Air Law: 6 Latest ATPL Exam Questions Explained
In this session, Michal — a newly licensed ATPL pilot and instructor — walks through several recent Aircraft Operations questions that have appeared in real EASA ATPL exams over the last 60 days. Each example covers key operational knowledge and reasoning you’ll need to master for the Air Law paper.
Prefer to watch instead of read? You can also follow along with the video version of this walkthrough for a more interactive experience.
Subscribe to the AirheadATPL YouTube channel and hit the notification bell for weekly ATPL revision videos. Each video helps you tackle the latest challenging questions from all 13 ATPL subjects, straight from recent EASA ATPL exams.
Let’s get started.
1. Resolution Advisory (RA) During Cruise
Question ID AIR-235948: During cruise, a climbing RA is triggered, showing the instruction to climb at 1500 ft/min. The pilot realises that the other aircraft is climbing as well. How should the pilot respond?
Visually manoeuvre and avoid the traffic
Make a shallow descent
Climb according to RA, 1500 ft/min or slightly higher
Climb according to RA, but at the maximum vertical speed
Correct Answer: Climb according to RA, 1500 ft/min or slightly higher.
Explanation: When a Resolution Advisory (RA) is issued, the pilot must follow it immediately, regardless of visual observations or ATC instructions. Unlike Traffic Advisories (TAs), RAs are mandatory commands that ensure safe vertical separation between aircraft. Even if another aircraft appears to be climbing too, it’s usually not the conflicting aircraft triggering the RA. Trust the instruments — TCAS coordination ensures both aircraft take complementary actions.
If ATC gives conflicting instructions, TCAS always takes priority.
Exam Tip: “See and avoid” never overrides TCAS. Follow the RA first, then inform ATC.
2. ILS Glide Path Becomes Inoperative During Approach
Question ID AIR-237151: If an ILS glide path (GP) becomes inoperative during the approach, what should the pilot do?
A go-around should be initiated, or, if time permits, the approach can be continued by using the LOC signals.
A go-around must be performed.
ATC should be contacted for further instructions.
It must be continued to the ILS minimum without GP.
Correct Answer: A go-around should be initiated, or, if time permits, the approach can be continued by using the LOC signals.
Explanation: Losing the ILS glide path (GP) converts your precision approach into a non-precision (LOC-only) approach. You may continue using a Continuous Descent Final Approach (CDFA) technique if briefed, adjusting minima accordingly. If the situation feels unsafe or unmanageable, go around and re-brief another approach (for instance, LOC/DME).
The decision rests with the pilot — ATC can assist, but cannot decide for you.
Exam Tip: If glide path fails → ILS (3D) becomes LOC (2D) → apply higher minima and use CDFA.
Note: As with any other situation, the pilot is entitled to perform a go-around whenever deemed necessary. However, if the pilot wished to continue, the above regulation states that the procedure can be continued as a NAP.
3. Initial Approach Fix (IAF)
Question ID AIR-236196: On an instrument approach, the Initial Approach Fix (IAF) marks the…
beginning of the Intermediate Segment.
end point of the Standard Instrument Arrival (STAR).
end of the Initial Segment.
initial point of the Standard Instrument Arrival (STAR).
Correct Answer: It marks the end point of the Standard Instrument Arrival (STAR).
Explanation: An instrument approach consists of several defined segments:
Arrival
Initial approach
Intermediate
Final approach
Missed approach
The IAF serves as the transition point — where the STAR or en-route segment ends, and the initial approach begins.
Exam Tip: IAF = transition from STAR to approach. FAF = intercept glide path or final descent.
4. Vectoring to Intercept the ILS Localiser
Question AIR-235568: The vectoring to intercept an ILS localiser course or an MLS final approach track for an independent approach to parallel runways shall be such as to enable the aircraft to be established in level flight at a distance of at least how many nautical miles prior to intercepting the ILS glide path or MLS elevation angle?
1.5 NM.
2.0 NM.
3.0 NM.
2.5 NM.
Correct Answer: 2.0 NM.
Explanation: According to EASA guidance, the aircraft should be stabilised and level for at least 2 NM before glide path interception. This ensures a smooth transition to final approach and proper alignment with the ILS beam. The intercept angle should not exceed 30° to prevent excessive bank and maintain stable approach conditions.
Exam Tip: Keep in mind: 2 NM & 30° max — the golden rule for ILS intercepts.
5. Holding Pattern Timing at FL100
Question AIR-237124: You are at FL100 and you have clearance to enter the holding at FL100. The time for flying the outbound entry heading should be...
1 minute or less
one and a half minutes or less
2 minutes or less
3 minutes or less
Correct Answer: 1 minute for each leg below FL140.
Explanation: A standard holding pattern consists of:
Inbound leg (1 min)
Rate-one turn outbound
Outbound leg (1 min)
Rate-one turn inbound
Above FL140 (14,000 ft), the timing increases to 1.5 minutes. Turns are typically rate-one or 25° bank — whichever is less. Always assume right turns (standard pattern) unless ATC specifies otherwise.
6. Circling Approach — After Visual Contact
Question AIR-236157: In a circling approach, how is the pilot expected to behave after initial visual contact with the runway has been established?
The circling manoeuvre will be continued even in the case of momentary loss of visual reference.
Continue the circling at MDA/H keeping the runway environment in sight
The circling prescribes tracks which will be followed based primarily on instruments.
Immediately descend below MDA/Hand position the aircraft for landing.
Correct Answer: Maintain visual contact with the runway and continue at the Minimum Descent Altitude (MDA) until aligned for landing.
Explanation: A circling approach is a visual manoeuvre following a non-precision approach. Once visual contact is made, you may continue visually to align with the active runway — but must stay at or above MDA until in a position to descend and land. If you lose sight of the runway at any point, you must go around using the missed approach procedure of the initial approach flown.
Exam Tip: Keep the runway in sight — lose visuals = immediate go-around.
ATPL Air Law Exam Overview
Just in case you need it, we’ve added the ATPL Air Law Exam Overview at the end of this question walkthrough. It gives you a quick summary of what to expect on the test — including the number of questions, duration, difficulty level, and top study tips to help you prepare smarter. Perfect for anyone revising Air Law or planning to take the exam soon.
Number of Questions: 44 Exam Duration: 1 hour Difficulty: Easy to Medium Pass Rate: 92%
Explore key subtopics & core concepts of the Air Law Syllabus.
Air Law tests your understanding of the international rules, regulations, and procedures that keep global aviation safe and standardised. You’ll cover topics such as airspace structure, licensing, flight operations, and airport markings — all forming the legal foundation every pilot operates under.
This exam is largely a test of memory, so mastering the question bank is your best strategy for success. Most of the real exam questions closely mirror those in the Airhead ATPL Question Bank, so consistent practice will make a big difference.
Repetition is key: by working through practice exams, you’ll quickly identify your weaker areas and reinforce them until you’re scoring consistently high. Some students prefer to take notes as they study — others rely entirely on repetition. Either way, steady drilling and review are what lead to a confident pass.
💡 Study Tip: Treat Air Law like vocabulary learning — frequent, short revision sessions work better than cramming. Aim for accuracy through repetition, not just recognition.
