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Old 08-26-2009, 04:03 PM   #21  
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Default Help: Written Exam Question

So I purchased the Sheppard's Air exam guide and I now know why people recommend it. I will recommend to all my friends, and will NOT recommend it to anyone above me in seniority!

So I ask help with a question (answer in bold is correct):


Which maximum range factor decreases as weight decreases?

a. Angle of Attack

b. Altitude

C. AIRSPEED

"So...if were talking about maximum range; as we burn enroute fuel, our aircraft gets lighter. If our aircraft it lighter it will travel faster, correct? So wouldn't it be beneficial to us to have a lighter aircraft, equalling faster airspeed thence increasing range?" I am missing something? Why is maximum range decreased when we're lighter?
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Old 08-26-2009, 05:26 PM   #22  
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It is saying that max range airspeed decreases when weight decreases.

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Old 08-26-2009, 06:26 PM   #23  
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Quote:
Originally Posted by bgmann View Post
So I purchased the Sheppard's Air exam guide and I now know why people recommend it. I will recommend to all my friends, and will NOT recommend it to anyone above me in seniority!

So I ask help with a question (answer in bold is correct):


Which maximum range factor decreases as weight decreases?

a. Angle of Attack

b. Altitude

C. AIRSPEED

"So...if were talking about maximum range; as we burn enroute fuel, our aircraft gets lighter. If our aircraft it lighter it will travel faster, correct? So wouldn't it be beneficial to us to have a lighter aircraft, equalling faster airspeed thence increasing range?" I am missing something? Why is maximum range decreased when we're lighter?

You got the first part but then lost it! In level flight Lift = Weight remember? More weight needs more lift, more lift is achieved by higher airspeed (higher fuel burn)! Burn fuel, lower weight, less lift required therefore lower airspeed! Lower airspeed therefore equals lower fuel burn = longer range! Maximum range is NOT decreased when you're lighter, the airspeed (lift) required to obtain maximum range (distance travelled on fuel available) is reduced! Remember we're talking range, not time en-route!
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Old 08-26-2009, 06:37 PM   #24  
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It doesn't matter! The reason there is a choice is that most applicants are already working in either Part 135 or Part 121 - why take a test on Part 121 regs/aircraft when you're flying Part 135 and are familiar with those regs? If you're not working in either then take whichever you prefer, it's the same licence at the end of it.
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Old 08-27-2009, 09:09 AM   #25  
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The L/D curve moves as the weight changes. Gliders load up with water to get a higher weight to move their best L/D to a higher speed.
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Old 05-13-2010, 07:55 PM   #26  
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So I have a question. I am a current CFI and want to take the ATP written...but I probably wont take the actual ATP practical until another 4-5 years. This doesnt expire if I am employed at a 121 airline, right? So lets say im not hired in 2 years...does it expire and then become valid again once I am hired? Or does it stay expired?
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Old 05-14-2010, 03:18 AM   #27  
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Your written will expire 24 months after you take it unless you are employed by a part 121 or part 135 airline. If you don't think you will have the minimum flight hours within 24 months, don't take it. If you do think you will have the minimum flight hours within 24 months, take it. Then, if you get to your 23rd month, go take the ATP checkride, even if you do it single engine in a 172.

If you are looking at it from a hiring standpoint, the only airline that will hire you right now (of which I am aware) with less than 1000 hours is Great Lakes, so unless you are planning to go there relatively soon, it won't matter much in the short term.
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Old 07-30-2012, 02:13 PM   #28  
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So, any answers for these questions?

56. PLT104
The crew monitoring function is essential,
A) particularly during high altitude cruise flight modes to prevent CAT issues.
B) particularly during approach and landing to prevent CFIT.
C) during RNAV departures in class B airspace.
57. PLT104
CRM training refers to
A) the two components of flight safety and resource management, combined with mentor feedback.
B) the three components of initial indoctrination awareness, recurrent practice and feedback, and continual
reinforcement.
C) the five components of initial indoctrination awareness, communication principles, recurrent practice and
feedback, coordination drills, and continual reinforcement.
58. PLT104
Error management evaluation
A) should recognize not all errors can be prevented.
B) may include error evaluation that should have been prevented.
C) must mark errors as disqualifying.
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Old 07-31-2012, 06:50 AM   #29  
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i took 121 written and got mtl from sheppard air. i wanna say they automatically gave me the 121 prep and might not had a choice for 135. whatever the deal, 121 with sheppard was easy the way things are laid out for everybody.
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