CDFA maintains glide angle just like ILS approach which 3 deg not 5! it saves fuel and reduces noise to fly from top of descent to touchdown.
test-current-question: &a1
questionId: etYWOe3c
templateId: QSNIUAEW3
seed: zVRg5awL
type: multiple-choice
question: >-
What advantages can an aerodrome or an operator gain from implementing a
Continuous Descent Final Approach (CDFA)?
1\. Glide path can be increased from 3 degrees to 5 degrees
2\. Reduced engine emissions
3\. Reduced airframe noise
4\. Reduce noise footprint
5\. Mandated speed increase
6\. Reduced fuel consumption
annexes: []
correctOptionId: OYPPE9RWO
options:
- id: OD2OD7BLH
text: 2, 3, 4 and 6.
why: ""
- id: OYPPE9RWO
text: 1, 2, 4 and 6.
why: ""
- id: OSXCHNFKN
text: 1, 3, 5 and 6
why: ""
- id: O8MD5MW8M
text: 1, 3, 4 and 5.
why: ""
explanation: ""
selectedOptionId: OD2OD7BLH
test:
id: mGU4xTmR
questionBank: atpl
title: 032 study
status: started
mode: study
currentQuestionIndex: 25
timeSpentInMs: 4046810
durationInMs: 2400000
questions:
- questionId: dKvTPIsh
templateId: QGWRNRAC
seed: 26BfQ7dy
type: multiple-choice
question: What is the effect of a low QNH on aircraft performance at take off?
It...
annexes: []
correctOptionId: OJ7GZU37F
options:
- id: OJ7GZU37F
text: increases the take off roll due to the decrease in thrust available.
why: ""
- id: OXKPXT9RG
text: increases the obstacle margin due to the difference between the local QNH
and 1013.2 hPa.
why: ""
- id: O2AA1TGC3
text: improves the climb gradient due to the lower pressure altitude.
why: ""
- id: OHD2UMXTD
text: decreases the take off roll due to the lower True Air Speed TAS.
why: ""
explanation: ""
selectedOptionId: OJ7GZU37F
- questionId: YakDNXjd
templateId: QEEXQOLY
seed: cXO5dbXB
type: multiple-choice
question: Which of the alternatives represents the correct relationship?
annexes: []
correctOptionId: OMMTRVWBN
options:
- id: O4YARCMVC
text: VMCA and VR should not exceed V1.
why: ""
- id: OA1WKYFUU
text: V2 and V1 should not exceed VMCG.
why: ""
- id: OMMTRVWBN
text: VMCG and V1 should not exceed VR.
why: ""
- id: OFEB5GZIA
text: VMCL and V1 should not exceed VR.
why: ""
explanation: ""
selectedOptionId: OA1WKYFUU
- questionId: 2tLzDSII
templateId: QREUJXSK
seed: NYL5nEBo
type: multiple-choice
question: "During a descent a tailwind will have the following effects:"
annexes: []
correctOptionId: OM00K9XSF
options:
- id: ORMDQ5PRF
text: descent angle remains constant, flight path angle increases.
why: ""
- id: OM00K9XSF
text: descent angle remains constant, flight path angle decreases.
why: ""
- id: O1KIOLTYY
text: descent angle increases, flight path angle decreases.
why: ""
- id: O9NRU8WMM
text: descent angle and flight path angle increases.
why: ""
explanation: ""
selectedOptionId: O9NRU8WMM
- questionId: ygfUzlKQ
templateId: QNWQNJPUB
seed: rHPPGVp4
type: multiple-choice
question: >-
Refer to figure or CAP698 file 4.1.
A flight has been planned to operate at the maximum field-length limited
take-off mass (FLLTOM). This was based upon the planned runway being 04
and the forecast wind to be light and variable. During the taxi, an
aircraft just ahead was cleared to take-off and the reported wind was
270° (M)/20 kt. What observations should the flight crew raise given
this updated wind?
annexes:
- /content/atpl/media/AD0JVHMDW.jpg
correctOptionId: OH1RZOXFH
options:
- id: OI3ILKKRI
text: The approximate headwind of 15 kt means the aircraft should return to
stand because the actual take-off distance has decreased and
therefore the take-off mass can be increased.
why: ""
- id: OW0QLC3KT
text: The take-off can be commenced because the updated wind means that the new
headwind has increased the take-off performance and therefore
increased the maximum FLLTOM.
why: ""
- id: ORW3T57G9
text: The departure can be continued because the planned take-off mass is based
on a calculation that included the maximum tailwind.
why: ""
- id: OH1RZOXFH
text: The aircraft performance should be re-calculated prior to take-off because
there is now a tailwind of approximately 13 kt.
why: ""
explanation: ""
selectedOptionId: OH1RZOXFH
- questionId: OrnE2rWJ
templateId: QXYNTBFP3
seed: PRRsw0G6
type: multiple-choice
question: Consider a fixed-pitch propeller aeroplane at take-off. When the
aeroplane accelerates during the take-off run phase, the blade angle of
attack will (1) \_\_\_\_\_ and the thrust produced by the propeller will
(2) \_\_\_\_\_.
annexes: []
correctOptionId: OC86NUUXG
options:
- id: OC86NUUXG
text: (1) decrease; (2) decrease
why: ""
- id: OMQFF2584
text: (1) increase; (2) increase
why: ""
- id: OK18E1AOC
text: (1) decrease; (2) increase
why: ""
- id: O1LWH4ZCV
text: (1) increase; (2) decrease
why: ""
explanation: ""
selectedOptionId: OC86NUUXG
- questionId: yUNEoMN1
templateId: QKMHOWI9Z
seed: SrYz5tJH
type: multiple-choice
question: "Assuming other factors remain constant and not limiting, increasing
the aerodrome pressure altitude:"
annexes: []
correctOptionId: OZ8PWC4GF
options:
- id: OZ8PWC4GF
text: will cause the maximum permitted take-off mass to decrease.
why: ""
- id: OKZJ9FNVQ
text: has no effect on the maximum permitted take-off mass.
why: ""
- id: ON7ZAUP3P
text: will cause the maximum permitted take-off mass to increase.
why: ""
- id: OOOK0HJ57
text: has no effect on the maximum permitted take-of mass up to 5000 ft pressure
altitude above which it increases.
why: ""
explanation: ""
selectedOptionId: OZ8PWC4GF
- questionId: ZIgqxCon
templateId: QGYXLJGY
seed: C1QNw3UC
type: multiple-choice
question: In case of an engine failure with a multi-engine aeroplane, how are
the changes from VX to VXSE and from VY to VYSE?
annexes: []
correctOptionId: OIEMZVABE
options:
- id: OIEMZVABE
text: VXSE is higher than VX and VYSE is lower than VY
why: ""
- id: ODWUJ4E2D
text: VXSE is lower than VX and VYSE is lower than VY
why: ""
- id: O7AD9H2KY
text: VXSE is lower than VX and VYSE is higher than VY
why: ""
- id: OUG7THDGJ
text: VXSE is higher than VX and VYSE is higher than VY
why: ""
explanation: ""
selectedOptionId: OIEMZVABE
- questionId: TqSGQWlr
templateId: QH7CL0BBF
seed: G04fiClz
type: multiple-choice
question: On a reciprocating engine aeroplane, to maintain a given angle of
attack, configuration and altitude at higher gross mass…
annexes: []
correctOptionId: OYIAJW0JP
options:
- id: OYIAJW0JP
text: an increase in airspeed and power is required.
why: ""
- id: OBSYZVCJL
text: requires an increase in power and decrease in the airspeed.
why: ""
- id: OXPD2A4NP
text: an increase in airspeed is required but power setting does not change.
why: ""
- id: OLGK6FAAB
text: a higher coefficient of drag is required.
why: ""
explanation: ""
selectedOptionId: OYIAJW0JP
- questionId: u2Klurpt
templateId: QFAHDBIK7
seed: CkMkghHv
type: multiple-choice
question: What will be the effect on the take-off distance required, if both the
aerodrome pressure altitude and the aerodrome temperature increase ?
annexes: []
correctOptionId: OPUMMUXKN
options:
- id: OMYBL4T3Q
text: Take-off distance required remains almost the same because the increase in
temperature cancels out the effects of the increase in pressure
altitude.
why: ""
- id: OTXWOVAMX
text: Take-off distance required will increase by a small amount because the
increase in pressure altitude reduces the effects of the increase in
temperature.
why: ""
- id: OYNWKPNUR
text: Take-off distance available will increase.
why: ""
- id: OPUMMUXKN
text: Take-off distance required will increase.
why: ""
explanation: ""
selectedOptionId: OPUMMUXKN
- questionId: BUTeAcFB
templateId: QC7TFYETM
seed: QuQFumO7
type: multiple-choice
question: >-
Refer to figure.
Which of the figures shows the change in the total drag graph when
density altitude is increased?
annexes:
- /content/atpl/media/ANNZKD1VQ.jpg
correctOptionId: OQLNZZJOB
options:
- id: OCQVW5QLD
text: Figure 4
why: ""
- id: OUTLALO73
text: Figure 1
why: ""
- id: O7CZCC01O
text: Figure 2
why: ""
- id: OQLNZZJOB
text: Figure 3
why: ""
explanation: ""
selectedOptionId: OUTLALO73
- questionId: 473N0NBH
templateId: QOCB9VSUP
seed: uTIOVnE5
type: multiple-choice
question: What is the effect of increased mass on the performance of a gliding
aeroplane?
annexes: []
correctOptionId: O5PH9QPKF
options:
- id: O5PH9QPKF
text: The speed for best angle of descent increases.
why: ""
- id: OAHRP5FQA
text: There is no effect.
why: ""
- id: OJ2NGHGAT
text: The lift/drag ratio decreases.
why: ""
- id: OFJQYKHQR
text: The gliding angle decreases.
why: ""
explanation: ""
selectedOptionId: O5PH9QPKF
- questionId: clKiUL2Z
templateId: QEJVE11BF
seed: 1iQi0Ov6
type: multiple-choice
question: >-
Refer to figure.
Which of the following graphs illustrate the power change with
decreasing altitude?
annexes:
- /content/atpl/media/A5EJLDX5C.jpg
correctOptionId: OVSYTSOE8
options:
- id: OZTZASXUM
text: Figure 4
why: ""
- id: OVSYTSOE8
text: Figure 3
why: ""
- id: OZ7TQOB8W
text: Figure 2
why: ""
- id: OW0KPUSTH
text: Figure 1
why: ""
explanation: ""
selectedOptionId: OVSYTSOE8
- questionId: QPHM6sek
templateId: QYXSUTCDA
seed: 7g2HlmRC
type: multiple-choice
question: Which of the following statements is correct?
annexes: []
correctOptionId: O2JAVUTDL
options:
- id: OCM5IFQHL
text: An underrun is an area beyond the runway end which can be used for an
aborted take-off.
why: ""
- id: O2JAVUTDL
text: A stopway means an area beyond the take-off runway, able to support the
aeroplane during an abandoned take-off.
why: ""
- id: OVVSR5CSC
text: If a clearway or a stopway is used, the liftoff point must be attainable
at least at the end of the permanent runway surface.
why: ""
- id: OI1T7XWQR
text: A clearway is an area beyond the runway which can be used for an aborted
take-off.
why: ""
explanation: ""
selectedOptionId: O2JAVUTDL
- questionId: C7cwCuk0
templateId: QFE7AR1M7
seed: CvJKbxuR
type: multiple-choice
question: Which of these combinations would provide the lowest specific fuel
consumption (SFC)?
annexes: []
correctOptionId: O48Q3KTIM
options:
- id: O48Q3KTIM
text: High altitude, low temperature
why: ""
- id: OU3RMY2BL
text: Low altitude, low temperature
why: ""
- id: O1KKTSUAK
text: Low altitude, high temperature
why: ""
- id: OH9B2AOTM
text: High altitude, high temperature
why: ""
explanation: ""
selectedOptionId: O48Q3KTIM
- questionId: sANp3VjH
templateId: QDFIO3SCE
seed: nBI72PVc
type: multiple-choice
question: Which of the following options correctly describes the effects on
aircraft performance of landing on wet or contaminated runways?
annexes: []
correctOptionId: O9OZL8JH0
options:
- id: OPIS6P4ZU
text: The effect of the increased wheel drag through the water is far greater
than the loss of friction and reduced braking effect, therefore
landing distances decrease.
why: ""
- id: O9OZL8JH0
text: The lower effective braking force has a much greater effect on increasing
the landing distance than the benefit of higher drag.
why: ""
- id: OYPFFN5Q3
text: Hydroplaning creates more drag on the wheels, which is evenly balanced by
less effective brake drag, thus creating a similar deceleration
force compared to a dry runway.
why: ""
- id: OFBTXLJYS
text: The coefficient of friction is dramatically increased, which reduces the
maximum braking energy that can be applied, which increases the
landing distance.
why: ""
explanation: ""
selectedOptionId: O9OZL8JH0
- questionId: gsurWVRf
templateId: QRS043A1J
seed: wDbPZkcG
type: multiple-choice
question: What is the effect on a take-off distance if both the aerodrome
pressure altitude and the aerodrome temperature increase?
annexes: []
correctOptionId: ONRZH6X80
options:
- id: OBW8HSVN0
text: Take off available will increase.
why: ""
- id: ONRZH6X80
text: Take off distance will increase.
why: ""
- id: OSWUNOCRJ
text: Take off distance will increase by a small amount because the increase in
pressure altitude reduces the effects of the increase in
temperature.
why: ""
- id: OOKVNDAW6
text: Take off distance remains about the same because the increase in
temperature cancels out the effect of the increase in pressure
altitude.
why: ""
explanation: ""
selectedOptionId: OBW8HSVN0
- questionId: lhIRWZBH
templateId: Q9MQBGOTA
seed: gBo9mWJG
type: multiple-choice
question: A multi-engined performance class B aeroplane has a wingspan of less
than 60 metres. What is the semi-width of the obstacle accountability
area at a distance of D from the end of the TODA? A semi-width…
annexes: []
correctOptionId: OAOHEIPJA
options:
- id: OAOHEIPJA
text: of at least 1/2 x wingspan plus 60 m, plus D x0.125.
why: ""
- id: O5LUYMBJW
text: of at least 1/2 x wingspan plus 90 m, plus D x0.125.
why: ""
- id: O8TM5OHUC
text: of at least 2 x wingspan plus 90 m, plus D x0.125.
why: ""
- id: OTJXL6LOK
text: at the discretion of the pilot to ensure obstacle avoidance.
why: ""
explanation: ""
selectedOptionId: OAOHEIPJA
- questionId: x5zZAGWk
templateId: QCXFTNNDG
seed: 6YwkMkjZ
type: multiple-choice
question: "In a turn at a constant angle of bank, the rate of turn is:"
annexes: []
correctOptionId: O4FYLM6XC
options:
- id: O4FYLM6XC
text: inversely proportional to the aircraft TAS.
why: ""
- id: OM8ASGWWQ
text: proportional to the aircraft weight.
why: ""
- id: OVBHOUIBD
text: independent to the aircraft TAS.
why: ""
- id: OTNJGAMN7
text: proportional to the aircraft TAS.
why: ""
explanation: ""
selectedOptionId: OTNJGAMN7
- questionId: shaQHau4
templateId: QGHMEJXS
seed: YL1nWxSA
type: multiple-choice
question: "The ratio of Thrust Required to TAS is a minimum at:"
annexes: []
correctOptionId: O8ZYIUCYO
options:
- id: OPA5KUM0O
text: Maximum climb gradient speed.
why: ""
- id: OUMNY5N4L
text: Maximum rate of climb speed.
why: ""
- id: O4WVGWHNE
text: Maximum endurance speed.
why: ""
- id: O8ZYIUCYO
text: Maximum range speed.
why: ""
explanation: ""
selectedOptionId: O8ZYIUCYO
- questionId: i3lQqyxE
templateId: QIZBRYRW
seed: dfNKLU17
type: multiple-choice
question: >-
Refer to figure.
Given the following information, determine the gradient and vertical
speed after take-off:
OAT: 20°C
Pressure altitude: 0 ft
Take-off mass: 12 000 lbs
Wind: 5 kt tailwind
Flaps: Clean
_Assume V2 is the climb speed._
annexes:
- /content/atpl/media/ABN6UAUEJ.jpg
correctOptionId: O5CUHCAE2
options:
- id: OWKL9OQ83
text: 6.3% and 750 ft/min.
why: ""
- id: OLHKXUWZT
text: 5.7% and 678 ft/min.
why: ""
- id: O5CUHCAE2
text: 5.7% and 685 ft/min.
why: ""
- id: ONQOLCYKW
text: 5.7% and 713 ft/min.
why: ""
explanation: ""
selectedOptionId: ONQOLCYKW
- questionId: 9YDTblzk
templateId: QAZXXJPL
seed: 2PbhOTFX
type: multiple-choice
question: >-
Refer to figure or CAP698 file 2.1\.
With regard to the take off chart for the single engine aeroplane determine the take off distance to 50ft and the take-off speeds. Given:
OAT: 25°C
Pressure Altitude: 4 000 ft
Aeroplane Mass: 3 000 lbs
Headwind component: 10kt
Flaps: Position Up
Runway: Paved and Dry
annexes:
- /content/atpl/media/A2UEOT4GV.jpg
correctOptionId: OQWTR37WF
options:
- id: ODTSEUV9Q
text: "TOD: 1 850 ft, Rotation speed: 70kt, 50ft speed: 80kt"
why: ""
- id: OY3LVRPNI
text: "TOD: 1 650 ft, Rotation speed: 68kt, 50ft speed: 78kt"
why: ""
- id: OWZVILWNA
text: "TOD: 2 200 ft, Rotation speed: 70kt, 50ft speed: 80kt"
why: ""
- id: OQWTR37WF
text: "TOD: 1 900 ft, Rotation speed: 68kt, 50ft speed: 78kt"
why: ""
explanation: ""
selectedOptionId: OQWTR37WF
- questionId: oeGW08AS
templateId: QRUBHWYKC
seed: H2N2LRE2
type: multiple-choice
question: Which of the following statements best defines spray (impingement) drag?
annexes: []
correctOptionId: OLAHAF7R7
options:
- id: OLAHAF7R7
text: Water from tyres touching the airframe
why: ""
- id: O8XHSI5IG
text: Aerodynamic drag from anti-ice
why: ""
- id: OXBIWSMN9
text: Loss of engine performance due to water entering the engine
why: ""
- id: OFN17M6PF
text: Water droplets in the airframe
why: ""
explanation: ""
selectedOptionId: OLAHAF7R7
- questionId: pj1DjTWA
templateId: QOZYG2O9C
seed: 4WcYeVlS
type: multiple-choice
question: When to use the formula 9\*square root of the tyre pressure in PSI?
annexes: []
correctOptionId: OAIC8UU7Z
options:
- id: O5CWIS4BX
text: For steam hydroplaning speed
why: ""
- id: OU81QVJKV
text: For reverted rubber-skidding speed
why: ""
- id: ODAPWZMLJ
text: For viscous hydroplaning speed
why: ""
- id: OAIC8UU7Z
text: For dynamic aqua-planning speed
why: ""
explanation: ""
selectedOptionId: ODAPWZMLJ
- questionId: 6LZ7kQTq
templateId: QQMK5WGP7
seed: kwp1LT2Z
type: multiple-choice
question: Select the correct statement with regard to the effect on the ground
roll distance if the flap-angle setting is increased from 5° to 10°. The
ground roll distance is
annexes: []
correctOptionId: OK2ZROBG6
options:
- id: OK2ZROBG6
text: reduced due to the increased lift, which reduces the stalling speed and
the required take-off speed.
why: ""
- id: OQR64PQJJ
text: increased due to the reduced lift, which increases the stalling speed and
the required take-off speed.
why: ""
- id: OZJPYQAZS
text: reduced due to the increased lift, which increases the stalling speed,
requiring a lower take-off speed.
why: ""
- id: OHXESOA2W
text: increased due to the increased drag, which increases the stalling speed
and the required take-off speed.
why: ""
explanation: ""
selectedOptionId: OK2ZROBG6
- questionId: BelQLch1
templateId: Q0WUGGZYA
seed: NVIHF05n
type: multiple-choice
question: >-
What will be the result if the pilot decides to set a TOGA thrust
instead of a FLEX thrust, when commencing the take-off run, after having
entered the following data into the FMS?
V1: 165 kt
VR:170 kt
V2: 174 kt
TFLEX: 46°C
annexes: []
correctOptionId: OLPZTX15M
options:
- id: OIXZ3W43A
text: It is NOT legal to commence a take-off run with a thrust setting other
than the one calculated as the take-off performance cannot be
assured using incorrect speeds.
why: ""
- id: ORITQ528E
text: The aeroplane will have an improved climb performance but because the
speeds are calculated for a reduced thrust setting, the aeroplane
will fail to achieve the required take-off distance and obstacle
clearance.
why: ""
- id: OLPZTX15M
text: The engine will achieve a higher thrust setting and take-off performance
will be improved when compared to the calculated values.
why: ""
- id: OSOHWYCJZ
text: The take-off speeds will be incorrect and too low. If an engine were to
fail at the most critical time for a continued take-off, the
aeroplane would fail to achieve the calculated performance.
why: ""
explanation: ""
selectedOptionId: ORITQ528E
- *a1
- questionId: 8pFPZ9P8
templateId: QV6DZB3SP
seed: 7IOUvEFO
type: multiple-choice
question: |-
Refer to figure or CAP698 file 3.8.
Given the following information.
Aerodrome Pressure Altitude: 4000 ft
OAT: 20°C
Landing Mass: 4513 lb
What is the Balked Landing rate of climb in still air conditions?
annexes:
- /content/atpl/media/A2VESFRO1.jpg
correctOptionId: OOJIAOBUE
options:
- id: OKNNPD9V5
text: 750 ft/min
why: ""
- id: OOJIAOBUE
text: 800 ft/min
why: ""
- id: ODTOODW1Z
text: 820 ft/min
why: ""
- id: ORBFMTUA6
text: 1 000 ft/min
why: ""
explanation: ""
- questionId: j23nUNXu
templateId: QWHV8M9PN
seed: u2hePodJ
type: multiple-choice
question: Regarding take-off distances and speeds for take-off, which of the
following answers is correct?
annexes: []
correctOptionId: OFKE9QFPJ
options:
- id: OCZHQPZAN
text: The balanced V1 is the maximum speed at which neither the one-engine-out
TOD nor TOR are exceeded.
why: ""
- id: O5D9SJ163
text: For a balanced field, the balanced V1 would result in the same ASD,
all-engine TOD and all-engine TOR.
why: ""
- id: OL1D0T0BF
text: For a balanced field, the balanced V1 would result in the same ASD,
one-engine-out TOD and one-engine-out TOR.
why: ""
- id: OFKE9QFPJ
text: At the runway limited take-off mass for a balanced field there is a single
speed for V1.
why: ""
explanation: ""
- questionId: WKMYsZHi
templateId: QGDJVAE5W
seed: 3mClIOhF
type: multiple-choice
question: The latest model of an aircraft changed the long range performance
climb speeds from 250kt / 0.74 to 250kt / 0.78\. Which of the following
changes to operational limits would cause this?
annexes: []
correctOptionId: OEAZRZODY
options:
- id: OAPDQW59Z
text: A decrease of the VMO.
why: ""
- id: OLVDIRMEA
text: A decrease of the MMO.
why: ""
- id: O7DQQUZMV
text: An increase of the VMO.
why: ""
- id: OEAZRZODY
text: An increase of the MMO.
why: ""
explanation: ""
- questionId: 3YJYtOBf
templateId: QAAFQC9GM
seed: K76yFbyP
type: multiple-choice
question: >2-
Landing Mass 35 000 kg
Flaps VREF
15 140 kt
30 135 kt
45 130 kt
An airplane is planned to land with a landing mass of 35 000 kg and it
is fitted with 200 psi tyres. What is the minimum recommended flap
setting on a wet runway usable in order to minimize the risk of
hydroplaning?
annexes: []
correctOptionId: OLYJPXLYP
options:
- id: OPVQW0YZN
text: "30"
why: ""
- id: O5DML0VYC
text: "45"
why: ""
- id: OMJUDP1CE
text: "15"
why: ""
- id: OLYJPXLYP
text: Any flap speed is above the hydroplaning speed
why: ""
explanation: ""
- questionId: spdl3Eth
templateId: QWXCMDWR
seed: xxVw0n49
type: multiple-choice
question: >-
(For this question use annex 032-009 or Performance Manual MEP 1 Figure
3.1).
OAT: 24°C
Pressure Altitude: 3000 ft
RWY: 12L
Wind: 080°/ 12 kt
Take-Off Mass: 3800 lb
Other conditions are as associated in the header of the graph.
Given the following information, what is the Ground Roll Distance?
annexes:
- /content/atpl/media/A6IPH8HC2.jpg
correctOptionId: OTSHXDWRU
options:
- id: OKB3RXIGQ
text: 1050 ft
why: ""
- id: OHRTJ22ZA
text: 1750 ft
why: ""
- id: ONBJ61FD6
text: 1150 ft
why: ""
- id: OTSHXDWRU
text: 1350 ft
why: ""
explanation: ""
- questionId: cAxTYMI4
templateId: QAVFGCKUB
seed: pYrjowTC
type: multiple-choice
question: What will be the effect on the range, if an aircraft experiences a
headwind component of 5 kt?
annexes: []
correctOptionId: OIRRFUFZT
options:
- id: O2GEJOSMZ
text: Range will increase.
why: ""
- id: O2PQT8RPL
text: Range stays the same, SFC will increase.
why: ""
- id: OXJNAB8O8
text: Range stays the same, SFC will decrease.
why: ""
- id: OIRRFUFZT
text: Range will decrease.
why: ""
explanation: ""
- questionId: iCMCgrln
templateId: QQUEVFRY
seed: iAjdEiQI
type: multiple-choice
question: >-
Refer to figure or CAP files 3.1.
Given the following information for a multi-engine piston aeroplane,
what are the ground roll and take-off distances?
OAT: +15°C
Pressure Altitude: 0 ft
Take-Off Mass: 3760 lb
Wind: 5 kt headwind
annexes: []
correctOptionId: OM5U7AK16
options:
- id: OEPENZZ2K
text: "Ground Roll: 1350 ft; Take-Off Distance: 1650 ft"
why: ""
- id: O65ZOQDGO
text: "Ground Roll: 1300 ft; Take-Off Distance: 1600 ft"
why: ""
- id: OZIQY5M7S
text: "Ground roll : 1450 ft; Take-Off Distance: 1750 ft"
why: ""
- id: OM5U7AK16
text: "Ground Roll: 1150 ft; Take-Off Distance: 1450 ft"
why: ""
explanation: ""
- questionId: dAAkMvoY
templateId: QZOVGAQO
seed: o6ncDsq6
type: multiple-choice
question: >-
Refer to figure or use CAP 698\. Figure 4.7.
The Medium-Range Jet Transport aeroplane (MRJT) is scheduled to depart
from Madrid airport.
Determine the brake release weight, given:
V1: 145 kt
Elevation: 1998 ft
Outside Air Temperature: + 38ºC
Runway Slope: 0.2% DOWN
Wind: 5 kt tailwind
annexes:
- /content/atpl/media/ABTCQSPVC.jpg
correctOptionId: OU7IC4DVA
options:
- id: OU7IC4DVA
text: Approximately 68 000 kg.
why: ""
- id: OKIYPS1HB
text: The same as the structural take-off mass of 62 800 kg.
why: ""
- id: OBUP3GP37
text: Significantly in excess of 68 000 kg.
why: ""
- id: OKGVMYOBT
text: It CANNOT be determined.
why: ""
explanation: ""
- questionId: 9hQT4BdI
templateId: QV2FDYIV5
seed: RtwJVz8C
type: multiple-choice
question: >-
Refer to figure or CAP 698 file 4.23.
Given the information provided below, the pilot of a jet-engine aircraft
must determine which of following en-route alternate airports are the
most appropriate diversion airports in case of an engine failure during
the cruise phase.
Temperature: ISA +10ºC or below
ANTI-ICE: ENG ANTI-ICE ON
Aircraft cruise mass: 43 000 kg
Required airport clearance for:
Airport 1: 21 000 ft
Airport 2: 23 000 ft
Airport 3: 24 500 ft
Airport 4: 19 500 ft
annexes:
- /content/atpl/media/AFIFHNUHB.jpg
correctOptionId: OCBBS2OVE
options:
- id: O11NONJTR
text: 2 and 3
why: ""
- id: OBUMAY00L
text: 3 and 4
why: ""
- id: OPNDR2LZE
text: 1 and 2
why: ""
- id: OCBBS2OVE
text: 1 and 4
why: ""
explanation: ""
- questionId: 4GGw05l9
templateId: Q2DL9VDQT
seed: uJGeEBWu
type: multiple-choice
question: >-
Refer to figure.
Determine the time, distance, and fuel required to descend to the
drift-down altitude using the attached table. Consider the following
data:
Altitude at engine failure: 39 000 ft
Weight at engine failure: 36 000 Ib
annexes:
- /content/atpl/media/ABRQ4AIBL.jpg
correctOptionId: OGWAWHNTD
options:
- id: OGWAWHNTD
text: 34 min; 156 NM; 830 Ib
why: ""
- id: OZQB2XF0F
text: 32 min; 145 NM; 740 Ib
why: ""
- id: OT0EFMRXU
text: 36 min; 140 NM; 760 Ib
why: ""
- id: O2WONVNFY
text: 30 min; 150 NM; 800 Ib
why: ""
explanation: ""
- questionId: AeFSJqP3
templateId: QQAK6GH5W
seed: GEvSUV25
type: multiple-choice
question: >-
Refer to figure.
For a twin engined turbojet in the cruise at M0.78, determine the hourly
fuel flow at FL340 and a mass of 55000 kg.
annexes:
- /content/atpl/media/AZS8K3EIB.jpg
correctOptionId: OGDJZ3JKW
options:
- id: OGDJZ3JKW
text: 2238 KG/H
why: ""
- id: OTYWSIXWK
text: 403.75 KG/H
why: ""
- id: OPVGQ65PQ
text: 4477 KG/H
why: ""
- id: O7VOHLYDR
text: 895.4 KG/H
why: ""
explanation: ""
- questionId: WwnYUPTE
templateId: QNLJKG9E7
seed: T2j8YhU6
type: multiple-choice
question: >-
Refer to figure or CAP 698 file 4.28.
Given the following information
Estimated Landing Mass: 45000 kg
Aerodrome Pressure Altitude: 4000 ft
Flap setting: 30°
Runway: dry, no slope
Headwind Component: 20 kt
Anti skid: OPERATIVE
Spoilers: AUTOMATIC
Air conditioning: AUTO
For a commercially operated turbo jet powered aeroplane Performance
Class A what is the Landing Distance Required?
annexes:
- /content/atpl/media/A7KS2EO3I.jpg
correctOptionId: OMZMFZABY
options:
- id: OBOPBZ3SR
text: 6080 ft
why: ""
- id: O0VKDEIDU
text: 7100 ft
why: ""
- id: OFWN5460E
text: 8162 ft
why: ""
- id: OMZMFZABY
text: 4250 ft
why: ""
explanation: ""
- questionId: ez2ZAy4X
templateId: QUOQ05XXN
seed: ZqhC5N6A
type: multiple-choice
question: >-
(Refer to figure or Performance Manual MRJT 1 Figure 4.24).
With regard to the drift down performance of the twin jet aeroplane, what is meant by "equivalent gross weight at engine failure"?
annexes:
- /content/atpl/media/A3ISMCSPP.jpg
correctOptionId: O2WEXXK15
options:
- id: OGLD3TTTX
text: This gross weight accounts for the lower Mach number at higher
temperatures.
why: ""
- id: OQDIARHKH
text: The increment represents fuel used before engine failure.
why: ""
- id: OGQMAPJO7
text: The increment accounts for the higher fuel flow at higher temperatures.
why: ""
- id: O2WEXXK15
text: The equivalent gross weight at engine failure is the actual gross weight
corrected for OAT higher than ISA +10° C.
why: ""
explanation: ""
- questionId: TESrSnwD
templateId: QCZG57BFM
seed: obKSer7f
type: multiple-choice
question: >-
Refer to figure.
Temperature: 30°C
Pressure Altitude: 6000 feet
Take-Off Weight: 320 tons
Downslope: 1%
Wind: 5 knots tailwind
Determine the V1, VR and V2 speeds in the following conditions round the
answers up to the nearest whole number
annexes:
- /content/atpl/media/AAOCQWDOO.jpg
- /content/atpl/media/AAOCQWDOO.jpg
correctOptionId: OA9UITRLC
options:
- id: OGAYFTGNN
text: V1 \= 147 KIAS, VR \= 159 KIAS, and V2 \= 169 KIAS.
why: ""
- id: OA9UITRLC
text: V1 \= 144 KIAS, VR \= 160 KIAS, and V2 \= 170 KIAS.
why: ""
- id: OVDKOPS3D
text: V1\= 144 KIAS, VR \= 156 KIAS, and V2 \= 166 KIAS.
why: ""
- id: ONBTZE4VU
text: V1 \= 148 KIAS, VR \= 159 KIAS, and V2 \= 169 KIAS.
why: ""
explanation: ""
- questionId: 8bIDSmRD
templateId: QCZLNJXM
seed: ZTDa6ADM
type: multiple-choice
question: A pilot is cleared to perform a Continuous Descent Arrival (CDA) into
an airport. He/she has calculated the descent profile and started the
descent. During the descent, he/she notices that the headwind is
stronger than calculated. In order to remain on the descent profile,
he/she expects (1) **\_\_\_\_\_** in groundspeed and therefore plans to
(2) \_\_\_**\_\_** his/her rate of descent.
annexes: []
correctOptionId: O1BPR1O3P
options:
- id: O1BPR1O3P
text: (1) A decrease; (2) reduce.
why: ""
- id: ORKEKK4YG
text: (1) A decrease; (2) increase.
why: ""
- id: O7U4DAASC
text: (1) An increase; (2) reduce.
why: ""
- id: O4VKHWCQY
text: (1) An increase; (2) increase.
why: ""
explanation: ""
- questionId: fzeexLwF
templateId: QRXATXYF
seed: EmoMhyld
type: multiple-choice
question: You suffer a decompression at FL370 at what speed should you decent to
your MSA?
annexes: []
correctOptionId: OCKUBBOKV
options:
- id: OCKUBBOKV
text: MMO
why: ""
- id: OPPIRUUB0
text: VMO
why: ""
- id: OZOBOGQRX
text: 1.32 VMD
why: ""
- id: O3NQOHRRL
text: 1.37 VMD
why: ""
explanation: ""
- questionId: 1AwxVjnD
templateId: QNUNQNJT
seed: mBuYa0CA
type: multiple-choice
question: "The speed for maximum lift/drag ratio will result in:"
annexes: []
correctOptionId: OKUQDSYAI
options:
- id: OQ4YWTBTV
text: The maximum endurance for a propeller driven aeroplane.
why: ""
- id: OTVKUHCEL
text: The maximum angle of climb for a propeller driven aeroplane.
why: ""
- id: OQMFS0FKQ
text: The maximum range for a jet aeroplane.
why: ""
- id: OKUQDSYAI
text: The maximum range for a propeller driven aeroplane.
why: ""
explanation: ""
- questionId: GeANwkMi
templateId: QXMDNXXD
seed: ZbB40Iip
type: multiple-choice
question: |-
Refer to figure or CAP698 file 2.3.
Given the following information, what are the ROC and climb gradient?
Climb speed: 110 kt TAS
Gross Mass: 3100 lb
OAT : + 13°C
QNH : 1030 hpa
Altitude: 6000 ft
annexes:
- /content/atpl/media/AVRWDN1WC.jpg
correctOptionId: OU2V7YKUB
options:
- id: ODW6AVAOJ
text: 1140ft, 10.6%
why: ""
- id: ODVJGHYGP
text: 1100ft, 9.6%
why: ""
- id: OU2V7YKUB
text: 1140ft, 10.1%
why: ""
- id: OE0AOMIQ9
text: 1080ft, 9.7%
why: ""
explanation: ""
- questionId: FUpPoEvi
templateId: Q19F7JPI8
seed: sS7cf0OW
type: multiple-choice
question: "The effect that an increased outside air temperature has on the climb
performance of an aeroplane is that it:"
annexes: []
correctOptionId: OV2XPSZQ7
options:
- id: OV2XPSZQ7
text: reduces both the climb gradient and the rate of climb.
why: ""
- id: OJYAD9RUK
text: does not affect the climb performance.
why: ""
- id: OWPOY9LZY
text: increases the climb gradient and decreases the rate of climb.
why: ""
- id: OBFBONG02
text: reduces the climb gradient and increases the rate of climb.
why: ""
explanation: ""
createdAtEpochMs: 1779114480717
startedAtEpochMs: 1779114480853
finishedAtEpochMs: null
href: /modules/atpl/tests/mGU4xTmR/study
Description
CDFA maintains glide angle just like ILS approach which 3 deg not 5! it saves fuel and reduces noise to fly from top of descent to touchdown.
Data
href : https://www.chair-flight.com/modules/atpl/tests/mGU4xTmR/study