A. lift, gross weight and drag
B. lift, airspeed and drag
C. lift and airspeed but on drag
b
37.which statement is correct regarding holding pattern and procedure
turns that are displayed on the EHSI screen
A. active holding patterns and procedure turn are shown in magenta
inactive in blue and modified in white
B. active holding patterns and procedure turn are displayed in white
in magenta and modified in blue
C. active holding patterns and procedure turn are turn in blue
inactive in magenta and modified in white
4.What is load factor?
A.Lift multiplied by the total weight.
B.Lift subtracted from the total weight.
C.Lift divided by the total weight.
C X
Thanks guys.
Moving on to the instructions.
Most of us had a personal calculator. There was still a slide rule which playing with prior to the start alleviated some stress and believe me this sucker is no joke of a test. You are not going to half @$$ study and pass this. I took me more than 2 hours of the allotted 2.5 for the 100 questions.
I had 9 737 performance problems and 3 airbus. The 737 problems were Verbatim from the FAA ATP bank. The book of visuals was brand new (as in they printed it out, stapled it, and gave it to us) with no marks in it at all. After the test I was thumbing through the book to see if there were any DC9 charts. The book was taken from me by the proctor LOL. The 727 stuff was in the book although I did not receive any questions on the 727. Virtually all of the visuals that I used were exactly the same ones in the FAA bank. Only 2-3 instrument questions referred to visuals that were not (Could be from the FAA private pilot or instrument pilot) and only one of them challenged me. As previously mentioned know all of the FAA stuff that refers to flight instruments because those were verbatim from the FAA. The answers were even in the same order on Chinese as in the Glime.
My personal recipe for success:
I learned how to work all 737 and 727 performance problems. That took 2 days. I tore the pages out of my Glime book and took it with me on a trip. Had I known prior that the questions were verbatim I may have just memorized them. 9 performance problems was stressful while watching the clock tick. If you can recognize the correct answer immediately you can focus more atnnnionian on screeean chinesesie quest inn more sifficuls because not Chinese pilot unfamiliar. You will have about 10 15 of those.
Know the FAA stuff like the back of your hand. About 50 percent of the test is out right plagiarized. Of the other 50 percent about half of it makes sense and the other fourth is crap. The FAA stuff was first and around question 30 I was starting to get excited but the crap Chinese questions were at the end. There is a gouge with 1255 Chinese and FAA questions and that was extremely helpful. I made a study guide with some of the stuff that gave me trouble and I reviewed it on the van on the way to the test. Additionally I cut the really straight foreword questions out of the 1255 bank and then reduced the rest to just questions and answers like this.
2 Which reports are always required when on an IFR approach not in radar contact?
Leaving FAF inbound or outer marker inbound and missed approach.
4 (according to figure 2)An airplane is estimated to arrive at ZUUU at 1000Z, and the
weather then is ____.
Southwest wind at 6 m/sec, light rain shower, visibility 4 km
5 题目：Which of the following is considered an auxiliary flight control? Leading-edge flaps 7 题目：What is a feature of supercooled water? The unstable water drop freezes upon striking an exposed object. That took a while to make and it was about 30 pages front and back. I studied that in the co*ckpit and the Jumpseat. It was worth its weight in gold. The correct answer should be very familiar to you when you take the test and it should leap from the page. Also I separated questions initially by subject matter to look for trends in the answers. I found plenty. For example: Fuel Look for 45 minutes in contiguous China. If it is there it is the answer. If not look for 2 hours normal cruising fuel consumption and that will give you the answers to all but 1. Some BS that caught me off guard is below. How wide are the RWY centerline lights? The chart referred to some Australian enroute chart. So good luck with that one. How does a plane control pressure? I knew how the CRJ did it and that is what I put. Who is responsible for pilots at the CAAC. I also need to mention that that blue book in this tread with the planes on the cover is useful but you dont have to buy it. I did. The one mentioned earlier in this thread which is downloadable from a recruiters website is the same one it just doesnt have the cover and the index on it. After helping the guys that failed the test through all of the gouge and stuff that I acquired I realized that I actually had some of the airbus questions from the CAAC bank. Here they are. Determine which statement given below is correct. A Determine the ZFW CG in percent of MAC under the following condition for an A320 aircraft by completing the Figure 5-1.Condition:Dry Operating Weight = 94,000 lb and CG = 26 %; Deviation or adjustment: None; Cargo =11,000 lb as: cargo 1 = 4,500 lb , cargo 3 = 3,000 lb , cargo 4 =1,000 lb , cargo 5 = 2,500 lb; Passengers (165 lb / PAX) = 160 PAX as: cabin OA = 40 , cabin OB = 70 , cabin OC = 50; Fuel =28,000 lb. The CG is: B Determine the take-off CG in percent of MAC under the following condition for an A320 aircraft by completing the Figure 5-1.Condition:Dry Operating Weight = 94,000 lb and CG = 26 %; Deviation or adjustment: None; Cargo =11,000 lb as: cargo 1 = 4,500 lb , cargo 3 = 3,000 lb , cargo 4 =1,000 lb , cargo 5 = 2,500 lb; Passengers (165 lb / PAX) = 160 PAX as: cabin OA = 40 , cabin OB = 70 , cabin OC = 50; Fuel =28,000 lb. The CG is: C Determine the ZFW CG in percent of MAC under the following condition for an A320 aircraft by completing the Figure 5-1.Condition:Dry Operating Weight = 94,000 lb and CG = 26 %; Deviation or adjustment: None; Cargo =10,000 lb as: cargo 1 = 3,500 lb , cargo 3 = 3,000 lb , cargo 4 =1,000 lb , cargo 5 = 2,500 lb; Passengers (165 lb / PAX) = 150 PAX as: cabin OA = 40 , cabin OB = 70 , cabin OC = 40; Fuel =30,000 lb. The CG is: C Determine the take-off CG in percent of MAC under the following condition for an A320 aircraft by completing the Figure 5-1.Condition:Dry Operating Weight = 94,000 lb and CG = 26 %; Deviation or adjustment: None; Cargo =10,000 lb as: cargo 1 = 3,500 lb ; cargo 3 = 3,000 lb , cargo 4 =1,000 lb , cargo 5 = 2,500 lb; Passengers (165 lb / PAX) = 150 PAX as: cabin OA = 40 , cabin OB = 70 , cabin OC = 40; Fuel =30,000 lb. The CG is: A Determine the ZFW CG in percent of MAC under the following condition for an A320 aircraft by completing the Figure 5-1.Condition:Dry Operating Weight = 94,000 lb and CG = 26 %; Deviation or adjustment = 100 lb in zone F; Cargo =9,500 lb as: cargo 1 = 3,000 lb , cargo 3 = 3,000 lb , cargo 4 =1,000 lb , cargo 5 = 2,500 lb; Passengers (165 lb / PAX) = 160 PAX as: cabin OA = 40 , cabin OB = 70 , cabin OC = 50; Fuel =25,000 lb. The CG is: A Determine the take-off CG in percent of MAC under the following condition for an A320 aircraft by completing the Figure 5-1.Condition:Dry Operating Weight = 94,000 lb and CG = 26 %; Deviation or adjustment = 100 lb in zone F; Cargo =9,500 lb as: cargo 1 = 3,000 lb , cargo 3 = 3,000 lb ,cargo 4 =1,000 lb , cargo 5 = 2,500 lb; Passengers (165 lb / PAX) = 160 PAX as: cabin OA = 40 , cabin OB = 70 , cabin OC = 50; Fuel =25,000 lb. The CG is: A Determine the take-off CG in percent of MAC under the following condition for an A320 aircraft by completing the Figure 5-1.Condition:Dry Operating Weight = 94,000 lb and CG = 26 %; Deviation or adjustment = 100 lb in zone F; Cargo =9,500 lb as: cargo 1 = 3,000 lb , cargo 3 = 3,000 lb , cargo 4 =1,000 lb , cargo 5 = 2,500 lb; Passengers (165 lb / PAX) = 150 PAX as: cabin OA = 30 , cabin OB = 70 , cabin OC = 50; Fuel =25,000 lb. The CG is: B Determine the take-off CG in percent of MAC under the following condition for an A320 aircraft by completing the Figure 5-1.Condition:Dry Operating Weight = 94,000 lb and CG = 26 %; Deviation or adjustment = 100 lb in zone F; Cargo =9,500 lb as: cargo 1 = 3,000 lb , cargo 3 = 3,000 lb , cargo 4 =1,000 lb , cargo 5 = 2,500 lb; Passengers (165 lb / PAX) = 150 PAX as: cabin OA = 30 , cabin OB = 70 , cabin OC = 50; Fuel =25,000 lb. The CG is: C UMMMM your welcome for those Airbus questions! Ok now look. I dont mean to go all 4th grade here but I did work as a tutor and one of my responsibilities was to teach a class literally on how to learn. Memory Techniques. Correlation is a powerful tool. You can learn to unlock your brain and memorize stuff you never imagined. In high school taking Spanish I learned that the word for behind has the word @$$ right in the middle of it. 20 years later folks and I havent studied Spanish at all but I still remember. Here is an example for aviation: Coriolis illusion. An abrupt head movement Reading this over and over again is a very bad way to go about it. But keep this in mind. Here test yourself. No cheating. 题目：While making prolonged constant rate turns under IFR conditions, an abrupt head 294 题目： The leans is a state of disorientation which often occurs when 题目： The somatogravic i llusion (falsly identifying a level acceleration as a steep climb), Answer Key Any how if that is not enough just let me know what else you guys need. I failed the medical for a blood pressure issue. I have never had high blood pressure before. Anyone know what will be next for me. I am trying to get rescreened. :ok: Give em hell boys!
A. 7.5 M
B. 15 M
C. 30 M
A,Constant pressure in and varying pressure out
B. Varying constant pressure in and out
C. Varying pressure in and Constant pressure out
District
Safety
Standards
Probably C
A. Operating Weight is the sum of the DOW and the Take-off Fuel
B. Take-off Weight is equal to the addition of the DOW and the Payload
C. DOW is obtained by addition of the Basic Weight and Pantry load for A320
A. 33.8% at ZFW
B. 31.9% at ZFW
C. 30.0% at ZFW
A. 27.2% at take-off
B. 28.4% at take-off
C. 30.2% at take-off
A. 29.0 % at ZFW
B. 32.7 % at ZFW
C. 30.7 % at ZFW
A. 31.6% at take-off
B. 30.3% at take-off
C. 28.8% at take-off
A. 34.2 % at ZFW
B. 32.3 % at ZFW
C. 36.0 % at ZFW
A. 31.8% at take-off
B. 29.7% at take-off
C. 27.9% at take-off
A. 35.2% at ZFW
B. 36.6% at ZFW
C. 37.9% at ZFW
A. 35.5% at take-off
B. 34.9% at take-off
C. 33.5% at take-off
Leans.when a aircraft is in an abrupt recovery or a rapid correction
Somatogravic Illusion.A rapid acceleration or deceleration
Inversion Illusion. An abrupt change from a climb to straight and level flight
Your Coriolis is in your Head and all of the Coriolis answers refer to a Head movement.
You Lean the mixture in an Aircraft and all of the leans answers refer to an Aircraft movement
Imagine you are riding a motor cycle and you have a sumo wrestler on the back. You hit the gas really hard and what happens. You pop a wheelie. Well Sumo is sort of like Soma as in Somatogravic. All of the Somatogravic answers refer to an aircraft taking off or Popping a wheelie.
Imagine yourself flying along happily when your copilot pushes the yoke foreword so hard that you go into a dive and then rotate so far around that you are inverted. The blood rushes into your head and makes you sick. All of the inversion answers refer to an aircraft having the yoke pushed forward.
movement can create the illusion of rotation on an entirely different axis. This is known
as
A： autokinesis.
B： Coriolis illusion.
C： the leans.
A： an abrupt change from a cl imb to straight and level f light
B： an aircraft which has been in a shallow turn for some time rolls back to
C： an abrupt recovery or a rapid correction is made.
is most l ikely to be encountered
A： during a go-around in a high performance aircraft when flying visually
B： during and just after take-off in a high performance aircraft on a dark
C： during an approach to a poorly l it runway on a dark night
B
C
B
