Figure 31 
(Refer to figures 31, illustration 5.) On a magnetic heading of 035°, 
the magnetic bearing TO the station is 





   ANSWER: 035°. 

   The magnetic bearing TO the station 
   is required. Use the standard ADF formula. 

    
   MH + RB = MB (TO)
   035° + 0° = MB (TO)
   035° = MB (TO)

Figure 31 
(Refer to figures 31, illustration 6.) On a magnetic heading of 120°, 
the magnetic bearing TO the station is 





   ANSWER: 165°. 

   The magnetic bearing TO the station 
   is required. Use the standard ADF formula. 

    
   MH + RB = MB (TO)
   120° + 045° = MB (TO)
   165° = MB (TO)

Figure 31 
(Refer to figures 31, illustration 6.) If the magnetic bearing TO the 
station is 240°, the magnetic heading is 





   ANSWER: 195°. 

   The magnetic heading is required. Use 
   the standard ADF formula. 

    
   MH + RB = MB (TO)
   MH + 045° = 240°
   MH = 240° - 045°
   MH = 195°

Figure 31 
(Refer to figures 31, illustration 7.) If the magnetic bearing TO the 
station is 030°, the magnetic heading is 





   ANSWER: 120°. 

   The magnetic heading is required. Use 
   the standard ADF formula. 

    
   MH + RB = MB (TO)
   MH + 270° = 030°
   MH = 030° - 270°
   MH = -240° (add 360°)
   MH = 120°

Figure 31 
(Refer to figures 31, illustration 8.) If the magnetic bearing TO the 
station is 135°, the magnetic heading is 





   ANSWER: 360°. 

   The magnetic heading is required. Use 
   the standard ADF formula. 
    
   MH + RB = MB (TO)
   MH + 135° = 135°
   MH = 0° = (360°)

Figure 22 
(Refer to figure 22.) 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? 





   ANSWER: 359°. 

   Use Fig. 22 to find the course 
   (omnibearing selector with a "TO" indication) from Mercer 
   County Regional Airport (lower left corner) to the Minot 
   VORTAC (right of 1). Note the compass rose (based on 
   magnetic courses) which indicates the Minot VORTAC. A 
   straight line from Mercer to Minot Airport coincides the 
   compass rose at 179°. Since the route is north TO Minot, not 
   south from Minot, compute the reciprocal direction as 359° 
   (179° + 180°). 

Figure 24 
(Refer to figure 24.) On what course should the VOR receiver (OBS) 
be set to navigate direct from Hampton Varnville Airport (area 1) to 
Savannah VORTAC (area 3)? 





   ANSWER: 183°. 

   You are to find the OBS course 
   setting from Hampton Varnville Airport (right of 1) to 
   Savannah VORTAC (below 3 on Fig. 24). Since compass 
   roses are based on magnetic courses, you can find that a 
   straight line from Hampton Varnville Airport to Savannah 
   VORTAC coincides the Savannah VORTAC compass rose 
   at 003°. Since the route is south to (not north from) 
   Savannah, compute the reciprocal direction as 183° magnetic 
   (003° + 180°). To use the VOR properly when flying to a VOR 
   station, the course you select with the OBS should be the 
   reciprocal of the radial you will be tracking. If this is not 
   done, reverse sensing occurs. 

Figure 25 
(Refer to figure 25.) On what course should the VOR receiver (OBS) 
be set in order to navigate direct from Majors Airport (area 1) to 
Quitman VORTAC (area 2)? 





   ANSWER: 101°. 

   You are to find the radial to navigate 
   direct from Majors Airport (less than 2 in. north and east of 
   1) to Quitman VORTAC (southeast of 2 on Fig. 25). A 
   compass rose, based on magnetic course, exists around the 
   Quitman VORTAC. A straight line from Majors Airport to 
   Quitman VORTAC coincides with this compass rose at 281°. 
   Since the route is east to (not west from) Quitman, compute 
   the reciprocal direction as 101° magnetic (281° - 180°). 

Prior to starting each maneuver, pilots should 





   ANSWER: visually scan the entire area for collision avoidance. 

   Prior to each maneuver, a pilot should 
   visually scan the entire area for collision avoidance. Many 
   maneuvers require a clearing turn which should be used for 
   this purpose. 

When taxiing with strong quartering tailwinds, which aileron 
positions should be used? 





   ANSWER: Ailerons down on the side from which the wind is blowing.

   When there is a strong quartering 
   tailwind, the aileron should be down on the side from which 
   the wind is blowing (when taxiing away from the wind, turn 
   away from the wind) to help keep the wind from getting 
   under that wing and flipping the airplane over. 

Which aileron positions should a pilot generally use when taxiing 
in strong quartering headwinds? 





   ANSWER: Aileron up on the side from which the wind is blowing. 

   When there is a strong quartering 
   headwind, the aileron should be up on the side from which 
   the wind is blowing to help keep the wind from getting under 
   that wing and blowing the aircraft over. (When taxiing into 
   the wind, turn into the wind.) 

Which wind condition would be most critical when taxiing a 
nosewheel equipped high-wing airplane? 





   ANSWER: Quartering tailwind. 

   The most critical wind condition 
   when taxiing a nosewheel-equipped high-wing airplane is a 
   quartering tailwind, which can flip a high-wing airplane over 
   on its top. This should be prevented by holding the elevator 
   in the down position, i.e., controls forward, and the aileron 
   down on the side from which the wind is coming. 

Figure 9 
(Refer to figure 9, area A.) How should the flight controls be held 
while taxiing a tricycle-gear equipped airplane into a left quartering 
headwind? 





   ANSWER: Left aileron up, elevator neutral. 

   Given a left quartering headwind, the 
   left aileron should be kept up to spoil the excess lift on the 
   left wing that the crosswind is creating. The elevator should 
   be neutral to keep from putting too much or too little weight 
   on the nosewheel. 

Figure 9 
(Refer to figure 9, area C.) How should the flight controls be held 
while taxiing a tricycle-gear equipped airplane with a left quartering 
tailwind? 





   ANSWER: Left aileron down, elevator down. 

   With a left quartering tailwind, the left 
   aileron should be down so the wind does not get under the 
   left wing and flip the airplane over. Also, the elevator should 
   be down, i.e., controls forward, so the wind does not get 
   under the tail and blow the airplane tail over front. 

Figure 9 
(Refer to figure 9, area B.) How should the flight controls be held 
while taxiing a tailwheel airplane into a right quartering headwind? 





   ANSWER: Right aileron up, elevator up. 

   When there is a right quartering 
   headwind, the right aileron should be up to spoil the excess 
   lift on the right wing that the crosswind is creating. The 
   elevator should be up to keep weight on the tailwheel to 
   help maintain maneuverability. 

Figure 9 
(Refer to figure 9, area C.) How should the flight controls be held 
while taxiing a tailwheel airplane with a left quartering tailwind? 





   ANSWER: Left aileron down, elevator down. 

   When there is a left quartering 
   tailwind, the left aileron should be held down so the wind 
   does not get under the left wing and flip the airplane over. 
   Also, the elevator should be down, i.e., controls forward, so 
   the wind does not get under the tail and blow the airplane 
   tail over front. 

What force makes an airplane turn? 





   ANSWER: The horizontal component of lift. 

   When the wings of an airplane are 
   not level, the lift is not entirely vertical and tends to pull the 
   airplane toward the direction of the lower wing. An airplane 
   is turned when the pilot coordinates rudder, aileron, and 
   elevator to bank in order to attain a horizontal component of 
   lift. 

In what flight condition must an aircraft be placed in order to spin? 





   ANSWER: Stalled. 

   In order to enter a spin, an airplane 
   must always first be stalled. Thereafter, the spin is caused 
   when one wing becomes less stalled than the other wing. 

During a spin to the left, which wing(s) is/are stalled? 





   ANSWER: Both wings are stalled. 

   In order to enter a spin, an airplane 
   must always first be stalled. Thereafter, the spin is caused 
   when one wing is less stalled than the other wing. In a spin 
   to the left, the right wing is less stalled than the left wing. 

The most effective method of scanning for other aircraft for 
collision avoidance during nighttime hours is to use 





   ANSWER: peripheral vision by scanning small sectors and utilizing 
   offcenter viewing. 

   At night, collision avoidance 
   scanning must use the off-center portions of the eyes. 
   These portions are most effective at seeing objects at night. 
   Accordingly, peripheral vision should be used, scanning 
   small sectors and using off-center viewing. This is in 
   contrast to daytime searching for air traffic, when center 
   viewing should be used. 

What is the most effective way to use the eyes during night flight? 





   ANSWER: Scan slowly to permit offcenter viewing. 

   Physiologically, the eyes are most 
   effective at seeing objects off-center at night. Accordingly, 
   pilots should scan slowly to permit off-center viewing. 

The best method to use when looking for other traffic at night is to 





   ANSWER: look to the side of the object and scan slowly. 

   Physiologically, the eyes are most 
   effective at seeing objects off-center at night. Accordingly, 
   pilots should scan slowly to permit off-center viewing. 

During a night flight, you observe a steady red light and a flashing 
red light ahead and at the same altitude. What is the general 
direction of movement of the other aircraft? 





   ANSWER: The other aircraft is crossing to the left. 

   Airplane position lights consist of a 
   steady red light on the left wing (looking forward), a green 
   light on the right wing, and a white light on the tail. 
   Accordingly, if you observe a steady red light, you are 
   looking at the tip of a left wing, which means the other plane 
   is traveling from your right to left (crossing to the left). The 
   red flashing light is the beacon. 

During a night flight, you observe a steady white light and a 
flashing red light ahead and at the same altitude. What is the 
general direction of movement of the other aircraft? 





   ANSWER: The other aircraft is flying away from you. 

   A steady white light (the tail light) 
   indicates the other airplane is moving away from you. The 
   flashing red light is the beacon light. 

During a night flight, you observe steady red and green lights 
ahead and at the same altitude. What is the general direction of 
movement of the other aircraft? 





   ANSWER: The other aircraft is approaching head-on. 

   If you observe steady red and green 
   lights at the same altitude, the other airplane is approaching 
   head-on. You should take evasive action to the right. 

Airport taxiway edge lights are identified at night by 





   ANSWER: blue omnidirectional lights. 

   Taxiway edge lights are used to 
   outline the edges of taxiways during periods of darkness or 
   restricted visibility conditions. These lights are identified at 
   night by blue omnidirectional lights. 

VFR approaches to land at night should be accomplished 





   ANSWER: the same as during daytime. 

   Every effort should be made to 
   execute approaches and landings at night in the same 
   manner as they are made in the day. Inexperienced pilots 
   often have a tendency to make approaches and landings at 
   night with excessive airspeed. 

The most important rule to remember in the event of a power failure 
after becoming airborne is to 





   ANSWER: immediately establish the proper gliding attitude and 
   airspeed. 

   In the event of a power failure after 
   becoming airborne, the most important rule to remember is to 
   maintain best glide airspeed. This will usually require a pitch 
   attitude slightly higher than level flight. Invariably, with a 
   power failure, one returns to ground, but emphasis should 
   be put on a controlled return rather than a crash return. 
   Many pilots attempt to maintain altitude at the expense of 
   airspeed, resulting in a stall or stall/spin. 

Angle of attack is defined as the angle between the chord line of an 
airfoil and the 





   ANSWER: direction of the relative wind. 

   The angle of attack is the angle 
   between the wing chord line and the direction of the relative 
   wind. The wing chord line is a straight line from the leading 
   edge to the trailing edge of the wing. The relative wind is the 
   direction of airflow relative to the wing when the wing is 
   moving through the air. 

What are the standard temperature and pressure values for sea 
level? 





   ANSWER: 15°C and 29.92" Hg. 

   The standard temperature and 
   pressure values for sea level are 15°C and 29.92" Hg. This is 
   equivalent to 59°F and 1013.2 millibars of mercury. 

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