Ground School Exam Questions & Question Banks
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Which of course only applies (sensibly anyway) if you're not navigating visually. Night VFR is a lot trickier when every glance at your instruments defeats your night vision...
Still, this is a CAA exam, and they don't exactly play by the usual rules!
Still, this is a CAA exam, and they don't exactly play by the usual rules!
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questions for JAA ATPL?
Can somebody tell me ,which test preparation software is better,from aviationexam.com or from dauntless-soft.com ?
Which question base has the better coverage?
Thanks
Which question base has the better coverage?
Thanks
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Definitely aviationexam.com. They try hard to keep their database up-to-date and and to offer value for money. Dauntless just post up a database which bears a striking resemblance to an old version of aviationexam.com's, and offer no support.
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More HPL Q's - sorry chaps
Would be most grateful for some suggested answers to the below. Thank you in advance.
1. SOPS should be used for:
a) All unusual situations
b) Predictable problems
c) Novel problems
d) DODAR problems
2: The time the eye needs to adapt fully to the dark is about
a) 10 minutes
b) 5 minutes
c) 25-30 minutes
d) 10 seconds
3: A stereotypes and involuntary reaction of the organism on stimulation of receptors is called:
a) Control system
b) Reflex
c) Change of stimulation level
d) Data processing
(I can't believe this one either!)
1. SOPS should be used for:
a) All unusual situations
b) Predictable problems
c) Novel problems
d) DODAR problems
2: The time the eye needs to adapt fully to the dark is about
a) 10 minutes
b) 5 minutes
c) 25-30 minutes
d) 10 seconds
3: A stereotypes and involuntary reaction of the organism on stimulation of receptors is called:
a) Control system
b) Reflex
c) Change of stimulation level
d) Data processing
(I can't believe this one either!)
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aa - this any help?
CP and PNR
Wind component of minus means headwind.
Wind component of plus means tailwind.
CP (Point of Equal Time)
Decision point between 2 airfields from which it would take the same time to fly to either airfield.
Distance to CP (X) = DH/ (0+H).
Time to CP = X/O
X = distance to CP
D = leg distance
H = GS home
O = GS out
CP Rules, CP is independent of fuel endurance. Still air, CP is midway, CP moves into wind from still air midpoint. If wind reduces, CP towards midpoint. Inc TAS = wind reduce.
PNR (aka PSR, ROA)
Defined as that point furthest removed from departure point to which an aircraft can fly and still return to its departure point within its safe endurance.
PNR:
Distance to PNR = E x O x (H)/ (0+H)
Time to PNR: = E x (H)/ (0+H)
E = Endurance
H = TAS home
O = TAS out
PNR rules:
Max dist to PNR achieved in still air.
All wind reduces distance to PNR.
Wind Inc, dist to PNR dec. = Dec TAS
Wind Dec, dist to PNR inc = Inc TAS
Radius of Action:
E becomes Safe Endurance minus Patrol Time.
CP and PNR
Wind component of minus means headwind.
Wind component of plus means tailwind.
CP (Point of Equal Time)
Decision point between 2 airfields from which it would take the same time to fly to either airfield.
Distance to CP (X) = DH/ (0+H).
Time to CP = X/O
X = distance to CP
D = leg distance
H = GS home
O = GS out
CP Rules, CP is independent of fuel endurance. Still air, CP is midway, CP moves into wind from still air midpoint. If wind reduces, CP towards midpoint. Inc TAS = wind reduce.
PNR (aka PSR, ROA)
Defined as that point furthest removed from departure point to which an aircraft can fly and still return to its departure point within its safe endurance.
PNR:
Distance to PNR = E x O x (H)/ (0+H)
Time to PNR: = E x (H)/ (0+H)
E = Endurance
H = TAS home
O = TAS out
PNR rules:
Max dist to PNR achieved in still air.
All wind reduces distance to PNR.
Wind Inc, dist to PNR dec. = Dec TAS
Wind Dec, dist to PNR inc = Inc TAS
Radius of Action:
E becomes Safe Endurance minus Patrol Time.
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and a q for you
and a Q for you aa...
Q. You are flying from O to R, distance 3016nm, TAS 480kt. Flying outbound Q to R you calculate a headwind component of 90kt and a tailwind component of 75 kts from R to If you leave Oat 1320UTC, what is your ETA for the Point-of-Equal Time?
Time to PNR: T = E x (H)/ (0+H)
Distance to PNR = E x O x (H)/ (0+H)
CP X= DH/ (0+H).
X = distance to CP
D = leg distance
H = GS home
O = GS out
The time taken to reach the CP = X/O
a) 1752
b) 1534
c) 1821
d) 1937
Q. You are flying from O to R, distance 3016nm, TAS 480kt. Flying outbound Q to R you calculate a headwind component of 90kt and a tailwind component of 75 kts from R to If you leave Oat 1320UTC, what is your ETA for the Point-of-Equal Time?
Time to PNR: T = E x (H)/ (0+H)
Distance to PNR = E x O x (H)/ (0+H)
CP X= DH/ (0+H).
X = distance to CP
D = leg distance
H = GS home
O = GS out
The time taken to reach the CP = X/O
a) 1752
b) 1534
c) 1821
d) 1937
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Cron:
This may be a little too late, but well, better late than never.
You're asking for PNR when the question asks for CP (Point of Equal Time).
The answer is a) 1752 hours.
x=DxH/O+H
=3000x555/945
=1771.3 NM (distance to CP)
Time to CP will be:
1771.3 / 555 = 4hours 32 min.
1320+0432= 1752
This may be a little too late, but well, better late than never.
You're asking for PNR when the question asks for CP (Point of Equal Time).
The answer is a) 1752 hours.
x=DxH/O+H
=3000x555/945
=1771.3 NM (distance to CP)
Time to CP will be:
1771.3 / 555 = 4hours 32 min.
1320+0432= 1752
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Can anyone help me with these confuser questions please? The original post was deleted so forgive me if you've seen these questions elsewhere but I should have posted them here. I am currently on a PPL/ATPL course.
The Confuser’s answers are in red but I’m wondering if all the answers are right.
1. An aircraft is deemed airworthy when complying with the operational and maintenance limitations specified:
(i) in the aircraft flight manuals.
(ii) markings and placards.
(iii) in the ICAO Airworthiness Technical Manual.
Select the the correct combination answer.
A - i,and iii are correct.
B - ii and iii are correct.
C - i and ii are correct.
D - None of the above are correct.
Why doesn’t the ICAO Airworthiness Technical Manual apply?
2. The holder of a Medical Certificate issued under the authority of JAR FCL must inform the authority if s/he suffers an illness that affects her / his ability to act as a crew member:
A - in writing as soon as possible after the illness was sustained.
B - in writing if still unfit from the illness to act as a crew member when the medical expires.
C - in writing if unfit to act as a crew member for 21 days or more due to that illness.
D - in writing if unfit to act as a crew member for 10 days or more due to that illness.
I am happy this is the correct answer but why does a period of 21 days only apply to illness and not injury?
3. It is illegal for an aircraft commander without an RT licence to allow another person carried on that flight who holds an Aeronautical RT Operator's Licence to operate the aircraft radio communication equipment.
This is a statement following a question on theRadio Telephony Operator's Licence. Is this right and if so, what is the logic behind it. There is some disagreement about whether it is right or wrong.
4. In all aircraft in flight, the use of mobile telephones is:
A - restricted to local calls only, as any attempt to make a long distance or international call my jam surface network receivers.
B - not allowed, as such action may interfere with aircraft systems and is contrary to the Air Navigation Order, aircraft radio operating licence and telephone licence.
C - only permitted if used in the context of a back-up to VHF communications where reception is poor.
D - only permitted if the aircraft is equipped with non UHF transponder and GPS.
I agree with this statement but how is it that some airlines operators are talking about allowing mobile phone calls?
5. An aircraft C of A becomes invalid:
A - During the times between the completion of a Check 'A', and the time of signing for that Check 'A' by an authorised person in the technical log.
B - If the aircraft is repaired, modified and / or any of its equipment or the airframe itself is over-hauled.
C - If the fuel drains are not checked after the aircraft has been re-fuelled.
D - If the airframe hours exceed those specified in the C of A for any twelve month period.
Could ‘D’ be the answer too?
6. Minor replacements and/or repairs to an aircraft are legally permitted to be carried out by the aircraft's owner and/or operator under Regulation 16 of the Air Navigation (General) Order provided s/he holds a pilot's licence and that the aircraft MTWA is 2730kg or less and that the Certificate of Airworthiness applicable to that aircraft is in the 'Private' or 'Special' category.
Those repairs and / or replacements include:
A - replacement of unserviceable sparking plugs or landing gear tyres.
B - trimming of a damaged propeller.
C - replacement of a combined VHF comms / navigation equipment.
D - replacement of a VHF antenna.
Answer ‘A’ is correct BUT surely so is ‘D’ as according to the LAA technical leaflet which says that the replacement of VHF communications equipment, being equipment which is not combined with navigation equipment, would be legally permitted. Your thoughts…..
7. ICAO Annex 12 specifies that If observed from an aircraft in flight that another aircraft or surface craft is in distress, the appropriate action to be taken by the observing aircraft commander would be to:
A - alert the Distress and Diversion unit on 121.5 and leave the area.
B - alert the emergency services on the ATC frequency in use at that time and leave the area.
C - keep in sight the craft in distress until such time as her/his presence is no longer necessary.
D - aid search and rescue units in locating the craft in distress.
The PPL confuse says D is the correct answer but surely the answer is C as well?
Your advice as ever appreciated!
Greg
The Confuser’s answers are in red but I’m wondering if all the answers are right.
1. An aircraft is deemed airworthy when complying with the operational and maintenance limitations specified:
(i) in the aircraft flight manuals.
(ii) markings and placards.
(iii) in the ICAO Airworthiness Technical Manual.
Select the the correct combination answer.
A - i,and iii are correct.
B - ii and iii are correct.
C - i and ii are correct.
D - None of the above are correct.
Why doesn’t the ICAO Airworthiness Technical Manual apply?
2. The holder of a Medical Certificate issued under the authority of JAR FCL must inform the authority if s/he suffers an illness that affects her / his ability to act as a crew member:
A - in writing as soon as possible after the illness was sustained.
B - in writing if still unfit from the illness to act as a crew member when the medical expires.
C - in writing if unfit to act as a crew member for 21 days or more due to that illness.
D - in writing if unfit to act as a crew member for 10 days or more due to that illness.
I am happy this is the correct answer but why does a period of 21 days only apply to illness and not injury?
3. It is illegal for an aircraft commander without an RT licence to allow another person carried on that flight who holds an Aeronautical RT Operator's Licence to operate the aircraft radio communication equipment.
This is a statement following a question on theRadio Telephony Operator's Licence. Is this right and if so, what is the logic behind it. There is some disagreement about whether it is right or wrong.
4. In all aircraft in flight, the use of mobile telephones is:
A - restricted to local calls only, as any attempt to make a long distance or international call my jam surface network receivers.
B - not allowed, as such action may interfere with aircraft systems and is contrary to the Air Navigation Order, aircraft radio operating licence and telephone licence.
C - only permitted if used in the context of a back-up to VHF communications where reception is poor.
D - only permitted if the aircraft is equipped with non UHF transponder and GPS.
I agree with this statement but how is it that some airlines operators are talking about allowing mobile phone calls?
5. An aircraft C of A becomes invalid:
A - During the times between the completion of a Check 'A', and the time of signing for that Check 'A' by an authorised person in the technical log.
B - If the aircraft is repaired, modified and / or any of its equipment or the airframe itself is over-hauled.
C - If the fuel drains are not checked after the aircraft has been re-fuelled.
D - If the airframe hours exceed those specified in the C of A for any twelve month period.
Could ‘D’ be the answer too?
6. Minor replacements and/or repairs to an aircraft are legally permitted to be carried out by the aircraft's owner and/or operator under Regulation 16 of the Air Navigation (General) Order provided s/he holds a pilot's licence and that the aircraft MTWA is 2730kg or less and that the Certificate of Airworthiness applicable to that aircraft is in the 'Private' or 'Special' category.
Those repairs and / or replacements include:
A - replacement of unserviceable sparking plugs or landing gear tyres.
B - trimming of a damaged propeller.
C - replacement of a combined VHF comms / navigation equipment.
D - replacement of a VHF antenna.
Answer ‘A’ is correct BUT surely so is ‘D’ as according to the LAA technical leaflet which says that the replacement of VHF communications equipment, being equipment which is not combined with navigation equipment, would be legally permitted. Your thoughts…..
7. ICAO Annex 12 specifies that If observed from an aircraft in flight that another aircraft or surface craft is in distress, the appropriate action to be taken by the observing aircraft commander would be to:
A - alert the Distress and Diversion unit on 121.5 and leave the area.
B - alert the emergency services on the ATC frequency in use at that time and leave the area.
C - keep in sight the craft in distress until such time as her/his presence is no longer necessary.
D - aid search and rescue units in locating the craft in distress.
The PPL confuse says D is the correct answer but surely the answer is C as well?
Your advice as ever appreciated!
Greg
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Greg,
2: this doesn't imply that period of 21 days only applies to illness and not injury, the question is dealing specifically with illness. Just funny wording that seems to be plentiful in these exams.
4: they could allow it if the ANO is amended to allow it (I don't believe this has yet been done).
Not sure on the others but hope that helps on those 2 :-)
2: this doesn't imply that period of 21 days only applies to illness and not injury, the question is dealing specifically with illness. Just funny wording that seems to be plentiful in these exams.
4: they could allow it if the ANO is amended to allow it (I don't believe this has yet been done).
Not sure on the others but hope that helps on those 2 :-)
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Hi everyone, these aren't atpl questions but I am hoping someone might be able to help.
(1) Define height
(a) vertical distance of a fixed object above mean sea level
(b) vertical distance of any object above a specified datum.
(c) vertical distance of a moveable object above mean sea level
(2) Define Altitude
(a) vertical distance of a fixed object above mean sea level
(b) vertical distance of any object above a specified datum
(c) vertical distance of a moveable object above mean sea level
(3) Define Elevation
(a) vertical distance of a fixed object above mean sea level
(b) vertical distance of any object above a specified datum
(c) vertical distance of a moveable object above mean sea level
This one is probably so simple but I thick as
Q There are a total 0f 552 passengers on 3 aircraft : A,B and C. A carries 3 times as many passengers as C, B has twice as many as C. Which of these is true?
(a) there are 184 passengers on aircraft C.
(b) there are 254 passengers on aircraft A.
(c) there are 84 passengers on aircraft C
(d) there are 276 passengers on aircraft A.
(1) Define height
(a) vertical distance of a fixed object above mean sea level
(b) vertical distance of any object above a specified datum.
(c) vertical distance of a moveable object above mean sea level
(2) Define Altitude
(a) vertical distance of a fixed object above mean sea level
(b) vertical distance of any object above a specified datum
(c) vertical distance of a moveable object above mean sea level
(3) Define Elevation
(a) vertical distance of a fixed object above mean sea level
(b) vertical distance of any object above a specified datum
(c) vertical distance of a moveable object above mean sea level
This one is probably so simple but I thick as
Q There are a total 0f 552 passengers on 3 aircraft : A,B and C. A carries 3 times as many passengers as C, B has twice as many as C. Which of these is true?
(a) there are 184 passengers on aircraft C.
(b) there are 254 passengers on aircraft A.
(c) there are 84 passengers on aircraft C
(d) there are 276 passengers on aircraft A.
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kestrel,
Blech. 2c definitely. 1 and 3 I'm not certain but I'd go for 1b 3a.
last one:
A = 3*C
B = 2*C
A + B + C = 552
3*C + 2*C + C = 552
6C = 552
C = 92
B = 184
A = 276
so the answer's (d).
Blech. 2c definitely. 1 and 3 I'm not certain but I'd go for 1b 3a.
last one:
A = 3*C
B = 2*C
A + B + C = 552
3*C + 2*C + C = 552
6C = 552
C = 92
B = 184
A = 276
so the answer's (d).
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And from me too.
If anyone can help with the first question Q1 that I posted, I would be extremely grateful (the one that talks about the ICAO Airworthiness Technical Manual)
Greg
If anyone can help with the first question Q1 that I posted, I would be extremely grateful (the one that talks about the ICAO Airworthiness Technical Manual)
Greg
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well, they are not changing it. It's just you have to know that there are DALR which is 1,5/1000 feet SALR which is 3,0/1000 feet and ELR (enviromental lapse rate) which is approx 1,95/1000 feet
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You've got that the wrong way around buddy.
Dry Adiabatic Lapse Rate is 3.0 degrees C per 1000ft.
Saturated Adiabatic Lapse Rate is 1.5 degrees C per 1000ft.
Environmental Lapse Rate is 1.98 degrees C per 1000ft.
Hope it helps.
Raptor
Dry Adiabatic Lapse Rate is 3.0 degrees C per 1000ft.
Saturated Adiabatic Lapse Rate is 1.5 degrees C per 1000ft.
Environmental Lapse Rate is 1.98 degrees C per 1000ft.
Hope it helps.
Raptor
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Thanks
hi folks,
plase could anybody help me with those to Q?
The operator of an aircraft equipped with 50 seats uses standard masses for passengers and baggage. During the preparation of a scheduled flight a group of passengers present themselves at the check-in desk, it is apparent that even the lightest of these exceeds the value of the declared standard mass.
A the operator may use the standard masses for the balance but must correct these for the load calculation
B the operator may use the standard masses for the load and balance calculation without correction
C the operator should use the individual masses of the passengers or alter the standard masss
D the operator is obliged to use the actual masses of each passenger
AND
Thanks a lot
plase could anybody help me with those to Q?
The operator of an aircraft equipped with 50 seats uses standard masses for passengers and baggage. During the preparation of a scheduled flight a group of passengers present themselves at the check-in desk, it is apparent that even the lightest of these exceeds the value of the declared standard mass.
A the operator may use the standard masses for the balance but must correct these for the load calculation
B the operator may use the standard masses for the load and balance calculation without correction
C the operator should use the individual masses of the passengers or alter the standard masss
D the operator is obliged to use the actual masses of each passenger
AND
The maximum zero-fuel mass:
1- is a regulatory limitation
2- is calculated for a maximum load factor of +3.5 g
3- is due to the maximum permissible bending moment
at the wing root
4- imposes fuel dumping from the outer wings tank first
5- imposes fuel dumping from the inner wings tank first
6- can be increased by stiffening the wing
The combination of correct statements is:
1- is a regulatory limitation
2- is calculated for a maximum load factor of +3.5 g
3- is due to the maximum permissible bending moment
at the wing root
4- imposes fuel dumping from the outer wings tank first
5- imposes fuel dumping from the inner wings tank first
6- can be increased by stiffening the wing
The combination of correct statements is:
A
1, 2, 3
B
1, 3, 5
C
2, 5, 6
D 4, 2, 6Thanks a lot
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Could you tell me what answer gives the bristol one if there are such a questions? thanks
The operator of an aircraft equipped with 50 seats uses standard masses for passengers and baggage. During the preparation of a scheduled flight a group of passengers present themselves at the check-in desk, it is apparent that even the lightest of these exceeds the value of the declared standard mass.
A the operator may use the standard masses for the balance but must correct these for the load calculation
B the operator may use the standard masses for the load and balance calculation without correction
C the operator should use the individual masses of the passengers or alter the standard masss
D the operator is obliged to use the actual masses of each passenger
AND
Thanks a lot
The operator of an aircraft equipped with 50 seats uses standard masses for passengers and baggage. During the preparation of a scheduled flight a group of passengers present themselves at the check-in desk, it is apparent that even the lightest of these exceeds the value of the declared standard mass.
A the operator may use the standard masses for the balance but must correct these for the load calculation
B the operator may use the standard masses for the load and balance calculation without correction
C the operator should use the individual masses of the passengers or alter the standard masss
D the operator is obliged to use the actual masses of each passenger
AND
The maximum zero-fuel mass:
1- is a regulatory limitation
2- is calculated for a maximum load factor of +3.5 g
3- is due to the maximum permissible bending moment
at the wing root
4- imposes fuel dumping from the outer wings tank first
5- imposes fuel dumping from the inner wings tank first
6- can be increased by stiffening the wing
The combination of correct statements is:
1- is a regulatory limitation
2- is calculated for a maximum load factor of +3.5 g
3- is due to the maximum permissible bending moment
at the wing root
4- imposes fuel dumping from the outer wings tank first
5- imposes fuel dumping from the inner wings tank first
6- can be increased by stiffening the wing
The combination of correct statements is:
A
1, 2, 3
B
1, 3, 5
C
2, 5, 6
D 4, 2, 6Thanks a lot