Rossy

The most correct answer is indeed the one you have chosen. You must at least leave a flight note and the flight must be less than 50nm. The question was recently changed when there was a change in DRA requirements but somehow the answer did not get changed. Thanks for you feed-back. I'll change the answer in the next print.

Thanks for straightening that out for me bob, was convinced i was going crazy!
One more question (so far) for you or richard...

Q21 in sample question set 2 on page 3.17 of the latest edition book. I get answer C and cant understand why you have the answer B. The reference of CAO 48 para 3.1 is also incorrect.

The way i see it, the latest lmt at which the tour of duty must be completed is 0700, which is 11 hrs after he startd (2000LMT) and i cant figure out why in the book it says its 0600.

Thanks in advance.

Ah, on second thoughts the reference may be correct... but please explain how you get the answer please. Thanks.

One more question. For question 28 sample question set 4 on p 3.24 the answer given in the book is D. i think that there is a typo in the answer as the req vis is 5000m not 600m. Is this correct?

Thanks

Also, the reference for q 1 revision set 5 gives the answer as aip enr 1.2 para 2.11.14 etc but i think it needs to be changed to aip enr 1.14 para 3.2.1 o.

The question says that you commenced a period of reserve time at home at 7000 and you were called to commence duty at 2000 - that's 13 hours that you have been on reserve.

CAO 48.0 para 3.1 says the time from the commencement of a period of reserve time at home to the end of a tour of duty must not exceed 23 hours.

So the tour of duty commenced at 2000 must end 10hours later at 0600.

Both of those have already been found and changed in our latest issue. Thanks for your feed-back it is much appreciated.

Hey Bob, thanks for your replies. Now, one last question for you if i may...

Air Law practice exam number 2, question number 6.

Answer D says receipt of sarwatch cancelation, however the question is asking about a sartime aircraft. In the AIP ENR 1.1.51.1 the heading is Cancellation of sarwatch other than sartime... Cancelation of sartime comes under ENR 1.1.51.2 so shouldnt the asnwer D be receipt of cancelation of sartime to be correct??

Hope im not just confused.

Thanks

Actually it is usually accepted that the phrase 'SARWATCH' refers to both 'FULL SAR' i.e. IFR aircraft and 'SARTIME' aircraft. However AIP 1.1 para 51.1 does differentiate 'SARTIME' as being separate from "SARWATCH". I must admit I have never notice it until now. I'm sure it is a relatively recent change. Thanks for the feedback I'll change the answer from 'SARWATCH' to 'SARTIME'.

Thanks for all your help bob, couldn't have got this far without your books and your help here in the forums. I have my exam tomorrow afternoon so fingers crossed. I'll let you know how i go. Last CPL exam for me too.

Rossy

Good luck Rossy! Nearly there mate!

Ok, so unfortunately i failed my exam today. finished with score of 78%. to say that i am unhappy and frustrated would be an understatement...

Very frustrating indeed. a couple of the ones i got wrong i have no idea about.

First one was what to do if in class g airspace and accidently enter a prohibited area. I chose the answer that said to leave asap and land at destination and immediately contact the relevant authority. Not sure where this is in the publications?

Another was a TEMPO q where all it said was a taf for your destination contained TEMPO for SCT CB. No oher detail. No height were given so i took this as meaning that no hold fuel or altn req as it didnt specifically say anyhting about the height of the sct CB so i assumed it wouldnt affect me. Do we just assume that any inter or tempo will affect our flt even when we are not sure of the actual ht of the cld contained in the inter or tempo?? im confused.

Another was about a departure report from longreach ctaf and wether we made the report to bn cen or on the longreach ctaf and what was stated in that report... Can anyone help me with this one also?

Those are the few that i cant quite get my head around.

Also was one that said 'if 1013 HPa was showing on your alt subscale, what would the altimeter read'

a pressure height
b density altitude
c altitude
d cant remember.

Cant remember what i put but i got it right. think i may have put pressure height. Would this be correct?

Thanks in advance.

So close as this is my last exam and have done pretty well in all my others with first time passes in all bar this one and scored a couple of decent marks too!

🙁

Ah Rossy, sorry to hear about your troubles mate. That's a blow for sure and 78% is the worst score to get - just one off a pass! Very frustrating 🙁

But! Don't sweat it too much though. Have a glass of your favourite and take a deep breath. Air Law can be a funnny one and you are not the first to miss it on the first go so it does not mean you won't cut it. It does show that there's a few areas to brush up on but you are so close to being up to standard you're bound to be prepared next time.

As for your questions, I'm just about to head home to my digs in Redcliffe at the moment but I'll take a look at some of those questions and give you some more detailed answers later on if Bob doesn't beat me to it first 😉

Cheers,

Rich

OK, here's some information for you:

First one was what to do if in class g airspace and accidently enter a prohibited area. I chose the answer that said to leave asap and land at destination and immediately contact the relevant authority. Not sure where this is in the publications?

The answer you want is in CAR 140:

[i][color=#440000]If the pilot in command of an aircraft finds that the aircraft is over a prohibited area or a restricted area in contravention of subregulation (4) or (5), the pilot must:
(a) immediately have the aircraft flown to a position where it is not over the area; and
(b) when the aircraft reaches a position where it is not over the area, report the circumstances to air traffic control; and
(c) land at such aerodrome as is designated by air traffic control and, for that purpose, obey any instructions given by air traffic control as to the movement of the aircraft.[/color][/i]

Another was a TEMPO q where all it said was a taf for your destination contained TEMPO for SCT CB. No oher detail. No height were given so i took this as meaning that no hold fuel or altn req as it didnt specifically say anyhting about the height of the sct CB so i assumed it wouldnt affect me. Do we just assume that any inter or tempo will affect our flt even when we are not sure of the actual ht of the cld contained in the inter or tempo?? im confused.

They should have specified the bases for the Cb in the TAF (since Cb is just a cloud type) but they won't specify tops. Cb's are the cloud type associated with thundertorms (TS) but the presence of Cbs does not necessarily mean TS are active. If they were then you would see TS on the forecast and the presence of TS means you must have an alternate or the appropriate holding.(Check out AIP ENR 57.2.5 in particular as it relates to Thunderstorms but that whole section relates to the met requirements for holding and alternates.)

However, in your question, the significant thing is the presence of the TEMPO in the TAF. Basically if there's an INTER or a TEMPO you need an alternate or the relevant holding fuel IF the weather associated with the TEMPO or the INTER is below the alternate minima for your flight (VFR or IFR). It is possible that the INTER or TEMPO refer to weather that is not below minima but simply a worsening of the forecast conditions. In that case you wouldn't need to carry holding or have an alternate.

So to summarise, if you see a "TEMPO" with weather below your alternate minima, you must have an alternate or carry 60 minutes holding fuel. That way you can wait out the TEMPOrary patch of bad weather.

If you see "INTER" with weather below your alternate minima you must have an alternate or carry 30 minutes holding fuel. That way you can hold and wait out the INTERmittent intervals of bad weather.

The presence of Cbs in the TAF do not necessarily mean you need an alternate or holding fuel unless their bases and sky coverage are below the alternate minima. Remember, the cloud coverages must be combined when determining the sky cover:

FEW + FEW = SCT
FEW + SCT = BKN
SCT + SCT = BKN or OVC

Anything more than SCT below the alternate minima will mean you need an alternate or the relevant holding if the conditions were contained in an INTER or a TEMPO.

Another was about a departure report from longreach ctaf and wether we made the report to bn cen or on the longreach ctaf and what was stated in that report... Can anyone help me with this one also?

I assume you mean you are making a departure call as you depart Longreach (YLRE). It's a non-towered aerodrome so you would make the departure call on Longreach CTAF and the call would contain the Location, Aircraft type and callsign with your position and intentions.

Also was one that said 'if 1013 HPa was showing on your alt subscale, what would the altimeter read'

It's your pressure altitude. With 1013 set on the subscale, the altimeter is reading your altitude above the 1013 pressure level. 1013 is the sea level pressure in ISA so your altimeter is reading your altitude above sea level in the standard atmosphere, in other words, your pressure altitude.

Cheers,

Rich

Remember also that there is an important difference between the terms [i][b]'broadcast'[/b][/i] and [i][b]'report'[/b][/i]. A broadcast is not directed to any particular station - by definition it is 'cast abroard' whereas a report is directed to a particular ground station. It is therefore impossible to make a report on a CTAF frequency. If the question asks for the frequency to use for a departure [i][b]report[/b][/i] that is quite different to the frequency to use for a broadcast.

Hey Rossy,

After re-reading my post on the exam questions I noticed an ambiguity with reference to the discussion of Cb and TS, TEMPOs and INTERs. I have since edited that section of the post to make the point a bit clearer.

Cheers,

Rich