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# ATPL theory questions

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# ATPL theory questions

3rd Dec 2015, 13:14

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magnetic bearing from aircraft to beacon is 247 + 70 = 317
true bearing aircraft to beacon is 317 -14 = 303
true bearing beacon to aircraft (still measured at the aircraft) is 303 -180 = 123
true bearing beacon to aircraft measured at the beacon is 123 +/- convergency
on a polar chart convergency is change of longitude, 17W - 9W = 8 degrees
a quick sketch shows it should be subtracted
true bearing to plot is 123 - 8 = 115 degrees.
4th Dec 2015, 07:29

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so i guess the given answer is actually wrong... tnx
4th Dec 2015, 10:02

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did they give an explanation?
5th Dec 2015, 13:28

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nope nthing just mcq's
12th Dec 2015, 13:35

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another question...

Which of the following data, in addition to the Pseudo Random Noise (PRN) code, forms part of the so called Navigation Message transmitted by NAVSTAR/GPS satellites?

a)Time; data to impair the accuracy of the position fix (Selective Availability SA)
b)Almanac data; satellite status information
c)Data to correct receiver clock error; almanac data
d)Time; position of the satellites

answer given is B I wonder what is wrong with D? an excerpt from oxford ATPL says:-
The information contained in the nav and system data message is:
SV position
SV clock time
SV clock error
Information on ionospheric conditions
Supplementary information, including the almanac (orbital parameters for the SVs), SV
health (P-code only) correlation of GPS time with UTC and other command and control
functions.

so how does it not give time(or SV clock time)and position of sattelites(almanac) i.e. D?
17th Dec 2015, 16:17

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Engine failure in Traffic pattern with flaps down

I was wondering what would be the best course of action if engine failure occurred while in traffic pattern; keep the flaps or retract them? Could this response be aircraft-specific? Some people comment that flaps generate a lot of drag and should be removed, other state that the energy loss while transitioning from flaps to no flaps is more energy consuming and includes the risk of stalling. Any ideas? I would be grateful if someone had any reference (book, paper, website) to support their view. Many thanks
17th Dec 2015, 16:40

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Tsamotas

The answer to your question depends on what type/class of aircraft your flying. If its a single engine aircraft i would be aiming for the runway ASAP I would also take out the flap if if was a fair distance away. If i know I can glide to the runway i would leave the flap out. This is where Airmanship comes to play.

Multiengine aircraft are easier to deal with.
12th Jan 2016, 14:17

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Met Question

Can anyone pls explain this question pls?

In which approx direction does the centre of a non occluded frontal depression move?

The answer is in the direction of the warm sector isobars.

Not sure what it means by non occluded, is this a cold front?

Thanks
12th Jan 2016, 16:31

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There's a special section for this type of questions - see link:

http://www.pprune.org/professional-p...stions-34.html
12th Jan 2016, 18:33

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A non occluded front is either a cold or warm front where the edge of the front reaches the ground.

The answer is that the system moves in the direction of the isobars in the warm sector i.e. behind a warm front or in front of a cold front.
12th Jan 2016, 23:15

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thanks

thanks fraser, in laymans terms, whats the best explanation of the Gradient wind, Pressure Gradient Wind, Geostrophic, Coriolis Force and CFF?

How many layers are there, surface? Friction, turbulence layer?

thanks again
13th Jan 2016, 05:04

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1.Air will try to flow in a straight line from high to low pressure.

2. It cannot do this because the Earth is spinning, so it veers to the right.

3. Centrifugal force kicks in with the result that, at 2000 feet, where there is no friction, the wind tends to follow the isobars.

4. Below 2000 feet, because the effect of centrifugal force reduces, the wind will back by about 30 degrees over land (20 over the sea) and about 10 knots by the time you get to the surface.

Simples.

Phil
28th Jan 2016, 14:57

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Final reserve

Hello ,

Can a/c land with a qty of fuel less than the final reserve ?
If yes, which case ?

Thank you
28th Jan 2016, 17:56

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You can always land with less than final reserve. The difference is that in Europe you must declare an emergency. That is, after all, what it is for. In other countries, as long as you take off with it, you can just use it.

phil
30th Jan 2016, 16:53

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I think it ŵould be more correct to say that you can not plan to land with less than final reserve.
You can burn in to your alternate fuel providing that the airfield you are holding over passes an EAT. Subject to an assesment by the commander of various other factors included.
3rd Feb 2016, 22:50

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FR

Yes I agree.but if you land less than final reserve maybe say bye bye to your license !
4th Feb 2016, 06:28

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I don't see why, as long as you do your flight planning properly - that's what the procedure is for.

phil
5th Feb 2016, 13:48

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Anyone have any trouble with OPS exam this week??

Last edited by mhaldron; 5th Feb 2016 at 14:24.
5th Feb 2016, 14:14

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We believe lots of people did. Many candidates pulled out, pass marks from those that sat the papers are well down.
5th Feb 2016, 16:02

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I took Ops exam this week got results today and it is my lowest mark by far! I either focussed on completely wrong material or the examiners have taken a new direction with Ops.