Product Errata.

Oxford/OATmedia Revised PPL CD-ROM Series (Dec 2007)

Disk 1: Aviation Law.

Users of our products have brought to our attention that questions in the Air Law examination on flight levels flown in accordance with the Quadrantal Rule sometimes contain elements which are also a stiff test of a candidate's knowledge of altimetry.

Below is a question adapted from one sent in by a customer, together with our reasoning to arrive at the answer.

A pilot, flying VFR, is making good a true track of 084deg while correcting for starboard drift of 8°.

The magnetic variation is 6°W and the aircraft's compass on this heading displays a deviation of 2°E.

If the safety altitude is 3400 ft and the QNH is 1003mb, what is the lowest available flight level that the pilot can elect to fly at, if he does not wish to descend below the Safety Altitude.

Answer options

• a) FL30
• b) FL35
• c) FL55
• d) FL40

As you can see, in order to answer this question, a student requires a good knowledge of altimetry, and only an elementary knowledge of Air Law. There are also two distractors in this question. Here is our solution.

The straight Air Law consideration is simply that, above the Transition Altitude, it is recommended (it is obligatory for IFR) that a pilot flying in accordance with the Visual Flight rules fly at Flight Levels stipulated by the Quadrantal Rule (QR) which is based on his magnetic track (MT). The QR can be read off the Air law CD-ROM and states that for MTs from 000 -089° you fly at odd flight levels, from 090 -179° you fly at odd flight levels + 500, from 180 -269° you fly at even flight levels, and from 270 -359° you fly at even flight levels + 500.

Your question says that your aircraft "has a True Track" of 084° so we must assume that you are flying whatever compass heading is required to achieve that true track. With a variation of 6°W, your track would be 090° Magnetic. You should, therefore, above the Transition Altitude, fly at odd flight levels plus 500. So the answer has to be either FL 035 or FL 055 . That's really the Air Law bit.

But, of course, you now need to bring in your altimetry knowledge (a Met subject or Navigation subject).

You are given a Safety Altitude of 3400 ft. Safety Altitudes have nothing to do with VFR flight when you have to be clear of cloud and in sight of the surface. All you have to do is remain VFR and stay above the appropriate minimum height depending whether you are flying over a built up area, open air assembly or open countryside. But it is good airmanship, as a VFR pilot, to know what the Safety Altitude for your route is; so we'll assume ( a wrong assumption in real life, but required by your question) that you have to remain above 3 400 ft above sea level. You know that the QNH is 1003 mb , so we must presume that you must stay above 3400 feet on 1003mb. From that altitude you must now select an altimeter sub-scale setting of 1013mb in order to fly at flight levels. So, if you are at 3 400 ft and wind your sub-scale setting from 1003 to 1013 you will have an altimeter reading of 300 ft higher (1mb = 300 ft), putting you at an indicated altitude of 3700 feet. So with a QNH of 1003mb, the Transition Level would be FL35. But you aren't supposed (according to the questioner) to fly below your present indicated altitude; so as you have to fly at a flight level required by the Quadrantal Rule – i.e. odd flight levels + 500 - you should fly at FL 55.

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Oxford/OATmedia PPL Book Series (Nov 2007)

Volume 1: Air Law (including Operational Procedures)

Chapter 2: Rules of the Air (ICAO)

Page 44 - Visual Meteorological Conditions

In the notes at the bottom of the page, under the double asterisk **, the words "...lower flight visibilities than 1500m..." should read "... lower flight visibilities than 5km..."

Page 45 - Figure 2.28

The diagram at Figure 2.28, depicting ICAO Visual Meteorological Conditions minima, contains an inaccuracy. The correct version of the diagram is given below.

Chapter 11: United Kingdom Rules of the Air

Page 177 - The Air Navigation Order/United Kingdom Rules of the Air

For clarification, the UK Rules Of The Air are not promulgated by the Air Navigation Order (ANO), but are a separate statuary instrument (SI). The ANO is SI 2005 No 1970 (as amended), while the Rules of the Air Regulations are a separate SI: SI 2007 No 734. The Air Navigation (General) Regulations are another SI: SI 2006 No 601.

CAP 393 is published by the CAA and contains copies of these 3 SIs, reformatted in the case of the ANO.

Low Flying is the subject of Rule of the Air No 5, not "ANO Rule 5".

Page 179 - VMC Minima for Helicopters

Helicopter VMC minima now the same as for aeroplanes.

Page 181 - Figure 11.2

In Table 11.2 delete both helicopters and associated text: "clear of cloud, in sign of surface. Visibility compatible with speed". Helicopter VMC minima are now the same as for aeroplanes.

Page 182 - QUADRANTAL RULE

1. On the blue box, Line Three, "nearest" should read "highest".

2. Under "Note:", amend "The Quadrantal Rule applies only below Flight Level 245..." to read: "The Quadrantal Rule applies only below Flight Level 195..." All other words in that sentence remain the same.

3. Amend sentence "Flight Level 245 is not available as a cruising Flight Level." to read: "Flight Level 195 is not available as a cruising Flight Level."

4. The table entitled QUADRANTAL RULE should now read as below:

QUADRANTAL RULE
Magnetic Track	Flight Level (FL)
360° but less than 090°	FL 30, 50, 70, 90 etc, up to FL 190
090° but less than 180°	FL 35, 55, 75, 95 etc, up to FL 175
180° but less than 270°	FL 40, 60, 80, 100 etc, up to FL 180
270° but less than 360°	FL 45, 65, 85, 105 etc, up to FL 185

Page 190 - DISPLAY OF LIGHTS BY AIRCRAFT

The sentence under the main heading DISPLAY OF LIGHTS BY AIRCRAFT informs the reader that this topic is covered in the Operational Procedures section of the book. This information is wrong. The regulations governing the display of lights by aircraft in the United Kingdom are identical to the ICAO regulations, coverage of which begins in Chapter 2, Rules of the Air (ICAO), on Page 33.

Underneath title WEATHER REPORTS AND WEATHER MINIMA, second paragraph, Line Two, "from" should say "to".

Page 194 - Landing and Departure Details

Underneath sub title Landing and Departure Details, Line One, "40 nautical miles" should read "40 kilometres".

Chapter 13: Airworthiness in the United Kingdom

Page 213 - Certificates of Airworthiness and Aircraft Categories

All Certificates of Airworthiness (Cs of A) are now EASA Cs of A. The EASA C of A does not have an expiry date, and must be carried in the aircraft.

Categories have been abolished. The C of A will be issued under EASA regulations, and for certain aircraft categories which are linked to the design features of the individual aircraft.

Page 220 - Airwothiness in the United Kingdom Questions

The correct answer to question 9 is "a".

Chapter 14: Airspace Division and Air Traffic Services in the UK

Page 228 - Flights in Controlled Airspace In Accordance With The Instrument Flight Rules (UK)

Here is some supplementary information to the existing text.

An UK IMC Rating holder may fly in Class D and E Airspace, in the United Kingdom, in circumstances requiring flight under the Instrument Flight Rules.

Page 233 - The Quadrantal Rule

Underneath sub title The Quadrantal Rule , Line 2, "Flight Level 245" should read "Flight Level 195".

Page 240 - Hours of Operation

Underneath sub title Hours of Operation Line One, the words "GEN section" should be replaced with the phrase "AD Section (Aerodrome & Heliport Index – Specific)"

Page 252 - Radar Advisory Service

For clarification, the final sentence under this heading should read: A Radar Advisory Service (RAS) is available to IFR flights whether in IMC or VMC. However, pilots not qualified to fly in IMC should accept an RAS only where compliance with ATC advice permits the flight to be continued in uninterrupted VMC.

Page 256 - Airspace Division & Air Traffic Services Questions

Question 19. In the answers section on Page 417, the answer to Question 19 is erroneously given as b. The correct answer is c. In the visual circuit, the "Downwind"S call is normally given abeam the upwind end of the runway.

Chapter 18: Obstacles (UK)

Page 306 - Lighting of En-route Obstacles

Underneath sub title Lighting of En-route Obstacles Line One, insert after the words "over 492 feet (150 metres)" "would normally be lit with a steady red light but, in exceptional circumstances, may be lit by a high intensity, white flashing warning light. Whichever type of light is used, it will be situated as close to the top of the obstacle as possible."

Annex A: General Lights and Signals

Page 346 - Urgency Signals

Underneath sub title Urgency Signals, Bottom line. The morse code shown for XXX is incorrect. Replace "(-..-..-..)" by "( _.._ _.._ _.._ )".

Annex A: Marshelling Signals - Marshaller to Pilot

Page 359 - The turn to port signal has been modified in the new CAP 637 to:

Turn Port Signal

Page 360 - Turn to starboard signal has been modified in the new CAP 637 to:

Turn to Starboard Signal

Page 362 - chocks inserted and chocks away signals have been modified in the new CAP 637 to:

Chocks In	Chocks Away

Annex B: The JAT-FCL Private Pilot's Licence

Page 387 - Underneath sub title Validity of a Class 2 Medical Certificate

The intervals between required Class 2 medical examinations are incorrect. The intervals should read.

Up to the age of 40 years: every 60 months.

40 years up to 49 years: every 24 months.

50 years and over: every 12 months.

OPERATIONAL PROCEDURES

Page 56 - Operational Procedures Questions

The correct answer to question 27 is "a" not "b". See blue boxes on Page 45 (Operational Procedures).

---

Volume 2: Human Performance and Limitations

Volume 3: Navigation (and Radio Aids)

Volume 5: Principles of Flight

Volume 7: Radiotelephony

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Oxford / Transair PPL Series.

Disk 1: Aviation Law:

Users of our products have brought to our attention that questions in the Air Law examination on flight levels flown in accordance with the Quadrantal Rule sometimes contain elements which are also a stiff test of a candidate's knowledge of altimetry.

Below is a question adapted from one sent in by a customer, together with our reasoning to arrive at the answer.

A pilot, flying VFR, is making good a true track of 084deg while correcting for starboard drift of 8°.

The magnetic variation is 6°W and the aircraft's compass on this heading displays a deviation of 2°E.

If the safety altitude is 3400 ft and the QNH is 1003mb, what is the lowest available flight level that the pilot can elect to fly at, if he does not wish to descend below the Safety Altitude.

Answer options

• a) FL30
• b) FL35
• c) FL55
• d) FL40

As you can see, in order to answer this question, a student requires a good knowledge of altimetry, and only an elementary knowledge of Air Law. There are also two distractors in this question. Here is our solution.

The straight Air Law consideration is simply that, above the Transition Altitude, it is recommended (it is obligatory for IFR) that a pilot flying in accordance with the Visual Flight rules fly at Flight Levels stipulated by the Quadrantal Rule (QR) which is based on his magnetic track (MT). The QR can be read off the Air law CD-ROM and states that for MTs from 000 -089° you fly at odd flight levels, from 090 -179° you fly at odd flight levels + 500, from 180 -269° you fly at even flight levels, and from 270 -359° you fly at even flight levels + 500.

Your question says that your aircraft "has a True Track" of 084° so we must assume that you are flying whatever compass heading is required to achieve that true track. With a variation of 6°W, your track would be 090° Magnetic. You should, therefore, above the Transition Altitude, fly at odd flight levels plus 500. So the answer has to be either FL 035 or FL 055 . That's really the Air Law bit.

But, of course, you now need to bring in your altimetry knowledge (a Met subject or Navigation subject).

You are given a Safety Altitude of 3400 ft. Safety Altitudes have nothing to do with VFR flight when you have to be clear of cloud and in sight of the surface. All you have to do is remain VFR and stay above the appropriate minimum height depending whether you are flying over a built up area, open air assembly or open countryside. But it is good airmanship, as a VFR pilot, to know what the Safety Altitude for your route is; so we'll assume ( a wrong assumption in real life, but required by your question) that you have to remain above 3 400 ft above sea level. You know that the QNH is 1003 mb , so we must presume that you must stay above 3400 feet on 1003mb. From that altitude you must now select an altimeter sub-scale setting of 1013mb in order to fly at flight levels. So, if you are at 3 400 ft and wind your sub-scale setting from 1003 to 1013 you will have an altimeter reading of 300 ft higher (1mb = 300 ft), putting you at an indicated altitude of 3700 feet. So with a QNH of 1003mb, the Transition Level would be FL35. But you aren't supposed (according to the questioner) to fly below your present indicated altitude; so as you have to fly at a flight level required by the Quadrantal Rule – i.e. odd flight levels + 500 - you should fly at FL 55.

AMENDMENT OF CLASS B AND C AIRSPACE CLASSIFICATIONS IN THE UNITED KINGDOM

Recently, the categorization of United Kingdom airspace, under the letters A to G, has been subject to minor amendment.

Previously, there was no class C Airspace in the United Kingdom, whereas all airspace above Flight Level 245 was Class B. This is the situation described in the current edition of our PPL CBT on 'Air Law & Operational Procedures'.

In early 2007, however, all airspace above Flight Level 195, in the United Kingdom, was recategorised as Class C . There is, currently, no longer any Class B Airspace in the United Kingdom.

The designation "Upper Airspace" is still applied to airspace in the United Kingdom, above Flight Level 245.

The December edition of the CAA's publication, 'GASIL' ('General Aviation Safety Information leaflet') comments that:

There are currently few recreational VFR flights at these [upper] levels, with the majority being gliders wave flying. Nonetheless, those pilots who seek to operate under visual flight rules (VFR) above FL195 will need to be aware of the access rules which will be detailed in and amendment to the UK AIP in January [2007].

(our brackets)

The pdf file below is a diagram from the OATmedia's new text book on 'Air Law & Operational Procedures', illustrating the current state of airspace division in the United Kingdom.

Entered 27th July 2007

Current state of airspace division in UK (960Kb, PDF)

AMENDMENT OF RULE 5 OF THE UK RULES OF THE AIR 1996

Extract from ANO (234Kb, PDF)

Disk 2: Human Performance and Limitations:

In question 81, in the "Effects of Partial pressure" lesson, the wrong answer is given.

The question asks: "Complete the following statement. A likely symptom, or likely symptoms, of Hypoxia might be:"

• a) cyanosis.
• b) increased heart rate.
• c) formication.
• d) all of the above.

The "correct" answer is erroneously given as option 'B'. The actual correct answer is option 'D'

Vision and Reaction Times

The Reaction Times section in the lesson on Vision contains a table of Units of Speed, Units of Distance, and Units of Time. The unit of time for a calculation using speed in nautical miles per hour and distance nautical miles is erroneously given as seconds. The correct unit of time for this calculation should be hours.

In the section called "Hearing", and the subsection on 'Air Accident Statistics' in the Introduction, the text on the screen should read:

UK: 1 chance in 10,000 or 0.01% probability.

Disk 2 Downloads

The first error is fixed in version 1.01 and later. A downloadable update is available here:

Disk 3: Navigation:

1. Direction

   The definition of Isogonals at the end of this lesson is incorrect.

   It currently reads "Isogonals are pecked lines on a map or chart joining lines of equal magnetic variation."

   It should read "Isogonals are pecked lines on a map or chart joining points of equal magnetic variation."

2. In question 3 of the Secondary Surveillance Radar the wrong answer is given. Question 3 asks:

   "SSR information is:
   • a) Presented in analogue form on the controller's strip.
   • b) Displayed digitally on the secondary radar screen via a computer.
   • c) Displayed by a system of lights on the controller's console.
   • d) Displayed on the same screen as primary radar information."

   The "correct" answer is erroneously given as option 'B'.

   The actual correct answer is option 'D'

3. In Question 8 of the Lesson. 'Principles of Navigation', the wrong "correct" answer is given. Question 8 asks:

   "What is the magnetic heading from Compton Abbas to Bournemouth?"

   The "correct" answer is given, erroneously, to be: Option d. 149 degrees. The actual correct answer is Option c. 142 degrees.

   Be aware, that when you elect to generate a general test on all lessons in the CBT, this question will appear as Question No 34.

4. Error in the Time Lesson

   In the Time lesson of Disk 3, Navigation, there is a diagrammatic error in the sections of the lesson entitled Local Mean Time and Greenwich Mean Time. The Local Mean Time radials are shown as being propagated in a westerly direction, whereas they should be going in an easterly direction.

   Disk 3 Downloads

   All three of the above errors are fixed in version 1.01 and later. A downloadable update is available here:

5. In the section of the Gyroscopic Instruments & Magnetic Compass lesson dealing with Acceleration Errors, the rotation of the compass card contains an error. As it turns, an 'S', representing South, appears. This letter should in fact be an 'N', representing North.

INCORRECT	CORRECT

Disk 4: Aviation Meteorology:

Humidity

Within the diagram consisting of three circles representing 'ice', 'water', and 'water vapour', the cycle from water vapour to water and from water to ice is labeled incorrectly. It should read 'Latent heat released' in both cases, and not 'Latent heat absorbed'.

In the section "Measuring Humidity", the text box uses the word "Hydrometer" whilst the audio uses the word "Hygrometer". In this case the audio is correct. In the test section of the CBT, the question dealing with the Hygrometer is worded correctly and the correct answer is given.

In the lesson titled: TAFs, in the section regarding 'Probability', within the Terminal Aerodrome Forecasts (TAFs) lesson, when 40% probability is mentioned the red text on screen should read: '1113 1000+'

AMENDMENT: METAR CODING CHANGE - VISIBILITY REPORTING Download PDF here.

Disk 5: Aircraft General and Principles of Flight:

Stalling & Spinning

In the section entitled 'Aircraft Behaviour at the Stall', the label pointing at the tail of the aircraft should read "Use of rudder to yaw aircraft to prevent further wing drop."

Flight Trimming & Controls

Please note that in the original CBT, the yellow arrow showing the couple produced by the effect of differential ailerons and which opposes adverse yaw, is incorrect. The picture below shows the arrow in the correct direction.

Lift Augmentation & Stability

The two diagrams shown below have been amended. In the original CBT Diagram 1 lacked the Lift and Weight arrows. Diagram 2 has the Lift and Weight arrows reversed. These versions are correct.

Disk 6: Flight Performance and Planning:

VFR RTComms:

VFR RT Communications Test Questions.

There are two wrong questions in the self testing section for which the ‘correct’ answers are wrong. To find these two questions, go to the test section and ensure than only the ‘Transmission of Numbers’ and ‘Definitions’ boxes are checked.

1: Transmission of numbers.

Question – A height of 1250 feet is transmitted as: 

Correct answer is not D but A, that is: ‘wun too fife zero feet’.

Question – Air Traffic Control Clearance is defined as:

Correct answer is not C but B, that is: ‘Authorisation for an aircraft to proceed under conditions specified by an Air Traffic Control Unit.’

JAA PPL Examination Preparation Disk

PPL Exam Preparation Test Questions Errata.

Version 1.2

Please note the following corrections on the Human Performance and Limitations test:

Question bank number 168 in "Stress":

The present question and answer options appears as:

Having effectively overcome a stressful situation once, how might a pilot feel if placed in a similar situation a second time?

• a) He will react in the same way as during the first experience.
• b) Knowing what to expect, he will experience increased stress levels.
• c) Having experienced the situation before, he will feel more confident of handling it, and thus feel less stressed.
• d) It depends on the individual.

Answer: d

The answer (d) as stated is incorrect. The correct Option is (c) "Having experienced the situation before, he will feel more confident of handling it, and thus feel less stressed.".

Question in "Partial Pressure"

The present question and answer options appears as:

Complete the following statement. 'A likely symptom, or likely symptoms, of Hypoxia might be:'

• a) Cyanosis
• b) Increased heart rate
• c) Formication
• d) All of the above

Answer: b

The answer (b) is incorrect. The Option (d) is now amended and should read "d) Answers a and c", being the correct answer: d.

Please note the following corrections on the Communications test:

Question in "UK Differences from ICAO Procedures"

The present question and answer options appears as:

When asked by the controlled to 'Pass your message' you should pass the following information:

• a) callsign; type of aircraft; position; heading; ground speed; intentions.
• b) callsign; position; heading; altitude/flight level; ETA at next turning point; intentions.
• c) callsign; type of aircraft; position; destination; altitude/flight level; intentions.
• d) callsign; type of aircraft; position; altitude/flight level; intentions.

Answer: d

The answer (d) should contain Departure point/Destination after aircraft callsign/type of aircraft, and before present position.

Please note the following corrections on the Aviation Law and Operational Procedures test:

Question in "Rules of the Air"

Please note the following correction to the data base question No 234

If you see another aircraft and you have the right of way, you should maintain:

• a) heading and height.
• b) course and speed.
• c) level, course and speed.
• d) heading and speed.

The correct answer is b.

On Version 1.2 of the CD-ROM, the answer is given wrongly as (c). Please note that data base question 31 on this same topic gives the correct right answer.

Version 1.0

Please note the following corrections on the Communications test:

Question in "General Operating Procedures"

Frequency 121.725 MHz should be transmitted as:

• a) one two one point seven two.
• b) wun too wun dayseemal seven too.
• c) wun too wun point seven too.
• d) one twenty one decimal seven twenty five.

Correct answer: b

The original correct answer was accurate at the date of publication of the CD-ROM. However, recent changes in ICAO RT Phraseology Rules have led to the amendment of correct answer option "b".

The correct answer is now: "wun too wun dayseemal seven too fife, using 6/4 Digit Phraseology, and wun too wun dayseemal seven too, using 5/4 Digit Phraseology."

6/4 Digit Phraseology was introduced in European Lower Airspace, for both VFR and IFR traffic, in November 2005. 6/4 Digit Phraseology will be introduced in United Kingdom Lower Airspace, for both VFR and IFR traffic, in May 2006.

Question in "Distress/Urgency"

What should be the full content of a Distress call?

• a) Station Addressed, MAYDAY, MAYDAY, MAYDAY, Call Sign, Position, Intention of Person in command.
• b) PAN PAN, PAN PAN, PAN PAN, Position, Heading, Nature of Emergency, Intention of Person in command, Pilot Qualification, Any Other Useful Information.
• c) MAYDAY, MAYDAY, MAYDAY, Nature of Emergency, Intention of Person in command, Endurance.
• d) MAYDAY, MAYDAY, MAYDAY, Call Sign of Station Addressed, Type of Aircraft, Nature of Emergency, Intention of Person in command, Position, Level and Heading, Any other useful information.

Correct answer: d

In correct option d, the words "Type of Aircraft" should read "Identification of Aircraft"

You should note that this question is on ICAO RT procedures. So, according to ICAO Phraseology, the full content of a MAYDAY message would be:

MAYDAY, MAYDAY, MAYDAY, Name of Station Addressed, Identification of Aircraft, Nature of Emergency, Intention of Person in command, Position, Level and Heading, Any other useful information.

Students sitting RT examinations in the United Kingdom should note that the content of the Distress Message is slightly different in that it contains both the Aircraft Callsign (meaning the same as Identification of Aircraft) and Type of Aircraft.

In the UK, the content of the Distress Message is:

MAYDAY, MAYDAY, MAYDAY, Name of Station Addressed, Aircraft Callsign, Type of Aircraft, Nature of Emergency, Intention of Person in command, Position, Level and Heading, Pilot Qualification, (wherever possible) Any other useful information.

NB: Both ICAO and UK Phraseology use the expression "Name of Station Addressed" rather than the expression "Callsign of Station Addressed" which we used originally.

Question in "UK Differences from ICAO Procedures".

What should be the full content of a Distress call?

• a) Station Addressed, MAYDAY, MAYDAY, MAYDAY, Call Sign, Position, Intention of Person in command.
• b) PAN PAN, PAN PAN, PAN PAN, Position, Heading, Nature of Emergency, Intention of Person in command, Pilot Qualification, Any Other Useful Information.
• c) MAYDAY, MAYDAY, MAYDAY, Call Sign of Station Addressed, Type of Aircraft, Nature of Emergency, Intention of Person in command, Position, Level and Heading, Pilot Qualification (wherever possible), Any other useful information.
• d) MAYDAY, MAYDAY, MAYDAY, Nature of Emergency, Intention of Person in command, Endurance.

Correct answer: c

This is a "UK Differences" question. In correct Answer Option c, the words "Aircraft Callsign" should come between "Call sign of Station Addressed" and "Type of Aircraft".

The full content of the UK Distress Message should, therefore, read: MAYDAY, MAYDAY, MAYDAY, Name of Station Addressed, Aircraft Callsign, Type of Aircraft, Nature of Emergency, Intention of Person in Command, Position, Level and Heading, Pilot Qualification (wherever possible), Any Other Useful Information.

NB: Both ICAO and UK Phraseology use the expression "Name of Station Addressed" rather than the expression "Callsign of Station Addressed" which we used originally.

Question in "UK Differences from ICAO Procedures".

What should be the content of an Urgency call?

• a) Station Addressed, PAN PAN, PAN PAN, PAN PAN, Call Sign, Position, Pilot Qualification Intention of Person in command.
• b) MAYDAY, MAYDAY, MAYDAY, Position, Heading, Nature of Emergency, Intention of Person in command, Any Other Useful Information.
• c) PAN, PAN, PAN, Call Sign of Station Addressed, Position, Nature of Emergency, Intention of Person in command, Endurance.
• d) PAN PAN, PAN PAN, PAN PAN, Call Sign of Station Addressed (time and circumstances permitting) , Type of Aircraft, Nature of Emergency, Intention of Person in command, Position, Level and Heading, Pilot Qualification (wherever possible), Any other useful information.

Correct answer: d

This is a "UK Differences" question. In correct Answer Option d, the words "Aircraft Callsign" should come between "Call sign of Station Addressed" and "Type of Aircraft".

The full content of the UK Urgency Message should, therefore, read: PAN PAN, PAN PAN, PAN PAN, Name of Station Addressed (time and circumstances permitting) , Aircraft Callsign, Type of Aircraft, Nature of Emergency, Intention of Person in command, Position, Level and Heading, Pilot Qualification (wherever possible), Any other useful information.

NB: Both ICAO and UK Phraseology use the expression "Name of Station Addressed" rather than the expression "Callsign of Station Addressed" which we used originally.

VFR UK Supplement:

AMENDMENTS TO UK CAP 413 RADIOTELEPHONY MANUAL

There have been several amendments to CAP 413, Radiotelephony Manual, since the first publication of the VFR UK Airspace Supplement CD-ROM.

Users of the CD-ROM should refer periodically to the CAA web site where the latest edition of CAP 413 is available in pdf format (Adobe Acrobat required)

This is the link to the latest version of CAP 413 (Edition 15), dated 1 September 2004, and to the Amendment List to Edition 15.

The most significant change is the change to the reply required from pilots to ATC's request to "Pass your message." The requirement to give heading information has been removed, and there are a few other minor changes. Please refer to the main CAP 413 document, via the link above.

UK PPL IMC Rating CBT:

QUESTION ERRATA SHEET

Section: Flight Instruments: Pressure Instruments

Data Base No 221

Details: In the question below, the correct answer c given in the software, is linked to an answer option whose wording is incorrect. The correct wording is given below. The correct answer remains Option c.

QUESTION:

An altimeter:

• a) Contains a barometric capsule, connected to a total pressure source, that contracts during a descent.
• b) Contains a barometric capsule that expands during a descent.
• c) Consists of a sealed instrument case connected to a static pressure source. The instrument case contains a sealed, partially-evacuated aneroid capsule which contracts during a descent.
• d) Contains a partially evacuated capsule that expands during a descent.

Correct answer: c

Section: Flight Planning: Terrain Clearance

Data Base Question No 212

Details: For this question, there is no correct answer option, in the software. In the version below, the options have been changed, and the correct answer is Option c.

QUESTION:

You plan a cross country flight under IFR; the magnetic track is 350º, the highest obstacle within 5 nm of track is 3800 ft AMSL and the regional pressure setting is 1020 mb. What is the lowest useable correct quadrantal flight level? (Assume that 1 mb = 30 ft.)

• a) FL 45.
• b) FL 55.
• c) FL 65.
• d) FL 80.

Correct answer: c

Data Base Question No 209

Details: For this question, the answer in the software is given as Option d. This is, however, incorrect. The correct answer option is Option a.

QUESTION:

You plan a cross country flight under IFR; the magnetic track is 360º, the highest obstacle within 5 nm of track is 3100 ft AMSL and the regional pressure setting is 990 mb. What is the lowest useable correct quadrantal flight level? (Assume that 1 mb = 30 ft.)

• a) FL 50.
• b) FL 60.
• c) FL 65.
• d) FL 70.

Correct answer: a

DataBase Question No 205

Details: For this question, the answer in the software is given as Option d. This is, however, incorrect. The correct answer option is Option c.

QUESTION:

You plan a cross country flight under IFR; the magnetic track is 265º, the highest obstacle within 5 nm of track is 1600 ft AMSL and the regional pressure setting is 1015 mb. What is the lowest useable correct quadrantal flight level? (Assume that 1 mb = 30 ft.)

• a) FL 30.
• b) FL 35.
• c) FL 40.
• d) FL 45.

Correct answer: c

ATPL Aircraft Performance:

• On General Performance Principles, Landing lesson you will find the screen below. The text on screen refers to "take-off distance" despite being on the Landing lesson. Please note that these values apply to both take-off and landing.

  

 

• On General Performance Principles, Climb lesson you will find the screen below. The last phrase on screen says: "Vx for a propeller aeroplane occurs at Vmd". The velocity Vx should be, in fact, Vy, so the correct phrase is: "Vy for a propeller aeroplane occurs at Vmd."

  

 

• In the lesson on "General Performance Principles - Take-off" under the heading "Factors affecting Take-Off - Mass", item 4) states that the effect of increasing mass "Decreases Initial Climb Speed". It should instead state "Reduces Initial Climb Angle".

 

• In the lesson on "Class A Performance - Landing" under the heading "Landing Climb Requirements", the reference for the Approach Climb requirements states "CS 25.119 All-engines operating" but should be "CS 25.121 One engine inoperative".

 

• In General Performance Climb lesson, there is an obstacle clearance problem with incorrect arithmetic. The formula should read:

  

 

• In the General Performance Principles Landing lesson, the text states that Density has three effects on the landing distance. This is incorrect, density only has TWO effects on the landing distance.

 

• During the discussion on the Field Limit Mass in the lesson on Take-off for Class A Performance, the last sentence in the text section should read "Use TORA as the field length available" and NOT  "Use TORA and the field length available"

  

 

• During the discussion on the Take-off Requirements in the lesson on Take-off for Single Engine Class B performance and Multi Engine Class B performance, the third box on the right of the screen should state that "when multiplied by 1.15, must not exceed TODA" and NOT   "multiplied by 1.15, must not exceed TORA"





 

• During the discussion on the Take-off Requirements in the lesson on Take-off for Single Engine Class B performance and Multi Engine Class B performance, the impression from the voice over is that, with no stopway or clearway, at the end of the take-off distance the there must be at least 25% of the runway remaining. This is incorrect. There must be a length of runway no less than the take-off distance plus an extra 25% of that take-off distance. Therefore, as correctly shown in the formula at the top of the screen, TOD X 1.25 = Minimum TORA (minimum runway).





 

• During the discussion on Calculating the Landing Distance in the lesson on Landing for Single Engine Class B performance an example calculation is used. Because of improper use of rounding numbers, the example calculation is incorrect. See the image below for the exact arithmetic of this calculation.

QUESTION ERRATA SHEET

Observation: You can find the questions by right clicking on the screen and then selecting "Open Debugger", this will open a small window. Click on the red button called "Quest" to access the questions database. If you now click on the "ASK QUESTION" button you can type in the database question number to reveal the question concerned.

Section: Single Engine Class B Performance Landing

Data Base Question No 242

Details: Correct answer should be d, not b

QUESTION:

"At an aerodrome, the Landing Distance Available is 1,700 feet. For a single engine Class B aircraft, what must be the actual landing distance in order to comply with the landing regulations?"

• a) 1,033 ft
• b) 1,478 ft
• c) 2,431 ft
• d) 1,189 ft

Correct answer: d

Section: General Performance Principles Climb lesson

Data Base No 87

Details: The correct answer should be d, NOT answer c.

QUESTION:

"Which of the following diagrams correctly shows the movement of the rate of climb curve when flaps are extended?"

• a) D
• b) B
• c) C
• d) A

Correct answer: d

Section: Class A Performance Take-off lesson

Data Base Question No 361

Details: Correct answer should be a, not b

QUESTION:

"If the value of the balanced V1 is found to be lower than VMCG, which of the following is correct?"

• a) Correcting this will increase the ASDR and decrease the one-engine out TODR
• b) The take-off is permitted
• c) The one engine out take-off distance will become greater than the ASDR
• d) The VMCG will be lowered to V1

Correct answer: a

Gas Turbines:

Engine Starting Lesson

In the Engine Starting Lesson, Normal Start Cycle, the wrong, "Start Valve Open" light (yellow) lights up. The timing of the light illuminating and extinguishing is correct, but as the engine being started is the Number 2 engine, it is the Number 2 "Start Valve Open" light which should illuminate, not the Number One light, as at present.

Essential Physics - Part 1: Electricity and Magnetism

Electrical Circuits - Series & Parallel Circuits

The following error has been reported in the lesson on Series & Parallel Circuits, in the Section, Electrical Circuits. A patch is available from our Product Updates page. A description of the error is below.

At Frame 1800, where four resistances in parallel are being considered, the fourth branch, containing the 400 Ohm resistor, indicates the wrong current flowing through that branch. The current given in the present lesson is erroneously shown as 2.3 Amps. It should be 0.58 Amps. This error has made the whole calculation wrong in the box on the right hand side of the screen. The total current flowing in the circuit should be 4.8 Amps, not 6.52 Amps, and the total resistance of the circuit should be 47.92 Ohms, not 35.28 Ohms.

The screen at 1800 should now look as depicted here (red boxes highlight the correct values):

Note that the right hand diagram of Frame 1850 contains the identical error to that described above. Frame 1850 should appear as below:

Two errors have been detected in the question bank for this product. Details are below.

Q105 (In database)
If the power of a microwave is 900 Watts and you know that it is supplied with 230 volts from the mains supply, how would you calculate the current that it is expected to draw?

a) From P=IV, power equals the current times the voltage. Likewise, as they are all linked, the current equals the power times the voltage. The current equals 900 W x 230 V = 20700 mA = 20 Amps.

b) From P=IV, power equals the current times the voltage. Rearranging this, we get that the current equals the power divided by the voltage. The current equals 900 W / 230 V = 3.83 A to 2 decimal places.

c) From P=IV, power equals the current times the voltage. Rearranging this, we get that the current equals the voltage divided by the power. The current equals 230 V / 900 W = 0.25 A to 2 decimal places.

d) From P=IV, power equals the current times the voltage. Rearranging this, we get that the current equals the power divided by the voltage which is a constant so we can disregard it. Therefore the current equals the power, which equals 900 mA or 0.9 A.

The correct answer b, given in the software, does indeed give the correct detailed answer to the question. However, the exact value of the current is 3.91 Amps to two decimal places, not 3.83 Amps.

Q106 (in database)
What is the most common way in which the mains electrical supply is overloaded in the home?

a) By connecting too many electrical appliances to a single multi-plug adaptor.

b) By fitting the plugs of several appliances with fuses rated too low for the current that the appliance will typically draw.

c) By having several appliances, plugged into separate sockets in a single room, switched on at the same time.

d) By having the television too bright, or the sound-system too loud.

The software gives the correct answer as b. This is a false “correct” answer. The actual correct answer is a: By connecting too many electrical appliances to a single multi-plug adaptor.