ATPL theory questions
Joined: Apr 2004
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From: London, GB
I agree with Alex. Common standard parallels are used in some regional sets. The publisher in question addresses this in its FAQ:
While this may be true for the chart in question it obviously depends on the actual latitude range to be charted.
Ignore it. The pertinent information was in the text and was adequately summarised in Deetz and Adams.
In practice because the scale on these projections is almost constant it is easier to assess distances by referring to a meridian graduated in minutes of latitude.
Q. Why does the scale of the VFR+GPS charts differ slightly from 1:500.000?
A. In order to support the European wide standard, a Lambert Conformal Conic Projection with Standard Parallels at N37° and N65° is used for production of all VFR+GPS charts. This enables the seamless combination of all charts and the use for continuous flight planning. A scale distortion is a consequence of the projection and varies with the distance from the Standard Parallels. The true scale is depicted on every VFR+GPS chart on the Cover panel (e.g. EB/EH: True Scale at N51° - 1:515.000) and near the Scale Bar. In addition, a factor is given to multiply measured distances with every parallel (e.g. 1.03).
A. In order to support the European wide standard, a Lambert Conformal Conic Projection with Standard Parallels at N37° and N65° is used for production of all VFR+GPS charts. This enables the seamless combination of all charts and the use for continuous flight planning. A scale distortion is a consequence of the projection and varies with the distance from the Standard Parallels. The true scale is depicted on every VFR+GPS chart on the Cover panel (e.g. EB/EH: True Scale at N51° - 1:515.000) and near the Scale Bar. In addition, a factor is given to multiply measured distances with every parallel (e.g. 1.03).
greater accuracy can be achieved by selecting two SPs at a range closer to 16 [deg]
I also must admit the math level ... is beyond my current knowledge.
In practice because the scale on these projections is almost constant it is easier to assess distances by referring to a meridian graduated in minutes of latitude.
Joined: Aug 2005
Posts: 10
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From: Montreal
True Altitude Calculation
Hello
Could you please provide some assistance with the following question?
Altimeter reading 4500 FT, OAT 20°C, calculate the true altitude... has it got anything to do with pressure or density altitudes?
Hello
Could you please provide some assistance with the following question?
Altimeter reading 4500 FT, OAT 20°C, calculate the true altitude... has it got anything to do with pressure or density altitudes?
Joined: Apr 2014
Posts: 5
Likes: 0
From: Mexico
I agree with Alex. Common standard parallels are used in some regional sets. The publisher in question addresses this in its FAQ
Quote:
Q. Why does the scale of the VFR+GPS charts differ slightly from 1:500.000?
A. In order to support the European wide standard, a Lambert Conformal Conic Projection with Standard Parallels at N37° and N65° is used for production of all VFR+GPS charts. This enables the seamless combination of all charts and the use for continuous flight planning. A scale distortion is a consequence of the projection and varies with the distance from the Standard Parallels. The true scale is depicted on every VFR+GPS chart on the Cover panel (e.g. EB/EH: True Scale at N51° - 1:515.000) and near the Scale Bar. In addition, a factor is given to multiply measured distances with every parallel (e.g. 1.03).
Quote:
Q. Why does the scale of the VFR+GPS charts differ slightly from 1:500.000?
A. In order to support the European wide standard, a Lambert Conformal Conic Projection with Standard Parallels at N37° and N65° is used for production of all VFR+GPS charts. This enables the seamless combination of all charts and the use for continuous flight planning. A scale distortion is a consequence of the projection and varies with the distance from the Standard Parallels. The true scale is depicted on every VFR+GPS chart on the Cover panel (e.g. EB/EH: True Scale at N51° - 1:515.000) and near the Scale Bar. In addition, a factor is given to multiply measured distances with every parallel (e.g. 1.03).
@dook , @Alex Whittingham and @selfin thank you very much for your help. I appreciate all the help and input you gave.
Joined: Feb 2000
Aviation Qualifications: Military (Retired)
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From: It's a secret
They've given you the OAT at 4500ft which means it's an ISA deviation question. You know what the ISA temp is at sea Level (15C) so you work out the ISA deviation then use the formula 4 x Indicated Alt in 1000's of feet x the ISA Deviation to calculate the height error.
Joined: Jan 2017
Posts: 13
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From: EDDW
Hello everyone,
I am really struggling with two types of M&B questions, someone can help with a scheme?
First one:
"The loaded weight of an aeroplane is 100.000 kg.
The CG of the loaded aeroplane is at 20% MAC = Sta. 15,5 m.
The CG should be shifted to Sta. 16 m by moving cargo from the fwd. hold (sta. 10m) to the aft. hold (sta. 25m).
Initially, fwd. cargo load is 5.000kg and the aft. cargo load is 3.000kg.
How much cargo load is in the aft hold after the load shift to obtain the new CG?"
Second one:
"The loaded weight of an aeroplane is 13.000kg.
The CG of the loaded aeroplane is at Sta. 105,5in.
The aft. CG limit is at Sta. 102in.
How many seat rows (seat pitch 33in) must four passengers (75kg each) move forward from the last row (Sta. 224in), to bring the CG at least to the aft. limit?"
I am really struggling with two types of M&B questions, someone can help with a scheme?
First one:
"The loaded weight of an aeroplane is 100.000 kg.
The CG of the loaded aeroplane is at 20% MAC = Sta. 15,5 m.
The CG should be shifted to Sta. 16 m by moving cargo from the fwd. hold (sta. 10m) to the aft. hold (sta. 25m).
Initially, fwd. cargo load is 5.000kg and the aft. cargo load is 3.000kg.
How much cargo load is in the aft hold after the load shift to obtain the new CG?"
Second one:
"The loaded weight of an aeroplane is 13.000kg.
The CG of the loaded aeroplane is at Sta. 105,5in.
The aft. CG limit is at Sta. 102in.
How many seat rows (seat pitch 33in) must four passengers (75kg each) move forward from the last row (Sta. 224in), to bring the CG at least to the aft. limit?"
Joined: Jan 2011
Posts: 660
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From: England
To solve any problem we need to begin by forming a clear picture of the situation.
In these two questions we are attempting to achieve a certain moment change by moving part of the load.
The moment change which we are trying to achieve is equal to the total mass multiplied by the distance we want to move the CofG. We could express this as M x S where M is the total mass and S is the required CofG shift.
We will achieve this by shifting a small part of the mass a certain distance. We could express this moment change which we are going to cause as m x s where m is the mass we move and s is the distance we shift it.
If we do the job properly the moment change we are trying to achieve (M xS) will be equal the moment change we cause by shifting the smaller mass (m x s)
So we will have M x S equals m x s
In the first question we are trying to calculate the mass to be moved, (s), so we rearrange the equation to give
(M x S) / m equals s (sorry my tablet does not appear to have an equals sign)
M is 100000, S is (16 - 15.5) which is 0.5, s is (25 - 10) which is 15
Inserting these number into our equation gives (100000 x 0.5) / 15 equals the mass to be moved to the aft hold.
Adding this to the initial mass of 3000 kg already in the hold gives us the answer.
The second question can be solved in a similar way, but this time we are trying to find the distance we need to move the 300 kg of the 4 passengers. Dividing this by the seat pitch will then give us the number of rows.
In these two questions we are attempting to achieve a certain moment change by moving part of the load.
The moment change which we are trying to achieve is equal to the total mass multiplied by the distance we want to move the CofG. We could express this as M x S where M is the total mass and S is the required CofG shift.
We will achieve this by shifting a small part of the mass a certain distance. We could express this moment change which we are going to cause as m x s where m is the mass we move and s is the distance we shift it.
If we do the job properly the moment change we are trying to achieve (M xS) will be equal the moment change we cause by shifting the smaller mass (m x s)
So we will have M x S equals m x s
In the first question we are trying to calculate the mass to be moved, (s), so we rearrange the equation to give
(M x S) / m equals s (sorry my tablet does not appear to have an equals sign)
M is 100000, S is (16 - 15.5) which is 0.5, s is (25 - 10) which is 15
Inserting these number into our equation gives (100000 x 0.5) / 15 equals the mass to be moved to the aft hold.
Adding this to the initial mass of 3000 kg already in the hold gives us the answer.
The second question can be solved in a similar way, but this time we are trying to find the distance we need to move the 300 kg of the 4 passengers. Dividing this by the seat pitch will then give us the number of rows.
Last edited by keith williams; 7th October 2018 at 21:05.
Joined: Nov 2018
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From: New Delhi
Hi everyone, A newbie here in the search of some help. I can't figure out how to solve this question of altimetry.
Question :An aircraft takes off from A (elevation 600ft) aerodrome pressure 1008mbs. The altimeter on QNH reads 630 ft on ground has to clear a 7210 ft high hill midway by of margin 1500 ft before landing at B (elevation 330 ft) QFE = 1005 mbs. If A/C maintain QNH of A throughout, find
- Minimun altimeter reading to clear the hill.
- Aircraft altimeter reading on landing.
Joined: Jul 2003
Posts: 464
Likes: 2
From: UK
If using 1Mb as 30ft (rounded up from 27ft) Then the QNH allowing for the over read of 30ft (630ft Alt) at A should be 1029. In theory, using 1029 and maintaining 8710 ft Altitude should give you the 1500ft clearance.
However! The pressure at B is lower (QNH + 11Mb = 330ft elev = 1016) Therefore, flying from a high pressure area to a lower pressure area, the adage "High to low, beware below" means that the altimeter reading a constant altitude but the aircraft would in fact descend in relation to the MSL. So you would need to fly higher. My suggestion would be the difference between 1029Mb and 1016 Mb ( 13Mb = 390ft) minimum (Altitude of 9100ft).
If you require more accurate, then use 27ft per Mb
However! The pressure at B is lower (QNH + 11Mb = 330ft elev = 1016) Therefore, flying from a high pressure area to a lower pressure area, the adage "High to low, beware below" means that the altimeter reading a constant altitude but the aircraft would in fact descend in relation to the MSL. So you would need to fly higher. My suggestion would be the difference between 1029Mb and 1016 Mb ( 13Mb = 390ft) minimum (Altitude of 9100ft).
If you require more accurate, then use 27ft per Mb
Last edited by WASALOADIE; 13th November 2018 at 14:51. Reason: Addition of text
Joined: Apr 2014
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From: Mexico
Hi everyone!
Quick and probably dumb question regarding ATS Routes: What does ATS regional routes actually mean ?
I cannot find, in either the Jeppesen or anywhere else, any explanation beyond that they are used by international traffic. Does it mean that a "ULXXX" RNAV airway for example will not cross borders between states (countries)? Why are certain Juliet airways that do cross borders then?
Quick and probably dumb question regarding ATS Routes: What does ATS regional routes actually mean ?
I cannot find, in either the Jeppesen or anywhere else, any explanation beyond that they are used by international traffic. Does it mean that a "ULXXX" RNAV airway for example will not cross borders between states (countries)? Why are certain Juliet airways that do cross borders then?
Last edited by erikfj; 14th November 2018 at 23:47.
Joined: Mar 2018
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From: Poland
Hi everyone!
Does anyone have any idea if the amount of questions about anatomy of the eye, ear etc. in Human Performance & Limitations have been reduced or something? Do Aviation Exam have outdated questions or just some question banks are lacking important questions?
BTW of course its important to learn stuff from the bristol ground school and the books etc. But where are you supposed to get info for example that dengue fever is transmitted by mosquitoes active by day and not by those active at night? The question bank say such a question exist for real on the exam. And what relevance does knowing it have to flying? But you still have to know the answer to get a nice result.
Does anyone have any idea if the amount of questions about anatomy of the eye, ear etc. in Human Performance & Limitations have been reduced or something? Do Aviation Exam have outdated questions or just some question banks are lacking important questions?
BTW of course its important to learn stuff from the bristol ground school and the books etc. But where are you supposed to get info for example that dengue fever is transmitted by mosquitoes active by day and not by those active at night? The question bank say such a question exist for real on the exam. And what relevance does knowing it have to flying? But you still have to know the answer to get a nice result.
Joined: Nov 2017
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From: Portugal
There are PPL questions but I just dont understand how to figure them out. Any feedback is appreciated.
1) The aircraft takes off from the airport elevation 500 ft MSL and rises vertically at a speed of 500 ft / min. Its average cruising speed of 100 knots, and the pressure = 1013.2 hPa QNH. How far from the airport FL 80 is reached?
Select one:
a. 21 NM; b. 25 NM; c. 18 NM; d. 12.5 NM;
2)Compass deviation = -3° , Variation = 2°E, Compass heading = 127°. Magnetic track and true track values are respectively:
Select one:
a. 126°, 128°; b. 126°, 124°; c. 124°, 124°; d. 124°, 126°; .
3)An aircraft flying in a windless conditions with the heading 320 crosses the 195 radial from the VOR JED. The aircraft will be:
a. To the east of the VOR-a JED.
b. Over the VOR-em JED.
c. To the west of the VOR-a JED.
d. None of the above
1) The aircraft takes off from the airport elevation 500 ft MSL and rises vertically at a speed of 500 ft / min. Its average cruising speed of 100 knots, and the pressure = 1013.2 hPa QNH. How far from the airport FL 80 is reached?
Select one:
a. 21 NM; b. 25 NM; c. 18 NM; d. 12.5 NM;
2)Compass deviation = -3° , Variation = 2°E, Compass heading = 127°. Magnetic track and true track values are respectively:
Select one:
a. 126°, 128°; b. 126°, 124°; c. 124°, 124°; d. 124°, 126°; .
3)An aircraft flying in a windless conditions with the heading 320 crosses the 195 radial from the VOR JED. The aircraft will be:
a. To the east of the VOR-a JED.
b. Over the VOR-em JED.
c. To the west of the VOR-a JED.
d. None of the above
Joined: Mar 2018
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From: Poland
@paco: Dengue fever is mentioned in the theory and that mosquitoes spread it, but I fail to remember a statement that mosquitoes active by day but not those active at night spread it. But maybe I have not read the less relevant to flying stuff good enough (its hard to get everything perfectly among stuff that have little relevance to flying).
@asmith474: The QNH is exactly the same as ISA value used for flight levels 1013.2 hPa so the only thing you do is 8000 ft - 500 ft = 7500 ft. Then 7500 ft / 500 ft/min = 15 min. Then just 100/60 = 1,666667 and 1,66667 x 15 = 25 NM or just 0,25x100 = 25 NM since 15 min is 0,25 hour.
In question nr.2 are you sure they did not say anything about a drift angle? or wind direction and velocity?
As for question 3 just look at your CRP-5 (or get one you will need it in the future if you plan to do the ATPL) and imagine the VOR in the middle. Then radial 195 is going southwest from the VOR (more south than west) and aircraft flying 320 heading (magnetic since we do not know anything about variation) is going northwest. So its crossing a radial that is to the west of the VOR JED and its going in a northwesterly direction. So it has to be in the west of the VOR JED (but of course not exactly to the west, its southwest of the VOR JED in the moment of the crossing of the radial 195 so a tricky question giver could imagine that to the west means on radial 270 so then none of the above would be correct, thats why question banks help before the exam to solve different tricks from the question creators).
@asmith474: The QNH is exactly the same as ISA value used for flight levels 1013.2 hPa so the only thing you do is 8000 ft - 500 ft = 7500 ft. Then 7500 ft / 500 ft/min = 15 min. Then just 100/60 = 1,666667 and 1,66667 x 15 = 25 NM or just 0,25x100 = 25 NM since 15 min is 0,25 hour.
In question nr.2 are you sure they did not say anything about a drift angle? or wind direction and velocity?
As for question 3 just look at your CRP-5 (or get one you will need it in the future if you plan to do the ATPL) and imagine the VOR in the middle. Then radial 195 is going southwest from the VOR (more south than west) and aircraft flying 320 heading (magnetic since we do not know anything about variation) is going northwest. So its crossing a radial that is to the west of the VOR JED and its going in a northwesterly direction. So it has to be in the west of the VOR JED (but of course not exactly to the west, its southwest of the VOR JED in the moment of the crossing of the radial 195 so a tricky question giver could imagine that to the west means on radial 270 so then none of the above would be correct, thats why question banks help before the exam to solve different tricks from the question creators).
Last edited by KT1988; 14th March 2019 at 15:06.
Joined: Mar 2015
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From: The Loony Bin
Q2 is just your typical Deviation/Variation question...
You need to rememberthree four things:
1. Compass <-deviation-> Magnetic <-variation-> True
2. "Deviation West, Compass Best, Deviation East, Compass Least"
3. "Variation West, Magnetic Best, Variation East, Magnetic Least"
4. West = Negative, East = Positive
So, you have the compass heading 127 and you need magnetic track... deviation is -3... negative = west, so 3W... "deviation west, compass best", so we need to subtract from compass heading: 127-3 = 124 magnetic heading.
Now for magnetic to true... variation is 2E... "variation east, magnetic least", so we need to add to magnetic to find true. 124+2 = 126 true.
Answer should be D: 124°, 126°; (assuming nil wind... as these are technically "headings", so as KT1988 pointed out, if they mention drift angles/wind etc, then you have to factor those in to get "tracks")
You need to remember
1. Compass <-deviation-> Magnetic <-variation-> True
2. "Deviation West, Compass Best, Deviation East, Compass Least"
3. "Variation West, Magnetic Best, Variation East, Magnetic Least"
4. West = Negative, East = Positive
So, you have the compass heading 127 and you need magnetic track... deviation is -3... negative = west, so 3W... "deviation west, compass best", so we need to subtract from compass heading: 127-3 = 124 magnetic heading.
Now for magnetic to true... variation is 2E... "variation east, magnetic least", so we need to add to magnetic to find true. 124+2 = 126 true.
Answer should be D: 124°, 126°; (assuming nil wind... as these are technically "headings", so as KT1988 pointed out, if they mention drift angles/wind etc, then you have to factor those in to get "tracks")
Joined: Mar 2018
Posts: 38
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From: Poland
Have anyone done recently the exam in Radio Navigation? Do you know approximately how many of the 66 questions were about the PBN? Because Aviation Exam and other training databases got very few PBN questions and I heard they can be quite many on the exam so when training the questions in the data banks I do not know if I really know the whole subject or if I just remember the questions.
Joined: Nov 2000
Posts: 4,328
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From: White Waltham, Prestwick & Calgary
KT - just in case they ask you which mosquito 
Dengue is another fever spread by infected mosquitoes that are active by day – usually the Aedes Aegypti.
With regard to PBN, probably about 5 in the RNAV exam. In the separate exam that you will have to take if you don't do it now, it's 25,
Dengue is another fever spread by infected mosquitoes that are active by day – usually the Aedes Aegypti.
With regard to PBN, probably about 5 in the RNAV exam. In the separate exam that you will have to take if you don't do it now, it's 25,
Joined: Mar 2018
Posts: 38
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From: Poland
@paco: Thanks, I did already the human performance exam, they did not ask at all about the mosquitoes on the real exam and most of the questions made sense, some were tricky but the result was 90 % so I can live with it (since I used most time learning General Navigation for that session).
So its about 5 questions of the 66 about PBN on the Radio Navigation exam? I am going to do the exam on 2nd April when next session start (If I get done with everything including June session, I got promised I will be done with all my licenses this year so I am learning everyday 14/7 rest is eating, sleeping or writing posts) and heard from a colleague who were not too lucky on the radio navigation exam that he got like 14-15 PBN questions from the 66 and that he got still RNAV (area navigation questions they were not replaced by PBN like Bristol ground school online suggested).
But maybe its the Polish exam where they added PBN questions but did not remove the previous area navigation that UK CAA removed according to Bristol. So I learned both and practice with both kind of questions. But using more time on one subject means less time used on the instruments, operational procedures and air law that I also plan to pass in April. So thats why I asked if anyone know if PBN replace the RNAV part of Radio navigation exam or if its just an addition using some of the RNAV question slots on the exam but not replacing it totally.
PS. From what I heard since September 2018 its not possible to do radio navigation exam without PBN so everyone doing the exam now will get it done with PBN.
So its about 5 questions of the 66 about PBN on the Radio Navigation exam? I am going to do the exam on 2nd April when next session start (If I get done with everything including June session, I got promised I will be done with all my licenses this year so I am learning everyday 14/7 rest is eating, sleeping or writing posts) and heard from a colleague who were not too lucky on the radio navigation exam that he got like 14-15 PBN questions from the 66 and that he got still RNAV (area navigation questions they were not replaced by PBN like Bristol ground school online suggested).
But maybe its the Polish exam where they added PBN questions but did not remove the previous area navigation that UK CAA removed according to Bristol. So I learned both and practice with both kind of questions. But using more time on one subject means less time used on the instruments, operational procedures and air law that I also plan to pass in April. So thats why I asked if anyone know if PBN replace the RNAV part of Radio navigation exam or if its just an addition using some of the RNAV question slots on the exam but not replacing it totally.
PS. From what I heard since September 2018 its not possible to do radio navigation exam without PBN so everyone doing the exam now will get it done with PBN.