Ground School Exam Questions & Question Banks
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In much of what is taught on this and related subjects we rely on some simplified assumptions and basic examples of graphs of, for example, power delivered by jet engines versus speed.
This example is not one of them. The best rate of climb speed for a prop aircraft depends to a great degree on the shape of the power curves plotted, and there is no accepted definitive curve to rely on. Therefore we say that the best prop rate of climb speed is low, somewhere near Vimd.
On that basis, answer B looks right. You can't say that the ROC speed is EXACTLY 125kt, and it is certainly not anywhere near 95kt
Dick W
This example is not one of them. The best rate of climb speed for a prop aircraft depends to a great degree on the shape of the power curves plotted, and there is no accepted definitive curve to rely on. Therefore we say that the best prop rate of climb speed is low, somewhere near Vimd.
On that basis, answer B looks right. You can't say that the ROC speed is EXACTLY 125kt, and it is certainly not anywhere near 95kt
Dick W
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PROP speeds
Dick is right,
General accepted teaching theory for the JAA is:
For a prop:-
Vmp is Vx (best climb angle speed), Best En-route Endurance speed, Min ROD speed.
Vmd is Vy (best ROC speed), Best En-route Range speed, Min angle of descent (best glide range).
Pugs
General accepted teaching theory for the JAA is:
For a prop:-
Vmp is Vx (best climb angle speed), Best En-route Endurance speed, Min ROD speed.
Vmd is Vy (best ROC speed), Best En-route Range speed, Min angle of descent (best glide range).
Pugs
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Ground School Exam Questions
Hi All 
Not sure if this is the right place to post this, so apologise now if it isn't.
Have come across 2 questions today and wont get the answers confirmed for a couple of days so was wondering if anyone could tell me what they think the answers might be. Ill go hunting to get my answers as well.
Q1: An aircraft with QNH of 1010hPa set overflies a hill, elevation 1650ft, where the actual QNH is 998hPa. If the altimeter reading is 2500ft the aircraft will clear the hill by:- (assume 1hPa = 30ft).
a) 2010ft
b) 1340ft
c) 490ft
d) 850ft
Q2: An air mass is said to be absolutely unstable when the lapse rate within it:-
a) is less than DALR
b) is greater than DALR
c) lies between SALR and DALR
d) is less than SALR
Will get my answers back and post again in a minute Cheers for any help
M
Not sure if this is the right place to post this, so apologise now if it isn't.
Have come across 2 questions today and wont get the answers confirmed for a couple of days so was wondering if anyone could tell me what they think the answers might be. Ill go hunting to get my answers as well.
Q1: An aircraft with QNH of 1010hPa set overflies a hill, elevation 1650ft, where the actual QNH is 998hPa. If the altimeter reading is 2500ft the aircraft will clear the hill by:- (assume 1hPa = 30ft).
a) 2010ft
b) 1340ft
c) 490ft
d) 850ft
Q2: An air mass is said to be absolutely unstable when the lapse rate within it:-
a) is less than DALR
b) is greater than DALR
c) lies between SALR and DALR
d) is less than SALR
Will get my answers back and post again in a minute
Cheers for any help M
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I have one last one Cheers for answering, its much appreciated.
1. The diurnal variation in surface air temperature is minimized when:-
a) OVC and windy conditions exist
b) OVC and no wind exists
c) Clear skies and strong winds exist
d) Clear skies and no wind exists
Cheers for answering, its much appreciated.1. The diurnal variation in surface air temperature is minimized when:-
a) OVC and windy conditions exist
b) OVC and no wind exists
c) Clear skies and strong winds exist
d) Clear skies and no wind exists
Better red than ...
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Using the 'elimination' method you can loose the answers with 'clear skies' as these are big diurnal range conditions.
If it is windy as well you get some mixing at the surface so less chance for outbound insolation.
If it is windy as well you get some mixing at the surface so less chance for outbound insolation.
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Answer to one is C 490 ft.
1010-998 = 12mb x 30 =360ft.
2500-360=2140 ft.
2140-1650 = 490ft clearence.
remember HIGH TO LOW LOOK OUT BELOW!
1010-998 = 12mb x 30 =360ft.
2500-360=2140 ft.
2140-1650 = 490ft clearence.
remember HIGH TO LOW LOOK OUT BELOW!
Ground School Exam Questions
Can anyone please help with this altimetry question. I thought I had the correct fomula but I cannot seem to get the correct answer. Here is the question. Please give me the working out. Thanks
Given an indicated altitude of 10,000ft and an actual OAT of -20C, you set your altimeter setting to a local station setting of 29.62. If the station elevation is 2500ft what is your actual altitude?
Answer a) 9250ft b) 9550ft c) 9850ft
Cheers,
Airmiles
Given an indicated altitude of 10,000ft and an actual OAT of -20C, you set your altimeter setting to a local station setting of 29.62. If the station elevation is 2500ft what is your actual altitude?
Answer a) 9250ft b) 9550ft c) 9850ft
Cheers,
Airmiles
Flying Dutchman
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First advise: always draw the question.
I got close to B... but I had to convert into hPa
ISA deviation is -15 C which is 600ft lower than indicated altitude.
But your altimeter setting is increasing the true altitude...
Might be completely off though...
C-T
I got close to B... but I had to convert into hPa
ISA deviation is -15 C which is 600ft lower than indicated altitude.
But your altimeter setting is increasing the true altitude...
Might be completely off though...
C-T
Altimetry question
That is the right answer, but can you show me the formula you use? I thought I had the correct formula but obviously I don't.
Thanks,
Airmiles.
Thanks,
Airmiles.
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The trick to altimetry is always draw a diagram, and get as much practice as possible, doing questions over and over again.
The formula to use is 4 x (ISA dev) x per 1000ft.
Try that and remember to work out if your adding or subtracting the difference.
High to low, look out below etc etc.
dlav
The formula to use is 4 x (ISA dev) x per 1000ft.
Try that and remember to work out if your adding or subtracting the difference.
High to low, look out below etc etc.
dlav
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Ground School Exam Questions
Someone has emailed me the general questions the examiners should use for the 170A oral test on the day.
The first one on the list is: "Why is there 2 altimeters in the aircraft?" now if this was an IR exam that is fair enough, but since I am heading off for a CPL test it is surely not relavent as the CPL is a VFR flight and as such the aircraft is not required to have 2 altimeters......
Any info would be appreciated, if anyone knows!!!
Flying Spanner
The first one on the list is: "Why is there 2 altimeters in the aircraft?" now if this was an IR exam that is fair enough, but since I am heading off for a CPL test it is surely not relavent as the CPL is a VFR flight and as such the aircraft is not required to have 2 altimeters......
Any info would be appreciated, if anyone knows!!!
Flying Spanner
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there's a whole list of questions that may be asked for both CPL & IR and this is one of them......obviously not as relevant for CPL but not completely silly
have a look at appendix 3: http://www.caa.co.uk/docs/33/SRG_FCL_06_A.PDF (this is probably what you have been sent)
..and note question inaccuracies such as the words headings not tracks etc.
if nothing else just best to answer the question if it's asked so you "give a good impression"....
(answers include "redundancy / set QFE on one leave other on QNH etc. / cross-check for errors)
good luck with the test
have a look at appendix 3: http://www.caa.co.uk/docs/33/SRG_FCL_06_A.PDF (this is probably what you have been sent)
..and note question inaccuracies such as the words headings not tracks etc.
if nothing else just best to answer the question if it's asked so you "give a good impression"....
(answers include "redundancy / set QFE on one leave other on QNH etc. / cross-check for errors)
good luck with the test
Last edited by buggingout; 22nd May 2006 at 09:49.
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Ground School Exam Questions
I have two questions that I have trouble figuring out:
During an autoland the electrical system is automatically configured to provide the triple redundant power sources necessary for the three autopilots.
Does this mean that there will be a total of 3 seperate electrical power sources to the autopilots i.e. each autopilot has one individual AC supply, OR
each autopilot has an AC and DC supply to it (in effect a total of 6 power sources)??
I have two books that sort of contradict each other. One says that the C AP receives its power source during an autoland from the standby AC & DC buses (so C AP has 2 power supplies). Whereas another book says that it receives it from the hot battery bus via an inverter(C has only an AC supply).
SO.... during an autoland there are 3 independent power sources for the three autopilots but does it mean that
a) 3 power sources; each AP has 1 AC supply
b) 4 power sources; L AP = AC, C AP = DC & AC, R AP has AC
c) 6 power sources; each AP has AC and DC supply
2nd Question
Which of the follwoing is not an input into the autopilot?
a) IRS
b) altitude barometer
c) rate gyro
d) yaw damper couplers
Personally i think it is D, but doesnt the Air Data COmputer provide the AP with the altitude info?, this sort of makes answer B wrong?
Your help is greatly appreciated
Thanks,
Spelunker
During an autoland the electrical system is automatically configured to provide the triple redundant power sources necessary for the three autopilots.
Does this mean that there will be a total of 3 seperate electrical power sources to the autopilots i.e. each autopilot has one individual AC supply, OR
each autopilot has an AC and DC supply to it (in effect a total of 6 power sources)??
I have two books that sort of contradict each other. One says that the C AP receives its power source during an autoland from the standby AC & DC buses (so C AP has 2 power supplies). Whereas another book says that it receives it from the hot battery bus via an inverter(C has only an AC supply).
SO.... during an autoland there are 3 independent power sources for the three autopilots but does it mean that
a) 3 power sources; each AP has 1 AC supply
b) 4 power sources; L AP = AC, C AP = DC & AC, R AP has AC
c) 6 power sources; each AP has AC and DC supply
2nd Question
Which of the follwoing is not an input into the autopilot?
a) IRS
b) altitude barometer
c) rate gyro
d) yaw damper couplers
Personally i think it is D, but doesnt the Air Data COmputer provide the AP with the altitude info?, this sort of makes answer B wrong?
Your help is greatly appreciated
Thanks,
Spelunker
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Ground School Exam Questions
Would appreciate any help with a definition of 'Useful Load', here is the related Q:
Q. The term 'useful load' as applied to a light aircraft includes:
a. Traffic Load and usable fuel only.
b. Revenue portion of load plus usable fuel
c. Pilot(s), operating items, pax, baggage, cargo and usable fuel.
d. Revenue portion of the load only.
Thank you for your help.
Q. The term 'useful load' as applied to a light aircraft includes:
a. Traffic Load and usable fuel only.
b. Revenue portion of load plus usable fuel
c. Pilot(s), operating items, pax, baggage, cargo and usable fuel.
d. Revenue portion of the load only.
Thank you for your help.
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This is one of a short series of questions in the current CQB with answers that incorrectly suggest the useful load includes 'operational items' and I think the given answer to this is (c). The UK CAA agree with us that the marked correct answer is wrong & have corrected the UK exams so that (a) is correct. They have also advised the JAA 'experts' of their error. Does that help?