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Definitions and EDTO

Andrew Lee 20 questions

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Questions in this quiz (20)

  1. 1A–B fuel is:
    1. Athe fuel required from the start of the takeoff roll at the destination airfield through climb, cruise, and descent to arrival at 1,500 ft over the diversion airfield.
    2. Bthe fuel required from the start of the takeoff roll at the departure airfield through climb, cruise, and descent to landing at the destination airfield.
    3. Cthe fuel required from the start of the takeoff roll at the destination airfield through climb, cruise, and descent to landing at the diversion airfield.
    4. Dthe fuel required from the start of the takeoff roll at the departure airfield through climb, cruise, and descent to arrival at 1,500 ft over the destination airfield.
  2. 2‘ECL P/N’ means:
    1. Aemergency cruise part number.
    2. Belectronic cruise part number.
    3. Cemergency checklist part number.
    4. Delectronic checklist part number.
  3. 3Grid MORAs:
    1. Aprovide 2,000 ft clearance, and up to 4,000 ft in mountainous terrain.
    2. Bprovide 500 ft clearance, and up to 1,000 ft in mountainous terrain.
    3. Crefer to the off-route track that the aircraft is flying. They provide obstacle clearance within 10 NM either side of track, also providing a 10 NM radius around both ends of the track.
    4. Drefer to a lateral block of airspace the aircraft is flying. They provide obstacle clearance within a 1 degree by 1 degree (latitude and longitude) grid block, but can be a different size.
  4. 4En-route EDTO alternate aerodrome planning minima for an aerodrome with two or more non-precision runways state:
    1. ACloud base of 400 ft or cloud base of 600 ft above the lowest aerodrome landing minimum, whichever is higher.
    2. BCloud base of 800 ft or cloud base of 400 ft above the lowest aerodrome landing minimum, whichever is higher.
    3. CCloud base of 600 ft or cloud base of 400 ft above the lowest aerodrome landing minimum, whichever is higher.
    4. DCloud base of 400 ft or cloud base of 200 ft above the lowest aerodrome landing minimum, whichever is higher.
  5. 5‘A holder of an air operator certificate who is authorised in accordance with this Subpart to conduct an EDTO must not allow an aeroplane to be dispatched on an EDTO unless, in addition to the requirements of the certificate holder’s fuel policy required by rule 121.75, the following requirements are met:
    1. Athe aeroplane, upon reaching the en-route EDTO alternate aerodrome must have sufficient fuel to hold for 5 minutes at 1,500 feet above the aerodrome elevation and then to conduct an instrument approach procedure and land.’
    2. Bthe aeroplane, upon reaching the en-route EDTO alternate aerodrome must have sufficient fuel to hold for 15 minutes at 1,500 feet above the aerodrome elevation and then to conduct an instrument approach procedure and land.’
    3. Cthe aeroplane, upon reaching the en-route EDTO alternate aerodrome must have sufficient fuel to hold for 20 minutes at 1,500 feet above the aerodrome elevation and then to conduct an instrument approach procedure and land.’
    4. Dthe aeroplane, upon reaching the en-route EDTO alternate aerodrome must have sufficient fuel to hold for 10 minutes at 1,500 feet above the aerodrome elevation and then to conduct an instrument approach procedure and land.’
  6. 6‘For the purposes of calculating the sufficient fuel required to fly to an en-route EDTO alternate aerodrome, the certificate holder must take the following matters into account:
    1. Aif the certificate holder is using a wind forecast model acceptable to the Director, a 5% wind speed factor (i.e. as an increment to a headwind or as a decrement to a tailwind) must be added onto the actual or forecast wind used to calculate the sufficient fuel required to account for errors in wind forecasting:’
    2. Bif the certificate holder is using a wind forecast model acceptable to the Director, a 10% wind speed factor (i.e. as an increment to a headwind or as a decrement to a tailwind) must be added onto the actual or forecast wind used to calculate the sufficient fuel required to account for errors in wind forecasting:’.
    3. Cif the certificate holder is using a wind forecast model acceptable to the Director, a 7% wind speed factor (i.e. as an increment to a headwind or as a decrement to a tailwind) must be added onto the actual or forecast wind used to calculate the sufficient fuel required to account for errors in wind forecasting:’.
    4. Dif the certificate holder is using a wind forecast model acceptable to the Director, a 2.5% wind speed factor (i.e. as an increment to a headwind or as a decrement to a tailwind) must be added onto the actual or forecast wind used to calculate the sufficient fuel required to account for errors in wind forecasting:’.
  7. 7Final reserve fuel is:
    1. Athe fuel required to fly for 20 minutes at holding speed at 1,500 ft above the destination or destination alternate aerodrome airfield (excluding any additional fuel for holding in a racetrack pattern).
    2. Bthe fuel required to fly for 30 minutes at holding speed at 1,500 ft above the destination or destination alternate aerodrome airfield (excluding any additional fuel for holding in a racetrack pattern).
    3. Cthe fuel required to fly for 10 minutes at holding speed at 1,500 ft above the destination or destination alternate aerodrome airfield (excluding any additional fuel for holding in a racetrack pattern).
    4. Dthe fuel required to fly for 60 minutes at holding speed at 1,500 ft above the destination or destination alternate aerodrome airfield (excluding any additional fuel for holding in a racetrack pattern).
  8. 8Long-range cruise (LRC):
    1. AFor a given weight/altitude, you will get a maximum range cruise speed where you obtain the greatest number of nautical miles per unit of fuel. In order to obtain flight stability, this is reduced by 1% to give LRC. Long-range cruise is a speed not affected by cost index, as it is 99% best range under still air conditions. The LRC schedule requires a gradual reduction in cruising speed as gross weight decreases with fuel burn.
    2. BFor a given weight/altitude, you will get a maximum range cruise speed where you obtain the greatest number of nautical miles per unit of fuel. In order to obtain flight stability, this is reduced by 1% to give LRC. Long-range cruise is a speed not affected by cost index, as it is 99% best range under still air conditions. The LRC schedule requires a gradual increase in cruising speed as gross weight decreases with fuel burn.
    3. CFor a given weight/altitude, you will get a maximum range cruise speed where you obtain the greatest number of nautical miles per unit of fuel. In order to obtain flight stability, this is reduced by 1% to give LRC. Long-range cruise is a speed affected by cost index, as it is 99% best range under still air conditions. The LRC schedule requires a gradual reduction in cruising speed as gross weight decreases with fuel burn.
    4. DFor a given weight/altitude, you will get a maximum range cruise speed where you obtain the greatest number of nautical miles per unit of fuel. In order to obtain flight stability, this is increased by 1% to give LRC. Long-range cruise is a speed not affected by cost index, as it is 99% best range under still air conditions. The LRC schedule requires a gradual reduction in cruising speed as gross weight decreases with fuel burn.
  9. 9Specific Range:
    1. AIs the air or ground distance an aircraft can achieve for every weight of fuel burnt
    2. BIs the air or ground distance an aircraft can achieve in the shortest amount of time
    3. CIs the ground distance an aircraft can achieve in the shortest amount of time
    4. DIs the air distance an aircraft can achieve for every weight of fuel burnt
  10. 10PNR:
    1. Athe point in the flight of an aircraft beyond which the remaining fuel will be insufficient for a return to the departure airfield.
    2. Bthe point in the flight of an aircraft beyond which the remaining fuel will be insufficient for a safe return to the departure airfield with appropriate reserve fuel.

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ATPL Flight Planning (Flight Planning Concepts) Quiz on Definitions and EDTO, created by Andrew Lee on 23/09/2016.
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