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050 - Meteorology > Clouds and Fog Extensive cloud and precipitation is often associated with a non frontal thermal depression because of:
Viewed at last exams Surface divergence and upper level convergence causing widespread ascent of air in the depression. Surface divergence and upper level convergence causing widespread descent of air in the depression. Surface convergence and upper level divergence causing widespread descent of air in the depression. Surface convergence and upper level divergence causing widespread ascent of air in the depression. Bertrand :

The cloud is caused by ascending air with divergence at height and convergence at the surface.
050 - Meteorology > Climatology From which direction do the trade winds blow, in the southern hemisphere?
 SW N NE SE Bertrand :

022 - Instrumentation > Gyroscopic Instruments When an aircraft has turned 90 degrees with a constant attitude and bank, the pilot observes the following on a classic artificial horizon :
 Too much nose-up and bank too high. Too much nose-up and bank correct. Attitude and bank correct. Too much nose-up and bank too low. Bertrand :
For a classic artificial horizon (air driven artificial horizon not for an electric artificial horizon), since the pendulous vanes are affected by a horizontal acceleration as well as acceleration due to gravity, errors in pitch and roll indications will occur. During the turns the centrifugal force will act on the fore and aft pendulous vanes (erection error) and weighted base of the rotor housing (pendulosity error).
The errors are complex and change as the turn progresses, cancelling out after a 360° turn. The magnitude of the errors varies with speed, rate of turn, and type of horizon.

The following errors will occur:
After 90° of turn: too much nose-up and bank too low.
After 180° of turn: too much nose-up and bank correct.
After 270° of turn: too much nose-up and too much bank.
After 360° of turn: attitude and bank correct.
070 - Operational Procedures > General Requirements The coverage angle of the regulatory white navigation / position lights, located to the rear of the aircraft, is:
 140°. 110°. 70°. 220°. Bertrand :

same for helicopters.
070 - Operational Procedures > General Requirements Long-range flights and ETOPS

On a polar stereographic chart whose grid is parallel with the Greenwich meridian in the direction of the true North pole, the “true” orientation of the great circle linking point 62°N 010°E to point 66°N 050°W is 305°. The grid route at the starting point of this great circle is :
 298°. 295°. 301°. 292°. Bertrand :


Grid is parallel with the Greenwich meridian, thus, the longitude is identical with convergency.

Grid = True orientation + or - convergency

Grid = 305° + or - 10 = 295° or 315°.

The formula to calculate convergency between two positions relatively close to each other is:
Convergency = Difference of longitude x sin(mean latitude).

here, difference of longitude is too large for this formula. Since the grid is aligned to the Greenwich meridian, the convergency equals the longitude of the starting point (10°E).
034 - Performance H > General Using attached graphic. According to the flight manual diagram, the never-exceed speed VNE at pressure altitude 10 000 ft with an outside air temperature (OAT) of +10°C and an inflight mass of 2050 kg is:


120 kt. 110 kt. 115 kt. 105 kt. Bertrand :
VNE at 10000 ft, OAT +10°C and 2300 kg is: 115 kt IAS.

The graphic states At any gross mass above 2300 kg, decrease VNE by 10 KIAS.

Since the inflight mass is below 2300 kg, we do not change the value.
022 - Instrumentation > Aeroplane: Automatic Flight Control Systems Concerning a fail-operational flight control system, in the event of a failure:

1- the system will operate as a fail-passive system.
2- the landing is not completed automatically.
3- the landing is completed automatically.

The combination that regroups all of the correct statements is:
 1, 2. 1, 3. 3. 2, 3. Bertrand :
A fail operational autoland system can withstand one failure. It becomes now a fail passive autoland system. It can continue to autoland automatically.
In case of a second failure, the landing cannot be completed automatically.
031 - Mass and Balance > Determination of CG Position Given the following information, calculate the loaded centre of gravity (cg):


53.35 cm aft datum. 56.53 cm aft datum. 60.16 cm aft datum. 56.35 cm aft datum. Bertrand :

centre of gravity = 1 369 350 / 24224 = 56.528 aft of datum.
050 - Meteorology > Flight Hazards Which of the following conditions are most favourable to the formation of mountain waves ?
 Unstable air at mountain top altitude and a wind at least 20 knots blowing across the mountain ridge. Moist unstable air at mountain top and wind of less than 5 knots blowing across the mountain ridge. Stable air at mountain top altitude and a wind at least 20 knots blowing across the mountain ridge. Either stable or unstable air at mountain top and a wind of at least 30 knots blowing parallel to the mountain ridge. Bertrand :
Standing waves = orographic waves = mountain waves

In addition to a stable layer of air over a substantial mountain range, the conditions most favourable to the development of standing waves are wind speed excess of 20 kt at the surface and increasing with height, wind direction perpendicular to the general direction of the range.
050 - Meteorology > Meteorological Information You receive the following METAR:
“LSGG 120750Z 00000KT 0300 R05/0700N FG VV001 M02/M02 Q1014 NOSIG =”
What will be the RVR at 0900 UTC?
 The RVR is unknown, because the “NOSIG” does not refer to RVR. 900 m. 700 m. 300 m. Bertrand :
GENEVA METAR, valid on the 12th day of the month at 07h50 UTC, no wind, Runway 05, visbility 700m “no distinct tendency”, fog, vertical visibility, temperature -2°C and dew point -2°C, QNH 1014, no change is expected.

ICAO Annex 3:
The trend forecast, at the end of the METAR, shall indicate significant changes in respect of one or more of the elements: surface wind, visibility, weather and clouds . Only those elements shall be included for which a significant change is expected. However, in the case of significant changes in respect of cloud, all cloud groups, including layers or masses not expected to change, shall be indicated. In the case of a significant change in visibility, the phenomenon causing the reduction of visibility shall also be indicated. When no change is expected to occur, this shall be indicated by the term “NOSIG”.
034 - Performance H > General Using attached graphic. Which letter indicates the speed for maximum endurance?


B C A D Bertrand :
Power required curve (Power versus airspeed chart):



A - power required to hover outside ground effect

B - power required to hover inside ground effect

C - translational lift area

D - adjustment of power required to counteract sinking

E - Minimum power for level flight/maximum rate of climb speed/ speed for maximum endurance .
062 - Radionavigation > Radio Aids The frequency of the amplitude modulation and the colour of an outer marker (OM) light is:
 400 Hz, amber. 3000 Hz, blue. 400 Hz, blue. 1300 Hz, blue. Bertrand :

033 - Flight Planning > ICAO Flight Plan (ATS Flight Plan) The maximum permissible take-off mass of an aircraft for the L wake turbulence category on an ATC flight plan is:
 2 700 kg. 5 700 kg. 7 000 kg. 10 000 kg. Bertrand :
Light aeroplane: 7000 kg or less.
Medium aeroplane: less than 136000 kg but more than 7000 kg.
Heavy aeroplane: 136000 kg or greater.

FOR INFORMATION: Helicopters produce vortices when in flight and there is some evidence that, per kilogram of gross mass, their vortices are more intense than those of fixed-wing aircraft.
081 - Principles of Flight > Subsonic Aerodynamics When flaps are extended whilst maintaining straight and level flight at constant IAS, the lift coefficient will eventually:
 Decrease. Increase. Remain the same. First increase and then decrease. Bertrand :
Lift coefficient can be changed either by changing angle of attack or by changing the camber. As the question states maintaining straight and level flight at constant IAS then you have to generate the same lift, so lift coefficient must stay constant.
Lowering the flaps will increase the camber (and for Fowler flaps, the wing area as well) so the lift coefficient will increase .
To maintain lift coefficient constant, you will have to reduce the angle of attack.
032 - Performance A > General A jet aeroplane is climbing at constant Mach number below the tropopause.
Which of the following statements is correct?
 IAS decreases and TAS decreases. IAS increases and TAS decreases. IAS increases and TAS increases. IAS decreases and TAS increases. Bertrand :
Use the very simple 'ERTM' diagram:


The Mach line is vertical because the question states: climbing at constant Mach number .

ERTM for E AS/R AS(Rectified Air speed or CAS)/T AS/M ACH.

Mach Number = TAS / LSS
Local Speed of Sound (LSS) changes in proportion to temperature:
When climbing below the tropopause, the temperature decreases, LSS decreases.
Thus, TAS must decrease to keep Mach Number constant.

TAS is IAS corrected for instrument, position, compressibility and density errors. If TAS decreases, IAS decreases.
090 - Communications > Définitions A message concerning aircraft parts and material urgently required is:
 An urgency message. A flight safety message. A flight security message. A flight regularity message. Bertrand :
ICAO Annex 10:


5.1.8.6 Flight regularity messages shall comprise the following:

1) messages regarding the operation or maintenance of facilities essential for the safety or regularity of aircraft operation,

2) messages concerning the servicing of aircraft,

3) instructions to aircraft operating agency representatives concerning changes in requirements for passengers and crew caused by unavoidable deviations from normal operating schedules. Individual requirements of passengers or crew shall not be admissible in this type of message,

4) messages concerning non-routine landings to be made by the aircraft,

5) messages concerning aircraft parts and materials urgently required,

6) messages concerning changes in aircraft operating schedules.
040 - Human Performance > Basics of Flight Physiology You fly VFR from your home base (runway width 27 m), to an international airport (runway width 45 m). On reaching your destination there is a risk of performing a:
 High approach with undershoot. Low approach with undershoot. Low approach with overshoot. High approach with overshoot. Bertrand :

The width of the runway may cause incorrect height judgements on the final approach.
A pilot used to a standard width runway may, when approaching an airfield with a large runway, judge he is too high and therefore round out on too low an approach.

070 - Operational Procedures > Special and Hazards If smoke appears in the air conditioning, the first action to take is to:
 Cut off all air conditioning units. Begin an emergency descent. Put on the mask and goggles. Determine which system is causing the smoke. Bertrand :

034 - Performance H > General According to the flight manual diagram, the never-exceed speed VNE at pressure altitude 10 000 ft with an outside air temperature (OAT) of +10° C and an inflight mass of 2400 kg is:


 105 kt. 115 kt. 125 kt. 110 kt. Bertrand :
You must removed 10 KIAS at any gross mass above 2300 kg.
021 - Airframe and system > Hydraulics In a hydraulic system overheat detectors are mostly installed:
 In the reservoirs. At the actuators. At the coolers. At the pumps. Bertrand :
The overheat detector is fitted at the pump to give indication of possible pump failure.


(T) for the Temperature probe location, (Q) for Quantity, (P) for Pressure

The electric motor driven pumps do a large part of the work to produce flow for the hydraulic system, the harder they work the hotter they get.

The engine driven pumps are not fitted with an overheat detector since the engines already have overheat and fire detection systems.


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