Hi Team,

Been a long time lurker, first time poster.

I’ve so far home studied CPL HUF, and CPL ADA. MET is my third subject that I decided to give it an go - and subsequently got 65%. Feeling pretty dejected but life goes on still! I’ve gone ahead and rebooked another one this coming Saturday just to smash it out while my memory is fresh.

I’ve been having troubles with my KDR list since it seems pretty vague:

Cloud Formation
Synoptic Meteorology
Inversions and Fog
Atmospheric Stability
Heat Temp Pressure and Humidity
Air Masses and Fronts
Visibility, Factors Effecting
Met Decode
Interpret GPWT TAF
TAF decode
Interpret TAF

I found the last 4 really surprising, as I’ve been a PPL holder for a while and have flown regularly- without having any troubles with operational MET.

I remembered a couple of questions from my first attempt and have listed them below:

1. On a given TAF: FM1007 6000M SCT012 BKN020
INTER 0900 to 1100 5000M SCT008 SCT014

- require an alternate when arriving between 0630 UTC and 0700 UTC
- may not need an alternate but just carry 30 minutes holding fuel when arriving between 0830 and 1130

2. When cumulus clouds turn into nimbostratus / stratus, why is that?

- subsistence inversion
- (another example of an) inversion
- quasi stationery front
- cold front

3. When measuring moisture content from two locations, what to use?

- Dry bulb temperature
- Wet bulb temperature
- Relative humidity (answered this)

4. Atmospheric stability - air from night to day 12 hours stay stationery. which direction will they turn and increase / decrease

- Increase and back (answered this)
- Increase and veer
- decrease and back
- decrease and veer

5. At a flat inland aerodrome, throughout the day, surface wind speeds normally tend to _________, causing the wind direction to ____________.

6. When flying through TS, what does the aircraft experience?
- Severe windshear, severe turbulence and severe hail (answered this)
- Moderate windshear, moderate turbulence, moderate hail
- Light windshear, moderate hail

7. Visibility on windscreen when descending into mist can be due to:
- decreases due to mist build up
- decreases due to (something else)
- Increases (some reason)
- Increases (some other reason)

Would much appreciate some words of wisdom and guidance as to revising (in particular) for the aforementioned KDRs.

Thanking everyone in advance.

Hi Potatoblues,

A couple of quick answers

Q 1. Because the first line requires an alternate. and there is no change until the end of the forecast, this alternate requirement overrides the inter requirement.

Q 6. Don't forget airfare icing and lightening strikes.

Q 7. Descending into mist, visibility reduced due to the slant angle looking ahead.

Finally, before your 3rd or 4th attempt, get some tutoring help. After the 4th attempt you need proof of remedial trading.

Cheers WayneJ

Thanks Wayne for the reply.

Thanks for the clarifications. Can I expand a little more into Q1, to try and understand further, you’re basically implying that since the FM is a significant change, and is a lasting change that requires an alternate will essentially negate the INTER (carrying holding fuel)?

This’ll be my second attempt hahaha, hopefully will not need a 3rd or further attempt.

Yes, Correct. Check BOM weather page, aviation weather Knowledge section on TAFs

FM1007 reads that there will be a significant change to the mean weather from 0700 UTC on the 10th day and it remains in force until the end of the forecast or another FM or BECGM period with another weather change.

Cheers W