Ground School Exam Questions & Question Banks
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GNav Question / Brush Up Course
GNav PET Q.
1.pls help am re sitting my Gnav after takin in July 05 had about 5 lengthy PSR questions all with CRP 5 wind velocity calculations necessary .
In school notes never had to work out headwind/tailwind - from a given wind velcity.
In exam this was asked many times.
If CRP5 calculation creates for example a 50knot headwd- is this simply the opposite for the opposite direction. This had me flummexed(spell chk) in exam room as got confused abt TAS on return . Can anyone help. Hope I explained ok .
2.brush Up -which school?Also am thinking of going to Oxford for 2week brush up after having done full course from another school - any comments / feedback appreciated
1.pls help am re sitting my Gnav after takin in July 05 had about 5 lengthy PSR questions all with CRP 5 wind velocity calculations necessary .
In school notes never had to work out headwind/tailwind - from a given wind velcity.
In exam this was asked many times.
If CRP5 calculation creates for example a 50knot headwd- is this simply the opposite for the opposite direction. This had me flummexed(spell chk) in exam room as got confused abt TAS on return . Can anyone help. Hope I explained ok .
2.brush Up -which school?Also am thinking of going to Oxford for 2week brush up after having done full course from another school - any comments / feedback appreciated
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Hi A320sRcool
Firstly what I did is always work out the head and tailwind. Easy enough because all you have to do is turn the wind wheel around so you see the reciprocal of your outbound heading. Of course taking into account drift angle, variation and deviation if need be (it seems that usually you get given the true heading, at least in my exam it was always true heading so no worries.)
Remember that there are only so many ways they can ask the same thing, they can change the numbers to try and confuse you but that's about it. If you make it a habit to always check head- and tailwind then that makes one less opportunity for the examiner to catch you napping.
Secondly sign up for Bristol Groundschool's online database. Excellent value for money and it will really help you practise those kind of questions.
Good luck!
Firstly what I did is always work out the head and tailwind. Easy enough because all you have to do is turn the wind wheel around so you see the reciprocal of your outbound heading. Of course taking into account drift angle, variation and deviation if need be (it seems that usually you get given the true heading, at least in my exam it was always true heading so no worries.)
Remember that there are only so many ways they can ask the same thing, they can change the numbers to try and confuse you but that's about it. If you make it a habit to always check head- and tailwind then that makes one less opportunity for the examiner to catch you napping.
Secondly sign up for Bristol Groundschool's online database. Excellent value for money and it will really help you practise those kind of questions.
Good luck!
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Hi,
If, from a W/V problem you obtain a 50kt headwind component, this will *not* automatically turn into a 50kt tailwind component.
Let me do an example.
TAS 400 Knots
HDG 090 (T)
W/V 060 / 40 Knots
Safe Endurance: 7 Hours
What would the distance to the Point of Safe Return (PSR) be?
So: PSR = ( Ground Speed Home * Safe Endurance ) / ( Ground Speed Home + Ground Speed Out )
Firstly we will need to find out the Groundspeed Out and Groundspeed Home. We'll need the CRP-5 for this.
Put the central blue dot over the TAS of 400 knots. Then under the Index put 060. Mark 40 knots down from 400, so that'll be a mark on 360 knots. This is the W/V done.
Now rotate the wheel so that 090 is under the Index. This will give you the drift so we should have 3 degree starboard drift, the heading will thus be 087 degrees and the groundspeed will be 365 knots.
To obtain the groundspeed home:
The track home would be 270, this will give us 3 degrees of port drift and thus the heading will be 273 degrees. The groundspeed will be 433 (not much of a difference in this example).
Groundspeed Out: 365
Groundspeed Home: 433
PSR = ( 433 * 7 ) / ( 365 + 433 ) = 3031 / 798 = 3.798245614
For the distance would be 3.798245614 hours * 365 Knots GS
PSR = 1386.36nm
I would second subscribing to the Bristol Online Quesiton bank. Fantastic value for money.
Best wishes,
Charlie Zulu.
If, from a W/V problem you obtain a 50kt headwind component, this will *not* automatically turn into a 50kt tailwind component.
Let me do an example.
TAS 400 Knots
HDG 090 (T)
W/V 060 / 40 Knots
Safe Endurance: 7 Hours
What would the distance to the Point of Safe Return (PSR) be?
So: PSR = ( Ground Speed Home * Safe Endurance ) / ( Ground Speed Home + Ground Speed Out )
Firstly we will need to find out the Groundspeed Out and Groundspeed Home. We'll need the CRP-5 for this.
Put the central blue dot over the TAS of 400 knots. Then under the Index put 060. Mark 40 knots down from 400, so that'll be a mark on 360 knots. This is the W/V done.
Now rotate the wheel so that 090 is under the Index. This will give you the drift so we should have 3 degree starboard drift, the heading will thus be 087 degrees and the groundspeed will be 365 knots.
To obtain the groundspeed home:
The track home would be 270, this will give us 3 degrees of port drift and thus the heading will be 273 degrees. The groundspeed will be 433 (not much of a difference in this example).
Groundspeed Out: 365
Groundspeed Home: 433
PSR = ( 433 * 7 ) / ( 365 + 433 ) = 3031 / 798 = 3.798245614
For the distance would be 3.798245614 hours * 365 Knots GS
PSR = 1386.36nm
I would second subscribing to the Bristol Online Quesiton bank. Fantastic value for money.
Best wishes,
Charlie Zulu.
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"Now rotate the wheel so that 090 is under the Index. This will give you the drift so we should have 3 degree starboard drift, the heading will thus be 087 degrees and the groundspeed will be 365 knots."
I assume that you mean true track?
If you already know the true track you can use your calculator to solve the problem. It's very convenient for some other type of questions as well, as below.
Take the angle difference between the wind direction and your tail/headwind (take the one they ask for). Use cos on that angle and multiply the value you get by the actual wind. Voila!
Example:
You are to land on runway 22 and your wind is 290/20 (magnetic). What is your headwind component?
290 - 220 = 70 degrees
cos(70) = 0,34202
20 knots * 0,34202 = 6.84 knots
I assume that you mean true track?
If you already know the true track you can use your calculator to solve the problem. It's very convenient for some other type of questions as well, as below.
Take the angle difference between the wind direction and your tail/headwind (take the one they ask for). Use cos on that angle and multiply the value you get by the actual wind. Voila!
Example:
You are to land on runway 22 and your wind is 290/20 (magnetic). What is your headwind component?
290 - 220 = 70 degrees
cos(70) = 0,34202
20 knots * 0,34202 = 6.84 knots
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Yup I kept it all true tracks / headings in the example above to keep it simple.
Of course when dealing with runway crosswinds / headwinds one can use a calculator (I did in the exam and its MUCH quicker).
Headwind is a function of cos (cos 0 degrees is 1).
Crosswind is a function of sin (sin 90 degrees is 1).
eg.
Crosswind = Wind speed * sin 70 degrees difference
Headwind = Wind speed * cos 70 degrees difference
Of course when dealing with runway crosswinds / headwinds one can use a calculator (I did in the exam and its MUCH quicker).
Headwind is a function of cos (cos 0 degrees is 1).
Crosswind is a function of sin (sin 90 degrees is 1).
eg.
Crosswind = Wind speed * sin 70 degrees difference
Headwind = Wind speed * cos 70 degrees difference
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Is ATPL question bank useful for CPL exams?
I'm currently doing the CPL(A) distance learning course. From my notes it seems most of it is similar to the ATPL but with various parts of subjects removed. I wondered therefore if subscribing to the BGS question bank would be useful or are different questions banks supplied for the CPL?
Any assistance would be much appreciated
Ossie
Any assistance would be much appreciated
Ossie
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Yes without a doubt make very full use of it!!!! Although I did not complete my exams with Bristol, I used there databank and gained all 14 first time no probs...
Don't use it as a sole source for learning though, use it to check your knowledge and understanding and to get used to the style of question..
Snuggsy
Don't use it as a sole source for learning though, use it to check your knowledge and understanding and to get used to the style of question..
Snuggsy
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Each time you log onto the BGS Online Question Bank a menu appears with the following options:
ATPL(A)
ATPL(H)
CPL(A)
CPL(H)
ATPL(H) to ATPL(A)
So yes it probably is worth while for the CPL(A) question bank. However I am unsure of its suitability as I've only used the ATPL(A) databank.
In regards to the quesiton bank in terms of ATPL(A) questions, it seems to be pretty good, especially for Meteorology, General Navigation and Instruments.
However as the previous poster states, do not use it as sole reference to study. Study from your books and use the question bank only as a guide and also to get used to the style of questions that the JAA give you.
One thing to note though is that all questions in the databank are 1 mark each. In the real exams some questions will be weighted to 2 or even 3 marks per question (I noticed one 3 marker in Met this month), the weighted ones will probably happen to be the more difficult or time consuming questions as well.
ATPL(A)
ATPL(H)
CPL(A)
CPL(H)
ATPL(H) to ATPL(A)
So yes it probably is worth while for the CPL(A) question bank. However I am unsure of its suitability as I've only used the ATPL(A) databank.
In regards to the quesiton bank in terms of ATPL(A) questions, it seems to be pretty good, especially for Meteorology, General Navigation and Instruments.
However as the previous poster states, do not use it as sole reference to study. Study from your books and use the question bank only as a guide and also to get used to the style of questions that the JAA give you.
One thing to note though is that all questions in the databank are 1 mark each. In the real exams some questions will be weighted to 2 or even 3 marks per question (I noticed one 3 marker in Met this month), the weighted ones will probably happen to be the more difficult or time consuming questions as well.
Jet Blast Rat
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A320
I think you need to think more about what you are trying to achieve, rather than mechanically following the steps you have been shown.
I suspect you have been shown many examples in school, all of which have given you a wind component. You seem to have forgotten that you don't, in fact, need to calculate the wind component at all. You are using it to find the groundspeed, but if you are given a wind, a TAS and a track then you find the groundspeed directly from the CRP-5. The groundspeeds out and home need to be found for PSR, but as pointed out above the track home is the reciprocal of the outbound track.
Considering winds, remember that wind components on reciprocal tracks are never the same magnitude unless the wind is straight down the track. You will always lay off drift by turning into wind, increasing any headwind component, reducing any tailwind component. If the wind is at right angles to track the wind component is headwind either way!
I think you need to think more about what you are trying to achieve, rather than mechanically following the steps you have been shown.
I suspect you have been shown many examples in school, all of which have given you a wind component. You seem to have forgotten that you don't, in fact, need to calculate the wind component at all. You are using it to find the groundspeed, but if you are given a wind, a TAS and a track then you find the groundspeed directly from the CRP-5. The groundspeeds out and home need to be found for PSR, but as pointed out above the track home is the reciprocal of the outbound track.
Considering winds, remember that wind components on reciprocal tracks are never the same magnitude unless the wind is straight down the track. You will always lay off drift by turning into wind, increasing any headwind component, reducing any tailwind component. If the wind is at right angles to track the wind component is headwind either way!
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You are used to the question giving the difference between TAS and G/S as a wind component. This wind component is simply added to or subtracted from the TAS to find the groundspeed. This is rather a simplification of the issue, to reduce the complexity of the question.
In this example the wind component is not given. Instead you are given wind direction and speed and the desired track to fly outbound. Obviously for a PSR the return track must be the reciprocal of the outbound track.
In this case to calculate the groundspeed, instead of just adding or subtracting a given component you need to work on the CRP-5, the vector-calculator side. All instructions assume you use the wind-down method.
1. Place a wind mark (turn the wind direction to the "True Heading" arrow, count down from the centre bug by the wind speed and place a small cross)
2. Place the centre bug on the TAS
3. Turn the outbound track to the "True Heading" arrow - note this is only an approximate heading as it is the required track.
4. Find the drift under the wind cross.
5. Turn the track (towards the wind cross for the first turn) until the track sits against the drift on the drift ark at the top corresponding to the drift under the wind cross.
6. Check the drift under the wind cross, and repeat step 5 and this step if required.
7. Read the groundspeed under the wind cross
Note this groundspeed as "O", the outbound G/S.
Repeat steps 3 to 7 using the return track, note the groundspeed as "H", the homebound groundspeed.
Use O and H in the PSR formula.
Notice that with any crosswind component the difference between groundspeed and TAS is not the same on reciprocal tracks, i.e. the wind components are not the same but negative as they so often are on exam questions.
For example, imagine a tailwind, not a direct tailwind but a tailwind from the left, on the outbound leg. The aircraft would be heading left of track to account for drift, reducing the tailwind component. Reversing track the wind is a headwind from the right. The aircraft would be turned a little right to account for drift, increasing the headwind component. Therefore any headwind component will always be greater than the tailwind component on a reciprocal track, unless the wind is straight down the track when they are equal.
Try this example (from the JAA question bank):
Wind 045š/50kts
Track 090š out (so 270š home)
TAS 180 kts
How far can you go out and return within 1 hour?
Find groundspeeds, use the PSR formula with an endurance of 1 hour.
You should find groundspeeds of about 141 kts out, 212 kts home (within 1 kt) and a distance of 85 nm (within 1 nm).
Send Clowns
Gen Nav
BCFT
P.S. Although we can offer the brush up too, I can recommend Steve as a good bloke to get help through.
In this example the wind component is not given. Instead you are given wind direction and speed and the desired track to fly outbound. Obviously for a PSR the return track must be the reciprocal of the outbound track.
In this case to calculate the groundspeed, instead of just adding or subtracting a given component you need to work on the CRP-5, the vector-calculator side. All instructions assume you use the wind-down method.
1. Place a wind mark (turn the wind direction to the "True Heading" arrow, count down from the centre bug by the wind speed and place a small cross)
2. Place the centre bug on the TAS
3. Turn the outbound track to the "True Heading" arrow - note this is only an approximate heading as it is the required track.
4. Find the drift under the wind cross.
5. Turn the track (towards the wind cross for the first turn) until the track sits against the drift on the drift ark at the top corresponding to the drift under the wind cross.
6. Check the drift under the wind cross, and repeat step 5 and this step if required.
7. Read the groundspeed under the wind cross
Note this groundspeed as "O", the outbound G/S.
Repeat steps 3 to 7 using the return track, note the groundspeed as "H", the homebound groundspeed.
Use O and H in the PSR formula.
Notice that with any crosswind component the difference between groundspeed and TAS is not the same on reciprocal tracks, i.e. the wind components are not the same but negative as they so often are on exam questions.
For example, imagine a tailwind, not a direct tailwind but a tailwind from the left, on the outbound leg. The aircraft would be heading left of track to account for drift, reducing the tailwind component. Reversing track the wind is a headwind from the right. The aircraft would be turned a little right to account for drift, increasing the headwind component. Therefore any headwind component will always be greater than the tailwind component on a reciprocal track, unless the wind is straight down the track when they are equal.
Try this example (from the JAA question bank):
Wind 045š/50kts
Track 090š out (so 270š home)
TAS 180 kts
How far can you go out and return within 1 hour?
Find groundspeeds, use the PSR formula with an endurance of 1 hour.
You should find groundspeeds of about 141 kts out, 212 kts home (within 1 kt) and a distance of 85 nm (within 1 nm).
Send Clowns
Gen Nav
BCFT
P.S. Although we can offer the brush up too, I can recommend Steve as a good bloke to get help through.
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Icing question?
I am currently reading up on aircraft icing and I want to clearify one thing. If asked to hold, would you rather hold over water or would you hold over land to avoid icing? I have been given very weak answers from my friends so far. Can anyone help me with this?
Guest
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You will only get icing (with the exception of hoar) in visible moisture. Essentially, you will get the most serious icing in cumuliform clouds, so you are looking at staying out of convecting air. Will it convect over water or land? Depends where in the World you are and what time of year and day it is.
If you include orographic convection in the equation then I suppose you would want to stay away from hills and hence the land, but that seems a tad tenuous to me.
If you consider what actions you would need to take if you experience heavy icing, then I suppose over sea is better because you can descend lower to warmer air.
If you are thinking of warm front icing then it makes no difference, because the theoretically best action is to climb into the warm air.
If the choice is the mid Atlantic or the Central Asia then there would obviously be less moisture over the huge land mass. But that seems to me to be a stupid comparison.
Like you say, seems very weak to me.
Any body else with any ideas?
If you include orographic convection in the equation then I suppose you would want to stay away from hills and hence the land, but that seems a tad tenuous to me.
If you consider what actions you would need to take if you experience heavy icing, then I suppose over sea is better because you can descend lower to warmer air.
If you are thinking of warm front icing then it makes no difference, because the theoretically best action is to climb into the warm air.
If the choice is the mid Atlantic or the Central Asia then there would obviously be less moisture over the huge land mass. But that seems to me to be a stupid comparison.
Like you say, seems very weak to me.
Any body else with any ideas?
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Question Bank
Hi Folks,
Really need some urgent advice on the best question bank for atpl prep. Which one out there gives a fair representation of the weird type of questions that may come up. I have tons of feedback papers and have been on Abacus and Bristol online, any other suggestions. Will be sitting atpls in Ireland and have some indication that an Italian set of qs is the source for our exams this time. Any comments or advice. Apart from the classic standard questions that come up regularly, I am always surprised by some of the things that come up, and I wonder why I have never seen them before!! It upsets me.... A LOT! I can handle one or two surprises in the exam, but don't want to be faced with an entire paper alien to me.
Help, give me some clues?
Cheers PowderMonkey
Really need some urgent advice on the best question bank for atpl prep. Which one out there gives a fair representation of the weird type of questions that may come up. I have tons of feedback papers and have been on Abacus and Bristol online, any other suggestions. Will be sitting atpls in Ireland and have some indication that an Italian set of qs is the source for our exams this time. Any comments or advice. Apart from the classic standard questions that come up regularly, I am always surprised by some of the things that come up, and I wonder why I have never seen them before!! It upsets me.... A LOT! I can handle one or two surprises in the exam, but don't want to be faced with an entire paper alien to me.
Help, give me some clues?
Cheers PowderMonkey
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I just used the BGS QB, answered everything I needed, and was only 30 Euros for three months!
However, I am sure you already know this & it is not an intended dig at you, but a good understanding of the material will eradicate most surprises the CAA will put in?
Good luck..
YYZ
However, I am sure you already know this & it is not an intended dig at you, but a good understanding of the material will eradicate most surprises the CAA will put in?
Good luck..
YYZ
the old chestnut of feedback.
I used the Italian stuff and found it to be excellent although i have heard it is now starting to get a little old as some new questions have been introduced. I also used Abacus initially but found it to be lacking and stopped using it, so its not worth the money.
Friends who used the Bristol feedback said it had all the questions including the new ones (how they managed the get them is an interesting question).
Soo basically most of the feedback is very very good. The Bristol options seems like a good deal but i got the Italian feedback for free.
I used the Italian stuff and found it to be excellent although i have heard it is now starting to get a little old as some new questions have been introduced. I also used Abacus initially but found it to be lacking and stopped using it, so its not worth the money.
Friends who used the Bristol feedback said it had all the questions including the new ones (how they managed the get them is an interesting question).
Soo basically most of the feedback is very very good. The Bristol options seems like a good deal but i got the Italian feedback for free.
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Hi,
I'm already on Bristol one, it's just that from the feedback I get in Ireland from the few students doing the ATPLs, is that it's not quite the same as the UK exams, and that the questions are being pooled from a very European source. I believe the Bristol questions to be extreemly close to the UK exams, but a few before me used only Bristol and found quite a few differences in the styling of the questions. So I wondered if there was a different source of qs out there. I think Bristol are brilliant by the way, just want to be PREPARED! Maybe I'm completely wrong, we'll know in a few weeks
Cheers
PS what's the Italian site, as I said, I think the IAA are pooling
from there,
TF
I'm already on Bristol one, it's just that from the feedback I get in Ireland from the few students doing the ATPLs, is that it's not quite the same as the UK exams, and that the questions are being pooled from a very European source. I believe the Bristol questions to be extreemly close to the UK exams, but a few before me used only Bristol and found quite a few differences in the styling of the questions. So I wondered if there was a different source of qs out there. I think Bristol are brilliant by the way, just want to be PREPARED! Maybe I'm completely wrong, we'll know in a few weeks
Cheers
PS what's the Italian site, as I said, I think the IAA are pooling
from there,
TF
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If I remember correctly the Italian QB was.... acquired by someone and sold to anyone with enough cash, or if you were lucky you would get one emailed free by someone?
It was not a site but was a genuine QB run by the Italian CAA, each country runs it's own bank of questions which are then pooled together, and then a mix is offered on exam day.
(I think this is how it works?)
This was a while back now and some of the questions are out dated but generally still useful.
YYZ
It was not a site but was a genuine QB run by the Italian CAA, each country runs it's own bank of questions which are then pooled together, and then a mix is offered on exam day.
(I think this is how it works?)
This was a while back now and some of the questions are out dated but generally still useful.
YYZ
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You reckon Bristol is enough and more up to date?
I found many errors and conflicting opinions on Abacus, which led to a wee bit of confusion, but the site was easier to navigate as you could really select a very specific topic, ie anything on fms, and only get fms questions, so this really helped on concentrating on just one sticky topic.
Am I lucky? Thanks for the replies
PM
I found many errors and conflicting opinions on Abacus, which led to a wee bit of confusion, but the site was easier to navigate as you could really select a very specific topic, ie anything on fms, and only get fms questions, so this really helped on concentrating on just one sticky topic.
Am I lucky? Thanks for the replies
PM
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BGS will be more than adequate, They keep (or try to) everything as up to date as possible, they get allot of feedback from students who sit the exams, therefore, most new questions are on the QB quite quickly.
Good luck
YYZ
Good luck
YYZ
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I got first-time passes averaging 89% using the Bristol GS online feedback. Few questions i didnīt recognise though you are obviously on your own for subjects like Gen Nav.
My result says more about the feedback than it does about my intrinsic knowledge of 14 ATPL subjects which is not to say I didnīt work damn hard!
METAR
My result says more about the feedback than it does about my intrinsic knowledge of 14 ATPL subjects which is not to say I didnīt work damn hard!
METAR