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ATPL theory questions

Old 25th Jul 2016, 00:23
  #881 (permalink)  
 
Join Date: Dec 2015
Location: London
Posts: 63
Hi Alex or others, whats the difference and best explanation between a spring tab, servo tab and other relevant devices in POF? Thanks.
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Old 17th Aug 2016, 20:22
  #882 (permalink)  
 
Join Date: Aug 2016
Location: Laois
Posts: 1
Atpl Books/editions

Hi all,

I was wondering if anyone could tell me if the Oxford 4th edition Atpl manuals are up to date for the current Atpl exams. I did the exams in 2005 and had to stop training shortly afterwards. I'm thinking about sitting the exams again and finishing up my training. As far as I know I can "self-certify" for the Atpl exams so I want to know that I'm re-learning valid information. If they are not suitable, could someone let me know their opinion on the best study material. I'm 35 now so time is ticking!!! Thanks in advance everyone,
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Old 19th Aug 2016, 16:55
  #883 (permalink)  
 
Join Date: Nov 2014
Location: six micro tesla zone
Age: 28
Posts: 391
Folks,

Just a general question. A lot of talk about new changes to exams this year by EASA, its making me a bit nervous. I'm currently with BGS, I'm working through CBT and plan to hit the QB hard before I show up for my first set of exams. What I'm wondering is - are the questions asked on the ATPL exams the same at every CAA venue across the world (I understand things might be different if you sit your exams under a different european regulator). In other words if I'm studying the BGS CBT & question bank and then sit my exams at a different CAA venue than Bristol, will I still be adequately prepared, or are there other things I need to be doing to prepare myself?

There might be an obvious answer to this, but just checking for peace of mind!
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Old 19th Aug 2016, 19:26
  #884 (permalink)  

 
Join Date: Nov 2000
Location: White Waltham, Prestwick & Calgary
Age: 67
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The questions are different for every candidate - even the person next to you will have different questions and annexes. But they will all come from the same place.
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Old 20th Aug 2016, 08:50
  #885 (permalink)  
 
Join Date: May 1999
Location: Bristol, England
Age: 60
Posts: 1,472
It does appear that different Authorities are introducing new questions at different rates, and that many Authorities are less critical than the UK CAA of new questions that are defective. In other words your chances of successfully appealing a defective question may be higher in the UK than elsewhere. In the UK it is normal for a number of papers to be remarked each month following appeals by schools or candidates so that, when a defective question is identified, anyone who got that question 'wrong' according to the marking scheme is credited, whether they appealed in person or not. This usually just leads to a new mark for those that passed, but in some cases can turn a 'fail' into a 'pass'. Where this process would lead to a 'fail' just being recorded as a 'fail' with a higher percentage the UK CAA do not adjust either adjust the marks or notify the affected students.
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Old 2nd Sep 2016, 06:09
  #886 (permalink)  
 
Join Date: Dec 2015
Location: London
Posts: 63
Flight Planning

Alex, Paco et al, can you advise on the following for the FLight Planning exam pls.

What is PDP and Decision Point Procedure? Thanks.
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Old 2nd Sep 2016, 17:02
  #887 (permalink)  
 
Join Date: Sep 2016
Location: UK
Posts: 6
Hi there, been reading this forum for a while. Due to head to bristol this autumn for MOD 1 revision course. Im working through the CBT and am averaging anywhere between 40 & 70% in most of progress tests, I only pass the odd PT on the first try. I was always pretty good at maths so I'm not struggling with the Gen Nav equations as you might assume, just struggling with remembering the sheer amount of info, especially with MET.

I've worked out that I should have at least three weeks between finishing the CBT and going to bristol to practice the question banks. Do you think if I work at the question banks before going to bristol, will it be enough to bring my scores up to a good level? Just worried that I won't be up to standard in time for the exams!!!
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Old 2nd Sep 2016, 22:08
  #888 (permalink)  
 
Join Date: May 1999
Location: Bristol, England
Age: 60
Posts: 1,472
Everyone has the same worries. Do the coursework, if you don't pass the PT first time, revise, do it again. Go through the question bank on the app or online, once you have seen all the questions try practice exams without a time limit initially, then set the timer. Try and get yourself to a pass standard in all papers. If there are gaps in your understanding we will work on that on the revision course.

You'll find that most of the people with you in the room on day 1 of the revision course have the same doubts and fears - its normal. If you have done the distance learning work and had a reasonable stab at the question bank you should be OK.
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Old 3rd Sep 2016, 05:54
  #889 (permalink)  

 
Join Date: Nov 2000
Location: White Waltham, Prestwick & Calgary
Age: 67
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Just like playing the guitar - speed comes with practice. Every time you do a test, it will be just that bit quicker than the previous one. Just don't try to rush, because your mental focus will be on finishing in time rather than on the material, i.e. in the wrong place.
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Old 4th Sep 2016, 17:26
  #890 (permalink)  
 
Join Date: Sep 2016
Location: UK
Posts: 6
Thanks folks, sounds like I'm more or less on the right track! I would guess that the CBT pushes you hard to ensure that you are well prepared for the exams.
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Old 5th Sep 2016, 09:03
  #891 (permalink)  

 
Join Date: Nov 2000
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That's what it's for......
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Old 5th Sep 2016, 20:44
  #892 (permalink)  
 
Join Date: Jun 2012
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Cold air is denser than warm air, but why does the airflow become warmer and denser at the same time in a shockwave? Is it because of skin friction?
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Old 6th Sep 2016, 10:45
  #893 (permalink)  
 
Join Date: Jan 2011
Location: England
Posts: 642
To understand what is happening we need to look at the basics and work from there.

Density = Mass / Volume, so if the volume of a fixed mass of air increases, its density must decrease. If its volume decreases then its density must increase.

If we take a mass of air and warm it slowly, it will tend to expand. If the air is held within a container it will be unable to expand, so its pressure will increase. We will still have the same mass of air in the same volume, so the density will be unchanged. If we now reduce the volume of the container, the pressure, temperature and density of the air will all increase simultaneously.

If we now take the top off the container the air will be free to expand. As it expands it will take up a greater volume. We will now have the same mass of air in a greater volume, so the density will be lower. The pressure and temperature will also decrease as the air expands. So as the air expanded the pressure, temperature and density all decreased.

A shock wave is an instantaneous pressure increase. So when air flows through a shockwave it suddenly finds itself in an area of higher pressure. This causes the air to be instantaneously compressed until its pressure is equal to that immediately behind the shockwave. This sudden compression of the air causes its volume to decrease, so its density must increase. The sudden compression of the air also causes its temperature to increase. So we have a situation in which the pressure, temperature and density all increase simultaneously.

So passing the air through a shockwave causes it to behave as if it were inside a container which suddenly shrunk in volume.
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Old 6th Sep 2016, 12:31
  #894 (permalink)  
 
Join Date: Jun 2012
Location: -
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Clear explanation, thanks.
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Old 17th Sep 2016, 18:15
  #895 (permalink)  
 
Join Date: Dec 2004
Location: IOM
Posts: 175
Hi all

Taking AGK, instruments and ops this coming week. My last 3 so mixed feelings at the moment - been distance studying for 2 years now so looking forward to enjoying some free time again!

Has anybody got some recent feedback on any of these subjects from the exams as I'm aware there was a bit of an issue earlier in the year with ops in particular.

Not looking for questions and answers of course, just hoping to find out if there were any nasty surprises that weren't fully anticipated from the LO's.

Thanks

Last edited by Ronaldsway Radar; 17th Sep 2016 at 18:19. Reason: Sp
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Old 17th Sep 2016, 18:18
  #896 (permalink)  
 
Join Date: Dec 2004
Location: IOM
Posts: 175
Whilst I'm here - Keith, Alex, Paco and numerous others - there has been some excellent support on here over the past few years and I'm sure many have gone on to understand some topics a little bit better thanks to your input. Thank you very much for taking the time to lend your support.
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Old 17th Sep 2016, 19:34
  #897 (permalink)  

 
Join Date: Nov 2000
Location: White Waltham, Prestwick & Calgary
Age: 67
Posts: 3,749
A read of doc 965/2012 from EASA would be a good start for ops.

Glad to help, BTW - anything to beat the system
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Old 31st Oct 2016, 20:03
  #898 (permalink)  
 
Join Date: Jun 2012
Location: -
Posts: 1,176
I am going to ask this question here as I've been unable to post on atpforum.eu due to technical problems.

Hopefully someone who has access to Bristol GS CBT can help me as this is a question in the Grid Navigation Progress Test.

I am having trouble solving this question and don't really understand the last part of the explanation in the CBT.
(Refer to Annex 098-061-001)
Note you will need to print and then plot on this diagram. North Polar Stereographic Chart with a grid overlaid with the Greenwich Meridian. An Aircraft Flies from the geographic North Pole for a distance of 480 NM along the 110 E Meridian, then follows a Grid Track of 154 for a distance of 300 NM. Its position is now approximately:

8000'N 080E
I have no problem in solving the first part of the question as it is just matter of subtracting 8 (480 NM/60) from 90 to find the 82N latitude, however I am not understanding how to get to the final solution and I don't understand the last part of the explanation which says to use the latitude scale to measure this 300 NM but I am provided with no scale.

What am I missing?
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Old 1st Nov 2016, 06:28
  #899 (permalink)  

 
Join Date: Nov 2000
Location: White Waltham, Prestwick & Calgary
Age: 67
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300 nm is going to be roughly 5 degrees at that latitude (the cosine is very small) - try a pair of compasses centred on the new location then see which answer fits?
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Old 1st Nov 2016, 06:55
  #900 (permalink)  
 
Join Date: Feb 2002
Location: Sunny Solihull
Age: 62
Posts: 204
Red Bull you are missing a paper annex which looks like a north PS chart maybe with the scale you require printed on it. You then have to physically plot (on paper) the two position lines both in terms of direction and distance at the end you should be at 80 80 approx. Regretfully I don't have a copy to attach here.
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