Flight Performance Atpl PDF

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Examination: 030 Flight Performance & Planning
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1 The centre of gravity of a body is that point
through which the sum of the forces of all masses of the body is considered to act.
where the sum of the external forces is equal to zero.
which is always used as datum when computing moments.
where the sum of the moments from the external forces acting on the body is equal
to zero.
Origin ID: 1 Maximum attainable 1.00

Theme 31.1.1.1 Definition Reached points 0.00
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2 An aeroplane is loaded with its centre of gravity towards the rear limit. This will result in:
an increased risk of stalling due to a decrease in tailplane moment
a reduction in power required for a given speed.
an increase in longitudinal stability.
a reduced fuel consumption as a result of reduced drag.

Theme 31.1.1.2 Importance in regard to aircraft stability Reached points 1.00
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3 At a given mass the CG position is at 15% MAC. If the leading edge of MAC is at a position
625.6 inches aft of the datum and the MAC is given as 134.5 inches determine the position
of the CG in relation to the datum.
228.34 inches aft of datum

Theme 31.1.2.1 Consult aeroplane flight manual for Reached points 1.00
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4 033-060.htm
From the Loading Manual for the transport aeroplane, the maximum load that can be
carried in that section of the aft cargo compartment which has a balance arm centroid at:
835.5 inches is 3062 kg.
421.5 inches is 2059 Lbs.

Theme 31.1.2.2 Maximum floor load Reached points 0.00
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5 The maximum taxi (ramp) mass is governed by:
tyre speed and temperature limitations.
structural considerations.
taxi distance to take - off point.
bearing strength of the taxiway pavement.

Theme 31.1.2.3 Maximum ramp and taxi mass Reached points 0.00
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6 Which of the following statements is correct?
The Maximum Zero Fuel Mass ensures that the centre of gravity remains within
limits after the uplift of fuel.
The Maximum Landing Mass of an aeroplane is restricted by structural limitations,

performance limitations and the strength of the runway.
The Maximum Take-off Mass is equal to the maximum mass when leaving the
ramp.
The Basic Empty Mass is equal to the mass of the aeroplane excluding traffic load
and useable fuel but including the crew.

Theme 31.1.2.4 Factors determining max permissible mass: Reached points 0.00
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7 If nose wheel moves aft during gear retraction, how will this movement affect the location
of the centre of gravity (cg) on the aircraft?
It will cause the cg to move aft.
It will cause the cg to move forward.
It will not affect the cg location.
The cg location will change, but the direction cannot be told the information given.

Theme 31.1.2.5 Factors determining centre of gravity limits: Reached points 0.00
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8 The Take-off Mass of an aeroplane is 66700 kg which includes a traffic load of 14200 kg and
a usable fuel load of 10500 kg. If the standard mass for the crew is 545 kg the Dry
Operating Mass is
56200 kg
41455 kg
42000 kg
42545 kg

Theme 31.2.1.2 Dry Operating Mass Reached points 0.00
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9 The maximum zero-fuel mass:

1- is a regulatory limitation
2- is calculated for a maximum load factor of +3.5 g
3- is based on the maximum permissible bending moment at the wing root
4- is defined on the assumption that fuel is consumed from the outer wings tank first
5- is defined on the assumption that fuel is consumed from the centre wing tank first
The combination of correct statements is:
1, 3, 5
1, 2, 3
2, 3, 4
2, 3, 5

Theme 31.2.1.3 Zero Fuel Mass Reached points 0.00
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10 The operator of an aircraft equipped with 50 seats uses standard masses for passengers
and baggage. During the preparation of a scheduled flight a group of passengers present
themselves at the check-in desk, it is apparent that even the lightest of these exceeds the
value of the declared standard mass.
the operator may use the standard masses for the load and balance calculation
without correction
the operator is obliged to use the actual masses of each passenger
the operator should use the individual masses of the passengers or alter the
standard mass
the operator may use the standard masses for the balance but must correct these
for the load calculation

Theme 31.2.1.4 Standard mass Reached points 0.00
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11 Given the following:

- Maximum structural take-off mass 48 000 kg
- Maximum structural landing mass: 44 000 kg
- Maximum zero fuel mass: 36 000 kg
-Taxi fuel: 600 kg
-Contingency fuel: 900 kg
-Alternate fuel: 800 kg
-Final reserve fuel: 1 100 kg
-Trip fuel: 9 000 kg
The actual Take Off Mass can never be higher than:
48 000 kg
48 400 kg
47 800 kg
53 000 kg

Theme 31.2.3.5 Check that applicable max gross mass Reached points 0.00
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12 Given that:
- Maximum structural take-off mass: 146 000 kg
- Maximum structural landing mass: 93 900 kg
- Maximum zero fuel mass: 86 300 kg
- Trip fuel: 27 000 kg
- Taxi fuel: 1 000 kg
- Contingency fuel: 1350 kg
- Alternate fuel: 2650 kg
- Final reserve fuel: 3000 kg
The actual Take Off Mass can never be higher than:
120 900 kg.
120 300 kg.
121 300 kg.
146 000 kg.

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13 With respect to aeroplane loading in the planning phase, which of the following statements
is always correct ?
LM = Landing Mass
TOM = Take-off Mass
MTOM = Maximum Take-off Mass
ZFM = Zero Fuel Mass
MZFM = Maximum Zero Fuel Mass
DOM = Dry Operating Mass
MTOM = ZFM + maximum full tank fuel mass
Reserve Fuel = TOM - Trip Fuel
MZFM = Traffic load + DOM
LM = TOM - Trip Fuel

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14 A jet transport has the following structural limits:

-Maximum Ramp Mass: 63 060 kg
-Maximum Take Off Mass: 62 800 kg
-Maximum Landing Mass: 54 900 kg
-Maximum Zero Fuel Mass: 51 300 kg
The aeroplane's fuel is loaded accordance with the following requirements:
-Taxi fuel: 400 kg
-Trip fuel: 8400 kg
-Contingency & final reserve fuel: 1800 kg
-Alternate fuel: 1100 kg
If the Dry Operating Mass is 34930 kg, determine the maximum traffic load that can be
carried on the flight if departure and landing airfields are not performance limited.
16 430 kg
16 370 kg
17 070 kg
16 570 kg

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15 A revenue flight is to be made by a jet transport. The following are the aeroplane's
structural limits:
-Maximum Ramp Mass: 69 900 kg
-Maximum Take Off Mass: 69 300 kg
-Maximum Landing Mass: 58 900 kg
-Maximum Zero Fuel Mass: 52 740 kg
The performance limited take off mass is 67 450kg and the performance limited landing
mass is 55 470 kg.
Dry Operating Mass: 34 900 kg
Trip Fuel: 6 200 kg
Taxi Fuel: 250 kg
Contingency & final reserve fuel: 1 300 kg
Alternate Fuel: 1 100 kg
The maximum traffic load that can be carried is:
13 950 kg
18 170 kg
17 840 kg
25 800 kg

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16 033-076.jpg
An aeroplane is carrying a traffic load of 10320 kg
Complete the necessary sections of the attached appendix and determine which of the
answers given below represents the maximum increase in the traffic load
7000 kg
8268 kg
1830 kg
655 kg

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17 Given:
Maximum structural take-off mass: 8600 kg
Maximum structural landing mass: 8600 kg
Zero Fuel Mass: 6500 kg
Taxi Fuel: 15 kg
Contingency fuel: 110 kg
Alternate fuel: 600 kg
Final Reserve Fuel: 130 kg
Trip Fuel: 970 kg
The expected Landing Mass at destination will be
8310 kg
7340 kg
8325 kg
8600 kg

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18 Given:
Zero Fuel Mass: 6660 kg
Trip Fuel: 990 kg
Block Fuel: 1540 kg
Taxi Fuel: 25 kg
The actual Take-Off Mass is equal to:
7210 kg
8175 kg
8110 kg
8200 kg

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19 At maximum certificated take-off mass an aeroplane departs from an airfield which is not
limiting for either take-off or landing masses. During initial climb the number one engine
suffers a contained disintegration. An emergency is declared and the aeroplane returns to
departure airfield for an immediate landing. The most likely result of this action will be
a high threshold speed and possible undercarriage or other structural failure.
a high threshold speed and a shorter stop distance.
a landing short resultant from the increased angle of approach due to the very high
aeroplane mass.
a landing further along the runway than normal.

Theme 31.2.4.6 Possible structural damage Reached points 0.00
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20 In mass and balance calculations which of the following describes the datum?
It is the point on the aircraft designated by the manufacturers from which all centre
of gravity measurements and calculations are made.
It is the most aft position of the centre of gravity.
It is the most forward position of the centre of gravity.
It is the distance from the centre of gravity to the point through which the weight of
the component acts.

Theme 31.3.1.1 Datum Reached points 0.00
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21 The datum is a reference from which all moment (balance) arms are measured. Its precise
position is given in the control and loading manual and it is located
at or near the focal point of the aircraft axis system.
at or near the natural balance point of the empty aircraft.
at or near the forward limit of the centre of gravity.
at a convenient point which may not physically be on the aircraft.

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22 Moment (balance) arms are measured from a specific point to the body station at which the
mass is located. That point is known as
the centre of gravity of the aircraft.
the axis.
the datum.
the focal point.

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23 A mass of 500 kg is loaded at a station which is located 10 metres behind the present
Centre of Gravity and 16 metres behind the datum.
(Assume: g=10 m/s^2)
The moment for that mass used in the loading manifest is:
80000 Nm
130000 Nm
50000 Nm
30000 Nm

Theme 31.3.1.3 Moment Reached points 0.00
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24 The moment for an item is
The mass of the item multiplied by it's distance from the datum
The mass of the item divided by it's distance from the datum
The distance the item is from the datum divided by it's mass
The square of the distance the item is from the datum divided by it's mass

Theme 31.3.1.3 Moment Reached points 0.00
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25 030-008.jpg
The total mass of an aeroplane is 145000 kg and the centre of gravity limits are between 4.7
m and 6.9 m aft of the datum. The loaded centre of gravity position is 4.4 m aft. How much
mass must be transferred from the front to the rear hold in order to bring the out of limit
centre of gravity position to the foremost limit:
62 500 kg
7 500 kg
35 000 kg
3 500 kg

Theme 31.3.2.2 Movement of cg. Reached points 0.00
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26 030-004.jpg
A jet aeroplane, with the geometrical characteristics shown in the appendix, has a take-off
weight (W) of 460 000 N and a centre of gravity (point G on annex) located at 15.40 m from
the zero reference point.
At the last moment the station manager has 12 000 N of freight added in the forward
compartment at 10 m from the zero reference point.
The final location of the centre of gravity, calculated in percentage of mean aerodynamic
chord AB (from point A), is equal to:
35.5 %.
30.4 %.
27.5 %.
16.9 %.

Theme 31.3.2.3 Practical methods of calculation Reached points 0.00
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27 Given the following information, calculate the loaded centre of gravity (cg).
__________________________________________________________________
STATION MASS (kg) ARM (cm) MOMENT (kgcm)
___________________________________________________________________
Basic Empty Condition 12045 +30 +361350
Crew 145 -160 -23200
Freight 1 5455 +200 +1091000
Freight 2 410 -40 -16400
Fuel 6045 -8 -48360
Oil 124 +40 +4960
60.16 cm aft datum.
56.53 cm aft datum.
56.35 cm aft datum.
53.35 cm aft datum.

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28 033-033.jpg
With respect to multi-engine piston powered aeroplane, determine the ramp mass (lbs) in
the following conditions:
Basic empty mass: 3 210 lbs
Basic arm: 88.5 Inches
One pilot: 160 lbs
Front seat passenger: 200 lbs
Centre seat passengers: 290 lbs
One passenger rear seat: 110 lbs
Baggage in zone 1: 100 lbs
Baggage in zone 4: 50 lbs
Block fuel: 100 US Gal.
Trip fuel: 55 US Gal.
Fuel for start up and taxi (included in block fuel): 3 US Gal.
Fuel density: 6 lbs/US Gal.
4 390
4 372
4 120
4 720

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29 Loads must be adequately secured in order to:
prevent excessive 'g'-loading during the landing flare.
avoid unplanned centre of gravity (cg) movement and aircraft damage.
avoid any centre of gravity (cg) movement during flight.
allow steep turns.

Theme 31.3.3.1 Importance of adequate tie-down Reached points 0.00
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30 A load placed forward of the datum
Has a negative arm and therefore generates a negative moment
Has a negative arm and therefore generates a negative mass and moment
Has a positive arm and therefore generates a positive moment
Has a positive arm and therefore generates a positive mass and moment

Theme 31.3.3.2 Effect of loadshift Reached points 0.00
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31 Which force compensates the weight in unaccelerated straight and level flight ?
the resultant from lift and drag
the lift
the drag
the thrust

Theme 32.1.1 Definitions of terms and speeds used Reached points 0.00
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A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
32 What is the equation for the climb gradient expressed in percentage during unaccelerated
flight (applicable to small angles only)
Climb Gradient = ((Thrust - Mass)/Lift) x 100
Climb Gradient = ((Thrust + Drag)/Lift) x 100
Climb Gradient = (Lift/Weight) x 100
Climb Gradient = ((Thrust - Drag)/Weight) x 100

Theme 32.1.1 Definitions of terms and speeds used Reached points 0.00
PD rm PD rm
Y Y
Y
Y
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ABB
ABB
y
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2.0
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Licence: ATPLA
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A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
33 Take-off performance data, for the ambient conditions, show the following limitations with
flap 10° selected:
- runway limit: 5 270 kg
- obstacle limit: 4 630 kg
Estimated take-off mass is 5 000kg.
Considering a take-off with flaps at:
5°, the obstacle limit is increased but the runway limit decreases
5°, both limitations are increased
20°, the obstacle limit is increased but the runway limit decreases
20°, both limitations are increased

Theme 32.1.2 Take-off and landing performance Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
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ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
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Licence: ATPLA
k
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C
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
34 033-041.jpg
With regard to the take off performance chart for the single engine aeroplane determine the
take off distance to a height of 50 ft.
Given:
O.A.T: -7°C
Pressure Altitude: 7000 ft
Aeroplane Mass: 2950 lbs
Headwind component: 5 kt
Flaps: Approach setting
Runway: Tarmac and Dry
approximately: 1150 ft

Theme 32.1.2.2 Use of aeroplane flight manual data Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
35 How does the best angle of climb and best rate of climb vary with increasing altitude for an
aeroplane with a normal aspirated piston engine?
Best angle of climb decreases while best rate of climb increases.
Both increase.
Best angle of climb increases while best rate of climb decreases.
Both decrease.

Theme 32.1.3 Climb and cruise performance Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
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ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
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Licence: ATPLA
k
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
36 A higher outside air temperature
reduces the angle of climb but increases the rate of climb.
does not have any noticeable effect on climb performance.
increases the angle of climb but decreases the rate of climb.
reduces the angle and the rate of climb.

PD rm PD rm
Y Y
Y
Y
er
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ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
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Licence: ATPLA
k
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C
C
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
37 A headwind component increasing with altitude, as compared to zero wind condition,

(assuming IAS is constant)
improves angle and rate of climb.
does not have any effect on the angle of flight path during climb.
decreases angle and rate of climb.
has no effect on rate of climb.

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
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Licence: ATPLA
k
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lic
lic
C
C
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
38 033-042.jpg
With regard to the climb performance chart for the single engine aeroplane determine the
rate of climb.
Given :
O.A.T : ISA + 15°C
Pressure Altitude: 0 ft
Aeroplane Mass: 3400 lbs
Flaps: up
Speed: 100 KIAS
1210 ft/min
1150 ft/min
1290 ft/min
1370 ft/min

Theme 32.1.3.1 Use of aeroplane flight data Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
lic
lic
C
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
39 033-042.jpg
Using the climb performance chart, for the single engine aeroplane, determine the rate of
climb and the gradient of climb in the following conditions:
Given:
O.A.T at Take-off: ISA
Airport pressure altitude: 3000 ft
Aeroplane mass: 3450 lbs
Speed: 100 KIAS
1030 ft/min and 8,4%
1310 ft/min and 11,3%

PD rm PD rm
Y Y
Y
Y
er
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ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
40 033-044.jpg
Using the Power Setting Table, for the single engine aeroplane, determine the cruise TAS
and fuel flow (lbs/hr) with full throttle and cruise lean mixture in the following conditions:
Given:
OAT: 13°C
Pressure altitude: 8000 ft
RPM: 2300
160 kt and 69,3 lbs/hr

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
41 If there is a tail wind, the climb limited Take Off Mass will:
decrease.
increase in the flaps extended case.
not be affected.
increase.

Theme 32.2.2.2 Consideration of effects of pressure alt. Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
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re
he
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Licence: ATPLA
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
42 The effect of a higher take-off flap setting up to the optimum is:
a decrease of the field length limited take-off mass but an increase of the climb
limited take-off mass.
an increase of both the field length limited take-off mass and the climb limited
take-off mass.
an increase of the field length limited take-off mass but a decrease of the climb
limited take-off mass.
a decrease of both the field length limited take-off mass and the climb limited
take-off mass.

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
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Licence: ATPLA
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
43 Which of the following combinations adversely affects take-off and initial climb
performance ?
Low temperature and low relative humidity
High temperature and high relative humidity
Low temperature and high relative humidity
High temperature and low relative humidity

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
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2.0
2.0
to
to
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A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
44 The take-off distance required increases
due to downhill slope because of the smaller angle of attack.
due to slush on the runway.
due to lower gross mass at take-off.
due to head wind because of the drag augmentation.

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
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he
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Licence: ATPLA
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
45 On a dry runway the accelerate stop distance is increased
by low outside air temperature.
by headwind.
by a lower take-off mass because the aeroplane accelerates faster to V1.
by uphill slope.

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
46 The induced drag of an aeroplane at constant mass in un-accelerated level flight is highest
at:
VS1
VMO
VA
the lowest achievable speed at a given configuration

Theme 32.2.3 Elements of performance Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
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C
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
47 Two identical aeroplanes at different masses are descending at idle thrust. Which of the
following statements correctly describes their descent characteristics ?
At a given angle of attack the lighter aeroplane will always glide further than the
heavier aeroplane.
There is no difference between the descent characteristics of the two aeroplanes.
At a given angle of attack the heavier aeroplane will always glide further than the
lighter aeroplane.
At a given angle of attack, both the vertical and the forward speed are greater for
the heavier aeroplane.

Theme 32.2.3.2 Rate of climb and descent Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
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Licence: ATPLA
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
48 Which of the following provides maximum obstacle clearance during climb?
1.2Vs.
The speed for maximum rate of climb.
The speed, at which the flaps may be selected one position further UP.
The speed for maximum climb angle Vx.

PD rm PD rm
Y Y
Y
Y
er
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ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
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he
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
49 Which of the following factors will lead to an increase of ground distance during a glide,
while maintaining the appropriate minimum glide angle speed?
Decrease of aircraft mass.
Increase of aircraft mass.
Tailwind.
Headwind.

PD rm PD rm
Y Y
Y
Y
er
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ABB
ABB
y
y
bu
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2.0
2.0
to
to
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A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
50 Considering TAS for maximum range and maximum endurance, other factors remaining
constant,
both will stay constant regardless of altitude.
TAS for maximum range will increase with increased altitude while TAS for
maximum endurance will decrease with increased altitude.
both will increase with increasing altitude.
both will decrease with increasing altitude.

Theme 32.2.3.3 Cruise altitudes and altitude ceiling Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
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re
he
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A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
51 The maximum rate of climb that can be maintained at the absolute ceiling is:
0 ft/min
500 ft/min
125 ft/min
100 ft/min

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
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A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
52 The absolute ceiling
can be reached only with minimum steady flight speed
is the altitude at which the rate of climb theoretically is zero.
is the altitude at which the best climb gradient attainable is 5%
is the altitude at which the aeroplane reaches a maximum rate of climb of 100
ft/min.

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
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he
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Licence: ATPLA
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
53 During certification flight testing of a transport aeroplane, the distances measured from
brake release to the 35 feet point are equal to:
1547 m with all engines running
1720 m with failure of critical engine at V1, with all other things remaining unchanged.
The take-off distance adopted for the certification file is:
1779 m.
1978 m.
1547 m.
1720 m.

Theme 32.3.1.1 Definitions of terms and speeds used Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
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A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
54 The length of a clearway may be included in:
the distance to reach V1.
the take-off run available.
the take-off distance available.
the accelerate-stop distance available.

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
55 Which is the correct sequence of speeds during take-off?
V1, VR, VMCG, V2.
V1, VMCG, VR, V2.
V1, VR, V2, VMCA.
VMCG, V1, VR, V2.

PD rm PD rm
Y Y
Y
Y
er
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ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
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re
he
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A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
56 The decision speed at take-off (V1) is the calibrated airspeed:
below which the take-off must be continued.
at which the failure of the critical engine is expected to occur.
at which the take-off must be rejected.
below which take-off must be rejected if an engine failure is recognized, above

which take-off must be continued.

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
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A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
57 Can the length of a stopway be added to the runway length to determine the take-off
distance available ?
Yes, but the stopway must have the same width as the runway.
No.
No, unless its centreline is on the extended centreline of the runway.
Yes, but the stopway must be able to carry the weight of the aeroplane.

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
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A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
58 The take-off safety speed V2 for two-engine or three-engine turbo propeller powered
aeroplanes may not be less than:
1.15 Vs1
1.3 Vs
1.2 Vs
1.15 Vs

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
59 Reduced take-off thrust should normally not be used when:
windshear is reported on the take-off path.
the runway is wet.
it is dark.
the runway is dry.

Theme 32.3.1.3 Aeroplane variables Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
lic
lic
C
C
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
60 If the take-off mass of an aeroplane is tyre speed limited, downhill slope would
increase the required take-off distance.
have no effect on the maximum mass for take-off.
increase the maximum mass for take-off.
decrease the maximum mass for take-off.

Theme 32.3.1.3 Aeroplane variables Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
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C
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
61 Which statement is correct?
VR must not be less than VMCA and not less than 1.05 V1.
VR must not be less than 1.05 VMCA and not less than 1.1 V1.
VR must not be less than 1.05 VMCA and not less than V1.
VR must not be less than 1.1 VMCA and not less than V1.

Theme 32.3.1.5 Take-off speeds Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
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lic
C
C
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
62 The lowest take-off safety speed (V2 min) is:
1.20 VSR for all turbo-propeller aeroplanes.
1.13 VSR for two- and three-engine turbo-propeller and turbojet aeroplanes.
1.20 VSR for all aeroplanes.
1.15 VSR for all turbojet and turbo-propeller aeroplanes.

Theme 32.3.1.5 Take-off speeds Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
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lic
C
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
63 During the flight preparation the climb limited take-off mass (TOM) is found to be much
greater than the field length limited TOM using 5° flap. In what way can the performance
limited TOM be increased? There are no limiting obstacles.
By selecting a lower flap setting.
By selecting a higher V2.
By selecting a higher flap setting.
By selecting a lower V2.

Theme 32.3.1.6 Take-off distance Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
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lic
C
C
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
64 Which combination of circumstances or conditions would most likely lead to a tyre speed
limited take-off?
A high runway elevation and a head wind.
A low runway elevation and a cross wind.
A high runway elevation and tail wind.
A low runway elevation and a head wind.

Theme 32.3.2.2 Use of flight manual charts Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
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lic
C
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
65 Which of the following sets of factors will increase the climb-limited Take Off Mass (every
factor considered independently)?
Low flap setting, low PA, low OAT.
Low flap setting, high PA, low OAT.
Low flap setting, high PA, high OAT.
High flap setting, low PA, low OAT.

Theme 32.3.3 Initial climb Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
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lic
C
C
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w
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
66 The net flight path gradient after take-off compared to the actual climb gradient is:
larger.
depends on type of aircraft and may be smaller or larger respectively.
smaller.
equal.

Theme 32.3.3.4 Obstacle clearance requirements Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
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lic
C
C
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Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
67 Regarding the obstacle limited take-off mass, which of the following statements is correct?
The obstacle limited mass can never be lower than the climb limited take-off mass.
The maximum bank angle which can be used is 10°.
A take-off in the direction of an obstacle is also permitted in tail wind condition.
Wind speed plays no role when calculating this particular mass.

Theme 32.3.3.4 Obstacle clearance requirements Reached points 0.00
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68 033-019.jpg
With regard to the take-off performance of a twin jet aeroplane, why does the take-off
performance climb limit graph show a kink at 30°C and PA 0 ft?
At lower temperatures one has to take the danger of icing into account.
At higher temperatures the flat rated engines determines the climb limit mass.
The engines are pressure limited at lower temperature, at higher temperatures they
are temperature limited.
At higher temperatures the VMBE determines the climb limit mass.

Theme 32.3.4.1 Use of flight manual performance charts Reached points 0.00
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69 033-020.jpg
Consider the take-off performance for the twin jet aeroplane climb limit chart. Why has the
wind been omitted from the chart?
There is a built-in safety measure.
There is no effect of the wind on the climb angle relative to the ground.
The climb limit performances are taken relative to the air.
The effect of the wind must be taken from another chart.

Theme 32.3.4.1 Use of flight manual performance charts Reached points 0.00
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70 How does TAS vary in a constant Mach climb in the troposphere (under ISA conditions) ?
TAS is constant.
TAS is not related to Mach Number.
TAS increases.
TAS decreases.

Theme 32.3.4.2 Significant airspeeds for climb Reached points 0.00
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71 For a jet aeroplane, the maximum climb angle is achieved at a speed corresponding to:
the maximum CL/CD ratio
the maximum CL/CD² ratio
1.2 Vs
1.1 Vs

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72 Which of the following sequences of speed for a jet aeroplane is correct ? (from low to high
speeds)
Maximum endurance speed, maximum range speed, maximum angle of climb

speed.
Vs, maximum range speed, maximum angle climb speed.
Vs, maximum angle climb speed, maximum range speed.
Maximum endurance speed, long range speed, maximum range speed.

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A .c o
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73 A jet aeroplane is climbing with constant IAS. Which operational speed limit is most likely
to be reached?
The Minimum control speed air.
The Stalling speed.
The Mach limit for the Mach trim system.
The Maximum operating Mach number.

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A .c o
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74 A jet aeroplane is climbing at constant Mach number below the tropopause. Which of the
following statements is correct?
IAS decreases and TAS increases.
IAS increases and TAS decreases.
IAS decreases and TAS decreases.
IAS increases and TAS increases.

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A .c o
B B Y Y3 2/11/2013 w.
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75 Which statement with respect to the step climb is correct?
Executing a desired step climb at high altitude can be limited by buffet onset at
g-loads greater than 1.
A step climb must be executed immediately after the aeroplane has exceeded the
optimum altitude.
A step climb is executed because ATC desires a higher altitude.
A step climb is executed in principle when, just after levelling off, the 1.3g altitude
is reached.

Theme 32.3.5.1 Use of cruise charts Reached points 0.00
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76 030-003.jpg
Assuming constant L/D ratio, which of the diagrams provided correctly shows the
movement of the "Thrust Required Curve". Mass m1 is higher than mass m2.

Theme 32.3.5.2 Cruise control Reached points 0.00
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A .c o
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A B B Y Y.c
77 At a constant Mach number the thrust and the fuel flow of a jet engine
decrease in proportion to the ambient pressure at constant temperature.
are independent of outside air temperature (OAT).
increase with increasing altitude.
increase in proportion to the ambient pressure at constant temperature.

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78 The speed for maximum endurance
is always lower than the speed for maximum specific range.
can either be higher or lower than the speed for maximum specific range.
is always higher than the speed for maximum specific range.
is the lower speed to achieve 99% of maximum specific range.

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79 The optimum cruise altitude is
the pressure altitude at which the speed for high speed buffet as TAS is a
maximum.
the pressure altitude up to which a cabin altitude of 8000 ft can be maintained.
the pressure altitude at which the fuel flow is a maximum.
the pressure altitude at which the best specific range can be achieved.

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A .c o
B B Y Y3 2/11/2013 w.
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80 Under which condition should you fly considerably lower (4 000 ft or more) than the
optimum altitude ?
If the maximum altitude is below the optimum altitude.
If at the lower altitude either considerably less headwind or considerably more

tailwind can be expected.
If the temperature is lower at the low altitude (high altitude inversion).
If at the lower altitude either more headwind or less tailwind can be expected.

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A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
81 A twin jet aeroplane is in cruise, with one engine inoperative, and has to overfly a high
terrain area. In order to allow the greatest clearance height, the appropriate airspeed must
be the airspeed
giving the lowest Cl/Cd ratio.
for long-range cruise.
of greatest lift-to-drag ratio.
giving the highest Cd/Cl ratio.

Theme 32.3.5.3 En-route One Engine Inoperative Reached points 0.00
PD rm PD rm
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A .c o
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82 033-018.jpg
With regard to the drift down performance of the twin jet aeroplane, why does the curve
representing 35 000 kg gross mass in the chart for drift down net profiles start at
approximately 4 minutes at FL370?
Because at this mass the engines slow down at a slower rate after failure, there is
still some thrust left during four minutes.
All the curves start at the same point, which is situated outside the chart.
Due to higher TAS at this mass it takes more time to develop the optimal rate of
descent, because of the inertia involved.
Because at this mass it takes approximately 4 minutes to decelerate to the

optimum speed for drift down at the original cruising level.

Theme 32.3.5.3 En-route One Engine Inoperative Reached points 0.00
PD rm PD rm
Y Y
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A .c o
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83 The drift down procedure specifies requirements concerning the:
obstacle clearance after engine failure.
weight during landing at the alternate.
engine power at the altitude at which engine failure occurs.
climb gradient during the descent to the net level-off altitude.

Theme 32.3.5.4 Obstacle clearance en-route Reached points 0.00
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A .c o
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A B B Y Y.c
84 Which statement is correct for a descent without engine thrust at maximum lift to drag ratio
speed?
The higher the average temperature (OAT) the lower is the speed for descent.
The higher the gross mass the lower is the speed for descent.
The higher the gross mass the greater is the speed for descent.
The mass of an aeroplane does not have any effect on the speed for descent.

Theme 32.3.6.1 Use of descent charts Reached points 0.00
PD rm PD rm
Y Y
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A .c o
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A B B Y Y.c
85 Which statement is correct for a descent without engine thrust at maximum lift to drag ratio
speed?
A tailwind component decreases the ground distance.
A tailwind component increases the ground distance.
A headwind component increases the ground distance.
A tailwind component increases fuel and time to descent.

Theme 32.3.6.1 Use of descent charts Reached points 0.00
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A .c o
B B Y Y3 2/11/2013 w.
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86 A commercial flight is planned with a turbojet aeroplane to an aerodrome with a landing

distance available of 2400 m. The aeroplane mass must be such that on arrival the
aeroplane can be landed within:
1 655 m.
1 440 m.
1 250 m.
1 090 m.

Theme 32.3.6.3 Approach and Landing data calcs. Reached points 0.00
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A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
87 For jet aeroplanes which of the following statements is correct?
In any case runway slope is one of the factors taken into account when
determining the required landing field length.
The required landing field length is the distance from 35 ft to the full stop point.
When determining the maximum allowable landing mass at destination, 60% of the
available distance is taken into account, if the runway is expected to be dry.
An anti-skid system malfunction has no effect on the required landing field length.

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A .c o
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88 To minimize the risk of hydroplaning during landing the pilot should:
postpone the landing until the risk of hydroplaning no longer exists.
use maximum reverse thrust, and should start braking below the hydroplaning
speed.
make a "positive" landing and apply maximum reverse thrust and brakes as
quickly as possible.
use normal landing-, braking- and reverse technique.

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89 The landing field length required for jet aeroplanes at the alternate (wet condition) is the
demonstrated landing distance plus
92%
70%
67%
43%

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90 When determining the maximum landing mass of an turbojet powered aeroplane during the
planning phase what factor must be used on the landing distance available (dry runway)
60/115
0.60
1.67
115/100

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A .c o
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91 How many feet you have to climb to reach FL 75?

Given: FL 75; departure aerodrome elevation 1500 ft; QNH = 1023 hPa; temperature = ISA; 1
hPa = 30 ft
6300 ft.
6600 ft.
7800 ft.
6000 ft.

Theme 33.1.1.1 Selection of routes, speeds, heights Reached points 0.00
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A .c o
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A B B Y Y.c
92 On a given path, it is possible to chose between four flight levels (FL), each associated
with a mandatory flight Mach Number (M). The flight conditions, static air temperature
(SAT) and headwind component (HWC) are given below:
FL 370 - M = 0.80 Ts = -60°C HWC = -15 kt

FL 330 - M = 0.78 Ts = -60°C HWC= - 5 kt
FL 290 - M = 0.80 Ts = -55°C HWC = -15 kt
FL 270 - M = 0.76 Ts = -43°C HWC = 0
The flight level allowing the highest ground speed is:
FL290
FL270
FL370
FL330

Theme 33.1.1.4 Comp. of headings, ground speeds Reached points 0.00
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A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
93 Flight planning chart for an aircraft states, that the time to reach the cruising level at a
given gross mass is 36 minutes and the distance travelled is 157 NM (zero-wind). What will
be the distance travelled with an average tailwind component of 60kt ?
193 NM
228 NM
157 NM
128 NM

Theme 33.1.1.4 Comp. of headings, ground speeds Reached points 0.00
PD rm PD rm
Y Y
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A .c o
B B Y Y3 2/11/2013 w.
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94 033-032.jpg
Given:
FL 75
OAT: +5°C
During climb: average head wind component 20 kt
Take-off from MSL with the initial mass of 3 650 lbs.
Find:
Time and fuel to climb.
9 min.
3,3 USG
10 min.
3,6 USG
9 min.
2,7 USG
7 min.
2,6 USG

Theme 33.1.2.1 Computation of planned fuel usage Reached points 0.00
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A .c o
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95 033-122.jpg
Given: Brake release mass: 62 000 kg
Temperature: ISA + 15°C
The fuel required for a climb from Sea Level to FL330 is:
1650 kg
1800 kg
1750 kg
1700 kg

PD rm PD rm
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A .c o
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96 033-131.htm
Given the following:
Head wind component 50 kt
Temperature ISA + 10°C
Brake release mass 65000kg
Trip fuel available 18000kg
What is the maximum possible trip distance ?
3100 NM
2540 NM
3480 NM
2740 NM

PD rm PD rm
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97 033-125.htm
- HOLDING PLANNING)
The fuel required for 45 minutes holding, in a racetrack pattern,
at PA 5000 ft, mean gross mass 47 000 kg, is:
1090 kg
1635 kg
1125 kg
1690 kg

Theme 33.1.2.2 Fuel for holding or diversion Reached points 0.00
PD rm PD rm
Y Y
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98 033-126.htm
Given: Distance to Alternate 450 NM
Landing mass at Alternate: 45 000 kg
Tailwind component: 50 kt
The Alternate fuel required is:
2900 kg
2500 kg
2750 kg
3050 kg

Theme 33.1.2.2 Fuel for holding or diversion Reached points 0.00
PD rm PD rm
Y Y
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A .c o
B B Y Y3 2/11/2013 w.
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99 A public transport aeroplane with reciprocating engines, the final reserve should be:
fuel to fly for 1 hour at holding speed
fuel to fly for 30 minutes at holding speed
fuel to fly for 45 minutes
fuel to fly for 2 hours

Theme 33.1.2.3 Reserves Reached points 0.00
PD rm PD rm
Y Y
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A .c o
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A B B Y Y.c
100 After flying for 16 min at 100 kt TAS with a 20 kt tail wind component, you have to return to
the airfield of departure. You will arrive after:
24 min
20 min
16 min
10 min 40 sec

Theme 33.1.3.4 In-flight replanning in case of problems Reached points 0.00
PD rm PD rm
Y Y
Y
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A .c o
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101 033-077.jpg
In the ATC flight plan Item 10, "standard equipment" is considered to be:
VHF RTF, ADF, VOR and transponder
VHF RTF, VOR, ILS and transponder
VHF RTF, VOR, INS and transponder
VHF RTF, ADF, VOR and ILS

Theme 33.2.1.1 ICAO flight plan Reached points 0.00
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102 An aircraft has a maximum certificated take-off mass of 137000 kg but is operating at
take-off mass 135000 kg. In Item 9 of the ATC flight plan its wake turbulence category is:
medium "M"
heavy/medium "H/M"
heavy "H"
medium plus "M+"

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103 033-077.jpg
When completing Item 9 of the ATC flight plan, if there is no appropriate aircraft designator,
the following should be entered:
"XXXX" followed by an entry in Item 18
the most descriptive abbreviation
"ZZZZ" followed by an entry in Item 18
"NONE"

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104 In an ATC flight plan, Item 15 (route), a cruising pressure altitude of 32000 feet would be
entered as:
S3200
FL320
32000
F320

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105 When an ATC flight plan is submitted for a flight outside designated ATS routes, points
included in Item 15 (route) should not normally be at intervals of more than:
30 minutes flying time or 370 km
1 hour flying time or 500 km

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106 If a pilot lands at an aerodrome other than the destination aerodrome specified in the flight
plan, he must ensure that the ATS unit at the destination aerodrome is informed within a
certain number of minutes of his planned ETA at destination. This number of minutes is:
30
15
45
10

Theme 33.2.4 Closing the flight plan Reached points 0.00
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107 033-067.htm
Planning an IFR-flight from Paris (Charles de Gaulle) RWY 27 to London.
Given: Distance from PARIS Charles-de-Gaulle to top of climb 50 NM
Determine the distance from the top of climb (TOC) to ABB 116.6.
36.5 NM
33 NM
31 NM
24.5 NM

Theme 33.4.2.2 Extraction of tracks and distances Reached points 0.00
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108 033-082.htm
The route distance from CHIEVRES (CIV) to BOURSONNE (BSN) is:
83 NM
96 NM
73 NM
88 NM

Theme 33.4.2.5 Standards Instrument Departures Reached points 0.00
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109 033-083.htm
Which of the following is a correct Minimum Safe Altitude (MSA) for the Airport?
East sector 2300 ft within 50 NM
West sector 2100 ft within 25 NM
West sector 2300 ft within 25 NM
East sector 2100 ft within 50 NM

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110 033-085.htm
Which is the correct ALBIX departure via AARAU for runway 16?
ALBIX 7A
ALBIX 6H
ALBIX 7S
ALBIX 6E

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111 033-086.htm
The route distance from runway 27 to ARNEM is:
52 NM
59 NM
35 NM
67 NM

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112 From which of the following would you expect to find information regarding known short
unserviceability of VOR, TACAN, and NDB ?
ATCC broadcasts
SIGMET
AIP
NOTAM

Theme 33.4.3.1 Checking of AIP and NOTAM Reached points 0.00
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113 From which of the following would you expect to find the dates and times when temporary
danger areas are active
RAD/NAV charts
SIGMET
NOTAM and AIP
Only AIP

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114 From which of the following would you expect to find details of the Search and Rescue
organisation and procedures (SAR) ?
SIGMET
AIP
NOTAM
ATCC broadcasts

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115 033-049.htm
Find the OPTIMUM ALTITUDE for the twin jet aeroplane.
Given: Cruise mass=54000 kg, Long range cruise or .74 MACH
34500 ft
maximum operating altitude
35300 ft
33800 ft

Theme 33.4.3.2 Selection of altitudes or flight levels Reached points 0.00
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116 On an instrument approach chart, a minimum sector altitude (MSA) is defined in relation to
a radio navigation facility. Without any particular specification on distance, this altitude is
valid to:
20 NM
10 NM
15 NM
25 NM

Theme 33.4.3.2 Selection of altitudes or flight levels Reached points 0.00
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117 033-089.htm
The Decision Altitude (DA) for a ILS straight-in landing is:
200 ft
480 ft
280 ft
400 ft

Theme 33.4.3.6 Preliminary study of instrument approach Reached points 0.00
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118 033-091.htm
The minimum glide slope interception altitude for a full ILS is:
2067 ft
3500 ft
4000 ft
1567 ft

Theme 33.4.3.6 Preliminary study of instrument approach Reached points 0.00
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119 In a flight plan when the destination aerodrome is A and the alternate aerodrome is B, the
final reserve fuel for a turbojet engine aeroplane corresponds to:
30 minutes holding 1,500 feet above aerodrome B
30 minutes holding 2,000 feet above aerodrome B
15 minutes holding 2,000 feet above aerodrome A
30 minutes holding 1,500 feet above aerodrome A

Theme 33.5.1.1 Fuel planning Reached points 0.00
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120 A jet aeroplane has a cruising fuel consumption of 4060 kg/h, and 3690 kg/h during
holding. If the destination is an isolated airfield, the aeroplane must carry, in addition to
contingency reserves, additional fuel of:
1845 kg.
3500 kg.
7380 kg.
8120 kg.

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121 Planning a flight from Paris (Charles de Gaulle) to London (Heathrow) for a twin - jet
aeroplane.
Preplanning:
Maximum Take-off Mass: 62 800 kg
Maximum Zero Fuel Mass: 51 250 kg
Maximum Landing Mass: 54 900 kg
Maximum Taxi Mass: 63 050 kg
Assume the following preplanning results:
Trip fuel: 1 800 kg, Alternate fuel: 1 400 kg
Holding fuel (final reserve): 1 225 kg
Dry Operating Mass: 34 000 kg
Traffic Load: 13 000 kg
Catering: 750 kg
Baggage: 3 500 kg
Find the Take-off Mass (TOM):
51 425 kg.
52 265 kg.
51 515 kg.
55 765 kg.

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122 Which of the following statements is relevant for forming route portions in integrated range
flight planning?
The distance from take-off up to the top of climb has to be known.
No segment shall be more than 30 minutes of flight time.
A small change of temperature (2 °C) can divide a segment.
Each reporting point requires a new segment.

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123 033-052.htm
Find the FUEL FLOW for the twin jet aeroplane with regard to the following data.
Given: MACH .74 cruise, Flight level 310, Gross mass 50000 kg, ISA conditions
2300 kg/h
1497 kg/h
1150 kg/h
2994 kg/h

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124 033-054.htm
Find: Air distance in Nautical Air Miles (NAM) for this leg and fuel consumption
Given: Flight time from top of climb at FL 280 to the enroute point is 48 minutes. Cruise
procedure is long range cruise. Temperature is ISA -5°C. The take-off mass is 56000 kg and
climb fuel 1100 kg.
345 NAM; 2000 kg
349 NAM; 2000 kg
345 NAM; 2006 kg
345 NAM; 1994 kg

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125 033-057.htm
Given: Brake release mass 57500 kg, Temperature ISA -10°C, Average headwind
component 16 kt, Initial FL 280
Find: Climb fuel for enroute climb 280/.74
1387 kg
1138 kg
1238 kg
1040 kg

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126 033-062.htm
Given: twin jet aeroplane, FL 330, Long range cruise, Outside air temperature -63°C, Gross
mass 50500 kg
Find: True air speed (TAS)
420 kt
431 kt
433 kt
418 kt

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127 033-099.htm
Planning a MACH 0,82 cruise at FL 390, the estimated landing mass is 160 000 kg.
The ground distance is 2 800 NM and the mean wind is equal to zero. ISA conditions.
Fuel consumption will be:
27 577 kg
32 657 kg
30 117 kg
30 371 kg

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128 033-104.htm
Assuming a departure/destination fuel price ratio of 0.91, the commander decides to
optimize fuel tankering by using the following data:
. Cruise flight level: FL 350
. Air distance to be covered: 2 500 NM
. Planned take-off mass: 200 000 kg (with the minimum prescribed fuel quantity of 38 000
kg that includes a trip fuel of 29 000 kg)
. Maximum landing mass: 180 000 kg
. Maximum take-off mass: 205 000 kg
. Maximum tank capacity: 40 000 kg
The additional fuel quantity will be:
0 kg
2 000 kg
3 000 kg
4 000 kg

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129 If CAS is 190 kts, Altitude 9000 ft. Temp. ISA - 10°C, True Course (TC) 350°, W/V 320/40,
distance from departure to destination is 350 NM, endurance 3 hours and actual time of
departure is 1105 UTC. The distance from departure to Point of Equal Time (PET) is:
167 NM
203 NM
147 NM
183 NM

Theme 33.5.1.2 Computation of critical point (CP) Reached points 0.00
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130 Given:
Distance from departure to destination 435 NM
GS Out 110 kt
GS Home 130 kt
What is the distance of the PET from the departure point?
368 NM
199 NM
218 NM
236 NM

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131 Given:
True track 030
W/V 120/35
TAS 125 kt
What is the distance and time of the PET from the departure point?
Distance: 141 NM Time: 65 min

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132 Given:
True track 240
W/V 060/50
TAS 500 kt

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133 Given:
True track 280
W/V 100/80
TAS 440 kt
What is the distance time of the PET from the departure point?

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134 Given:
Distance from departure to destination: 500 NM
Endurance: 4 h
TAS: 140 kt
Ground Speed Out: 150 kt
Ground Speed Home: 130 kt
What is the distance and time of the PSR from the departure point?

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135 Given:
Endurance: 10 h
TAS: 450 kt
What is the distance of the PSR from the departure point?
2222 NM
1111 NM
2500 NM
2778 NM

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136 Given:
Endurance: 12,4 h
True Track: 240
W/V: 060/80
TAS: 530 kt
6106 NM
3211 NM
1966 NM
1419 NM

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137 Given:
Endurance: 2,5 h
True Track: 035
W/V: 250/20
TAS: 105 kt
172 NM
88 NM
64 NM
127 NM

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138 When calculating the fuel required to carry out a given flight, one must take into account:
1 - the wind
2 - foreseeable airborne delays
3 - other weather forecasts
4 - any foreseeable conditions which may delay landing
The combination which provides the correct statement is:
1, 2, 3, 4
2, 4
1, 2, 3
1, 3

Theme 33.6.1 Extraction of data Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
lic
lic
C
C
w m w om
w
w
w.
Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
139 "Integrated range" curves or tables are presented in the Aeroplane Operations Manuals.
Their purpose is
to determine the fuel consumption for a certain still air distance considering the
decreasing fuel flow with decreasing mass.
to determine the optimum speed considering the fuel cost as well as the time
related cost of the aeroplane.
to determine the still air distance for a wind components varying with altitude.
to determine the flight time for a certain leg under consideration of temperature
deviations.

Theme 33.6.1.3 Extraction of performance data Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
lic
lic
C
C
w m w om
w
w
w.
Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
140 033-068.htm
Planning an IFR-flight from Paris to London for the twin jet aeroplane.
Given: Estimated Landing Mass 49700 kg, FL 280, W/V 280°/40 kt, Average True Course
320°, Procedure for descent .74 M/250 KIAS
Determine the time from the top of descent to London (elevation 80 ft).
8 min
10 min
19 min
17 min

Theme 33.6.1.3 Extraction of performance data Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
lic
lic
C
C
w m w om
w
w
w.
Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
141 033-011.jpg
Given: brake release mass 57 500 kg
temperature ISA -10°C; head wind component 16 kt
initial FL 280
Find: still air distance (NAM) and ground distance (NM) for the climb
67 NAM; 71 NM
71 NAM;67 NM
59 NAM;62 NM
62 NAM; 59 NM

Theme 33.6.1.5 Completion of fuel plan Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
lic
lic
C
C
w m w om
w
w
w.
Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
142 033-117.htm
Knowing that:. Mass at brake release: 210 000 kg
. Selected cruise speed: 0.82 Mach
. Flight leg distance: 3 000 NM
. Cruise level: optimum
. Air conditioning: standard
. Anti-icing: OFF
. Temperature: ISA
. CG: 37
Assuming zero wind, the planned landing mass at destination will be:
171 300 kg
170 400 kg
176 100 kg
172 300 kg

Theme 33.6.1.5 Completion of fuel plan Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
lic
lic
C
C
w m w om
w
w
w.
Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
143 For a flight to an off-shore platform, an alternate aerodrome is compulsory, except if:
1 - flight duration does not exceed two hours

2 - during the period from two hours before to two hours after the estimated landing time,
the forecast conditions of ceiling and visibility are not less than one and a half times the
applicable minima
3 - the platform is available and no other flight either from or to the platform is expected
between the estimated time of departure and one half hour after the estimated landing time
The combination which regroups all of the correct statements is:
1-2
1-3
1-2-3
2-3

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
lic
lic
C
C
w m w om
w
w
w.
Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
144 Given:
True track 045
W/V 225/35
TAS 120 kt

Theme 33.7.1.2 Computation of crit. Point Reached points 0.00
PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
lic
lic
C
C
w m w om
w
w
w.
Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
145 Given:
GS Out 160 kt
GS Home 110 kt
176 NM
104 NM
152 NM
128 NM

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
lic
lic
C
C
w m w om
w
w
w.
Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
146 Given:
True track 020
W/V 180/30
TAS 130 kt
91 NM
75 NM
65 NM
59 NM

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
lic
lic
C
C
w m w om
w
w
w.
Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
147 Given:
Endurance: 2 h
TAS: 120 kt

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
lic
lic
C
C
w m w om
w
w
w.
Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
148 Given:
Endurance: 3,2 h
TAS: 90 kt

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
lic
lic
C
C
w m w om
w
w
w.
Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
149 Given:
Endurance: 5 h
True Track:170
W/V: 140/25
TAS: 125 kt
150 NM
302 NM
194 NM
30 NM

PD rm PD rm
Y Y
Y
Y
er
er
ABB
ABB
y
y
bu
bu
2.0
2.0
to
to
re
re
he
he
Licence: ATPLA
k
k
lic
lic
C
C
w m w om
w
w
w.
Date
A .c o
B B Y Y3 2/11/2013 w.
A B B Y Y.c
150 Given:
Endurance: 2,5 h
True Track: 035
W/V: 250/20
TAS: 105 kt
172 NM
64 NM
88 NM
127 NM


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F T ra n sf o F T ra n sf o

1 The centre of gravity of a body is that point

where the sum of the external forces is equal to zero.

which is always used as datum when computing moments.

Origin ID: 1 Maximum attainable 1.00

an increased risk of stalling due to a decrease in tailplane moment

a reduction in power required for a given speed.

an increase in longitudinal stability.

a reduced fuel consumption as a result of reduced drag.

Origin ID: 110 Maximum attainable 1.00

228.34 inches aft of datum

645.78 inches aft of datum

20.18 inches aft of datum

605.43 inches aft of datum

Origin ID: 86 Maximum attainable 1.00

835.5 inches is 3062 kg.

835.5 inches is 6752 kg.

421.5 inches is 2059 Lbs.

421.5 inches is 4541 kg.

Origin ID: 115 Maximum attainable 1.00

5 The maximum taxi (ramp) mass is governed by:

tyre speed and temperature limitations.

taxi distance to take - off point.

bearing strength of the taxiway pavement.

Origin ID: 119 Maximum attainable 1.00

6 Which of the following statements is correct?

The Maximum Landing Mass of an aeroplane is restricted by structural limitations,

Origin ID: 63 Maximum attainable 1.00

It will cause the cg to move aft.

It will cause the cg to move forward.

It will not affect the cg location.

Origin ID: 7 Maximum attainable 1.00

Origin ID: 108 Maximum attainable 1.00

9 The maximum zero-fuel mass:

Origin ID: 6 Maximum attainable 1.00

the operator is obliged to use the actual masses of each passenger

Origin ID: 191 Maximum attainable 1.00

11 Given the following:

Origin ID: 5 Maximum attainable 1.00

120 900 kg.

120 300 kg.

121 300 kg.

146 000 kg.

Origin ID: 10 Maximum attainable 1.00

MTOM = ZFM + maximum full tank fuel mass

Reserve Fuel = TOM - Trip Fuel

MZFM = Traffic load + DOM

LM = TOM - Trip Fuel

Origin ID: 60 Maximum attainable 1.00

14 A jet transport has the following structural limits:

Origin ID: 148 Maximum attainable 1.00

Origin ID: 157 Maximum attainable 1.00

Origin ID: 225 Maximum attainable 1.00

Origin ID: 290 Maximum attainable 1.00

Origin ID: 298 Maximum attainable 1.00

a high threshold speed and possible undercarriage or other structural failure.

a high threshold speed and a shorter stop distance.

a landing further along the runway than normal.

Origin ID: 162 Maximum attainable 1.00