Ground School Exam Questions & Question Banks
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Table 4-1 of chapter 4, annex 2 holds the answer.
In the exam go with clear of cloud and 8km vis. above 10,000' or 5km below 10,000' depending on how they ask the question.
Good luck!
In the exam go with clear of cloud and 8km vis. above 10,000' or 5km below 10,000' depending on how they ask the question.
Good luck!
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Ground School Exam Questions
Hi all,
tomorrow i'm doing performance, planning and m&b jar-atpl exams ..
getting closer to this date, fear, anxiety and nervosity are increasing
so i'm starting to get some doubts on something:
is it correct, that with increasing pressure altitude Vmca decreases (because the thrust on remaining engine decreases and thus the moment decreases)? In the feedback questions i have, they state vmca increases with increasing pressure altitude as being the correct answer ..
anyone could enlighten me on this one?
thanx!
Jan
tomorrow i'm doing performance, planning and m&b jar-atpl exams ..
getting closer to this date, fear, anxiety and nervosity are increasing
so i'm starting to get some doubts on something:is it correct, that with increasing pressure altitude Vmca decreases (because the thrust on remaining engine decreases and thus the moment decreases)? In the feedback questions i have, they state vmca increases with increasing pressure altitude as being the correct answer ..
anyone could enlighten me on this one?
thanx!
Jan
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Ground School Exam Questions
I want to purchase a subscription to a website offering questions from the JAA question bank. I've been looking at Avationexam.com and aerosolutions.be. Anyone have experience of either? and would you recommend either? I'm aware of the Bristol bank too but it doesn't look as comprehensive as the other two. Thanks
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Hey I haven't used those two, but I would recommoend bristol.gs, it is around Euro 70,- for three months access. I am currently using it, and I think it is excellent.
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question banks
Hi there
Well firstly Im doing my ALTP distance learning. I can only tell you that the Bristol bank is excellent 10/10, I used it and managed to pass all my subjects in the last Jan sitting. Lowest mark 88% and even managed a 100%. They resemble the real thing, and it gives you an indication of what they will ask. However I remind you that CAA is aware of the banks and they do change the question wording and figures, to catch you out, so you have to know your work well. Dont just learn them off by heart you will surely fail, understand the question they are asking. I used the questions as well as crandfieldaviations web base and used google for alot of the explainations as alot of these questions arent really in your notes. I'm sure your training school has some sort of training base. What I noticed in the exams some questions have been worded negatively as where the answer previously was a positive answer is now a negative answer, so you really have to read the question. eg what will cause hypoxia(web base question), what will not cause hypoxia(CAA question). Some questions just dont make sense, there are no right answers and you have to then look for the most correct or closest to correct answer.
This is where they will catch you out if you dont know your work.
Good luck
Well firstly Im doing my ALTP distance learning. I can only tell you that the Bristol bank is excellent 10/10, I used it and managed to pass all my subjects in the last Jan sitting. Lowest mark 88% and even managed a 100%. They resemble the real thing, and it gives you an indication of what they will ask. However I remind you that CAA is aware of the banks and they do change the question wording and figures, to catch you out, so you have to know your work well. Dont just learn them off by heart you will surely fail, understand the question they are asking. I used the questions as well as crandfieldaviations web base and used google for alot of the explainations as alot of these questions arent really in your notes. I'm sure your training school has some sort of training base. What I noticed in the exams some questions have been worded negatively as where the answer previously was a positive answer is now a negative answer, so you really have to read the question. eg what will cause hypoxia(web base question), what will not cause hypoxia(CAA question). Some questions just dont make sense, there are no right answers and you have to then look for the most correct or closest to correct answer.
This is where they will catch you out if you dont know your work.
Good luck
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bristol
Im at one of the other ground schools and suplement my study with Bistol. Sat Radio Nav today......it was like they picked the questions right out of the Bristol Database! Worth its weight in gold!!!
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Ground School Exam Questions
If you suffer radio failure whilst in receipt of radar vectors what would be your course of action (or words to that effect)?
There are 2 possible answers to this question depending on what CD / online question bank you use.
Possible answer 1.
Squawk 7600 and maintain last known heading for 3 mins then resume flight planned route.
Possible answer 2
Squawk 7600 and proceed back onto flight planned route in the most direct manner.
What do you go for if both the above answers were given?
There are 2 possible answers to this question depending on what CD / online question bank you use.
Possible answer 1.
Squawk 7600 and maintain last known heading for 3 mins then resume flight planned route.
Possible answer 2
Squawk 7600 and proceed back onto flight planned route in the most direct manner.
What do you go for if both the above answers were given?
Last edited by Kanu; 10th Feb 2006 at 14:01.
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Bristol QBank:
A departing aircraft experiencing radio communication failure on an IFR flight under radar vectors has to:
Squawk 7600 and proceed back onto flight planned route in the most direct manner.
Hi, got this last month, answered as per the Bristol qbank and got 100%, so me thinks option 2 is the correct one.
A departing aircraft experiencing radio communication failure on an IFR flight under radar vectors has to:
Squawk 7600 and proceed back onto flight planned route in the most direct manner.
Hi, got this last month, answered as per the Bristol qbank and got 100%, so me thinks option 2 is the correct one.
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Coms failure
Originally Posted by Kanu
If you suffer radio failure whilst in receipt of radar vectors what would be your course of action (or words to that effect)?
There are 2 possible answers to this question depending on what CD / online question bank you use.
Possible answer 1.
Squawk 7600 and maintain last known heading for 3 mins then resume flight planned route.
Possible answer 2
Squawk 7600 and proceed back onto flight planned route in the most direct manner.
What do you go for if both the above answers were given?
There are 2 possible answers to this question depending on what CD / online question bank you use.
Possible answer 1.
Squawk 7600 and maintain last known heading for 3 mins then resume flight planned route.
Possible answer 2
Squawk 7600 and proceed back onto flight planned route in the most direct manner.
What do you go for if both the above answers were given?
If you werent being vectered, then carry along the same track for 3 mins, to indicate to ATC that you have failure.
I hope this has answered your question.
P.S. I now hold the new record for the shortest coms exam. VFR was 3:30, and ifr was 4:25........Good luck to anyone trying to beat it.
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Pretty sure it's answer no. 1 (had a question in my IR 170a that related to radar vectors and loss of comms...).
Happy to stand corrected but faily sure I read this in a CAA publication recently.
Happy Landings
RichC
Happy to stand corrected but faily sure I read this in a CAA publication recently.
Happy Landings
RichC
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Answer 2 is correct in general, since it is the ICAO standard. Answer 1 is the UK's published difference to the ICAO standard and applies in the UK. Most states also have subtle differences published.
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P.S. I now hold the new record for the shortest coms exam. VFR was 3:30, and ifr was 4:25........Good luck to anyone trying to beat it.
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WOFT
Well thats about 50% for 1 and 50% for 2
What do these questions actually achieve........
Apart from making revenue for the CAA et al....
Encourages one to just learn the question bank like a parrot....
What do these questions actually achieve........
Apart from making revenue for the CAA et al....
Encourages one to just learn the question bank like a parrot....
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True but the OAT cd claims 1 is the correct answer, and bristol online claims 2 is the correct answer.
Does beg the question of why we're still being asked this when two schools can't agree..
Does beg the question of why we're still being asked this when two schools can't agree..
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Ok guys (&girls), so you are going to maintain the last assigned heading for 3 mins and crash into a hill?
Gotta be 1 also
Should an aircraft communications failure occur while the aircraft is being vectored on one of these approaches, separately or as part of a STAR, the pilot is expected to comply with the communications failure procedure by selecting the transponder to Mode A/3 Code 7600 immediately. Pilots should always be aware of the traffic situation. For example, ATC may have indicated that your aircraft was second for an approach to Runway 06L; under these circumstances, the flight should be continued along the route that normally would have been expected under radar vectoring. In some cases of communications failure, pilots may need to dead reckon, or DR, a route to the final approach course. It is important to other aircraft and ATC for the aircraft experiencing a communications failure to continue the flight along a route that would permit the aircraft to conduct a straight-in approach and landing without unexpected manœuvring. Pilots are expected to exercise good judgment in these cases. Unexpected manœuvres, such as turns away from the final approach course, may cause traffic disruptions and conflicts.
If the communications failure occurs while being vectored at a radar vectoring altitude that is lower than a published IFR altitude (e.g., minimum sector altitude 25 NM), the pilot shall immediately climb to and maintain the appropriate minimum IFR altitude until arrival at a fix associated with the instrument procedure.
Modern technology has introduced new on-board communications capabilities, such as airborne telephone communications. Pilots who are confronted with an aircraft communications failure may, if circumstances permit, use this new on-board technology to establish communications with the appropriate ATC units. NAV CANADA publishes the phone numbers of ACCs, control towers, and FSS units in the CFS.
RAC - 6.0 INSTRUMENT FLIGHT RULES (IFR) – GENERAL
http://www.tc.gc.ca/CivilAviation/pu.../6-1.htm#6-3-2
GO FOR 2 OR LOSE A MARK, THINK LOGICALLY FOLKS!!
also, remember 3 mins at jet speed of 210 kts (slow and clean ie no flap etc) or 3.5nmls / min = 10 miles or well on your way to being out of the Min Safety Area altitude.....Its obvious its 2, anyone going for 1 needs to redo their license.
BTW, only been doing it for over 20 yrs, so thats my cred on the answer!!
Gotta be 1 also
Should an aircraft communications failure occur while the aircraft is being vectored on one of these approaches, separately or as part of a STAR, the pilot is expected to comply with the communications failure procedure by selecting the transponder to Mode A/3 Code 7600 immediately. Pilots should always be aware of the traffic situation. For example, ATC may have indicated that your aircraft was second for an approach to Runway 06L; under these circumstances, the flight should be continued along the route that normally would have been expected under radar vectoring. In some cases of communications failure, pilots may need to dead reckon, or DR, a route to the final approach course. It is important to other aircraft and ATC for the aircraft experiencing a communications failure to continue the flight along a route that would permit the aircraft to conduct a straight-in approach and landing without unexpected manœuvring. Pilots are expected to exercise good judgment in these cases. Unexpected manœuvres, such as turns away from the final approach course, may cause traffic disruptions and conflicts.
If the communications failure occurs while being vectored at a radar vectoring altitude that is lower than a published IFR altitude (e.g., minimum sector altitude 25 NM), the pilot shall immediately climb to and maintain the appropriate minimum IFR altitude until arrival at a fix associated with the instrument procedure.
Modern technology has introduced new on-board communications capabilities, such as airborne telephone communications. Pilots who are confronted with an aircraft communications failure may, if circumstances permit, use this new on-board technology to establish communications with the appropriate ATC units. NAV CANADA publishes the phone numbers of ACCs, control towers, and FSS units in the CFS.
RAC - 6.0 INSTRUMENT FLIGHT RULES (IFR) – GENERAL
http://www.tc.gc.ca/CivilAviation/pu.../6-1.htm#6-3-2
GO FOR 2 OR LOSE A MARK, THINK LOGICALLY FOLKS!!
also, remember 3 mins at jet speed of 210 kts (slow and clean ie no flap etc) or 3.5nmls / min = 10 miles or well on your way to being out of the Min Safety Area altitude.....Its obvious its 2, anyone going for 1 needs to redo their license.
BTW, only been doing it for over 20 yrs, so thats my cred on the answer!!
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UK AIP ENR sec 3.2.4.1 states:
Initial Approach
A flight experiencing communication failure in IMC shall:
...
...
(c) (i) If being radar vectored, or proceeding offset according to RNAV, without a specified limit, continue in accordance with
ATC instructions last acknowledged for 3 minutes only and then proceed in the most direct manner possible to rejoin
the current flight planned route. Pilots should ensure that they remain at, or above, the minimum safe altitude.
(ii) If being radar vectored by an Approach Control Radar Unit (callsign DIRECTOR/RADAR/APPROACH), comply with the
loss of communications procedures notified on the appropriate Radar Vectoring Chart as detailed in the AD 2 section of
the UK AIP.
ATC instructions last acknowledged for 3 minutes only and then proceed in the most direct manner possible to rejoin
the current flight planned route. Pilots should ensure that they remain at, or above, the minimum safe altitude.
(ii) If being radar vectored by an Approach Control Radar Unit (callsign DIRECTOR/RADAR/APPROACH), comply with the
loss of communications procedures notified on the appropriate Radar Vectoring Chart as detailed in the AD 2 section of
the UK AIP.
At Humberside airport, for example:
LOSS OF COMMUNICATION PROCEDURES
Initial Approach
Continue visually or by means of an appropriate final approach aid. If not possible proceed at 3000FT, or last assigned level if higher, to KIM NDB†.
Intermediate and Final Approach
Continue visually or by means of an appropriate final approach aid. If not possible follow the Missed Approach Procedure to KIM NDB†.
† In all cases where the aircraft returns to the holding facility the procedure to be adopted is the basic Radio Failure Procedure detailed at ENR 1.1.3
† In all cases where the aircraft returns to the holding facility the procedure to be adopted is the basic Radio Failure Procedure detailed at ENR 1.1.3
You may keep a copy of your pink pages to hand in your en-route planner, along with the radar vectoring area chart, but if you are in IMC getting the 
knocked out of you and you suffer a comms failure, you might not want to be digging around for such reference material. Its important to commit these emergency procedures to memory for when you really need them.
critical winge - its not very useful posting quotes from a Canadian publication when the originator of the thread is UK; just think logically about it
knocked out of you and you suffer a comms failure, you might not want to be digging around for such reference material. Its important to commit these emergency procedures to memory for when you really need them.critical winge - its not very useful posting quotes from a Canadian publication when the originator of the thread is UK; just think logically about it
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Ah, yes, if the UK CAA had set the questions then the UK AIP would indeed be the correct reference. However the questions come from the JAA question bank and my understanding is that ICAO rules are being examined, and not any national deviations.
As a Bristol student, I dutifully answered "Squawk 7600 and thereafter return to the route indicated in the current flight plan in the most direct manner."
The results are out next week...
As a Bristol student, I dutifully answered "Squawk 7600 and thereafter return to the route indicated in the current flight plan in the most direct manner."
The results are out next week...
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Well people,
Isn't it so that there is the division between IMC and VMC?!?!
Been awhile, but I do remember that when in VMC it doesn't matter if you are VFR or IFR: continue VMC, land at the nearest suitable airport.
Bit unlogical in an airline environment, but is this not theoretically the rule?
Isn't it so that there is the division between IMC and VMC?!?!
Been awhile, but I do remember that when in VMC it doesn't matter if you are VFR or IFR: continue VMC, land at the nearest suitable airport.
Bit unlogical in an airline environment, but is this not theoretically the rule?