good luck for the exams!!
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good luck for the exams!!
Just thought I'd say "The best of british luck" to everyone taking those dreaded exams next week,cos we're going to need it!!
Lets go and kick some CAA butt (might as well get our monies worth)!!!!!!!!
M
Lets go and kick some CAA butt (might as well get our monies worth)!!!!!!!!
M
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Just remember that if any of the questions appear to be in any way deffective, write a brief but clear appeal on your note paper. Then call up your CGI and get them to appeal it. Successful appeals (usually) score points for everyone who took the paper.
Successful appeals also help to improve the central question bank, so by appealing you are doing your bit for the environment.
Successful appeals also help to improve the central question bank, so by appealing you are doing your bit for the environment.
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To add to Keith's post:
If you wish to appeal a question that you consider has more than one correct answer, or none, call over the invigilator and explain the problem. They will ask you to write down on scrap paper the essence of your complaint. Make it clear, and do not say anything like '...and so I went for answer (A).' , otherwise it may be rejected as a 'justification of an answer' rather than a kosher appeal. The alternative is to wait till the exam is finished, note down the question as well as you can remember it, and ask your FTO's CGI to appeal it on your behalf. We must submit appeals by cease work on the Monday after the exam, so don't delay.
When the CGIs appeal questions most copy the e-mails to the other schools for information. The CAA reply, then publish a list of the appealed questions and the results of the appeals a week or so after the results are out. We don't get anything detailed back, just something like 'TCAS question, referred back to the JAA, questionable answers'
I don't think June's M&B was unusual. Pass rates were normal.
If you wish to appeal a question that you consider has more than one correct answer, or none, call over the invigilator and explain the problem. They will ask you to write down on scrap paper the essence of your complaint. Make it clear, and do not say anything like '...and so I went for answer (A).' , otherwise it may be rejected as a 'justification of an answer' rather than a kosher appeal. The alternative is to wait till the exam is finished, note down the question as well as you can remember it, and ask your FTO's CGI to appeal it on your behalf. We must submit appeals by cease work on the Monday after the exam, so don't delay.
When the CGIs appeal questions most copy the e-mails to the other schools for information. The CAA reply, then publish a list of the appealed questions and the results of the appeals a week or so after the results are out. We don't get anything detailed back, just something like 'TCAS question, referred back to the JAA, questionable answers'
I don't think June's M&B was unusual. Pass rates were normal.
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Turkish, the reason I did not answer your question was because I did not think it was aimed at me. I have not heard of any problems with the June M&B exams, in fact we had no students taking it that month.
Anyway, Now that the party is over, how did todays exams go?
Anyway, Now that the party is over, how did todays exams go?
Before "Ze Germans" get here
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Todays M&B Exam
Sorry Keith,I was thanking Alex and said your name by accident. I just got the last minute panics, as one does.. The exam was fairly straight forward today. There were the usual 2, 2 mark questions. One was a bit tricky it was question number 14. You had to decide the max traffic load from MZFM, PLLM, PLTOM etc. I struggled with that and I got D as did the rest of my exam mates. If anyone else knows the answer for sure, let us know! The other two marker was taking the data off an aready filled in trim sheet: i.e %MAC and ZFM. I think I got that right and the answer was 17.8% and 41030 or something(Cant remember the exact figures. Other question included mostly definitions all of which could be got from the CAP document. Fairly straight forward. I was lead to believe that I would need to know by memory the standard PAx masses? It appears not. Does anyone know if this is still on the syllabus anymore? Also ddint need my formulae for %Mac or Mass to add or mass to shift. Does anybody else get hacked off learning lformuale and practicing questions and none of them come up?
Anyway HPL and FPl tomorrow. Best of luck to everyone.
Anyway HPL and FPl tomorrow. Best of luck to everyone.
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Good Luck to you all!
I recently finished the dreaded writtens, thank you whoever is up there!
JAP
In July PoF only had one equation, but May had wads, methinx it is becoming less problematic (or did I just understand it all better).
I personally hated the exams with so few questions & marks, so little scope for mistakes. M&B, Perf, IFR Comms & VFR Comms (People do fail Comms)
Having to relearn stuff I stopped using 22 years ago was tricky but fun, only the exams were a bit of a problem, but not insurmountable. (quick mental arithmatic test, how old am I?)
My tips to all doing FPl, my succesful exam pass was done by doing all the high mark calculations first, then the Jepp VFR Qs, then the CAP Qs, then the White Jepp chart Qs, finally the other planning Qs. (reason, minimal map folding, especially at Gatwick where the tables are smaller than in a Lancaster).
Regardless of the written instructions, people write all over the question papers, do what you think is most useful to you, but don't forget to transfer the answers to the orange paper.
Good luck to all doing the exams this month, I feel for you, you can all do it.
FB
JAP
In July PoF only had one equation, but May had wads, methinx it is becoming less problematic (or did I just understand it all better).
I personally hated the exams with so few questions & marks, so little scope for mistakes. M&B, Perf, IFR Comms & VFR Comms (People do fail Comms)
Having to relearn stuff I stopped using 22 years ago was tricky but fun, only the exams were a bit of a problem, but not insurmountable. (quick mental arithmatic test, how old am I?)
My tips to all doing FPl, my succesful exam pass was done by doing all the high mark calculations first, then the Jepp VFR Qs, then the CAP Qs, then the White Jepp chart Qs, finally the other planning Qs. (reason, minimal map folding, especially at Gatwick where the tables are smaller than in a Lancaster).
Regardless of the written instructions, people write all over the question papers, do what you think is most useful to you, but don't forget to transfer the answers to the orange paper.
Good luck to all doing the exams this month, I feel for you, you can all do it.
FB
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You didn't have to learn standard masses. The CAA have said they won't get asked in the UK exams until the tables themselves are included in the CAP, they feel its unfair to ask you to memorise something that would ordinarily be in the books. The only related question I can think of asks you when standard masses for baggage can be used.
The JAR specimen paper has a question in it about the standard mass used for children, it also has your trim sheet question in it. The answer was 46130kg and 17.8% so it sounds like you got it right.
The JAR specimen paper has a question in it about the standard mass used for children, it also has your trim sheet question in it. The answer was 46130kg and 17.8% so it sounds like you got it right.
Dancing with the devil, going with the flow... it's all a game to me.
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Some questions from todays Ops Procedures paper for your perusal:
1) You are informed of a damaged dangerous goods package that is about to be loaded onto the aircraft. As PIC you:
a) Accept the package after inspection
b) Have the package removed
c) ????
d) ????
2) You are above FL410 in MNPS airspace. If you divert you must:
a) Climb 1000ft or decend 1000ft
b) Climb 1000ft or decend 500ft
c) Climb 500ft or decend 1000ft
d) Climb 500ft or decend 500ft
3) At what height must supplimentary oxygen be supplied to a flight deck crew of an unpressurised aircraft?
a) 15'000ft
b) 14'000ft
c) 13'000ft
d) 10'000ft
4) Dynamic hydroplanning is most likely when:
a) The aircraft is at Vlof
b) The depth of water contaminant is half the tyre tread
c) ????
d) ????
5) You are on an approach and you observe a rapid increase in IAS. Windsheer has been reported. What must you do?
a) Accept the increase and allow the aircraft to climb above glideslope monitoring airspeed carefully.
b) Keep the aircraft level until airspeed falls then resume glideslope.
c) ????
d) ????
6) A public address system must be installed on an aircraft with seating:
a) Above 61 seats
b) Above 9 seats
c) ???? seats
d) ???? seats
From Performance:
1) What happens to best rate and best angle of climb if you drop flap?
a) Vx and Vy increase
b) Vx and Vy decrease
c) Vy increases and Vx decreases
d) ....another answer but no answers read "stays constant".
Can't remember anymore at this stage. 'Air Bore' next......... oh what joy.
VFE.
1) You are informed of a damaged dangerous goods package that is about to be loaded onto the aircraft. As PIC you:
a) Accept the package after inspection
b) Have the package removed
c) ????
d) ????
2) You are above FL410 in MNPS airspace. If you divert you must:
a) Climb 1000ft or decend 1000ft
b) Climb 1000ft or decend 500ft
c) Climb 500ft or decend 1000ft
d) Climb 500ft or decend 500ft
3) At what height must supplimentary oxygen be supplied to a flight deck crew of an unpressurised aircraft?
a) 15'000ft
b) 14'000ft
c) 13'000ft
d) 10'000ft
4) Dynamic hydroplanning is most likely when:
a) The aircraft is at Vlof
b) The depth of water contaminant is half the tyre tread
c) ????
d) ????
5) You are on an approach and you observe a rapid increase in IAS. Windsheer has been reported. What must you do?
a) Accept the increase and allow the aircraft to climb above glideslope monitoring airspeed carefully.
b) Keep the aircraft level until airspeed falls then resume glideslope.
c) ????
d) ????
6) A public address system must be installed on an aircraft with seating:
a) Above 61 seats
b) Above 9 seats
c) ???? seats
d) ???? seats
From Performance:
1) What happens to best rate and best angle of climb if you drop flap?
a) Vx and Vy increase
b) Vx and Vy decrease
c) Vy increases and Vx decreases
d) ....another answer but no answers read "stays constant".
Can't remember anymore at this stage. 'Air Bore' next......... oh what joy.
VFE.
Last edited by VFE; 6th Aug 2003 at 07:07.
Before "Ze Germans" get here
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Thanks for that Alex glad to know I wasted all that time! Where can you find out that things like that have been removed from the syllabus? Always seem to be the last to know... By the way, the other 2 Mark question on the M&B exam was the Max traffic load, the answer I got was D 7010Kg, anyone else get that?
Last edited by My names Turkish; 7th Aug 2003 at 03:00.
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Yep i also got D, 7010kg, it was limited by the MZFM.
Did anyone do the Flight Planning exam?? Thought it was quite a tricky exam paper. Did anyone get 4 hours 6mins as the answer to the Appendix D/Endurance question? It was one of the last questions on the paper.......all comments about it welcome!
Cheers,
Daniel
Did anyone do the Flight Planning exam?? Thought it was quite a tricky exam paper. Did anyone get 4 hours 6mins as the answer to the Appendix D/Endurance question? It was one of the last questions on the paper.......all comments about it welcome!
Cheers,
Daniel
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Got ans D on M&B as well it was limited by the MZFM.
Thought the exam was fine.
Better than AGK,which only seemed to concentrate on Pressurisation,engines and carbs and electrics.Not much of anything else,but with the usual twist of using confusing langauge.
PoF was Ok better than June's paper but I made some stupid mistakes,there was some strange Q's in there.Will have to wait and see.
Thought the exam was fine.
Better than AGK,which only seemed to concentrate on Pressurisation,engines and carbs and electrics.Not much of anything else,but with the usual twist of using confusing langauge.
PoF was Ok better than June's paper but I made some stupid mistakes,there was some strange Q's in there.Will have to wait and see.
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I took the flight planning exam as well, and I thought it was a bit of a tough papper, but the results will be out soon enough.
I did not get 4hr 6 min for that annex question, but most of the others in my group did, so i would be inclined to beleive that is the answer.
I think that the most interesting question was the first or second question which asked about the distance from a to c on annex a. What answer did you all come up with? I came up with 696 using departure, but a few others came up with 720 by using the NAP from the Jep Handbook
I did not get 4hr 6 min for that annex question, but most of the others in my group did, so i would be inclined to beleive that is the answer.
I think that the most interesting question was the first or second question which asked about the distance from a to c on annex a. What answer did you all come up with? I came up with 696 using departure, but a few others came up with 720 by using the NAP from the Jep Handbook
Well I got 4hr 6mins on the Annex D question too and for the A to C distance, I measured it with my compasses with the mean latitude as the scale and came to roughly 720nm so I went for that!
In general though, this exam was very tough and I was lead to believe that it would be considerably easier...
In general though, this exam was very tough and I was lead to believe that it would be considerably easier...
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I thought the M&B exam was straight forward and agree that there were relatively few calculation questions compared to all the papers given out at my FTO.
I also agree that the Flight Planning paper was considerably harder than the practise papers I have looked at. Why all the chart questions cannot be bunched together is strange. I didn't get 4hrs 6mins for the second to last question but having looked through some of the practise papers I never got round to finishing off, the question is replicated and gives the answer as 4hrs 6mins.
I may be wrong but I always thought that the departure formula was only to be used when travelling along a specific latitude; I measured the distance using the scale on the chart, which gave something around 720.
Did anyone sit the General Navigation exam ? A busy 2hrs, but I thought it was fair and representative of my other attempts.
Fingers crossed for ten days time !!!
I also agree that the Flight Planning paper was considerably harder than the practise papers I have looked at. Why all the chart questions cannot be bunched together is strange. I didn't get 4hrs 6mins for the second to last question but having looked through some of the practise papers I never got round to finishing off, the question is replicated and gives the answer as 4hrs 6mins.
I may be wrong but I always thought that the departure formula was only to be used when travelling along a specific latitude; I measured the distance using the scale on the chart, which gave something around 720.
Did anyone sit the General Navigation exam ? A busy 2hrs, but I thought it was fair and representative of my other attempts.
Fingers crossed for ten days time !!!
Last edited by TurboJ; 7th Aug 2003 at 15:37.
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Well, at least our group wasnt the only one to think that the FP exam wasnt as easy as we were lead to beleive.
It looks like the concensus is 4hr6min for the annex4 question.
As for the Annex 1 question, I thought you could use Chlong-520(cos mean lat, which in this case would have been 63.5.) which is how i came up with 696, in my opinion both methods are correct, and both answers should not have been provided. Oh well, on to Air Law and Comms today.
It looks like the concensus is 4hr6min for the annex4 question.
As for the Annex 1 question, I thought you could use Chlong-520(cos mean lat, which in this case would have been 63.5.) which is how i came up with 696, in my opinion both methods are correct, and both answers should not have been provided. Oh well, on to Air Law and Comms today.