ATPL STUDY TIPS
 

HI everyone,
I'm going to be starting groundschool with L3 Harris very soon and was curious about how everyone revised/revises for their ATPL exams.
Ive heard that question banks are going to be very useful so I will definitely use them. (Are there any you guys recommend).
Also I was wondering whether to cover the content in the ATPL books before looking at the question banks as i'm not sure whether or not you can use the question bank for sub topics and specific questions, or would you guys recommend covering the content with my lecturer, at home and using the question bank at the same time. Please let me know what you guys recommend.
I also don't want to be taking notes for the sake of it, so how will i know if the information in my book is worth noting down. I don't know if i'm overthinking or not but i am slightly anxious heading in to my ATPL course.

Pay attention, ask questions and take notes in the lessons as your TKI will emphasise important points that you need to remember. You'll be using PadPilot so read and understand the theory before attempting any Question Banks.

ANSWER
 

pet 60% 720

720 = gsr/(gso +gsr) *1200
gsr/(gso +gsr = 0.6

time to pnr 0.6*8hr 24min = 5hr 2min 24sec approx

gso 200kts with the above time

now 720 = gsr/(gsr +200) * 1200
720gsr + (200 * 720) = 1200gsr

gsr = 144000/480 = 300kts

In this one according to my instructor
note when wind constant pet = pnr

from the question i deduced in this question few words are missing related 500kg fuel
but let assume without reserve and 500 kg fuel
5000kg fuel = 1200nm
so 500kg fuel = x

cross multiply 5000/500 = 1200/x

x = 1200/10 = 120nm


final result 1200 + 120 = 1320 nm answer

ATPL - Flight planning
 

Hi all,

I am currently doing my ATPL and I am struggeling with flight planning. I am subscribed to the BGS database, but there are a lot of old questions in the database, which do not refer to the new Jeppesen. Do you have any tips on how to study this subject or how did you do it?

Thanks a lot!

On BGS you can search for questions containing "GSPRM" there are about 70 of them last time I looked this will bring up all the new Jeppesen Manual questions both VFR & IFR. It is not so friendly when trying to do a full mock exam with everything else as it tends to throw up irrelevant Jeppesen questions. I believe other QBs give you an option or just use the new one (some parts of EASA land are still using old Jeppesen hence original questions still around)

ATPL exam question
 

Hello guys,
I have a question about what I encountered while ATPL exam preparation.
The question is: " When displayed in the signal area or at the end of the runway strip in use, a right-hand arrow of conspicuous colour indicates?
An Answer is: " That turns are to be made to the right before landing and after take-off. "

So, the question is clear, but I can not understand an answer indeed. What do they mean that "........before landing and after take-off? "
An according picture is in the attachment.
Thanks in advance and good luck.

In a right-hand traffic pattern all turns are made to the right.
You turn right after taking off to go from upwind to crosswind, right to turn from crosswind to downwind, right to turn from downwind to base and right to turn on to final before landing.

It's slightly convoluted way of simply saying it's a Right hand pattern ( as RedDragonFlyer has said).

I suppose you could explain the wording by thinking of observing the signal square for the first time as you approach the airfield to join the traffic pattern..then the sequence makes more sense - "make all turns right before landing"..and then when you do finally leave again "make all turns right after take-off"

But, if it is the first flight that I am doing airport where there is “Right Turn” signal area. How do me join the traffic pattern without acknowledged about that Right Turn signAl (marker..)? I mean, may be, I am not noticed about that. Is this indicator shown on the Chart or AiP?

In the early 1920s you would fly your death trap airliner over Croydon Airport at 2000 feet. Look at the signals square, a large piece of grass next to the control tower, and decode from the signs and arrows, (which are big and placed in the signals square by ATC, no radio communication back then,) which direction to land in, what direction the circuit was to be flown etc then descend into the circuit.

Alternatively you could descend in cloud using the chimney smoke from Croydon Power Station as a navigational fix and land on top of a house on the Purley Way.

I don’t believe I have ever seen an active signals square. Never seen a tethered airship at night either.

When I was learning back in the 70s one of my early solo cross-country flights was to fly from Birmingham EGBB in a C150 (those were the days) to overfly Halfpenny Green (Wolverhampton International!) and observe & record (on paper) the signals square then report back to the CFI who had in the meantime checked with HG. Signals squares are still in use at some smaller UK GA airfields, useful for non-radio ops.

Question about Class B aircraft and ASDR
 

Hello,

I have a question regarding the rule applicable to Class B aircraft (a 6 seater twin for example (MP1)) for the ASDR. I am studying with the book from PadPilot "Performance".

In the chapter about "Multi - engine piston MP1" and "Take-off and Acceleration Stop distance" it says "although there is no requirement to be able to stop within the ASDA from the lift-off speed, it would be advisable to plan to achieve this".

Do you know where in the Air operation manual from EASA (or in another official document ) I can find explicitly the rule that states that for a multi engine piston aircraft class B it is not obliged to respect ASDR / ASDA ? Because I spent hours looking for it and I don't understand where its coming from.

Thank you very much !

There's no certification or operational rule requiring accelerate-stop distance to be determined for most small aeroplanes. Were it a rule for performance class B aeroplanes it would be in CAT.POL.A.305. Compare with CAT.POL.A.205 for class A and CAT.POL.A.400 for class C. The consolidated air ops rules are on EUR-Lex (link) or in the EASA Easy Access Rules for Air Operations (link).

The rules for Class B are now in a document behind a paywall, originating from outside EASA from memory. The EASA examinars have been told that the rules they are working to are some years out of date but have not visibly reacted, nor has the syllabus been changed. When I get back to my desk I'll give you the document reference. Probably Pad Pilot are out of date, either accidentally or deliberately teaching out-of-date material to match the exam. Some sympathy there!

An appropriate consensus standard for 23.2115 (take-off performance) is ASTM F3179 which has been revised twice since 2016 but that version is freely viewable at https://www.astm.org/VIEW_ONLY/web/v...file=33n_8602N

There's a helpful GAMA Part 23 Rule Rewrite Training Session on Youtube ( ) on the overhaul of CS/Part-23 standards done 3 years ago. In the GAMA video, at about 23 min 30 sec, there's an NTSB/GA-JSC chart categorising fatal GA accidents over the period 2008–2015. Eyeballing the chart it appears barely one per cent of are attributed to runway excursions "RE"—see ICAO taxonomy (pdf link). The chart is available on the GA Joint Steering Committee site under GA Safety Performance on the documents page (link). Similar statistics are reported for accidents in Europe, eg EASA GA-LOC-I fact sheet (link, pdf link).

That's it! I had to pay. Damn. PS good luck, it won't relate closely to Class B as you know it.

Question regarding field length requirement class B aircraft
 

Hi,

Me again. Questions regarding the calculation of the field length requirement for class B aircraft, The rule says:Takeoff Field Length Requirements - SEP and MEP

a) When no stopway or clearway is available the take-off distance when multiplied by 1.25 must not exceed TORA.

b) When a stopway and/or clearway is available the take-off distance must:i) not exceed TORAii) when multiplied by 1.3, not exceed ASDA; oriii) when multiplied by 1.15, not exceed TODAI actually have an issue understanding the "and/or" part and when to apply the i), ii), iii). If I take for example an airfield with these declared distance:

TORA = 1500m
ASDA = 1500m
TODA = 1500m

In this case, only a) is applicable. Therefore, for my aircraft, the maximum TOD will be 1500M/1.25 = 1200M

Now, let's assume that the same airfield has now a clearway of 300 m but no stopway (very common layout). The declared distances will be:

TORA = 1500m
ASDA = 1500m
TODA = 1800m

In this case, I assume that b) is applicable because there is a clearway. BUT, b) has 3 conditions:
i) not exceed TORA
ii) when multiplied by 1.3, not exceed ASDA; or
iii) when multiplied by 1.15, not exceed TODA

So if we do the calculation, we will have:
TORA 1500/1 = 1500m
ASDA 1500/1.3 = 1154m
TODA 1800/1.15 = 1565m

Therefore, this time, the limited distance will be 1154m.

And this where I am lost. Knowing that the distances (without clearway, first example) would give a limited distance of 1200M and the same distances with a clearway would give a limited distance of 1154M, Why do we bother declaring a clearway if this will reduce the takeoff weight of the aircraft ?
So, should we always apply all these 3 conditions automatically (everytime there is a clearway or a stopway or both) or should we understand : "if there is a clearway, and no stopway, only apply i) and iii)" ? Which would make more sense for me. because that way, in the second example, the limited distance would be 1565m vs 1200m and then, the presence of a clearway is useful.

Am I correct ?

Thanks !

Hi,

Does anyone know if EASA uses 27 or 30 hPa for calculations?
I've come up short in my google search as they are both mentioned.

Thanks for the info

In the new syllabus for 2020 Met is definitely 30 feet per hPa

Is anyone doing the new EASA ATPL theory program?
 

Is anyone doing the new EASA ATPL theory program? I wanted to know if they still was the flight Computer and if it was still used in the new EASA ATPL program which has changed recently...? Any ideas?

it 30ft used for EASA ATPL exams! Sure!

it 's 30ft/hPa used for EASA ATPL exams! Sure!

Free ATPL Question Bank
 

Does anyone knows a good free question bank so you can refresh some knowledge, I've been looking for one but I am not able, all of then have free examples but thats not enough, I used to use Aviation exam but 170€ for a year it's to much for me right know, anyone knows something

Thank you in advanced

If you don't want to pay, the one known as paco has one that I think is free. He'll be on shortly I imagine. Most pay-for-use QBs give you free access for a limited time.

The one known as paco is indeed lurking.... :)

rtfq.org

No explanations, 50/50 button. use like flash cards

Detrol5

If you can stretch your budget to £12 you could give atplontrack a try for a month ;-)

This is an interesting question.

When I sat my exams 2017-18, some subjects used 27 ft/hPa and others used 30. In fact, I remember a question in which depending on which assumption you used you obtained one of the possible options or another, which is really just plain mean by EASA.

I believe the standard is now 30 (for the new syllabus), but the question should specify

Good day pilots,

Currently studying for atpl exams and I stumbled upon a weird question in performance. "Most jet aircraft cruise at ___ of their maximum rpm"

I have studied both ATPL questions and now aviation exam and it appears the answer is different in each database.

In aviation exam it is: 75-85%
while in aptl questions the correct answer is 85-90%

So which one is correct? or most correct?

All the multi engine jets that I've flown are definitely in the 85-90% RPM band with the possible exception of the Vulcan which was so overpowered that long range cruise power, as I recall, was slightly less ;-) Of course the person that set the question may live in the theoretical rather than the real world, however my ' Boys Book of Aeroplanes'(AP3456) states that turbojet aircraft cruise using approx 90% of max thrust for the best range.

Jet engines are more efficient at high altitude and high rpm because of better SFC.

When I sat my exams 2017-18, some subjects used 27 ft/hPa and others used 30.

Just so long as we all keep in mind that both are wrong except for the particular Hp values where they are correct (around 3000 ft).

For interest, I put some stuff which you might find relevant at the following link

Bob Tait's Aviation Theory School - DenAlt... 1 Degree C = 120 feet and also = 500 feet. WTF? - Bob Tait's Aviation Theory School Forums

which includes a link to another thread which has a graphic which may be useful

Bob Tait's Aviation Theory School - Altimetry Rates - Bob Tait's Aviation Theory School Forums

Some of the fanatical support for 30 ft/hPa I see around the traps beggars belief ...

Mass and balance
 

A twin engine aeroplane is certified for a MSTOM and a MSLM of 58 000 kg and
55 000 kg respectfully. What is the limiting take-off mass for the aeroplane?
PLTOM 61 000 kg
PLLM 54 000 kg
MZFM 36 000 kg
Operating mass 55 000 kg
Trip fuel 36 000 kg
Alternative fuel 500 kg
Final reserve 500 kg
Flight duration 3 hours
Fuel consumption 500 kg per hour
OR

What is the maximum take-off mass given:
MSTOM 43 000 kg
MSLM 35 000 kg
PLLM 33 000 kg
MZFM 31 000 kg
DOM 19 000 kg
Total Fuel capacity 12 500 kg
Maximum Trip Fuel 9000 kg
Contingency fuel 1000 kg
Alternate fuel 500 kg


Unable to figure out a clear methodology to solve these questions, unless solution is seen. Do i need a basic table reconstruct and how should it be ?

use this to understand the basic principle
https://cimg9.ibsrv.net/gimg/pprune....161f7660f.jpeg
This will help you for a lot of questions.

Already using this. but may be need more practice with this to get correct flow in solutions. Thanks a ton for sharing

GNAV question
 

Hi guys,

I'm sitting over this question and cannot find my mistake. Maybe I can't see the forest through the trees.

Given: TAS 120kt
ATA at A: 12:32 UTC
ETA at B: 12:47 UTC

ATA at C: 12:50 UTC
ETA at D: ?

(Distance A to B = 30 NM; Distance C to D = 20NM)

One could say, easy: 20NM/120kt = 10', ETA at D is 13:00 UTC but this answer is marked wrong.

I was thinking that at B it's only an estimate, so I figured maybe we're flying slower or faster.
Actual time at A 12:32, actual at C 12:50, flight time of 18'.
distance: 30NM + x
V: 120 +- y

When I use the TAS of 120NM, the distance between B and C is 6NM and t=0,05 (3') and everything checks out. But the answer of 13:00 UTC is still wrong.
I'm grateful for any hint.

You cannot tell an ETA from TAS. You need to find the GS first. Perhaps, it might help if you posted the complete question with all the suggested answers.

​​​​​​The Trip Fuel can't be 36 000 kg if it's 3 hours at 500kg/h!

I assumed TAS = GS because no wind was given.
The answers were: a) 1303 UTC b) 1302 UTC c) 1257 UTC, d) 1300 UTC