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EASA 031 Mass & Balance study materials
EASA 031 Mass & Balance study resources

EASA 031 Mass & Balance practice questions

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Question 1Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

In the context of aircraft mass and balance, what is the correct SI unit of force?

  1. Kilogram
  2. Newton Correct answer.
  3. Pound
  4. Slug

Explanation

The newton (N) is the SI derived unit of force, defined as the force needed to accelerate one kilogram at one metre per second squared. Mass is measured in kilograms, while the pound and slug belong to non-SI systems.

Question 2Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

Which term describes the mass of an aircraft excluding usable fuel and traffic load but including crew and operational items?

  1. Dry operating mass Correct answer.
  2. Landing mass
  3. Zero-fuel mass
  4. Take-off mass

Explanation

Dry operating mass (DOM) is the total mass of the aircraft ready for a specific type of operation, including crew, catering, and operational items, but excluding usable fuel and traffic load. Zero-fuel mass includes traffic load, while take-off and landing masses include fuel.

Question 3Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

What does the term 'traffic load' comprise in aircraft mass and balance?

  1. The total mass of passengers, baggage, and cargo, including any non-revenue load Correct answer.
  2. The mass of usable fuel and oil
  3. The mass of the aircraft structure and systems
  4. The mass of passengers and crew only

Explanation

Traffic load is the total mass of passengers, baggage, cargo, and any non-revenue load such as mail or company material carried for the flight. It excludes crew and operational items, which are part of dry operating mass.

Question 4Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

Which statement best describes the centre of gravity (CG) of an aircraft?

  1. The geometric centre of the fuselage
  2. The point where the aircraft's mass is zero
  3. The point on the aircraft where the pilot sits
  4. The point through which the total weight of the aircraft acts Correct answer.

Explanation

The centre of gravity is the point at which the entire weight of the aircraft can be considered to act; it is the balance point of the mass distribution. It is not necessarily the geometric centre or the pilot's position.

Question 5Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

What is the definition of 'useful load' in aircraft mass and balance?

  1. The total mass of passengers and cargo only
  2. The mass of fuel plus traffic load
  3. The mass of the aircraft structure and engines
  4. The difference between take-off mass and basic empty mass Correct answer.

Explanation

Useful load is the difference between take-off mass and basic empty mass; it therefore includes traffic load, usable fuel, and any operational items not in basic empty mass. It is not limited to passengers and cargo.

Question 6Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

An aircraft has a dry operating mass of 40,000 kg, a traffic load of 12,000 kg, and a take-off fuel mass of 8,000 kg. What is its take-off mass?

  1. 60,000 kg Correct answer.
  2. 44,000 kg
  3. 52,000 kg
  4. 48,000 kg

Explanation

Take-off mass is the sum of dry operating mass, traffic load, and take-off fuel mass: 40,000 + 12,000 + 8,000 = 60,000 kg. This is the mass at the start of the take-off run.

Question 7Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

If an aircraft's zero-fuel mass is 50,000 kg and its landing mass is 56,000 kg, what is the mass of fuel remaining at landing?

  1. 6,000 kg Correct answer.
  2. Cannot be determined
  3. 50,000 kg
  4. 56,000 kg

Explanation

Landing mass equals zero-fuel mass plus the fuel remaining at landing. Therefore the remaining fuel is 56,000 − 50,000 = 6,000 kg. The zero-fuel mass already includes traffic load and dry operating mass.

Question 8Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

Which of the following is included in the basic empty mass of an aircraft?

  1. Unusable fuel and full engine oil Correct answer.
  2. Usable fuel
  3. Crew and their baggage
  4. Passengers and cargo

Explanation

Basic empty mass includes the airframe, engines, systems, unusable fuel, and full engine oil, but excludes crew, traffic load, and usable fuel. Crew and traffic load are added to obtain dry operating mass and zero-fuel mass.

Question 9Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

Why must the centre of gravity remain within specified forward and aft limits?

  1. To reduce the amount of fuel consumed
  2. To maximise the aircraft's payload capacity
  3. To simplify the loading procedure
  4. To ensure adequate stability and control throughout the flight Correct answer.

Explanation

The CG limits are set to guarantee that the aircraft has sufficient stability and control authority in all phases of flight. Exceeding either limit can lead to unsafe handling characteristics, regardless of payload or fuel efficiency.

Question 10Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

An aircraft is loaded such that its CG is at the forward limit. What is a likely consequence?

  1. Improved take-off performance and reduced stick forces
  2. No effect on performance or handling
  3. Decreased longitudinal stability and a tendency to stall
  4. Increased longitudinal stability but higher stick forces and longer take-off distance Correct answer.

Explanation

A forward CG increases longitudinal stability but requires more elevator deflection to rotate and flare, leading to higher stick forces and a longer take-off distance. It also reduces the risk of tail stall but can limit performance.

Question 11Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

What is the 'dry operating mass' also known as in some regulatory contexts?

  1. Landing mass
  2. Zero-fuel mass
  3. Basic empty mass
  4. Operational empty mass Correct answer.

Explanation

Dry operating mass is sometimes called operational empty mass because it includes operational items such as crew and catering. Basic empty mass is a different term that excludes crew and operational items.

Question 12Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

An aircraft has a basic empty mass of 30,000 kg, crew and operational items of 1,500 kg, traffic load of 8,000 kg, and take-off fuel of 6,000 kg. What is the zero-fuel mass?

  1. 38,000 kg
  2. 36,000 kg
  3. 39,500 kg Correct answer.
  4. 45,500 kg

Explanation

Zero-fuel mass is the sum of dry operating mass and traffic load. Dry operating mass is basic empty mass plus crew and operational items: 30,000 + 1,500 = 31,500 kg. Adding traffic load gives 31,500 + 8,000 = 39,500 kg.

Question 13Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

Which mass is defined as the maximum mass at which the aircraft may commence the take-off run?

  1. Maximum ramp mass
  2. Maximum take-off mass Correct answer.
  3. Maximum landing mass
  4. Maximum zero-fuel mass

Explanation

Maximum take-off mass (MTOM) is the maximum mass at which the aircraft is permitted to start the take-off run. It is a structural and performance limit, distinct from maximum landing and zero-fuel masses.

Question 14Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

What is the effect on the centre of gravity if mass is added aft of the current CG?

  1. The CG moves forward
  2. The CG remains unchanged
  3. The CG moves aft Correct answer.
  4. The CG moves upward only

Explanation

Adding mass behind the existing CG shifts the combined centre of gravity in the direction of the added mass, i.e. aft. The magnitude of the shift depends on the mass added and its distance from the original CG.

Question 15Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

In mass and balance, what does the abbreviation 'MZFM' stand for?

  1. Maximum ramp mass
  2. Maximum zero-fuel mass Correct answer.
  3. Maximum landing mass
  4. Maximum take-off mass

Explanation

MZFM is the maximum zero-fuel mass, the maximum mass of the aircraft without usable fuel. It is a structural limit that ensures the wing bending moments and other loads remain within design limits.

Question 16Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

An aircraft has a maximum zero-fuel mass of 48,000 kg. Its dry operating mass is 36,000 kg. What is the maximum traffic load that can be carried?

  1. 84,000 kg
  2. 48,000 kg
  3. 36,000 kg
  4. 12,000 kg Correct answer.

Explanation

The maximum traffic load is the difference between maximum zero-fuel mass and dry operating mass: 48,000 − 36,000 = 12,000 kg. This assumes no other limitations such as volume or floor loading.

Question 17Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

Which of the following best explains why the CG must be checked before flight?

  1. To calculate the aircraft's empty mass
  2. To verify the aircraft's registration
  3. To determine the amount of fuel to be loaded
  4. To ensure the aircraft can be controlled safely and efficiently Correct answer.

Explanation

Checking the CG ensures that the aircraft will have acceptable stability, control, and performance characteristics. It is not used to determine fuel quantity, empty mass, or registration details.

Question 18Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

What is the 'operating mass' of an aircraft?

  1. The mass of the aircraft with fuel and traffic load
  2. The mass of the aircraft with crew and operational items but without fuel and traffic load Correct answer.
  3. The mass of the aircraft structure only
  4. The mass of the aircraft at landing

Explanation

Operating mass, often called dry operating mass, includes the aircraft, crew, and operational items but excludes usable fuel and traffic load. It is the basis for adding fuel and traffic load to determine take-off mass.

Question 19Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

An aircraft's CG is located at 25% of the mean aerodynamic chord (MAC). If the MAC is 2 metres, how far is the CG from the leading edge of the MAC?

  1. 1.5 m
  2. 2.0 m
  3. 0.25 m
  4. 0.5 m Correct answer.

Explanation

The CG position as a percentage of MAC is measured from the leading edge. 25% of 2 m is 0.5 m, so the CG is 0.5 m behind the leading edge of the MAC.

Question 20Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

What does 'maximum ramp mass' represent?

  1. The maximum mass at which the aircraft may take off
  2. The maximum mass at which the aircraft may taxi Correct answer.
  3. The maximum mass of the aircraft without fuel
  4. The maximum mass at which the aircraft may land

Explanation

Maximum ramp mass (MRM) is the maximum mass for taxiing and is typically higher than maximum take-off mass to account for fuel burned during taxi. It is not a take-off or landing limit.

Question 21Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

Which of the following is true regarding the relationship between mass and weight?

  1. Mass is a measure of the quantity of matter, while weight is the force of gravity on that mass Correct answer.
  2. Mass and weight are the same physical quantity
  3. Weight is measured in kilograms and mass in newtons
  4. Mass varies with location but weight does not

Explanation

Mass is a scalar measure of the amount of matter, typically in kilograms. Weight is the force exerted by gravity on that mass, measured in newtons, and it varies with gravitational acceleration.

Question 22Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

An aircraft has a take-off mass of 70,000 kg and a landing mass of 60,000 kg. If the trip fuel is 8,000 kg, what is the taxi fuel?

  1. 2,000 kg Correct answer.
  2. 10,000 kg
  3. 8,000 kg
  4. 18,000 kg

Explanation

The difference between take-off mass and landing mass is the total fuel burned, which equals trip fuel plus taxi fuel (if taxi fuel is included in take-off mass). Here 70,000 − 60,000 = 10,000 kg; subtracting trip fuel 8,000 kg gives 2,000 kg taxi fuel.

Question 23Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

Which item is included in the dry operating mass but not in the basic empty mass?

  1. Airframe structure
  2. Crew and their baggage Correct answer.
  3. Full engine oil
  4. Unusable fuel

Explanation

Dry operating mass includes crew, crew baggage, and operational items, which are excluded from basic empty mass. Basic empty mass includes the airframe, unusable fuel, and full engine oil.

Question 24Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

What is the significance of the centre of gravity being too far aft?

  1. It improves take-off performance but reduces landing performance
  2. It increases the aircraft's maximum take-off mass
  3. It can lead to reduced longitudinal stability and difficulty in recovering from a stall Correct answer.
  4. It has no effect on aircraft handling

Explanation

An aft CG reduces the longitudinal static margin, decreasing stability and making stall recovery more difficult. It may also require less elevator deflection, but the primary safety concern is degraded stability.

Question 25Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

In the context of mass and balance, what is 'payload'?

  1. The mass of the crew and their equipment
  2. The mass of fuel and oil
  3. The total mass of passengers, baggage, cargo, and mail Correct answer.
  4. The mass of the aircraft structure

Explanation

Payload, often synonymous with traffic load, is the revenue-producing load comprising passengers, baggage, cargo, and mail. It excludes crew, fuel, and the aircraft structure.

Question 26Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

In mass and balance work, which statement correctly distinguishes mass from weight?

  1. Weight is the quantity of matter in a body and remains constant, while mass is the gravitational force and varies with altitude.
  2. Mass and weight are the same physical quantity and are expressed in the same SI unit, the newton.
  3. Mass is the quantity of matter in a body and stays constant, while weight is the force of gravity acting on that mass and varies with local gravitational acceleration. Correct answer.
  4. Mass is measured in newtons and weight is measured in kilograms, so the two values are numerically identical at sea level.

Explanation

Mass measures the amount of matter and is independent of location, whereas weight is the gravitational force on that mass and therefore depends on the local value of gravitational acceleration. This is why an aircraft's mass in kilograms is unchanged at altitude while its weight in newtons decreases slightly. The relationship is expressed as weight equals mass multiplied by gravitational acceleration.

Question 27Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

An aircraft has a basic empty mass of 25,000 kg, crew and operational items of 1,200 kg, and unusable fuel of 100 kg included in the basic empty mass. What is the dry operating mass?

  1. 26,200 kg Correct answer.
  2. 25,000 kg
  3. 25,100 kg
  4. 26,300 kg

Explanation

Dry operating mass is the basic empty mass plus crew, operational items and any other items not part of the basic empty mass. Here it is 25,000 kg plus 1,200 kg, giving 26,200 kg. The unusable fuel is already contained in the basic empty mass and must not be added again.

Question 28Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

An aircraft has a dry operating mass of 38,000 kg and a maximum zero-fuel mass of 51,000 kg. Which quantity does the difference of 13,000 kg represent?

  1. The maximum landing mass available for the flight
  2. The maximum payload plus the trip fuel allowance
  3. The maximum take-off fuel mass permitted
  4. The maximum traffic load that may be carried Correct answer.

Explanation

The zero-fuel mass equals the dry operating mass plus the traffic load, so the margin between the maximum zero-fuel mass and the dry operating mass is the traffic load that can still be added. Fuel is excluded from the zero-fuel mass condition and therefore does not consume this margin. The difference of 13,000 kg is thus the maximum traffic load.

Question 29Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

What does the useful load of an aircraft represent?

  1. The difference between the take-off mass and the basic empty mass, comprising traffic load and usable fuel Correct answer.
  2. The sum of the basic empty mass and the dry operating mass
  3. The traffic load alone, excluding fuel and crew
  4. The difference between the maximum zero-fuel mass and the maximum take-off mass

Explanation

Useful load is the mass that can be carried in addition to the basic empty mass, and it consists of the traffic load plus the usable fuel. It is obtained by subtracting the basic empty mass from the take-off mass. Crew and operational items are already accounted for within the dry operating mass when the traffic load is defined.

Question 30Mass and balance fundamentals: mass, weight, force, and units; definitions of empty mass, dry operating mass, take-off mass, landing mass, zero-fuel mass, payload, useful load, and traffic load; centre of gravity and its significance

An aircraft has a maximum take-off mass of 70,000 kg, a maximum landing mass of 60,000 kg and a maximum zero-fuel mass of 52,000 kg. At take-off the mass is 68,000 kg and the trip fuel is 9,000 kg. Which limit is exceeded at landing?

  1. The maximum landing mass, because the landing mass would be 59,000 kg Correct answer.
  2. No limit is exceeded, because the landing mass equals 60,000 kg
  3. The maximum take-off mass, because the take-off mass exceeds 68,000 kg
  4. The maximum zero-fuel mass, because the zero-fuel mass would be 59,000 kg

Explanation

Landing mass is the take-off mass minus the trip fuel, giving 68,000 kg minus 9,000 kg, which is 59,000 kg, so the maximum landing mass of 60,000 kg is not exceeded. The zero-fuel mass is the landing mass minus the remaining fuel, which is below 59,000 kg and therefore also within its 52,000 kg limit only if the remaining fuel is at least 7,000 kg. Since the landing mass of 59,000 kg is below the 60,000 kg limit, no structural mass limit is breached in this case.

Question 31Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

In EASA mass and balance terminology, which mass is defined as the maximum mass for which the aeroplane's structural strength has been demonstrated and which may never be exceeded in any phase of operation?

  1. Maximum structural mass limit applicable to the airframe Correct answer.
  2. Maximum zero-fuel mass (MZFM)
  3. Maximum landing mass (MLM)
  4. Maximum take-off mass (MTOM)

Explanation

Structural limits are certified maxima that the airframe and its attachments are shown to withstand; they bound every operational mass. MTOM, MLM and MZFM are specific certified structural limits each applying to a defined condition, not one universal airframe figure. Exceeding any structural limit is prohibited regardless of performance.

Question 32Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

An aeroplane has MTOM 64 000 kg, MLM 56 000 kg and MZFM 48 000 kg. On a particular flight the take-off mass is 60 000 kg and the planned trip fuel is 5 000 kg. What is the maximum traffic load that may be carried if the landing mass limit is not to be exceeded?

  1. Landing mass is 55 000 kg, which exceeds MLM and requires offloading
  2. Landing mass cannot be determined without the operating empty mass
  3. Landing mass is 55 000 kg, so the MLM is satisfied and MZFM governs the traffic load Correct answer.
  4. Landing mass is 65 000 kg, so the flight must be replanned

Explanation

Landing mass equals take-off mass minus trip fuel, i.e. 60 000 minus 5 000 = 55 000 kg, which is below the 56 000 kg MLM. With the landing limit satisfied, the zero-fuel mass limit of 48 000 kg becomes the governing structural constraint on traffic load. The operating empty mass is already embedded in the take-off mass figure.

Question 33Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

Why does the maximum zero-fuel mass exist as a separate structural limit rather than being covered by MTOM alone?

  1. Because fuel in the wings relieves bending moments on the wing structure, so a given all-up mass without fuel loads the structure more severely Correct answer.
  2. Because it limits the mass of fuel that may be loaded into the tanks
  3. Because zero-fuel mass is used only for calculating the centre of gravity envelope
  4. Because it is a performance limit derived from runway length

Explanation

Fuel mass in the wings produces an upward relieving load that reduces wing bending, so for the same all-up mass the structure is more heavily loaded when tanks are empty. MZFM therefore caps the mass at the zero-fuel condition. It is a structural, not a performance or fuel-quantity, limit.

Question 34Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

Which statement correctly distinguishes a performance-limited mass from a structural limit?

  1. Performance-limited masses depend on the day's conditions such as runway, temperature and pressure altitude, and may be lower than the structural limits Correct answer.
  2. Performance-limited masses are certified once and never change with conditions
  3. Performance-limited masses apply only to landing
  4. Performance-limited masses are always higher than structural limits

Explanation

Structural limits are fixed by certification, whereas performance-limited masses are computed for the actual runway, slope, wind, temperature and pressure altitude. The performance-limited mass may be below the structural maximum and then becomes the operative limit. It can never validly exceed the structural limit.

Question 35Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

An operator's mass and balance control system must ensure that the regulated mass limits are respected. Which set of limits is regulated for a large aeroplane?

  1. Only the maximum landing mass
  2. Only the maximum take-off mass
  3. The certified structural limits and the performance limits derived for the actual operation Correct answer.
  4. Only the maximum zero-fuel mass and the fuel load

Explanation

Regulated control covers the certified structural limits together with the performance-limited masses applicable to the planned operation. Both must be satisfied before dispatch. Selecting a single limit would leave the flight unprotected against other exceedances.

Question 36Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

An aeroplane is loaded such that its take-off mass equals MTOM, but the departure runway is short and the temperature is high. What is the correct operational conclusion?

  1. The flight may depart provided the centre of gravity is within limits
  2. The performance-limited take-off mass may be below MTOM, so the actual take-off mass must be reduced to satisfy the runway and climb requirements Correct answer.
  3. The flight must offload fuel until the landing mass equals MLM
  4. The flight may depart because MTOM is the only limit that matters

Explanation

MTOM is a structural ceiling, not a guarantee that the aeroplane can safely use the runway and clear obstacles. High temperature and a short runway reduce the performance-limited take-off mass, which then governs. The loaded mass must be reduced to the lower of the structural and performance values.

Question 37Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

What does the maximum landing mass (MLM) primarily protect against?

  1. Excessive cabin pressure differential
  2. Excessive wing bending at the instant of touchdown and during the landing run Correct answer.
  3. Excessive take-off run length
  4. Excessive fuel consumption during the cruise

Explanation

MLM is a structural limit reflecting the loads imposed on the airframe, landing gear and wing structure at touchdown and during the landing deceleration. It is not a fuel or pressurisation limit. Take-off run is governed by performance, not by MLM.

Question 38Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

In the context of mass and balance, what is meant by the regulated maximum mass for an aeroplane type?

  1. The mass at which the aeroplane first becomes airborne in the take-off run
  2. The mass used for calculating the landing distance available
  3. The highest mass the operator finds economical on the route
  4. The mass at which the aeroplane's structural strength has been demonstrated and which is stated in the certified documentation Correct answer.

Explanation

The regulated maximum mass is a certified structural value stated in the type documentation, demonstrated by structural analysis and test. It is not an economic or measured flight value. Operational masses must remain at or below it.

Question 39Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

An aeroplane has MZFM 50 000 kg and MLM 54 000 kg. At the destination the planned landing mass is 47 000 kg and the trip fuel is 4 000 kg. What is the governing mass limit for the take-off condition?

  1. The take-off mass is limited to 54 000 kg because the landing mass is below MLM
  2. MTOM governs because it is always the highest figure
  3. The take-off mass is limited to 54 000 kg by MZFM
  4. The take-off mass is limited to 51 000 kg by the landing mass check Correct answer.

Explanation

Adding trip fuel to the planned landing mass gives a take-off mass of 47 000 plus 4 000 = 51 000 kg. This is the value at which the aeroplane would arrive at the destination at 47 000 kg, comfortably below MLM, so the landing check is not restrictive here. The figure follows directly from the landing mass plus trip fuel.

Question 40Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

Which of the following best describes the relationship between structural limits and performance limits in operational mass control?

  1. Only structural limits need to be checked before dispatch
  2. Structural and performance limits are independent and only the higher of the two must be respected
  3. Structural limits set the absolute ceiling and performance limits may reduce the permissible mass below that ceiling for the specific flight Correct answer.
  4. Performance limits set the absolute ceiling and structural limits may reduce it

Explanation

Certified structural limits form the absolute maximum that must never be exceeded. Performance limits computed for the actual conditions can only be equal to or lower than the structural ceiling, and the lower value governs. The two are not independent alternatives.

Question 41Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

Which mass is obtained by subtracting the usable fuel mass from the take-off mass?

  1. Zero-fuel mass Correct answer.
  2. Operating empty mass
  3. Maximum zero-fuel mass
  4. Landing mass

Explanation

Zero-fuel mass is the mass of the aeroplane with traffic load and operating items but without usable fuel. Subtracting usable fuel from the take-off mass yields it. Operating empty mass excludes traffic load as well, and landing mass subtracts only trip fuel.

Question 42Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

A flight is planned with a take-off mass of 68 000 kg against an MTOM of 70 000 kg. The performance-limited take-off mass for the runway and conditions is calculated as 66 500 kg. What action is required?

  1. Reduce the take-off mass to 66 500 kg or less before departure Correct answer.
  2. No action, since the take-off mass is below MTOM
  3. Reduce the mass only if the landing mass exceeds MLM
  4. Increase the fuel load to improve climb performance

Explanation

The operative limit is the lower of the structural and performance values, so the performance-limited figure of 66 500 kg governs. Being below MTOM is not sufficient. The load must be reduced until the take-off mass does not exceed 66 500 kg.

Question 43Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

For which purpose is the maximum zero-fuel mass most directly relevant to load planning?

  1. Determining the maximum fuel that may be carried
  2. Setting the take-off flap configuration
  3. Determining the landing distance required
  4. Limiting the combined mass of traffic load and operating items before fuel is added Correct answer.

Explanation

MZFM caps the mass of the aeroplane including traffic load and operating items but excluding usable fuel. Load planning must therefore ensure that payload plus operating items do not push the zero-fuel mass above the limit. It does not set fuel quantity, landing distance or configuration.

Question 44Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

An aeroplane's MTOM is 75 000 kg and its MLM is 66 000 kg. The planned trip fuel is 9 000 kg and the take-off mass is 74 000 kg. Which statement is correct?

  1. The landing mass is 83 000 kg, exceeding MLM
  2. The landing mass is 65 000 kg, which is below MLM, so the landing structural limit is satisfied Correct answer.
  3. The landing mass cannot be assessed without the zero-fuel mass
  4. The landing mass equals 66 000 kg exactly

Explanation

Landing mass is take-off mass minus trip fuel: 74 000 minus 9 000 = 65 000 kg. This is below the 66 000 kg MLM, so the landing structural limit is met. The zero-fuel mass is a separate check and is not needed for this calculation.

Question 45Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

Which of the following is an example of an operational (performance-derived) mass limit rather than a certified structural limit?

  1. Maximum zero-fuel mass
  2. Maximum landing mass
  3. Performance-limited take-off mass for the departure runway and conditions Correct answer.
  4. Maximum take-off mass

Explanation

The performance-limited take-off mass is calculated for the specific runway, slope, wind, temperature and pressure altitude, so it is an operational limit. MTOM, MLM and MZFM are certified structural values. The performance figure varies from flight to flight.

Question 46Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

Why must an operator's loading system check the zero-fuel mass even when the take-off mass is well below MTOM?

  1. Because MTOM is not a structural limit
  2. Because the zero-fuel mass must always equal the landing mass
  3. Because fuel in the tanks relieves wing bending, so a high mass without fuel can overstress the structure even at a modest all-up mass Correct answer.
  4. Because the zero-fuel mass determines the landing distance

Explanation

With little or no fuel in the wings, the relieving load that counteracts wing bending is absent, so the structure experiences higher loads for the same all-up mass. MZFM therefore protects a condition that MTOM alone does not bound. Being below MTOM does not guarantee compliance with MZFM.

Question 47Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

During dispatch preparation the commander finds that the structural limits are all satisfied but the performance-limited landing mass for the destination is lower than the planned landing mass. What is the correct course of action?

  1. Proceed, because the structural MLM is satisfied
  2. Reduce the planned landing mass to the performance-limited value, for example by reducing payload or holding fuel Correct answer.
  3. Ignore the performance value because it is advisory only
  4. Increase the landing speed to compensate

Explanation

The performance-limited landing mass reflects the destination runway, conditions and obstacle requirements and is mandatory. Where it is lower than the planned landing mass, the mass must be reduced to that value. Structural compliance alone is insufficient.

Question 48Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

Which pair of masses defines the range within which the actual zero-fuel mass must lie for a departure to be structurally valid?

  1. The operating empty mass as a minimum and the maximum zero-fuel mass as a maximum Correct answer.
  2. The performance-limited take-off mass and the maximum landing mass
  3. Zero and the maximum take-off mass
  4. The maximum landing mass and the maximum take-off mass

Explanation

The zero-fuel mass must be at least the operating empty mass, since traffic load and operating items cannot be negative, and must not exceed the maximum zero-fuel mass. MTOM, MLM and performance-limited masses apply to other conditions. This pair brackets the permissible zero-fuel condition.

Question 49Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

What is the principal reason that the maximum take-off mass is a structural rather than a purely performance limit?

  1. Because it depends on the outside air temperature
  2. Because it is set by the operator's commercial policy
  3. Because it is calculated from the runway length available
  4. Because it reflects the maximum mass for which the airframe and its attachments have been shown to withstand take-off loads Correct answer.

Explanation

MTOM is certified on the basis of structural strength under take-off loads, including ground loads and the transition to flight. Runway length and temperature affect the performance-limited mass, not the structural MTOM. Commercial policy cannot raise a certified structural limit.

Question 50Aircraft mass limitations: maximum structural masses (MTOM, MLM, MZFM), performance-limited masses, regulated and operational limits, and the relationship between mass and structural/performance limits

An aeroplane has MTOM 80 000 kg, MLM 72 000 kg and MZFM 62 000 kg. Fuel load at take-off is 14 000 kg and the take-off mass is 79 000 kg. What is the zero-fuel mass and is it within limits?

  1. 65 000 kg, which exceeds MZFM Correct answer.
  2. 65 000 kg, which is within MZFM
  3. 93 000 kg, which exceeds MZFM
  4. 62 000 kg exactly, at the limit

Explanation

Zero-fuel mass equals take-off mass minus fuel load: 79 000 minus 14 000 = 65 000 kg. This exceeds the 62 000 kg MZFM, so the loading is not structurally valid and payload must be reduced. The landing mass check is a separate matter.