Below is the current errata list for this textbook. These errata will be corrected in the next edition.
Page 5 CAAP 92-1(0) now reads CAAP 92-1(1)
Page 225 AIP ENR 1.1 para 4.1.2 now reads para 4.2.1
Page 226 AIP ENR 1.1 para 220.127.116.11 now reads para 4.2.1(d)
Page 226 AIP ENR 1.10 para 2.11(c) now reads para 2.13(c)
Pages 228 & 229 CAAP 43-1(0) now reads CAAP 43-1 v2.0
Page 230 CAAP 42B-1(0) now reads CAAP 42B-1 (1.1)
Page 125 Question 8. Change the wind given to 070°T at 10kt.
Since the intoduction of 'typed -in' answers in the CASA Performance exam, a much higher degree of accuracy is required for all calculations. The CPL Performance book is being updated to include examples of this requirement including ETP and PNR calculations. A summary of the new material may be downloaded from here. ETP PNR download .pdf
Page 129. Answers to Exercise 4.18 Question 6. The last line of the working should read 11 gals @ 17.2gh not 8 gals. The answer given is correct though.
Page 128 Question 10 answer. Should be (c) and has now been changed to 25.3 gallons. The 4 gallons holding fuel was omitted in the original answer,
Page 218 figure 6.2 is now
Page 247 Final Test Question 35 choice B is now 1068nm
The new fuel requirements have created a large impact in CPL Performance textbook in regard to variable reserves and as such 50+ pages of exercises and examples have been changed to reflect the new requirements. as such it is just impractical to list the changes in this errata
I have updated the exam preps and E-Text.
Page 118 Fig 4.36 Safe endurance on departhure should be 199 mins not 190 mins.
Page 316, top paragraph second line. 302 should be 315.
Exercise 4.18 Question 7 Burn 6 gals @17.2gph =31mins
Burn 9 gals @17.2gph =31mins
Page 126 Exercise 4.6 6.9 gals should be 6.6 gals
Page 100 Error in the Trip fuel calculations answers not changed to reflect the change from 15 to 10 percent
Trip fuel would be:
(180 - 15 - 3) ÷ 1.1 = 141 gal
(490 - 41 - 8) ÷ 1.1 = 383 kg
(180 - 15 - 3) ÷ 1.1 = 147 gal
(490 - 41 - 8) ÷ 1.1 = 401 kg
Page 217 AIP ENR 1.1 para 57.2.1 Is Now AIP ENR 1.1 para 18.104.22.168
Page 218 AIP ENR 1.1 para 57.2.7 [a] Is Now AIP ENR 1.1 para 22.214.171.124 [a]
AIP ENR 1.1 para 57.2.3 Is Now AIP ENR 1.1 para 126.96.36.199
Page 219 AIP ENR 1.1 para 57.2.4 Is Now AIP ENR 1.1 para 188.8.131.52
AIP ENR 1.1 para 57.2.8 Is Now AIP ENR 1.1 para 184.108.40.206
AIP ENR 1.1 para 57.2.8 Is Now AIP ENR 1.1 para 220.127.116.11
Page220 AIP ENR 1.1 para 57.2.5 Is Now AIP ENR 1.1 para 18.104.22.168
Page 221 AIP ENR 1.1 para 19.2 Is Now AIP ENR 1.1 para 4.1.2
AIP ENR 1.1 para 19.2.1 Is Now AIP ENR 1.1 para 22.214.171.124
AIP ENR 1.1 para 67.1 Is Now AIP ENR 1.1 para 11.2.2
Page222 AIP ENR 1.1-29 17.2.1. Is Now AIP ENR 1.1 126.96.36.199.
The AIP Book is now permitted material in the CASA Exam. That has now been amended in the Performance book.
Answers to Final Exam page 256 question 6, the working of the pressure height was incorrect the answer states 1667ft.
the correct pressure height is 1757ft.
Page 221. Centre paragraph headed " Radio Survival Equipment". The last part of that paragraph mentions the carriage of HF Radio. That no longer applies. The last sentence should read as follows.
Note that a flight may operate within a designated remote area without an ELT providing flight is less than 50 nm and the required survival equipment is carried ( See CAO 20.11..7.1 and AIP ENR 1.10 para 2.11.(c).
Page 189. Add the following definition.
ESTIMATED MID-ZONE WEIGHT (ESTIMATED MID-ZONE CRUISE WEIGHT)
The estimated gross weight of an aircraft when half the flight fuel for a particular flight stage has been burnt. The EMZW is frequently used in airline operations to establish a TAS for fuel planning purposes. It is not a consideration in general aviation where the difference between a TAS based on take-off weight and a TAS based on EMZW is rarely greater than one knot. The take-off weight is considered accurate enough to establish a TAS for flight planning purposes.
Loading system Bravo in the CASA exam booklet. If you check out the example on page 11, there is no mention of 'cargo' anywhere. There is also no mention of 'cargo' in the description of the aircraft - only 'baggage'. However on the weight to moment index graph on page 12, there are two lines, one for 'cargo' and one for 'baggage'. I have only just noticed that after all these years!! I don't know why the 'cargo' reference line is there. There is no extra compartment on the aircraft where you can put 'cargo'. That's a mystery to me.
I usually tell my classes not to use the weight to moment index graph anyway. It is much easier to simply multiply the weight in each location by the arm given in the example table on page 11. In any case, if a question asks for the MINIMUM weight that must be added or removed, you would have to use the baggage compartment because it is the most rearward compartment. So any weight removed from there would have the greatest effect on the CofG movement.
Page 5.65. Answer to No 3 in Exercise 5.6 should be 554, noy 555kg. The max take-off weight in the flow chart should have been 2900 not 2901.
Page 3.14. Linear take-off chart example. Step 7, change 970kg to 950kg.
Page 5.42. Exercise 5.11 Question No 1. The phase 'basic empty weight' should be 'operating weight'.
Page 1.8. Revision Questions Topic One. Question No 2. Answer [c] should read "in establishing the take off distance required".
Page 6.3 TAF example on the top of the page. Validity period should read 2102/2208
Page 5.32 Question No 12: The gross weight given in the question stem is greater than the MTOW for Charlie and should read 1115kg and not 1125kg. This changes the answer to: "The centre of gravity is 2859 mm aft of the datum and 145 mm inside the aft limit."
Page 8.10 Question No 5. Add 'Refer to the take-off chart on Page 19 of the supplement'.
Minor formatting change on page 1.5 and there's an extra question on page 1.8:
Question No 6
The minimum width of an ALA runway for an aircraft below 2000 kg should not be less than
Answer [d] (see page 15)