ATPL theory questions
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Neglecting position and instrument error (IAS/CAS) and compressibility (CAS/EAS), the ratio of IAS and TAS is determined by density. If actual air density is below ISA MSL density, TAS will be greater than IAS.
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Meteo warm occlusion
Hello everybody, I’d like to ask your help regarding this meterology question. Honestly I can’t figure out the answer.
during the summer a warm occlusion is approaching the east coast of the united kingdom. what weather pattern would you expect in the north sea?
A) medium level 3 to 8 oktas clouds, isolated showers
B) high level CI clouds
C)TSs, CBs, showers
D)Low level ST clouds
correct D.
Honestly I choose A, as my idea was embedded CBs can give showers while the characteristics of a warm front are cloudy sky.
I found good also B, as a typical sign of warm front approaching could be CIs.
Any help to understand this question?
thanks
during the summer a warm occlusion is approaching the east coast of the united kingdom. what weather pattern would you expect in the north sea?
A) medium level 3 to 8 oktas clouds, isolated showers
B) high level CI clouds
C)TSs, CBs, showers
D)Low level ST clouds
correct D.
Honestly I choose A, as my idea was embedded CBs can give showers while the characteristics of a warm front are cloudy sky.
I found good also B, as a typical sign of warm front approaching could be CIs.
Any help to understand this question?
thanks
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help with mass and balance question
I'm studying for my upcoming flight performance and planning exam and I'm doing practice questions on PPLtutor and a question has come up that I just can't get my head around it.
Q: Before refuelling, an aeroplane has a weight of 1850 lb and the total moments are 153000 in.lb aft of the datum. Fuel weight equalling 520 lb with an effective arm of 9 ft aft of datum is then loaded. what is the new GC of the aeroplane.
I'd calculate as follows by making a table and the formula mass x arm = moment:
Aeroplane weight: 1850 82.70 1530000
Fuel Weight: 520 9 4680.
Total 2370 157680
New GC: 157680/2370 = 66.53.
However, this is not the answer.I looked at the solution this is what the answer was:
Aeroplane weight: 1850 82.70 1530000
Fuel Weight: 520 108 56160.
Total 2370 209160
New GC: 209160/2370 = 88.25.
Can anyone explain where the value of 108 Came from for the fuel weight ARM?
Q: Before refuelling, an aeroplane has a weight of 1850 lb and the total moments are 153000 in.lb aft of the datum. Fuel weight equalling 520 lb with an effective arm of 9 ft aft of datum is then loaded. what is the new GC of the aeroplane.
I'd calculate as follows by making a table and the formula mass x arm = moment:
Aeroplane weight: 1850 82.70 1530000
Fuel Weight: 520 9 4680.
Total 2370 157680
New GC: 157680/2370 = 66.53.
However, this is not the answer.I looked at the solution this is what the answer was:
Aeroplane weight: 1850 82.70 1530000
Fuel Weight: 520 108 56160.
Total 2370 209160
New GC: 209160/2370 = 88.25.
Can anyone explain where the value of 108 Came from for the fuel weight ARM?
In any question where they start throwing lots of numbers and "mixed" units at you... make sure you have the units (and converted values) correct. I've seen questions using kg, lbs, inches and cms before! 
It doesn't get much better in real life either... Every day at work I get fuel delivered in litres while the aircraft systems and all the planning is in kgs :P Still, it's better than my last job where I had to do manual mass&balance of pax/cargo in kgs, fuel in litres, while the aircraft systems and manuals were all in lbs!
It doesn't get much better in real life either... Every day at work I get fuel delivered in litres while the aircraft systems and all the planning is in kgs :P Still, it's better than my last job where I had to do manual mass&balance of pax/cargo in kgs, fuel in litres, while the aircraft systems and manuals were all in lbs!
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ILS RADIO NAVIGATION
The Oxford ATPL books have two different answers to the same questions.
The EASA FIRST EDITION REVISED FORNPA 29 states option D to be the right answer, wheras the previous editions show option B as the answer.
What exactly is the right answer??
PLEASE NEED HELP!
An aircraft is attempting to use an ILS approach outside the coverage sectors of an ICAO standard system:
a. from the glide slope needle the captain may be receiving false course and reverse sense indications and from the localizer needle intermittent and incorrect indications
b. the aircraft’s receiver is not detecting any transmissions and the ILS needle OFF flags are visible
c. from the localizer needle the captain may be receiving false course and intermittent indications and from the glide slope needle reverse sense and incorrect indications
d. from the localizer needle the captain may be receiving false course and reverse sense indications and from the glide slope needle intermittent and incorrect indications
The EASA FIRST EDITION REVISED FORNPA 29 states option D to be the right answer, wheras the previous editions show option B as the answer.
What exactly is the right answer??
PLEASE NEED HELP!
An aircraft is attempting to use an ILS approach outside the coverage sectors of an ICAO standard system:
a. from the glide slope needle the captain may be receiving false course and reverse sense indications and from the localizer needle intermittent and incorrect indications
b. the aircraft’s receiver is not detecting any transmissions and the ILS needle OFF flags are visible
c. from the localizer needle the captain may be receiving false course and intermittent indications and from the glide slope needle reverse sense and incorrect indications
d. from the localizer needle the captain may be receiving false course and reverse sense indications and from the glide slope needle intermittent and incorrect indications
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I am going to do my performance exam in between other exams in June session. Do anyone know how EASA was thinking about factorization in the ECQB5 newest exam questions because reading Aviation Exam explanations, looking in Bristol Groundschool online or anywhere else I can not find a straight answer.
Is it so that for example for a SEP graph when its written landing distance required we do factorize by 1,43 and if its written just landing distance we do not. Or is it so as other people say that only when the question ask to factorize that we do it ? Its really important because it would definitely not be fun to fail the exam because the question creator thought about something but forgot to tell us in the question what is being expected. This is going beyond knowing what to do and gets into guessing what the creator of the question really wanted. Because according to questionbanks its different from question to question and memorizing all the answers when you know how to use the graph..... that would be so unnecessary..... + there are new questions not included in the bank.
Is it so that for example for a SEP graph when its written landing distance required we do factorize by 1,43 and if its written just landing distance we do not. Or is it so as other people say that only when the question ask to factorize that we do it ? Its really important because it would definitely not be fun to fail the exam because the question creator thought about something but forgot to tell us in the question what is being expected. This is going beyond knowing what to do and gets into guessing what the creator of the question really wanted. Because according to questionbanks its different from question to question and memorizing all the answers when you know how to use the graph..... that would be so unnecessary..... + there are new questions not included in the bank.
KT1988
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.
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.
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@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).
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).
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KT1988
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.
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.
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@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.
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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.
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.
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@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.
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.
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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?
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?
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:
So, I’m guessing that the correct answer is A) FL45?
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)
So, I’m guessing that the correct answer is A) FL45?
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eckhart
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
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
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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.
Thanks
Thanks