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ATPL theory questions

Old 4th May 2013, 20:45
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Number of Questions in EASA ATPLs

Hey guys,

Ive been trying to find a place where I can see the number of questions / marks per exam for the ATPLs.

Anyone written them recently for Principles, Performance, Gen Nav and Flight Planning would be super helpful.

Thanks

p.s. see everyone in FL next week.
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Old 5th May 2013, 12:07
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I recently finished my ATPLs and still have access to the BGS bank, for Performance it is out of 35 marks, Flight Planning is out of 43 marks, Gnav is 60 marks and POF is 44 marks. Bare in mind that is marks not questions, as each question on the bank counts for one mark I think. If I remember rightly there were a few questions in my Flight Planning and Gnav exams that counted for 2 marks, so this would mean you may have less questions to do than the amount of marks I have posted.
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Old 7th May 2013, 21:52
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Well I did the performance exam today and all I can say is WTF...I did Bristol and a few question banks and I would say at least 10 questions weren't in the banks. Anyone have the same experience or is it just me that's stupid?
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Old 10th May 2013, 12:31
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The BGS website contains feedback from 5 students who took this exam. One thought that 90% was new, but the others thought it was not a problem exam. The author of the most detailed post stated that the new questions were simply slight modifications of old questions.

It is true that the examiners are currently introducing new questions at a greater rate than was previously the case. This obviously increases the element of risk for candidates who have simply memorized the answers from the various question banks. But there is nothing unfair or unreasonable about introducing new questions. From the examiners’ point of view the ideal exam paper is one in which all of the questions are new to the candidates.

To maximize their chances of passing the exams, candidates must study the course material then use the question banks to develop their ability to recognize and solve the various problem types. The alternative method of simply memorizing answers from question banks requires less effort and has often been successful in the past. But it greatly increases the risk of “getting unlucky” in the new exams.

Last edited by keith williams; 10th May 2013 at 12:33.
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Old 10th May 2013, 17:20
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Well, I am busy with preparing for my last two Exams.
Meteo and GNAV.

I had feedback from classmates who have done MET, and said there are not many surprises to expect in the exams of new questions.
But in GNAV there are.
Since there are many calculations in the exams that will take a lot of time, what are the focus point to work on? What to expect? I passed all my exams in first attempt till now , and I would like to keep it that way.
Of course I am working also with books, to have accurate knowledge, not only QB work.
Anyone hints?
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Old 10th May 2013, 18:21
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The questions have been changed and checked for accuracy in Performance, and there is a greater spread between the answers. As Keith says, slight modifications to previous ones. Not before time.

As for Nav tips, remember that it is possible to pass without the convergency stuff (at 1 mark per question) but you won't pass without whizzwheel skills.

Last edited by paco; 10th May 2013 at 18:24.
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Old 10th May 2013, 19:47
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True Alt increasing/decreasing

Hi

I know has been a while. Would you remember that when you mentioned "drift left - T alt increases and drift right - T alt decreases" was it applicable only to the NH or both hemispheres? Will appreciate you're help.

Thanks & Cheers
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Old 11th May 2013, 10:09
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Thank you so much. Well my skills with the CRP5 are pretty good. No problem for me.

Really those Grid Navi questions are a problem in general. I have to revise Polar Stereographic Nav and convergence, but in general that wont be a problem.

Anything else I have to look at?

Thanks again Paco.
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Old 11th May 2013, 17:26
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There are only a few grid nav questions.

One tip - if you're really stuck and are given a selection of four diagrams, look for two that are similar and reject the one that is wildly off.
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Old 11th May 2013, 22:26
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Luvmathur

Would you remember that when you mentioned "drift left - T alt increases and drift right - T alt decreases" was it applicable only to the NH or both hemispheres
Go back to basics and work it out for yourself.

At the Equator the surface of the Earth moves to the east at about 1000 knots. In still air the air moves at the same speed as the surface.

If we move north or south of the Equator the circumference of the Earth decreases so the speed at which the surface moves east also decreases. But if air is moved north or south it tends to retain its eastward speed. This means that the air is now moving east faster than the surface. The overall effect is that the air tends to turn to the east as it moves north or south of the Equator.

If we have a low pressure area in the north the air is drawn towards it. The eastward movement of the air causes it to rotate anticlockwise around the low pressure area.

If we have a low pressure area in the south the air is drawn towards it. The eastward movement of the air causes it to rotate clockwise around the low pressure area.

So the effect of drift in the southern hemisphere is the opposite of that in the northern hemisphere.
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Old 12th May 2013, 00:56
  #331 (permalink)  
 
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And pressure pattern questions are relevant how?
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Old 12th May 2013, 09:12
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Galaxy Flyer

Much of the material in the EASA ATPL syllabus is irrelevant, but students will gain nothing from wasting their energies in getting angry about this fact. The syllabus is what it is.

Whatever the arguments regarding relevance, it is far better to try to understand the fundamentals of any subject under study, rather than simply memorizing the answers to questions.
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Old 12th May 2013, 19:03
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Question Tricky IMC Question

Hi All,

For some reason, I always find this particularly IMC style question relatively tricky. Even when I have been given the answer, I find it difficult to reverse engineer the question to try and find that particular answer.

Can someone please throw some light on this type of question?

Question)

During a descent, the static vent becomes blocked, how would this effect the Altimeter, VSI and ASI?

Altimeter | VSI | ASI
1. Read Normal | Read Normal | Under Read
2. Read Normal | Read Normal | Over Read
3. Under Read | Remain Static | Over Read
4. Over Read | Over Read | Under Read

The correct answer, apparantly is 1...

As to my understanding, Vertical Speed Indicators read differential pressures changes from the static system, so if this is blocked, wouldn't this remain static (i.e No Pressure Changes measured), And also wouldn't the Altimeter Over read, (i.e the instrument still reads the less dense atmosphere of when the instrument was blocked)?

Any advice on this question would be greatly appreciated!
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Old 12th May 2013, 19:54
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Wel if the staic pressure stayed the same.

1. Alt would remian at the same level.

2. Rate of decent would go to zero.

And Airspeed indicator would go through the roof as the static stayed at a constant pressure while the dynamic increased as the air density increased.

So I would say they are all a load of shite answers.
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Old 12th May 2013, 20:08
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Agreed

I would appeal the question! The possible answers given are crap, as Mad Jock has said
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Old 12th May 2013, 23:52
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I always find these questions frustrating just because of the way they are written.

To work it out though, I find it a lot easier to just think of it as where the air was trapped, and therefore it's pressure relative to the new height to work it out, rather than just directly about the instrument readings.
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Old 13th May 2013, 06:08
  #337 (permalink)  
 
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For the ASI - just remember the Peru accident where the engineers taped over the static ports on a 737 to give the machine a wash and forgot to take it off again. The machine stalled out of the air because the asi readings kept increasing and they kept pulling the control column back.

Last edited by paco; 13th May 2013 at 06:09.
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Old 13th May 2013, 07:19
  #338 (permalink)  
 
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I'm glad I'm not the only one thinking it maybe wrong.

I cant how pressure instruments relying on the static source + pitot pressure can 'read normal' when the static pressure is blocked or incorrect.

I find it impossible for the ASI to read normal with a locked in higher altitude pressure.

For the question database, I am using PPLQuiz. I thought I was nearly ready to take the exam, but after a lower than pass score on pplquiz, it makes me think there are numerous errors in their IMC question database. (I have been getting top marks in Air Pilot's Manual (Volume 5)).
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Old 13th May 2013, 08:04
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The way I got taught and how I remember ASI errors in climb and descent regarding pitot and static blockages is the 'COPS DUO' way
..PS
COU Climb pitot blocked over read-- Climb Static blocked under read
DUO Descent pitot blocked under read-- Descent Static blocked over read

VSI should return to 0 FPM (Full blockage)
ALT should indicate the level that the blockage occurred

Last edited by Ralis; 13th May 2013 at 08:05.
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Old 13th May 2013, 18:43
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Something very odd here, the answers given sound more like a problem with the Pitot supply.
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