> >
>

# ATPL theory questions

Professional Pilot Training (includes ground studies) A forum for those on the steep path to that coveted professional licence. Whether studying for the written exams, training for the flight tests or building experience here's where you can hang out.

# ATPL theory questions

10th Mar 2017, 14:04

Join Date: Nov 2005
Location: Zulu Time Zone
Posts: 730
Likes: 0
Received 0 Likes on 0 Posts
KP

Sorry but I don't see the point.

V1 must be higher than Vmcg is a correct statement.
"V1 must be higher than Vmcg" is not one of the 4 answers you have to choose from. "The take-off is not permitted" is.
10th Mar 2017, 14:25

Join Date: May 1999
Location: Bristol, England
Age: 65
Posts: 1,806
Received 0 Likes on 0 Posts
I think Kay Pam's point is that, if the field is 'artificially' balanced by assuming that ASDA = TODA and there is extra ASDA available, then a solution would be to discard the 'balanced' solution and work out a FLL TOM and V1 for the real field lengths. As the effect of increasing ASDA is to increase both the FLL TOM and V1 it may be possible to either (i) use the new V1 at a higher TOM without modification if it is naturally greater than VMCG or (ii) choose a high V1 within the acceptable range so that it is equal or greater than VMCG if the aircraft is intended to operate at the 'balanced' FLL TOM. If either of those were possible then A becomes the correct answer. As Keith says there is not enough information in the question to say whether there is additional ASDA or not, or what the intended TOM might be.
10th Mar 2017, 15:07

Join Date: Jan 2011
Location: England
Posts: 661
Received 20 Likes on 13 Posts
And if the aircraft is not field limited, climb limited nor obstacle limited we could do a reduced thrust take-off, which might also make options B and C correct.
10th Mar 2017, 15:16

Join Date: May 1999
Location: Bristol, England
Age: 65
Posts: 1,806
Received 0 Likes on 0 Posts
Ah, not sure about C there Keith, but certainly B if a derate is used rather than flex. But who knows?
10th Mar 2017, 15:53

Join Date: Dec 2015
Location: France
Posts: 507
Likes: 0
Received 0 Likes on 0 Posts
Originally Posted by keith williams
And if the aircraft is not field limited, climb limited nor obstacle limited we could do a reduced thrust take-off, which might also make options B and C correct.
B is certain, C depends on the wording I guess (ASDR before or after the new assumption of reducing thrust)
You sir are entirely right, all answers could be correct, depending on the situation.

Where is the LOL emoticon when you need it ?
10th Mar 2017, 15:59

Join Date: Nov 2005
Location: Zulu Time Zone
Posts: 730
Likes: 0
Received 0 Likes on 0 Posts
Yes Alex I understand take-off performance. My point is that it doesn't matter what alternative answers "may be possible" because one of the answers is correct anyway, based solely on the limited information provided.

KP asked "if anyone has an explanation in favour of the green answer". There is one and it is the only one that does not involve changing the question from "which of the following is correct" to "which of the following would be correct if V1 was no longer found to be less than Vmcg".

Maybe after studying performance people feel insulted by such a simple question that they have to change it around so as to try and show off. It seems to me that this question comes straight out of CAP698, where it says:

Compare V1 with VMCG. If V1 is less than VMCG, take-off is not permitted

My experience with these multi choice tests is that the questions are often based on literally regurgitating simple statements taken from approved study material. Sure, the answer may be less complete or less clever than you would give in an oral or practical test, but what matters in trying to pass the multi choice is simply to choose the answer that will get you the mark.

I don't wish to mire the atpl questions thread in a subjective debate about the merit of this question. But if anyone wishes to raise a thread about it in the Technical or Questions forums there is probably a lot more that could be said.
10th Mar 2017, 16:05

Join Date: Dec 2015
Location: France
Posts: 507
Likes: 0
Received 0 Likes on 0 Posts
"Maybe after studying performance people feel insulted by such a simple question that they have to change it around so as to try and show off. It seems to me that this question comes straight out of CAP698, where it says:

Compare V1 with VMCG. If V1 is less than VMCG, take-off is not permitted"

This is the best explanation to this particular choice of correct answer thanks.
14th Mar 2017, 21:34

Join Date: Dec 2015
Location: France
Posts: 507
Likes: 0
Received 0 Likes on 0 Posts
Originally Posted by KayPam

I will be passing (not taking ) instruments, meteorology, performance and mass and balance next week.
My books were read and all AvExam questions are answered, so my method requirements are met

However, for the next subjects to come, I'm not so sure if I should still apply the same method...
Next set of exams will be flight planning, principles of flight, and aircraft general knowledge.
For AGK, i'm pretty sure it's best to read the entire books and to do all the questions.
But flight planning seems really easy - just time consuming
And POF is sort of in the middle I think.*

I am doing the flight planning questions right now, without having ever opened the books, and I find myself answering correctly to 90-100% of the available questions..
Overall there are just the same calculations to do over and over again with few variations and little specific knowledge to have (like what are the different fuel quantities required, how long before a flight should one file a flight plan and that's pretty much all..), and then careful thinking and calculations will guarantee the correct answer..

I calculated I would be spending like 15 hours just answering AviationExam questions on this topic...

Is it really necessary to see all avexam questions ? Could there be any surprise question like there could be in a subject like AGK, instruments or meteorology ?

Fellow ATPL students, does your method include answering all the questions on the question bank ?

Following subjects will be human factor, gen nav and radio nav.
Will it be beneficial to have seen all the questions on these subjects ? I believe it could very well be so.
Hello,
I passed 3 out of 4 subjects today.

Please be reassured, I haven't failed the fourth one, but there was no time to take it today, tomorrow then (as planned). Mass and balance so no worries.

The above questions are hot in my head right now.

Thanks
17th Mar 2017, 19:02

Join Date: Jun 2012
Location: -
Posts: 1,175
Likes: 0
Received 0 Likes on 0 Posts
I must be missing something here or...

One of the following statements about aircraft ground movement is correct:

A - a taxiing aircraft has priority over a vehicle towing an aircraft (marked correct)
B - a vehicle towing an aircraft has priority over a taxiing aircraft (my answer)
C - An aircraft overtaking another does so by passing on the right
D - Two airplanes approaching head-on will alter course to the left
17th Mar 2017, 19:23

Join Date: Nov 2005
Location: Zulu Time Zone
Posts: 730
Likes: 0
Received 0 Likes on 0 Posts
'A' is correct according to SERA.
17th Mar 2017, 19:44

Join Date: Jun 2012
Location: -
Posts: 1,175
Likes: 0
Received 0 Likes on 0 Posts
To which SERA document should I refer to?
17th Mar 2017, 21:07

Join Date: Nov 2005
Location: Zulu Time Zone
Posts: 730
Likes: 0
Received 0 Likes on 0 Posts
Commision Implementing Regulation No 923/2012; SERA.3210 Right-of-way.
(d).(4).(iv).(A) vehicles and vehicles towing aircraft shall give way to aircraft which are landing, taking off, taxiing or being towed;
So a taxiing aircraft has priority over a vehicle towing an aircraft.

As an aside, it also says in effect that vehicles towing aircraft shall give way to aircraft being towed by vehicles. Now that really is
17th Mar 2017, 21:44

Join Date: Jun 2012
Location: -
Posts: 1,175
Likes: 0
Received 0 Likes on 0 Posts
Ok I found it. That question omitted to be referring to an EASA regulation instead of ICAO Annex 2.
27th Mar 2017, 18:49

Join Date: Mar 2017
Location: ATPL Books
Posts: 3
Likes: 0
Received 0 Likes on 0 Posts
Has anyone come across the Met question "how many hurricanes are there east of Darwin?" and any idea how to answer it?
27th Mar 2017, 20:09

Join Date: Dec 2015
Location: France
Posts: 507
Likes: 0
Received 0 Likes on 0 Posts
It will fly out as soon as the test is passed.

Or you could get an australian friend and call them regularly and see how many times per year they're really worried about their wooden house.
27th Mar 2017, 21:19

Join Date: Mar 2017
Location: ATPL Books
Posts: 3
Likes: 0
Received 0 Likes on 0 Posts
I can't find it on the banks. I've heard CAA are asking it in recent exams though - no one seems to be sure of the answer
27th Mar 2017, 23:55

Join Date: Jan 1997
Location: UK
Posts: 7,737
Likes: 0
Received 0 Likes on 0 Posts
The hurricane question.

If it is Darwin, Australia not sure there will ever have been one. Cyclone perhaps rather than a Hurricane.

Rob
28th Mar 2017, 10:29

Join Date: Nov 2000
Location: White Waltham, Prestwick & Calgary
Age: 72
Posts: 4,159
Likes: 0
Received 29 Likes on 14 Posts
There aren't any - in Australia, they are called Severe Tropical Cyclones according to their government's Met book. Did the question include a timescale? They occur between November to April.

Of course, it depends how far East you go - if you carry on flying you will meet hurricanes off the Eastern seaboard of the US
28th Mar 2017, 17:55

Join Date: Mar 2017
Location: ATPL Books
Posts: 3
Likes: 0
Received 0 Likes on 0 Posts
Sorry English isn't my first language so my mistake for the confusion. I have friends in an integrated course sitting the MET exam soon - I'll see what I can find out!!
1st Apr 2017, 06:10

Join Date: May 2008
Location: On The Sky
Posts: 18
Likes: 0
Received 0 Likes on 0 Posts
Hi Dear all,
I have some ATPL questions, If anyone could help me would be very appreciated.

Q.1 You are flying at FL 130, and your true altitude is 12000 ft. What is the temperature deviation from that of the standard atmosphere at FL 130 (QNH 1013.2 HPA) ?

(a) ISA -20 C
(b) ISA +/- 0 C
(c) ISA +20 C
(d) ISA +12 C

If you could give me, how do you calculate would be appreciated.

Q.2 TAF LSZH 250716 00000KT 0100 FG VV001 BECMG 0810 0800 VV002
BECMG 1012 23005KT 2500 BKN TEMPO 1316 6000 SCT 007= Which of these statement
best describes the weather that can be expected at 1200 UTC

(a) Meteorological visibility 6 kilometers, cloud base 500 feet, wind speed 5 knots
(b) Meteorological visibility 2.5 kilometers, cloud base 500 feet, wind speed 5 knots
(c) Meteorological visibility 800 meters, wind from 230, could base 500 feet
(d) Meteorological visibility 800 meters, vertical visibility 200 feet, calm

I think the answer is (b) however answer is (a), Maybe am wrong, could some one explain ?

Thank you very much everyone