CP and PNR

1. For a flight the PNR is calculated to be 500 nm from departure point with 30 K of head
wind. In actual flight you experience 30 K of tail wind. The new distance to PNR will be
a. =500nm b. > 500 nm
c. < 500 nm

2. Flying from A to B. a better performance is obtained as the aircraft climbs up. What is the
effect on CP if the original wind was tail wind
a. CP moves closer to A b. CP moves closer to B
c. CP does not change d. insufficient data

3. ‘A’ to ‘B’ distance 900 nm. With 20 K tail wind the distance to PNR is worked out to be
500 nm. In flight the winds are found to be 40 K tail wind the distance to PNR will be
a. 500 nm. b. 600 nm.
c. less than 500 nm. d. more than 500 nm.

4. If wind speed doubles while at right angles to the track, the distance to CP will
a. Not change b. Increase
c. Decrease

5. When you have beam (at right angles to hdg ) winds

a. TAS = G/S b. TAS < G/S
c. TAS > G/S

6. The CP is exactly halfway when

a. O=H
b. in nil wind conditions.
c. in wind at right angles to track conditions.
d. all are correct.
 2
7. The CP is more than halfway when
a. 0=H b. in head wind conditions
c. in tail wind conditions d. all are wrong

8. The CP is less than halfway when

a. O=H b. in head wind conditions
c. in tail wind conditions. d. all are wrong

9. The CP & PNR are collocated when

a. O=H
b. in head wind conditions
c. in tail wind conditions
d. fuel on hoard is just sufficient for flight.

10. The distance to PNR.

a. is maximum in nil wind condition b. increases with increase in tail wind.
c. decreases with increase in tail wind. d. is not affected by wind velocity.

11. With a fuel of 10000 lbs. the PNR is calculated to be 880 nm. Other factors remaining
constant, if fuel is increased to 11000 lbs, the distance to PNR will be.
a. 928 n.m. b. 968 n.m.
c. 950 n.m. d. 920 n.m.

12. On a flight an aircraft is found to be achieving a G/S 10% higher than the planned G/S.
Assuming all other conditions to be same the revised distance to PNR will be
a. less b. more
c. no change d. impossible to say

13. The distance to PNR with 50 k head wind is 1200 nm. The distance to PNR with 50K tail
wind will be
a. Less than 1200 nm b. More than 1200 nm.
c. 1200 nm d. it could be any value
 3
14. TAS 400 K. In still air the distance to PNR is 1200 nm. If W/V is 90 deg. to track at 40 K.
The distance to PNR will be
a. 1194 n.m. b. 1206 n.m.
c. 1140 n.m d. 1200 n.m.

15. The primary emergency for which distance to PNR with engine failure is computed is
a. engine failure
b. emergency at the destination and its alternates.
c. any emergency on board requiring landing as early as possible
d. fuel shortage

16. The in flight checks reveal that the fuel consumption is 4% greater than expected as
compared to flight plan. If every thing else is as expected the distance to PNR will be
a. 4% more b. 4% less
c. unchanged. d. 2% less

17. The effect on the position of CP with reducing TAS and head wind component is
a. to increase the distance b. to decrease the distance.
c. leave the distance unchanged

18. While flying at a planned TAS, it is found that the aircraft is achieving faster stage times
than planned. Presuming that the situation remains unchanged, the CP position will be
a. unchanged b. nearer to the half way point
c. nearer to the destination d. nearer to the place of departure

19. For a 1500 n.m. flight, assuming 50 K of head wind outbound & 50 K of tail wind
inbound, CP is calculated to be 825 n.m. But it is discovered in flight that the winds are
other way round. The correct to CP will be
a. 675 nm b. 825 nm
c. 750 nm

20. Compared with a still air condition the CP with strong wind 90 deg. to track will be
a. in the same position with an earlier ETA
b. in the same position with an later ETA
 4
c. at a greater distance with same ETA
d. at a shorter distance with same ETA

21. Flying across North Atlantic with usual westerly winds the CP will be
a. nearer to North America when flying eastwards
b. nearer to North America when flying westwards
c. always nearer to North America
d. always nearer to Europe

22. The effect of reducing TAS on CP is to

a. always increase the distance to CP
b. always reduce the distance to CP
c. always move the CPalong the track further away from the mid point.
d. have no effect in case of zero winds or winds at 90 deg to the track.

23. To calculate the distance to CP in case of engine failure use

a. reduced TAS for all calculations
b. reduced TAS for distance calculations
c. reduced TAS for G/S
d. full TAS for all calculations

24. In the event of return to departure point 10000 lbs of fuel should be available, when back
over the departure point. The flight reserves being carried are 15000 lbs. The average fuel
flow is 5000 lbs / hr. TAS 400 k & there is a direct headwind of 100 K. The position of
PNR in relation to the CP will be
a. 200 nm. Further b. 250 nm further
c. 188 nm less d. 188 nm Further

25. If the H.W. Component increases then the distance to C.P. from base will
a. Not change b. Decrease
c. Increase