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CAR - Licensing, Airworthiness and Operations — DGCA CPL Air Regulations
Chapter 03 of the Air Regulations paper. 291 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 CAR - Licensing, Airworthiness and Operations 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 |
|---|
| 0114 Personnel Licensing | 114 questions |
| 0115 Airworthiness | 21 questions |
| 0116 Flight Time Limitations & Flight Documents | 30 questions |
| 0117 Minimum Equipment List & Ice/Snow Procedures | 126 questions |
Sample CAR - Licensing, Airworthiness and Operations 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.
010124 · CAR - Licensing, Airworthiness and Operations
Scheduled operators may be approved for low visibility take-off minima as low as:
- A400m
- B200m
- C125m
- D150m
Why that is the answer
Low Visibility Take-Off (LVTO) minima specify the lowest RVR at which an approved operator may commence a take-off. Under the regulatory framework governing low visibility operations (as reflected in CAR Section 8 and equivalent ICAO/EU-OPS provisions), scheduled/commercial operators meeting the full set of aircraft equipment, crew training, and runway facility requirements may be authorized to conduct take-offs down to an RVR as low as 125 metres — the lowest published LVTO minimum category. Values such as 400m and 200m represent higher (less demanding) minima applicable to operators or aerodromes with lesser facilities/approval levels, not the lowest authorized figure. The correct, verified answer is the lowest and most stringent minimum, 125m, option C.
- Identify the topic: LVTO (Low Visibility Take-Off) minima authorization limits.
- Recall that LVTO minima scale with aerodrome facilities and operator/aircraft approval level.
- Recognize the lowest authorized LVTO RVR value permitted for fully approved scheduled operators is 125m.
- Eliminate 400m and 200m as higher, less advanced minima.
- Correct answer: C, 125m.
010132 · CAR - Licensing, Airworthiness and Operations
Regarding fuel jettisoning:
- AATC may order it to reduce aeroplane mass during an emergency situation.
- BIt is a procedure used solely to reduce mass in an emergency.
- CIt may be used to reduce aeroplane mass where an overweight landing could otherwise damage the aeroplane.
- DIs a procedure that must always be carried out below 10,000 ft to remain within radar coverage.
Why that is the answer
Fuel jettison is an emergency procedure used to reduce aircraft mass, typically to bring the aeroplane down to a safe landing weight when an immediate return is required shortly after a heavy departure. The decision to jettison rests with the commander, not with ATC. Option A is wrong because ATC does not order jettison, it can only clear an area or assign a suitable block for it, the commander decides and requests. Option C describes the technical benefit (avoiding overweight-landing damage) but frames jettison as a routine mass-management tool, whereas per procedure and this DGCA key it is defined strictly as an emergency measure. The authoritative statement is that fuel jettison is a procedure to reduce mass in an emergency only. The correct answer is B.
- Fuel jettison reduces mass toward a safe landing weight.
- The commander decides; ATC only facilitates, it does not order it (A wrong).
- It is treated strictly as an emergency procedure, not routine mass management (C excluded).
- So it reduces mass in an emergency only.
- Correct answer: B.
011822 · CAR - Licensing, Airworthiness and Operations
Per FCL requirements for the ATPL(A), out of the required 1500 hours total flight time, what is the minimum instrument time?
- A75 hours, of which no more than 30 hours may be instrument ground time.
- B100 hours, of which no more than 30 hours may be instrument ground time.
- C75 hours, of which no more than 20 hours may be instrument ground time.
- D150 hours, of which no more than 75 hours may be instrument ground time.
Why that is the answer
Of the 1500 hours required for an ATPL(A), a minimum of 75 hours must be instrument time, of which no more than 30 hours may be instrument ground time.
- Part-FCL's ATPL(A) experience requirements build the 1500-hour total from several sub-categories (PIC time, cross-country time, night time, instrument time, etc.), each with its own defined minimum and, in some cases, a cap on how much may come from a lower-fidelity source.
- The instrument-time sub-requirement is 75 hours, reflecting the heavy IFR/multi-crew orientation of the licence this qualification supports.
- Within that 75 hours, a cap exists on how much may be instrument ground time (time credited in an approved flight simulation training device rather than in the actual aircraft) — that cap is 30 hours, ensuring the bulk of instrument experience is gained in real flight.
- Option C's lower ground-time cap (20 hours) and Option B's higher total (100 hours) do not match the standard Part-FCL figures.
- Option D substantially overstates both numbers (150 hours total instrument time, with a 75-hour ground cap), which would be inconsistent with the proportion instrument time is meant to represent within the wider 1500-hour build-up.
- Matching both the correct total instrument time (75 hours) and the correct ground-time cap (30 hours), Option A is correct.
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Frequently asked
How many CAR - Licensing, Airworthiness and Operations questions are there for the DGCA CPL Air Regulations paper?
Avielevate's bank carries 291 published CAR - Licensing, Airworthiness and Operations questions for Air Regulations, mapped across 4 learning objectives. Every one has its answer key, and explanations are being written across the whole bank.
How much of the Air Regulations paper is CAR - Licensing, Airworthiness and Operations?
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 CAR - Licensing, Airworthiness and Operations?
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 Regulations paper
One account covers every chapter of every paper.
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