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Sample CARC CPL Theory Practice Questions

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1An aircraft has a Total Weight of 3,200 lbs and a current Center of Gravity (CG) located at station 92.0 inches. If 160 lbs of cargo is moved from the rear cargo bay at station 140.0 inches to the forward cargo bay at station 50.0 inches, what is the new CG location?

A.87.5 inches (shifted forward by 4.5 inches)

B.92.0 inches (unchanged because total gross weight is constant)

C.96.5 inches (shifted aft by 4.5 inches)

D.84.0 inches (shifted forward by 8.0 inches)

Explanation: The formula for a weight shift is: Delta CG = (Shifted Weight * Shift Distance) / Total Aircraft Weight. Here: Shifted Weight = 160 lbs; Shift Distance = 140.0 - 50.0 = 90.0 inches forward; Total Weight = 3,200 lbs. Delta CG = (160 * 90.0) / 3,200 = 14,400 / 3,200 = 4.5 inches forward. The original CG was at 92.0 inches, so the new CG is 92.0 - 4.5 = 87.5 inches.

2What is the primary aerodynamic effect of operating an aircraft at an aft Center of Gravity (CG) near its certified aft limit, compared to a forward CG location?

A.Higher cruising speed and lower fuel burn due to reduced tailplane download and trim drag, but reduced longitudinal static stability and impaired stall/spin recovery

B.Lower cruising speed and higher fuel burn due to increased induced drag from the horizontal stabilizer

C.Increased longitudinal static stability with heavier elevator control forces in all flight regimes

D.Significantly higher stalling speed due to increased effective gross weight

Explanation: At an aft CG, the horizontal stabilizer needs to produce less downward aerodynamic force (or even a slight upward force) to maintain pitch trim. Because the main wing does not have to produce excess lift to overcome tail download, total wing lift required is reduced, which decreases induced drag and results in higher cruising speeds and lower fuel burn. However, the reduced moment arm between the CG and the tail surfaces diminishes longitudinal static stability, lightens control forces, and severely impedes pitch-down authority for stall and spin recovery.

3In the context of aerodrome declared distances, what is the definition of Accelerate-Stop Distance Available (ASDA)?

A.The length of the takeoff run available (TORA) plus the length of the stopway, if provided

B.The length of the runway available plus the clearway

C.The total physical pavement length of the runway excluding displaced thresholds

D.The takeoff distance available plus twice the length of the clearway

Explanation: Under ICAO Annex 14 and JCAR aerodrome standards: Accelerate-Stop Distance Available (ASDA) is defined as the length of the Takeoff Run Available (TORA) plus the length of any stopway available. It represents the total length available for an aircraft to accelerate to engine failure decision speed (V1) and subsequently bring the aircraft to a complete stop in the event of an aborted takeoff.

4On a conventional twin-engine piston aircraft with both propellers rotating clockwise (as viewed from behind), which engine is the 'critical engine', and why?

A.The left engine, because failure of the left engine produces the most severe adverse yawing and rolling moments due to P-factor, accelerated slipstream, and torque

B.The right engine, because its failure causes an immediate right-wing aerodynamic stall

C.Neither engine is critical because twin-engine aircraft always produce symmetrical thrust

D.The right engine, because the right alternator powers the primary flight controls

Explanation: On aircraft where both propellers rotate clockwise (conventional rotation), the descending blade is on the right side of each propeller disc. Due to P-factor (asymmetric blade effect) at high angles of attack, the center of thrust is displaced to the right of each engine centerline. The right engine's thrust line acts at a greater moment arm from the aircraft centerline than the left engine's thrust line. Consequently, if the left engine fails, the operating right engine produces a substantially larger yawing moment toward the dead engine. Thus, the left engine is the critical engine.

5What is Minimum Control Speed Airborne (Vmc) on a multi-engine aircraft, and how does gross aircraft weight affect Vmc?

A.The minimum flight speed at which directional control can be maintained with the critical engine inoperative; Vmc decreases as aircraft weight increases because a heavier aircraft produces greater horizontal lift component during bank

B.The speed at which the aircraft stalls with both engines operating; Vmc increases with weight

C.The best rate of climb speed with one engine inoperative (blue line); Vmc is completely unaffected by aircraft weight

D.The minimum speed for gear extension; Vmc increases as weight decreases

Explanation: Vmc is the calibrated airspeed at which, when the critical engine is suddenly made inoperative, it is possible to maintain directional control of the aeroplane with that engine still inoperative, and maintain straight flight with an angle of bank of not more than 5°. Higher gross weight actually decreases Vmc (makes directional control easier at lower airspeeds) because to maintain bank into the operative engine, a heavier aircraft produces a larger total lift vector, meaning its horizontal component of lift generates a larger restorative side-force to counteract the rudder-induced sideslip.

6What airspeed is indicated by the prominent blue radial line on the airspeed indicator of a certified light twin-engine aircraft?

A.Best Rate of Climb speed with one engine inoperative (Vyse)

B.Minimum Control Speed Airborne (Vmc)

C.Best Angle of Climb speed with one engine inoperative (Vxse)

D.Maximum landing gear extended speed (Vle)

Explanation: On certified multi-engine aeroplanes below 5,700 kg, the blue radial line on the airspeed indicator designates Vyse: the Best Rate of Climb speed with one engine inoperative (OEI). In the event of an engine failure after takeoff, the pilot must establish and maintain this airspeed to achieve the maximum possible climb gradient or minimum rate of descent.

7Amman Marka International Airport (OJAM) has a field elevation of 2,555 ft AMSL. The altimeter setting is 1003 hPa and the outside air temperature is +35 degrees C. What is the approximate Density Altitude?

A.5,700 to 5,900 ft

B.2,700 to 2,900 ft

C.2,300 to 2,500 ft

D.7,500 to 7,800 ft

Explanation: Step 1: Pressure Altitude = Elevation + (1013 - QNH) x 27 ft/hPa = 2,555 + (10 x 27) = 2,825 ft. Step 2: ISA temperature at 2,825 ft = +15 degrees C - (1.98 x 2.825) = about +9.4 degrees C, so the deviation is +35 - 9.4 = about +25.6 degrees C. Step 3: Density Altitude = Pressure Altitude + (120 x ISA deviation) = 2,825 + 3,070 = about 5,900 ft; a precise density-ratio computation gives about 5,700 ft. Either method places the density altitude near 5,700-5,900 ft, roughly 3,000 ft above the field elevation, which substantially lengthens the takeoff run and flattens the climb gradient on a hot Amman afternoon.

8Using the classic dynamic hydroplaning formula for aircraft tires (Vp = 9 * sqrt(Tire Pressure in PSI)), what is the minimum dynamic hydroplaning speed for an aircraft with main gear tire pressure of 64 PSI on a flooded runway?

A.72 knots groundspeed

B.54 knots groundspeed

C.90 knots groundspeed

D.81 knots groundspeed

Explanation: Dynamic hydroplaning occurs when water cannot be displaced from beneath the tire contact patch fast enough, causing the tire to ride on a thin wedge of water and lose all braking and directional friction. The formula for dynamic hydroplaning speed is: Vp = 9 * sqrt(P), where P is tire pressure in pounds per square inch (PSI). Here, P = 64 PSI. Vp = 9 * sqrt(64) = 9 * 8 = 72 knots.

9Under JCAR-OPS 1 commercial air transport fuel policy for propeller aeroplanes, what are the mandatory fuel components required to be on board at engine start for an IFR flight to a destination with a designated alternate?

A.Taxi fuel, Trip fuel, Contingency fuel (the higher of 5% of trip fuel or 5 minutes at holding speed at 1,500 ft), Alternate fuel, and Final Reserve fuel (45 minutes for reciprocating-engine aeroplanes, 30 minutes for turbine-engine aeroplanes)

B.Trip fuel plus exactly 10 minutes of contingency fuel only

C.Trip fuel, Alternate fuel, and 15 minutes of holding fuel

D.Taxi fuel and Trip fuel only, provided meteorological conditions at destination are VMC

Explanation: Under Appendix 1 to JCAR-OPS 1.255, the usable fuel on board at departure must comprise: (1) Taxi fuel; (2) Trip fuel to destination; (3) Contingency fuel, the higher of 5% of planned trip fuel or an amount to fly 5 minutes at holding speed at 1,500 ft above the destination; (4) Alternate fuel covering the missed approach, climb, cruise, descent and landing at the alternate; and (5) Final Reserve fuel. Final Reserve is 45 minutes for aeroplanes with reciprocating engines and 30 minutes at holding speed at 1,500 ft above aerodrome elevation for aeroplanes with turbine engines. A propeller aeroplane with piston engines therefore carries the 45-minute final reserve.

10What is the formula used to calculate the Point of Safe Return (PSR or PNR) from the departure aerodrome, given total safe endurance (T), groundspeed home (H), and groundspeed out (O)?

A.Time to PNR = (T * H) / (O + H)

B.Time to PNR = (T * O) / (O + H)

C.Time to PNR = (T * H) / (O - H)

D.Time to PNR = T / 2

Explanation: The Point of Safe Return (PNR/PSR) is the furthest point along a route to which an aircraft can fly and still return to the departure aerodrome with mandatory reserve fuel intact. The standard time to PNR formula is: Time to PNR = (T * H) / (O + H), where T is total safe flight time available (endurance minus reserves), H is groundspeed returning home, and O is groundspeed outbound.

About the CARC CPL Theory Exam

The Jordan Civil Aviation Regulatory Commission (CARC) Commercial Pilot Licence (CPL) theoretical knowledge examinations assess the professional ground knowledge required to act as pilot-in-command in single-pilot commercial air transport and as co-pilot in commercial air transport under JCAR-FCL 1. Administered by CARC in Amman, the 9 required subjects under JCAR-FCL 1.470(b) cover aircraft systems, performance, air navigation, weather analysis, flight regulations, human factors, and VFR communications.

Exam sponsor: Civil Aviation Regulatory Commission (CARC) — Hashemite Kingdom of Jordan. The requirements and fees below concern the certification or admission exam, separate from our free practice resources.

Assessment

9 theoretical knowledge subjects required for the CPL(A) under JCAR-FCL 1.470(b): Air Law, Aircraft General Knowledge, Flight Performance and Planning, Human Performance, Meteorology, Navigation, Operational Procedures, Principles of Flight, and VFR Communications.

Time Limit

not published - times allowed per paper are set in CARC examination procedures (JCAR-FCL 1.470(d))

Passing Score

At least 75% of the marks allocated to each subject paper, with no penalty marking. All required subjects must be passed within 18 months counted from the end of the calendar month of the first attempt. An applicant who fails any single paper in four attempts, or fails to pass all papers within six sittings or the 18-month window, must re-enter the complete examination as for an initial attempt (JCAR-FCL 1.490).

Exam / Certification Fees

10 JOD for Jordanians and 20 JOD for non-Jordanians per initial or repeat examination under Article 10(B)(2) of the Civil Aviation Charges Regulation; 100 JOD (150 JOD non-Jordanian) for CPL licence issuance or renewal under Article 10(A)(2).

Exam sponsor website

Fees, eligibility, and exam policies can change. Confirm them with the exam sponsor before applying or paying.

Official sources

Our practice resources: topics covered

We aim to reflect publicly available exam outlines and topic information in our study resources. Coverage, format, and difficulty may differ from the actual exam, and we cannot guarantee that every detail is accurate or current. Confirm exam requirements, fees, and policies with the official exam sponsor.

15%

Flight Performance & Planning

Mass and balance loading schedules, CG moment derivations, takeoff and landing distances, climb performance, density altitude, and fuel planning.

14%

Air Law & ATC Procedures

JCAR-FCL 1 privileges and limitations, ICAO Annexes 2, 11, and 14, flight time limitations, airspace classifications, visual flight rules, and right-of-way.

13%

Aircraft General Knowledge

Piston and turboprop engines, fuel injection, carburettor icing, constant-speed propellers, electrical buses, hydraulic systems, and flight instruments.

13%

Meteorology

Atmospheric lapse rates, pressure systems, fronts, clouds, turbulence, structural icing, thunderstorm hazards, and METAR/TAF weather briefings.

13%

Navigation & Radio Aids

Dead reckoning, 1-in-60 rule calculations, track error corrections, VOR tracking, NDB/ADF bearings, DME operation, GNSS basics, and transponders.

10%

Principles of Flight

Subsonic aerodynamics, lift and drag generation, angle of attack, stall and spin dynamics, flaps and high-lift devices, and aircraft stability.

10%

Operational Procedures

Special VFR, wake turbulence separation categories, bird strike avoidance, emergency forced landings, ditching, and aerodrome operating procedures.

Human Performance & Limitations

Aviation physiology, hypoxia symptoms, spatial disorientation, vestibular illusions, fatigue management, and single-pilot aeronautical decision-making.

VFR Communications

Standard ICAO phraseology, transmission of levels and altimeter settings, ATIS, conditional clearances, VOLMET, and VHF line-of-sight range.

Preparing for the CARC CPL Theory Exam

What You Need to Know

Passing score: At least 75% of the marks allocated to each subject paper, with no penalty marking. All required subjects must be passed within 18 months counted from the end of the calendar month of the first attempt. An applicant who fails any single paper in four attempts, or fails to pass all papers within six sittings or the 18-month window, must re-enter the complete examination as for an initial attempt (JCAR-FCL 1.490).
Assessment: 9 theoretical knowledge subjects required for the CPL(A) under JCAR-FCL 1.470(b): Air Law, Aircraft General Knowledge, Flight Performance and Planning, Human Performance, Meteorology, Navigation, Operational Procedures, Principles of Flight, and VFR Communications.
Time limit: not published - times allowed per paper are set in CARC examination procedures (JCAR-FCL 1.470(d))
Exam / certification fees: 10 JOD for Jordanians and 20 JOD for non-Jordanians per initial or repeat examination under Article 10(B)(2) of the Civil Aviation Charges Regulation; 100 JOD (150 JOD non-Jordanian) for CPL licence issuance or renewal under Article 10(A)(2). Official sources

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CARC CPL Theory: Suggested Study Strategy

1Master center-of-gravity moment tables, zero-fuel weight calculations, and density altitude adjustments for runway performance.

2Know V-speed definitions and their practical applications, such as best angle of climb (Vx), best rate of climb (Vy), and maneuvering speed (Va).

3Practice radial interception and bearing tracking using VOR and NDB instrument indications to build mental navigation spatial awareness.

Frequently Asked Questions

What is required to pass the Jordan CARC CPL theoretical examinations?

Applicants must achieve at least 75% of the marks allocated to each subject paper, with no penalty marking. All required subjects must be passed within 18 months counted from the end of the calendar month of the first attempt, and JCAR-FCL 1.490 requires re-entry to the complete examination if any single paper is failed in four attempts or all papers are not passed within six sittings.

What are the flight experience prerequisites to sit for the CARC CPL skill test?

Under JCAR-FCL 1, an applicant for a CPL(A) must complete at least 200 hours of flight time (or 150 hours in an approved integrated course), including 100 hours as pilot-in-command and qualifying cross-country and night flight hours.

Are the CARC CPL theory exams given in Arabic or English?

In English. JCAR-FCL 1.480(b) states that the examinations will be provided in English, and JCAR-FCL 1.475(a) requires questions in the CARC Central Question Bank to be composed in English.