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MASS AND BALANCE
INTRODUCTION TO MASS AND BALANCE
Mass Limitations
1
...


For a conventional, nose tricycle gear aircraft configuration, the higher the takeoff mass:
1
...

3
...


Manoeuvrability is reduced
Range will decrease but endurance will increase
Gliding range will reduce
Statement 4 only is correct

A – All statements are correct
B – Statement 3 only is correct
C – Statements 1 and 4 are correct
D – Statement 4 is correct
Ref: AIR: atpl, cpl
Ans: C
3
...


If an aeroplane is at a higher mass than anticipated, for a given airspeed the
angle of attack will:
A – remain constant, drag will decrease and endurance will decrease
B – be decreased, drag will decrease and endurance will increase
C – be greater, drag will increase and endurance will decrease
D – remain constant, drag will increase and endurance will increase
Ref: AIR: atpl, cpl
Ans: C

5
...
This error is not detected by the flight crew but they
will notice that:
A – V1 will be reached sooner than expected
B – speed at un-stick will be higher than expected
C – V1 will be increased
D – the aeroplane will rotate much earlier than expected
Ref: AIR: atpl, cpl
Ans: B

6
...
3 Vs is used
...
If the mass of the aeroplane is increased to 135,000 kg the value of 1
...


At maximum certificated take-off mass an aeroplane departs from an airfield
which is not limiting for either take-off or landing masses
...
An
emergency is declared and the aeroplane returns to departure airfield for an
immediate landing
...


During a violent avoidance manoeuvre, a light twin aircraft, certified to FAR
23 requirements was subjected to an instantaneous load factor of 4
...
The
Flight manual specifies that the aircraft is certified in the normal category for a
load factor of -1
...
8
...


If an extra load is loaded into an aircraft the stall speed is likely to:
A – Stay the same
B – Decrease
C – Increase
D – Change depending on whether the load was placed FWD or AFT of the C
of G
Ref: AIR: atpl, cpl
Ans: C

10
...


Over-loading would result in:
A – a decrease in stalling speed
B – a decrease in fuel consumption
C – an increase in range
D – a reduction of aircraft performance
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: D

031-01-02 CG limitations
1
...


During take-off you notice that, for a given elevator input, the aeroplane rotates
much more rapidly than expected
...


If the aeroplane is neutrally stable this would suggest that:
A – the CG is forward
B – the CG is in mid range
C – the CG is on the rear limit
D – the CG is behind the rear limit
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: D

4
...
This
will result in:
A – an increased risk of stalling due to a decrease in tail-plane moment
B – a reduced fuel consumption as a result of reduced drag
C – an increase in longitudinal stability
D – a reduction in power required for a given speed
Ref: AIR: atpl, cpl
Ans: A

5
...


An aeroplane is said to be NEUTRALLY STABLE
...


The mass displacement caused by landing gear extension:
A – does not create a longitudinal moment
B – creates a pitch-up longitudinal moment
C – creates a longitudinal moment in the direction (pitch-up or pitch-down)
determined by the type of landing gear
D – creates a pitch-down longitudinal moment
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: C

8
...


If the centre of gravity is near the forward limit the aeroplane will:
A – benefit from reduced drag due to the decrease in angle of attack
B – require elevator trim which will result in an increase in fuel consumption
C – require less power for a given airspeed
D – tend to over rotate during take-off
Ref: AIR: atpl, cpl
Ans: B

10
...


Which of the following is most likely to affect the range of centre of gravity
positions on an aeroplane?
A – The need to minimise drag forces and so improve efficiency
B – Location of the undercarriage
C – The need to maintain a low value of stalling speed
D – Elevator and tail-plane (horizontal stabiliser) effectiveness in all flight
conditions
Ref: AIR: atpl, cpl
Ans: D

12
...


Assuming gross mass, altitude and airspeed remain unchanged, movement of
the centre of gravity from the forward to the aft limit will cause:
A – increased cruise range
B – higher stall speed
C – lower optimum cruising speed
D – reduced maximum cruise range
Ref: AIR: atpl, cpl
Ans: A

14
...
The airport has an
exceptionally long runway
...


With the centre of gravity on the forward limit which of the following is to be
expected?
A – A decrease of the stalling speed
B – A decrease in the landing speed
C – A decrease in range
D – A tendency to yaw to the right on take-off
Ref: AIR: atpl, cpl
Ans: C

16
...


A forward C of G would result in:
A – A reduced rate of climb
B – A decrease in cruise range
C – A decrease in both rate of climb and cruise range
D – An increase in both rate of climb and cruise range
Ref: AIR: atpl, cpl
Ans: C

18
...


What effect does the CG on the aft limit have on the fuel consumption of an
aeroplane?
A – Increases
B – Decreases
C – No effect
D – Marginal increase
Ref: AIR: atpl, cpl
Ans: B

20
...


If the CG is aft of the neutral point it results in:
A – increased stability with increased elevator trim
B – Decreased stability with decreased elevator trim
C – Neutral stability
D – Longitudinal instability
Ref: AIR: atpl, cpl
Ans: D

22
...
This is likely to:
A – Be caused by the CG towards the forward limit
B – Be caused by the CG at the aerodynamic centre of the aircraft
C – Be totally unrelated to the position of the CG
D – Cause the CG to move forward
Ref: AIR: atpl, cpl
Ans: B

23
...


The handling and performance problems encountered with a CG too far aft
include:
A – Improvement in nose wheel steering
B – Higher stick forces per G loading with no risk of over-stressing the
airframe in manoeuvres
C – Difficulty or inability to recover from a spin
D – No likelihood of a nose up overbalance (on a bicycle gear aircraft) on the
ground resulting in tail damage
Ref: AIR: atpl, cpl
Ans: C

25
...


In cruise, an extreme aft longitudinal centre of gravity:
A – moves away the cyclic stick from its forward stop and increases the stress
in the rotor head
B – brings the cyclic stick closer to its forward stop and decreases the stress in
the rotor head
C – moves away the cyclic stick from its forward stop and decreases the
stresses in the head rotors
D – brings the cyclic stick closer to its forward stop and increases the stress in
the rotor head
Ref: HELI: atpl, cpl
Ans: D

27
...


A helicopter in the hover that requires an excessive amount of forward and
right cyclic may indicate the centre of gravity is too far:
A – forward and laterally too far to the left
B – forward and laterally too far to the right
C – aft and laterally too far to the left
D – aft and laterally too far to the right
Ref: HELI: atpl, cpl
Ans: C

29
...


Exceeding the forward centre of gravity limit will result in:
A – The helicopter being nose heavy and the pilot may run out of aft cyclic
B – The helicopter being nose heavy and the pilot may run out of forward
cyclic
C – The helicopter being tail heavy and the pilot may run out of forward cyclic
D – The helicopter being tail heavy and the pilot may run out of aft cyclic
Ref: HELI: atpl, cpl
Ans: A

31
...


Who determines the allowable centre-of-gravity range for a helicopter?
A – The licensed engineer carrying out weighing
B – The manufacturer of the helicopter
C – The national aviation authority
D – The pilot in command
Ref: HELI: atpl, cpl
Ans: B

33
...


When must the centre of gravity be computed?
A – After every 400 hrs inspection
B – Prior to every flight
C – At least every four years
D – During every yearly inspection
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: B

35
...


One effect on an aircraft that is nose-heavy is:
A – a tendency for the nose to pitch up
B – an increase in range
C – a decrease in stability
D – an increase in drag, due to excessive elevator trim
Ref: AIR: atpl, cpl
Ans: D

37
...


Fuel consumption brings the CG forward in flight
...


What is the effect of moving the centre of gravity from the forward limit to the
aft limit?
A – increases stability
B – increases fuel consumption
C – increased range
D – increases stalling speed
Ref: AIR: atpl, cpl
Ans: C

40
...


If the fuel load of a large aircraft was given in litres, but was entered on the
load sheet in kilograms, how would this affect the expected handling of the
aircraft?
A – the stick force required on rotation will be lighter
B – the stick force required on rotation will be heavier
C – the stick force required would be the same in both cases
D – the stick force required would be the same in both cases but the rate of
climb will be less
Ref: AIR: atpl, cpl
Ans: A

031-02

LOADING
031-02-01 Terminology

1
...

A – Traffic load plus dry operating mass
B – Traffic load plus usable fuel mass
C – Dry operating mass plus usable fuel load
D – The part of the traffic load which generates revenue
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: B

2
...


In mass and balance terms, what is an index?
A – A cut down version of a force
B – A moment divided by a constant
C – A moment divided by a mass
D – A mass divided by a moment
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: B

4
...


The maximum mass to which an aeroplane may be loaded, prior to engine start,
is:
A – maximum certificated taxi (ramp) mass
B – maximum regulated taxi (ramp) mass
C – maximum certificated take-off mass
D – maximum regulated take-off mass
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: A

6
...


By adding to the basic empty mass the following fixed necessary equipment for
a specific flight (catering, safety and rescue equipment, fly away kit, crew), we get:
A – zero fuel mass
B – take-off mass
C – Dry operating mass
D – landing mass
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: C

8
...


With respect to aeroplane loading in the planning phase, which of the following
statements is always correct?
LM = Landing Mass
TOM = Take-off Mass
MTOM = Maximum Take-off Mass
ZFM = Zero Fuel Mass
MZFM = Maximum Zero Fuel Mass
DOM = Dry Operating Mass
A – LM = TOM – Trip Fuel
B – MTOM = ZFM + maximum possible fuel mass
C – MZFM = Traffic load + DOM
D – Reserve Fuel = TOM – Trip Fuel
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: A

10
...


The maximum zero-fuel mass:
1
...

3
...

5
...


is a regulatory limitation
is calculated for a maximum load factor of +3
...


Dry Operating Mass is the mass of the aeroplane less:
A – usable fuel and traffic load
B – usable fuel
C – traffic load, potable water and lavatory chemicals
D – usable fuel, potable water and lavatory chemicals
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: A

13
...


The actual Zero Fuel Mass is equal to the:
A – Basic Empty Mass plus the fuel loaded
B – Operating Mass plus all the traffic load
C – Dry Operating mass plus the traffic load
D – Actual Landing Mass plus trip fuel
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: C

15
...


For the purpose of completing the Mass and Balance documentation, the Dry
Operating Mass is defined as:
A – The total mass of the aeroplane ready for a specific type of operation
excluding all usable fuel and traffic load
B – The total mass of the aeroplane ready for a specific type of operation
excluding all usable fuel
C – The total mass of the aeroplane ready for a specific type of operation
excluding all traffic load
D – The total mass of the aeroplane ready for a specific type of operation
excluding crew and crew baggage
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: A

17
...
Dry operating mass
2
...


The Dry Operating Mass of an aeroplane includes:
A – Fuel and passengers baggage and cargo
B – Unusable fuel and reserve fuel
C – Crew and crew baggage, catering, removable passenger service
equipment, potable water and lavatory chemicals
D – Passengers baggage and cargo
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: C

19
...


Allowed traffic load is the difference between:
A – operating mass and basic means
B – allowed take off mass and basic mass plus trip fuel
C – allowed take off mass and basic mass
D – allowed take off mass and operating mass
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: D

21
...
It is made up of
the aeroplane Dry Operational Mass plus:
A – traffic load and unusable fuel
B – traffic load, unusable fuel and crew standard mass
C – unusable and crew standard mass
D – traffic load and crew standard mass
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: A

22
...


The term USEFUL LOAD as applied to an aeroplane includes:
A – traffic load only
B – traffic load plus usable fuel
C – the revenue-earning portion of traffic load only
D – the revenue-earning portion of traffic load plus usable fuel
Ref: AIR: atpl, cpl
Ans: B

24
...


Traffic load is the:
A – Zero Fuel Mass minus Dry Operating Mass
B – Dry Operating Mass minus the disposable load
C – Dry Operating Mass minus the variable load
D – Take-off Mass minus Zero Fuel Mass
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: A

26
...


The term Maximum Zero Fuel Mass consists of:
A – The maximum mass authorised for a certain aeroplane not including the
fuel load and operations items
B – The maximum mass authorised for a certain aeroplane not including
traffic load and fuel load
C – The maximum permissible mass of an aeroplane with no usable fuel
D – The maximum mass for some aeroplanes including the fuel load and the
traffic load
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: C

28
...


In calculations with respect to the position of the centre of gravity a reference is
made to a datum
...
Its
position is given in the aeroplane Flight or Loading Manual
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: D

30
...

32
...

Its precise position is given in the control and loading manual and it is located:
A – at or near the focal point of the aeroplane axis system
B – at or near the forward limit of the centre of gravity
C – at a convenient point which may not physically be on the aeroplane
D – at or near the natural balance point of the empty aeroplane
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: C

33
...
This datum point is:
A – a point near the centre of the aeroplane
...
It may be located
anywhere on the aeroplane’s longitudinal axis or on the extensions to that
axis
D – a point from which all balance arms are measured
...


Which is true of the aeroplane empty mass?
A – it is dry operating mass minus fuel load
B – It is a component of dry operating mass
C – It is dry operating mass minus traffic load
D – it is the actual take-off mass, less traffic load
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: B

35
...


The Traffic Load is defined as:
A – The total mass of flight crew, passengers, baggage, cargo and usable fuel
B – The total mass of crew and passengers excluding any baggage or cargo
C – The total mass of passengers, baggage and cargo, including any nonrevenue load
D – The total mass of passengers, baggage, cargo and usable fuel
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: C

37
...


With regard to the maximum Zero-Fuel Weight (MZFW)
...


When establishing the mass breakdown of an aeroplane, the empty mass is
defined as the sum of the:
A – basic mass plus variable equipment mass
B – basic mass, plus special equipment mass
C – standard empty mass plus specific equipment mass plus trapped fluids
plus unusable fuel mass
D – empty mass dry plus variable equipment mass
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: C

40
...


Take-off mass is described as:
A – The take-off mass subject to departure airfield limitations
B – The mass of an aeroplane including everything and everyone contained
within it at the start of the take-off run
C – DOM fuel but without traffic load
D – The lowest of performance limited and structural limited T
...
M
Ref: AIR: atpl, cpl
Ans: B

42
...


The chemical fluids used to charge the aircraft toilets are counted as:
A – part of the basic empty mass
B – part of the dry operating mass
C – part of the payload
D – part of the under load
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: B

44
...


The aircraft datum is a (i) reference point that is defined on or relative to the
aircraft about which the (ii) of any load locations are known
A – (i) movable (ii) moments
B – (i) variable (ii) moments
C – (i) fixed (ii) arms
D – (i) forward (ii) arms
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: C

46
...


The chemical fluids used to charge the aircraft toilets are counted as?
A – part of the basic empty mass
B – part of the variable load
C – part of the payload
D – part of the under load
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: B

48
...


The Basic Empty Mass of a helicopter is the mass of the helicopter without
crew …:
A – without specific equipments for the mission, without payload, with fuel on
board
B – without specific equipment for the mission, without payload, with the
unusable fuel and standard equipment
C – without payload, with specific equipment for the mission, without the
unusable fuel
D – without specific equipment for the mission, without payload, without
unusable fuel
Ref: HELI: atpl, cpl
Ans: B

50
...


In centre of gravity calculations the moment arm is:
A – The vertical distance from the datum to the centre of gravity of the
helicopter or of an items placed in the helicopter
B – The horizontal distance between the fully loaded helicopter’s centre of
gravity and the centre of gravity of an individual item in the helicopter
C – The vertical distance between the fully loaded helicopter’s centre of
gravity and the centre of gravity of an individual item in the helicopter
D – The horizontal distance from the datum to the centre of gravity of the
helicopter, or to an item placed in the helicopter
Ref: HELI: atpl, cpl
Ans: D

52
...


The Dry Operating Mass of a helicopter:
A – includes fuel and passengers baggage and cargo
B – includes passengers and cargo
C – is the total mass of the helicopter ready for a specific type of operation
D – includes unusable fuel and reserve fuel
Ref: HELI: atpl, cpl
Ans: C

54
...


The Dry Operating Mass of a helicopter is the sum of the following:
A – Basic Empty Mass + crew + traffic load + taxi fuel
B – Basic Empty Mass + crew + taxi fuel
C – Basic Empty Mass + crew + traffic load
D – Basic Empty mass = crew + operating items
Ref: HELI: atpl, cpl
Ans: D

56
...


The maximum mass to which a helicopter may be loaded, prior to engine start,
is:
A – maximum structural taxi mass
B – maximum regulated taxi mass
C – maximum structural take-off mass
D – maximum regulated take-off mass
Ref: HELI: atpl, cpl
Ans: A

58
...
It is tabulated in the flight
manual
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: A

59
...


The maximum zero-fuel mass:
1
...

3
...


is a regulatory limitation
is calculated for a maximum load factor of +3
...
is defined on the assumption that fuel is consumed from the inner wing
tanks first
A – 1, 2, 3
B – 2, 3, 5
C – 1, 3, 5
D – 2, 3, 4
Ref: AIR: atpl, cpl
Ans: C
61
...


The reference about which centre of gravity moments are taken is the:
A – Chord line
B – Centre of mass
C – Centre of pressure
D – Datum
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: D

63
...


The Traffic Load is defined as:
A – The total mass of passengers and their baggage plus any cargo
B – The total mass of the helicopter prior to take-off
C – The total mass of the helicopter prior to take-off minus usable fuel
D – The total mass of flight crew, passengers and usable fuel
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: A

65
...


Which of the following corresponds to Zero Fuel Mass?
A – Operating mass plus luggage of passengers and cargo
B – Operating mass plus passengers and cargo
C – The take-off mass of an aircraft minus all usable fuel
D – Take-off mass minus fuel to destination and alternate
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: C

67
...


The Zero Fuel Mass is the mass of the helicopter:
A – Excluding usable and unusable fuel
B – Including unusable and reserve fuel
C – When weighed for issue or renewal of its weight schedule and excludes
crew, traffic load, usable and unusable fuel
D – Excluding usable fuel
Ref: HELI: atpl, cpl
Ans: D

69
...


To calculate the allowable take-off mass, the factors to be taken into account
include:
A – the sum of the Maximum Landing Mass and the trip fuel
B – the sum of the Maximum Landing Mass and the fuel on board at take-off
C – the sum of the Maximum Zero Fuel Mass and the trip fuel
D – the Maximum Take-off Mass minus the trip fuel
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: A

71
...


Variable load includes:
A – mass of all persons and items of load, including fuel and other
consumable fluids
B – mass of all passengers, crew and their baggage, less fuel and consumable
fluids
C – mass of crew, their baggage, plus removable units of equipment
D – mass of passengers, crew and their baggage, plus removable equipment
and consumable fuel and fluids
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: C

73
...


The take-off fuel of an aircraft is:
A – the ZFM minus the traffic load
B – DOM minus variable load
C – TOM minus ZFM
D – Traffic load plus take-off fuel
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: C

031-02-02 Mass Limits
1
...
9)
...


(Refer to CAP 696 – Figure 4
...
Referring to the loading manual for the
transport aeroplane, the maximum running load for the aft section of the forward
lower deck cargo compartment is:
A – 13
...
12 kg per inch
C – 14
...
18 kg per inch
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: B

3
...
9)
...
5 inches is 2059 Lbs
B – 835
...
5 inches is 4541 kg
D – 835
...


Considering only structural limitation, on long distance flights (at the aeroplane
maximum range), the traffic load is normally limited by:
A – The maximum zero fuel mass plus the take-off mass
B – The maximum zero fuel mass
C – The maximum take-off mass
D – The maximum landing mass
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: C

5
...


Which of the following statements is correct?
A – The Maximum Zero Fuel Mass ensures that the centre of gravity remains
within limits after the uplift of fuel
B – The Maximum Landing Mass of an aeroplane is restricted by structural
limitations, performance limitations and the strength of the runway
C – The Maximum Take-off Mass is equal to the maximum mass when
leaving the ramp
D – The Basic Empty Mass is equal to the mass of the aeroplane excluding
traffic load and usable fuel but including the crew
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: B

7
...


If the maximum structural landing mass is exceeded:
A – the aircraft will be unable to get airborne
B – the undercarriage could collapse on landing
C – no damage will occur providing the aircraft is within the regulated landing
mass
D – no damage will occur providing the aircraft is within the performance
limited landing mass
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: B

9
...
9)
...


Considering only structural limitations, on very short legs with minimum takeoff fuel, the traffic load is normally limited by:
A – Maximum landing mass
B – Maximum zero fuel mass
C – Maximum take-off mass
D – Actual landing mass
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: B

11
...
The take off mass
is likely to be limited by:
A – MZFM
B – Obstacle limited mass
C – Maximum certified take-off mass
D – Climb limited mass
Ref: AIR: atpl, cpl
Ans: D

12
...
It is tabulated in the
Flight Manual
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: C

13
...


(For this Question use CAP 696 – Figure 4
...
10)
...
A) for the forward hold centroid is:
A – 257 inches
B – 367
...
5 inches
D – 421
...


(Refer to figure 031_9
...
Referring to the Pilot’s Flight Manual for the
transport helicopter TETH-1, the maximum load for the aft-cargo bay in
section C is:
A – 400 daN/m2
B – 250 daN
C – 115 daN
D – 75 lbs/ft2
Ref: HELI: atpl, cpl
Ans: B

16
...
(Refer to figure 031_9
...
Referring to the Pilot’s Flight Manual for the
transport helicopter TETH1, the maximum load for the aft cargo bay in section
A is:
A – 115 daN
B – 195 daN/m2
C – 55 daN
D – 120 lb
Ref: HELI: atpl, cpl
Ans: A

17
...
(Refer to figure 031_9
...
From the Pilot’s Flight Manual of the
transport
helicopter TETH1, the cabin floor has a maximum load carrying capacity
(maximum floor load) of:
A – 115 daN
B – 1500 daN
C – 195 daN/m2
D – 1500 daN/m2
Ref: HELI: atpl, cpl
Ans: D

18
...
(Refer to figure 031_9
...
Referring to the Pilot’s Flight Manual for the
transport helicopter TETH1, the maximum load for the aft cargo bay in section
B is:
A – 550 lb
B – 55 daN
C – 75 daN/m2
D – 115 daN
Ref: HELI: atpl, cpl
Ans: B

19
...


What are the criteria for correct loading of a helicopter?
A – Adherence to the maximum mass limitations
B – Correct distribution of the useful load and adherence to the maximum
mass limitations
C – Maximum allowable baggage mass in the aft cargo compartment
D – Correct distribution of the useful load
Ref: HELI: atpl, cpl
Ans: B

21
...
9878
...
9)
...
(Refer to CAP 696 – Figure 4
...
Referring to the loading manual for the
890
...
9)
...
Considering only structural limitation, on long distance flights (at the aeroplane
910
...
Which of the following statements is correct?
914
...
If the maximum structural landing mass is exceeded:
921
...
9)
...
Considering only structural limitations, on very short legs with minimum take936
...
The maximum certificated take-off mass is:
950
...
(For this Question use CAP 696 – Figure 4
...
10)
...
(Refer to figure 031_9
...
Referring to the Pilot’s Flight Manual for the
18085
...
6)
...
(Refer to figure 031_9
...
From the Pilot’s Flight Manual of the transport
18087
...
6)
...
Considering only structural limitations, on long distance flights (at the
18177
...
Using the data for the MRJT, what is the maximum
compartment load for the area between BA 286 and 343:

A – 762 lbs
B – 314
...
47 kg
Ref: AIR: atpl, cpl
Ans: C

031-02-03 Mass calculations
1
...


When determining the mass of fuel/oil and the value of the SG is not known, the
value to use is:
A – determined by the operator
B – set out in JAR OPS – 1 Section 1
C – determined by the aviation authority
D – determined by the pilot
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: A

3
...


An aeroplane is performance limited to a landing mass of 54230 kg
...
If the take-off mass is
64280 kg the useful load is:
A – 12200 kg
B – 17080 kg
C – 29280 kg
D – 10080 kg

The useful load=tarfic load+ take of fuel
Take of fuel=ZFM-TOM
Take of fuel= 64280-52080=12200
Traffic load=ZFM-DOM
Traffic load=52080-35000= 17080
Useful load=17080+12200=29280Ans
Ref: AIR: atpl, cpl
Ans: C
5
...
On arrival at
destination a straight in approach and immediate landing clearance is given
...


A revenue flight is to be made by a jet transport
...
e
...
This is the only traffic load that will not exceed either the
MTOW, MLW or the MZFW limitations
Ref: AIR: atpl, cpl; HELI: atpl, cpl
7
...
14)
Aeroplane Dry Operating mass
85000 kg
Performance limited take-off mass 127000 kg
Performance limited landing mass 98500 kg
Maximum zero fuel mass
89800 kg
Fuel requirements for flight:
Trip fuel 29300 kg
Contingency and final reserve fuel 3600 kg
Alternate fuel 2800 kg
The maximum traffic load that can be carried on this flight is:
MTOM
Less DOM
Less Fuel

127000
(85000)
(35700)
6300

MLM

MZFM

98500
(85000)
(6400)
7100

89800
(85000)
4800

Maximum traffic load is the lower of the three calculated values i
...

4800 kg
...


Given:
Maximum structural take-off mass = 146900 kg
Maximum structural landing mass = 93800 kg
Maximum zero fuel mass = 86400 kg
Trip fuel = 27500 kg
Block fuel = 35500 kg
Engine starting and taxi fuel = 1000 kg
The maximum take-off mass is equal to:
A – 120300 kg
B – 121300 kg
C – 113900 kg
D – 120900 kg
MTOM= ZFM +TAKE OF FUEL
MTOM=

86400+34500=120900 ANS

MTOM
Less DOM
Less Fuel

127000
(85000)
(35700)
6300

MLM

MZFM

98500
(85000)
(6400)
7100

89800
(85000)
4800

Maximum traffic load is the lower of the three calculated values i
...

4800 kg
...


Given:
Dry operating mass = 38000 kg
Maximum structural take-off mass = 72000 kg
Maximum landing mass = 65000 kg
Maximum zero fuel mass = 61000 kg
Fuel burn = 8000 kg
Take-off Fuel = 10300 kg
The maximum allowed take-off mass and payload are respectively:
A – 73000 kg and 27000 kg
B – 71300 kg and 25300 kg
C – 73000 kg and 24700 kg
D – 71300 kg and 23000 kg
Allowed take-off mass=ZFM+TAKE OFF FUEL
=61000+10300=71300 Ans
MTOM
Less DOM
Less Fuel

72000
(38000)
(10300)
23700

MLM
65000
(38000)
(2300)
24700

MZFM
61000
(38000)
23000 Ans

Maximum traffic load is the lower of the three calculated values i
...

23000 kg
...


The empty mass of an aeroplane, as given in the weighing schedule, is 61300
kg
...
If the takeoff mass is 132000 kg (including a usable fuel quantity of 43800 kg) the useful load is:
A – 26900 kg
B – 70700 kg
C – 29600 kg
D – 68400 kg
Useful load= TOM-DOM
DOM= basic empty mass+crew
61300+2300=63600
Useful load=132000-63600=68400 Ans

Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: D

11
...
e
...
This is the only traffic load that will not exceed either the
MTOW, MLW or the MZFW limitations
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: C
12
...
If the flight is not a
holiday charter, the mass value which may be used for an adult is:
A – 88 kg (male) 74 kg (female)
B – 76 kg
C – 84 kg (male) 76 kg (female)
D – 84 kg
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: D

13
...


964
...
5 and 4
...
(Fuel density value 0
...


An aircraft basic empty mass is 3000 kg
...
Ramp fuel is 650 kg, the taxi fuel is 50 kg
...
e
...
This is the only traffic load that will not exceed either the
MTOW, MLW or the MZFW limitations
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: D

16
...


The basic empty mass of an aircraft is 30000 kg
...


A revenue flight is to be made by a jet transport
...
e
...
This is the only traffic load that will not exceed either the
MTOW, MLW or the MZFW limitations
Ref: AIR: atpl, cpl; HELI: atpl, cpl
Ans: D
19
...
4)
The medium range jet transport aeroplane is to operate a flight carrying the
maximum possible fuel load
...

Departure airfield performance limited take-off mass:
60400 kg
Landing airfield:
not performance limited
Dry Operating Mass:
34930 kg
Fuel required for flight:
Taxi fuel:
715 kg

Trip fuel:
Contingency and final reserve fuel:
Alternate fuel:
Additional reserve:
Traffic load for flight:

8600 kg
1700 kg
1500 kg
400 kg
11000 kg

A – 16080 kg
B – 15815 kg
C – 13650 kg
D – 14470 kg
Mass on fuel at start of take off=( DOM+TRAFFIC LOAD)-LIMITED TAKE
OFF MASS
Ref: AIR: atpl, cpl
Ans: D
20
...
During the preparation of a scheduled flight a group of
passengers present themselves at the check-in desk, it is apparent that even the lightest
of these exceeds the value of the declared standard mass
...

---