the engine is :

a) amplified and filtered before being fed to the cockpit indicator.

22.4.8.0 (1487)
A vibration indicator receives a signal from different sensors (accelerometers). It
indicates the :
a) vibration amplitude at a given frequency
b) acceleration measured by the sensors, expressed in g
c) vibration frequency expressed in Hz
d) vibration period expressed in seconds

22.4.10.0 (1488)
In a modern airplane equipped with an ECAM (Electronic centralized aircraft
monitor), when a failure occurs in a circuit, the centralized flight management
system:1- releases an aural warning2- lights up the appropriate push-buttons on
the overhead panel3- displays the relevant circuit on the system display4-
processes the failure automaticallyThe combination regrouping all the correct
statements is:
a) 1, 2, 3.
b) 1, 3, 4.
c) 3, 4.
d) 1, 2.

31.1.1.1 (1489)
The centre of gravity of a body is that point
a) through which the sum of the forces of all masses of the body is considered to
act.
b) where the sum of the moments from the external forces acting on the body is equal to
zero.
c) where the sum of the external forces is equal to zero.
d) which is always used as datum when computing moments.

31.1.1.1 (1490)
The centre of gravity of an aeroplane is that point through which the total mass of
the aeroplane is said to act. The weight acts in a direction
a) parallel to the gravity vector.
b) always parallel to the aeroplane's vertical axis.
c) at right angles to the flight path.
d) governed by the distribution of the mass within the aeroplane.

31.1.1.1 (1491)
When an aeroplane is stationary on the ground, its total weight will act vertically
a) through its centre of gravity.
b) through its centre of pressure.
c) through the main wheels of its undercarriage assembly.
d) through a point defined as the datum point.

245
31.1.1.1 (1492)
The weight of an aeroplane, which is in level non accelerated flight, is said to act
a) vertically through the centre of gravity.
b) vertically through the centre of pressure.
c) vertically through the datum point.
d) always along the vertical axis of the aeroplane.

31.1.1.1 (1493)
The centre of gravity of an aeroplane
a) can be allowed to move between defined limits.
b) may only be moved if permitted by the regulating authority and endorsed in the aeroplane's
certificate of airworthiness.
c) is in a fixed position and is unaffected by aeroplane loading.
d) must be maintained in a fixed position by careful distribution of the load.

31.1.1.1 (1494)
The centre of gravity is the
a) point where all the aircraft mass is considered to be concentrated
b) centre of thrust along the longitudinal axis, in relation to a datum line
c) focus along the longitudinal axis, in relation to a datum line
d) neutral point along the longitudinal axis, in relation to a datum line

31.1.1.2 (1495)
What determines the longitudinal stability of an aeroplane ?
a) The location of the centre of gravity with respect to the neutral point.
b) The effectiveness of the horizontal stabilizer, rudder and rudder trim tab.
c) The relationship of thrust and lift to weight and drag.
d) The dihedral, angle of sweepback and the keel effect.

31.1.1.2 (1496)
When the centre of gravity is at the forward limit, an aeroplane will be :
a) extremely stable and will require excessive elevator control to change pitch.
b) extremely stable and require small elevator control to change pitch.
c) extremely unstable and require excessive elevator control to change pitch.
d) extremely unstable and require small elevator control to change pitch.

31.1.1.2 (1497)
If the centre of gravity of an aeroplane moves forward during flight the elevator
control will :
a) become heavier making the aeroplane more difficult to manouevre in pitch
b) become lighter making the aeroplane more difficult to manouevre in pitch.
c) become heavier making the aeroplane more easy to manouevre in pitch.
d) become lighter making the aeroplane more easy to manouevre in pitch.

31.1.1.2 (1498)
An aeroplane is loaded with its centre of gravity towards the rear limit. This will
result in :
a) an increased risk of stalling due to a decrease in tailplane moment
b) a reduced fuel consumption as a result of reduced drag.
c) an increase in longitudinal stability.
d) a reduction in power required for a given speed. 246
31.1.1.2 (1499)
During take-off you notice that, for a given elevator input, the aeroplane rotates
much more rapidly than expected. This is an indication that :
a) the centre of gravity may be towards the aft limit.
b) the aeroplane is overloaded.
c) the centre of gravity is too far forward.
d) the centre of pressure is aft of the centre of gravity.

31.1.1.2 (1500)
If the centre of gravity is near the forward limit the aeroplane will:
a) require elevator trim which will result in an increase in fuel consumption.
b) benefit from reduced drag due to the decrease in angle of attack.
c) require less power for a given airspeed.
d) tend to over rotate during take-off.

31.1.1.2 (1501)
An aeroplane is said to be 'neutrally stable'. This is likely to:
a) be caused by a centre of gravity which is towards the rearward limit.
b) be caused by a centre of gravity which is towards the forward limit.
c) be totally unrelated to the position of the centre of gravity.
d) cause the centre of gravity to move forwards.

31.1.2.0 (1502)
The stalling speed of an aeroplane will be highest when it is loaded with a:
a) high gross mass and forward centre of gravity.
b) low gross mass and forward centre of gravity.
c) low gross mass and aft centre of gravity.
d) high gross mass and aft centre of gravity.

31.1.2.0 (1503)
With the centre of gravity on the forward limit which of the following is to be
expected?
a) A decrease in range.
b) A decrease in the landing speed.
c) A decrease of the stalling speed.
d) A tendency to yaw to the right on take-off.

31.1.2.1 (1504)
(For this question use annex 031-9596 A or Loading Manual MRJT 1 Figure 4.11)At
the maximum landing mass the range of safe CG positions, as determined from the
appropriate graph in the loading manual, is:
a) Forward limit 7.4% MAC aft limit 27.0% MAC
b) Forward limit 8.0% MAC aft limit 27.2% MAC
c) Forward limit 8.6% MAC aft limit 27.0% MAC
d) Forward limit 8.0% MAC aft limit 26.8% MAC

31.1.2.1 (1505)
At a given mass the CG position is at 15% MAC. If the leading edge of MAC is at a
position 625.6 inches aft of the datum and the MAC is given as 134.5 inches
determine the position of the CG in relation to to the datum.
247
a) 645.78 inches aft of datum
b) 20.18 inches aft of datum
c) 605.43 inches aft of datum
d) 228.34 inches aft of datum

31.1.2.1 (1506)
(For this question use annex 031-9598 A or Loading Manual MRJT 1 Figure
4.11)The aeroplane has a Take Off Mass of 58 000 kg. At this mass the range of
safe CG positions, as determined from the appropriate graph in the loading
manual, is:
a) Forward limit 8.0% MAC aft limit 26.5% MAC
b) Forward limit 8.2% MAC aft limit 26.2% MAC
c) Forward limit 9.5% MAC aft limit 26.1% MAC
d) Forward limit 8.5% MAC aft limit 26.1% MAC

31.1.2.1 (1507)
(For this question use annex 031-9603 A or Loading Manual MRJT 1 Figure 4.11)A
aeroplane has a landing mass of 53 000kg. The range of safe CG positions, as
determined from the appropriate graph in the loading manual, is :
a) Forward limit 7.8% MAC aft limit 27.0% MAC
b) Forward limit 8.2% MAC aft limit 27.0% MAC
c) Forward limit 7.3% MAC aft limit 26.8% MAC
d) Forward limit 8.7% MAC aft limit 26.8% MAC

31.1.2.1 (1508)
(For this question use annex 031-9604 A or Loading Manual MRJT 1 Figure
4.11)The aeroplane has a mass of 61 000 kg in the cruise. The range of safe CG
positions, as determined from the appropriate graph in the loading manual, is:
a) forward limit 8.3% aft limit 26.3% MAC
b) forward limit 8.0% aft limit 27.2% MAC.
c) forward limit 7.6% aft limit 26.9% MAC.
d) forward limit 7.7% aft limit 25.2% MAC

31.1.2.2 (1509)
The maximum load per running metre of an aeroplane is 350 kg/m. The width of
the floor area is 2 metres. The floor strength limitation is 300 kg per square metre.
Which one of the following crates (length x width x height) can be loaded directly
on the floor?
a) A load of 400 kg in a crate with dimensions 1.2 m x 1.2 m x 1.2 m.
b) A load of 500 kg in a crate with dimensions 1.5 m x 1 m x 1 m.
c) A load of 400 kg in a crate with dimensions 1.4 m x 0.8 m x 0.8 m.
d) A load of 700 kg in a crate with dimensions 1.8 m x 1.4 m x 0.8 m.

31.1.2.2 (1510)
(For this question use annex 031-9629 A or Loading Manual MRJT 1 Figure
4.9)From the loading manual for the jet transport aeroplane, the maximum floor
loading intensity for the aft cargo compartment is :
a) 68 kg per square foot.
b) 150 kg per square foot.
c) 68 Lbs per square foot.
d) 68 kg per square metre.
248
31.1.2.2 (1511)
(For this question use annex 031-9630 A or Loading Manual MRJT 1 Figure
4.9)From the loading manual for the transport aeroplane, the aft cargo
compartment has a maximum total load of :
a) 4187 kg
b) 9232 kg
c) 1568 kg
d) 3062 kg

31.1.2.2 (1512)
(For this question use annexes 031-9631A or Loading Manual MRJT 1 Figure
4.9)From the Loading Manual for the transport aeroplane, the maximum load that
can be carried in that section of the aft cargo compartment which has a balance
arm centroid at :
a) 835.5 inches is 3062 kg.
b) 835.5 inches is 6752 kg.
c) 421.5 inches is 4541 kg.
d) 421.5 inches is 2059 Lbs.

31.1.2.2 (1513)
(For this question use annex 031-9608 A or Loading Manual MRJT 1 Figure
4.9)Referring to the loading manual for the transport aeroplane, the maximum
running load for the aft section of the forward lower deck cargo compartment is:
a) 13.12 kg per inch.
b) 13.15 kg per inch.
c) 14.65 kg per inch.
d) 7.18 kg per inch.

31.1.2.2 (1514)
(For this question use annex 031-9609 A or Loading Manual MRJT 1 Figure
4.9)Referring to the loading manual for the transport aeroplane, the maximum
load intensity for the lower forward cargo compartment is:
a) 68 kg per square foot.
b) 3305 kg in forward compartment and 4187 kg in aft compartment.
c) 150 kg per square foot.
d) 7288 kg in forward compartment and 9232 kg in aft compartment.

31.1.2.2 (1515)
The maximum floor loading for a cargo compartment in an aeroplane is given as
750 kg per square metre. A package with a mass of 600 kg. is to be loaded.
Assuming the pallet base is entirely in contact with the floor, which of the
following is the minimum size pallet that can be used ?
a) 40 cm by 200 cm
b) 30 cm by 300 cm
c) 30 cm by 200 cm
d) 40 cm by 300 cm

31.1.2.2 (1516)
The maximum intensity floor loading for an aeroplane is given in the Flight Manual
as 650 kg per square metre. What is the maximum mass of a package which can be
safely supported on a pallet with dimensions of 80 cm by 80 cm? 249
a) 416.0 kg
b) 1015.6 kg
c) 41.6 kg
d) 101.6 kg

31.1.2.2 (1517)
(For this question use annex 031-9613 A or Loading Manual MRJT 1 Figure 4.9)A
pallet having a freight platform which measures 200 cm x 250 cm has a total mass
of 300 kg. The pallet is carried on two ground supports each measuring 20 cm x
200 cm. Using the loading manual for the transport aeroplane, calculate how much
mass may be added to, or must be off loaded from, the pallet in order for the load
intensity to match the maximum permitted distribution load intensity for lower
deck forward cargo compartement.
a) 285.5 kg may be added.
b) 28.5 kg must be off loaded.
c) 28.5 kg may be added.
d) 158.3 kg must be off loaded.

31.1.2.2 (1518)
The floor limit of an aircraft cargo hold is 5 000 N/m2.It is planned to load-up a
cubic container measuring 0,4 m of side.It's maximum gross mass must not
exceed:(assume g=10m/s2)
a) 80 kg
b) 800 kg
c) 32 kg
d) 320 kg

31.1.2.2 (1519)
The floor of the main cargo hold is limited to 4 000 N/m2.It is planned to load a
cubic container each side of which measures 0.5m.Its maximum gross mass must
not exceed:(assume g=10m/s2)
a) 100 kg
b) 1 000 kg
c) 500 kg
d) 5 000 kg

31.1.2.3 (1520)
The maximum certificated taxi (or ramp) mass is that mass to which an aeroplane
may be loaded prior to engine start. It is :
a) a fixed value which is listed in the Flight Manual.
b) a value which varies with airfield temperature and altitude. Corrections are listed in the
Flight Manual.
c) a value which varies only with airfield altitude. Standard corrections are listed in the Flight
Manual.
d) a value which is only affected by the outside air temperature. Corrections are calculated
from data given in the Flight Manual.

31.1.2.3 (1521)
The maximum mass to which an aeroplane may be loaded, prior to engine start, is :
a) maximum certificated taxi (ramp) mass.
b) maximum regulated taxi (ramp) mass. 250
c) maximum certificated take - off mass.
d) maximum regulated take - off mass.

31.1.2.3 (1522)
The maximum taxi (ramp) mass is governed by :
a) structural considerations.
b) tyre speed and temperature limitations.
c) bearing strength of the taxiway pavement.
d) taxi distance to take - off point.

31.1.2.4 (1523)
Considering only structural limitations, on very short legs with minimum take-off
fuel, the traffic load is normally limited by:
a) Maximum zero fuel mass.
b) Maximum landing mass.
c) Maximum take-off mass.
d) Actual landing mass.

31.1.2.4 (1524)
Considering only structural limitations, on long distance flights (at the aeroplane's
maximum range), the traffic load is normally limited by:
a) The maximum take-off mass.
b) The maximum zero fuel mass.
c) The maximum zero fuel mass plus the take-off mass.
d) The maximum landing mass.

31.1.2.4 (1525)
The maximum zero fuel mass is a mass limitation for the:
a) strength of the wing root
b) strength of the fuselage
c) allowable load exerted upon the wing considering a margin for fuel tanking
d) total load of the fuel imposed upon the wing

31.1.2.4 (1526)
Which of the following statements is correct?
a) The Maximum Landing Mass of an aeroplane is restricted by structural
limitations, performance limitations and the strength of the runway.
b) The Maximum Zero Fuel Mass ensures that the centre of gravity remains within limits after
the uplift of fuel.
c) The Maximum Take-off Mass is equal to the maximum mass when leaving the ramp.
d) The Basic Empty Mass is equal to the mass of the aeroplane excluding traffic load and
useable fuel but including the crew.

31.1.2.4 (1527)
The maximum certificated take - off mass is :
a) a structural limit which may not be exceeded for any take - off.
b) a take - off limiting mass which is affected by the aerodrome altitude and temperature.
c) a take - off limiting mass which is governed by the gradient of climb after reaching V2 .
d) limited by the runway take off distance available. It is tabulated in the Flight Manual.
251
31.1.2.4 (1528)
For a particular aeroplane, the structural maximum mass without any fuel on
board, other than unusable quantities, is :
a) a fixed value which is stated in the Aeroplane Operating Manual.
b) a variable value which is governed by the payload carried.
c) a variable value which may limit the payload carried.
d) a fixed value which will limit the amount of fuel carried.

31.1.2.4 (1529)
An aeroplane, which is scheduled to fly an oceanic sector, is due to depart from a
high altitude airport in the tropics at 1400 local time. The airport has an
exceptionally long runway. Which of the following is most likely to be the limiting
factor(s) in determining the take - off mass ?
a) altitude and temperature of the departure airfield.
b) maximum zero fuel mass.
c) maximum certificated take - off mass.
d) en route obstacle clearance requirements.

31.1.2.4 (1530)
Based on actual conditions, an aeroplane has the following performance take-off
mass limitations:Flaps : 0° 10° 15°Runway: 4100 4400 4600Climb: 4700 4500
4200Masses are in kgStructural limits: take-off/landing/zero fuel: 4 300 kgThe
maximum take-off mass is :
a) 4 300 kg
b) 4 100 kg
c) 4 200 kg
d) 4 700 kg

31.1.2.5 (1531)
Assuming gross mass, altitude and airspeed remain unchanged, movement of the
centre of gravity from the forward to the aft limit will cause
a) increased cruise range.
b) higher stall speed.
c) lower optimum cruising speed.
d) reduced maximum cruise range.

31.1.2.5 (1532)
If nose wheel moves aft during gear retraction, how will this movement affect the
location of the centre of gravity (cg) on the aeroplane?
a) It will cause the cg to move aft.
b) It will not affect the cg location.
c) It will cause the cg to move forward.
d) The cg location will change, but the direction cannot be told the information given.

31.1.2.5 (1533)
Which of the following statements is correct?
a) A tail heavy aeroplane is less stable and stalls at a lower speed than a nose
heavy aeroplane
b) If the actual centre of gravity is located behind the aft limit of centre of gravity it is possible
that the aeroplane will be unstable, making it necessary to increase elevator forces
c) If the actual centre of gravity is close to the forward limit of the centre of gravity the
252
aeroplane may be unstable, making it necessary to increase elevator forces
d) The lowest stalling speed is obtained if the actual centre of gravity is located in the middle
between the aft and forward limit of centre of gravity

31.1.2.5 (1534)
Which of the following statements is correct?
a) A tail heavy aeroplane is less stable and stalls at a lower speed than a nose
heavy aeroplane
b) The station (STA) is always the location of the centre of gravity in relation to a reference
point, normally the leading edge of the wing at MAC
c) The centre of gravity is given in percent of MAC calculated from the leading edge of the
wing, where MAC always = the wing chord halfway between the centre line of the fuselage
and the wing tip
d) If the actual centre of gravity is located behind the aft limit the aeroplane longitudinal
stability increases.

31.1.2.5 (1535)
Which of the following is most likely to affect the range of centre of gravity
positions on an aeroplane?
a) Elevator and tailplane (horizontal stabiliser) effectiveness in all flight
conditions.
b) Location of the undercarriage.
c) The need to maintain a low value of stalling speed.
d) The need to minimise drag forces and so improve efficiency.

31.1.2.5 (1536)
In cruise, an extreme aft longitudinal center of gravity:
a) brings the cyclic stick closer to its forward stop and increases the stress in the
rotor head
b) moves away the cyclic stick from its forward stop and increases the stress in the rotor head
c) brings the cyclic stick closer to its forward stop and decreases the stress in the rotor head
d) moves away the cyclic stick from its forward stop and decreases the stresses in the head
rotors

31.1.2.5 (1537)
In cruise flight, an aft centre of gravity location will:
a) decrease longitudinal static stability
b) increase longitudinal static stability
c) does not influence longitudinal static stability
d) not change the static curve of stability into longitudinal

31.1.2.5 (1538)
The mass displacement caused by landing gear extension:
a) creates a longitudinal moment in the direction (pitch-up or pitch-down)
determined by the type of landing gear
b) creates a pitch-up longitudinal moment
c) does not create a longitudinal moment
d) creates a pitch-down longitudinal moment

31.2.1.0 (1539)
253
At the flight preparation stage, the following parameters in particular are available
for determining the mass of the aircraft:1- Dry operating mass2- Operating
massWhich statement is correct:
a) The dry operating mass includes fixed equipment needed to carry out a specific
flight.
b) The operating mass is the mass of the aeroplane without take-off fuel.
c) The dry operating mass includes take-off fuel.
d) The operating mass includes the traffic load.

31.2.1.0 (1540)
The Dry Operating Mass of an aeroplane includes :
a) Crew and crew baggage, catering, removable passenger service equipment,
potable water and lavatory chemicals.
b) Unusable fuel and reserve fuel.
c) Fuel and passengers baggage and cargo.
d) Passengers baggage and cargo.

31.2.1.1 (1541)
While making mass and balance calculation for a particular aeroplane, the term
'Empty Mass' applies to the sum of airframe, engine(s), fixed ballast plus
a) unusable fuel and full operating fluids.
b) all the oil, fuel, and hydraulic fluid but not including crew and traffic load.
c) all the consumable fuel and oil, but not including any radio or navigation equipment
installed by manufacturer.
d) all the oil and fuel.

31.2.1.1 (1542)
Which is true of the aeroplane empty mass?
a) It is a component of dry operating mass.
b) It is dry operating mass minus fuel load.
c) It is dry operating mass minus traffic load.
d) It is the actual take-off mass, less traffic load.

31.2.1.1 (1543)
In relation to an aeroplane, the term ' Basic Empty Mass' includes the mass of the
aeroplane structure complete with its powerplants, systems, furnishings and other
items of equipment considered to be an integral part of the particular aeroplane
configuration. Its value is
a) found in the latest version of the weighing schedule as corrected to allow for
modifications.
b) inclusive of an allowance for crew, crew baggage and other operating items. It is entered in
the loading manifest.
c) found in the flight manual and is inclusive of unusable fuel plus fluids contained in closed
systems.
d) printed in the loading manual and includes unusable fuel.

31.2.1.1 (1544)
An aeroplane is weighed and the following recordings are made:nose wheel
assembly scale 5330 kg left main wheel assembly scale 12370 kg right main wheel
assembly scale 12480 kg If the 'operational items' amount to a mass of 1780 kg
with a crew mass of 545 kg, the empty mass, as entered in the weight schedule, is
a) 30180 kg 254
b) 28400 kg
c) 31960 kg
d) 32505 kg

31.2.1.1 (1545)
The empty mass of an aeroplane is recorded in
a) the weighing schedule and is amended to take account of changes due to
modifications of the aeroplane.
b) the weighing schedule. If changes occur, due to modifications, the aeroplane must be re-
weighed always.
c) the loading manifest. It differs from Dry Operating Mass by the value of the 'useful load'.
d) the loading manifest. It differs from the zero fuel mass by the value of the 'traffic load'.

31.2.1.1 (1546)
When establishing the mass breakdown of an aeroplane, the empty mass is defined
as the sum of the:
a) standard empty mass plus specific equipment mass plus trapped fluids plus
unusable fuel mass
b) empty mass dry plus variable equipment mass
c) basic mass plus variable equipment mass
d) basic mass plus special equipment mass

31.2.1.1 (1547)
The Basic Mass of a helicopter is the mass of the helicopter without crew, :
a) without specific equipment for the mission, without payload, with the unusable
fuel and standard equipment.
b) without payload, with specific equipment for the mission, without the unusable fuel.
c) without specific equipment for the mission, without payload, wthout unusable fuel.
d) without specific equipments for the mission, without payload, with fuel on board.

31.2.1.2 (1548)
In relation to an aeroplane the Dry Operating Mass is the total mass of the
aeroplane ready for a specific type of operation but excluding
a) usable fuel and traffic load.
b) usable fuel and crew.
c) potable water and lavatory chemicals.
d) usable fuel, potable water and lavatory chemicals.

31.2.1.2 (1549)
The Take-off Mass of an aeroplane is 66700 kg which includes a traffic load of
14200 kg and a usable fuel load of 10500 kg. If the standard mass for the crew is
545 kg the Dry Operating Mass is
a) 42000 kg
b) 56200 kg
c) 41455 kg
d) 42545 kg

31.2.1.2 (1550)
For the purpose of completing the Mass and Balance documentation, the Dry
Operating Mass is defined as:
255
a) The total mass of the aeroplane ready for a specific type of operation excluding
all usable fuel and traffic load.
b) The total mass of the aeroplane ready for a specific type of operation excluding all usable
fuel.
c) The total mass of the aeroplane ready for a specific type of operation excluding all traffic
load.
d) The total mass of the aeroplane ready for a specific type of operation excluding crew and
crew baggage.

31.2.1.2 (1551)
Dry Operating Mass is the mass of the aeroplane less
a) usable fuel and traffic load.
b) usable fuel.
c) traffic load, potable water and lavatory chemicals.
d) usable fuel, potable water and lavatory chemicals.

31.2.1.2 (1552)
The total mass of the aeroplane including crew, crew baggage, plus catering and
removable passenger equipment, plus potable water and lavatory chemicals but
excluding usable fuel and traffic load, is referred to as:
a) Dry Operating Mass.
b) Zero Fuel Mass.
c) Aeroplane Prepared for Service ( APS) Mass.
d) Maximum Zero Fuel Mass

31.2.1.2 (1553)
The basic empty mass of an aircraft is 30 000 kg. The masses of the following
items are :- catering: 300 kg- safety and rescue material: nil- fly away kit: nil- crew
(inclusive crew baggage): 365kg- fuel at take-off: 3 000 kg- unusable fuel: 120 kg-
passengers, baggage, cargo: 8 000 kgThe Dry Operating Mass is :
a) 30 785 kg
b) 30 300 kg
c) 38 300 kg
d) 30 665 kg

31.2.1.2 (1554)
The Dry Operating Mass of a helicopter is the total mass of a helicopter :
a) ready for a specific operation including the crew and traffic load, not including
the usable fuel
b) excluding the crew but including specific equipments for the mission and not including the
usable fuel
c) including the crew,the fuel and the specific equipments for the mission but excluding
payload
d) including the crew, the usable fuel and the specific equipments for the mission and payload

31.2.1.2 (1555)
By adding to the basic empty mass the following fixed necessary equipment for a
specific flight (catering, safety and rescue equipment, fly away kit, crew), we get:
a) Dry operating mass
b) take-off mass
c) zero fuel mass
d) landing mass
256
31.2.1.3 (1556)
The zero fuel mass of an aeroplane is always:
a) The take-off mass minus the take-off fuel mass.
b) The take-off mass minus the wing fuel mass.
c) The take-off mass minus the fuselage fuel mass.
d) The maximum take-off mass minus the take-off fuel mass.

31.2.1.3 (1557)
The term 'Maximum Zero Fuel Mass' consist of :
a) The maximum permissible mass of an aeroplane with no usable fuel.
b) The maximum mass authorized for a certain aeroplane not including traffic load and fuel
load.
c) The maximum mass authorized for a certain aeroplane not including the fuel load and
operational items
d) The maximum mass for some aeroplanes including the fuel load and the traffic load

31.2.1.3 (1558)
The actual 'Zero Fuel Mass' is equal to the:
a) Dry Operating Mass plus the traffic load.
b) Operating Mass plus all the traffic load.
c) Basic Empty Mass plus the fuel loaded.
d) Actual Landing Mass plus trip fuel.

31.2.1.3 (1559)
The maximum zero-fuel mass:1- is a regulatory limitation2- is calculated for a
maximum load factor of +3.5 g3- is due to the maximum permissible bending
moment at the wing root4- imposes fuel dumping from the outer wings tank first5-
imposes fuel dumping from the inner wings tank first6- can be increased by
stiffening the wingThe combination of correct statements is:
a) 1, 3, 5
b) 2, 5, 6
c) 4, 2, 6
d) 1, 2, 3

31.2.1.3 (1560)
Which of the following alternatives corresponds to zero fuel mass?
a) The mass of an aeroplane with no usable fuel.
b) Operating mass plus load of passengers and cargo.
c) Operating mass plus passengers and cargo.
d) Take-off mass minus fuel to destination and alternate.

31.2.1.3 (1561)
On an aeroplane without central fuel tank, the maximum Zero Fuel Mass is related
to:
a) The bending moment at the wing root.
b) Maximum Structural Take-Off Mass.
c) Wing loaded trip fuel.
d) Variable equipment for the flight.

31.2.1.3 (1562)
The Maximum Zero Fuel Mass is the mass of the aeroplane with no usable fuel 257
on
board. It is a limitation which is:
a) listed in the Flight Manual as a fixed value. It is a structural limit.
b) governed by the requirements of the centre of gravity limits and the structural limits of the
aeroplane.
c) tabulated in the Flight Manual against arguments of airfield elevation and temperature.
d) governed by the traffic load to be carried. It also provides protection from excessive 'wing
bending'.

31.2.1.3 (1563)
The Zero Fuel Mass and the Dry Operating Mass
a) differ by the value of the traffic load mass.
b) are the same value.
c) differ by the sum of the mass of usable fuel plus traffic load mass.
d) differ by the mass of usable fuel.

31.2.1.3 (1564)
The Maximum Zero Fuel Mass is a structural limiting mass. It is made up of the
aeroplane Dry Operational mass plus
a) traffic load and unuseable fuel.
b) traffic load, unuseable fuel and crew standard mass.
c) unuseable and crew standard mass.
d) traffic load and crew standard mass.

31.2.1.3 (1565)
The take-off mass of an aeroplane is 141000 kg. Total fuel on board is 63000 kg
including 14000 kg reserve fuel and 1000 kg of unusable fuel. The traffic load is
12800 kg. The zero fuel mass is:
a) 79000 kg
b) 78000 kg
c) 93000 kg
d) 65200 kg.

31.2.1.4 (1566)
Mass for individual passengers (to be carried on an aeroplane) may be determined
from a verbal statement by or on behalf of the passengers if the number of
a) passenger seats available is less than 6.
b) passengers carried is less than 6.
c) passenger seats available is less than 20.
d) passengers carried is less than 20.

31.2.1.4 (1567)
'Standard Mass' as used in the computation of passenger load establish the mass
of a child as
a) 35 kg irrespective of age provided they occupy a seat.
b) 35 kg only if they are over 2 years old and occupy a seat.
c) 35 kg for children over 2 years occupying a seat and 10 kg for infants (less than 2 years)
not occupying a seat.
d) 35 kg for children over 2 years occupying a seat and 10 kg for infants (less than 2 years)
occupying a seat.

258
31.2.1.4 (1568)
On an aeroplane with a seating capacity of more than 30, it is decided to use
standard mass values for computing the total mass of passengers. If the flight is
not a holiday charter, the mass value which may be used for an adult is
a) 84 kg
b) 76 kg
c) 84 kg (male) 76 kg (female).
d) 88 kg (male) 74 kg (female).

31.2.1.4 (1569)
The standard mass for a child is
a) 35 kg for all flights.
b) 35 kg for holiday charters and 38 kg for all other flights.
c) 38 kg for all flights.
d) 30 kg for holiday charters and 35 kg for all other flights.

31.2.1.4 (1570)
On an aeroplane with 20 or more seats engaged on an inter-continental flight, the
'standard mass' which may be used for passenger baggage is
a) 15 kg per passenger.
b) 13 kg per passenger.
c) 14 kg per passenger.
d) 11 kg per passenger.

31.2.1.4 (1571)
In determining the Dry Operating Mass of an aeroplane it is common practice to
use 'standard mass' values for crew. These values are
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 include an
allowance for hand baggage.
d) flight crew (male) 88 kg. (female) 75 kg., cabin crew 75 kg. each. These do not include an
allowance for hand baggage.

31.2.1.4 (1572)
The maximum quantity of fuel that can be loaded into an aeroplane's tanks is given
as 3800 US Gallons. If the fuel density (specific gravity) is given as 0.79 the mass
of fuel which may be loaded is
a) 11364 kg.
b) 14383 kg.
c) 18206 kg.
d) 13647 kg.

31.2.1.4 (1573)
Conversion of fuel volume to mass
a) may be done by using standard fuel density values as specified in the Operations
Manual, if the actual fuel density is not known.
b) may be done by using standard fuel density values as specified in JAR - OPS 1.
c) must be done by using actual measured fuel density values. 259
d) must be done using fuel density values of 0.79 for JP 1 and 0.76 for JP 4 as specified in JAR
- OPS, IEM - OPS 1.605E.

31.2.1.4 (1574)
Standard masses may be used for the computation of mass values for baggage if
the aeroplane
a) has 20 or more seats.
b) has 6 or more seats.
c) has 30 or more seats.
d) is carrying 30 or more passengers.

31.2.1.4 (1575)
The operator of an aircraft equipped with 50 seats uses standard masses for
passengers and baggage. During the preparation of a scheduled flight a group of
passengers present themselves at the check-in desk, it is apparent that even the
lightest of these exceeds the value of the declared standard mass.
a) the operator should use the individual masses of the passengers or alter the
standard masss
b) the operator may use the standard masses for the load and balance calculation without
correction
c) the operator may use the standard masses for the balance but must correct these for the
load calculation
d) the operator is obliged to use the actual masses of each passenger

31.2.1.4 (1576)
(For this question use annex 031-12272A)For the purpose of calculating traffic
loads, an operator's loading manual gives the following standard mass values for
passengers. (These values include an allowance for hand baggage)Male 88
kgFemale 70 kgChild 35 kgInfant 6 kgThe standard mass value to be used for hold
baggage is 14 kg per pieceThe loading manifest shows the following details
:Passengers loaded Males 40Females 65Children 8 Infants 5Baggage in hold
number 4: 120 piecesUsing the standard mass values given and the data in the
appendix, select from the following the correct value for the mass of freight (all
loaded in hold No1) which constitutes the remainder of the traffic load
a) 260 kg
b) 210 kg
c) 280 kg
d) no cargo can be loaded in hold number 1

31.2.1.5 (1577)
The actual 'Take-off Mass' is equivalent to:
a) Dry Operating Mass plus take-off fuel and the traffic load
b) Actual Zero Fuel Mass plus the traffic load
c) Dry Operating Mass plus the take-off fuel
d) Actual Landing Mass plus the take-off fuel

31.2.1.5 (1578)
Traffic load is the:
a) Zero Fuel Mass minus Dry Operating Mass.
b) Dry Operating Mass minus the disposable load.
260
c) Dry Operating Mass minus the variable load.
d) Take-off Mass minus Zero Fuel Mass.

31.2.1.5 (1579)
The term 'useful load' as applied to an aeroplane includes
a) traffic load plus useable fuel.
b) traffic load only.
c) the revenue-earning portion of traffic load only.
d) the revenue-earning portion of traffic load plus useable fuel.

31.2.1.5 (1580)
An aeroplane is performance limited to a landing mass of 54230 kg. The Dry
Operating Mass is 35000 kg and the zero fuel mass is 52080 kg. If the take-off
mass is 64280 kg the useful load is
a) 29280 kg.
b) 17080 kg
c) 12200 kg.
d) 10080 kg.

31.2.1.5 (1581)
(For this question use annex 031-9676 A or Loading Manual MRJT 1 Paragraph
4)For the medium range transport aeroplane, from the loading manual, determine
the maximum total volume of fuel which can be loaded into the main wing tanks.
(Fuel density value 0.78)
a) 11349 litres
b) 8850 litres
c) 11646 litres
d) 5674 litres

31.2.1.5 (1582)
An aeroplane's weighing schedule indicates that the empty mass is 57320 kg. The
nominal Dry Operating Mass is 60120 kg and the Maximum Zero Fuel Mass is given
as 72100 kg. Which of the following is a correct statement in relation to this
aeroplane?
a) operational items have a mass of 2800 kg and the maximum traffic load for this
aeroplane is 11980 kg.
b) operational items have a mass of 2800 kg and the maximum traffic load for this aeroplane
is 14780 kg.
c) operational items have a mass of 2800 kg and the maximum useful load is 11980 kg.
d) operational items have a mass of 2800 kg and the maximum useful load is 14780 kg.

31.2.1.5 (1583)
The empty mass of an aeroplane, as given in the weighing schedule, is 61300 kg.
The operational items (including crew) is given as a mass of 2300 kg. If the take-
off mass is 132000 kg (including a useable fuel quantity of 43800 kg) the useful
load is
a) 68400 kg
b) 70700 kg
c) 29600 kg
d) 26900 kg.
261
31.2.1.5 (1584)
The following data applies to an aeroplane which is about to take off: Certified
maximum take-off mass 141500 kg Performance limited take-off mass 137300 kg
Dry Operating Mass 58400 kg Crew and crew hand baggage mass 640 kg Crew
baggage in hold 110 kgFuel on board 60700 kgFrom this data calculate the mass of
the useful load.
a) 78900 kg
b) 78150 kg
c) 18200 kg
d) 17450 kg

31.2.1.5 (1585)
The Dry Operating Mass of an aircraft is 2 000 kg.The maximum take-off mass,
landing and zero fuel mass are identical at 3500 kg. The block fuel mass is 550kg,
and the taxi fuel mass is 50 kg. The available mass of payload is:
a) 1 000 kg
b) 950 kg
c) 1 500 kg
d) 1 450 kg

31.2.1.5 (1586)
Allowed traffic load is the difference between :
a) allowed take off mass and operating mass
b) allowed take off mass and basic mass plus trip fuel
c) allowed take off mass and basic mass
d) operating mass and basic mass

31.2.1.5 (1587)
(For this question use annex 031 11634A)Maximum allowed take-off mass limit:
37 200kgDry operating mass: 21 600 kgTake-off fuel: 8 500 kgPassengers on
board: male 33, female 32, children 5Baggages: 880 kgThe company uses the
standard passenger mass systems (see annex) allowed by regulations. The flight is
not a holiday charter.In these conditions, the maximum cargo that may be loaded
is
a) 585 kg
b) 901 kg
c) 1 098 kg
d) 1 105 kg

31.2.1.5 (1588)
The crew of a transport aeroplane prepares a flight using the following data:-
Block fuel: 40 000 kg- Trip fuel: 29 000 kg- Taxi fuel: 800 kg- Maximum take-off
mass: 170 000 kg- Maximum landing mass: 148 500 kg- Maximum zero fuel mass:
112 500 kg- Dry operating mass: 80 400 kgThe maximum traffic load for this flight
is:
a) 32 100 kg
b) 32 900 kg
c) 18 900 kg
d) 40 400 kg

262
31.2.1.5 (1589)
The crew of a transport aeroplane prepares a flight using the following data:- Dry
operating mass: 90 000 kg- Block fuel: 30 000 kg- Taxi fuel: 800 kg- Maximum
take-off mass: 145 000 kgThe traffic load available for this flight is:
a) 25 800 kg
b) 25 000 kg
c) 55 000 kg
d) 55 800 kg

31.2.1.5 (1590)
An aircraft basic empty mass is 3000 kg.The maximum take-off, landing, and zero-
fuel mass are identical, at 5200 kg. Ramp fuel is 650 kg, the taxi fuel is 50 kg.The
payload available is :
a) 1 600 kg
b) 1 550 kg
c) 2 200 kg
d) 2 150 kg

31.2.2.0 (1591)
The take-off mass of an aeroplane is 117 000 kg, comprising a traffic load of 18
000 kg and fuel of 46 000 kg. What is the dry operating mass?
a) 53 000 kg
b) 64 000 kg
c) 71 000 kg
d) 99 000 kg

31.2.2.1 (1592)
When preparing to carry out the weighing procedure on an aeroplane, which of the
following is not required?
a) drain all engine tank oil.
b) drain all useable fuel.
c) drain all chemical toilet fluid tanks.
d) removable passenger services equipment to be off-loaded.

31.2.2.1 (1593)
An aeroplane may be weighed
a) in an enclosed, non-air conditioned, hangar.
b) in a quiet parking area clear of the normal manoeuvring area.
c) in an area of the airfield set aside for maintenance.
d) at a specified 'weighing location' on the airfield.

31.2.2.2 (1594)
An aeroplane must be re-weighed at certain intervals. Where an operator uses
'fleet masses' and provided that changes have been correctly documented, this
interval is
a) 9 years for each aeroplane.
b) 4 years for each aeroplane.
c) whenever the Certificate of Airworthiness is renewed.
d) whenever a major modification is carried out.

263
31.2.2.2 (1595)
If individual masses are used, the mass of an aeroplane must be determined prior
to initial entry into service and thereafter
a) at intervals of 4 years if no modifications have taken place.
b) at regular annual intervals.
c) only if major modifications have taken place.
d) at intervals of 9 years.

31.2.3.1 (1596)
An aeroplane is weighed prior to entry into service. Who is responsible for deriving
the Dry Operational Mass from the weighed mass by the addition of the
'operational items' ?
a) The Operator.
b) The appropriate Aviation Authority.
c) The aeroplane manufacturer or supplier.
d) The commander of the aeroplane.

31.2.3.1 (1597)
The responsibility for determination of the mass of 'operating items' and 'crew
members' included within the Dry Operating Mass lies with
a) the operator.
b) the commander.
c) the authority of the state of registration.
d) the person compiling the weighing schedule.

31.2.3.3 (1598)
(For this question use annex 031-9640 A or Loading Manual MRJT 1 Figure 4.14)A
revenue flight is planned for the transport aeroplane. Take-off mass is not airfield
limited. The following data applies:Dry Operating Mass 34930 kgPerformance
limited landing mass 55000 kgFuel on board at ramp-Taxi fuel 350 kgTrip fuel
9730 kgContingency and final reserve fuel 1200 kgAlternate fuel 1600
kgPassengers on board 130Standard mass for each passenger 84 kgBaggage per
passenger 14 kgTraffic load Maximum possibleUse the loading manual provided
and the above data. Determine the maximum cargo load that may be carried
without exceeding the limiting aeroplane landing mass.
a) 4530 kg.
b) 5400 kg
c) 6350 kg.
d) 3185 kg.

31.2.3.3 (1599)
The empty mass of an aeroplane is given as 44800 kg. Operational items (including
crew standard mass of 1060 kg) are 2300 kg. If the maximum zero fuel mass is
given as 65500 kg, the maximum traffic load which could be carried is:
a) 18400 kg
b) 20700 kg
c) 23000 kg
d) 19460 kg.

31.2.3.3 (1600)
(For this question use annex 031-9643 A or Loading Manual MRJT 1 Figure
264
4.14)The following data relates to a planned flight of an aeroplane -Dry
Operational mass 60520 kgPerformance limited take-off mass 92750
kgPerformance limited landing mass 72250 kgMaximum Zero Fuel mass 67530
kgFuel on board at take-off -Trip fuel 12500 kgContingency and final reserve fuel
2300 kgAlternate fuel 1700 kgUsing this data, as appropriate, calculate the
maximum traffic load that can be carried.
a) 7010 kg
b) 7730 kg
c) 11730 kg
d) 15730 kg

31.2.3.3 (1601)
(For this question use annex 031-9644 A or Loading Manual MRJT 1 Figure
4.14)Aeroplane Dry Operating mass 85000 kgPerformance limited take-off mass
127000 kgPerformance limited landing mass 98500 kgMaximum zero fuel mass
89800 kgFuel requirements for flight -Trip fuel 29300 kgContingency and final
reserve fuel 3600 kgAlternate fuel 2800 kg.The maximum traffic load that can be
carried on this flight is:
a) 4800 kg
b) 7100 kg
c) 6300 kg
d) 12700 kg

31.2.3.4 (1602)
For the purpose of completing the Mass and Balance documentation, the Operating
Mass is considered to be Dry Operating Mass plus
a) Take-off Fuel Mass.
b) Ramp Fuel Mass.
c) Trip Fuel Mass.
d) Ramp Fuel Mass less the fuel for APU and run-up.

31.2.3.4 (1603)
The following data applies to a planned flight.Dry Operating Mass 34900
kgPerformance limited Take-Off Mass 66300 kgPerformance limited Landing Mass
55200 kgMaximum Zero Fuel Mass 53070 kgFuel required at ramp:-Taxy fuel 400
kgtrip fuel 8600 kgcontingency fuel 430 kgalternate fuel 970 kgholding fuel 900
kgTraffic load 16600 kgFuel costs at the departure airfield are such that it is
decided to load the maximum fuel quantity possible. The total fuel which may be
safely loaded prior to departure is :
a) 12700 kg
b) 13230 kg
c) 15200 kg
d) 10730 kg

31.2.3.4 (1604)
Prior to departure the medium range twin jet aeroplane is loaded with maximum
fuel of 20100 litres at a fuel density (specific gravity) of 0.78. Using the following
data - Performance limited take-off mass 67200 kgPerformance limited landing
mass 54200 kgDry Operating Mass 34930 kgTaxi fuel 250 kgTrip fuel 9250
kgContingency and holding fuel 850 kgAlternate fuel 700 kgThe maximum
permissible traffic load is
265
a) 13090 kg.
b) 16470 kg
c) 18040 kg
d) 12840 kg

31.2.3.4 (1605)
(For this question use annex 031-9660 A or Loading Manual MRJT 1 Paragraph
3.1)The medium range jet transport aeroplane is to operate a flight carrying the
maximum possible fuel load. Using the following data as appropriate, determine
the mass of fuel on board at start of take off.Departure airfield performance
limited take-off mass: 60 400 kgLanding airfield -not performance limited.Dry
Operating Mass: 34930 kgFuel required for flight - Taxi fuel: 715 kg Trip fuel: 8600
kg Contingency and final reserve fuel: 1700 kg Alternate fuel 1500 kg Additional
reserve 400 kgTraffic load for flight 11000 kg
a) 14 470 kg
b) 15 815 kg
c) 13 655 kg
d) 16 080 kg

31.2.3.4 (1606)
An aeroplane is to depart from an airfield at a take-off mass of 302550 kg. Fuel on
board at take-off (including contingency and alternate of 19450 kg) is 121450 kg.
The Dry Operating Mass is 161450 kg. The useful load will be
a) 141100 kg
b) 19650 kg
c) 121450 kg
d) 39105 kg

31.2.3.5 (1607)
Given:Maximum structural take-off mass= 146 900 kgMaximum structural landing
mass= 93 800 kgMaximum zero fuel mass= 86 400 kgTrip fuel= 27 500 kgBlock
fuel= 35 500 kgEngine starting and taxi fuel = 1 000 kgThe maximum take-off
mass is equal to:
a) 120 900 kg
b) 121 300 kg
c) 113 900 kg
d) 120 300 kg

31.2.3.5 (1608)
Given:Dry Operating Mass= 29 800 kgMaximum Take-Off Mass= 52 400
kgMaximum Zero-Fuel Mass= 43 100 kgMaximum Landing Mass= 46 700 kgTrip
fuel= 4 000 kgFuel quantity at brakes release= 8 000 kgThe maximum traffic load
is:
a) 12 900 kg
b) 13 300 kg
c) 9 300 kg
d) 14 600 kg

31.2.3.5 (1609)
Given the following :- Maximum structural take-off mass 48 000 kg- Maximum
structural landing mass: 44 000 kg- Maximum zero fuel mass: 36 000 kg-Taxi fuel:
600 kg-Contingency fuel: 900 kg-Alternate fuel: 800 kg-Final reserve fuel: 1 100
266
kg-Trip fuel: 9 000 kgDetermine the actual take-off mass:
a) 47 800 kg
b) 48 000 kg
c) 48 400 kg
d) 53 000 kg

31.2.3.5 (1610)
Given that:- Maximum structural take-off mass: 146 000 kg- Maximum structural
landing mass: 93 900 kg- Maximum zero fuel mass: 86 300 kg- Trip fuel: 27 000
kg- Taxi fuel: 1 000 kg- Contingency fuel: 1350 kg- Alternate fuel: 2650 kg- Final
reserve fuel: 3000 kgDetermine the actual take-off mass:
a) 120 300 kg.
b) 146 000 kg.
c) 120 900 kg.
d) 121 300 kg.

31.2.3.5 (1611)
Given are:- Maximum structural take-off mass: 72 000 kg- Maximum structural
landing mass: 56 000 kg- Maximum zero fuel mass: 48 000 kg- Taxi fuel: 800 kg-
Trip fuel: 18 000 kg- Contingency fuel: 900 kg- Alternate fuel: 700 kg- Final
reserve fuel: 2 000 kgDetermine the actual take-off mass:
a) 69 600 kg
b) 74 000 kg
c) 72 000 kg
d) 70 400 kg

31.2.3.5 (1612)
(For this question use annex 031-4741A or Loading Manual MEP1 Figure 3.4)With
respect to a multi-engine piston powered aeroplane, determine the total moment
(lbs.In) at landing in the following conditions:Basic empty mass: 3 210 lbs.One
pilot: 160 lbs.Front seat passenger : 200 lbs.Centre seat passengers: 290 lbs.
(total)One passenger rear seat: 110 lbs.Baggage in zone 1: 100 lbs.Baggage in
zone 4: 50 lbs.Block fuel: 100 US Gal.Trip fuel: 55 US Gal.Fuel for start up and taxi
(included in block fuel): 3 US Gal.Fuel density: 6 lbs./US Gal.Total moment at take-
off: 432226 lbs.In
a) 401 338
b) 432 221
c) 433 906
d) 377 746

31.2.3.5 (1613)
With respect to aeroplane loading in the planning phase, which of the following
statements is always correct ?LM = Landing MassTOM = Take-off MassMTOM =
Maximum Take-off MassZFM = Zero Fuel MassMZFM = Maximum Zero Fuel
MassDOM = Dry Operating Mass
a) LM = TOM - Trip Fuel
b) MTOM = ZFM + maximum possible fuel mass
c) MZFM = Traffic load + DOM
d) Reserve Fuel = TOM - Trip Fuel

267
31.2.3.5 (1614)
Given an aeroplane with:Maximum Structural Landing Mass: 68000 kgMaximum
Zero Fuel Mass: 70200 kgMaximum Structural Take-off Mass: 78200 kgDry
Operating Mass : 48000 kgScheduled trip fuel is 7000 kg and the reserve fuel is
2800 kg,Assuming performance limitations are not restricting, the maximum
permitted take-off mass and maximum traffic load are respectively:
a) 75000 kg and 17200 kg
b) 75000 kg and 20000 kg
c) 77200 kg and 19400 kg
d) 77200 kg and 22200 kg

31.2.3.5 (1615)
Given an aeroplane with: Maximum Structural Landing Mass: 125000 kgMaximum
Zero Fuel Mass: 108500 kg Maximum Structural Take-off Mass: 155000 kgDry
Operating Mass: 82000 kgScheduled trip fuel is 17000 kg and the reserve fuel is
5000 kg.Assuming performance limitations are not restricting, the maximum
permitted take-off mass and maximum traffic load are respectively:
a) 130500 kg and 26500 kg
b) 130500 kg and 31500 kg
c) 125500 kg and 21500 kg
d) 125500 kg and 26500 kg

31.2.3.5 (1616)
For the purpose of completing the Mass and Balance documentation, the Traffic
Load is considered to be equal to the Take-off Mass
a) less the Operating Mass.
b) plus the Operating Mass.
c) plus the Trip Fuel Mass.
d) less the Trip Fuel Mass.

31.2.3.5 (1617)
A jet transport has the following structural limits:-Maximum Ramp Mass: 63 060
kg-Maximum Take Off Mass: 62 800 kg-Maximum Landing Mass: 54 900 kg-
Maximum Zero Fuel Mass: 51 300 kgThe aeroplane's fuel is loaded accordance with
the following requirements:-Taxi fuel: 400 kg-Trip fuel: 8400 kg-Contingency &
final reserve fuel: 1800 kg-Alternate fuel: 1100 kgIf the Dry Operating Mass is
34930 kg, determine the maximum traffic load that can be carried on the flight if
departure and landing airfields are not performance limited.
a) 16 370 kg
b) 16 430 kg
c) 17 070 kg
d) 16 570 kg

31.2.3.5 (1618)
A flight has been made from London to Valencia carrying minimum fuel and
maximum traffic load. On the return flight the fuel tanks in the aeroplane are to be
filled to capacity with a total fuel load of 20100 litres at a fuel density of 0.79
kg/l.The following are the aeroplane's structural limits:-Maximum Ramp Mass: 69
900 kg-Maximum Take Off Mass: 69 300 kg-Maximum Landing Mass: 58 900 kg-
Maximum Zero Fuel Mass: 52 740 kgThe performance limited take off mass at
Valencia is 67 330 kg.The landing mass at London is not performance limited.Dry
Operating Mass: 34 930 kgTrip Fuel (Valencia to London): 5 990 kgTaxi fuel: 250 268
kgThe maximum traffic load that can be carried from Valencia will be:
a) 14 331 kg
b) 13 240 kg
c) 16 770 kg
d) 9 830 kg

31.2.3.5 (1619)
An aeroplane is to depart from an airfield where the performance limited take-off
mass is 89200 kg. Certificated maximum masses are as follows:Ramp (taxi) mass
89930 kgMaximum Take-off mass 89430 kgMaximumLanding mass 71520
kgActual Zero fuel mass 62050 kgFuel on board at ramp:Taxi fuel 600 kgTrip fuel
17830 kgContingency, final reserve and alternate 9030 kgIf the Dry Operating
Mass is 40970 kg the traffic load that can be carried on this flight is
a) 21080 kg
b) 21500 kg
c) 21220 kg
d) 20870 kg

31.2.3.5 (1620)
A revenue flight is to be made by a jet transport. The following are the aeroplane's
structural limits:-Maximum Ramp Mass: 69 900 kg-Maximum Take Off Mass: 69
300 kg-Maximum Landing Mass: 58 900 kg-Maximum Zero Fuel Mass: 52 740
kgThe performance limited take off mass is 67 450kg and the performance limited
landing mass is 55 470 kg.Dry Operating Mass: 34 900 kgTrip Fuel: 6 200 kgTaxi
Fuel: 250 kgContingency & final reserve fuel: 1 300 kgAlternate Fuel: 1 100 kg The
maximum traffic load that can be carried is:
a) 17 840 kg
b) 18 170 kg
c) 13 950 kg
d) 25 800 kg

31.2.3.5 (1621)
A revenue flight is to be made by a jet transport. The following are the aeroplane's
structural limits:-Maximum Ramp Mass: 69 900 kg-Maximum Take Off Mass: 69
300 kg-Maximum Landing Mass: 58 900 kg-Maximum Zero Fuel Mass: 52 740
kgTake Off and Landing mass are not performance limited.Dry Operating Mass: 34
930 kgTrip Fuel: 11 500 kgTaxi Fuel: 250 kgContingency & final reserve fuel: 1 450
kgAlternate Fuel: 1 350 kg The maximum traffic load that can be carried is:
a) 17 810 kg
b) 21 170 kg
c) 21 070 kg
d) 20 420 kg

31.2.3.5 (1622)
A revenue flight is to be made by a jet transport. The following are the aeroplane's
structural limits:-Maximum Ramp Mass: 69 900 kg-Maximum Take Off Mass: 69
300 kg-Maximum Landing Mass: 58 900 kg-Maximum Zero Fuel Mass: 52 740
kgTake Off and Landing mass are not performance limited.Dry Operating Mass: 34
900 kgTrip Fuel: 11 800 kgTaxi Fuel: 500 kgContingency & final reserve fuel: 1 600
kgAlternate Fuel: 1 900 kg The maximum traffic load that can be carried is:
a) 17 840 kg
269
b) 19 100 kg
c) 19 200 kg
d) 19 500 kg

31.2.3.5 (1623)
(For this question use annex 031-9685 A or Loading Manual MRJT 1 Figure
4.14)The medium range twin jet transport is scheduled to operate from a
departure airfield where conditions limit the take-off mass to 65050 kg. The
destination airfield has a performance limited landing mass of 54500 kg. The Dry
Operating Mass is 34900 kg. Loading data is as follows - Taxi fuel 350 kgTrip fuel
9250 kgContingency and final reserve fuel 1100 kgAlternate fuel 1000 kgTraffic
load 18600 kgCheck the load and ensure that the flight may be operated without
exceeding any of the aeroplane limits. Choose, from those given below, the most
appropriate answer.
a) The flight is 'landing mass' limited and the traffic load must be reduced to 17500
kg.
b) The flight is 'zero fuel mass' limited and the traffic load must be reduced to 14170 kg.
c) The flight may be safely operated with the stated traffic and fuel load.
d) The flight may be safely operated with an additional 200 kg of traffic load.

31.2.3.5 (1624)
The flight preparation of a turbojet aeroplane provides the following data: Take-off
runway limitation: 185 000 kg Landing runway limitation: 180 000 kg Planned fuel
consumption: 11 500 kg Fuel already loaded on board the aircraft: 20 000
kgKnowing that: Maximum take-off mass (MTOM): 212 000 kg Maximum landing
mass (MLM): 174 000 kg Maximum zero fuel mass (MZFM): 164 000 kg Dry
operating mass (DOM): 110 000 kgThe maximum cargo load that the captain may
decide to load on board is:
a) 54 000 kg
b) 55 000 kg
c) 55 500 kg
d) 61 500 kg

31.2.3.5 (1625)
To calculate a usable take-off mass, the factors to be taken into account include:
a) Maximum landing mass augmented by the fuel burn.
b) Maximum landing mass augmented by fuel on board at take-off.
c) Maximum zero fuel mass augmented by the fuel burn.
d) Maximum take-off mass decreased by the fuel burn.

31.2.3.5 (1626)
Given:Dry operating mass = 38 000 kgmaximum structural take-off mass = 72 000
kgmaximum landing mass = 65 000 kgmaximum zero fuel mass = 61 000 kgFuel
burn = 8 000 kgTake-off Fuel = 10 300 kgThe maximum allowed take-off mass and
payload are respectively :
a) 71 300 kg and 23 000 kg
b) 71 300 kg and 25 300 kg
c) 73 000 kg and 24 700 kg
d) 73 000 kg and 27 000 kg

31.2.3.5 (1627)
(For this question use annex 031-12273A)From the data contained in the attached
270
appendix, the maximum allowable take - off mass and traffic load is respectively :
a) 61600 kg and 12150 kg
b) 68038 kg and 18588 kg
c) 66770 kg and 17320 kg
d) 60425 kg and 10975 kg

31.2.3.5 (1628)
(For this question use annex 031-12274A)An aeroplane is carrying a traffic load of
10320 kgComplete the necessary sections of the attached appendix and determine
which of the answers given below represents the maximum increase in the traffic
load
a) 1830 kg
b) 7000 kg
c) 8268 kg
d) 655 kg

31.2.4.1 (1629)
Prior to departure an aeroplane is loaded with 16500 litres of fuel at a fuel density
of 780 kg/m³. This is entered into the load sheet as 16500 kg and calculations are
carried out accordingly. As a result of this error, the aeroplane is
a) lighter than anticipated and the calculated safety speeds will be too high
b) lighter than anticipated and the calculated safety speeds will be too low
c) heavier than anticipated and the calculated safety speeds will be too high
d) heavier than anticipated and the calculated safety speeds will be too low.

31.2.4.1 (1630)
An additional baggage container is loaded into the aft cargo compartment but is
not entered into the load and trim sheet. The aeroplane will be heavier than
expected and calculated take-off safety speeds
a) will give reduced safety margins.
b) will not be achieved.
c) will be greater than required.
d) are unaffected but V1 will be increased.

31.2.4.1 (1631)
Fuel loaded onto an aeroplane is 15400 kg but is erroneously entered into the load
and trim sheet as 14500 kg. This error is not detected by the flight crew but they
will notice that
a) speed at un-stick will be higher than expected
b) V1 will be reached sooner than expected
c) V1 will be increased.
d) the aeroplane will rotate much earlier than expected.

31.2.4.1 (1632)
When considering the effects of increased mass on an aeroplane, which of the
following is true?
a) Stalling speeds will be higher.
b) Stalling speeds will be lower.
c) Gradient of climb for a given power setting will be higher.
d) Flight endurance will be increased.
271
31.2.4.2 (1633)
A flight benefits from a strong tail wind which was not forecast. On arrival at
destination a straight in approach and immediate landing clearance is given. The
landing mass will be higher than planned and
a) the landing distance required will be longer.
b) the landing distance will be unaffected.
c) the approach path will be steeper.
d) the approach path will be steeper and threshold speed higher.

31.2.4.4 (1634)
If an aeroplane is at a higher mass than anticipated, for a given airspeed the angle
of attack will
a) be greater, drag will increase and endurance will decrease.
b) be decreased, drag will decrease and endurance will increase.
c) remain constant, drag will decrease and endurance will decrease.
d) remain constant, drag will increase and endurance will increase.

31.2.4.4 (1635)
In order to provide an adequate ""buffet boundary"" at the commencement of the
cruise a speed of 1.3Vs is used. At a mass of 120000 kg this is a CAS of 180 knots.
If the mass of the aeroplane is increased to 135000 kg the value of 1.3Vs will be
a) increased to 191 knots, drag will increase and air distance per kg of fuel will
decrease.
b) unaffected as Vs always occurs at the same angle of attack.
c) increased to 191 knots, drag will decrease and air distance per kg of fuel will increase.
d) increased to 202 knots but, since the same angle of attack is used, drag and range will
remain the same.

31.2.4.6 (1636)
The following data is extracted from an aeroplane's loading manifest:Performance
limited take-off mass 93500 kgExpected landing mass at destination 81700
kgMaximum certificated landing mass 86300 kgFuel on board 16500 kgDuring the
flight a diversion is made to an en-route alternate which is not 'performance
limited' for landing. Fuel remaining at landing is 10300 kg. The landing mass
a) is 87300 kg and excess structural stress could result
b) is 83200 kg which is in excess of the regulated landing mass and could result in
overrunning the runway
c) must be reduced to 81700 kg in order to avoid a high speed approach.
d) is 87300 kg which is acceptable in this case because this is a diversion and not a normal
scheduled landing.

31.2.4.6 (1637)
At maximum certificated take-off mass an aeroplane departs from an airfield which
is not limiting for either take-off or landing masses. During initial climb the number
one engine suffers a contained disintegration. An emergency is declared and the
aeroplane returns to departure airfield for an immediate landing. The most likely
result of this action will be
a) a high threshold speed and possible undercarriage or other structural failure.
b) a high threshold speed and a shorter stop distance.
c) a landing further along the runway than normal.
d) a landing short resultant from the increased angle of approach due to the very high
aeroplane mass. 272
31.2.4.6 (1638)
During a violent avoidance manoeuvre, a light twin aircraft, certified to FAR 23
requirements was subjected to an instantaneous load factor of 4.2. The Flight
Manual specifies that the aircraft is certified in the normal category for a load
factor of -1.9 to +3.8.Considering the certification requirements and taking into
account that the manufacturer of the twin did not include, during its conception, a
supplementary margin in the flight envelope, it might be possible to observe,
a) a permanent deformation of the structure
b) a elastic deformation whilst the load was applied, but no permanent distortion
c) no distortion, permanent or temporary of the structure
d) rupture of one or more structural components

31.3.1.0 (1639)
The centre of gravity location of the aeroplane is normally computed along the:
a) longitudinal axis.
b) lateral axis.
c) vertical axis.
d) horizontal axis.

31.3.1.1 (1640)
In mass and balance calculations which of the following describes the datum?
a) It is the point on the aeroplane designated by the manufacturers from which all
centre of gravity measurements and calculations are made.
b) It is the most forward position of the centre of gravity.
c) It is the most aft position of the centre of gravity.
d) It is the distance from the centre of gravity to the point through which the weight of the
component acts.

31.3.1.1 (1641)
A location in the aeroplane which is identified by a number designating its distance
from the datum is known as:
a) Station.
b) Moment.
c) MAC.
d) Index.

31.3.1.1 (1642)
In calculations with respect to the position of the centre of gravity a reference is
made to a datum. The datum is
a) a reference plane which is chosen by the aeroplane manufacturer. Its position is
given in the aeroplane Flight or Loading Manual.
b) calculated from the loading manifest.
c) an arbitrary reference chosen by the pilot which can be located anywhere on the aeroplane.
d) calculated from the data derived from the weighing procedure carried out on the aeroplane
after any major modification.

31.3.1.1 (1643)
The datum is a reference from which all moment (balance) arms are measured. Its
precise position is given in the control and loading manual and it is located
a) at a convenient point which may not physically be on the aeroplane.
b) at or near the forward limit of the centre of gravity. 273
c) at or near the focal point of the aeroplane axis system.
d) at or near the natural balance point of the empty aeroplane.

31.3.1.1 (1644)
Moment (balance) arms are measured from a specific point to the body station at
which the mass is located. That point is known as
a) the datum.
b) the focal point.
c) the axis.
d) the centre of gravity of the aeroplane.

31.3.1.1 (1645)
(For this question use annex 033-9583A or Loading Manual MRJT 1 page 20)For
the medium range twin jet the datum point is located
a) 540 inches forward of the front spar.
b) 540 cm forward of the front spar.
c) on the nose of the aeroplane.
d) at the leading edge of the Mean Aerodynamic Chord (MAC).

31.3.1.1 (1646)
The datum used for balance calculations is:
a) chosen on the longitudinal axis of the aeroplane, but not necessarily between
the nose and the tail of the aircraft
b) chosen on the longitudinal axis of the aeroplane, and necessarily situated between the nose
and the tail of the aircraft
c) chosen on the longitudinal axis of the aircraft and necessarily situated between the leading
edge and trailing edge of the wing
d) chosen on the longitudinal axis of the aircraft, and always at the fire-wall level

31.3.1.1 (1647)
With reference to mass and balance calculations (on an aeroplane) a datum point
is used. This datum point is :
a) a fixed point from which all balance arms are measured. It may be located
anywhere on the aeroplane's longitudinal axis or on the extensions to that axis.
b) the point through which the sum of the mass values (of the aeroplane and its contents) is
assumed to act vertically.
c) a point near the centre of the aeroplane. It moves longitudinally as masses are added
forward and aft of its location.
d) a point from which all balance arms are measured. The location of this point varies with the
distribution of loads on the aeroplane.

31.3.1.2 (1648)
(For this question use annex 031-9605 A or Loading Manual MRJT 1 Figure 4.9)For
the transport aeroplane the moment (balance) arm (B.A.) for the forward hold
centroid is:
a) 367.9 inches.
b) 257 inches.
c) 314.5 inches.
d) 421.5 inches.

274
31.3.1.2 (1649)
The distance from the datum to the Centre of Gravity of a mass is known as
a) the moment arm or balance arm.
b) the lever.
c) the moment.
d) the index.

31.3.1.3 (1650)
An aeroplane has its centre of gravity located 7 metres from the datum line and it
has a mass of 49000 N. The moment about the datum is:
a) 343 000 Nm.
b) 1.43 Nm.
c) 7000 Nm.
d) 34 300 Nm.

31.3.1.3 (1651)
Which one of the following is correct?
a) Arm = Moment / Force
b) Arm = Force / Moment
c) Moment = Force / Arm
d) Arm = Force X Moment

31.3.1.3 (1652)
In mass and balance calculations the ""index"" is:
a) the moment divided by a constant.
b) a location in the aeroplane identified by a number.
c) an imaginary vertical plane or line from which all measurements are taken.
d) the range of moments the centre of gravity (cg) can have without making the aeroplane
unsafe to fly.

31.3.1.3 (1653)
A mass of 500 kg is loaded at a station which is located 10 metres behind the
present Centre of Gravity and 16 metres behind the datum. (Assume: g=10
m/s^2)The moment for that mass used in the loading manifest is :
a) 80000 Nm
b) 50000 Nm
c) 30000 Nm
d) 130000 Nm

31.3.1.4 (1654)
Calculate the centre of gravity in % MAC (mean aerodynamic chord) with following
data:Distance datum - centre of gravity: 12.53 mDistance datum - leading edge:
9.63 mLength of MAC: 8 m
a) 36.3 % MAC
b) 63.4 % MAC
c) 47.0 % MAC
d) 23.1 % MAC

31.3.1.4 (1655)
The loaded centre of gravity (cg) of an aeroplane is 713 mm aft of datum. The
mean aerodynamic chord lies between station 524 mm aft and 1706 mm aft. The275
cg expressed as % MAC (mean aerodynamic chord) is:
a) 16%
b) 41%
c) 60%
d) 10%

31.3.1.4 (1656)
The centre of gravity of an aeroplane is at 25% of the Mean Aerodynamic
Chord.This means that the centre of gravity of the aeroplane is situated at 25% of
the length of:
a) the mean aerodynamic chord in relation to the leading edge
b) the mean aerodynamic chord in relation to the trailing edge
c) the mean aerodynamic chord in relation to the datum
d) the aeroplane in relation to the leading edge

31.3.1.4 (1657)
An aeroplane has a mean aerodynamic chord (MAC) of 134.5 inches. The leading
edge of this chord is at a distance of 625.6 inches aft of the datum. Give the
location of the centre of gravity of the aeroplane in terms of percentage MAC if the
mass of the aeroplane is acting vertically through a balance arm located 650 inches
aft of the datum.
a) 18,14%
b) 75,60%
c) 85,50%
d) 10,50%

31.3.1.4 (1658)
The determination of the centre of gravity in relation to the mean aerodynamic
chord:
a) consists of defining the centre of gravity longitudinally in relation to the length
of the mean aerodynamic chord and the leading edge
b) consists of defining the centre of gravity longitudinally in relation to the length of the mean
aerodynamic chord and the trailing edge
c) consists of defining the centre of gravity longitudinally in relation to the position of the
aerodynamic convergence point
d) consists of defining the centre of gravity longitudinally in relation to the position of the
aerodynamic centre of pressure

31.3.2.0 (1659)
If 390 Ibs of cargo are moved from compartment B (aft) to compartment A
(forward), what is the station number of the new centre of gravity (cg).Given :
Gross mass 116.500 IbsPresent cg station 435.0Compartment A station
285.5Compartment B station 792.5
a) 433.3
b) 463.7
c) 506.3
d) 436.7

31.3.2.0 (1660)
Given the following information, calculate the loaded centre of gravity
(cg).______________________________________________________________
276
_____STATION MASS (kg) ARM (cm) MOMENT
(kgcm)____________________________________________________________
_______Basic Empty Condition 12045 +30 +361350Crew 145 -160 -23200Freight
1 5455 +200 +1091000Freight 2 410 -40 -16400Fuel 6045 -8 -48360Oil 124 +40
+4960
a) 56.53 cm aft datum.
b) 56.35 cm aft datum.
c) 60.16 cm aft datum.
d) 53.35 cm aft datum.

31.3.2.1 (1661)
(For this question use annex 031-1569A) Where is the centre of gravity of the
aeroplane in the diagram?
a) 26.57 cm forward of datum.
b) 32.29 cm forward of datum.
c) 26.57 cm aft of datum.
d) 32.29 cm aft of datum.

31.3.2.1 (1662)
An aeroplane with a two wheel nose gear and four main wheels rests on the
ground with a single nose wheel load of 500 kg and a single main wheel load of
6000 kg. The distance between the nose wheels and the main wheels is 10
meter.How far is the centre of gravity in front of the main wheels?
a) 40 cm.
b) 25 cm.
c) 4 meter.
d) 41.6 cm.

31.3.2.1 (1663)
To measure the mass and CG-position of an aircraft, it should be weighed with a
minimum of:
a) 3 points of support
b) 2 points of support
c) 1 point of support
d) 4 point of support

31.3.2.1 (1664)
The following results were obtained after weighing a helicopter :- mass at front
point: 300 kg- mass at right rear point : 1 100 kg- mass at left rear point : 950 kgIt
is given that the front point is located 0.30 m left of the longitudinal axis and the
rear points are symmetricaly located 1.20 m from this axis.The helicopter's lateral
CG-position relative to the longitudinal axis is:
a) 4 cm right
b) 4 cm left
c) 11 cm right
d) 11 cm left

31.3.2.1 (1665)
After weighing a helicopter the following values are noted:forward point: 350
kgaft right point: 995 kgaft left point: 1 205 kgWhat is the longitudinal CG-position
in relation to the datum situated 4 m in front of the rotor axis, knowing that the
277
forward point is at 2.5 m forward of the rotor axis and the aft points are 1 m aft of
the rotor axis?
a) 4.52 m
b) 4.09 m
c) 4.21 m
d) 4.15 m

31.3.2.1 (1666)
(For this question use annex 031-12266A or Loading Manual MRJT 1 Figure 4.14)
Using the load and trim sheet for the JAR FCL twin jet, which of the following is the
correct value for the index at a Dry Operating Mass (DOM) of 35000 kg with a CG
at 14% MAC ?
a) 40.0
b) 35.5
c) 41.5
d) 33..0

31.3.2.1 (1667)
The following results were obtained after weighing a helicopter :- front point : 220
kg- right rear point : 500 kg- left rear point : 480 kgThe helicopter's datum is 3.40
m forward of the rotor axis. The front point is located 2.00 m forward of the rotor
axis and the rear points are located 0.50 m aft of the rotor axis.The longitudinal
CG-position in relation to the datum is:
a) 3,44 m
b) 1,18 m
c) 3,36 m
d) 0,04 m

31.3.2.2 (1668)
Given:Total mass 2900 kgCentre of gravity (cg) location station: 115.0Aft cg limit
station: 116.0The maximum mass that can be added at station 130.0 is:
a) 207 kg.
b) 317 kg.
c) 140 kg.
d) 14 kg.

31.3.2.2 (1669)
Given:Total mass: 7500 kgCentre of gravity (cg) location station: 80.5 Aft cg limit
station: 79.5How much cargo must be shifted from the aft cargo compartment at
station 150 to the forward cargo compartment at station 30 in order to move the
cg location to the aft limit?
a) 62.5 kg.
b) 65.8 kg.
c) 68.9 kg.
d) 73.5 kg.

31.3.2.2 (1670)
The total mass of an aeroplane is 9000 kg. The centre of gravity (cg) position is at
2.0 m from the datum line. The aft limit for cg is at 2.1 m from the datum line.What
mass of cargo must be shifted from the front cargo hold (at 0.8 m from the datum)
to the aft hold (at 3.8 m), to move the cg to the aft limit? 278
a) 300 kg
b) 900 kg
c) 30.0 kg
d) 196 kg

31.3.2.2 (1671)
Given:Aeroplane mass = 36 000 kgCentre of gravity (cg) is located at station 17
mWhat is the effect on cg location if you move 20 passengers (total mass = 1 600
kg) from station 16 to station 23?
a) It moves aft by 0.31 m.
b) It moves forward by 0.157 m.
c) It moves aft by 3.22 m.
d) It moves aft by 0.157 m.

31.3.2.2 (1672)
The mass of an aeroplane 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:
a) 33 cm.
b) 40 cm.
c) 30 cm.
d) 34 cm.

31.3.2.2 (1673)
Given are the following information at take-
off_______________________________________________________________
____STATION MASS (kg) ARM (cm) MOMENT
(kgcm)____________________________________________________________
_______Basic Empty Condition 12045 +30 +361350Crew 145 -160 -23200Freight
1 5455 +200 +1091000 Freight 2 410 -40 -16400Fuel 6045 -8 - 48360Oil 124 +40
+4960Given that the flight time is 2 hours and the estimated fuel flow will be 1050
litres per hour and the average oil consumption will be 2.25 litres per hour. The
specific density of fuel is 0.79 and the specific density of oil is 0.96.Calculate the
landing centre of gravity
a) 61.28 cm aft of datum.
b) 61.26 cm aft of datum.
c) 61.27 cm aft of datum.
d) 61.29 cm aft of datum.

31.3.2.2 (1674)
Given that the total mass of an aeroplane is 112 000 kg with a centre of gravity
position at 22.62m aft of the datum. The centre of gravity limits are between 18m
and 22m. How much mass must be removed from the rear hold (30 m aft of the
datum) to move the centre of gravity to the middle of the limits:
a) 29 344 kg
b) 16 529 kg
c) 8 680 kg
d) 43 120 kg

31.3.2.2 (1675)
(For this question use annex 031-2946A) The total mass of an aeroplane is 145000
kg and the centre of gravity limits are between 4.7 m and 6.9 m aft of the datum.
279
The loaded centre of gravity position is 4.4 m aft. How much mass must be
transferred from the front to the rear hold in order to bring the out of limit centre
of gravity position to the foremost limit:
a) 7 500 kg
b) 3 500 kg
c) 35 000 kg
d) 62 500 kg

31.3.2.2 (1676)
(For this question use annex 031-11246A and 031-11246B)The planned take-off
mass of an aeroplane is 180 000 kg, with its centre of gravity located at 31 % MAC
(Mean Aerodynamic Cord). Shortly prior to engine start, the local staff informs the
crew that an additional load of 4 000 kg must be loaded in cargo 1. After loading
this cargo, the new centre of gravity location will be:
a) 25%
b) 28%
c) 37%
d) 34%

31.3.2.2 (1677)
(For this question use annex 031-11247A and 031-11247B)A turbojet aeroplane is
parked with the following data:Corrected Dry Operating Mass: 110 100 kgBasic
corrected index: 118.6Initial cargo distribution: cargo 1 = 4 000 kg, cargo 2 = 2
000 kg, cargo 3 = 2 000 kg,The other cargo compartments are empty.Take-off
mass: 200 000 kgCentre of gravity location: 32 % MAC (Mean Aerodynamic
Cord)To maximize performance, the captain decides to redistribute part of the
cargo load between cargo 1 and cargo 4, in order to take off with a new centre of
gravity location at 35 % MAC. After loading, the new load distribution between
cargo 1 and cargo 4 is:
a) 2 500 kg in cargo 1, 1 500 kg in cargo 4
b) 3 000 kg in cargo 1, 1 000 kg in cargo 4
c) 2 000 kg in cargo 1, 2 000 kg in cargo 4
d) 1 000 kg in cargo 1, 3 000 kg in cargo 4

31.3.2.2 (1678)
Which of the following is unlikely to have any effect on the position of the centre of
gravity on an aeroplane in flight ?
a) Changing the tailplane (horizontal stabiliser) incidence angle.
b) Lowering the landing gear.
c) Movement of cabin attendants going about their normal duties.
d) Normal consumption of fuel for a swept wing aeroplane.

31.3.2.2 (1679)
(For this question use annexes 031- 11205A and 031-11205B)A turbojet aeroplane
is parked with the following data:Corrected dry operating mass: 110 100 kgBasic
corrected index: 118.6Initial cargo distribution: cargo 1: 4 000 kg , cargo 2: 2 000
kg , cargo 3: 2 000 kg, other cargo compartments are emptyTake-off mass: 200
000 kg, centre of gravity (C.G.) location: 32 %For perfomance reasons, the captain
decides to redistribute part of the cargo loading between cargo compartments, in
order to take off with a new C.G. location of 34 %. He asks for a transfer of:
a) 1 000 kg from cargo 1 to cargo 4
b) 500 kg from cargo 1 to cargo 3 280
c) 1 000 kg from cargo 3 to cargo 1
d) 1 500 kg from cargo 3 to cargo 1

31.3.2.2 (1680)
(For this question use appendix 031-11589A)Without the man on the winch, the
mass and the lateral CG position of the helicopter are 6 000 kg and 0.055 m to the
right. - the mass of the wet man on the winch is 180 kgWith the man on the winch,
the mass and lateral CG-position of the helicopter are :
a) beyond the limit
b) 6 180 kg and 0.059m to the right
c) 6 180 kg and 0.075m to the right
d) 6 180 kg and 0.041m to the right

31.3.2.2 (1681)
(For this question use annex 031-11606A)Without the man on the winch, the mass
and the lateral CG-position of the aircraft are 6 000 kg and 0,04 m to the right. -
the mass of the man on the winch is 100 kgWith the man on the winch , the lateral
CG-position of the aircraft will be:
a) 0,062m to the right
b) 0,016m to the left
c) beyond the limits
d) 0,0633m to the right

31.3.2.2 (1682)
At a mass of 1 800 kg, a helicopter equipped with a winch has a lateral CG-position
of 5 cm to the left. The CG of the load suspended from the winch is at a distance of
60 cm to the right. With a winch load of 200 kg the lateral CG-position of the
helicopter will be:
a) 1.5 cm to the right
b) 1.5 cm to the left
c) 10.5 cm to the right
d) 10,5 cm to the right

31.3.2.2 (1683)
(For this question use annexes 031-11071A and 031-11071B)Just prior to
departure, you accept 10 passengers additional on board who will be seated in
""compartment OC"" and you have 750 kg unloaded from cargo compartment 5.
The take-off centre of gravity in MAC % (Mean Aerodynamic Chord) will be located
at:
a) 27.8 %
b) 30.5 %
c) 28.5 %
d) 27.2 %

31.3.2.2 (1684)
(For this question use annex 031-11632A )The empty mass of your helicopter is 1
100 kg with a CG-position at 3.05m. The load is as follows:-total mass of pilot and
co-pilot: 150 kg-total mass of passengers at rear: 200 kgIn order not to exeed the
limitations the minimum remaining fuel on board should be:
a) 125 kg
b) 450 kg 281
c) 350 kg
d) 250 kg

31.3.2.2 (1685)
(For this question use annex 031-11219A)An aeroplane, whose specific data is
shown in the annex, has a planned take-off mass of 200 000 kg, with its centre of
gravity (C.G.) is located at 15.38 m rearward of the reference point, representing a
C.G. location at 30 % MAC (Mean Aerodynamic Cord). For performance purposes,
the captain decides to reset the value of the centre of gravity location to 35 %
MAC. The front and rear cargo compartments are located at a distance of 15 m and
25 m from the reference point respectively, the cargo load mass which needs to be
transferred from the front to the rear cargo compartment is:
a) 4 600 kg
b) 5 600 kg
c) 3 600 kg
d) It is not possible to establish the required centre of gravity location.

31.3.2.2 (1686)
(For this question use annex 031-11222A and 031-11222B )The planned take-off
mass of an aeroplane is 190 000 kg, with its centre of gravity located at 29 % MAC
(Mean Aerodynamic Cord). Shortly prior to engine start, the local staff informs the
flight crew that an additional load of 4 000 kg must be loaded in cargo 4. After
loading this cargo, the new centre of gravity location will be:
a) 33%
b) 25%
c) 27%
d) 31%

31.3.2.2 (1687)
(For this question use annex 031-11227A)An aeroplane, whose specific data is
shown in the annex, has a planned take-off mass of 200 000 kg, with its centre of
gravity (C.G.) located at 15.38 m rearward of the reference point, representing a
C.G. location at 30 % MAC (Mean Aerodynamic Cord). The current cargo load
distribution is: front cargo: 6 500 kg, rear cargo: 4 000 kg. For performance
purposes, the captain decides to reset the value of the centre of gravity location to
33 % MAC. The front and rear cargo compartments are located at a distance of 15
m and 25 m from the reference point respectively. After the transfer operation, the
new cargo load distribution is:
a) front cargo: 3 740 kg, rear cargo: 6 760 kg
b) front cargo: 6 760 kg, rear cargo: 3 740 kg
c) front cargo: 4 550 kg, rear cargo: 5 950 kg
d) front cargo: 9 260 kg, rear cargo: 1 240 kg

31.3.2.2 (1688)
(For this question use annex 031-11257A and 031-11257B )The planned take-off
mass of a turbojet aeroplane is 190 000 kg, with its centre of gravity located at 29
% MAC (Mean Aerodynamic Cord) . Shortly prior to engine start, the local staff
informs the flight crew that 4 000 kg must be unloaded from cargo 4. After the
handling operation, the new centre of gravity location in % MAC will be:
a) 25%
b) 33%
282
c) 27%
d) 31%

31.3.2.2 (1689)
(For this question use annex 031-11258A and 031-11258B)The planned take-off
mass of a turbojet aeroplane is 180 000 kg, with its centre of gravity located at 26
% MAC (Mean Aerodynamic Cord). Shortly prior to engine start, the local staff
informs the flight crew that 4 000 kg must be unloaded from cargo 4. After the
handling operation, the new centre of gravity location in % MAC will be:
a) 21.8 %
b) 20.0 %
c) 30.2 %
d) 23.0 %

31.3.2.2 (1690)
(For this question use annex 031-11273A and 031-11273B)A turbojet aeroplane
has a planned take-off mass of 190 000 kg. Following cargo loading, the crew is
informed that the centre of gravity at take-off is located at 38 % MAC (Mean
Aerodynamic Cord) which is beyond limits. The captain decides then to redistribute
part of the cargo load between cargo 1 and cargo 4 in order to obtain a new centre
of gravity location at 31 % MAC. He asks for a transfer of:
a) 3 000 kg from cargo 4 to cargo 1.
b) 2 000 kg from cargo 4 to cargo 1.
c) 1 000 kg from cargo 4 to cargo 1.
d) It is not possible to obtain the required centre of gravity.

31.3.2.2 (1691)
(For this question use annex 031-11275A and 031-11275B)A turbojet aeroplane
has a planned take-off mass of 190 000 kg, the cargo load is distributed as follows:
cargo 1: 3 000 kg, cargo 4: 7 000 kg. Once the cargo loading is completed, the
crew is informed that the centre of gravity at take-off is located at 38 % MAC
(Mean Aerodynamic Cord) which is beyond the limits. The captain decides then to
redistribute part of the cargo load between cargo 1 and cargo 4 in order to obtain a
new centre of gravity location at 31 % MAC. Following the transfer operation, the
new load distribution is:
a) cargo 1: 6 000 kg, cargo 4: 4 000 kg
b) cargo 1: 4 000 kg, cargo 4: 6 000 kg
c) cargo 1: 5 000 kg, cargo 4: 4 000 kg
d) cargo 1: 4 000 kg, cargo 4: 5 000 kg

31.3.2.2 (1692)
The mass and balance information gives :Basic mass : 1 200 kg , Basic balance arm
: 3.00 mUnder 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 mThe 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 negligable.The
position of the centre of gravity at take-off (as % MAC) is :
a) 22%
b) 29%
283
c) 34%
d) 17%

31.3.2.3 (1693)
(For this question use annex 031-1580A)A jet aeroplane, with the geometrical
characteristics shown in the appendix, has a take-off weight (W) of 460 000 N and
a centre of gravity (point G on annex) located at 15.40 m from the zero reference
point.At the last moment the station manager has 12 000 N of freight added in the
forward compartment at 10 m from the zero reference point.The final location of
the centre of gravity, calculated in percentage of mean aerodynamic chord AB
(from point A), is equal to:
a) 27.5 %.
b) 16.9 %.
c) 30.4 %.
d) 35.5 %.

31.3.2.3 (1694)
(For this question use annex 031-1581A)The loading for a flight is shown in the
attached loadsheet, with the following data applying to the aeroplane:Maximum
take-off mass: 150 000 kgMaximum landing mass: 140 000 kgCentre of gravity
(cg) limit forward: 10.5 m aft of datum aft: 13.0 m aft of datumEstimated trip fuel:
55 000 kg
a) Landing cg is out of limits at 10.17 m aft of datum.
b) Take-off cg is out of limits at 10.17 m aft of datum.
c) Take-off cg is out of limits at 12.34 m aft of datum.
d) Landing cg is out of limits at 11.97 m aft of datum.

31.3.2.3 (1695)
(For this question use annex 031-4739A or Loading Manual MEP1 Figure 3.4)With
respect to multi-engine piston powered aeroplane, determine the ramp mass (lbs)
in the following conditions:Basic empty mass: 3 210 lbsBasic arm: 88.5 InchesOne
pilot: 160 lbsFront seat passenger : 200 lbsCentre seat passengers: 290 lbsOne
passenger rear seat: 110 lbsBaggage in zone 1: 100 lbsBaggage in zone 4: 50
lbsBlock fuel: 100 US Gal.Trip fuel: 55 US Gal.Fuel for start up and taxi (included in
block fuel): 3 US Gal. Fuel density: 6 lbs/US Gal.
a) 4 720
b) 4 120
c) 4 390
d) 4 372

31.3.2.3 (1696)
(For this question use annex 031-4740A or Loading Manual MEP1 Figure 3.4)With
respect to multi-engine piston powered aeroplane, determine the block fuel
moment (lbs.In.) in the following conditions:Basic empty mass: 3 210 lbs.One
pilot: 160 lbs.Front seat passenger : 200 lbs.Centre seat passengers: 290 lbs.
(total)One passenger rear seat: 110 lbs.Baggage in zone 1: 100 lbs.Baggage in
zone 4: 50 lbs.Block fuel: 100 US Gal.Trip fuel: 55 US Gal.Fuel for start up and taxi
(included in block fuel): 3 US Gal.Fuel density: 6 lbs./US Gal.
a) 56 160
b) 433 906
c) 30 888
d) 9 360 284
31.3.2.3 (1697)
(For this question use annex 031-4742A or Loading Manual MEP1 Figure 3.4)With
respect to a multi-engine piston powered aeroplane, determine the CG location at
take off in the following conditions:Basic empty mass: 3 210 lbs.One pilot: 160
lbs.Front seat passenger : 200 lbs.Centre seat passengers: 290 lbs. (total)One
passenger rear seat: 110 lbs.Baggage in zone 1: 100 lbs.Baggage in zone 4: 50
lbs.Zero Fuel Mass: 4210 lbs.Moment at Zero Fuel Mass: 377751 lbs.InBlock fuel:
100 US Gal.Trip fuel: 55 US Gal.Fuel for start up and taxi (included in block fuel): 3
US Gal.Fuel density: 6 lbs./US Gal.
a) 91.92 inches aft of datum
b) 91.69 inches aft of datum
c) 93.60 inches aft of datum
d) 91.84 inches aft of datum

31.3.2.3 (1698)
(For this question use annexes 031-6564A and 031-6564B or Loading Manual SEP1
Figure 2.4)With respect to a single-engine piston powered aeroplane, determine
the zero fuel moment (lbs.In./100) in the following conditions:Basic Empty Mass:
2415 lbs.Arm at Basic Empty Mass: 77,9 In.Cargo Zone A: 350 lbs.Baggage Zone B:
35 lbs.Pilot and front seat passenger : 300 lbs (total)
a) 2548,8
b) 6675
c) 2496,3
d) 2311,8

31.3.2.3 (1699)
Determine the Zero Fuel Mass for the following single engine aeroplane.Given
:Standard Empty Mass : 1764 lbs Optional Equipment : 35 lbs Pilot + Front seat
passenger : 300 lbsCargo Mass : 350 lbsRamp Fuel = Block Fuel : 60 Gal.Trip Fuel :
35 Gal.Fuel density : 6 lbs/Gal.
a) 2449 lbs
b) 2589 lbs
c) 2659 lbs
d) 2414 lbs

31.3.2.3 (1700)
Determine the Landing Mass for the following single engine
aeroplane.Given:Standard Empty Mass :1764 lbs Optional Equipment : 35 lbsPilot
+ Front seat passenger : 300 lbsCargo Mass : 350 lbsRamp Fuel = Block Fuel : 60
Gal.Trip Fuel : 35 Gal.Fuel density: 6 lbs/Gal.
a) 2589 lbs
b) 2799 lbs
c) 2659 lbs
d) 2449 lbs

31.3.2.3 (1701)
Determine the Take-off Mass for the following single engine aeroplane.Given
:Standard Empty Mass : 1764 lbsOptional Equipment : 35 lbsPilot + Front seat
passenger : 300 lbsCargo Mass : 350 lbsRamp Fuel = Block Fuel : 60 Gal.Trip Fuel :
35 Gal.Fuel density : 6 lbs/Gal.
a) 2799 lbs
285
b) 2764 lbs
c) 2809 lbs
d) 2659 lbs

31.3.2.3 (1702)
(For this question use appendix 031-11590A )Without the crew, the mass and
longitudinal CG position of the aircraft are 6 000 kg and 4,70m. - the mass of the
pilot is 90 kg - the mass of the copilot is 100 kg - the mass of the flight engineer is
80 kgWith the crew, the mass and longitudinal CG position of the aircraft are :
a) 6 270 kg and 4.594 m
b) 6 270 kg and 4.796 m
c) 6 270 kg and 5.012 m
d) 6 270 kg and 4.61 m

31.3.2.3 (1703)
(For this question use appendix 031-11605A)Without the crew, the weight and the
CG-position of the aircraft are 7 000 kg and 4,70m. - the mass of the pilot is 90 kg -
the mass of the copilot is 75 kg - the mass of the flight engineer is 90 kgWith this
crew on board, the CG-position of the aircraft will be:
a) 4,615 m
b) 0,217 m
c) 4,783 m
d) 4,455 m

31.3.2.3 (1704)
(For this question use annexes 031-11069A and 031-11069B)Contrary to the
forecast given in the LOAD and TRIM sheet, cargo compartment 1 is empty. The
take-off centre of gravity in MAC % (Mean Aerodynamic Chord) will be located at:
a) 31%
b) 32.5 %
c) 36%
d) 25%

31.3.2.3 (1705)
(For this question use annexes 031-11070A and 031-11070B)Contrary to the
loading sheet forecasts you have :Cargo compartment 1: empty passengers in
compartment OA: 20Cargo compartment 2: 1 000 kg passengers in compartment
OB: 20Cargo compartment 3: 3 000 kg passengers in compartment OC: 30Cargo
compartment 4: 2 000 kgCargo compartment 5: 1 000 kgThe take-off centre of
gravity in MAC % (Mean Aerodynamic Chord), will be located at:
a) 31.5 %
b) 24.5 %
c) 32.5 %
d) 35.5 %

31.3.2.3 (1706)
(For this question use annexes 031-11072A and 031-11072B)The weight and
balance sheet is available and contrary to the forecast, cargo compartment 1 is
empty.The zero fuel weight centre of gravity in MAC % (Mean Aerodynamic Chord)
is located at:
a) 35.5 %
b) 32% 286
c) 31.5 %
d) 26%

31.3.2.3 (1707)
(For this question use annex 031-11248A , 031-11248B and 031-11248C)Knowing
that:. Dry operating mass: 110 000 kg. Basic index: 119.1. Number of passengers:
185 distributed as shown in the annex (75 kg per PAX). Cargo load + luggage: 14
000 kg distributed as shown in the annex.. Fuel: 42 000 kgStages (1) to (7) and
(11) having already been calculated, the centre of gravity in % MAC (Mean
Aerodynamic Cord) at take-off is located at:
a) 31.5 %
b) 30.5 %
c) 32.5 %
d) 28.0 %

31.3.2.3 (1708)
(For this question use annex 031-11249A , 031-11249B and 031-11249C)Knowing
that:. Dry operating mass: 110 000 kg. Basic index: 119.1. Number of passengers:
335 distributed as shown in the annex (75 kg per PAX). Cargo load + luggage: 9
500 kg distributed as shown in the annex.. Fuel: 40 000 kgStages (1) to (7) and
(11) having already been calculated, the centre of gravity in % MAC (Mean
Aerodynamic Cord) at take-off is located at:
a) 29.3 %
b) 27.4 %
c) 30.5 %
d) 28.0 %

31.3.2.3 (1709)
(For this question use annex 031-11250A, 031-11250B and 031-11250C)Knowing
that:. Dry operating mass: 110 000 kg. Basic index: 119.1. Number of passengers:
335 distributed as shown in the annex (75 kg per PAX). Cargo load + luggage: 9
500 kg distributed as shown in the annex.. Fuel: 40 000 kgStages (1) to (7) and
(11) having already been calculated, the centre of gravity in % MAC (Mean
Aerodynamic Cord) for zero fuel mass is located at:
a) 28.0 %
b) 30.5 %
c) 27.4 %
d) 29.3 %

31.3.2.3 (1710)
(For this question use annex 031-11251A , 031-11251B and 031-11251C)Knowing
that:. Dry operating mass: 110 000 kg. Basic index: 119.1. Number of passengers:
185 distributed as shown in the annex (75 kg per PAX). Cargo load + luggage: 14
000 kg distributed as shown in the annex.. Fuel: 42 000 kgStages (1) to (7) and
(11) having already been calculated, the centre of gravity in % MAC (Mean
Aerodynamic Cord) for zero fuel mass is located at:
a) 30.5 %
b) 32.3 %
c) 29.3 %
d) 28.3 %
287
31.3.2.3 (1711)
(For this question use annex 031-12267A )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.
a) 46130 Kg and 17,8%
b) 41300 Kg and 17,8%
c) 51300 Kg and 20,8%
d) 46130 Kg and 20,8%

31.3.2.3 (1712)
(For this question use annex 031-12268A)Using the data given in the Load & Trim
sheet, determine from the following the correct values for the take off mass and
the position of the centre of gravity at that mass if the fuel index correction to be
applied is given as - 0.9
a) 17.5 %
b) 20.1 %
c) 20.3 %
d) 22.6 %

31.3.2.3 (1713)
(For this question use annex 031-12269A)Using the data given at the appendix to
this question, if the fuel index corrections (from ZFM index) are as follows9500 kg
- 0.96500 kg - 6.13500 kg - 4.73000 kg - 4.3Which of the following represent the
correct values for landing mass of the aeroplane and the position of the centre of
gravity for this condition ?
a) 49130 kg and 19 %
b) 52900kg and 19 %
c) 52900 kg and 21.6 %
d) 49130 kg and 21.8 %

31.3.2.3 (1714)
(For this question use annex 031-12270A)Using the data given at the appendix,
determine which of the following correctly gives the values of the Zero Fuel Mass
(ZFM) of the aeroplane and the load index at ZFM
a) 48600 kg and 57.0
b) 51300 kg and 57.0
c) 46300 kg and 20.5
d) 35100 kg and 20.5

31.3.2.3 (1715)
(For this question use annex 031-12271A)From the data given at the appendix and
assuming a fuel index shift of - 5.7 from the ZFM loaded index, determine which of
the following is the correct value (percentage MAC) for the position of the centre
of gravity at Take Off Mass.
a) 18%
b) 19%
c) 15%
d) 14%

31.3.2.3 (1716)
(For this question use annex 031-11619A )A helicopter's basic mass is 1 100 kg
288
and the longitudinal CG-position is at 3.10 m.Determine the longitudinal CG
position in the following conditions :- pilot and front passenger : 150 kg- rear
passengers : 150 kg- fuel : 500 kg
a) 2.91 m
b) 2.85 m
c) 2.97 m
d) 2.82 m

31.3.2.4 (1717)
Length of the mean aerodynamic chord = 1 mMoment arm of the forward cargo:
-0,50 mMoment arm of the aft cargo: + 2,50 mThe aircraft mass is 2 200 kg and its
centre of gravity is at 25% MACTo move the centre of gravity to 40%, which mass
has to be transferred from the forward to the aft cargo hold?
a) 110 kg
b) 183 kg
c) 165 kg
d) 104 kg

31.3.3.1 (1718)
Loads must be adequately secured in order to:
a) avoid unplanned centre of gravity (cg) movement and aircraft damage.
b) avoid any centre of gravity (cg) movement during flight.
c) prevent excessive 'g'-loading during the landing flare.
d) allow steep turns.

31.3.3.2 (1719)
Assume:Aeroplane gross mass: 4750 kgCentre of gravity at station: 115.8What will
be the new position of the centre of gravity if 100 kg is moved from the station 30
to station 120?
a) Station 117.69
b) Station 118.33
c) Station 120.22
d) Station 118.25

32.1.1.0 (1720)
Density altitude is the
a) pressure altitude corrected for 'non standard' temperature
b) altitude reference to the standard datum plane
c) altitude read directly from the altimeter
d) height above the surface

32.1.1.0 (1721)
The Density Altitude
a) is used to determine the aeroplane performance.
b) is equal to the pressure altitude.
c) is used to establish minimum clearance of 2.000 feet over mountains.
d) is used to calculate the FL above the Transition Altitude.

32.1.1.0 (1722)
Given that:VEF= Critical engine failure speed VMCG= Ground minimum control
289
speedVMCA= Air minimum control speed VMU= Minimum unstick speedV1= Take-