Free PPL flight performance and planning 030 questions: 9 with answers
9 flight performance and planning questions from the PPL bank of ForAllPilots, with no account and no sign-up. Answer in your head, then open the answer: the right letter and its explanation are under each question. The full bank has 359 questions for this subject.
The 9 questions
Question 1 · 1 Mass and balance
Regarding an aircraft's center of gravity:
- Aa given center of gravity corresponds to a single weight.
- Ba given weight corresponds to a single center of gravity.
- Ca given weight corresponds to two possible centers of gravity (one forward and one aft).
- Da given weight corresponds to a maximum forward center of gravity and a maximum aft center of gravity.
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Answer: D. a given weight corresponds to a maximum forward center of gravity and a maximum aft center of gravity.
The center of gravity envelope is limited by the forward and aft CG limits, and by the maximum weight. Often, for reasons of elevator effectiveness, at high weight the forward CG limit moves aft. You must therefore check the forward and aft limits for a given weight.
Question 2 · 1 Mass and balance
A loading station has a mass of 90 kg, at an arm of 1.2 m from the reference point (datum). What is the corresponding moment?
- A54 kg.m
- B162 kg.m
- C108 kg.m
- D91.2 kg.m
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Answer: C. 108 kg.m
Moment = mass x arm = 90 kg x 1.2 m = 108 kg.m.
Question 3 · 1 Mass and balance
A total mass exceeding the maximum certified limit results in particular in:
- Aimproved climb performance.
- Bincreased takeoff/landing distances and degraded structural margins.
- Cno consequence if the CG remains correct.
- Da reduction in stall speed.
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Answer: B. increased takeoff/landing distances and degraded structural margins.
Excess mass degrades performance (longer distances, reduced rate of climb) and may compromise the aircraft's structural strength, in violation of its certification.
Question 4 · 2 Aeroplane performance
A headwind at takeoff:
- Ahas no influence on the climb gradient.
- Bdecreases the climb gradient.
- Cfavors the climb gradient.
- Dhas a favorable effect only at low mass.
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Answer: C. favors the climb gradient.
The aircraft's rate of climb does not change with wind. However, since the wind is coming from ahead, the aircraft will reach a given altitude while covering a shorter distance. The ground gradient increases.
Question 5 · 2 Aeroplane performance
At the speed for maximum glide ratio:
- Ayour glide angle and your rate of descent are both minimal.
- Byour rate of descent is minimal.
- Cyour glide angle is minimal.
- Dyour rate of descent is minimal and your glide angle is maximal.
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Answer: C. your glide angle is minimal.
At the speed for maximum glide ratio, the lift/drag ratio is at its highest: the glide angle is minimal and the distance covered for a given height lost is maximal. The minimum rate of descent is obtained at a lower speed.
Question 6 · 2 Aeroplane performance
To increase the clearance margin over an obstacle located on the takeoff path, it is preferable to use:
- Athe climb at maximum speed.
- Bthe normal climb.
- Cthe climb at maximum vertical speed.
- Dthe climb at maximum angle.
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Answer: D. the climb at maximum angle.
Climbing at the maximum angle is used when there are obstacles during the initial climb, in order to have a greater clearance margin. Its drawbacks are reduced forward visibility because the aircraft is pitched up significantly, and reduced engine cooling if it is air-cooled, due to the low speed.
Question 7 · 3 VFR flight planning
The pre-flight inspection ensures the aircraft's airworthiness for flight. It is carried out under the responsibility of:
- Athe aircraft owner.
- Bthe pilot-in-command.
- Cthe pilot.
- Da mechanic.
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Answer: B. the pilot-in-command.
The pilot-in-command must ensure before the flight that the aircraft is airworthy (Regulation (EU) No 965/2012, NCO.GEN.105): the pre-flight inspection is carried out by them or under their responsibility.
Question 8 · 3 VFR flight planning
With known wind, the fuel to be carried for a navigation flight is calculated from the distance to be flown and:
- Athe forecast ground speed along the route.
- Bthe forecast ground speed along the route and a regulatory reserve.
- Cthe forecast true airspeed along the route.
- Dthe forecast true airspeed along the route and a regulatory reserve.
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Answer: B. the forecast ground speed along the route and a regulatory reserve.
The flight time, and therefore the fuel, depends on the ground speed, which takes the wind into account. The regulatory reserve is added to it: in day VFR, 30 minutes at cruising speed, or 10 minutes when taking off and landing at the same aerodrome while remaining within sight of it (NCO.OP.125).
Question 9 · 3 VFR flight planning
A flight requires a trip time of 95 min, a contingency reserve of 20 min, and a regulatory final reserve of 30 min. The planned fuel consumption is 30 L/h. What is the minimum total fuel quantity to be carried?
- A47.5 L
- B80.5 L
- C50.8 L
- D72.5 L
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Answer: D. 72.5 L
Total time = 95+20+30 = 145 min. Fuel = 30 L/h x (145/60) ≈ 72.5 L.
Each answer was checked again before publication; like every explanation on the site, these may contain errors. Some explanations were rewritten for this page, sometimes with the help of an AI. Spotted a mistake? Write to us at contact@forallpilots.com.
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