CFPA Members Only Tips
CFPA Members Only Tips
One person mentioned getting 10+ echo questions in late 2024. As always know your Echo loading system inside out and back to front. This is unlikely to occur much, but it does highlight that sometimes the question bank throws a few horrible curveballs.
Make sure you do the hard PNR & ETP questions. Expand
We have added a harder exam with all the 4 mark ETP and PNR questions. You must absolutely master these questions to assure a pass.
You must also learn to do all your performance charts with pin point accuracy.
PPE Performance Extract 2022 Expand
Note use all extracts as a starting point and add to them as you study from the permitted materials list if required. Always check to see if your version is the latest version well prior to exams.
Important – Click To Read Expand
The final prep exams combined, will be the closest thing you can possibly get anywhere, as to exactly what to expect, both in the type of questions asked, and the content within. However, focusing only on these 4 exams will certainly not get you a pass, as CASA’s question bank is far too big.
The RPL and PPL exams both include TEM. Be sure to do the new fuel questions as changes to the fuel reserves were introduced in Nov 2018.
In June 2019 RPL and PPL previous candidates voted TEM as the most difficult topic and by a very significant margin. They also identified Alpha, Bravo and Charlie loading charts as areas of concern.
Get a printed copy of the VFRG from the CASA store (order other free items while doing so and learn it inside out and back to front, it will be your survival guide in the RPL and PPL exam.
For text books you need the latest versions as there have been so many changes in recent years. Bob Tait RPL/PPL version 1 and 2 are great, use both. Combine those with our practice exams and you will be very well prepared “if you do sufficient work”.
You must know/cover/do:
- The PPL Syllabus; and
- know the RPL/BAK Syllabus; and
- TAF, TTF, GAF, GWPT, TEM, GNSS; and
- charts (takeoff landing, Alpha, Bravo, Charlie); and
- do the basics of new fuel reg’s for day VFR private flights: and
- then do the final prep exams, until you are scoring mid 90’s; and
- only after these, should you look to do textbook or paper based exams, to cover all bases.
- Expect to type answers for anything requiring a number and the tolerance for errors is tiny.
- 2-3 loading charts from A B C, plus TO and Landing
- The rest of the exam is concentrated on met and law. Expect some AGK, some performance, a density altitude calc, and a bunch of law and met questions.
- Learn to find things in the VFRG and ERSA.
Note: Take-Off and Landing Performance Charts are by far causing the biggest issues with RPL and PPL exams. You need to get extremely accurate at these, and I mean EXTREMELY ACCURATE!!!! You will be required to type a number. These are appearing on almost every candidates KDR’s. We are allowing + or – 10 kg, but we have no idea what CASA’s tolerance is. See figure 3 and 6 in the RPL / PPl / CPL examination workbook.
- Correct use of the landing charts.
- Determine time/distance and revision of estimates.
- Calculate Density Height and/or Pressure Height
- Correct use of the various loading systems (ALPHA,BRAVO and CHARLIE)
- Interpretation of meteorological forecasts
Very Important – AIP Tagging & Highlighting Expand
Please download and read this important document, which highlights the important sections of the AIP for RPL and PPL.
Very Important – Take-off Performance Charts Expand
Warning – the height:width scale of the P charts in the Bob Tait supplement are slightly out. Do not use those charts when answering practice questions.
Get yourself a clear grid ruler to help with accuracy of charts.
We have discovered the tolerance or accuracy of Take-off Performance Charts is as little as 15m for CASA exams (which is ridiculous).
This equates to a final TODR accuracy of 0.66mm on the right side of the chart, which is 1/3rd of one box.
So here’s what you MUST do.
- Buy a pair of cheap strong reading glasses from the chemist or eBay for $5.50 delivered.
- Use a sharp mechanical pencil and mark both ends of each line then check with the magnifier. If accurate draw the line. If not remark. Repeat this for every line.
- Where lines follow curves, use 2-3 segments to follow the curve and the above process.
- Check each step for deadly accuracy.
- Deliberately make a mistake and ask for a second work booklet. Redraw it and compare.
- Do this in two work booklets. If your decision is a line ball, double check everything and adjust.
- Note: if you get 3 TO chart questions at 2 marks each out of your 56 questions. That right there is 12% lost if you get them wrong. That’s 40% of your possible lost marks on one topic. So it is vital you practice these over and over with precision accuracy.
Very Important – Use Runway Slopes Exactly As Given Expand Very Important – Landing Winds Expand
This is the advice from CASA:
When planning landings, whether to use wind or not will depend on the situation somewhat.
If the wind is a forecast wind, then you would use that wind simply to chose which runway to land on, but then when you use the graphs, you would use no wind (in case it wasn’t there at the time of landing).
If the wind is an actual wind, then yes you would use that wind, both to choose which runway to land on and whatever resulting headwind component if gives you.
Each question will provide information about the wind, so that you know whether it is a forecast or an actual wind.
Very Important – Do Not Round Until The End Expand
Unless the correct way to do something has been instructed otherwise, leave all rounding until the final answer. Do not round during calculations.
Stall Speeds, Load Factors, Bank Angles Expand
These rules of thumb should help:
The basics:
Stall speed ↑ if load factor ↑
Stall speed ↓ if load factor ↓ Weight:
Stall speed ↑ as weight ↑ = old speed + 1/2 % ↑ in weight eg a 20% ↑ wt = 10% ↑ in stall speed. So 50 kts to 55 kts Bank Angle:
Stall speed ↑ in turns = old speed x square root of load factor
e.g. 60° Bank at 50 kts
60° Bank has a load factor of 2
= 50 kts x sq root of 2
= 50 kts x 1.414
= 71 kts To remember load factors, remember these and you should be able to draw a pencil graph to get the rest
Bank 0° = 1.00
Bank 30° = 1.15
Bank 45° = 1.4
Bank 60° = 2
Bank 75° = 4
Bank 80° = 5.75
Vertical and a max’s out at about 82.5° Safe Endurance Fuel Calculations Expand
Safe endurance is what remains after all the reserves have been subtracted from the fuel available. It is a very common exam question.
Safe endurance is the amount of fuel that you can plan to burn safely in flight and still have the required reserves in tact.
Important Note: terminology changed in Dec 2021 as follows:
Variable reserve is now called Contingency Fuel
Fixed Reserve is now called Final Reserve Fuel
RPL & PPL should read this section to understand it, but you will get asked like the question below the blue heading.
Consider a flight to an airfield which requires INTER holding in a large, piston engine aeroplane. You would be given a weather forecast and have to work out if the INTER applied or not based on your ETA.
Fuel at start = 186 mins = 12 (start & taxi) + 90 (Trip Fuel) + 9 (5% Contingency reserve) + 30 (INTER holding) + 45 (Final Reserve)
Now if you were told that you had 186 mins fuel at start, then once you subtract all the elements (highlighted in red), then you should be back at 90 mins as the safe endurance for this flight.
Lets assume a 10% variable is required for this question.
186 – 12 – 30 – 45 = Trip fuel + 5%
99 = 105% of Trip Fuel
Trip Fuel = 99 / 1.05 = 94.2857 mins
Safe endurance = 94 minutes
Fuel at start = 186 mins = 12 (start & taxi) + ?? (Trip Fuel) + 5 (5% Contingency reserve) + 45 (Final Reserve) + 40 (To Alternate)
186 – 12 – 45 – 40 = Trip fuel + 5%
101 = 105% of Trip Fuel
Trip Fuel = 101 / 1.05 = 96.19047 mins
Safe endurance = 96 minutes
Remember to see Table 19.02 Part 91 MOS
See note re consumption rates below.
Fuel at start = 186 mins = 12 (start & taxi) + 90 (Trip Fuel) + 30 (Final Reserve)
186 – 12 – 30 = Trip fuel
144 min = Trip Fuel
Safe endurance = 144 minutes
Fuel at start = 186 mins = 12 (start & taxi) + 90 (Trip Fuel) + 30 (Final Reserve)
186 – 12 – 30 – 30 = Trip fuel
114 min = Trip Fuel
Safe endurance = 114 minutes
For Aeroplanes:
Trip Fuel and contingency fuel and fuel to the alternate are calculated at cruising fuel consumption rate, which will be given in the question.
Holding , INTER and TEMPO are calculated at the holding fuel consumption rate, which will be given in the question.
For helicopters read items (iii) and (iv)
Specific Gravity of AVGAS 0.71 or 0.72? Expand
ERSA states SG of AVGAS is 0.72kg per L.
The old RPL PPL CPL workbook on the Charlie loading system used to state it as 0.71 kg per L.
So which do you use and why?
Gavin from CASA had previously stated that using 0.71 or 0.72 will be insufficient difference to get a question wrong in PPL and CPL exams. However that was prior to the Dec 2 2021 update.
Holding Fuel Consumption Rate Expand
Holding fuel is at the holding rate for aeroplanes, not helicopters.
In almost all cases CASA will stipulate the fuel flow rate to be used.
Members Guides, Checklists, Extracts
You Will Not Be Given References In Questions Expand
In law exams or law parts of exams it is extremely unlikely that you will be given any law references.
We sometimes include them in the questions to help candidates towards the beginning of their study find things.
A huge part of law is you knowing how to find things quickly. Read and check the legislation and DO NOT rely on memory for answers.
PPE’s Ultimate Law Guides Expand
This google sheet PPE’s Ultimate Law Guide, will become the ultimate study buddy, for locating the laws and ticking off that you know them.
For ATPL Law Only – Anthony’s Guide
PPE Law Extracts & Permitted Materials Expand
Read this carefully before every exam and check for the latest permitted matrials on this first link:
You are welcome to self print and bind these, but, YOU ASSUME FULL RESPONSIBILITY for making sure they comply, before trying to enter an exam room with them.
CPL Law expect 3-4 FDP questions.
Categories Of Flight Operations Expand
To Categorise flight operations you have to dig through the CASR dictionary / definitions and the following pages. To my knowledge there is no one location that clearly sums them all up in the detail you are after for each.
Part 91 applies to all aviation operations except drones.
There are additional rules for pilots operating under an Air Operator’s Certificate (AOC) or other certificate, or those conducting defined activities such as aerial work, aerial application and some recreational aviation activities. These rules are in other CASR Parts and may add to or turn off some Part 91 requirements – either completely or partially.
—————————————-
https://www.casa.gov.au/search-centre/rules/part-121-casr-australian-air-transport-operations-larger-aeroplanes
Part 121 generally applies to air transport operations in aeroplanes with a seating capacity of more than 9 seats, or a maximum take-off weight (MTOW) of more than 8,618 kg.
Subpart 121.Z applies to air transport operations in single-engine aeroplanes with a seating capacity of more than 9 seats and a MTOW of 8,618 kg or less.
All operators and pilots also need to comply with Part 91 – General operating and flight rules, noting that Part 121 may add to or turn off some Part 91 requirements – either completely or partially.
—————————————-
Part 135 of CASR applies to air transport operations in aeroplanes with a maximum seating capacity of nine and a maximum take-off weight (MTOW) of 8,618 kg or less.
Subpart 121.Z applies if you are operating single-engine aeroplanes with a seating capacity of more than 9 seats. However, you must comply with the majority of Part 135.
Some operators may be able to operate an aeroplane with up to 13 seats if they are already conducting these operations and meet the requirements.
All operators and pilots also need to comply with Part 91 of CASR General operating and flight rules, noting that Part 135 may add to or turn off some Part 91 requirements – either completely or partially.
—————————————-
Part 133 applies to air transport operations in helicopters, gyroplanes or powered lift aircraft.
All operators and pilots also need to comply with Part 91 of CASR General operating and flight rules, noting that Part 133 may add to or turn off some Part 91 requirements – either completely or partially.
—————————————-
All operators and pilots also need to comply with Part 91 of CASR General operating and flight rules, noting that Part 138 may add to or turn off some Part 91 requirements – either completely or partially.
Aeroplane operators may choose whether to conduct dispensing operations under Part 138 or Part 137 of CASR Aerial application operations. Requirements for the dropping or releasing of any substance overlap for Part 138 and Part 137. Note: Part 137 only applies to aeroplanes.
PPE Law Reference PDF Expand CAO 20.16.3.5 Adjustment Of Seats
VFRG AIP ENR 1.2 ADIZ
Vol 3 CAR 257 Aerodrome Meteorological Minima
Vol 3 CAR 256A Animals
CAO 20.11.14 Briefing Of Passengers
CAO 20.16.2.6 Cargo In A Pilot Compartment
CAO 20.16.2.5 Cargo On A Passenger Seat
CASR 61.31 Carriage Of Documents
CAO 20.16.3.13 Carriage Of Infants & Children
CAO 20.16.3.15 Carriage Of Parachutists
CASR 61.57 CPL privileges
Vol 4 CAR SCHED5 Daily Inspection
Vol 3 CAR Vol Day To Day Stuff &
Vol 3 CAR 139 Documents To Be Carried
CAO 29.5.2 Dropping Of Articles
Vol 3 CAR 150 Dropping Of Articles
CAO 20.2.4 Dual Controls
Vol 3 CAR 253 Emergency Equipment
Vol 3 CAR 252A Emergency Locator Transmitters
CAO 20.11.6 Emergency Signalling Equipment
Vol 3 CAR 143 Firearms
CAO 48 Flight Duty Periods
Vol 3 CAR 258 Flight Over Water
Vol 3 CAR 172 Flight Visibility & Distance From Cloud
CAO 20.2.6 Fuel Quantity Measurement
CAO 20.2.5 Fuel System Inspection
CAO 20.9.4 Fuelling Of Aircraft
CAO 20.9.4.2 Fuelling With Passengers
Vol 3 CAR 189 Ground Signals
CAO 20.1 Hot Refuelling (Cao 95.7 Para 7)
CAO 20.18 VI Instruments Required For Vfr
Vol 3 CAR 256 Intoxicated Persons
CASR 61.1075 Kinds Of Low Level
Vol 2 CAR Vol 2 Licensing
CAO 20.11.5.2 Life Rafts
Vol 3 CAR 187 Light Signals
CASR 61.375 Limitations
CASR 61.345 Logbooks
CAO 20.16.3.9 Loose Articles
Vol 3 CAR 157 Low Flying
CASR 61.104 Low Level Ratings
Vol 1 CAR Vol 1 Maintenance
Vol 4 CAR SCHED8 Maintenance A Pilot Can Do
Vol 3 CAR 166A Manoeuvring Area/Vicinity Of Non Controlled Aerodrome
CASR 61.42 Medical – Carriage Of Documents
CASR 61.415 Medical – Commercial
CASR 61.41 Medical – Private
CASR 61.405 Medical – Recreational
CASR 61.955 Night VFR
Vol 3 CAR 215 Operations Manual
CAO 20.11.5 Over Water Flight
CAO 20.4.6 Oxygen
CAO 20.16.3.12 Passenger Capacity
CAO 20.16.3.11 Passenger In A Control Seat
CAO 20.16.1.7 Passenger Lists
Vol 3 CAR 151 Picking Up Person/Articles
Vol 3 CAR 309 Pilots Powers
Vol 3 CAR 140 PRD areas
Vol 3 CAR 245 Pre Take-Off Checks
Vol 3 CAR 156 Public Gatherings
Vol 3 CAR 159 Radio Failure Procedure
CASR 61.435 Radio Operation
CASR 61.395 Recent Experience For Passenger Flight
CAO APNDX III Remote Areas
CAO 20.2 Removal Of Locking & Safety Devices
Vol 3 CAR 233 Responsibility Of Pilot Before Flight
CAO 20.16.2.3 Restraint Of Cargo
CASR 61.355 Retention Of Logbook
Vol 3 CAR 161 Right Of Way
CAO 20.9.4.3 Safety Precautions During Refuelling
Vol 4 CAR VOL Schedules
Vol 3 CAR 251 Seat Belts
CAO 20.16.3.4 Seat Belts & Harnesses
CAO 20.16.3.3 Seats
CAO 20.2.3 Security Of Doors & Hatches
CAO 20.16.3.14 Sick Or Injured Passengers
CAO 20.16.3.8 Smoking
Vol 3 CAR 255 Smoking
CAO 20.9.5 Starting Engines & Ground Operation
Vol 3 CAR 166B Straight In Approach
CASR 61.113 Student Pilots
CAO 20.11.7 Survival Equipment
CAO 48.0.1 Tour Of Duty Limitations (Old)
Vol 3 CAR 174A VFR equipment
Vol 3 CAR 171 VFR flight
Vol 3 CAR 166E Vicinity Of Certified/Military Aerodrome
Vol 3 CAR 185 Visual Signals Am I Exam Ready PDF Expand
AIP Highlighting & Tagging Guide Expand
Warning: over highlighting may make your AIP unusable. However, we do suggest highlighting the sections you use to study.***
RPL & PPL Light & Time Guide Expand PPL Flight & Ground Theory Test Expand
Be sure to check in the Main Menu > Other > Flight Test > PPL
PPE Navigation Cheat Sheet PDF Expand
This is a one page PDF to get you all the basics in one place.
Calculation of ETP and Asymmetric ETP are for CPL upwards only.
Note only very basic ETP would be in CNAV. Any hard ETP or PNR will be in CFPA exams only. At one stage CASA slipped a few into CNAV, but we believe that error has been rectified.
Maths v Charts For FWD Limit Questions Expand
It is possible you will get asked a question where the chart and maths disagree with the number of boxes you need to move to get within the weight limits. If this is the case choose the maths answer, no matter how close it is to the limit, if its within the limit. The maths is always correct, where as the charts are only an approximation.
Any time you shift a box and it is close to the limit, test it with the maths.
| FWD Limit | |||||
| Weight (z) | Minus (y) | Equals (x) | Times (w) | Equals (x) x (y) | Plus 2400 mm |
| 2860 | 2360 | 500 | 0.27 | 135 | 2535.0 |
| 2850 | 2360 | 490 | 0.27 | 132.3 | 2532.3 |
| 2840 | 2360 | 480 | 0.27 | 129.6 | 2529.6 |
| 2830 | 2360 | 470 | 0.27 | 126.9 | 2526.9 |
| 2820 | 2360 | 460 | 0.27 | 124.2 | 2524.2 |
| 2810 | 2360 | 450 | 0.27 | 121.5 | 2521.5 |
| 2800 | 2360 | 440 | 0.27 | 118.8 | 2518.8 |
| 2790 | 2360 | 430 | 0.27 | 116.1 | 2516.1 |
| 2780 | 2360 | 420 | 0.27 | 113.4 | 2513.4 |
| 2770 | 2360 | 410 | 0.27 | 110.7 | 2510.7 |
| 2760 | 2360 | 400 | 0.27 | 108 | 2508.0 |
| 2750 | 2360 | 390 | 0.27 | 105.3 | 2505.3 |
| 2740 | 2360 | 380 | 0.27 | 102.6 | 2502.6 |
| 2730 | 2360 | 370 | 0.27 | 99.9 | 2499.9 |
| 2720 | 2360 | 360 | 0.27 | 97.2 | 2497.2 |
| 2710 | 2360 | 350 | 0.27 | 94.5 | 2494.5 |
| 2700 | 2360 | 340 | 0.27 | 91.8 | 2491.8 |
| 2690 | 2360 | 330 | 0.27 | 89.1 | 2489.1 |
| 2680 | 2360 | 320 | 0.27 | 86.4 | 2486.4 |
| 2670 | 2360 | 310 | 0.27 | 83.7 | 2483.7 |
| 2660 | 2360 | 300 | 0.27 | 81 | 2481.0 |
| 2650 | 2360 | 290 | 0.27 | 78.3 | 2478.3 |
| 2640 | 2360 | 280 | 0.27 | 75.6 | 2475.6 |
| 2630 | 2360 | 270 | 0.27 | 72.9 | 2472.9 |
| 2620 | 2360 | 260 | 0.27 | 70.2 | 2470.2 |
| 2610 | 2360 | 250 | 0.27 | 67.5 | 2467.5 |
| 2600 | 2360 | 240 | 0.27 | 64.8 | 2464.8 |
| 2590 | 2360 | 230 | 0.27 | 62.1 | 2462.1 |
| 2580 | 2360 | 220 | 0.27 | 59.4 | 2459.4 |
| 2570 | 2360 | 210 | 0.27 | 56.7 | 2456.7 |
| 2560 | 2360 | 200 | 0.27 | 54 | 2454.0 |
| 2550 | 2360 | 190 | 0.27 | 51.3 | 2451.3 |
| 2540 | 2360 | 180 | 0.27 | 48.6 | 2448.6 |
| 2530 | 2360 | 170 | 0.27 | 45.9 | 2445.9 |
| 2520 | 2360 | 160 | 0.27 | 43.2 | 2443.2 |
| 2510 | 2360 | 150 | 0.27 | 40.5 | 2440.5 |
| 2500 | 2360 | 140 | 0.27 | 37.8 | 2437.8 |
| 2490 | 2360 | 130 | 0.27 | 35.1 | 2435.1 |
| 2480 | 2360 | 120 | 0.27 | 32.4 | 2432.4 |
| 2470 | 2360 | 110 | 0.27 | 29.7 | 2429.7 |
| 2460 | 2360 | 100 | 0.27 | 27 | 2427.0 |
| 2450 | 2360 | 90 | 0.27 | 24.3 | 2424.3 |
| 2440 | 2360 | 80 | 0.27 | 21.6 | 2421.6 |
| 2430 | 2360 | 70 | 0.27 | 18.9 | 2418.9 |
| 2420 | 2360 | 60 | 0.27 | 16.2 | 2416.2 |
| 2410 | 2360 | 50 | 0.27 | 13.5 | 2413.5 |
| 2400 | 2360 | 40 | 0.27 | 10.8 | 2410.8 |
| 2390 | 2360 | 30 | 0.27 | 8.1 | 2408.1 |
| 2380 | 2360 | 20 | 0.27 | 5.4 | 2405.4 |
| 2370 | 2360 | 10 | 0.27 | 2.7 | 2402.7 |
| 2360 | 2360 | 0 | 0.27 | 0 | 2400.0 |
Which Loading Charts Will I Get Asked About? Expand
100% you will get multiple Echo questions.
Likely 1-2 Alpha or Bravo or Charlie questions.
You could get any prior knowledge questions such as a Type 1 or Linear Takeoff or a Landing chart.
Highest Priority For CFPA Expand
CFPA Must Have Equipment Expand
Get yourself a clear grid ruler and a set of dividers and reading glasses to help with chart accuracy.
Slight Variations Between Flight Computer Results Expand
Occasionally some flight computers produce small variations in ground speed or drift angles. CASA says they have allowed for these small variations in the allowable answers.
Fill In The Box Answers Expand
CASA now (as at Jun 2019) says that all or almost all of its fill in a box type answers, where you have to type a number will be whole numbers. E.g 134 , not 134.1
CASA Feedback Aeroplane Expand
The overall result for this subject is sound. As a general guide to further improvement, candidates who failed had knowledge deficiencies across the following subject areas:
- Basic ground speed errors these affected a number of questions, including determine ETI and EST for given positions
- Aircraft speeds, TOSS, Va, Vne, manoeuvering speeds
- Determination of MTOW or TODR using the graphs in figures 3, 5 or 12
- Understanding of range and endurance and factors affecting
- Definitions of terms such as MAC, empty weight, ZFW, ramp weight, etc.
- Aeroplane Weight Limitations, Loading and Balance – the relationship between fuel carried, burned off and aeroplane weight limitations
CASA Feedback Helicopter Expand
The overall result for this subject is sound. As a general guide to further improvement, candidates who failed had knowledge deficiencies across the following subject areas:
- Helicopter Limitations, including rotor RPM, VNE and flight load factors. All have serious operating and flight safety implications
- Take-off and Landing Weight – when and when not to use ‘Area B’ gross weight performance
- Hover performance
- Calculations for CG position and loading appear to be most problematic to candidates
TAF TAF TAF Know Your TAF’s Expand
18 questions with TAF for one poor person.
Warning re Holding Fuel Expand
Be warned some CASA questions require 30 min holding fuel to be added. They will to CLEARLY state it though.
Also know how to read your TAFS. Check they are Valid, check the INTER or TEMPO periods actually apply to your destination or alternate. And know exactly when and how much extra fuel is to be held , depending on ETA relative to INTER and TEMPO.
YOU MUST KNOW THIS!!!!!!
We been alerted to the fact SEVERAL 4 MARK PNR’s are being given with strong (35KT) crosswind factors.
You would only need this for strong x winds components relative to TAS, ie. high drift angles about 10 degrees and higher.
Eg
Given a PNR with a 150kt TAS and 35kt crosswind component find pnr etc.
You can use your E6B or CR to get drift
But lets approximate with
CWC x 60 / TAS = WCA
35 x 60 / 150 =14° drift
ETAS = 150 x cos (14°) = 145.5kt
A 4.5kt or 3% variation between TAS and ETAS To highlight the importance in really strong xwinds imagine this
Given a PNR with a 150kt TAS and 100kt crosswind component find pnr etc.
CWC x 60 / TAS = WCA
100 x 60 / 150 =40° drift
ETAS = 150 x cos (40°) = 100kt And in slight x winds
Given a PNR with a 150kt TAS and 3kt crosswind component find pnr etc.
CWC x 60 / TAS = WCA
3 x 60 / 150 =1° drift
ETAS = 150 x cos (1°) = 149.97kt The magic number seems to be anything above about a 10 degree drift, which is anything with a xwind above about 16% of TAS
Given a PNR with a 150kt TAS and 16% xwind component or 25kt crosswind component find pnr etc.
CWC x 60 / TAS = WCA
25 x 60 / 150 =10° drift
ETAS = 150 x cos (10°) = 147.7kt
Notice how at 10% , now we are starting to effect TAS to the point where our calcs could be out. Where as with a 15 kt xwind which is 10% of TAS 150
It doesn’t seem viable to need to calculate ETAS.
CWC x 60 / TAS = WCA
15 x 60 / 150 =6° drift
ETAS = 150 x cos (6°) = 149.1kt
CASA was asked about the difference in answers when working out PNR, E-6B v CR Model computers. Here is a summary of the response.
CASA’s response paraphrased:
The E-6B uses the actual triangle of velocities to determine the G/S, consequently an ‘E TAS’ is not appropriate, it is correct. You can easily check any sample problem by using an E6B Emulator, http://www.csgnetwork.com/e6bcalc.html which will give an accurate G/S. This gives a G/S of 145 kts, the same as you determined.
When using a ‘circular’ Navigation Computer, such as a Jeppesen CR-2, CR-3, etc., these work on the assumption that your heading and track are parallel. Which for small drift angles is reasonable, but as the drift angle gets larger, then it really isn’t a fair assumption any longer and would provide a G/S which is faster than it should be, because the heading & TAS vector is not pointing in the same direction as your track. This is where ‘E TAS’ comes into play. With your example, I too got an E TAS of 156 and a G/S of 145 (G/S = E TAS +/- W/C = 156 -11 = 145) . Remember E TAS is only a step to correct for this assumption so that you get an accurate G/S.
When solving a PNR problem or a CP, then you should be using ground speeds in the formulas, not TAS.
A subsequent response from CASA on ETAS:
For the CPL exams, ‘E TAS’ only comes into any G/S calculation when the drift angle is 10 degrees or more (remembering this is only relevant for circular type nav computers). If the drift angle was 9.6 degrees and one candidate ignored the E TAS and another candidate did allow for E TAS, CASA’s answers would allow them BOTH to get the question correct.”
The E-6B uses the actual triangle of velocities to determine the G/S, consequently an ‘E TAS’ is not appropriate, it is correct.
When using an E6B the answer automatically includes ETAS.
If the drift is below 5 degrees, you can use the formula for PNR or ETP where you divide by (2xTAS).
However if the drift is above 5 degrees, you must divide by (GS-onwards x GS home).
Get the GS-onwards as per usual, then spin the wheel 180 degrees to get GS-home.
Using this method you will note, GS-onwards + GS home does not equal 2 x TAS.
Note, often CASA will give winds from GPWT, which is given in TRUE. You must convert TRUE to MAGNETIC winds before doing any calculations.
Our Advice on Asymmetric CP or ETP Questions In The Exam Expand
There has been some confusion and slight debate over asymmetric (1 engine inop) Critical Point and Equal Time Point questions in the CFPA exam for a long time now.
What we can say with 100% certainty is; Asymmetric ETP is supposed to be in the ATPL syllabus. We can also say many CPL CFPA candidates say they copped an asymmetric ETP question. What we do not know is , did they cop a question with distracting information about an asymmetric ETP, but actually requiring a normal ETP answer, or was it an actual Asymmetric ETP question.
So here’s my advice. Asymmetric ETP is not supposed to be in CPL but it is an easy calculation and we have included it in CFPA.
Learn it and use it and try and answer it.
If however you fail by one question and one of the questions you got wrong shows up on your KDR’s from Syllabus Unit 1.9.5 Para 5.3 or 5.3.1 or 5.3.2, then it is time to contact CASA and have that question struck from your total. Note that does not give you a mark. It takes one mark from the total, so the ones you got correct are over the new total to arrive at your percentage.
So lets say you got 32 questions, one was an asymmetric ETP and you got it wrong. You got 22/32 correct = 68.75%. If you successfully lobbied CASA and they removed it from your total, your score is now 22/31 (assuming equal marking) and that is 70.96% which is a pass.
If they are infact, incorrectly including Asymmetric ETP in CPL, they shouldn’t be and they need taking to task on it. Your job when you see and asymmetric ETP question is to determine are they actually wanting me to calculate using the asymmetric formula or is this just distracting information.
Make sure you put it in writing The person to address it to is Gavin Secombe or the exams department. If you go in guns blazing looking for blood or are rude you will get absolutely no where and you will be asked to pay the appeals fee for it to be looked at. So always display good airmanship and approach in a polite respectful way.
Your first approach needs to be a question about the questions.
Include all your details including ARN and date, time location of exam.
Be warned they can tell down to the second how long you spent on every part of every screen. So any BS stories about how it wasted your time will be hopeless if you left early.
Dear CASA , in my CFPA exam I had a question on Asymmetric ETP. On my KDR’s it says I need to study Unit 1.9.5 Para 5.3 or 5.3.1 or 5.3.2. Can you please confirm was this question I got wrong actually requiring me to do an asymmetric ETP calculation or have I misinterpreted the question?
9 times out of 10 you will have misinterpreted or misread the question. If however they come back and say that is correct you were required to perform an asymmetric ETP, then you need to politely inform them that froms part of the ATPL Unit 1.10.2 for Flight Planning and you would request they fix this error and recalculate your total.
Our CP or ETP Calculations For Normal Ops & Asymmetric Ops Expand CP or ETP = (Distance x GS Home) / (GS Out + GS Home)
CP or ETP = (262 x 120) / (200 + 120 )
CP or ETP = (31,440) / (320 )
CP or ETP = (262 x 120) / (200 + 120 )
CP or ETP = 98.28 nm Time = distance / speed
Time to ETP = distance / speed outbound
Time to ETP = 98.28 nm / 200kt per 60 minutes
Time to ETP = 0.49125 x 60
Time to ETP = 29.475 min
Time to ETP = 29 min 29 sec
Closest Answer = 30 min
Round at the end if required.
Some flight schools and theory providers say there are no asymmetric ETP in CFPA, because its not in the syllabus (which is true, its in the ATPL syllabus). But we know for a fact there is questions about Asymmetric (1 engine inoperative) ETP’s. So be warned you either need to know it or they are including this information as a distraction and its not relevant to what they want you to calculate.
See Syllabus below these workings.
Asymetric ETP
Eg: A to B is 163nm travelling East , wind 090/20 TAS 160kts, 1inop TAS 130kts
Find single engine ETP So its a 20kt headwind outbound
Distance to 1 inop ETP = (Total dist x 1 inop GS home) / (2 x 1 inop TAS)
= (163 x 150 ) / (2 x 130)
= 24,450 / 260
= 94.038 nm
Round at the end if required.
= 94 nm Time = distance / speed
Round at the end if required.
Time to 1 inop ETP = distance / all operational TAS outbound
Time to 1 inop ETP = 94.038 nm / 140kt per 60 minutes
Time to 1 inop ETP = 0.6717032967 x 60
What does the syllabus say?
Time to 1 inop ETP = 40.3021978 minutes
Time to 1 inop ETP = 40 min 18 sec
Round at the end if required. Warning re ETP caclulation from basic formulas. Expand
We have been reliably informed the winds given for ETP calculations may for some questions be very strong winds.
If that is the case the basic formula shown in some of the text books will be inaccurate. You will need to use ETAS not TAS. ETAS is for wind drift angles above about 10°. Its insignificant below 5° drift, above 10 degrees it can become several knots slower.
Passed with 90%
7-10 1 marks
5-6 2 marks
another 5-8 1 marks
another 5-6 2 marks
3-4 3 marks
1 4 mark Start with 4 marker, it’s PNR, gave lots of details, specified very clearly what info from CAAP you would need (Fixed, variable)
Gives holding and cruise flows
Straight forward question just asking what the distance to the PNR
MAKE SURE YOU KNOW HOW TO WORK OUT ETAS, I cant stress this enough, had about 3 questions where it was needed, so know how to do it on your whizzwheel. 3 markers were all pretty simple, on how many packages to shift
Know Charlie, super basic, max cargo or pax could be all rear limit, make sure you don’t go over the MTOW.
2 markers know minimum fuel needed, safe endurance calc, eti for a flight and P-charts. Make sure you read it all clearly and know when to have variable and fixed reserves.
Some questions are fill in some are multi, p-charts
Know both types of P-charts both Cessna and Piper takeoff and landing. They might ask for max weight or TODR, make sure you know when you can use the ambient or forecast winds or if they say “given the following”
1 markers are pretty much theory based, know cg to MAC%, density height calc, question, BEW, CP, TODA, TORA, ASDA , Clearway TOSS, VNO, max distance between runway strip markers , flight notification forms.
32 questions in total.
Some candidates get one easy aero type question, generally pretty straightforward, something about weight v range or weight v endurance.
Everyone is right about doing it right the first time! Had spare 30 min though so I used that for checking PNR as I think that’s the section that’s prone to easily trip on i.e CAAP operation required.
Know how to get back inside the forward limit by shifting baggage.
Know how to add ballast to rear compartment.
Everyone seems to have at least one landing distance chart wrong, including me, so there’s has to be a dirty little trick they put there, maybe slope, or it just demands high accuracy, not sure.
Highly recommend a double pointy measuring compass from Office Works and a grid ruler, only $1.
For definitions and Main/AUX, C of G burning, definitely go with ATC book or know how to work out fuel burn from each tank mathematically.
Bob Tait only explains it with words and you need to be able to work this out.
Expect around 32 questions in total.
Expect approx 2 Takeoff and Landing charts with various runway lengths and types. If winds are given in True from GPWT, know how to convert them to magnetic.
In addition to Echo, know your loading systems Alpha Bravo and Charlie
Expect up to 5 Echo questions
Know all definitions of TODA TORA TORA ASDA and the others and exactly what they mean.
Pavement type and strength, letters and numbers from ERSA is always handy to know.
Expect fuel questions with INTER or TEMPO with fuel flow rates for cruise and holding.
Upon entering the room write all your formulas out.
Practice with a folded A4 into 8 squares
Write a formula in each square and memorise which one goes where and when to use it. Know how many squares you use on the folded paper and do them the same every time so they become muscle memory.
Practice writing these out until you can do it in your sleep.
Know how to input date and time for a flight notification.
32 questions = less than 5 min per question.
Warning – there are lots of ETP questions where they try to trick you so you think its a PNR. And vice versa.
There are some questions where taking off with a slight tailwind downslope is better than taking off with a headwind and an upslope.
Matt’s older normal questions where amazing!!! Do not underestimate using these.
2 P chart questions – numbers had to be typed in
1 x charter fuel question VFR
2 x private fuel questions
1 x charter PNR safe endurance question
1 x alternate for charter with no variable reserve
all questions refer to trip fuel not flight fuel
1 questions had an INTER and 1 had a TEMPO
1 question had a specified company policy requiring 20 gal/hr extra fuel
Some questions gave TAF’s requiring candidate to calculate winds to get GS
No asymmetric questions
Some short answers about ETP or PNR with winds significantly different enroute. What is efects of declining / increasing head/tailwind on ETP.
Refer ERSA TODR and TORA….runway 1000m asda 50m clearway 80m, what is TODA
Private flight A to B X Gals / hr 42 min , then B to C with Y Gals / hr for 18 mins….what is min startup fuel – typed answer
Echo’s where basic with rows 2 and 3, how much in rear compartment. A weight shift echo with ballast. A how many nose 5kg ballast ti ZFW.
32 questions , 10 had typed answers
PNR’s with winds given, but not headwind given (calculate them) then find PNR.
4 marker was a PNR with winds
Got an asymmetric ETP
1 x Echo What is Take off distance
1 x Echo What is landing distance
1 x Alpha What is Take off distance
1 x Bravo What is max Take off weight
1 x PNR – what is safe endurance
1 x what is rate of climb, with climb speed and gradient required given
All fuel questions were new type and in kg. All had burn rate given in kg/hr.
A cargo question with 2 sides of object given, what must third side be to stay within load force limits.
A bravo with pilot only and 4 x 40kg cargo in row 3. How much ballast (5kg) and what fuel to keep it in envelope.
A QLD Nav Rockhampton to Toowombah with Alt Y### . Calculate holding fuel to alternate. This had a TEMPO.
Look up runway characteristics for Y### is it concrete or asphalt, flexible or rigid, high or low load bearing. So know how to find these and the codes in ERSA.
What is max distance between runway gables? or Max distance between runway markings? Not sure. Its in ERSA CAAP and AIP.
8 P chart questions – 2 with lots of working worth 4 marks each
6 P charts questions with requiring exact number to be typed 2 marks each
2 Weight and balance calcs
1 x 4 mark PNR
3 marks ECHO, ETP, Fuel calculations
1 x Echo 2600 % MAC
Definitions questions 1 mark
All pure calculations, no NAVs
There was a TAF with INTER or TEMPO TCU etc, what is min fuel at startup (be clear on additional fuel due to INTER and TEMPO)
Scenario strong tailwind, what is airpseed for maximise endurance or range.
Time for the exam was not an issue. The biggest issue was having to type exact answers for all the P chart questions.
Know waste gates, turbo and supercharges and how they perform at various altitudes. The rest of what is in these exams and the tips here are pretty accurate.
I understood the topic exceptionally well after using these exams, however, it is still a very tough subject with a lot of difficult questions.
Tips for the next candidates are, know the charts and theory. I didn’t find the maths that hard personally, it was just basic following formulas. Not too much on the echo either but two forward limit questions.
- Do not neglect the non-practical aspects (i.e. definitions, general knowledge). There are a lot of one pointers covering a wide ranging subject that you need to know.
- Practice practice practice the calculations and the performance charts – never go too long without revising a Bravo, Charlie or particularly an Echo W&B calc, same for CP and PNR.
- Be very clear and quick on how to calculate speed, distance, time, fuel burn calculations. This will serve you well at doing the exam quickly and efficiently in A LOT of questions.
- With PNR and CP – be extra vigilant that you have correctly determined whether it is a tail wind or a head wind. As these can be 3 pointers or 4 pointers ,make it a priority to keep your workings out handy (i.e. don’t let them take these when you get more scribble paper) and check them over if time is remaining at the end
- Know how to quickly obtain a headwind component from the AIP conversion table (tag this and its right next to the weight ones) and above all else make sure you don’t inadvertently take the crosswind component into your calculations!
- Know how to get a TAS from the flight computer – if you learn one thing on the whizz wheel it is this – and it’s easy to do.
Know landing & take-off distances or weights, and load questions.
Know ERSA, esp ALAs, RDS & how to find conversion tables
Know CAAP 92 and 234 – you can self print, but they must be stapled or bound. No loose leaf pages allowed.
Be careful with units – kilograms v lbs, litres v gallons, miles v kilometres, minutes v nautical miles.
Know ETP & PNR calculations
When working with wind be sure to knwo when it is True or Magnetic
Know variation E is variation least, Variation W is variation best
Do lots and lots of ECHO practice questions until you know all the numbers by heart – CG fwd & rear limits, arms, key weights & limits
I got loading systems alpha bravo and Charlie plus linear chart systems. Definitions of density height and density calculations. Calculations of forward limit and mean aerodynamic chord.
Many questions on fuel planning, find flight fuel, safe endurance, PNR, ETP. Several questions on weights, balance, moments, to do with C of G. Some on adding ballast as either fuel or hard ballast.
I got approx 14 definitions at the start on runway surface analysis at Sunrise Dam and had to refer to ERSA to decipher it. eg: asphalt, flexible, high grade, sub compound and the rest. See ERSA.
One question on stall speed…bizarre…
3 questions on calculating landing and take-off using the charts, take-off rate, landing distance and takeoff weight
Re Fuel Planning For An Alternate Expand
Note this is in the syllabus, but people have said it “so far” is not in the exams.
They give you TAS and wind in format 210/18 kt.
Track from A to B is 040°
You have to work out heading and ground speed. Then calculate PNR or ETP.
With the new GPWT giving winds at 1000, 2000, 5000, 7000, 10000 and FL140 it is highly likely that winds between layers need to be estimated using interpolation for some CFPA questions. Until we receive more feedback, it would pay to know how.
Feedback – Mid Nov 2017 Expand I was perplexed by the SSR codes question in my CFPA exam last week having never seen nor read about them when studying.
So I took a stab in the dark and got the answer wrong.
3 items had to be matched to the codes /S, P, D, M, J, E as per the Supplementary Information diagram off the Flight Notification Form.
1 First aid kit
2 Water
3 ELT 406MHz
Only after the exam was I able to find the info in the AIP as per the attached photos.
The Flight Notification Form is under Appendix 1 in the AIP ENR 1.10-13
Supplemental Information – Item 19 ENR 1.10-30 & 31
It may seem odd for the examiners to dig a question out of the depths of the AIP like this but I guess if they have asked it then we had better know it.
I passed with 82%, my lowest of the 4 sat since September but am very happy as it was the toughest so far.
______
Note we have added this as the last question in CFPA Exam 10
Learn the forward limit equation for Echo and why its 2400mm up to 2360kg.
Know that above 2360kg the forward limit starts moving back until MTOW.
Know that the formula for FWD limits above 2360 kg
FWD Limit = 2400mm + (WT – 2360 kg) x 0.27
E.g: 2400 mm + 2660 – 2360 x 0.27
= 2400 mm + 300 x 0.27
= 2400 mm + 81 mm
= 2481 mm
Also know how to graph your FWD limit, then cross check to mathematically and the next nearest answer.
E.g. 2850 kg x 2600 mm = 7,410,000 kg mm
7,410,000 kg mm / 10,000 = 741 IU’s
So you can graph 2850 kg and 741 IU’s
Then when asked to add ballast if you where outside the FWD limit you would draw a line from your graphed point, using the line from Figure 10. So if you where adding rear ballast every 2kg adds 1 IU. Thus draw a line adding 100 kg and 50 IU’s and see where it intersects the FWD limit.
Then cross check it using the maths above.
******Know where to find conversions in ERSA*****
Know that the more times you convert using rounded figures from ERSA, the larger the potential error. If they give fuel to you in USG, use the USG to weight conversion, do not convert to L then to weight.
Lots and lots of weight and balance questions and ZFW, and a few trick ones where you may blow past the weight limits and have to readjust.
Lots of fuel /wind/GS calcs and a few multi mark ETP PNR questions.
Some ETP with strong winds requiring ETAS.
All loading charts with scenarios for Alpha Bravo Charlie and Echo.
SSR Codes from AIP ENR 1.10-13 The Flight Notification Form &
Supplemental Information – Item 19 ENR 1.10-30 & 31
Remember when calculating that winds are given as True (if written) and you need to convert to Magnetic!!! Winds are true when written, magnetic when spoken.
CFPA Progress
Exams Completed: Exams Completed: