Free ATPL Questions and answers

Question ID: 627202

Refer to the diagram.
Given 13% MAC is located 32.25m aft of the reference datum,

calculate the length of the chord.

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A

7.3M

B

9.7M

C

3.03M

D

2.95M

Explanation

First we need to find the distance between the LEMAC and the location of the CoG aft of the LEMAC.

32.25m - 31.3m = 0.95m

Now, using the equation %MAC = ([LE -> CoG]/Chord Length) x 100,

13 = (0.95/Chord Length) x 100 => Chord Length = 0.95/(13/100) = 7.3m

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Question ID: 126732

Given Dry Operating Mass = 33000 kg
Traffic Load = 8110 kg
Final Reserve Fuel = 983 kg
Alternate Fuel = 1100 kg
Contingency Fuel 102 kg (not consumed)

The estimated landing mass at alternate should be

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A

42312 kg.

B

41110 kg.

C

42195 kg.

D

42210 kg.

Explanation

Given Dry Operating Mass = 33000 kg + Traffic Load = 8110 kg + Final Reserve Fuel = 983 kg + Contingency Fuel 102 kg
= 42195

Explanation Provided by Fisnik Lluka

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Question ID: 126729

The mass of an aircraft is 1950 kg

If 450 kg is added to a cargo hold 1.75 metres from the loaded centre of gravity (cg)

The loaded cg will move

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A

34 cm.

B

30 cm.

C

33 cm.

D

40 cm.

Explanation

m x D = M x d
450 x 1,75 = (1950 + 450) x d
d = 450 x 1,75 / 2400 = 0,33m = 33 cm
Explanation Provided by Stine Svensen

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Question ID: 113689

Using the data given in the Load & Trim sheet, determine which of the following gives the correct values for the Zero Fuel Mass and position of the centre of gravity (% MAC) at that mass.

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A

46130 kg and 20.8 %

B

41300 kg and 17.8 %

C

46130 kg and 17.8 %

51300 kg and 20.8 %

Explanation

DOM (34900kg) + Total Traffic Load (11230kg) = 46130kg. Note there are two answers with this value.

You then need to enter the graph on the right at the Dry Operating Index of 33.5.

Before you do this, draw a horizontal line through 46,130kg.

Enter the graph and follow the arrows to scale with the information listed on the left hand side.

Once you exit the top element, draw a line into the chart and intercept your MZFM (46,130kg) and you should come out at just under 18%. There are two options, 17.8% and 20.8%.

The closest option therefore (accounting for some margin of error whilst drawing on the screen!!!) was 46,130kg and 17.8%

Explanation by Stuart Lemon

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Question ID: 107075

The mass and balance information gives :
Basic mass : 1 200 kg ;
Basic balance arm : 3.00 m
Under these conditions the Basic centre of gravity is at 25% of the mean aerodynamic chord MAC).
The length of MAC is 2m. In the mass and balance section of the flight manual the following information is given :

Position Arm front seats : 2.5 m rear seats :
3.5 m rear hold :
4.5 m fuel tanks :
3.0 m The pilot and one passenger embark; each weighs 80 kg.

Fuel tanks contain 140 litres of petrol with a density of 0.714.
The rear seats are not occupied.
Taxi fuel is negligible.
The position of the centre of gravity at take-off (as% MAC) is :

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A

29%

B

34%

C

22%

D

17%

Explanation

Refer to image.

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Question ID: 107071

An aeroplane has a Landing Mass of 56 000 kg The range of safe CG positions, as determined from the appropriate graph in the Loading Manual, is

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A

forward limit 8.7% MAC, aft limit 26.8% MAC

B

forward limit 7.8% MAC, aft limit 27.0% MAC.

C

forward limit 7.3% MAC, aft limit 26.8% MAC.

D

forward limit 8.2% MAC, aft limit 27.0% MAC

Explanation

Draw a line horizontally from 56,000kg across the envelope. Then plot from the forward and aft limits of the envelope. Forward limit 7.3% MAC, aft limit 26.8% MAC.

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Question ID: 107025

Given
Dry Operating Mass (DOM) 3 500lbs
Takeoff fuel 500lbs
Passenger Mass 400lbs
Cargo + baggage 1 250lbs
Maximum structural TOM 5 850lbs
Performance limited TOM 5 200lbs

To bring the TOM into the regulated TOM limits the Traffic Load (TL) must be reduced by

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A

200 lbs

B

250 lbs

C

650 lbs

D

450 lbs

Explanation

Regulated TOM is 5200lbs
- 3500lbs DOM
- 500lbs take-off Fuel
- 400lbs passengers
- 1250lbs cargo & baggage
= 450lbs overweight

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Question ID: 107023

In determining the Dry Operating Mass of an aeroplane it is common practice to use standard mass values for crew. These values are

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A

flight crew 85 kg, cabin crew 75 kg each. These are inclusive of a hand baggage allowance.

B

flight crew 85 kg, cabin crew 75 kg each. These do not include a hand baggage allowance.

C

flight crew (male) 88 kg (female) 75 kg, cabin crew 75 kg each. These do not include an allowance for hand baggage.

D

flight crew (male) 88 kg (female) 75 kg, cabin crew 75 kg each. These include an allowance for hand baggage.

Explanation

An operator can use standard masses, including hand baggage, of 85kg for flight crew members and 75kg for cabin crew members.

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Question ID: 106981

The following data applies to a planned flight

Dry Operating Mass 34 900kg

Performance Limited Take-off Mass 66 300kg

Performance Limited Landing Mass 55 200kg

Maximum Zero Fuel Mass 53 070kg

Fuel requirements

Taxi Fuel 400kg

Trip Fuel 8 600kg

Contingency Fuel 430kg

Alternate Fuel 970kg

Holding Fuel 900kg

Traffic Load 16 600kg

Fuel costs at the departure airfield are such that it is decided to load the maximum fuel quantity possible.

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A

13 230 kg

B

10 730 kg

C

15 200 kg

D

12 700 kg

Explanation

MTOM = 66300
LM + TF = 63800 (lowest)
MZFM +TOF = 63970

TOF = 10900
TOM = 62400

RLM 63800- TOM 62400 = 1400 underload

1400 + TOF 10900 = 12300
12300 + Taxi Fuel 400 = 12700

Explanation Provided by conall

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Question ID: 106937

The Maximum Zero Fuel Mass (MZFM)

Select 3 options from the below

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is based on the maximum permissible bending moment at the wing root.

is defined under the assumption that fuel is consumed from the inner wing tanks first.

is calculated for a maximum load factor of +3.5 g.

is defined under the assumption that fuel is consumed from the outer wing tanks first.

is a regulatory limitation.

Explanation

The Maximum Zero Fuel Mass (MZFM):

1) is a regulatory limitation. Correct answer, as found in the Flight Manual.

2) is calculated for a maximum load factor of +3.5 g. Incorrect answer, CS25 requires a limit of +2.25g

3) is based on the maximum permissible bending moment at the wing root. Correct answer

4) is defined under the assumption that fuel is consumed from the outer wing tanks first. Incorrect, fuel is assumed to be consumed from the inner wing tanks first. This leaves the fuel in the outer wing tanks to have a greater wing bending relief.

5) is defined under the assumption that fuel is consumed from the inner wing tanks first. Correct answer.

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