ATPL theory questions
Join Date: Oct 2011
Location: United Kingdom
Posts: 310
Likes: 0
Received 0 Likes
on
0 Posts
y is positive so subtracting 7 from each side gives (y-7)=-2x
As you said, dividing by -2 on each side gives (y-7)/-2 = x
This answer is correct but I expect the textbook is the re-arranging the left-side which is confusing you
(y-7)/-2 = -(y-7)/2 = (7-y)/2
As you said, dividing by -2 on each side gives (y-7)/-2 = x
This answer is correct but I expect the textbook is the re-arranging the left-side which is confusing you
(y-7)/-2 = -(y-7)/2 = (7-y)/2
Join Date: Jun 2013
Location: DAVER
Posts: 86
Likes: 0
Received 0 Likes
on
0 Posts
I just sat Mod 2 and, although I passed the exams, AGK and Air Law had 15-20 new questions. Some of these aren't in the ATPDigital Syllabus and it took serious effort to try and find an answer (for example, when can an ICAO country ask its citizens for an exit visa). I just don't understand how you can realistically study for the exams that aren't logical/mathematical. Is there a public list of the learning objectives available anywhere?
I knew the question bank and syllabus inside out and still had to guess a number of answers!
I knew the question bank and syllabus inside out and still had to guess a number of answers!
Join Date: Sep 2013
Location: FL450
Posts: 314
Likes: 0
Received 0 Likes
on
0 Posts
swept wings
Just struggling a little in fully grasping the concept of swept back wings regarding some of their traits:
I understand all the positives of getting a swept wing to stall at the root first and to prevent a wing TIP STALL , however another general question keeps coming up and I am getting a little confused.It is as follows:
Why so important to prevent a stall at the root of a swept back wing??
Also does anybody have any good links about swept back wings , their advantages, disadvantages etc , movement of C of G and C of P .
Appreciate all inputs and thoughts.
I understand all the positives of getting a swept wing to stall at the root first and to prevent a wing TIP STALL , however another general question keeps coming up and I am getting a little confused.It is as follows:
Why so important to prevent a stall at the root of a swept back wing??
Also does anybody have any good links about swept back wings , their advantages, disadvantages etc , movement of C of G and C of P .
Appreciate all inputs and thoughts.
Join Date: Nov 2000
Location: White Waltham, Prestwick & Calgary
Age: 72
Posts: 4,149
Likes: 0
Received 29 Likes
on
14 Posts
I don't think that's the case. The current vetting process is quite rigid and I can assure you the new ones wouldn't be there if they weren't within the LOs - the technical reviewer in this case is well up to speed. Are you sure you don't mean "not in the commercial databases"? 
Join Date: Apr 2015
Location: Airport
Posts: 72
Likes: 0
Received 0 Likes
on
0 Posts
well, feedback from other students that just did the exam told me that there were so many new questions from areas not taught from the teachers nor in any QB: AE/BGS/ATPLOnline
thanks paco
thanks paco
Join Date: Jun 2013
Location: DAVER
Posts: 86
Likes: 0
Received 0 Likes
on
0 Posts
I don't think that's the case. The current vetting process is quite rigid and I can assure you the new ones wouldn't be there if they weren't within the LOs - the technical reviewer in this case is well up to speed. Are you sure you don't mean "not in the commercial databases"?
It seems to me that question writers are being paid to participate in a game of 'who can unearth the most obscure fact' (rate of air dispensation from a mask, anyone?) instead of focussing on elements which are relevant to operations and, crucially, would be important/essential to know when flying a real aircraft.
Last edited by Ascoteer; 13th May 2016 at 17:04.
Join Date: Aug 2010
Location: Aberdeen
Posts: 23
Likes: 0
Received 0 Likes
on
0 Posts
POF exam
As of last week 11/05/16 I sat my Principles of flight and OPS exam. Before attempting to even book the exam I wanted to, under the current feedback students have been giving build myself up to getting at least 90% on practice exams within the question banks, yes BANKS, I used bgsonline and Aviation exam to try and give myself the best possible chance of passing the exam. Having done so and getting averages of 90-92% I couldn't feel any more confident going into an exam. Chosen venue Gatwick! Result, 61% POF, 71% OPS. I was astounded to say the least. I was aware of feedback given for the OPS exam but POF was a joke. The exam was majority based on subsonic Aerodynamics and control, there was no prop theory, 1 question on High speed flight, nothing on gust load factor, Ground effect, oblique shock waves, induced drag and flow separation, neither to my surprise did I have to use my calculator as, low and behold there were no questions asking me to calculate aspects such as Lift or radius of turn. All topics listed came up within practice exams. I am not sure whether this is appeal-able under the circumstances that not all learning objective questions were covered??? To give myself piece of mind after the exam I decided to also purchase ATPL on-line this being the 3rd question bank, multiple times I was averaging 85-90% over all 3 banks. I can safely say I know the subject inside and out, however, under this new system you will have to pray that when you click that start button the computer isn't going to generate all these newly written CAA/EASA questions because if it does you will need luck a guiding hand and every ounce of knowledge learned to give yourself the best chance of an educated guess. This is series 2 for me as my last set timed out, iv been through JAR and EASA and can tell you from experience that if individuals are starting to fail subjects like ops and coms you know somewhere down the line the system is flawed.
On another note, are these new questions just being asked in the UK or Europe as a whole?? After all "EASA" right! Hard to tell without concise feedback from all the schools communicating with each other. Im sure though if it were the case alot of people would be on the next flight to Spain!
On another note, are these new questions just being asked in the UK or Europe as a whole?? After all "EASA" right! Hard to tell without concise feedback from all the schools communicating with each other. Im sure though if it were the case alot of people would be on the next flight to Spain!
Join Date: Nov 2000
Location: White Waltham, Prestwick & Calgary
Age: 72
Posts: 4,149
Likes: 0
Received 29 Likes
on
14 Posts
The new questions are being farmed out all over Europe, at different stages. Most countries should have implemented them by now.
My comments above refer to the new sets of questions that have been written over the past couple of years, so there will be a sprinkling of the old garbage. I know that many of the ops questions have been based on real world experience, and the technical reviewer involved is a very senior instructor with plenty of experience and knows what he is doing. I also know that some of the tech reviewers on the POF side (for helicopters, at least) are questionable, to say the least (one of them asked what "being downwind" meant), but these are appointed by national authorities, not EASA. In the ops case, the UK CAA.
To be fair to the question writers, some of the LOs leave very little to work on, but the new NPA is being announced on the 15th, so there is hope in that area. Now all we have to do is get to work on the questions.
As for source documents, it might help with ops if you actually read Commission Regulation (EU) No 965/2012 rather than rely on the banks.
My comments above refer to the new sets of questions that have been written over the past couple of years, so there will be a sprinkling of the old garbage. I know that many of the ops questions have been based on real world experience, and the technical reviewer involved is a very senior instructor with plenty of experience and knows what he is doing. I also know that some of the tech reviewers on the POF side (for helicopters, at least) are questionable, to say the least (one of them asked what "being downwind" meant), but these are appointed by national authorities, not EASA. In the ops case, the UK CAA.
To be fair to the question writers, some of the LOs leave very little to work on, but the new NPA is being announced on the 15th, so there is hope in that area
. Now all we have to do is get to work on the questions.As for source documents, it might help with ops if you actually read Commission Regulation (EU) No 965/2012 rather than rely on the banks.
Join Date: Nov 2014
Location: go west
Posts: 2
Likes: 0
Received 0 Likes
on
0 Posts
first feedback from the very recent Human Performances takers suggest similar fate, students left disappointed and questioning learning objectives etc.. anyone got any feedback on this one?
Join Date: Dec 2004
Location: IOM
Posts: 183
Likes: 0
Received 0 Likes
on
0 Posts
I am studying Ops at the moment. This feedback makes me very nervous!
I agree that you can't 'trust' your results from the question banks as a reliable indicator of how the actual exam might go, but the thing is the practice exams provided directly by my course provider are very similar to those on the online question banks. So if neither they nor the question banks can reliably indicate the possible outcome of the real exam, how is one supposed to know if they are ready or not?
It seems excessively difficult to judge at the moment, which I can only feel is unfair on people paying through the nose to turn up essentially unprepared.
However, Paco I had the same thought when I started Ops so I am slowly working my way through 965. I hope those additional hours are worthwhile.
I agree that you can't 'trust' your results from the question banks as a reliable indicator of how the actual exam might go, but the thing is the practice exams provided directly by my course provider are very similar to those on the online question banks. So if neither they nor the question banks can reliably indicate the possible outcome of the real exam, how is one supposed to know if they are ready or not?
It seems excessively difficult to judge at the moment, which I can only feel is unfair on people paying through the nose to turn up essentially unprepared.
However, Paco I had the same thought when I started Ops so I am slowly working my way through 965. I hope those additional hours are worthwhile.
Join Date: Aug 2010
Location: Aberdeen
Posts: 23
Likes: 0
Received 0 Likes
on
0 Posts
I completely agree with you Ronaldsway Radar. However on a positive note Bristol have been very quick in updating their question bank with feedback on the new EASA style questions for OPS. Lets hope they can keep this up with all the other exams. Time will only tell!
I just sat ops and it wasnt too bad to be honest with you, the new questions I came across were:-
Flight deck crew communicate in....... A COMMON LANGUAGE
Does an infant require a seat..............NO
Routine questions on Fire Extinguisher i.e 300-400= 5 Extinguishers
Crew Duty time
OPS Manual A,B,C,D
If you experience a Engine fire in flight your first action is to.......
A) Don on oxygen mask and Goggles
B) Pull Fire Handles
C) Shut down the engine
D) Select Max Continuous thrust <<<<<<<
I just sat ops and it wasnt too bad to be honest with you, the new questions I came across were:-
Flight deck crew communicate in....... A COMMON LANGUAGE
Does an infant require a seat..............NO
Routine questions on Fire Extinguisher i.e 300-400= 5 Extinguishers
Crew Duty time
OPS Manual A,B,C,D
If you experience a Engine fire in flight your first action is to.......
A) Don on oxygen mask and Goggles
B) Pull Fire Handles
C) Shut down the engine
D) Select Max Continuous thrust <<<<<<<
Join Date: May 1999
Location: Bristol, England
Age: 65
Posts: 1,804
Received 0 Likes
on
0 Posts
Seriously? No mention of QRH actions? If your memory is correct that is appalling.
From the B737 QRH as an example these are the immediate actions....
1 A/T ARM switch
(affected side) . . . . . . Confirm. . . . . . . . . . OFF
2 Thrust lever
(affected side) . . . . . . Confirm. . . . . . . . . . Idle
3 FUEL CONTROL switch
(affected side) . . . . . . Confirm. . . . . . . CUTOFF
4 Engine fire switch
(affected side) . . . . . . Confirm. . . . . . . . . . Pull
5 If the FIRE ENG message stays shown:
Engine fire switch . . . . . . . . Rotate to the stop
and hold for 1 second ...etc.
If true, so sadly typical of the rubbish being put out as exam questions. The answer is "follow the QRH for the type"
From the B737 QRH as an example these are the immediate actions....
1 A/T ARM switch
(affected side) . . . . . . Confirm. . . . . . . . . . OFF
2 Thrust lever
(affected side) . . . . . . Confirm. . . . . . . . . . Idle
3 FUEL CONTROL switch
(affected side) . . . . . . Confirm. . . . . . . CUTOFF
4 Engine fire switch
(affected side) . . . . . . Confirm. . . . . . . . . . Pull
5 If the FIRE ENG message stays shown:
Engine fire switch . . . . . . . . Rotate to the stop
and hold for 1 second ...etc.
If true, so sadly typical of the rubbish being put out as exam questions. The answer is "follow the QRH for the type"
Last edited by Alex Whittingham; 18th May 2016 at 21:57.
Join Date: Aug 2010
Location: Aberdeen
Posts: 23
Likes: 0
Received 0 Likes
on
0 Posts
Afternoon Alex,
Indeed no mention at all of QRH. Straight after the exam I called and spoke to Tom. We had a rather lengthy discussion on this question, we came to the conclusion that, if indeed the Engine was on fire it would not have necessarily failed therefore shutting down the engine would be wrong and came to the conclusion that selecting max continuous thrust on the normal operating engine would be correct!!
Learning objectives, what learning objectives!!
Indeed no mention at all of QRH. Straight after the exam I called and spoke to Tom. We had a rather lengthy discussion on this question, we came to the conclusion that, if indeed the Engine was on fire it would not have necessarily failed therefore shutting down the engine would be wrong and came to the conclusion that selecting max continuous thrust on the normal operating engine would be correct!!
Learning objectives, what learning objectives!!
Join Date: May 1999
Location: Bristol, England
Age: 65
Posts: 1,804
Received 0 Likes
on
0 Posts
I think that depends on the phase of flight. For instance if you had a fire after V1 and below 400ft the only immediate action on most aircraft would be to cancel the aural warning. I'm pretty sure Tom is giving you 'set MCT' as the best of a bad bunch. It is certainly not (a).....(b) and (c) have the same effect.... (d) would be correct for an engine failure in the cruise on the basis of 'first fly the aeroplane', but only while simultaneously calling for the QRH.