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# Question 1:

## An aircraft is flying at MACH 0.84 at FL 330. The static air temperature

is -48°C and the headwind component 52 Kt. At 1338 UTC the controller
requests the pilot to cross the meridian of 030W at 1500 UTC. Given the
distance to go is 570 NM, the reduced MACH required is:

A 0.80
B 0.72
C 0.78
D 0.76

## Explanation: From 15:00 to 13:38 = 1hr 22min = 82min (82/60=) 1.367hr

1. Groundspeed?
GS=Dist/Time = 570/1.367 = 417kt
2. TAS?
GS 417 and HWC 52kt = TAS 469kt
Now on the CRP-5 put -48 under mach number index (in Airspeed window),
put TAS (outer scale) and find the reduced mach nr. (inner scale) = 0.80

Question 2:
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 as :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:

A FL270
B FL330
C FL370
D FL290

## Explanation: FL 370 - M = 0.80 Ts = -60°C HWC = -15 kt.

Step 1 is to convert 0.80M to TAS … Wiz wheel I‟m afraid … back of the
thing - align temperature with Mach index ...
So, TAS = 455kts … 15 kt HW … 440kts G/S … and so on!!

Question 3:
A public transport aeroplane with reciprocating engines, the final
reserve should be:

## A fuel to fly for 45 minutes

B fuel to fly for 1 hour at holding speed
C fuel to fly for 30 minutes at holding speed
D fuel to fly for 2 hours

Explanation: NO

Question 4:
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:

## A 30 minutes holding 1,500 feet above aerodrome B

B 30 minutes holding 1,500 feet above aerodrome A
C 15 minutes holding 2,000 feet above aerodrome A
D 30 minutes holding 2,000 feet above aerodrome B

Explanation: NO

Question 5:
The Trip Fuel for a jet aeroplane to fly from the departure aerodrome to
the destination aerodrome is 5 350 kg. Fuel consumption in holding mode
is 6 000 kg/h. The quantity of fuel which is needed to carry out one go-
around and land on the alternate airfield is 4 380 kg. The destination
aerodrome has a single runway. What is the minimum quantity of fuel which
should be on board at take-off?

A 13 230 kg
B 14 730 kg
C 11 730 kg
D 13 000 kg

## Explanation: Fuel required:

- 5350 kg trip fuel
- 4380 kg go-around and landing at alternate fuel
- 3000 kg final reserve fuel (remember turbojet aircraft at an alternate
must final reserve fuel to hold for 30 minutes at 1500 ft)
- Contingency … the greater of (5% of trip) and (5 mins holding at 1500
ft)
(5% x 5350) = 267 kg, (5 mins holding = (6000 x 5/60) = 500 kg
Fuel required = TRIP + CONTINGENCY + ALTERNATE + FINAL RESERVE
This gives: 5350 + 500 + 4380 + 3000 = 13 230 kg

Question 6:
For turbojet engine driven aeroplane, given:Taxi fuel - 600kg Fuel flow
for cruise - 10 000 kg/h Fuel flow for holding - 8 000 kg/h Alternate
fuel - 10 200 kg Planned flight time to destination - 6 h Forecast
visibility at destination - 2000 m The minimum ramp fuel required is:

A 77 800 kg
B 79 200 kg
C 80 500 kg
D 76 100 kg

## Explanation: Trip fuel is 6hrs @10000kg/hr = 60,000

contingency is 5% of that = 3,000
Taxi = 600
Alternate Fuel = 10,200
Holding Fuel (30 min) = 4,000
Total = 77,800
Remember they asked for Ramp fuel. Should they ask for takeoff fuel
remember to deduct the taxi fuel.

Question 7:
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:

A 30
B 10
C 15
D 45

Explanation: NO

Question 8:
A repetitive flight plan (RPL) is filed for a scheduled flight: Paris-
Orly to Angouleme, Paris Orly as alternate. Following heavy snow falls,
Angouleme airport will be closed at the expected time of arrival. The
airline decides before departure to plan a re-routing of that flight to
Limoges.

A The RPL must be cancelled for that day and a specific flight plan has
to be filed.
B The airline's "Operations " Department has to transmit a change in the
RPL at the ATC office, at least half an hour before the planned time of
departure.
C The pilot-in-command must advise ATC of his intention to divert to
Limoges at least 15 minutes before the planned time of arrival.
D It is not possible to plan another destination and the flight has to be
simply cancelled that day (scheduled flight and not chartered).

Explanation: NO

Question 9:
From the options given below select those flights which require flight
plan notification: I - Any Public Transport flight. 2 - Any IFR flight 3
- Any flight which is to be carried out in regions which are designated
to ease the provision of the Alerting Service or the operations of Search
and Rescue. 4 - Any cross-border flights 5 - Any flight which involves
overflying water

A 2,4
B 1,2,3
C 3,4,5
D 1,5

## Explanation: .....an 'OPERATIONAL FLIGHT PLAN' is always required....an

ATS FLIGHT PLAN is required if you are expecting to use ATC services and
if you are going to cross international borders....otherwise the operator
must establish procedures to allow alerting of rescue services etc as
necessary.....so 2 & 4 are correct.

Question 10:
An aeroplane is flying at TAS 180 kt on a track of 090°. The W/V is 045°
/ 50kt. How far can the aeroplane fly out from its base and return in one
hour?

A 85 NM
B 176 NM
C 56 NM
D 88 NM

## Explanation: To find H and O use CRP5 or similar:

Centre dot on TAS, 180 kts, rotate to wind direction, 045°; come down
from centre dot for wind speed, 50 kts; mark end of wind vector at 130
kts.
Rotate to outbound track under heading index; note drift 14°Stbd; rotate
track to drift; note drift now 11°Stbd; rotate track to drift; note drift
still 11°Stbd. Required heading outbound will be 079° to track 090°;
groundspeed out, O = 141 kts
Rotate to homebound track under heading index; note drift 9°Port; rotate
track to drift; note drift now 11°Port; rotate track to drift; note drift
still 11°Port. Required heading homebound will be 281° to track 270°;
groundspeed home, H = 212 kts
Time to fly out = (1 x 212)/(141 + 212) = 0.6 hr at outbound groundspeed
= 85 nm

Question 11:
On an ATC flight plan you are required to indicate in the box marked
"speed" the planned speed for the first part of the cruise or for the
entire cruise. This speed is:

## A The true airspeed

B The equivalent airspeed
C The estimated ground speed
D The indicated airspeed

Explanation: NO

Question 12:
For a distance of 1860 NM between Q and R, a ground speed "out" of 385
kt, a ground speed "back" of 465 kt and an endurance of 8 HR (excluding
reserves) the distance from Q to the point of safe return (PSR) is:

A 1685 NM
B 1865 NM
C 930 NM
D 1532 NM
Explanation: Time to PSR = E x H Where E = 8 hrs, H = 465 kts, O = 385
kts
(O + H)

## = 8 x 465 = 4.38 hrs at 385 kts = 1,685 nm

(385 + 465)

Question 13:
Two points A and B are 1000 NM apart. TAS = 490 kt. On the flight between
A and B the equivalent headwind is -20 kt. On the return leg between B
and A, the equivalent tailwind is +40 kt. What distance from A, along the
route A to B, is the the Point of Equal Time (PET)?

A 530 NM
B 470 NM
C 500 NM
D 455 NM

## Explanation: Outbound: TAS = 490kts, wind component -20kts, groundspeed =

470kts
Home: TAS = 490kts, wind component +40kts, groundspeed = 530kts
Distance to PET = (D x H)/(O +H) = 1000 x 530/1000 = 530nm

Question 14:
Given: AD = Air distance, GD = Ground distance, TAS = True Airspeed GS =
Groundspeed. Which of the following is the correct formula to calculate
ground distance (GD) gone?

A GD = (AD X GS)/TAS
B GD = AD X (GS -TAS)/GS
C GD = TAS/(GS X AD)
D GD = (AD - TAS)/TAS

## Explanation: Distance = Speed x Time and Time = Distance/Speed. Time =

Question 15:
During a flight at night a position has to be reported to ATC. The
aeroplane is at a distance of 750 NM from the ground station and at
flight level 350. The frequency to be used is:

A 5649 kHz.
B 11336 kHz.
C 123.9 MHz.
D 17286 kHz.

Explanation: The line of sight range from FL350 is about 235NM so you're
not going to be able to use VHF. This suggests you use HF. The 'at night'
bit is trying to suggest you should use lower HF frequency rather than a
higher one.
Typical night time frequencies over the North Atlantic are around 3MHz,
that's to say 3000KHz, and daytime frequencies are in the 9MHz to 11MHz
range.
The best answer seems to be 5649Khz or 5.649MHz, if only because it‟s the
lowest one given.

Question 16:
An aeroplane has the following masses: ESTLWT= 50 000 kg, Trip fuel= 4
300 kg, Contingency fuel= 215 kg, Alternate fuel (final reserve
included)= 2 100kg, Taxi= 500 kg, Block fuel= 7 115 kg. Before departure
the captain orders to make the block fuel 9 000 kg. The trip fuel in the

A 4 300 kg.
B 6 400 kg.
C 9 000 kg.
D 6 185 kg.

## Explanation: Fuel loaded would be a minimum of: TAXY + TRIP + CONTINGENCY

+ ALTERNATE + FINAL RESERVE TRIP FUEL is 'departure aerodrome' to
'destination aerodrome', runway to runway.

Question 17:
According to the chart the minimum obstruction clearance altitude (MOCA)
is 8500 ft. The meteorological data gives an outside air temperature of -
20°C at FL 85. The QNH, given by a met. station at an elevation of
4000ft, is 1003 hPa. What is the minimum pressure altitude which should
be flown according to the given MOCA?

A 8800 ft.
B 12800 ft.
C 8200 ft.
D 8500 ft.

Explanation: There are a couple of these in the Exam system …. this one
only requires a temperature correction …. MOCA 8500ft is QNH …
Temperature correction …. 4% per 10º deviation from ISA ISA at FL85 = -2º
C, so temperature condition is „ISA-18 ºC‟ Correction 7.2% from 8500ft to
DATUM (4000ft). Datum in this instance is our met station at 4000ft 7.2%
x 4500 = 324ft Is it plus or minus 324ft … high to low careful go … temp
is low …. +324ft Answer 8824ft. So - actual answer we will take 8800ft
..... the closest .... which you could argue is a little inconsistent,
but never mind!!!

Question 18:
During an IFR flight in a Beech Bonanza the fuel indicators show that the
remaining amount of fuel is 100 lbs after 38 minutes. Fuel at take off is
160lbs. For the alternate fuel, 30 lbs is necessary. The planned fuel for
taxi is 13 lbs. Final reserve fuel is estimated at 50 lbs. If the fuel
flow remains the same, how many minutes can be flown to the destination
with the remaining fuel?

A 12 minutes.
B 63 minutes.
C 4 minutes.
D 44 minutes.

Explanation: After 38mins you have used 60lbs of fuel … fuel flow = 60/38
= 1.579 lb/min
When you arrive at your destination, you must have ALTERNATE and FINAL
RESERVE fuel (80 lbs) … so, with 100lbs in your tank you have 20lb
„available‟ Time = 20/1.579 = 12 mins

Question 19:
During an IFR flight TAS and time appear to deviate from the data in the
ATC flight plan. The minimum deviations, that should be reported to ATC
in order to conform to PANS-RAC, are:

## A TAS 5% and time 3 minutes.

B TAS 10 kt and time 2 minutes.
C TAS 3% and time 3 minutes.
D TAS 5 kt and time 5 minutes.

Explanation: JEPP Manual Air Traffic Control Section page 438, ITEM 15
(3) Change of Speed or Level gives a clue – 5% TAS….3 minutes is also a
requirement.

Question 20:
A "current flight plan" is a:

## A filed flight plan with amendments and clearance included.

B filed flight plan.
C flight plan in the course of which radio communication should be
practised between aeroplane and ATC.
D flight plan with the correct time of departure.

Explanation: PANS RAC 4444 states: The current flight plan is “The Flight
Plan, including any changes, if any, brought about by subsequent
clearances.”

Question 21:
Which of the following statements regarding filing a ATC flight plan is
correct?

A In case of ATFM (Air Traffic Flow Management) the flight plan should be
filed at least three hours in advance of the EOBT.
B Any flight plan should be filed at least 10 minutes before departure.
C A flying college can file repetitive flight plan for VFR flights.
D A flight plan should be filed when a national FIR boundary will be
crossed.
Explanation: NO

Question 22:
An aeroplane is on an IFR flight. The flight is to be changed from IFR to
VFR. Is it possible?

A Yes, the pilot in command must inform ATC using the phrase "cancelling
my IFR flight".
B No, you have to remain IFR in accordance to the filed flight plan.
C Yes, but only with permission from ATC.
D No, only ATC can order you to do this.

Explanation: NO

Question 23:
You have a flight plan IFR from Amsterdam to London. In the flight plan
it is noted that you will deviate from the ATS route passing the FIR
boundary Amsterdam/London. The airway clearance reads: Cleared to London
via flight planned route. Which of the following statements is correct?

## A The route according to the flight plan is accepted.

B It is not allowed to file such a flight plan.
C The filed deviation is not accepted.
D You will get a separate clearance for the deviation.

Explanation: NO

Question 24:
Mark the correct statement: If a decision point procedure is applied for
flight planning,

## A the trip fuel to the destination aerodrome is to be calculated via the

decision point.
B the fuel calculation is based on a contingency fuel from departure
aerodrome to the decision point.
C the trip fuel to the destination aerodrome is to be calculated via the
suitable enroute alternate.
D a destination alternate is not required.

Explanation: NO

Question 25:
An operator shall ensure that calculation of usable fuel for an IFR-
flight with a turbojet aeroplane for which no destination alternate is
required includes, taxi fuel, trip fuel, contingency fuel and fuel to fly
for:

## A 45 minutes at holding speed at 450 m above aerodrome elevation in

standard conditions
B 45 minutes at holding speed at 450 m above MSL in standard conditions
C 45 minutes plus 15% of the flight time planned to be spent at cruising
level or two hours whichever is less
D 2 hours at normal cruise consumption

Explanation: Because you are going without an alternate ... you must take
some ADDITIONAL FUEL ... which is 15 min holding at 1500 ft ...
In other words ... fuel loaded must be:
TAXY + TRIP + CONT + FINAL RESERVE + ADDITIONAL FUEL
Final reserve for a jet ... 30 min holding at 1500 ft
Additional fuel ............. 15 min holding at 1500 ft ...

Question 26:
VFR flights shall not be flown over the congested areas of cities at a
height less than

A 1000 ft above the highest obstacle within a radius of 600 m from the
aircraft.
B the highest obstacle.
C 2000 ft above the highest obstacle within a radius of 600 ft from the
aircraft.
D 500 ft above the highest obstacle.

## Explanation: 1000ft – an ICAO regulation, see Air Law

Question 27:
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

A 6300 ft.
B 6000 ft.
C 7800 ft.
D 6600 ft.

## 1) Blue line at bottom representing 1023hPa pressure level.

2) Hill on top the dotted line, a little mark on top of hill representing
airfield.
3) Red line part way up the hill representing 1013hPa pressure level.
4) Red Line somewhere well above the hill representing 7500 feet.
Ok, now for the calculations - distance between bottom of hill (1023
level) and top is 1500ft (draw an arrow representing this).
Distance (height) between 1013 pressure level and FL75 is 7500ft.
Height difference between 1023 and 1013 pressure levels is 300feet.
Therefore, you can infer that top of hill is 1200ft above 1013 level.
Final step - height of FL75 above top of hill should be fairly clear from
the diagram - 6300feet.
As temperatures are ISA no correction is needed, so that should be the
Question 28:
The required time for final reserve fuel for turbojet aeroplane is:

A 30 min.
B 45 min.
C Variable with wind velocity.
D 60 min.

Explanation: NO

Question 29:
Given: Dry Operating Mass = 33000 kg Traffic Load= 8110 kg Final Reserve
Fuel= 983 kg Alternate Fuel= 1100 kg Contingency Fuel 102 kg The
estimated landing mass at alternate should be:

A 42195 kg.
B 41110 kg.
C 42210 kg.
D 42312 kg.

DOM + TL + FUEL (fuel will be CONTINGENCY + FINAL RESERVE)
33 000 + 8 110 + (102 + 983) = 42 195 kgs

Question 30:
Given: Dry Operating Mass = 33510 kg Traffic Load= 7600 kg Final Reserve
Fuel= 983 kg Alternate Fuel= 1100 kg Contingency Fuel 102 kg The
estimated landing mass at alternate should be:

A 42195 kg.
B 42210 kg.
C 42312 kg.
D 42093 kg.

## Explanation: The question asks the landing mass at the alternate.

It gives all the elements of the fuel load.
The answer marked as correct assumes you arrive at your alternate with
both reserve fuel and contingency on board but we think this is wrong.
We would assume you had used any 'spare' fuel such as unburnt contingency
shooting approaches before you made the decision to divert and you would
therefore arrive with only reserve fuel on board.
There is no answer that matches this reasoning, but the closest answer is
the one marked as correct.

Question 31:
Given: Dry Operating Mass = 33510 kg Traffic Load= 7600 kg Trip Fuel =
2040 kg Final Reserve Fuel= 983 kg Alternate Fuel= 1100 kg Contingency
Fuel= 5% of Trip Fuel Which of the listed estimated masses is correct?

## A Estimated landing mass at destination= 43295 kg.

B Estimated landing mass at destination= 43193 kg.
C Estimated take-off mass= 43295 kg.
D Estimated take-off mass= 45233 kg.

## Explanation: Dry Operating Mass = 33510 kg

+
+
Final Reserve Fuel= 983 kg
+
Alternate Fuel= 1100 kg
+
Contingency Fuel= 102kg
= 43295kg's

Question 32:
The quantity of fuel which is calculated to be necessary for a jet
aeroplane to fly IFR from departure aerodrome to the destination
aerodrome is 5352 kg. Fuel consumption in holding mode is 6 000 kg/h.
Alternate fuel is 4380 kg. Contingency should be 5% of trip fuel. What is
the minimum required quantity of fuel which should be on board at take-
off?

A 13000 kg.
B 14500 kg.
C 13220 kg.
D 13370 kg.

## Explanation: T/O FUEL = TRIP + CONTINGENCY + ALTERNATE + FINAL RESERVE

CONTINGENCY = 5% of TRIP = (5/100) x 5352 = 268 kg
FINAL RESERVE (JET) = 30 mins holding at 1500ft above the airfield = 3000
kg
T/O FUEL = 5352 + 268 + 4380 + 3000 = 13000 kg

Question 33:
The following fuel consumption figures are given for a jet aeroplane: -
standard taxi fuel: 600 kg. -average cruise consumption: 10 000 kg/h. -
holding fuel consumption at 1500 ft above alternate airfield elevation:
8000 kg/h. -flight time from departure to destination: 6 hours -fuel for
diversion to alternate: 10 200 kg. The minimum ramp fuel load is:

A 77 800 kg
B 77 200 kg
C 79 800 kg
D 74 800 kg

## Explanation: Ramp fuel will be:

Taxy + Trip + Contingency + Alternate + Final Reserve
Calculate contingency as 5% of Trip unless told otherwise,
Calculate final reserve (for a jet) as 30 mins holding at 1500ft above
destination alternate.
This gives: Holding fuel should be sufficient for 30 minutes, therefore
take half the figure provided in the question (4000kg).
Contingency fuel should amount to 5% of the cruise fuel required (i.e. 5%
of 60000kg = 3000kg)
Thus, adding everything together you have:
600 + (6*10000) + 4000 + 10200 + 3000 = 77800kg

Question 34:
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
fuel of:

A 8120 kg.
B 7380 kg.
C 3500 kg.
D 1845 kg.

## Explanation: For isolated airfields, you need 2 hours worth of fuel at

cruising consumption, hence: 2 x 4060 = 8120kg

Question 35:
A jet aeroplane is to fly from A to B. The minimum final reserve fuel
must allow for:

## A 30 minutes hold at 1500 ft above destination aerodrome elevation, when

no alternate is required.
B 30 minutes hold at 1500 ft above mean sea level.
C 15 minutes hold at 1500 ft above destination aerodrome elevation.
D 20 minutes hold over alternate airfield.

requirement .... 30 mins holding at 1500ft above the airfield ..... and
if you are holding an alternate ... 1500ft above the alternate airfield.

Question 36:
At reference or see Flight Planning Manual MEP1 Figure 3.1. A flight is
to be made from one airport (elevation 3000 ft) to another in a multi
engine piston aireroplane (MEP1). The cruising level will be FL 110. The
temperature at FL 110 is ISA - 10° C. The temperature at the departure
aerodrome is -1° C. Calculate the fuel to climb with mixture rich.
333301.gif

A 6 US gallon
B 12 US gallon
C 3 US gallon
D 9 US gallon

## Explanation: CAP 697 FIG 3.1

Enter chart the first time at TOC OAT (FL110, ISA=-7ºC, so ISA -10ºC = -
17ºC),
Then enter a second time to correct for Airfield elevation (OAT -1ºC)
Base scale left side -17ºC, vertically up to 11000ft, across to the fuel
line, read the scale = 9.5 US gall
Base scale left side -1ºC, vertically up to 3000ft, across to the fuel
line, read the scale = 3 US gall
Fuel for climb Airfield (3000ft) to 11000ft = (9.5 - 3) = 6.5 US gall

Question 37:
At reference or see Flight Planning Manual MEP1 Figure 3.6. A flight is
to be made to an airport, pressure altitude 3000 ft, in a multi engine
piston aireroplane (MEP1). The forecast OAT for the airport is -1° C. The
cruising level will be FL 110, where OAT is -10° C. Calculate the still
air descent distance for: 145 KIAS, Rate of descent 1000 ft/min. Gears
and flaps up
333302.gif

A 20 NM
B 29 NM
C 25 NM
D 36 NM

Explanation: NO

Question 38:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.3.1) Given:
long range cruise: temp. -63° C at FL 330, initial gross mass enroute 54
100 kg; leg flight time 29 min.Find: fuel consumption for this leg
333305.gif

A 1 100 kg
B 1 020 kg
C 1 680 kg
D 1 200 kg

## Explanation: 1. TAS= 433-12=421kts (corrected for ISA-12º)

2. NAM = TAS x time = 421 x (29/60) = 203 NAM
3. From the table,
Start mass = 54100kg corresponds to 3929 NAM .... (3929 - 203) = 3726NAM
3726 NAM corresponds to mass 53000kg (end mass)
Fuel = (Start mass - end mass) = 1100kg
ISA -12º, so -0.7% x 1100 = -8kg, Fuel required 1092kg.

Question 39:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.3.1. Given:
flight time from top of climb to the enroute point in FL280 is 48 min.
Cruise procedure is long range cruise (LRC).Temp. ISA -5° C. Take-off
mass 56 000 kg. Climb fuel 1 100 kg. Find: distance in nautical air miles
(NAM) for this leg and fuel consumption:
339572.gif
A 345 NAM; 2000 kg
B 437 NAM; 2100 kg
C 345 NAM; 2100 kg
D 350 NAM; 2000 kg

## Explanation: This is a 3-step question

step1. 56000-1100 54900kg = TAS 437kt -5degrees =TAS 432kt
step2. No distance given so NAM = TAS*TIME:60 = 346NAM
step3. From the table
Startmass -----> Range
54900 -----> 3736 (subtract NAM 346) = 3390
3390 on the table gives around 52900 (interpolate) = Endmass
Startmass-Endmass = 54900-52900= 2000kg
Answer varies, depends how accurate you interpolate!
so: 3390 look this up on the table, then closest you will find is 3395 ,
so now (interpolate) to get around 52900
so: 2030 (or my answer 2000) comes from subtracting Endmass from
Startmass!! You have to apply the ISA -5 , so is -0.3% , but this won't

Question 40:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.1. Given:
estimated take-off mass 57 500 kg; initial cruise FL 280; average
temperature during climb ISA -10°C; average head wind component 18 kt.
Find: climb time
339573.gif

A 13 min
B 15 min
C 14 min
D 11 min

## Explanation: MRJT Climb.......straight forward extraction of data from

the table:
ISA -10....CAP697 page 41.
FL280 row.....58000kg column.....13 minutes (no need to interpolate for
57500kg....makes no difference)
The distance you get from the table is NAM. If you want to find the
ground distance you apply the formula given on the previous page ...
NGM = NAM x (GS/TAS) (simply plug in the TABULATED figures)
What you can't do is apply the 'distance = speed x time' formula to the
tabulated data ... this is because this data includes actual take-off ...
that initial acceleration down the runway, and this distorts the data.
Page numbers - the exam system is now working with CAP697 Second Edition
- if you signed up recently, this is the version you will have - however,
quite a few are working with the original version (seems to be about 50-
50 at the moment on the brush up course). Page numbers reflect the
original ..... just use the TABLE or FIG references .... this is what you
will get in the exam anyway!

Question 41:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.1. 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
339573.gif

A 62 NAM, 59 NM
B 71 NAM, 67 NM
C 67 NAM, 71 NM
D 59 NAM, 62 NM

Explanation: MRJT Climb tables ... CAP 697 FIG 4.5.1 (ISA -10⁰C) page 19
FL 280 ... 57500 kg ... interpolate between TOM
56000 kg ... 59 NAM
58000 kg ... 63 NAM
57500 kg ... 62 NAM
Ground distance ... use tabulated data and formula (CAP697 page 18, para
5.2d)
NGM = NAM x ( GS / TAS) = 62 x ( 338 / 354 ) = 59 NGM

Question 42:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.1. Given :
mass at brake release 57 500 kg; temperature ISA -10°C; average head wind
component 16 kt. initial cruise FL 280. Find: climb fuel
339573.gif

A 1138 kg
B 1387 kg
C 1040 kg
D 1238 kg

Explanation: NO

Question 43:
Given: true course (TC) 017; W/V 340/30; TAS 420 kt Find: wind correction
angle (WCA) and ground speed (GS)

## A WCA -2° ; GS 396 kt

B WCA +2° ; GS 396 kt
C WCA +2° ; GS 416 kt
D WCA -2° ; GS 426 kt

Explanation: NO

Question 44:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.3.1. Given
:FL 330; long range cruise; OAT -63°C; gross mass 50 500 kg. Find: true
airspeed (TAS)
333305.gif

A 420 kt
B 418 kt
C 431 kt
D 433 kt

Explanation: From the CAP .... TAS at 50 500kg is 433kts ..... ISA at
FL330 is -50.5, hence at OAT -63°C, temperature condition is 'ISA -
12.5°C', applying the correction (1kt per °C) TAS is 420.5kts.

Question 45:
Route Manual chart E(HI)4 CAA-Edition. An aeroplane has to fly from
Abbeville (50°08.1'N 001°51.3'E) to Biggin (51°19.8'N 00°00.2'E). At
Biggin you can find : 141°. This is :

## A The magnetic course from Biggin to Abbeville.

B The radial, referenced to true north, of Biggin to fly inbound.
C The magnetic course to fly inbound to Biggin.
D The average true course of the great circle from Biggin to Abbeville.

Explanation: This is a Chart number issue - there are two E(HI)4 charts
in your manual - and you must be careful about which one you use. The
question refers you to the E(HI)4 CAA Edition - this is the E(HI) 4/5 -
if you look at the front cover of this one you will see 'CAA FOR CPL/ATPL
EXAMINATIONS'.
The two E(HI)4 charts .... the 3/4 version and the CAA Edition (4/5)
version are quite different in places - even the nav aids are different
in some places. SO, make sure you select the correct chart - so far as I
know, all the E(HI)4 chart questions refer to the CAA Edition version.

Question 46:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.3.1. Given:
long range cruise; outside air temperature (OAT) -45 ° C in FL 350; mass
at the beginning of the leg 40 000 kg; mass at the end of the leg 39 000
kg. Find: true airspeed (TAS) at the end of the leg and the distance
(NAM).
339562.gif

## A TAS 431 kt; 227 NAM

B TAS 423 kt; 936 NAM
C TAS 423 kt; 227 NAM
D TAS 431 kt; 1163 NAM

Explanation: NO

Question 47:
Given: Maximum allowable take-off mass 64 400 kg; maximum landing mass
56200 kg; maximum zero fuel mass 53 000 kg; dry operating mass 35 500 kg;
estimated load 14 500 kg; estimated trip fuel 4 900 kg; minimum take-off

A 3 000 kg
B 4 000 kg
C 7 000 kg
D 5 600 kg

## Explanation: Maximum allowable take-off mass 64 400 kg; maximum landing

mass 56200 kg; maximum zero fuel mass 53 000 kg; dry operating mass 35
500 kg; estimated load 14 500 kg; estimated trip fuel 4 900 kg; minimum
This is a mass and balance question … there are 3 mass limits you must
consider – MTOM, MZFM, MLM – and each time you go flying, one of these
will be „critical‟ in terms of maximum traffic load. So work out the
maximum traffic load for each of these limits:
We know that at any time AIRCRAFT MASS = DOM + TL + FUEL …. We use this
At T/O … Max TL = MTOM – DOM – FUEL = 64 400 – 35 500 – 7 400 = 21 500 kg
ZFM … Max TL = MZFM – DOM = 53 000 – 35 500 = 17 500 kg
On landing … Max TL = MLM – DOM – FUEL = 56 200 – 35 500 – 2500 = 18 200
kg
SO, the actual LIMIT comes from the ZFM calculation …. 17 500 kg … 3000kg
more than our estimated TL (14 500kg)

Question 48:
See Flight Planning Manual MRJT 1 Figures 4.1, 4.2 and 4.5.3.2. Given:
estimated take-off mass 57 000 kg; still air distance 150 NAM; outside
air temperature (OAT) ISA -10C; cruise at 0.74 Mach. Find : cruise
altitude and expected true airspeed
60-0234.gif

## A 25 000 ft; 435 kt

B 25 000 ft; 445 kt
C 22 000 ft; 441 kt
D 22 000 ft; 451 kt

Explanation: The question you are looking at is good .... refer to FIG
4.2 ... Short Distance Cruise Altitude - enter at 150nm, up to the 'ISA
+10C and below' curve, across to the REF LINE (make a pencil mark),
scale. I get a fraction over 25000ft.
Now FIG 4.5.3.2 .... 25000ft .... CAP 697 S4 P41 ... TAS 445 kts ....
apply TEMP correction NOTE 2 (B) .... ISA-10, -10kts, so TAS 435kts.

Question 49:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.1.B. Given:
estimated zero fuel mass 50 t; estimated landing mass at alternate 52 t;
final reserve fuel 2 t; alternate fuel 1 t; flight to destination,
distance 720 NM, true course (TC) 030, W/V 340/30; cruise: long range FL
330, outside air temperature -30 ° C. Find: estimated trip fuel and time
with simplified flight planning
333321.gif

A 4 800 kg; 01 : 45
B 4 600 kg; 02 : 05
C 4 400 kg; 02 : 05
D 4 750 kg; 02 : 00
Explanation: NO

Question 50:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.6. Given:
estimated dry operation mass 35 500 kg; estimated load 14 500 kg; final
reserve fuel 1200 kg; distance to alternate 95 NM; average true track
219°; head wind component 10 kt Find : fuel and time to alternate.
333322.gif

## A 1 100 kg; 25 min

B 800 kg; 24 min
C 800 kg; 40 min
D 1 100 kg; 44 min

Explanation: The correct time is 24/25 mins, for the fuel used we get
just over 1000kgs so the best answer is 1100kg; 25 mins.
With the time to alternate scale it‟s given as a decimal: 0.4 hr = 24
mins

Question 51:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.3C. Given:
ground distance to destination aerodrome 1 600 NM; headwind component 50
kt; FL 330; cruise 0.78 Mach; ISA + 20 ° C; estimated landing weight
55000 kg . Find: simplified flight planning to determine estimated trip
fuel and trip time.
333323.gif

## A 12 400 kg. 03h 55 min

B 12 400 kg. 04h 12 min
C 11 400 kg. 04h 12 min
D 11 400 kg. 03h 55 min

Explanation: NO

Question 52:
At reference or see Flight Planning Manual MEP 1 Figure 3.2. A flight is
to be made in a multi engine piston aeroplane (MEP1). The cruising level
will be 11000ft. The outside air temperature at FL is -15 ° C. The usable
fuel is 123 US gallons. The power is set to economic cruise. Find the
range in NM with 45 min reserve fuel at 45 % power.
333327.gif

A 752 NM
B 610 NM
C 602 NM
D 852 NM

Explanation: If you look at the MEP range chart there are 2 sets of
curves...range WITH 45min reserve at 45% power and range with no reserve.
For this question you are required to find the range with reserve (left
hand set of curves) at economic cruise...and here's the gotcha...look at
the top right of the graph, they attach names to the % power settings:
75% high speed
65% economy
45% long range
So, you need to enter the chart at 11000ft....across to the 65% power
curve....range 760NAM...now correct for temperature (-8nm) and you get

Question 53:
Unless otherwise shown on charts for standard instrument departure the
routes are given with:

A magnetic course
D true course

Explanation: NO

Question 54:
A descent is planned from 7500 ft AMSL so as to arrive at 1000 ft AMSL 6
NM from a VORTAC. With a GS of 156 kts and a rate of descent of 800
ft/min. The distance from the VORTAC when descent is started is:

A 27,1 NM
B 30,2 NM
C 11,7 NM
D 15,0 NM

## Explanation: Descent is planned from 7500 ft AMSL so as to arrive at 1000

ft AMSL 6 NM from a VORTAC.
With a GS of 156 kts and a rate of descent of 800 ft/min. The distance
from the VORTAC when descent is started is:
You must descend 6500ft (7500ft to 1000ft) at 800ft/min … so in terms of
TIME, it will take: 6500/800 = 8.125 mins
Your G/S is 156kts … distance travelled = 156 x 8.125/60 = 21.1nm
So you must start the descent 21.1 + 6 = 27.1nm from the VORTAC

Question 55:
Flight planning chart for an aeroplane, states that the time to reach FL
190 at a given gross mass is 22 minutes and the distance travelled is 66
NM (no wind). What will be the distance travelled with a average head
wind component of 35 kt?

A 53 NM
B 79 NM
C 85 NM
D 61 NM
Explanation: Another way of doing this .... if you sit in a 35kt wind for
22 minutes you will get 'blown' 13nm .... (35 x 22/60)
It‟s a head wind, so you get blown 13nm 'back'. (66 - 13)= 53nm

Question 56:
You are flying a constant compass heading of 252°. Variation is 22°E,
deviation is 3°W and your INS is showing a drift of 9° right. True track
is ?

A 280°
B 262°
C 242°
D 224°

Explanation: NO

Question 57:
The purpose of the decision point procedure is:

## A to reduce the minimum required fuel and therefore be able to increase

B to increase the amount of extra fuel.
C to reduce the landing weight and thus reduce the structural stress on
the aircraft.
D to increase the safety of the flight.

## Explanation: The Decision Point procedure allows a substantial reduction

Question 58:
When using decision point procedure, you reduce the

## A contingency fuel by adding contingency only from the burnoff between

decision point and destination.
B contingency fuel by adding contingency only from the burnoff between
the decision airport and destination.
C holding fuel by 30%.
D reserve fuel from 10% down to 5%.

Explanation: NO

Question 59:
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 Point of
Equal Time (PET) is reached at:

A 1213 UTC
B 1203 UTC
C 1233 UTC
D 1221 UTC

## Explanation: PET calculations answer the question 'would it be quicker to

continue or turn around and go back?' This knowledge may be needed in
case of an aeroplane emergency (fire, engine failure etc) or even a
passenger emergency/illness. For PET calculations the formula always used
is:
Distance to PET = (D x H) / (O + H)
The PSR calculation answers the question: 'does the plane have enough
fuel to return home?‟ This will be part of the planning process if you
are flying in to an isolated airfield. For PSR calculations the only
formula you use is:
Time to PSR = (E x H) / (O + H)

Question 60:
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)

A 203 NM
B 183 NM
C 167 NM
D 147 NM

Explanation: NO

Question 61:
Route Manual chart SID PARIS Charles-De-Gaulle (20-3)) Planning a IFR
flight from Paris (Charles de Gaulle) to London (Heathrow). Find the
elevation of the departure aerodrome.
33074.gif

A 387 ft.
B 2 ft.
C 268 ft.
D 217 ft.

Explanation: NO

Question 62:
Route Manual chart STAR LONDON Heathrow (10-2)) Planning a IFR flight
from Paris (Charles de Gaulle) to London (Heathrow). Find the elevation
of the destination aerodrome.
33078.gif

A 80 ft.
B 177 ft.
C 100 ft.
D 77 ft.
Explanation: NO

Question 63:
At reference or see Flight Planning Manual MRJT 1 Figure 4.4. Planning a
flight from Paris Charles de Gaulle to London Heathrow for a twin - jet
aeroplane. Preplanning: Dry Operating Mass (DOM): 34 000 kg, Traffic
Load: 13 000 kg. The holding is planned at 1 500 ft above alternate
elevation. The alternate elevation is 256 ft. The holding is planned for
30 minutes with no reductions. Determine the Estimated Landing Mass at
alternate Manchester.
333324.gif

A 48 125 kg.
B 49 250 kg.
C 48 675 kg.
D 2 250 kg.

## Explanation: The wording of the question is just HORRENDOUS - almost

certain to confuse!!
If you look at the statement 'The holding is planned at 1 500 ft above
alternate elevation. The alternate elevation is 256 ft. The holding is
planned for 30 minutes with no reductions' this is FINAL RESERVE for a
jet .... you must land with FINAL RESERVE in your tanks.
It would be better if they just got rid of that statement from the
question!! (shame we don‟t write them…)
So, your landing mass at alternate = DOM + TL + Final reserve fuel
Go to FIG 4.4, approx holding mass 48000kg ... fuel flow 2280kg/hr, final
reserve (30mins) 1140kg Landing mass = 34000 + 13000 + 1140 = 48140 kg

Question 64:
Route Manual chart E(HI)4 CAA-Edition and Flight planning manual Figure
4.3.2A. Planning a flight from Paris Charles de Gaulle (N49 00.9 E002
36.9) to London Heathrow. (N51 29.2 W000 27.9) for a twin - jet
aeroplane. Preplanning: Powersetting: Mach= 0.74. Planned flight level FL
280. The Landing Mass in the fuel graph is 50 000 kg. The trip distance
used for calculation is 200 NM. The wind from Paris to London is 280°/40
kt. Find the estimated trip fuel.

A 1 740 kg.
B 1 450 kg.
C 1 550 kg.
D 1 900 kg.

Explanation: Just plot the points and measure the track … hence you can
come up with a wind component.

Question 65:
Given: 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 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):

A 51 515 kg.
B 55 765 kg.
C 52 265 kg.
D 51 425 kg.

Explanation: The age old problem with fuel calculations .... contingency.
Unfortunately there does not seem to be any consistency in the exam
questions ... so for this one ...
TOM = DOM + TL + FUEL
Contingency, as you say, the greater of 5% TRIP and 5 mins holding at
1500ft.
You are given FINAL RESERVE - but they do not tell you what kind of
aeroplane it is ... assuming it is a turbine engined aeroplane, 1225 kg
is 30 mins holding, so 5 mins holding would be 205 kg.
5% TRIP = 90 kg.
SO, there is uncertainty - do the calculation with both CONTINGENCY fuels
- see what turns up in the answers ...
5% cont ....... TOM = 34000 + 13000 + 1800 + 90 + 1400 + 1225 = 51515 kg
5 mins cont ... TOM = 34000 + 13000 + 1800 + 205 + 1400 + 1225 = 51630 kg
So... 51515 kg

Question 66:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.6. In order
to get alternate fuel and time, the twin -jet aeroplane operations manual
graph shall be entered with:
333322.gif

## A Distance (NM), wind component, landing mass at alternate.

B Distance (NM), wind component, Zero Fuel Mass.
C Flight time, wind component, landing mass at alternate.
D Still air distance, wind component, Zero Fuel Mass.

Explanation: NO

Question 67:
The navigation plan reads: Trip fuel: 100 kg Flight time: 1h35min Taxi
fuel: 3 kg Block fuel: 181 kg The endurance on the ICAO flight plan

A 2h 49min
B 2h 52min
C 2h 04min
D 1h 35min

## Explanation: T/O fuel 178kg

Trip fuel 100kg is worth flight time of 1hr 35mins, or 1.583hrs
So 178kgs ..... (178/100) x 1.583 = 2.818hrs .... 2hrs 49mins
Question 68:
Calculated reserve fuel: 30% of trip fuel Fuel in tank is minimum (no
extra fuel on board) Taxi fuel: 3 kg The endurance on the ICAO flight

A 3h34min
B 2h45min
C 3h38min
D 2h49min

## Explanation: 136kg divided by 165 mins flight time (2 hrs 45 mins) =

0,824 kg/min
30% of 136kg = 40,8kg reserve fuel.
40,8 / 0,824 = 49 mins.
2hrs 45 mins + 49 mins = 3 hrs 34 mins
Taxi fuel must be ignored because it has no influence on endurance. It's
been burned when taking off.
There seem to be several of these types of question around .... reserve
fuel is 30% of trip fuel .... you are given trip time .... so as this is
all the information they give you, simply increase trip time by 30% ...

Question 69:
For a planned flight the calculated fuel is as follows: Flight time:
2h42min The reserve fuel, at any time, should not be less than 30% of the
remaining trip fuel. Taxi fuel: 9 kg Block fuel: 136 kg How much fuel
should remain after 2 hours flight

## A 25 kg trip fuel and 8 kg reserve fuel.

B 23 kg trip fuel and 10 kg reserve fuel.
C 33 kg trip fuel and no reserve fuel.
D 33 kg trip fuel and 10 kg reserve fuel.

Explanation: You must take off with TRIP + RESERVE....and at T/O reserve
must equal 30% of trip, so in other words, you actually take off with
130% of trip fuel.
T/O fuel = 127 = 130/100 x TRIP
Therefore TRIP FUEL = 98 kg
After 2 hrs of a 2.7 hr sector, 0.7 hr remains
So the fraction of TRIP FUEL remaining is:
0.7/2.7 x 98 = 25 kg
Reserve needs to be 30% of REMAINING trip fuel
30/100 x 25 = 8 kg

Question 70:
Minimum planned take-off fuel is 160 kg (30% total reserve fuel is
included). Assume the groundspeed on this trip is constant. When the
aircraft has done half the distance the remaining fuel is 70 kg. Is
diversion to a nearby alternate necessary?

## A Diversion to a nearby alternate is necessary, because the remaining

fuel is not sufficient.
B Diversion to a nearby alternate is not necessary, because it is allowed
to calculate without reserve fuel.
C Diversion to a nearby alternate is necessary, unless the captain
decides to continue on his own responsibility.
D Diversion to a nearby alternate is not necessary, because the reserve
fuel has not been used completely.

Explanation: They try and catch us out with too much knowledge. Best way
to do this is the proper back of a fag packet no nonsense approach
(you'll like this):
T/O fuel = 160kg
1/2 way, remainder is 70kg. Therefore in half the trip, 90 has been used.
70 is not enough for the remainder.

Question 71:
At reference or see Flight Planning Manual MEP 1 Figure 3.3. A flight has
to be made with a multi engine piston aeroplane (MEP 1). For the fuel
calculations take 5 US gallons for the taxi, and an additional 13 minutes
at cruise condition to account for climb and descent. Calculated time
Calculated reserve fuel is 30% of the trip fuel. FL 100. Temperature -
5°C. Find the minimum block fuel.
334622.gif

A 47 US gallons.
B 470 US gallons.
C 37 US gallons.
D 60 US gallons.

## Explanation: The question states that 'RESERVE' should be 30% of trip

fuel – and it is assumed in this example that it means all of the
reserve:
'RESERVE' = (CONTINGENCY + ALTERNATE + FINAL RESERVE + ADDITIONAL FUEL)

Question 72:
At reference or see Flight Planning Manual MEP 1 Figure 3.3. A flight has
to be made with a multi engine piston aeroplane (MEP 1). For the fuel
calculations take 5 US gallons for the taxi, and an additional 13 minutes
at cruise condition to account for climb and descent. Calculated time
Calculated reserve fuel is 30% of the trip fuel. FL 120. Temperature 1°C.
Find the minimum block fuel.
334622.gif

A 91 US gallons.
B 86 US gallons.
C 76 US gallons.
D 118 US gallons.

## Explanation: The question states that 'RESERVE' should be 30% of trip

fuel – and it is assumed in this example that it means all of the
reserve:
'RESERVE' = (CONTINGENCY + ALTERNATE + FINAL RESERVE + ADDITIONAL FUEL)

Question 73:
At reference or see Flight Planning Manual SEP 1 Figure 2.5. Given: FL
75, Lean mixture, Full throttle, 2300 RPM. Take-off fuel: 444 lbs, Take-
off from MSL. Find: Endurance in hours and minutes.
334735.gif

A 05 hours 12 minutes
B 04 hours 42 minutes
C 05 hours 23 minutes
D 05 hours 20 minutes

## Explanation: The question asked for the time in

hours.....5.200hours....which is 5 hrs 12 mins.

Question 74:
At reference or see Flight Planning Manual SEP 1 Figure 2.1. 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.
339715.gif

## A 9 min. 3,3 USG

B 9 min. 2,7 USG
C 10 min. 3,6 USG
D 7 min. 2,6 USG

Explanation: For this question you take-off from an airfield at MSL - the
data they give you is the TOC stuff .... FL75 OAT +5°C .... the
temperature is 'OUTSIDE AIR TEMPERATURE', versus an ISA deviation ....
(ISA +...)
When you use this graph, enter the first time at your TOC OAT ... +5°C in
this instance .... IF you were taking off from an airfield that was NOT
at MSL, you would need to enter a second time to correct for that
elevation .... the second time you enter would be at AIRFIELD OAT,
working up to AIRFIELD ELEVATION .... etc

Question 75:
At reference or see Flight Planning Manual SEP 1 Figure 2.1. 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: Still air distance
(NAM) and ground distance (NM) using the graph "time, fuel, distance to
climb".
339715.gif

A 18 NAM. 15 NM.
B 18 NAM.13 NM.
C 14 NAM. 18 NM.
D 16 NAM.18 NM.
Explanation: To do this one you need to extract TIME and DISTANCE from
the graph on page 3 of the SEP section: Given OAT +5, FL75 ...... 9
minutes 18 NAM
Now, there is a 20kt HEADWIND .... if you are in a 20 kt wind for 9
minutes, you get 'blown':
20 x (9/60) = 3 nm ..... its a headwind, so -3nm .... 18 - 3 = 15
A NAM (Nautical Air Mile) distance is a Still Air distance (nil wind), a
Nautical Ground Mile (NGM) distance is the distance you cover over the
ground ....
Suppose your climb takes 50 NAM and 1 hour exactly .... in still air
conditions (nil wind) you will travel 50NGM. If the mean wind component
is '20kts HEAD WIND', the 'air' you are climbing in is moving backwards
over the ground at 20kts - in other words, you will travel (50-20)=30NGM.
If your climb takes 50 NAM and 30 minutes .... if the mean wind component
is '20kts HEAD WIND', the 'air' you are climbing in is moving backwards
over the ground at 20kts - you are in this 20 kt wind for ½ hour .... you
will get blown 10nms - in other words, you will travel (50-10)=40NGM.

Question 76:
"Integrated range" curves or tables are presented in the Aeroplane
Operations Manuals. Their purpose is

## A to determine the fuel consumption for a certain still air distance

considering the decreasing fuel flow with decreasing mass.
B to determine the optimum speed considering the fuel cost as well as the
time related cost of the aeroplane.
C to determine the flight time for a certain leg under consideration of
temperature deviations.
D to determine the still air distance for a wind components varying with
altitude.

Explanation: Integrated Range tables (CAP 697 pages 46…..) allow fuel
consumption for a given nautical air mile distance; the tables consider
decreasing aeroplane mass.

Question 77:
Knowing that: Mass at brake release: 210 000 kg Selected cruise speed:
0.82 Mach Air distance: 3 000 NM Cruise level: optimum Air conditioning:
standard Anti-icing: OFF Temperature: ISA CG: 37% Assuming zero wind, the
planned flight time from take-off to landing needed to complete this
flight will be:
33056.gif

A 400 minutes
B 394 minutes
C 389 minutes
D 383 minutes

## Explanation: NAM = 3000 NAM

From table 210 000 kg → 8019 NAM 1023 mins
(8019 – 3000) = 5019 NAM → 640 mins
Sector time 1023 – 640 = 383 mins
Icing/Pack flow/ISA - no correction
Climb correction +6 mins
Descent correction +11 mins
Sector time = 383 + 6 + 11 = 400 mins

Question 78:
Knowing that: . Mass at brake release: 190 000 kg . Selected cruise
speed: 0.82 Mach . Flight leg distance: 1 500 NM . Cruise level: optimum
. Air conditioning: standard . Anti-icing: OFF . Temperature: ISA . CG:
37% Assuming zero wind, the planned flight time from take-off to landing
needed to complete this flight will be:
33057.gif

A 209 minutes
B 198 minutes
C 192 minutes
D 203 minutes

## Explanation: NAM = 1500 NAM

From table 190 000 kg →6417 NAM 819 mins
(6417 – 1500) = 4917 NAM → 627 mins
Sector time 819 – 627 = 192 mins
Icing/Pack flow/ISA - no correction
Climb correction +6 mins
Descent correction +11 mins
Sector time = 192 + 6 + 11 = 209 mins

Question 79:
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:
33056.gif

A 171 300 kg
B 176 100 kg
C 170 400 kg
D 172 300 kg

## Explanation: NAM = 3000 NAM

From table 210 000 kg → 8019 NAM
(8019 – 3000) = 5019 NAM → 174 200 kg
Icing/Pack flow/ISA - no correction
Climb correction (-2900 kg)
Descent correction (-100kg)
Landing mass (174 200 – 2900 – 100) = 171 200 kg
The closest of the available answers is 171 300 kg

Question 80:
At reference or see Flight Planning Manual SEP 1 Figure 2.2 Table 2.2.3.
Using the Power Setting Table, for the single engine aeroplane, determine
the manifold pressure 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
326584.gif

## A 22.4 in.Hg and 69.3 lbs/hr

B 22.4 in.Hg and 73.8 lbs/hr
C 23.0 in.Hg and 69.0 lbs/hr
D 22.4 in.Hg and 71.1 lbs/hr

## Explanation: Refer to CAP 697 Section 2 page 6 ...

Question conditions, 8000ft, OAT + 13º C
8000ft, ISA is -1ºC, so temperature condition is 'ISA +14ºC'
We need to interpolate between ISA and ISA +20ºC
From the table, 8000ft:
ISA ...... Fuel flow 71.1PPH, Man Press 22.4
ISA+20º. Fuel flow 68.5PPH, Man Press 22.4
Interpolating ... (71.1-68.5)x(14/20) = 1.82
So fuel flow = 71.1 - 1.82 = 69.28 PPH
Also, refer to CAP 697 Section 2 page 1 .... fuel density 6 lb per US
gallon (unless otherwise specified)

Question 81:
At reference or see Flight planning Manual SEP 1 Figure 2.2 Table 2.2.3.
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
326584.gif

## A 160 kt and 69,3 lbs/hr

B 159 kt and 71,7 lbs/hr
C 160 kt and 71,1 lbs/hr
D 158 kt and 74,4 lbs/hr

## Explanation: CAP 697 Table 2.2.3

OAT is +13ºC, ISA at 8000ft = -1ºC, so Temperature condition is 'ISA
+14ºC'
Therefore, we need to interpolate between 'ISA' and 'ISA +20ºC' on the
Table
TAS .... this is the same, 160 kts
Fuel flow:
8000ft, ISA, fuel flow 71.1 PPH
8000ft, ISA +20ºC, fuel flow 68.5 PPH
Our condition 'ISA +14ºC', so (71.1-68.5) x (6/20) = .78, so fuel flow =
(68.5 + 0.78) = 69.28 PPH

Question 82:
At reference or see Flight planning Manual SEP 1 Figure 2.3 Table 2.3.1.
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: 3°C Pressure altitude:
6000 ft Power: Full throttle / 21,0 in/Hg./ 2100 RPM
326586.gif

## A 134 kt and 55,7 lbs/hr

B 131 kt and 56,9 lbs/hr
C 125 kt and 55,7 lbs/hr
D 136 kt and 56,9 lbs/hr

Explanation: NO

Question 83:
At reference or see Flight planning Manual SEP 1 Figure 2.4. Using the
Range Profile Diagram, for the single engine aeroplane, determine the
range, with 45 minutes reserve, in the following conditions: Given :
O.A.T.: ISA 16°C Pressure altitude: 4000 ft Power: Full throttle / 25,0
in/Hg./ 2100 RPM
326587.gif

A 865 NM
B 911 NM
C 739 NM
D 851 NM

## Explanation: For this graph, no temperature information/correction is

offered, so ISA +16ºC is a trick.
Don't be put off by this, quite a few questions give you information that
is not required!

Question 84:
An aircraft was over 'A' at 1435 hours flying direct to 'B'. Given:
Distance 'A' to 'B' 2900 NM True airspeed 470 kt Mean wind component
'out' +55 kt Mean wind component 'back' -75 kt. The ETA for reaching the
Point of Equal Time (PET) between 'A' and 'B' is:

A 1657
B 1721
C 1846
D 1744

## Explanation: Point of Equal Time (PET) = (Distance x Homeward

Groundspeed) / (Outbound Groundspeed + Homeward Groundspeed)
TAS = 470 KTAS
Outbound Groundspeed = 470 + 55 knots Wind Component = 525 knots
Homeward Groundspeed = 470 - 75 knots Wind Component = 395 knots
PET = (D x H) / (O + H)
PET = (2,900 x 395) / (525 + 395)
PET = 1,145,500 / 920
PET = 1,245 NM (from Departure Point)
Outbound Groundspeed = 525 knots
Therefore, time to PET at 1,245 NM = 1,245 / 525 = 2.37 hours = 2 hours
22 minutes
14:35 + 02:22 = 16:57

Question 85:
An aircraft was over 'A' at 1435 hours flying direct to 'B'. Given:
Distance 'A' to 'B' 2900 NM True airspeed 470 kt Mean wind component
'out' +55 kt Mean wind component 'back' -75 kt Safe endurance 9 HR 30 MIN
The ETA at the point of equal time is:

A 1657
B 1721
C 1744
D 1846

## Explanation: Distance to PET = D x H Where: D = Total Distance =

2900 nm
(O + H) O = Groundspeed out =
470 + 55 = 525 kts
H = Groundspeed
home = 470 – 75 = 395 kts
O + H = 920
Distance to PET = 2900 x 395 = 1245 nm @ 525 kts = 2H 22min
920
Time at A = 14:35 hrs
Time to PET = 2:22
ETA at PET = 16:57 hrs

Question 86:
Given: Distance 'A' to 'B' 2484 NM Groundspeed 'out' 420 kt Groundspeed
'back' 500 kt The time from 'A' to the Point of Equal Time (PET) between
'A' and 'B' is:

A 193 MIN
B 173 MIN
C 163 MIN
D 183 MIN

## Explanation: Distance to PET = D x H where D = 2,484nm

(O + H) H = 500 kts
O = 420 kts
O + H = 920
Distance to PET = 2,484 x 500 = 1,350 nm at 420 kts = 193 minutes.
920

Question 87:
Given: Distance 'A' to 'B' 1973 NM Groundspeed 'out' 430 kt Groundspeed
'back' 385 kt Safe endurance 7 HR 20 MIN The distance from 'A' to the
Point of Safe Return (PSR) 'A' is:

A 1490 NM
B 1698 NM
C 1422 NM
D 1664 NM

## Explanation: Time to PSR = E x H Where E = 7 hours 20 minutes

(7.33hrs)
(O + H) H = 385 kts
O = 430 kts
O + H = 815
Time to PSR = 7.33 x 385 = 3.46 hours at 430 kts = 1,490 nm.
815

Question 88:
At reference or see Flight Planning Manual MRJT 1 Figure 4.4. The final
reserve fuel taken from the HOLDING PLANNING table for the twin jet
aeroplane is based on the following parameters:
333324.gif

## A pressure altitude, aeroplane mass and flaps up with minimum drag

airspeed
B pressure altitude, aeroplane mass and flaps up with maximum range speed
C pressure altitude, aeroplane mass and flaps down with minimum drag
airspeed
D pressure altitude, aeroplane mass and flaps down with maximum range
speed

Explanation: NO

Question 89:
For flight planning purposes the landing mass at alternate is taken as:

A Zero Fuel Mass plus Final Reserve Fuel and Contingency Fuel.
B Zero Fuel Mass plus Final Reserve Fuel.
C Zero Fuel Mass plus Final Reserve Fuel and Alternate Fuel.
D Landing Mass at destination plus Alternate Fuel.

## Explanation: Contingency .....

At Take-off your minimum fuel will be the sum of:
TRIP + CONTINGENCY + ALTERNATE + FINAL RESERVE
Contingency is there in case things don't go as planned .... the wind may
be stronger ... you may not get the FL you planned on .... perhaps there
was a change of runway which meant extra track miles ... HOWEVER, if all
goes exactly to plan, you will not use contingency, hence the 'PLANNED'
landing mass at DESTINATION will include (CONTINGENCY + ALTERNATE + FINAL
RESERVE), and 'PLANNED' landing mass at alternate will include
(CONTINGENCY + FINAL RESERVE).
Nautical Air Miles = Still Air Distance .... when there is NO wind, NAM
will be the same as NGM.
For this question we can just use the formula:
NAM = NGM x (TAS/GS) .... (a version of this is given in CAP697 Section 4
page 16 para 5.2.d)
Question 90:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.6. In order
to find ALTERNATE FUEL and TIME TO ALTERNATE, the AEROPLANE OPERATING
MANUAL shall be entered with:
333322.gif

## A distance in nautical miles (NM), wind component, landing mass at

alternate
B distance in nautical miles (NM), wind component, Dry Operating Mass
plus Holding Fuel
C distance in nautical air miles (NAM), wind component, landing mass at
alternate
D distance in nautical miles (NM), wind component, Zero Fuel Mass

Explanation: NO

Question 91:
The final reserve fuel for aeroplanes with turbine engines is

## A fuel to fly for 30 minutes at holding speed at 1500 ft (450 m) above

aerodrome elevation in standard conditions.
B fuel to fly for 45 minutes at holding speed at 1000 ft (300 m) above
aerodrome elevation in standard conditions.
C fuel to fly for 60 minutes at holding speed at 1500 ft (450 m) above
aerodrome elevation in standard conditions.
D fuel to fly for 45 minutes at holding speed at 1500 ft (450 m) above
aerodrome elevation in standard conditions.

Explanation: NO

Question 92:
Which of the following statements is relevant for forming route portions
in integrated range flight planning?

## A The distance from take-off up to the top of climb has to be known.

B A small change of temperature (2 °C) can divide a segment.
C Each reporting point requires a new segment.
D No segment shall be more than 30 minutes of flight time.

## Explanation: This seems to me to be a very odd question .... but, suppose

you are planning a route A to B to C to D ..... You take of at A and
climb to your cruise altitude ... then you navigate to point B ... C ...
Fuel calculations in the cruise depend on you knowing where your TOC
point is - hence you need to know how far you travel in the climb ....

Question 93:
At reference or see Flight Planning Manual MRJT 1 Figure 4.2. Find the
SHORT DISTANCE CRUISE ALTITUDE for the twin jet aeroplane. Given: Brake
release mass=45000 kg, Temperature=ISA + 20°C, Trip distance=50 Nautical
Air Miles (NAM)
339551.gif

A 10000 ft
B 12500 ft
C 11000 ft
D 7500 ft

Explanation: NO

Question 94:
At reference or see Flight Planning Manual MRJT 1 Figure 4.2. Find the
SHORT DISTANCE CRUISE ALTITUDE for the twin jet aeroplane. Given: Brake
release mass=40000 kg, Temperature=ISA + 20°C, Trip distance=150 Nautical
Air Miles (NAM)
339551.gif

A 30000 ft
B 21000 ft
C 27500 ft
D 25000 ft

## Explanation: MJRT page 25. Short Distance cruise Altitude

Trip distance 150 nm up to ISA +20 C
Across to Reference line.
40,000 Kg Brake Release weight - follow line up and to left to 40,000 Kg
Follow to scale - fly at 30,000ft.

Question 95:
At reference or see Flight Planning Manual MRJT 1 Figure 4.1. Find the
OPTIMUM ALTITUDE for the twin jet aeroplane. Given: Cruise mass=54000 kg,
Long range cruise or .74 MACH
339551.gif

A 34500 ft
B maximum operating altitude
C 35300 ft
D 33800 ft

Explanation: NO

Question 96:
At reference or see Flight Planning Manual MRJT 1 Figure 4.1. Find the
OPTIMUM ALTITUDE for the twin jet aeroplane. Given: Cruise mass=50000 kg,
.78 MACH
339551.gif

A 35500 ft
B maximum operating altitude
C 36700 ft
D 36200 ft
Explanation: NO

Question 97:
At reference or see Flight Planning Manual MRJT 1 Paragraph 2.1 and
Figure 4.1. Find the FUEL MILEAGE PENALTY for the twin jet aeroplane with
regard to the given FLIGHT LEVEL . Given: Long range cruise, Cruise
mass=53000 kg, FL 310
339554.gif

A 4 %
B 1 %
C 0 %
D 10 %

Explanation: NO

Question 98:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.3.2. 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
339557.gif

A 2300 kg/h
B 1497 kg/h
C 1150 kg/h
D 2994 kg/h

## Explanation: Using the table on p68 of CAP697, enter at 50,000kg, note

the max cruise limit of 2994NAM. TAS is 434kts, so in an hour you would
travel 434NAM - deduct this from 2994 to give you 2560NAM.
Locate this figure in the table (or the nearest to it, if necessary) and
you will notice that the weight associated with the distance is now
47,700kg. Deduct 47700 from 50000kg and you get fuel used to be 2300kg.

Question 99:
Finish the ENDURANCE/FUEL CALCULATION and determine ATC ENDURANCE for a
twin jet aeroplane, with the help of the table provided. Contingency is
5% of the planned trip fuel and fuel flow for extra fuel is 2400 kg/h.

## A ATC ENDURANCE: 04:07

B ATC ENDURANCE: 04:12
C ATC ENDURANCE: 03:52
D ATC ENDURANCE: 03:37

Explanation:

Question 100:
A sector distance is 450 NM long. The TAS is 460 kt. The wind component
is 50 kt tailwind. What is the still air distance?
A 406 Nautical Air Miles (NAM)
B 499 Nautical Air Miles (NAM)
C 511 Nautical Air Miles (NAM)
D 414 Nautical Air Miles (NAM)

## Explanation: To convert NGM to NAM we use the formula given on page 26 of

the CAP697:
NAM = NGM x TAS/GS = 450 x 460/510 = 406 NAM

Question 101:
Find the distance to the POINT OF SAFE RETURN (PSR). Given: maximum
useable fuel 15000 kg, minimum reserve fuel 3500 kg, Outbound: TAS 425
kt, head wind component 30 kt, fuel flow 2150 kg/h, Return: TAS 430 kt,
tailwind component 20 kt, fuel flow 2150 kg/h

A 1125 NM
B 1491 NM
C 1143 NM
D 1463 NM

## Explanation: PSR question … formula … Time to PSR = EH / (O + H)

E = fuel available/fuel flow = 11500/2150 = 5.349 hrs
O= 395 kts
H = 450 kts …

Question 102:
The still air distance in the climb is 189 Nautical Air Miles (NAM) and
time 30 minutes. What ground distance would be covered in a 30 kt head
wind?

A 174 NM
B 203 NM
C 193 NM
D 188 NM

Explanation: Climb distance 189 NAM – but you are in a headwind of 30kts
for 30 minutes – you get blown back 15nms – ground distance covered 189 –
15 = 174 NGM

Question 103:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.3.1. The
aeroplane gross mass at top of climb is 61500 kg. The distance to be
flown is 385 NM at FL 350 and OAT -54.3 °C. The wind component is 40 kt
tailwind.Using long range cruise procedure what fuel is required?

A 2150 kg
B 2050 kg
C 2250 kg
D 2350 kg
Explanation:

Question 104:
Find the distance from waypoint 3 (WP 3) to the critical point. Given:
distance from WP 3 to WP 4 = 750 NM, TAS out 430 kt, TAS return 425 kt,
Tailwind component out 30 kt, head wind component return 40 kt

A 342 NM
B 403 NM
C 375 NM
D 408 NM

Explanation: NO

Question 105:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.1. Find:
Time, Fuel, Still Air Distance and TAS for an enroute climb 280/.74 to FL
350. Given: Brake release mass 64000 kg, ISA +10°C, airport elevation
3000 ft
3312304.gif

## A 26 min, 1975 kg, 157 Nautical Air Miles (NAM), 399 kt

B 26 min, 2050 kg, 157 Nautical Air Miles (NAM), 399 kt
C 20 min, 1750 kg, 117 Nautical Air Miles (NAM), 288 kt
D 25 min, 1875 kg, 148 Nautical Air Miles (NAM), 391 kt

Explanation: NO

Question 106:
Find the time to the Point of Safe Return (PSR). Given: Maximum useable
fuel 15000 kg, Minimum reserve fuel 3500 kg, TAS out 425 kt, Head wind
component out 30 kt, TAS return 430 kt, Tailwind component return 20 kt,
Average fuel flow 2150 kg/h

A 2 h 51 min
B 2 h 43 min
C 2 h 59 min
D 3 h 43 min

## Explanation: 15000-3500= 11500Kg

11500/2150=5,348 hrs = 5h 20min ( = 5.34883... hours, or 5.349 hrs to 3
decimal places)
O= 425-30= 395Kt
H= 430+20= 450Kt
Formula: PSR= E H/(O+H)
5,349*450/(395+450) = 2h 50 min ( = 2.84857 ... hours, or 2.849 hrs to 3
decimal places .... = 2 hrs 50.94 mins ... )

Question 107:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.3.1. Find:
Final fuel consumption for this leg Given: Long range cruise, Temperature
-63°C, FL 330, Initial gross mass enroute 54100 kg, Leg flight time 29
min
333305.gif

A 1093 kg
B 1107 kg
C 1100 kg
D 1000 kg

Explanation: STEP 1:
TAS 433 kt ? ?ISA -12°C?, so -12 kt TAS 421 kt
STEP 2:
NAM = TAS x time = 421 x (29 / 60) = 203 NAM
STEP 3: Table:
........... Mass ..... Range
Start....54100 kg → 3929 NAM
..........................- 203 (from Step 2)
End .....53000 kg ←3726 NAM
FUEL ... 1100 kg
ISA - 12°, so - 0.7%, (-0.7/100) x 1100 = -8 kg (NOTE 2B)
1100 - 8 = 1092 kg

Question 108:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.3.1. 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.
339572.gif

## A 345 NAM; 1994 kg

B 349 NAM; 2000 kg
C 345 NAM; 2000 kg
D 345 NAM; 2006 kg

## Explanation: TOM 56000kg.....1100kg used in climb, so mass at TOC

54900kg.
1. TAS = 436 kts....correct for ISA-5...431kts
2. NAM = TAS x time = 431 x (48/60) = 345NAM
3. Start mass = 54900kg....from table = 3736 NAM
3736-345=3391....from table = 52900kg (end mass)
Start mass - end mass = fuel required....54900 - 52900 = 2000kg
Last correction....ISA -5, -0.3%....1994kg.
Answers to this question too close....if it turns up like this we need to
appeal!

Question 109:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.1. Given:
Brake release mass 57500 kg, Initial FL 280, average temperature during
climb ISA -10°C, average head wind component 18 kt. Find: Climb time for
enroute climb 280/.74
339573.gif

A 13 min
B 15 min
C 14 min
D 11 min

Explanation: Wind will have no effect on climb Fuel, time, NAM or mean
TAS.
The only thing wind changes will be the GROUND DISTANCE travelled.
NGM = NAM x (GS/TAS)

Question 110:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.1. Given:
Brake release mass 57500 kg, Temperature ISA -10°C, Headwind component 16
kt, Initial FL 280. Find: Still air distance (NAM) and ground distance
(NM) for the enroute climb 280/.74
339573.gif

A 62 NAM, 59 NM
B 62 NAM, 71 NM
C 71 NAM, 67 NM
D 59 NAM, 62 NM

Explanation: NO

Question 111:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.1. 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
339573.gif

A 1138 kg
B 1387 kg
C 1040 kg
D 1238 kg

Explanation: NO

Question 112:
Given: True course (TC) 017°, W/V 340°/30 kt, True air speed (TAS) 420 kt
Find: Wind correction angle (WCA) and ground speed (GS)

## A WCA -2°, GS 396 kt

B WCA +2°, GS 416 kt
C WCA +2°, GS 396 kt
D WCA -2°, GS 426 kt
Explanation: This is solved on the Nav Computer, WCA is another term for
drift except that, while drift is usually expressed as port and starboard
or left and right, the WCA uses + and -. The mnemonic for conversion is
Port Plus.
On the CRP5 or similar use the wind face and the high speed scale.
Rotate the inner scale to put 340º at the top and mark the wind cross
30kt down from the centre ring.
Place the TAS, 420kt under the centre ring.
Put the course (track) of 017º initially at the top, read an initial
drift of 2.5º right.
Rotate the inner scale 2.5º to the right to lay off the drift then,
finally, read a heading of 015ºT, a drift of 2º right and a groundspeed
of 396kt. The WCA is –2º,

Question 113:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.3.1. Given:
Long range cruise, OAT -45°C at FL 350, Gross mass at the beginning of
the leg 40000 kg, Gross mass at the end of the leg 39000 kg. Find: True
air speed (TAS) and cruise distance (NAM) for a twin jet aeroplane
339562.gif

## A TAS 433 kt, 227 NAM

B TAS 433 kt, 1163 NAM
C TAS 423 kt, 227 NAM
D TAS 423 kt, 936 NAM

Explanation: NO

Question 114:
Given: Maximum allowable take-off mass 64400 kg, Maximum landing mass
56200 kg, Maximum zero fuel mass 53000 kg, Dry operating mass 35500 kg,
Traffic load 14500 kg, Trip fuel 4900 kg, Minimum Take-off Fuel 7400 kg.
Find: Maximum allowable take-off fuel

A 11100 kg
B 8600 kg
C 14400 kg
D 11400 kg

## Explanation: We need Maximum Fuel at T/O … we need to consider both MTOM

and MLM … we will calculate a MAX FUEL for both T/O and landing.
TAKE-OFF
MAX FUEL at T/O = MTOM – DOM – TRAFFIC LOAD
= 64 400 – 35 500 – 14 500 = 14 400 kg
LANDING
MAX FUEL at LANDING = MLM – DOM – TL
= 56 200 – 35 500 – 14 500 = 6 200 kg
If we land with 6 200 kg of fuel – it means we Take-off with (6 200 + 4
900 TRIP FUEL) = 11 100 kg
So, to stay within both our T/O and Landing limits, we must take the
lower of these - 11 100 kg
Question 115:
Given: Maximum allowable take-off mass 64400 kg, Maximum landing mass
56200 kg, Maximum zero fuel mass 53000 kg, Dry operating mass 35500 kg,
Traffic load 14500 kg, Trip fuel 4900 kg, Take-off fuel 7400 kg. Find:

A 3000 kg
B 5600 kg
C 4000 kg
D 7000 kg

Explanation: NO

Question 116:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.3C. Given:
Twin jet aeroplane, Ground distance to destination aerodrome is 1600 NM,
Headwind component 50 kt, FL 330, Cruise .78 Mach, ISA Deviation +20°C
and Landing mass 55000 kg Find: Fuel required and trip time with
simplified flight planning
333323.gif

## A 12400 kg, 04 h 00 min

B 11400 kg, 04 h 12 min
C 12000 kg, 03 h 51 min
D 11600 kg, 04 h 15 min

Explanation: NO

Question 117:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.6. Given:
twin jet aeroplane, Dry operating mass 35500 kg, Traffic load 14500 kg,
Final reserve fuel 1200 kg, Distance to alternate 95 NM, Tailwind
component 10 kt Find: Fuel required and trip time to alternate with
simplified flight planning (ALTERNATE PLANNING)
333322.gif

## A 1000 kg, 24 min

B 1000 kg, 40 min
C 800 kg, 24 min
D 800 kg, 0.4 hr

## Explanation: Use Annex G, or CAP 697 page 39.

First you need to calculate
LANDING WEIGHT = Dry Operating Mass + Traffic Load + Final
Reserve
= 35500 + 14500 + 1200 =
51200 kg
Now to the chart and find 1000 kg, 0.4hr (24 minutes)

Question 118:
At reference or see Flight Planning Manual MRJT 1 Figure 4.4. Given: twin
jet aeroplane, Estimated mass on arrival at the alternate 50000 kg,
Estimated mass on arrival at the destination 52525 kg, Alternate
elevation MSL, Destination elevation 1500 ft Find: Final reserve fuel and
corresponding time
333324.gif

## A 1180 kg, 30 min

B 1180 kg, 45 min
C 2360 kg, 01 h 00 min
D 2360 kg, 30 min

## Explanation: Final Reserve Fuel for a TURBINE engined aeroplane is '30

minutes holding at 1500ft above the aerodrome (destination alternate).'
(IF you are not holding an alternate, then '30 minutes holding at 1500ft
above the aerodrome (destination).'

Question 119:
At reference or see Flight Planning Manual MRJT 1 Figure 4.4. Given: twin
jet aeroplane, Estimated mass on arrival at the alternate 50000 kg,
Elevation at destination aerodrome 3500 ft, Elevation at alternate
aerodrome 30 ft Find: Final reserve fuel
333324.gif

A 1180 kg
B 2300 kg
C 2360 kg
D 1150 kg

## Explanation: CAP 697 MRJT FIG 4.4

FINAL RESERVE fuel is calculated (for a turbojet) as 30 mins fuel at
1500ft above DESTINATION ALTERNATE....hence your calculation is
correct...destination alternate is at 30ft amsl, so you need 30 mins fuel
at 1530ft (mass 50000kgs).
From the table – fuel flow 2280 kg/hr, so FINAL RESERVE = 1180 kgs
They have offered destination airfield elevation as a distraction - its
irrelevant!

Question 120:
At references or see Flight Planning Manual MRJT 1 Paragraph 5.2 and
Figure 4.5.1. Planning an IFR-flight from Paris to London for a twin jet
aeroplane. Given: Estimated Take-off Mass (TOM) 52000 kg, Airport
elevation 387 ft, FL 280, W/V 280°/40 kt, ISA-Deviation -10°C, Average
True Course 340° Find: Ground distance to the top of climb (TOC)
339699.gif

A 50 NM
B 56 NM
C 47 NM
D 53 NM

Explanation: NO
Question 121:
Flight Planning Manual MRJT 1 Figure 4.5.1. Planning an IFR-flight from
Paris (Charles de Gaulle) to London (Heathrow) for the twin jet
aeroplane. Given: Estimated Take-off Mass (TOM) 52000 kg, Airport
elevation 387 ft, FL 280, W/V 280°/40 kt, ISA Deviation -10°C, Average
True Course 340° Find: Time to the top of climb (TOC)
339573.gif

A 11 min
B 12 min
C 15 min
D 3 min

Explanation: NO

Question 122:
Flight Planning Manual MRJT 1 Figure 4.5.1. Planning an IFR-flight from
Paris to London for the twin jet aeroplane. Given: Estimated Take-off
Mass (TOM) 52000 kg, Airport elevation 387 ft, FL 280, W/V 280°/40 kt,
ISA Deviation -10°C, Average True Course 340° Find: Fuel to the top of
climb (TOC)
339573.gif

A 1000 kg
B 1000 lbs
C 1100 kg
D 1500 lbs

Explanation: NO

Question 123:
Route Manual SID chart 20-3 for PARIS Charles-de-Gaulle. Planning an IFR-
flight from Paris to London. Determine the distance of the departure
route ABB 8A.
33074.gif

A 74.5 NM
B 83 NM
C 56 NM
D 72.5 NM

Explanation: NO

Question 124:
Route Manual SID chart 20-3 for PARIS Charles-de-Gaulle. 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.
33074.gif
A 24.5 NM
B 33 NM
C 31 NM
D 36.5 NM

Explanation: NO

Question 125:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.4. 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 distance
from the top of descent to London (elevation 80 ft).
339706.gif

A 76 NM
B 65 NM
C 87 NM
D 97 NM

## Explanation: CAP page 89 gives you time and NAM....19mins, 86NAM

TAS = distance/time = (86/19) x 60 = 272kts
NOW WHIZZ WHEEL......G/S = 240kts
Distance = G/S x time = 240 x 19/60 = 76 nm.

Question 126:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.4 . 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).
339706.gif

A 19 min
B 10 min
C 17 min
D 8 min

Explanation: NO

Question 127:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.4 . 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 fuel
consumption from the top of descent to London (elevation 80 ft).
339706.gif

A 273 kg
B 263 kg
C 320 kg
D 210 kg

## Explanation: CAP 697 MRJT FIG 4.5.4a (Economy descent 0.74M/250KIAS)

28000 ft, fuel required 273 kgs (wind etc irrelevant to fuel)

Question 128:
See Flight Planning Manual MRJT 1 Figure 4.5.3.2. Planning an IFR-flight
from Paris to London for the twin jet aeroplane. Given: Gross mass 50000
kg, FL 280, ISA Deviation -10°C, Cruise procedure Mach 0.74 Determine the
TAS

A 430 kt
B 417 kt
C 427 kt
D 440 kt

Explanation: NO

Question 129:
SID chart Paris Charles de Gaulle 20-3.Planning an IFR-flight from Paris
Charles de Gaulle to London. SID is ABB 8A. Assume Variation 3° W, TAS
430kts, W/V 280/40 and distance to top of climb 50NM. Determine the
magnetic course, ground speed and wind correction angle from top of climb
to ABB 116.6.
33074.gif

## A MC 349°, GS 414 kt, WCA -5°

B MC 169°, GS 414 kt, WCA 5°
C MC 169°, GS 450 kt, WCA 4°
D MC 349°, GS 414 kt, WCA 5°

Explanation: When observing the SID ABB 8A – it is seen that after 50NM,
you are on the final leg of the SID, magnetic track (course) 349*M. The
wind is 280/40 - from the left, so your heading must be offset to the
left (-ve WCA).
Also, there will be an element of headwind - so your GROUNDSPEED will be
LESS than your TAS. Therefore, the only option remaining is ... MC 349°,
GS 414 kt, WCA -5°

Question 130:
Route Manual STAR 10-2 and Instrument approach chart 11-4 ILS/DME Rwy 27R
for London (Heathrow). Planning an IFR-flight from Paris to London
(Heathrow). Name the identifier and frequency of the initial approach fix
(IAF) of the BIG 2A arrival route.
33078.gif

## A BIG 115.1 MHz

B OCK 115.3 MHz
C EPM 316 kHz
D BIG 115.1 kHz
Explanation: NO

Question 131:
At reference or see Flight Planning Manual SEP 1 Figure 2.1. Given: Take-
off mass 3500 lbs, departure aerodrome pressure altitude 2500 ft, OAT
+10°C, First cruising level: FL 140, OAT -5°C. Find the time, fuel and
still air distance to climb.
339715.gif

## A 22 min, 6.7 GAL, 45 NAM

B 23 min, 7.7 GAL, 50 NAM
C 16.5 min, 4.9 GAL, 34.5 NAM
D 24 min, 7.7 GAL, 47 NAM

## Explanation: -5°, 14000ft .... 24.3 min, 7.7 US Gall, 50 NAM

+10°C, 2500ft ....2.3 min, 1.0 US Gall, 4.5 NAM
Subtracting .... 22 min, 6.7 US Gall, 45.5 NAM

Question 132:
At reference or see Flight Planning Manual SEP 1 Figure 2.4. Given:
Aeroplane mass at start-up 3663 lbs, Aviation gasoline (density 6
Cruising altitude 8000 ft, Power setting full throttle 2300 RPM 20°C lean
of peak EGT. Calculate the range.
339716.gif

A 633 NM
B 547.5 NM
C 730 NM
D 844 NM

Explanation: On the range graph there is a figure on the right hand side
of the setting lines which is the true airspeed in knots (in the case of
the full throttle/2300rpm line this is 160kts). To apply the headwind
correction, deduct 40 from 160 to give the groundspeed of 120kt, then
multiply the 844nm by the GS/TAS formula (i.e. by 120/160), which gives
633nm.
but the question is a little unfair....it just asks for the range...so do
they mean NAM or ground nm?
2 reasons for going for ground range
Firstly, they give you a wind component in the question data, so use
nautical air mile range, I'm pretty confident they would have stated NAM

Question 133:
AERONAUTICAL CHART ICAO 1:500 000 STUTTGART (NO 47/6) or Route Manual VFR
GPS chart ED-6. An aeroplane is flying VFR and approaching position TANGO
VORTAC (48°37'N, 009°16'E) at FL 055 and magnetic course 090°, distance
from VORTAC TANGO 20 NM. Name the frequency of the TANGO VORTAC.
33002.gif

A 112.60 MHz
B 422 kHz
C 118.80 MHz
D 118.60 MHz

## Explanation: The frequency of TANGO, is, 112.5MHz

Question 134:
AERONAUTICAL CHART ICAO 1:500 000 STUTTGART (NO 47/6) or Route Manual VFR
GPS chart ED-6. Give the name and frequency of the Flight Information
Service for an aeroplane in position (47°59'N, 010°14'E).
33003.gif

## A MUNCHEN INFORMATION 126.95 MHz

B MEMMINGEN INFORMATION 122.1 MHz
C FRANKFURT INFORMATION 128.95 MHz
D MUNCHEN INFORMATION 120.65 MHz

## Explanation: I believe the question refers you to the VFR chart...look at

the schematic bottom left.....FLIGHT INFORMATION AND METEOROLOGICAL
SERVICES....lots of questions from this!

Question 135:
AERONAUTICAL CHART ICAO 1:500 000 STUTTGART (NO 47/6) or Route Manual VFR
GPS chart ED-6. Give the frequency of STUTTGART ATIS.
33003.gif

A 126.12 MHz
B 128.95 MHz
C 128.95 kHz
D 126.12 kHz

Explanation: Open up the map, very bottom corner is a little map showing
various ATIS/VOLMETS and FIRs.
There seem to be several QB questions that can be answered from that
little gem!

Question 136:
AERONAUTICAL CHART ICAO 1:500 000 STUTTGART (NO 47/6) or Route Manual VFR
GPS chart ED-6. Give the frequency of ZURICH VOLMET.
33003.gif

A 127.20 MHz
B 128.52 kHz
C 128.52 MHz
D 127.20 kHz

Explanation: NO
Question 137:
AERONAUTICAL CHART ICAO 1:500 000 STUTTGART (NO 47/6) or Route Manual VFR
GPS chart ED-6. Which navigation aid is located in position 48°55'N,
009°20'E ?
33002.gif

A VORDME
B TACAN
C VOR
D NDB

Explanation: NO

Question 138:
AERONAUTICAL CHART ICAO 1:500 000 STUTTGART (NO 47/6) or Route Manual VFR
GPS chart ED-6. Which navigation aid is located in position 48°23'N,
008°39'E?
33002.gif

A VOR
B VOR/DME
C VORTAC
D NDB

Explanation: NO

Question 139:
At reference or see Flight Planning Manual SEP1 Figure 2.2 Table 2.2.3. A
flight has to be made with the single engine sample aeroplane. For the
fuel calculation allow 10 lbs fuel for start up and taxi, 3 minutes and 6
lbs of additional fuel to allow for the climb, 10 minutes and no fuel
02 hours and 37 minutes. Reserve fuel 30% of the trip fuel. Power setting
is 23 in.HG (or full throttle), 2300 RPM, 20°C lean. Flight level is 50
and the and Standard Day (ISA). The minimum block fuel is:
334736.gif

A 276 lbs
B 281 lbs
C 260 lbs
D 256 lbs

Explanation: First of all, I don't like these questions, and you are most
unlikely to see them in the UK exam system ..... however, for other
nationalities, a definite may be ...
Sector time = (Climb adjustment) 3mins + 2hrs 37mins + (descent
adjustment) 10 = 2hrs 50mins, or 2.833hrs
Fuel flow at cruise (5000ft, ISA, 2300RPM) = (69.4+71.1)/2 = 70.55 PPH
Sector fuel = (climb adjustment) 6 + (2.833 x 70.55) + (descent
adjustment) 0 = 6 + 200 + 0 = 206 lbs
So, Ramp fuel = TAXY + TRIP + RESERVE (30% of TRIP) = 10 + 206 + (30/100)
x 206 = 278 lbs
There are about 3 of these in the databank ..... once you understand what
they are doing, its sort of OK!!

Question 140:
001°22'W) is a:
33005.gif

## A TACAN only, channel 84, (frequency 113.7 MHz)

B TACAN, channel 84, and an NDB frequency 92 kHz only
C TACAN, channel 84, and a VOR frequency 113.7 MHz only
D VORTAC, frequency 113.7 MHz, and an NDB frequency 92 kHz

## Explanation: JEPP MANUAL Chart E(LO)1

See Enroute chart legend page 53 (top right – „LIPTON‟)
In other words, it‟s a TACAN, and you can tune your VOR box to this
frequency and obtain DME information.
This is a useful question to know about!

Question 141:
(54°37'N 005°53'W) is :

## A an NDB, frequency 420 kHz, NOT continuous operation

B a fan marker, frequency 420 kHz
C an NDB, frequency 420 kHz, continuous operation
D a TACAN, channel 420

## Explanation: The * means non-continuous or part time operation - you can

find this on the front of the chart (under the picture) and in the JEPP
legend (page 54).

Question 142:
From which of the following would you expect to find information
regarding known short unserviceability of VOR, TACAN, and NDB ?

A NOTAM
B SIGMET
D AIP

## Explanation: Short term unserviceabilities – NOTAMs.

Question 143:
From which of the following would you expect to find the dates and times
when temporary danger areas are active

## A NOTAM and AIP

B Only AIP
D SIGMET

Explanation: NO

Question 144:
From which of the following would you expect to find details of the
Search and Rescue organisation and procedures (SAR) ?

A AIP
B SIGMET
C NOTAM

Explanation: NO

Question 145:
From which of the following would you expect to find facilitation
information regarding customs and health formalities ?

A AIP
B ATCC
C NOTAM

Explanation: NO

Question 146:
An airway is marked 3500T 2100 a. This indicates that:

## A the minimum obstruction clearance altitude (MOCA) is 3500 ft

B the minimum enroute altitude (MEA) is 3500 ft
C the airway is a low level link route 2100 ft - 3500 ft MSL
D the airway base is 3500 ft MSL

## Explanation: Its a matter of definition...look on page 8 of the Jepp

Manual Chart Glossary...MOCA is the lowest published altitude, MORA is a
Jepperson derived figure...so there are 'apparent' disagreements!

Question 147:
An airway is marked FL 80 1500 a. This indicates that:

## A the minimum enroute altitude (MEA) is FL 80.

B 1500 ft MSL is the minimum radio reception altitude (MRA).
C the airway base is 1500 ft MSL.
D the airways extends from 1500 ft MSL to FL 80.

Explanation: NO
Question 148:
An airway is marked 5000 2900a. The notation 5000 is the:

## A minimum enroute altitude (MEA)

B base of the airway (AGL)
C maximum authorised altitude (MAA)
D minimum holding altitude (MHA)

Explanation: JEPP Manual, Enroute chart legend page 57 – the blue pages

Question 149:
Route Manual chart E(HI)4 CAA-Edition. An appropriate flight level for
flight on airway UR1 from ORTAC (50°00'N 002°00'W) to MIDHURST MID 114.0
(51°03'N 000°37'W) is:

A FL250
B FL230
C FL260
D FL240

Explanation: The question does refer to the E(HI)4 CAA Edition.....SO YOU
MUST REFER TO THE E(HI) 4/5 chart....(marked at the top "CAA CPL/ATPL
Examinations")...and NOT the E(HI) 3/4
Be very careful, the two E(HI)4s are quite different in places...so if
the question says E(HI)4 CAA Edition....it‟s the E(HI)4/5!

Question 150:
Route Manual chart E(HI)5 CAA-Edition. An appropriate flight level for
flight on airway UR24 from NANTES NTS 117.2 (47°09'N 001°37'W) to CAEN
CAN 115.4 (49°10'N 000°27'W) is:

A FL310
B FL270
C FL300
D FL290

Explanation:

Question 151:
Route Manual STAR charts for ZURICH (10-2,10-2A,10-2B). Aeroplane
arriving via route BLM 2Z only, should follow the following route to
EKRON int:
33084.gif

A BLM R111 to GOLKE int then TRA R-247 inbound to EKRON int
B HOC R067 via GOLKE to EKRON int
C WIL R018 outbound to EKRON int
D TRA R247 outbound to EKRON int

Explanation: NO
Question 152:
Route Manual SID chart for MUNICH(10-3C,10-3D). Which is the correct
departure via KEMPTEN from runway 26L ?
33089.gif

## A KEMPTEN FIVE SIERRA

B KEMPTEN THREE NOVEMBER
C KEMPTEN THREE QUEBEC
D KEMPTEN THREE ECHO

Explanation: NO

Question 153:
Route Manual STAR chart for LONDON HEATHROW (10-2D). The minimum holding
altitude (MHA) and maximum holding speed (IAS) at MHA at OCKHAM OCK 115.3
are:
33080.gif

## A 7000 ft and 220kt

B 7000ft and 250kt
C 9000ft and 250kt
D 9000ft and 220kt

Explanation: NO

Question 154:
Route Manual STAR charts for PARIS CHARLES DE GAULLE (20-2). The route
distance from CHIEVRES (CIV) to BOURSONNE (BSN) is :

A 96 NM
B 73 NM
C 88 NM
D 83 NM

Explanation: NO

Question 155:
Route Manual SID chart for LONDON HEATHROW (10-3). Which of the following
is a correct Minimum Safe Altitude (MSA) for the Airport?
33081.gif

## A West sector 2100 ft within 25 NM

B East sector 2300 ft within 50 NM
C West sector 2300 ft within 25 NM
D East sector 2100 ft within 50 NM

## Explanation: The reference for this is in the 'Approach Chart Legend' at

the front of the Jepp Manual. Look at page 102 - bottom right - the range
of the circle is 25nm unless it states otherwise.
Question 156:
Route Manual STAR chart for MADRID BARAJAS (10-2A,B). For runway 33
arrivals from the east and south, the Initial Approach Fix (IAF) inbound
from airway UR10 is :
33095.gif

A VTB
B MOTIL
C CJN
D CENTA

Explanation: NO

Question 157:
Route Manual SID charts for ZURICH (10-3). Which is the correct ALBIX
departure via AARAU for runway 16?
33087.gif

A ALBIX 7S
B ALBIX 7A
C ALBIX 6E
D ALBIX 6H

Explanation: NO

Question 158:
Route Manual SID chart for AMSTERDAM SCHIPHOL (10-3B) The route distance
from runway 27 to ARNEM is:
33098.gif

A 67 NM
B 59 NM
C 35 NM
D 52 NM

## Explanation: Runway 27 to D18 SPY = 7nm

D18 SPY to N52 10.5 E004 43.7 = 8nm
N52 10.5 E004 43.7 to IVLUT = 20nm
IVLUT to ARMEN = 32nm
The bold figures next to each leg are the leg distances in nm's

Question 159:
Route Manual SID chart for AMSTERDAM SCHIPHOL (10-3). Which of the
following statements is correct for ANDIK departures from runway 19L?
33099.gif

## A Contact SCHIPOL DEPARTURE 119.05 passing 2000 ft and report altitude

B The distance to ANDIK is 25 NM
C Maximum IAS 250kt turning left at SPL 3.1 DME
D Cross ANDIK below FL60

Explanation: NO

Question 160:
Route Manual STAR charts for MUNICH (10-2A,B). The correct arrival route
and Initial Approach Fix (IAF) for an arrival from the west via TANGO for
runway 08 L/R is:
33091.gif

## A AALEN 1T, IAF ROKIL

B AALEN 1T, IAF MBG
C DKB 1T, IAF ROKIL
D NDG 1T, IAF ROKIL

## Explanation: The question specifies 'via TANGO'

The correct arrival route and Initial Approach Fix (IAF) for an arrival
from the west via TANGO for runway 08 L/R is:
So the only routing through TANGO is the AALEN 1T .... Then apply Note 1
... ROKIL is the IAF.

Question 161:
Given : X = Distance A to point of equal time (PET) between A and B E =
Endurance D = Distance A to B O = Groundspeed 'on' H = Groundspeed 'back'
The formula for calculating the distance X to point of equal time (PET)
is:

A X = D X H / O + H
B X = D X O X H / O + H
C X = E X O X H / O + H
D X = D X O / O + H

Explanation: NO

Question 162:
Given : Course A to B 088° (T), distance 1250 NM, Mean TAS 330 kt, Mean
W/V 340°/60 kt. The time from A to the PET between A and B is :

A 1 hour 43 minutes
B 2 hours 02 minutes
C 1 hour 54 minutes
D 1 hour 39 minutes

Explanation: when you start with course (track) at the top, you MUST
apply the drift before you read the G/S.
we get:
O = 343kts
H = 306kts
Question 163:
Given : Distance X to Y 2700 NM, Mach Number 0.75, Temperature -45°C,
Mean wind component 'on', 10 kt tailwind, Mean wind compontent 'back' 35
kt tailwind. The distance from X to the point of equal time (PET) between
X and Y is :

A 1386 NM
B 1425 NM
C 1350 NM
D 1313 NM

Explanation: D = 2700nm
TAS = 440kts (wiz wheel)
O = 450kts
H = 475kts
Distance to PET = DH / (O+H) = (2700 x 475) / (450+475) = 1386nm
Don't forget to define 'O' and 'H' carefully.

Question 164:
Given: Distance A to B 2050 NM Mean groundspeed 'on' 440 kt Mean
groundspeed 'back' 540 kt The distance to the point of equal time (PET)
between A and B is:

A 1130 NM
B 1153 NM
C 1025 NM
D 920 NM

Explanation: NO

Question 165:
Given : Distance A to B 3060 NM, Mean groundspeed 'out' 440 kt, Mean
groundspeed 'back' 540 kt, Safe Endurance 10 hours. The time to the Point
of Safe Return (PSR) is:

A 5 hours 31 minutes
B 5 hours 20 minutes
C 3 hours 55 minutes
D 5 hours 45 minutes

## Explanation: E=10hrs, O=440kt, H=540kt, Time to PSR=EH/(O+H) Time to

PSR=10x540/(440+540)= 5.510hr, 5hrs 31mins

Question 166:
Which of the following statements is (are) correct with regard to the
advantages of computer flight plans ? 1. The computer can file the ATC
flight plan. 2. Wind data used by the computer is always more up-to-date
than that available to the pilot.

A Statement 1 only
B Neither statement
C Both statements
D Statement 2 only

Explanation: Yes - this is a bit of an unfair question .... what you get
when you turn up at ops rather depends on the operator -
Generally you will turn up and the OPERATIONAL FLIGHT PLAN will be
waiting for you .... this will contain the
route/fuel/diversions/weights(T/O, landing etc) ... basically all
produced by computer to company requirements. There are a number of
companies around that produce these - ours were produced by a company in
the US. For us, on page 2 of the OPERATIONAL flight plan was the ATC
flight plan .... again, all generated by the computer system .... this
sort of system is fairly normal .... hence the answer to the question!!

Question 167:
Which of the following statements is (are) correct with regard to the
operation of flight planning computers ? 1. The computer can file the ATC
flight plan. 2. In the event of in-flight re-routing the computer
produces a new plan.

A Statement 1 only
B Both statements
C Neither statement
D Statement 2 only

Explanation: NO

Question 168:
Route Manual chart LONDON HEATHROW ILS DME Rwy 09L (11-2). The Decision
Altitude (DA) for a ILS straight-in landing is :
33082.gif

A 280 ft
B 400 ft
C 480 ft
D 200 ft

Explanation: NO

Question 169:
Route Manual chart AMSTERDAM SCHIPHOL ILS DME Rwy 22 (11-6). The Missed
Approach procedure is to climb to an alitude of (i)------------ on a
track of (ii) ----------
33100.gif

## A (i) 2000 ft (ii) 160°

B (i) 200 ft (ii) 223°
C (i) 3000 ft (ii) 223°
D (i) 3000 ft (ii) 160°

Explanation: NO
Question 170:
Route Manual chart MADRID BARAJAS ILS DME Rwy 33 (11-1). The minimum
glide slope interception altitude for a full ILS is:
33097.gif

A 4000 ft
B 2067 ft
C 1567 ft
D 3500 ft

Explanation: NO

Question 171:
Route Manual chart AMSTERDAM JAA MINIMUMS (10-9X). The Radio Altimeter
minimum altitude for a CAT 2 ILS DME approach to Rwy 01L is :

A 100 ft
B 188 ft
C 300 ft
D 88 ft

Explanation: When we talk about doing an ILS .... a standard ILS .... we
are basically talking about a CAT I ILS .... which gets us down to a
minimum of 200ft DH, 550m RVR. On the JAA mins charts (10-9X) this is
normally the top line of figures ... In the exam if the questions simply
ask for the minimum for an 'ILS' approach - they mean CAT I ILS.
In the JEPP MANUAL thee are a few CAT II ILS charts .... a CAT II ILS
will get you down to a minimum of RA 100 ft DH (Rad ALT), 300m RVR. For a
CAT II approach (or CAT III - but there aren't any charts) you ONLY need
the RAD ALT figure, however, they still give you the DA (QNH) and DH
(QFE) numbers as information only.

Question 172:
Route Manual chart LONDON HEATHROW ILS DME Rwy 09R (11-1). The Minimum
Descent Altitude (MDA) for an ILS glide slope out, is:
33083.gif

A 480 ft
B 200 ft
C 405 ft
D 275 ft

Explanation: NO

Question 173:
Route Manual chart PARIS CHARLES DE GAULLE ILS Rwy 27 (21-2). The
crossing altitude and descent instruction for a propeller aircraft at
COULOMMIERS (CLM) are :
33076.gif
A Cross at FL60 descend to 4000 ft
B Cross at FL70 descend to 4000 ft
C Cross at FL60 and maintain
D Cross at FL80 descend to FL70

Explanation: Make sure you are looking at the correct chart - PARIS ILS
Rwy 27 Chart 21-2
At COULOMMIERES it says:
Prop aircraft:
Cross at FL60
and descend to 4000'

Question 174:
Route Manual chart MUNICH ILS Rwy 26R (11-4). The ILS frequency and
identifier are:
33093.gif

A 108.7 IMNW
B 108.3 IMSW
C 108.3 IMNW
D 108.7 IMSW

Explanation: NO

Question 175:
Route Manual chart PARIS CHARLES DE GAULLE ILS Rwy 10 (21-8). The ILS
localizer course is :

A 088°
B 118°
C 268°
D 100°

Explanation: NO

Question 176:
Route Manual chart ZURICH ILS Rwy 16 (11-2). The lowest published
authorised RVR for an ILS approach glide slope out, all other aids
serviceable, aeroplane category A is:
33088.gif

A 720m
B 800m
C 600m
D 1500m

Explanation: NO

Question 177:
Route Manual chart MUNICH NDB DME Rwy 26L approach (16-3). The frequency
and identifier of the NDB for the published approachs are:
33094.gif

A 400 MSW
B 112.3 MUN
C 338 MNW
D 108.6 DMS

Explanation: NO

Question 178:
Which of the following statements is (are) correct with regard to
computer flight plans 1. The computer takes account of bad weather on the
route and adds extra fuel. 2. The computer calculates alternate fuel
sufficient for a missed approach, climb, cruise, descent and approach and
landing at the destination alternate.

A Statement 2 only
B Statement 1 only
C Both statements
D Neither statement

Explanation: NO

Question 179:
Which describes the worst hazard, if any, that could be associated with
the type of feature at 38°N 015°E ?
3311181.gif

## A Engine flame out and windscreen damage

B There is no hazard
C Severe attenuation in the HF R/T band
D Reduced visibility

## Explanation: We have a wx chart, and they are referring to the then

active Mt ETNA. Therefore the hazard is VOLCANIC ASH leading to multiple
engine failure/dust in cabin/windscreen damage.

Question 180:
The surface weather system over England (53°N 002°W) is
3311182.gif

## A an occluded front moving east

B a cold front moving east
C a depression moving north
D a warm front moving southeast

Explanation: NO
Question 181:
In the vicinity of PARIS (49°N 003°E) the tropopause is at about
3311183.gif

A FL400
B FL380
C FL350
D FL340

Explanation: From the image you can see a TROP just to the west of Paris
with 400 in it.

Question 182:
Which describes the maximum intensity of icing, if any, at FL180 in the
vicinity of CASABLANCA (33°N 008°W) ?
3311184.gif

A Severe
B Nil
C Moderate
D Light

Explanation: BEWARE have you been caught out by favourite CAA trick.
The point they are referring to is also shown to have ISOL EMBD CB from
the ground to FL320.
CBs ALWAYS tell you to expect Moderate to Severe turbulence & icing.

Question 183:
Which best describes the significant cloud, if any, forecast for the area
southwest of BODO (67°N 014°E)
3311185.gif

## A 5 to 7 oktas CU and CB base below FL100, tops FL180

B 5 to 7 oktas CU and CB base FL100, tops FL180
C Nil
D 3 to 7 oktas CU and CB base below FL100, tops FL180

Explanation: NO

Question 184:
Which best describes be maximum intensity of icing, if any, at FL150 in
the vicinity of BUCHAREST (45°N 026°E) ?
3311186.gif

A Moderate
B Light
C Nil
D Severe

## Explanation: The quality of this Annex is very poor.

It is sort of possible to make out the LAT and LONG, use London as a
starter….. Bucharest is the B 5.5cm from the bottom, 4.5cm from the left
edge!
Icing over Bucharest at FL150: the detail is just above the B, remember
the icing symbol has up to 3 verticals – light / moderate / severe.
So, from CHART base (FL100) to FL200 there is MODERATE ICING forecast.

Question 185:
Which best describes the maximum intensity of CAT, if any, forecast for
FL330 over BENGHAZI (32°N 020°E) ?
3311187.gif

A Nil
B Severe
C Moderate
D Light

Explanation: .... area 1 is MOD CAT .... but check the levels ..... its
not that clear, but we think it says FL360-450 ..... hence nothing at
FL330.

Question 186:
The maximum wind velocity (°/kt) shown in the vicinity of MUNICH (48°N
012°E) is :
3311188.gif

A 300/140
B 290/110
C 300/160
D 300/100

Explanation: NO

Question 187:
The wind velocity over ITALY is
3311189.gif

## A a maximum of 110 kt at FL380

B a maximum of 160 kt at FL 380
C 110 kt at FL380 maximum velocity not shown on chart
D 130 kt at FL380 maximum velocity not shown on chart

Explanation: NO

Question 188:
The wind direction and velocity (°/kt) at 50°N 040°E is:
3311190.gif

A 020/70
B 200/70
C 350/70
D 020/80

Explanation: NO

Question 189:
The wind direction and velocity (°/kt) at 60°N 015°W is
3311191.gif

A 290/155
B 320/155
C 290/185
D 110/155

Explanation: NO

Question 190:
The approximate mean wind component (kt) at Mach 0.78 along true course
270° at 50°N from 000° to 010°W is
3311192.gif

B 35 kt tailwind component
C 25 kt tailwind component

## Explanation: The wind at 50 N 000 is about 250/30

The next one is about 250/55
The wind at 50N 10W is about 250/50
That gives about 250/45. It is 20 degrees off the nose, so the headwind
component will be even slower.
The only answer that fits is a headwind component of 40 kts.

Question 191:
What is the mean temperature deviation (°C) from the ISA over 50°N 010°W
?
3311193.gif

A -2
B +13
C +2
D +9

Explanation: NO

Question 192:
The wind direction and velocity (°/kt) at 40°N 040°E is
3311194.gif

A 330/75
B 150/75
C 300/75
D 330/85

Explanation: NO

Question 193:
What lowest cloud conditions (oktas/ft) are forecast for 1900 UTC at
HAMBURG (EDDH) ?
3311195.gif

A 5 to 7 at 500
B 5 to 7 at 2000
C 5 to 7 at 1200
D 3 to 4 at 500

Explanation: NO

Question 194:
What minimum visibility (m) is forecast for 0600 UTC at LONDON LHR (EGLL)
?
3311196.gif

A 1500
B 5000
C 10,000
D 2200

Explanation: NO

Question 195:
A METAR reads : SA1430 35002KY 7000 SKC 21/03 QI024 = Which of the
following information is contained in this METAR ?

A temperature/dewpoint
B period of validity
C day/month
D runway in use

## Explanation: ….SKC 21/03…Sky Clear Temperature 21°C Dew Point 3°C…

Question 196:
What mean temperature (°C) is likely on a course of 360° (T) from 40°N to
50°N at 040°E ?
3311201.gif

A -47
B -50
C -49
D -46
Explanation: NO

Question 197:
Which of the following flight levels, if any, is forecast to be clear of
significant cloud, icing and CAT along the marked route from SHANNON
(53°N 10°W) to BERLIN (53°N 13°E) ?
3311202.gif

A FL250
B FL 210
C FL290
D None

## Explanation: Annex D. Luckily the route SHANNON to BERLIN is drawn in.

There are 2 areas of weather affecting this route – CAT AREA 2 – Moderate
CAT FL270-FL400, and a Frontal System lying over England with MOD Icing
and CAT FL100-FL140 ISOL EMBD CB FL100-FL220.
There seems to be a clear area FL220-FL270.

Question 198:
The flight crew of a turbojet aeroplane prepares a flight using the
following data: Flight leg ground distance: 4 000 NM, Flight level FL
370; "Long range" flight regime, Effective wind at this level: head wind
of 50 kt. Temperature: ISA, Centre of gravity (CG): 37 %, Pack flow : LOW
(LO), Anti ice: OFF, Reference landing mass: 140 000 kg, Taxi fuel: 500
kg, Final reserve fuel: 2 400 kg. The fuel quantity which must be loaded
on board the aircraft is:
33036.gif

A 51 860 kg
B 52 060 kg
C 46 340 kg
D 41 950 kg

Explanation: Using the graphs provided and applying all the relevant
corrections to this calculation still fails to get the answer (51 860 kg)
which we think the examiner is looking for.
If you see this question in your exam please let us know.

Question 199:
A turbojet aeroplane is prepared for a 1300 NM flight at FL 350, with a
true airspeed of 460 kt and a head wind of 160 kt. The take-off runway
limitation is 174 000 kg, the planned departure mass is 160 000 kg. The
departure fuel price is equal to 0.92 times the arrival fuel price (fuel
price ratio = 0.92). In order for the airline to optimize its savings,
33044.gif

A 14 000 kg
B 42 000 kg
C 12 000 kg
D 30 000 kg

Explanation: 14 000 kg
NAM = NGM x (TAS/GS) = 1300 x (460/300) = 1993 NAM
Enter graph at Fuel price ratio 0.92 …. Across to NAM distance 1993 NAM,
then down to the base scale – OPT WEIGHT 204 000kg
Planned TOM 160 000kg – take an extra 44 000kg – but TOM limit 174 000 kg
– so you can only take an extra 14 000 kg

Question 200:
A turbojet aeroplane, weighing 200 000 kg, initiates its cruise at the
optimum level at M 0.84 (ISA, CG=37%, Total Anti Ice ON). A head wind of
30 kt is experienced and, after a distance of 500 NM, severe icing is
encountered and this requires an immediate descent. The aeroplane mass at
start of descent is:
33045.gif

A 192 500 kg
B 193 000 kg
C 193 800 kg
D 193 400 kg

## Explanation: Calculate NAM = 536 NAM

• From table, INTEGRATED CRUISE M0.84
200 000 kg → 6778 NAM – 536 NAM = 6242 NAM
• From table 6242 NAM → 192 973 kg (interpolating)
• Fuel = 200 000 – 192 973 = 7 027 kg • Total ANTI ICE ON, +7%, 7027 x
1.07 = 7519 kg
• Mass at TOD = 200 000 – 7519 = 192 481 kg (answer = 192 500 kg)

Question 201:
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:
33044.gif

A 0 kg
B 3 000 kg
C 4 000 kg
D 2 000 kg

## Explanation: NAM = 2500 NAM

Enter graph at Fuel price ratio 0.91 …. Across to NAM distance 2500 NAM,
then down to the base scale – OPT WEIGHT 198 000kg
Planned TOM 200 000kg – no extra fuel
Question 202:
Assuming a departure/destination fuel price ratio of 0.92, the commander
decides to optimize fuel tankering by using the following data: . Cruise
flight level: FL 350 . Air distance to be covered: 1 830 NM . Planned
take-off mass: 190 000 kg (with a minimum prescribed fuel quantity of 30
000 kg that includes a trip fuel of 22 000 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:
33044.gif

A 10 000 kg
B 12 000 kg
C 20 000 kg
D 15 000 kg

## Explanation: NAM = 1830 NAM

Enter graph at Fuel price ratio 0.92 …. Across to NAM distance 1830 NAM,
then down to the basescale – OPT WEIGHT 210 000kg
Planned TOM 190 000kg – TOM limit 205 000kg extra fuel 15 000kg
Max LM 180 000 + trip fuel 22 000kg = Max TO 202 000 kg, extra fuel 12
000kg
But tank capacity 40 000kg, so extra fuel 10 000kg

Question 203:
Assuming the following data: Ground distance to be covered: 2 000 NM,
Cruise flight level: FL 330, Cruising speed: Mach 0.82 (true airspeed:
470 kt), Head wind component: 30 kt.Planned destination landing mass: 160
000 kg. Temperature: ISA. CG: 37%. Total anti-ice: ON. Pack flow: HI.
Time needed to carry out such a flight is:
33038.gif

A 4 h 43 min
B 5 h 02 min
C 4 h 26 min
D 4 h 10 min

## Explanation: • NAM =NGM x (TAS/GS)= 2000 x (470/440) = 2136 NAM

• From table 2136 → 4 hrs 43 mins (correct)

Question 204:
Assuming the following data: . Ground distance to be covered: 1 500 NM .
Cruise flight level: FL 310 . Cruising speed: Mach 0.82 (true airspeed:
470 kt) . Head wind component: 40 kt . Planned destination landing mass:
140 000 kg . Temperature: ISA + 15° C . CG: 37 % . Total anti-ice: ON .
Pack flow: HI Fuel consumption for such a flight is:
33038.gif

A 23 500 kg
B 19 900 kg
C 21 700 kg
D 21 500 kg
Explanation: NOT USED IN UK
LRJT Quick determination
1. Calculate DISTANCE in NAM
NAM = NGM x (TAS/GS) = 1500 x (470/430) = 1640 NAM
2. Extract FUEL from the table 038
038 ... FL310, 1640 NAM ... 21 461 kg
3. Corrections: landing weight/pack flow/anti ice/temp
036/038 ... CORRECTIONS
... LW correction ... NIL (LW 140 000kg)
... pack flow HI ... ΔFUEL +1% ... 21 461 x1% = 215 kg
... TOTAL anti ice ON ... + 7% ... 21 461 x7% = 1505 kg
... ISA + 15⁰C ... 036 Note 3 ... 0.01 x ISA DEV x NAM = 0.01 x 15 x 1640
= 246 kg
FUEL = 21 461 + 215 + 1505 + 246 = 23 427 kg

Question 205:
Assuming the following data: . Ground distance to be covered: 2 500 NM .
Cruise flight level: FL 350 . Cruising speed: Mach 0.82 (true airspeed:
470 kt) . Tailwind component: 40 kt . Planned destination landing mass:
150 000 kg . Temperature: ISA . CG: 37% . Total anti-ice: OFF . Air
conditioning: normal Fuel consumption for such a flight is:
33038.gif

A 27 800 kg
B 29 200 kg
C 28 300 kg
D 27 000 kg

## Explanation: This is the 'QUICK DETERMINATION' planning method

- calculate distance in NAM
- extract fuel and time from the table
- apply any required corrections
............. pack flow
............. anti-ice (bottom of table)
............. temperature - Note 3 of the additional information
............. landing weight (if different than reference 140 000kg) -
right side of table
SO:
- NAM = NGM x (TAS/GS) = 2500 x (470/510) = 2304 NAM
- from the table ? FL350, 2304 NAM ? 26 960 kg
- CORRECTIONS
...... pack flow NORMAL
...... TOTAL anti ice OFF
...... ISA
...... LW correction 76 x 10 = 760 kg (LW 150000kg - 10000kg heavier than
reference)
FUEL = 26 960 + 760 = 27 720 kg

Question 206:
Assuming the following data: . Ground distance to be covered: 2 600 NM .
Cruise flight level: FL 370 . Cruising speed: Mach 0.82 (true airspeed:
470 kt) . Wind: zero wind during flight . Planned destination landing
mass: 140 000 kg . Temperature: ISA + 15° C . CG: 37 % . Total anti-ice:
ON . Air conditioning: normal Fuel consumption for such a flight is:
33038.gif

A 31 500 kg
B 29 100 kg
C 27 400 kg
D 29 400kg

Explanation: NO

Question 207:
A turbojet aeroplane is flying using the following data: . optimum flight
level, Mach 0.80, mass of 190 000 kg . temperature: ISA . tailwind
component: 100 kt The fuel mileage and the fuel consumption per hour are:
33046.gif

## A 105 NM/1000 kg; 5330 kg/h

B 105 NM/1000 kg; 6515 kg/h
C 71 NM/1000 kg; 5330 kg/h
D 86 NM/1000 kg; 6515 kg/h

Explanation: From table – 190 000 kg, 6515 NAM, 459 kts
6515 – 459 = 6056 NAM → 184 600 kg
190 000 – 184 600 = 5400 kg/hr
Fuel mileage – ground distance covered in 1 hour 459 + 100 = 559 NGM
Therefore NM/1000kg = 559/5.4 = 103.5 NM/1000kg

Question 208:
A turbojet aeroplane is flying using the following data: . flight level
FL 250, Long Range (LR) cruise, mass of 150 000 kg . temperature: ISA .
head wind component: 100 kt . remaining flight time: 1 h 40 min The
ground distance that can be covered during the cruise flight is:
33047.gif

A 445 NM
B 612 NM
C 2031 NM
D 841 NM

## Explanation: From table – 150 000kg → 2031 NAM 335 mins

335 mins – 100mins (1hr 40 mins) = 235mins
From table 235 mins → 1419 NAM
NAM distance = 2031 – 1419 = 612 NAM
Wind 100kts HW, 1hr 40mins(1.66hrs) 100 x 1.66 = 166NM
Ground distance = 612 – 166 = 446 NGM

Question 209:
Given: . Take-off mass: 150 000 kg . Planned cruise at FL 350 . Long
range MACH . Standard Atmosphere (ISA) . CG: 37 % Covering an air
distance of 2 000 NM, your trip fuel from take-off to landing will be:
330480.gif

A 22 360 kg
B 20 260 kg
C 21 760 kg
D 19 660 kg

Explanation: From the table,150 000 kg read 2464 NAM 2464 - 2000 = 464
NAM
From the table, 464 NAM read 133 250 kg
FUEL = 150 000 - 130 325 = 19 675 kg
Corrections:
CLIMB CORRECTION LR, FL350 +2100 kg
DECSENT CORRECTION LR, FL350
WEIGHT OVERHEAD ≈ 130 000 kg +600 kg
TRIP FUEL = 19 675 + 2100 + 600 = 22 375 kg

Question 210:
Given: . Take-off mass: 150 000 kg . Planned cruise at FL 350 . Long
range MACH . Standard Atmosphere (ISA) . CG: 37 % You have to cover an
air distance of 2 000 NM. Your flight time will be:
330480.gif

A 304 minutes
B 359 minutes
C 298 minutes
D 288 minutes

Explanation: You have to cover an air distance of 2 000 NAM. Your flight
time will be:
- From table 150 000 kg → 2464 NAM 359 min
- 2464 NAM - 2000 NAM = 464 NAM ... from the table find 464 NAM .... look
at the top left corner of the table - you need to interpolate - 451NAM =
70 min, 472NAM = 73 min,
...SO, 464 is (close enough) = 72 min ... 359 - 72 = 287 min
- Climb correction 6 min
- Descent correction 10 min
- Time = 287 + 6 + 10 =303 min (correct answer 304 min)

Question 211:
In standard atmosphere, assuming a mass of 197 000 kg, in order to fly at
FL 370 and to be at the optimum altitude, your Mach number should be:
33051.gif

A 0.82
B 0.80
C the same as for LRC (Long Range Cruise)
D 0.84
Explanation: If you draw a vertical line up 197 000 kg and take note
where it intercepts the 370 FL each of these annexes.
The interception is closest to the optimum flight level line in the annex
for table 0.82 M.

Question 212:
For a long distance flight at FL 390, "Long Range" regime, divided into
four flight legs with the following characteristics: - segment AB -
Ground distance: 2 000 NM. head wind component: 50 kt - segment BC -
Ground distance: 1 000 NM. head wind component: 30 kt - segment CD -
Ground distance: 500 NM. tail wind component: 100 kt - segment DE -
Ground distance: 1 000 NM. head wind component: 70 kt The air distance of
the entire flight is approximately:
33053.gif

A 4 900 NM
B 5 120 NM
C 4 630 NM
D 5 040 NM

Explanation: NO

Question 213:
For a turbojet aeroplane flying with a mass of 190 000 kg, at Mach 0.82,
and knowing that the temperature at flight level FL 370 is - 35° C, the
optimum flight altitude calculated using the annex is:
33051.gif

A 37400 ft
B 34600 ft
C 38600 ft
D 37800 ft

Explanation: NO

Question 214:
For a long distance flight at FL 370, "Long Range" regime, divided into
four flight legs with the following specifications: - segment AB - Ground
distance: 2 000 NM. headwind component: 50 kt - segment BC - Ground
distance: 1 000 NM. headwind component: 30 kt - segment CD - Ground
distance: 500 NM. tailwind component: 70 kt - segment DE - Ground
distance: 1 000 NM. headwind component: 20 kt The total air distance is
approximately:
33053.gif

A 4 800 NM
B 4 580 NM
C 4 820 NM
D 4 940 NM

## Explanation: From table:

- segment AB - Ground distance: 2 000 NM. headwind component: 50 kt =
2240 NAM
- segment BC - Ground distance: 1 000 NM. headwind component: 30 kt =
1067 NAM
- segment CD - Ground distance: 500 NM. tailwind component: 70 kt = 436
NAM
- segment DE - Ground distance: 1 000 NM. headwind component: 20 kt =
1048 NAM

4791 NAM

Question 215:
The flight crew of a turbojet aeroplane prepares a flight using the
following data: - Flight level FL 370 at "Long Range" (LR) cruise regime
- (Prescribed) mass at brake release: 204 500 kg - Flight leg ground
distance: 2 000 NM - Temperatures: ISA - Headwind component: 70 kt -
"Total anti-ice" set on "ON" for the entire flight - no requested climb
and descent correction of the fuel consumption The fuel required from
take-off to landing is:
60-0254.gif

A 29 440 kg
B 20 900 kg
C 27 770 kg
D 22 160 kg

Explanation: NO

Question 216:
The flight crew of a turbojet aeroplane prepares a flight using the
following data: - Flight leg distance: 3 500 NM - Flight level FL 310,
true airspeed: 450 kt - Headwind component at this level: 55 kt -
Initially planned take-off mass (without extra fuel on board): 180 000 kg
- Fuel price: 0.30 US Dollars/l at departure The commander may carry a
fuel quantity of 8 000 kg in addition to that which is necessary. For
this fuel transport operation to be cost effective, the maximum fuel
price at arrival must be:
33043.gif

A 0.33 \$/l
B 0.27 \$/l
C 0.26 \$/l
D 0.28 \$/l

## Explanation: The question wants you to work in reverse:

000kg.
Therefore your 'optimum TOM' is 188 000 kg.
Enter the graph base scale at 188 000kg, vertically up to the 4000 NAM
line (you must convert NGM to NAM), now read the FPR 0.9.
Fuel Price Ratio = Departure price / destination price
FPR 0.9 = 0.3 / Dest price, so DEST PRICE = 0.3 / 0.9 = 0.333 \$/l

Question 217:
The flight crew of a turbojet aeroplane prepares a flight using the
following data: - Flight leg distance: 3 500 NM - Flight level FL 310,
true airspeed: 450 kt - Headwind component at this level: 55 kt -
Initially planned take-off mass (without extra fuel on board): 180 000 kg
- Fuel price: 0.27 US Dollars/l at destination The commander may carry on
board 8 000 kg more fuel than that which is necessary. For this fuel
transport operation to be cost effective, the maximum fuel price at
departure must be:
33043.gif

A 0.24 \$/l
B 0.28 \$/l
C 0.30 \$/l
D 0.29 \$/l

## Explanation: NAM = NGM x (TAS/GS) = 3500 x (450 / 395) = 3987 NAM

Enter graph on base scale at 180 000 kg, up to 3987 NAM (4000 NAM), read
scale on the left .. fuel price ratio 0.905.
FPR = (departure price / destination price)
0.905 = departure price / 0.27
Departure price = 0.905 x 0.27 = 0.24 USD/litre

Question 218:
The flight crew of a turbojet aeroplane prepares a flight using the
following data: - Flight level FL 370 at "Long Range" (LR) cruise regime
- Mass at brake release: 212 800 kg - Flight leg ground distance: 2 500
NM - Temperatures: ISA - CG: 37% - Headwind component: 30 kt - "Total
anti-ice" set on "ON" for the entire flight - No requested climb and
descent correction of the fuel consumption The fuel consumption (from
take-off to landing) is:
60-0254.gif

A 34 430 kg
B 32 480 kg
C 28 720 kg
D 30 440 kg

## Explanation: NAM = NGM x (TAS/GS) = 2500 x (470/440) = 2670 NAM

From table 212 800 kg → 8083 NAM
(8083 – 2670) = 5413 NAM → 180 329 kg
Fuel = (212 800 – 180 329) = 32 471 kg
Total Anti-ice 0n +6% = 32 471 x 1.06 = 34 419 kg (correct answer
34430kg)
ISA, no correction for climb/descent

Question 219:
The flight crew of a turbojet aeroplane prepares a flight using the
following data: - Flight leg distance: 3 500 NM - Flight level FL 310,
true airspeed: 450 kt - Headwind component at this level: - 55 kt -
Initially planned take-off mass (without extra fuel on board): 180 000 kg
- Fuel price: 0.30 Euro/l at departure; 0.27 Euro/l at destination To
maximize savings, the commander decides to carry extra fuel in addition
to that which is necessary. Using the appended annex, the optimum
quantity of fuel which should be carried in addition to the prescribed
quantity is:
33043.gif

B 8 000 kg
C 15 000 kg
D 22 000 kg

## Explanation: No need for calculation – fuel is cheaper at destination

DO NOT carry extra fuel

Question 220:
The flight crew of a turbojet aeroplane prepares a flight using the
following data: - Flight leg distance: 4 000 NM - Flight level FL 310,
true airspeed: 450 kt - Headwind component at this level: 50 kt -
Initially planned take-off mass (without extra fuel on board): 170 000 kg
- Fuel price: 0.27 Euro/l at departure; 0.30 Euro/l at destination To
maximize savings, the commander chooses to carry extra fuel in addition
to that which is necessary. Using the appended annex, the optimum
quantity of fuel which should be carried in addition to the prescribed
quantity is:
33043.gif

A 8 000 kg
B 32 000 kg
C The fuel transport operation is not recommended in this case.
D 18 000 kg

## Explanation: NAM = NGM x (TAS/GS) = 4000 x (450/400) = 4500 NAM

FPR = (Departure price/Destination price) = 0.27/0.30) = 0.90
Enter graph 0.90 FPR → 4500 NM ↓ OPTIMUM WEIGHT = 178 000 kg
TOM 170 000 kg, no other limits, so TANKER 8 000kg

Question 221:
The flight crew of a turbojet aeroplane prepares a flight using the
following data: - Flight leg distance: 3 500 NM - Flight level FL 310,
true airspeed: 450 kt - Headwind component at this level: 5 kt -
Initially planned take-off mass (without extra fuel on board): 180 000 kg
- Fuel price: 0.35 US Dollars/l at departure; 0.315 US Dollars/l at
destination To maximize savings, the commander chooses to carry extra
fuel in addition to that which is necessary. Using the appended annex,
the optimum quantity of fuel which should be carried in addition to the
prescribed quantity is:
33043.gif

B 15 000 kg
C 8 000 kg
D 22 000 kg

## Explanation: No need for calculation – fuel is cheaper at destination

DO NOT carry extra fuel

Question 222:
The flight crew of a turbojet aeroplane prepares a flight using the
following data: - Flight leg air distance: 2 700 NM - Flight level FL
310, true airspeed: 470 kt - Tailwind component at this level: 35 kt -
Initially planned take-off mass (without extra fuel on board): 180 000 kg
- Fuel price: 0.28 Euro/l at departure; 0.26 Euro/l at destination To
maximize savings, the commander chooses to carry extra fuel in addition
to that which is necessary. The optimum quantity of fuel which should be
carried in addition to the prescribed quantity is:
33043.gif

B 6 000 kg
C 10 000 kg
D 4 000 kg

## Explanation: No need for calculation – fuel is cheaper at destination

DO NOT carry extra fuel

Question 223:
The flight crew of a turbojet aeroplane prepares a flight using the
following data: - Flight leg air distance: 2 700 NM - Flight level FL
310, true airspeed: 470 kt - Tailwind component at this level: 35 kt -
Initially planned take-off mass (without extra fuel on board): 195 000 kg
- Fuel price: 0.28 Euro/l at departure; 0.26 Euro/l at destination To
maximize savings, the commander chooses to carry extra fuel in addition
to that which is necessary. The optimum quantity of fuel which should be
carried in addition to the prescribed quantity is:
33043.gif

B 8 000 kg
C 10 000 kg
D 5 000 kg

## Explanation: No need for calculation – fuel is cheaper at destination

DO NOT carry extra fuel

Question 224:
Prior to an IFR flight, when filling in the ICAO flight plan, the time
information which should be entered in box 13: "Time" is:
3311261.gif

## A estimated off-block time.

B the time of flight plan filing.
C planned take-off time.
D planned engine start time.

Explanation: NO

Question 225:
Prior to an IFR flight, when filling in the ICAO flight plan, the time
information which should be entered in box 16: "Total estimated time" is
the time elapsed from:
3311262.gif

## A take-off until reaching the IAF (Initial Approach Fix) of the

destination aerodrome.
B taxiing until the IAF (Initial Approach Fix) of the destination
aerodrome.
C taxi-out prior to take-off until taxiing completion after landing.
D take-off until landing.

Explanation: NO

Question 226:
A turbojet aeroplane flies using the following data: . flight level: FL
330, flight regime: "Long Range" (LR), mass: 156 500 kg . tailwind
component at this level: 40 kt. With a remaining flight time of 1 h 10
min the ground distance that can be covered by the aeroplane at cruising
speed is:
33059.gif

A 539 NM
B 471 NM
C 493 NM
D 518 NM

## Explanation: TAS 427 kts so GS 467 kts

Ground Distance = 467 x (70/60) = 545 NGM (answer 539 NGM)

Question 227:
On an ATC flight plan, an aircraft indicated as "H" for "Heavy"

## A is of the highest wake turbulence category

B has a certified landing mass greater than or equal to 136 000 kg
C has a certified take-off mass greater than or equal to 140 000 kg
D requires a runway length of at least 2 000m at maximum certified take-
off mass

Explanation: NO

Question 228:
If your destination airport has no ICAO indicator, in the appropriate box
of your ATC flight plan, you write:

A ZZZZ
B ////
C AAAA
D XXXX

Explanation: JEPP Manual Air Traffic Control Section page 438, ITEM 16.

Question 229:
On a VFR ATC flight plan, the total estimated time is:

## A the estimated time required from take-off to arrive over the

destination airport
B the estimated time from take-off to overhead the destination airport,
plus 15 minutes
C the estimated time from take-off to landing at the alternate airport
D the estimated time from engine start to landing at the destination
airport

Explanation: NO

Question 230:
The fuel burn off is 200 kg/h with a relative fuel density of 0,8. If the
relative density is 0,75, the fuel burn will be:

A 200 kg/h
B 213 kg/h
C 188 kg/h
D 267 kg/h

## Explanation: Read the question CAREFULLY.....an aircraft fuel burn in

MASS/hour will not vary with SG.....but a fuel burn in VOLUME/hour will
vary with SG 200kg/hr remains 200kg/hr

Question 231:
On an ATC flight plan, the letter "Y" is used to indicate that the flight
is carried out under the following flight rules.

## A IFR followed by VFR

B IFR
C VFR
D VFR followed by IFR

Explanation: NO

Question 232:
On an ATC flight plan, to indicate that you will overfly the way-point
TANGO at 350 kts at flight level 280, you write:
A TANGO/N0350F280
B TANGO/ T350F280
C TANGO/K0350FL280
D TANGO/FL280N0350

Explanation: NO

Question 233:
Given the following: D = flight distance X = distance to Point of Equal
Time GSo = groundspeed out GSr = groundspeed return The correct formula
to find distance to Point of Equal Time is:

## A X = D x GSr / (GSo + GSr)

B X = (D/2) + GSr / (GSo + GSr)
C X = D x GSo / (GSo + GSr)
D X = (D/2) x GSo / (GSo + GSr)

Explanation: NO

Question 234:
The cruising speed to write in the appropriate box of an ATC flight plan
is:

## A true air speed

B calibrated air speed
C ground speed
D indicated air speed

Explanation: NO

Question 235:
In the appropriate box of an ATC flight plan, for endurance, one must
indicate the time corresponding to:

## A the total usable fuel on board

B the total usable fuel on board minus reserve fuel
C the required fuel for the flight plus the alternate and 45 minutes
D the required fuel for the flight

Explanation: NO

Question 236:
The fuel burn of an aircraft turbine engine is 220 l/h with a fuel
density of 0,80. If the density is 0,75, the fuel burn will be:

A 235 l/h
B 176 l/h
C 220 l/h
D 206 l/h
Explanation: Read the question CAREFULLY.....an aircraft fuel burn in
MASS/hour will not vary with SG.....but a fuel burn in VOLUME/hour will
vary with SG
220l/hr @ SG 0.8 = 176kg/hr
176kg/hr @ SG 0.75 = 235l/hr

Question 237:
On a ATC flight plan, to indicate that you will overfly the waypoint
ROMEO at 120 kt at flight level 085, you will write:

A ROMEO/N0120F085
B ROMEO/F085N0120
C ROMEO/FL085N0120
D ROMEO/K0120FL085

Explanation: NO

Question 238:
The maximum permissible take-off mass of an aircraft for the L wake
turbulence category on an ATC flight plan is:

A 7 000 kg
B 10 000 kg
C 5 700 kg
D 2 700 kg

Explanation: JEPP Manual Air Traffic Control Section page 435, ITEM 9.

Question 239:
In the appropriate box of an ATC flight plan form, concerning equipment,
the letter to be used to indicate that the aircraft is equipped with a
mode A 4096 codes transponder with altitude reporting capability is:

A C
B S
C A
D P

Explanation: NO

Question 240:
The true course is 042°. The variation in the area is 6° W and the wind
is calm. The deviation card is reproduced in the annex. In order to
3311702.gif

A 052°
B 058°
C 040°
D 044°

Explanation: The true course is 042 with variation west being best (so
add the 6 to the 042 giving 048 magnetic).
Then to correct for the deviation the nearest compass deviation reading
is taken from 045 with it indicating 4 degrees less than actual magnetic
(compass).

Question 241:
True Air speed: 170 kt Wind in the area: 270°/40 kt According to the
to re-route to ARD via TGJ. The given wind conditions remaining constant.
The fuel consumption during the turn is 20 litres. The total fuel
consumption at position overhead ARD will be:
3311704.gif

A 1 545 litres
B 1 600 litres
C 1 182 litres
D 1 326 litres

## Explanation: Treat as one leg –

ARD to BULEN,
243nm,
Track 123º (or 124º - it won‟t make any difference to the answer!)
Fuel used ARD-BULEN = (869 – 432) = 437 litres
Wiz wheel ….. GS OUT = 202kts GS HOME = 135kts
Calculate fuel flow outbound:
Leg time = (distance/GS) = 243 / 202 = 1.203 hours
Fuel flow = Fuel used / Time = 437 / 1.203 = 363 litres/hour
Calculate fuel used BULEN – ARD
Leg time = (distance/GS) = 243 / 135 = 1.800 hours
Fuel used = fuel flow x time = 363 x 1.800 = 653 litres
Total fuel consumption = 869 + 20 + 653 = 1542 litres

Question 242:
In the cruise at FL 155 at 260 kt TAS, the pilot plans for a 500 feet/min
descent in order to fly overhead MAN VOR at 2 000 feet (QNH 1030). TAS
will remain constant during descent, wind is negligible, temperature is
standard. The pilot must start the descent at a distance from MAN of:

A 120 NM
B 110 NM
C 130 NM
D 140 NM

Explanation: You must correct for FL155 (1013) and 2000ft (QNH 1030)
Correction is (1030-1013) x 30 = 510ft....so total descent is:
15500+510-2000ft = 14000ft, or 28 minutes at 500ft/min
Distance = 260x28/60 = 121nm
Question 243:
You must fly IFR on an airway orientated 135° magnetic with a MSA at 7
800 ft. Knowing the QNH is 1 025 hPa and the temperature is ISA + 10°,
the minimum flight level you must fly at is:

A 90
B 70
C 75
D 80

Explanation:

Question 244:
An aircraft, following a 215° true track, must fly over a 10 600 ft
obstacle with a minimum obstacle clearance of 1 500 ft. Knowing the QNH
received from an airport close by, which is almost at sea-level, is 1035
and the temperature is ISA -15°C, what is the minimum FL the aircraft
should fly at allowing for the temperature variation?

A 140
B 150
C 120
D 130

## Explanation: The 660 is the QNH/1013 correction...so we need 10600 + 1500

- 660 = 11440ft...now correct for temp (ISA -15)...4%/10 degrees, ie
6%...from ac to datum (SL).....6%x11440 = 685ft...now, high to lo careful
go...so it is a plus correction...11440 + 685 = 12125ft.....we need an
EVEN level....FL140

Question 245:
It is possible, in flight, to: 1 - file an ATC flight plan 2 - modify an
active ATC flight plan 3 - cancel an active ATC flight plan 4 - close an
active ATC flight plan Which of the following combinations contains all
of the correct statements?

A 1, 2, 3, 4
B 2, 3, 4
C 1, 2, 3
D 1, 2, 4

## Explanation: Think of it this way -

.... after you have landed - flight plan closed, or
.... you have a change of plan, or halfway through your sector you want
to go elsewhere ... or go VFR ... etc - flight plan cancelled.

Question 246:
The planned flight is over a distance of 440 NM Based on the wind charts
at altitude the following components are found; FL50: -30kt; FL100: -
50kt; FL180: -70kt The Operations Manual in appendix details the
aircraft's performances Which of the following flight levels (FL) gives
the best range performance:

A FL 180
B FL 100
C Either FL 050 or FL 100
D FL 050

Explanation:

Question 247:
On an IFR navigation chart, in a 1° quadrant of longitude and latitude,
appears the following information "80". This means that within this

## A the minimum safe altitude is 8 000 ft

B the minimum flight level is FL 80
C the floor of the airway is at 8 000 ft
D the altitude of the highest obstacle is 8 000 ft

Explanation: NO

Question 248:
You are to determine the maximum fuel load which can be carried in the
following conditions : - dry operating mass : 2800 kg - trip fuel : 300
kg - payload : 400 kg - maximum take-off mass : 4200 kg - maximum landing
mass : 3700 kg

A 800 kg
B 1000 kg
C 500 kg
D 700 kg

## Explanation: Every time you go flying you will consider 3 limits....MTOM,

MZFM, and MLM.
MTOM and MLM are either structural or performance limits (depending on
conditions), MZFM is a structural limit. Its up to you to ensure you do
not exceed these limits...for any set of conditions, one of these limits
will offer the 'critical value' in terms of payload or fuel.
For this question you are only concerned with fuel, so MZFM doesn't come
into it....
A table will help
T/O LAND
LIMIT 4200 3700
DOM 2800 2800
FUEL 1000 500
So max fuel at T/O is 1000kgs and max fuel at landing is 500kgs; now add
the trip fuel to the landing fuel....300+500=800kgs
Therefore, max fuel at T/O dictated by the MLM limit....you can T/O with
800kgs of fuel (within MTOM limit), you will then land at MLM.
Question 249:
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:

A 24 min
B 16 min
C 20 min
D 10 min 40 sec

## Explanation: Speed = Distance / Time

Ground Speed out = 100 + 20 = 120 kts
Distance out = 120 x (16/60) = 32 nm
Return leg ground speed = 100 - 20 = 80 kts
So return time = 32 / 80 = 0.4 hours = 24 minutes

Question 250:
When a pilot fills in an ATC flight plan, he must indicate the wake
turbulence category. This category is a function of which mass?

## A maximum certified take-off mass

B maximum certified landing mass
C actual take-off mass
D estimated take-off mass

Explanation: NO

Question 251:
The planned departure time from the parking area is 1815 UTC The
estimated take-off time is 1825 UTC The flight plan must be filed with
ATC at the latest at:

A 1715 UTC
B 1755 UTC
C 1745 UTC
D 1725 UTC

Explanation: NO

Question 252:
In the appropriate box of an ATC flight plan form, corresponding to the
estimated time of departure, the time indicated is that at which the
aircraft intends to:

A go off blocks
B start-up
C pass the departure beacon
D take-off

Explanation: NO
Question 253:
On an instrument approach chart, a minimum sector altitude (MSA) is
particular specification on distance, this altitude is valid to:

A 25 NM
B 15 NM
C 10 NM
D 20 NM

Explanation: NO

Question 254:
An IFR flight is planned outside airways on a course of 235° magnetic.
The minimum safe altitude is 7800 ft. Knowing the QNH is 995 hPa, the
temperature is ISA, the minimum flight level you must fly is:

A 100
B 85
C 80
D 90

Explanation: NO

Question 255:
From the departure point, the distance to the point of equal time is:

A inversely proportional to the sum of ground speed out and ground speed
back
B inversely proportional to ground speed back
C inversely proportional to the total distance to go
D proportional to the sum of ground speed out and ground speed back

## Explanation: Distance to Point of Equal Time (PET) = D x H

(O + H)
Distance to PET is directly proportional to D (total distance)
to PET is directly proportional to H (groundspeed „home‟ (back))
Distance to PET is inversely proportional to (O + H) (sum of groundspeed
„out‟ and groundspeed „home‟ (back))

Question 256:
In the ATS flight plan Item 10, "standard equipment" is considered to be
:
3312275.gif

## A VHF RTF, ADF, VOR and ILS

B VHF RTF, VOR, ILS and transponder
C VHF RTF, VOR, INS and transponder
D VHF RTF, ADF, VOR and transponder
Explanation: NO

Question 257:
In the ATS flight plan Item 15, for a flight along a designated route,
where the departure aerodrome is not on or connected to that route :
3312276.gif

## A the letters "DCT" should be entered, followed by the point of joining

the ATS route
B the words "as cleared" should be entered
C it is necessary only to give the first reporting point on that route
D it is not necessary to indicate the point of joining that route as it
will be obvious to the ATS unit.

Explanation: NO

Question 258:
In the event that SELCAL, is prescribed by an appropriate authority, in
which section of the ATS flight plan will the SELCAL code be entered ?
3312277.gif

A OTHER INFORMATION
B AIRCRAFT IDENTIFICATION
C EQUIPMENT
D ROUTE

Explanation: NO

Question 259:
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:

A heavy "H"
B medium plus "M+"
C medium "M"
D heavy/medium "H/M"

Explanation: NO

Question 260:
For the purposes of Item 9 (Wake turbulence category) of the ATC flight
plan, an aircraft with a maximum certificated take-off mass of 62000 kg
is:

A medium "M"
B heavy "H"
C unclassified "U"
D light "L"
Explanation: NO

Question 261:
When completing Item 9 of the ATS flight plan, if there is no appropriate
aircraft designator, the following should be entered :
3312280.gif

## A "ZZZZ" followed by an entry in Item 18

B the most descriptive abbreviation
C "NONE"
D "XXXX" followed by an entry in Item 18

Explanation: NO

Question 262:
Item 9 of the ATS flight plan includes "NUMBER AND TYPE OF AIRCRAFT". In
this case "NUMBER" means :
3312281.gif

## A the number of aircraft flying in a group

B the ICAO type designator number as set out in ICAO Doc 8643
C the number of aircraft which will separately be using a repetitive
flight plan (RPL)
D the registration number of the aircraft

Explanation: NO

Question 263:
When completing an ATC flight plan, an elapsed time (Item 16) of 1 hour
55 minutes should be entered as:

A 0155
B 1H55
C 0115
D 115M

Explanation: NO

Question 264:
When completing an ATC flight plan for a European destination, clock
times are to be expressed in:

A UTC
B local standard time
C Central European Time
D Local mean time

Explanation: NO
Question 265:
In the ATS flight plan, for a non-scheduled flight which of the following
letters should be entered in Item 8 (Type of Flight):

A N
B G
C X
D N/S

Explanation: NO

Question 266:
In the ATS flight plan item 7, for a radio equipped aircraft, the
identifier must always :
3312285.gif

## A be the RTF callsign to be used

B include the aircraft registration marking
C include an indication of the aircraft type
D include the operating agency designator

Explanation: NO

Question 267:
In the ATC flight plan item 15, it is necessary to enter any point at
which a change of cruising speed takes place. For this purpose a "change
of speed" is defined as:

## A 5% TAS or 0.01 Mach or more

B 20 knots or 0.05 Mach or more
C 20 km per hour or 0.1 Mach or more
D 10 % TAS or 0.05 Mach or more

## Explanation: JEPPERSON MANUAL, AIR TRAFFIC CONTROL section, page 438,

ITEM 15 (3) CHANGE OF SPEED OR LEVEL

Question 268:
In the ATC flight plan item 15, when entering a route for which standard
departure (SID) and standard arrival (STAR) procedures exist:

## A both should be entered in the ATC plan where appropriate

B STARS should be entered but not SIDs
C neither SID nor STAR should be entered
D SIDs should be entered but not STARs

Explanation: BUT, for the exam, refer to the JEPP MANUAL ATC
Section.....page 437, right hand column, para (1) ATS
Route.......including, where appropriate, the coded designator assigned
to the standard departure or arrival route....
Question 269:
When an ATC flight plan has been submitted for a controlled flight, the
flight plan should be amended or cancelled in the event of the off-block
time being delayed by:

A 30 minutes or more
B 90 minutes or more
C 60 minutes or more
D 45 minutes or more

Explanation: NO

Question 270:
In the ATS flight plan Item 19, emergency and survival equipment carried
on the flight should be indicated by :
3312289.gif

## A crossing out the box relevant to any equipment not carried

B placing a tick in the relevant box
C listing the items carried on the "REMARKS" line
D circling the relevant box

Explanation: NO

Question 271:
When completing an ATC flight plan for a flight commencing under IFR but
possibly changing to VFR, the letters entered in Item 8 (FLIGHT RULES)
would be:

A Y
B N/S
C X
D G

Explanation: NO

Question 272:
In the ATC flight plan Item 19, if the number of passengers to be carried
is not known when the plan is ready for filing:

## A "TBN" (to be notified) may be entered in the relevant box

B the plan may not be filed until the information is available
C the plan should be filed with the relevant box blank
D an estimate may be entered but that number may not subsequently be
exceeded

Explanation: NO

Question 273:
In an ATC flight plan Item 15, in order to define a position as a bearing
and distance from a VOR, the group of figures should consist of:

## A VOR ident, magnetic bearing and distance in nautical miles

B VOR ident, true bearing and distance in kilometres
C VOR ident, magnetic bearing and distance in kilometres
D full name of VOR, true bearing and distance in kilometres

Explanation: NO

Question 274:
An aircraft plans to depart London at 1000 UTC and arrive at Munich
(EDDM) at 1215 UTC. In the ATC flight plan Item 16 (destination/EET)
should be entered with:

A EDDM0215
B EDDM1415
C EDDM AT 0215
D EDDM2H15

Explanation: NO

Question 275:
In an ATC flight plan Item 15 (route), in terms of latitude and
longitude, a significant point at 41°35' north 4°15' east should be
entered as:

A 4135N00415E
B 41°35' N 04° 15'E
C N4135 E00415
D N04135E0415

Explanation: NO

Question 276:
In an ATC flight plan, Item 15 (route), a cruising pressure altitude of
32000 feet would be entered as:

A F320
B 32000
C FL320
D S3200

Explanation: NO

Question 277:
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:
A 30 minutes flying time or 370 km
B 1 hour flying time or 500 km
C 15 minutes flying time or 100 km
D 20 minutes flying time or 150 km

Explanation: NO

Question 278:
In the ATC flight plan Item 15, a cruising speed of 470 knots will be
entered as:

A N0470
B KN470
C N470
D 0470K

Explanation: NO

Question 279:
In the ATC flight plan Item 13, in a flight plan submitted before
departure, the departure time entered is the:

## A estimated off-block time

B allocated slot time
C estimated time over the first point en route
D estimated take-off time

Explanation: NO

Question 280:
In the ATC flight plan Item 15 (Cruising speed), when not expressed as a
Mach number, cruising speed is expressed as:

A TAS
B Groundspeed
C CAS
D IAS

Explanation: JEPP Manual Air Traffic Control Section page 438. TAS

Question 281:
For a repetitive ATC flight plan (RPL) to be used, flights must take
place on a regular basis on at least:

A 10 occasions
B 20 occasions
C 50 occasions
D 30 occasions

Explanation: NO
Question 282:
In the ATC flight plan Item 10 (equipment), the letter to indicate the
carriage of a serviceable transponder - mode A (4 digits-4096 codes) and
mode C, is:

A C
B P
C A
D B

Explanation: NO

Question 283:
See Flight Planning Manual MRJT 1 Figure 4.5.2 and 4.5.3.1). Given :
Distance C - D : 680NM Long Range Cruise at FL340 Temperature Deviation
from ISA : 0° C Headwind component : 60 kt Gross mass at C : 44 700 kg
The fuel required from C - D is :

A 3700 kg
B 4000 kg
C 3400 kg
D 3100 kg

Explanation: Turn to CAP 697 MRJT Figure 4.5.3.1 page 32 (LRC FL340)
STEP 1: (find the TAS)
TAS 431 kt ... ISA? TAS 431 kt
STEP 2: (calculate leg distance in NAM)
NAM = NGM x (TAS/GS)
.......= 680 x 431/371 = 800 nam
STEP 3: Table: (calculate END mass)
............ Mass ......Range
Start... 44700 kg→ 2150 NAM
....................... - 800 (from Step 2)
End .... 40950 kg← 1350 NAM
FUEL.... 3750 kg
ISA = 3750 kg

Question 284:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.1. Given :
Brake release mass : 58 000 kg Temperature : ISA + 15 The fuel required
to climb from an aerodrome at elevation 4000 ft to FL300 is :
3312304.gif

A 1250 kg
B 1450 kg
C 1350 kg
D 1400 kg

Explanation: CAP 697 FIG 4.5.1 ... OAT +15 .... so you need PAGE 21 ....
... put your ruler along the FL300 row, read off 58 000kg column =
1350kg.
This 1350kg is the fuel required for a climb from an airfield at MSL ...
so we need to apply the correction given at the bottom of the Table ....
Fuel Adjustment for high elevation airports .... for an airfield at
4000ft, subtract 100kg from tabulated value ... hence the answer 1250kg

Question 285:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.1. Given :
Brake release mass : 62 000 kg Temperature : ISA + 15°C The fuel required
for a climb from Sea Level to FL330 is :
3312305.gif

A 1700 kg
B 1800 kg
C 1650 kg
D 1750 kg

Explanation: NO

Question 286:
At reference or see Flight Planning Manual MRJT 1 Figure 4.5.2 and
4.5.3.3. Given : Cruise Mach 0.78 at FL300 Distance B - C : 800 NM
Temperature : - 55°C Headwind component : 50 kt Gross mass at B : 64 500
kg The fuel required from B - C is :
3312306.gif

A 6090 kg
B 6125 kg
C 4945 kg
D 4975 kg

Explanation: NO

Question 287:
See Flight Planning Manual MRJT 1 Figure 4.5.2 and 4.5.3.3. Given :
Distance B - C : 1200 NM Cruise Mach 0.78 at FL300 Temperature Deviation
from ISA : -14°C Tailwind component :40 kt Gross mass at B : 50 200 kg
The fuel required from B - C is :

A 6150 kg
B 5850 kg
C 7050 kg
D 7300 kg

## Explanation: CAP 697, Section 4 page 56 - M0.78, FL300

Put your ruler along the 50 000kg ROW. The columns (0. 100, 200, ...) are
showing you increments of 100kg mass. So ...
50 000kg = 2765NAM, 50 100kg = 2783NAM, 50 200kg = 2800NAM
Question 288:
See Flight Planning Manual MRJT 1 Figure 4.5.2 and 4.5.3.4. Given :
Distance C - D : 540 NM Cruise 300 KIAS at FL 210 Temperature Deviation
from ISA : +20°C Headwind component : 50 kt Gross mass at C : 60 000 kg
The fuel required from C to D is :

A 4200 kg
B 3680 kg
C 4620 kg
D 3350 kg

## Explanation: CAP 697 section 4 page 68 – a 3 step method:

1. calculate TAS
2. calculate leg distance in NAM (use formula)
3. back to table – enter at START MASS, calculate END MASS – difference
is FUEL required
1. TAS 406kts, ISA +20ºC, Note 2 (C) +20kts, 426kts
2. NAM = NGM x (TAS/GS) = 540 x (426/376) = 612 NAM
3. START MASS 60000kg …. Range 3898 NAM …. Subtract 612 NAM = 3286NAM
Back to the table – look for 3286 (3284 close enough) … corresponds to
mass 52800kg (END MASS)
(START MASS – END MASS) = FUEL REQUIRED = 60000 – 52800 = 4200kg
Lastly, small correction (Note 2 A), +1%, +42kg, 4242kg

Question 289:
See Flight Planning Manual MRJT 1 Figure 4.5.2 and 4.5.3.4. Given :
Distance B - C : 350 NM Cruise 300 KIAS at FL 210 Temperature : - 40°C
Tailwind component :70 kt Gross mass at B : 53 200 kg The fuel required
from B - C is :

A 1940 kg
B 2670 kg
C 2800 kg
D 1810 kg

## Explanation: There are 3 steps to take in working out the answer:

CAP 697 MRJT Figure 4.5.3.3 page 68
STEP 1:
TAS 406 kt
ISA at FL210 -27°C ... so ISA -13°C, or -13 kt
TAS 393kts
STEP 2:
NAM = NGM x (TAS/GS) = 350 x 393/463 = 297 NAM
STEP 3: Table:
……..Mass....... Range
Start ... 53200 kg → 2895 NAM
... ... ... ... ... ... ... -297 (from Step 2)
End ..... 51250 kg ← 2598 NAM
FUEL .. 1950 kg
ISA, -13°, so -0.65%= -13kg, 1937kg
The answer gained may not always be exactly one of the ones given in the
multiple choices, you must go for the nearest available answer.
Question 290:
At reference or see Flight Planning Manual MRJT 1 Figure 4.4. - HOLDING
PLANNING . The fuel required for 30 minutes holding, in a racetrack
pattern, at PA 1500 ft, mean gross mass 45 000 kg, is :
333324.gif

A 1090 kg
B 1010 kg
C 2180 kg
D 1310 kg

Explanation: NO

Question 291:
At reference or see Flight Planning Manual MRJT 1 Figure 4.4.- HOLDING
PLANNING). NGM= NAM x (TAS+-Wind/ TAS) The fuel required for 45 minutes
holding, in a racetrack pattern, at PA 5000 ft, mean gross mass 47 000
kg, is :
333324.gif

A 1635 kg
B 1090 kg
C 1125 kg
D 1690 kg

Explanation: Refer to FIG 4.4 in the CAP, or use the image - fuel flow at
5000ft, 47 000kg is 2180 kg/hr (interpolating between 2220 and 2140
kg/hr). Hence, for 45 minutes holding, fuel required = 2180 x (45/60) =
1635 kg

Question 292:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.6. Given:
Distance to Alternate: 450 NM Landing mass at Alternate : 45 000 kg
Tailwind component : 50 kt The Alternate fuel required is :
333322.gif

A 2500 kg
B 3050 kg
C 2900 kg
D 2750 kg

## Explanation: This is all to do with use of reference lines ... a

reference line simply allows you to adjust the 'calculation' for a
further condition ... and when using reference lines, we ALWAYS GO TO THE
REF LINE FIRST, then adjust to the condition ... so for this problem:
1. Enter on the base scale at 450nm ... up to the ref line ... make a
pencil mark.
2. Follow 'adjustment curve' back down till you meet the condition '50kt
tail', make a pencil mark.
3. Now vertically up to the next section .... 45000kg Landing weight ...
make a pencil mark.
4. Now across to the right hand scale .... 2500kg of fuel required.
.... remember, always to the ref line first, then adjust to the
condition.

Question 293:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.6. Given :
Distance to Alternate : 400 NM Landing mass at Alternate : 50 000kg
Headwind component : 25 kt The alternate fuel required is :
333322.gif

A 2800 kg
B 2550 kg
C 2650 kg
D 2900 kg

Explanation: NO

Question 294:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.6. Given :
Distance to Alternate : 400 NM Landing mass at Alternate : 50 000kg
Headwind component : 25 kt The alternate fuel required is :
333322.gif

A 2800 kg
B 2550 kg
C 2650 kg
D 2900 kg

Explanation: NO

Question 295:
The W/V (°/kt) at 50°N015°W is:
3312314.gif

A 290/75
B 310/85
C 310/75
D 100/75

Explanation: If you left click on the 'view larger image' caption, then
left click again - should give an OK picture ... I'm happy with a 270
track ... so 310 is kinda ruled out - it is definitely not 40 degrees
between 270 and the wind arrow!

Question 296:
What mean temperature (°C) is likely on a true course of 270° from 025° E
to 010°E at 45°N ?
3312315.gif

A -50
B -54
C -48
D -52

Explanation: NO

Question 297:
The W/V (°/kt) at 40°N 020°W is
3312316.gif

A 310/40
B 135/40
C 155/40
D 334/40

Explanation: 40N 020W is on the left side of the chart - (the TEMP at
this point is -42) ...
The wind arrow here has 4 lines (40 kts) and the direction is about 30 or
40 degrees North of 270 .... hence the answer 310/40
In the actual exam we have never heard of a problem with chart print
quality so it should be more straightforward.

Question 298:
What is the temperature deviation (°C) from ISA over 50° N 010°E ?
3312317.gif

A -10
B -55
C +10
D +2

Explanation: NO

Question 299:
The W/V (°/kt) at 60° N015° W is
3312318.gif

A 300/60
B 115/60
C 320/60
D 300/70

Explanation: NO

Question 300:
Which best describes the significant cloud forecast for the area east of
Tunis (36°N010°E) ?
3312320.gif

## A 5 to 7 oktas CU and AC base below FL100 tops FL180

B 5 to 7 oktas CU and AC base FL100 tops FL180
C 3 to 4 oktas CU and AC base FL100 tops FL160
D 3 to 4 oktas CU and AC base below FL100 tops FL180

Explanation: NO

Question 301:
Which best describes the maximum intensity of icing, if any, at FL160 in
the vicinity of BERLIN (53° N013°E) ?
3312322.gif

A moderate
B light
C nil
D severe

Explanation: NO

Question 302:
Which describes the intensity of icing, if any, at FL 150 in the vicinity
of TOULOUSE (44° N 01°E) ?
3312322.gif

A moderate or severe
B moderate
C nil
D light

## Explanation: The presence of 'CBs' implies MOD SEVERE ICING and

TURBULENCE.

Question 303:
The surface system over VIENNA (48°N016°E) is a
3312322.gif

## A cold front moving east

B stationary occluded front
C cold front moving west
D warm front moving north

Explanation: NO

Question 304:
In the vicinity of SHANNON (52° N009°W) the tropopause is at about FL
3312322.gif

A 360
B 270
C 350
D 300
Explanation: NO

Question 305:
Which best describes the significant cloud forecast over TOULOUSE
(44°N001°E) ?
3312322.gif

A broken AC/CU base below FL100 tops FL150, embedded isolated CB base
below FL100 tops FL270
B 5 to 7 oktas CU and AC base below FL100 tops to FL270
C well separated CB base FL100 tops to FL 270
D isolated CB embedded in layer cloud, surface to FL270

Explanation: NO

Question 306:
Which describes the maximum intensity of turbulence, if any, forecast for
FL260 over TOULOUSE (44°N001°E) ?
3312322.gif

A severe
B nil
C light
D moderate

## Explanation: As an aviator - you certainly want to know where the TS or

CBs are going to be - conditions could be most severe - if you have a
weather radar you will be working hard to avoid the worst - also anti ice
systems may need to be on.
Without weather radar - do you need to take another route??

Question 307:
The maximum wind velocity (°/kt) immediately north of TUNIS (36°N010°E)
is
3312322.gif

A 190/95
B 280/110
C 180/105
D 250/85

Explanation: NO

Question 308:
Over LONDON (51°N000°E/W), the lowest FL listed which is unaffected by
CAT is:
3312322.gif

A 230
B 310
C 360
D 270

Explanation: NO

Question 309:
What lowest cloud conditions (oktas/ft) are forecast for JOHANNESBURG/JAN
SMUTS at 0300 UTC?
3312329.gif

A 5 to 7 at 400
B 5 to 7 at 800
C 3 to 4 at 400
D 3 to 4 at 800

Explanation: The question asks for the lowest cloud conditions forecast
for 0300 UTC. Look at all the TEMPOs and PROBs…..third line….PROB30 0305
3000 BKN004
FM0800….. The lowest cloud is 5 to 7 OKTAS at 400ft

Question 310:
The forecast period covered by the PARIS/CHARLES-DE-GAULLE TAFs totals
(hours)
3312335.gif

A 27
B 20
C 18
D 9

## Explanation: There are 2 TAFs for CDG ....

FC1100 .... valid from the 12th 0900 to the 12th 1800 (9 hour TAF)
FT1000 .... valid from the 12th 1800 through to 1200 on the 13th (18 hour
TAF)
So the total period covered by the TAFs ... 12th 0900 to 13th 1200 ... 27
hours

Question 311:
The lowest cloud conditions (oktas/ft) at BORDEAUX/MERIGNAC at 1330 UTC
were
3312335.gif

A 1 to 2 at 3000
B 3 to 4 at 800
C 3 to 4 at 2000
D 1 to 4 at 3000

Explanation: The question asks 'what is the .....' so we use the ACTUAL
'SA1330 .... ' , not the forecast.
Question 312:
The surface wind velocity (°/kt) at PARIS/CHARLES-DE-GAULLE at 1330 UTC
was
3312335.gif

A 270/04
B 180/12
C 270/08
D 300/05

Explanation: NO

Question 313:
Which best describes the weather, if any, at LYON/SATOLAS at 1330 UTC ?
3312335.gif

## A light rain associated with thunderstorms

B nil
C frequent rain showers
D fog

Explanation: NO

Question 314:
Which is the heaviest type of precipitation, if any, forecast for
BORDEAUX/MERIGNAC at 1000 UTC ?
3312335.gif

A light rain
B heavy rain associated with thunderstorms
C nil
D rain showers

Explanation: The FT1000 valid 12 1800-1200 is what you need .... last
line BECMG 1012 -RA=
Sometime during the period 1000 to 1200 the weather WILL become LIGHT
RAIN
Could be 1000, could be 1200 .... so the answer is LIGHT RAIN.

Question 315:
What maximum surface windspeed (kt) is forecast for BORDEAUX/MERIGNAC at
1600 UTC ?
3312336.gif

A 30
B 5
C 25
D 10

## Explanation: The TAF says TEMPO1218 28020G30

- a TEMPO lasts for no more than one hour on any one occasion and the
total time spent in those conditions will not add up to more than half
the period
SO, between 1200 and 1800 the wind could be up to 30 KT

Question 316:
Which best describes the weather, if any, forecast for JOHANNESBURG/JAN
SMUTS at 0400 UTC?
3312329.gif

A patches of fog
B mist and/or fog
C CAVOK
D rain associated with thunderstorms

Explanation: NO

Question 317:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.1C. For a
flight of 2800 ground nautical miles the following apply : Head wind
component 15 kt Temperature ISA + 15°C Cruise altitude 35000 ft Landing
mass 50000 kg The (a) trip fuel and (b) trip time respectively are :
3312352.gif

## A (a) 17600 kg (b) 6 hr 50 min

B (a) 16200 kg (b) 6 hr 20 min
C (a) 17000 kg (b) 6 hr 10 min
D (a) 20000 kg (b) 7hr 00 min

Explanation: Enter at 2800nm - to the WIND REF line ... adjust to 15kt
head wind ...make a pencil mark ...vertically up to 35000ft (interpolate
between 33 & 37) ... across to the LANDING WEIGHT REF LINE.
Now adjust to the 50000kg LANDING WEIGHT condition (use the dashed line,
this is 37000ft, close enough to 35000ft!).
From the 50000 kg condition, read the scale - should have 17800kg!

Question 318:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.5. For a
flight of 2800 ground nautical miles the following apply : Head wind
component 20 kt Temperature ISA + 15°C Brake release mass 64700 kg The
(a) trip fuel, and (b) trip time respectively are :
3312351.gif

## A (a) 17000 kg (b) 6hr 45 min

B (a) 16200 kg (b) 6hr 20 min
C (a) 18400 kg (b) 7hr 00 min
D (a) 15800 kg (b) 6hr 15 min

Explanation: NO
Question 319:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.1C. For a
flight of 1900 ground nautical miles the following apply : Head wind
component 10 kt Temperature ISA -5°C Trip fuel available 15000 kg Landing
mass 50000kg What is the minimum cruise level (pressure altitude) which
may be planned ?
3312352.gif

A 17000 ft
B 10000 ft
C 22000 ft
D 14000 ft

## Explanation: This question involves „backwards use‟ of the reference

lines …
NORMAL use of the REF LINES means you go to the REF LINE … then adjust to
the condition.
Backwards use of the REF LINES …. To the CONDITION FIRST, then adjust
back to the REF LINE.
So for this question, we need altitude …
Work normally with DISTANCE and WIND, draw a line straight through the
ALTITUDE section.
Now work backwards with FUEL and LW … enter at 15000kg, straight across
to 50000kg LW condition, now adjust down to the REF LINE. BUT, which
curve do we use – we need to know altitude – so guess to start with – use
a „mid‟ line, half way between 37000ft and 10000ft (23000) … this takes
me to one grid square above the 14000kg line … now draw a line straight
through the altitude section … the 2 lines intersect at 17000ft.
Now we could go back and adjust our LW correction to reflect 17000ft …
(we guessed 23000ft) … this would bring it 1½ grid squares above 14000kg
… answer 16500ft?? (but looking at the answers, there isn‟t really a
need!)
There are a few of these “BACKWARDS” questions in the exam system.

Question 320:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.5. 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 ?
3312351.gif

A 2740 NM
B 2540 NM
C 3480 NM
D 3100 NM

## Explanation: This question requires backwards use of the MRJT simplified

planning charts -
When you are working 'normally' through these charts you go to the ref
line first, then you adjust to the condition.
But, when working backwards through these charts - you go to the
condition first, then adjust back to the ref line.
For this particular question enter at 18000kg FUEL, across to the 65000kg
BRW curve, then down to the 50kt headwind condition. From this point,
down and left to the wind ref line.
Read the distance scale ... 2740NM

Question 321:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.1C. Within
the limits of the data given, a mean temperature increase of 30°C will
affect the trip time by approximately :
3312352.gif

A -5%
B +5%
C -7%
D +8%

## Explanation: OK, the question is a little unfair in not giving you a

time, but in theory you could choose any time....the % change SHOULD be
the same.....BUT, because of the accuracy required, and the quality(?) of
the chart the answers will vary......so to give yourself a chance, use a
time of 5 or 6 hours where the difference in -10 to +20 should be

Question 322:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.1C. For a
flight of 2000 ground nautical miles, cruising at 30000 ft, within the
limits of the data given, a headwind component of 25 kt will affect the
trip time by approximately :
3312352.gif

A +7.6%
B -3.6%
C +5.3%
D +2.3%

Explanation: Use either the Annex or CAP 697 page 30 which has a better
print quality.
Enter at 2000 NGM……… ZERO wind trip time…... 4.830hrs
5.150hrs
An increase
of…… 0.330hrs
As a percentage of the still air time:+ 0.330 x 100 = + 6.85 %
4.830

Question 323:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.5. Given a
trip time of about 9 hours, within the limits of the data given, a
temperature decrease of 30°C will affect the trip time by approximately :
3312351.gif
A + 7%
B -10%
C -4%
D + 3%

Explanation: The answers come from the top left (time) section of the
chart.....
CAP697 Section 4 page 15...looking at the 9 hr trip time....
at ISA +20....the 9 hrs becomes 8.6 hrs
at ISA -10....the 9 hrs becomes 9.2 hrs
SO, a 30 degree decrease in temp has increased trip time by 0.6 hrs
As a percentage....(0.6/8.6) x 100 = +7%

Question 324:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.1C. For a
flight of 2800 ground nautical miles the following apply: Tail wind
component 45kt, Temperature ISA - 10°C, Cruise altitude 29000ft, Landing
mass 55000kg. The (a) trip fuel (b) trip time respectively are :
3312352.gif

## A (a) 17100kg (b) 6hr 07 min

B (a) 16000kg (b) 6hr 25 min
C (a) 18000kg (b)5hr 50 min
D (a) 20000kg (b) 6hr 40 min

## Explanation: MRJT simplified planning charts

Fig 4.3.1c is typical of these charts - you work through the chart
section by section (starting with trip distance) taking into account (for
this chart) WIND, PRESSURE ALTITUDE, LANDING WEIGHT and TEMPERATURE.
The adjustments involve the use of REFERENCE LINES (WIND for example) ...
when using the REFERENCE LINES - you go to the REF LINE first - make a
pencil mark - then adjust to the condition.
SO, looking at this example - enter on the base scale (DISTANCE) at
2800NM, go vertically UP to the WIND REF LINE - make a pencil mark. From
the REF LINE, adjust to your condition - 45KT TAIL WIND - so go DOWN and
LEFT following the adjustment curves until you reach 45KT TAIL - make a
pencil mark. Now draw a line vertically up through BOTH sets of PRESSURE
ALTITUDE curves.
From the lower 29000ft ALTITUDE curve (the third line up), draw a line
horizontally right to the LANDING WEIGHT REF LINE - make a pencil mark.
Now we need to adjust to the LW condition 55000kg. There are 2 adjustment
curves - a dashed curve, which we would follow IF we were at 37000ft, and
a solid curve, which we would follow IF we were at 10000ft. We are at
29000ft - so we need to interpolate between the two (37000ft and
10000ft). The best way of doing this is probably to draw (from your mark
on the REF LINE) 2 lines - one that follows the 10000ft adjustment curve,
and the one that follows the 37000ft adjustment curve. Having done this -
you can now interpolate between the 2 at the 55000kg LW condition
(29000ft is about 1/3 of the way between 37000ft and 10000ft). You should
Time is easy - from the top pressure altitude curve (29000ft and above)
go left to the TEMP REF LINE - now adjust UP and RIGHT to the ISA-10*C
condition - read the scale - you should get about 6.1 or 6.2 hours.
Question 325:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.5. For a
flight of 3500 ground nautical miles, the following apply : Tail wind
component 50 kt Temperature ISA +10°C Brake release mass 65000kg The (a)
trip fuel and (b) trip time respectively are :
3312351.gif

## A (a) 18100 kg (b) 7hr 20 min

B (a) 21800 kg (b) 9hr 25 min
C (a) 19000 kg (b) 7hr 45min
D (a) 15800 kg (b) 6hr 00 min

## Explanation: To deal with a tailwind, enter the graph at the nautical

ground miles figure and go vertically up to the REF LINE (as you would
with a headwind), then, instead of following the curved lines up to the
intersection with the tailwind component (-50 in this case) and then draw
the line vertically upwards from there until the intersection with the
brake release weight required.
The rest is the same as for the headwind component calculations.

Question 326:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.5. The
following apply: Temperature ISA +15°C Brake release mass 62000kg Trip
time 5hr 20 min What is the trip fuel ?
3312351.gif

A 13500kg
B 13200kg
C 13800kg
D 13000kg

## Explanation: At reference or see Flight Planning Manual MRJT 1 Figure

4.3.5.
The following apply:
Temperature ISA +15°C
Brake release mass 62000kg
Trip time 5hr 20 min
Enter at 5.333hrs .... to ISA +15 .... across to ref line (Im at 5.55 hrs
now)
Now to brake release wt curve, now down to MASS 62000kg (interpolate
carefully) - across to fuel - right on 13500kg?
These are fairly standard questions .... always think carefully about the
scale, units (eg decimal of hrs v hrs and mins .... sharp pencil ......
and so on!!

Question 327:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.1C. For a
flight of 2400 ground nautical miles the following apply : Temperature
ISA -10°C Cruise altitude 29000ft Landing mass 45000kg Trip fuel
available 16000kg What is the maximum headwind component which may be
accepted ?
3312352.gif

A 35 kt
B 0
C 70kt
D 15kt

Explanation: Enter at 2400nm, up to the wind REF LINE and just make a
pencil mark.
Now from 16000kg Fuel, work backwards.
This can be tricky - but for this example, the landing weight is 45000kg,
which is the LW REF LINE, so there is no LW adjustment to make.
Just draw a line from 16000kg across to the 29000ft pressure altitude
curve.
From here, draw a line down to the WIND REF LINE. Where this line meets
the WIND adjustment curve you marked earlier you get the 'max' head wind
.... We come up with a fraction under 40kts.
The answer spread is 35 / 15 / 70 / 0 ...... so the answer must be 35
kts.
Do NOT get worried if your answer is slightly different from those on
offer - this is quite common.
But In this case I would be more than happy with the 35kt option ....

Question 328:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.5. The
following apply : Tail wind component 10kt Temperature ISA +10°C Brake
release mass 63000kg Trip fuel available 20000kg What is the maximum
possible trip distance ?
3312351.gif

A 3740 NM
B 3250 NM
C 3500 NM
D 3640 NM

Explanation: NO

Question 329:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.5. For a
flight of 2400 ground nautical miles the following apply : Tail wind 25kt
Temperature ISA - 10°C Brake release mass 66000kg The (a) trip fuel and
(b) trip time respectively are :
3312351.gif

## A (a) 14000kg (b) 5hr 35 min

B (a) 15800kg (b)6hr 20 min
C (a) 14600kg (b) 5hr 45 min
D (a) 15000kg (b) 6hr 00 min
Explanation: Enter the graph at the bottom at 2400 nm, then go straight
up to the ref line.
Then come back down to -25kts.
This puts you on the 2300nm line.
Then go up the graph and read off at 65,000ish - 14000kg.
Then go up to the trip time diagonal.
This reads off directly at 5.5 but don't forget to account for ISA dev.
Go back up a little to get the answer.
Oh, and don‟t forget to convert to hours and minutes!!

Question 330:
At reference or see Flight Planning Manual MRJT 1 Figure 4.3.1C. For a
flight of 2400 ground nautical miles the following apply : Tail wind
component 25 kt Temperature ISA -10°C Cruise altitude 31000ft Landing
mass 52000kg The (a) trip fuel and (b) trip time respectively are :
3312352.gif

## A (a) 14200kg (b) 5 hr 30 min

B (a) 16200kg (b) 5 hr 45 min
C (a) 12000kg (b) 5 hr 15 min
D (a) 13600kg (b) 6 hr 30 min

## Explanation: Enter on TRIP DISTANCE scale at 2400 NM … go vertically up

to the WIND REF line – make a pencil mark ...
down and left to 25 kt TAILWIND … make a pencil mark … now draw a line
vertically UP through the 2 sets of PRESSURE ALTITUDE curves.
From the first set of PRESSURE ALTITUDE curves … find 31000ft
(interpolate between 29000 and 33000) … from this point, go right
horizontally to the LANDING WEIGHT REFERENCE line … make a pencil mark.
Now adjust to the LW condition 52000kg … there are 2 curves … the dashed
line, which you would follow IF you were at 37000ft, and the solid line,
which you would follow IF you were at 10000ft … so you need to
interpolate between the two. This is a bit of a fiddle – but if you just
draw both adjustment lines (37000ft and 10000ft – the interpolation will
become straight forward – look at the answers – the spread is quite
reasonable.
For trip time, go to the TOP PRESSURE ALTITUDE curves … 29 & ABOVE …
across to the ISA DEVIATION REF LINE - make a pencil mark … now adjust to
your condition ISA-10⁰C, so right and up to ISA -10 … now read the scale.

Question 331:
At reference or see Flight Planning Manual MRJT 1 Figure 4.7.3. Given:
Diversion fuel available 8500kg Diversion cruise altitude 10000ft Mass at
point of diversion 62500kg Head wind component 50kt Temperature ISA -5°C
The (a) maximum diversion distance, and (b) elapsed time alternate, are
approximately :
3312361.gif

## A (a) 860 NM (b) 3h 20 min

B (a) 1000 NM (b) 3h 40 min
C (a) 1130 NM (b) 3h 30 min
D (a) 760 NM (b) 4h 30 min

Explanation: NO

Question 332:
At reference or see Flight Planning Manual MRJT 1 Figure 4.7.3. Given:
Diversion distance 720NM Tail wind component 25kt Mass at point of
diversion 55000kg Temperature ISA Diversion fuel available 4250kg What is
the minimum pressure altitude at which the above conditions may be met ?
3312361.gif

A 25000ft
B 16000ft
C 14500ft
D 20000ft

## Explanation: Flight Planning Manual MRJT 1 Figure 4.7.3.;

Normally you would work from DISTANCE to WIND to ALTITUDE to WEIGHT and
arrive at the FUEL required. However in this question it is the ALTITUDE
that is required.
First, enter at 720nm, to the WIND REF LINE, adjust to 25kt TAIL, then
draw a line straight through the ALTITUDE section.
Now enter at 4250kg and work backwards ... across to the 55000kg WEIGHT
condition, and then adjust back to the WEIGHT REF LINE.
From this point on the REF LINE, draw a line straight through the
ALTITUDE section.
Where the 2 lines meet - read the ALTITUDE - 24000ft...

Question 333:
At reference or see Flight Planning Manual MRJT 1 Figure 4.7.3. Given:
Diversion distance 650 NM Diversion pressure altitude 16 000 ft Mass at
point of diversion 57 000 kg Head wind component 20 kt Temperature ISA +
15°C The diversion (a) fuel required and (b) time, are approximately :
3312361.gif

## A (a) 4800kg (b) 2h 03min

B (a) 6200kg (b) 2h 10min
C (a) 4400kg (b) 1h 35min
D (a) 3900kg (b) 1h 45min

Explanation: Work through the graphs a section at a time – make sure you
use a sharp HB pencil!
First of all, use of reference lines - always go to the ref line first,
then adjust to the condition .....
So Enter at 650nm .... to the wind REF LINE .... adjust to 20kt Head wind
- make a pencil mark.
Now go up to 16000ft Pressure Alt (interpolate between 18 and 14) - make
a pencil mark.
Now horizontally to the WEIGHT ref line.
Now we need to adjust to the 57000 kg condition. - There are 2 adjustment
curves - 6000ft and 26000ft - you need to interpolate 'mid way' .... (the
ques altitude is 16000ft). So at the CONDITION (570000) ... go across to
the scale - we actually get 4850 kgs.
For the time, go up to the second set of PRESSURE ALTITUDE curves, then
across to the ISA ref line (at this point I am at 2.1 hrs).
Now adjust to ISA +15 .... and read the scale .... 2.050hrs, 2hrs 3mins.

Question 334:
At reference or see Flight Planning Manual MRJT 1 Figure 4.7.3. Given:
Distance to alternate 950 NM Head wind component 20 kt Mass at point of
diversion 50000kg Diversion fuel available 5800kg The minimum pressure
altitude at which the above conditions may be met is :
3312361.gif

A 24000ft
B 28000ft
C 18000ft
D 20000ft

Explanation: There are a number of questions like this .... normally use
of FIG 4.7.3 would involve you working through the chart from DISTANCE to
WIND to ALTITUDE to WEIGHT and arriving at the FUEL required.
For this question, the requirement is to find the ALTITUDE. To come up
with the answer you need to work normally through DISTANCE and WIND, and
then backwards through FUEL and WEIGHT.
Start at 950nm...to the WIND REF LINE...adjust for 20kt Head. Draw a line
straight up through the ALTITUDE section.
Now go to the FUEL scale 5800kg ...we need to work backwards ...
(backwards use of this ref lines needs you to go from 5800kg to the
500000kg condition, then adjust back to the reference line). Luckily in
this example, the weight condition of 50000kg is the ref line value,
hence there is no adjustment required - all we have to do is draw a line
from 5800kg straight through the ref line and through the altitude
section. Your 2 lines should meet at 25000ft.

Question 335:
At reference or see Flight Planning Manual MRJT 1 Figure 4.7.2. For the
purpose of planning an extended range flight it is required that with a
start of diversion mass of 55000kg a diversion of 600 nautical miles
should be achieved in 90 minutes. Using the above table, the only listed
cruise technique to meet that requirement is :
3312364.gif

A M/KIAS .74/330
B LRC
C M/KIAS .70/280
D M/KIAS .74/290

Explanation: NO

Question 336:
At reference or see Flight Planning Manual MRJT 1 Figure 4.7.2. Using the
above table, in ISA conditions and at a speed of M.70/280KIAS, in an
elapsed time of 90 minutes an aircraft with mass at point of diversion
48000 kg could divert a distance of :
3312364.gif

A 584 NM
B 603 NM
C 608 NM
D 563 NM

Explanation: This is just a case of reading the table right and applying
a bit of interpolation.
Enter top row as this is the speed you're at, with a weight of 48000kg at
90 mins you're going to be between 590-580 nm.
Interpolation shows that at each 1000kg in weight is proportional to 2nm.
The answer spread is good enough to not have to interpolate in any depth.

Question 337:
Flight Planning Manual MRJT 1 Figure 4.7.2. An aircraft on an extended
range operation is required never to be more than 120 minutes from an
alternate, based on 1 engine inoperative LRC conditions in ISA. Using the
above table and a given mass of 40000 kg at the most critical point, the
maximum air distance to the relevant alternate is :
3312364.gif

A 735 NM
B 875 NM
C 794 NM
D 810 NM

Explanation: NO

Question 338:
Flight Planning Manual MRJT 1 Figure 4.5.4. A descent is planned at
.74/250KIAS from 35000ft to 5000ft. How much fuel will be consumed during
this descent?
339706.gif

A 150kg
B 140kg
C 290kg
D 278kg

Explanation: For an enroute descent, you simply subtract the figures ...
35000ft - 290kgs
5000ft - 140kgs
So, the descent 35000ft to 5000ft .... fuel used 150kgs

Question 339:
Route Manual chart NAP. The average magnetic course from C (62°N020°W) to
B (58°N004°E) is
33004.gif

A 119°
B 118°
C 109°
D 099°

Explanation: You need to have plotted N62 W020 and N58 E004. Using the
NAP Chart 27th Edition and 8th Edition....our MEAN TRUE COURSE is 109T..
Apply variation 10W (a fraction over if anything) answer 119M.

Question 340:
Route Manual chart NAP. The average true course from C (62°N020°W) to B
(58°N004°E) is
33004.gif

A 109°
B 119°
C 120°
D 099°

Explanation: You must take the angle from the middle of the line and...
bingo ...right on the 109!
The trick word here is "the average"

Question 341:
Route Manual chart NAP. The initial magnetic course from C (62°N020°W) to
B (58°N004°E) is
33004.gif

A 116°
B 098°
C 080°
D 113°

## Explanation: Initial course is 98°T, add on 18°W variation gives 116°M

Question 342:
Route Manual chart NAP. The initial true course from C (62°N020°W) to B
(58°N004°E) is
33004.gif

A 098°
B 080°
C 116°
D 278°

Explanation: NO
Question 343:
Route Manual chart NAP. The distance (NM) from A (64°N006°E) to C
(62°N020°W) is
33004.gif

A 720
B 1440
C 1590
D 690

Explanation: NO

Question 344:
Route Manual chart NAP. The average magnetic course from A (64°N006°E) to
C (62°N020°W) is
33004.gif

A 271°
B 279°
C 247°
D 259°

Explanation: The question asks for the AVERAGE MAGNETIC course ..... so
you must go to the mid point and measure.
At the mid point we get 260.5 TRUE .... apply variation 11W ... 271.5 M

Question 345:
Route Manual chart NAP. The average true course from A (64°N006°E) to C
(62°N020°W) is
33004.gif

A 259°
B 079°
C 271°
D 247°

Explanation: NO

Question 346:
Route Manual chart NAP. The initial magnetic course from A (64°N006°E) to
C (62°N020°W) is
33004.gif

A 275°
B 271°
C 262°
D 267°

## Explanation: Measuring track....plot the co-ordinates on the NAP (8th or

27th Edition)....
Now read the question (is it asking for mean or initial track, true or
magnetic)....assuming it is asking for mean....at the mid point on your
track measure the TRUE course using the appropriate TRUE NORTH grid. If
the question is asking for MAGNETIC, apply the variation given at the mid
point.

Question 347:
Route Manual chart NAP. The initial true course from A (64°N006°E) to C
(62°N020°W) is
33004.gif

A 271°
B 279°
C 259°
D 247°

Explanation: The question asks for the INITIAL true course - so plot the
2 points - carefully - and put your protractor on A (64°N006°E) .....
align with true north .... 271T Use either NAP chart - 8th or 27th
Edition - the answer is the same.

Question 348:
Route Manual chart NAP. The distance (NM) from C (62°N020°W) to B
(58°N004°E) is
33004.gif

A 760
B 725
C 775
D 700

Explanation: Make sure you have the NORTH ATLANTIC PLOTTING CHART (27th
Edition or 8th Edition.
Plot the points correctly - and yes, be careful to plot 004E not W.
Measure, and then use the latitude scale for distance .... 60nm/degree.
You should get 760nm - on the nail.
This is an Exam favourite!

Question 349:
The Density Altitude:

## A Is used to determine the aeroplane performance.

B Is equal to the pressure altitude.
C Is used to calculate the FL above the Transition Altitude.
D Is used to establish minimum clearance of 2,000 feet over mountains.

Explanation: NO

Question 350:
Route Manual VFR + GPS chart ED-6 Which navigation aid is located in
position 48°59'N, 008°35'E?
60-0198.gif

A VORDME
B NDB
C TACAN
D VOR

## Explanation: This is a straightforward interpretation of the VORDME

symbol and you can refer to the legend on the front of the chart.

Question 351:
When flying on an airway on a heading of 255(M) the correct flight level
will be:

A usually EVEN
B usually ODD
C always ODD
D always EVEN

## Explanation: The semicircular flight level „rules‟ would normally dictate

that Even Flight Levels would be flown on a track of 255°M but
occasionally ATC might state that Odd Flight Levels should be flown and
that could be shown on the En Route Charts as < O.

Question 352:
In areas where a vertical separation of 2000 ft has to be applied above
FL 290, which group of the following flight levels contains odd flight
levels only?

A FL 410, FL 330
B FL 430, FL 350
C FL 310, FL 370
D FL 330, FL 350

Explanation: Odd Flight Levels above FL290 are FL330, FL370, FL410 and
the Cruising Levels can be found on the front of the E(HI)4.

Question 353:
The approximately mean wind component (kt) along true course 180° at
015°W from 50°N to 40°N is:
60-0201.gif

A 20 kt tailwind
C 60 kt tailwind
Explanation: From the Wind Chart the mean wind covering 50N to 40N along
015W is 300/60kt. With a track of 180° there would be an effective
tailwind and the component would be approximately 20kt.

Question 354:
What is the earliest time (UTC), if any, that thunderstorms are forecast
for JOHANNESBURG/JAN SMUTS?
60-0236.gif

A 1300
B 1800
C 800
D nil

## Explanation: The TEMPO 1318 indicates TSRA with TS being thunderstorms.

Question 355:
Given: Distance from departure to destination 285 NM True track 348 W/V
280/25 TAS 128 kt What is the distance of the PET from the departure
point?

A 153 NM
B 143 NM
C 123 NM
D 131 NM

## Explanation: The wizzwheel gave me an outward groundspeed of 117 and a

homeward of 135.
Then PET = (tot.dist.x home g/s)/(out gs + home gs) = (285 x 135) / (117
+ 135) = 152.7 (i.e. 153)
Working looks good - two points to add:
- accurate wiz wheel work .... and if you start with TRACK, you MUST
apply DRIFT before you read G/S, I agree with G/S out=117kts, G/S home =
135 Kts
- PET formula ....Dist to PET = (D x H)/ (O + H) ... get the right
numbers in the right place!!

Question 356:
An aircraft flies at a TAS of 380 kt. It flies from A to B and back to A.
Distance AB = 480 NM. When going from A to B, it experiences a headwind
component = 60 kt. The wind remains constant. The duration of the flight
will be:

A 2h 35min
B 2h 10min
C 2h 32min
D 3h 00min

## Explanation: When flying from A to B the aircraft experiences a headwind

component of 60kt
Our TAS is 380kt so our actual ground speed will be 320kt
So the distance from A to B is 480NM at 320kt this will take 90 minutes.
Since we experienced a headwind from A to B I will assume we will
experience a tail wind from B - A (it would be nice if the question
confirmed this)
Once again our TAS will be 380kt and if we include the tail wind (60kt)
our ground speed will be 440kt from B to A.
The distance remains 480NM and at a ground speed of 440kt this will take
65 minutes.
65 minutes + 90 minutes = 2 Hours and 35 minutes

Question 357:
During a VFR flight at a navigational checkpoint the remaining usable
fuel in tanks is 60 US gallons. The reserve fuel is 12 US gallons.
According to the flight plan the remaining flight time is 1h35min.
Calculate the highest acceptable rate of consumption possible for the
rest of the trip.

A 30.3 US gallons/hour
B 33.0 US gallons/hour
C 21.3 US gallons/hour
D 37.9 US gallons/hour

## Explanation: The total fuel on the aircraft is 60 US gallons we require a

reserve of 12 US gallons so this only leaves us 48 US gallons to burn.
So the question asks what is the highest consumption rate we can use if
the trip is 1 hour and 35 minutes?
Using the CRP-5 set the black triangle under the first answer which is..
Answer A is 30.3US gallons per hour
In 1hour and 35 minutes this uses 48 US gallons which is a possible
Answer B is 33.0 US gallons per hour
Answer C is 37.9 US gallons per hour
Higher than B so no!
Answer D is 21.3 US gallons per hour
This will use 39 US gallons
So A looks best using all the fuel

Question 358:
Excluding RVSM an appropriate flight level for IFR flight in accordance
with semi-circular height rules on a course of 180° (M) is:

A FL100
B FL90
C FL105
D FL95

Explanation: NO

Question 359:
Excluding RVSM an appropriate flight level for IFR flight in accordance
with semi-circular height rules on a magnetic course of 200° is:

A FL310
B FL290
C FL300
D FL320

## Explanation: The question says "EXCLUDING RVSM' .... so we need to look

at the ICAO cruising levels schematic .... look on the front of the
E(HI)4/5 enroute chart - you will see two levels schematics ....
- the left hand one says 'below FL290' .... ODD and EVEN make sense.
- the right hand on says 'at or above FL290' .... here, ICAO rules change
- separation requirement between opposite traffic is now 2000ft, hence
separation between traffic in the same direction is now 4000ft. This
basically removes all the mathematically EVEN levels ... 300, 320, 340
etc, BUT convention still refers to ODD (290, 330, 370....) and EVEN
(310, 350, 390....) levels.
You don't have to remember the numbers - you can always refer to the
chart ...

Question 360:
Given: Distance from departure to destination 1100 NM True track 280 W/V
100/80 TAS 440 kt What is the distance time of the PET from the departure
point?

## A Distance: 450 NM Time: 52 min

B Distance: 650 NM Time: 108 min
C Distance: 550 NM Time: 75 min
D Distance: 650 NM Time: 75 min

## Explanation: Distance from departure point to PET = DH/O+H

D=1100, H=(440-80)=360, O= (440+80)=520
(1100x360)/(360+520) = 450nm
450nm at a GS of 520 means that Time = Dist/Speed = (450/520) = 0.865hrs
= 51.9 mins.

Question 361:
Given: Distance from departure to destination 1345 NM GS Out 480 kt GS
Home 360 kt What is the time of the PET from the departure point?

A 72 min
B 128 min
C 50 min
D 96 min

Explanation: NO

Question 362:
Given: Distance from departure to destination 140 NM GS Out 90 kt GS Home
80 kt What is the distance of the PET from the departure point?
A 66 NM
B 124 NM
C 70 NM
D 74 NM

Explanation: NO

Question 363:
Given: Distance from departure to destination 150 NM True track 020 W/V
180/30 TAS 130 kt What is the distance of the PET from the departure
point?

A 59 NM
B 65 NM
C 75 NM
D 91 NM

Explanation: First of all use your WIZ wheel to calculate GS OUT and HOME
(DON'T forget you are starting with a TRACK, so before you read the GS
OUT and GS HOME, you need to apply the DRIFT)
For GS out:
- mark on the wind 180/30
- TAS 130 kt, TRACK 020 - drift 4° LEFT, so move 020 to 4° L (on top
scale)
- check drift - now closer to 5° - so move another 1° L
- now read GS = 157 kt
Similar procedure for GS Home = 102 kt
O = 157 kt, H = 102 kt
Distance to PET = (D x H) / (O + H) = (150 x 102) / 157 + 102) = 59 NM

Question 364:
Given: Distance from departure to destination 150 NM True track 142 W/V
200/15 TAS 132 kt What is the distance of the PET from the departure
point?

A 79 NM
B 71 NM
C 75 NM
D 134 NM

## Explanation: From the WIZ WHEEL:

GS ON = 124kts
GS HOME = 140kts
So, DISTANCE to PET = DH/(O+H) = 150x140/(124+140) = 79.5nm

Question 365:
Given: Distance from departure to destination 165 NM True track 055 W/V
360/20 TAS 105 kt What is the distance of the PET from the departure
point?
A 92 NM
B 83 NM
C 132 NM
D 73 NM

Explanation: NO

Question 366:
Given: Distance from departure to destination 180 NM True track 310 W/V
010/20 TAS 115 kt What is the distance of the PET from the departure
point?

A 98 NM
B 90 NM
C 92 NM
D 82 NM

## Explanation: Classic PET .... LEMALLIN is absolutely right, for some of

these PET/PSR questions VERY accurate wiz wheel work is required ....
O=104 kts, H=123.5kts ....... which gives an answer of 97.7nm
Be careful - these are 4 point questions .... or 5% of the Exam!
Final thought - the best way to mark the wind is with a FINE soluble felt
tip pen - you get a very accurate 'dot' for the wind ....

Question 367:
Given: Distance from departure to destination 1860 NM GS Out 360 kt GS
Home 400 kt What is the time of the PET from the departure point?

A 163 min
B 147 min
C 22 min
D 132 min

Explanation: NO

Question 368:
Given: Distance from departure to destination 1950 NM GS Out 400 kt GS
Home 300 kt What is the time of the PET from the departure point?

A 125 min
B 167 min
C 29 min
D 223 min

Explanation: NO

Question 369:
Given: Distance from departure to destination 220 NM True track 175 W/V
220/10 TAS 135 kt What is the distance of the PET from the departure
point?
A 116 NM
B 110 NM
C 136 NM
D 103 NM

Explanation: NO

Question 370:
Given: Distance from departure to destination 2200 NM True track 150 W/V
330/50 TAS 460 kt What is the distance and time of the PET from the
departure point?

## A Distance: 980 NM Time: 115 min

B Distance: 1100 NM Time: 179 min
C Distance: 1120 NM Time: 179 min
D Distance: 980 NM Time: 144 min

Explanation: NO

Question 371:
Given: Distance from departure to destination 2380 NM GS Out 420 kt GS
Home 520 kt What is the time of the PET from the departure point?

A 188 min
B 123 min
C 19 min
D 152 min

Explanation: NO

Question 372:
Given: Distance from departure to destination 250 NM GS Out 130 kt GS
Home 100 kt What is the distance of the PET from the departure point?

A 109 NM
B 141 NM
C 192 NM
D 125 NM

Explanation: NO

Question 373:
Given: Distance from departure to destination 2500 NM GS Out 540 kt GS
Home 470 kt What is the time of the PET from the departure point?

A 129 min
B 149 min
C 28 min
D 171 min
Explanation: NO

Question 374:
Given: Distance from departure to destination 256 NM GS Out 160 kt GS
Home 110 kt What is the distance of the PET from the departure point?

A 104 NM
B 152 NM
C 176 NM
D 128 NM

Explanation: NO

Question 375:
Given: Distance from departure to destination 270 NM True track 030 W/V
120/35 TAS 125 kt What is the distance and time of the PET from the
departure point?

## A Distance: 135 NM Time: 68 min

B Distance: 141 NM Time: 65 min
C Distance: 141 NM Time: 68 min
D Distance: 130 NM Time: 68 min

## Explanation: (270x120) = 32400

(120+120) = 240 ..... so 32400/240 = 135 nm
Time to get there ... = distance/speed = 135/120 = 1.125 hours = 68mins

Question 376:
Given: Distance from departure to destination 2800 NM True track 140 W/V
140/100 TAS 500 kt What is the distance and time of the PET from the
departure point?

## A Distance: 1680 NM Time: 252 min

B Distance: 1120 NM Time: 134 min
C Distance: 1120 NM Time: 112 min
D Distance: 1400 NM Time: 168 min

## Explanation: D = 2800NM .... O = 400kt .... H = 600kt

Distance to PET = (D x H) / (O + H)
.................... = (2800 x 600) / (400 x 600) = 1680 NM
Time to PET = DISTANCE / GS OUT
................ = 1680 / 400 = 4.200 hours = 4 hours 12 minutes (252
minutes)

Question 377:
Given: Distance from departure to destination 315 NM True track 343 W/V
015/15 TAS 100 kt What is the distance of the PET from the departure
point?
A 176 NM
B 139 NM
C 148 NM
D 167 NM

Explanation: NO

Question 378:
Given: Distance from departure to destination 338 NM True track 045 W/V
225/35 TAS 120 kt What is the distance and time of the PET from the
departure point?

## A Distance: 120 NM Time: 46 min

B Distance: 185 NM Time: 72 min
C Distance: 169 NM Time: 85 min
D Distance: 218 NM Time: 85 min

Explanation: NO

Question 379:
Given: Distance from departure to destination 340 NM GS Out 150 kt GS
Home 120 kt What is the distance of the PET from the departure point?

A 151 NM
B 272 NM
C 189 NM
D 170 NM

Explanation: NO

Question 380:
Given: Distance from departure to destination 340 NM True track 320 W/V
160/40 TAS 110 kt What is the distance of the PET from the departure
point?

A 112 NM
B 121 NM
C 219 NM
D 228 NM

## Explanation: Using the wiz wheel...

O = 147 kt
H = 72 kt
D = 340 NM
Distance to PET = (D x H) / (O + H) = (340 x 72) / (147 + 72) = 112 NM

Question 381:
Given: Distance from departure to destination 350 NM True track 320 W/V
350/30 TAS 130 kt What is the distance and time of the PET from the
departure point?
A Distance: 210 NM Time: 121 min
B Distance: 139 NM Time: 81 min
C Distance: 139 NM Time: 54 min
D Distance: 123 NM Time: 74 min

Explanation: These are 4 point questions - 5% of the exam ... so read the
question VERY carefully:
Use wiz wheel to find groundspeeds …
D = 350nm, O = 103kt, H = 156kt
Distance to PET = DH / (O+H) = 350 x 156 / (103 + 156) = 210.8nm
Time to PET = distance / speed out = 210.8 / 103 = 2.047hr = 122.8 mins

Question 382:
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?

A 236 NM
B 199 NM
C 368 NM
D 218 NM

Explanation: NO

Question 383:
Given: Distance from departure to destination 470 NM True track 237 W/V
300/25 TAS 125 kt What is the distance of the PET from the departure
point?

A 256 NM
B 214 NM
C 205 NM
D 235 NM

Explanation: NO

Question 384:
Given: Distance from departure to destination 500 NM GS Out 95 kt GS Home
125 kt What is the distance of the PET from the departure point?

A 284 NM
B 250 NM
C 380 NM
D 216 NM

Explanation: NO

Question 385:
Given: Distance from departure to destination 875 NM True track 240 W/V
060/50 TAS 500 kt What is the distance and time of the PET from the
departure point?

## A Distance: 394 NM Time: 43 min

B Distance: 438 NM Time: 53 min
C Distance: 716 NM Time: 78 min
D Distance: 481 NM Time: 64 min

## Explanation: O = 500+50 = 550kts

H = 500-50 = 450kts
Dist to PET = DH/(O+H) = (875x450)/(550+450) = 394kts
Time to PET = distance/speed = 394/550 = 43mins

Question 386:
Given: Distance from departure to destination 95 NM True track 105 W/V
060/15 TAS 140 kt What is the distance of the PET from the departure
point?

A 51 NM
B 47,5 NM
C 44 NM
D 82 NM

Explanation: NO

Question 387:
Given: Distance from departure to destination 950 NM GS Out 275 kt GS
Home 225 kt What is the time of the PET from the departure point?

A 93 min
B 139 min
C 39 min
D 114 min

Explanation: NO

Question 388:
Given: Distance from departure to destination: 1000 NM Safe Endurance: 4
h TAS: 500 kt Ground Speed Out: 550 kt Ground Speed Home: 450 kt What is
the distance of the PSR from the departure point?

A 990 NM
B 495 NM
C 10 NM
D 450 NM

Explanation: NO

Question 389:
Given: Distance from departure to destination: 150 NM Safe Endurance: 2,4
h True Track: 250 W/V:280/15 TAS: 120 kt What is the distance of the PSR
from the departure point?

A 142 NM
B 71 NM
C 98 NM
D 83 NM

## Explanation: PSR .... you only use ... TIME TO PSR = E x H / (O + H)

To calculate distance to PSR = (speed out x time from formula above)
PET .... you only use ... DISTANCE TO PET = D x H / (O + H)
To calculate time to PET = (DISTANCE from formula) / speed out

Question 390:
Given: Distance from departure to destination: 150 NM Safe Endurance: 3,2
h TAS: 90 kt Ground Speed Out: 100 kt Ground Speed Home: 80 kt What is
the distance and time of the PSR from the departure point?

## A Distance: 142 NM Time: 85 min

B Distance: 71 NM Time: 47 min
C Distance: 8 NM Time: 5 min
D Distance: 67 NM Time: 50 min

Explanation: NO

Question 391:
Given: Distance from departure to destination: 1500 NM Safe Endurance:
4,5 h TAS: 450 kt Ground Speed Out: 480 kt Ground Speed Home: 410 kt What
is the time of the PSR from the departure point?

A 124 min
B 63 min
C 101 min
D 66 min

Explanation: NO

Question 392:
Given: Distance from departure to destination: 180 NM Endurance: 2 h TAS:
120 kt Ground Speed Out: 135 kt Ground Speed Home: 105 kt What is the
distance and time of the PSR from the departure point?

## A Distance: 118 NM Time: 53 min

B Distance: 62 NM Time: 28 min
C Distance: 79 NM Time: 45 min
D Distance: 59 NM Time: 30 min

## Explanation: Time to PSR = (2 x 105) / (135 + 105) = 0.875 hrs, or 52.5

mins
Distance to PSR = Time to PSR x Outbound GS = 0.875 x 135 = 118 NM
Question 393:
Given: Distance from departure to destination: 180 NM Safe Endurance: 2,8
h True Track: 065 W/V: 245/25 TAS: 100 kt What is the distance of the PSR
from the departure point?

A 131 NM
B 66 NM
C 49 NM
D 68 NM

Explanation: NO

Question 394:
Given: Distance from departure to destination: 190 NM Safe Endurance: 2,4
h True Track: 120 W/V: 030/40 TAS: 130 kt What is the distance of the PSR
from the departure point?

A 148 NM
B 95 NM
C 44 NM
D 73 NM

## Explanation: Wiz wheel.... calculation of Ground Speed....

Mark on the WIND... 030/40 ... now set up TRACK 120°
BEFORE you read the GS you must apply the drift - 17° right. Now check
drift under wind 'mark.' It is now 18°, so apply another 1° right drift
... this is the correct solution, so read GS 123.5 kt
Go through the same for the GS HOME ... O = 123.5 kt ... so ...
Time to PSR = E x H / (O + H) = 2.4 x 123.5 / (123.5 + 123.5) = 1.200 hrs
Distance to PSR = Speed Out (O) x time = 123.5 x 1.200 = 148 NM

Question 395:
Given: Distance from departure to destination: 200 NM Safe Endurance: 3 h
TAS: 130 kt Ground Speed Out: 150 kt Ground Speed Home: 110 kt What is
the distance PSR from the departure point?

A 190 NM
B 85 NM
C 10 NM
D 95 NM

Explanation: NO

Question 396:
Given: Distance from departure to destination: 2000 NM Safe Endurance: 5
h TAS: 500 kt Ground Speed Out: 480 kt Ground Speed Home: 520 kt What is
the distance of the PSR from the departure point?

A 1248 NM
B 624 NM
C 752 NM
D 1040 NM

## Explanation: For a PSR question, you use:

TIME TO PSR = (E x H)/(O + H)
If you then need the distance ... DISTANCE TO PSR = speed out x time = O
x time (which you calculate from the formula above)
For a PET question, you only use:
DISTANCE TO PET = (D x H)/(O + H)
If you then need the time ... TIME TO PET = DISTANCE (from formula) /
speed out

Question 397:
Given: Distance from departure to destination: 210nm. Safe Endurance:
2.5hrs. True Track: 035. W/V: 250/20. TAS: 105kt. What is the distance of
the PSR from the departure point?

A 127 NM
B 64 NM
C 172 NM
D 88 NM

Explanation: On the CRP5 low speed side put the wind in, 250/20kts with
the wind speed underneath the centre dot. Next put the centre dot under
the TAS 105kts. Rotate to read 035° under the true heading and you'll see
there is 5° right drift. Rotate 5 degrees to the right to read 030° under
speed is 122kts. Next you need the speed of your return leg, 180 + 035 =
215°.
Put this under the true heading and you'll see 7° of left drift, so
rotate the cursor 7° towards to dot and you'll have 208° under the true
speed. The question asks for PSR which is dependent on endurance so we
use this. In this case, 3.5 hrs. So from the formula E x H / O + H, I
get a time of 1.068 hrs. Multiply this by the outbound speed (122 kts)
and the distance is 130nm.

Question 398:
Given: Distance from departure to destination: 210 NM Safe Endurance: 3,5
h True Track: 310 W/V: 270/30 TAS: 120 kt What is the distance of the PSR
from the departure point?

A 200 NM
B 100 NM
C 10 NM
D 125 NM

Explanation: NO

Question 399:
Given: Distance from departure to destination: 215 NM Safe Endurance: 3,3
h True Track: 005 W/V: 290/15 TAS: 125 kt What is the distance of the PSR
from the departure point?

A 205 NM
B 112 NM
C 9 NM
D 103 NM

Explanation: NO

Question 400:
Given: Distance from departure to destination: 240 NM Safe Endurance: 3,5
h TAS: 125 kt Ground Speed Out: 110 kt Ground Speed Home: 140 kt What is
the distance and time of the PSR from the departure point?

## A Distance: 216 NM Time: 118 min

B Distance: 24 NM Time: 13 min
C Distance: 108 NM Time: 52 min
D Distance: 134 NM Time: 58 min

## Explanation: ETP...PET...Equal Time Point...Point of Equal Time....MAY

also be referred to as CP ...Critical Point.... in the Exam, I hope they
will only refer to the PET....
PSR:
Time to PSR = EH/(O+H) .....where E = safe endurance
then to find the distance .... distance = (time to PSR) x Outbound GS
PET:
Distance to PET = DH/(O+H) ....where D = sector distance
then to find the time .... time = Distance/speed Out

Question 401:
Given: Distance from departure to destination: 2450 NM Safe Endurance:
7,5 h TAS: 410 kt Ground Speed Out: 360 kt Ground Speed Home: 460 kt What
is the time of the PSR from the departure point?

A 252 min
B 111 min
C 156 min
D 198 min

Explanation: NO

Question 402:
Given: Distance from departure to destination: 260 NM Safe Endurance: 4,1
h True Track:150 W/V: 100/30 TAS: 110 kt What is the distance of the PSR
from the departure point?

A 213 NM
B 47 NM
C 107 NM
D 154 NM

Explanation: NO

Question 403:
Given: Distance from departure to destination: 300 NM Safe Endurance: 4 h
TAS: 110 kt Ground Speed Out: 120 kt Ground Speed Home: 100 kt What is
the distance of the PSR from the departure point?

A 218 NM
B 136 NM
C 82 NM
D 109 NM

Explanation: NO

Question 404:
Given: Distance from departure to destination: 3000 NM Safe Endurance: 8
h TAS: 520 kt Ground Speed Out: 600 kt Ground Speed Home: 440 kt What is
the time of the PSR from the departure point?

A 203 min
B 117 min
C 277 min
D 173 min

Explanation: NO

Question 405:
Given: Distance from departure to destination: 320 NM Safe Endurance: 4,3
h True Track: 120 W/V: 180/40 TAS: 130 kt What is the distance of the PSR
from the departure point?

A 262 NM
B 59 NM
C 185 NM
D 131NM

## Explanation: E=4.3hr, O=105kt, H=146kt Time to PSR= EH / (O+H) Time to

PSR = 4.3x146/(105+146) = 2.501hr Dist to PSR=Speed OUT x Time = 105 x
2.501 = 262nm

Question 406:
Given: Distance from departure to destination: 330 NM Safe Endurance: 5 h
True Track:170 W/V: 140/25 TAS: 125 kt What is the distance of the PSR
from the departure point?

A 303 NM
B 30 NM
C 194 NM
D 150 NM

Explanation: NO

Question 407:
Given: Distance from departure to destination: 360 NM Safe Endurance: 4,5
h True Track: 345 W/V: 260/30 TAS: 140 kt What is the distance of the PSR
from the departure point?

A 308 NM
B 154 NM
C 52 NM
D 185 NM

Explanation: NO

Question 408:
Given: Distance from departure to destination: 3750 NM Safe Endurance:
9,5 h True Track: 360 W/V: 360/50 TAS: 480 kt What is the distance of the
PSR from the departure point?

A 2255 NM
B 1495 NM
C 1128 NM
D 2070 NM

Explanation: NO

Question 409:
Given: Distance from departure to destination: 400 NM Safe Endurance: 2,5
h TAS: 115 kt Ground Speed Out: 130 kt Ground Speed Home: 105 kt What is
the distance of the PSR from the departure point?

A 145 NM
B 179 NM
C 255 NM
D 73 NM

## Explanation: Formula confusion I think

TIME TO PSR = E x H / (O + H)............where E = safe Endurance, based
on AVAILABLE FUEL
DISTANCE TO PET = D x H / (O + H)........where D = sector distance.

Question 410:
Given: Distance from departure to destination: 410 NM Safe Endurance: 3,6
h True Track: 055 W/V: 180/35 TAS: 120 kt What is the distance of the PSR
from the departure point?

A 203 NM
B 207 NM
C 169 NM
D 102 NM

## Explanation: Dist = 410

End = 3.6 hrs
TR = 055(out) Home(235)
W/V = 180/35
Tas = 120kt
?Dist PSR? In my calculation for GS(o) = 136kt & GS(h) = 97
Time PSR = E*H/O+H = 3.6*97 / 136+97 = 349.2/233 = 1.498
Dist PSR = Time* GS(o) = 1.498*136 = 203.728 = 203nm
GS(out) > Dot under 120 , set in W/V, set 055 under HDG, this gives drift
12 left, now correct for this drift, this gives 14 left, apply for this
drift , which gives GS (o) 136kt
GS(home) > Now use 235 as your TRACK home, drift becomes 15 right, apply
this drift , this gives 12 right, correct to 12, this gives GS (h) 97kt
The distance given is the Distance from Departure to Destination..
The distance asked is the Distance of the PSR from departure point...
First you have to calculate the:
Time to PSR = E*H/O+H = ??hr
Now you can calculate:
Dist PSR from dep point = Time*GS(out) = ??nm
----------------------------------------------------
So if they ask for: Dist to PSR ?
1. Calculate Time to PSR first (using the Endurance) ,this gives: Time
2. Calculate the Dist PSR (using the Time) ,this gives: Dist
If they ask for: Time to PET (CP) ?
1. Calculate the Dist to PET first ,this gives: Dist
2. Calculate Time to PET = Dist/GS(out)

Question 411:
Given: Distance from departure to destination: 4630 NM Safe Endurance:
12,4 h True Track: 240 W/V: 060/80 TAS: 530 kt What is the distance of
the PSR from the departure point?

A 3211 NM
B 1419 NM
C 6106 NM
D 1966 NM

Explanation: NO

Question 412:
Given: Distance from departure to destination: 480 NM Safe Endurance: 5 h
True Track: 315 W/V: 100/20 TAS: 115 kt What is the distance of the PSR
from the departure point?

A 280 NM
B 199 NM
C 205 NM
D 141 NM
Explanation: NO

Question 413:
Given: Distance from departure to destination: 500 NM Safe 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?

## A Distance: 279 NM Time: 111 min

B Distance: 232 NM Time: 107 min
C Distance: 221 NM Time: 89 min
D Distance: 139 NM Time: 60 min

Explanation: NO

Question 414:
Given: Distance from departure to destination: 5000 NM Safe Endurance: 10
h TAS: 450 kt Ground Speed Out: 500 kt Ground Speed Home: 400 kt What is
the distance of the PSR from the departure point?

A 2222 NM
B 1111 NM
C 2500 NM
D 2778 NM

## Explanation: E = 10 hr, O = 500 kt, H = 400 kt

Time to PSR = (E x H) / (O+H) = (10 x 400) / (500 + 400) = 4.444 hr
Distance to PSR = O x time = 500 x 4.444 = 2222 NM

Question 415:
Given: Distance from departure to destination: 550 NM Endurance: 3,6 h
True Track: 200 W/V: 220/15 TAS: 130 kt What is the distance of the PSR
from the departure point?

A 231 NM
B 116 NM
C 319 NM
D 305 NM

Explanation: NO

Question 416:
Given: Distance from departure to destination: 6340 NM Safe Endurance: 15
h True Track: 090 W/V: 270/100 TAS: 520 kt What is the distance of the
PSR from the departure point?

A 3756 NM
B 2584 NM
C 1878 NM
D 2560 NM
Explanation: NO

Question 417:
Given: Distance from departure to destination: 950 NM Safe Endurance: 3,5
h TAS: 360 kt Ground Speed Out: 320 kt Ground Speed Home: 400 kt What is
the distance and time of the PSR from the departure point?

## A Distance: 622 NM Time: 117 min

B Distance: 311 NM Time: 52 min
C Distance: 328 NM Time: 62 min
D Distance: 528 NM Time: 79 min

Explanation: NO

Question 418:
Given: Fuel density = 0,78 kg/l Dry operating mass = 33500 kg Traffic
load = 10 600 kg Maximum allowable take-off mass = 66200 kg Taxi fuel =
200 kg Tank capacity = 22 500 Litres The maximum possible take-off fuel
is:

A 17 350 kg
B 21 900 kg
C 22 100 kg
D 17 550 kg

Explanation: You take your Max Capacity 22500, x by .78 which equals
17550, then minus your taxi fuel off which is 200, which should leave
17350.
You also need to check MTOM......DOM + TL + maximum fuel must be less
than MTOM
So, maximum allowable fuel must not exceed:
MTOM - DOM - TL
66200 - 33500 - 10600 = 22900kg
This is more than the tank capacity less taxy(as beech has
calculated)....so max fuel is within limits.

Question 419:
Given: Distance from departure to destination 500 NM True track 090 W/V
090/20 TAS 150 kt What is the distance and time of the PET from the
departure point?

## A Distance: 283 NM Time: 131 min

B Distance: 382 NM Time: 176min
C Distance: 250 NM Time: 88 min
D Distance: 217 NM Time: 100 min

Explanation: NO

Question 420:
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:

A FL270
B FL330
C FL370
D FL290

Explanation: You need your wiz wheel .... for each FL, set Mach index
arrow at the OAT (SAT), read Mach on the inner scale, TAS on the outer
scale. Now subtract wind componet as applicable, and you arrive at the
Ground speed.
Highest Ground speed FL270 .... OAT -43. TAS 444kts, zero wind - GS
444kts

Question 421:
Use Route Manual chart E(HI)1 The initial magnetic course from INVERNESS
109.2 INS (57°32'N004°03'W) direct to TIREE 117.7 TIR (56°30'N006°53'W)
is:
33006.gif

A 244°
B 230°
C 237°
D 218°

Explanation: Join Inverness to Tiree on the E(HI)1 chart. You can then
either measure the True Course (237°) to Tiree and then add 7°W variation
to get 244°M or you can try to align your protractor with the Magnetic
North indicator at Inverness and the measure the magnetic track directly.

Question 422:
For this question use TRM, Esbjerg Aerodrome chart (19-2)). What are the
dimensions of runway 08/26 at Esbjerg?
33106.gif

A 2600m x 45m
B 8530m x 45m
C 2600ft x 148ft
D 8530ft x 45ft

Explanation: Interpret the Runway Dimensions from the Chart 19-2 for
Esbjerg. Note that the measurements are given in metres.

Question 423:
Use Reference. Which describes the intensity of icing, if any, at FL 150
in the vicinity of TOULOUSE (44° N 01°E) ?
3312322.gif

A moderate or severe
B moderate
C nil
D light

## Explanation: The presence of 'CBs' implies MOD SEVERE ICING and

TURBULENCE.

Question 424:
Use Route Manual chart E(HI)1 The direct distance from TIREE 117.7 TIR
(56°30'N006°53'W) to INVERNESS 109.2 INS (57°32'N004°03'W) is:
33006.gif

A 112NM
B 360km
C 204NM
D 192NM

Explanation: Draw a line between Tiree and Inverness and then measure the
distance between the two stations with your dividers against the scale on
the edge of the E(HI)1 Chart.

Question 425:
Use Route Manual chart E(HI)1 The initial true course from TIREE 117.7
TIR (56°30'N006°53'W) direct to STORNOWAY 115.1 STN (58°12'N006°11'W) is:
33006.gif

A 011°
B 003°
C 192°
D 019°

Explanation: Draw a line between Tiree and Stornoway and then measure the
True Course from Tiree.

Question 426:
Use Route Manual chart E(HI)1 The initial true course from TIREE 117.7
TIR (56°30'N006°53'W) direct to INVERNESS 109.2 INS (57°32'N004°03'W) is:
33006.gif

A 054°
B 236°
C 062°
D 048°

Explanation: Draw a line between Tiree and Inverness and then measure the
True Course from Tiree.
Question 427:
Use Route Manual chart E(HI)1 The initial true course from INVERNESS
109.2 INS (57°32'N004°03'W) direct to TIREE 117.7 TIR (56°30'N006°53'W)
is:
33006.gif

A 237°
B 218°
C 230°
D 244°

Explanation: Draw a line between Inverness and Tiree and then measure the
True Course from Inverness.

Question 428:
(For this question use TRM, Esbjerg Area chart (19-1)). What is the
course and distance from Locator HP to the threshold of Runway 08?
33107.gif

## A 080° (M) / 4.2 NM

B 080° (T) / 4.2 NM
C 080° (T) /4.2 Km
D 080° (M) /4.2 Km

## Explanation: Interpret the required information printed adjacent to the

HP Locator as shown 4.2/080° to THR 08

Question 429:
Use Route Manual chart E(HI)1 The initial magnetic course from TIREE
117.7 TIR (56°30'N006°53'W) direct to INVERNESS 109.2 INS
(57°32'N004°03'W) is:
33006.gif

A 064°
B 048°
C 236°
D 056°

Explanation: Draw a line between Tiree and Inverness. You can then
either measure the True Course (056°) to Inverness and then add 8°W
variation to get 064°M or you can try to align your protractor with the
Magnetic North indicator at Tiree and measure the magnetic track
directly.

Question 430:
(For this question use TRM, Esbjerg Area chart (19-1)). What is the track
and distance shown on the chart from VOR/DME SKR to overhead Esbjerg?
33107.gif
A 308° (M) / 29 NM
B 308° (T) / 29 NM
C 308° (T) / 29 Km
D 308° (M) / 29 Km

## Explanation: Interpret the required information printed in blue type

towards the bottom right hand corner of Chart 19-1 for Esbjerg

Question 431:
Use Route Manual chart E(LO)1 What is the Minimum Enroute Altitude (MEA)
on airway W911D from DEAN CROSS 115.2 DCS (54°43'N 003°20'W° to NEWCASTLE
114.25 NEW (55°02'N 001°41'W)?
33005.gif

A FL50
B 4200 ft
C FL150
D 4700 ft

Explanation: FL50 is the MEA, the MAA is FL150, the MOCA is 4700T and the
MORA is 4200a.

Question 432:
Use Route Manual chart E(LO)1 What are the magnetic course and distance
when flying on airway B4 from the reporting point SHAPP (54°30'N 002°38W)
to the reporting point ESKDO (55°18'N 003°12'W)?
33005.gif

A 343°/ 52 NM
B 163°/ 39 NM
C 163°/ 52 NM
D 343°/ 114 NM

Explanation: The Magnetic Track for airway B4 can be read from the chart
at Pole Hill as 343°M. The distance from SHAPP to ESKDO can be measured
with dividers against the scale at the top of the chart or by adding the
13nm from SHAPP to MARGO and the 39nm from MARGO to ESKDO. (The 114nm on
the airway is the total distance from Pole Hill to Talla).

Question 433:
Use Route Manual chart E(LO)1 What are the applicable GRID MORAs for a
flight from DEAN CROSS 115.2 DCS (54°43'N 003°20'W) to TALLA 113.8 TLA
(55°30'N 003°21'W) on airway A2?
33005.gif

A 45 and 40
B 45 and 39
C 42 and 40
D 42 and 39
Explanation: Each one degree by one degree grid square has two LARGE
numbers in it which give the GRID MORA.
1 cm South of Dean Cross - 45
2 cm WSW of TALLA – 40b

Question 434:
Use Route Manual chart E(LO)1 The radio navigation aid at ST. ABBS
(55°55'N 002°12'W) is:
33005.gif

## A a VORDME, frequency 112.5 MHz

B a VOR only, frequency 112.5 MHz
C a TACAN, channel 112.5
D an NDB, frequency 112.5 MHz

## Explanation: The symbol at St Abbs Head is a straightforward

interpretation for VORDME and you could use the chart legend on Page 52
in the SPRM.

Question 435:
(53°52'N 001°39'W) is:
33005.gif

## A an NDB, frequency 402.5 kHz, NOT continuous operation

B an NDB, frequency 402.5 kHz, continuous operation
C a fan marker, frequency 402.5 kHz
D a TACAN, channel 402.5

## Explanation: The symbol at Leeds Bradford NDB is straightforward but note

must be taken of the * symbol which means that it is Not Continuous
Operation.

Question 436:
Use Route Manual chart E(HI)1 The initial magnetic course from TIREE
117.7 TIR (56°30'N006°53'W) direct to STORNOWAY 115.1 STN
(58°12'N006°11'W) is:
33006.gif

A 019°
B 192°
C 003°
D 011°

Explanation: Draw a straight line between Tiree and Stornoway. You can
then either measure the True Course to Stornoway (011°) and add 8°W
variation to get the Magnetic Track of 019°M or you can try to align your
protractor with the Magnetic North indicator at Tiree and measure the
Magnetic Course directly.
Question 437:
For this question use TRM, Athinai (Hellinikon) Landing Chart (29-2).
What is the position of the Aerodrome Reference Point?
33113.gif

A 37°53.8'N 23°43.7'E
B 37°54.2'N 23°44.3'E
C 37°54.8'N 23°44.7'E
D 37°53.2'N 23°43.3'E

Explanation: On Chart 29-2 for Athinai the Aerodrome Reference Point can
be identified by the abbreviation ARP just to the East of the West Apron
and between the main taxiway and runway. The Latitude and Longitude can
be interpreted from the chart or if you refer to Chart 29-1 for Athinai
you will see the latitude and longitude printed at the top of the chart.

Question 438:
For this question use TRM, VFR directory for Netherlands (7-3). What is
the local time (LT) in the Netherlands in (i) Winter and (ii) Summer?
33115.gif

## A (i) LT - 1 Hour = UTC (ii) LT - 2 Hours = UTC

B (i) LT = UTC - 1 Hour (ii) LT = UTC - 2 Hours
C (i) LT - 2 Hours = UTC (ii) LT - 1 Hour = UTC
D (i) LT = UTC 2 Hours (ii) LT = UTC 1 Hour

Explanation: Read the information from the top of Chart 7-3. Be sure to
get the answers in the correct order to meet the needs of the question ie
Winter first, Summer second.

Question 439:
For this question use TRM, Esbjerg Aerodrome chart (19-2). What is the
position of the Aerodrome Reference Point at Esbjerg?
33106.gif

A 55°31.6' N 008°33.1' E
B 55°31.6' N 008°33.1' W
C 55°32.4' N 008°34.9' W
D 55°32.4' N 008°34.9' E

Explanation: On Chart 19-2 for Esbjerg the Aerodrome Reference Point can
be identified by the abbreviation ARP just to the north side of the
runway. The Latitude and Longitude can be interpreted from the chart or
if you refer to Chart 19-1 for Esbjerg you will see the latitude and
longitude printed at the top of the chart.

Question 440:
Use Route Manual chart E(LO)1 The distance on airway B4 from POLE HILL
112.1 POL) to SHAPP (54°30'N002°38'W) is:
33005.gif
A 49NM
B 30NM
C 51NM
D 31NM

Explanation: The distance from Pole Hill to SHAPP can be calculated using
the intermediate distances on B4. Pole Hill to NELSA is 8nm, NELSA to
RIBEL is 10nm and RIBEL to SHAPP is 31nm which gives a total of 49nm.
The alternative way would be to measure the distance from Pole Hill to
SHAPP with your dividers against the scale at the top of the chart.

Question 441:
(For this question use TRM, Athinai (Hellinikon) Approach chart (29-1)).
What is the frequency and ident of the DVOR/DME shown at the northern end
of Hellinikon airfield?
33112.gif

A 114.40 ATH
B 294 HN
C 275 HK
D 357 KVR

Explanation: Just read off the frequency for the DVOR/DME from the chart.

Question 442:
For this question use TRM, Athinai (Hellinikon) Approach chart (29-1).
The callsign and frequency to use to obtain start up clearance is:
33112.gif

A Ground 121.70
B ATIS 123.40
C Approach 119.10
D Tower 118.10

Explanation: The answer can be found against „GROUND‟ at the top left of
the chart with (Start up, taxi) next to the frequency.

Question 443:
For this question use or TRM, Sabadell Area chart (19-1). What is the
published frequency for Barcelona ATIS?
33108.gif

A 118.65MHz
B 124.70MHz
C 120.80MHz
D 119.10MHz

## Explanation: The Barcelona ATIS frequency is situated at the top of the

chart.
Question 444:
For this question use TRM, VFR directory for Greece (7-3). What is the
local time (LT) in Greece in (i) Winter and (ii) Summer?
33114.gif

## A (i) LT = UTC 2 Hours (ii) LT = UTC 3 Hours

B (i) LT - 3 Hours = UTC (ii) LT - 2 Hours = UTC
C (i) LT = UTC - 2 Hours (ii) LT = UTC - 3 Hours
D (i) LT 2 Hours = UTC (ii) LT 3 Hours = UTC

## Explanation: The correct time is given as LT = UTC +2, UTC +3 which is

the same as saying UTC = LT-2, LT-3

Question 445:
Use Route Manual chart E(LO)1 The magnetic course/distance from TALLA
113.8 TLA (55°30'N 003°21'W) to DEAN CROSS 115.2 DCS (54°43'N 003°20'W)
on airway A2 is:
33005.gif

A 185° / 47 NM
B 005° / 47 NM
C 005° / 18 NM
D 185° / 18 NM

## Explanation: The direction of A2 from Talla is printed as 185° and the

total distance to Dean Cross is made up of 9nm, 18nm and 20nm which equal
47nm.

Question 446:
For this question use TRM (VFR) , Aberdeen (Dyce) Information Page (19-
6). What are the designated departure routes when using (i) Rwy 34 and
(ii) Rwy 05?
33118.gif

A (i) H2 (ii) H4
B (i) H1 (ii) H3
C (i) H5 (ii) H1
D (i) H6 (ii) H2

Explanation: NO

Question 447:
Use Route Manual chart E(LO)1 An appropriate flight level for flight on
airway A2 from TALLA 113.8 TLA (55°30'N 003°21'W) to DEAN CROSS 115.2 DCS
(54°43'N 003°20'W) is:
33005.gif

A FL90
B FL80
C FL50
D FL100
Explanation: On A2 from Talla to Dean Cross an ODD flight level must be
used therefore FL90 is appropriate.

Question 448:
Use Route Manual chart NAP On a direct great circle course from REYKJAVIK
(64°10' N 022°00'W) to AMSTERDAM (52°32'N 004°50'E), the (a) average true
course, and (b) distance, are:
33004.gif

## A (a) 131° (b) 1095 NM

B a) 140° (b) 1824 NM
C a) 118° (b) 1095 NM
D a) 311° (b) 1824 NM

Explanation: Draw a line between Reykjavik and Amsterdam and place your
protractor in the middle of that track aligned with True North. That
will give you the measurement of 131°T. For the total distance you can
measure with your dividers against the latitude scale.

Question 449:
Use Route Manual VFR GPS chart ED-6 What minimum grid area altitude is
applicable for EDTM MENGEN airport (48°03'N, 009°22'E)?
33002.gif

A 46
B 1120 m
C 43
D 1819 ft

## Explanation: The Grid Minimum Altitude is 4600ft.

Question 450:
Use Route Manual VFR GPS chart ED-6 What minimum grid area altitude is
applicable for EDPJ LAICHINGEN airport (48°30'N, 009°38'E)?
33002.gif

A 43
B 2434 ft
C 402 m
D 46

## Explanation: The Grid Minimum Altitude is 4300ft

Question 451:
Use Route Manual VFR GPS chart ED-6) Flying from EDTM MENGEN airport
(48°03'N, 009°22'E) to EDPJ LAICHINGEN airport (48°30'N, 009°38'E). Find
magnetic course and the distance.
33002.gif
A Magnetic course 022°, distance 28 NM
B Magnetic course 202°, distance 44 NM
C Magnetic course 022°, distance 44 NM
D Magnetic course 202°, distance 28 NM

## Explanation: Draw a line between Mengen and Laichingen airfields. Then

align your protractor with True North and measure the True Course as
022°T. As the variation is 0 then the Magnetic Track is 22°M. The
distance can be measured with your dividers against the NM scale at the
bottom of the chart.

Question 452:
Use Route Manual VFR GPS chart ED-6) Flying from EDSZ ROTTWEIL ZEPFENHAN
(48°12'N, 008°44'E) to EDPJ LAICHINGEN airport (48°30'N, 009°38'E). Find
magnetic course and the distance.
33002.gif

## A Magnetic course 063°, distance 41 NM

B Magnetic course 243°, distance 62 NM
C Magnetic course 243°, distance 41 NM
D Magnetic course 063°, distance 62 NM

## Explanation: Draw a line between Rottwell and Laichingen airfields. Then

align your protractor with True North and measure the True Course as
063°T. As the variation is 0 then the Magnetic Track is 063°M. The
distance can be measured with your dividers against the NM scale at the
bottom of the chart.

Question 453:
Use Route Manual VFR GPS chart ED-6 What is elevation of LSZH ZURICH
KLOTHEN airport (47°28'N, 008°33'E)?
33001.gif

A 1416 ft
B 1572 ft
C 1421 ft
D 1000 m

## Explanation: The airfield elevation is written on the chart alongside the

ICAO identifier. Other information is the runway length 1000m, TWR
frequency 118.10 with (v) VDF available.

Question 454:
Use TRM (VFR), Aberdeen (Dyce) Area chart (10-1V)). What is the elevation
of the highest ground within the boundary of Aberdeen Control Zone?
33123.gif

A 1733ft
B 2025ft
C 1245ft
D 2105ft
Explanation: On a chart CTR is the 3 letter abbreviation for a Control
Zone.
You need to look within the area defined by the CTR and find the highest
ground, which, in this case is 1733ft.
CTA is the 3 letter abbreviation for a Control Area. 2105ft is the height
of an obstacle (in this case an unidentified man-made structure) within
the CTA on this chart but it is not within the CTR!

Question 455:
At reference or use TRM, Athinai (Hellinikon) Approach chart (29-1)).
What is the variation shown on the chart?
33112.gif

A 3°E
B 3°W
C 5°W
D 5°E

## Explanation: The 3°E variation is indicated just below the frequency

information and in the centre of the page.

Question 456:
Use Route Manual chart E(LO)1 The magnetic course from DEAN CROSS 115.2
DCS (54°43'N 003°20'W° to NEWCASTLE 114.25 NEW (55°02'N 001°41'W) on
airway W911D is:
33005.gif

A 077°
B 257°
C 263°
D 083°

## Explanation: The direction of the Airway 911D is defined on the chart at

Dean Cross as 077°M.

Question 457:
Use Route Manual VFR GPS chart ED-6) Flying from EDSZ ROTTWEIL ZEPFENHAN
(48°12'N, 008°44'E) to EDTM MENGEN airport (48°03'N, 009°22'E). Find
magnetic course and the distance.
33002.gif

## A Magnetic course 108°, distance 27 NM

B Magnetic course 288°, distance 27 NM
C Magnetic course 108°, distance 40 NM
D Magnetic course 288°, distance 40 NM

## Explanation: Draw a line between Rottwell and Mengen airfields. Then

align your protractor with True North and measure the True Course as
108°T. As the variation is 0 then the Magnetic Track is 108°M. The
distance can be measured with your dividers against the NM scale at the
bottom of the chart.

Question 458:
Given: FL 370; M=0.74: OAT=-47°C The TAS is:

A 434 kt.
B 424 kt.
C 428 kt.
D 415 kt.

Explanation: NO

Question 459:
On an ATC flight plan, to indicate that you will overfly the way-point
TANGO at 350 kts at flight level 280, you write:

A TANGO/N0350F280
B TANGO/FL280N0350
C TANGO/ T350F280
D TANGO/K0350FL280

Explanation: NO

Question 460:
Given: Distance from departure to destination: 320 NM Safe Endurance: 4,3
h True Track: 120 W/V: 180/40 TAS: 130 kt What is the distance of the PSR
from the departure point?

A 262 NM
B 59 NM
C 185 NM
D 131NM

Explanation: You are getting confused I think between the Point of Safe
Return (PSR) and Point of Equal Time (PET) formula.
Time to the PSR = (E x H)/(O + H) where E = safe endurance
Distance to the PET = (D x H)/(O + H) where D =
Sector distance For this PSR question, use the PSR formula to find the
"TIME TO PSR", then use the DISTANCE/SPEED/TIME rule to find the distance
to the PSR. (DISTANCE = SPEED x TIME)

Question 461:
Given: Distance from departure to destination: 180 NM Safe Endurance: 2 h
TAS: 120 kt Ground Speed Out: 135 kt Ground Speed Home: 105 kt What is
the distance and time of the PSR from the departure point?

## A Distance: 118 NM Time: 53 min

B Distance: 62 NM Time: 28 min
C Distance: 79 NM Time: 45 min
D Distance: 59 NM Time: 30 min

Explanation: NO

Question 462:
For this question use Route Manual chart E(HI)2) The identifier of the
33007.gif

A NOA
B SVD04
C NORA
D WX

Explanation: The name of the VOR beacon is NORA but the identifier is
NOA.

Question 463:
From which of the following would you expect to find the dates and times
when temporary danger areas are active

## A NOTAM and AIP

C SIGMET
D Only AIP

Explanation: NO

Question 464:
aid(s) at (55°59'N 014°06'E) is/are:
33007.gif

## A NDB, frequency 363 kHz.

B VOR, frequency 363 kHz.
C VORDME, frequency 116.9 MHz.
D NDB, frequency 116,9 KHz.

Question 465:
aid(s) at (56°17'N010°47'E) is/are:
33007.gif

## A NDB, frequency 374 kHz.

B VORDME, frequency 374 kHz.
C NDB, frequency 374 kHz, for Temporary Use (TU).
D VOR, frequency 374 MHz.
Explanation: The navigation aid is Tirstrup NDB with an identifier of TU.

Question 466:
aid(s) at (56°09'N 013°14'E) is/are:
33007.gif

## A VOR, frequency 116.9MHz.

B VORDME, frequency 116.2 MHz.
C VORDME, frequency 116.9MHz.
D VOR, frequency 116.2MHz.

## Explanation: The navigation aid is the Vedby VOR on frequency 116.9mHz.

There is no DME associated with this VOR.

Question 467:
aid(s) at (55°26'N011°38'E) is/are:
33007.gif

## A VORDME, frequency 112.8 MHz

B NDB, frequency 112.8 kHz
C VORDME, frequency 128.75 MHz
D VORDME, frequency 128.15 MHz

## Explanation: The navigation aids are the Korsa VOR/DME on frequency

112.8mHz.

Question 468:
For this question use Route Manual chart E(HI)2) The radio navigation aid
at (57°45'N013°48'E) is a:
33007.gif

## A NDB, frequency 355 kHz

B VOR, frequency 355 MHz
C VOR, frequency 355 kHz
D NDB, frequency 355 MHz

## Explanation: The navigation aid is Bottna NDB on frequency 355kHz.

Question 469:
For this question use Route Manual chart E(HI)2) The identifier of the
33007.gif

A AOR
B SVD
C ASTOR
D SVD03
Explanation: The navigation aid is the Astor VOR with an identifier of
AOR

Question 470:
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 answer is:

A 1, 2, 3, 4
B 1, 3
C 1, 2, 3
D 2, 4

## Explanation: All factors in the question are relevant to fuel planning.

Question 471:
aid(s) at (57°32'N004°03'W) is/are:
33006.gif

## A VORDME, frequency 109.2 MHz

B VOR, frequency 109.2 MHz, no DME available
C VORDME, frequency 109.2 kHz
D VOR, frequency 109.2 MHz, for INS update only

## Explanation: The navigation aid is Inverness VOR/DME on a frequency of

109.2mHz.

Question 472:
Use Route Manual chart E(HI)1 An aircraft has to fly from the airport at
Aberdeen (57º19'N 002º16'W) to the airport at Benbecula (57º29'N
007º22'W). Given: Time to climb 11 min Time to descend is 15 min: TOC is
at 3W: TOD is at 6W: TAS 210kts (still air): Find the total journey time?
33006.gif

A 54 min
B 16 min
C 47 min
D 28 min

## Explanation: First draw the route on the chart .... Aberdeen to

Benbecular. TOC is at 3W, TOD is at 6W - so now measure the distance of
your cruise leg (TOC - TOD).
Anyway ..... E(HI)1 ....
TOC 3W, TOD 6W .... measure distance = 98nm
Time TOC to TOD (still wind) = 98/210 x 60 = 28mins
Time ADN to BEN 11 + 28 + 15 = 54mins
Time taken = Climb(11mins) + Cruise (dist/speed) + Descent(15mins)
Question 473:
Use Route Manual chart E(HI)1 What navigation aid(s) is/are available to
civil aircraft at the military airfield of Kinloss (57º40'N 003º32'W)?
33006.gif

## A The range element only of TACAN on DME frequency 109.8 MHz

B TACAN range and bearing on Channel 35
C VOR and DME on frequency 109.8
D The bearing element only of TACAN on VOR frequency 109.8 MHz

## Explanation: JEPP manual enroute chart legend page 53 ....(see LIPTON)

... this is a TACAN (military facility - range and bearing) ... the VHF
frequency enables civilian tuning of the DME facility.

Question 474:
Use Route Manual chart E(HI)1 An aircraft has to fly from TIREE (56º29'N
006º53'W) direct to ABERDEEN (57º19'N 002º16'W). What is the minimum grid
safe altitude for this route?
33006.gif

A 5700 ft
B 5600 ft
C 3600 ft
D 4400 ft

Explanation: Draw the line Tiree to Aberdeen, look at all the GRID safe
altitudes, take the highest .... 57 .... or 5700ft.

Question 475:
Given: Planned and actual data as shown in the Flight Log excerpt.
Arriving overhead GAMMA you are cleared for direct routeing to MIKE. The
flight time for direct flight GAMMA to MIKE will be 1hr 08mins, assuming
other flight data remains constant, what fuel will be expected on arrival
33124011.gif

A 1272 kg
B 1250 kg
C 2338 kg
D 582 kg

Explanation: Work out your fuel flow using the latest ACTUAL information
.... then use that fuel flow to predict your FUEL at the required next
point - in this case MIKE.
So...
ACTUAL TIME BETA (1:22) to GAMMA (1:47) = 25 mins
ACTUAL FUEL BETA (2760 kg) to GAMMA (2360 kg) = 400 kg
FUEL FLOW BETA to GAMMA = 400 / 25 = 16 kg / min
FUEL USED GAMMA to MIKE = 68 x 16 = 1088 kg
SO, FUEL AT MIKE = 2360 - 1088 = 1272 kg
Question 476:
Use Route Manual chart E(HI)2 An aircraft has to fly from ALMA (55º25'N
013º34'E) to BACKA (57º33'N 011º59'E) on airways UB45 UH40 and UA9. What
is the total track distance for this flight?
33007.gif

A 143 NM
B 105 NM
C 146 NM
D 119 NM

## Explanation: The total distance of 143nm comprises of 56nm from Alma to

Sveda, 38nm from Sveda to PAPER, 25nm from PAPER to POLKA and finally,
24nm from POLKA to Backa.

Question 477:
Use Route Manual chart E(HI)2 An aircraft has to fly from the beacon TNO
(55º46'N 011º26'E) on a direct route to the beacon HAR (57º50'N
012º42'E). What is the magnetic track and distance for this flight?
33007.gif

A 018º/129NM
B 029º/69NM
C 007º/131NM
D 013º/117NM

Explanation: Draw a line between TNO and HAR and measure the True Course
as 018°T. As variation is 0 then the Magnetic Course is also 018°M. The
distance can be measured by using your dividers against the scale on the
left of the chart.

Question 478:
(For this question use TRM (VFR), Aberdeen (Dyce) Area chart (10-1V)).
Which of the following frequencies is listed as available for contact
with Aberdeen ATSU?
33123.gif

A 135.17
B 114.30
C 126.25
D 119.87

Explanation: The information can be found at the bottom right hand corner
of Chart 10-1V with two frequencies to choose from.

Question 479:
(For this question use TRM (VFR) , Aberdeen (Dyce) Area chart (10-1V)).
What is the elevation of the highest obstacle within the boundary of
Aberdeen Control Area?
33122.gif
A 2105ft
B 1733ft
C 1245ft
D 2025ft

## Explanation: Control Area - CTA, Control Zone - CTR

Make sure you are on 10-1V ... Highest obstacle in Aberdeen Control Area
- bottom of chart - rectangle with 2105 ft
The one that has been coming up - highest GROUND in Aberdeen Control ZONE
... top left ... 1733 ft

Question 480:
For this question use TRM (VFR) , Aberdeen (Dyce) Area chart (19-5). What
is the ATIS frequency that may not be used when in flight?
33119.gif

A 121.85
B 118.10
C 114.30
D 121.70

Explanation: The information can be found towards the top of the Chart
19-5 with the frequency 121.85 (for Ground use only).

Question 481:
For this question use TRM (VFR) , Aberdeen (Dyce) Area chart (19-5). What
ATIS frequency(ies) is/are available when on the ground?
33119.gif

A 114.30 or 121.85
B 121.70 or 121.85
C 121.85 only
D 121.70 only

Explanation: The frequencies can be found towards the top of Chart 19-5.
Note that the 114.30 frequency can be used on the ground or in the air
whereas the 121.85 frequency is for the ground only.

Question 482:
Use Route Manual chart E(HI)2 An aircraft has to fly on airways from ODIN
(55º35'N 010º39'E) to BOTTNA (57º45'N 013º48'E). Which of the following
is an acceptable route for this flight?
33007.gif

## A ODN UR156 SKA UH42 BTD

B ODN UR12 PER UG5 SHG UH42 BTD
C ODN UR12/UN872 HIL UV30 BTD
D ODN UR156 LAV D17 CINDY UR46 BTD

Explanation: One of the keys here is they specify "on airway" so you have
to make sure you stay on them and take no shortcuts.
The first one SHG is not on UH42, darn close but not on it so you would
not be on airways.
The second one LAV to Cindy is not an airway, again the wording.
The third one, there is no intersection/waypoint where 12 and 872 meet.
Also, 872 has a very large arrow pointing the opposite direction. One way
street.
This is a popular Exam question ...... and the 'normal' error is the
UH42/SHG bit .... UH42 does not go through SHG

Question 483:
Use Route Manual chart E(HI)2 An aircraft has to fly on airways from
SKARA (58º23'N 013º15'E) to SVEDA (56º10'N 012º34'E). Once airborne, if
approved, which of the following is an acceptable route for this flight?
33007.gif

## A SKA UH42 BTD UV30 HIL UR1 SVD

B SKA UR156 LAV UB45 SVD
C SKA DCT SVD
D SKA UB44 BAK UA9 PAPER UH40 SVD

Explanation: On this route you will see that Note 16 is annotated against
UV30 and Note 16 suggests that this airway should not be used for „flight
planning purposes‟. Once you are airborne then you may well be allowed
to fly that route. Note 2 on Airway UR1 suggests that rerouting might
well occur due to military activity.

Question 484:
Use Route Manual chart E(HI)2 What is the meaning of the chart
information for the beacon(s) at position 55º59'N 014º06'E?
33007.gif

## A NDB only, ident OE

B NDB, ident OE and VOR, ident VEY
C Doppler VOR, ident SUP and NDB, ident OE
D VOR only, ident VEY

## Explanation: The only navigation aid at this location is Kristianstad NDB

with an identifier of OE.

Question 485:
Use Route Manual chart E(HI)2 An aircraft has to fly from ODIN (55º35'N
010º39'E) to LANDVETTER (57º39'N 012º17'E). What is the magnetic course
on this route?
33007.gif

A 024º
B 156º
C 204º
D 052º
Explanation: The magnetic course is identified on Airway UR156 from ODN
as 024°M

Question 486:
Use Route Manual chart E(HI)2 An aircraft has to fly from SHILLING
(57º33'N 014º00'E) to ALMA (55º25'N 013º34'E). What is the minimum grid
safe altitude for this route?
33007.gif

A 3200 ft
B 2500 ft
C 2900 ft
D 2700 ft

Explanation: The highest Minimum Grid Altitude must be used covering the
whole route so the choices are, 3200ft, 2700ft and a second 2700ft.

Question 487:
Use Route Manual chart E(HI)2 An aircraft has to fly on airways from ALMA
(55º25'N 013º34'E) to SHILLING (57º33'N 014º00'E). What is the distance
between these two points?
33007.gif

A 131NM
B 60 NM
C 86 NM
D 45 NM

Explanation: The total distance comes from the 86nm from Alma to Peter on
Airway UG55 and then the 45nm from Peter to Shilling on Airway UG5.

Question 488:
Use Route Manual chart E(HI)2 An aircraft has to fly on airways from
SVEDA (56º10'N 012º34'E) to SKARA (58º23'N 013º15'E). Which of the
following is the correct route?
33007.gif

## A SVD UH40 PAPER UA9 BAK UB44 SKA

B SVD UH40 PAPER UA9 BAK UR156 SKA
C SVD UB45 LAV UR156 SKA
D UR1 HIL UV30 BTD UH42 SKA

Explanation: With this question you have to check the directional arrows
of the airways into and from Sveda. The only suitable airway from Sveda
is UH40 going as far as PAPER then join UA9 to Backa. From Backa fly on
Airway UB44 to Skara.

Question 489:
Use Route Manual chart E(HI)2 What is the meaning of the chart
information for the navaid(s) LANDVETTER (57º39'N 012º17'E)?
33007.gif

## A VORDME with identification LAV available on frequency 114.6 MHz.

B DME only with identification LAV available on frequency 114.6 MHz.
C VORDME and NDB with identification LAV available on frequency 114.6
MHz.
D Doppler VOR only with identification LAV available on frequency 114.6
MHz.

## Explanation: The interpretation of the information for Landvetter is

VOR/DME on frequency 114.6mHz.

Question 490:
Use Route Manual chart E(HI)1 An aircraft has to fly from beacon BEN
(57º29'N 007º22'W) to beacon ADN (57º19'N 002º16'W). What is the average
True course for this route?
33006.gif

A 093º
B 109º
C 281º
D 101º

Explanation: The two navaids are joined on the chart and the Magnetic
Course between the two is shown as 101°M. By inspection the variation at
the midpoint is 7½°W so the mean True Course is 101°M - 7½°W = 093½°T

Question 491:
An aircraft plans to depart London at 1000 UTC and arrive at Munich
(EDDM) at 1215 UTC. In the ATC flight plan Item 16 (destination/EET)
should be entered with:

A EDDM0215
B EDDM AT 0215
C EDDM2H15
D EDDM1415

Explanation: NO

Question 492:
At reference or use Flight Planning Manual SEP 1 Table 2.2.3. Given: FL
70, OAT -19°C. Lean mixture 2300 RPM. Find: Fuel flow in gallons per hour
(GPH) and TAS.
334736.gif

## A 12.35 GPH, TAS: 159 kt

B 12.35 GPH, TAS: 151 kt
C 11.95 GPH, TAS: 160 kt
D 73.90 GPH, TAS: 159 kt
Explanation: At FL70, ISA=+1ºC, Temp condition = ISA -20ºC From table,
Fuel flow = 12.35GPH, TAS=159kts

Question 493:
Use Route Manual chart E(HI)2. An aircraft is flying from BACKA (57°33''N
011°59''E) to BOTTNA (57°45''N 013°48''E) on airway UR46. Which of the
following would be a useful cross-reference to check the aircraft's
position at CINDY?
33007.gif

A HAR161/LAV092
B BAK078/BTD258
C BTD D60
D LAV D17

Explanation: Although the bearings from BAK (078°) and from BTD (258°)
define the Airway UR46 you still need a „cross-track‟ definition and that
comes from the two bearings from LAV and HAR.

Question 494:
At reference or use Flight Planning Manual SEP 1 Figure 2.4. Given:
Aeroplane mass at start-up 3663 lbs, Aviation gasoline (density 6
Cruising altitude 8000 ft, Power setting full throttle 2300 RPM 20°C lean
of peak EGT. Calculate the ground range.
326587.gif

A 633 NM
B 547.5 NM
C 730 NM
D 844 NM

Explanation: The bottom line of the table indicates NAM not NM. You are
Therefore, apply the formula NM=NAM*GS/TAS.
NM=844*120/160=633NM

Question 495:
Use Route Manual VFR GPS chart ED-6. Flying from EDSZ ROTTWEIL ZEPFENHAN
(48°12''N, 008°44''E) to EDTM MENGEN airport (48°03''N, 009°22''E).
Determine the highest obstacle within a corridor 5NM left and 5 NM right
of the courseline.
33002.gif

A 3760 ft
B 2605 ft
C 2920 ft
D 3331 ft

## Explanation: The highest obstacle is situated 4nm to the NE of Rottwell

Airfield.
Question 496:
Use Route Manual VFR GPS chart ED-6. Flying from EDTM MENGEN airport
(48°03''N, 009°22''E) to EDPJ LAICHINGEN airport (48°30''N, 009°38''E).
Determine the highest obstacle within a corridor 5NM left and 5 NM right
of the courseline.
33002.gif

A 2870 ft
B 2838 ft
C 2507 ft
D 2120 ft

## Explanation: The highest obstacle is a group of man-made obstacles to the

left of track and 7nm from Laichingen.

Question 497:
Use Route Manual chart E(HI)1. An aircraft is flying Northbound on the
direct route from DEAN CROSS that passes through position 57°00.0''N
003°10.0''W. Excluding RVSM, what is the first flight Level above FL410
that can be used on an IFR flight Plan?
33006.gif

A FL450
B FL430
C FL420
D FL440

Explanation: With the semi-circular flight levels rules the track passing
through 57°N 003°10‟W is 009°M which means ODD Flight Levels. Ignoring
RVSM the ODD Flight Levels follow FL370, FL410 and then FL450.

Question 498:
Given:Planning data as shown in the Flight Log excerpt (Fuel Planning
Section).After a balked landing at the destination airport, you have to
divert to the alternate airport with the gear extended. The re-calculated
flight time to the alternate due to the reduced speed is 1h 10min and the
fuel flow will be 900 kg/h. Final Reserve Fuel remains unchanged. What
will be the estimated landing mass at the alternate airport?
33124005.gif

A 5987 kg
B 5510 kg
C 7427 kg
D 6470 kg

Explanation: NO

Question 499:
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 ?

A 193 NM
B 228 NM
C 128 NM
D 157 NM

## Explanation: Firstly find the original Groundspeed by 157nm x 60 = 262kt

37min
Now add 60 TWC to get new Groundspeed 322kt
Distance travelled now 37min x 322kt = 193nm
60

Question 500:
Use TRM (VFR), Aberdeen (Dyce) Area chart (10-1V). What is the correct
frequency to contact Scottish Information when overhead reporting point
'BANCHORY' to the southwest of Aberdeen Airport?
33123.gif

A 119.87
B 135.17
C 134.10
D 126.25

Explanation: When overhead Banchory Reporting Point you are South of the
ADN VOR/DME. At the top of page 10-1V you will see that Contact with
Scottish Information South of ADN is on 119.87.

Question 501:
Use Route Manual chart E(HI)1 An aircraft is flying towards GOW (55º52'N
004º27W) on airway UN615 prior to an arrival in the London FIR. According
to the information on the chart, what is the most relevant frequency to
33006.gif

A 126.6
B 129.22
C 133.67
D 115.4

Explanation: The answer to this question can be found in the box labeled
London (North) WX on 126.60 at 5630N 00430W.

Question 502:
Use Route Manual chart E(LO)1 The magnetic course / distance from DEAN
CROSS 115.2 DCS (54°43'N 003°20'W° to POLE HILL 112.1 POL (53°45'N
002°06'W) on airway A2 is:
A 149° / 73 NM
B 329° / 53 NM
C 143° / 53 NM
D 155° / 73 NM

Explanation: NO

Question 503:
Use Route Manual chart E(LO)1 The magnetic course/distance from POLE HILL
112.1 POL (53°44'N 002°06'W) to TALLA 113.8 TLA (55°30'N 003°21'W) on
airway B4 is:
33005.gif

A 343°/114 NM
B 337°/114 NM
C 157°/106 NM
D 163°/106 NM

Explanation: The Magnetic Course for B4 can be found at Pole Hill - 343°M
and the total distance to Talla can be found in the „boxed‟ figure 114nm
to the South of Talla.

Question 504:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Actual Ground Speed (GS) on the leg BETA to GAMMA will be 110
KT. If all other flight parameters remain unchanged, what fuel remaining
should be expected at waypoint GAMMA?
33145.gif

A 2000 kg
B 2310 kg
C 2062 kg
D 2160 kg

Explanation: Firstly work out the current fuel flow for the aircraft by
using the fuel burn between ALPA and BETA. 2470 – 2330 x 60 = 420kg/hr

20mins
Distance for the next leg is 85nm at new Groundspeed of 110kt takes
46.4min
Therefore fuel used on leg BETA to GAMMA = 420kg/hr x 46.4min = 324.8kg

60
Fuel remaining at GAMMA will be 2330kg – 324.8kg = 2005.2kg

Question 505:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Arriving overhead GAMMA you are cleared for direct routeing to
MIKE. The flight time for direct flight GAMMA to MIKE will be 45 min.
Provided that flight conditions on the direct leg GAMMA to MIKE remain
unchanged and fuel consumption remains unchanged, what fuel remaining
should be expected at waypoint MIKE?
33133.gif

A 1384kg
B 252 kg
C 2082 kg
D 1002 kg

Explanation: Firstly work out the fuel flow between BETA and GAMMA by
subtracting the fuel remaining at GAMMA from that at BETA = 576kg. The
fuel flow can then be calculated by 576/24 x 60 = 1440kg/hr.
Time for flying direct from GAMMA to MIKE is 45 minutes so fuel used will
be
1440kg/hrx 45min = 1080kg
60
Fuel remaining at MIKE = 2464kg – 1080kg = 1384kg

Question 506:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Arriving overhead GAMMA you are cleared for direct routeing to
MIKE. The flight time for direct flight GAMMA to MIKE will be 42 min.
Provided that flight conditions on the direct leg GAMMA to MIKE remain
unchanged and fuel consumption remains unchanged, what fuel remaining
should be expected at waypoint MIKE?
33134.gif

A 1475 kg
B 670 kg
C 1195 kg
D 2245 kg

Explanation: Firstly work out the fuel flow from BETA to GAMMA by
subtracting the fuel remaining at GAMMA from that at BETA = 500kg. The
fuel flow can then be calculated by
500 x 60 = 1500kg/hr
20min
Time for flying direct from GAMMA to MIKE is 42 minutes so the fuel used
will be
1500kg/hr x 42min = 1050kg
60
Fuel remaining at MIKE = 2525kg – 1050kg = 1475kg

Question 507:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Actual Ground Speed (GS) on the leg BETA to GAMMA will be 115
KT. If all other flight parameters remain unchanged, what fuel remaining
should be expected at waypoint GAMMA?
33148.gif

A 2230 kg
B 2274 kg
C 2400 kg
D 2530 kg

Explanation: Fuel used from ALPA to BETA= 130kg so Fuel Flow = 130kg x 60
= 371.4kg/hr

21min

## Time from BETA to GAMMA will be 110nm at 115kt = 57.5min

Therefore fuel burn from BETA to GAMMA = 371.4kg/hr x 57.4min = 355kg

60

## Therefore fuel remaining at GAMMA = 2580kg – 355kg = 2225kg

Question 508:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Arriving overhead GAMMA you are cleared for direct routeing to
MIKE. The flight time for direct flight GAMMA to MIKE will be 57 min.
Provided that flight conditions on the direct leg GAMMA to MIKE remain
unchanged and fuel consumption remains unchanged, what fuel remaining
should be expected at waypoint MIKE?
33137.gif

A 1720 kg
B 790 kg
C 1450 kg
D 2305 kg

Explanation: Firstly work out the fuel flow between BETA and GAMMA by
subtracting the fuel remaining at GAMMA from that at BETA = 375kg.
The fuel flow can then be calculated by 375kg x 60 = 900kg/hr
25min
Time for flying direct from GAMMA to MIKE is 57 minutes so the fuel used
will be
900kg/hr x 57min = 855kg
60
Fuel remaining at MIKE = 2575kg – 855kg = 1720kg

Question 509:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Arriving overhead GAMMA you are cleared for direct routeing to
MIKE. The flight time for direct flight GAMMA to MIKE will be 1h 08min.
Provided that flight conditions on the direct leg GAMMA to MIKE remain
unchanged and fuel consumption remains unchanged, what fuel remaining
should be expected at waypoint MIKE?
33135.gif

A 1272 kg
B 582 kg
C 1250 kg
D 2338 kg

Explanation: Firstly work out the fuel flow between BETA and GAMMA by
subtracting the fuel remaining at GAMMA from that at BETA = 400kg.
The fuel flow can then be calculated by 400kg x 60 = 960kg/hr
25min
Time for flying direct from GAMMA to MIKE is 68 minutes so the fuel used
will be
960kg/hr x 68min = 1088kg
60
Fuel remaining at MIKE = 2360kg – 1088kg = 1272kg

Question 510:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Arriving overhead GAMMA you are cleared for direct routeing to
MIKE. The flight time for direct flight GAMMA to MIKE will be 1h 06.
Provided that flight conditions on the direct leg GAMMA to MIKE remain
unchanged and fuel consumption remains unchanged, what fuel remaining
should be expected at waypoint MIKE?
33131.gif

A 1706 kg
B 1036 kg
C 2644 kg
D 1720 kg

Explanation: Firstly work out the fuel flow between BETA and GAMMA by
subtracting the fuel remaining at GAMMA from that at BETA = 490kg.
The fuel flow can then be calculated by 490kg x 60 = 840kg/hr
35min
Time for flying direct from GAMMA to MIKE is 66minutes so the fuel used
will be
840kg/hr x 66min = 924kg
60
Fuel remaining at MIKE = 2630kg – 924kg = 1706kg

Question 511:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Arriving overhead GAMMA you are cleared for direct routeing to
MIKE. The flight time for direct flight GAMMA to MIKE will be 40 min.
Provided that flight conditions on the direct leg GAMMA to MIKE remain
unchanged and fuel consumption remains unchanged, what fuel remaining
should be expected at waypoint MIKE?
33132.gif

A 1900 kg
B 2652 kg
C 1268 kg
D 1852 kg
Explanation: Use the latest ACTUAL DATA (Beta - Gamma) to calculate FUEL
FLOW
Time (B-G) = 1:42 - 1:18 = 24 mins
Fuel (B-G) = 3180 - 2700 = 480 kg
FUEL FLOW B-G = (480 / 24) = 20 kg / min
FUEL USED G - M = FUEL FLOW x TIME = 20 x 40 = 800 kg
FUEL ON ARRIVAL AT M = 2700 - 800 = 1900 kg

Question 512:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Actual Ground Speed (GS) on the leg BETA to GAMMA will be 100
KT. If all other flight parameters remain unchanged, what fuel remaining
should be expected at waypoint GAMMA?
33146.gif

A 2600 kg
B 2770 kg
C 2684 kg
D 2820 kg

Explanation: Firstly work out the current fuel flow for the aircraft by
using the fuel burnt between ALPHA and BETA = 100kg x 60 = 500kg/hr

12min
Distance between BETA and GAMMA is 60nm and the Groundspeed is 100kt so
the time taken will be 36min.
Fuel burn for the leg BETA to GAMMA will be 500kg/hr x 36min = 300kg

60
Fuel remaining at GAMMA = 2900kg – 300kg = 2600kg

Question 513:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Actual Ground Speed (GS) on the leg BETA to GAMMA will be 110
KT. If all other flight parameters remain unchanged, what fuel remaining
should be should be expected at waypoint GAMMA?
33147.gif

A 2625kg
B 2723 kg
C 2900 kg
D 2820 kg

Explanation: Firstly work out the fuel flow between ALPHA and BETA by
subtracting the fuel remaining at BETA from that at ALPHA = 100kg.
The fuel flow can then be calculated by 100kg x 60 = 500kg/hr
12min
Time to fly from BETA to GAMMA is 32.7min (60nm @ 110kt) so the fuel used
will be 500kg/hr x 32.7min = 272.7kg

60
Fuel remaining at GAMMA = 2900kg – 272.7kg = 2627.3kg
Question 514:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Arriving overhead GAMMA you are cleared for direct routeing to
MIKE. The flight time for direct flight GAMMA to MIKE will be 1h 10min.
Provided that flight conditions on the direct leg GAMMA to MIKE remain
unchanged and fuel consumption remains unchanged, what fuel remaining
should be expected at waypoint MIKE?
33136.gif

A 1300 kg
B 2910 kg
C 380 kg
D 1510 kg

Explanation: Firstly work out the fuel flow between BETA and GAMMA by
subtracting the fuel remaining at GAMMA from that at BETA = 500kg.
The fuel flow can then be calculated by 500kg x 60 = 1200kg/hr
25min
Time to fly direct from GAMMA to MIKE is 70 minutes so the fuel used will
be
1200kg/hr x 70 = 1400kg
60
Fuel remaining at MIKE = 2700kg – 1400kg = 1300kg

Question 515:
Use TRM, Barcelona Area chart (10-1V). The maximum altitude that may be
used to transit the whole VFR corridor from REUS to SAN CELONI is:
33110.gif

A 2000 ft
B 4500 ft
C 3500 ft
D 3000 ft

Explanation: Looking at the chart you will see that there are several
„Maximum‟ altitudes quoted but if traveling the full length of the VFR
Corridor then 2000ft in the correct answer.

Question 516:
At reference or Flight Planning Manual SEP1 Figure 2.2 Table 2.2.3 A
flight has to be made with the single engine sample aeroplane. For the
fuel calculation allow 10 lbs fuel for start up and taxi, 3 minutes and
10 lbs of additional fuel to allow for the climb, 10 minutes and no fuel
03 hours and 12 minutes. Reserve fuel 30% of the trip fuel. Power setting
is 23 in.HG (or full throttle), 2300 RPM, 20°C lean. Flight level is 70
and OAT is ISA + 20°C. The minimum block fuel is:

A 325 lbs
B 289 lbs
C 306 lbs
D 349 lbs

## Explanation: This is an awkward question – we haven‟t seen it yet in the

UK, but it certainly has appeared in other countries.
We might see it here in UK sometime soon –
Fuel flow: 23 in.HG (or full throttle), 2300 RPM, 20°C lean. FL70 ISA
+20°C 68.75PPH (CAP 697 section 2 page 6)
So,
TRIP FUEL = 3hrs 12mins + climb correction + descent correction
= 3hrs 12mins + (3mins + 10 lbs) + (10mins) = 3hrs
25mins +10lbs
= (3.417 x 68.75) + 10 = 245lbs
BLOCK FUEL = Start up + Trip + Reserve = 10 + 245 + (30% x 245) = 328lbs

Question 517:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Actual Ground Speed (GS) on the leg BETA to GAMMA will be 100
KT. If all other flight parameters remain unchanged, what fuel remaining
should be expected at waypoint GAMMA?
33150.gif

A 2950 kg
B 3109 kg
C 3080 kg
D 3390 kg

Explanation: Firstly work out the fuel flow between ALPHA and BETA by
subtracting the fuel remaining at BETA from that at ALPHA = 160kg.
The fuel flow can then be calculated by 160kg x 60 = 533.3kg/hr
18min
Time to fly from BETA to GAMMA is 40.8min (68nm @ 100kt) so the fuel used
will be
533.3kg/hr x 40.8min = 362.6kg
60
Fuel remaining at GAMMA = 3310kg – 362.6kg = 2947.4kg

Question 518:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Actual Ground Speed (GS) on the leg BETA to GAMMA will be 105
KT. If all other flight parameters remain unchanged, what fuel remaining
should be expected at waypoint GAMMA?
33149.gif

A 3260 kg
B 3480 kg
C 3430 kg
D 3318 kg

Explanation: Firstly work out the fuel flow between ALPHA and BETA by
subtracting the fuel remaining at BETA from that at ALPHA = 110kg.
The fuel flow can then be calculated by 110kg x 60 = 550kg/hr
12min
Time to fly from BETA to GAMMA is 33min (58nm at 105kt) so the fuel used
will be
550kg.hr x 33min = 304kg
60
Fuel remaining at GAMMA = 3560kg – 304kg = 3256kg

Question 519:
Use TRM, De Kooy Area chart (19-1). What is the minimum altitude it is
permissible to fly over the "Quiet Zone" in the vicinity of DE KOOY?
33117.gif

A 1500ft
B 3000ft
C 32800ft
D 3500ft

Explanation: The answer can be found halfway down the right hand side of
the chart.

Question 520:
Route Manual VFR GPS chart ED-6 Flying from EDSZ ROTTWEIL ZEPFENHAN
(48°12'N, 008°44'E) to EDPJ LAICHINGEN airport (48°30'N, 009°38'E).
Determine the highest obstacle within a corridor 5NM left and 5NM right
of the courseline.
33002.gif

A 3760 ft
B 2852 ft
C 3612 ft
D 3278 ft

Explanation: The highest man made obstacle can be found 4nm along the
track from Rottwell to Laichingen

Question 521:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Provided that flight conditions on the leg GAMMA to DELTA remain
unchanged and fuel consumption remains unchanged, what fuel remaining
should be expected at waypoint DELTA?
33129.gif

A 4590 kg
B 4370 kg
C 3920 kg
D 4460 kg

Explanation: Firstly work out the fuel flow between BETA and GAMMA by
subtracting the fuel remaining at GAMMA from that at BETA = 250kg.
The fuel flow can then be calculated by 250kg x 60 = 600kg/hr
25min
Time to fly from GAMMA to DELTA is 45min so the fuel used will be
600kg/hr x 45min = 450kg
60
Fuel remaining at DELTA = 5040kg – 450kg = 4590kg

Question 522:
Use Route Manual chart E(HI)1 An aircraft has to fly from GOW (55º52'N
004º27'W) to INS (57º33'N 004º03'W) routing via FINDO (56º22'N 003º28'W).
For Flight Planning purposes, what is the track distance for this flight?
33006.gif

A 117 NM
B 73 NM
C 102 NM
D 44 NM

Explanation: From GOW to FINDO is 44nm as per the chart on Airway UB2.
You will need to measure the distance from FINDO to INS with your
dividers which measures 74nm therefore the total is 118nm.

Question 523:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Provided that flight conditions on the leg GAMMA to DELTA remain
unchanged and fuel consumption remains unchanged, what fuel remaining
should be expected at waypoint DELTA?
33130.gif

A 4220 kg
B 3800 kg
C 4340 kg
D 4430 kg

Explanation: For these questions, you are given a fuel log ... with
ESTIMATED data A to G, and ACTUAL data A to D ... so we are over G ...
what fuel will we have at D?
Calculate a fuel flow using the latest ACTUAL information (B to G) ...
then use that to work out fuel at D
Time B to G =25 min
Fuel B to G = 350 kg
Fuel flow B to G = 350 / 25 = 14 kg / min
Time G to D = 45 mins (estimated and actual time data all the same)
Fuel G to D = 45 x 14 = 630 kg
Fuel at D = 4850 - 630 = 4220 kg

Question 524:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Provided that flight conditions on the leg GAMMA to DELTA remain
unchanged and fuel consumption remains unchanged, what fuel remaining
should be expected at waypoint DELTA?
33127.gif
A 4690 kg
B 4440 kg
C 4510 kg
D 4160 kg

Explanation: NO

Question 525:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Provided that flight conditions on the leg GAMMA to DELTA remain
unchanged and fuel consumption remains unchanged, what fuel remaining
should be expected at waypoint DELTA?
33124.gif

A 4550 kg
B 4140 kg
C 4640 kg
D 4740 kg

Explanation: Firstly work out the fuel flow between BETA and GAMMA by
subtracting the fuel remaining at GAMMA from that at BETA = 120kg.
The fuel flow can then be calculated by 120kg x 60 = 720kg/hr.
10min
Time to DELTA is 50min so the fuel used will be
720kg/hr x 50min = 600kg
60
Fuel remaining at DELTA = 5150kg – 600kg = 4550kg

Question 526:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Provided that flight conditions on the leg GAMMA to DELTA remain
unchanged and fuel consumption remains unchanged, what fuel remaining
should be expected at waypoint DELTA?
33126.gif

A 4475 kg
B 4635 kg
C 4250 kg
D 4745 kg

Explanation: NO

Question 527:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Provided that flight conditions on the leg GAMMA to DELTA remain
unchanged and fuel consumption remains unchanged, what fuel remaining
should be expected at waypoint DELTA?
33128.gif

A 4640 kg
B 4790 kg
C 4850 kg
D 4550 kg

Explanation: Firstly work out the fuel flow between BETA and GAMMA by
subtracting the fuel remaining at GAMMA from that at BETA = 300kg. As the
time between BETA and GAMMA is 30min the fuel flow is 600kg/hr.
The time from GAMMA to DELTA is also 30min so the fuel burn would be
300kg. Fuel remaining at DELTA = 4940kg – 300kg = 4640kg.

Question 528:
At reference: Given: Planning data as shown in the Flight Log excerpt
(Fuel Planning Section). After a balked landing at the destination
airport, you have to divert to the alternate airport with the gear
extended. The re-calculated flight time to the alternate due to the
reduced speed is 2h 20 min and the fuel flow will be 780 kg/h. Final
Reserve Fuel remains unchanged. What will be the estimated landing mass
at the alternate airport?
33141.gif

A 5440 kg
B 7240 kg
C 6070 kg
D 5080 kg

Explanation: The revised fuel to the alternate will be based on the fuel
flow of 780kg/hr for 2hr 20min which equals 1820kg.
The estimated landing weight at destination was 7260kg so the landing
weight at the alternate will be 7260kg – 1820kg = 5440kg

Question 529:
At reference: Given: Planned and actual data as shown in the Flight Log
excerpt. Provided that flight conditions on the leg GAMMA to DELTA remain
unchanged and fuel consumption remains unchanged, what fuel remaining
should be expected at waypoint DELTA?
33125.gif

A 4940 kg
B 5010 kg
C 5090 kg
D 4690 kg

Explanation: Firstly work out the fuel flow between BETA to GAMMA by
subtracting the fuel remaining at GAMMA from that at BETA = 100kg. As
the time between BETA and GAMMA is 10min the fuel flow is 600kg/kr.
The time from GAMMA to DELTA is 40min so the fuel burn would be 400kg.
Fuel remaining at DELTA = 5340kg – 400kg = 4940kg

Question 530:
At reference: Given: Planning data as shown in the Flight Log excerpt
(Fuel Planning Section). After a balked landing at the destination
airport, you have to divert to the alternate airport with the gear
extended. The re-calculated flight time to the alternate due to the
reduced speed is 1h 30min and the fuel flow will be 600kg/h. Final
Reserve Fuel remains unchanged. What will be the estimated landing mass
at the alternate airport?
33144.gif

A 5642 kg
B 6017 kg
C 7672 kg
D 5177 kg

Explanation: The revised fuel to the alternate will be based on the fuel
flow 600kg/hr for 90min which equals 900kg.
The estimated landing weight at destination was 6542kg so the landing
weight at the alternate will be 6542kg – 900kg = 5642kg.

Question 531:
At reference: Given: Planning data as shown in the Flight Log excerpt
(Fuel Planning Section). After a balked landing at the destination
airport, you have to divert to the alternate airport with the gear
extended. The re-calculated flight time to the alternate due to the
reduced speed is 1h 20min and the fuel flow will be 720 kg/h. Final
Reserve Fuel remains unchanged. What will be the estimated landing mass
at the alternate airport?
33138.gif

A 5874 kg
B 7074 kg
C 6170 kg
D 5290 kg

Explanation: The revised fuel to the alternate will be based on the fuel
flow 720kg/hr for 80min which equals 960kg.
The estimated landing weight at destination was 6834kg so the landing
weight at the alternate will be 6834kg – 960kg = 5874kg.

Question 532:
At reference: Given: Planning data as shown in the Flight Log excerpt
(Fuel Planning Section). After a balked landing at the destination
airport, you have to divert to the alternate airport with the gear
extended. The re-calculated flight time to the alternate due to the
reduced speed is 1h 20min and the fuel flow will be 720kg/h. Final
Reserve Fuel remains unchanged. What will be the estimated landing mass
at the alternate airport?
33143.gif

A 5669 kg
B 6175 kg
C 6749 kg
D 5320 kg
Explanation: NO

Question 533:
Given: Planning data as shown in the Flight Log excerpt (Fuel Planning
Section). After a balked landing at the destination airport, you have to
divert to the alternate airport with the gear extended. The re-calculated
flight time to the alternate due to the reduced speed is 1h 10min and the
fuel flow will be 600kg/h. Final Reserve Fuel remains unchanged. What
will be the estimated landing mass at the alternate airport?
33142.gif

A 5849 kg
B 6157 kg
C 6689 kg
D 5457 kg

Explanation: The revised fuel to the alternate will be based on the fuel
flow 600kg/hr for 70min which equals 700kg.
The estimated landing weight at destination was 6549kg so the landing
weight at the alternate will be 6549kg – 700kg = 5849kg.

Question 534:
At reference: Given: Planning data as shown in the Flight Log excerpt
(Fuel Planning Section). After a balked landing at the destination
airport, you have to divert to the alternate airport with the gear
extended. The re-calculated flight time to the alternate due to the
reduced speed is 1h 10min and the fuel flow will be 900 kg/h. Final
Reserve Fuel remains unchanged. What will be the estimated landing mass
at the alternate airport?
33139.gif

A 5987 kg
B 7427 kg
C 5510 kg
D 6470 kg

Explanation: The revised fuel to the alternate will be based on the fuel
flow 900kg/hr for 70min which equals 1050kg.
The estimated landing weight at destination was 7037kg so the landing
weight at the alternate will be 7037kg – 1050kg = 5987kg.

Question 535:
At reference: Given: Planning data as shown in the Flight Log excerpt
(Fuel Planning Section). After a balked landing at the destination
airport, you have to divert to the alternate airport with the gear
extended. The re-calculated flight time to the alternate due to the
reduced speed is 1h 50min and the fuel flow will be 840 kg/h. Final
Reserve Fuel remains unchanged. What will be the estimated landing mass
at the alternate airport?
33140.gif
A 5890 kg
B 6530 kg
C 7390 kg
D 5530 kg

Explanation: The revised fuel to the alternate will be based on the fuel
flow 840kg/hr for 110min which equals 1540kg.
The estimated landing weight at destination was 7430kg so the landing
weight at the alternate will be 7430kg – 1540kg = 5890kg.

Question 536:
Use Route Manual chart E(HI)2) An aircraft has to fly from Aalborg
(57º06'N 010º00'E) to Bottna (57º45'N 013º48'E) on airway UR46. What is
the track distance for this flight?
33007.gif

A 130 NM
B 70 NM
C 60 NM
D 260 NM

Explanation: From the chart the distance from Aalborg to Backa on Airway
UR46 is 70nm. The distance from Backa to Bottna on Airway UR46 is 60nm.
The total distance is 130nm.

Question 537:
Use Route Manual chart E(HI)1 An aircraft has to fly from Glasgow
(55º52'N 004º27'W) to Benbecula (57º29'N 007º22'W), cruising at 320 kt
TAS. Assuming a headwind of 40 kt and cruise fuel consumption of 2300
kg/h, what is the forecast fuel used for this flight?
33006.gif

A 1117 kg
B 978 kg
C 2300 kg
D 869 kg

Explanation: From the chart the distance from GOW to BEN on Airway UN590
is 136nm. The Ground speed will be 280kt (320TAS – 40kt HWC).
Time to fly from GOW to BEN will be 136nm at 280kt = 29min.
Fuel burn will 2300kg/hr x 29min = 1117kg
60

Question 538:
Use Route Manual chart E(HI)2 An aircraft has to fly from ALMA (55º25'N
013º34'E) to PETER (56º50'N 013º35'E). Excluding RVSM, what is the lowest
Flight Level above FL400 that can be flown on an IFR flight Plan?
33007.gif

A FL 430
B FL 440
C FL 410
D FL 420

Explanation: Using the semi-circular flight levels, and noting that there
is an E> symbol on the Airway UG55 stipulating that Even Flight levels
should be used, so FL430 is the answer

Question 539:
Use Route Manual chart E(LO)1 The minimum enroute altitude (MEA) that can
be maintained continuously on airway L602 from TALLA 113.8 TLA
(55°30N003°21'W) to NEWCASTLE 114.25 NEW (55°02'N001°24'W) is:
33005.gif

A FL200
B 3900 ft
C 3100 ft
D FL100

Explanation: You will see that there are several MEAs on L602 between
Talla and Newcastle and the highest for the whole route is FL200.

Question 540:
Use Route Manual chart E(LO)1 The minimum enroute altitude (MEA) that can
be maintained continuously on advisory route W911D from NEWCASTLE 114.25
NEW (55°02'N001°24'W) to DEAN CROSS 115.2 DCS (54°43'N003°20'W) is:
33005.gif

A FL50
B 4700 ft
C 4520 ft
D FL150

Explanation: There is only one MEA on the W911D and that is FL50.

Question 541:
Use Route Manual chart E(HI)1 An aircraft has to fly from TALLA (55º30'N
003º21'W) to FINDO (56º22'N 003º28'W). Excluding RVSM, what is the first
flight Level above FL400 that can be flown on this leg on an IFR flight
Plan?
33006.gif

A FL430
B FL400
C FL420
D FL410

## Explanation: TALLA to FINDO: Magnetic track is 002°M so conventional

thinking would tell you that you require an ODD level. BUT, on this
section of airway there is an “E>” this overrides track convention and
tells us we need an EVEN level.
The question also states "EXCLUDING RVSM" so therefore refer to the
levels schematic on your chart (actually in the middle of the E(HI)2)
and select a level, look at the right hand circle (at or above FL 290),
and select from the EVEN side ... 310, 350, 390 ... etc ... 430, 470,
510.

Question 542:
Given: Distance from departure to destination 500 NM True track 090 W/V
090/20 TAS 150 kt What is the distance and time of the PET from the
departure point?

## A Distance: 283 NM Time: 131 min

B Distance: 217 NM Time: 100 min
C Distance: 382 NM Time: 176min
D Distance: 250 NM Time: 88 min

Explanation: NO

Question 543:
Use Route Manual chart E(LO)1 What is the Maximum Authorised Altitude
(MMA) on airway W911D from DEAN CROSS 115.2 DCS (54°43'N 003°20'W° to
NEWCASTLE 114.25 NEW (55°02'N 001°41'W)?
33005.gif

A FL150
B 4200 ft
C 4700 ft
D FL50

## Explanation: The MAA is identified above the Airway W911D as FL150.

Question 544:
Use Route Manual chart E(LO)1 The minimum enroute altitude (MEA) that can
be maintained continuously on airway B226 from TALLA 113.8 TLA
(55°30N003°21'W) to reporting point ANGUS (56°42'N003°03'W) is:
33005.gif

A FL70
B 5500 ft
C 5000 ft
D FL80

## Explanation: There is only one MEA on B226 and that is FL70.

Question 545:
Use Route Manual VFR+GPS chart ED-6 Flying from EDPJ LAICHINGEN airport
(48°30'N, 009°38'E) to EDTM MELGEN airport (48°03'N, 009°22'E). Find
magnetic course and the distance.
33002.gif
A Magnetic course 202°, distance 28 NM
B Magnetic course 202°, distance 44 NM
C Magnetic course 022°, distance 44 NM
D Magnetic course 022°, distance 28 NM

Explanation: NO

Question 546:
Use Route Manual VFR+GPS chart ED-6 Flying from EDPJ LAICHINGEN airport
(48°30'N, 009°38'E) to EDSZ ROTTWEIL ZEPFENHAN (48°12'N, 008°44'E). Find
magnetic course and the distance.
33002.gif

## A Magnetic course 243°, distance 41 NM

B Magnetic course 063°, distance 62 NM
C Magnetic course 243°, distance 62 NM
D Magnetic course 063°, distance 41 NM

## Explanation: Draw a line between Laichingen and Rottwell. Measure the

True Course which is 243°T. As the variation is 0 the Magnetic Course is
243°M. The distance can be measured with your dividers against the NM
scale at the bottom of the chart.

Question 547:
Use Route Manual VFR+GPS chart ED-6 Flying from EDTM MELGEN airport
(48°03'N, 009°22'E) to EDSZ ROTTWEIL ZEPFENHAN (48°12'N, 008°44'E). Find
magnetic course and the distance.
33002.gif

## A Magnetic course 288°, distance 27 NM

B Magnetic course 288°, distance 40 NM
C Magnetic course 108°, distance 40 NM
D Magnetic course 108°, distance 27 NM

Explanation: Draw a line between Mengen and Rottwell. Measure the True
Course which is 288°T. As the variation is 0 the Magnetic Course is
288°M. The distance can be measured against the NM scale at the bottom
of the chart.