PPL theory exams - any developments from CAA/AOPA ?
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PPL theory exams - any developments from CAA/AOPA ?
Does anyone know what the latest situation is ?
The exams issued last October cut the number of questions down to 120 in to talk but still over 9 exams.
AOPA were talking of reducing this to a more sesnsible number and making the likes of the Navigation paper more relevant.
Is there any news on progress and timescales ?
The exams issued last October cut the number of questions down to 120 in to talk but still over 9 exams.
AOPA were talking of reducing this to a more sesnsible number and making the likes of the Navigation paper more relevant.
Is there any news on progress and timescales ?
I understand that the CAA, and AOPA are currently working on a complete review of the content / format of the UK version of the EASA PPL TK Exams to make them more relevant and reduce the number of exams to fit in with the 'six sittings' EASA format.
The present system is in such a shambles that this is no small task, and will require a totally new, more pragmatic approach, so don't expect the results anytime soon.
I would be very surprised if we see the fruits of their efforts before the end of this year, so anyone wondering if they should wait for the revised system before doing the Exams, should bite the bullet, and get on with the present ones now.
MJ
The present system is in such a shambles that this is no small task, and will require a totally new, more pragmatic approach, so don't expect the results anytime soon.
I would be very surprised if we see the fruits of their efforts before the end of this year, so anyone wondering if they should wait for the revised system before doing the Exams, should bite the bullet, and get on with the present ones now.
MJ
The working group met a few weeks ago and will do so again later this month. New questions will be drafted; as you say, they will be more relevant than the 'transition' set released last October.
The aim is to produce a 9-section online e-exam, which will be accessible at an ATO. There will be some other changes, we expect, such as a requirement for the examiner to debrief the applicant. We have also asked for appropriate reference material (e.g. runway length factors) to be permitted and for some relaxation on the use of electronic calculators. Even if the e-exam system is delayed, paper versions should be available when the next editions are released; the plan is to have the new exams ready by Oct 2015.
The reason for having to accept the 9 section format, rather than 6, was to reduce time and cost - it would have required disproportionate effort to make that change, unfortunately.
E-exams will have the advantage of extracting questions randomly from the central question bank (by subject) and randomising the answer sequences, meaning that memorising a list of answers will be pointless.
The main criterion is that the answers should be a reasonable test of the theoretical knowledge an average private pilot should need - and NOT be designed to trap the unwary!
In our NPA 2014-29 comment response, IAOPA (Europe) has called for 'sittings' to be dropped for LAPL/PPL/SPL/BPL exams, by amendment of FCL.025(b) and AMC1 FCL.025(e).
The aim is to produce a 9-section online e-exam, which will be accessible at an ATO. There will be some other changes, we expect, such as a requirement for the examiner to debrief the applicant. We have also asked for appropriate reference material (e.g. runway length factors) to be permitted and for some relaxation on the use of electronic calculators. Even if the e-exam system is delayed, paper versions should be available when the next editions are released; the plan is to have the new exams ready by Oct 2015.
The reason for having to accept the 9 section format, rather than 6, was to reduce time and cost - it would have required disproportionate effort to make that change, unfortunately.
E-exams will have the advantage of extracting questions randomly from the central question bank (by subject) and randomising the answer sequences, meaning that memorising a list of answers will be pointless.
The main criterion is that the answers should be a reasonable test of the theoretical knowledge an average private pilot should need - and NOT be designed to trap the unwary!
In our NPA 2014-29 comment response, IAOPA (Europe) has called for 'sittings' to be dropped for LAPL/PPL/SPL/BPL exams, by amendment of FCL.025(b) and AMC1 FCL.025(e).
Last edited by BEagle; 6th Mar 2015 at 12:35.
Thanks for that, BEagle. 
Would it not be possible, though, to reduce the number of exams to 6 to fit in with the 'sittings', or is it expected that the 'sittings' rule will be scrapped?
MJ
Would it not be possible, though, to reduce the number of exams to 6 to fit in with the 'sittings', or is it expected that the 'sittings' rule will be scrapped?
MJ
Last edited by Mach Jump; 6th Mar 2015 at 12:37. Reason: Punctuation.
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This 9 section exam sounds like it is all 120 questions taken as one big exam ?
I assume that only failed sections would have be retaken, like with the PPAER exam ? Or will they just take an overall percentage mark over all 120 questions ?
I assume the role of the current GR examiners in future will be to log some on to an online portal, and then invigilate ?
Would it not be better to have two exams with 4 or 5 sections per exam ?
It will stop this itty-bitty taking of mini exams like now, so has got to be a move in the right direction. Perhaps the likes of HPL and Op Procs can be reduced to a token number of questions and emphasis put on the more important subjects.
With the Navigation section, what is urgently needed are some routes to plan and associated questions. The current papers are utterly irrelevant to PPl VFR navigation.
I assume that only failed sections would have be retaken, like with the PPAER exam ? Or will they just take an overall percentage mark over all 120 questions ?
I assume the role of the current GR examiners in future will be to log some on to an online portal, and then invigilate ?
Would it not be better to have two exams with 4 or 5 sections per exam ?
It will stop this itty-bitty taking of mini exams like now, so has got to be a move in the right direction. Perhaps the likes of HPL and Op Procs can be reduced to a token number of questions and emphasis put on the more important subjects.
With the Navigation section, what is urgently needed are some routes to plan and associated questions. The current papers are utterly irrelevant to PPl VFR navigation.
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...which leaves the question of the Communications exam. I'm a RTF examiner, as such custodian of only the Comms exam. This is still relevant for people such as Microlight pilots who are issued with a licence without a FRTOL and who (sensibly) want to use the radio. Perhaps they'll just make me a full-blown ground examiner, and have an on-line section just for Comms...
TOO
TOO
As far as I'm aware, the intention is that an applicant will be able to take as many sections of the exam at any one time as they wish; the results will be saved in their records. If all sections have been passed within the qualifying period, then a pass in the exam will be recorded.
An applicant will not be able to take the exam unless the system has received a 'sign off as ready' from the ATO.
If this is facilitated correctly, it should ease the administrative burden on ATOs and Examiners and reduce the risk of error delaying licence application. Regarding debriefs, the concept is that the marks obtained for a section will not be saved until the Examiner clicks on the 'debrief complete' window with his examiner account number.
I've no idea whether this will affect 'standalone' FRTOL RTF exams.
An applicant will not be able to take the exam unless the system has received a 'sign off as ready' from the ATO.
If this is facilitated correctly, it should ease the administrative burden on ATOs and Examiners and reduce the risk of error delaying licence application. Regarding debriefs, the concept is that the marks obtained for a section will not be saved until the Examiner clicks on the 'debrief complete' window with his examiner account number.
I've no idea whether this will affect 'standalone' FRTOL RTF exams.
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It does say "exam" (singular) in the AMCs for PPl theory, so having each subject as a "section" makes sense.
Where do the GR examiners fit in with this ? I assume they will have some sort of login to a website with the exams on ?
i don't see how a paper copy of this could be provided though. How would you create the random questions ?
Where do the GR examiners fit in with this ? I assume they will have some sort of login to a website with the exams on ?
i don't see how a paper copy of this could be provided though. How would you create the random questions ?
A couple of questions, primarily aimed at BEagle:
HFD
- Examiners currently perform assessments of whether a stude is ready to take an exam on a subject by subject basis - will this gateway be maintained in the new system or will we have to do an overall assessment?
- When the on-line exam system is introduced will there continue to be an ability to use paper exams for a significant period to allow for internet outages and other technical and admin issues?
HFD
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The Aspeq system is used for exams for ATPL, CPL and IR, but these can only be sat at selected exam centres.
It does require candidates to be approved by an ATO. But until recently there were no plans to put PPL exams on it so I think is very unlikely that this would be used.
There is also the issue that there is no one at the CAA with there knowledge or inclination to produce a set of suitable questions relevant to the PPL - a look at the current Navigation exam papers would confirm this ! Their focus is on professional exams and I have always had the impression that at PPL level is that other than complying with EASA regulations, there is little interest in them.
This means it is most likely to be devolved to a suitable organisation - AOPA, the NPPL people, even an upgraded set of what the microlight people use ?
I do not see that there would be the financial justification for an online exam system with all the overheads of passwords, administrators, setups etc.
It is just so much more simple for the CAA on a periodic basis, say every two years, to print off a batch of exams paperwork and send it out by post. And leave it up to the GR examiners to print off answer sheets and provide their own Edition 40 chart.
I don't see how disproportionate effort would be required to reduce from 9 "sections" down to 6. They seemed to inflate from 7 to 9 exams without any problem, again for no other reason than to comply with what the perceived requirement of EASA.
When it was pointed out that having more than 120 questions did not meet the EASA AMCs, we ended up with a re-issue in October 2014.
It is silly to have a situation of someone presenting themselves up to 9 times to take exams / "sections" / call them as you wish, especially just for 12 questions.
Once, twice or at most 3 shoud be more than enough.
Up to the late 80s, there were just 3 exams (Air Law, AGK/PoF, and Nav&Met.
Why does it have to be made so difficult ?
It does require candidates to be approved by an ATO. But until recently there were no plans to put PPL exams on it so I think is very unlikely that this would be used.
There is also the issue that there is no one at the CAA with there knowledge or inclination to produce a set of suitable questions relevant to the PPL - a look at the current Navigation exam papers would confirm this ! Their focus is on professional exams and I have always had the impression that at PPL level is that other than complying with EASA regulations, there is little interest in them.
This means it is most likely to be devolved to a suitable organisation - AOPA, the NPPL people, even an upgraded set of what the microlight people use ?
I do not see that there would be the financial justification for an online exam system with all the overheads of passwords, administrators, setups etc.
It is just so much more simple for the CAA on a periodic basis, say every two years, to print off a batch of exams paperwork and send it out by post. And leave it up to the GR examiners to print off answer sheets and provide their own Edition 40 chart.
I don't see how disproportionate effort would be required to reduce from 9 "sections" down to 6. They seemed to inflate from 7 to 9 exams without any problem, again for no other reason than to comply with what the perceived requirement of EASA.
When it was pointed out that having more than 120 questions did not meet the EASA AMCs, we ended up with a re-issue in October 2014.
It is silly to have a situation of someone presenting themselves up to 9 times to take exams / "sections" / call them as you wish, especially just for 12 questions.
Once, twice or at most 3 shoud be more than enough.
Up to the late 80s, there were just 3 exams (Air Law, AGK/PoF, and Nav&Met.
Why does it have to be made so difficult ?
HFD, the development of e-exams is still some way off, but I will raise the topic of an examiner signing off the applicant's readiness to sit a particular exam section.
There is a risk of Internet outage causing problems; I assume that the exam section will be generated and sent to the ATO terminal, so that the section wouldn't be interrupted if an Internet outage occurred during the time the applicant was working on it.
One thing we do not wish to see is the e-exams only being available at CAA locations. Because we view the need for an examiner to debrief the applicant as being essential.
B61, the new questions will be outsourced; there aren't enough people left at the CAA with the relevant knowledge to produce 600 questions and 2400 answers in-house.
There is a risk of Internet outage causing problems; I assume that the exam section will be generated and sent to the ATO terminal, so that the section wouldn't be interrupted if an Internet outage occurred during the time the applicant was working on it.
One thing we do not wish to see is the e-exams only being available at CAA locations. Because we view the need for an examiner to debrief the applicant as being essential.
B61, the new questions will be outsourced; there aren't enough people left at the CAA with the relevant knowledge to produce 600 questions and 2400 answers in-house.
the topic of an examiner signing off the applicant's readiness to sit a particular exam section.
Yes, sorry. As you say, there's no requirement for an examiner to 'sign-off' the applicant as ready to take an exam section, just the responsible person at the ATO.
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Agree with that Beagle. I hope it will be to AOPA or someone similar in the UK, and not just a copy of the FAA question bank which may not translate so well.
The current exams issued October 2014 are greatly improved in that they give answers which point to references in the Air Pilot Manual and also the AFE series by Jeremy Pratt, with edition numbers and page numbers, which is absolutely essential in a debrief.
There are also reference to occasional other books.
To do a proper debrief I assume that a GR would have access to a master answers book so that candidates can be shown where to look.
What would make sense is if the textbooks to reference was standardised on one publisher.
The Air Pliot Manuals were originally the "Trevor Thom" series. It was originally written for the Australian PPL and CPL, - and it shows. Masses of irrelevant materiel; the only useful UK specific book was Air Law and Met.
It would be best if all references were to the AFE series only.
We already have 3 x 120 questions, which is 360, so 600 is not took much of a stretch.
Outsourcing to some EASA approved outfit in Europe must be resisted at all costs ! English speakers only writing exams please.
The current exams issued October 2014 are greatly improved in that they give answers which point to references in the Air Pilot Manual and also the AFE series by Jeremy Pratt, with edition numbers and page numbers, which is absolutely essential in a debrief.
There are also reference to occasional other books.
To do a proper debrief I assume that a GR would have access to a master answers book so that candidates can be shown where to look.
What would make sense is if the textbooks to reference was standardised on one publisher.
The Air Pliot Manuals were originally the "Trevor Thom" series. It was originally written for the Australian PPL and CPL, - and it shows. Masses of irrelevant materiel; the only useful UK specific book was Air Law and Met.
It would be best if all references were to the AFE series only.
We already have 3 x 120 questions, which is 360, so 600 is not took much of a stretch.
Outsourcing to some EASA approved outfit in Europe must be resisted at all costs ! English speakers only writing exams please.
