CASA ATPL test questions
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CASA ATPL test questions
Hi,
I am about to do overseas license conversion to CASA ATPL sim test. I am looking for guideline for questions the ATO s likely to ask during the test. Need some advice from those who did the did this before or from current ATO i.e. related DAMP, CAO.48 (which has updated rules) etc.
TIA
TS
I am about to do overseas license conversion to CASA ATPL sim test. I am looking for guideline for questions the ATO s likely to ask during the test. Need some advice from those who did the did this before or from current ATO i.e. related DAMP, CAO.48 (which has updated rules) etc.
TIA
TS
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It very much depends on the examiner. The form mentioned above is the topics they can ask you about- for my students (not for atpls, but for other flight tests ) I used to recommend putting s document together with about a page worth of information (or as much as you can put together) for each topic. Keep it practical as you can but cover the theory aswell.
For example:
Flight and duty limitations - what do the regs say, how much leway do you have with the limitations, "crewing calls and asks you to do x, can you do it"
For example:
Flight and duty limitations - what do the regs say, how much leway do you have with the limitations, "crewing calls and asks you to do x, can you do it"
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It very much depends on the examiner. The form mentioned above is the topics they can ask you about- for my students (not for atpls, but for other flight tests ) I used to recommend putting s document together with about a page worth of information (or as much as you can put together) for each topic. Keep it practical as you can but cover the theory aswell.
For example:
Flight and duty limitations - what do the regs say, how much leway do you have with the limitations, "crewing calls and asks you to do x, can you do it"
For example:
Flight and duty limitations - what do the regs say, how much leway do you have with the limitations, "crewing calls and asks you to do x, can you do it"
It does seem to depend on the examiner. My approach is to allow the candidate any reference material that would normally be available at flight planning or in the cockpit. With EFBs and iPADs etc now used by almost all pilots, I see no reason to commit endless rules and regulations to memory, particularly as they are always subject to change. It is better to look up the correct answer than to only get it half right and risk CASA's wrath.
For example, I may ask a question about duty time limits or alternate requirements and see how long it takes for the candidate to source the correct answer. If they fumble around because they don't even know which document to look up, it soon becomes apparent that they have not put in any study.
Trying to keep it practical, I quiz knowledge of important basics that, in the real world, you would not have time to refer to a source - like being able to decipher a synoptic chart, when can you go below MSA, what are all the elements of a stabilised approach etc.
Knowing the correct systems operation, main limitations and emergency memory actions of the aircraft being used for the test is essential. Any deficiency here means the flight test will not proceed.
Once you know who will be your examiner, ask around for what he/she wants. I know, I know - we should all be standardized. Blame that on CASA who don't know how to standardize their own people, let alone those of us on the outside of the tent.
For example, I may ask a question about duty time limits or alternate requirements and see how long it takes for the candidate to source the correct answer. If they fumble around because they don't even know which document to look up, it soon becomes apparent that they have not put in any study.
Trying to keep it practical, I quiz knowledge of important basics that, in the real world, you would not have time to refer to a source - like being able to decipher a synoptic chart, when can you go below MSA, what are all the elements of a stabilised approach etc.
Knowing the correct systems operation, main limitations and emergency memory actions of the aircraft being used for the test is essential. Any deficiency here means the flight test will not proceed.
Once you know who will be your examiner, ask around for what he/she wants. I know, I know - we should all be standardized. Blame that on CASA who don't know how to standardize their own people, let alone those of us on the outside of the tent.
Because issue of the ATPL also issues or renews an Instrument Rating, many of the questions and flight test profiles are the same as an IPC.
But there is more to it. The ATPL requires a good understanding of AOC requirements, more emphasis on multi crew procedures and CRM, and one in-flight problem is left to the complete imagination of the examiner. The so-called surprise event.
Pilots coming from an Australian single pilot GA background will answer most of the oral correctly because they have heard it all before. They usually do OK with the handling exercises, but often come unstuck in flight management.
Pilots coming from an overseas multi crew background often struggle a bit with the oral, but make up for it with superior flight management. This is somewhat of a generalisation, but a trend nevertheless.
But there is more to it. The ATPL requires a good understanding of AOC requirements, more emphasis on multi crew procedures and CRM, and one in-flight problem is left to the complete imagination of the examiner. The so-called surprise event.
Pilots coming from an Australian single pilot GA background will answer most of the oral correctly because they have heard it all before. They usually do OK with the handling exercises, but often come unstuck in flight management.
Pilots coming from an overseas multi crew background often struggle a bit with the oral, but make up for it with superior flight management. This is somewhat of a generalisation, but a trend nevertheless.
Slight thread drift, does any one know of an examiner in Melbourne that can do an ATPL test in the B200 simulator at Ansett? And what the going rate us is for testing fees?
CAVOK check your PMs. As for the test fee, depending on whether the examiner is engaged independently or via the part 141/142 organisation which owns the simulator, it is not likely to be as cheap as your local flying school's dual rate!
Last edited by Mach E Avelli; 20th Jun 2019 at 01:32.
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Thank you. About Flight planning, what will normally ask or test. All fuel calculation??
It does seem to depend on the examiner. My approach is to allow the candidate any reference material that would normally be available at flight planning or in the cockpit. With EFBs and iPADs etc now used by almost all pilots, I see no reason to commit endless rules and regulations to memory, particularly as they are always subject to change. It is better to look up the correct answer than to only get it half right and risk CASA's wrath.
For example, I may ask a question about duty time limits or alternate requirements and see how long it takes for the candidate to source the correct answer. If they fumble around because they don't even know which document to look up, it soon becomes apparent that they have not put in any study.
Trying to keep it practical, I quiz knowledge of important basics that, in the real world, you would not have time to refer to a source - like being able to decipher a synoptic chart, when can you go below MSA, what are all the elements of a stabilised approach etc.
Knowing the correct systems operation, main limitations and emergency memory actions of the aircraft being used for the test is essential. Any deficiency here means the flight test will not proceed.
Once you know who will be your examiner, ask around for what he/she wants. I know, I know - we should all be standardized. Blame that on CASA who don't know how to standardize their own people, let alone those of us on the outside of the tent.
For example, I may ask a question about duty time limits or alternate requirements and see how long it takes for the candidate to source the correct answer. If they fumble around because they don't even know which document to look up, it soon becomes apparent that they have not put in any study.
Trying to keep it practical, I quiz knowledge of important basics that, in the real world, you would not have time to refer to a source - like being able to decipher a synoptic chart, when can you go below MSA, what are all the elements of a stabilised approach etc.
Knowing the correct systems operation, main limitations and emergency memory actions of the aircraft being used for the test is essential. Any deficiency here means the flight test will not proceed.
Once you know who will be your examiner, ask around for what he/she wants. I know, I know - we should all be standardized. Blame that on CASA who don't know how to standardize their own people, let alone those of us on the outside of the tent.
A computer flight plan should be accepted by most examiners. You are expected to produce it in real time on the day of the test. The candidate is responsible for checking the route is correct.
This examiner expects a mental arithmetic gross error check of flight time and fuel required. To the nearest minute and kilo is acceptable (just kidding).
This examiner expects a mental arithmetic gross error check of flight time and fuel required. To the nearest minute and kilo is acceptable (just kidding).
Last edited by Mach E Avelli; 22nd Jun 2019 at 09:53. Reason: added detail
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I am doing overseas conversion so that 's my problem. Very little experience with controlled airspace in Australia. Some Australian procedures will be my problems too.
Because issue of the ATPL also issues or renews an Instrument Rating, many of the questions and flight test profiles are the same as an IPC.
But there is more to it. The ATPL requires a good understanding of AOC requirements, more emphasis on multi crew procedures and CRM, and one in-flight problem is left to the complete imagination of the examiner. The so-called surprise event.
Pilots coming from an Australian single pilot GA background will answer most of the oral correctly because they have heard it all before. They usually do OK with the handling exercises, but often come unstuck in flight management.
Pilots coming from an overseas multi crew background often struggle a bit with the oral, but make up for it with superior flight management. This is somewhat of a generalisation, but a trend nevertheless.
But there is more to it. The ATPL requires a good understanding of AOC requirements, more emphasis on multi crew procedures and CRM, and one in-flight problem is left to the complete imagination of the examiner. The so-called surprise event.
Pilots coming from an Australian single pilot GA background will answer most of the oral correctly because they have heard it all before. They usually do OK with the handling exercises, but often come unstuck in flight management.
Pilots coming from an overseas multi crew background often struggle a bit with the oral, but make up for it with superior flight management. This is somewhat of a generalisation, but a trend nevertheless.
Controlled airspace works much the same everywhere in the ‘western’ world, so don’t worry too much about that. The more difficult - and uniquely ‘Australian’ (just because...) - is Class G procedure and all the little utterances we make on the radio.
Because many operators fly jets and heavy turboprops in Class G, you will need some working knowledge of this. It is all in the AIP and freely available via the Airservices.gov.au website.
Some examiners are quite anal about radio calls being ‘by the book’ ; others not so much just so long as you are aware of when calls are expected and what message needs to be conveyed.
Because many operators fly jets and heavy turboprops in Class G, you will need some working knowledge of this. It is all in the AIP and freely available via the Airservices.gov.au website.
Some examiners are quite anal about radio calls being ‘by the book’ ; others not so much just so long as you are aware of when calls are expected and what message needs to be conveyed.
