Hi guys,
So attempted the CPL Perf test (my final of 7) so was hoping to pass but failed spectacularly.
I had about 8 or 9 chart questions - ranging between 2 and 3 marks each. Alpha, Charlie and Take Off then the rest were ECHO T/O and Landing - and the rest W&B. Some chart questions give you the AWIS/ATIS as W/V and they give you variation. So be mindful of that.

Did I get a lot of charts by chance? Or is this many normal?

I thought I did alright but when I got 45 I died. They didn't even get KDRs. I did well in all my practice tests. That said I was also very nervous. I think it was my charts that got me.

I got no questions about fuel/cargo take off weight.

I got a few fuel calcs fro Part 91 and then Part 135 - for Part 91, I assume that for a DAY VFR Private flight under Part 91, the 30min reserve applies? That's what I used.

A few easy 1 markers, a couple I wasn't sure on - because it was the 'most right' sounding answer. When they could almost all be right.
First one was t/o perf with wing icing and stall speed, which has been in prob two other subjects. that was fine.

In ERSA, Had to look up Runway Strip RWS for Swan Hill. Then what type of surface another aerodrome had - it was gravel.

A question on ROC. From the echo chart the plane is 2800kg what's the ROC at 3.2% gradiet at 2000ft density height. Plus there is 20kt headwind. So you had to go to the chart check the speed. Think it was 96kts - use whizzle to convert to TAS and deduct HW. Then closest to answer. So was 260ft, from memory. something like that.

One was, if VToss for a heavy aircraft is at a certain speed, how would it change for a lighter aircraft (but phrased wordier than that.)
Increase, decrease, stay the same, something else. I put increase?

Most question ask you to round: to the nearest WHOLE minute (when ETI questions for ETP and PNR). or WHOLE KG.
I'm wondering if I lost any marks on rounding. I did leave all rounding until the end. Rounding fuel up. And time up when above .5.
When it's a weight question the book says to round down, but if say it's a fuel and then then as you to convert. How do you round that?

And for safe endurance, I read somewhere that you round down - is the right? For my PNRs, i just left all rounding until the end.
Also be mindful, one of the PNR's you had an ETAS. So remember to check that.

The last question worth 4 marks was a PNR question - I found that easy but they've always made sense to me. But again, who knows if I got it right because I got no KDRs which feels disheartening.

It was a TEMPO at Alpha and INTER at Bravo.
Basically calculate the PNR as a distance from ALPHA. Pretty similar to what's in the Bob Tait practice Quiz.

Two questions I really wasn't sure about.

This one has been posted in forums but I didn't know how to add to the same thread - so apologies.

Q1. The question was TORA 1350m plus clearway. The ASDA 1400m with a stopway of 80m. Displaced is 40m. What is the LDA.
1400m
1350m
1450m
something else.

I put 1400 assuming it would be the same as TORA plus the 50ft.
Or was I supposed to subtract the displaced threshold off the LDR.

Q2. The other was a 3 mark question at the end:
ECHO 2862kg Index 682
loaded with full fuel in the mains.
6 x 25kg packets in the rear.
Want to add 2 pax to Row 3 @77KG each.

I was so confused as to if this was a forward limit issue or a rear limit issue.

Bit vague in my mind, I think:
Without pax it was within weight and balance.
I added the pax and it was within.
Checked ZFW and it was blown out to an index unit of 803-ish

Options to remove:
one
none
two
six

In the end I had enough time to try rmoving all options. And checked the COG for each - and it seemed 6 got it back into limits.

Not sure if it was test stress but this got me the most.

Probably not a lot I can offer comment to due to the lack of specific detail. However, a thought or two ...

I had about 8 or 9 chart questions - ranging between 2 and 3 marks each.

Money for jam in the exam IF one is right up to speed with how to do the sort of questions usually asked. Back to the books and a lot more speed and accuracy practice workup before the next exam attempt.

I was also very nervous

Happens to the best at times. Unfortunately, for a pilot, you MUST manage external stressors so that you can still function and get the job done. You can't just pull over to the side of the road as you might in a car. The trick now is just to get back up on the horse and have another go at the jump.

because it was the 'most right' sounding answer.

Some points of technique

For multichoice, suggest you

(a) look first for the wrong, or not quite right, answers and note them for they are to be rejected.

(b) with luck, you might end up with only one remaining ... that makes your job so much easier.

(c) if you don't select an answer, you don't get any marks for that question. If you select a wrong answer, you don't get any marks for that question.

(d) it follows that, if you absolutely can't figure out the question and answers, then you have a guess and cross your fingers that your guess is correct. It follows, further, that it you have eliminated the odd answer, as above, you chances with a guess get better.

if VToss for a heavy aircraft is at a certain speed, how would it change for a lighter aircraft

Providing that the chart isn't based on a constant takeoff speed, then you should see a scale indicating that the speed increases with weight. Caveat, this applies for weights where the Vmc considerations are less that the stall concerns. At very low weights you might be Vmc limited and see a constant safety speed. If you are stall limited, then the speed will increase with weight.

Also be mindful, one of the PNR's you had an ETAS. So remember to check that.

ETAS is ONLY relevant for the CR nav triangle solutions and of NO relevance to the Dalton. There should not be any reference to ETAS. Perhaps you can give us a bit more detail on what the question had to say on ETAS so we can offer a more specific comment ?

I was so confused as to if this was a forward limit issue or a rear limit issue.

This should be easy to resolve. First, figure a starting configuration load weight and CG. Plot it. Observe whether you are closer to the aft limit or the forward limit. Proceed accordingly.

The CPL Performance exam is known for its challenging content, and it’s a step forward that you’re seeking ways to improve.