Bob Tait Aviation Theory Forum - Recent Topics

LSALT calculation when No IAP - IREX online practice exam 3. Q . 24..

Nick Smit — Sat, 18 Jul 2026 15:25:38 +0000

IREX question — could someone please clarify?

Hi all, could someone please have a look at this question and explain why 2100 ft is considered the correct answer?

According to the AIP, my understanding is that the required altitude should be:

Grid LSALT + 500 ft = 1900 + 500 = 2400 ft (or 2600 ft depending on the chart/grid value used)

So I was expecting the answer to be closer to 2550/2600 ft, not 2100 ft.

Question:

You depart Caiguna (S32.16.8 E125.28.7) for Forrest (S30.51.3 E128.06) in VH-OZY. Your intention is still to return to Caiguna should an engine fail in IMC after departure. You plan to track to Forrest via W486.

To allow you to depart under these circumstances, there must be no more than four eighths cloud below an altitude of:

a) 2800 ft
b) 2100 ft (marked correct — can someone explain why?)
c) 2550 ft
d) 1813 ft

My understanding is that for an engine failure in IMC after departure, the return route clearance should consider LSALT + 500 ft, so I’m unsure where the 2100 ft comes from.

Would appreciate any explanation or AIP reference.

TIA

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ICAO CPL + IR (Argentina) to CASA conversion - study resources & advice

LucasEsposito21 — Fri, 10 Jul 2026 21:07:15 +0000

Hi everyone,

I hold a CPL and Instrument Rating issued in Argentina under ICAO standards, and I'm starting the process of converting to an Australian CASA licence. As I understand it, this means CHUF + COSA for the CPL, plus a flight test, and possibly something separate for the IR (still confirming with CASA exactly what applies to the instrument rating conversion).

A few questions for anyone who has been through this:

1. Where did you study for COSA specifically? I understand it draws from CPL Air Law, Meteorology and Navigation rather than being a single clean subject - did you use a single book/course or combine a few?
2. Any tips on the CAR/CAO/CASR extracts or permitted materials that made the biggest difference for you?
3. If there's anyone from Argentina or elsewhere in South America who has done this conversion, I'd love to hear about your experience - particularly around the language side of studying Australian law/documents as a non-native English speaker, and how you handled the instrument rating side of the conversion.

Any advice, resources, or war stories are very welcome. Thanks in advance!

adding weight vs shifting weight

Jess — Mon, 06 Jul 2026 04:49:09 +0000

Hello. I have been doing various practice exams about the place and have come across what may just be an inconsistency but may be something I am missing. Some questions want me to move weight before I add ballast, some questions do not, unless the question specifically says one way or the other, what does CASA expect? For example, what is the minimum amount of fuel required in the main tanks as ballast in an ECHO loaded as follows: 1970kg and 475.66 index units, row 1 154kg, row 2 154kg, row 3 160kg and rear compartment 5 x 30kg packages with 5 kg sandbags available?

If I move one package from the rear to the front and then add three sand bags I get well inside the rear limit, but if I don't move the package from the rear I do need ballast fuel even with 40kg of sandbags in the nose locker. I had not seen the shift-before-you-add method until recently, is this the new thing?

Revision Test 8. Question 41. Page 89. Personality types. (P, G etc)

lusty-urban-entomb@ — Sat, 13 Jun 2026 11:27:31 +0000

Hi all.

Just thought I'd introduce myself first. My first question here probably the start of many. Studying for CPL-H. Only sat CHUF and failed at 63%. Seeking a little human help if anyone could be so kind. I will help if I can. Seen some great explanations so far.

Why is an instructor who allows a deviation from approach, person directed but not goal directed (P+G-)

Could anyone explain this any better than the explanation on page 79?

Many thanks

Evan

about to do Human Factors

Ravi — Sun, 24 May 2026 14:58:36 +0000

Greetings all

Just wanted to know about the Human Factors exam preparation. Im planning on sitting in a few months.

I have the Bob Tait Text but

1 Is there any other material that is required, like the material from CASA on Human Factors

2. There were apparently questions asked about flight duties and hours, which are ATPL subjects, where do I get this information from?

Kind regards

Ravi

Revision Test 5…Question 21

Paul — Sat, 16 May 2026 00:11:09 +0000

With regard to the question, my answer was C but text has A as the answer. My thoughts were the brighter the night the closer they look and dark nights further away ? Probably be answered with my previous question on the Errata.

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Errata Page 46&47

Paul — Fri, 15 May 2026 23:31:07 +0000

Hello,

I am going through the text book (bought this year) and printed the errata but it appears contradictory or an error…i have highlighted the errata that is causing confusion from the text.

Can someone clarify what is correct please….ie. What summary is correct with regard to air and runway lights ?

Thanks,

Paul

sorry for your loss with Bob too….a genuine Legend.

CHUF-Erata.pdf

ECHO

Claudio — Mon, 11 May 2026 09:47:01 +0000

Are the CASA CPL CFPA exam questions all based on the same ECHO aircraft supplement used in the Bob Tait textbook?
I’m now very familiar with the ECHO parameters. 😀

PNR question

Lenny — Mon, 11 May 2026 04:39:17 +0000

Good Afternoon,

I need help with a PNR question I was asked in my CFPA exam. A similar question has already been asked in this forum but I can’t find any answers on it. If anyone could help as I’m retaking the exam on the 16th that would be greatly appreciated.

You are an air transport flight flying from A to C total distance 507nm. You are currently at B which is 203nm from C

current fuel 330kg Fuel flow 130kg/hr

TAS 240kt

wind from B to C -40kts

PNR to B +40kts

B to A +25kts

What is the distance and time from B to the PNR back to A

TAF3 query

Ravi — Sun, 10 May 2026 00:21:30 +0000

Supposing you have a TAF3, arriving in Sydney. The TAF3 is from 220730Z and the conditions are fine to land ( no alt or holding required )

Then FM220900 the conditions change to 26006KT 9999 thunderstorms FEW015 BKN018CB

Your ETA is 0850Z

The question asked how much holding/alternate requirements are needed if the following is forecast at Sydney.

My thoughts that as long as you arrive before the FM, then no alternate or holding is required? Is this correct?

Assuming that if you were to land at 0900, then the conditions require that an alternate is required is that correct?

I understand that in the first 3 hours of TAF3, the time buffers do not apply, but will apply 30 minutes before and after if it is after the first 3 hours

I also understand, that in a TAF3, from ENR1.1 10.7.2.9 that only any reduction in visibility or if there was a PROB30 or PROB40 for TS or associated severe turbulence, then you can ignore this? But if there were other deteriorations ie. if the CLOUD was > SCT below 1500 at ETA, or if the wind was > aircraft could handle? or if there was a definate TS at arrival, then holding fuel would be required? Is this correct?

Is there any reason why CASA has included only 2 parameters to ignore and not the others

Kind regards

Ravi