However, the radio and computer theory has also come from my operation of amateur radio and teaching of Information Technology, plus Operational Procedures from starting up companies and writing Ops Manuals, and some legal training. The Canadian text owed its inspiration to good military training and Norman Royce’s Commercial Pilot Studies, plus what I remembered from Avigation’s training notes when I did my own UK licences. Although, naturally, the required syllabus (and more!) has been followed, this material has come from original sources (as old as 1947!), having started off as a Canadian book (written by me) which is currently used as a reference by Transport Canada for exam questions (this one is also in the EASA library). Years, until eventually the original meaning is lost, and written exams end up being based on inaccurate data. In addition, current aviation texts share a problem with many other topics, particularly computing, in that the subject matter is copied and changed subtly over the
#Tips tes epps free#
Our own database at is free to readers of this book, containing similar questions to EASA and other authorities around the world. The question writers will have spent some time on questions that you have to answer in a couple of minutes, which you cannot do unless you practice with similar ones.
As a result, you will need access to a commercial question database - you will not pass the exams without it. The FAA and Transport Canada, on the other hand, issue publications from which their questions are taken (this is the book that EASA should have written). The only depth of knowledge indication (and source of references in case of challenges) is in the questions themselves which, naturally, nobody is allowed to see. The more you know flat cold, the minimum work for your the easier it is to fly under exams, by learning the answers the gauges” rather than the material , it will Nick Lappos be painfully obvious to the examiner on your check ride or an interview panel when you finally go for a job.Īuthor’s Note: A huge problem for writers of this type of material is that there are no references given with the learning objectives for the EASA exams, so nobody really knows what level to teach to! Many questions in Human Factors, for example, have come from pop psychology books rather than accepted sources, and others are just there to prove how clever the examiners are, rather than to ensure that you have the knowledge to fly properly, although the situation is improving. In addition, if you do mental capacity wasters. Mostly because be in and out of the exam rooms a the self-doubt and secondguessing are real time and lot quicker. For example, most pilots gain “Pure book knowledge should be impeccable - every licences from several countries of doubt about "what over their careers - if you have a second do I do now?" is worth 30% of good core knowledge, you will workload. Your real training starts in your first job, and what you learn before then can be very important. Proper pilot performance is based on knowledge, planning, and anticipation of what the aircraft will do and you will not be able to achieve that without studying properly. His book is based on the modular self-study program for the EASA ATPL(A) examinations provided by Caledonian Advanced Pilot Training in the UK.
© Phil Croucher Electrocution Technical Publishers December 14, 2019
#Tips tes epps professional#
EASA Professional Pilot Studies All the stuff that matters from the ATPL(A) syllabus in one book!
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