ATPL theory questions
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ATPL STUDY TIPS
HI everyone,
I'm going to be starting groundschool with L3 Harris very soon and was curious about how everyone revised/revises for their ATPL exams.
Ive heard that question banks are going to be very useful so I will definitely use them. (Are there any you guys recommend).
Also I was wondering whether to cover the content in the ATPL books before looking at the question banks as i'm not sure whether or not you can use the question bank for sub topics and specific questions, or would you guys recommend covering the content with my lecturer, at home and using the question bank at the same time. Please let me know what you guys recommend.
I also don't want to be taking notes for the sake of it, so how will i know if the information in my book is worth noting down. I don't know if i'm overthinking or not but i am slightly anxious heading in to my ATPL course.
I'm going to be starting groundschool with L3 Harris very soon and was curious about how everyone revised/revises for their ATPL exams.
Ive heard that question banks are going to be very useful so I will definitely use them. (Are there any you guys recommend).
Also I was wondering whether to cover the content in the ATPL books before looking at the question banks as i'm not sure whether or not you can use the question bank for sub topics and specific questions, or would you guys recommend covering the content with my lecturer, at home and using the question bank at the same time. Please let me know what you guys recommend.
I also don't want to be taking notes for the sake of it, so how will i know if the information in my book is worth noting down. I don't know if i'm overthinking or not but i am slightly anxious heading in to my ATPL course.
Pay attention, ask questions and take notes in the lessons as your TKI will emphasise important points that you need to remember. You'll be using PadPilot so read and understand the theory before attempting any Question Banks.
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ANSWER
hello,
unfortunately i got no response on the question above, but maybe someone have a clue of a new one that i got at my last exam.
Even this one i was not able to figure out or find any solution hints in the internet. I really like to meet these sadists who create such questions!
Dist. A - b = 1200nm
psr is 84% of ab
pet is 60% of ab
endurance = 8h24mins
what is the groundspeed from psr to a?
I am going already crazy with these questions...everyone i ask, no one has a clue
unfortunately i got no response on the question above, but maybe someone have a clue of a new one that i got at my last exam.
Even this one i was not able to figure out or find any solution hints in the internet. I really like to meet these sadists who create such questions!
Dist. A - b = 1200nm
psr is 84% of ab
pet is 60% of ab
endurance = 8h24mins
what is the groundspeed from psr to a?
I am going already crazy with these questions...everyone i ask, no one has a clue
720 = gsr/(gso +gsr) *1200
gsr/(gso +gsr = 0.6
time to pnr 0.6*8hr 24min = 5hr 2min 24sec approx
gso 200kts with the above time
now 720 = gsr/(gsr +200) * 1200
720gsr + (200 * 720) = 1200gsr
gsr = 144000/480 = 300kts
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In this one according to my instructor
note when wind constant pet = pnr
from the question i deduced in this question few words are missing related 500kg fuel
but let assume without reserve and 500 kg fuel
5000kg fuel = 1200nm
so 500kg fuel = x
cross multiply 5000/500 = 1200/x
x = 1200/10 = 120nm
final result 1200 + 120 = 1320 nm answer
note when wind constant pet = pnr
from the question i deduced in this question few words are missing related 500kg fuel
but let assume without reserve and 500 kg fuel
5000kg fuel = 1200nm
so 500kg fuel = x
cross multiply 5000/500 = 1200/x
x = 1200/10 = 120nm
final result 1200 + 120 = 1320 nm answer
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ATPL - Flight planning
Hi all,
I am currently doing my ATPL and I am struggeling with flight planning. I am subscribed to the BGS database, but there are a lot of old questions in the database, which do not refer to the new Jeppesen. Do you have any tips on how to study this subject or how did you do it?
Thanks a lot!
I am currently doing my ATPL and I am struggeling with flight planning. I am subscribed to the BGS database, but there are a lot of old questions in the database, which do not refer to the new Jeppesen. Do you have any tips on how to study this subject or how did you do it?
Thanks a lot!
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On BGS you can search for questions containing "GSPRM" there are about 70 of them last time I looked this will bring up all the new Jeppesen Manual questions both VFR & IFR. It is not so friendly when trying to do a full mock exam with everything else as it tends to throw up irrelevant Jeppesen questions. I believe other QBs give you an option or just use the new one (some parts of EASA land are still using old Jeppesen hence original questions still around)
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ATPL exam question
Hello guys,
I have a question about what I encountered while ATPL exam preparation.
The question is: " When displayed in the signal area or at the end of the runway strip in use, a right-hand arrow of conspicuous colour indicates?
An Answer is: " That turns are to be made to the right before landing and after take-off. "
So, the question is clear, but I can not understand an answer indeed. What do they mean that "........before landing and after take-off? "
An according picture is in the attachment.
Thanks in advance and good luck.
I have a question about what I encountered while ATPL exam preparation.
The question is: " When displayed in the signal area or at the end of the runway strip in use, a right-hand arrow of conspicuous colour indicates?
An Answer is: " That turns are to be made to the right before landing and after take-off. "
So, the question is clear, but I can not understand an answer indeed. What do they mean that "........before landing and after take-off? "
An according picture is in the attachment.
Thanks in advance and good luck.
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In a right-hand traffic pattern all turns are made to the right.
You turn right after taking off to go from upwind to crosswind, right to turn from crosswind to downwind, right to turn from downwind to base and right to turn on to final before landing.
You turn right after taking off to go from upwind to crosswind, right to turn from crosswind to downwind, right to turn from downwind to base and right to turn on to final before landing.
It's slightly convoluted way of simply saying it's a Right hand pattern ( as RedDragonFlyer has said).
I suppose you could explain the wording by thinking of observing the signal square for the first time as you approach the airfield to join the traffic pattern..then the sequence makes more sense - "make all turns right before landing"..and then when you do finally leave again "make all turns right after take-off"
I suppose you could explain the wording by thinking of observing the signal square for the first time as you approach the airfield to join the traffic pattern..then the sequence makes more sense - "make all turns right before landing"..and then when you do finally leave again "make all turns right after take-off"
Last edited by wiggy; 25th Jul 2020 at 07:41.
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But, if it is the first flight that I am doing airport where there is “Right Turn” signal area. How do me join the traffic pattern without acknowledged about that Right Turn signAl (marker..)? I mean, may be, I am not noticed about that. Is this indicator shown on the Chart or AiP?
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In the early 1920s you would fly your death trap airliner over Croydon Airport at 2000 feet. Look at the signals square, a large piece of grass next to the control tower, and decode from the signs and arrows, (which are big and placed in the signals square by ATC, no radio communication back then,) which direction to land in, what direction the circuit was to be flown etc then descend into the circuit.
Alternatively you could descend in cloud using the chimney smoke from Croydon Power Station as a navigational fix and land on top of a house on the Purley Way.
I don’t believe I have ever seen an active signals square. Never seen a tethered airship at night either.
Alternatively you could descend in cloud using the chimney smoke from Croydon Power Station as a navigational fix and land on top of a house on the Purley Way.
I don’t believe I have ever seen an active signals square. Never seen a tethered airship at night either.
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When I was learning back in the 70s one of my early solo cross-country flights was to fly from Birmingham EGBB in a C150 (those were the days) to overfly Halfpenny Green (Wolverhampton International!) and observe & record (on paper) the signals square then report back to the CFI who had in the meantime checked with HG. Signals squares are still in use at some smaller UK GA airfields, useful for non-radio ops.
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Question about Class B aircraft and ASDR
Hello,
I have a question regarding the rule applicable to Class B aircraft (a 6 seater twin for example (MP1)) for the ASDR. I am studying with the book from PadPilot "Performance".
In the chapter about "Multi - engine piston MP1" and "Take-off and Acceleration Stop distance" it says "although there is no requirement to be able to stop within the ASDA from the lift-off speed, it would be advisable to plan to achieve this".
Do you know where in the Air operation manual from EASA (or in another official document ) I can find explicitly the rule that states that for a multi engine piston aircraft class B it is not obliged to respect ASDR / ASDA ? Because I spent hours looking for it and I don't understand where its coming from.
Thank you very much !
I have a question regarding the rule applicable to Class B aircraft (a 6 seater twin for example (MP1)) for the ASDR. I am studying with the book from PadPilot "Performance".
In the chapter about "Multi - engine piston MP1" and "Take-off and Acceleration Stop distance" it says "although there is no requirement to be able to stop within the ASDA from the lift-off speed, it would be advisable to plan to achieve this".
Do you know where in the Air operation manual from EASA (or in another official document ) I can find explicitly the rule that states that for a multi engine piston aircraft class B it is not obliged to respect ASDR / ASDA ? Because I spent hours looking for it and I don't understand where its coming from.
Thank you very much !
There's no certification or operational rule requiring accelerate-stop distance to be determined for most small aeroplanes. Were it a rule for performance class B aeroplanes it would be in CAT.POL.A.305. Compare with CAT.POL.A.205 for class A and CAT.POL.A.400 for class C. The consolidated air ops rules are on EUR-Lex (link) or in the EASA Easy Access Rules for Air Operations (link).
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The rules for Class B are now in a document behind a paywall, originating from outside EASA from memory. The EASA examinars have been told that the rules they are working to are some years out of date but have not visibly reacted, nor has the syllabus been changed. When I get back to my desk I'll give you the document reference. Probably Pad Pilot are out of date, either accidentally or deliberately teaching out-of-date material to match the exam. Some sympathy there!
An appropriate consensus standard for 23.2115 (take-off performance) is ASTM F3179 which has been revised twice since 2016 but that version is freely viewable at https://www.astm.org/VIEW_ONLY/web/v...file=33n_8602N
There's a helpful GAMA Part 23 Rule Rewrite Training Session on Youtube (
) on the overhaul of CS/Part-23 standards done 3 years ago. In the GAMA video, at about 23 min 30 sec, there's an NTSB/GA-JSC chart categorising fatal GA accidents over the period 2008–2015. Eyeballing the chart it appears barely one per cent of are attributed to runway excursions "RE"—see ICAO taxonomy (pdf link). The chart is available on the GA Joint Steering Committee site under GA Safety Performance on the documents page (link). Similar statistics are reported for accidents in Europe, eg EASA GA-LOC-I fact sheet (link, pdf link).
There's a helpful GAMA Part 23 Rule Rewrite Training Session on Youtube (
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Question regarding field length requirement class B aircraft
Hi,
Me again. Questions regarding the calculation of the field length requirement for class B aircraft, The rule says:Takeoff Field Length Requirements - SEP and MEP
a) When no stopway or clearway is available the take-off distance when multiplied by 1.25 must not exceed TORA.
b) When a stopway and/or clearway is available the take-off distance must:i) not exceed TORAii) when multiplied by 1.3, not exceed ASDA; oriii) when multiplied by 1.15, not exceed TODAI actually have an issue understanding the "and/or" part and when to apply the i), ii), iii). If I take for example an airfield with these declared distance:
TORA = 1500m
ASDA = 1500m
TODA = 1500m
In this case, only a) is applicable. Therefore, for my aircraft, the maximum TOD will be 1500M/1.25 = 1200M
Now, let's assume that the same airfield has now a clearway of 300 m but no stopway (very common layout). The declared distances will be:
TORA = 1500m
ASDA = 1500m
TODA = 1800m
In this case, I assume that b) is applicable because there is a clearway. BUT, b) has 3 conditions:
i) not exceed TORA
ii) when multiplied by 1.3, not exceed ASDA; or
iii) when multiplied by 1.15, not exceed TODA
So if we do the calculation, we will have:
TORA 1500/1 = 1500m
ASDA 1500/1.3 = 1154m
TODA 1800/1.15 = 1565m
Therefore, this time, the limited distance will be 1154m.
And this where I am lost. Knowing that the distances (without clearway, first example) would give a limited distance of 1200M and the same distances with a clearway would give a limited distance of 1154M, Why do we bother declaring a clearway if this will reduce the takeoff weight of the aircraft ?
So, should we always apply all these 3 conditions automatically (everytime there is a clearway or a stopway or both) or should we understand : "if there is a clearway, and no stopway, only apply i) and iii)" ? Which would make more sense for me. because that way, in the second example, the limited distance would be 1565m vs 1200m and then, the presence of a clearway is useful.
Am I correct ?
Thanks !
Me again. Questions regarding the calculation of the field length requirement for class B aircraft, The rule says:Takeoff Field Length Requirements - SEP and MEP
a) When no stopway or clearway is available the take-off distance when multiplied by 1.25 must not exceed TORA.
b) When a stopway and/or clearway is available the take-off distance must:i) not exceed TORAii) when multiplied by 1.3, not exceed ASDA; oriii) when multiplied by 1.15, not exceed TODAI actually have an issue understanding the "and/or" part and when to apply the i), ii), iii). If I take for example an airfield with these declared distance:
TORA = 1500m
ASDA = 1500m
TODA = 1500m
In this case, only a) is applicable. Therefore, for my aircraft, the maximum TOD will be 1500M/1.25 = 1200M
Now, let's assume that the same airfield has now a clearway of 300 m but no stopway (very common layout). The declared distances will be:
TORA = 1500m
ASDA = 1500m
TODA = 1800m
In this case, I assume that b) is applicable because there is a clearway. BUT, b) has 3 conditions:
i) not exceed TORA
ii) when multiplied by 1.3, not exceed ASDA; or
iii) when multiplied by 1.15, not exceed TODA
So if we do the calculation, we will have:
TORA 1500/1 = 1500m
ASDA 1500/1.3 = 1154m
TODA 1800/1.15 = 1565m
Therefore, this time, the limited distance will be 1154m.
And this where I am lost. Knowing that the distances (without clearway, first example) would give a limited distance of 1200M and the same distances with a clearway would give a limited distance of 1154M, Why do we bother declaring a clearway if this will reduce the takeoff weight of the aircraft ?
So, should we always apply all these 3 conditions automatically (everytime there is a clearway or a stopway or both) or should we understand : "if there is a clearway, and no stopway, only apply i) and iii)" ? Which would make more sense for me. because that way, in the second example, the limited distance would be 1565m vs 1200m and then, the presence of a clearway is useful.
Am I correct ?
Thanks !