The weather is awful today, the sun is very bright, cloudless and beautiful blue sky, the temperature

seems to be
about 28 degrees, what a lovely day to go to the beach isn’t it?
Why you want to become a
pilot
First; becoming a pilot
If you were notwasa my dream
pilot whatsince I wasyou
would a child as it
like to the dream of every child and the hope of every young
be
person. being a pilot let you travel everywhere, it’s a good career, the view from the sky is magical, even if it’s the
What’s thunderstorm.
second stressful job in the world but it let us discover our limit and how to deal with emergencies, each day new
destination new faces new story. Be a pilot is really amazing.

Thunderstorm is a storm that develops from a cumulonimbus, in the thunderstorm there is lightning and thunder, it
is a real hazard to flying, it generates an extreme vertical movement that may tear an aircraft apart, and hail that can
severely damage the fuselage, that is why pilot always avoid flying through.

In this picture, we can see a traffic area of an international airport, which includes a tower for air traffic control and
three tanks, which seems to be an aviation fuel tanks and some airport building. We can also see two airplane a
jumbo b747 painted in white and a b767 with 3 lines blue white and red colour operated by American airline
company and which its left engine is in fire, the sky is overgrown with black smoke, the fire fighter are not yet in
place. There is also a black vehicle coming from the left.

I think This situation may occurs for 4 reasons an engine mechanical or overheating problem during start up, a non-
suitable fuel grade, a bad sequence of engine start or perhaps bird strike.
 In this picture, we can see a jumbo b747 painted in white with 3 lines red orange and yellow operated by Iberia
airline company, parked on a traffic area of an airport. The 2 emergency exit doors of the appear side are opened,
the toboggan is deployed, in the under wing surface there is 2 handling vehicles, it seems like the aircraft had an
emergency evacuation and all the passenger are already out.

In my opinion this situation may occurs due to 3 reasons, in case of fire while refuelling with passengers on board,
fire while starting the engine or perhaps in case of a bomb alert. The flight attendant had to deal quickly within 90
seconds to evacuate all passenger and to bring them to a safe place.

The highlighted part shows an escape chutes also called toboggan it’s an inflatable slide used to evacuate an aircraft
quickly, the escape slide is required on all commercial aircraft carrying passenger where the door sill height is up to 6
feet, that in case of evacuation passengers wouldn’t be able to step down from the door uninjured. The escape slide
are packed and held within the door structure inside the slide bustle.

In this picture, we can see a jumbo b747 painted in white with a green and red line colour maintained on the sea
water surface by floating means, emergency exit doors are opened, the aircraft has lost its vertical stabilizer and its
Radom. the fuselage is dirty which means that the accident happens couple days ago, we can also observe 4 men on
the upped wing surface that seems to be aviation investigators, in the background we can note a city and it
buildings.

I think this situations may occurs after an overrun due to a lake of control, insufficient brake or a bad calculation of
landing performance and runway required length, or maybe due to a mid-air collision just after take-off that leaded
to the broken vertical stabilizer.

In this picture, we can see a left engine of a parked white aircraft badly destroyed, the nacelle and the fan are
broken, the lines pipe appear outside, and a black plastic wrapped around the engine, the main landing gear are
blocked with chocks, in the background we observe a white vehicle moving left to right, that’s all what I can say
about this picture the way it was taking don’t give more details.

I believe this this situation may occur for 4 reasons an engine mechanical or overheating problem during start up, a
non-suitable fuel grade, maybe du a bird strike. Or perhaps it was caused by the injection of the black plastic.

In this picture we can see a parked blue and orange painted aircraft in the traffic area of an airport near the fence
barrier, the radom, the front side and the front underneath fuselage of this aircraft is badly destroyed, there is also a
track and a police vehicle, the aircraft fuselage and the upper wing surface is covered with ice deposit.

I think this situation may occur in case of a traffic area incursion with a handling vehicle or a truck, while the aircraft
was taxiing either to its stand or to the runway. Or perhaps the aircraft overrun the ice covered slippery runway. to
avoid like this situation the pilot has to maintain the taxi centreline and to all vehicle to receive a clearance to taxi,
and of course all airport users have to be careful.

In this picture, we see a half right wing of a Boeing aircraft which leading edge slat is stack in the full deflexion
position. We can also mentioned that this aircraft has winglet, static dischargers and vortex generators. The sky is
blue and overcast. The upper wing surface has to be cleaned to maintain a good lift factor.

In my opinion, I think that this situation occurs due to either a mechanical problem, an electrical problem or
hydraulic leak of the system controlling the leading edge slats depending of the aircraft configuration. The pilot will
observe a dissymmetric flight and more drag.
In this picture we observe a left blue engine of an aircraft aspiring ice from the ground, the airport ground is covered
by slush and ice which overlay airport marking, the engine seems to be a rolls roys CFM56. It seems as if the aircraft
is accelerating for taking off, , in the background we observe a white vehicle moving left to right, that’s all what I can
say about this picture the way it was taking don’t give more details.

This situation may occurs while the engine is running and the fan blades turns at a high speed which demand a high
air flow for the combustion either in the fix point for engine test or while making full power to take-off, this situation
doesn’t present a problem for the engine because it’s certified to run in such condition.

In this picture, we see a Cessna two engines turbo-propelled light aircraft panted in white with a red line colour
which performed as we can deduct a perfect emergency landing on a grass field, with landing gear extended, the
right engine nacelle is missed, there is no fire, the pilot and passenger had already evacuate the aircraft. Nobody is
around and the rescue is not yet in place.

In my opinion I think This situation may occurs in case of inflight uncontrollable engine fire which result of an
overheating, oil leak or mechanical problem, or simply due to a n engine shutdown. in this case the pilot has to
perform an emergency landing in the nearest suitable airport or if it’s not possible a company field.
In this picture, we observe a left wing of an aircraft in cruising phase of a flight over-flying the ocean, the sky is blue
and there is some scattered cloud, we notice also a sort of filamentary cloud at the trailing of wingtip. Flaps, speed
braks are retracted, , that’s all what I can say about this picture the way it was taking don’t give more details.

I think This situation may occurs in case of cold temperature at high altitude with a high percentage of humidity, in
this condition the air is condensed in contact with cold surface of the airplane and form the filamentary cloud. Or
perhaps it’s a fuel leak.

This picture shows a main landing gear badly destroyed of a heavy aircraft parked on a traffic area of an airport, the
main gear is composed of four tyres two of the them are burst and the hydraulic liquid is leaking out on the surface.
We can also notice that there is no groove on the front right tyre, which it’s not safe. , that’s all what I can say about
this picture the way it was taking don’t give more details.

In my opinion this situation may occurs due to two principal reasons, maybe the aircraft experienced a hard landing
on a soft field with the tyre at it maximum pressure or with an overweight , or perhaps the aircraft pass over debris
or wreckage of another aircraft on the runway while accelerating or aborting take-off.
This picture shows the front side of a medium aircraft that seems to be a private learjet aircraft.

The radom and windshield are covered with a grey matter that seems to be volcanic ash, the wipers are not in the
normal position maybe the were blocked at this position, the catwalk is opened I guess the crew and passengers are
already out, there is nobody around the aircraft, the picture was taken at night that all what I can say it doesn’t give
more details.

I can’t quite make it out but, perhaps the aircraft come across a volcanic eruption while airborne, to avoid like this
situation, pilots must before every flight check out notams especially ashtams and meteorological charts to figure
out all dangerous activities that can be encounter during flight.

This picture shows the front side of a grey and blue panted Boeing aircraft and its left engine parked at a traffic area
of an airport, the fuselage the windshield and the Radom are covered with ice deposit and slush. The captain and
the first officer are already in the cockpit; at the background, we can observe 4 vehicles. It seems as if the first officer
is doing checklist and waiting for clearance to start-up the engine.

As a pilot I believe that this situation may occur during a clear cold and cloudy night while the aircraft is grounded,
the ice deposit and slush cover all the fuselage including antennas air intakes and pitot tube. This is a serious
situation the crew have to deal with before taking off; they have to follow the company procedure and to de-ice
using special equipment.

In this picture we see an grey painted aircraft operated by northwest company it’s an Avro jet four engine high wing
aircraft, the plane is in its stand with nose down, the nose gear is not fully extended, I guess passengers were
embarking, the air bridge is disconnected from the aircraft and the door is damaged. There is many people around
the aircraft it seems as if they are mechanic engineer trying to fix the problem. The external power unit is connected
to supply aircraft with electrical power. At the background the is so many other airbridge and airport handling
vehicles.

I can’t quite make it out but, perhaps this situation occurs after a power loss, hydraulic pressure relief in the gear
pump or a mechanical problem in the shock absorber which lead to the nose gear retraction. That’s all what I can say
about this situation, I’m a cadet pilot.
This picture shows two aircraft, in the foreground a light high wing mono propelled aircraft painted in grey with
white lines, which left main gear, is stacked in the grass; I think its engine is running, in the background we observe a
tail unit of a white heavy aircraft moving left to right with a red logo. That is all what I can say about this picture, the
way it was taken don’t give more details.

I can’t quite make it out but, perhaps, the heavy aircraft while taxiing to its stand it reversed the light aircraft with its
tail, to avoid like this situations to happen, pilots have to pay attention when taxiing nearby other aircraft and to
follow the marking axes even it’s a taxiway marking or traffic area marking. And of course they have to observe there
aircraft dimension.

This picture shows an airbus heavy aircraft painted in white with two lines red and blue colour in climbing position, it
seems that the aircraft has just lived the runway because the gear retraction sequence is not fully done the hatches
are not closed, and the flaps and slats still in the extension position. the number one engine encounter a problem it
emits white smoke. The sky is cloudless and blue.

I can’t quit make it out but, I think this situation may occurs after an engine non normal shutdown due to a foreign
object injection caused by a bird strike for example or perhaps it was caused by an inflight engine fire which request
to pull the fire handle to extinguish the fire. Or even in case of engine mechanical or overheating problem. In this
case, the crew had to declare a pan pan, and to request a fly back to the departure airport to figure out the problem.

The highlighted part shows an aircraft engine, which is the component of the propulsion system for
an aircraft that generates mechanical power and thrust. Specially this one is a turbojet engine CFM 56
manufactured by rolls roys, It consists of a compressor to draw air in and compress it, a combustion section
where fuel is added and ignited, one or more turbines that extract power from the expanding exhaust gases to
drive the compressor, and an exhaust nozzle that accelerates the exhaust gases out the back of the engine to
create thrust.

This picture shows an airbus white panted aircraft operated by jetblue Airline Company on the runway, the nose
gear is on fire there is also some sparks and a white smoke. the picture shows also runway and taxiway marking and
panels, in the background we observe the traffic area with 3 aircraft two of them seems to be Australian aircraft the
one parked near the hangar has a T tail unit and panted in white, and so many airport handling vehicles catwalk and
air bridge.

I have already seen the mayday episode of this incident, the crew struggle with the defective nose gear, which was
stack in the wrong position after the extension. They declare an emergency and request to land. After landing, the
crew maintained the nose gear as long as they can in the air but just after touching, the tyre exploded, after seconds
the aircraft stopped and everyone was safe, the fire fighter extinguished the fire with a special foam.
This picture shows the front part of a cargo white panted jumbo boeing 747-200 aircraft badly damaged. Many
cracks on the fuselage the cockpit door and the baggage hatch are missed. The nose gear is almost retracted, there is
so many tyres around the aircraft and also it lies on. There is also two red cones and 2 lines on the ground to mark
out the security area around the aircraft, there is nobody near the plane, I guess the picture was taken after a couple
days of the incident.

I can’t quit make it out but, I think the aircraft life is over the place is a pound and the aircraft is left here after a long
time of service. Of perhaps the aircraft experienced an overrun during take-off or landing due to a defective brakes,
or maybe it experienced an emergency landing at a none prepared surface after all engine shutdown caused by a
tumble down.
ELP TASK2 Q201

The pilot is not familiar with the airport layout because he was instructed by Bordeaux Ground to taxi
to holding position R29 via E6 and F but he took a wrong direction and re-cleared via E5 S1 and F, and
because he give a wrong read back R23 instead of R29.

The controller didn’t issue a take-off immediately after lining up because there was another
departing aircraft from holding position P4 and Air France 22H was number Two for departure.

ELP TASK 2 Q202

The first instruction given by controller to the pilot was to descend to 3000 ft and to expect ILS
approach R25R.

The pilot notice that the glide slope portion of the ILS is out of service and he decide to make a go
around because he was too high.

ELP TASK 2 Q203

Air France flight crew decided to return to the airport because engine number one has failed.

When the flight crew advised the controller of their intention to return for landing the controller
instructed them to fly direct to Echo Victor XRAY to descend to 6000 feet and to expect ILS approach
R 08R.

ELP TASK 2 Q204

The assistance required by G-TC was a Radar Vectoring because they were not sure about their
position.

When instructed by the controller to turn right for identification the pilot didn’t follow the
instruction because he notice that the aircraft is transponder equipped and requested a SSR code.

ELP TASK 2 Q205

The last instruction given by the controller to the pilot was to maintain 2000 feet and to report
passing overhead H

In this situation, it’s necessary for PH-DDU to leave the Eindhoven CTR, because it’s a VFR flight and
they lost all Contact with the CTR. However, in morocco if a VFR flight lose contact with ATC within a
CTR, the pilot has only to fly 500 feet above normal runway circuit altitude and observe visual
instructions.

ELP TASK 2 Q206

The problem is that Iberia 751 has lost it’s number 3 engine what was probably due to a bird strike
because the pilot notice a lot of birds.

The pilot preferred to go around, first because it’s a recommendation then to stabilise the aircraft to
do engine shutdown emergency checklist to secure it, And to perform another safe approach with 3
engines.
ELP TASK 6

This diagram shows (airport name) international* airport’s layout which includes N hangar N terminal
N tower control N parallel* and crossing* runway. There is N aircraft moving on the manoeuvring
area, the number 1 aircraft is (taxiing via, has just landed, has just taking off, prepare for take-off),
number 2 aircraft is …. . The possible conflict Is between aircraft N and N, which are taxiing on the
same taxi way, nose to nose, by night and low visibility a taxi way/ runway in cursing is possible if no
ground radar is installed.
In command of a Fokker 50 two engine turboprop for a flight between madrid and Marseille while in crusing phase
we encounter a severe turbulence due to thunderstorm activity, trying to avoid it we lost control of the aircraft
which experienced a steep diving turn and high loads.

Mayday mayday mayday this is regus air 661, experiencing steep diving turn, we have lost aircraft control, unable to
maintain hight crossing FL 180 diving. Call you back.

In this situation, as far as I’m concerned as a pilot, I will follow the procedure:

Reduce thrust. Centralize the controls? Level the wings whith co-odinated use of the controls. And stop diving by
raising the nose to the normal gliding attitude, and of course trust aircraft instruments in the absence of real
horizon.
During flight from rome, a fight broke out between two male passengers because one of them embraced a female
passenger, the cabine crew were unable to stop the fight, and the captain made the crucial decision to fly back to
rome were the two passenger were disembarked.

In my opinion as far as I’m concerned as a pilot, the crew react properly to this situation, first trying to stop the fight
if unable demand to two other passengers to control and tie the fighters, and to divert to the suitable airport to
disembark them.

I think this kind of situation can be prevented, by controlling state of passengers before the flight, don’t serve
alcoholic drinks during flight even if it’s a commercial airline, furthermore each company can employ a police man in
each flight, to stop like this situations.
While taxing to the runway for take-off a hysterical man tries to leave the airplane and screaming, the cabin crew
was unable to calm him, fortunately he didn’t enter to the cockpit the door was closed, then the hysterical man
managed to open the emergency door, the escape chutes was deployed, I stopped the aircraft and the man was
controlled by my cabin crew.

If a had been a passenger on this flight I would have been afraid of this man, but as far as I’m concerned as a pilot if I
were a passenger I will managed to calm him down and to overpower him.

I don’t really know why these types of incidents are increasing but in my opinion I think it’s due to the lake of
information about airplanes, be afraid is a normal reaction, but they have to know that airplane is the safest
transport mean after the elevator. In Europe, there is a kind of training centre for raising the fear of flying.
While cruising, the crewmember detected and smelled smoke coming for an airplane lavatory, they managed to
figure out the problem the captain removed a panel and the smoke spreed rapidly over the lavatory. Fortunately the
crew successfully extinguish the fire using a halon fire extinguisher. The captain declared an emergency. The aircraft
landed safely.

Shortly after the lavatory door was opened, the smoke filled that section

As far as I’m concerned as pilot training for emergency procedures is so important, it let us deal rapidly and
effectively with emergencies, we are humain before all, training transform emergencies to a routine situations, all
we have to do is to follow procedures and checklist.
In a flight to vancoover, During climb, we notice a fluctuation in the oil quantity of the number 3 engine, hours after
the oil quantity dropped to zero, we shut down the engine and decide to divert, although the weather wasn’t good
we landed safely without incident, we think we have hit a bird during take-off.

The diversion to anchorage was cancelled due to bad weather.

As far as I’m concerned as a pilot, To prevent bird strikes, first landing light must be on during take-off and landing,
some airport uses pyrotechnics daily to drive the birds away, like a banger shot from a pistol, Bird distress
signals,or also by using raptors to eliminate the bird fleet.
ELP Test
TASK 4 TRANSCRIPT

Air Maroc 451, Zurich Departure, identified on departure, climb to

1
Flight Level 110

HB-OSL after departure left turn out climbing to 1.500 feet, cleared for
2
take off runway 04, wind 060 degrees 12 knots

Speedbird 997, on vacating contact Schiphol Ground on 121.7 , advise

3
if in need of any assistance

4 L-CA, report reaching Flight Level 65 and set heading to Olno

Alitalia 14V, maintain flight level 200, crossing traffic left to right 1.000
5
feet below
ELP Test
TASK 4 TRANSCRIPT

1 Cathay Pacific 013, climb to Flight Level 90

2 Speedbird 997, contact Brussels Departure on 126.625

KLM90J, start up approved, cleared Amsterdam Schiphol WESCOTT 4

3
Delta departure, squawk 4561

Air Maroc 451, taxi via Echo holding point runway 16, wind 140
4
degrees 8 knots, QNH 1023, report before crossing runway 10

S-Tail 12DU, cleared ASDAK – BATTY – FLORA runway 02, maintain

5
assigned speed, number 1
ELP Test
TASK 4 TRANSCRIPT

Air Maroc 451, cross runway 10, expedite crossing, traffic 5 miles final
1
runway 10

2 Baby 997, descend with the glide, contact Warton Tower on 130.8

3 H-KR line up and hold runway 16

Scandinavian 1907, negative, after landing airbus 320 has passed,

4
cross runway 10

Alitalia 14V, identified, cleared BATTY–FLORA, expect radar vectors

5
ILS approach runway 02
ELP Test
TASK 4 TRANSCRIPT

Scandinavian 1907, give way to Air Maroc Boeing 737 coming from the
1
right.

Air Maroc 451, cleared to descend to Flight Level 70 when ready, to be

2
level abeam PSL.

IF-GHR, Barcelona approach, report overhead VIBIN, expect vectoring

3
ILS approach runway 07R, maintain FL60 upon reaching.

4 H-SL, contact Eindhoven Tower on 131,0

L-CA, after departure climb straight ahead to 2.000 feet, when

5
reaching 2.000 feet right turn inbound ALPHA.
ELP Test
TASK 4 TRANSCRIPT

American 88, stand-by for pushback, traffic is pushing on gates 205

1
left and 353, expect about 5 minutes delay

HB-OSL, from present position direct to Tango, contact Dutch Mil on

2
132.350

3 H-KR, maintain Flight Level 90, contact Swiss Radar on 128.050

4 I-MF negative, taxi via Romeo 1 to holding point runway 07 left

Virgin Express 745, number 3 for runway 07 left, reduce speed to 250
5
knots, maintain Flight Level 90 upon reaching
ELP Test
TASK 4 TRANSCRIPT

H-KR, start-up approved, cleared Charles de Gaulle via DEGES One

1
Romeo departure, squawk 3515

Air Maroc 451, Zurich departure, identified on departure, climb to

2
Flight Level 110

Lufthansa 3YZ, for information CSA Boeing 737 is pushing on gate

3
205 left

HB-OSL, from present position direct to Tango, contact Dutch Mil on

4
132.350

Scandinavian 1907, climb to Flight Level 110, when passing Flight

5
Level 80 set heading direct to RUSOT
ELP Test
TASK 4 TRANSCRIPT

1 Emirates 555, cross OLNO at or above Flight Level 130.

Shamrock 22 Heavy, give way to Airbus 320 passing left to right, taxi
2
to holding point runway 05 Left.

Lufthansa 3YZ, for information CSA Boeing 737 is pushing on gate

3
205 Left.

PH-ADD, join left hand downwind runway 29, wind 220 degrees 12
4
knots, temperature minus 4, QNH 997 Hectopascals.

5 Finnair 849, report rate of climb to Amsterdam Control on 129.3

ELP Test
TASK 4 TRANSCRIPT

China Eastern 45, maintain Flight Level 130 until 6 minutes after
1
passing BARCELONA

F-MJ, taxi via R2, R3, R4, Inner 8, Inner 9 and Inner 10 to maintenance
2
hangar. Give way to Boeing 767 opposite on R4.

3 Saudia 89 Heavy, cleared ILS approach runway 32, report final

Speedbird 228, expedite crossing runway 12, traffic Airbus A380 5

4
miles final

5 O-ME, contact Tower on 118.30

ELP Test
TASK 4 TRANSCRIPT

Speedbird 123, descend to 4000 feet, QNH 994, cleared VOR approach
1
runway 11, report final.

F-MJ, stop immediately. You were instructed to give way to Boeing

2
767 in front.

American 111, climb straigh ahead to 3000 feet before turning right,
3
cleared for take-off.

PH-ADD, join left hand downwind runway 29, wind 220 degrees, 12
4
knots, temperature minus 4, QNH 997 Hectopascals

SE-DHO, Marignac Ground, taxi via P3 and E2 to Apron A, Stand 125,

5
caution centre line taxiway lighting unserviceable
ELP Test
TASK 4 TRANSCRIPT

Shamrock 22 Heavy, give way to Airbus A320 passing left to right, taxi
1
to holding point runway 05L.

2 F-MJ, after Boeing 767 has passed, continue taxi.

Koreanair 882, depart runway 04, after passing flight level 80 turn right
3
heading 120 to intercept track 304 to DUBLIN NDB.

Air France 558, collision alert, turn right heading 010 immediately to
4
avoid traffic deviating from adjactent approach, climb to 3000 feet.

5 L-OB, standby 118.30 for Merignac Tower.

ELP Test
TASK 4 TRANSCRIPT

Japanair 82, depart runway 18C, after departure turn left heading 120
1
to LILLE.

L-NBRF, Brussels Ground, taxi via C4, E3 and Inner 9 to Gate 135,
2
hold short of taxiway E3.

Speedbird 36 Heavy, unknown traffic 11 o'clock, 11 miles, crossing

3
left to right, fast moving.

L-CA, increase rate of descend to 800 feet a minute, until passing 4000
4
feet.

Etihad 445 via holding point A1 line-up and wait runway 26, one
5
aircraft to depart before you from holding point A2.
ELP Test
TASK 4 TRANSCRIPT

Spanair 327, cleared straight in approach runway 34, surface wind 260
1
degrees 5 knots, QFE 1006, report final.

2 L-RF, behind Cessna 206 on Inner 9, continue taxi to Gate 135.

Qatari 691, hold position, cancel take-off, I say again cancel take-off,
3
acknowledge.

G-EX, avoiding action, turn left heading 230 degrees, pop-up traffic
4
was 12 o’clock 6 miles, no height, reciprocal heading.

HP-VSL, after departure left turn out, climb initially to 1000 feet,
5
cleared for take-off runway 04, wind 060 degrees 10 knots.
ELP Test
TASK 4 TRANSCRIPT

1 I- EF, monitor ATIS on 122.2

LX-FCA, Brussels control, descend to 3.000 feet, Liege QNH 1006,

2
expect left hand circuit, runway 23L

Skandinavian 1907, behind departing Boeing 737 line up behind,

3
runway 16

4 I-EF, start up approved, caution, Fokker 50 taxiing out

5 Alitalia 14V, descend to flight level 200, reduce speed to 250 knots.
ELP TASK 7.

What are the danger to fly in or below a thunderstorm?

The danger to fly in or below a thunderstorm is that the thunderstorm develops a severe turbulence
and hails that can tear an aircraft apart and damage its fuselage. The pilot can lose the aircraft
control and experience a steep diving turn.

In your opinion what is the objective of a pre-flight briefing?

The objective of a pre-flight briefing is to prepare the eventual actions and acts to do in case of a
non-routine situation, this refresh the memory and the crew reacts rapidly and effectively with
coordinated action to the problem. And of course to discuss the information and the next step.

What are the dangers of flying in icing conditions?

Flying in icing conditions without prevention is so dangerous, it increase the weight of the aircraft, it
destroyed the lift and increase the drag, and the most dangerous is the obstruction of the pitot tube
and the jam of controls.

What would you if you aircraft was struck by lightning?

Normally any aircraft is equipped with static discharger to prevent from lightning but in case of
struck by lightning first I will protect my eyes, eliminate all no necessary electronic devices and
instruments and continue flying normally it’s not a dangerous situation.

List the procedures you would follow during an engine failure enroute?

First observe the engine instruments and switches. Then if the failure is confirmed securing the
engine by putting power lever to idle, closing fuel pump alternator to off, attempt to restart the
engine if not successful declare a pan pan and continue with one engine inoperative.

How would you handle an engine fire on start-up?

First, stop the engine by putting power lever to idle, closing the fuel pump and pulling up the engine
fire extinguisher. If any passenger on board disembark them and leave the aircraft after declaring an
emergency to control.

What would you do if, during cruise flight, a flight attendant reports that a passenger suffered a
heart attack?

If a passenger on board suffers a heart attack, I will ask if there is any doctor on board to give him the
first aid, then I will communicate with control to alert them about the situation on board and ask for
a diversion to the next suitable airport when there is a potential medical assistance.

Do you think that ditching an aircraft is a dangerous procedure? Why or why not?

I think that ditching an aircraft is a dangerous procedure because an aircraft is made to fly not to
float, especially if engines are installed under wings, approaching the water at high speed is so
dangerous and the aircraft can be dissociated. Nevertheless, there is a special training in simulator to
be prepared for this eventual event.

Can you describe a typical working day?

A typical working day start in the airport dispatch where the crew receive the day flight’s
information: the destination number of passenger weather and all type of information related with
the projected flight. then a briefing with crewmember: cockpit and cabin crew. a walk around to
verify the airplane state, then a normal flight taking off climbing cruising descent and landing. Then
the crew take a rest at a hotel to be prepared for the next flight.
What are the most dangerous phase of flight? Why?

The most dangerous phase of flight is the take-off because it demand a huge concentration. The
aircraft is heavy and near the ground the manoeuvring margin is limited and any mistake can lead to
a disaster. The crew have to react properly and effectively to any incident.

How would you describe perfect flying conditions?

Perfect flying conditions for any pilot is a VMC condition, a good weather no clouds a good visibility
no turbulence, and no instrument or engine problem.