Professional Pilot Training (includes ground studies)A forum for those on the steep path to that coveted professional licence. Whether studying for the written exams, training for the flight tests or building experience here's where you can hang out.
LPMA is Funchal/Madeira. RS (Rosario) is about a mile short of the 05 threshold and sits at the end of a valley down which winds blow which can cause all sorts of chaos on short finals. 05 is the touch down anemometer for RWY05 and 23 is the same for RWY23. The main wind is the tower wind. The Portugese AIP has the detailed rules on the limits that apply for take-off and landing.
Although the runway is now quite long, LPMA remains one of the more challenging/fun airports to visit. Just think of it as an aircraft carrier moored alongside a big cliff and you get the idea.
Here are a few questions from oxford school regarding instrumenation which, actually, are not that hard but i prefer to ask for advise before submitting my assessment. So enjoy it !
1) With a fully equipped FMS aircraft the following selections are usually utilised in flight : a- LNAV only b- LNAV and VNAV c- VNAV only d- LNAV and VNAV but not simultaneously
I'd answer d), cause if i have well understood lnav is used during cruise while vnav is more concerned with climb&descent, so the use of both modes cannot be simultaneous. Is that right?
2) If the radio altimeter fails : a- height information disappears b- aural warning given c- radio alt flag, red lamp, and aural warning given d- radio alt flag and red lamp activates
I'm quite hesitating between c) and d).
3) If an aircraft fitted with two FMSs, the pilots' displays show contradictory information. What mode of FMS is in use? a- independant mode b- dual mode c- single mode d- separate mode
I can't say I have always been successful in my flight school's quality checks, but still I'd like to take an educated guess.
LNAV and VNAV can be used simultaneously, and in fact they are during climb and descent. How else would you follow an SID or a STAR? However, VNAV is not usually used during cruise flight. Instead the APFDS is used in height lock, but this does not mean you cannot operate LNAV and VNAV together. So, the correct answer is "b".
I'm not certain either. In an A320 an RA failure gives a single chime (i. e. an aural warning) and a master caution light (not a red lamp, as in the question, but still a lamp). Hence, I would tend to "c".
The correct answer is "a" (independent mode). In single mode only one FMS is operational. I've never heard of dual or seperate mode.
I think in the majority of old types the first thing you will know about a rad alt failure is the EGPWS going to the wind. Then when you manage to find out where they have fitted the sodding thing on this airframe it will have a red flag on it.
But a word of caution the ATPL's use the 737 as it's generic Jet.
Be a bit careful using Airbus as a reference to answer questions.
1. In the UK, HDG is the normal selection. (But I think they are looking for B). FWIW, the use of VNAV on its own is generally not recommended. And on an Embraer E jet, I wouldn't use VNAV at all because it's pants. 2. What a crap question, it is too type and version specific. 3. Again, a type specific question, but A would probably be the best answer.
If I was asked these questions in an exam, I would refuse too answer them as they are too type and version specific.
I need help regarding solving of these questions,i am not able to get the concept to solve these meteorology problem,i would really appreciate if some one could help me out in these concepts
Q1. MSA given as 12000ft, flying over mountains in temperatures +9*c ,QNH set as 1023.what will the true altitude when 12000 ft is reached? a. 11,940 b. 11,148 c. 12,210 D. 12,864 ANS -D{..........how plz explain.....}
Q2.Flying at FL135above the sea, the Radio altimeter indicates a true altitude of 13500ft. the local QNH is 1019hpa.hence the crossed air mass is on average,
a. At ISAstandard atmospher b. Colder than ISA C. Warmer than ISA D. There is insufficient information ANS-B{...why plz explain...}
Q3. You are flying at FL160 with an OAT OF -27*C.QNH is 1003 hpa. what is your true altitude? a.15540 ft b.15090 ft c.16330 ft d.15730 ft ANS-B{.....how plz explain.....}
Q4. What is approximate vertical interval which is equal to a pressure change of 1hpa at an altitude of 5500m? a. 8m{27ft} b. 32m{105ft} c. 64m{210ft} d. 15m{50ft} ANS-D{....how plz explain...}.
Q1. True altitude differs from indicated by 4% for every 10 degrees difference in temperature from ISA. True altitude is higher than indicated in warm air, lower in cold air. At 12,000 ft ISA temperature is -9 degrees, if the actual temperature is +9 then the temperature is ISA+18, so 1.8 x 4 = 7.2 percent difference, the actual altitude is 107.2% of the indicated.
Q2. If the QNH was 1013mb, you'd be at 13,500 feet when at FL135. Since if you increased the subscale setting to 1019 the indication would increase, then FL135 is actually a bit lower than 13,500 ft. (You're flying into higher pressure air than ISA, so you're higher than you would be if it were ISA). Since the radio altimeter says you are really at 13,500 feet, you must be in warmer than ISA air.
Q3. FL160 is 15,730 feet above sea level if the QNH is 1003. (FL measures from 1013 and since the pressure at sea level is 1003 the datum you are measuring from is below sea level). OAT is -27 wheras ISA temperature at your level would be -17, so it's ISA-10, so take off 4% to get 15100ft - 15090 is close enough.
Q4. 50ft and you just have to memorise these, although you could make a decent guess if you knew it was 27ft at sea level and about 100ft at airliner cruising levels, then 5500m=16000 odd feet will be somewhere in the middle.
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Instrumentation (atpl questions)
