Flight Planning Exam 1

Flight Planning Exam 1, 60 Questions, 3hrs 1. An aircraft takes off from an airfield at 2000ft amsl and climbs to

FL120. The QNH is 1030mb, assuming 1mb = 30ft, how far does the aircraft climb?

(a) 12000ft (b) 9500ft (c) 10000ft (d) 10500ft

2. An aircraft flying at M0.78 at FL310, OAT -34ºC, is overhead position

X at 0730UTC. ATC instruct the pilot to cross position Y 600nm away at 0900UTC. Assuming the pilot makes an immediate speed correction, and assuming a mean wind component of –50kts, the required Mach is:

(a) M0.78 (b) M0.82 (c) M0.80 (d) M0.75

3. Referring to Chart ED6, the magnetic course between FREIBURG

airfield (N4801 E00750) and MENGEN airfield (N4803 E00923) is:

(a) 086º M (b) 088º M (c) 090º M (d) 084º M

4. The still air distance in a climb to FL120 is 40nm and the time taken is

20 minutes. What is the ground distance covered if the mean wind component during the climb is 30kts tail wind?

(a) 40nm (b) 50nm (c) 25nm (d) 70nm

5. The fuel burn on an aircraft is 200kg/hr when the SG is 0.8. What is

the fuel burn if the SG is 0.78?

(a) 205kg/hr (b) 200kg/hr (c) 195kg/hr (d) 190kg/hr

Bristol Groundschool Flight Planning Exam 1

6. Utilizing the MRTJ planning graph Fig 4.3.6 (alternate planning – simplified), calculate the fuel and time required for the alternate given the following data:

Distance to alternate 350nm ground distance Mean wind component 50kts head wind Landing weight at alternate 48000kg

(a) 2600kg 1hr 05mins (b) 2200kg 55mins (c) 2600kg 55mins (d) 2100kg 1hr 05mins

7. Using the MRTJ Step Climb simplified fuel planning graph (Fig 4.3.5),

calculate the trip time required given the following data:

Ground distance 3100nm Brake release weight 60000kg Mean wind component 25kts tail Mean temperature ISA -10º

(a) 7hrs (b) 7hrs 10mins (c) 6hrs 45mins (d) 7hrs 25mins

8. The fuel required for 30 minutes of holding at 5000ft amsl using the

MRTJ planning table Fig 4.4 and a holding weight of 53000kgs is:

(a) 2420 kgs (b) 1260 kgs (c) 1210 kgs (d) 2550 kgs

9. Alternate fuel for a reciprocating engine aircraft should include:

(i) Missed approach procedure from applicable MDA/DH and climb from missed approach level to cruise level.

(ii) Cruise from top of climb to top of descent. (iii) Descent from top of descent and execution of approach and

landing at alternate airfield. (iv) Final fuel reserve.

(a) i and ii (b) i, ii and iii (c) iii (d) i, ii, iii and iv


10. Referring to the Flight Planning manual for the SEP example aircraft, the endurance that could be achieved assuming the following data is:

Weight before engine start 3663lbs Initial fuel 74 US gal Take off altitude Sea Level Full throttle/2300RPM Pressure alt 9000ft ISA

(a) 5hrs 48mins (b) 5hrs 28mins (c) 5hrs 08mins (d) 6hrs 12mins

11. Refer to chart ED6, the navigation aid at SULZ (N4823 E00839) is:

(a) VOR/DME (b) VORTACAN (c) VOR/NDB (d) VOR

12. Refer to chart ED6, the airfield type and runway surface at Illertissen

(N4814 E01008) are:

(a) Civil / Hard runway (b) Civil / Grass runway (c) Military / Hard runway (d) Military / Grass runway

13. When completing an ATS Flight Plan, for a scheduled flight under IFR,

the following should be entered under ITEM 8:

(a) ‘I’ ‘S’ (b) ‘I’ (c) ‘Y’ ‘G’ (d) ‘Y’

14. When submitting an ATS Flight Plan, the letter ‘H’ in ITEM 9 referring

to wake turbulence refers to an aircraft with a maximum certified take-off weight of:

(a) less than 7000 kgs (b) greater than 7000 kgs but less than 136000 kgs (c) greater than 136 000 kgs (d) either b or c


15. When submitting an ATS flight plan in flight, how many minutes before entry into controlled or advisory airspace must it reach the appropriate ATS unit?

(a) 5 mins (b) 10 mins (c) 15 mins (d) 30 mins

16. A repetitive flight plan may be filed when:

(i) The flights are to take place on the same day(s) of consecutive weeks.

(ii) There are at least 10 flights (iii) There is a high degree of stability in the elements of the flight

plan. (iv) The plan covers the whole flight.

(a) i and ii (b) i (c) i, ii and iii (d) i, ii, iii and iv

17. When completing an ATS Flight Plan, under ITEM 10, standard

COM/NAV equipment and Transponder with Mode C would be entered as follows:

(a) S / C (b) N / A (c) S / A (d) N / C

18. When flying on an ATS Flight Planned route, changes in terms of

planned speed should be notified when deviations of TAS/MACH exceed:

(a) 5% TAS / 0.01M (b) 20kts / 0.1M (c) 10% TAS / 0.02M (d) 50kts / 0.1M

19. Aircraft total endurance has been calculated as 3½hrs, under ITEM 19

of an ATS Flight Plan this should be entered:

(a) 0350 (b) 0330 (c) 0210 (d) 0035


20. In general, when flying outside designated ATS routes, details of the route for the purpose of completing an ATS flight plan should normally be defined by points defined by Latitude and Longitude or by range and bearing from a beacon that are:

(a) Not more than 30 mins flying time or 200nms apart. (b) Separated by not more than 10º of longitude. (c) Separated by not more than 5º of latitude. (d) Only when changes to TAS/Mach or level occur.

21. Referring to chart 5AT(Hi), the initial true course routing from Keflavik

(N6400 W02240) to Glasgow (N5555 W004 20) is 122ºT. The initial Grid course is:

(a) 122ºG (b) 144ºG (c) 102ºG (d) 136ºG

22. Referring to chart E(Hi)4, routing from Dublin (N5330 W00618)

towards BEGDA (south east on UB39) at FL330, OAT -45ºC, M0.78, wind 245ºM/60kts,the heading required and ground speed achieved are:

(a) 137ºM / 481kts (b) 130ºM / 488kts (c) 124ºM / 494kts (d) 104ºM / 508kts

23. Referring to the significant weather chart at Appendix A, when routing

from overhead Rome (N42 E014) to Cairo ((N3000 E03200), the most accurate description of the significant weather to be encountered at FL330 is:

(a) Isolated embedded CB, moderate airframe icing and clear air

turbulence. (b) A westerly jetstream of 90kts, light airframe icing. (c) A westerly jetstream of 90kts, moderate clear air turbulence. (d) Isolated embedded CB and moderate clear air turbulence

24. Referring to the significant weather chart at Appendix A, possible flight

hazards in the vicinity of N37.7 E015.0 are:

(a) Strong westerly winds. (b) Low visibility and turbulence. (c) A cold front with associated clouds and icing. (d) Multiple engine malfunction including engine flame out, smoke

or dust in the cockpit and unreliable instrument indications.


25. Referring to the significant weather chart at Appendix A, when routing from overhead significant weather likely to be encountered overhead Baghdad (N3300 E04400) are:

(a) Light, occasionally moderate clear air turbulence. (b) Light, occasionally moderate airframe icing. (c) Isolated embedded CB. (d) Isolated embedded CB, moderate or severe turbulence and icing.

26. Referring to the significant weather chart at Appendix A, the most

accurate description temperature and atmospheric conditions overhead Rome (N42 E014) are:

(a) The 0ºC isotherm is at 11000ft. (b) The 0ºC isotherm is at 3500ft. (c) The tropopause is at FL350. (d) The tropopause is at FL350 and the 0ºC isotherm is at 11000ft.

27. The following forecast for EHBK was issued at and is valid for the

following times:

EHBK 130428Z 131206 21017G28KT 9999 SCT018 SCT030 TEMPO 1219 6000 -SHRAGS SCT010 SCT016CB PROB30 TEMPO 1218 22020G35KT 3500 TSRAGS SCT007 BKN015CB BECMG 1720 27015KT PROB30 TEMPO 2006 6000 -RA -SHRA SCT009 BKN012=

(a) Issued at 1304Z on the 28th, valid from the1312Z to 0600Z. (b) Issued on the 13th at 0428Z, valid from the 13th at 1200Z to the

14th at 0600Z. (c) Issued on the 13th at 0428Z, valid from the 1312Z to 0600Z. (d) Issued on the 13th at 0428Z, valid from the 13th at 1206Z to

2107Z 28. Given the following forecast, the most likely cloud and visibility

conditions for an arrival at EHBK on the 13th at 2200 are:

EHBK 130428Z 131206 21017G28KT 9999 SCT018 SCT030 TEMPO 1219 6000 -SHRAGS SCT010 SCT016CB PROB30 TEMPO 1218 22020G35KT 3500 TSRAGS SCT007 BKN015CB BECMG 1720 27015KT PROB30 TEMPO 2006 6000 -RA -SHRA SCT009 BKN012=

(a) Scattered at 900ft, broken at 1200ft, 6000m. (b) Scattered at 1800ft, better than 10kms. (c) Scattered at 1000ft, scattered at 1600ft, 6000m. (d) Scattered at 700ft, broken at 1500ft, 3500m.


29. Given the following forecast, the worst wind and visibility conditions forecast for an arrival at EHAM on the 14th at 0800Z are:

EHAM 131040Z 131812 28012KT 9999 FEW015 SCT020 BECMG 1922 27017KT TEMPO 2012 7000 -SHRA FEW008 SCT013CB BKN018 PROB30 TEMPO 2109 28020G30KT 4500 -SHRA SCT008 SCT012CB BKN014=

(a) 280º/20kts gusting 30kts, 4500m. (b) 280º/12kts, better than 10kms. (c) 270º/17kts, 7000m. (d) 200º/12kts, 7000m

30. Given the following forecast, the worst forecast cloud and visibility

conditions for an arrival at EHAM on the 13th at 2200are:

EHAM 131040Z 131812 28012KT 9999 FEW015 SCT020 BECMG 1922 27017KT TEMPO 2012 7000 -SHRA FEW008 SCT013CB BKN018 PROB30 TEMPO 2109 28020G30KT 4500 SHRA SCT008 SCT012CB BKN014=

(a) Few at 1500ft, scattered at 2000ft, better than 10kms. (b) Few at 800ft, scattered at 1300ft, broken at 1800ft, 7000m. (c) Scattered at 800ft, scattered at 1200ft, broken at 1400ft,

7000m. (d) Scattered at 800ft, scattered at 1200ft, broken at 1400ft,

4500m. 31. Refer to the following forecast, the most likely cloud and visibility

conditions for an arrival at KADW at 1900Z are:

KADW 131010 16008KT 3200 BR BKN003 BKN005 OVC010 QNH2965INS BECMG 1213 20010G15KT 4800 BR FEW005 BKN010 OVC025 510005 QNH2963INS BECMG 1516 23012G20KT 8000 BR SCT010 BKN025 BKN060 520003 540105 QNH2958INS BECMG 2021 27015G25KT 9999 NSW SCT025 BKN050 540005 QNH2951INS BECMG 0203 27025G35KT 9999 SCT060 530006 QNH2959INS T04/11Z T18/19Z=

(a) Broken at 300ft, broken at 500ft, overcast at 1000ft, 3200m. (b) Scattered at 2500ft, broken 5000ft, better than 10kms. (c) Scattered at 1000ft, broken at 2500ft, broken at 6000ft, 8000m. (d) Few at 500ft, broken at 1000ft, overcast at 2500ft, 4800m.

32. Refer to chart E(HI)5, when routing from MARGY (N4846 E00344) to

TRASADINGEN (N4741 E00826), on leaving the Paris TMA the shortest route likely to be available during a period of intense military activity is:

(a) MARGY UA109 TRA (b) MARGY UG42 LUL UG4 TRA (c) MARGY UG47 RLP UG4 TRA (d) MARGY DCT TRO UG4 TRA


33. Refer to chart E(HI)4, when routing from LANDSEND (N5008 W00538)

direct to DINARD (N4835 W00205) the mean true course is:

(a) 123º T (b) 130º T (c) 137º T (d) 310º T

34. Refer to chart E(HI)4, the reporting point at CAEN (N4910 W00027) is:

(a) Compulsory. (b) Non compulsory. (c) Either compulsory or on request only. (d) Optional for Paris CDG arrivals.

35. Refer to chart E(HI)5, UB375, which routes between TROYES (N4815

E00358) and LA TOUR DU PIN (N4529 E00526) is:

(a) An unrestricted weekend airway. (b) A weekend airway for Paris arrivals only. (c) For Paris arrivals only, but not available during military activity. (d) An unrestricted airway far Paris arrivals and departures.

36. Refer to chart E(HI)5, the navigation aid at MARSEILLE (N4322.6

E00519.6) is:

(a) VOR (b) VOR/DME (c) VOR/DME/NDB (d) VOR/NDB

37. Referring to chart E(HI)4, on airway UR11 between DINKESBUHL

(N4909 E01014) and TANGO (N4837 E00916), the minimum altitude or level that would ensure a 1000ft clearance above obstacles is:

(a) FL50 (b) 4600ft amsl. (c) FL270. (d) 3700ft amsl.

38. Referring to the STAR charts for ZURICH, on a TANGO 4Z arrival, the

lowest holding altitude at SAFFA intersection is:

(a) 6000ft (b) FL240 (c) 5000ft (by ATC) (d) FL140


39. Referring to the STAR charts for ZURICH, on a CANNE 1Z arrival, ALBIX intersection should be crossed at the following altitude:

(a) Not below 8000ft. (b) Between 14000ft and 10000ft. (c) At 8000ft. (d) Not below 10000ft.

40. Referring to the SID charts for ZURICH, on a ZUE 6S departure, if

IMC, the initial turn should be made at:

(a) KLO 1.1 DME (b) KLO 2.5 DME (c) 2400ft QNH (d) 2400ft QNH or KLO 2.5 DME whichever is earlier.

41. Referring to the Zurich ILS 16 chart, the initial part of the missed

approach procedure is:

(a) Climb on track 155º. At 2.0 DME from IZH ILS station, turn left to intercept the R-214 inbound to ZUE VOR.

(b) Climb on track 155º. At 2.0 DME IZH ILS passed the station, turn left to intercept the R-214 inbound to ZUE VOR.

(c) Climb on track 155º. At 2.0 DME IZH ILS passed the station, but not below 1900ft, turn left to intercept the R-214 inbound to ZUE VOR.

(d) Climb on track 155º. At 2.0 DME IZH ILS passed the station, turn left onto track 034º.

42. Referring to the Paris Charles-De-Gaulle approach chart for an ILS

Rwy 09 (‘STANDARD APPROACH’ via MERUE), an altitude of 3000ft should be achieved and maintained by:

(a) 4.0nm outbound on R-100º from MERUE. (b) PONTOISE VOR. (c) By glideslope interception. (d) 4.5nm outbound on R-159º from PON VOR, R-275 from CGN

VOR. 43. Referring to the Paris Charles-De-Gaulle approach chart for an ILS

Rwy 27 (‘STANDARD APPROACH’ via BOURSONNE or SUSIN), jet aircraft should cross COULOMMIERES VOR/DME on the following descent profile:

(a) Above FL70 (b) At FL60 (c) At FL70 and then descend to 4000ft (d) Above 4000ft


44. Referring to the Paris Charles-De-Gaulle approach charts for an ILS Rwy 09, the transition level is:

(a) FL30 (b) 4000ft (c) Notified by Air Traffic Control (d) 3629ft

45. Referring to the Paris Charles-De-Gaulle JAA minimums and approach

charts as required, the Decision Altitude and minimum visibility for a Category D aircraft (all operators) for an ILS Rwy 09 are:

(a) 571ft / 550m (b) 571ft / 900m (c) 471ft / 350m (d) 690ft / 1400m

46. Referring to the MRTJ en-route climb tables, the time taken and fuel

used for an aircraft to climb from SL to FL330, assuming a brake release mass of 62000kgs and ISA+7º, are:

(a) 19 mins / 1600kgs (b) 19 mins / 1550kgs (c) 20 mins / 1700kgs (d) 21 mins / 1700kgs

47. Referring to the MRTJ en-route climb tables, the ground distance

covered in a climb from SL to FL350, assuming a brake release mass of 60000kgs and ISA+2º, and a mean wind component of –30kts is:

(a) 121nm (b) 112nm (c) 105nm (d) 119nm

48. Referring to the MRTJ tables, the Long Range Cruise TAS achieved at

FL330, ISA -6º, at aeroplane mass of 54000kgs, is:

(a) 433kts (b) 427kts (c) 423kts (d) 420kts


49. Referring to the MRTJ Long Range Cruise tables, calculate the fuel required for a navigation leg of 450nm ground distance assuming the following data:

Aircraft mass at start leg 52000kgs Cruising level FL310 Temperature conditions ISA Mean wind component 40kts tail

(a) 2100kgs (b) 2250kgs (c) 2300kgs (d) 2450kgs

50. Referring to the MRTJ planning charts, for an aircraft at cruising mass

of 53000kgs, the optimum cruising altitude for Long Range Cruise is:

(a) FL370 (b) FL350 (c) FL330 (d) FL310

51. Referring to the MRTJ charts, the time taken and fuel used during a

descent from FL350, including a straight in approach, assuming a 0.74M/250kts profile, are:

(a) 23mins / 295kgs (b) 22mins / 290kgs (c) 21mins / 285kgs (d) 20mins / 275kgs

52. Referring to the MRTJ planning charts, the nautical air mile distance

covered in a descent from FL330 to SL, assuming an economy descent profile and a landing mass of 45000kgs is:

(a) 89nm (b) 99nm (c) 80nm (d) 109nm


53. Referring to the MRTJ charts for Critical Fuel Reserves, assuming the following data,

Distance from Critical Point to diversion airfield 800nm Aircraft mass at Critical Point 55000kgs Mean wind component 50kts tail wind Temperature conditions ISA No anti icing required Standard profile

The ALL ENGINE OPERATIVE critical fuel reserve required is:


54. Referring to the MRTJ fuel tankering chart, what percentage of

‘tankered fuel’ would be burnt given the following parameters:

Trip distance 1500nm Altitude FL330 Long Range Cruise speed Landing mass 45000kgs

(a) 10.8% (b) 11.7% (c) 13.5% (d) 12.6%

55. Referring to the MRTJ Fuel Tankering and Price Differential charts,

what is the break-even fuel price at destination airport, given the following data:

Fuel price at departure airport: 125 cents / gallon Trip distance 1600nm Altitude / speed FL330 / 0.74M Landing mass 50000kgs

(a) 136 cents / gallon (b) 144 cents / gallon (c) 115 cents / gallon (d) 154 cents / gallon


56. Given the following information, how much extra payload could be carried?

Planned Take Off Mass 56000kgs Regulated Take Off Mass 62800kgs Regulated Landing Mass 54900kgs Trip Fuel 8500kgs


57. Given the following information,

Leg distance A to B 1350nm TAS 443kts Mean wind component A to B 40kts tail wind

What is the distance from B at which the Point of Equal Time is passed?

(a) 614nm (b) 736nm (c) 675nm (d) 650nm

58. Given the following information, what is the distance from C to the

Point of Safe Return?

Leg distance C to D 1500nm Safe Endurance 4hrs 45mins Outbound groundspeed 490kts Homebound groundspeed 400kts

(a) 674nm (b) 1046nm (c) 854nm (d) 980nm

59. When completing an ATS Flight Plan, details of a cruise climb from

FL270 to FL390, initiated at N5000 W00500, at a climb speed of 0.8M, would be entered in ITEM 15 as:

(a) CRUISE CLIMB/N50W005/FL270FL390/M080 (b) CLIMB/N50W005/F270F390/M080 (c) C/50N005W/M080F270F390 (d) C/N50W050/F270F390M080


60. When submitting an ATS Flight Plan, the letter ‘L’ in ITEM 9 referring to wake turbulence refers to an aircraft with a maximum certified take-off weight of:

(a) less than 7000 kgs (b) greater than 7000 kgs but less than 136000 kgs (c) greater than 136 000 kgs (d) either b or c


Annex A


Intentionally Blank


Flight Planning Exam 1, 60 questions, 3 hours A B C D 1 2 3 4 5 6 7 8 9 10

A B C D

11 12 13 14 15 16 17 18 19 20

41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60

A B C D 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40


Intentionally Blank


Answers

1 d 21 b 41 c 2 d 22 a 42 d 3 b 23 c 43 c 4 b 24 d 44 c 5 b 25 d 45 b 6 a 26 c 46 c 7 b 27 b 47 b 8 c 28 b 48 b 9 b 29 a 49 b

10 b 30 d 50 b 11 d 31 c 51 b 12 b 32 b 52 b 13 a 33 a 53 b 14 c 34 c 54 d 15 b 35 c 55 b 16 d 36 a 56 c 17 a 37 b 57 b 18 a 38 c 58 b 19 b 39 d 59 c 20 a 40 d 60 a


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