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

Old 1st Jun 2019, 12:40
  #1281 (permalink)  
Join Date: Jan 2011
Location: England
Posts: 644

Landing Distance (LD) is the distance that you get out of the graph (assuming you do it right).

Landing Distance Required (LDR) is the distance you get after applying the various factors to the Landing Distance.

if you do an internet search for CAP698, you will get the workbook produced by the UK CAA. For many years students could take this into their exam, but this is no longer permitted. But the book explains a great deal about this subject, including how to use the graphs and how to do the calculations.

If you do an internet search for Difference between Landing Distance and Landing Distance Required, you will find lots of useful stuff on the subject.

keith williams is offline  
Old 1st Jun 2019, 13:03
  #1282 (permalink)  
Join Date: Mar 2018
Location: Poland
Posts: 2
@keith williams: Thanks for the reply, I do understand the difference. The problem is what do EASA expect because people passing the exams in different nations in Europe come with different information.

In the question banks its the same sometimes it is LDR but correct answer is LD and sometimes the other way around.... some students claimed and Aviation Exam got it as a note that in Poland we should never factorize for B class SEP unless it is clearly written that it is a commercial flight and only then LDR shall be used.

Is it even possible that EASA give different answers for the same question in different nations, can the CAA make their own questions or are the questions made by EASA and there can only be one correct answer to a question with the same data provided ? Seriously it can fail the whole exam or at least the score depending on how many questions of this kind are drawn. So I do not know who to trust the answer in the questionbank or the feedback in Aviation Exam ? There should be one simple explanation like for example LDR means LDR or only factorize if its a commercial flight and disregard everything else.

Or else this is not an exam to check what the students do know but to check who is lucky (or who memorized all numbers in question bank in case the answers there are universal (they go both ways for the same wording).
KT1988 is offline  
Old 3rd Jun 2019, 06:16
  #1283 (permalink)  
Join Date: Nov 2017
Location: Baile Atha Cliath
Posts: 15

I feel your furstration, I'd the same worry so I just made a decision to factorise when they ask for LDR and not factorise when they asked for LD.

I then wrote a note to that effect in the comments box for each question where I did this.

As regards SEP thankfully they only asked for LD, not LDR so I hadn't got to make the SEP decision.

MR172 is offline  
Old 3rd Jun 2019, 10:57
  #1284 (permalink)  
Join Date: Mar 2018
Location: Poland
Posts: 2
@MR172: Thanks for your reply, the point is I have not seen any comments box in the Polish CAA exam. You do the exam click that you are done and the PC immediately give you the result thats it. But I will do the Performance exam the last (got 3 sessions left after this session in case) so just in case it will not frustrate me for the other exams. And I will just remember the strange questions from question bank where they did not want factorized answer when asked about LDR and trust they got it right in question bank if I do not remember the question and answer (new question of this kind) then I do factorize if they ask LDR and hope for the best.
KT1988 is offline  
Old 7th Jun 2019, 17:06
  #1285 (permalink)  
Join Date: Mar 2018
Location: Poland
Posts: 2
Here is another question in Performance without a clear answer what the CAA expects. Really it looks like the Performance exam got the strangest question creators from all the exams no other exam got so confusing expectations and we do still have to pass it on first try to get a first time pass.

The question is: Consider maximum range speed and speed for maximum angle of climb. How will headwind affect those speeds (everything else remain the same).

What seems the right answer is: Maximum range speed increases and speed for maximum angle of climb remains the same

BUT the correct answer according to comments and an another question bank is: Both speeds remain the same......

Do anyone know if EASA corrected the question or we shall answer both speeds remain the same to skip contesting the question etc. itd. ? Seriously this is totally strange that other exams got their questions in shape while in this one no one knows what the CAA expect and whether or not they care about what is correct by the book.
KT1988 is offline  
Old 7th Jun 2019, 19:27
  #1286 (permalink)  
Join Date: Apr 2018
Location: United Kingdom
Posts: 2,277
KT1988 - Many question banks are very bad, and contain loads of errors. The only one I would trust would be the Bristol QB.
2unlimited is online now  
Old 7th Jun 2019, 20:42
  #1287 (permalink)  
Join Date: Mar 2018
Location: Poland
Posts: 2
@2unlimited: Bristol today have got like 40 % real questions at most maybe and they got few questions too. I use it to check whether or not I can pass if I get all new questions since I train with Aviation Exam and Atpl questions. The real exam questions are much more like Aviation Exam and Atpl questions. And this is the question where both banks do not know what to advise. Aviation Exam got the correct answer but is not sure if CAAs did correct it, Atpl questions claim the wrong answer is what the CAAs mark as correct but that EASA was supposed to look at it in 2018.

I hope I will just not draw the question there are over 1000 questions including those new that the question banks do not know about yet, so drawing this one got to be really bad luck.
KT1988 is offline  
Old 24th Sep 2019, 21:05
  #1288 (permalink)  
Join Date: Sep 2019
Location: Scotland
Posts: 2
Unhappy Airlaw Question that seems wrong?

Hi All,
In the Geoff Weighell Airlaw book, there is this question:

An Aircraft in the cruise on a magnetic track of 270 degrees in accordance with the WFR might choose to cruise at which of the following levels to avoid other aircraft:
A) FL45
B) FL40
C) FL35
D) FL30

I get it, but the answer seems wrong to me. Can anyone explain?
cmackay81 is offline  
Old 25th Sep 2019, 14:02
  #1289 (permalink)  
Join Date: May 2005
Location: France / UK
Age: 65
Posts: 983
From the CAA website:

Key changes resulting from the implementation of SERA include:Cruising levels The semi-circular level system replaces the quadrantal system and brings the UK into line with ICAO standards applied elsewhere around the world. VFR and IFR aircraft are allocated different levels to fly at:
  • IFR flights use whole 1000's of feet (e.g. 1000, 3000 etc. when flying eastbound, and 2000, 4000 etc. when flying westbound)
  • VFR flights use the intermediate 500 ft. levels (e.g. 3500, 5500 etc. when flying eastbound and 4500, 6500 when flying westbound)
For VFR flights, compliance with the cruising levels remains good practice but is not mandatory.

So, I’m guessing that the correct answer is A) FL45?
eckhard is offline  
Old 25th Sep 2019, 16:42
  #1290 (permalink)  
Join Date: Sep 2019
Location: Scotland
Posts: 2

Yes, that's what I thought as well. However the answer given in the book is FL35.

I e-mailed the author today, and he has confirmed the book is incorrect, so it should be FL45
cmackay81 is offline  
Old 8th Oct 2019, 09:14
  #1291 (permalink)  
Join Date: Aug 2013
Location: Europe
Posts: 5
Good day everybody, I will start soon to study for ATPL(H) IR exams, any suggestion on which test-per question bank choose online ? I'll sit the exams in Italy so, from what I heard Bristol GS it's preferable for sitting the exams with CAA.

lorenzop is offline  
Old 21st Nov 2019, 19:55
  #1292 (permalink)  
Join Date: Nov 2019
Location: London
Posts: 2

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.
Armaan is offline  
Old 24th Jan 2020, 08:50
  #1293 (permalink)  
Join Date: Feb 2000
Location: It's a secret
Posts: 262
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.
Specaircrew is offline  
Old 13th Apr 2020, 08:29
  #1294 (permalink)  
Join Date: Apr 2020
Location: C-6/11 kabir nagar shahdara delhi 110094
Posts: 2
Thumbs up ANSWER

Originally Posted by rusty1983 View Post
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
pet 60% 720

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
kikukik is offline  
Old 13th Apr 2020, 08:37
  #1295 (permalink)  
Join Date: Apr 2020
Location: C-6/11 kabir nagar shahdara delhi 110094
Posts: 2
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
kikukik is offline  
Old 10th May 2020, 14:59
  #1296 (permalink)  
Join Date: May 2020
Location: Netherlands
Posts: 1
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!
Pinuts is offline  
Old 11th May 2020, 14:33
  #1297 (permalink)  
Join Date: Feb 2002
Location: Sunny Solihull
Age: 63
Posts: 209
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)
RichardH is offline  
Old 24th Jul 2020, 14:55
  #1298 (permalink)  
Join Date: Feb 2019
Location: Azerbaian, Baku
Age: 33
Posts: 5
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.
Attached Files
File Type: pdf
Image.pdf (42.1 KB, 39 views)
Bahruz is offline  
Old 24th Jul 2020, 15:52
  #1299 (permalink)  
Join Date: Mar 2016
Location: From UK
Posts: 59
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.
RedDragonFlyer is offline  
Old 24th Jul 2020, 17:11
  #1300 (permalink)  
Join Date: Feb 2001
Location: The Winchester
Posts: 5,858
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"

Last edited by wiggy; 25th Jul 2020 at 07:41.
wiggy is offline  

Thread Tools
Search this Thread

Contact Us - Archive - Advertising - Cookie Policy - Privacy Statement - Terms of Service - Do Not Sell My Personal Information -

Copyright 2018 MH Sub I, LLC dba Internet Brands. All rights reserved. Use of this site indicates your consent to the Terms of Use.