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National Law — DGCA CPL Air Regulations
Chapter 13 of the Air Regulations paper. 37 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 National Law 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 |
|---|
| __GEN__ General | 37 questions |
Sample National Law 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.
0114019 · National Law
For each flight, one pilot is designated as PIC of a public transport aircraft by
- AThe operator
- BDGCA
- CFlying contract unit
Why that is the answer
On a public transport aircraft, more than one qualified pilot may be present on the flight deck, so the rules require that responsibility for command be assigned, unambiguously, to a single named pilot for every flight. That designation is a duty placed on the operator (the airline or company conducting the flight), not on the regulator. The operator's Operations Manual sets out the process, and for each specific flight the operator, through its rostering and dispatch function, names one pilot as Pilot-in-Command, giving that individual full legal authority and responsibility for the safety of the flight. DGCA's role is to set the licensing and competency standards a person must meet before they can be designated PIC at all — DGCA does not itself pick who commands an individual flight, since that is an operational, day-to-day decision the regulator has no visibility into. A "flying contract unit" is not a recognised body with authority to designate command; it is a distractor with no defined role in this process. The distinction matters because in the event of an incident, legal responsibility flows from who was designated PIC, and that designation is traceable to a specific operator decision.
- Identify who runs the flight operation day-to-day: the operator (airline or company).
- Recall that for every flight, exactly one pilot must be designated PIC to avoid split command authority.
- Recognise this designation is an operational decision, made by the operator, often via crew scheduling under the Operations Manual.
- Eliminate DGCA, whose role is setting licensing and competency standards, not naming a PIC for a specific flight.
- Eliminate a "flying contract unit" as an undefined body with no such authority.
- Mnemonic — "Operator orders, regulator regulates": the operator designates command; DGCA sets the rules that qualify a pilot to hold it.
0114033 · National Law
The Pilot-in-Command may permit passengers on board an aircraft in flight to access internet services through onboard Wi-Fi, provided
- AThe manufacturer has certified the aircraft for usage of Internet service and the devices used by passengers are kept on flight mode.
- BThe aircraft is certified by DGCA for usage of wifi and is flying in VMC weather conditions and the pilot is in contact with ground.
- CThe Director-General has certified the aircraft for usage of Internet service in flight through Wi-Fi on board.
Why that is the answer
Allowing passengers to use onboard Wi-Fi to access the internet in flight introduces potential interference and safety considerations for the aircraft's own systems, so this is not something an operator or PIC can simply switch on because the hardware exists — it requires approval specifically at the level of the aircraft's certification for this use. Under the applicable Civil Aviation Requirements, it is the Director-General (DGCA) who must certify the specific aircraft for in-flight internet service via onboard Wi-Fi before the PIC may permit passengers to use it; only once that aircraft-level certification exists does the PIC have the authority to allow access on a given flight. Manufacturer certification for internet or device usage, or devices simply being kept on flight mode, addresses the equipment side but not the specific Indian regulatory approval requirement — an aircraft can be manufacturer-capable of onboard Wi-Fi and still lack DGCA's certification for its use in Indian airspace. Similarly, being in visual weather conditions and in contact with the ground has nothing to do with Wi-Fi approval — those are general flight-condition factors unrelated to whether internet service has been certified for that aircraft.
- Identify the core requirement: aircraft-specific certification to offer onboard Wi-Fi internet access, not just having compatible hardware.
- Recall this certification authority in India rests with the Director-General (DGCA), not the manufacturer alone.
- Eliminate the manufacturer-certification and flight-mode option — device-level readiness isn't the same as the aircraft being DGCA-certified for the service.
- Eliminate the VMC and ground-contact option — weather and communication status are unrelated to Wi-Fi service approval.
- Match the requirement to Director-General certification of the aircraft for in-flight internet via onboard Wi-Fi.
- Mnemonic — "Wi-Fi needs the DG's tick, not just a working router."
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Frequently asked
How many National Law questions are there for the DGCA CPL Air Regulations paper?
Avielevate's bank carries 37 published National Law questions for Air Regulations, 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 Regulations paper is National Law?
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 National Law?
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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