Ground School Exam Questions & Question Banks
Join Date: Sep 2006
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Hi, i agree with your answer, with only a starboard drift of 3 degrees, cant see how they get the answer they do.
Is that the whole question, is there not a variation you need to take into account with hdg given in magnetic or something??
Maybe its just a typo,
good luck
Is that the whole question, is there not a variation you need to take into account with hdg given in magnetic or something??
Maybe its just a typo,
good luck
Join Date: Aug 2004
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The formula I was taught during POF was:
Radius = Vsquared
G x Tan angle of bank
Given that G=10
Firstly you need to convert your TAS into m/s. For some people they like to work it out step by step, i.e 300 x1852 to get it in meters per hr which will give you 555600, divided by 60 to give you meters per minute which will give you 9260, divided by 60 again to give you m/s which will be 154.3.
Or you can use tas x .514= m/s which in this case is 300 x .514= 154.2
What ever floats your boat really!!
So that will give us:
154.3squared
10 x Tan 45
Which gives me an answer of 2,380.849 or 2,381m
Hope this of was some help!
Worked for me during POF and got me through the exams!
Radius = Vsquared
G x Tan angle of bank
Given that G=10
Firstly you need to convert your TAS into m/s. For some people they like to work it out step by step, i.e 300 x1852 to get it in meters per hr which will give you 555600, divided by 60 to give you meters per minute which will give you 9260, divided by 60 again to give you m/s which will be 154.3.
Or you can use tas x .514= m/s which in this case is 300 x .514= 154.2
What ever floats your boat really!!
So that will give us:
154.3squared
10 x Tan 45
Which gives me an answer of 2,380.849 or 2,381m
Hope this of was some help!
Worked for me during POF and got me through the exams!
Join Date: Jan 2006
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Wind trigonometrically
For your peace of mind:
cos 3 = B/101 => B=100.86, so C=122-B = 21.14
sin 3 = D/101 => D=5.2859
tan a = D/C = 0.25 => a=14.04 degrees
D^2+C^2=A^2, so A=21.789
therefore wind direction is 138-14.04=124 degrees; wind speed=22 knots
Regards
AB
cos 3 = B/101 => B=100.86, so C=122-B = 21.14
sin 3 = D/101 => D=5.2859
tan a = D/C = 0.25 => a=14.04 degrees
D^2+C^2=A^2, so A=21.789
therefore wind direction is 138-14.04=124 degrees; wind speed=22 knots
Regards
AB
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Online atpl question banks?
Hi,
What are the best online question banks to use to study for the atpls? And whats the general consensus here when it comes to studying for the atpls - ie. when you studied for your atpls did you go through the books making notes and memorising important parts, or did you spend more time going through exam question banks and learning from the answers?
Cheers,
Mark
What are the best online question banks to use to study for the atpls? And whats the general consensus here when it comes to studying for the atpls - ie. when you studied for your atpls did you go through the books making notes and memorising important parts, or did you spend more time going through exam question banks and learning from the answers?
Cheers,
Mark
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Hi there, I have recently finished the ground school. I found for me the best way of revising was to read through the notes, highlite important bits, then batter the on-line feed back from Bristol Ground School(www.bristol.gs).
If a question came up that I was unsure of, then refer to the notes for the answer, Im sure everyone has there own way of learning, but this worked for me.
Also Bristols feed back questions are word for word what you will see in the exams, certainly for law, r nav, and comms, I had not used it prior to this for the 1st lot of exams so cant comment.
Definately worth the investment, sure others will agree!!
If a question came up that I was unsure of, then refer to the notes for the answer, Im sure everyone has there own way of learning, but this worked for me.
Also Bristols feed back questions are word for word what you will see in the exams, certainly for law, r nav, and comms, I had not used it prior to this for the 1st lot of exams so cant comment.
Definately worth the investment, sure others will agree!!
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Casa Atpl Performance Questions
Hey all, couple of quick questions, with regard to a few performance questions that stumped me
all help is welcomed
1. "climbing at a fixed Mach number in the troposhere, has what affect on IAS, and TAS?"
a) IAS decreases, TAS rises
b) IAS decreases, TAS decreases
c) IAS increases, TAS increases
d) IAS no change, TAS decreases
e) IAS increases, TAS no change
answer was b) I understand that the IAS will obviously decrease, but don't know why TAS does...
also if a Mach number is the ratio of TAS/speed of sound? then why does the speed of sound decrease with altitude??
and do this relationship change once you get into tropopause/stratosphere??
2. "A rise in static air temperature during a constant pressure altitude, constant IAS cruise has what effect on Mach number, TAS and SAR?
a) Mach number increase, TAS decrease, SAR decrease
b) Mach number decrease, TAS decrease, SAR increase
c) Mach number increase, TAS decrease,SAR increase
d) Mach number unchanged, TAS decrease, SAR decrease
Answer is d).
This to me makes no sense. Static air temp, i'm told is just OAT, and my understanding is that temp wouldn't effect IAS, but would effect TAS, as a increase in temp, is effectively an increase in density alt, and thus would increase TAS... and again if a Mach number is TAS/speed of sound then what effect does temp have on the speed of sound!! as an increase in TAS would increase Mach at a constant speed of sound... and a decrease in TAS would also lead to a proportional decrease to your SAR, at a constant fuel flow, which i guess we could assume..?
any ways, i'm probably miles off but if anyone could please point me in the right direction
cheers swanie
all help is welcomed
1. "climbing at a fixed Mach number in the troposhere, has what affect on IAS, and TAS?"
a) IAS decreases, TAS rises
b) IAS decreases, TAS decreases
c) IAS increases, TAS increases
d) IAS no change, TAS decreases
e) IAS increases, TAS no change
answer was b) I understand that the IAS will obviously decrease, but don't know why TAS does...
also if a Mach number is the ratio of TAS/speed of sound? then why does the speed of sound decrease with altitude??
and do this relationship change once you get into tropopause/stratosphere??
2. "A rise in static air temperature during a constant pressure altitude, constant IAS cruise has what effect on Mach number, TAS and SAR?
a) Mach number increase, TAS decrease, SAR decrease
b) Mach number decrease, TAS decrease, SAR increase
c) Mach number increase, TAS decrease,SAR increase
d) Mach number unchanged, TAS decrease, SAR decrease
Answer is d).
This to me makes no sense. Static air temp, i'm told is just OAT, and my understanding is that temp wouldn't effect IAS, but would effect TAS, as a increase in temp, is effectively an increase in density alt, and thus would increase TAS... and again if a Mach number is TAS/speed of sound then what effect does temp have on the speed of sound!! as an increase in TAS would increase Mach at a constant speed of sound...
and a decrease in TAS would also lead to a proportional decrease to your SAR, at a constant fuel flow, which i guess we could assume..?any ways, i'm probably miles off but if anyone could please point me in the right direction
cheers swanie
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The only thing that effects speed of sound is temperatue..
to calc speed of sound.. 38.94x Square root of the temp in Kelvin.
at sea level 38.94xSqRt (273+15)= 661Kts speed of sound,the plus 15 is ISA
at 35000' ISA temp is -55, therefore the same calc as above..
38.94xSqRt (273-55)=575 Kts speed of sound
Generally as you climb, temp decreases, so therefore so does the local speed of sound.. which is the formula you are using TAS/LSS..if LSS is decreasing so must TAS to keep MNo. a constant..
Hope all that helps!!
to calc speed of sound.. 38.94x Square root of the temp in Kelvin.
at sea level 38.94xSqRt (273+15)= 661Kts speed of sound,the plus 15 is ISA
at 35000' ISA temp is -55, therefore the same calc as above..
38.94xSqRt (273-55)=575 Kts speed of sound
Generally as you climb, temp decreases, so therefore so does the local speed of sound.. which is the formula you are using TAS/LSS..if LSS is decreasing so must TAS to keep MNo. a constant..
Hope all that helps!!
Last edited by bobster1; 6th May 2007 at 15:55.
Join Date: Mar 2006
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Anyone used this ATPL Question Bank???
Hi,
I'm just embarking on my ATPL using Bristol's distance learning course. I was aimlessly searching websites for info and i came accross this:
http://www.dauntless-soft.com/produc...undschoolATPL/
This is a question bank for the ATPL tests and is reasonably priced with lifetime updates. I know that Bristol have a question bank that everyone seems to think is great but wondered if anyone had any experience with this one. It appeals as it is cheaper and has updates for life!
I think that i will use the Bristol test bank for the final test practice but to have one now that i can use whilst i am going through the course would be great (without having to pay every three months).
Also, I live in the US and was wondering where everyone gets there CRP-5 flight computers from, I've seen a few websites but was curious to see if there is a cheaper place etc etc. (Also if anyone is looking to sell a good quality one, please PM me).
Any info on the question bank or computers would be much appreciated.
Jez
I'm just embarking on my ATPL using Bristol's distance learning course. I was aimlessly searching websites for info and i came accross this:
http://www.dauntless-soft.com/produc...undschoolATPL/
This is a question bank for the ATPL tests and is reasonably priced with lifetime updates. I know that Bristol have a question bank that everyone seems to think is great but wondered if anyone had any experience with this one. It appeals as it is cheaper and has updates for life!
I think that i will use the Bristol test bank for the final test practice but to have one now that i can use whilst i am going through the course would be great (without having to pay every three months).
Also, I live in the US and was wondering where everyone gets there CRP-5 flight computers from, I've seen a few websites but was curious to see if there is a cheaper place etc etc. (Also if anyone is looking to sell a good quality one, please PM me).
Any info on the question bank or computers would be much appreciated.
Jez
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This lot are good for the FAA stuff but the JAA stuff is very ie a week old so it is unlikey that anyone can answer your question.
Try it yourself and let us all know how you got on.
Try it yourself and let us all know how you got on.
Join Date: Apr 2000
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Sorry, quite a few HPL Qs
Would be most grateful for indications as to the correct answers to the below - my notes seem to be a bit shabby in these areas.. Thank you for your help in advance.
1. Human behaviour is determined by:
a) Biological characteristics, social environment and cultural influences
b) Biological characteristics
c) Social environment
d) Cultural influences
2. Which of the following characteristics form part of decision making on the flight deck?
a) A good decision depends on analysis of the situation
b) A decision is only valid in a defined and delimited time
c) A good decision can always be reversed if its result does not come up to expectations
d) A group decision must always be established prior to action
3. Select the most correct statement about human error:
a) To minimise human error one must first understand its nature
b) The definition of human error, as used to improve aviation safety, can put the blame on the individuals
c) Human error can be eliminated
d) The skilled pilot will not make human errors
4. When in the cruise at night, the crew should
a) increase vigilance by switching off non-essential instruments
b) increase vigilance by turning up the cockpit lighting
c) reduce tiredness by turning down the cockpit lighting
d) increase vigilance by increasing instrument lighting
5. What should a pilot do if he has no information about the dimensions of the runway and the condition of the terrain underneath the approach? He should
a) Make an instrument approach and be aware of the illusory effects that can be induced
b) Be aware that approaches over downsloping terrain will make him believe that he is higher than actual
c) Make a visual approach and call the tower for assistance
D) Be aware that approaches over water always make the pilot feel that he is lower than actual height
1. Human behaviour is determined by:
a) Biological characteristics, social environment and cultural influences
b) Biological characteristics
c) Social environment
d) Cultural influences
2. Which of the following characteristics form part of decision making on the flight deck?
a) A good decision depends on analysis of the situation
b) A decision is only valid in a defined and delimited time
c) A good decision can always be reversed if its result does not come up to expectations
d) A group decision must always be established prior to action
3. Select the most correct statement about human error:
a) To minimise human error one must first understand its nature
b) The definition of human error, as used to improve aviation safety, can put the blame on the individuals
c) Human error can be eliminated
d) The skilled pilot will not make human errors
4. When in the cruise at night, the crew should
a) increase vigilance by switching off non-essential instruments
b) increase vigilance by turning up the cockpit lighting
c) reduce tiredness by turning down the cockpit lighting
d) increase vigilance by increasing instrument lighting
5. What should a pilot do if he has no information about the dimensions of the runway and the condition of the terrain underneath the approach? He should
a) Make an instrument approach and be aware of the illusory effects that can be induced
b) Be aware that approaches over downsloping terrain will make him believe that he is higher than actual
c) Make a visual approach and call the tower for assistance
D) Be aware that approaches over water always make the pilot feel that he is lower than actual height
BestAviation.net
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Let's see ... these are what I believe to be the right answers. Hope it's of any help...
1. Human behaviour is determined by:
a) Biological characteristics, social environment and cultural influences
Why?
Biological characteristics - genes, etc... behaviour dissorders...
Social environment - yup; we're all victims of our surroundings
Cultural influencese - Most definetly....
2. Which of the following characteristics form part of decision making on the flight deck?
a) A good decision depends on analysis of the situation
Why?
How can you make a decision if you have no information or you are unable to read the information provided to you correctly
b) is false - there is nothing wrong in taking time (if you have it) to analyse the situation properly before making a decision (irrational decisions, particularly in "times of crises" are mainly based on total lack of situational analysis)
c) is false - you can't unscramble an egg if you decide not to make omlets after all....but that doesn't make it a bad decision (what if you're allergic to eggs?)
d) is false - hence why our politicians never get anything done....
3. Select the most correct statement about human error:
a) To minimise human error one must first understand its nature
Why?
Like anything in aviation; someone has to screw it up before a change is made to improve safety. Spend an evening watching Air Disasters on Nationcal Geographics channel and you will learn allot about why some things are they way they are today (and some of the crazy errors made)
b) is false - even though it's easy to scream pilot error when something goes wrong
c) is false - the only way to remove human error completely is to remove all humans....let's hope that never happens
d) is false - pilots are unfortunately the last liability in aviation
4. When in the cruise at night, the crew should
a) increase vigilance by switching off non-essential instruments
Why?
A wild guess....this is the one I would choose anyways. I wouldn't dim the lights further...and I don't think I would want to ruin my night vision with blinding lights in the cockpit.
5. What should a pilot do if he has no information about the dimensions of the runway and the condition of the terrain underneath the approach? He should
a) Make an instrument approach and be aware of the illusory effects that can be induced
Why?
Makes sense - follow your instruments. . .it's easier than looking outside if you're not sure what you're looking for. This is the most logical answer.
Have you noticed that the answer to all your questions were A) ????
just my two cents....
1. Human behaviour is determined by:
a) Biological characteristics, social environment and cultural influences
Why?
Biological characteristics - genes, etc... behaviour dissorders...
Social environment - yup; we're all victims of our surroundings
Cultural influencese - Most definetly....
2. Which of the following characteristics form part of decision making on the flight deck?
a) A good decision depends on analysis of the situation
Why?
How can you make a decision if you have no information or you are unable to read the information provided to you correctly
b) is false - there is nothing wrong in taking time (if you have it) to analyse the situation properly before making a decision (irrational decisions, particularly in "times of crises" are mainly based on total lack of situational analysis)
c) is false - you can't unscramble an egg if you decide not to make omlets after all....but that doesn't make it a bad decision (what if you're allergic to eggs?)
d) is false - hence why our politicians never get anything done....
3. Select the most correct statement about human error:
a) To minimise human error one must first understand its nature
Why?
Like anything in aviation; someone has to screw it up before a change is made to improve safety. Spend an evening watching Air Disasters on Nationcal Geographics channel and you will learn allot about why some things are they way they are today (and some of the crazy errors made)
b) is false - even though it's easy to scream pilot error when something goes wrong
c) is false - the only way to remove human error completely is to remove all humans....let's hope that never happens
d) is false - pilots are unfortunately the last liability in aviation
4. When in the cruise at night, the crew should
a) increase vigilance by switching off non-essential instruments
Why?
A wild guess....this is the one I would choose anyways. I wouldn't dim the lights further...and I don't think I would want to ruin my night vision with blinding lights in the cockpit.
5. What should a pilot do if he has no information about the dimensions of the runway and the condition of the terrain underneath the approach? He should
a) Make an instrument approach and be aware of the illusory effects that can be induced
Why?
Makes sense - follow your instruments. . .it's easier than looking outside if you're not sure what you're looking for. This is the most logical answer.
Have you noticed that the answer to all your questions were A) ????
just my two cents....
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Another HPL Q
Would be most grateful for the answer to this, (Thanks in advance for hep).
Q. When in the cruise at night, the crew should
a) increase vigilance by switching off non-essential instruments
b) increase vigilance by turning up the cockpit lighting
c) reduce tiredness by turning down the cockpit lighting
d) increase vigilance by increasing instrument lighting
Q. When in the cruise at night, the crew should
a) increase vigilance by switching off non-essential instruments
b) increase vigilance by turning up the cockpit lighting
c) reduce tiredness by turning down the cockpit lighting
d) increase vigilance by increasing instrument lighting
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hey cron
correct me if im wrong but i understand that at night during the cruise and low workloads , one should increase the cockpit lighting to stay alert and therefore increase vigilance.
good luck
correct me if im wrong but i understand that at night during the cruise and low workloads , one should increase the cockpit lighting to stay alert and therefore increase vigilance.
good luck