ATPL Flight Planning Tricks, Short Cuts etc
Join Date: Apr 2010
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Well I just missed out on flight planning today, wish I could say otherwise...
With the new tagging rules it remains to be seen how many minutes I will burn on the next attempt by relying only on the 727 hanbook index looking for the correct page and the old grey matter, although it seems to be just the odd weird item hiden away that will suck up 1 or 2 min's...
Sadly time was the reason I missed out today, well thats what I think, maybe my view will change after a few more practise Q,s
Just found this thread and had a quick read through,some good tips, but if you can't tag and you can't write distances on charts(which I didn't do anyway) where are the time savings?
Are you allowed to highlight main routes on the charts or is this a no no. I wouldn't want my chart taken off me just because of a highlight?
With the new tagging rules it remains to be seen how many minutes I will burn on the next attempt by relying only on the 727 hanbook index looking for the correct page and the old grey matter, although it seems to be just the odd weird item hiden away that will suck up 1 or 2 min's...
Sadly time was the reason I missed out today, well thats what I think, maybe my view will change after a few more practise Q,s
Just found this thread and had a quick read through,some good tips, but if you can't tag and you can't write distances on charts(which I didn't do anyway) where are the time savings?
Are you allowed to highlight main routes on the charts or is this a no no. I wouldn't want my chart taken off me just because of a highlight?
Gotta love the royal 'we'. Roxy, concentrate on the CPL stuff.
Silo,
As far as highlighting, I have heard it depends on the envigilator, and some can see a 4H pencil, some cannot.
I tagged, but in the exam I didn't even refer to the notes, as I had used the book that often. I was out after 1hr 40mins after checking once. It just comes down to speed. Good luck on your second attempt. Keep trying the practice exams, you will know the book by heart in no time!
j3
Silo,
As far as highlighting, I have heard it depends on the envigilator, and some can see a 4H pencil, some cannot.
I tagged, but in the exam I didn't even refer to the notes, as I had used the book that often. I was out after 1hr 40mins after checking once. It just comes down to speed. Good luck on your second attempt. Keep trying the practice exams, you will know the book by heart in no time!
j3
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Hopefully second sitting I will be more speedy. Used AFT by self study, Passed all other atpl but Met and this one, all passed first go self study.
Basiclly stuffed up looking back at it know, I heard about the tag change and thought may as well give the exam a bash before the change. Only problem was I had only really just got into the subject after two weeks. I had finished the revision tests and some practise cyber exams which where all fine, but not fast enough in the actual exam and got sucked in by a few red herrings.
Oh well looks like back to the books for another 2 or 3 weeks, I will not make the same mistake again, I have some rough notes on a couple of questions which I will post tomorrow, like at point A your are a set GW with 1EIOP and ATC reques a climb to higher level say FL280, calc TOD GW??
Basiclly stuffed up looking back at it know, I heard about the tag change and thought may as well give the exam a bash before the change. Only problem was I had only really just got into the subject after two weeks. I had finished the revision tests and some practise cyber exams which where all fine, but not fast enough in the actual exam and got sucked in by a few red herrings.
Oh well looks like back to the books for another 2 or 3 weeks, I will not make the same mistake again, I have some rough notes on a couple of questions which I will post tomorrow, like at point A your are a set GW with 1EIOP and ATC reques a climb to higher level say FL280, calc TOD GW??
according to the 'A******n T****y C****e' website they sell a book:
Aeroplane Performance, Planning & Loading for the Air Transport Pilot (B727)
Aeroplane Performance, Planning & Loading for the Air Transport Pilot (B727)
AFT on the other hand provide a self study course, not just reference material. They guide you through the material and provide worked examples, revision questions, practise exams, tips and all the help (via email and over the phone) you could possibly need to pass the exam and have a sound understanding of the principles. AFT is the way to go and worth it's weight in gold!
ATC books look good on your library shelf and are great to refer back to later on once you havee passed the exams and are revising/studying for an interview etc.
Join Date: Feb 2007
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Don't join them, beat them.
Hmmm, you've got 15 minutes of practice exam time. Maybe use this time to rip up one of your five supplied pieces of scrap paper to make some book marks to act as tags.
Highlight the corners of the appropriate pages (those which would otherwise be tagged) a certain colour before sitting then put page markers there. I think it's a ridiculous change in rules, at least for ATPL Flight Planning.
FRQ CB
Highlight the corners of the appropriate pages (those which would otherwise be tagged) a certain colour before sitting then put page markers there. I think it's a ridiculous change in rules, at least for ATPL Flight Planning.
FRQ CB
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I can't remember how much AFT were charging the flight planning course but it was well worth it. Their notes were very good and the email support I got from them when I was stuck was great as well.
I have to agree with what's mentioned above about no tagging of the B727 manual. Tagging would have saved me a few minutes of flipping through the manual trying to find the right pages. I finished the last question with just a few seconds to spare; so a few minutes could have made the difference between a pass and a fail in this subject.
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Quoted from the casa page..
As the purpose of tags is to swiftly and precisely locate a selected number of the more-frequently referenced sections in publications,
So we know where these pages are and just want to get there quickly, any problem with that.
Oh well its just an exam, maybe next year doc's will need to be on recycled paper as a carbon offset who knows?
As the purpose of tags is to swiftly and precisely locate a selected number of the more-frequently referenced sections in publications,
So we know where these pages are and just want to get there quickly, any problem with that.
Oh well its just an exam, maybe next year doc's will need to be on recycled paper as a carbon offset who knows?
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If you study without the tags, you don't need them.
Pages you need to remember:
3 - 106
4 - 3
4 - 4
Chapter 5 (easy to flick through)
2 - 2A
Cruie tables
Highlight important info in chapter 1 and flick through to it.
If you havn't memorised these back to front by the time you get to the exam, you havn't studied enough.
Pages you need to remember:
3 - 106
4 - 3
4 - 4
Chapter 5 (easy to flick through)
2 - 2A
Cruie tables
Highlight important info in chapter 1 and flick through to it.
If you havn't memorised these back to front by the time you get to the exam, you havn't studied enough.
Thread Starter
Don't worry too much andy, FP is THE hardest (CASA( exam you will do IMHO, I failed the first time but came close to acing it second time around.
Just work on your interpolation and your speed and you will be set!
Chin up, you're almost there
Just work on your interpolation and your speed and you will be set!
Chin up, you're almost there
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TMN
I am wondering if anyone can shed some light on a question I have.
I sat flight planning a couple of months ago unsuccessfully and I ‘m re-sitting it again next week. In my last exam I had 2-3 questions where the cruise schedule in the exam information was given as a True Mach Number. For example cruising at 0.8 TMN and FL 350, OAT is -60C.
The flight planning data in the B727 Manual is referenced to Indicated Mach Number so obviously a conversion is needed.
I have been through the theory notes that I am using and have found no mention of True Mach Number or how to convert it to Indicated Mach Number. I also spent some time going through the CR3 manual.
Can anyone enlighten me on how to convert True Mach Number to Indicated using the CR3 or otherwise?
Cheers in advance,
23L
I sat flight planning a couple of months ago unsuccessfully and I ‘m re-sitting it again next week. In my last exam I had 2-3 questions where the cruise schedule in the exam information was given as a True Mach Number. For example cruising at 0.8 TMN and FL 350, OAT is -60C.
The flight planning data in the B727 Manual is referenced to Indicated Mach Number so obviously a conversion is needed.
I have been through the theory notes that I am using and have found no mention of True Mach Number or how to convert it to Indicated Mach Number. I also spent some time going through the CR3 manual.
Can anyone enlighten me on how to convert True Mach Number to Indicated using the CR3 or otherwise?
Cheers in advance,
23L
http://www.pprune.org/tech-log/94319...ch-number.html
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thank you guys for all your tips I really appreciated it. I sat Flight planning today and passed it. Thats it all ATPL's completed, it's a great feeling knowing I dont need to go back to that exam room.
Thanks again
Andy05
Thanks again
Andy05
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I wish I did not have to do this exam again but I am going to re-do it in a couple of weeks time, hopefully with more positive results and better prepared for all the 5 x two markers that caught me out.. they did not seem very similar to any 2 mark practice questions I have ever seen before.
Just lots of irrelevant figures thrown at me in order to bog me down and to get me second guessing myself....
Good luck to anyone reading who may have to do this exam soon.
Cheers.
Just lots of irrelevant figures thrown at me in order to bog me down and to get me second guessing myself....
Good luck to anyone reading who may have to do this exam soon.
Cheers.
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My 2 cents
Im glad I'm done and will never have to do this bad boy again!
My down fall was practicing with a different calculator than the one they supply.
The logic was different and the buttons in different locations, hence my muscle memory was out.
My tip is to pay the $20 for the same one they supply.....it takes the pain out of redoing calclation after calculation after pressing the wrong button or pressing the Sqrt button in the wrong sequence!!
Enjoy
My down fall was practicing with a different calculator than the one they supply.
The logic was different and the buttons in different locations, hence my muscle memory was out.
My tip is to pay the $20 for the same one they supply.....it takes the pain out of redoing calclation after calculation after pressing the wrong button or pressing the Sqrt button in the wrong sequence!!
Enjoy
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I'm doing ATPL flight planning study and have one question.
What fuel is required for 'yaw damper inoperative', 'operation with tailskid extended' and 'landing gear extended' operations?
They are all listed under Section 5 - Abnormal Operations of the B727 Handbook so I'm guessing you use the abnormal fuel requirements eg. no traffic holding. But what about INTERs and TEMPOs? You don't need holding fuel for depressurised operations but you do for 1 engine inoperative. So what about the other abnormal operations? eg. yaw damper inoperative. My guessing they would need the same as normal ops except for no traffic holding.
Thanks
What fuel is required for 'yaw damper inoperative', 'operation with tailskid extended' and 'landing gear extended' operations?
They are all listed under Section 5 - Abnormal Operations of the B727 Handbook so I'm guessing you use the abnormal fuel requirements eg. no traffic holding. But what about INTERs and TEMPOs? You don't need holding fuel for depressurised operations but you do for 1 engine inoperative. So what about the other abnormal operations? eg. yaw damper inoperative. My guessing they would need the same as normal ops except for no traffic holding.
Thanks
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I'm doing ATPL flight planning study and have one question.
What fuel is required for 'yaw damper inoperative', 'operation with tailskid extended' and 'landing gear extended' operations?
They are all listed under Section 5 - Abnormal Operations of the B727 Handbook so I'm guessing you use the abnormal fuel requirements eg. no traffic holding. But what about INTERs and TEMPOs? You don't need holding fuel for depressurised operations but you do for 1 engine inoperative. So what about the other abnormal operations? eg. yaw damper inoperative. My guessing they would need the same as normal ops except for no traffic holding.
What fuel is required for 'yaw damper inoperative', 'operation with tailskid extended' and 'landing gear extended' operations?
They are all listed under Section 5 - Abnormal Operations of the B727 Handbook so I'm guessing you use the abnormal fuel requirements eg. no traffic holding. But what about INTERs and TEMPOs? You don't need holding fuel for depressurised operations but you do for 1 engine inoperative. So what about the other abnormal operations? eg. yaw damper inoperative. My guessing they would need the same as normal ops except for no traffic holding.
Tail skid extended - 11kg / nm
Landing gear - 20kg / nm
It will also vary based on gross weight and tail wind / headwind.
Read page 1-21.
3. There may be a requirement on occasion to ferry an aeroplane in a non-standard configuration, either empty or as a revenue operation. Of the configurations listed in paragraph 2, only 2(c), 2(d) and 2(e) are permitted in this operation, and special authorization is required on each occasion.
In other words that type of operation would be classed as normal ops and you would still require normal ops reserves for yaw damper inop , tail skid extended and landing gear extended. Holding fuel due to wx deteriorations would still apply also.
Last edited by 57GoldTop; 23rd Aug 2010 at 05:14.