ATPL theory questions
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I definitely don`t wanna argue, but if you say this is true, then it is just another junk question, which has nothing simmilar with the student`s knowledge. Just a stupit guessing, which way is the correct way. But we all know, that there are many questions like this in ATPL Theory, so I just have to believe your calculations.. Good luck to the students getting this kind of question at the exam..
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Yes some of the questions make you wonder and FP is much better than most.
As stated this question does cause issues and is one I always explain as discussed in previous posts. It must be right as some students are getting 100% with this type of problem included!
As stated this question does cause issues and is one I always explain as discussed in previous posts. It must be right as some students are getting 100% with this type of problem included!
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Given that the characteristics of a three engine turbojet aeroplane are as follows: Thrust = 50 000 Newton / Engine, g = 10 m/s², Drag = 72 569 N, Minimum gross gradient (2nd segment) = 2.7% SIN(Angle of climb) = (Thrust- Drag) / Weight. The maximum take-off mass under 2nd segment conditions is:
The only way i get the answer that the data base gives is by assuming one engine is out...but at no point in the question does it say that it is.
The only way i get the answer that the data base gives is by assuming one engine is out...but at no point in the question does it say that it is.
Last edited by squall1984; 28th Aug 2013 at 16:02.
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Two performance questions that I have found question banks with different answer.
On a twin engined piston aircraft with variable pitch propellers, for a given mass and altitude, the minimum drag speed is 125 kt, and the holding speed is 95 its. The best rate of climb speed will be obtained for a speed of:
One question bank says 95, the other 125.
What other speeds can you derive from the above question?
The other question I found is for a piston engine maximum endurance is achieved at:
One bank says maximum rate of climb speed, the other at maximum lift to drag ratio, one and the same?
On a twin engined piston aircraft with variable pitch propellers, for a given mass and altitude, the minimum drag speed is 125 kt, and the holding speed is 95 its. The best rate of climb speed will be obtained for a speed of:
One question bank says 95, the other 125.
What other speeds can you derive from the above question?
The other question I found is for a piston engine maximum endurance is achieved at:
One bank says maximum rate of climb speed, the other at maximum lift to drag ratio, one and the same?
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Hi
Q.1. During a flight to Europe, scheduled in MNPS (Minimum Navigation Performance Specification) airspace, you expect to cross the 30oW meridian at 2330 UTC; you will normally be:
a) in a day flight route system
b) in random airspace
c) in a night flight route system
d) out of the organised route system
why not (d)?
Q.2. During a flight to Europe, planning in MNPS (Minimum Navigation Performance Specification) airspace, you expect to cross the 30oW meridian at 00H30 UTC, you will then normally be:
a) within the organised night-time flight track system
b) with the organised daytime flight track system
c) out of the organised flight track system
d) in a random space
why not (d)? (unless you want to rule out "space" instead of "airspace")
thanks
Q.1. During a flight to Europe, scheduled in MNPS (Minimum Navigation Performance Specification) airspace, you expect to cross the 30oW meridian at 2330 UTC; you will normally be:
a) in a day flight route system
b) in random airspace
c) in a night flight route system
d) out of the organised route system
why not (d)?
Q.2. During a flight to Europe, planning in MNPS (Minimum Navigation Performance Specification) airspace, you expect to cross the 30oW meridian at 00H30 UTC, you will then normally be:
a) within the organised night-time flight track system
b) with the organised daytime flight track system
c) out of the organised flight track system
d) in a random space
why not (d)? (unless you want to rule out "space" instead of "airspace")
thanks
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OTS times are:-
East or night time - 0100 to 0800 UTC at 30w
West or day time - 1130 to 1900 UTC at 30w
Flying an OTS route is optional and a flight not entirely following an OTS track would be called a random flight/route as are flights outside the time periods.
There is no such thing as 'random airspace'. Where did you get these questions? I thought they were corrected years ago.
Both flights are operating outside the standard OTS times and are random flights. Q1 = D, Q2 = C (as the better answers).
East or night time - 0100 to 0800 UTC at 30w
West or day time - 1130 to 1900 UTC at 30w
Flying an OTS route is optional and a flight not entirely following an OTS track would be called a random flight/route as are flights outside the time periods.
There is no such thing as 'random airspace'. Where did you get these questions? I thought they were corrected years ago.
Both flights are operating outside the standard OTS times and are random flights. Q1 = D, Q2 = C (as the better answers).
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Anyone seen this question before? It was in the Performance Exam today and though I cant recall it verbatim, it was regarding the benefits of reduced thrust.
Out of the 4 options only 2 were viable,
1) Reduces trip fuel
2) Reduces a limited VMCG.
I can see arguments for both answers, one side you do use less fuel when you use reduced thrust, VMCG could be lower since theres less thrust. Any suggestions?
Out of the 4 options only 2 were viable,
1) Reduces trip fuel
2) Reduces a limited VMCG.
I can see arguments for both answers, one side you do use less fuel when you use reduced thrust, VMCG could be lower since theres less thrust. Any suggestions?
Fly Conventional Gear
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Re yesterday's Performance exam I actually thought the answer to the above question was the option involving Field limiting take off weight being a lot more/less (or whatever...) than Climb limiting. I think it may have been answer C. Either that or reduce a limiting VMCG...
As far as I could see...
Reduced thrust CAN be used on a wet runway as long as it is not considered contaminated. So it couldn't be that...
Trip fuel option just sounds wrong because that is not a reason to use it...the saving would probably be small and I have never seen that given as a reason to reduce take off thrust...
It will reduce the VMCG but as far as I'm aware there is no data to support that in the CAP 698 beyond the VMCG table for max thrust. I have heard of it being used as a technique in the real world but I'm just not sure whether it would be considered the right answer for the purposes of the exam...
As far as I could see...
Reduced thrust CAN be used on a wet runway as long as it is not considered contaminated. So it couldn't be that...
Trip fuel option just sounds wrong because that is not a reason to use it...the saving would probably be small and I have never seen that given as a reason to reduce take off thrust...
It will reduce the VMCG but as far as I'm aware there is no data to support that in the CAP 698 beyond the VMCG table for max thrust. I have heard of it being used as a technique in the real world but I'm just not sure whether it would be considered the right answer for the purposes of the exam...
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In hind sight I would have gone with the VMC option only because you can't count on the use of reduced thrust in case of windshear etc. maybe someone appealed it.
What did you put for drag corffiecent question? I put lowest point which question bank people say is correct but app examiner is looking for tangent answer. We appealed that one.
What did you put for drag corffiecent question? I put lowest point which question bank people say is correct but app examiner is looking for tangent answer. We appealed that one.
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See we use reduced thrust is replaced with climb thrust at 1500 so saves fuel up to that point as well as other benefits engine wear etc
Last edited by squall1984; 3rd Sep 2013 at 22:05.
Fly Conventional Gear
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What did you put for drag corffiecent question? I put lowest point which question bank people say is correct but app examiner is looking for tangent answer. We appealed that one.
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ATPL question help
Dear,
I know i'm not in the good thread but i need an answer :
Question 16- REF 330076
(Refer to route manual Chart Nap) date 1999
From Reykjavik ( 64°10 ' N - 020 °N 020° 00'W) to Amsterdam ( 52°32'N 004°50'E), what is the distance ?
I don't understand how they found 18° of Lat difference... Can someone explain me how ? (In the correction they found 18°-Bristol)
Thanks
I know i'm not in the good thread but i need an answer :
Question 16- REF 330076
(Refer to route manual Chart Nap) date 1999
From Reykjavik ( 64°10 ' N - 020 °N 020° 00'W) to Amsterdam ( 52°32'N 004°50'E), what is the distance ?
I don't understand how they found 18° of Lat difference... Can someone explain me how ? (In the correction they found 18°-Bristol)
Thanks
Alan,
Many readers do not have access the material to which youare referring. You might get a betterresponse if you were to post a copy of the question and the explanation to enableeveryone to examine it.
From what you have posted I can see that there is one errorin that the longitude of Reykjavik should be 022W and not 020W.
Many readers do not have access the material to which youare referring. You might get a betterresponse if you were to post a copy of the question and the explanation to enableeveryone to examine it.
From what you have posted I can see that there is one errorin that the longitude of Reykjavik should be 022W and not 020W.