The analysis and conclusions drawn by Mad Jock are correct for a blocked static port.

As RTN11 has said, option 1 would be correct if the question had specified a blocked Pitot source.

Methods like "COPS DUO" are OK provided simply want to pass exams and have no wish to understand anything at all about how your aircraft and its systems function.

Its a good efin place to start! knowing what the errors are and and relating that to how the instrument and system work can make it easier to understand for some people.
Is that an OK response :mad:

I wasn't expecting the performance paper to be the same as the question banks by usually you can apply to ethos from the question bank to get the answer, some of the questions I didn't see any method to, for Istanance figuring out a airspeed such. Maximum endurance from the maximum range which was given, that may not be the actual question but it was like that for two or three of them. I did the oxford course for performance and didn't see it in there, will see the result and so it again I suppose.

As for gen nav I didn't see any major surprises in May, was pretty much typical questions you'd find in question banks, I'd say most where word for word from question bank. Unite a few calculations in ground speed and drift...at least 5 or 6 of those.

Either in gen nav or fling planning(think gen nav) there was a calculation question involve RAS which wasn't in the banka

In regards to RBI questions,

Does anybody have any tips or tricks to work them out?

For the questions I have read, it's almost like you have to reverse engineer the RBI method. e.g,

Q. Your are flying inbound to a VOR on a magnetic heading of 156 degrees M, the aircraft maintains the VOR QDM 150, which is located to the left of the NDB. What will the RBI indicate when the aircraft is abeam the NDB?

I understand it has to be slightly more than 090M, due to the angular displacement when abeam. But how would one work this out, as they give 094 & 096 as potential answers.

Many Thanks,

This is another one of the many questions which are phrased very poorly. From the information the VOR or the "VOR QDM 150" or whatever was located "to the left of the NDB", the NDB could be virtually anywhere. I think the key aspect of the question is to understand you are following radial 330 indound to the VOR, i.e. your course is 150 degrees magnetic. If your magnetic heading is 156 degrees, your nose is obviously pointing 6 degrees to the right of your course line. With a little interpretation, the question seems to imply (1.) you were abeam the NDB when passing the VOR and (2.) the NDB was on the right side of your course. If your nose was pointing in the direction of your course (150 degrees magnetic) when passing the station, your RB to the NDB would be 90 degrees. Since your nose is 6 degrees further to the right, your RB will be 90-6=84 degrees.

By the way, a relative bearing is never magnetic, true or otherwise. It's just relative, i.e. relative to the aircraft's longitudinal axis.

Apparently, the correct answer is 94 degrees.

I interpret the 'abeam' point as when you are at a 90 degree angle from the station, rather than 90 degree angle from the aircraft to the station.

For them to get 094 degrees, abeam must mean when the aircraft is at 90 degrees to the station, i.e have gone past the NDB, when your nose is pointed slightly towards it, having to go further is attain a 90 degree angle.

I would imagine, if the nose is pointed slightly away from the NDB, the abeam point would be reached before you actually get to the 90 degree angle from the station.

Very confusing.

ATPL Theoretical Syllabus
 

I'm probably going to let my ATPL's lapse passing the 3yr limit for the MEIR as happily flying in GA for the time being and the situation for progressing doesn't look good. Has there been any major change of syllabus in the ATPL theoreticals over the last few years or is anything planned? Got 98% average last time so not too concerned about repeating with a bit of revision and question bank.

How many ways can you describe an altimeter? :)

Apart from a review of the LOs later this year and possibly action taken in 2014, I don't see much on the horizon for at least the next 2-3 years.

They rewrote the syllabus about 2 years ago but I think it was moving various topics between the various subjects.

I finished mine last month and although I never relied that much on question banks, those that did/do will be in for a shock as they're writing a lot of new questions (which is good, I do think it's an outrage you can go into an exam and have already seen the exact question and been told the correct answer!)

ATPL Question bank
 

Hi everyone. Just looking for abit of information regarding the question banks. I have my 1st ATPL sittings not too far away and was wondering how alike the questions on there are compared to what I will be actually faced with?Any info would be great!


Thanks

can some oone solve this INS numerical
 

can some one solve the following one with some explaination

As the INS position of the departure aerodrome, coordinates 35o32.7’N 139 o 46.3’W are input instead of 35 o 32.7’N 139 o 46.3’E. When the aircraft subsequently passes point 52 o N 180 o W, the longitude value shown on the INS will be?
a. 099 o 32.6’E.
b. 099 o 32.6’W.
c. 199 o 32.6’W.
d. 299 o 32.6’W.

can some solve this please

As the INS position of the departure aerodrome, coordinates 35o32.7’N 139 o 46.3’W are input instead of 35 o 32.7’N 139 o 46.3’E. When the aircraft subsequently passes point 52 o N 180 o W, the longitude value shown on the INS will be?
a. 099 o 32.6’E.
b. 099 o 32.6’W.
c. 199 o 32.6’W.
d. 299 o 32.6’W.

Some subjects are still similar, but the UK CAA have changed 3500 questions already and are steaming ahead to change them all. Performance is definitely not to be relied on any more.

Latitude is unimportant in that type of questions.

To get from real position of 139o 46.3’E to the real position of 180o W (it is the same position as 180o E - around International Date Line) one must fly 40o 13.7' east or (which makes calculations more complicated but still possible and valid) 319o 46.3' west.

Let's assume one flies east. INS thinks that one starts at 139 o 46.3’W and flies 40o 13.7' east. Therefore INS calculates: 139o 46.3'W - 40o13.7' = 99o 32.6'W

If one flies west - INS thinks that plane starts at 139 o 46.3’W and flies 319o 46.3' west. Therefore INS calculates: 139o 46.3'W + 319o 46.3' = 459o 32.6'W = (-360oW around the globe) 99o 32.6'W.

slawek_s thanks a lot !!i may post some ins numericals in this post.hope you would help in solving them too

Well about this type of questions.
I use BGS online and atplonline.
In explanation in BGS online it says that I should appeal these questions, since it is actually part of Instruments exams. And not of GNAV.

So : Do these type of questions appear in the official CAA Exams? Because I will have my GNAV exam in 2,5 week and I dont want to waste time on things which will not be asked during exams.

Maybe you know it Paco? If you read this comment?

Well about this type of questions.
I use BGS online and atplonline.
In explanation in BGS online it says that I should appeal these questions, since it is actually part of Instruments exams. And not of GNAV.

So : Do these type of questions appear in the official CAA Exams? Because I will have my GNAV exam in 2,5 week and I dont want to waste time on things which will not be asked during exams.

Maybe you know it Paco? If you read this comment?

i dont have much idea about CAA exams i am actually preparing for Indian DGCA ATPL and these are included.

ok..all the best with your exams

Ah Thnx. Yeah I have only GNAV left. Passed the others all first attempt. But I feel pretty not happy about the fact that lot of questions are changed.
You know. Its the fact that you cannot prepare properly with QB. You should not only repeat QB and learing questions and answers by heart, but the thing is, that the questions are written in bad English. So its hard to understand what they try to ask.
How many exams did you have?