Have anyone done recently the exam in Radio Navigation? Do you know approximately how many of the 66 questions were about the PBN? Because Aviation Exam and other training databases got very few PBN questions and I heard they can be quite many on the exam so when training the questions in the data banks I do not know if I really know the whole subject or if I just remember the questions.

KT - just in case they ask you which mosquito :)

Dengue is another fever spread by infected mosquitoes that are active by day – usually the Aedes Aegypti.

With regard to PBN, probably about 5 in the RNAV exam. In the separate exam that you will have to take if you don't do it now, it's 25,

@paco: Thanks, I did already the human performance exam, they did not ask at all about the mosquitoes on the real exam and most of the questions made sense, some were tricky but the result was 90 % so I can live with it (since I used most time learning General Navigation for that session).

So its about 5 questions of the 66 about PBN on the Radio Navigation exam? I am going to do the exam on 2nd April when next session start (If I get done with everything including June session, I got promised I will be done with all my licenses this year so I am learning everyday 14/7 rest is eating, sleeping or writing posts) and heard from a colleague who were not too lucky on the radio navigation exam that he got like 14-15 PBN questions from the 66 and that he got still RNAV (area navigation questions they were not replaced by PBN like Bristol ground school online suggested).

But maybe its the Polish exam where they added PBN questions but did not remove the previous area navigation that UK CAA removed according to Bristol. So I learned both and practice with both kind of questions. But using more time on one subject means less time used on the instruments, operational procedures and air law that I also plan to pass in April. So thats why I asked if anyone know if PBN replace the RNAV part of Radio navigation exam or if its just an addition using some of the RNAV question slots on the exam but not replacing it totally.

PS. From what I heard since September 2018 its not possible to do radio navigation exam without PBN so everyone doing the exam now will get it done with PBN.

14-15 sounds excessive

Some PPL navigation questions that I dont understand

1)DME station is situated at an altitude of 1000 ft AMSL. QNH = 1013.25 hPa. The aircraft flies at FL370, 15 NM DME from the station. DME readout will be:
a.16nm b.15nm c18nm d.37nm

2)Variation = 3° E, Magnetic track = 188 °, Compass heading = 190 °. True track and Compass deviation values are respectively:
a. 194°, +4. b. 189°, -3. c. 185°, -2. d. 191°, -2.

3)In windless conditions at 0830 UTC Pilot read radial = 315 degrees. Continuing flight with true track heading = 180 degrees at 0840 UTC he reads radial = 270 degrees. Assuming his ground speed is 240 kt, calculate distance to NDB at 0840 UTC:
a. 32 NM. b. 48 NM. c. 38 NM. d. 40 NM.

1st : Station ALT 1000ft AMSL, So we'll subtract station height from 37,000(FL370) so 36,0000 (which converters to nearly 6NM) and the distance is 15 NM. We need to find the slant range. So formula of slant range is (S.R)^2 = (Height 1)^2+(Height 2)^2
(S.R)^2 = (15)^2 + (6)^2
(S.R)^2 = 225 + 36
(S.R)^2 = 261
S.R = √261
S.R = 16.1 NM, So the answer is A

2nd : You have the compass and magnetic heading 190° and 188° respectively. Remember Variation east magnetic least (-) so in order to get true track you need to go east(-) because variation is 3°E from the magnetic track. Therefore 188°-3° = 185°(T). The deviation was east(-) of magnetic by 2° So, -2°

3rd : I think it's a question of 1 in 60 rule but not sure

4) The weight and balance sheet of an aircraft gives the following data: nose wheel weight 1000kg, left and right wheels 5000 kg each. The distance between the nose wheel and the main ones is 10 m. How many meters from the main landing wheels is located the centre of gravity?

a. 0.81m b.0.75m c. 0.91m d 9.1m

5) In windless conditions at 0830 UTC Pilot read radial = 315 degrees. Continuing flight with true track heading = 180 degrees at 0840 UTC he reads radial = 270 degrees. Assuming his ground speed is 240 kt, calculate distance to NDB at 0840 UTC:

a. 32NM b. 48NM c. 38NM d. 40NM

(Exams is in 2 days, so any help is appreciated!)

FL 370 for a PPL question?
An 11000 kg aircraft?

The 1st answer was correct but the 2nd was wrong according to the question bank results

:rolleyes: If the aircraft is at 15 DME (which the question states it is) the only possible correct answer is b. 15 DME! Perhaps find a better question bank.

DME Distance is slant range, not the ground distance. Please don't confuse that.

My Bad, You have 188(M) and the variation is 3E. Draw Straight line and write 188 magnetic on top of that now variation is east means right hand side of magnetic (Assume straight line the center and left and right are west and east respectively). So add 3 to 188. The true track will be 191 and you already have the difference between 190 compass and 188 magnetic which is -2 degrees.

I suggest you to always draw on rough sheet

I know it is slant range. But you didn't read the question which was in effect; 'if the aircraft is at 15 DME from the beacon, how many DME is the aircraft from the beacon?'

If you are having trouble understanding this try substituting the "DME" with "slant range" in the question and see if you get it:

The answer is still 15 NM, which is the only possible correct answer.

I am gonna go for the Operational Procedures exam tomorrow and while training in my 3x question banks I met a question of the kind "understand what the examiner thought about when creating it".

So it is: Which of the following needs approval?

Aviation Exam says: anything on the flight deck (but what about the pilots sandwich its also on the flight deck for example or the time piece etc. itd. ) ?

Atpl questions says: child harness used in cabin

Hopefully I wont get such a question but who is correct here? What did the examiner think when making this question anyone have any idea? Because even the question banks are not sure about it.

CAT.IDE.A.100 Instruments and equipment — general
(a) Instruments and equipment required by this Subpart shall be approved in accordance with the
applicable airworthiness requirements except for the following items:
(1) Spare fuses;
(2) Independent portable lights;
(3) An accurate time piece;
(4) Chart holder;
(5) First-aid kits;
(6) Emergency medical kit;
(7) Megaphones;
(8) Survival and signalling equipment;
(9) Sea anchors and equipment for mooring; and
(10) Child restraint devices.

Hi All,

I have seen that the same question has been posted earlier and it's still in the IR-OPS exam in South Africa. Wondering if someone can help with the below:

Total distance A to B 2000 nm TAS, Wind and endurance constant 5000kg fuel +500kg + reserve fuel which is assumed not to be used for the flight. PET from A 1200 nm What is the distance to the PNR/PSR?

Answer is 1320nm.

How did they get to this?
Thanks and happy flying.

R

If you don't get the TAS/Wind etc... you can use the ETP equation to work out the necessary groundspeeds (Home and Out) etc... then use those figures to work out the PNR time etc...

ETP: https://www.skybrary.aero/index.php/File:ETP.png

distance to ETP = (total dist * GS Home) / (GS Home + GS Out)
=> 1200 = 2000 * (H/(H+O))
=> 1200 / 2000 = H / (H+O)
=> 0.6 = H / (H+O)
=> H = 0.6 (H+O)

From here we can deduce that the value of H is 0.6 or 60% of the value of H+O... simply substitute a value for H to work out O...
ie. assume H = 1000
=> (1000+O) = 1000 / 0.60
=> 1000+O = ~1667
=> O = 1667 - 1000
=> O = 667

So, our Groundspeed home to A would be 1000 (tailwind)... and GS to B = 667 (hence why ETP is closer to B)

As per: https://www.skybrary.aero/index.php/...o_Return_(PNR)

To calculate the time to PNR, you need to know endurance (in hours), GS Home and GS Out.. Looks like we have elected to take 5000kg fuel... + contingency of 500kg... which is 5000/500 = 10% contingency...

Without an actual fuel burn or endurance figure, I would assume that the 5000kg fuel would have been taken based on our estimated travel time at calculated GS "out", so our basic endurance therefore equates to = 2000 dist / 667 GS out = 3 hrs... then we need to add the 10% due to contingency to get final "safe" endurance => 3.3 hours...

Time to PNR = (Endurance in Hours * GS Home) / (GS Home + GS Out)
=> 3.3 * 1000 / 1667
=> ~1.98

So... 1.98 hrs to PNR * 667 GS out => ~1320 nm

NOTE: I'm not sure that is the "correct" or most efficient way to go about getting from a stated distance, fuel load and PET to the PNR but it seems to work. Was there a fuel burn figure or endurance figure actually given?

Hi there RHSandLovingIt,

Much appreciate your way of solving it.

In a nutshell, its:

1- Find Distance to ETP
2 - Fond GSO and GSH
3- Time to PNR = ( Endurance in hrs * GS Home ) / GS Home + GS Out
4. Time to PNR * GS Out = Answer.

You are correct - I wonder what is the reason behind such questions but as one of the previous posters have said, some of the things that come up really make you scratch your head for the IR Ops exam.

Thanks once again.

Help with question.
 

G'day
Can anyone help in regards to a question I don't understand.
The question is, Is it possible for TAS to be greater than ISA at mean sea level.

The book has yes as the correct answer but does not explain why.

Can anyone explain why this is the case.

Thanks.

ISA lower than TAS T MSL
 

Blocked Pilot Probe, leaking or disconnected Pitot feed to IAS are all possible causes.

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.

Meteo warm occlusion
 

A warm occlusion has similar weather to a warm front

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?

Where did the 108 come from?
 

The total moment is given in inch lbs , so you must convert the 9 feet into inches.

​​​​​​​9 feet is 108 inches.

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! :ugh:

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! :{ :mad: :ouch:

great thanks for the help :) to check all the units!!

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

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.

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.

@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

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: 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.

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 - Many question banks are very bad, and contain loads of errors. The only one I would trust would be the Bristol QB.

@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.

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?

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?

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 :)

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