Atlas Air Interview Flashcards

Question

Does a 100 foot ceiling make this a problem for shooting the approach?

Answer 1

* No , flying approaches need visibility only | * In most cases no. Unless it says CEILING requires

Answer 2

* Very respectful and polite I will say , captain wee need to finish our checklist before takeoff and we should Tell the tower that you need some time on the runway before you can take-off in order to complete your check-list.

Answer 3

* Technical: *Release/NOTAMS *Maintenance considerations/MEL/CDL/NEF *Fuel/Min/Ramp/Taxi *Technical Threats and mitigation plans * Environmental: *Departure/En-route /Arrival Weather *Weather affecting aircraft configuration *Environmental threats and mitigation plans Navigation: *Clearance *Route verification *Terrain considerations *RNAV procedures/max departure speeds and altitudes/lost com *Navigation threats and Mitigation plans * Operational Considerations: *Taxi route/departure runway *Airport factors/hot spots/applicable 10-7 guidance *Low visibility considerations/SMGCS charts *Operational threats and mitigation plans * Runway: *Abort considerations *Engine failure path *Runway environment threats and mitigation plans Like this Answer Flag Incorrect Answer

Answer 4

* Minimum Safe/Sector Altitudes (MSA) are published for emergency use on approach charts. * MSAs provide 1,000 feet of clearance over all obstructions but do not necessarily assure acceptable navigation signal coverage. * * Normal coverage is a 25 NM radius from the forming facility/fix. If the protected coverage is other than 25 NM, that radius is depicted below the forming facility/fix.

Answer 5

METeorological reports— Aviation Routine Weather Reports. 2. Terminal weather OBSERVATIONS. 3. Normally this will be an hourly surface weather observation issued 5 minutes before each hour. (NOTE: Wind reference TRUE north.) 4. SPECI—is a special (METAR) report issued because of quickly changing conditions (e. g., WIND direction changes by 45º or more in less than 15 minutes and the wind speed is 10 knots or more; VISIBILITY decreases to less than, or if below, increases to equal or exceeds: 3, 2, or 1 mile; RVR changes to above or below 2,400 feet, etc.

Answer 6

Terminal Aerodrome Forecasts. Valid for 24-hour , is weather FORECAST Issued four times a day ((00Z, 06Z, 12Z, and 18Z) of PREDICTED weather conditions expected to occur within a 5 SM radius of an airport. May include expected weather within 5 to 10 SM of the airport (preceded by “VC” in the ViCinity). large airports in the U.S. (as well as many overseas) now have 30-hour forecasts. To issue a forecast there must be available at least two consecutive weather observations (METARS).

Answer 7

* BECMG: gradual change in conditions expected over a period of time not to exceed 2 hours * TEMPO: temporary fluctuations that are expected to last for generally less than an hour at a time, and expected to occur during less than half the time period. * FROM is an abrupt change

Answer 8

* PREDICTED weather conditions expected to occur within a 5SM radius of an airport. May include expected weather within 5 to 10 SM of the airport (preceded by "VC" in the ViCinity)

Answer 9

* Issued 4 times a day (00:00Z, 06:00Z, 12:00Z, 18:00Z) Valid for 24Hrs * Some airports TAF could be Forecast 24/30hr

Answer 10

* Current position Departure runway assigned using the airport chart show the intended taxi route Mention Ramp considerations, construction, freq. change-overs, Hot-spots, runway / taxiway crossings * Current position - State departure RWY assigned - Outline expected taxi route, emphasizing hotspots and runway crossings - Mention Ramp spots, Frequency change over spots etc…

Answer 11

North Atlantic Tracks, officially titled the North Atlantic Organised Track System (NAT-OTS), is a structured set of transatlantic flight routes

Answer 12

* 60 NM * reduced lateral separation minima (RLAT) reduces the standard distance between NAT tracks from 60 nm to 30 nm, or from one whole degree of latitude to a half degree

Answer 13

– Flight Information Region - Upper Flight Information Region - Upper control area

Answer 14

* IFR Fuel Supply (DOMESTIC): * 1. Fly to the destination—shoot an approach—(most distant) alternate and fly 45 minutes at normal cruise . * * Trip fue + most distant Alt + 45min * FLAG or SUPPLEMENTAL Jet Operations Outside the U.S: * 1. Fly to and land at the airport to which it is released; * 2. After that. 10% of the total time * 3. After that, most distant alternate * 4. After that, to fly for 30 minutes at holding speed at 1,500 feet above the alternate airport ) under standard temperature conditions. * * Trip fuel + 10% TT+ most distant Alt + 30 min (1500 ft) * * FLAG or SUPPLEMENTAL Operation * when No Alternate is Specified * wind and other weather conditions * * Trip fuel + 2 hours fuel ( consider wind and weather )

Answer 15

* -47 degrees C (-53F)

Answer 16

is the maximum speed where a rejected takeoff can be initiated in the event of an emergency and be able to stop the airplane within the accelerate-stop distance. V1 also means the MINIMUM speed in the takeoff, after an engine fail at VEF, where the pilot can continue the takeoff and achieve the required height above the takeoff surface within the takeoff accelerate go distance

Answer 17

The rotation speed ensures that, in the case of an engine failure, lift-off is possible and V2 is reached at 35 feet at the latest.

Answer 18

V2 Takeoff safety speed which must be attained at the 35-foot height at the end of the required runway distance. This is essentially the best single-engine angle of climb speed for the aircraft and should be held until clearing obstacles after takeoff, or until at least 400 feet above the ground. V2 is the minimum speed that needs to be maintained up to acceleration altitude, in the event of an engine failure after V1. Flight at V2 ensures that the minimum required climb gradient is achieved, and that the aircraft is controllable. V2 speed is always greater than VMCA, and facilitates control of the aircraft in flight.

Answer 19

Minimum speed necessary to maintain directional Control of the airplane after engine failure on the ground ((lateral excursion lower than 30 feet) VMCG mainly depends on: * − Engine(s) thrust * − Pressure altitude. VMCG must be equal to, or less than, V1

Answer 20

VMCA Minimum speed to maintain directional Control after engine failure, There is a minimum speed at which full rudder will be necessary, in order to fly a constant heading with level wings, windmilling and 5º bank towards operative engine; take-off power on operative engine; gear up; flaps up; and most rearward C.G. In this configuration, The lower the speed, the greater the necessary bank angle if airspeed is allowed below VMC, even full rudder cannot prevent a yaw toward the dead engine. At slower speeds, the slower moving wing—the one with the failed engine—will stall first. VMCA is NOT a constant, it can be reduced by — feathering the prop, moving C.G. forward, and reducing power.

Answer 21

An area beyond the end of the runway, at least as wide as the runway and centered along the extended center line of the runway, able to support the airplane during an aborted takeoff without causing structural damage to the airplane, and use for decelerating the airplane during an aborted takeoff.

Answer 22

clearway is an area beyond the runway, not less than 500 ft wide, extending from the end of the runway with an upward slope not exceeding 1.25% (12½ ft UP per 1,000 ft FORWARD), above which no object or any terrain

Answer 23

The height of an imaginary screen which the airplane would just clear at the end of the runway, or runway and clearway, in an unbanked attitude with the landing gear extended 35 feet DRY or 15 feet WET.

Answer 24

Uses traditional navigational service volumes, must be accurate within 1nm for 95% of total flight time

Answer 25

Q routes are gps only above FL180 and T routes are gps only and below FL180. Must be accurate within 2nm for 95% of total flight time

Answer 26

Crew Resource Management (working with the crew, dispatch, ATC...). Threat Error Management (elimination of threats) CRM Crew Resource Management is using all available resources to optimize your decision making process, that is using the combined skills and knowledge of everyone who is involved to make a successful and safe flight.

Answer 27

* Threat Error Management (elimination of threats) * * There are two types of threats * – External Threats – Those outside of your control (e.g., weather, lack of equipment, hard to understand documentation, system errors, inadequate lighting) * – Internal (Human) Threats – Those within our control (e.g., fatigue, loss of situation awareness, stress, disregard for following procedures) * Errors in the operational context tend to reduce safety margins quickly and increase the probability of an undesirable event.

Answer 28

* Windshear recovery procedure: Disengage the autopilot, Set TOGA, Pitch up 17.5 degrees or SRS Flight Director Escape Guidance if you get a EGPWS announcement, Do not change aircraft configuration until the windshear condition is ended and terrain clearance is assured. * No Flex or Reduced Power Takeoffs, use runway full length, engine ignition on, * Fly Vref 10 (or top of bucket) and be ready to recover from a decreasing performance wind-shear alert. * windshear escape maneuver memory items. If on ground during preflight, consider the takeoff configuration flaps setting that will best suited in case of a windshear encounter.

Answer 29

* The combined broken and solid black lines on a yellow sign board. * Broken line is closest to the runway for vacating traffic and solid line closest to taxi way for holding aircraft. * The lines are yellow paint on black tar taxiways.

Answer 30

* Assertively callout NO RUNWAY GO AROUND. You must be your own advocate in this situation, * There is literally no time to hesitate.

Answer 31

* On the notes area below the briefing strip at the top of the Approach , SID or STAR charts , important to check if a note for QNH will change the T-ALT T-LEVEL

Answer 32

* Pink (filled in) circle is a low vis taxi checkpoint....red circle is hotspot. * PINK Circle Geographic Position Markings: Located at points along low visibility taxi routes designated in the airport's Surface Movement Guidance Control System (SMGCS) plan Identifies the location of taxiing aircraft when Runway Visual Range (RVR) is below 1200' (360m) Positioned to the left of the centerline in the direction of taxi Comprise of a black circle contiguous to a white ring with a pink circle in the middle The white and black ring are reversed when painted on blacktop to make it easy to read Designated with a number or a number and letter to correspond to the consecutive position of the marking on the route

Answer 33

No person may takeoff where the weather conditions are below IFR landing minimums unless there is a takeoff alternate airport within 2 hours at normal cruise speed in still air with one engine inoperative.

Answer 34

* we have our performance charts, we check the airport runway the final weight , configuration of flaps and wind or temperature conditions of the airport and it give us the takeoff speed and we can do corrections for QNH , wet condition on the runway and for FWR CG ,or request via ACARS

Answer 35

We use charts , my previous company we use a system fly smart from Airbus than calculate the performance of the aircraft, limiting factors, contaminated runway numbers etc.

Answer 36

* atlas 123 out of 1,500 to 4500 ANCHORAGE 9” , with VIA we don’t say the top altitude * ANCHORAGE Departure, [aircraft callsign], [current altitude] climbing via [name of SID or top altitude if not on a SID]

Answer 37

* Takeoff * If anyone failure after V1 we continue the takeoff , * We don’t do anything until 400 feet except positive climb gear up * At 400 feet with the aircraft under control we activate the autopilot, command to declare emergency and either request runway heading or we continue with the SID, * I have control and communication do the ECAM actions , * when we reach 1500 feet Engine out acceleration alt if the engine is secure , we stop ecam , * push V/S to level off and we accelerate the airplane , we clean the airplane * until flaps zero, once we have flaps zero and green dot we activate open climb, put MCT and we continue with the ecam , * while we doing the ecam by PNF , PF we request return to the airport and get vectors to return , call company, FA , advise PAX and inform ATC , request any assistant * FORDEC * Get information to do the next approach , prepared the MCDU and brief in conjunction with the QRH and or FCOM for the approach and do the normal checklist while doing the approach * * In-flight * * Announce - I have controls you have Communication Fly, Navigate , Comunicate (Aviate) PAN PAN or MAYDAY MAYDAY * Thrust lever MCT, Auto thrust off * Strategy obstacle so we can buy time , available other strategy standard , fix speed * Speed pull and set to green dot (engine-out operating speed in clean configuration) * HDG to keep clear of the airway, toward the alternate * Alt to Driftdown ceiling * Ecam Action * Notify ATC ,Crew, Pax * Squack 7700 * FORDEC * Land and the suitable airport

Answer 38

* Actually asked me where 30° West longitude was first we find the prime meridian and to the left to find 30 degrees west * The prime meridian is the line of 0 longitude, the starting point for measuring distance both east and west around the Earth. The prime meridian is arbitrary, meaning it could be chosen to be anywhere. Any line of longitude (a meridian) can serve as the 0 longitude line. However, there is an international agreement that the meridian that runs through Greenwich, England, is considered the official prime meridian.

Answer 39

* On the ground an OAT of 10* c or colder with visible moisture or a visibility of 1 mile or less. * In flight a TAT of 10*c or colder and visible moisture until an SAT of -40*c or colder is reached.

Answer 40

When you do the correction for wet or contaminated runway I’m sure it will be a penalty and they will get smaller however from dry to wet the ASD will be increase and the stop margin will decrease

Answer 41

* for a RTO from 0 to 100 knots for any master warning, master caution or anything that will affect the takeoff, (Predicted windshear) * From 100knots to V1 we will do a RTO for any master warning or master caution like : * flight controls Sidestick fault * Engine failure * Engine fire * Reverse fail * Reverse Unlock * Thrust lever Fault * severe damage * * Windshear will be inhibited from 100 knots to 50 feet but we can check the speed trend and decided If RTO CALL OUT STOP Maintain directional control,Monitor reverse on engine parameters , and the auto brake is working , when stop , stow the reverse , put parking brake on , notify ATC and I will advice via PA, attention crew station We do the ecam action if ecam require EVACUATION , we pull evacuation QRH evacuation checklist, we read it and if evacuation es necessary I will say via PA evacuate evacuate evacuate , if not necessary I will say via PA everything is under control remain seat it , if we can go out of the runway we go out of the runaway if not we stay on the runway and we request assistant from the tower After V1 We continue the takeoff until we reach VR and looking at airbus to keep V2 +10 (remember TOGA is available )

Answer 42

* Trip fuel + 10% TT time +Distant alternate + 30 min hold at 1500 feet(at alternate ) * * Flag without alternate : * Trip fuel + 2 hrs at normal cruising consumptions

Answer 43

* The aircraft is on the correct flight path * Only small changes in heading/pitch are necessary to maintain the correct flight path * The airspeed is not more than VREF + 20kts indicated speed and not less than VREF * The aircraft is in the correct landing configuration * Sink rate is no greater than 1000 feet/minute; if an approach requires a sink rate greater than 1000 feet/minute a special briefing should be conducted * Power setting is appropriate for the aircraft configuration and is not below the minimum power for the approach as defined by the operating manual * All briefings and checklists have been conducted * Specific types of approach are stabilized if they also fulfil the following: * ILS approaches must be flown within one dot of the glide-slope and localizer * a Category II or III approach must be flown within the expanded localizer band * during a circling approach wings should be level on final when the aircraft reaches 300 feet above airport elevation; and, * Unique approach conditions or abnormal conditions requiring a deviation from the above elements of a stabilized approach require a special briefing. * An approach that becomes unstabilized below 1000 feet above airport elevation in IMC or 500 feet above airport elevation in VMC requires an immediate go-around."

Answer 44

* If the crew detect WINDSHEAR on line up delay takeoff * At takeoff * If before V1 if significant variation in airspeed and in airspeed trend below indicated V1 Reject takeoff ( caution if wind shear you will get V1 later make sure you have enough runway to stop the airplane if you decide to reject takeoff) * If after V1, Call out Windshear TOGA, Trust levers to TOGA, reaching VR Rotate, SRS order follow FD, if FD is not available pitch for 17.5 degrees * Airborne, initial climb or landing * Call out Windshear TOGA, Trust levers to TOGA, AP if engage keep on, SRS order follow FD, if FD is not available pitch for 17.5 degrees * DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF THE WINDSHEAR * CLOSE MONITOR THE FLIGHT PATH * RECOVERY SMOOTHLY TO NORMAL CLIMB OUT OF WINDSHEAR

Answer 45

* Outboard engine on the upwind side * Critical engine on 747 ? The one that has just failed! * Either outboard engine

Answer 46

* I will do a single engine go around, declare emergency , and request vectors to secure the engine and later to comeback to do another approach, do abnormal and normal checklist , to return and guarantee pass 1000 with stabilized approach

Answer 47

* Part time control tower

Answer 48

* After the callout Emergency descent, Notify the cabin via PA and ATC, putting on the oxygen mask , intercommunication check with other pilot is positive , declaring emergency , and after that I can start descending via the memory item

Answer 49

* on the ground Reduce power to idle call for QRH and Eng Master Off * In flight set thrust lever to idle call for QRH and check ENG parameters * If abnormal al ENG parameters engine shutdown * If Normal ENG parameters engine anti ice on , move TL slowly forward if still occur back the trust levers * if stall not occur continue normal engine operation

Answer 50

Approach lights

Answer 51

Red side bars, Red terminating bars, threshold

Answer 52

The threshold or any approach lighting prior to that. | Your head is on top of the runway threshold at 50'

Answer 53

* Jet streams are relatively narrow bands of strong wind in the upper levels of the atmosphere. Winds of more than 80knots are represented as a jet stream * * The direction and speed of the jet is depicted by the 'wind fleche' (also known as feather and pennant) symbols. Half feathers correspond to 5 KT Feathers correspond to 10 KT Pennants correspond to 50 KT

Answer 54

North Atlantic Tracks. Ensure aircraft separation over the North Atlantic, due to minimal radar coverage. Routes are from North Eastern North America to Western Europe.

Answer 55

Strategic lateral offset procedures (SLOP) are approved procedures in oceanic and remote continental airspace that allow aircraft to fly on a parallel track to the right of the centre line relative to the direction of flight.

Answer 56

* Oceanic clearance, | * Foreign national diplomatic clearance.

Answer 57

after the MAP

Answer 58

* Return to the gate and load more fuel , because going with minimum fuel and inflight could happened many scenarios that will make us burn more fuel that planned, and why take the risk when you can do a safe flight eliminating the threats that are under you control

Answer 59

* Check o-specs * Yes if approved and we meet minimum equipment for RNP / NVAV * It must be loaded from the database to be flown. * It should be on the Dep/Arr page of the MCDU interface. * You must check all points and altitude restrictions as well as speed restrictions

Answer 60

* Full manage Lnav-Vnav (manage-manage), lateral manage vertical selected Lnav-V/S (Nav-FPA), selected selected HDG-TRK/ V/S ( TRK-FPA)

Answer 61

* Pilots must not descend below the MDA when executing a missed approach from a CDFA. Operators should instruct their pilots to initiate the go-around at an altitude above the MDA (sometimes referred to as a DDA) to ensure the aircraft does not descend below the published MDA * * Derived Decision Altitude (DDA). Pilots must not descend below the MDA when executing a missed approach from a CDFA.

Answer 62

* Airplane is in state where no aggressive maneuver is required to maintain vertical or lateral path * AT VDP continue to land if 1 of the following visual references * • Approach lights, not below 100' unless the red terminating or red side bars are visible Threshold, markings, lights * • Runway end identifier lights * • Visual glide slope indicator * • Touchdown zone, markings, lights Runway, markings, lights

Answer 63

On the box section where it says lost com

Answer 64

Magenta colors ovals, and with the Letters HS

Answer 65

A narrow rectangular box across the runway, preceded by some imbedded approach lighting (in case that runway supports IAPs)

Answer 66

V1 The new runway is smaller so we have to recalculate, but the V1 will lower

Answer 67

* ust read the LOST COM procedure listed on the chart. | * Leg distance is shown on the chart ( 10 miles for some holdings and 6 for others )

Answer 68

* Attempt to obtain revised ATC clearance. * Attempt to maintain FL. * Turn lights on. * Talk on 121.5, * 5 fingers, 7700, datalink etc * Turn at least 30* right/left in order to obtain 5NM offset parallel track. * Climb/descend 500' (1000' if above FL410) OR descend below FL290

Answer 69

* Part time operation

Answer 70

* Minimum Safe/Sector Altitudes (MSA) are published for emergency use on approach charts. MSAs provide 1,000 feet of clearance over all obstructions but do not necessarily assure acceptable navigation signal coverage. * * Normal coverage is a 25 NM radius from the forming facility/fix. If the protected coverage is other than 25 NM, that radius is depicted below the forming facility/fix.

Answer 71

* Barbs indicate 50 knot winds, double lines through a wind line indicate a change in windspeed. Hash Marks (each pair indicates successive 20kt wind speed changes referenced to Jet Max or 3000 ft change * Curvy line is the jet stream strong winds concentrated in a narrow stream in the atmosphere

Answer 72

* Minimum Safe/Sector Altitudes (MSA) are published for emergency use on approach charts. * MSAs provide 1,000 feet of clearance over all obstructions but do not necessarily assure acceptable navigation signal coverage. * Normal coverage is a 25 NM radius from the forming facility/fix. If the protected coverage is other than 25 NM, that radius is depicted below the forming facility/fix.

Answer 73

* Flaps Full * Auto barke Medium * Speed brakes * Full Reverse * * Slowest possible Vref and no asymmetrical forces upon landing

Answer 74

* Yes batteries will connect Hot bus, and by STAT INV Connect the AC ESS, DC ESS, that will energize the SEC’s ( spoiler and elevator computers )

Answer 75

Proceed upwind and use active radar to avoid heavy precipitation. Never fly directly over cb’s , hail, microburst, lightning, or any kind of thunderstorm.

Answer 76

* we should cross over the end of the runway screen height of 35' for a dry runway and 15' for a wet runway.

Answer 77

Accelerate Stop Distance Available — (ASDA) — Runway plus stopway. ¨ TakeOff Run Available — (TORA) — The usable length of runway available for takeoff. TORA will never be further than the halfway point between the end of the ground roll and the point at which the aircraft achieves 35 ft when a clearway is used. ¨ TakeOff Run Required — (TORR) — All engine takeoff roll required for acceleration to liftoff speed plus one-third of the airborne distance between liftoff and “screen height” plus a 15% safety margin. ¨ TakeOff Distance Available — (TODA) — TODA includes the clearway and will always be equal to or greater than TORA. All engine takeoff distance available (runway + clearway) within which the aircraft can achieve “screen height” (35 ft) at not less than V2. ¨ TakeOff Distance Required — (TODR) — All engine takeoff distance required to accelerate to liftoff speed, climb to 35 ft at no less than V2, plus a total distance safety factor of 15%. ¨ Landing Distance Available (LDA) — The runway length declared available and suitable for a landing airplane. ¨ V3 Speed — All engine takeoff climb speed achieved at screen height (35 ft). ¨ V4 Speed — All engine takeoff climb speed achieved at 400 ft AGL. ¨ TakeOff Go-Around button/switch — TO/GA button/switch — Sets the flight director command bars to climb/go-around mode; and on some aircraft will also activate the go-around mode of the autothrottles, set takeoff thrust, initiate maximum climb, automatically fly the missed approach procedure and serve you a hot cup of coffee once the airplane is established in the hold.

Answer 78

Refer to aviationwx.gov

Answer 79

Equal Time Point during an oceanic crossing where the amount of flying time is even from the ETP to the last suitable airport prior to coast-out OR the first suitable airport after coast-in. Simply stated, it is the decision point between turning around or proceeding with the crossing in the event of unexpected operations (depressurization, system failures, weather deviations, etc). The ETP will typically be down-wind of the physical mid-point between last and first suitable airports.

Answer 80

High is good weather. Low is bad weather

Answer 81

a location on an airport movement area that demands heightened attention by pilots and vehicle operators due to the history of potential collision or runway incursion A point on the airport that is prone to traffic errors, typically associated with multiple intersecting runways or taxiways. Operating near or through a hotspot should be a focus item during a taxi route briefing. Hot spots are depicted on airport diagrams with a pink circle and associate number. Some have specific text to address on the diagram, such as LAX's diagram with multiple hot spots.

Answer 82

Decrease it due to slower deceleration caused by lower friction between the tires and runway.

Answer 83

Accelerate-stop distance is the runway length required to accelerate to a specified speed, experience an engine failure, and bring the airplane to a complete stop on the runway or stopway Dry runway standards do not allow the use of reverse thrust when defining accelerate-stop distance. A lower V1 is used to establish wet runway accelerate-stop distance. Wet runway standards do allow the use of reverse thrust when computing accelerate-stop distance Accelerate-Go Distance is the runway required to accelerate to Vr and, assuming an engine failure at that instant, continue on the remaining engine and climb to a height of 35feet at the end of dry runway . And 15feet at the end of wet runway DRY-Runway Accelerate-GO — Distance traveled to a point 35 ft above the runway or clearway. WET-Runway Accelerate-GO — Distance traveled to a point 15 ft above the runway or clearway. TODA :TakeOff Distance Available includes the clearway and will always be equal to or greater than TORA. All engine takeoff distance available (runway + clearway) within which the aircraft can achieve “screen height” (35 ft) at not less than V2 ASDA: Accelerate Stop Distance Available — (ASDA) — Runway plus stopway. TORA: TakeOff Run Available The usable length of runway available for takeoff. TORA will never be further than the halfway point between the end of the ground roll and the point at which the aircraft achieves 35 ft when a clearway is used.

Answer 84

Change in altitude (1000s of feet)*3 is about the right distance to start descent on a 3 degree idle descent. Additional distance needed for deceleration 10%, if necessary And the rate of descent GS*5

Answer 85

* FAA Reduce to holding speed when within 3 minutes of the holding fix. Maximum permitted speed is: * (when below 6,000 feet), 200 KIAS * (when 6,001 - 14,000 feet), 230 KIAS * (when 14,001 feet and above). 265 KIAS The initial inbound leg should be flown for 1 minute (at or below 14,000 feet MSL) or 1-1/2 minutes (above 14,000 feet MSL) ICAO When an aircraft is 3 minutes or less from a clearance limit and a clearance beyond the fix has not been received, the pilot is expected to start a speed reduction * Holding altitude 14000' or below - 230 KIAS * Holding altitude above 14000' to 20000' - 240 KIAS * Holding altitude above 20000' to 34000' - 265 KIAS * Holding altitude above 34000' - Mach .83 The initial inbound leg should be flown for 1 minute (at or below 14,000 feet MSL) or 1-1/2 minutes (above 14,000 feet MSL) When assigned a hold while still many miles from the holding fix, you might consider asking for a speed reduction immediately which will save fuel, reduce your time in the hold, or possibly eliminate the need for the hold altogether Sydney to HK again and being informed by ATC that we are to expect a hold in HK in an hour's time with no EFC and what my thought process would be (slowing down to eat up time to avoid getting into the hold, reducing fuel burn etc...).

Answer 86

Standard holding patterns are RIGHT turns. Nonstandard are LEFT turns. When ATC does not provide a turn direction, standard RIGHT turns are implied and expected.

Answer 87

After we tried all possibilities to communicate with ATC and tried all COM’s and Satellite Phones , ACARS If you experience a radio failure, put the code 7600 on your transponder. If you can still hear ATC (but not transmit), keep listening for instructions. (A standard procedure for ATC is to ask if you can hear them and have you IDENT in reply. Other questions can also be answered with an IDENT.) If radio reception is also a problem, listen over nearby VOR and NDB channels, which ATC will also try. I. VFR: If communications failure happens in VMC, or if VFR conditions are encountered after the failure and you can stay in VMC, you should continue the flight under VFR and land as soon as practicable. II. IFR: If the failure occurs in IFR conditions, then you should continue your flight, and ATC will also assume that you are continuing, and clear airspace accordingly. The three elements of the navigation are * Route * Altitude * Leaving the clearance limit in order to shoot the approach ``` ROUTE Think of "Avenue F": AVE F. This is the order of priority to your routing: * as Assigned * as Vectored * as Expected * as Filed. ``` ``` ALTITUDE Fly the highest of these three, for the segment of flight you're on: * Assigned Altitude * Expected Altitude * MEA ``` In flying the highest of these three, your altitude may change repeatedly, because the altitude assigned may be lower than the MEA for certain segments. In this case, you should climb to the higher MEA, and then descend again when the MEA is lower than your assigned or expected altitude. Address specific departure plates or arrivals for unique lost comms, such as LAX departures that have specific lost comm procedures in them.

Answer 88

* Ensuring general condition is acceptable on all surfaces. Ensuring all hatches are closed and no leaks.

Answer 89

* It will be connected the HOT BUS 1+2 that include the Engine 1 and 2 extinguisher App extinguishers, Flt C, Fuel, HDY,LG, Nav, door, comms * It will connect the static inverter to energize the AC ESS and DC ESS

Answer 90

* Runway Edge Lights - are uniformly spread at intervals of approx. 200 feet. * * CENTERLINE MARKINGS are white; 120 ft long, with 80 ft gaps, Width is 36”for precision runways, 18” for nonprecision runways, and 12” for visual runways. * * Centreline Lights - are located along the centreline at 50-foot intervals. Start from 75ft from beginning g of the runway

Answer 91

* Category 1 is airspace that falls within 750nm of ground based navigational sources. Navigation with service volumes VOR, NDB * Category 2 is everything else. Outside of service Volumes

Answer 92

* When I was flying in Alaska always we circled to land an Mexico too, however in china we got the training but never got approve to do it

Answer 93

* Bleed Air , wing and engine anti-ice, on the Airbus from the pneumatic system heats slats 3,4,5 heated leading edge , and An independent air bleed from the high pressure compressor protects each engine nacelle from ice.

Answer 94

* we need electrical power GPU and a pneumatic Power car * we start engine #2 with a Pneumatic and Cross bleed start engine #1 * Engine #2 is started first because the eng #2 pressurizes yellow hydraulic system which the parking brake and the alternate braking is fed.

Answer 95

>30 degrees

Answer 96

* We calculate via QRH Landing distant Charts or ACARS and have the info sent by company * Airplane must be able to stop within 60% of the dry runway, * If runway is wet landing distance increase 115% * Dry runwayX 1.67 runway available * Wet runway X 1.97 runway available * * Most favorable runway , wind, landing and terrain

Answer 97

* The factored landing distance is the certified landing distance multiplied by 1.67, which can then be compared directly to the available landing distance. When the runway is wet, the certified distance is multiplied by 1.97 to account for the 15 percent additional runway requirement. AC-91-79A

Answer 98

* WE can call for unreliable speed Establish a known pitch and power setting (in QRH) if one is accurate use it, if not use standby. * verify the standby a/s indicator if it matches one of the other two, then crosscheck with GPS based ground speed (relation to TAS and headwind/tailwind component)

Answer 99

The weather forecast for that time period.

Answer 100

Refer to legend on aviationwx.gov

Answer 101

No clearance to perform SLOP. 0 1nm or 2nm to the RIGHT only. Can start SLOP after oceanic entry and prior to oceanic exit point.

Answer 102

* Has to do with where the airplane starts the turn. Either before the way point or after the way point. Refer to Jepp legend. * * Fly by waypoints are used when an aircraft should begin a turn to the next course prior to reaching the waypoint separating the two route segments. This is know as a turn anticipation. * * Fly-over waypoints are used when the aircraft must fly over the point prior to starting a turn.

Answer 103

Crew Qualified • A/C Status • NOTAMS -Wx (×-wind/vis: TO Alt/Dest/ALT) • Fuel (On Board vs. Req.) • T/O Analysis, Derate/Flex/Flaps/ECS • Emergency brief • In the Event of a malfunction tion before V1 • If the Call is to Continue, no action below 400' agl...… • Engine out procedure • Taxi Out (RWY, Intersection T/O)

Answer 104

* Brief an ILS off of the Jepp chart as you normally would. * Crew Qualified * A/C status * Notams * WX (x-wind Dest / Alt) * Fuel / Hold Times * QRH Landing calculation * Jeppesen Approach * Task Sharing (plan AP On/Off) * GP Mode / MCDU set up * Landindig Config (Vref, N1 , V/S, Flaps, Brakes ) * Taxi / Low Vis * * Make sure to ask if they have any questions or comments about the approach.

Answer 105

* Takeoff at 500 feet or the altitude specified in the AFM airbus is 100 AGL * Enroute at 500 feet or the altitude specified in the AFM Airbus 500 AGL * Approach no lower that 50 feet of the DA, MDA, normal is at minimums for cat 1,2,3 unless you are doing an auto land * Circling approach 500 AGL * Go-around no lower than Takeoff 100 AGL * Landing altitude for autopilot use do not apply when use AutoLand system.

Answer 106

* if you are inside of the FAF yes you continue if you are outside of the FAF you can not continue

Answer 107

QRH landing distance charts, but I used fly smart from Airbus on the IPAD, or we can use ACARS

Answer 108

* Four stages of climb (single-engine): * 1st Segment: VR cross 35 feet , accelerating to V2, gear UP * 2nd Segment: Gear up to 400 feet maintaining V2 2.4% (300fpm 24ftx1000ft fwd) (4 ENG 3.0%) * 3rd Segment: Acceleration altitude at 400 feet. Accelerate to retract flaps. 1.2% (4 ENG 1.7%) * 4th segment: 400 feet with clean configuration to 1500 ft at VFTO level out and run applicable checklists

Answer 109

* Reduced vertical separation minima * * FL290-410 to fly 1,000 feet apart between, airplane have to be certify for rvsm, * difference supposed to be between 2 altimeters for RVSM on the ground and the air? ( Ground within 75ft of field elevation -Air altimeters should agree within 200ft ) * * 2 ADR + 2 DMC * 2 PFD * 1 AP * 1 FCU channel * 1 FWC * 1 transponder

Answer 110

I was asked about the hydraulic system on my current aircraft. I described the different hydraulic systems, how they were cooled, what they power, what happens if there is a leak, etc... , or check for electric

Answer 111

* Prior to engine start, you must have your nav lights on, and can optionally have wing and logo lights on. * Once you're about to start engines, you must have the beacon lights on. * For taxi, you should have taxi lights or turnoff lights on. * When taking the runway, the landing lights should be on.

Answer 112

* Aural caution associated with terrain: * -During night or IMC, the flight crew should immediately * perform maneuver flying of terrain avoidance by referring to the * handling regulation of GPWS/ EGPWS warning. * -During daylight VMC conditions, the flight crew can adjust the * flight path if terrain and obstacles are clearly in sight. * * "TERRAIN TERRAIN" - "TOO LOW TERRAIN" - "TERRAIN AHEAD" - "OBSTACLE * AHEAD" * During night or IMC: CALL OUT PULL UP TOGA * Simultaneously: * AP..........PULL UP * Pull to full backstick and maintain in that position. * THRUST LEVERS.................... TOGA * SPEED BRAKES lever................CHECK RETRACTED * BANK................... WINGS LEVEL or ADJUST * Aircraft obtain the best climb performance when the wings are as level as possible. The flight crew can adjust bank while climbing, provided that turning is the safest action. * * Note: For some airports, the operator may define a specific procedure. * DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL CLEAR OF * OBSTACLE. * * During daylight and VMC, with terrain and obstacles clearly in sight: * FLIGHT PATH...................ADJUST

Answer 113

* 1- Pos rate ; * 2 - 2.4% ; * 3,4 - 1.2% ( 2 ENG) * * * 1- Pos rate ; * 2- 3.0% ; * 3,4- 1.7 %( 4 ENG)

Answer 114

* PIC ( Pilot in Command)

Answer 115

* T code is temp. 016.1 degrees Celsius and 006.1 dew point.

Answer 116

50001: "5" is pressure tendency for last three hours. I think there is a digit missing in this and that next digit would indicate if the pressure is rising, steady or falling. The last 3 digits would be the tenths of mb's that it has changed e.g., 0.1mb.

Answer 117

Occlusion Front is which is the boundary that separates the new cold air mass (to the west) from the older cool air mass already in place north of the warm front. Three types: Warm front Cold Front Stationary Front Occlusion Front

Answer 118

* Direct, Parallel, Tear Drop

Answer 119

* 1. cleared to 'clearance limit' via direct 'fix' and then as previously filed. * 2. Cleared to 'clearance limit' via radar vectors. Fly heading 'heading'. * 3.Maintain 'altitude' until 'holding fix', cleared 'approach name'.

Answer 120

* 15.7 miles. * Distance (in miles) = (3.1416)(“miles DME)(2)(“Degrees”)/360 * Distance traveled along an arc = Radials * DME / 60

Answer 121

* Go around.Unless you have a fuel related issue, then you should already have declared emergency fuel.

Answer 122

I will go around and return for another approach and have the engine secure, finish my abnormal and normal checklist, so I can guarantee to pass 1000ft on an stabilized approach

Answer 123

A balanced field takeoff is a condition where the accelerate-stop distance required (ASDR) is equal to the takeoff distance required (TODR) for the aircraft weight, engine thrust, aircraft configuration and runway condition. ... At V1 the pilot must continue the takeoff even if an emergency is recognized.

Answer 124

* Yes, for operations below RVR 1600 minimum of two RVR system are required, all RVR are controlling. Except a far end RVR report (advisory only)

Answer 125

* No. You must use the low vis taxi diagram specific for the runway in use.

Answer 126

* 35’ dry | * 15’ wet

Answer 127

The line of zero longitude. Separates the eastern and western hemispheres.

Answer 128

* ANTI-ICING Either hot air or electrical heating protects critical areas of the aircraft as follows. HOT AIR (pneumatic system) * three outboard leading-edge slats of each wing. 3,4,5 * engine air intakes. ELECTRICAL HEATING * Cockpit windows. * sensors, pitot probes, static ports, TAT probes and angle-of-attack probes. * waste-water drain mast.

Answer 129

* Reduced vertical separation minima * * FL290-410 to fly 1,000 feet apart between, airplane have to be certify for rvsm, * difference supposed to be between 2 altimeters for RVSM on the ground and the air? ( Ground within 75ft of field elevation -Air altimeters should agree within 200ft ) * * 2 ADR + 2 DMC * 2 PFD * 1 AP * 1 FCU channel * 1 FWC * 1 transponder

Answer 130

V1 is the maximum speed at which a rejected takeoff can be initiated in the event of an emergency and stop the airplane within the accelerate-stop distance. V1 also means the MINIMUM speed in the takeoff, following a failure of the critical engine at VEF, at which the pilot can continue the takeoff and achieve the required height above the takeoff surface within the takeoff acelérate go distance Vr Rotation speed. Recommended speed to start applying back-pressure on the yoke, rotating the nose so that ideally the aircraft lifts off the ground at VLOF. V2 The takeoff safety speed which must be obtained at the 35-foot height at the end of the required runway distance. This is essentially the best one-engine operative angle of climb speed for the aircraft and should be held until clearing obstacles after takeoff, or until at least 400 feet above the ground.

Answer 131

VMCG Minimum speed necessary to maintain directional Control following an engine failure during the takeoff roll while still on the Ground — Determined using purely aerodynamic controls with no reliance on nosewheel steering — Jets, turboprops or transport category aircraft. V1 must be higher than or equal but not less than VMCG VMCA More commonly known as VMC ,Minimum Control speed with critical engine (usually the left) * inoperative out of ground effect in the Air — “RED line” — Most critical engine inop & windmilling; 5º bank towards operative engine; take-off power on operative engine; gear up; flaps up; and most rearward C.G. In this configuration, if airspeed is allowed below VMC, even full rudder cannot prevent a yaw toward the dead engine. At slower speeds, the slower moving wing—the one with the failed engine—will stall first. VMC is NOT a constant, it can be reduced by — feathering the prop, moving C.G. forward, and reducing power.

Answer 132

* Temporarily. Used for any conditions in wind, visibility, weather, or sky condition which are expected to last for generally less than an hour at a time (occasional), and are expected to occur during less than half the time period. * Tempo conditions expire at the end of the TEMPO block.

Answer 133

Increase in EGT surge stall compressor

Answer 134

* Use all available resources, which are not limited to just the other pilot. Flight attendants, maintenance, ATC, dispatch, and jumpseaters can all be great resources to gather information from. Make sure to communicate clearly with each crewmember and get input from them.

Answer 135

Takeoff performance, special engine-out procedures, climb gradients, high terrain in the area, weather

Answer 136

Up to 70kts on the A320 however if need it we can use full reverse until the airplane stop, the only thing we have to put it in the airplane maintenance logbook, and maintenance personnel have to do an inspection

Answer 137

Automatic Terminal Information Service

Answer 138

``` There are no holdover times for Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail ```

Answer 139

* V1 - decision Speed * V2 - Takeoff Safety Speed * Vmcg lower or equal than V1 never more than V1 * V2 higher than Vmca ( 1.2 times) * Almost: V2 shall be at least 1.1 VMCA

Answer 140

Rain Shower in the Vicinity. 5 -10 statute mile radius around an airport

Answer 141

* 200kts The maximum airspeed below the Class B airspace area is 200 knots and the max speed inside the Class B airspace is 250 knots even though the maximum speed below 2,500 feet above the surface and within 4 nautical miles of a Class C or D airport is 200 knots

Answer 142

Mach transition: The most common usage is the changeover from flying airspeed by knots, to airspeed by mach, calculated by MCDU and Air data computer when target speed match the mach speed , many factors are Total pressure and Static Pressure (Airspeed and Altitude). The computer makes its calculations based on them.

Answer 143

* The right answer is 3 minutes, but the answer they want to hear to see you say is right away so you can avoid the holding. * * 300 knots is about 5 miles per min so about 5*3= 15 miles * 250 knots is about 4 miles per min so about 4*3= 12 miles * 200 knots is about 3 miles per min so about 3*3= 9 miles

Answer 144

* They are red shaded circles , they depict a warning area were there is risk of runway incursions

Answer 145

* Latitude is the measurement of distance north or south of the Equator. It is measured with 180 imaginary lines that form circles around the Earth east-west, parallel to the Equator. ... Each parallel measures one degree north or south of the Equator, with 90 degrees north of the Equator and 90 degrees south of the Equator.

Answer 146

* Know your MSA, Mora grid * get your mask on, * establish comm with the other pilot, * cabin oxygen, * rapid decent to the 10000ft or MSA. * Squawk 7700, lights on, * turn off course (if on an airway), * call MAYDAY.

Answer 147

* Yes , Lower density means less thrust, therefore accelerating will be slower and uses more distance

Answer 148

Geographic Position Marking (pink spot) Indicates a specific location on the airport surface.

Answer 149

* air intake opening of the engine nacelle

Answer 150

* Square with three ticks on top | * The box with a triangular pointing up

Answer 151

* Right turns

Answer 152

* A good brief will help prevent hesitation during this situation. * If you know you are in a low fuel situation or emergency fuel, take it into consideration during the approach briefing. * If the PM calls for a go around there must be a reason. So I would execute a go-around as per SOP.

Answer 153

* during landing, thrust reversers are used to help decelerate the aircraft by reverse airflow (trust) from the engines. * It provides less wear on brakes and shorter landing distances. * Thrust Reversers are most effective when deployed ASAP after touchdown. * TRs have the greatest effect on deceleration at high speed. They can be used until the aircraft comes to a complete stop however most SOPs recommend stowing the reversers at around 70kts.

Answer 154

* I would don mask declare emergency, run through memory items, advise crew members to ensure everyone is seated, descend, contact dispatch, plan for alternates

Answer 155

Check the pressurization system, specially the rate of clim or descent of the cabin pressure , Check the door, ask the cabin crew to keep an eye on it for any sounds.

Answer 156

* Primarily performance * Density altitude. * Terrain * Engine out

Answer 157

* Go back and get another spray if the precip is still occurring. * If precipitation stop You can do a pre-takeoff contamination check or go back to the terminal for another de/anti-ice

Answer 158

* Go around * I would quickly ask for clarification just to get an idea why. HOWEVER, if it's getting close to 1000' AGL you execute the go-around. There are no penalties for go arounds and better be safe then sorry

Answer 159

* Circles around complicated taxiways usually intersecting a runway. Labeled on the side bar. * Pink circles on 10-9

Answer 160

You should consider clear air turbulence and not a flight control malfunction.

Answer 161

Nil, poor, fair, or good

Answer 162

METARs, SIGMETs, PIREPs, and AIRMETs

Answer 163

a curving jet stream associated with a deep low pressure trough

Answer 164

ASOS has superior precipitation discriminator capabilities

Answer 165

ASOS is automated and requires no human input

Answer 166

470 feet (10 feet for every .01 inches)

Answer 167

7600 for emergency 7700

Answer 168

increase Mach number, which increases the TAT, which will have a warming effect on the outer surface of the wings

Answer 169

2 degrees Celsius per 1000 feet

Answer 170

notify ATC of the deviation as soon as possible

Answer 171

1. METeorological reports— Aviation Routine Weather Reports. 2. Terminal weather OBSERVATIONS. 3. Normally this will be an hourly surface weather observation issued 5 minutes before each hour. (NOTE: Wind reference TRUE north.)

Answer 172

SPECI—is a special (METAR) report issued because of quickly changing conditions (e.g., WIND direction changes by 45º or more in less than 15 minutes and the wind speed is 10 knots or more; VISIBILITY decreases , increases to equal or exceeds: 3, 2, or 1 mile; RVR changes to above or below 2,400 feet, etc.

Answer 173

Terminal Aerodrome Forecasts. Is Valid for 24-hour Is a weather FORECAST Issued four times a day ((00Z, 06Z, 12Z, and 18Z) of PREDICTED weather conditions expected to occur within a 5 SM radius of an airport. May include expected weather within 5 to 10 SM of the airport (preceded by “VC” in the ViCinity). large airports in the U.S. (as well as many overseas) now have 30-hour forecasts. To issue a forecast there must be available at least two consecutive weather observations (METARS). TAF always begins with “where” & “when” — then moves on to forecast of winds, visibility, weather and sky condition.

Answer 174

(ATIS)Automatic Terminal Information Service Digital-Automatic Terminal Information Service (D-ATIS) is provided by TDLS Terminal Data Link System (TDLS) A system that provides Digital-Automatic Terminal Information Service (D-ATIS) both on a specified radio frequency and also, for subscribers, in a text message via data link to the cockpit or to a gate printer. TDLS also provides Pre-departure Clearances (PDC), at selected airports, to subscribers, in text to the cockpit or to a gate printer. In addition, TDLS will emulate the Flight Data Input/Output (FDIO) information within the control tower.

Answer 175

* ANTI-ICING Either hot air or electrical heating protects critical areas of the aircraft as follows. HOT AIR (pneumatic system) * three outboard leading-edge slats of each wing. 3,4,5 * engine air intakes. ELECTRICAL HEATING * Cockpit windows. * sensors, pitot probes, static ports, TAT probes and angle-of-attack probes. * waste-water drain mast.

Answer 176

* runway is wet when is not dry, nor contaminated. however a runway can be considered wet when more than 25 percent of the runway surface area is covered by any visible dampness or water that is 1⁄8 inch (3 mm) or less in depth.  Note: A damp runway that meets this definition is considered wet, regardless of whether or not the surface appears reflective. A Lower V1 is use when establish Accelerate go distance and ASDA must be increase and screen high is about 15 ft at the end of the runway LAHSO operations are Not Authorized when wet runway Additional landing distant required add at least 15% for runway wet

Answer 177

a runway is considered contaminated when more than 25 percent of the runway surface area is covered by frost, ice, and any depth of snow, slush, or water. 1. Takeoffs should not be attempted when standing water, slush, or wet snow greater than ½ inch in depth covers an appreciable part of the runway. Such conditions require corrections for takeoff calculations because of two factors: a. A reduction in runway friction may increase stopping distance in the case of a rejected takeoff. b. The drag of water or slush on the landing gear or flaps could cause a retarding force and deceleration force during takeoff. 2. Any runway that is not dry is considered to be wet. Standing water, puddles, or continuous rain are not necessary for a runway to be considered wet. Runway braking friction can change even when there is a light drizzle. In many cases, even dew or frost that changes the color of a runway will result in a significant change in runway friction. Runway surface conditions such as — grooved, not grooved, heavy rubber deposits or new pavement — can have a large effect on braking action. Many newly surfaced asphalt runway surfaces can be extremely slippery when only slightly wet. 3. A dry runway has no visible moisture on the runway surface, to include standing water, ice, snow, slush, or frost in any form. 4. Land and Hold Short Operations are not authorized on wet runway surfaces

Answer 178

Strategic lateral offset procedures SLOP are approved procedures that allow aircraft to fly on a parallel track to the right of the centre line relative to the direction of flight to mitigate the lateral overlap probability due to increased navigation accuracy and wake turbulence encounters. Unless specified in the separation standard, an aircraft’s use of these procedures does not affect the application of prescribed separation standards.

Answer 179

* The aircraft is on the correct flight path * Only small changes in heading/pitch are necessary to maintain the correct flight path * The airspeed is not more than VREF + 20kts indicated speed and not less than VREF * The aircraft is in the correct landing configuration flaps and gear * Sink rate is no greater than 1000 feet/minute; if an approach requires a sink rate greater than 1000 feet/minute a special briefing should be conducted * Power setting is appropriate for the aircraft configuration and is not below the minimum power for the approach as defined by the operating manual * All briefings and checklists have been conducted * Specific types of approach are stabilized if they also fulfil the following: * ILS approaches must be flown within one dot of the glide-slope and localizer * a Category II or III approach must be flown within the expanded localizer band * during a circling approach wings should be level on final when the aircraft reaches 300 feet above airport elevation; and, * Unique approach conditions or abnormal conditions requiring a deviation from the above elements of a stabilized approach require a special briefing. An approach that becomes unstabilised below 1000 feet above airport elevation in IMC or 500 feet above airport elevation in VMC requires an immediate go-around."

Answer 180

After stating your call sign, the term “Minimum Fuel” should be used. “Atlas 123—Minimum Fuel.” This is NOT an emergency—but an ADVISORY that an emergency is possible should any undue delay occur. This term does not imply the need for traffic “priority.” Really getting nervous? Tell them you need “PRIORITY”—or declare an “EMERGENCY”(means the same). NEVER use this as a ploy to cut in front of other traffic when you really don’t have a problem

Answer 181

Minimum fuel quantity refers that when the aircraft can only fly for 30 minutes with a holding speed at an altitude of 1500 ft (450m) over airport elevation after the aircraft arrives over the landing airport

Answer 182

When it is estimated that remaining fuel on board at the landing at the nearest and suitable airport is below the planned final reserve fuel, PIC must announce "MAYDAY MAYDAY MAYDAY FUEL" to declare fuel emergency condition. The fuel which is required for the airplane driven by turbo engine to fly at 450 M (1500 FT) above the airport at holding speed for 30 minutes in standard ISA condition;

Answer 183

After tried all COM’s possibles If you experience a radio failure, put the code 7600 on your transponder. If you can still hear ATC (but not transmit), keep listening for instructions. (A standard procedure for ATC is to ask if you can hear them and have you IDENT in reply. Other questions can also be answered with an IDENT.) If radio reception is also a problem, listen over nearby VOR and NDB channels, which ATC will also try. I. VFR: If communications failure happens in VMC, or if VFR conditions are encountered after the failure and you can stay in VMC, you should continue the flight under VFR and land as soon as practicable. II. IFR: If the failure occurs in IFR conditions, then you should continue your flight, and ATC will also assume that you are continuing, and clear airspace accordingly. The three elements of the navigation are * Route * Altitude * Leaving the clearance limit in order to shoot the approach ``` ROUTE Think of "Avenue F": AVE F. This is the order of priority to your routing: * as Assigned * as Vectored * as Expected * as Filed. ``` ``` ALTITUDE Fly the highest of these three, for the segment of flight you're on: * Assigned Altitude * Expected Altitude * MEA ``` In flying the highest of these three, your altitude may change repeatedly, because the altitude assigned may be lower than the MEA for certain segments. In this case, you should climb to the higher MEA, and then descend again when the MEA is lower than your assigned or expected altitude. Address specific departure plates for unique lost comms, such as LAX departures that have specific lost comm procedures in them. Like this Answer Flag Incorrect Answer

Answer 184

Steady GREEN :Cleared for takeoff- Cleared to land Flashing GREEN :Cleared to taxi-Return for landing (to be followed by steady green at proper time) Steady RED :STOP -Give way to other aircraft and continue circling Flashing RED :Taxi clear of runway in use -Airport unsafe do NOT land Flashing WHITE : Return to starting point on airport -Not applicable RED & GREEN Alternating : Exercise extreme caution -Exercise extreme caution

Answer 185

Land and Hold Short Operations is an air traffic control procedure for aircraft landing and holding short of an intersecting runway or point on a runway, to balance airport capacity and system efficiency with safety

Answer 186

Check the airport diagram and check the distance of LAHSO distant Calculate landing distance base in the Estimate LW during pre-flight Airlines decide the max distance or maximum landing weight for LAHSO

Answer 187

OPS SPECS should allowed it PIC has the final authority to accept o decline Should be familiar with all available LAHSO operations at their destination •Available Landing Distance (ALD) •Calculated aircraft landing distance based on Runway Conditions, Slope Once Accepted LAHSO must be carried out o Unless a GA is required ``` Day: Electronic or Visual glide slope NIGHT: Must HAVE Visual glide slope With PAPI or VASI o 1,000' and 3sm Without PAPI or VASI o 1,500' and 5sm ALD is dry N/A for wet runway Tailwind less than 3 knots N/A is windshear is reported Runway hold short markings , lights and signs are on Air carries have to train their pilots for LAHSO ```

Answer 188

CRM Crew Resource Management (working with the crew, dispatch, ATC...). Threat Error Management (elimination of threats) CRM Crew Resource Management is using all available resources to optimize your decision making process, that is using the combined skills and knowledge of everyone who is involved to make a successful and safe flight. TEM Threat Error Management (elimination of threats) There are two types of threats – External Threats – Those outside of your control (e.g., weather, lack of equipment, hard to understand documentation, system errors, inadequate lighting) – Internal (Human) Threats – Those within our control (e.g., fatigue, loss of situation awareness, stress, disregard for following procedures)

Answer 189

QNH (Nautical Height) hectopascal/milibares /—-/ In hg QNE (Nautical Elevation) pressure altitude aka ISA standard 29.92" or 1013.2 mb/hPa QFE (Field Elevation) QFE is the actual surface pressure at the airport. The altimeter will read ZERO feet when the aircraft is on the ground Transition altitude/levels vary from country to country and can vary from airport to airport within a country. They can be found in the “Altimeter Setting Data Box” on en-route charts, STARs, approach charts, Departure Procedures, and/or broadcast on ATIS or assigned by ATC. Transition altitude/levels may be designated anywhere from 2,000 feet MSL up to 20,000 feet MSL depending on the country or the individual airport. These altitudes can also be different when climbing away from or descending down to the same airport and can change daily in some countries.

Answer 190

* FR Fuel Supply (DOMESTIC): * 1. Fly to the destination—shoot an approach—(most distant) alternate and fly 45 minutes at normal cruise . * * Trip fuel + most distant Alt + 45min * FLAG or SUPPLEMENTAL Jet Operations Outside the U.S: * 1. Fly to and land at the airport to which it is released; * 2. After that. 10% of the total time * 3. After that, most distant alternate * 4. After that, to fly for 30 minutes at holding speed at 1,500 feet above the alternate airport ) under standard temperature conditions. * * Trip fuel + 10% TT+ most distant Alt + 30 min (1500 ft) * * FLAG or SUPPLEMENTAL Operation * when No Alternate is Specified * wind and other weather conditions * * Trip fuel + 2 hours fuel ( consider wind and weather )

Answer 191

Airport diagram Charts

Answer 192

1 an airport MUST have WEATHER REPORTING from an “approved source” in order to conduct an instrument approach and the current ceiling, visibility, and altimeter setting must be available. 2. a pilot CANNOT BEGIN the APPROACH unless the weather is at or above approach minimums. VISIBILITY is CONTROLLING. Ceiling must be “considered” for Part 135 operations because 135.225 refers to “weather conditions” not just visibility (FAA legal opinion). Ceiling must be “considered” but it does not necessarily prevent a 135 pilot from shooting an approach. Part 121 would not have to consider ceiling unless “CEILING REQUIRED” is noted on the approach chart 3. “A pilot may begin an instrument approach procedure, or continue an approach, at an airport when the visibility is reported to be less than the visibility minimums prescribed for that procedure if the pilot uses an operable EFVS (Enhanced Flight Vision Systems) in accordance with §91.176 and the certificate holder’s operations specifications for EFVS operations.” 4. If you have begun the approach and later weather goes below minimums you can continue the approach and land if you find — upon reaching MDA or DH — that the actual weather conditions — i.e. FLIGHT VISIBILITY (what YOU see), is at least equal to landing minimums. In other words, once you have started the approach you are still beholden to 91.175 (Takeoff and Landing Under IFR) and 91.13 (Careless or Reckless Operations). The more conservative method is to discontinue the approach if weather goes below minimums… ‘cause… if you crash you’re definitely screwed! 5. Lowest authorized straight-in Category I landing minimums — for ANY airport — are 1800 RVR (TDZ) or ½ mile tower visibility. 6. Tower visibility values below ½ mile are NOT authorized. That means if the RVR equipment is inoperative or non-existent, you cannot land if the tower visibility goes below ½ mile [unless approved for Enhanced Flight Vision System (EFVS) operations]. 7. RVR value (if available) TAKES PRECEDENCE OVER TOWER VISIBILITY.

Answer 193

Minimum Enroute Altitude — It guarantee navigational coverage & 1,000 ft obstacle clearance over flat terrain or 2,000 ft obstacle clearance over mountainous terrain within 4NM either side * navigation reception except for the Gap zones * two-way communication with ATC * safe clearance or margin from obstacles * adherence to ATC or local procedures

Answer 194

Minimum Obstruction Clearance Altitude — The lowest published altitude in between radio fixes on VOR airways, off-airway routes, or route segments that guarantee obstacle clearance 1000ft above ground or landmarks with navigational coverage only within 22 NM of a VOR. The MOCA may put an aircraft below ATC radar coverage (MRVA) and/or below the minimum reception altitude (MRA).

Answer 195

Minimum Safe/Sector Altitudes (MSA) are published for emergency use on approach charts. MSAs provide 1,000 feet of clearance over all obstructions but do not necessarily assure acceptable navigation signal coverage. NOTE: Normal coverage is a 25 NM radius from the forming facility/fix. If the protected coverage is other than 25 NM, that radius is depicted below the forming facility/fix.

Answer 196

Standard holding patterns are RIGHT turns. Nonstandard are LEFT turns. When ATC does not provide a turn direction, standard RIGHT turns are implied and expected.

Answer 197

et streams are Narrow bands of strong wind that generally blow from west to east all across the globe. Jet streams with a maximum speed of more than 80 knots are identified by bold lines. Jet stream lines lie along the core of maximum winds. Arrowheads on the lines indicate the orientation of each jet stream. Double hatched lines positioned along the jet core identify changes of wind speed about more less 20 knots. These speed indicators are drawn at 20-knot intervals and begin with 100 knots. Wind speed maximums along the jet core are characterized by wind symbols and altitudes. A standard wind symbol (shaft, pennants, and barbs) is placed at each pertinent position to identify velocity. The altitude in hundreds of feet prefaced with "FL" is placed adjacent to each wind symbol. Half feathers :5 knots Feathers : 10 knots Barbs: 50 knots

Answer 198

NOTAM information is classified into 6 categories: - Domestic, or NOTAM (D), airport information all navigation facilities, Information includes such data as taxiway closures, personnel and equipment near or crossing runways, and airport lighting aids that do not affect instrument approach criteria, such as VASI. -FICON NOTAM — Field Condition NOTAMs: Field Condition NOTAMs: 1. NOTAMs that communicate runway and taxiway conditions during snow or ice events. 2. May also contain information concerning plowed widths and snowbanks. -FDC (Flight Data Center) NOTAMs: aeronautical chart information 1. Regulatory in nature. 2. Contain such things as amendments to published IAPs and other current aeronautical charts. 3. Also used to advertise temporary flight restrictions (TFRs) caused by such things as natural disasters or large-scale public events that may generate a congestion of air traffic over a site. Pointer NOTAMs: Highlight or point out another NOTAM 1. Highlight or point out another NOTAM, such as an FDC or NOTAM (D) NOTAM SAA Special Activity Airspace (SAA) NOTAMs 1. Issued when Special Activity Airspace will be active outside the published schedule times and when required by the published schedule Military NOTAMs: Pertaining to U.S. Air Force, Army, Marine, and Navy navigational aids/airports that are part of the NAS.

Answer 199

Runway Edge Lights: White lights, except on instrument runways yellow replaces white on the last 2,000 feet or half the runway length, whichever is less, to form a caution zone. Runway lights are uniformly spaced at intervals of approximately 200 feet not more than 10 feet from the edge of the full strength pavement. Lights marking the end of the runway emit red light toward the runway. Centerline Lights: The lights are located along the runway centerline at 50-foot intervals. The line of lights is offset a maximum of 2 feet to either the right or left side of the runway [centerline] marking and should be to the opposite side of the centerline marking from the major taxiway turnoffs. When viewed from the landing threshold, the runway centerline lights are white until the last 3,000 feet of the runway. The white lights begin to alternate with white/red for the next 2,000 feet, and for the last 1,000 feet of the runway, all centerline lights are red. Touchdown Zone Lights (TDZL): Start 100 feet beyond the landing threshold and extend to 3,000 ft beyond the threshold Runway End Identifier Lights (REIL): Two synchronized, unidirectional flashing lights positioned on each corner of the runway landing threshold

Answer 200

ALSF-I -App Lighting Sys with sequenced Flashing lights ALSF-II—App Lighting Sys with sequenced Flashing lights and red side rows last 1000 MALS—Medium intensity App Light Sys MALSF—Medium intensity App Light Sys with Sequenced Flashers MALSR—Medium intensity App Light Sys with Runway Alignment Indicator Lights ODALS—OmniDirectional App Lighting Sys SALS—Short App Lighting Sys SALSF—Short App Lighting Sys with Sequenced Flashing lights SSALF—Simplified Short App Lighting Sys with sequenced Flashers SSALR—Simplified Short App Lighting Sys with Runway Alignment Indicator Lights SSALS— Simplified Short App Lighting Sys Approach Light Systems (ALS) are a configuration of signal lights starting at the landing threshold and extending into the approach area a distance of 2400 - 3000 feet for PRECISION instrument runways and 1400 - 1500 feet for NONPRECISION instrument runways. Some systems include sequenced flashing lights which appear to the pilot as a ball of light traveling towards the runway at high speed (twice a second) — aka — “the rabbit” When the lights are non- standard without a note is unknown, if it has a note like CL (50W, 20R&W,20R) 5000 white , 2000 Red and White , 2000 Red, HST high speed taxiway , Green and yellow 50 feet a part

Answer 201

* Category 1 is airspace that falls within 750nm of ground based navigational sources. Navigation with service volumes VOR, NDB * * Category 2 is everything else. Outside of service Volumes

Answer 202

Class I Navigation: Class I navigation is any en route flight operation conducted in controlled or uncontrolled airspace that is entirely within the Operational Service Volumes standard navigational aids (NAVAIDs) VOR, VOR/DME, NDB, etc.). Class I navigation also includes en route flight operations over routes designated with a “MEA GAP” (or ICAO equivalent). En route flight operations conducted within these areas are defined as “Class I navigation” operations irrespective of the navigation means used. Class I navigation includes operations within these areas using pilotageor any other means of navigation which does not rely on the use of VOR, VOR/DME, or NDB. Class II Navigation: Class II navigation is any en route operation that is not categorized as Class I navigation and includes any operation or portion of an operation that takes place outside the Operational Service Volumes of ICAO standard NAVAIDs. For example, aircraft equipped only with VORs conducts Class II navigation when the flight operates in an area outside the operational service volumes of federal VORs. Class II navigation does not automatically require the use of long-range, specialized navigational systems if special navigational techniques are used to supplement conventional NAVAIDs. Class II navigation includes transoceanic operations and operations in desolate and remote land areas, such as the Arctic. The primary types of specialized navigational systems approved for Class II operations include Inertial Navigation System (INS), Doppler, and Global Positioning System (GPS).

Answer 203

Description of microburst alerts, wind shear alerts, significant. precipitation, convective activity within 30 NM surrounding the terminal area, and expected weather that will impact airport operations.

Answer 204

The approach is unstable in speed, altitude, or flight path in such a way that stability is not obtained by 1 000 ft IMC or 500 ft VMC or is not maintained until landing - Any GPWS, Windshear or ROW (Runway Overrun Warning) (if ROPS (Runway Overrun Prevention System)is installed) alert occurs - Adequate visual cues are not obtained reaching the minima or lost below minima - and other possibilities .. GO AROUND…………..

Answer 205

if VMC could be a chance to immediate return to land , if IMC radar vectors to return to land , we already in emergency if not help (traffic, vectors )we committed the landing AUTOLAND no fuel ………….

Answer 206

* Four stages of climb (single-engine): * 1st Segment: VR cross 35 feet , accelerating to V2, gear UP * 2nd Segment: Gear up to 400 feet maintaining V2 2.4% (300fpm 24ftx1000ft fwd) (4 ENG 3.0%) * 3rd Segment: Acceleration altitude at 400 feet. Accelerate to retract flaps. 1.2% (4 ENG 1.7%) * 4th segment: 400 feet with clean configuration to 1500 ft at VFTO level out and run applicable checklists

Answer 207

Traffic alert and Collision Avoidance System — “TCAS” TCAS I — Utilizes interrogations of, and replies from, Mode C and Mode S transponders and provides traffic advisories to the pilot TCAS II — Provides traffic advisories (TAs) and resolution advisories (RAs). Resolution advisories provide recommended maneuvers in a vertical direction (climb or descend only) to avoid conflicting traffic.

Answer 208

Automatic Dependent Surveillance – Broadcast aka NextGen: 1. Automatic—The aircraft automatically reports. Dependent—Depends on WAAS GPS on board and an ADS-B transmitter. Surveillance—Allows ATC to watch airplanes. Broadcast—You broadcast your position.

Answer 209

The Aerospace Safety Advisory Panel (ASAP) is an independent group of experts that advises NASA

Answer 210

requires that a hiring air carrier under 14 CFR parts 121 and 135, or a hiring air operator under 14 CFR part 125, request, receive, and evaluate certain information concerning a pilot/applicant’s training, experience, qualification, and safety background, before allowing that individual to begin service as a pilot with their company.

Atlas Air Interview Flashcards

(251 cards)