india DGCA ATPL exam
1. Among the foll. functions of an autopilot, those related to the airplane stabilization are?
1. Pitch attitude holding
2. Horizontal wing holding
3. Displayed heading or inertial track holding
4. Indicated airspeed or Mach number holding
5. Yam damping
6. VOR axis holding
KW answer: 1,2,5.
AT site answer: 1,2
1. Pitch attitude holding
2. Horizontal wing holding
3. Displayed heading or inertial track holding
4. Indicated airspeed or Mach number holding
5. Yam damping
6. VOR axis holding
KW answer: 1,2,5.
AT site answer: 1,2
The closest that I can find to the one you describe is question number 578 in the AUTOFLIGHT section of INSTRUMENTS in my CD. In this question each of the options has at least 3 statements listed as being correct and some of them have 4. It is not possible to select 1,2 in this question.
2. In automatic landing mode, when the two autopilots are used, the system is considered?
1. "Fail Survival" or without failure effect with function always ensured.
2. "Fail Passive" or without failure effect but with disconnection
KW answer: 2
AT site answer: 1
1. "Fail Survival" or without failure effect with function always ensured.
2. "Fail Passive" or without failure effect but with disconnection
KW answer: 2
AT site answer: 1
The term "FAIL SURVIVAL" is not a recognised autoland system failure mode.
I have listed the recognised modes and their meanings in the explanation to this question in my CD.
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@Keith, thanks for the explanation.
However, I did look up the term "Fail Survival" on google, and it stated that it is the same as "Fail Operational", which is why I was unclear on what the correct choice of answer is, for that particular question.
Some more:
1. At sea level, on a typical servo altimeter, the tolerance in feet from indicated must not exceed:
a. +/-60 feet
b. +/-30 feet
KW answer: b
AT answer: a
2. The altitude indicated on board an aircraft flying in an atmosphere where all the atmospheric layers below the aircraft are warm is?
a. Higher than the real altitude
b. Lower than the real altitude.
Both, KW and the AT site mark (a) as the answer; however, in a similarly worded question, only difference being in the end, instead of "below the aircraft are warm", this question reads "...below the aircraft are cold", and KW still marks the answer as "Higher than the real altitude".
What are the correct answers for them both?
3. With a constant weight, irrespective of the airfield altitude, an aircraft always takes off at the same?
a. EAS
b. CAS
c. TAS
d. GS
The site marks (b) as the answer.
Another similarly worded question on the site:
With constant weight and configuration, an aircraft always takes off at the same?
a. EAS
b. TAS
c. IAS
d. GS
Here, the site marks (a) as the answer.
4. The altimeter is supplied with?
a. Static pressure
b. Dynamic pressure
Answer marked is (a)
Another similarly worded question on the site:
Given:
Pt = Total pressure
Ps = Static pressure
Pd = Dynamic pressure
The altimeter is fed by:
a. Pt - Pd
b. Pd
c. Pd - Ps
d. Ps - Pt
Answer marked is (b)
5. Given:
Ts is the static temperature (SAT)
Tt is the total temperature (TAT)
M is the Mach number
The total temperature can be expressed approximately by the formula:
a. Tt = Ts(1+0.2KrM2)
b. Tt = Ts(1+0.2M2)
KW answer: (a)
AT site answer: (b)
6. Following 180° stabilized turn with a constant attitude and bank, the artificial horizon indicates?
a. Too high pitch up and correct banking
b. Too high pitch up and too low banking
My answer: (a)
AT site answer: (b)
7. A turn indicator is built around a gyroscope with?
a. 1 degree of freedom
b. 2 degrees of freedom
My answer: (a)
AT site answer: (b)
However, I did look up the term "Fail Survival" on google, and it stated that it is the same as "Fail Operational", which is why I was unclear on what the correct choice of answer is, for that particular question.
Some more:
1. At sea level, on a typical servo altimeter, the tolerance in feet from indicated must not exceed:
a. +/-60 feet
b. +/-30 feet
KW answer: b
AT answer: a
2. The altitude indicated on board an aircraft flying in an atmosphere where all the atmospheric layers below the aircraft are warm is?
a. Higher than the real altitude
b. Lower than the real altitude.
Both, KW and the AT site mark (a) as the answer; however, in a similarly worded question, only difference being in the end, instead of "below the aircraft are warm", this question reads "...below the aircraft are cold", and KW still marks the answer as "Higher than the real altitude".
What are the correct answers for them both?
3. With a constant weight, irrespective of the airfield altitude, an aircraft always takes off at the same?
a. EAS
b. CAS
c. TAS
d. GS
The site marks (b) as the answer.
Another similarly worded question on the site:
With constant weight and configuration, an aircraft always takes off at the same?
a. EAS
b. TAS
c. IAS
d. GS
Here, the site marks (a) as the answer.
4. The altimeter is supplied with?
a. Static pressure
b. Dynamic pressure
Answer marked is (a)
Another similarly worded question on the site:
Given:
Pt = Total pressure
Ps = Static pressure
Pd = Dynamic pressure
The altimeter is fed by:
a. Pt - Pd
b. Pd
c. Pd - Ps
d. Ps - Pt
Answer marked is (b)
5. Given:
Ts is the static temperature (SAT)
Tt is the total temperature (TAT)
M is the Mach number
The total temperature can be expressed approximately by the formula:
a. Tt = Ts(1+0.2KrM2)
b. Tt = Ts(1+0.2M2)
KW answer: (a)
AT site answer: (b)
6. Following 180° stabilized turn with a constant attitude and bank, the artificial horizon indicates?
a. Too high pitch up and correct banking
b. Too high pitch up and too low banking
My answer: (a)
AT site answer: (b)
7. A turn indicator is built around a gyroscope with?
a. 1 degree of freedom
b. 2 degrees of freedom
My answer: (a)
AT site answer: (b)
I have carried out a search of my CD and have found the following:
The correct answer to this question is +- 30 feet as stated in my CD. Older mechanical altimeters achieved something like +/- 60 feet.
In the ALTITUDE section of the INSTRUMENTS questions I found the following:
Questions 71, and 91 refer to air that is warmer than standard. In both cases the answers state the the altimiter indication will be too low. These are the correct answers.
Questions 70, 92 and 100 refer to air that is colder than satnadrd. In both cases the answers state that the altimeter indication will be too high. These are the correct answers.
In the TEMPERATURE section of INSTRUMENTS question 892 asks for the correct equation. This (like all of the other questions in my CD) is a real JAA CQB question. None of the options include Kr. When taking the exam you can only pick from the options listed. Because none of them included Kr it is not possible inlcude this in your answer. The answer given in my Cd is the most correct of those offered in the question.
In reallity the correct equation is Tt = TS(1 + 0.2KrM squared) where KR is the Ram Recovery Factor for the total air temperature probe. For a modern Rosemount Probe Kr is 1 and this is why it is often omitted from the equation. This is probably why the author of the question omitted it.
In the GYROS section of INSTRUMENTS question 301 indicates that the correct answer to this question is "Too high pitch up and too low bank angle". This is the correct answer.
Your comments appear to have misquotedmy CD on a number of occasions. This may be related to the fact that you are using option letters to indicate the answers. Each time you select a question in my CD the program reshuffles the options. This means that the correct option letter is different every time. But the correct answer is indicated each time.
If the above comments have not clarrified the situation sufficiently please indicate the numbers of the questions to which you refer. I can then look at them again.
I have not commented on the AT website answers because I have not looked at it in any detail. Having looked at it very briefly I observed that it does not provide any explanations. Because of this I immediately lost interest in it.
1. At sea level, on a typical servo altimeter, the tolerance in feet from indicated must not exceed:
a. +/-60 feet
b. +/-30 feet
KW answer: b
AT answer: a
a. +/-60 feet
b. +/-30 feet
KW answer: b
AT answer: a
2. The altitude indicated on board an aircraft flying in an atmosphere where all the atmospheric layers below the aircraft are warm is?
a. Higher than the real altitude
b. Lower than the real altitude.
Both, KW and the AT site mark (a) as the answer; however, in a similarly worded question, only difference being in the end, instead of "below the aircraft are warm", this question reads "...below the aircraft are cold", and KW still marks the answer as "Higher than the real altitude".
What are the correct answers for them both?
a. Higher than the real altitude
b. Lower than the real altitude.
Both, KW and the AT site mark (a) as the answer; however, in a similarly worded question, only difference being in the end, instead of "below the aircraft are warm", this question reads "...below the aircraft are cold", and KW still marks the answer as "Higher than the real altitude".
What are the correct answers for them both?
Questions 71, and 91 refer to air that is warmer than standard. In both cases the answers state the the altimiter indication will be too low. These are the correct answers.
Questions 70, 92 and 100 refer to air that is colder than satnadrd. In both cases the answers state that the altimeter indication will be too high. These are the correct answers.
5. Given:
Ts is the static temperature (SAT)
Tt is the total temperature (TAT)
M is the Mach number
The total temperature can be expressed approximately by the formula:
a. Tt = Ts(1+0.2KrM2)
b. Tt = Ts(1+0.2M2)
KW answer: (a)
AT site answer: (b)
Ts is the static temperature (SAT)
Tt is the total temperature (TAT)
M is the Mach number
The total temperature can be expressed approximately by the formula:
a. Tt = Ts(1+0.2KrM2)
b. Tt = Ts(1+0.2M2)
KW answer: (a)
AT site answer: (b)
In reallity the correct equation is Tt = TS(1 + 0.2KrM squared) where KR is the Ram Recovery Factor for the total air temperature probe. For a modern Rosemount Probe Kr is 1 and this is why it is often omitted from the equation. This is probably why the author of the question omitted it.
Following 180° stabilized turn with a constant attitude and bank, the artificial horizon indicates?
a. Too high pitch up and correct banking
b. Too high pitch up and too low banking
My answer: (a)
AT site answer: (b)
a. Too high pitch up and correct banking
b. Too high pitch up and too low banking
My answer: (a)
AT site answer: (b)
Your comments appear to have misquotedmy CD on a number of occasions. This may be related to the fact that you are using option letters to indicate the answers. Each time you select a question in my CD the program reshuffles the options. This means that the correct option letter is different every time. But the correct answer is indicated each time.
If the above comments have not clarrified the situation sufficiently please indicate the numbers of the questions to which you refer. I can then look at them again.
I have not commented on the AT website answers because I have not looked at it in any detail. Having looked at it very briefly I observed that it does not provide any explanations. Because of this I immediately lost interest in it.
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In the TEMPERATURE section of INSTRUMENTS question 892 asks for the correct equation. This (like all of the other questions in my CD) is a real JAA CQB question. None of the options include Kr. When taking the exam you can only pick from the options listed. Because none of them included Kr it is not possible inlcude this in your answer. The answer given in my Cd is the most correct of those offered in the question.
In reallity the correct equation is Tt = TS(1 + 0.2KrM squared) where KR is the Ram Recovery Factor for the total air temperature probe. For a modern Rosemount Probe Kr is 1 and this is why it is often omitted from the equation. This is probably why the author of the question omitted it.
In reallity the correct equation is Tt = TS(1 + 0.2KrM squared) where KR is the Ram Recovery Factor for the total air temperature probe. For a modern Rosemount Probe Kr is 1 and this is why it is often omitted from the equation. This is probably why the author of the question omitted it.
Keith, I don't have any of your CDs; I do, however, have your "Instruments" book, but the 2005 revision.
If you have access to that book, have a look at page 51, Qs 4 and Q7. The answer to Q7 is incorrect; the correct answer (according to you, and which is correct) is (d).
In the GYROS section of INSTRUMENTS question 301 indicates that the correct answer to this question is "Too high pitch up and too low bank angle". This is the correct answer.
The answer marked (and I agree, that it is correct) is (c). How then, is the answer to the question posted "Too high pitch up and too low bank"?
Your Instruments book doesn't seem to cover topics such as VOR, DME, ADF, Radar, ILS, etc. Do your other books cover these?
Thanks for taking the time to reply to the questions posted. I appreciate it.
So, if there were these two choices, what should be the correct answer - one that has Kr in it, or the one without?
Keith, I don't have any of your CDs; I do, however, have your "Instruments" book, but the 2005 revision.
If you have access to that book, have a look at page 51, Qs 4 and Q7. The answer to Q7 is incorrect; the correct answer (according to you, and which is correct) is (d).
Q7 is about warmer air and the correct option is option d which is, "Lower than the real altitude".
They are both correct and there is no contradiction. Are you perhaps being thrown by the fact that both correct answers are option d?
In the GYROS section of INSTRUMENTS question 301 indicates that the correct answer to this question is "Too high pitch up and too low bank angle". This is the correct answer.
Have a look at page 123, Q12.
The answer marked (and I agree, that it is correct) is (c). How then, is the answer to the question posted "Too high pitch up and too low bank"?
The answer marked (and I agree, that it is correct) is (c). How then, is the answer to the question posted "Too high pitch up and too low bank"?
Your Instruments book doesn't seem to cover topics such as VOR, DME, ADF, Radar, ILS, etc. Do your other books cover these?
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1. What is an autopilot system with two autopilots called - "Fail Passive" or "Fail Survival"?
2. If one autopilot is used for climbing, cruising and approach, the system is considered?
a. "Fail Soft"
or
b. "Fail Safe"
3.
The altimeter is supplied with?
a. Static pressure
b. Dynamic pressure
Answer marked is (a)
Another similarly worded question on the site:
Given:
Pt = Total pressure
Ps = Static pressure
Pd = Dynamic pressure
The altimeter is fed by:
a. Pt - Pd
b. Pd
c. Pd - Ps
d. Ps - Pt
Answer marked is (b)
4.
With a constant weight, irrespective of the airfield altitude, an aircraft always takes off at the same?
a. EAS
b. CAS
c. TAS
d. GS
The site marks (b) as the answer.
Another similarly worded question on the site:
With constant weight and configuration, an aircraft always takes off at the same?
a. EAS
b. TAS
c. IAS
d. GS
Here, the site marks (a) as the answer.
5. Today's airspeed indicators (calibrated to the Saint-Venant formula) indicate in the absence of static (and instrumental) error?
a. TAS
b. the conventional airspeed (CAS) in all cases
c. The airspeed, whatever the altitude
d. The EAS, in all cases.
The AT site marks (b) as the answer. Is this correct?
6. If an aircraft maintaining a constant CAS and flight level is flying from a cold air mass into warmer air:
a. TAS increases
b. TAS decreases
c. Mach number increases
d. Mach number decreases
Answer marked is (a)
Similarly, if an aircraft maintaining a constant CAS and flight level is flying from a warm air mass into colder air:
The choices are the same, and the answer marked is (b).
Is this correct?
7. A turn indicator is built around a gyroscope with?
a. 1 degree of freedom
b. 2 degrees of freedom
Answer marked is (b).
Thanks again, Keith. I will post more questions, if I find discrepancies in some answers.
Cheers!
2. If one autopilot is used for climbing, cruising and approach, the system is considered?
a. "Fail Soft"
or
b. "Fail Safe"
3.
The altimeter is supplied with?
a. Static pressure
b. Dynamic pressure
Answer marked is (a)
Another similarly worded question on the site:
Given:
Pt = Total pressure
Ps = Static pressure
Pd = Dynamic pressure
The altimeter is fed by:
a. Pt - Pd
b. Pd
c. Pd - Ps
d. Ps - Pt
Answer marked is (b)
4.
With a constant weight, irrespective of the airfield altitude, an aircraft always takes off at the same?
a. EAS
b. CAS
c. TAS
d. GS
The site marks (b) as the answer.
Another similarly worded question on the site:
With constant weight and configuration, an aircraft always takes off at the same?
a. EAS
b. TAS
c. IAS
d. GS
Here, the site marks (a) as the answer.
5. Today's airspeed indicators (calibrated to the Saint-Venant formula) indicate in the absence of static (and instrumental) error?
a. TAS
b. the conventional airspeed (CAS) in all cases
c. The airspeed, whatever the altitude
d. The EAS, in all cases.
The AT site marks (b) as the answer. Is this correct?
6. If an aircraft maintaining a constant CAS and flight level is flying from a cold air mass into warmer air:
a. TAS increases
b. TAS decreases
c. Mach number increases
d. Mach number decreases
Answer marked is (a)
Similarly, if an aircraft maintaining a constant CAS and flight level is flying from a warm air mass into colder air:
The choices are the same, and the answer marked is (b).
Is this correct?
7. A turn indicator is built around a gyroscope with?
a. 1 degree of freedom
b. 2 degrees of freedom
Answer marked is (b).
Thanks again, Keith. I will post more questions, if I find discrepancies in some answers.
Cheers!
Last edited by matthewgamm; 6th Sep 2011 at 12:49.
It is not clear whether any of these questions are from my book.
As I have said previously I cannot comment on the AT website.
I am quite happy to respond to any observations concerning my book, but it is not possible for me to trawl through all of your questions to identify those to which I chould respond.
As I have said previously I cannot comment on the AT website.
I am quite happy to respond to any observations concerning my book, but it is not possible for me to trawl through all of your questions to identify those to which I chould respond.
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when is the next attempt
friends ,please advice when is the next attempt going to be conducted by dgca...........and when can i apply for it.............
also please clear one of my doubt............as there are 3 paper....met,nav and radio aids right!............if i want to appear in only radio aids first.........then the oral part would be ,my after clearing all the 3 exams or just after clearing one of the exam only...........i.e. in my case radio aids exam only
thanks
also please clear one of my doubt............as there are 3 paper....met,nav and radio aids right!............if i want to appear in only radio aids first.........then the oral part would be ,my after clearing all the 3 exams or just after clearing one of the exam only...........i.e. in my case radio aids exam only
thanks
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@aviatorz
Until now only 3 papers to clear
1. General navigation
2. Radio aids & Instruments
3. Met
Oral exam is only for nav and radio. no orals for met
you have to secure 70% marks in both oral and written not combined.
90 marks for written and 10 marks for orals..total 100
min passing marks in 63 for written and 7 for orals..
you have to get these minimum marks to pass in the subject .
after you give written exam for all three
after few days (about a month even though its online now) they will declare who all has got minimum 63 in written and put up a list of all those who can appear for the oral.
after orals are over you will get your final result which is declared with the cpl results.
they will give you your written marks and oral marks.
if you manage to get the minimum required to pass i.e. 70% in both of them separately, then only you clear the paper.
Until now only 3 papers to clear
1. General navigation
2. Radio aids & Instruments
3. Met
Oral exam is only for nav and radio. no orals for met
you have to secure 70% marks in both oral and written not combined.
90 marks for written and 10 marks for orals..total 100
min passing marks in 63 for written and 7 for orals..
you have to get these minimum marks to pass in the subject .
after you give written exam for all three
after few days (about a month even though its online now) they will declare who all has got minimum 63 in written and put up a list of all those who can appear for the oral.
after orals are over you will get your final result which is declared with the cpl results.
they will give you your written marks and oral marks.
if you manage to get the minimum required to pass i.e. 70% in both of them separately, then only you clear the paper.
Last edited by echo.mike.india; 16th Sep 2011 at 19:09.
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what if idon`t give all 3 papers
@echo.mike.india
what if i don`t give all 3 exam once...........actually i intend to clear them one by one..........may be radio aids or met first time and then on monthly basis one by one each exam.............................and if i give radio exam first i`ll appear in the radio aids oral exam first and then nav written followed by its oral.................can i appear in the DGCA ATPL exam in this way.................please suggest....the books for the exam as well
thanks
what if i don`t give all 3 exam once...........actually i intend to clear them one by one..........may be radio aids or met first time and then on monthly basis one by one each exam.............................and if i give radio exam first i`ll appear in the radio aids oral exam first and then nav written followed by its oral.................can i appear in the DGCA ATPL exam in this way.................please suggest....the books for the exam as well
thanks
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you can appear for all three papers separately also
if you clear written you will get 3 attempts to clear orals
if you still not clear orals you will have to give written again.
i would recommend you to give nav and radio together ..cause if you clear both written in one go..then only one (combined) interview is held for both of them.
its more easy to clear both the papers in one go this way.
study oxford and KW questions. and gsp
do all the back questions of oxford and gsp...
these questions banks will help you clear your written...
but your basic knowledge will be tested in the orals...
good luck
if you clear written you will get 3 attempts to clear orals
if you still not clear orals you will have to give written again.
i would recommend you to give nav and radio together ..cause if you clear both written in one go..then only one (combined) interview is held for both of them.
its more easy to clear both the papers in one go this way.
study oxford and KW questions. and gsp
do all the back questions of oxford and gsp...
these questions banks will help you clear your written...
but your basic knowledge will be tested in the orals...
good luck
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meteorology question
Q1. you intend to overfly a mountain ridge at an altitude of 15000ft AMsL.The average air temp i s 15degree lover than IsA.the sealevel pressure 1003Hpa.which altimeter indication is needed?
Ans--16170ft...............please explain hw to solve this problem
thanks
please some one guide in solving this problem
Q2.An OAT of -55degree at the 200Hpa pressure level:
A)+/-5degree IsA.
B) is low...............
{acc. to me ans should be +10degree IsA DEVIATION}
please advice regarding this problem
Ans--16170ft...............please explain hw to solve this problem
thanks
please some one guide in solving this problem
Q2.An OAT of -55degree at the 200Hpa pressure level:
A)+/-5degree IsA.
B) is low...............
{acc. to me ans should be +10degree IsA DEVIATION}
please advice regarding this problem
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atpl ORAL
guys...
please help!!!! got no clue what to study for ATPL ORALS (NAV & RADIO AIDS)
heard about Jepp charts @aviator09
please people!! inputs please!!
Mumbai center btw..
please help!!!! got no clue what to study for ATPL ORALS (NAV & RADIO AIDS)
heard about Jepp charts @aviator09
please people!! inputs please!!
Mumbai center btw..
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heard the next atpl attempt is in 3 week of october.... anyone know when is the right time to send out the form and DD to DGCA..... i think they call for applications but its been a while since i wrote my CPL papers and cant remember.....
thanks in advance
thanks in advance
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@kapoor.varun
Next ATPL exam may be in November.
not in october anyway as they haven't declared the results for the July session.
. Results are expected in the first week of October and you can send your application once the results are out.
not in october anyway as they haven't declared the results for the July session.. Results are expected in the first week of October and you can send your application once the results are out.