FEAST Logical Reasoning and Rules 2 — Questions and Answers
Question 1: Rule: Aircraft may only enter sector Alpha if: (1) altitude is between FL200 and FL400, and (2) the aircraft is on an approved route. Aircraft X is at FL250 on an approved route. Aircraft Y is at FL180 on an approved route. Aircraft Z is at FL300 on a non-approved route. Which aircraft may enter sector Alpha?
- Aircraft X only (Correct answer)
- Aircraft X and Y
- Aircraft X and Z
- Aircraft Y and Z
Correct answer: Aircraft X only
Aircraft X meets both conditions (FL250 is within FL200-FL400, and it is on an approved route). Y fails condition 1 (FL180 is below FL200). Z fails condition 2 (non-approved route).
This is an AND logic problem — both conditions must be true for entry permission. Aircraft X: FL250 (between FL200-FL400) AND approved route = YES. Aircraft Y: FL180 (below FL200) = fails condition 1 = NO. Aircraft Z: FL300 (within range) BUT non-approved route = fails condition 2 = NO. Only Aircraft X satisfies both conditions. FEAST logical reasoning tests use exactly this type of conditional multi-rule problem to assess rule application accuracy.
Question 2: A procedure states: 'Separation minima are reduced from 5 NM to 3 NM only if: (a) radar coverage is confirmed, and (b) the sector is not in a high-density period, and (c) a supervisor approves the reduction.' A controller wants to apply 3 NM separation. The radar is confirmed, the supervisor has approved, but it is a high-density period. The controller may:
- Not apply 3 NM separation — all three conditions must be met and condition (b) is not satisfied (Correct answer)
- Apply 3 NM separation — two out of three conditions are met
- Apply 3 NM separation — the supervisor's approval overrides the density condition
- Apply 3 NM separation only if the supervisor explicitly overrides condition (b)
Correct answer: Not apply 3 NM separation — all three conditions must be met and condition (b) is not satisfied
All three conditions are required (AND logic). Failing any one condition means the reduction cannot be applied, regardless of how many other conditions are met.
Multi-condition AND rules require all conditions to be satisfied. Meeting two of three is not sufficient. In this scenario: (a) radar confirmed = YES, (b) not high-density = NO (it IS high-density), (c) supervisor approved = YES. Since condition (b) is not met, the combined AND is FALSE and 3 NM separation cannot be applied. The supervisor's approval does not override the density condition — the rule requires all three independent conditions simultaneously. FEAST tests this strict AND logic repeatedly to ensure candidates do not apply majority-rule thinking to multi-condition procedures.
Question 3: Sequence rule: Aircraft must be sequenced for the ILS as follows: Heavy aircraft first, then Medium aircraft, then Light aircraft. Within each weight category, earlier estimated arrival time (EAT) takes priority. Four aircraft have these profiles: Alpha — Medium, EAT 12:10; Bravo — Heavy, EAT 12:15; Charlie — Light, EAT 12:05; Delta — Heavy, EAT 12:08. The correct ILS sequence is:
- Delta, Bravo, Alpha, Charlie (Correct answer)
- Charlie, Delta, Bravo, Alpha
- Bravo, Delta, Alpha, Charlie
- Alpha, Delta, Bravo, Charlie
Correct answer: Delta, Bravo, Alpha, Charlie
Heavies first: Delta (12:08) before Bravo (12:15). Then Mediums: Alpha (12:10). Then Lights: Charlie (12:05). Sequence: Delta, Bravo, Alpha, Charlie.
The rule has two levels: primary sort by weight category (Heavy > Medium > Light), secondary sort by EAT within each category. Heavies: Delta (12:08) and Bravo (12:15) — Delta has earlier EAT, so Delta first, then Bravo. Mediums: Alpha (12:10) — only one medium, so Alpha third. Lights: Charlie (12:05) — only one light, so Charlie last. Final sequence: Delta, Bravo, Alpha, Charlie. Note that Charlie has the earliest absolute EAT (12:05) but is Light and goes last — the weight category rule overrides the EAT rule across categories.
Question 4: Rule: A squawk code of 7700 indicates general emergency. A squawk code of 7600 indicates communication failure. A squawk code of 7500 indicates hijack. A radar target appears with squawk 7600. The controller's correct interpretation is:
- The aircraft has lost radio communication and cannot be contacted on the normal frequency (Correct answer)
- The aircraft has declared a general emergency
- The aircraft has been hijacked
- The aircraft's transponder is malfunctioning
Correct answer: The aircraft has lost radio communication and cannot be contacted on the normal frequency
Squawk 7600 specifically means communication failure (NORDO — no radio). This is distinct from 7700 (emergency) and 7500 (hijack).
The three special transponder codes are: 7500 = Hijack (unlawful interference), 7600 = Communication failure (NORDO), 7700 = General emergency. Code 7600 does not mean the aircraft is in mechanical danger — it means it cannot communicate by radio. Controllers respond to 7600 by attempting contact on guard frequency (121.5 MHz), coordinating with adjacent facilities, and applying NORDO procedures. FEAST logical reasoning questions test precise knowledge of rules where similar codes have very different meanings.
Question 5: An instruction states: 'Vectors to final shall not be issued if the glide slope is not captured, unless an ILS hold short instruction is applied.' An aircraft on base leg has not yet captured the glide slope. A hold short instruction has been applied. Can vectors to final be issued?
- Yes — the exception condition (hold short instruction applied) is satisfied, so vectors to final may be issued (Correct answer)
- No — vectors to final require glide slope capture regardless of other conditions
- No — the hold short instruction cancels all normal vectoring procedures
- Yes — glide slope capture is not relevant during base leg
Correct answer: Yes — the exception condition (hold short instruction applied) is satisfied, so vectors to final may be issued
The rule is: vectors not permitted UNLESS glide slope captured OR hold short instruction applied. Since hold short is applied, the exception is met and vectors may be issued.
The rule has a default prohibition ('shall not be issued if glide slope not captured') with an exception ('unless hold short instruction is applied'). In logic terms: VECTORS = (GS captured) OR (hold short applied). GS captured = NO. Hold short applied = YES. Therefore VECTORS = YES. This is a conditional exception (OR) logic problem. FEAST specifically tests whether candidates correctly identify and apply exception clauses in procedural rules, which require understanding that exceptions override the default prohibition.
Question 6: Five aircraft are holding at the same fix at different levels: FL90 lowest, FL100, FL110, FL120, FL130 highest. Inbound aircraft must be descended from highest to lowest and released for approach in that order. A slot opens for an approach. Which aircraft is released first and which second?
- FL130 released first, FL120 released second — descend from highest hold to lowest in sequence (Correct answer)
- FL90 released first as it is already at the lowest level and closest to the runway
- FL130 released first, then all others simultaneously
- The aircraft with the longest holding time is released first regardless of level
Correct answer: FL130 released first, FL120 released second — descend from highest hold to lowest in sequence
The rule states highest level first. FL130 is highest and released first; FL120 is next highest and released second as FL130 vacates.
When multiple aircraft hold at the same fix at different levels, standard ATC procedure is to descend and release from the highest level downward. This ensures that aircraft already at lower levels are not required to climb (unsafe) and that the sequence is orderly. FL130 exits the hold first (released for approach), allowing FL120 to descend to FL130 and then exit next. This cascades down: FL120, FL110, FL100, FL90. The rule explicitly specifies order, so it must be applied literally regardless of other factors like holding time.
FEAST Logical Reasoning and Rules 2
Rule: Aircraft may only enter sector Alpha if: (1) altitude is between FL200 and FL400, and (2) the aircraft is on an approved route.
Aircraft X is at FL250 on an approved route.
Aircraft Y is at FL180 on an approved route.
Aircraft Z is at FL300 on a non-approved route.
Which aircraft may enter sector Alpha?