Heres a couple...
1) Magnetic heading = 090 - 2 (deviation) = 088 degrees
Magnetic trk = 070 (radial from VOR)
therefore drift angle = 088 - 070 = 18 degrees (BIG!)
GS = 14 / 6 * 60 = 140 knots
Now to jepp flight computer on wind side....
turn TAS (with white triangle above) pointing to 160
trun green numbers to trk = 070 degrees mag
Now on 2nd most outer scale look at 18 degrees corresponds to 50 knots of x-wind which is to (edit : FROM) the right
for drift angles greater than 10 degrees must consult the black degrees scale next to TAS arrow: 18 degrees corresponds to our new TAS of 152 knots.
therefore headwind = 152 - 140 = 12 knots.
Now draw mark on grid at 50 knots right x-wind and 12 knots headwind.
turn it around to vertical wind = 147 / 51
147 degrees + 12 (variation) = 159 degrees true
answer 159 / 51 (pretty close)
2) On jepp flight computer line up CAS 210 (assume IAS = CAS) and FL140.
Mach number = M0.41
Mach index arrow in TAS window onto -5 degrees
Inner scale M0.41 outer scale 261 KTAS
GS = 261 - 35 = 226 kts
150nm @ 226 kts ~ 40 minutes
Must extend to 40 + 5 minutes = 45 minutes
New groundspeed required = 150 * 60 / 45 = 200 kts
Headwind = 35 therefore TAS must = 200 + 35 = 235 knots
back to jepp computer tas 235 outer scale with mach index on -5 degrees gives mach no. ~ M0.37
Mach no. onto M0.37 read 189 knots next to FL140
Answer 210 - 189 = 21 kts close enough
The problem you have here is assuming 210kts IAS is equal to the aircraft's true airspeed. Have a look at some past posts to work find the relationship between indicated airspeed (IAS), calibrated airspeed (CAS), equivalent airspeed (EAS) and true airspeed (TAS).
3) Descent time 16 minutes as you say
16 minutes @ 232 kts = 61.9 NM from station (TOPD)
185 - 61.9 = 123.1 NM = present postion to TOPD
123.1 NM @ 320 kts = 23 mins.
Present time 0422 + 0023 = 0445
If i've messed any of these up please point it out...
