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ATPL Flight Planning practice questions

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Question 1Flight Planning and Fuel Management

In fuel planning, what does the term 'trip fuel' refer to?

  1. Fuel needed from engine start to engine shutdown including taxi
  2. Fuel required from brake release to landing at the destination Correct answer.
  3. Fuel reserved for diversion to an alternate aerodrome
  4. Fuel burned during the cruise segment only

Explanation

Trip fuel is the fuel consumed from take-off (brake release) at the departure aerodrome to touchdown at the destination aerodrome, covering climb, cruise and descent. It excludes taxi fuel, reserves and diversion fuel, which are accounted for separately in the total fuel calculation.

Question 2Flight Planning and Fuel Management

Which fuel component is intended to cover unforeseen factors such as deviations from the planned route or weather?

  1. Additional fuel
  2. Final reserve fuel
  3. Taxi fuel
  4. Contingency fuel Correct answer.

Explanation

Contingency fuel is carried to cover unforeseen influences such as deviations from the planned route, weather, or small increases in consumption. It is normally expressed as a percentage of trip fuel or a fixed time allowance depending on the operator's approved method.

Question 3Flight Planning and Fuel Management

What is the purpose of the final reserve fuel?

  1. To protect against fuel exhaustion if the planned landing cannot be made Correct answer.
  2. To cover holding at the destination before landing
  3. To allow a diversion to the destination alternate
  4. To permit a return to the departure aerodrome

Explanation

Final reserve fuel is a fixed quantity, usually expressed as 30 minutes of holding at 1500 ft above the aerodrome, designed to protect against fuel exhaustion if the aircraft cannot land as planned. It is the last barrier before an emergency and is not planned for normal use.

Question 4Flight Planning and Fuel Management

An aircraft has a trip fuel of 4000 kg and the operator uses a contingency of 5% of trip fuel. What is the contingency fuel?

  1. 200 kg Correct answer.
  2. 100 kg
  3. 400 kg
  4. 800 kg

Explanation

Contingency fuel is calculated as a percentage of trip fuel: 5% of 4000 kg equals 200 kg. This amount is then added to the trip fuel when computing the total fuel required.

Question 5Flight Planning and Fuel Management

Which document provides the certified maximum fuel capacity and unusable fuel for a specific aircraft type?

  1. The airworthiness directive summary
  2. The load sheet
  3. The aircraft flight manual Correct answer.
  4. The operational flight plan

Explanation

The aircraft flight manual (AFM) contains the certified limitations including maximum usable and unusable fuel quantities for the type. The operational flight plan is a per-flight document and does not certify tank capacity.

Question 6Flight Planning and Fuel Management

In the cruise, an aircraft burns fuel at 2400 kg per hour. How much fuel is consumed in 2 hours 45 minutes?

  1. 7200 kg
  2. 6600 kg Correct answer.
  3. 6000 kg
  4. 5400 kg

Explanation

Convert 2 h 45 min to 2.75 hours, then multiply by the hourly burn: 2400 × 2.75 = 6600 kg. Keeping units consistent in hours avoids conversion errors.

Question 7Flight Planning and Fuel Management

What does the term 'specific range' mean in flight planning?

  1. Distance flown per unit of fuel consumed Correct answer.
  2. Fuel flow divided by true airspeed
  3. Fuel consumed per hour of flight
  4. Maximum range achievable with full tanks

Explanation

Specific range is the distance covered per unit of fuel burned, often expressed in nautical air miles per kilogram. It is used to compare cruise altitudes and speeds for fuel efficiency.

Question 8Flight Planning and Fuel Management

For a flight, the destination alternate is 120 NM away and the aircraft's diversion fuel consumption is 8 kg per NM. What diversion fuel is required?

  1. 480 kg
  2. 960 kg Correct answer.
  3. 1200 kg
  4. 720 kg

Explanation

Diversion fuel equals distance to the alternate multiplied by fuel consumption per NM: 120 × 8 = 960 kg. This fuel must be available at the point of missed approach at the destination.

Question 9Flight Planning and Fuel Management

What is the primary input used to obtain trip fuel from the operational flight plan tables for a given route?

  1. The planned cruise altitude and forecast winds Correct answer.
  2. The zero-fuel weight of the aircraft
  3. The departure runway in use
  4. The number of passengers on board

Explanation

Trip fuel from flight planning tables depends mainly on the planned cruise altitude, the route distance and the forecast wind and temperature. Weight also affects fuel burn, but altitude and wind are the principal table entries.

Question 10Flight Planning and Fuel Management

An aircraft must arrive at its destination with a minimum of 3000 kg of fuel. Trip fuel is 6000 kg, contingency 300 kg and taxi 200 kg. What is the minimum take-off fuel?

  1. 9200 kg
  2. 9500 kg
  3. 9300 kg Correct answer.
  4. 9000 kg

Explanation

Take-off fuel must cover trip fuel plus contingency plus the required arrival fuel: 6000 + 300 + 3000 = 9300 kg. Taxi fuel is burned before take-off and is added separately to obtain block fuel.

Question 11Flight Planning and Fuel Management

When computing block fuel, which item is added to take-off fuel that is not part of the airborne fuel?

  1. Final reserve fuel
  2. Contingency fuel
  3. Alternate fuel
  4. Taxi fuel Correct answer.

Explanation

Block fuel is take-off fuel plus taxi fuel, because taxi fuel is burned on the ground before brake release. Contingency, final reserve and alternate fuel are all airborne components already included in take-off fuel.

Question 12Flight Planning and Fuel Management

How does a headwind component affect the trip fuel for a given still-air distance?

  1. It increases trip fuel because ground speed decreases Correct answer.
  2. It decreases trip fuel because drag is reduced
  3. It reduces trip fuel because the aircraft climbs faster
  4. It has no effect because fuel burn depends only on airspeed

Explanation

A headwind reduces ground speed, so the aircraft takes longer to cover the same ground distance and therefore burns more fuel. Fuel flow depends on airspeed, but time over the route depends on ground speed.

Question 13Flight Planning and Fuel Management

An operator uses the 'percentage of trip fuel' contingency method. If trip fuel is 5000 kg and contingency is 5%, what is the total fuel before reserves?

  1. 5000 kg
  2. 5750 kg
  3. 5250 kg Correct answer.
  4. 5500 kg

Explanation

Contingency is 5% of 5000 kg, which is 250 kg, so trip plus contingency equals 5250 kg. Reserves such as alternate and final reserve are added afterwards.

Question 14Flight Planning and Fuel Management

In fuel planning, what is the 'decision point' (point of no return) on a route?

  1. The point where the alternate aerodrome becomes available
  2. The point at which the aircraft reaches its maximum cruise altitude
  3. The point beyond which a return to departure costs more fuel than continuing to destination Correct answer.
  4. The point where the aircraft must begin descent

Explanation

The decision point is the last point from which the aircraft can return to the departure aerodrome with reserves intact; beyond it, continuing to destination requires less fuel than turning back. It is used to plan the fuel needed for a safe return option.

Question 15Flight Planning and Fuel Management

Which condition most increases the fuel required for a given route when using an equal-time point calculation?

  1. No wind along the route
  2. A headwind on the outbound leg and a tailwind on the return leg Correct answer.
  3. A tailwind on the outbound leg only
  4. A tailwind on both outbound and return legs

Explanation

When the outbound leg faces a headwind and the return leg a tailwind, the equal-time point shifts and the aircraft must carry more fuel to reach a safe return point. Wind asymmetry increases the fuel needed compared with symmetrical conditions.

Question 16Flight Planning and Fuel Management

What does the 'fuel endurance' of an aircraft represent?

  1. The maximum fuel quantity the tanks can hold
  2. The distance flown per kilogram of fuel
  3. The total time the aircraft can remain airborne with the fuel available Correct answer.
  4. The fuel flow at cruise power

Explanation

Fuel endurance is the time the aircraft can stay airborne using the fuel on board at a given consumption rate. It is obtained by dividing usable fuel by the hourly fuel flow.

Question 17Flight Planning and Fuel Management

An aircraft has 9000 kg of usable fuel and burns 3000 kg per hour in cruise. What is its endurance?

  1. 3.5 hours
  2. 3 hours Correct answer.
  3. 2.5 hours
  4. 2 hours

Explanation

Endurance equals usable fuel divided by hourly fuel flow: 9000 ÷ 3000 = 3 hours. This assumes a constant cruise flow and no reserves deduction.

Question 18Flight Planning and Fuel Management

How does increasing cruise altitude generally affect specific range for a jet aircraft, up to the optimum altitude?

  1. It increases because the engines become more efficient at higher altitude Correct answer.
  2. It decreases because fuel flow rises
  3. It increases because the aircraft flies faster in thinner air
  4. It remains constant regardless of altitude

Explanation

For a jet, higher altitude up to the optimum level reduces air density, allowing the engines to produce thrust more efficiently and lowering fuel flow for a given speed. This improves specific range until the optimum altitude is reached.

Question 19Flight Planning and Fuel Management

What is the main purpose of an 'isolated aerodrome' fuel procedure?

  1. To permit refuelling at an intermediate stop
  2. To reduce the final reserve to zero
  3. To allow a flight to operate with no alternate when no suitable aerodrome exists Correct answer.
  4. To eliminate the need for contingency fuel

Explanation

An isolated aerodrome procedure allows a flight to plan to a destination where no suitable alternate exists, subject to additional fuel being carried. It does not remove the need for reserves but adjusts how they are provided.

Question 20Flight Planning and Fuel Management

A flight has trip fuel 8000 kg, contingency 400 kg, alternate 1000 kg, final reserve 1200 kg and taxi 300 kg. What is the block fuel?

  1. 11500 kg
  2. 10500 kg
  3. 11200 kg
  4. 10900 kg Correct answer.

Explanation

Block fuel is the sum of trip, contingency, alternate, final reserve and taxi fuel: 8000 + 400 + 1000 + 1200 + 300 = 10900 kg. All components must be included because block fuel represents total fuel on board at engine start.

Question 21Flight Planning and Fuel Management

Which factor most directly determines the 'additional fuel' that may be required for a flight?

  1. The colour of the flight plan form
  2. A specific operational need such as reduced-reserve approval conditions Correct answer.
  3. The aircraft's paint scheme
  4. The number of cabin crew on board

Explanation

Additional fuel is carried only when a specific operational circumstance requires it, such as operating under reduced-reserve conditions or when no suitable alternate is available. It is not a routine percentage allowance.

Question 22Flight Planning and Fuel Management

An aircraft plans to arrive at the destination alternate with 1500 kg, and its final reserve is 1200 kg. What is the minimum fuel at the alternate after diversion?

  1. 300 kg
  2. 1500 kg Correct answer.
  3. 1200 kg
  4. 2700 kg

Explanation

The fuel at the alternate must be at least the final reserve; the planned arrival fuel of 1500 kg exceeds the 1200 kg final reserve, so 1500 kg is the minimum planned figure. The final reserve is a floor, not an addition to the planned arrival fuel.

Question 23Flight Planning and Fuel Management

A twin-engine aircraft must plan for engine failure during cruise. Which fuel consideration applies?

  1. No additional fuel is needed because engine failure is impossible
  2. Final reserve can be reduced to 10 minutes
  3. Drift-down fuel to a suitable en-route alternate must be considered Correct answer.
  4. Contingency fuel is doubled automatically

Explanation

For twin-engine aircraft, fuel planning must account for the possibility of an engine failure in cruise, requiring drift-down to a suitable en-route alternate. This is often addressed through ETOPS or equivalent procedures and specific fuel allowances.

Question 24Flight Planning and Fuel Management

In an equal-time point calculation with outbound ground speed 400 kt and return ground speed 500 kt over a total still-air distance of 900 NM, which statement is correct?

  1. The equal-time point lies closer to the destination aerodrome Correct answer.
  2. The equal-time point lies at the midpoint
  3. The equal-time point cannot be determined from these data
  4. The equal-time point lies closer to the departure aerodrome

Explanation

The equal-time point is closer to the aerodrome toward which ground speed is higher, because the faster leg covers more distance in the same time. With a higher return ground speed of 500 kt, the point shifts toward the destination.

Question 25Flight Planning and Fuel Management

An operator uses the 'reduced contingency' method based on a fuel consumption monitoring programme. What is the key safety condition for its use?

  1. The flight must be shorter than one hour
  2. The operator must demonstrate statistically that actual consumption does not exceed the planned figure Correct answer.
  3. The final reserve must be doubled
  4. The aircraft must carry no alternate fuel

Explanation

Reduced contingency is permitted only where the operator can show, through a monitoring programme, that actual fuel consumption consistently matches or is below planned consumption. This justifies a lower contingency percentage without compromising safety.

Question 26Flight Planning and Fuel Management

An aircraft has a basic operating mass of 42000 kg, a traffic load of 9000 kg and 11000 kg of fuel on board at brakes release. What is the ramp mass?

  1. 62000 kg Correct answer.
  2. 51000 kg
  3. 53000 kg
  4. 60000 kg

Explanation

Ramp mass is the sum of basic operating mass, traffic load and the fuel on board at brakes release. Adding 42000 kg, 9000 kg and 11000 kg gives 62000 kg. Traffic load already includes passengers, baggage and cargo, so it is added once only.

Question 27Flight Planning and Fuel Management

Which fuel is defined as the fuel needed to fly from the destination aerodrome to the destination alternate aerodrome?

  1. Contingency fuel
  2. Taxi fuel
  3. Final reserve fuel
  4. Alternate fuel Correct answer.

Explanation

Alternate fuel covers the flight from the destination aerodrome to the nominated destination alternate, flown at the planned mass and configuration. It is held in addition to trip fuel and final reserve so the aircraft can divert after reaching the destination.

Question 28Flight Planning and Fuel Management

What is the purpose of the 'fuel tankering' technique in commercial flight planning?

  1. To carry extra fuel from a cheaper station to avoid higher prices at the destination Correct answer.
  2. To reduce the contingency fuel percentage required
  3. To reduce the take-off mass by carrying less fuel
  4. To increase the landing mass limit at the destination

Explanation

Tankering means uplifting more fuel than required at an aerodrome where fuel is cheap, so that less fuel is bought at an expensive destination. The cost saving must be weighed against the extra fuel burned carrying the additional mass. It has no effect on certified mass limits or on the contingency percentage rule.

Question 29Flight Planning and Fuel Management

An aircraft's cruise fuel flow is 2200 kg per hour and its cruise ground speed is 440 kt. What is the fuel consumption per nautical mile?

  1. 2 kg/NM
  2. 0.5 kg/NM
  3. 10 kg/NM
  4. 5 kg/NM Correct answer.

Explanation

Fuel per nautical mile is fuel flow divided by ground speed. Dividing 2200 kg/h by 440 kt gives 5 kg/NM. This figure already includes the wind effect because ground speed is used rather than true airspeed.

Question 30Flight Planning and Fuel Management

In operational flight planning, what does the abbreviation 'MTOW' represent?

  1. Maximum take-off weight Correct answer.
  2. Maximum trip operating weight
  3. Maximum taxi operating weight
  4. Minimum take-off weight

Explanation

MTOW is the maximum take-off weight, a structural and performance limit that the take-off mass must not exceed. It may be further limited by runway, obstacle, climb and tyre-speed considerations on a given day.

Question 31Flight Planning and Fuel Management

A flight must hold for 30 minutes at the destination before landing. Holding fuel flow is 1800 kg per hour. How much holding fuel is required?

  1. 3600 kg
  2. 1800 kg
  3. 900 kg Correct answer.
  4. 540 kg

Explanation

Holding fuel is the holding fuel flow multiplied by the holding time in hours. Thirty minutes is 0.5 hours, so 1800 kg/h multiplied by 0.5 gives 900 kg.

Question 32Flight Planning and Fuel Management

Which document normally provides the certified maximum structural masses and the fuel capacity limitations of an aircraft type?

  1. The load sheet
  2. The operational flight plan
  3. The aircraft flight manual Correct answer.
  4. The navigation log

Explanation

The aircraft flight manual contains the certified limitations, including maximum structural masses and usable fuel capacity. The operational flight plan and load sheet apply those limits to a specific flight but do not define them.

Question 33Flight Planning and Fuel Management

What does the 'trip fuel' in an operational flight plan represent?

  1. Fuel reserved for diversion to the alternate
  2. Fuel from take-off to landing at the destination Correct answer.
  3. Fuel required for taxiing at both aerodromes
  4. Fuel from brakes release to engines shut down at the destination

Explanation

Trip fuel is the fuel burned from take-off at the departure aerodrome to landing at the destination aerodrome. It excludes taxi fuel, which is accounted for separately, and excludes alternate and reserve fuel.

Question 34Flight Planning and Fuel Management

An aircraft has a maximum landing mass of 60000 kg and a maximum take-off mass of 70000 kg. Trip fuel is 8000 kg. If the take-off mass is limited only by the landing mass, what is the maximum take-off mass?

  1. 78000 kg
  2. 68000 kg Correct answer.
  3. 70000 kg
  4. 60000 kg

Explanation

The landing mass equals the take-off mass minus the trip fuel burned. To land at 60000 kg, the take-off mass may be 60000 kg plus 8000 kg, which is 68000 kg. This is below the structural take-off limit, so the landing limit governs.

Question 35Flight Planning and Fuel Management

For a jet aircraft, which combination of conditions gives the greatest specific range in cruise?

  1. Maximum cruise thrust and low altitude
  2. Low altitude and high speed
  3. High altitude and maximum cruise speed
  4. Optimum altitude and speed for the cruise mass Correct answer.

Explanation

Specific range is greatest when the aircraft is flown at the altitude and speed that minimise fuel flow per unit of distance for its mass. Climbing toward the optimum altitude improves specific range, but flying faster than the optimum speed increases drag and reduces it.

Question 36Flight Planning and Fuel Management

An aircraft's true airspeed is 420 kt and it experiences a headwind of 60 kt. The still-air distance to the destination is 720 NM. What is the flight time?

  1. 2 hours 00 minutes Correct answer.
  2. 1 hour 30 minutes
  3. 2 hours 24 minutes
  4. 1 hour 43 minutes

Explanation

Ground speed equals true airspeed minus the headwind component, giving 360 kt. Dividing the still-air distance of 720 NM by 360 kt gives 2.0 hours. The headwind lengthens the flight and therefore increases the fuel burned.

Question 37Flight Planning and Fuel Management

An operator uses the statistical contingency method. What is the essential requirement for using a contingency below the standard percentage?

  1. A minimum of three destination alternates nominated
  2. Approval based on a fuel consumption monitoring programme for the specific route Correct answer.
  3. A written agreement from the departure aerodrome fuel supplier
  4. A cruise altitude above the optimum altitude

Explanation

Reduced contingency is permitted only when the operator has an approved fuel consumption monitoring programme and the authority has accepted it for the specific route or aircraft. The data must show that actual consumption is reliably below the standard allowance.

Question 38Flight Planning and Fuel Management

An aircraft must plan to arrive at the destination with enough fuel to reach the alternate and then hold for 30 minutes at 1500 kg per hour. Alternate fuel is 900 kg. What is the minimum fuel at destination?

  1. 2400 kg Correct answer.
  2. 1650 kg
  3. 3150 kg
  4. 900 kg

Explanation

The fuel at destination must cover alternate fuel plus final reserve. The 30-minute final reserve is 750 kg, so the total is 900 kg plus 750 kg, giving 1650 kg. This is the minimum before any additional fuel is considered.

Question 39Flight Planning and Fuel Management

What is the main purpose of an equal-time point calculation in fuel planning?

  1. To determine the point at which the aircraft reaches its optimum cruise altitude
  2. To establish the point where the aircraft reaches maximum landing mass
  3. To calculate the fuel needed to hold at the destination alternate
  4. To identify the point from which returning to the departure aerodrome takes the same time as continuing to the destination Correct answer.

Explanation

The equal-time point is the position from which the time to return to the departure aerodrome equals the time to continue to the destination. It is used in planning for scenarios such as depressurisation or engine failure, where a decision must be made. Wind components change the position of this point.

Question 40Flight Planning and Fuel Management

A flight has a still-air distance of 900 NM. Outbound ground speed is 450 kt and the return ground speed is 300 kt. Where is the equal-time point measured from the departure aerodrome?

  1. 600 NM
  2. 360 NM Correct answer.
  3. 450 NM
  4. 540 NM

Explanation

The equal-time point distance is the total distance multiplied by the return ground speed divided by the sum of the two ground speeds. That is 900 multiplied by 300 divided by 750, giving 360 NM. The slower return speed pulls the point closer to the departure aerodrome.

Question 41Flight Planning and Fuel Management

How does a lower outside air temperature than planned affect fuel consumption in cruise for a given indicated altitude and Mach number?

  1. It has no effect on fuel consumption
  2. It decreases true airspeed and increases fuel burned per nautical mile Correct answer.
  3. It increases true airspeed and decreases fuel burned per nautical mile
  4. It increases fuel flow but leaves specific range unchanged

Explanation

At a given indicated altitude and Mach number, colder air increases density and reduces true airspeed for the same Mach. The aircraft therefore takes longer to cover the distance while fuel flow remains similar, so fuel per nautical mile increases.

Question 42Flight Planning and Fuel Management

What is the 'decision point' sometimes called the point of no return in fuel planning?

  1. The point after which the aircraft can no longer return to the departure aerodrome with the fuel remaining Correct answer.
  2. The point where the aircraft changes from climb to cruise
  3. The point where the aircraft reaches its maximum take-off mass
  4. The point at which the aircraft must begin its descent

Explanation

The point of no return is the position beyond which the fuel remaining is insufficient to return to the departure aerodrome, so the flight must continue to its destination or alternate. It is determined by the fuel available and the return ground speed.

Question 43Flight Planning and Fuel Management

An aircraft has a maximum zero-fuel mass of 50000 kg. Basic operating mass is 40000 kg. What is the maximum traffic load that can be carried?

  1. 10000 kg Correct answer.
  2. 5000 kg
  3. 40000 kg
  4. 50000 kg

Explanation

Maximum traffic load is the maximum zero-fuel mass minus the basic operating mass. Subtracting 40000 kg from 50000 kg gives 10000 kg. Fuel is excluded from the zero-fuel mass by definition.

Question 44Flight Planning and Fuel Management

Which of the following best describes the 'additional fuel' that may be required in an operational flight plan?

  1. Fuel needed to satisfy a specific operational requirement, such as a remote destination with no suitable alternate Correct answer.
  2. Fuel used for taxiing at the departure aerodrome
  3. Fuel burned during the climb to cruise altitude
  4. Fuel carried for the return flight to the departure aerodrome

Explanation

Additional fuel is the fuel required to meet a specific operational need not covered by trip, contingency, alternate and final reserve fuel. Examples include an isolated aerodrome with no alternate or a requirement to hold for a specified period.

Question 45Flight Planning and Fuel Management

A flight has a take-off mass of 68000 kg and a maximum landing mass of 62000 kg. What is the maximum trip fuel that can be burned if the aircraft is to land exactly at the landing limit?

  1. 10000 kg
  2. 6000 kg Correct answer.
  3. 4000 kg
  4. 8000 kg

Explanation

Trip fuel burned equals the take-off mass minus the landing mass. Subtracting 62000 kg from 68000 kg gives 6000 kg. If the planned trip fuel is greater, the take-off mass must be reduced.

Question 46Flight Planning and Fuel Management

An aircraft has a maximum take-off mass of 75000 kg and a maximum zero-fuel mass of 55000 kg. Fuel at take-off is 18000 kg. What is the maximum traffic load if the basic operating mass is 40000 kg?

  1. 12000 kg
  2. 15000 kg Correct answer.
  3. 17000 kg
  4. 20000 kg

Explanation

The zero-fuel mass limit gives a traffic load of 55000 kg minus 40000 kg, which is 15000 kg. The take-off mass limit gives 75000 kg minus 40000 kg minus 18000 kg, which is 17000 kg. The lower value, 15000 kg, governs.

Question 47Flight Planning and Fuel Management

A twin-engine aircraft has a one-engine-inoperative cruise fuel flow of 3200 kg per hour and a ground speed of 240 kt on one engine. The diversion to the alternate is 480 NM. How much fuel is required for the diversion?

  1. 9600 kg
  2. 6400 kg Correct answer.
  3. 7200 kg
  4. 4800 kg

Explanation

The diversion time is 480 NM divided by 240 kt, which is 2 hours. Multiplying 2 hours by the one-engine-inoperative flow of 3200 kg/h gives 6400 kg. The one-engine-inoperative case must be used where it is the critical scenario.

Question 48Flight Planning and Fuel Management

An isolated aerodrome has no suitable alternate. How does this affect the fuel plan?

  1. Final reserve fuel is increased to allow holding for a specified period, and additional fuel may be required Correct answer.
  2. The trip fuel is doubled to cover the return flight
  3. Alternate fuel is replaced by taxi fuel
  4. Contingency fuel may be reduced to zero because no alternate is needed

Explanation

When no alternate can be used, the fuel plan must provide additional protection, typically by increasing the final reserve to cover a specified holding period at the destination. The alternate fuel allowance is not simply transferred to another item.

Question 49Flight Planning and Fuel Management

An aircraft cruises at a constant fuel flow of 2500 kg/h. It has 12000 kg of fuel at the start of cruise and must land with 4000 kg. What is its maximum cruise endurance?

  1. 5 hours 20 minutes
  2. 2 hours 40 minutes
  3. 4 hours 48 minutes
  4. 3 hours 12 minutes Correct answer.

Explanation

Usable cruise fuel is 12000 kg minus 4000 kg, which is 8000 kg. Dividing 8000 kg by 2500 kg/h gives 3.2 hours, or 3 hours 12 minutes. This is the time available before reaching the required landing fuel.

Question 50Flight Planning and Fuel Management

Two routes have the same still-air distance. Route A has a tailwind outbound and the same headwind inbound on the return. Route B has no wind in either direction. How do the total fuel burns compare for the same aircraft?

  1. Route A burns more fuel because the headwind leg takes longer Correct answer.
  2. Route A burns more fuel only if the tailwind exceeds the headwind
  3. Both routes burn the same fuel because the winds cancel
  4. Route B burns more fuel because there is no wind assistance

Explanation

A headwind increases the time spent on that leg more than the tailwind reduces the time on the other leg, because the time penalty is non-linear with wind. The net effect over an out-and-back with equal wind components is an increase in total time and therefore fuel burned.