Free Practice Questions for AAK ATPL (Kazakhstan)
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Sample AAK ATPL (Kazakhstan) Practice Questions
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1Under the Qualification Requirements approved by Order No. 362 of the Republic of Kazakhstan, what is the minimum age for the issuance of an Airline Transport Pilot License (ATPL)?
2What is the minimum total flight time experience required for an applicant seeking full issuance of an Airline Transport Pilot License in the Republic of Kazakhstan?
3Within the 1,500 hours required for an ATPL(A) in Kazakhstan, the command experience requirement can be met either by 250 hours as pilot-in-command or by an alternative expressed entirely as pilot-in-command under supervision (PICUS). How many hours of PICUS satisfy that alternative?
4Which set of aeronautical experience requirements correctly reflects the cross-country, night and instrument time prerequisites for an ATPL(A) under the Qualification Requirements approved by Order No. 362?
5Under Article 1 of the Convention on International Civil Aviation (Chicago Convention, 1944), what foundational principle of international air law is recognized by all contracting states?
6Under the Tokyo Convention (1963) on Offences and Certain Other Acts Committed on Board Aircraft, what legal authority is granted to the aircraft commander regarding unruly or dangerous passengers in international flight?
7Under ICAO Annex 19 and Kazakhstan civil aviation safety regulations, what are the four core pillars of a certified commercial operator's Safety Management System (SMS)?
8Under the Kazakhstan Rules approved by Order No. 250, under what conditions and by what maximum duration may the Pilot-in-Command extend the flight duty period at the commander's discretion?
9Under Order No. 517 of the Republic of Kazakhstan, for how long do successfully passed theoretical knowledge examinations remain valid for the issuance of an Airline Transport Pilot Licence, and from what date does that period run?
10What is the legal purpose of the Operations Specifications (OpSpecs) issued by the Aviation Administration of Kazakhstan as part of an Air Operator Certificate (AOC)?
About the AAK ATPL (Kazakhstan) Exam
The Kazakhstan Airline Transport Pilot License (ATPL) Theoretical Knowledge Examination is the highest level of civil aviation pilot certification administered by the Aviation Administration of Kazakhstan (AAK). Regulated under the Law of the Republic of Kazakhstan 'On the Use of Airspace and Aviation Activities' (No. 339-IV) and Ministerial Orders No. 517 and No. 750, this theoretical examination battery validates a pilot's advanced competency to act as Pilot-in-Command of multi-crew transport category aircraft in commercial air transport. Unlike the PPL and CPL examinations, the ATPL(A) structure is published in full. Appendix 20 to Order No. 517 fixes 14 separate papers with a defined question count and time for each: Air Law (44 questions, 1 hour), Aircraft General Knowledge — Airframe, Systems and Power Plant (80, 2 hours), Aircraft General Knowledge — Instrumentation (60, 1 hour 30), Mass and Balance (25, 1 hour), Performance — Aeroplanes (35, 1 hour), Flight Planning and Monitoring (43, 2 hours), Human Performance (48, 1 hour), Meteorology (84, 2 hours), General Navigation (60, 2 hours), Radio Navigation (66, 1 hour 30), Operational Procedures (45, 1 hour 15), Principles of Flight — Aeroplanes (44, 1 hour), VFR Communication (24, 30 minutes) and IFR Communication (24, 30 minutes). That is 682 questions and 18 hours 15 minutes in total, and each paper must be passed separately at 75%. A representative of AAK is present when ATPL papers are sat. The comprehensive syllabus covers the following subject groupings: Air Law and International Conventions (Chicago Convention, ICAO Annexes, AOC requirements, and Flight Time Limitations), Aircraft General Knowledge (damage-tolerant structures, high-bypass turbofans, FADEC, AC electrical generation, and fly-by-wire architectures), Instrumentation and Avionics (FMS LNAV/VNAV algorithms, EFIS displays, EICAS/ECAM warning logic, and TCAS II 7.1), Mass & Balance and Class A Aircraft Performance (balanced field takeoff, V1 decision speed, second-segment climb gradient minimums, driftdown profiles, and factored landing distances), Flight Planning and Monitoring (commercial fuel policies, ETOPS/EDTO critical fuel scenarios, and Cost Index optimization), Human Performance (high-altitude hypoxia, rapid decompression, fatigue mitigation, and Threat and Error Management), Meteorology (jet streams, clear air turbulence, and high-level SIGWX interpretation), Navigation and PBN (RNAV, RNP AR, GNSS augmentations, and Inertial Reference Systems), Operational Procedures (All-Weather Operations, Category II/III autoland, Low Visibility Procedures, and RVSM), and Principles of Flight (transonic aerodynamics, Mcrit, shock wave formation, mach tuck, swept-wing stall, and coffin corner boundaries). Candidates must score at least 75% on every individual paper, and all 14 papers must be completed within 18 months of the first exam (Order No. 517, paragraphs 27 and 54). A failed paper may be re-sat no earlier than 10 working days later, with a maximum of 3 consecutive attempts before further AUC training is required. The resulting theory certificate is valid for 7 years from the date of the last instrument rating entry in the licence, which is why an airline first officer can accumulate the 1,500 hours over several years without re-sitting the papers. Following theory credit, a candidate who meets the flight experience requirements of paragraph 30 of Order No. 362 passes a skill test with a designated examiner, conducted on a flight simulation training device or an aircraft. AAK does not publish the language or languages in which the theoretical examination is delivered, and it does not release its examination items. The practice questions on this page are independent study material written in English by OpenExamPrep to cover the same subject areas and the ICAO standards that Order No. 517 paragraph 5 makes an assessment basis. They are not an official translation, they do not reproduce AAK's question bank, and they cannot replace approved ground school or the skill test.
Exam sponsor: Aviation Administration of Kazakhstan (AAK / АО «Авиационная администрация Казахстана»). The requirements and fees below concern the certification or admission exam, separate from our free practice resources.
Assessment
Computer-based theoretical examination with automatic scoring, conducted under audio and video recording with a representative of AAK present, across the 14 ATPL(A) papers fixed in Appendix 20 to Order No. 517: Air Law (1:00, 44 questions); Aircraft General Knowledge — Airframe, Systems and Power Plant (2:00, 80); Aircraft General Knowledge — Instrumentation (1:30, 60); Mass and Balance (1:00, 25); Performance — Aeroplanes (1:00, 35); Flight Planning and Monitoring (2:00, 43); Human Performance (1:00, 48); Meteorology (2:00, 84); General Navigation (2:00, 60); Radio Navigation (1:30, 66); Operational Procedures (1:15, 45); Principles of Flight — Aeroplanes (1:00, 44); VFR Communication (0:30, 24); and IFR Communication (0:30, 24). A flight skills check with a designated examiner follows, conducted on a flight simulation training device or an aircraft. Permitted aids in the theory examination include a ruler, charts, a protractor or plotter, dividers, a mechanical navigation computer and a programmable calculator reset to factory settings; translator software is prohibited.
Time Limit
30 minutes to 2 hours per paper, 18 hours 15 minutes in total across all 14 papers
Passing Score
At least 75% correct answers in each discipline; all 14 disciplines passed within 18 months of the first test attempt
Exam / Certification Fees
10 MRP (43,250 KZT at the 2026 index of 4,325 KZT) for issuing the airline transport pilot licence, and 3 MRP for entering or extending a rating, under Order No. 167 of 17 March 2023. No separate state charge is published for the theoretical examination. Training fees at certified aviation centres are additional.
Exam sponsor websiteFees, eligibility, and exam policies can change. Confirm them with the exam sponsor before applying or paying.
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.
Air Law and Regulations
International aviation conventions (Chicago, Tokyo, Montreal), ICAO Annexes 1, 2, 6, 8, 9, 11, 13, 14, 17, 18, Kazakhstan civil aviation legislation, Air Operator Certificate (AOC) regulations, Flight Time Limitations (FTL), and Safety Management Systems (SMS Annex 19).
Aircraft General Knowledge
Transport category fail-safe and damage-tolerant structures, high-bypass turbofan engines, FADEC architecture, bleed air distribution, pneumatic/hydraulic generation, AC electrical systems (IDG, APU, bus ties, RAT), and fly-by-wire flight control architectures.
Instrumentation and Avionics
Electronic Flight Instrument Systems (EFIS), Flight Management System (FMS) LNAV/VNAV algorithms, Primary Flight Display (PFD) and Navigation Display (ND), EICAS/ECAM alert logic, TCAS II version 7.1, and Enhanced Ground Proximity Warning Systems (EGPWS).
Mass & Balance and Performance
Class A transport category aircraft performance, balanced field length, V1/VR/V2 speeds, 1st to 4th takeoff segments, second-segment climb gradient minimums (2.4% for twins), obstacle clearance, driftdown procedures, and factored landing distance.
Flight Planning and Monitoring
ICAO ATS flight plan item coding, commercial fuel policy (taxi, trip, contingency, alternate, final reserve), ETOPS/EDTO critical fuel scenarios (engine failure plus depressurization), Cost Index (CI) calculation, and oceanic/remote navigation monitoring.
Human Performance and Limitations
High-altitude aviation physiology, Time of Useful Consciousness (TUC), explosive decompression pathophysiology, circadian disruption and jet lag management, sleep architecture, Threat and Error Management (TEM), and automation bias/mode confusion.
Meteorology
High-altitude meteorology, tropopause height variations, jet streams and Clear Air Turbulence (CAT), mesoscale convective complexes (MCC), mountain wave dynamics, volcanic ash advisories (VAAC), space weather impacts, and high-level SIGWX chart decoding.
General and Radio Navigation
Performance-Based Navigation (PBN: RNAV 1/2, RNP 4, RNP 1, RNP APCH), GNSS constellation architecture, augmentation systems (SBAS, GBAS), Inertial Reference Systems (Schuler tuning, ring laser gyros, drift rates), Point of Equal Time (PET), and Point of Safe Return (PSR).
Operational Procedures and Regulations
All-Weather Operations (AWOPS), Low Visibility Procedures (LVP), Category II/III ILS operations, fail-passive and fail-operational autoland systems, wake turbulence categorization (Super, Heavy, Medium, Light), ETOPS/EDTO approval criteria, and RVSM airspace requirements.
Principles of Flight
High-speed aerodynamics, critical Mach number (Mcrit), shock wave formation and transonic drag rise, mach tuck, shock stall, swept-wing design (spanwise flow, wing fences, vortex generators), buffet onset boundaries (coffin corner), and Dutch roll dynamics.
Preparing for the AAK ATPL (Kazakhstan) Exam
What You Need to Know
- Passing score: At least 75% correct answers in each discipline; all 14 disciplines passed within 18 months of the first test attempt
- Assessment: Computer-based theoretical examination with automatic scoring, conducted under audio and video recording with a representative of AAK present, across the 14 ATPL(A) papers fixed in Appendix 20 to Order No. 517: Air Law (1:00, 44 questions); Aircraft General Knowledge — Airframe, Systems and Power Plant (2:00, 80); Aircraft General Knowledge — Instrumentation (1:30, 60); Mass and Balance (1:00, 25); Performance — Aeroplanes (1:00, 35); Flight Planning and Monitoring (2:00, 43); Human Performance (1:00, 48); Meteorology (2:00, 84); General Navigation (2:00, 60); Radio Navigation (1:30, 66); Operational Procedures (1:15, 45); Principles of Flight — Aeroplanes (1:00, 44); VFR Communication (0:30, 24); and IFR Communication (0:30, 24). A flight skills check with a designated examiner follows, conducted on a flight simulation training device or an aircraft. Permitted aids in the theory examination include a ruler, charts, a protractor or plotter, dividers, a mechanical navigation computer and a programmable calculator reset to factory settings; translator software is prohibited.
- Time limit: 30 minutes to 2 hours per paper, 18 hours 15 minutes in total across all 14 papers
- Exam / certification fees: 10 MRP (43,250 KZT at the 2026 index of 4,325 KZT) for issuing the airline transport pilot licence, and 3 MRP for entering or extending a rating, under Order No. 167 of 17 March 2023. No separate state charge is published for the theoretical examination. Training fees at certified aviation centres are additional. Official sources
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AAK ATPL (Kazakhstan): Suggested Study Strategy
Frequently Asked Questions
What is the passing grade for the Kazakhstan AAK ATPL theoretical examination?
At least 75% on each of the 14 papers (Order No. 517, paragraphs 27 and 54). The papers are passed individually, so a shortfall in one does not affect passes already banked, provided all 14 are completed within 18 months of the first exam.
What total flight hours are required for the issuance of a full ATPL in Kazakhstan?
At least 1,500 hours as a pilot of aeroplanes, of which no more than 100 hours may be simulator time. Within that total: 500 hours as pilot-in-command under supervision, or 250 hours as pilot-in-command, or at least 70 hours as pilot-in-command with the balance as pilot-in-command under supervision; 200 hours cross-country including 100 hours as pilot-in-command under supervision; 75 hours instrument of which no more than 30 hours may be ground instrument time; and 100 hours night (Order No. 362, paragraph 30). Kazakhstan does not impose a separate 500-hour multi-pilot operations requirement.
What is the second segment climb gradient requirement for a twin-engine transport category aircraft?
Under Class A transport category airworthiness regulations (ICAO Annex 8 and Kazakhstan air regulations), a twin-engine transport aircraft must achieve a gross climb gradient of not less than 2.4% during the second takeoff segment with one engine inoperative at V2 with landing gear retracted and takeoff flaps set.
What is 'coffin corner' in high-speed transport aerodynamics?
Coffin corner (buffet boundary intersection) is the aerodynamic flight regime at high altitude where the aircraft's low-speed stall speed (Vs) converges with its high-speed critical Mach buffet onset speed (Mmo), leaving an extremely narrow margin between low-speed stall and high-speed shock stall.
What is the Time of Useful Consciousness (TUC) following a rapid decompression at FL350?
At Flight Level 350 (approx. 35,000 feet), the Time of Useful Consciousness following a rapid decompression is typically 30 to 60 seconds (or even less with physical activity), necessitating immediate donning of oxygen masks.
What is the difference between fail-passive and fail-operational autoland systems?
In a fail-passive autoland system, failure of a sub-system results in no significant out-of-trim condition or flight path deviation, but the pilot must immediately assume manual control. In a fail-operational system, after any single failure, the autopilot continues to control the aircraft to complete the flare and rollout automatically.
What are the ETOPS critical fuel scenario components?
The ETOPS critical fuel scenario evaluates the fuel required to fly from the most critical point of the route to an adequate en-route alternate aerodrome under the worst contingency: simultaneous engine failure and cabin depressurization, followed by a descent to 10,000 ft (or minimum safe altitude), holding for 15 minutes, and conducting an instrument approach and landing.
How does Cost Index (CI) affect FMS flight profiles?
Cost Index is the ratio of aircraft operating cost per hour to fuel cost per pound or kilogram (CI = Cost_time / Cost_fuel). A Cost Index of zero maximizes fuel conservation (minimum trip fuel / maximum range speed), while a high Cost Index commands higher cruising Mach and faster descent speeds to minimize flight time.