Jeez, this is so intense?

[[email protected]]

One of my colleague's daughters is training for CPL in India. I don't
for the earth know why she mailed me of all persons to try and get
answers to the following Qs. But heck, this seems to be like a chapter
off a meteorology post-grad!! Since this is obviously just a snip of
what she must be studying overall, flying seems very, very
study-intensive... reminds me of my engineering days :)

If anyone of you can find the time and/or inclination to help with the
Qs themselves, I acknowledge thanks gratefully. Ignore Q12 of course ;)


1.In westward moving depression the area of heavier ppt is generally

a.SE
b.SW
c.NE
d.NW sector of Depression

2. If static air temp is -15^C&indicated altitude is 1000feet then true
altitude will be

a.10400ft
b.10600ft
c.9400ft
d.9600ft

3.Presence of hard pellets on surface is evidence of

a.thunderstorm in area
b.has been a cold frontal passage
c.temp inversion with freezing rain at higher altitude

4.due to friction wind very close to ground

a.only increases in magnitude with height
b.Decreases in magnitude with height
c.backs with height
d.veers with height

5.what is the process of adding unsat air to moisture?

6. If lightening flash is seen &thunder is not heard

a.cloud is not fully developed
b.CB is dissipating
c.thunder didnt occur at that time of lightening
d.CB is very distant

7. An aircraft must have anti collision lights fitted when

a.carrying passengers
b.flying IFR
c.Whn flying IMC
d.With AUW more than 5700 kg

8. An a/c is flying at FL290& oat -30 c.the temp condition is ...

9. In convective clouds severe icing may be encountered at temp...

10. A turn coordinator provides an indication of...

11. When an a/c climbs at constant TAS,RAS shd be
a.Increased
b.maintained
c.decreased

12.parts of country affected by norwesters is

a.bengal& bihar in pre monsoon
b. NW india in winter
c. South india in summer
d. NE india in winter

13.TMG is 045,G/S 135,Co(C)045,dev 2W,var 8W,TAS 140kt,wind vel is

a.13025
b.140/22
c.320/24


Ramapriya

[Kingfish]

wrote:
> One of my colleague's daughters is training for CPL in India. I don't
> for the earth know why she mailed me of all persons to try and get
> answers to the following Qs. But heck, this seems to be like a chapter
> off a meteorology post-grad!! Since this is obviously just a snip of
> what she must be studying overall, flying seems very, very
> study-intensive... reminds me of my engineering days :)
>

Those questions sound a lot like the ones I studied for my ATP written
exam. The weather stuff at that level can get quite in-depth.

[Peter Duniho]

> wrote in message
oups.com...
> [...]
> If anyone of you can find the time and/or inclination to help with the
> Qs themselves, I acknowledge thanks gratefully. Ignore Q12 of course ;)

What a bizarre collection of questions. And poorly worded too. Surely this
isn't a literal transcription from the actual written exam?

And yes, there's a lot to learn before one is granted a pilot certificate.

> 1.In westward moving depression the area of heavier ppt is generally
>
> a.SE
> b.SW
> c.NE
> d.NW sector of Depression

Worst weather is usually SE of a low, sometimes SW. Of course, bad weather
can theoretically be anywhere.

> 2. If static air temp is -15^C&indicated altitude is 1000feet then true
> altitude will be
>
> a.10400ft
> b.10600ft
> c.9400ft
> d.9600ft

If indicated altitude is really 1000 feet, then none of the answers are
correct. I'll assume it really should be 10,000 feet. With that
assumption, the altitude would be off by 373 feet too low. So 10,400 feet
would be the best answer.

> 3.Presence of hard pellets on surface is evidence of
>
> a.thunderstorm in area
> b.has been a cold frontal passage
> c.temp inversion with freezing rain at higher altitude

a) and b) are not mutually exclusive. "Hard pellets" is ambiguous and could
refer to a consequence of c), or just be very small hail (a possible
consequence of a)).

That said, from a test-taking perspective, the most likely answer they are
looking for is c), because a) and b) are not mutually exclusive.

> 4.due to friction wind very close to ground
>
> a.only increases in magnitude with height
> b.Decreases in magnitude with height
> c.backs with height
> d.veers with height

"Backs"? "Veers"? What are those words supposed to mean in this context?

I would say a), because surface friction does slow the wind down.

> 5.what is the process of adding unsat air to moisture?

Huh? You've got a big parcel of moisture and you're adding unsat(urated)
air to it? I'm having trouble parsing the question.

> 6. If lightening flash is seen &thunder is not heard
>
> a.cloud is not fully developed
> b.CB is dissipating
> c.thunder didnt occur at that time of lightening
> d.CB is very distant

Any 12 year old should know that the answer is d). Lightning always heats
the air, and always creates *some* kind of thunder as a consequence. If you
can't hear the thunder, it's just too far away.

> 7. An aircraft must have anti collision lights fitted when
>
> a.carrying passengers
> b.flying IFR
> c.Whn flying IMC
> d.With AUW more than 5700 kg

This question is specific to India. In the US, the correct answer is
whenever the aircraft is in motion, unless using the anti-collision lights
would reduce safety.

> 8. An a/c is flying at FL290& oat -30 c.the temp condition is ...

"Temp condition"? Never heard of it.

> 9. In convective clouds severe icing may be encountered at temp...

Care to finish that question?

> 10. A turn coordinator provides an indication of...

Bank angle and roll rate.

> 11. When an a/c climbs at constant TAS,RAS shd be
> a.Increased
> b.maintained
> c.decreased

"RAS"?

> 12.parts of country affected by norwesters is
>
> a.bengal& bihar in pre monsoon
> b. NW india in winter
> c. South india in summer
> d. NE india in winter

Like you guessed...I have no idea.

> 13.TMG is 045,G/S 135,Co(C)045,dev 2W,var 8W,TAS 140kt,wind vel is
>
> a.13025
> b.140/22
> c.320/24

Some guesses:
"TMG" -- track made good? (course)
"G/S" -- groundspeed?
"Co(C)" -- I have no idea
"dev" -- magnetic deviation?
"var" -- magnetic variation?
"TAS" -- true airspeed?

Without knowing what "Co(C)" is, and without knowing whether the "TMG" and
wind direction are magnetic or true, I can't really answer this question.
The magnetic/true issue is particularly silly...they obviously (apparently?)
want you to consider the difference, because they have provided what appear
to be correction figures for magnetic vs true. So presumably some of the
course information is in magnetic and some is in true, but without knowing
which is which, there's no way to know what's the proper way to apply the
correction figures.

IMHO, including the correction figures is just dumb. They don't have
anything to do with the basic calculations required to calculate wind
correction angles (forward or reverse) and should have been left out for
simplicity. Test compass correction in a different question, if that's an
important thing to test.

All that said, I at least think it's safe to rule out c), with groundspeed
being lower than true airspeed. :) b) actually *seems* to be a slight
tailwind, ignoring the required wind correction angle, (depending on the
magnetic/true issue), and so it seems unlikely that even after the wind
correction angle is applied, you'd lose a whole 5 knots. So personally, I'd
say answer a) looks the most likely.

But since there are gaping ambiguities in the question, it's hard to say
exactly what the right answer is.

Pete

[[email protected]]

Peter Duniho wrote:
> > wrote in message
> oups.com...
> > [...]
> > If anyone of you can find the time and/or inclination to help with the
> > Qs themselves, I acknowledge thanks gratefully. Ignore Q12 of course ;)
>
> What a bizarre collection of questions. And poorly worded too. Surely this
> isn't a literal transcription from the actual written exam?


Hey Pete, I was kinda rofl too when my colleague's mail arrived. He
said he'd done a copy-paste of his dau's mail. Boy, I thought the very
thing about veers and all that but thought there must be something
there that I didn't know of.

I really hope that isn't the standard of education dished out in my
country. But to be fair, I did my engineering there as well, and not
once was it anywhere near as risible as it appears here.

You're in the US too, Pete?

Ramapriya

[[email protected]]

Peter Duniho wrote:
>
> > 8. An a/c is flying at FL290& oat -30 c.the temp condition is ...
>
> "Temp condition"? Never heard of it.

It's a fill-the-blank type of Q, Pete. Temp = temperature, a common
Indian abbrev :))

>
> > 9. In convective clouds severe icing may be encountered at temp...

> Care to finish that question?

Same as above. It's a fill-the-blank.


> > 10. A turn coordinator provides an indication of...
>
> Bank angle and roll rate.
>
> > 11. When an a/c climbs at constant TAS,RAS shd be
> > a.Increased
> > b.maintained
> > c.decreased
>
> "RAS"?

I suspect it's IAS. I've not heard of RAS either :)

[Bob Gardner]

I've seen similar questions when administering written exams to pilots from
Australia and the UK. Tests in the US are pretty superficial when it comes
to weather.

Bob Gardner

> wrote in message
oups.com...
> One of my colleague's daughters is training for CPL in India. I don't
> for the earth know why she mailed me of all persons to try and get
> answers to the following Qs. But heck, this seems to be like a chapter
> off a meteorology post-grad!! Since this is obviously just a snip of
> what she must be studying overall, flying seems very, very
> study-intensive... reminds me of my engineering days :)
>
> If anyone of you can find the time and/or inclination to help with the
> Qs themselves, I acknowledge thanks gratefully. Ignore Q12 of course ;)
>
>
> 1.In westward moving depression the area of heavier ppt is generally
>
> a.SE
> b.SW
> c.NE
> d.NW sector of Depression
>
> 2. If static air temp is -15^C&indicated altitude is 1000feet then true
> altitude will be
>
> a.10400ft
> b.10600ft
> c.9400ft
> d.9600ft
>
> 3.Presence of hard pellets on surface is evidence of
>
> a.thunderstorm in area
> b.has been a cold frontal passage
> c.temp inversion with freezing rain at higher altitude
>
> 4.due to friction wind very close to ground
>
> a.only increases in magnitude with height
> b.Decreases in magnitude with height
> c.backs with height
> d.veers with height
>
> 5.what is the process of adding unsat air to moisture?
>
> 6. If lightening flash is seen &thunder is not heard
>
> a.cloud is not fully developed
> b.CB is dissipating
> c.thunder didnt occur at that time of lightening
> d.CB is very distant
>
> 7. An aircraft must have anti collision lights fitted when
>
> a.carrying passengers
> b.flying IFR
> c.Whn flying IMC
> d.With AUW more than 5700 kg
>
> 8. An a/c is flying at FL290& oat -30 c.the temp condition is ...
>
> 9. In convective clouds severe icing may be encountered at temp...
>
> 10. A turn coordinator provides an indication of...
>
> 11. When an a/c climbs at constant TAS,RAS shd be
> a.Increased
> b.maintained
> c.decreased
>
> 12.parts of country affected by norwesters is
>
> a.bengal& bihar in pre monsoon
> b. NW india in winter
> c. South india in summer
> d. NE india in winter
>
> 13.TMG is 045,G/S 135,Co(C)045,dev 2W,var 8W,TAS 140kt,wind vel is
>
> a.13025
> b.140/22
> c.320/24
>
>
> Ramapriya
>

[Don Tuite]

When answering, remember that India is in the southern hemisphere.

Regardless, Veer is a windshift to starboard,, Head is a shift to
port. Nautical terms.

Don

[Peter Duniho]

> wrote in message
oups.com...
> I really hope that isn't the standard of education dished out in my
> country.

It couldn't possibly be. I know too many well-educated people from India to
think that it is.

Though, now that I consider it, I suppose that only the people who become
well-educated *in spite of* the existing standard of education are likely to
emigrate to the US to be met by me. :)

> You're in the US too, Pete?

Yup.

[Peter Duniho]

> wrote in message
ups.com...
>> > 8. An a/c is flying at FL290& oat -30 c.the temp condition is ...
>>
>> "Temp condition"? Never heard of it.
>
> It's a fill-the-blank type of Q, Pete. Temp = temperature, a common
> Indian abbrev :))

I understand the concept of "fill-in-the-blank". And believe it or not, we
do abbreviate "temperature" as "temp" too, now and then. The problem is
that the term "temp condition" is not one that's meaningful to me (and
likely not to most other US pilots, if any).

>> > 9. In convective clouds severe icing may be encountered at temp...
>
>> Care to finish that question?
>
> Same as above. It's a fill-the-blank.

Again, it's apparent that it's "fill-in-the-blank". What's not apparent is
what the blank might be. Are they asking for an actual temperature? Do
they want the word "condition"? Who knows?

Anyway, as a stab at answering it: in convection, you can get icing with
nearly any outside air temperature, since freezing moisture may be carried
up or down within the cloud into an altitude of non-freezing temperature.
At some point, it just gets too warm, and the airframe is too warm for any
ice to stick anyway, but I would not be comfortable stating any one single
temperature above which you are guaranteed safe from icing (well, okay...I
suppose 40C would be a pretty good guarantee...but that's probably not where
the "official" cut-off is).

>> > 11. When an a/c climbs at constant TAS,RAS shd be
>> > a.Increased
>> > b.maintained
>> > c.decreased
>>
>> "RAS"?
>
> I suspect it's IAS. I've not heard of RAS either :)

If one assumes it's IAS, then constant TAS requires decreasing IAS as one
climbs. If "RAS" means something else, all bets are off.

Pete

[Peter Duniho]

"Don Tuite" > wrote in message
...
> When answering, remember that India is in the southern hemisphere.
>
> Regardless, Veer is a windshift to starboard,, Head is a shift to
> port. Nautical terms.

Ah. I was worried it might be like the "hook" and "slice" from golf, where
they are just using arbitrary words to mean "left" and "right".

Still, what would "back" be?

[Bob Moore]

Ramapriya wrote:

1.In westward moving depression the area of heavier ppt is generally

a.SE
b.SW
c.NE
d.NW sector of Depression

Probably SW???

2. If static air temp is -15^C&indicated altitude is 1000feet then true
altitude will be

a.10400ft
b.10600ft
c.9400ft
d.9600ft

10 degrees colder than standard equals 4% lower.....9600'

3.Presence of hard pellets on surface is evidence of

a.thunderstorm in area
b.has been a cold frontal passage
c.temp inversion with freezing rain at higher altitude

Answer "C"...Straight from the Jeppesen Private Pilot Manual 6-27

4.due to friction wind very close to ground

a.only increases in magnitude with height
b.Decreases in magnitude with height
c.backs with height
d.veers with height

Answer "D"...."only" makes A wrong....B Increases with height.....C
backs means to weaken

5.what is the process of adding unsat air to moisture?

Evaporation?????

6. If lightening flash is seen &thunder is not heard

a.cloud is not fully developed
b.CB is dissipating
c.thunder didnt occur at that time of lightening
d.CB is very distant

D is the obvious answer

7. An aircraft must have anti collision lights fitted when

a.carrying passengers
b.flying IFR
c.Whn flying IMC
d.With AUW more than 5700 kg

Don't know what the rule is in India, here it is "at all times,
unless....."

8. An a/c is flying at FL290& oat -30 c.the temp condition is ...

Higher than standard

9. In convective clouds severe icing may be encountered at temp...

Between 0 and -10 degrees C

10. A turn coordinator provides an indication of...

Direction of turn, Rate of roll and Rate of turn

11. When an a/c climbs at constant TAS,RAS shd be
a.Increased
b.maintained
c.decreased

Probably should have been "IAS" and should be decreased

12.parts of country affected by norwesters is

a.bengal& bihar in pre monsoon
b. NW india in winter
c. South india in summer
d. NE india in winter

Don't know...never been to India.


13.TMG is 045,G/S 135,Co(C)045,dev 2W,var 8W,TAS 140kt,wind vel is

a.13025
b.140/22
c.320/24

"A" using my "wizz wheel" :-)

[Dylan Smith]

On 2006-06-30, Peter Duniho > wrote:
> "Backs"? "Veers"? What are those words supposed to mean in this context?

Backing and veering within the context of wind means the direction (on
the compass) the wind direction is changing. If, as you climb, the wind
goes from being 010 degrees to 030 degrees, the wind is veering (a
clockwise change on the compass face is veering). If it goes from 010 to
350 as you climb, then it's backing (the direction is changing in a
counterclockwise direction). It's easy to remember which way round it
should be since backing is a counterclockwise change.

'Backing' and 'veering' are terms not used in the United States (well,
I've never heard them used in the United States). They are generally
commonly used in Britain and some Commonwealth countries (such as India).

--
Yes, the Reply-To email address is valid.
Oolite-Linux: an Elite tribute: http://oolite-linux.berlios.de

[Dylan Smith]

On 2006-06-30, > wrote:
>> "Temp condition"? Never heard of it.
>
> It's a fill-the-blank type of Q, Pete. Temp = temperature, a common
> Indian abbrev :))

"Temp condition" generally means "temporary condition", hence the
confusion.

--
Yes, the Reply-To email address is valid.
Oolite-Linux: an Elite tribute: http://oolite-linux.berlios.de

[Brad]

Don Tuite wrote:
> When answering, remember that India is in the southern hemisphere.

Not unless there's been a major earthquake I didn't hear about.


>
> Regardless, Veer is a windshift to starboard,, Head is a shift to
> port. Nautical terms.
>
> Don

[rps]

Peter Duniho wrote:
> "Don Tuite" > wrote in message
> ...
> > When answering, remember that India is in the southern hemisphere.
> >
> > Regardless, Veer is a windshift to starboard,, Head is a shift to
> > port. Nautical terms.
>
> Ah. I was worried it might be like the "hook" and "slice" from golf, where
> they are just using arbitrary words to mean "left" and "right".
>
> Still, what would "back" be?

No idea, but in golf hook and slice are, respectively, left and right
for right-handed players. They would be the opposite for left-handed
players.

[Al]

"Peter Duniho" > wrote in message
...
> > wrote in message
> oups.com...
>> [...]
>> If anyone of you can find the time and/or inclination to help with the
>> Qs themselves, I acknowledge thanks gratefully. Ignore Q12 of course ;)
>
> What a bizarre collection of questions. And poorly worded too. Surely
> this isn't a literal transcription from the actual written exam?
>
> And yes, there's a lot to learn before one is granted a pilot certificate.
>
snip
>
>> 10. A turn coordinator provides an indication of...
>
> Bank angle and roll rate.
>

Rate of turn only. Cross control, and you have bank & roll rate with no
turn.

Al G

[Jose[_1_]]

>>10. A turn coordinator provides an indication of...
>>
>>
>> Bank angle and roll rate.
>>
>
>
> Rate of turn only. Cross control, and you have bank & roll rate with no
> turn.

No, the "needle" of "needle and ball" provides rate of turn only. The
turn coordinator provides an initial indication of rate of roll. That's
the difference between the two instruments.

Jose
--
The monkey turns the crank and thinks he's making the music.
for Email, make the obvious change in the address.

[Emily[_1_]]

wrote:
> One of my colleague's daughters is training for CPL in India. I don't
> for the earth know why she mailed me of all persons to try and get
> answers to the following Qs. But heck, this seems to be like a chapter
> off a meteorology post-grad!! Since this is obviously just a snip of
> what she must be studying overall, flying seems very, very
> study-intensive... reminds me of my engineering days :)
<snip>

Yeah, seems about right. My cousin has a masters in weather, and was
amazed by the FAA questions. Or maybe she's just easily impressed, I
don't know....

[Peter Duniho]

"Al" > wrote in message
...
>>> 10. A turn coordinator provides an indication of...
>>
>> Bank angle and roll rate.
>
> Rate of turn only. Cross control, and you have bank & roll rate with no
> turn.

It's not clear what you're correcting. You are right that I should have
written "turn rate" instead of "bank angle". It was kind of late. But you
do also get roll rate from the turn coordinator. It's not "rate of turn
only".

Pete

[[email protected]]

Peter Duniho wrote:
>
> Though, now that I consider it, I suppose that only the people who become
> well-educated *in spite of* the existing standard of education are likely to
> emigrate to the US to be met by me. :)


This is actually true. From what I've reliably heard, the best of our
lot can be found in the US, with the UK and Aus/NZ in that order.

Most of the dross are in Dubai and thereabouts ;))

Ramapriya

[karl gruber[_1_]]

>> turn.
>
> It's not clear what you're correcting. You are right that I should have
> written "turn rate" instead of "bank angle". It was kind of late. But
> you do also get roll rate from the turn coordinator. It's not "rate of
> turn only".
>
> Pete
The turn coordinator senses roll and yaw. It exaggerates the roll and thus
indicates a standard rate turn before the aircraft is actually banked that
far. The exaggeration is good for an autopilot pickup because it reduces the
inherent lag in autopilot systems.

It is not good in turbulence because it makes it easy to over compensate.
That is why rate based autopilots like the S-Tec are not as smooth as
attitude based autopilots in turbulence. There are still arguments about
which is better, a turn coordinator or a turn and bank. A turn and bank is
better in turbulence. A turn coordinator is easier for a student to
visualize, although they seldom know just what they are seeing-----For
instance, a TC will indicate a bank on the ground when turning, when there
is clearly no banking going on.

Karl
"Curator" N185KG