Hardest exam?
PPruNaholic!
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Air Law - because you basically have to learn it by rote: do it first, do it now! Buy the "Confuser" as only that way does salvation lie 
The others, if you have an interest in aviation, you will find easy by comparison as they are much more interesting.. but still you need to drill yourself with the Confuser!
Hope this helps, and good luck!
Andy
The others, if you have an interest in aviation, you will find easy by comparison as they are much more interesting.. but still you need to drill yourself with the Confuser!
Hope this helps, and good luck!
Andy
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Air Law is very dull, which makes it hard to sit down and learn it, and there's a fair bit to learn for the one about how aeroplanes work (forgotten what it's called 
). Neither are too bad, but they are probably the hardest.
The one that took me the most work was Nav, but only because I had to figure out the whizz wheel. That took me a while, but after that the exam was easy. Spent a fair bit of time on Met too, but I learned a bit more that was really necessary for that one. Tried to learn enough to be happy that I could understand what the assorted Metforms tell me - promptly went and got stuck under a TAFd PROB30 TS at Shoreham, so that plan didn't work
). Neither are too bad, but they are probably the hardest. The one that took me the most work was Nav, but only because I had to figure out the whizz wheel. That took me a while, but after that the exam was easy. Spent a fair bit of time on Met too, but I learned a bit more that was really necessary for that one. Tried to learn enough to be happy that I could understand what the assorted Metforms tell me - promptly went and got stuck under a TAFd PROB30 TS at Shoreham, so that plan didn't work
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Agreed, air law is the hardest. Performance involved learning information by rote but not as much. The technical exam is very interesting (they are all are really) so, in my book, not too hard.
I was suggested elsewhere in this forum, do the confuser tests at least twice before taking the exams. The confuser is so good it is virtually cheating.
BTW, I might be a bit dense but pages 60 and 227 in the Air Law/Met Thom book do not look right to me.
I was suggested elsewhere in this forum, do the confuser tests at least twice before taking the exams. The confuser is so good it is virtually cheating.
BTW, I might be a bit dense but pages 60 and 227 in the Air Law/Met Thom book do not look right to me.
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Air Law, not just because of the content, but because most people do it so early on in their training. With just a few hours under your belt, much of the detail bears little relevance to real life flying and so is difficult to remember.
Looking back on all the exams now, if I had to sit them all again, I'd say air law would be one of the easiest because you 'use' it every time you fly (the others to a lesser extent perhaps).
Mind you, still neither know nor care what year the Chicago convention was signed in
Looking back on all the exams now, if I had to sit them all again, I'd say air law would be one of the easiest because you 'use' it every time you fly (the others to a lesser extent perhaps).
Mind you, still neither know nor care what year the Chicago convention was signed in
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Megnrose,
First of all the page 60 bit. Moving into colder denser air would make your alti under-read and not over-read? Wouldn't the air pressue be higher in cold air than in warm air as pressue is a function of density? Therefore your tendancy would be to climb on the same QNH.
The cloud one (page 227) gives a way of calculating cloud bases. However, it does not take into account the dewpoint lapse rate of 5deg/1000' which would make the DALR 2.5deg/1000' and not 3deg/1000'. I noticed this from the confuser. Got the question right in the exam too.
First of all the page 60 bit. Moving into colder denser air would make your alti under-read and not over-read? Wouldn't the air pressue be higher in cold air than in warm air as pressue is a function of density? Therefore your tendancy would be to climb on the same QNH.
The cloud one (page 227) gives a way of calculating cloud bases. However, it does not take into account the dewpoint lapse rate of 5deg/1000' which would make the DALR 2.5deg/1000' and not 3deg/1000'. I noticed this from the confuser. Got the question right in the exam too.
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Air Law is not hard - only tedious. (Come on, why do you really need to know what year the Chicago Convention was signed).
I personally found the Met exam the hardest - which surprised me because it was the one that superficially looked both the easiest and most interesting.
Mr W
I personally found the Met exam the hardest - which surprised me because it was the one that superficially looked both the easiest and most interesting.
Mr W
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Sad thing is that more than two years after taking Air Law I still know which years the Paris and Chicago conventions were signed in! All of the potentially useful stuff is long gone though... 
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High Wing Drifter
Relief here
It would seem that my copy is different to yours. The comments re flying into High Pressure however are still there, and as you say A over T. but now on P62, however I cannot see any reference to the other thing. P227 is definately just 3 cloud photos. It is the very latest issue however, with reference to the NPPL therein.
To get back to the original thread, my husband failed the Met paper first time round, back in '89
Relief here
It would seem that my copy is different to yours. The comments re flying into High Pressure however are still there, and as you say A over T. but now on P62, however I cannot see any reference to the other thing. P227 is definately just 3 cloud photos. It is the very latest issue however, with reference to the NPPL therein.
To get back to the original thread, my husband failed the Met paper first time round, back in '89
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High Wing Drifter
"Moving into colder denser air would make your alti under-read and not over-read?"
megnrose
"The comments re flying into High Pressure however are still there, and as you say A over T
Either one of you is trolling (registered yesterday, both and only posts this thread), or you need to re-read the MET book to see where you're going wrong.
"Moving into colder denser air would make your alti under-read and not over-read?"
megnrose
"The comments re flying into High Pressure however are still there, and as you say A over T
Either one of you is trolling (registered yesterday, both and only posts this thread), or you need to re-read the MET book to see where you're going wrong.
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rustle
I do not understand the term "Trolling", perhaps you could explain.
I am concerned over what I assume from your comments is a mishaprehension.
Is cold air, as I thought, denser or not. If so, I believe that as the pressure depends on density, the cold area would be a higher pressure than its surroundings. I have looked in my husbands old Birch & Bramson, which tells me that flying into a LOWER pressure area will result in a situation where one will be lower than the altimeter tells you. This I understand.
I had not looked into MY Thom book, only having had it for less than a week, untill the posting from HWD made me look.
The part I have trouble with now results from the statement in my book that it will be, if my understanding of pressure/ temp /density is correct, the other way round.
I almost wish I had not looked after reading the post originally
Please feel free to educate me if I have it wrong rustle.
I will take it up with my instructor next week anyway.
I do not understand the term "Trolling", perhaps you could explain.
I am concerned over what I assume from your comments is a mishaprehension.
Is cold air, as I thought, denser or not. If so, I believe that as the pressure depends on density, the cold area would be a higher pressure than its surroundings. I have looked in my husbands old Birch & Bramson, which tells me that flying into a LOWER pressure area will result in a situation where one will be lower than the altimeter tells you. This I understand.
I had not looked into MY Thom book, only having had it for less than a week, untill the posting from HWD made me look.
The part I have trouble with now results from the statement in my book that it will be, if my understanding of pressure/ temp /density is correct, the other way round.
I almost wish I had not looked after reading the post originally
Please feel free to educate me if I have it wrong rustle.
I will take it up with my instructor next week anyway.
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I think the hardest exam is the first one - whatever you look at.
And in the same vein, the easiest one is anyone after you buy the PPL Confuser!!! A wonderful publication....
Seriously though, Air Law is not the most exciting subject but remains a favourite for the first subject. After that it can only get better.....
Bear555
And in the same vein, the easiest one is anyone after you buy the PPL Confuser!!! A wonderful publication....
Seriously though, Air Law is not the most exciting subject but remains a favourite for the first subject. After that it can only get better.....
Bear555
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megnrose
Unreserved apologies if this is/was a genuine query
Assuming all other things equal - i.e. QNH and humidity - colder air (than ISA) will cause your altimeter to over-read and and warmer air (than ISA) will cause your altimeter to under-read.
Imagine you have a 2500' tape measure dangling from the aircraft.
Imagine also that you are at an indicated 2500' on the altimeter.
On a cold (colder than ISA) day, the tape measure will read less than 2500'
On a hot (warmer than ISA) day, the tape measure won't be long enough
Unreserved apologies if this is/was a genuine query
Assuming all other things equal - i.e. QNH and humidity - colder air (than ISA) will cause your altimeter to over-read and and warmer air (than ISA) will cause your altimeter to under-read.
Imagine you have a 2500' tape measure dangling from the aircraft.
Imagine also that you are at an indicated 2500' on the altimeter.
On a cold (colder than ISA) day, the tape measure will read less than 2500'
On a hot (warmer than ISA) day, the tape measure won't be long enough
Why do it if it's not fun?
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Megnrose,
You are half right. Cold air is denser. And density/pressure are related. But not the way you are relating them.
Pressure is simply a matter of the weight of the air above you. At surface level, your altimeter will always read correctly if you have the correct QNH set. As you go up, there is less air above you, so the pressure decreases. In "standard" air, it decreases at a "standard" rate.
In cold air, because the air is more dense, it's all squashed into a smaller space. So, as you go up, the weight of the air above you decreases faster than the standard rate - in other words, the pressure is lower than in standard air.
The phrase to remember is "when moving from high to low, watch out below" - that phrase works for both pressure and temperature.
FFF
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PS - A troll is someone who posts messages which are purely intended to cause arguments.
You are half right. Cold air is denser. And density/pressure are related. But not the way you are relating them.
Pressure is simply a matter of the weight of the air above you. At surface level, your altimeter will always read correctly if you have the correct QNH set. As you go up, there is less air above you, so the pressure decreases. In "standard" air, it decreases at a "standard" rate.
In cold air, because the air is more dense, it's all squashed into a smaller space. So, as you go up, the weight of the air above you decreases faster than the standard rate - in other words, the pressure is lower than in standard air.
The phrase to remember is "when moving from high to low, watch out below" - that phrase works for both pressure and temperature.
FFF
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PS - A troll is someone who posts messages which are purely intended to cause arguments.
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This whole argument really sums up the PPL exams. There is a whole lot of stuff in there which is interesting, and would be good to know, but is not really essential.
Rather than remember 'high to low - watch out below', I tend to work on more practical stuff such as: 'set the proper QNH, plan your route (height) properly and you won't hit anything'. Point being, you don't REALLY need to understand the mechanics of it all at the PPL level, at least. Same is true of a lot of the other Meteorology stuff, although I admit it is interesting if you WANT to understand it. Buy's Ballot's law (tailwind = low pressure to your left) is another one that's interesting but completley useless for most PPL's in the UK.
Pass the exams, forget 50% of the content and you should find the stuff you need to remember sticks automatically because you'll use it regularly.
When I get in the situation where I'm lost, flying over mountains, inadvertantly in IMC with a radio failure, I'll quite happily admit to being wrong.
Rather than remember 'high to low - watch out below', I tend to work on more practical stuff such as: 'set the proper QNH, plan your route (height) properly and you won't hit anything'. Point being, you don't REALLY need to understand the mechanics of it all at the PPL level, at least. Same is true of a lot of the other Meteorology stuff, although I admit it is interesting if you WANT to understand it. Buy's Ballot's law (tailwind = low pressure to your left) is another one that's interesting but completley useless for most PPL's in the UK.
Pass the exams, forget 50% of the content and you should find the stuff you need to remember sticks automatically because you'll use it regularly.
When I get in the situation where I'm lost, flying over mountains, inadvertantly in IMC with a radio failure, I'll quite happily admit to being wrong.
Why do it if it's not fun?
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Knobby,
I believe there are places in the world where this is very relevant. In very cold conditions, when doing an instrument approach, it may be necessary to adjust your decision height or minimum descent height to take the temperature into account. Otherwise your indicated 200' can become considerably less.
It's been a little while since I learnt this, but if I remember correctly it's 4% for every 10 degrees below ISA - so if the outside temperature at sea-level is -35, you need to take 20% off your indicated altutude. That means you're at 160', not your indicated 200'. Which could make the difference between making an early impact with the ground or not. (I'm sure someone will correct me if I've remembered the forumula incorrectly.)
However, I will grant you that although some airlines who fly into cold airports include this in their standard operating procedures, it's not very relevant to the average British PPL
FFF
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I believe there are places in the world where this is very relevant. In very cold conditions, when doing an instrument approach, it may be necessary to adjust your decision height or minimum descent height to take the temperature into account. Otherwise your indicated 200' can become considerably less.
It's been a little while since I learnt this, but if I remember correctly it's 4% for every 10 degrees below ISA - so if the outside temperature at sea-level is -35, you need to take 20% off your indicated altutude. That means you're at 160', not your indicated 200'. Which could make the difference between making an early impact with the ground or not. (I'm sure someone will correct me if I've remembered the forumula incorrectly.)
However, I will grant you that although some airlines who fly into cold airports include this in their standard operating procedures, it's not very relevant to the average British PPL
FFF
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