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CPL Flight Planing
CPL Flight Planing
FLIGHT PLANNING
1. Terminology 01
2. Aerodromes 07
3. Graphs 17
4. Flight Graphs 19
5. Weight & Balance 41
6. CP/PET & PNR 57
TERMINOLOGY
Airspeed terminology
Vf Design flap speed. The highest speed at which flaps may be activated.
VR Rotation speed
Vs Stall speed.
Vmo Maximum operating limit speed is the speed limit that may not deliberately be
exceeded in normal flight (in KNOTS)
Mmo Maximum operating Mach number, the highest mach number at which an aircraft may
be intentionally flown
IOAT Indicated Outside Air Temperature as read from the indicator (not corrected).
SAT Static Air Temperature. The correct temperature of the ambient air.
Temp Dev. The difference between the actual OAT and the temperature of that level in the
ISA atmosphere. The ISA lapse rate is 1.98°c per 1000ft. For the purpose of
calculations, a lapse rate of 2°c per 1000’ can be used.
Density Alt. The higher the density altitude, the lower the air density and performance of
the aircraft's engines. Runway length requirements increase with a potential
corresponding reduction in the take-off weight. Most performance graphs
contain positioning for pressure altitude and temperature; a calculation to
determine density altitude is not required.
Aerodrome Pressure QFE, The pressure setting used to indicate the height above
the aerodrome in use. The use of QFE is rare in South Africa.
Question 1: 382 Kgs of fuel at SG 0.79 are loaded. The number of US Gallons is?
Question 2: The weight in kilograms of 450 Imperial Gallons of fuel (SG 0.82) is?
Question 3: The weight in kilograms of 375 US Gallons of fuel (SG 0.81) is?
VFR
359
000
EVEN
THOUSANDS ODD
+ 500 FT THOUSANDS
TO FL 285 + 500 FT
THEN TO FL 275
THEN
285
320 275
360 300
400 340
etc 380
etc
180
179
IFR
359
000
EVEN
THOUSANDS ODD
TO FL 280 THOUSANDS
THEN TO FL 290
THEN
280
310 290
350 330
390 370
etc 410
etc
180
179
a) 7876 ft
b) 8305 ft
c) 7607 ft
a) 2130 ft
b) 1444 ft
c) 771 ft
3. At 0600 Z the temperature at an airfield (Pressure Altitude 3575 feet) was +12°C.
At 1400 Z the temperature rose to +27°C.
The increase in Density Altitude was :-
a) 1210 ft
b) 1407 ft
c) 1807 ft
There are two methods to determine the Density Altitude of an airfield elevation.
Method 2 Calculate the temperature deviation between the actual temperature at the
airfield pressure altitude and the ISA temperature for the airfield pressure altitude. Multiply
this figure by 120 and add or subtract to or from the pressure altitude to give density altitude.
This conversion allows 120ft per °C of temperature deviation between reported outside
temperature and ISA.
Beware; airfields cooler than ISA will have a lower density altitude than airfields warmer than
ISA.
There is no complex formula involved; it is simply by linear interpolation . You will already
know that 1013.25 hPa = 29.92”Hg.
Given a QNH of 998 hPa what is the corresponding pressure setting in “Hg?
AERODROMES
AIRFIELD DETAILS
The physical dimensions of the runway, stopway and clearway may affect an aircraft's
maximum take-off weight.
STOPWAY
The stopway is an extension to the end of the runway, which may be used to stop the aircraft
in the event of a rejected take-off. The stopway must be at least as wide as the runway, able
to support the aircraft without incurring structural damage, but is not intended for normal use.
CLEARWAY
Clearway may be used for the initial climb from lift-off to 50 feet above the ground. The
clearway is an area beyond the end of the runway, which complies with the following criteria:
The length of runway, which is declared available and suitable for, the ground run of an
aeroplane taking off.
The length of the take-off run available plus the length of stopway available (if stopway is
provided).
The length of the take-off run available plus the length of clearway available (if clearway is
provided).
REFERENCE ZERO
The point at the end of the take-off run at which the airplane is 35 feet above the runway
surface. Laterally it is located at the end of the Take-Off Distance Required (TODR) and is
the point from which horizontal distances to obstacles are measured.
The length of runway which is declared available and suitable for the ground run of an
aeroplane landing. The landing distance available commences at the threshold and extends
for the length of runway after the threshold. However, the threshold may be displaced from
the extremity of the runway when it is considered necessary to make a corresponding
displacement of the approach surface by reason of obstacles in the approach path to the
runway.
North
If the runway surface is contaminated by, for example, water or snow, the aircraft will require
more runway length to reach takeoff speed. If this extra runway length is not available, the
aircraft's take-off weight will have to be reduced.
RUNWAY SLOPE
An uphill slope requires a longer take-off run, and therefore, a possible reduction of the take-
off weight. A runway with a downhill slope would have the opposite effect.
A point worth bearing in mind is that an uphill slope would mean less distance required to
bring the aircraft to a stop in the event of an aborted take-off and vice versa for a downhill
slope. A definitive answer on the effect of slope on an aircraft's take-off weight would, of
course, be extracted from the appropriate performance graphs.
A tailwind component at take-off increases the amount of runway required for take-off, and
therefore, possibly a reduction of the take-off weight. A headwind component at take-off
would have the opposite effect.
CLIMB LIMITATIONS
The combination of weight and air density (altitude and temperature) affects the performance
of the aircraft, and even if the aircraft can get off the ground with an engine failure at V1, its
rate of climb would be too low to satisfy the required climb gradients during the Take-Off
Flight Path. Obstacles within the airfield boundaries and close than 200' to the flight path
must be cleared by at least 50' vertically. Obstacles outside the airfield boundaries and
closer than 300' to the flight path must be cleared by at least 50' vertically.
The performance classification number for a runway is an expression of its bearing strength.
The aircraft classification number is derived graphically using its single isolated wheel loading
(SIWL) and tyre pressure. ACN can also prove to have a limiting effect on the maximum
take-off weight of an aircraft.
In the process of bringing an aircraft to a stop, its brakes convert kinetic energy into heat
energy. The amount of heat energy that the brakes can absorb certainly has limits. In
airspeed terminology the speed at which this limit occurs is known as Vmbe. The greater the
take-off weight of an aircraft, the higher its take-off speed will be and the more energy the
brakes will have to absorb in the event of an aborted take-off. Although the brake energy
limit may not directly limit the take-off weight, many aircraft have a minimum turn around time
between landing and subsequent take-off, which will ensure adequate braking in the event of
an aborted take-off. This minimum turn around time is directly proportional to the weight at
which the aircraft landed and the weight for the next take-off.
Much like the aircraft's brakes, the tyres also have certain limitations to ensure their structural
integrity. The limit is the maximum true ground speed that the tyres can absorb. The higher
the take-off weight of the aircraft, the higher the take-off speeds will be, and this may prove to
be a limiting factor requiring a reduction in the maximum take-off weight.
TODA 175ft
3000 ft
Select the correct take-off flight path graph to find the climb gradient required to clear the
above 175ft high tree if the tree is located 3000ft beyond reference zero. The aerodrome
elevation is 1000’ Pressure height and the temperature is +25 c.
Enter with 3000 feet along the bottom of the expanded graph and then intersect the 175ft
(obstacle height) to get the answer of 4.8%
Now use the graph titled Net gradient of Climb to find the maximum weight for this climb with
0% of flap…
Enter the graph with the Temperature and intersect the Pressure altitude, then across to
intersect the gradient and a vertical line down to reveal the weight.
An aircraft has a TODR of 1250m, and there is a hill located 2130m from the start of the
runway, and its highest point is located 200’ agl. The aerodrome elevation is 2860’ amsl, the
QNH is 998 hPa, and the temperature is +18 c.
Find the Climb gradient required, and the max weight for the climb with 0% flap…
An aircraft has a reference zero figure of 1990m, there is a temporary crane operating 1990m
from the end of the clearway (i.e. TODA) along the extended centreline, the cranes maximum
height is 480’ agl, the aerodrome is 5550’ amsl, QNH 1010 hPa and the temperature is +35 c.
Find the Climb gradient required, and the max weight for the climb with 0% flap.
Using the graph on page 5-33 or your electronic flight computer find the following:
Example 1
On a runway with directions 18/36, with a wind of 030/35 find the crosswind and headwind.
Prior to entering the graph work out the most into wind runway, in this case its runway 36,
then work out the difference in degrees from the runway direction to wind direction. Here it’s
the difference between 360 and 030, so its 30 degrees.
Enter the graph at the point of intersection of 30° and 35 kts, the read off the answers of31kts
hw and 18 kt x-wind.
Example 2
An aircraft has the following TAF, what will be the headwind and crosswind for a take off on
runway 16/34?
Example 3
Using the following TAF find the tailwind component for a take off on runway 03/21
An unusual method must be employed when working out the average wind for the exam
questions. BEWARE there is only one way to get the correct answer, AND ITS DIFFERENT
TO THE METHOD USED IN NAVIGATION…
Step 1
Step 2
Step 3
Now divide the total TAS column by the total time 4hr 38min, 444kts, and do the same for the
DIST column, so you get then 378kts.
Step 4
Now you have an average TAS of 444kts, and an average DIST of 378kt, so subtract one
from the other to get the answer of 66kts average headwind component.
RWY 06 RWY 24
Runway length 4000 feet 4000 feet
Stopway 350 feet 450 feet
Clearway 600 feet 700 feet
Displaced Threshold 200 feet
a) 4150 ft
b) 4350 ft
c) 4600 ft
a) 4000 ft
b) 4450 ft
b) 4700 ft
a) 3800 ft
b) 4000 ft
c) 4350 ft
a) 4000 ft
b) 4350 ft
c) 4700 ft
a) 0.62 % UP
b) 0.74 % UP
c) 0.81 % UP
(a) 0.69 % DN
(b) 0.76 % DN
(c) 0.84 % DN
7. An aerodrome has been surveyed and the following figures have been relayed to you
prior to departure. Find the amount Stopway , Strip length and Clearway length for all
runways…(all figures given are in metres)
8. An aircraft is to depart from the following runway what is the crosswind component on
runway 25?
BERGEN ENBR 03/09-18Z 33020KT 9999 FEW025=
(a) 14 Kts Hw
(b) 17 Kts Hw
(c) 21 Kts Hw
a- TODA
b- TORA
c- ASDA
d- LDA
Obstacle
free area
1600m fm
Strip length
strip end = 1380m
MISC GRAPHS
Enter with IAS 89 Kts, move vertically to the reference line, then horizontally and read off
CAS 90 Kts.
OR
Enter with CAS 90 Kts, move horizontally to the reference line, then vertically and read off
IAS 89 Kts.
NOTE: CAS (Calibrated Airspeed) is the American version of RAS (Rectified Airspeed)
OR
OR
Further Examples
1. With an IAS of 220 kts, FL200 with 0% flap what is the Actual altitude?
2. With an IAS of 140kts at FL090 with 40% flap, what is the Actual altitude?
3. With an IAS of 110kts at FL280 with 0% flap what is the Actual altitude?
Using graph on page 5-18, find the IOAT by subtracting the correction figure from your OAT.
Enter with CAS and Pressure altitude.
Example
The aircraft is slogging along at FL330 at 195kt in ISA, the OAT is?
STALL SPEED
Use the graph on page 5-29, enter with weight, flaps and angle of bank to get the Vs in either
IAS or CAS.
Using the graph on page 5-106, you can attain the Cabin altitude
setting for landing (if destination is not at MSL). Work through the
following examples to get used to the chart.
FLIGHT GRAPHS
TAKE - OFF GRAPHS
If Aircraft Weight is given and the Take-Off Distance or Ground Roll is required
2. From this point move horizontally to the Aircraft Weight reference line which is 12 500
Lbs. If the Aircraft weight is 12 500 Lbs, continue horizontally to the next reference line. If the
Aircraft Weight is less than
12 500 Lbs move down the slope to the Aircraft Weight given in the question.
3. From this point move horizontally to the Wind Component reference line. Move down
the slope for a Headwind Component, move up the slope for a Tailwind Component,
then horizontally to the next reference line.
4. If the question requires the Take-Off Distance move up the slope to the end of the
graph.
5. If the question requires the Take-Off Ground Roll continue horizontally to the end of
the graph.
If the Runway Length is given and the Maximum Take-Off Weight is required
2. From this point move horizontally to the Aircraft Weight reference line which is 12 500
Lbs. Draw a line down the slope to 9000 Lbs.
3. Enter the right hand side of the graph with Runway Length. Move down the slope to
the reference line. Move horizontally to the Wind Component, move up the slope to
the reference line for a Headwind or down the slope to the reference line for a
Tailwind.
4. From the Wind Component reference line move horizontally to intersect the line
previously drawn. From the intersection move vertically and read off the Aircraft
Weight.
1. If the aircraft flaps are U/S and the airfield you wish to depart from has the
following actual conditions:
QNH 1010hpa
OAT 16°C
Airfield ht 3030ft amsl
Aircraft weight 10 980lbs
Wind component 350/30
Runway 18/36
What is the Take Off Distance Required, and the speed for the take off?
2. If the Captain requests you to do a 40% flap takeoff what will be the Max Take Off
Weight under the following conditions:
QNH 998hpa
OAT +2°C
Pressure ht 5000ft
Wind component 5 TW (one way airstrip)
Runway 09/27
Take off dist avail. 765m
3. If the aircraft is to make a 0% flap take off under the following conditions what will
be the Take Off Distance Required?
QNH 998hpa
OAT Air temp gauge U/S
Density height 1450ft
Wind component 150/22
Runway 01/19
Take off weight 11 800 lbs
4. The aircraft is to make a take off from a airfield under the following conditions, find
the Max Take Off Weight?
QFE 900hpa
OAT +20°C
Elevation 3230ft
Wind component 090/20
Runway 18/36
Take off dist avail. 1070m
Flap 0%
1. Find the Accelerate Stop Distance Required under the following conditions….
Flaps 40%
QNH 985hpa
OAT +20°C
Elevation 1000ft
Wind component 250/18
Runway 09/27
Aircraft take off wt 10 220lbs
2. Find the Accelerate Stop Distance and V1 speed under the following conditions….
Flaps U/S
QNH 1012hpa
OAT +2°C
Elevation 2910ft
Wind component 010/19
Runway 15/33
Aircraft take off wt 11 400lbs
If a Runway has CLEARWAY it may be used with these graphs. Refer to the note above the
graph:-
1. Find the accelerate-go distance and V speeds for a take off under the following
conditions:
Flaps 40%
QNH 1012hpa
OAT +2°C
Density height 2500ft
Wind component 025/25
Runway 16/34
Aircraft take off wt 12 000lbs
2. Find the accelerate go distance with ice vanes extended and the V speeds for a
take off under the following conditions:
Flaps 0%
QNH 1000hpa
OAT +21°C
Elevation 500ft
Wind component vrb/10
Runway 18/36
Aircraft take off wt 10 800
Example 1
With an aerodrome that has a pressure height of 6500ft and OAT of +15°C what is the
minimum take off power that could be used with ice vanes retracted?
Example 2
With an aerodrome that has a elevation of 2860ft amsl, a QNH of 995hPa and a temperature
of +22°C find the minimum power that could be used for take off with ice vanes extended?
Example 1 Climb from Sea Level (OAT +15°C) to FL260 (OAT -10°C)
Aircraft Weight 12 500 Lbs
Examples
1. Find the fuel, time and distance to climb from a sea level ISA aerodrome to FL300,
where the temperature is –30°C at Max Take Off Weight.
2. Find the time, fuel, distance and average climb speed to climb from the following
aerodrome to altitude of 23 000ft where the OAT is predicted to be –15°C
3. Find the time, fuel and distance to climb to a density height of 25 000ft under the
following conditions from the given aerodrome:
ANGLE OF CLIMB
To work out the aircrafts angle of climb, or climb gradient, use the following formula:
Therefore is you have gained 550ft of altitude and distance from takeoff from your GPS reads
8000ft, use the formula to find your climb gradient…
550
= 8000
= 0.069
In the cockpit this can be worked out easily by using the following pilots formula:
Example 1
An aircraft climbs out from a sea level aerodrome under ISA conditions with IAS of 80kts,
HWC 20kt and ROC 550ft/min. Estimate the angle of climb.
The tables are based on Temperature Deviation from ISA. If OAT is given in a question
calculate the ISA + or ISA - value.
Example 1.
4 Kts
× 400 Lbs = 1.6 Kts increase f or 400 Lbs weight re duction fr om 12 000 Lbs
1000 Lbs
Example 2.
Difference 5.5 Kts ÷ 10° x 3°C = 1.65 Kts decrease for 3°C rise in temperature
The graph requires the QNH in Inches of Mercury. If the QNH is given in hectopascals then
convert by ratio.
This graph calculates the maximum weight at which the aircraft can maintain the MINIMUM
EN-ROUTE ALTITUDE in the event of an engine failure.
Enter with the Outside Air Temperature at the Minimum Enroute Altitude and move vertically
to that altitude. Then move horizontally to the reference line that is standard pressure 29.92
inches of mercury. Move down the slope if pressure is lower than standard, or up the slope if
pressure is higher. Then move horizontally to read off the MAXIMUM ENROUTE WEIGHT.
1. If the OAT is +2°C the min en-route altitude is 19 600ft and the QNH is 1010hpa what
is the max en-route weight to maintain this level on one engine?
2. If the OAT is ISA +5°C, and the altitude is FL210, the QNH is 995hpa what is the max
en-route weight?
3. If the OAT is –28°C, the altitude is FL150 and the QNH is 996hpa what is the max
en-route weight?
Enter with Flight Level, move horizontally to the relevant cruise power, extract TAS, move
vertically to the range in Nautical Miles in Zero Wind or SAD (Still Air Distance).
Example:
The range of the EE-20 aircraft at FL 280 (Recommended Cruise Power) with a 35 Kt
Headwind is :-
FL 280 TAS 272 at Recommended Cruise Power Range 1095 nm in Still Air
WC 35 Kt Headwind
The graphs are similar and are entered with INDICATED OUTSIDE AIR TEMPERATURE,
that is the temperature as read off the temperature gauge in the aircraft which is affected by
compressibility error, it OVERREADS.
If IOAT (Indicated Outside Air Temperature) is given, enter the graph with the IOAT, move
vertically to the FL, then horizontally to the Torque Setting or the Fuel Flow.
If OAT (OUTSIDE AIR TEMPERATURE) is given, it is the true temperature (IOAT corrected
for compressibility) and must be converted to a Temperature Deviation from ISA before the
graph can be entered.
Example
Enter the graphs with FL and ISA Temperature Deviation (diagonal lines, top right to bottom
left) and move horizontally to Torque Setting or Fuel Flow.
FUEL FLOW (FF) The amount of fuel (Kilograms or Pounds) used in one hour.
Given: TAS 240 Kts Fuel Flow 750 Lbs/Hour
TAS 240 Kt s
Then aircraft performance is = 0.32 ANM / LB
Fuel Flow 750 Lbs / Hour
OR
ANM/LB can be converted to LB/ANM on an electronic calculator by using the 1/X function.
Given: TAS 240 Kts WC +30 Kts TW GS 270 Kts Fuel Flow 750 Lbs/Hour
GS 270 Kts
Then aircraft performance is = 0.36 GNM / LB
Fuel Flow 750 Lbs / Hour
OR
Fuel Flow 750 Lbs / Hour
= 2.7778 LB / GNM
GS 270 Kts
When compiling a flight plan the most economical Flight Level should be selected by
comparing LBS/GNM or GNM/LB.
Example 2.
An aircraft at FL 350, TAS 232 Kts, Fuel Flow 545 LBS/Hour has a performance of 0.355
GNM/LB.
The Wind Component affecting the aircraft is :-
Example 3.
An aircraft flying at FL 310 at TAS 494 Kts obtains a performance of 46.06 ANM/1000 Kgs in
Zero Wind conditions. At FL 350 the TAS is 484 Kts and the performance is 48.36 ANM/1000
Kgs. It will be less economical to cruise at FL 350 if the Head Wind component is greater
than:-
If you are confused by the objective of this formula then work backwards through it by using a
headwind of, say, 39kts.In doing so you will derive a poorer performance figure for FL 350.
From an operational point of view you would then have to revert back to your original flight
level at FL 310. What is the performance figure for FL 350 if the headwind should increase to
the new value of 39kts?
CLIMBING
Can the aircraft climb under the present weight and atmospheric conditions should be
considered prior to any flight. Use graph 5-46 to find out if you can climb on one engine.
1. OAT
2. Pressure altitude
3. Weight
4. Climb gradient required to overcome the obstacles.
Example 1
An aircraft has a weight of 11 500lbs, and is taking off from an airport that has a pressure
height of 4500ft and an OAT of +25°C, what is the rate of climb on one engine and the climb
gradient achieved?
Example 2
An aircraft is at FL200, the OAT is -10°C and the aircraft weight is 12 250lbs, what is the
ROC?
Here you are asking yourself can you maintain altitude to remain whether airspace
restrictions, or to maintain the Lowest Route Altitude. To answer this, use graph 5-47.
Example 1
An aircraft is at FL180 and suffers an engine failure, the weight at the time is 10 500lbs, and
the OAT is -22°C. Can the aircraft maintain this FL, if not what is the Flight Level that the
aircraft can maintain at this weight and temperature?
Example 2
An aircraft has a MZW of 11000lbs and the forecast temperature at the Lowest Sector
Altitude is -5°C, and due to forecast icing the ice vanes must be extended. What is the service
ceiling of the aircraft on one engine?
To make sure you don’t blow up an engine, there is a table on 5-99 onwards to attain the
maximum cruise power setting when on one engine. NOTE the tables are differentiated by
the ISA deviation.
Example 1
An aircraft is cruising on one engine at FL100, the OAT is +15°C the aircraft weight is
11 000lbs, what is the maximum cruise power setting?
Example 2
An aircraft is at FL140, the OAT is -23°C the aircraft weight is 10 500lbs, the ice vanes are
extended, what is the maximum cruise power setting on the live engine and the fuel flow?
Power setting in a King Air 200 is not automatic, there are tables to attain the correct power
setting. The graphs to use are located on pages 5-51 onwards and like all power setting
tables differentiate with ISA deviation.
Example 1
An aircraft is to cruise at FL 220, the OAT is –19°C the weight is 11 000lbs, what is the power
setting, fuel flow total and TAS?
Example 2
An aircraft is to cruise at FL180, the EMZW is 10 500lbs, the following sector forecast is
given, what is the power setting, fuel flow total and TAS? (using graphs 5-52 & 5-53)
24 300 60 -24
21 295 60 -25
18 300 55 -24
15 300 55 -12
10 310 50 -1
1. An aircraft is to descend at Mmo, from FL245 to a sea level aerodrome what is the
Time, Distance and Fuel that would be used?
2. An aircraft is planning a descent from FL180 to arrive in the circuit area 1000ft agl,
over its destination aerodrome that is 3560ft amsl, what will be the time, fuel and
distance for this descent?
FUEL
RESERVE FUEL
As per the EE20 manual reserve fuel is calculated as 45 minutes at the cruise fuel setting
calculated at the weight at the end of the cruise, i.e. Top Of Descent (TOD) weight.
420 Lbs
1 Hour = 420 Lbs = 85 % Then 100 % = = 494 Lbs of Fuel
0.85
Further examples
1. An aircraft has the ice vanes retracted and is told it is expected to hold for 75
minutes for a slot time to land, the hold will be conducted at FL130, how much fuel
will be consumed?
2. An aircraft is in IMC and has the Ice vanes extended and is placed in a holding
pattern at FL200, the aircraft has 420lbs available for holding, how long can it
remains in this holding pattern?
Landing with full (100 %) flap is normal procedure, but it may be necessary to land with
flaps up (0 %).
To determine the flaps up landing distance, use graph 5-112 the landing distance with
propeller reversing, flaps 100 %, then enter graph 5-113 with this distance and read of
landing distance flaps up
EXAMPLES
1. Find landing distance (both ground roll and over 50ft obstacle) under the following
conditions:
2. Find the landing distances for a landing under the following conditions:
3. Find the landing distance over a 50ft obstacle, and approach speed under the
following conditions:
(a) FL 220
(b) FL 260
(c) FL 310
2. An aircraft flying at FL 350 at TAS 495 Kts obtains a performance of 97.3 ANM/1000
Kgs in Zero Wind conditions.
At FL 390 the TAS is 474 Kts and the performance is 102.9 ANM/1000 kg.
It will be less economical to cruise at FL 390 if the Head Wind component is greater
than :-
(a) 26 Kts HW
(b) 36 Kts HW
(c) 46 Kts HW
3. An aircraft at FL 310 has a TAS of 485 Kts and Fuel Flow of 11 750 Lbs/Hour.
If aircraft performance is 36.59 GNM/1000 Lb the Wind Component affecting the
aircraft is:-
(a) 35 Kts HW
(b) 45 Kts HW
(c) 55 Kts HW
(a) 54 Kts HW
(b) 60 Kts HW
(c) 67 Kts HW
(a) FL 240
(b) FL 280
(c) FL 310
6. Airfield Pressure Altitude 5700ft, Temperature +30°C. According to graph 5-23 the
Maximum Take-Off Weight is :-
7. Airfield Pressure Altitude 6200ft, Temperature +25°C, According to graph 5-23 the
Maximum Take-Off Weight is :-
8. For a flight from A to B the Minimum Enroute Altitude is 20 000ft. The temperature at
FL 200 is -15°C and the area QNH is 30.50 inches. The fuel used to the high ground
is 450 Lbs.
The Maximum Take-Off Weight for the flight according to graph 5-24 is :-
9. For a flight from C to D the Minimum Enroute Altitude is 19 000ft. The temperature at
FL 190 is -11°C and the area QNH is 29.20 inches. If the fuel used to the high ground
is 650 Lbs the Maximum Take-Off Weight for the flight (graph 5-24) is :-
10. An obstacle 1400ft amsl is 5nm from reference zero of a runway whose elevation is
350ft. According to graph 5-28 the Minimum Climb Gradient required is :-
(a) 4.6%
(b) 3.8%
(c) 3.2%
12. Airfield Pressure Altitude 3500ft, Temperature 26°C. According to graph 5-31
the Minimum Take-Off Power required is :-
13. Airfield Pressure Altitude 1000ft, Temperature 32°C. According to graph 5-31
the Minimum Take-Off Power required is :-
(a) 2000 ft
(b) 2850 ft
(c) 3450 ft
15. Airfield Pressure Altitude 2000 ft, Temperature 24°C, Flaps 0%,
Take-Off Weight 11 600 Lbs, Wind Component 5 Kts Tailwind.
(a) 2000 ft
(b) 2300 ft
(c) 3900 ft
16. A Take-Off is planned from a 4000 ft runway with 1500 ft of clearway available.
Pressure Altitude 4500 ft, OAT 25°C, Headwind 12 Kts, Flaps 0%.
Using graph 5-36 the Maximum Weight at which this Accelerate-Go distance can be
used is :-
(a) 3.4 %
(b) 3.9 %
(c) 4.4 %
18. Airfield Pressure Altitude 5000ft, OAT 26°C, Assuming that there is no runway
limitation but a 3.2 % net gradient of climb is required, using graph 5-37
the Maximum Take-Off Mass is :-
(a) 3700 ft
(b) 4000 ft
(c) 4400 ft
20. Airfield Pressure Altitude 3000ft, Temperature 25°C, Wind Component 5Kt Tailwind,
Take-Off Mass 11 400 Lbs.
(a) 3800 ft
(b) 4000 ft
(c) 4300 ft
21. A Take-Off is planned from a 4500 ft runway with 2000 ft of clearway available.
Pressure Altitude 5000 ft, OAT 23°C, Headwind 15 Kt, Flaps 40 %.
Using graph 5-40 the Maximum Mass for which this Accelerate-Go distance can be
used is :-
According to graph 5-45 the Time, Fuel used and Distance flown are :-
25. The temperature at the Minimum Enroute Altitude is -27°C. If the aircraft mass is
11 700 Lbs the Service Ceiling according to graph 5-47 is :-
(a) 19 000 ft
(b) 21 000 ft
(c) 23 000 ft
26. Cruising at FL 260, Indicated OAT -25°C, the recommended cruise power according to
graph 5-59 is :-
27. Cruising at FL 270, OAT -24°C, the recommended cruise power according to graph
5-59 is:-
28. Cruising at FL 230, OAT -23°C, the recommended cruise power according to graph
5-59 is:-
29. Cruising at FL 210, IOAT -17°C, the Fuel Flow according to graph 5-60 is
31. Cruising at FL 270, OAT -24°C, the Fuel Flow per engine according to graph 5-60 is:-
32. Enroute from WPT 2 to WPT 3 at FL 190, Temperature ISA +20°C, Distance 247 nm,
35 Kts Headwind, Aircraft Mass 11 000 Lbs.
The fuel used for the sector according to table 5-55 is :-
33. Enroute from WPT 3 to WPT 4 at FL 270, Temperature ISA +10°C, Distance 329 nm,
25 Kts Tailwind, Aircraft Mass 11 500 Lbs.
34. Enroute from WPT 4 to WPT 5 at FL 200, Temperature ISA +15°C, Distance 450 nm,
30 Kts Headwind, Aircraft Mass 11 000 Lbs.
The fuel used on the sector according to tables 5-54 and 5-55 is :-
35. Enroute from WPT 5 to WPT 6 at FL 190, Temperature ISA +10°C, Distance 212 nm,
25 Kts Tailwind, Aircraft Mass 10 500 Lbs.
(a) 852 nm
(b) 909 nm
(c) 975 nm
37. The range of the EE-20 aeroplane at FL 280 with a 40 Kt Tailwind flying at the
recommended cruise power (graph 5-96) is:-
(a) 1090 nm
(b) 1175 nm
(c) 1250 nm
38. The range of the EE-20 aeroplane at FL 260 with a 25 Kt Headwind flying at the
recommended cruise power (graph 5-96) is:-
(a) 942 nm
(b) 985 nm
(c) 1035 nm
39. The endurance of the EE-20 aeroplane at FL 240 flying at the recommended cruise
power (graph 5-97) is:-
40. The endurance of the EE-20 aeroplane at FL 290 flying at maximum cruise power
graph 5-97 is
41. For a landing at an airfield at sea level (QNH 1009.2) the pressurization controller
setting for landing (graph 5-106) is:-
(a) 0ft
(b) 300ft
(c) 600ft
42. For a landing at an airfield (elevation 4000ft, QNH 1020 hPa) the pressurization
controller setting for landing (graph 5-106) is :-
(a) 3800ft
(b) 4200ft
(c) 500ft
44. The fuel required for 45 minutes holding at FL 150 with the ice vanes extended (graph
5-107) is
45. Pressure Altitude 3000ft, OAT 25°C, Aircraft mass 10 200 Lbs.
The landing distance with a 14 Kt Headwind (graph 5-112) is :-
(a) 1050ft
(b) 1450t
(c) 1900ft
(d)
46. Pressure Altitude 5500ft, OAT 29°C, Aircraft mass 10 200 Lbs.
The landing ground roll with a 5 Kt Tailwind and 100% flap (graph 5-112) is:-
(a) 1200ft
(b) 1400ft
(c) 1600t
47. Pressure Altitude 5500ft, OAT 29°C, Aircraft mass 10 200 Lbs. The landing distance
with zero flap, propeller reversing and a 5 Kt Tailwind (graphs 5-112 and 5-113) is:-
(a) 1900ft
(b) 2600ft
(c) 3200ft
48. An obstacle 1200 ft amsl is 3nm from reference zero of a runway whose elevation is
600ft. According to graph 5-28 the Minimum Climb Gradient required is:-
(a) 3.1%
(b) 4.7%
(c) 6.4%
49. An obstacle 240 ft above runway elevation is 1700 metres from reference zero.
According to graph 5-28 the minimum Climb gradient required is:-
(a) 2.9%
(b) 3.7%
(c) 4.6%
In the process of compiling a flight plan for an aircraft, the weight schedule must be consulted
to ensure that certain weight limitations are not exceeded. In later chapters, balance
limitations (location of the C of G) will also be considered. The weight schedule given below is
the ideal and complete one, although certain operators may elect to combine items in order to
abbreviate the process.
+ PAYLOAD
+ TOTAL FUEL
- TAXI FUEL
= LANDING WEIGHT
Consists of the airframe, engines, and all items of operating equipment that have fixed
locations and are permanently installed in the aircraft.
This includes engine oil, hydraulic fluid and undrainable fuel (Piper Cherokee 2 Galls, B-747
1600 Kg)
The Empty Weight of the aircraft plus oil, hydraulic fluid and unusable fuel.
The weight of the aircraft, including the crew, ready for flight but without payload and fuel.
The maximum weight authorized for the aircraft not including the fuel load.
Zero fuel weight is the operating empty weight (OEW) plus the payload.
The maximum structural take-off weight plus the fuel to be burned during taxi and run-up.
The maximum structural weight at the start of the take-off run. The take-off weight for a
particular flight may be limited to a lesser weight when runway length, atmospheric
conditions, or other variables are adverse.
The fuel used from the point of departure to the destination. Reserve fuel is not included in
the trip fuel and the entire fuel reserves are expected to be on board the aircraft at the point
of first intended landing.
The maximum structural weight at which an aircraft may normally be landed. The landing
weight may be limited to a lesser weight when runway length or atmospheric conditions are
adverse.
Assuming that there are no airfield restrictions, the maximum payload that may be carried on
a flight will be limited by :-
Example:
Max Ramp weight 89 700kg
Basic Weight 47 000kg
Max Brakes release weight 89 350kg
Max Landing weight 72 600kg
Max Zero Fuel weight 63 500kg
Trip fuel 12 462kg
Reserve fuel 4 680kg
Least of 3 method
Step 1
Calculate fuel at Brakes release….
Step 2
MTOW 89 350kg
MLW+trip fuel 85 062kg (72600+12462)
MZFW+fob 80 642kg (63500+17142)
Step 3
MZFW 63 500kg
- Basic weight 47 000
PAYLOAD 16 500kg
If it was the TOW that was found to be the lowest you would:
Landing weight
- Reserve fuel
- Basic weight
PAYLOAD
HUMIDITY
Humidity and air density are inversely proportional. The greater the humidity, the less the air
density. Piston engine aircraft performance is adversely affected by humidity to the extent
where maximum take-off weight may be limited. The effect of humidity on jet engine
performance, however, is negligible.
FLAPS
The effect of flaps on maximum take-off weight varies from aircraft to aircraft and from flap
setting to flap setting. Factors to be considered are not only the effect of flaps on the take-off
run, but also on the initial climb performance after take-off. A definitive answer on the effect
of flaps on an aircraft's maximum take-off weight would be extracted from the appropriate
performance graphs.
In conclusion, all of the above mentioned factors may limit an aircraft's maximum take-off
weight and it is the most limiting case, which will determine the aircraft's actual take-off
weight.
Maximum floor load is an indication of the physical bearing strength of the aircraft's floor,
normally in the cargo or baggage area. It is an expression of the maximum weight that can
be borne per surface area. Because maximum floor load is derived by weight per area, the
height of any object to be loaded is of no consequence. In most load calculations, the
maximum floor load of the aircraft is given. The pilot must calculate the area of the object to
be loaded and its weight, to check whether it may be loaded. To calculate the area of a
rectangular or square object, use the formula:
To calculate the area of a circular object, for example a barrel, use the formula:
SPECIFIC WEIGHT
Specific weight serves much the same function as specific gravity but applies to US Gallons
only. It is a statement (Specific Weight 6.6 Lbs) and means that 1 US Gallon of fuel weighs
6.6 Lbs
EXAMPLE :
The specific weight of fuel is 6.6 Lbs per US gallon. How much does 450 US gallons of fuel
weigh?
450 US gal x 6.6 = 2970 Lbs
The CG is not necessarily a fixed point; its location depends on the distribution of items
loaded in the aircraft. As variable load items are shifted there is a resultant shift in CG
location. If the CG is displaced too far forward on the longitudinal axis, a nose heavy
condition will result. Conversely, if the CG is displaced too far aft on the longitudinal axis, a
tail-heavy condition will result. It is possible that an unfavourable location of the CG could
produce such an unstable condition that the aircraft becomes very difficult to control.
15 Lbs 15 Lbs
Fulcrum (CG)
In the above sketch two weights of 15 Lbs each are 40 inches from the fulcrum. The weights
are balanced. Mathematically 15 Lbs x 40 inches = 600 inch/Lbs on each side.
REFERENCE DATUM
Every aircraft has a reference datum and it varies from aircraft type to aircraft type. Usually it
is at or near the nose of the aircraft. It is the datum from which all horizontal distances are
measured.
ARM
Arm is the horizontal distance (usually in inches) from the reference datum to the location of
an object or position in the aircraft. Other terms are STATION (STA), FLIGHT STATION
(FS) or CENTROID, e.g. Forward Hold at FS 220 means the Forward Hold is 220 inches
aft of the datum.
MOMENT
Moment Index or Reduction Factor is a moment divided by a constant such as 100, 1 000 or
10 000. The purpose of using a moment index or reduction factor is to simplify weight and
balance computations of large aircraft where heavy items and long arms result in large,
unmanageable numbers
EXAMPLE 1
Aircraft load:
EW 8087lbs 15041.00 IU
Pilot + Co-pilot 165kg
Passenger weights 65,86,95,112,45kg
Baggage weight 89kg
Catering on board 45kg in foyer cabinet
Fuel on board at s/up 300usg (6.6SW)
Flight fuel 185usg
Find
a. TOW and position of CoG
b. ZFW and position of CoG
STEP 1
Complete the table, loading front to rear…UNTIL you get to ZFW, then check it is in balance.
Now add the fuel to check the weight and CoG at TOW…
IN CLASS EXERCISES
1. Complete the load sheet ignoring CoG limitations for the following load find the CoG
position for take off, and zero fuel weight (ignoring any limits):
2. Complete the load sheet and determine if the aircraft is in CoG at Take off..
The moment of the TRIP FUEL or BURN OFF cannot be read from the table directly as the
arm of the fuel varies as the amount of the fuel in the tanks. The moment of the Trip Fuel can
be calculated by subtracting the moment of the Landing Fuel from the moment of the Take-
Off Fuel. A Load Sheet is not available in the exam and it is suggested that the following
method be used.
NOTE: The moment of the fuel is given as MOMENT 100 which means the figure must be
multiplied by 100 to give the full figure.
Example:
Take-Off Weight 12 500 Lbs,Take-Off Fuel 530 US Gallons (SW 6.6 Lbs/US G)
Take-Off CG 191.3 inches Trip Fuel 300 US Gallons
Further examples
1. Redistribute the load forward of the current CG by moving pax, or shifting baggage
2. Add ballast forward
3. Remove weight aft
To find the position that the Cg is acting in reference to the Mean Aerodynamic Chord we use
the following formula to calculate % MAC….
Example 1
The Cg from the load sheet is found to be 192 inches aft of the datum (24000 x 100 ÷ 12500)
Step 1.
192 inches = (192 – 171.23”) 20.77” aft of the MAC leading edge
Example 2
The aircraft is found to be at 12 000lbs and the moment is 23100units, find the CG position
as a % MAC.
Example 3
An aircraft is loaded so that its weight is 10 200lbs and the moment is 22222 units, find the
CG position as a % MAC..
(a) 31 500 Kg
(b) 33 450 Kg
(c) 35 250 Kg
(a) 44 500 Kg
(b) 36 337 Kg
(c) 32 050 Kg
(a) 18 390 Kg
(b) 17 280 Kg
(c) 16 920 Kg
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5. The mass of 729 US Gallons of fuel at SG 0.78 is :-
(a) 2153 Kg
(b) 2579 Kg
(c) 3095 Kg
6. If 1250 Lbs of fuel at SG 0.812 are on board an aircraft, the amount of fuel in US
Gallons is:-
9. If 567 Kgs of fuel at SG 0.812 are on board an aircraft, the amount of fuel
in US gallons is :-
(a) 6580 Kg
(b) 7620 Kg
(c) 8240 Kg
2. The C of G of an aircraft is 980 inches aft of datum at an all up mass of 170 500 Lbs.
If 800 Lbs of baggage is moved from FS 1130 to FS 430 the new C of G will be :-
The maximum mass that can be loaded at FS 325 without exceeding the aft C of G
limit is :-
5. A pallet 76 inches by 76 inches is to be loaded in a cargo aircraft. The floor load limit
of the aircraft is 184 Lbs per square foot. If the pallet mass is 85 Lbs and the tie down
equipment is 36 Lbs the amount of freight that may be loaded on the pallet is :-
11. Shortly before Take-Off, an extra passenger is given permission to board an aircraft.
Before boarding aircraft weight was 11 200 Lbs, and the CG was 191 Inches. The
passenger weight is 170 Lbs and is allocated a seat at FS 259.
The revised CG of the aircraft is :-
The PET / CP is defined as being the point on track from which it would take equal of time to
either return to the point of departure or continue to the destination. The PET / CP is not a
function of fuel but of distance and aircraft groundspeeds. Long haul jet transport aircraft
usually carry three PET / CP,s. A 4 Engine PET / CP, a one engine inoperative PET / CP
(1 ENG INOP) and a 14 000 feet PET / CP in case of pressurization failure. The three cases
each have a different TAS and Groundspeed thus the PET / CP will be at a different point.
The ETA at the PET / CP is calculated and in the event of a major aircraft malfunction or a
passenger becomes critically ill an instant decision can be made whether to continue to the
destination or to return to the point of departure.
A B
500 nm PET 500 nm
FORMULA
Distance to CP(PET) = GSH x Distance
GSH + GSO
CP = H x D
H+O
Example 2
The Wind Component from A to the PET is 35 Kts Headwind and the Wind Component from
the PET to B is 55 Kts Headwind. The distance A to B is 545 nm and TAS 300 Kts.
Note: The halfway point from A to B is 272.5 nm but the PET is 315 nm from A.
222 nm
237 nm at GS 268
190 nm at GS 215
A X 53 mins C
53 mins
Method:
To calculate the 1 ENG INOP PET or CP reduced groundspeeds are used, otherwise the
calculation is the same.
Example 3
A twin engine aircraft is to fly from X to Y, Track 130°(T), Distance 727 nm, W/V 270/40, 2
engine TAS 260 Kts, 1 engine TAS 195 Kts.
If the ETD is 0800 Z the ETA at the 1 ENG INOP PET (CP) is :-
1. A to B, Track 060°(T), TAS 185 Kts, Distance 905 nm, W/V 090/30.
The distance to the PET is :-
(a) 388 nm
(b) 452 nm
(c) 516 nm
2. C to D, Track 125°(T), TAS 245 Kts, Distance 1547 nm, W/V 225/45.
If an aircraft departs C at 0915 Z the ETA at the PET is :-
(a) 1200 Z
(b) 1215 Z
(c) 1230 Z
3. The Wind Component from A to the PET is 45 Kts Headwind and the Wind
Component from the PET to B is 60 Kts Headwind. The distance A to B is 750 nm
and TAS 300 Kts.
(a) 412 nm
(b) 442 nm
(c) 482 nm
(a) 330 nm
(b) 380 nm
(c) 430 nm
5. A twin engine aircraft is to fly from A to B, Track 245°(T), Distance 830 nm,
W/V 310/40, 2 engine TAS 280 Kts, 1 engine TAS 220 Kts.
If the ETD is 0800 Z the ETA at the 1 ENG INOP PET (CP) is :-
(a) 0943 Z
(b) 1003 Z
(c) 1023 Z
6. A twin engine aircraft is to fly from C to D, Track 035°(T), Distance 884 nm, W/V
135/45, 2 engine TAS 220 Kts, 1 engine TAS 185 Kts.
If the ETD is 1100 Z the ETA at the 1 ENG INOP PET (CP) is :-
(a) 1254 Z
(b) 1314 Z
(c) 1334 Z
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POINT OF NO RETURN (PNR)
The PNR is defined as the furthest point along track to which the aircraft can fly and return to
the point of departure within the safe endurance of the aircraft (fuel reserves will remain
intact).
Or
Example 1.
Track 220°(T), W/V 300/35, TAS 240 Kts, Endurance 6 Hours (excluding reserves).
GS Out 231Kts GS Return 244Kts
Answer:
244 x 6hr
231 + 244 = 3hrs 5min
WITH ANY W/V THE PNR ALWAYS MOVES TOWARDS THE POINT OF DEPARTURE
A B
Method: Find the amount of fuel that can be used to the PNR and return.
(a) 465nm
(b) 487nm
(c) 511nm
(a) 657nm
(b) 684nm
(c) 705nm
(a) 1760nm
(b) 1860nm
(c) 1960nm
(a) 882nm
(b) 922nm
(c) 962nm
SAMPLE EXAM
a) 36 337 kg;
b) 38 087 kg;
c) 32 050 kg.
a) 2 412 kg;
b) 2 897 kg;
c) 3 965 kg.
a) 4 280 ft;
b) 4 500 ft;
c) 5 240 ft.
a) 4 500 ft;
b) 5 020 ft;
c) 5 240 ft.
a) 2.15 %;
b) 1.63 %;
c) 1.24 %.
a) 104.6 inches;
b) 106.4 inches;
c) 108.8 inches.
7. The C of G of an aircraft is 196 inches aft of datum at an all up mass on 12 500 lbs.
If 200 lbs. of baggage is moved from FS 325 to FS 120, the new C of G will be:
a) 191 67 inches;
b) 192.72 inches;
c) 193.58 inches.
The maximum mass that can be loaded at FS 325 without exceeding the aft C of G
limit is:
a) 307 Lbs.;
b) 342 Lbs.;
c) 386 Lbs.
9. A pallet 83 inches by 95 inches is to be loaded in a cargo aircraft. The floor load limit
of the aircraft is 169 Lbs. per square foot. If the pallet mass is 88 Lbs. and the tie
down equipment is 37 Lbs. the amount of freight that may be loaded on the pallet is:
a) 9 128 Lbs.;
b) 9 156 Lbs.;
c) 9 244 Lbs.
a) FL 180;
b) FL 220;
c) FL 260.
11. An aircraft flying at FL 310, TAS 232 Kts, Fuel Flow 545 Lbs/Hour has a performance
of 0.355 GNM per LB.
a) 34 Kts Headwind;
b) 39 Kts Headwind;
c) 45 Kts Headwind.
12. An aeroplane flying at FL 310 at TAS 493 Kts obtains a performance of 46.06
ANM/1000 Kgs in zero wind conditions.
a) 10 Kts;
b) 17 Kts;
c) 23 Kts.
a) 186.7 inches;
b) 188.2 inches;
c) 189.6 inches.
14. The wind component from A to PET is 35 Kts Headwind. The wind component from
the PET to B is 55 Kts Headwind. Distance A to B is 545 nm, TAS 300 Kts.
The distance of the PET from A is:
a) 272 nm;
b) 315 nm;
c) 347 nm.
16. Airfield Pressure Altitude 5500 feet, temperature +19ºC, Aircraft Weight 10 800 Lbs.
Headwind 13 Kts, Flaps 40%
a) 2 100 feet;
b) 2 500 feet;
c) 2 900 feet.
17. Airfield Pressure Altitude 5250 feet, temperature +23ºC, Field Length 4000 feet,
Stopway 400 feet, Clearway 700 feet, Tailwind 5 Kts, Flaps 40%.
According to graph 5-39 the maximum take-off weight which satisfies the accelerate –
stop distance available for the conditions is:
a) 12 500 Lbs.;
b) 11 300 Lbs.;
c) 9 700 Lbs.
18. Climbing from 6000 feet pressure Altitude, OAT + 25ºC, to FL 270, OAT –31ºC at
initial climb weight of 11 500 Lbs.
Using graph 5-45 the Time, Fuel and Distance for the climb is:
19. Cruising at FL 210, OAT –12ºc, the recommended cruise power according to graph 5-
59 is:
a) 1855 FT/LBS.;
b) 1805 FT/LBS.;
c) 1745 FT/LBS.
20. The range of the EE-20 aeroplane cruising at FL 280 with a headwind component of
35 Kts flying at recommended cruise power (graph 5-96)
a) 954 nm;
b) 863 nm;
c) 782 nm.
The fuel used for the sector according to tables 5-54 and 5-55 is:
a) 787 Lbs.,
b) 824 Lbs.,
c) 863 Lbs.
22. An EE-20 aeroplane, Take-Off weight 12 175 Lbs., CG 188.7 inches, with 490 US
Gallons of fuel in tanks, SW 6.7 Lbs/US Gallons flies from X to Y.
a) 187.96 inches;
b) 188.37 inches;
c) 188.84 inches.
23. For a flight from A to B the Minimum Enroute Altitude is 19 500 feet where the OAT is
–12º and the area QNH is 995.6 hPa.
If the fuel used to the high ground 300 Lbs. the Maximum Take-Off Weight from A
according to graph 5-24 is:
a) 11 600 Lbs.;
b) 12 000 Lbs.;
c) 12 400 Lbs.
24. An obstacle 625 metres AMSL is 4 nm from zero of a runway whose elevation is 1050
feet. According to graph 5-28 the Minimum Climb Gradient required is:
a) 3.5%;
b) 4.0%;
c) 4.5%.
25. For and ILS approach to a runway at sea level, the altitude of an aircraft on the glide
slope overhead the Outer marker inbound is published as 1300 feet.
If the IAS is 90 Kts with 40 % Flaps the altimeter reading over the Outer
marker inbound on the glide slope should be. Use graph 5-15.
a) 1263 feet;
b) 1278 feet;
c) 1337 feet.
26. According to graph 5-29, the indicated stall speed on the EE-20 aeroplane at 11 250
Lbs., Flaps Up and a 25º angle of bank:
a) 99 Kts;
b) 103 Kts;
c) 107 Kts.
1 C
2 A
3 C
4 B
3. 0600 Z DA 4055 ft
1400 Z DA 5748 ft DA increased by 1693 ft
Chapter 2
1 C
2 B
3 A
4 A
5 A
RWY 08 225 ft
40 ft
RWY 26 185 ft × 100 = 0.62 %
1980 metre s x 3.28
40 ft
6 B
RWY 10 431 ft 48 ft
RWY 28 383 ft × 100 = 0.76 %
1935 metre s x 3.28
48 ft
7 01 90,800,324
19 90,800,290
15 3450,1250,2750
33 3450,1400,1900
8 19kts
9 C
10 A
11 09
a. 1730
b. 1380
c. 1380
d. 1380
27
a. 2980
b. 1380
c. 2030
d. 1380
1 B 25 B
2 A 26 B
3 C 27 B
4 C 28 C
5 C 29 C
6 B 30 A
7 B 31 C
8 C 32 A
9 C 33 B
10 C 34 C
11 A 35 B
12 B 36 A
13 C 37 C
14 C 38 A
15 B 39 A
16 A 40 A
17 C 41 C
18 B 42 B
19 A 43 B
20 C 44 C
21 B 45 C
22 C 46 B
23 A 47 C
24 B 48 A
49 B
Chapter 5 Set 1
1. A
2. B
3. C
4. A
5. A
6. B
7. C
8. A
9. B
10. A
Chapter 5 Set 2
1. C
2. B
3. A
4. A
5. C
6. A
7. B
8. B
9. A
10. B
11. A
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Chapter 6
PET Q’s
1. C
2. B
3. B
4. B
5. A
6. A
3. WC 45 HW GS 255 WC 60 HW GS ON 240
4. B
412 nm
75 nm 239 nm
X
337 nm
A C
A to B GS O 240 GS H 310
B to C GS O 220 GS H 330
PNR QUESTIONS
1. C
2. B
3. A
4. B
Sample Exam
1. C
2. A
3. A
4. C
5. C
6. C
7. B
8. A
9. A
10. B
11. B
12. C
13. B
14. B
15. B
16. A
17. C
18. B
19. C
20. A
21. C
22. A
23. B
24. B
25. A
26. A