New EASA ATPL questions
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a couple of years ago, Transport Canada mistakenly issued performance questions A with performance graphs B, and everyone still passed. Go figure.
oopsies and booboos happen everywhere, no doubt.. it's just how you deal with them and how likely you are to admit the problem in the first place is what makes all the difference
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ah ok, I re-read it now and I see what you meant.. my case was different, like you genuinely could not answer a question and it was a paper based exam.. My self and some others just wrote comments on the paper leaving the answer section blank
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Hello all,
I'm currently wrapping up studying for 5 exams which I will take in 2 weeks. I took and passed all the exams 8 years ago so I'm wondering how much different the exams will be this time around. I've been using aviation exam so far and have been able to work out the answers (not memorize).
Since the learning objectives haven't changed I'm assuming the questions are variations of the same stuff. That being said however I'm interested to know if banks like aviation exam cover questions for all of the learning objectives. Otherwise I would need to go through the books to cover everything.
I'm currently wrapping up studying for 5 exams which I will take in 2 weeks. I took and passed all the exams 8 years ago so I'm wondering how much different the exams will be this time around. I've been using aviation exam so far and have been able to work out the answers (not memorize).
Since the learning objectives haven't changed I'm assuming the questions are variations of the same stuff. That being said however I'm interested to know if banks like aviation exam cover questions for all of the learning objectives. Otherwise I would need to go through the books to cover everything.
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How can one learn for an ops test which would have completely changed ?
Did they change the rules (answer to old questions) or did they just add new questions ?
Is there a book that would be good enough ?
I don't think it realistic to read the hundreds of pages of EASA official documents..
I will be taking my OPS exam in about one month or two : could there be a huge difference between my aviationexam database and the real thing ?
Thanks !
Did they change the rules (answer to old questions) or did they just add new questions ?
Is there a book that would be good enough ?
I don't think it realistic to read the hundreds of pages of EASA official documents..
I will be taking my OPS exam in about one month or two : could there be a huge difference between my aviationexam database and the real thing ?
Thanks !
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I plan on answering all aviation exam questions at least once
The concept is not to learn the answer to each question but to learn the material behind each question, whenever I did not fully remember this material from the books (or whenever it was absent from them, which can unfortunately happen)
The concept is not to learn the answer to each question but to learn the material behind each question, whenever I did not fully remember this material from the books (or whenever it was absent from them, which can unfortunately happen)
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Unfortunately my school provides aviationexam, nothing else.
Is it up to date or not ? Anyone ?
I could also buy the cheapest (one week) BGS subscription, just to confirm if I see some newer questions or not.
Is it up to date or not ? Anyone ?
I could also buy the cheapest (one week) BGS subscription, just to confirm if I see some newer questions or not.
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The meaning is to LEARN stuff and not about memorizing QB.
QB is a great tool to check where you need to study more. And to answer few of those tricky questions. However, if you DO study, you will pass the exam, no matter how many new questions they make.
My advice - donīt waste 6 months memorizing "a" or "b". You may pass the exam now. But what will you answer on tech interview, when asked to explain how ILS works?
QB is a great tool to check where you need to study more. And to answer few of those tricky questions. However, if you DO study, you will pass the exam, no matter how many new questions they make.
My advice - donīt waste 6 months memorizing "a" or "b". You may pass the exam now. But what will you answer on tech interview, when asked to explain how ILS works?
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Don't get me wrong, I will never learn by heart the answer to a question. At the minimum I will try to learn the table of data behind it. (Don't forget we're talking about air law and ops here..)
EXCEPT when it's the only solution to do so !
There are a few questions that can be answered with common sense, yes.
But my ops book is 5 years old. Imagine any numerical value (be it the minimum number of passengers to require 1 fire extinguisher, the visibility circling minima for cat D aircraft or whatnot) has changed, in a newer set of EASA questions : how I am supposed to cover for that ?
Plus, I know full well there is a significant amount of questions that won't be easily answered using only the books*. Probably not enough to fail me, but largely enough to get me under the very important 90% threshold, that will allow me to apply at flybe (among other airlines, I bet)
(*Example : the right to damages is lost if action is not brought within which duration ? no trace of that in my book, but it was in BGS online QB)
I also don't know what to do when the answer given by the QB is wrong.
Like yesterday, avexam told me sideslip angle (not drift angle) was computed by INS/IRS..
Will we have open questions ? These are more complicated to answer because you can't guestimate if you don't know, but they're a relief in cases like above.
EXCEPT when it's the only solution to do so !
There are a few questions that can be answered with common sense, yes.
But my ops book is 5 years old. Imagine any numerical value (be it the minimum number of passengers to require 1 fire extinguisher, the visibility circling minima for cat D aircraft or whatnot) has changed, in a newer set of EASA questions : how I am supposed to cover for that ?
Plus, I know full well there is a significant amount of questions that won't be easily answered using only the books*. Probably not enough to fail me, but largely enough to get me under the very important 90% threshold, that will allow me to apply at flybe (among other airlines, I bet)
(*Example : the right to damages is lost if action is not brought within which duration ? no trace of that in my book, but it was in BGS online QB)
I also don't know what to do when the answer given by the QB is wrong.
Like yesterday, avexam told me sideslip angle (not drift angle) was computed by INS/IRS..
Will we have open questions ? These are more complicated to answer because you can't guestimate if you don't know, but they're a relief in cases like above.
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The liability question is feedback. The issue that I repeatedly highlight in these discussions is that the syllabus does not properly reflect the question bank, or vice versa, and therefore some element of feedback is essential. In this case the LO is
010 01 02 05 Explain the Conventions and Protocols designed to cover liability towards persons and goods in accordance with the Warsaw System based on the Convention for the Unification of Certain Rules Relating to International Carriage by Air, Warsaw, 2 October 1929.
...and the 2 year limitation is in Article 29 of the Warsaw Convention. But without the feedback who would know that EASA require you to remember this? Are the candidates expected to remember all 41 Articles? A proper LO would be "State within which time period a claim under the Warsaw Convention must be brought?".
PS The airbus IRS does compute sideslip, for example google A310 Flight Instruments, FCOM pages 10, 16 &17, side-slip index (and beta target). With due respect to your theory provider they should know this, and that the 2 year time limit has been asked.
010 01 02 05 Explain the Conventions and Protocols designed to cover liability towards persons and goods in accordance with the Warsaw System based on the Convention for the Unification of Certain Rules Relating to International Carriage by Air, Warsaw, 2 October 1929.
...and the 2 year limitation is in Article 29 of the Warsaw Convention. But without the feedback who would know that EASA require you to remember this? Are the candidates expected to remember all 41 Articles? A proper LO would be "State within which time period a claim under the Warsaw Convention must be brought?".
PS The airbus IRS does compute sideslip, for example google A310 Flight Instruments, FCOM pages 10, 16 &17, side-slip index (and beta target). With due respect to your theory provider they should know this, and that the 2 year time limit has been asked.
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Alex,
What is your honest opinion when it comes to LO's like the one you've just given as an example?
Do you feel it is of any actual value to a Pilot in his day to day role?
Are you as frustrated in teaching these things as students are in having to rote learn passages from law textbooks?
What is your honest opinion when it comes to LO's like the one you've just given as an example?
Do you feel it is of any actual value to a Pilot in his day to day role?
Are you as frustrated in teaching these things as students are in having to rote learn passages from law textbooks?
Join Date: May 1999
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No, I don't think it is of value to a line pilot, how could it be? We get frustrated not so much by having to teach this, as by having to deal with questions like this that cannot be anticipated from the learning objectives. It is tremendously unfair on the candidates. Paco will tell you that another review of the LOs is underway. The intentions are good and, if done properly, it is a move forwards but it will not address the root problem, which is lack of adequate quality control when questions are added to the CQB.
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Hear hear! My concern is that, having done the LOs, that the questions will be ignored, even though they are adding new ones. I will be bring this up at the next meeting. We can all work around even the current LOs, but nothing can prepare you for the surprise irrelevant question that has the loosest of connections to them.
Phil
Phil
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The ball will indicate "sideslip" by actually giving you a measure of the lateral acceleration.
The IRS can compute lateral acceleration as well and try to deduce sideslip.
However it is not an optimum measure of sideslip.
Say you are rolling on the runway at 100kt, with a 5kt lateral wind.
The IRS won't notice a thing, if correctly compensated for, but there will be a 3° sideslip (or so)
In flight, I do reckon that there is a lateral force equation. Cy can be deduced from LAT_acceleration=QSCy
The, Beta can be deduced from Cy=Cyβ*β + Cyr*rb/2v +Cyp pb/2v+Cydn*dn
That is not exactly a measure, that is a complex computation :lol:
It would be an estimation based on the aircraft engineering model.
I've noted a few other questions which are typical of why I will do the entirety of my question base :
https://gyazo.com/414b7c0abbded745620a05280c09079a
If you are still at the intercepting heading once you're on the lock, since you can't instantly change your heading to the LOC heading, you will overshoot and be in for a new LOC capture. One should not re-try to intercept it at constant heading..
https://gyazo.com/663edad82a76222433332b5f0b32f91f
This question deserves a plain WTF?
I would definitely write the keyword "inversion" on my exam paper if I could, or even write the answer in plain words, if possible. I'm not sure the computers will allow that.
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Most basic autopilots I've used do overshoot, especially on VOR coupling, hence my preference for using the heading bug and doing it myself. It's only the more modern ones that have an element of anticipation.
What's wrong with the second question? Simply remember Extra Chicken Tikka Masala (EAS, CAS, TAS, Mach No). Whichever one is constant in the climb, the one on the right is increasing, and on the left decreasing. The reverse for the descent.
Phil
What's wrong with the second question? Simply remember Extra Chicken Tikka Masala (EAS, CAS, TAS, Mach No). Whichever one is constant in the climb, the one on the right is increasing, and on the left decreasing. The reverse for the descent.
Phil
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Most basic autopilots I've used do overshoot, especially on VOR coupling, hence my preference for using the heading bug and doing it myself. It's only the more modern ones that have an element of anticipation.
What's wrong with the second question? Simply remember Extra Chicken Tikka Masala (EAS, CAS, TAS, Mach No). Whichever one is constant in the climb, the one on the right is increasing, and on the left decreasing. The reverse for the descent.
Phil
What's wrong with the second question? Simply remember Extra Chicken Tikka Masala (EAS, CAS, TAS, Mach No). Whichever one is constant in the climb, the one on the right is increasing, and on the left decreasing. The reverse for the descent.
Phil
For the second one there is something clearly wrong.
In the general case the answer is right, yes.
However (!!) you could be climbing through an inversion ! This would revert the variation of Mach (TAS is assumed constant, not CAS here)
Is there a way to tell the autority (examiner or automated correction algorithm) my short explanation based on the keyword "temperature inversion" ?
So how can I know if EASA wants me to be super rigorous or to talk about the general case ?
This is typically why I will do the entire QB before going to the exam.
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The answer is they miss out the word "usually"!
it's the sort of daft question you should query.
That is, assuming the QB have got it right. Frequently, queried questions are found not to have been reported correctly, so the feedback is not accurate.
it's the sort of daft question you should query.
That is, assuming the QB have got it right. Frequently, queried questions are found not to have been reported correctly, so the feedback is not accurate.