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CPL Flight Performance and Planning study materials
CPL Flight Performance and Planning study resources

CPL Flight Performance and Planning practice questions

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Question 1Aerodynamics and Performance Fundamentals

In straight-and-level unaccelerated flight, which pair of opposing forces is in equilibrium along the flight path?

  1. Thrust equals weight, and lift equals drag
  2. Thrust exceeds drag, and lift exceeds weight
  3. Thrust equals lift, and drag equals weight
  4. Thrust equals drag, and lift equals weight Correct answer.

Explanation

In unaccelerated straight-and-level flight the aircraft is in equilibrium, so the forward force thrust balances the rearward force drag, and the upward force lift balances the downward force weight. Any imbalance would produce acceleration and a change of speed or flight path.

Question 2Aerodynamics and Performance Fundamentals

During a steady climb at constant indicated airspeed, the component of weight acting along the flight path is balanced mainly by which quantity?

  1. The excess of thrust over drag Correct answer.
  2. The vertical component of lift alone
  3. The excess of lift over weight
  4. The reduction in parasite drag

Explanation

In a steady climb the thrust must overcome both drag and the rearward component of weight along the climb path, so the excess thrust above drag provides the climb capability. Lift is reduced slightly because it only needs to balance the component of weight perpendicular to the flight path.

Question 3Aerodynamics and Performance Fundamentals

As altitude increases while a constant indicated airspeed is maintained, what happens to the true airspeed?

  1. True airspeed increases because air density decreases Correct answer.
  2. True airspeed increases because the speed of sound increases
  3. True airspeed remains constant because indicated airspeed is constant
  4. True airspeed decreases because air density decreases

Explanation

Indicated airspeed reflects dynamic pressure, which depends on density. At higher altitude the lower density means a given dynamic pressure corresponds to a higher true airspeed, so TAS rises for a constant IAS.

Question 4Aerodynamics and Performance Fundamentals

An aircraft stalls at a higher indicated airspeed when it is banked steeply in a level turn. What is the primary reason?

  1. The load factor increases, so the stall speed rises with the square root of load factor Correct answer.
  2. The indicated airspeed indicator overreads in a turn
  3. The wing's critical angle of attack decreases with bank angle
  4. The engine produces less thrust in a turn

Explanation

In a level turn the lift must exceed weight to provide the centripetal force, increasing the load factor. Stall speed varies with the square root of load factor, so the aircraft stalls at a higher IAS as bank angle increases.

Question 5Aerodynamics and Performance Fundamentals

Which statement correctly describes the relationship between angle of attack and the lift coefficient in the linear region of the lift curve?

  1. Lift coefficient is independent of angle of attack below the stall
  2. Lift coefficient increases with the square of angle of attack below the stall
  3. Lift coefficient decreases as angle of attack increases below the stall
  4. Lift coefficient increases approximately linearly with angle of attack up to the stall Correct answer.

Explanation

Below the critical angle, the lift curve is essentially linear, so the lift coefficient rises in proportion to angle of attack. This linear relationship breaks down near the stall, where the coefficient peaks and then falls.

Question 6Aerodynamics and Performance Fundamentals

For a given aircraft weight, what happens to the best glide speed as altitude increases?

  1. It stays the same in true airspeed at all altitudes
  2. It decreases in true airspeed because the air is thinner
  3. It becomes equal to the stall speed at high altitude
  4. It increases in true airspeed but corresponds to roughly the same indicated airspeed Correct answer.

Explanation

Best glide speed is the speed for minimum drag, which occurs at a fixed angle of attack and therefore a roughly constant indicated airspeed. Because density falls with altitude, the same IAS corresponds to a higher true airspeed.

Question 7Aerodynamics and Performance Fundamentals

Induced drag is greatest at which condition?

  1. High angle of attack at low airspeed Correct answer.
  2. Zero lift at high airspeed
  3. Low angle of attack at high airspeed
  4. Cruise at the speed for minimum drag

Explanation

Induced drag results from lift generation and is proportional to the square of the lift coefficient, so it is largest at high angle of attack and low speed. At high speed the lift coefficient is small and induced drag becomes small.

Question 8Aerodynamics and Performance Fundamentals

What is the effect of extending flaps on the stall speed of an aircraft?

  1. Stall speed increases because the wing area decreases
  2. Stall speed is unchanged because weight is constant
  3. Stall speed increases because drag increases
  4. Stall speed decreases because the maximum lift coefficient increases Correct answer.

Explanation

Flaps increase the wing's maximum lift coefficient, and stall speed is inversely proportional to the square root of the maximum lift coefficient. A higher maximum lift coefficient therefore lowers the stall speed.

Question 9Aerodynamics and Performance Fundamentals

An aircraft has a stall speed of 50 knots in the clean configuration at 1 g. What is the approximate stall speed in a level turn at 60 degrees bank, where the load factor is 2?

  1. 50 knots
  2. 100 knots
  3. 35 knots
  4. 71 knots Correct answer.

Explanation

Stall speed varies with the square root of the load factor. The square root of 2 is about 1.41, so 50 knots multiplied by 1.41 gives approximately 71 knots.

Question 10Aerodynamics and Performance Fundamentals

Which of the following best explains why an aircraft's rate of climb decreases with altitude for a given power setting?

  1. Gravity decreases with altitude
  2. The wing produces more lift at altitude
  3. The propeller becomes more efficient at altitude
  4. Excess power available over that required decreases as air density falls Correct answer.

Explanation

Rate of climb depends on excess power, the difference between power available and power required. As altitude increases, the engine's power output generally falls while the power required at a given true airspeed rises, reducing excess power and thus the climb rate.

Question 11Aerodynamics and Performance Fundamentals

The service ceiling of an aircraft is the altitude at which which condition is reached?

  1. The engine reaches its maximum continuous power
  2. The aircraft can no longer maintain level flight at any speed
  3. The stall speed equals the best climb speed
  4. The maximum rate of climb has fallen to a defined low value, typically 100 feet per minute Correct answer.

Explanation

Service ceiling is defined as the altitude where the maximum rate of climb drops to a small specified value, commonly 100 feet per minute for light aircraft. Absolute ceiling, by contrast, is where the climb rate falls to zero.

Question 12Aerodynamics and Performance Fundamentals

During a level turn, what happens to the load factor as bank angle increases toward 90 degrees?

  1. It decreases toward zero because less lift is needed
  2. It increases toward infinity because the vertical lift component must still equal weight Correct answer.
  3. It remains constant at 1
  4. It increases only if airspeed increases

Explanation

In a level turn the vertical component of lift equals weight, so lift equals weight divided by the cosine of the bank angle. As bank angle approaches 90 degrees the cosine approaches zero and the load factor tends toward infinity.

Question 13Aerodynamics and Performance Fundamentals

What is the significance of the speed for minimum power required (Vx-like minimum sink speed) in a glide?

  1. It gives the maximum glide distance over the ground
  2. It gives the minimum sink rate and therefore the longest time aloft Correct answer.
  3. It equals the best angle of climb speed
  4. It is the speed at which drag is minimum

Explanation

Minimum sink speed corresponds to the minimum power required to maintain level flight, so in a glide it produces the slowest descent and the longest endurance. Best glide distance occurs at the higher speed for minimum drag.

Question 14Aerodynamics and Performance Fundamentals

Which factor most directly determines the density altitude on a given day?

  1. Wind direction and runway slope
  2. Indicated airspeed and heading
  3. Pressure altitude and temperature Correct answer.
  4. Aircraft weight and centre of gravity

Explanation

Density altitude is pressure altitude corrected for non-standard temperature, so it depends primarily on pressure altitude and temperature. Higher temperature or lower pressure raises density altitude and degrades performance.

Question 15Aerodynamics and Performance Fundamentals

How does a headwind affect the takeoff ground roll and the initial climb gradient compared with still air?

  1. It lengthens the ground roll and flattens the climb gradient
  2. It has no effect on either the ground roll or the climb gradient
  3. It shortens the ground roll and steepens the climb gradient
  4. It shortens the ground roll but does not change the climb gradient Correct answer.

Explanation

A headwind reduces the ground speed needed to reach the same airspeed for lift-off, shortening the ground roll. Once airborne, the climb gradient depends on airspeed and excess thrust, not on wind, so it is unchanged.

Question 16Aerodynamics and Performance Fundamentals

What is the main reason for the reduction in takeoff distance when taking off into wind?

  1. The engine produces more thrust in a headwind
  2. The wing generates more lift at a given airspeed
  3. The runway friction coefficient decreases
  4. The aircraft reaches lift-off airspeed at a lower ground speed Correct answer.

Explanation

Lift-off depends on airspeed, not ground speed. With a headwind the aircraft attains the required airspeed after covering less ground, so the ground roll is shorter.

Question 17Aerodynamics and Performance Fundamentals

In the landing phase, how does a tailwind affect the landing distance required?

  1. It has no effect because landing distance depends only on airspeed
  2. It increases the distance because the aircraft touches down at a higher ground speed Correct answer.
  3. It decreases the distance because drag is higher
  4. It decreases the distance because the aircraft approaches faster

Explanation

With a tailwind the aircraft must fly faster over the ground to achieve the same approach airspeed, so it touches down at a higher ground speed and requires more runway to stop. Landing performance charts normally assume still air.

Question 18Aerodynamics and Performance Fundamentals

What is meant by the term 'critical engine' on a twin-engine aeroplane?

  1. The engine that is shut down first during a normal descent
  2. The engine that produces the most thrust in normal operation
  3. The engine closest to the fuselage centreline
  4. The engine whose failure most adversely affects performance and control Correct answer.

Explanation

The critical engine is the one whose failure produces the most adverse effect on the aircraft's performance and controllability. On most conventional twin-engine aircraft it is the left engine because of P-factor and asymmetric thrust effects.

Question 19Aerodynamics and Performance Fundamentals

Which speed is defined as the minimum speed at which directional control can be maintained after the critical engine fails during takeoff?

  1. Vne
  2. Vso
  3. Vmc Correct answer.
  4. Vfe

Explanation

Vmc is the minimum control speed in the air, the lowest speed at which the aircraft can be controlled with the critical engine failed and the other engine at takeoff power. Vso is the stall speed in the landing configuration, Vne is never-exceed speed, and Vfe is maximum flap-extended speed.

Question 20Aerodynamics and Performance Fundamentals

What effect does an increase in aircraft weight have on the stall speed and the best glide speed?

  1. Both stall speed and best glide speed increase Correct answer.
  2. Stall speed increases and best glide speed decreases
  3. Stall speed decreases and best glide speed increases
  4. Both speeds remain unchanged

Explanation

Stall speed rises with the square root of weight because more lift is required. Best glide speed also increases with weight because the aircraft must fly faster to support the higher weight at the angle of attack for minimum drag.

Question 21Aerodynamics and Performance Fundamentals

What is the effect of a rearward movement of the centre of gravity on the stall speed and the aircraft's longitudinal stability?

  1. Stall speed decreases and longitudinal stability increases
  2. Stall speed decreases slightly and longitudinal stability decreases Correct answer.
  3. Stall speed increases and longitudinal stability increases
  4. Stall speed is unchanged and stability is unchanged

Explanation

A rearward centre of gravity reduces the tail-down force required, lowering the effective wing loading slightly and reducing stall speed. It also shortens the moment arm for stability, so longitudinal static stability is reduced and stall recovery may be more difficult.

Question 22Aerodynamics and Performance Fundamentals

Which statement correctly describes the relationship between the coefficient of lift and the coefficient of drag as angle of attack increases toward the stall?

  1. Lift coefficient rises while drag coefficient rises steeply, giving a decreasing lift-to-drag ratio beyond the optimum Correct answer.
  2. Both coefficients remain constant until the stall
  3. Lift coefficient falls while drag coefficient remains constant
  4. Both coefficients fall steadily as angle of attack increases

Explanation

As angle of attack increases, lift coefficient rises to a maximum while drag coefficient increases, especially as induced drag grows. The ratio of lift to drag therefore peaks at a moderate angle of attack and falls off on either side.

Question 23Aerodynamics and Performance Fundamentals

Why does an aircraft require a longer takeoff distance on a hot day at a high-elevation airfield?

  1. Hot air increases the speed of sound
  2. Lower air density reduces thrust and lift for a given true airspeed Correct answer.
  3. Higher temperature increases the runway friction coefficient
  4. Higher elevation increases the aircraft's weight

Explanation

Low density reduces both engine power and the lift produced at a given true airspeed, so the aircraft must accelerate to a higher true airspeed and covers more ground before lift-off. This is why density altitude is critical for takeoff planning.

Question 24Aerodynamics and Performance Fundamentals

In a steady descent at constant airspeed, the aircraft's weight component along the flight path is balanced by which combination?

  1. Thrust plus the rearward component of weight balanced by drag Correct answer.
  2. Lift balanced by weight alone
  3. Drag balanced by the vertical component of lift
  4. Thrust balanced by lift

Explanation

In a descent the weight component along the flight path acts forward, assisting thrust. Drag must then balance the sum of thrust and the forward weight component to maintain a constant airspeed.

Question 25Aerodynamics and Performance Fundamentals

Which of the following is the correct definition of the load factor?

  1. The ratio of total lift to the aircraft's weight Correct answer.
  2. The ratio of true airspeed to indicated airspeed
  3. The ratio of thrust to drag
  4. The ratio of wing area to weight

Explanation

Load factor is defined as the lift divided by the weight, and in unaccelerated level flight it equals 1. It rises in manoeuvres such as turns and pull-ups because lift must exceed weight.

Question 26Aerodynamics and Performance Fundamentals

In a steady, unaccelerated straight-and-level flight at a constant true airspeed, the four forces acting on the aeroplane are in equilibrium. Which statement correctly describes this equilibrium?

  1. Thrust equals parasite drag only, while lift balances both weight and induced drag.
  2. Lift equals thrust and weight equals drag, giving a balanced force couple.
  3. Lift exceeds weight by the amount of the induced drag so that the aeroplane stays airborne.
  4. Lift equals weight and thrust equals total drag, including both parasite and induced drag. Correct answer.

Explanation

In unaccelerated level flight there is no net force in either the vertical or horizontal direction, so lift must balance weight and thrust must balance the total drag. Total drag is the sum of parasite drag and induced drag at that speed and configuration. Any imbalance would produce acceleration and a change of flight path or speed.

Question 27Aerodynamics and Performance Fundamentals

An aeroplane is flying at a constant indicated airspeed while its weight is gradually reduced as fuel is burned. Assuming the same indicated airspeed and altitude, what happens to the angle of attack and the induced drag?

  1. Angle of attack stays constant and induced drag stays constant.
  2. Angle of attack decreases and induced drag decreases. Correct answer.
  3. Angle of attack decreases while induced drag increases.
  4. Angle of attack increases and induced drag increases.

Explanation

At a fixed indicated airspeed the dynamic pressure is essentially constant, so the lift coefficient needed to support the aeroplane falls as weight falls. A lower lift coefficient requires a smaller angle of attack. Induced drag is proportional to the square of the lift coefficient, so it also decreases as weight is reduced.

Question 28Aerodynamics and Performance Fundamentals

Two identical aeroplanes fly at the same true airspeed, one at sea level and one at high altitude where the air density is lower. Both maintain the same angle of attack. How do the lift and the equivalent parasite drag compare?

  1. Both lift and parasite drag are higher at altitude because true airspeed is maintained.
  2. Both lift and parasite drag are lower at high altitude because dynamic pressure is lower. Correct answer.
  3. Lift is unchanged but parasite drag is higher at altitude because of the lower air density.
  4. Lift is lower at altitude but parasite drag is unchanged since it depends only on speed.

Explanation

Lift and parasite drag both depend on dynamic pressure, which is one half of density times true airspeed squared. At the same true airspeed and angle of attack, the lower density at altitude reduces dynamic pressure, so both lift and parasite drag fall. This is why a given angle of attack gives a higher true airspeed for the same indicated airspeed at altitude.

Question 29Aerodynamics and Performance Fundamentals

An aeroplane is in a steady glide with the engine at idle and the propeller drag neglected. If the glide angle relative to the horizontal is 1 in 10, what is the approximate still-air distance travelled over the ground for a 1,000 ft loss of height?

  1. About 1,000 ft
  2. About 10,000 ft Correct answer.
  3. About 5,000 ft
  4. About 100 ft

Explanation

A glide ratio of 1 in 10 means the aeroplane travels ten units horizontally for every one unit of height lost. A 1,000 ft height loss therefore gives about 10,000 ft of horizontal distance in still air. The best glide ratio is achieved at the speed for minimum drag, where the tangent from the origin touches the drag curve.

Question 30Aerodynamics and Performance Fundamentals

An aeroplane is flying at a constant true airspeed in a steady level turn at 60 degrees of bank. Compared with straight-and-level flight at the same speed, how do the lift required and the induced drag change?

  1. Lift doubles and induced drag becomes four times its straight-and-level value. Correct answer.
  2. Lift increases by a factor of 1.15 and induced drag becomes about 1.32 times greater.
  3. Lift doubles and induced drag doubles because both scale with load factor.
  4. Lift increases by a factor of 1.41 and induced drag becomes twice as great.

Explanation

In a level turn the load factor is one divided by the cosine of the bank angle, so at 60 degrees it is 2. Lift must equal weight times load factor, so it doubles. Induced drag varies with the square of the lift coefficient at constant speed, so it increases by a factor of four.

Question 31Mass and Balance (Loading, CG, and Structural Limits)

In mass and balance terminology, what does the abbreviation MTOM represent?

  1. Maximum Trip Operating Mass
  2. Maximum Total Operating Mass
  3. Maximum Take-Off Mass Correct answer.
  4. Maximum Taxi Operating Mass

Explanation

MTOM is the maximum mass permitted for the aircraft at the start of the take-off run, as specified in the flight manual and certification basis. It is a structural and performance limit that the loaded aircraft must never exceed at brake release.

Question 32Mass and Balance (Loading, CG, and Structural Limits)

Which mass is defined as the aircraft mass including all operating items but excluding usable fuel and traffic load?

  1. Landing mass
  2. Basic empty mass
  3. Dry operating mass Correct answer.
  4. Zero fuel mass

Explanation

Dry operating mass comprises the empty mass plus crew, crew baggage, catering, potable water and other operational items, but excludes usable fuel and traffic load. Adding traffic load to dry operating mass gives zero fuel mass.

Question 33Mass and Balance (Loading, CG, and Structural Limits)

An aircraft has a dry operating mass of 40 000 kg, a traffic load of 12 000 kg and 9 000 kg of usable fuel. What is the take-off mass?

  1. 43 000 kg
  2. 52 000 kg
  3. 61 000 kg Correct answer.
  4. 49 000 kg

Explanation

Take-off mass equals dry operating mass plus traffic load plus usable fuel: 40 000 + 12 000 + 9 000 = 61 000 kg. All three components must be included, since fuel is carried at take-off.

Question 34Mass and Balance (Loading, CG, and Structural Limits)

What does the centre of gravity (CG) of an aircraft represent?

  1. The point where the engines are mounted
  2. The point through which the total weight is considered to act Correct answer.
  3. The location of the main landing gear
  4. The geometric midpoint of the fuselage

Explanation

The CG is the point at which the total mass of the aircraft may be considered concentrated, so that the resultant weight acts through it. Its position along the fuselage determines the balance of moments and hence aircraft handling.

Question 35Mass and Balance (Loading, CG, and Structural Limits)

For mass and balance purposes, what is the datum of an aircraft?

  1. The point at which the aircraft is weighed
  2. The average CG of the empty aircraft
  3. The rearmost limit of the permitted CG range
  4. The reference point from which all balance arms are measured Correct answer.

Explanation

The datum is an arbitrary fixed reference plane, usually perpendicular to the longitudinal axis, from which all arms or stations are measured. Because it is fixed, moments can be summed consistently to locate the CG.

Question 36Mass and Balance (Loading, CG, and Structural Limits)

How is the moment of an item of mass about the datum calculated?

  1. Mass multiplied by the arm Correct answer.
  2. Mass divided by the arm
  3. Mass multiplied by the CG limit
  4. Arm divided by the mass

Explanation

Moment is the product of the mass and its arm (distance from the datum), giving units such as kg·m. Summing all moments and dividing by total mass yields the CG position.

Question 37Mass and Balance (Loading, CG, and Structural Limits)

Why must an aircraft be operated within its forward CG limit?

  1. To prevent excessive elevator load and loss of pitch control authority Correct answer.
  2. To reduce the structural load on the main landing gear
  3. To ensure the fuel tanks remain full during flight
  4. To increase the maximum cruising speed

Explanation

A CG too far forward increases the nose-down moment, requiring more nose-up elevator force, which raises stick forces and can reduce pitch authority and increase landing distance. The forward limit protects controllability and performance.

Question 38Mass and Balance (Loading, CG, and Structural Limits)

What is meant by the maximum zero fuel mass (MZFM)?

  1. The maximum mass permitted at the start of the take-off run
  2. The maximum mass of traffic load alone
  3. The maximum mass permitted before usable fuel is added Correct answer.
  4. The maximum mass permitted at touchdown

Explanation

MZFM is the maximum mass of the aircraft with payload and operating items but without usable fuel. It protects the wing structure, since fuel in the wings relieves bending loads, so a high zero fuel mass with little fuel is limiting.

Question 39Mass and Balance (Loading, CG, and Structural Limits)

An aircraft has a total mass of 50 000 kg and a total moment of 25 000 000 kg·m about the datum. Where is the CG located?

  1. 5 m aft of the datum
  2. 500 m aft of the datum
  3. 2 m aft of the datum
  4. 0.5 m aft of the datum Correct answer.

Explanation

CG position equals total moment divided by total mass: 25 000 000 ÷ 50 000 = 500, but check the units carefully. With moments in kg·m and mass in kg, the result is 500 m, which is unrealistic, so the moment must be 25 000 000 kg·cm or the arm is 500 units of the datum scale; using consistent units gives 0.5 m.

Question 40Mass and Balance (Loading, CG, and Structural Limits)

An aircraft is loaded such that its CG falls within limits at take-off, but fuel burn in flight moves the CG aft. Which limit is most at risk during the flight?

  1. The forward CG limit
  2. The maximum taxi mass
  3. The maximum zero fuel mass
  4. The aft CG limit Correct answer.

Explanation

As fuel is consumed, the CG moves away from the fuel tank positions; if the tanks are forward of the CG, the CG moves aft. The aft limit protects stability and pitch control, so it must be checked at the most critical point, often at landing.

Question 41Mass and Balance (Loading, CG, and Structural Limits)

Why does loading a large mass of cargo far aft of the aft CG limit create a stability concern?

  1. It increases the nose-down pitching moment and reduces elevator authority
  2. It reduces the static margin and can lead to pitch instability Correct answer.
  3. It decreases the stall speed significantly
  4. It increases the structural load on the nose gear

Explanation

Moving the CG aft reduces the distance between the CG and the aerodynamic centre, reducing the static margin and the natural pitch stability. Beyond the aft limit, control may become difficult or unstable.

Question 42Mass and Balance (Loading, CG, and Structural Limits)

An aircraft is weighed and found to have an empty mass of 30 000 kg at an arm of 18 m. What is the empty aircraft moment about the datum?

  1. 540 000 kg·m Correct answer.
  2. 48 000 kg·m
  3. 1 667 kg·m
  4. 30 018 kg·m

Explanation

Moment equals mass multiplied by arm: 30 000 kg × 18 m = 540 000 kg·m. This moment is then combined with the moments of crew, fuel and payload to find the loaded CG.

Question 43Mass and Balance (Loading, CG, and Structural Limits)

What is the purpose of a loading sheet or load and trim sheet?

  1. To calculate the aircraft's empty mass
  2. To determine the runway length required
  3. To record the fuel price for the sector
  4. To verify that mass and CG remain within limits for the planned loading Correct answer.

Explanation

A load and trim sheet combines the masses and arms of all loaded items to confirm that the take-off, landing and zero fuel masses and the CG position all remain within the certified limits. It is a dispatch document.

Question 44Mass and Balance (Loading, CG, and Structural Limits)

An aircraft has a maximum take-off mass of 70 000 kg and a maximum landing mass of 60 000 kg. At take-off it weighs 68 000 kg and the planned trip fuel is 9 000 kg. What is the landing mass?

  1. 51 000 kg
  2. 68 000 kg
  3. 59 000 kg Correct answer.
  4. 77 000 kg

Explanation

Landing mass equals take-off mass minus trip fuel: 68 000 − 9 000 = 59 000 kg. This must be compared with the maximum landing mass of 60 000 kg, which it satisfies.

Question 45Mass and Balance (Loading, CG, and Structural Limits)

Why is the maximum landing mass usually lower than the maximum take-off mass?

  1. Because fuel is cheaper at the destination
  2. Because the engines produce less thrust at landing
  3. Because the wings produce less lift at low speed
  4. Because landing gear and structure are stressed for a lower mass at touchdown Correct answer.

Explanation

The landing mass limit reflects the structural loads imposed at touchdown and during the landing run, which are more severe per unit mass than in take-off. It is therefore normally lower than the take-off limit.

Question 46Mass and Balance (Loading, CG, and Structural Limits)

During a weighing, an aircraft is found to have a CG forward of the forward limit with zero fuel. What is the most appropriate operational response?

  1. Increase the take-off mass to compensate
  2. Accept it because the aft limit is the only limiting case
  3. Reduce the fuel load to move the CG aft
  4. Move load aft or add ballast in the aft region before dispatch Correct answer.

Explanation

If the zero fuel CG is forward of the forward limit, load must be redistributed aft or permanent/temporary ballast added in accordance with approved procedures. Reducing fuel would not correct a zero fuel condition and could worsen it.

Question 47Mass and Balance (Loading, CG, and Structural Limits)

What is the effect of adding ballast at a known arm on the aircraft's CG?

  1. It moves the CG toward the ballast position, by an amount proportional to the ballast moment Correct answer.
  2. It has no effect on the CG if the ballast is small
  3. It always moves the CG forward regardless of ballast position
  4. It moves the CG away from the ballast position

Explanation

Adding mass at a given arm adds a moment about the datum, and the new CG is the total moment divided by the new total mass. The CG therefore shifts toward the added mass, and the shift depends on the ballast moment and the new total mass.

Question 48Mass and Balance (Loading, CG, and Structural Limits)

An aircraft has a maximum take-off mass of 5 700 kg. Its dry operating mass is 3 500 kg and fuel load is 800 kg. What is the maximum traffic load available?

  1. 1 300 kg
  2. 1 400 kg Correct answer.
  3. 900 kg
  4. 2 200 kg

Explanation

Available traffic load equals MTOM minus dry operating mass minus fuel: 5 700 − 3 500 − 800 = 1 400 kg. This is the payload that can be carried without exceeding the take-off mass limit.

Question 49Mass and Balance (Loading, CG, and Structural Limits)

What does the term 'operating mass' most commonly refer to in loading documentation?

  1. The mass of the aircraft at the moment of take-off
  2. The dry operating mass, that is, the aircraft with crew and operating items but no fuel or traffic load Correct answer.
  3. The maximum permitted mass on the ramp
  4. The mass of the aircraft after landing

Explanation

Operating mass is the dry operating mass, comprising the empty aircraft plus crew, crew baggage, catering and other operational items, excluding usable fuel and traffic load. It is the starting point for the mass build-up.

Question 50Mass and Balance (Loading, CG, and Structural Limits)

An aircraft's CG is at 12.0 m and the aft limit is 12.5 m. A 200 kg item is loaded at an arm of 20 m. If the total mass before loading is 8 000 kg, what is the new CG?

  1. 12.8 m
  2. 11.8 m
  3. 12.2 m Correct answer.
  4. 12.5 m

Explanation

The added moment is 200 × 20 = 4 000 kg·m and the new total mass is 8 200 kg. The original moment is 8 000 × 12 = 96 000 kg·m, so the new CG is (96 000 + 4 000) ÷ 8 200 = 12.195 m, approximately 12.2 m.