Avielevate / DGCA CPL papers / Air Navigation / Radar and Flight Plans
Radar and Flight Plans — DGCA CPL Air Navigation
Chapter 07 of the Air Navigation paper. 105 practice questions in the Avielevate bank, every one with its answer key, filterable into a timed set on this chapter alone.
What this chapter covers
The learning objectives we file Radar and Flight Plans questions under, and how many sit behind each. These come straight out of the bank and are regenerated whenever it changes — they are what is there today, not a claim.
| Learning objective | In the bank |
|---|
| 0212 Radar, SSR & Transponders | 105 questions |
Sample Radar and Flight Plans questions, answered and explained
Real questions from this chapter, with the answer marked and the reasoning written out — the same explanations you get inside the app.
020032 · Radar and Flight Plans
Ground Secondary Surveillance Radar (SSR) equipment includes a transmitter and a receiver operating on the following frequencies: Transmitter / Receiver
- A1030 MHz / 1030 MHz
- B1030 MHz / 1090 MHz
- C1090 MHz / 1030 MHz
- D1090 MHz / 1090 MHz
Why that is the answer
Secondary Surveillance Radar operates on a fixed pair of frequencies defined by ICAO Annex 10: the ground interrogator transmits its interrogation pulses on 1030 MHz, and the airborne transponder replies on 1090 MHz. This separation prevents the interrogation and reply signals from interfering with each other and allows all SSR ground stations worldwide, plus ACAS/TCAS airborne equipment, to use a common frequency pair. Option (a) incorrectly shows both transmit and receive as 1030 MHz, which would mean the ground station receives its own interrogation frequency rather than the transponder's reply; (c) reverses the correct assignment; and (d) incorrectly shows both as 1090 MHz. Only option (b), transmitter 1030 MHz and receiver 1090 MHz, matches the standardised SSR frequency plan.
020160 · Radar and Flight Plans
What are the two main design purposes of Secondary Surveillance Radar (SSR) Mode S?
- Aair-to-ground and ground-to-air data link communications, together with improved ATC aircraft surveillance capability
- Bcollision avoidance using TCAS II and improved long-range (HF) communication capability
- Ccontinuous automatic position reporting using Global Positioning System (GPS) satellites, and collision avoidance using TCAS II
- Deliminating ground-to-air communications and introducing automatic separation between aircraft using TCAS II
Why that is the answer
Mode S (Select) was designed with two principal goals: first, to provide a discrete, selective air-to-ground and ground-to-air data link so that ATC computers can communicate digitally with individual, uniquely-addressed aircraft (rather than the broadcast-style Mode A/C interrogation), and second, to improve surveillance quality and integrity in dense traffic by reducing garbling and enabling more precise, individually addressed tracking. TCAS II and collision avoidance are separate systems that can make use of Mode S data link capability but are not themselves the two defining design functions of Mode S; HF communications, GPS position reporting, and eliminating ground-to-air communication are unrelated to what Mode S was actually built to do.
020174 · Radar and Flight Plans
Which of the following lists phenomena that weather radar CANNOT detect?
- Aclear air turbulence; turbulence in cloud with precipitation
- Bsnow; turbulence in cloud with precipitation
- Csnow; clear air turbulence
- Ddry hail; clear air turbulence
Why that is the answer
Weather radar detects targets by backscatter from liquid water and, to a lesser extent, wet hail and large ice particles — phenomena with enough reflectivity to return a usable echo. Snow, being composed of low-density, small ice crystals, generally produces very weak or negligible returns and is poorly detected. Clear air turbulence involves no precipitation or particulate matter at all — it is simply mechanical air movement — so it produces no radar echo whatsoever and cannot be detected by any weather radar. Turbulence within precipitating cloud can be inferred indirectly from the intensity gradient (contouring) of the returned echo, and dry hail can still produce a return, so the pairing that is genuinely undetectable is snow and clear air turbulence.
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Frequently asked
How many Radar and Flight Plans questions are there for the DGCA CPL Air Navigation paper?
Avielevate's bank carries 105 published Radar and Flight Plans questions for Air Navigation, mapped across 1 learning objective. Every one has its answer key, and explanations are being written across the whole bank.
How much of the Air Navigation paper is Radar and Flight Plans?
The DGCA does not publish a per-chapter breakdown of its papers, so nobody can honestly tell you — and we will not guess. What we can tell you is what students who have just sat a paper reported meeting, which is measured rather than rumoured: that is the exam recall report inside the app.
What is the best way to revise Radar and Flight Plans?
Sit a short timed set on this chapter alone, tag how sure you were of each answer, then drill the two that actually leak marks: the ones you got right while guessing, and the ones you got wrong while confident. Avielevate does that tagging for you and puts anything you got wrong back in front of you on a spaced schedule.
The rest of the Air Navigation paper
One account covers every chapter of every paper.
← All Air Navigation chapters · All six DGCA CPL papers