2025 CPAER NAVIGATION FINAL EXAM QUESTIONS WITH
ANSWERS GUARANTEE A+ 2025/2026
Determining drift with the 10 degree drift lines - It is also a good idea to draw two line
from both the point of departure and the destination at a 10 degree angle on either side
of the track
Drawing the 10 degrees lines
These are known as 10 degree drift lines and they can help us get back on course.
There are three methods of using the drift liens to get back on track - Visual alteration
method
Double track error method
Open and closing angles
Getting back on track- visual alteration method - After identifying the off-course position
(and notifying the number of degrees that you have drifted) fly yourself to a position
back on the track
Usually we will use a prominent landmark on the track to fly it
Once back on track apply a correction into the wind by the same amount as the drift
error
This will prevent any further drift
Getting back on track - double track error method - Using the 10 degree drift lines
Note off-course position and the time flown
Determine the drift angle - opening angle
Double the drift angle, steer this amount towards the track for the same amount of time
it took to reach the off course position
To maintain track adjust your originally flown heading by the amount of the drift angle
experienced
For example if the original course you were steering resulted in 5 degrees right drift,
then once back on track, you need to alter your original heading by 5 degrees to the left.
The simplest way to figure this, however, is simply to take out half of the correction you
applied to get back on track
Note this can only be done before the halfway point of track.
Getting back on track- opening and closing angles - Using the 10 degree drift lines
Add the angle made between the off-course position as measured from the departure
point (known as the opening angle) to the angle made between the off-course as
measured from the destination point (known as the closing angle).
Steer towards the track by this amount
This correction will fly us directly to the destination
This method may be used anywhere along the track
Deduced (dead) reckoning (DR navigation) - A calculated position with due allowance
for possible wind effect
Based on time, distance, and direction only
,The pilot must know the distance from one point to the next, the magnetic heading to be
flown, and have some idea of the effects of the winds expected to be encountered
during the flight
Procedures when lost - Climb for better vis and good radio range
Draw a circle from last known position
Be within the circle
Think about the aircraft's speed and how far you could have traveled.
Spend time reading map and looking for landmarks
Don't presume anything until 100 % sure.
Use radio aids, VORs, NDBs, or use a GPS
If possible contact FIC/FSS or tower for a DF steer
If things become serious contact FSS or any other ATC unit.
The last resort is precautionary landing.
Fuel requirements - VFR day- 30 mins at cruise speed
VFR night- 45 mins at cruise speed
IFR fixed wing prop - to fly and miss approach, to fly to alternate aerodrome, plus 45
mins.
IFR turbo jet- to fly and have a missed approach, plus fly to an alternate airport, then
another 30 mins.
Sufficient fuel must also be on board plan for
Weather delays
Taxi and takeoff
Air traffic routing
Aircraft depressurisation or engine failure
Any other foreseeable condition that could delay the flight
1 in 60 rule - This rule states that if 1 degree of course, and the aircraft has flown for
60NM (or SM or KM) it will be 1 NM (or SM or KM) off course
Using this rule of thumb, we can quickly figure out what heading change we would have
to apply to get to the destination
LO chart Controlled and uncontrolled air space - Uncontrolled
green
Controlled
White
Can include- low level airways, control zones, terminal control areas, transition areas,
control area extensions
Class B
Shown with white hatches
Minimum altitude LO charts
acronyms - Minimum enroute altitude (MEA)
ASL
Alos meet MOCA
, Minimum obstruction clearance altitude (MOCA)
ASL
Where the MEA and MOCA are the same, only the MEA is published.
MEA would be the higher number of the two.
Area minimum altitude (AMA)
Minimum reception altitude (MRA)
A meridian is
Used to measure the latitude
Great circle running east and west
Semi circle that runs north to south from pole to pole
Also known as a rhumb line - c
It is correct that the prime meridian
Passes through, greenwich england
Is found at the 0 degree parallel of latitude
Is the meridian at which the day changes from one to the next
Is all of the above - a
The equator
Forms a great circle
Is a line of latitude
Has the properties of a rhumb line
Is all of the above - d
The shortest distance between two points is designated by
An isogonic line
A Rhumb line
A meridian
A great circle - d
A pilot wishes to fly directly north along a semi great circle line. The magnetic heading
required to do this, seen on a heading indicator, would
ANSWERS GUARANTEE A+ 2025/2026
Determining drift with the 10 degree drift lines - It is also a good idea to draw two line
from both the point of departure and the destination at a 10 degree angle on either side
of the track
Drawing the 10 degrees lines
These are known as 10 degree drift lines and they can help us get back on course.
There are three methods of using the drift liens to get back on track - Visual alteration
method
Double track error method
Open and closing angles
Getting back on track- visual alteration method - After identifying the off-course position
(and notifying the number of degrees that you have drifted) fly yourself to a position
back on the track
Usually we will use a prominent landmark on the track to fly it
Once back on track apply a correction into the wind by the same amount as the drift
error
This will prevent any further drift
Getting back on track - double track error method - Using the 10 degree drift lines
Note off-course position and the time flown
Determine the drift angle - opening angle
Double the drift angle, steer this amount towards the track for the same amount of time
it took to reach the off course position
To maintain track adjust your originally flown heading by the amount of the drift angle
experienced
For example if the original course you were steering resulted in 5 degrees right drift,
then once back on track, you need to alter your original heading by 5 degrees to the left.
The simplest way to figure this, however, is simply to take out half of the correction you
applied to get back on track
Note this can only be done before the halfway point of track.
Getting back on track- opening and closing angles - Using the 10 degree drift lines
Add the angle made between the off-course position as measured from the departure
point (known as the opening angle) to the angle made between the off-course as
measured from the destination point (known as the closing angle).
Steer towards the track by this amount
This correction will fly us directly to the destination
This method may be used anywhere along the track
Deduced (dead) reckoning (DR navigation) - A calculated position with due allowance
for possible wind effect
Based on time, distance, and direction only
,The pilot must know the distance from one point to the next, the magnetic heading to be
flown, and have some idea of the effects of the winds expected to be encountered
during the flight
Procedures when lost - Climb for better vis and good radio range
Draw a circle from last known position
Be within the circle
Think about the aircraft's speed and how far you could have traveled.
Spend time reading map and looking for landmarks
Don't presume anything until 100 % sure.
Use radio aids, VORs, NDBs, or use a GPS
If possible contact FIC/FSS or tower for a DF steer
If things become serious contact FSS or any other ATC unit.
The last resort is precautionary landing.
Fuel requirements - VFR day- 30 mins at cruise speed
VFR night- 45 mins at cruise speed
IFR fixed wing prop - to fly and miss approach, to fly to alternate aerodrome, plus 45
mins.
IFR turbo jet- to fly and have a missed approach, plus fly to an alternate airport, then
another 30 mins.
Sufficient fuel must also be on board plan for
Weather delays
Taxi and takeoff
Air traffic routing
Aircraft depressurisation or engine failure
Any other foreseeable condition that could delay the flight
1 in 60 rule - This rule states that if 1 degree of course, and the aircraft has flown for
60NM (or SM or KM) it will be 1 NM (or SM or KM) off course
Using this rule of thumb, we can quickly figure out what heading change we would have
to apply to get to the destination
LO chart Controlled and uncontrolled air space - Uncontrolled
green
Controlled
White
Can include- low level airways, control zones, terminal control areas, transition areas,
control area extensions
Class B
Shown with white hatches
Minimum altitude LO charts
acronyms - Minimum enroute altitude (MEA)
ASL
Alos meet MOCA
, Minimum obstruction clearance altitude (MOCA)
ASL
Where the MEA and MOCA are the same, only the MEA is published.
MEA would be the higher number of the two.
Area minimum altitude (AMA)
Minimum reception altitude (MRA)
A meridian is
Used to measure the latitude
Great circle running east and west
Semi circle that runs north to south from pole to pole
Also known as a rhumb line - c
It is correct that the prime meridian
Passes through, greenwich england
Is found at the 0 degree parallel of latitude
Is the meridian at which the day changes from one to the next
Is all of the above - a
The equator
Forms a great circle
Is a line of latitude
Has the properties of a rhumb line
Is all of the above - d
The shortest distance between two points is designated by
An isogonic line
A Rhumb line
A meridian
A great circle - d
A pilot wishes to fly directly north along a semi great circle line. The magnetic heading
required to do this, seen on a heading indicator, would
