ATPL theory questions
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Actually, the phrase used was "until January 2015" for the use of the CAPs so to play safe, regard them as not being available for the January exams, as we don't know whether Jan is included.
The Jep is staying for the foreseeable future, in UK at least. I believe Spain has the Jep stuff in the exams questions, as required.
The Jep is staying for the foreseeable future, in UK at least. I believe Spain has the Jep stuff in the exams questions, as required.
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Guys, a quick question. The ones who are going to start with the ATPL theory in 2015, will the QB be outdated? Because I've read a lot of things that make me a little bit nervous.
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Why do you want to use the QB? If for revision and practice, there should be no problem if you keep your mind flexible. If you want to learn the answers, definitely a problem. More questions being written right now.
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i belive they add new questions every year and even every month. so the question banks are not %100 accurate.
but what i belive captain.weird asked, is something different with year 2015 rather than the usual updates on the questions. am i right?
but what i belive captain.weird asked, is something different with year 2015 rather than the usual updates on the questions. am i right?
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ATPL met question
Hi all, im on my last set of ground school exams and having problems with the following questions:-
The QNH at an airfield located 200 metres above sea level is 1009 hPa. The air temperature is 10°C lower than a standard atmosphere. What is the QFF?
A) More than 1009
B) Less than 1009
C) 1009
D) It is not possible to give a definitive answer
The QNH at an airfield located 200 metres above sea level is 1022 hPa. The air temperature is not available. What is the QFF?
A )It is not possible to give a definitive answer
B) More than 1022 hPa
C) Less than 1022 hPa
D) 1022 hPa
The QNH at an airfield in California located 69 meters below sea level is 1018 hPa. The air temperature is 10°C higher than a standard atmosphere. What is the QFF?
A) 1018 hPa
B) Less than 1018 hPa C) More than 1018 hPa
D) It is not possible to give a definitive answer
The QFF at an airfield located 400 metres above sea level is 1016 hPa. The air temperature is 10°C higher than a standard atmosphere. What is the QNH?
A) It is not possible to give a definitive answer
B) Less than 1016 hPa
C) More than 1016 hPa
D) 1016 hPa
If someone could please shed some light on theses questions it would be much appreciated as I cant seem to get my head around them!
The QNH at an airfield located 200 metres above sea level is 1009 hPa. The air temperature is 10°C lower than a standard atmosphere. What is the QFF?
A) More than 1009
B) Less than 1009
C) 1009
D) It is not possible to give a definitive answer
The QNH at an airfield located 200 metres above sea level is 1022 hPa. The air temperature is not available. What is the QFF?
A )It is not possible to give a definitive answer
B) More than 1022 hPa
C) Less than 1022 hPa
D) 1022 hPa
The QNH at an airfield in California located 69 meters below sea level is 1018 hPa. The air temperature is 10°C higher than a standard atmosphere. What is the QFF?
A) 1018 hPa
B) Less than 1018 hPa C) More than 1018 hPa
D) It is not possible to give a definitive answer
The QFF at an airfield located 400 metres above sea level is 1016 hPa. The air temperature is 10°C higher than a standard atmosphere. What is the QNH?
A) It is not possible to give a definitive answer
B) Less than 1016 hPa
C) More than 1016 hPa
D) 1016 hPa
If someone could please shed some light on theses questions it would be much appreciated as I cant seem to get my head around them!
Answers courtesy of the great guys at BGS
If the temp = ISA conditions
QNH = QFF
If above MSL
If the temp > ISA then QNH > QFF
If the temp < ISA then QNH < QFF
If below MSL then this is reversed:
If the temp > ISA then QNH < QFF
If the temp < ISA then QNH > QFF
and
In ISA conditions QNH = QFF; the setting which gives airfield elevation at touchdown (QNH) = the atospheric pressure at sea level (QFF). If it is warmer than ISA the theoretical column of air between the airfield and sea level would expand and the QNH would occur below sea level which means that QNH would be greater than QFF. Similarly, if it is colder the ISA the column of air would contract and the QNH would be less than QFF.
and
QFF and QFE problems are all linked to the fact that in colder denser air pressure changes more rapidly as you go up or down.
Imagine you are on an airfield at 1000ft elevation and at 1000mb and you want to calculate the pressure at msl. In round figures for ISA conditions, at 30ft/mb you would make it 33.3mb higher at 1033.3mb. This is your QNH.
If the air is colder than ISA you get more rapid pressure changes, and we?ll use 20ft/mb for convenience. Now, using ambient temperature and this ?real? lapse rate we calculate the pressure at msl and it comes out at 50mb higher at 1050mb This is your QFF.
Now QFF is our best guess of the actual pressure at msl, but QNH is a lower pressure and zero on the altimeter with QNH set will leave you well above msl. So, in cold conditions QFF is a higher pressure setting than QNH but the QNH pressure level is at a higher altitude. As an aside, this means you can safely fly down to zero indicated altitude with QNH set and not hit the sea.
If you look at this upside down, from an airfield below msl it means that now QFF is at a lower pressure than QNH. QNH set will give you a negative height and as you climb to zero on QNH you will still be below msl
The General Rule is that in below ISA temperatures you indicated altitude on QNH will always be nearer to your station level than your true height
This works for obstacle clearance as well. If you are climbing over a mountain in cold conditions your indicated altitude will put you nearer to your station level, which is lower than your true height
This has been about cold air> If the conditions given are for temperatures above ISA then reverse the logic!
A quick google search is your friend
If the temp = ISA conditions
QNH = QFF
If above MSL
If the temp > ISA then QNH > QFF
If the temp < ISA then QNH < QFF
If below MSL then this is reversed:
If the temp > ISA then QNH < QFF
If the temp < ISA then QNH > QFF
and
In ISA conditions QNH = QFF; the setting which gives airfield elevation at touchdown (QNH) = the atospheric pressure at sea level (QFF). If it is warmer than ISA the theoretical column of air between the airfield and sea level would expand and the QNH would occur below sea level which means that QNH would be greater than QFF. Similarly, if it is colder the ISA the column of air would contract and the QNH would be less than QFF.
and
QFF and QFE problems are all linked to the fact that in colder denser air pressure changes more rapidly as you go up or down.
Imagine you are on an airfield at 1000ft elevation and at 1000mb and you want to calculate the pressure at msl. In round figures for ISA conditions, at 30ft/mb you would make it 33.3mb higher at 1033.3mb. This is your QNH.
If the air is colder than ISA you get more rapid pressure changes, and we?ll use 20ft/mb for convenience. Now, using ambient temperature and this ?real? lapse rate we calculate the pressure at msl and it comes out at 50mb higher at 1050mb This is your QFF.
Now QFF is our best guess of the actual pressure at msl, but QNH is a lower pressure and zero on the altimeter with QNH set will leave you well above msl. So, in cold conditions QFF is a higher pressure setting than QNH but the QNH pressure level is at a higher altitude. As an aside, this means you can safely fly down to zero indicated altitude with QNH set and not hit the sea.
If you look at this upside down, from an airfield below msl it means that now QFF is at a lower pressure than QNH. QNH set will give you a negative height and as you climb to zero on QNH you will still be below msl
The General Rule is that in below ISA temperatures you indicated altitude on QNH will always be nearer to your station level than your true height
This works for obstacle clearance as well. If you are climbing over a mountain in cold conditions your indicated altitude will put you nearer to your station level, which is lower than your true height
This has been about cold air> If the conditions given are for temperatures above ISA then reverse the logic!
A quick google search is your friend
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hello fellow aviators, i have finished 7 of the exams and all of the ones that left, i belive the most scary one is the gennav. is there a good source to study for gennav, maybe shortcuts, tips or summaries? thank you for your help.
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Variation in groundspeed
Hi everyone, could you please help me out with this one? 
At 07:33 you are 500 NM from Z.
ATC Request: do not cross Z before 08:57.
You are cruising at FL300, OAT -38°C, M.79, WC -70 KTS.
Calculate the latest time you can slow down to a GS of 320 KTS in order to comply with ATC.
Many thanks!
At 07:33 you are 500 NM from Z.
ATC Request: do not cross Z before 08:57.
You are cruising at FL300, OAT -38°C, M.79, WC -70 KTS.
Calculate the latest time you can slow down to a GS of 320 KTS in order to comply with ATC.
Many thanks!
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First work out your groundspeed. Lacking a nav computer I will do it by calculation:
Temperature in Kelvin = 273 – 38 = 235K
Local speed of sound = 38.94*sqrt 235 = 597KT
TAS = Mach number * LSS = 472KT
Groundspeed = 472KT – 70KT = 402KT
At 07:33 you were 500NM from Z. You are required to reduce speed to 320KT groundspeed to cross at 08:57.
Consider where you would be at 08:57 if you did not change speed. You would have travelled for 1 hr 24 minutes (1.4 hours) at 402KT, a distance of:
1.4 * 402 = 562NM, an ‘overshoot’ of 62NM.
You need to get rid of this overshoot by flying 402 – 320 = 82KT slower.
This will take 63 ÷ 82 = 0.77 hours = 46 minutes.
Therefore change speed 46 minutes before 08:57, or 08:11.
I have rounded numbers here but preserved decimal places on my calculator to actually get 45.8 minutes. How did I do?
Temperature in Kelvin = 273 – 38 = 235K
Local speed of sound = 38.94*sqrt 235 = 597KT
TAS = Mach number * LSS = 472KT
Groundspeed = 472KT – 70KT = 402KT
At 07:33 you were 500NM from Z. You are required to reduce speed to 320KT groundspeed to cross at 08:57.
Consider where you would be at 08:57 if you did not change speed. You would have travelled for 1 hr 24 minutes (1.4 hours) at 402KT, a distance of:
1.4 * 402 = 562NM, an ‘overshoot’ of 62NM.
You need to get rid of this overshoot by flying 402 – 320 = 82KT slower.
This will take 63 ÷ 82 = 0.77 hours = 46 minutes.
Therefore change speed 46 minutes before 08:57, or 08:11.
I have rounded numbers here but preserved decimal places on my calculator to actually get 45.8 minutes. How did I do?
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LBA: 6 Down 8 To Go
I wrote VFR Comms, IFR Comms, OPs, Air Law, Weather, and GenNav yesterday in Braunschweig. The Comms, OPs, Air Law were 1:1 from Peter's Software databank. Weather for the most was from it as well except for three questions:
The temperature on the land is 10C/05C. What air temperature from an air mass originating over the water need to be to form advection fog (these are the answers as best as I can remember them...):
A) 10/05
B) 20/05
C) 25/10
D) 20/15
I chose D since the air temp in D is higher than the air over the land therefore holding more moisture and the spread is smaller than 25/10. The warmer air flows over the land and is then cooled. Dunno...
Also there were 2 weather charts questions. For one, you have to find the route where there is no icing at FL180. There is then a list of routes i.e. Frankfurt-Madrid, Zurich-Marsailles, etc. I cannot remember the other question, but it was fairly easy.
Anyhoo, crash and burn in GenNav. I would say that 1/2 of the questions where not in the Peter databank. All of them do-able, but I had mostly questions with headings and NONE of the heading questions were multiple choice: ALL FILL IN THE BLANKS. Bastards.... A really (for me) tricky polar stereographic question: North Pole: A) is at 75N 146E; B) 78N 168E; what is the TT at 155E. Almost all of the questions requiring a number for an answer were fill in the blank.
My big problem was time management. Next time, I will use some of the leftover time in one of the other subject and write out the formulas and memory-helpers BEFORE I start the NAV section (i.e. C-D-M-V-T). Saves some time.
The temperature on the land is 10C/05C. What air temperature from an air mass originating over the water need to be to form advection fog (these are the answers as best as I can remember them...):
A) 10/05
B) 20/05
C) 25/10
D) 20/15
I chose D since the air temp in D is higher than the air over the land therefore holding more moisture and the spread is smaller than 25/10. The warmer air flows over the land and is then cooled. Dunno...
Also there were 2 weather charts questions. For one, you have to find the route where there is no icing at FL180. There is then a list of routes i.e. Frankfurt-Madrid, Zurich-Marsailles, etc. I cannot remember the other question, but it was fairly easy.
Anyhoo, crash and burn in GenNav. I would say that 1/2 of the questions where not in the Peter databank. All of them do-able, but I had mostly questions with headings and NONE of the heading questions were multiple choice: ALL FILL IN THE BLANKS. Bastards.... A really (for me) tricky polar stereographic question: North Pole: A) is at 75N 146E; B) 78N 168E; what is the TT at 155E. Almost all of the questions requiring a number for an answer were fill in the blank.
My big problem was time management. Next time, I will use some of the leftover time in one of the other subject and write out the formulas and memory-helpers BEFORE I start the NAV section (i.e. C-D-M-V-T). Saves some time.
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I stand to be corrected here but I believe the LBA add in non multi-choice questions to the standard CQB, presumably to make it more difficult. You could always go and take your exams in another State if you wish, you'll get a more standard set of exams. On first sight your polar stereo question can only be solved by plotting, ie a scale diagram, which is unusual, unless the answers are widely enough spaced to make 'about 090deg' correct.
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Where can we check the amount of questions in each exam? does the CAA provide this information at all? I ll be doing the Flight Planning exam in 3 weeks and would like to know the number of questions 
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Hi Alex,
Yes, they like to make it more difficult. Lord knows why. Even the Lutfwaffe guys were complaining. I tried plotting the diagram, but I wasn't happpy with the result. I get the results next week and we shall see.
Yes, they like to make it more difficult. Lord knows why. Even the Lutfwaffe guys were complaining. I tried plotting the diagram, but I wasn't happpy with the result. I get the results next week and we shall see.
