) The VOR is tuned to Bonham VORTAC (area 3), and the aircraft is positioned over the town of Sulphur Springs (area 5). Which VOR indication is correct? A-1. B-7. C-8. 9-26. Answer B. GFDPPM 9-28 (PHB) Sulfur Springs lies near the 120° radial of the Bonham VORTAC. Because all of the VOR indicators in figure 29 have either 030° or 21 0° set in the OBS, you must determine the position of the aircraft in relation to these settings and the VOR station. Since the 120° radial is perpendicular to the 030°/210° radials, the TO-FROM indicator will indicate "OFF". With the OBS set to 210°, the CDI will be deflected to the right, which is the display on VOR indicator #7. VOR indicators #1 and #8 are incorrect because the TO/FROM indicators indicate "TO" instead of "OFF".
9-27 (Refer to figure 26, area 5 on page 4-24.) The VOR is tuned to the Dallas/Fort Worth VORTAC. The omnibearing selector (OBS) is set on 2530 with a TO indication, and a right course deviation indicator (CDI) deflection. What is the aircraft's position from the VORTAC? A - East-northeast. B - North-northeast. C - West-southwest. 9-27. Answer A. GFDPPM 9-28 (PHB) A course of 253° will take the aircraft to the station. This means the aircraft is currently on the east side of the station near the 073° radial. A CDI deflection to the right places the aircraft to the left of the 073° radial. Eastnortheast (answer A) is the best answer given. If the aircraft was north-northeast of the station (answer B), the CDI needle would be deflected to the left. If it was westsouthwest of the station (answer C), the TO-FROM indicator would show "FROM."
9-28 (Refer to figure 27, areas 4 and 3 on page 4-25; and figure 29 on page 9-9.) The VOR is tuned to Jamestown VOR, and the aircraft is positioned over Cooperstown Airport. Which VOR indication is correct? A-1. B-4. C-6. 9-28. Answer C. GFDPPM 9-28 (PHB) The FAA question is unclear and should reference areas 4 and 2. Jamestown VOR is in area 4 and the aircraft is positioned over Cooperstown Airport in area 2. The aircraft is on the 02J0 radial. With the OBS set to 030Q, the to-from indicator will read "FROM", and the CDI will show the aircraft left of course as in OBS number 6.
9-29 (Refer to figure 29, illustration 1 on page 9-9.) The VOR receiver has the indications shown. What is the aircraft's position relative to the station? A-North. B -East. C- South. 9-29. Answer C. GFDPPM 9-28 (PHB) With the 030° course selected, a "TO" indication, and a left CDI deflection, the aircraft is right of course, between the 120° and 210° radials. Therefore, south is the correct answer. North and east (answers A and B) are outside the defined quadrant.
9-30 (Refer to figure 29, illustration 3 on page 9-9.) The VOR receiver has the indications shown. What is the aircraft's position relative to the station? A-East B - Southeast. C- West. 9-30 Answer B. GFDPPM 9-28 (PHB) Since the TO-FROM indicator is blank, the aircraft is l. either over the station or on either the 120° or 300° radial. These radials are 90° from the 030° setting. The left CDI deflection puts the aircraft right of the selected radial. Therefore, the correct answer is southeast of the station. If the aircraft was east of the station (answer A), the TO-FROM indicator would show "FROM:' If the aircraft was west of the station (answer C), a "TO" indication would be displayed.
9-31 (Refer to figure 29, illustration 8 on page 9-9.) The VOR receiver has the indications shown. What radial is the aircraft crossing? A-030°. B-210°. C- 300°. 9-31. Answer A. GFDPPM 9-28 (PHB) The selected course of 210° would take the aircraft to the station, as indicated by a "TO" in the TO-FROM window. This places the aircraft northeast of the station on the reciprocal radial of 210°, which is the 030° radial. If the aircraft was on the 210° radial (answer B) with 210° in the OBS, a "FROM" indication would be displayed. If the aircraft was crossing the 300° radial (answer C), the TO-FROM indicator would be blank, because 300° is 90° from 210°.
9-32 When the course deviation indicator (CDI) needle is centered during an omnireceiver check using a VOR test signal (VOT), the omnibearing selector (OBS) and the TO/FROM indicator should read A-180° FROM, only if the pilot is due north of the VOT. B - 0° TO or 180° FROM, regardless of the pilot's position from the VOT. C - 0° FROM or 180° TO, regardless of the pilot's position from the VOT. 9-32. Answer C. GFDPPM 9-29 (AIM) No matter where the aircraft is located in relation to the VOT, the VOR should always read 180° with a "TO" indication or 0° with a "FROM" indication.
9-33 (Refer to figure 30, illustration 1 on page 9-14.) Determine the magnetic bearing TO the station. A-030°. B-180°. C-210°. 9-33. Answer C. GFDPPM 9-42 (PHB) (Note: With a movable-card indicator, the magnetic heading of the aircraft is set under the top index. The bearing pointer indicates the magnetic bearing TO the station, and the tail of the needle indicates the magnetic bearing FROM the station.) In this illustration, the needle is pointing to 210°, which is the magnetic bearing TO the station. The tail of the needle is on 030° (answer A). This is the magnetic bearing FROM the station. 1800 (answer B) is not a logical answer.
9-34 (Refer to figure 30, illustration 2 on page 9-14.) What magnetic bearing should the pilot use to fly TO the station? A-010°. B -145°. C-190°. 9-34. Answer C. GFDPPM 9-42 (PHB) (Refer to the note for Question 9-33 for more details.) The pointer is on the 190° magnetic bearing TO the station. The tail is on the 010° (answer A), which is the magnetic bearing FROM the station. A bearing of 145° TO the station (answer B) is not a logical answer.
9-35 (Refer to figure 30, illustration 2 on page 9-14.) Determine the approximate heading to intercept the 180° bearing TO the station. A-040°. B -160°. C-220°. 9-35. Answer C. GFDPPM 9-42 (PHB) The tail of the needle is on the 010° magnetic bearing FROM the station. This indicates the aircraft is northeast of the station. To intercept the 180° bearing, which would put the aircraft north of the station, you need to turn toward the southwest. A heading of 220° will provide an intercept of 40°. A heading of 040° (answer A) will not intercept the 180° bearing. Instead it will take the aircraft away from the station to the northeast. A heading of 160° (answer B) will take the aircraft southeast of the station, and the 180° bearing will not be intercepted.
9-36 (Refer to figure 30, illustration 3 on page 9-14.) What is the magnetic bearing FROM the station? A-025°. B-115°. C-295°. 9-36. Answer B. GFDPPM 9-42 (PHB) (Refer to the note for Question 9-33 for more details.) The tail of the pointer is on the 115° magnetic bearing FROM the station. Answer (A), 025°, is not a logical answer. 295° (answer C) is the magnetic bearing TO the station.
9-37 (Refer to figure 30.) Which ADF indication represents the aircraft tracking TO the station with a right crosswind? A-1. B-2. C-4. 9-37. Answer C. GFDPPM 9-39, 9-42 (PHS) To track to the station in a no-wind condition, the head of the bearing pointer would be under the heading index. With a crosswind from the right, the heading would be adjusted a few degrees to the right. Answer (C) is the only correct indication. The ADF indicators for answers (A) and (B) show the aircraft tracking FROM the station.
9-38 (Refer to figure 30, illustration 1.) What outbound bearing is the aircraft crossing? A-030°. B - 150°. C-180°. 9-38. Answer A. GFDPPM 9-42 (PHS) The tail of the needle indicates the magnetic bearing FROM the station, or the outbound bearing. In this case, it is 030°. 150° (answer B) is the reciprocal of the magnetic heading, not the magnetic bearing. Answer (C), 180°, is not a logical choice.
9-39 (Refer to figure 31, illustration 1.) The relative bearing TO the station is A-045°. B-180°. C-315°. 9-39. Answer C. GFDPPM 9-37 (PHS) (Note: With a fixed-card indicator, the relative bearing is read directly from the bearing pointer.) In this example, the needle is pointing to 315°. Answer (A), 045°, is the difference between the relative bearing TO the station and 360°. Answer (B), 180°, is not a logical choice.
9-40 (Refer to figure 31, illustration 4.) On a magnetic heading of 320°, the magnetic bearing TO the station is A-005°. B - 185°. C- 225°. 9-40. Answer B. GFDPPM 9-37 (PHB) (Note: The relative bearing is the number of degrees between the aircraft's magnetic heading and the magnetic bearing to the station, measured clockwise from the aircraft's heading. The ADF formula is magnetic heading (MH) plus relative bearing (RB) equals magnetic bearing (MB).) To solve for magnetic bearing use the formula MH + RB = MB. (If the number is higher than 3600 subtract 360°.) In this problem MH = 320° and RB = 225° 3200 + 2250 = 545° - 3600 = 1850.
9-41 (Refer to figure 31, illustration 5 on page 9-15.) On a magnetic heading of 035°, the magnetic bearing TO the station is A-035°. B - 180°. C - 215°. 9-41. Answer A. GFDPPM 9-37 (PHB) (Refer to the note for Question 9-40 for more details.)To solve for magnetic bearing use the formula MH + RS = MS. (If the number is higher than 360° subtract 360°.) In this problem MH = 035° and RS = 000° 035° + 000° = 035°.
9-42 (Refer to figure 31, illustration 6 on page 9-15.) On a magnetic heading of 120°, the magnetic bearing TO the station is A-045°. B - 165°. C - 270°. 9-42. Answer B. GFDPPM 9-37 (PHB) (Refer to the note for Question 9-40 for more details.) To solve for magnetic bearing use the formula MH + RS = MS. (If the number is higher than 360° subtract 360°.) In this problem MH = 120° and RS = 045° 120° + 045° = 165°.
9-43 (Refer to figure 31, illustration 6 on page 9-15.) If the magnetic bearing TO the station is 240°, the magnetic heading is A-045°. B -105°. C -195°. 9-43. Answer C. GFDPPM 9-37 (PHB) (Note: The relative bearing is the number of degrees between the aircraft's magnetic heading and the magnetic bearing to the station, measured clockwise from the aircraft's heading. The ADF formula is magnetic heading (MH) plus relative bearing (RS) equals magnetic bearing (MS).) To solve for magnetic heading use the formula MS - RS = MH. (If the number is negative, add 360°.) In this problem MS = 240° and RS = 045°
9-44 (Refer to figure 31, illustration 7 on page 9-15.) If the magnetic bearing TO the station is 030°, the magnetic heading is A-060°. B -120°. C - 270°. 9-44. Answer B. GFDPPM 9-37 (PHB) (Refer to the note for Question 9-43 for more details.) To solve for magnetic heading use the formula MS - RS = MH. (If the number is negative, add 360°.) In this problem MS = 030° and RS = 270°
9-45 (Refer to figure 31, illustration 8 on page 9-15.) If the magnetic bearing TO the station is 135°, the magnetic heading is A-135°. B - 270°. C- 360°. 9-45. Answer C. GFDPPM 9-37 (PHB) (Refer to the note for Question 9-43 for more details.) To solve for magnetic heading use the formula MS - RS = MH. (If the number is negative, add 360°.) In this problem MS = 135° and RS = 135°
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