ATPL Flight Planning/PEXO
Join Date: Jul 2010
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Sad thing, reading this thread and the effort and anguish you young guys are putting in to this, I went through much the same back in the sixties, except back then it didn't cost you for the privilege. There is bugger all of that effort and anguish that through my 47 years of committing aviation that I have ever used. Wouldn't it be wonderful if our so called regulator could come up with some sort of a test that was relevant.
Join Date: Sep 2007
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They (CASA) advertise on the website that the pass rate is as low as 33% first time! but follow up saying the exam is valid.
If a flying school had a first time pass rate of PPL or CPL of its students as 33%, CASA would be reviewing the AOC and privileges of training.
If a flying school had a first time pass rate of PPL or CPL of its students as 33%, CASA would be reviewing the AOC and privileges of training.
Looking at the pass marks that CASA publishes, the other subjects have between 69% and 92% of candidates passing. The fact that Flight Planning has a published pass mark of 39% says there is something very wrong, particularly given that the helicopter version of the exam has 90% of their candidates passing the exam. Maybe its easier to get a helicopter ATPL and convert across to fixed wing? With the massive discrepancy in pass marks between subjects, and between helicopter and fixed wing versions of the same exam - which should be of approximately equal difficulty - it is clear there are problems with the CASA system.
Join Date: Aug 2012
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Finding SAR
Hello
I'm using two materials one from aft the other one is from Unsw
Now the question is this
For normal ops and yaw damper 10kg/nm is used and for 1 inop 11,dep13,tail skid 11 and landing gear 20
However the unsw is using 1 inop 10 dep 12 and tail 15
Which ones are correct and give you the closest answer in the exam?
Cheers
I'm using two materials one from aft the other one is from Unsw
Now the question is this
For normal ops and yaw damper 10kg/nm is used and for 1 inop 11,dep13,tail skid 11 and landing gear 20
However the unsw is using 1 inop 10 dep 12 and tail 15
Which ones are correct and give you the closest answer in the exam?
Cheers
Jimboboy, there is nothing magic about those numbers - they are just approximate SAR at average weight.
They don't need to be brilliantly accurate, because you are only using them to estimate mid-point weight.
So have a look at the tables and calculate SAR at suitable weight, for appropriate altitude. Remembering that appropriate altitude will be lower than cruise for 1 INOP, Depressurised, gear down, etc.
They don't need to be brilliantly accurate, because you are only using them to estimate mid-point weight.
So have a look at the tables and calculate SAR at suitable weight, for appropriate altitude. Remembering that appropriate altitude will be lower than cruise for 1 INOP, Depressurised, gear down, etc.
Join Date: Jun 2010
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Jimboboy - how old are your UNSW notes?
I recently did the course there and they used:
NO - 9
YD INOP - 9
TS - 10
1INOP - 11
DP - 12
GEAR EX - 22
These numbers are +/- 1kg/nm for winds >40kts (20kts in the case of DP and GEAR).
The notes and figures that I picked up doing the UNSW course were very good and I managed to pass (over 90%) first time (some how
).
Its a very good course if you can fork out the money and worked well for many of us in the class (they give you your money's worth with about 3 trees worth of practice papers)
I recently did the course there and they used:
NO - 9
YD INOP - 9
TS - 10
1INOP - 11
DP - 12
GEAR EX - 22
These numbers are +/- 1kg/nm for winds >40kts (20kts in the case of DP and GEAR).
The notes and figures that I picked up doing the UNSW course were very good and I managed to pass (over 90%) first time (some how
).Its a very good course if you can fork out the money and worked well for many of us in the class (they give you your money's worth with about 3 trees worth of practice papers)
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cruz mid FL210
I was doing 1 engine alt. cap......got my altitude to fl210 ,since fl210 is right in the middle of 2 weathers fl185 & fl235....should i just take the average of of the two weathers...
Join Date: Jan 2013
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Correct. The method of assessment is the problem in this exam. I disagree with those who say the entire subject is obsolete due to the nature of modern jet operations (i.e. you won't have to "use" anything you learn in FPL) - the subject itself covers important concepts that remain valid even when you're not doing any hard calculations yourself. That said, I wouldn't have a hope of getting 10% on this exam now.
The exam itself doesn't assess subject matter knowledge. It assesses whether your method of calculating the answers was the same as the examiner's, and whether you can do it in a ridiculous amount of time. Plenty of people who know the subject back to front and got 30%. This shouldn't happen.
The exam itself doesn't assess subject matter knowledge. It assesses whether your method of calculating the answers was the same as the examiner's, and whether you can do it in a ridiculous amount of time. Plenty of people who know the subject back to front and got 30%. This shouldn't happen.
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How often do the ATPL theory providers match there study materials up to the latest of MOS?
Does CASA inform these organisations to changes because as they state in the Info exam booklets they do not regulate them so who really know if the books and roundings are correct before you sit the exam and find out for yourself.
Does CASA inform these organisations to changes because as they state in the Info exam booklets they do not regulate them so who really know if the books and roundings are correct before you sit the exam and find out for yourself.
I disagree with those who say the entire subject is obsolete due to the nature of modern jet operations (i.e. you won't have to "use" anything you learn in FPL) - the subject itself covers important concepts that remain valid even when you're not doing any hard calculations yourself.
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