YOUR GUIDE TO SUCCESS

CADET PILOT

INTERVIEW MANUAL
POETIC PILOT ACADEMY

8800320787 WWW.POETICPILOTACADEMY.COM
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PHYSICS

1. Newton’s Laws of Motion

First Law (Inertia):

A body remains at rest or in uniform motion unless acted on by an external force.
→ Explains the need for brakes, engines, and external controls in flight.

Second Law (F = ma):

The force acting on a body is equal to its mass times acceleration.
→ Used in thrust, acceleration, and takeoff calculations.

Third Law (Action = Reaction):

Every action has an equal and opposite reaction.
→ Explains how jet engines generate thrust.

2. Equations of Motion

v=u+at

s=ut+1/2at2

v2=u2+2as

3. Types of Energy

• Kinetic Energy: Energy of motion (aircraft in flight)

• Potential Energy: Due to altitude (gravitational potential)
• Chemical Energy: Stored in fuel, released in combustion
• Thermal Energy: Produced by engines
• Electrical Energy: Powers avionics and systems

Aviation Relevance:
All phases of flight involve transformation of energy forms, especially during climb, cruise, and
descent.

4. Pascal’s Law

Law: Pressure applied to a confined fluid is transmitted equally in all directions.

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Formula:

P=F/A

Application in Aviation:
Forms the basis of hydraulic systems used in landing gear, flaps, brakes, and control surfaces.

5. Bernoulli’s Theorem

Principle:
Bernoulli’s Theorem states that for an incompressible, non-viscous fluid flowing in a steady
streamline, the total mechanical energy (sum of pressure energy, kinetic energy, and potential
energy) remains constant along a streamline.

Formula:

P+1/2ρv2+ρgh=constant

Aviation Relevance:
Explains lift generation. Faster airflow over the curved upper surface of a wing leads to lower
pressure above and higher pressure below, resulting in lift.

6. Equation of Continuity

Principle:
The Principle of Continuity states that for an incompressible, steady-flow fluid, the mass flow
rate must remain constant throughout the flow.
This means that the product of cross-sectional area and flow velocity is constant at all points
along a streamline.

Formula:

A1V1=A2V2

Aviation Application:
Used in understanding venturi tubes, and carburetors.

7. Boyle’s Law

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Law:
At constant temperature, pressure and volume of a gas are inversely proportional.

Formula:

P∝1/V

Aviation Relevance:
Explains gas expansion at high altitudes. Critical in pressurization and oxygen system design.

8. Charles’s Law

Law:
At constant pressure, the volume of a gas is directly proportional to temperature.

Formula:

V/T=constant

Aviation Relevance:
Relates to behavior of gases in varying altitudes and cabin pressurization systems.

9. Dalton’s Law of Partial Pressures

Law:
The total pressure of a gas mixture equals the sum of partial pressures of individual gases.

Formula:

Ptotal=P1+P2+⋯+Pn

Aviation Relevance:
Used to understand oxygen content in air and the effects of hypoxia. Explains the need for
supplemental oxygen at high altitudes.

10. Avogadro’s Law

Law:
Equal volumes of gases at the same temperature and pressure contain the same number of
molecules.

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Formula:

V∝n

Aviation Relevance:
Supports understanding of gas mixtures in oxygen bottles and cabin air at different altitudes.

11. Ohm’s Law

Law:
Voltage across a conductor is proportional to current, with resistance as the constant of
proportionality.

Formula:

V=IR

Aviation Relevance:
Fundamental to aircraft electrical system diagnostics and operation of electronic circuits.

12. Electric Current – AC and DC

• Direct Current (DC): Constant direction, used in avionics, lighting, battery systems.
• Alternating Current (AC): Alternates direction, used in larger aircraft systems like
motors, heaters.

Aviation Application:
DC powers essential flight systems. AC is used for heavy electrical loads, often transformed for
specific systems.

13. Rectifiers – Half Wave & Full Wave

Purpose:
Convert AC to DC.

• Half-Wave Rectifier: Uses only one half of the AC cycle.

• Full-Wave Rectifier: Uses both halves, more efficient.

Aviation Use:
Enables AC alternator output to be converted into stable DC power for avionics and instruments.

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14. Transformers – Step-Up & Step-Down

Principle:
Transformers use electromagnetic induction to increase or decrease voltage.

• Step-Up Transformer: Increases voltage, lowers current.

• Step-Down Transformer: Decreases voltage, increases current.

Aviation Use:
Used in ground power units and internal aircraft systems to regulate electrical supply as needed

GK

Oceans of the World (5)

• Pacific Ocean
• Atlantic Ocean
• Indian Ocean
• Southern Ocean
• Arctic Ocean

Continents of the World (7)

• Asia
• Africa
• North America
• South America
• Europe
• Australia
• Antarctica

India’s 28 States & 8 Union Territories (Total 36)

State/UT Capital(s) Main Airport(s)

Andhra Pradesh Amaravati Vijayawada International Airport

Dibrugarh Airport (nearby

Arunachal Pradesh Itanagar
Assam) / Pasighat (IXT)

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State/UT Capital(s) Main Airport(s)

Lokpriya Gopinath Bordoloi
Assam Dispur (Guwahati)
International Airport (GAU)
Bihar Patna Jay Prakash Narayan Airport (PAT)
Chhattisgarh Raipur Swami Vivekananda Airport (RPR)
Goa Panaji Dabolim Airport (GOI)
Sardar Vallabhbhai Patel International
Gujarat Gandhinagar Airport (AMD – Ahmedabad), Surat
(STV), Vadodara (BDQ)
Shaheed Bhagat Singh International
Haryana/Chandigarh Chandigarh
Airport (IXC)
Jubbarhatti Airport (Shimla; small
Himachal Pradesh Shimla
domestic)
Jharkhand Ranchi Birsa Munda Airport (IXR)
Kempegowda International Airport
Karnataka Bengaluru
(BLR)
Kerala Thiruvananthapuram Trivandrum International Airport (TRV)
Madhya Pradesh Bhopal Raja Bhoj Airport (BHO)
Chhatrapati Shivaji Maharaj
Maharashtra Mumbai International Airport (BOM), Pune
(PNQ), Nashik (ISK)
Manipur Imphal Imphal International Airport (IMF)
Imphal (IMF) nearby – Shillong has a
Meghalaya Shillong
small airport
Mizoram Aizawl Aizawl Airport (Lengpui; domestic)
Nagaland Kohima Dimapur Airport (DMU; serves Kohima)
Odisha Bhubaneswar Biju Patnaik International Airport (BBI)
Sri Guru Ram Das Ji International
Punjab Chandigarh
Airport (ATQ – Amritsar)
Rajasthan Jaipur Jaipur International Airport (JAI)
Sikkim Gangtok Pakyong Airport (domestic; small)
Chennai International Airport (MAA),
Tamil Nadu Chennai Coimbatore (CJB), Madurai (IXM),
Tiruchirappalli (TRZ)
Rajiv Gandhi International Airport
Telangana Hyderabad
(HYD)
Tripura Agartala Maharaja Bir Bikram Airport (IXA)
Chaudhary Charan Singh Airport (LKO),
Uttar Pradesh Lucknow
Varanasi (VNS), Ayodhya (AYJ)
Uttarakhand Dehradun Jolly Grant Airport (DED)

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State/UT Capital(s) Main Airport(s)

Netaji Subhas Chandra Bose
West Bengal Kolkata International Airport (CCU), Bagdogra
(IXB)
Andaman & Nicobar Veer Savarkar International Airport
Port Blair
Islands (UT) (IXZ)
Dadra & Nagar Haveli and
Daman Diu Airport (DIU)
Daman & Diu (UT)
Indira Gandhi International Airport
Delhi (UT) New Delhi
(DEL)
Srinagar (summer),
Jammu & Kashmir (UT) Srinagar (SXR), Jammu (IXJ)
Jammu (winter)
Kushok Bakula Rimpochee Airport
Ladakh (UT) Leh
(IXL)
Lakshadweep (UT) Kavaratti Agatti Airport (AGX)
Puducherry (UT) Puducherry Pondicherry Airport (PNY)

Position Name
Prime Minister Narendra Modi
President of India Droupadi Murmu
Vice President Jagdeep Dhankhar
Home Minister Amit Shah
Defense Minister Rajnath Singh
Civil Aviation Minister Kinjarapu Ram Mohan Naidu
Key Cabinet Ministers
Finance Nirmala Sitharaman
External Affairs S. Jaishankar

MENTAL MATHS

1. Time Conversions (Minutes into Fractions of an Hour)

Minutes Fraction of 1 hour

10 min 1/6
15 min ¼
20 min 1/3
30 min ½
40 min 2/3

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45 min ¾
50 min 5/6

2. Aviation Units and Constants

• 1 Knot = 1 Nautical Mile per Hour (NM/hr)

• 1 Nautical Mile (NM) = 1.852 km = 1852 meters = 6080 feet
• 1 Meter = 3.2808 feet
• 1 Foot = 0.3048 meters = 12 inches
• 1 Inch = 2.54 cm
• Standard Temperature Lapse Rate = 2°C per 1000 feet = 6.5°C per kilometer
• UTC + 5:30 = Indian Standard Time (IST)

3. Speed, Distance, and Time Calculations

Q. How far do you travel at 90 knots in 1 minute?

Q. A320 consumes 1500 kg/hr per engine. What is total fuel used in 1 hr 20 min (twin
engine)?

Q. Distance at 160 knots in 45 mins:

Q. Distance at 72 kmph in 45 mins:

Q. Distance at 9 kmph in...

• 20 mins:
• 40 mins:
• 45 mins:

Q. Travelling at 39 kmph for 20 mins:

Descent Calculations (Rate of Descent)

Q. Starting at 30,000 ft with a ROD of 500 ft/min:

• In 6 mins:
• In 10 mins:

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Q. Starting at 34,000 ft with a ROD of 1,200 ft/min:

• In 2 mins:
• In 5 mins:

Q. Starting at 26,000 ft with a ROD of 700 ft/min:

• In 4 mins:
• In 10 mins:

Fuel

Q. A jet burns 1800 kg/hour. How much will it consume in 2.5 hours?

Q. If an aircraft burns 900 kg/hour, how much in 40 minutes?

Q. At 1500 kg/hour, how much fuel is burned in 1 hour 20 minutes?

Q. You have 2400 kg of fuel and the aircraft burns 600 kg/hour. What is the endurance?

Q. Total fuel onboard is 3200 kg. Fuel flow is 800 kg/hour. What is the endurance?

Q. Aircraft has 5000 kg fuel remaining. Consumption rate is 1250 kg/hour. How long can it fly?

Temperature Calculations (ISA Deviation)

Q. If ISA is +10°C at 3000 ft in Bangalore, what is the OAT?

• ISA temp at sea level = 15°C

• ISA +10 = 25°C
• Lapse rate at 3000 ft = 2°C × 3 = 6°C drop
• OAT = 25 - 6 = 19°C

Q If its ISA is -5°C at 6000 ft, what is the OAT?

Q. If its ISA is +15°C at 2000 ft, what is the OAT?

Q. If its ISA is +8°C at 5000 ft, what is the OAT?

Q. If its ISA is -10°C at 7000 ft, what is the OAT?

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9. Time Zone Conversion

Q. UTC = 17:00; India = UTC+5:30; Dubai = UTC+4:00 → Find Dubai time

• Indian time = 17:00 + 5:30 = 22:30

• Dubai is 1:30 behind IST = 22:30 - 1:30 = 21:00

10. Percentage Calculations (Shortcut Technique)

Q. Find quick percentage values:

Question Trick Used Answer

33% of 300 33 × 3 99
75% of 200 75 × 2 150
60% of 400 60 × 4 240
40% of 300 40 × 3 120
55% of 500 55 × 5 275

Tip: Remove the zeros and multiply the percentage directly with the reduced number.

1. Aerofoil Basics

• A surface or structure, such as a wing, designed to generate lift when moving through air
by producing a pressure difference between its upper and lower surfaces, due to its
specific shape and angle of attack
• Leading Edge (LE): Forward-most point of the aerofoil.
• Trailing Edge (TE): Rear-most point.
• Chord Line: A straight line connecting the LE and TE.
• Chord: Length along the chord line from LE to TE.
• Mean Camber Line: A curved line midway between the upper and lower surfaces.
• Camber: Maximum distance between the chord line and the mean camber line.
• Angle of Attack (α): Angle between the chord line and the relative airflow.
• Leading Edge Radius: The curvature at the front of the aerofoil.
• Centre of Pressure (CP): Point on the chord line where total lift force is considered to
act.

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2. Forces Acting on an Aircraft

Force Direction Description

Generated by wings due to pressure difference between upper and lower
Lift Upward
surfaces.
L=1/2ρV2CLS

| Weight | Downward | Gravitational force acting through the aircraft's center of gravity.
| Thrust | Forward | Produced by engines to overcome drag.
| Drag | Opposes motion | Air resistance acting opposite to the direction of motion.

D=1/2ρV2CDS

Force Interdependence:

• Greater weight → more lift required

• More lift → more induced drag
• More drag → more thrust required

3. Types of Drag

1. Parasite Drag – aerodynamic drag on an aircraft that is not associated with the production
of lift, arising from the friction and pressure forces as air flows over the aircraft’s surface.
increases with speed.

• Skin Friction Drag: Due to air molecules rubbing against the aircraft surface.
• Form Drag: Caused by the shape and cross-sectional area of the aircraft.
• Interference Drag: Occurs where different aircraft surfaces meet (e.g., wing-fuselage
junction).

2. Induced Drag – Arises as a by-product of lift.

• Caused by wingtip vortices and airflow deflection (downwash).

• Inversely proportional to speed; significant during low-speed phases (takeoff, landing).

4. Angle of Attack (AOA)

• The angle between the chord line of the wing and the relative airflow.
• As AOA increases, lift increases—up to the critical angle.
• Beyond the critical angle, airflow separates and causes a stall.

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5. Lift Generation (Theory of Flight)

• Aerofoils are cambered — meaning the upper surface is curved and longer than the flatter
lower surface.
• As air approaches the wing, it splits at the leading edge and travels above and below the
wing.
• Due to the curvature (camber), air must travel a longer path over the top surface.
To meet the air flowing below, it accelerates — resulting in lower pressure
(Bernoulli’s Principle).
• The pressure above the wing becomes lower than the pressure below.
• This pressure difference generates an upward force called lift.

6. Equilibrium in Flight

In straight and level flight, the aircraft is in equilibrium, meaning:

• Lift = Weight
• Thrust = Drag
• Sum of all moments = 0

7. Centre of Gravity (CG)

• Point where the total aircraft weight is considered to act.

• Crucial for stability and control.
• Must lie within manufacturer-specified limits.
• CG shifts based on fuel, passengers, and cargo distribution.

8. High Lift Devices

High lift devices are deployed during takeoff and landing to increase the lift coefficient (Cl),
allowing the aircraft to operate safely at lower speeds.

Trailing Edge Flaps

• Purpose: Increase camber → increase lift coefficient (Cl)

• Common Types:

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1. Plain Flap
2. Split Flap
3. Slotted Flap
4. Fowler Flap (extends rearward and downward for greater surface area)

Effect on Flight:

• Increased Lift: Helps the aircraft generate sufficient lift at low speeds.
• Increased Drag: Especially at higher flap settings (e.g., Flap 30).
o Takeoff (Flap 5 or 10): Moderate flap setting increases lift with minimal drag —
allowing quicker acceleration and rotation.
o Landing (Flap 30 or full): Larger deflection increases both lift and drag
significantly.
→ This increased drag helps slow down the aircraft, allowing a steeper
approach, lower landing speed, and shorter stopping distance.
• Center of Pressure (CP) moves rearward → creates a nose-down pitching moment.

Leading Edge Devices

Used mainly on high-speed, low-camber wings to maintain attached airflow and delay stall.

1. Krueger Flap
o A panel on the lower leading edge that rotates forward to increase camber.
2. Variable Camber Leading Edge
o A flexible leading edge that changes shape for optimized performance.
3. Slats and Slots
o Slat: A small, movable aerofoil on the leading edge.
o Slot: The gap between the slat and wing.
o Allows high-energy airflow to pass through and re-energize the boundary layer,
delaying flow separation and stall at high angles of attack.

9. Boundary Layer Concepts

• Boundary Layer: Thin layer of airflow close to the vicinity of the aircraft.
• Laminar Flow: Smooth, consistent airflow—low drag.
• Turbulent Flow: Chaotic, high-energy flow—more drag but less prone to separation.
• Transition Point: Where laminar turns turbulent.
• Separation Point: Where the boundary layer detaches from the surface—causes stall.

Stall

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A stall occurs when the angle of attack exceeds a critical limit, causing airflow separation
over the wing and a sudden loss of lift.

• Caused by: High angle of attack, usually at low speed or during aggressive pitch-up.
• Result: Aircraft nose drops, lift decreases, potential roll or yaw.
• Recognition: Stall warning, control softness, buffeting.
• Recovery:
1. Reduce angle of attack
2. Apply full power
3. Level wings
4. Regain safe flying attitude

Stall is angle-of-attack dependent, not just speed-dependent, and most critical during takeoff,
approach, and turns.

1. Primary Flight Controls

These are essential control surfaces that directly manage the aircraft’s orientation and ensure safe
flight. They govern the three principal axes of motion:

Control Motion
Axis Controlled Location
Surface Controlled
Longitudinal
Ailerons Roll Trailing edge of each wing (outboard)
axis
Trailing edge of the horizontal
Elevator Lateral axis Pitch
stabilizer
Rudder Vertical axis Yaw Trailing edge of the vertical stabilizer

2. Secondary Flight Controls

These systems enhance aircraft performance, stability, and pilot comfort by reducing workload
or modifying aerodynamic characteristics.

Device Function
Flaps Increase both lift and drag; used during takeoff and landing.
Slats & Leading-edge devices that delay airflow separation at high angles of attack;
Slots increase lift.
Decrease lift and increase drag; used for descent, roll assist, or braking after
Spoilers
landing.
Trim Tabs Reduce pilot input effort by balancing aerodynamic forces on primary controls.

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1. Piston Engine (Reciprocating Engine)

• Working Cycle: Otto Cycle (Four-Stroke)

• Main Components: Cylinder, piston, intake valve, exhaust valve, spark plug, crankshaft

Four Strokes of Operation:

1. Intake Stroke:
o Piston moves from Top Dead Centre (TDC) to Bottom Dead Centre (BDC)
o Inlet valve opens → fuel-air mixture is drawn into the cylinder
2. Compression Stroke:
o Both valves closed
o Piston moves BDC → TDC, compressing the mixture, raising pressure and
temperature
3. Power Stroke:
o Spark plug ignites the compressed mixture
o Rapid expansion drives piston downward (BDC)
o Crankshaft rotates, transferring power to the propeller
4. Exhaust Stroke:
o Exhaust valve opens
o Piston moves from BDC → TDC, expelling burnt gases

• TDC (Top Dead Centre): Highest point piston can reach

• BDC (Bottom Dead Centre): Lowest point piston can reach
• Crankshaft: Converts reciprocating motion into rotational motion for propeller

2. Jet Engine (Gas Turbine Engine)

• Working Principle: Newton’s Third Law – "For every action, there is an equal and
opposite reaction."
• Function: Produces thrust by accelerating exhaust gases backward.

Main Components & Stages:

1. Intake (Suck):
o Ambient air enters the engine; airflow must be smooth (laminar)
2. Compression (Squeeze):
o Air is compressed using multi-stage axial compressors (low and high pressure)
3. Combustion (Bang):
o Fuel is mixed with compressed air and ignited
o ~20% air for combustion (primary), ~80% for cooling (secondary)
4. Turbine (Blow):

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o Expanding hot gases rotate turbine blades

o Turbine drives the compressor and accessories
5. Exhaust (Thrust):
o Gases expelled at high speed through the nozzle → generates thrust

3. Bypass Ratio (BPR)

• Definition: Ratio of air mass bypassing the engine core to the mass flowing through the
core
• Example:
o BPR 10:1 → 10 kg of bypass air for every 1 kg of core air
• Application:
o A320 CFM LEAP (High Bypass): ~5:1
o A320neo LEAP-1A (Ultra High Bypass): ~8:1

Higher bypass ratio →

• More efficient
• Less noise
• Better fuel economy

4. Reverse Thrust

• Used during landing to help slow down the aircraft

• Redirects engine thrust forward by deploying thrust reversers
• Activated by pilots after touchdown (via throttle levers)
• Especially effective on wet, icy, or short runways
• Found on most commercial jet engines; not used below taxi speeds to avoid FOD (foreign
object damage)

5. Summary Table – Piston vs Jet Engine

Feature Piston Engine Jet Engine

Cycle Otto (Four-stroke) Brayton (Continuous cycle)
Air Intake By suction during intake stroke Continuously through intake
Compression Single stroke Multi-stage compressor
Ignition Spark plug Continuous combustion
Power Generation Piston + crankshaft Turbine rotation → thrust

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Feature Piston Engine Jet Engine

Efficiency High at low altitudes and speeds High at high altitudes and speeds
Common Use General aviation Commercial airliners, military jets

MET

1. The Atmosphere

• Definition: A gaseous envelope surrounding the Earth, essential for weather, flight, and
life.
• Composition: Mainly nitrogen (~78%) and oxygen (~21%), with trace gases.
• Earth’s heating: Heated from below by re-radiated longwave energy from Earth's
surface (greenhouse effect).

2. Layers of the Atmosphere

Layer Altitude Characteristics

Surface to ~16–18 km at Contains most weather and water vapor;
Troposphere
equator; ~8–10 km at poles temperature decreases with altitude
Contains the ozone layer; temperature increases
Stratosphere ~10 to 50 km
with altitude due to ozone absorption
Coldest layer; temperature decreases with
Mesosphere ~50 to 80 km
altitude; meteors burn up here
Temperature rises sharply; auroras occur here;
Thermosphere ~80 to 400+ km
very low air density

3. International Standard Atmosphere (ISA) – Sea Level Conditions

• Temperature: 15°C
• Pressure: 1013.25 hPa
• Density: 1.225 kg/m³
• Lapse Rate: Approximately 2°C per 1000 ft or 6.5°C per km.

4. Temperature Concepts

• Temperature: Measure of hotness or coldness.

• Dew Point: Temperature at which air becomes saturated (RH = 100%).

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• Wet Bulb Temp: Lowest temp achieved by evaporation.

• Latent Heat: Heat absorbed or released during a phase change (e.g., condensation,
evaporation).
• Minimum Temp: ~30 minutes after sunrise
• Maximum Temp: ~2 hours after solar noon (due to thermal lag)

5. Humidity

• Absolute Humidity: Actual mass of water vapor in air.

• Relative Humidity (RH):

• RH= Actual vapor content/ Maximum possible vapor content ×100

• Dew Point Temp: Temp at which RH becomes 100% (saturation).
• Humidity Range in Atmosphere: 0–4%

6. Pressure Systems

• Pressure: Force per unit area (measured in hPa)

• Isobars: Lines joining areas of equal pressure
• Low Pressure System:
o Air rises
o Convergence at surface
o Cloudy, rainy weather (e.g., cyclone)
o Good slant visibility
• High Pressure System:
o Air descends
o Divergence at surface
o Clear skies, poor slant visibility

7. Altimeter and Pressure Settings

Setting Description
QFE Pressure at the airfield (altimeter reads 0 ft on ground)
Airfield pressure reduced to mean sea level assuming ISA conditions (altimeter reads
QNH
airfield elevation)
QNE Standard pressure (1013.25 hPa); used above transition altitude (gives flight level)
Atmospheric pressure at a station, reduced to mean sea level using actual conditions.
QFF
Used mainly in weather charts.

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8. Density and Altitude

• Density: Mass per unit volume

• Density Altitude: Altitude at which current air density is found under ISA
o High temp or low pressure → high density altitude
o Affects aircraft performance (engine thrust, lift, climb rate)

9. Clouds – Classification by Height

Type Level Key Features & Hazards

Cirrus (Ci) High (>6 km) Ice crystals, no precipitation, no turbulence
Cirrostratus (Cs) High Sheet-like, may cause halos, no icing
Cirrocumulus (Cc) High Rippled, ice crystals, no turbulence
Medium (2–6
Altostratus (As) Sheet-like, can produce ice and precipitation
km)
Altocumulus (Ac) Medium Towering, turbulence, light icing possible
Stratus (St) Low (0–2 km) Uniform base, drizzle possible, stable air
Low to
Nimbostratus (Ns) Continuous precipitation, potential icing
medium
Cumulus (Cu) Low to high Fair-weather cumulus, moderate turbulence
Towering Cumulus
All levels Precursor to CB, strong updrafts
(TCu)
Thunderstorms, severe turbulence, icing, lightning,
Cumulonimbus (Cb) All levels
wind shear, microbursts

10. Fog

• Fog: A cloud that touches the ground

• Radiation Fog: Forms overnight due to ground cooling; needs clear skies, moist air, light
winds (2–8 kts)
• Advection Fog: Warm moist air moves over cooler surface; can form over land or sea
• Sea Fog: Cold air moves over warm sea → condensation

11. Thunderstorms (CB Clouds)

• Requirements:
o Unstable lapse rate
o High moisture

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o Lifting mechanism (convergence, orographic lift, frontal activity)

• Life Cycle:
o Cumulus Stage: Strong updrafts only (~15–20 min)
o Mature Stage: Rainfall begins; updrafts + downdrafts, max intensity (~20–30
min)
o Dissipating Stage: Downdrafts dominate, storm weakens
• Hazards: Turbulence, hail, lightning, icing, low-level wind shear, microbursts, virga

12. Icing

• Occurs when supercooled water droplets freeze on aircraft surfaces

Type Description
Rime Ice Small droplets; rough, white, brittle; less dangerous
Clear Ice Large droplets; smooth, transparent; more dangerous
Mixed Ice Found in cumuliform clouds; combination of rime and clear

13. Winds

• Definition: Horizontal movement of air from high to low pressure

• Forces Affecting Wind:
o Pressure Gradient Force (PGF) – causes wind
o Coriolis Force – due to Earth’s rotation, deflects wind: right in NH, left in SH
o Friction – affects wind near the surface (below ~2000 ft)

Wind Type Description Balance Between Forces

Balance between Pressure
Geostrophic Upper-level wind flowing parallel to
Gradient Force (PGF) and
Wind straight isobars
Coriolis Force
Upper-level wind flowing parallel to Balance between PGF, Coriolis
Gradient Wind
curved isobars, around highs/lows Force, and Centripetal Force
Cyclostrophic Wind along tight curved isobars, often Balance between PGF and
Wind in tornadoes or dust devils Centripetal Force (no Coriolis)
Difference between geostrophic winds at Not a real wind — result of horizontal
Thermal Wind
two levels due to temperature gradient . temperature variation

15. Local Winds

Type Time Direction

Sea Breeze Day Sea → Land

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Type Time Direction

Land Breeze Night Land → Sea
Anabatic Wind Day Upslope (heated slope)
Katabatic Wind Night Downslope (cooling slope)
Foehn Wind — Warm, dry downslope wind (lee side of mountains)

16. Gusts & Squalls

• Gust: Sudden, short-lived increase in wind speed

• Squall: Rapid increase in wind speed (≥16 kt) lasting at least 1 minute

17. Jet Streams

• Definition: Narrow, fast-moving bands of wind in the upper troposphere (above 30,000
ft)

Type Season Direction Speed

STJ (Subtropical Jet) Winter (Oct–May) Westerly 100–200 kt
TEJ (Tropical Easterly Jet) Summer (Jun–Sep) Easterly 80–160 kt

18. Indian Seasonal Weather

Season Months Key Features

Winter (NEM) Jan–Feb NE Monsoon, fog, STJ, rain in Tamil Nadu
Pre-Monsoon Mar–May Summer, thunderstorms, heat, max TS activity
Monsoon (SWM) Jun–Sep SW Monsoon, enters via Kerala, TEJ active
Post-Monsoon Oct–Dec Fair weather, fog reappears, STJ returns

G NAV

1. Shape of the Earth

• The Earth is not a perfect sphere. It is an oblate spheroid (also called a geoid) — slightly
flattened at the poles and bulging at the equator.

2. Latitude and Longitude

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• Latitude:
o Angular distance north or south of the Equator (0° to 90° N/S).
o Measured from the center of the Earth to the surface point.
o Lines of latitude are also called parallels (e.g., Equator, Tropic of Cancer).
• Longitude:
o Angular distance east or west of the Prime Meridian (0°).
o Measured from the Prime Meridian (Greenwich) to the point on Earth's surface.
o Lines of longitude are called meridians, running from North Pole to South Pole.

3. Nautical Measurements

• 1 degree of latitude = 60 nautical miles (NM)

• 1 minute of latitude = 1 NM
• 1 NM = 1.852 km = 1852 meters = 6080 feet

Nautical miles are used in aviation and marine navigation because they align directly with
Earth's geometry and latitude system.

4. Navigation Concepts

Term Definition
Track (Planned
The intended path of an aircraft over the ground from point A to B.
Track)
Track Made Good
The actual ground path flown by the aircraft, may vary due to wind.
(TMG)
The angular difference between the planned track and the actual track
Track Error
made good.
The angle between aircraft heading and actual track, caused by
crosswind.
Drift
• Left Drift – Aircraft blown left of planned track
• Right Drift – Aircraft blown right of planned track
WCA (Wind The angle added to or subtracted from aircraft heading to compensate
Correction Angle) for wind and maintain planned track.
The direction in which the aircraft’s nose is pointing, measured in
Heading
degrees from North (true or magnetic).
The direction from the aircraft to a fixed point (like a beacon or
Bearing
waypoint), measured in degrees from North

5. Magnetic Variation and Direction

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• True North (TN): The direction along the Earth’s surface toward the geographic North
Pole, which is fixed and based on the Earth’s axis of rotation

Magnetic North (MN): The direction towards the Earth’s magnetic North Pole, where the
planet’s magnetic field lines converge vertically. This pole is not fixed and shifts due to
movements in the Earth's liquid outer core composed of molten iron and nickel, which generate
the geomagnetic field.

• Variation:
The angle between True North and Magnetic North
o East Variation → Magnetic value is less than true
o West Variation → Magnetic value is more than true

6. Time and Earth Motion

• Day: One complete rotation of the Earth around its axis

o Sidereal Day: Measured with respect to stars (~23h 56m)
o Solar Day: Measured with respect to the Sun (~24h)
o Mean Solar Day: Average of all solar days throughout the year
• Year: One complete revolution of the Earth around the Sun
o Sidereal Year: Measured relative to distant stars
o Tropical Year: Measured relative to the Sun (used in calendars)
o Calendar Year: 365 days (366 in a leap year)

7. Seasons

• Caused due to the tilt of Earth’s axis (23.5°) and its revolution around the Sun
• The hemisphere tilted toward the Sun experiences summer
• The hemisphere tilted away experiences winter

INSTRUMENTS

1. Pressure Concepts

• Static Pressure (Ps):

The pressure exerted by the atmosphere on a stationary object. Taken from static ports on
the aircraft fuselage.
• Dynamic Pressure (Pd):
Pressure due to the motion of air.

Pd=1/2ρV2

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• Total Pressure (Pt):

Also called Pitot Pressure, it is the sum of static and dynamic pressures.

Pt=Ps+Pd

2. Airspeed Indicator (ASI)

• The Airspeed Indicator (ASI) is a pressure instrument that measures the difference
between:
o Total pressure (from the pitot tube), and
o Static pressure (from the static port).
• It displays Indicated Airspeed (IAS) on the dial.
• The ASI does not directly account for changes in altitude, temperature, or
compressibility.

Types of Airspeed

Type Full Form Description

Indicated Direct reading from the ASI; not corrected for instrument, position, or
IAS
Airspeed compressibility errors.
Calibrated IAS corrected for instrument and position error. Used in performance
CAS
Airspeed charts.
CAS corrected for altitude and temperature. TAS increases with
TAS True Airspeed
altitude.

Actual speed of the aircraft relative to the ground. GS = TAS ± wind

GS Ground Speed
component.

3. Vertical Speed Indicator (VSI)

• Measures rate of climb or descent (Rate of Change of Pressure).

• Working Principle:
o Both the capsule and casing receive static pressure.
o The casing receives pressure with a delayed response via a calibrated leak or
metering unit.
o As altitude changes, the pressure differential causes the capsule to expand or
contract, indicating vertical speed.
o Standard unit: feet per minute (ft/min).

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Machmeter

A Machmeter is an instrument that displays the Mach number, which is the ratio of an
aircraft’s true airspeed (TAS) to the local speed of sound.

• Mach Number (M) = TAS / Local Speed of Sound

• Used mainly in high-speed, high-altitude aircraft.
• Important to prevent exceeding Mach limits like Mach buffet or critical Mach
number.
• The Machmeter receives inputs from both pitot-static system and air temperature
sensors to calculate the Mach number accurately.

It's essential for jet aircraft and supersonic flight operation

5. Gyroscopic Instruments

A gyroscope is a spinning mass mounted to freely rotate about one or more axes. It operates on
two main principles:

A. Rigidity in Space

• A spinning gyro tends to maintain its orientation unless acted upon by an external torque.

B. Precession

• When a force is applied to a spinning gyro, the effect is felt 90° later in the direction of
rotation.

6. Key Gyroscopic Instruments

Instrument Function
Directional Gyro (DG or DGI) Displays aircraft heading, maintains directional reference
Artificial Horizon (AH) Shows aircraft pitch and bank (attitude indicator)
Turn Coordinator Shows rate of turn and quality of turn (balance or slip/skid)

• Standard Rate Turn:

3° per second = 360° turn in 2 minutes.

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RADIO NAVIGATION

. Radio Navigation Aids

Aid Full Form Purpose Frequency Range

Non-Directional Sends a continuous signal in all
NDB 190–450 kHz
Beacon directions
Automatic Direction
ADF Onboard receiver that points to NDB 190–1750 kHz
Finder
VHF
Provides magnetic bearing from the
VOR Omnidirectional 108.00–117.95 MHz
station for navigation (radials)
Range
Provides lateral (localizer) and 108.10–111.95 MHz
Instrument Landing
ILS vertical (glideslope) guidance for (Localizer), 329.30–335.00
System
precision approaches MHz (Glideslope)

Additional Notes:

• NDB/ADF:
o NDBs are ground-based non-directional transmitters.
o ADF in the aircraft points toward the NDB, helping pilots navigate to or from the
station.
o Used for non-precision approaches and basic en-route navigation.
• VOR:
o VOR stations transmit two signals—one omnidirectional and one rotating—to
determine aircraft bearing.
o Provides 360° radials from the station.
o Often combined with DME for position fixing (VOR/DME).
o Used for en-route navigation and approach procedures.
• ILS:
o Localizer provides horizontal guidance to the runway centerline.
o Glideslope provides vertical descent guidance.
o Often includes Marker Beacons (Outer, Middle, Inner) or GPS-based distances.
o Used for precision instrument approaches, especially in low visibility.

1. RADAR (Radio Detection and Ranging)

• A radar is a system that detects objects and calculates their distance (range) and
direction using reflected radio waves.
• Working Principle:
o Radar emits a pulse of electromagnetic energy.
o The signal reflects off the target and returns as an echo.

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o By measuring the time delay, the range is calculated.

Range=Speed of signal×Time/2s

• Types of communication:
o Primary Radar: One-way (only ground transmits, target reflects)
o Secondary Radar: Two-way (interrogator sends signal, target replies via
transponder)

2. Types of Radar Systems

Frequency
Type Purpose Notes
Range
Primary Surveillance Detects aircraft position Does not require a
~9573 MHz
Radar (PSR) via echo transponder
Detects weather ahead of
Weather Radar (AWR) ~9375 MHz Mounted onboard
aircraft
Radio Altimeter 4200–4400 Measures height above Effective up to ~2500 ft,
(RadAlt) MHz ground level (AGL) used during landing
Secondary Surveillance 1030/1090 Detects aircraft identity & Uses interrogator and
Radar (SSR) MHz altitude transponder

3. SSR-Based Systems

• DME (Distance Measuring Equipment):

o Measures slant range (actual distance between aircraft and station)
o Operates in the range 962–1213 MHz
• TCAS (Traffic Collision Avoidance System):
o Prevents mid-air collisions by monitoring nearby aircraft using SSR transponder
signals
o Issues:
▪ TA (Traffic Advisory)
▪ RA (Resolution Advisory)
o Frequency: 1030/1090 MHz

• .

5. GPS (Global Positioning System)

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• Satellite-based system that provides accurate position, speed, and time data.
• Based on triangulation from at least 4 satellites.
• Covers the entire globe with 6 orbital planes.

6. GAGAN – India’s SBAS System

• GAGAN: GPS Aided GEO Augmented Navigation

• Jointly developed by AAI and ISRO
• It is India’s implementation of SBAS (Satellite-Based Augmentation System)

Features:

• Improves accuracy, reliability, and integrity of GPS signals

• Crucial for precision approaches, especially in poor visibility
• Supports disaster management (earthquakes, floods)
• GAGAN's Signal-in-Space (SIS) is transmitted via GSAT-8 and GSAT-10
• Fully interoperable with other global SBAS systems (WAAS, EGNOS, MSAS)

Aviation Regulations)

A. ICAO – International Civil Aviation Organization

• ICAO is a UN-specialized agency established by the Chicago Convention of 1944.

• Headquarters: Montreal, Canada
• ICAO sets international aviation standards to ensure safe, secure, efficient, and
environmentally responsible air transport globally.
• India is a signatory member of ICAO.

DGCA – Directorate General of Civil Aviation (India)

• Governing authority for civil aviation in India under the Ministry of Civil Aviation.
• Enforces rules and regulations in accordance with Aircraft Act 1934 and Aircraft Rules
1937.
• Regulates pilot licensing, aircraft maintenance, airworthiness, flight operations, and
airline approvals.

Key Documents/Rules in India:

• CAR (Civil Aviation Requirements): Issued by DGCA, divided into Sections (e.g., A –
Airworthiness, B – Flight Crew).
• Aircraft Rules 1937: Framework for licensing, aircraft operation, and safety procedures.

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• CAR Section 7 Series B Part I: Covers Commercial Pilot Licence requirements.

• CAR Section 3 Series C Part II: Covers Flight Duty Time Limitations (FDTL) for crew
members.

C. Important Regulatory Terms

Term Explanation
Notice to Airmen – Alerts about hazards or changes in aerodromes,
NOTAM
airspace, etc.
Aeronautical Information Publication – Permanent information about flight
AIP
procedures and regulations
ATC Clearance Permission to proceed under controlled airspace
FDTL Flight Duty Time Limitation – Rules to ensure adequate rest for flight crew
FIC / ADC / Flight Information Centre, Aerodrome Control, Weather Reports – part of
METAR regulated flight planning

D. Regulatory Oversight Bodies

• ICAO: International Standards (SARPs)

• DGCA (India): National Regulations
• EASA (Europe): European Union Aviation Safety Agency
• FAA (USA): Federal Aviation Administration
• IATA: Trade association (not a regulator) that sets commercial standards and facilitates
inter-airline cooperation

Annex No. Title

Annex 1 Personnel Licensing
Annex 2 Rules of the Air
Annex 3 Meteorological Service for International Air Navigation
Annex 4 Aeronautical Charts
Annex 5 Units of Measurement to be Used in Air and Ground Operations
Annex 6 Operation of Aircraft
Annex 7 Aircraft Nationality and Registration Marks
Annex 8 Airworthiness of Aircraft
Annex 9 Facilitation
Annex 10 Aeronautical Telecommunications
Annex 11 Air Traffic Services
Annex 12 Search and Rescue
Annex 13 Aircraft Accident and Incident Investigation

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Annex No. Title

Annex 14 Aerodromes (Volumes I and II)
Annex 15 Aeronautical Information Services
Annex 16 Environmental Protection (Volumes I–IV)
Annex 17 Security – Safeguarding International Civil Aviation
Annex 18 The Safe Transport of Dangerous Goods by Air
Annex 19 Safety Management

CPL + IR + Multi-Engine Rating – DGCA Requirements

Category Requirement
Minimum Age 18 years
Educational Qualification 10+2 with Physics and Mathematics (recognized board or NIOS)
Medical Fitness DGCA Class 1 Medical Certificate

Flight Training Requirements

Component Requirement
Total Flying Hours Minimum 200 hours total time
Pilot-in-Command (PIC) Minimum 100 hours PIC, including:
- 50 hours cross-country (min. 300 NM flight with two full-stop
landings)
- 5 hours night flying (min. 10 T/O and landings)
Instrument Flying 40 hours instrument time (actual or simulated), including:
- 20 hours on actual aircraft
- Remainder may be on simulator
Instrument Rating (IR) Check ride required with DGCA-approved examiner
Multi-Engine Rating
- Training and check ride on twin-engine aircraft
(MER)
- Minimum 15 hours multi-engine flying

Theoretical Knowledge Requirements

Subjects (DGCA Exams) Must pass all of the following:

- Air Navigation
- Meteorology
- Air Regulations
- Technical General
- Technical Specific (aircraft)

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Other Requirements

| RTR(A) License | Must hold valid RTR(A) by WPC for Radio Telephony privileges |
| English Proficiency | Minimum ICAO Level 4 |
| Flying School | Must be DGCA-approved (India or abroad) |
| Validity | CPL valid for 10 years (renewable); IR & MER valid as per recency and check rides|

MISC

What is turbulence in aviation?

Turbulence is the irregular and unpredictable movement of air that can cause sudden changes in
an aircraft’s altitude, attitude, or speed. It is often experienced as bumps or jolts during flight.

What causes turbulence?

Turbulence can be caused by various atmospheric conditions such as:

• Wind shear
• Temperature gradients
• Pressure variations
• Jet streams
• Thunderstorms
• Mountain waves (mechanical turbulence)

At what altitude can turbulence occur?

Turbulence can occur at any altitude — from low-level during takeoff or landing to high
altitudes during cruise.

How do pilots deal with turbulence?

Pilots are trained to recognize signs of turbulence using onboard weather radar, ATC advisories,
and visual indicators. They respond by:

• Changing altitude or flight path

• Slowing to turbulence penetration speed
• Advising cabin crew and passengers to remain seated

Is turbulence dangerous?
While turbulence can be uncomfortable, modern aircraft are built to withstand it structurally.
Injuries mostly occur when passengers or crew are not seated or secured properly.

Why do aircraft fly at high altitudes?

Flying at high altitudes provides:

• Lower air density, reducing drag

• Improved engine efficiency and fuel economy

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• Avoidance of weather and turbulence

• Less air traffic

What are the types of jet fuel and their uses?

Fuel Type Use Description

Jet A Civil jets (US) Kerosene-based
Jet A-1 International flights Lower freezing point than Jet A
Jet B Cold climates / Military Wider volatility range
Avgas Piston-engine aircraft High-octane aviation gasoline

What is the function of a hydraulic system in an aircraft?

It is used to power high-force components such as:

• Brakes
• Flaps
• Rudder
• Landing gear

How does a hydraulic system work?

It uses Pascal’s Law: when pressure is applied to a fluid in a closed system, it is transmitted
equally in all directions.

What is the difference between fly-by-wire and conventional systems?

Feature Conventional System Fly-by-Wire System

Input Mechanical (cables/pulleys) Electrical signals
Feedback Direct physical Computer interpreted
Protection None Flight envelope protection
Example Boeing 737 Airbus A320

Why do we have different types of aircraft?

Each aircraft serves a specific role:

• Light Aircraft: Training, charter, agriculture

• Business Jets: Executive travel (e.g. Phenom 300)
• Regional Aircraft: Short-haul routes (e.g. ATR 72)
• Narrow-body Jets: Medium-range (e.g. A320, B737)
• Wide-body Jets: Long-haul (e.g. B777, A350)
• Very Large Aircraft: Ultra-long range with high capacity (e.g. A380)

Why are engines usually mounted under the wings?

• Better aerodynamic efficiency

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• Reduced structural stress on fuselage

• Easier maintenance access

Why do some aircraft have engines at the rear?

Rear-mounted engines reduce cabin noise, improve wing aerodynamics, allow for shorter
landing gear, and provide better ground clearance—ideal for regional, business, and military
aircraft.

What is a go-around?
A go-around is when a pilot aborts the landing approach and climbs again.

When is a go-around necessary?

• Runway obstructed or unsafe

• Unstable approach
• Sudden wind change
• Traffic conflict
• Not confident about landing

How is a go-around performed?

1. Apply full thrust

2. Pitch up
3. Retract flaps as per SOP
4. Follow ATC instructions

Q1: Why two pilots in the cockpit? To ensure redundancy and safety. They share
responsibilities and cross-check each other’s actions.

Q2: Alternative to landing gear? Perform a belly landing on the fuselage if gear fails.

Q3: Medical emergency onboard – what will you do?

• One pilot flies the aircraft

• Other assesses the situation
• Contact ATC for priority landing
• Use onboard medical kit

Q4: Disagree with captain – what will you do?

• Respectfully communicate concerns

• Prioritize SOPs and safety
• Captain has final authority

Q5: Complete loss of control – what’s your response?

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• Attempt recovery via manual backups

• Follow emergency checklist
• Prepare for emergency landing

Q6: What if both engines fail at 36,000 ft?

• Attempt restart using checklist

• Glide the aircraft
• Inform ATC and prepare to divert

Q7: What to do if aircraft is coming head-on?

• Follow TCAS or ATC guidance

• Turn right or change altitude
• Maintain communication

Q8: Bird strike during takeoff – what now?

• If controllable, continue takeoff

• Declare emergency
• Return or divert to suitable airport

Q9: What if aircraft is low on fuel?

• Declare emergency (Mayday fuel)

• Divert to nearest airport
• Follow fuel emergency checklist

Q10: Communication lost with ATC – what now?

• Squawk 7600
• Follow last clearance or expected route
• Maintain altitude and attempt contact

Q11: Can pilots talk to other aircraft? Yes, on 123.45 MHz (air-to-air frequency) to
coordinate position and separation.

Q12: Thunderstorm ahead – what will you do?

• Use weather radar to avoid

• Request deviation from ATC
• Fly at turbulence penetration speed Va

Q13: Why no parachutes in commercial jets?

• High altitude and speed make them impractical

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• Not feasible for mass evacuation

• Adds up weight in the aircraft

Q14: Why different lights used on aircraft?

• Navigation lights: Red (left), Green (right), White (tail)

• Strobe lights: Improve visibility
• Beacon lights: Warn during engine start
• Landing/taxi lights: Ground illumination

Q15: Are there alternatives to jet engines?

• Turboprops: Short-haul efficiency

• Piston engines
• Electric/hybrid (in development)

Q16: Can Airbus maneuver like a fighter jet? No. Commercial aircraft are designed for
stability and efficiency, not agility.

Q17: Can you fly without GPS? Yes, using VOR/NDB navigation, INS, or visual flying with
ATC guidance

Q18: What if autopilot fails?

• Take manual control

• Follow checklists
• Inform ATC

Q19: Why turn off mobile phones during flight? To avoid interference with aircraft
communication/navigation systems.

Q20: Can pilots navigate over polar regions? Yes, using inertial navigation systems (INS) and
HF radio due to GPS limitations near the poles.

HR.

1. Tell Me About Yourself

Structure: Name → Age → Place → Education → Profession → Family → Hobbies → Goal

Example:
Good morning. My name is Pareek. I’m 21 years old. I’m originally from Jaipur, Rajasthan,
but I’ve grown up in Mumbai , Maharshtra, where I also completed my schooling from XYZ ,
graduating in 2021.

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Soon after, I began my aviation journey and have successfully cleared my DGCA examinations,
which helped me build a strong foundation in aviation theory and regulations.

I come from a nuclear family of five — my father is a businessman, my mother is a

homemaker, and I have a twin brother and a younger brother.

In my free time, I enjoy playing cricket and chess, both of which have helped me develop
teamwork, strategy, and focus.
My goal is to become a professional airline pilot, and I’m confident that this program is the
ideal first step toward that dream.

2. What Are Several Responsibilities of a Pilot?

• Flight Planning
• Aircraft Inspection (Pre and Post Flight)
• Communication (Crew & ATC)
• Operating the Aircraft
• Safety & Emergency Management
• Decision Making & Problem Solving
• Fuel Management
• Regulatory Compliance
• Team Leadership
• Post-Flight Reporting
• Passenger Comfort & Service

A pilot ensures safety, efficiency, and smooth operation of the flight by adhering to standard
procedures, collaborating with the crew, and making well-informed decisions during normal and
emergency situations.

3. Tell Me About an Assignment That Was Too Difficult For You.

As a cadet, I have not yet faced practical aviation tasks. However, during DGCA exam
preparation, I found subjects like Navigation and RTR challenging. I initially tried studying
alone but later sought help from instructors and formed a study group. Collaborative learning
clarified concepts and improved retention. This taught me the value of resilience, asking for help,
and working as a team.

4. What Position Do You Prefer in a Team?

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I prefer roles where I can contribute actively, either by leading or supporting based on the team’s
needs. I am comfortable taking initiative, coordinating efforts, and ensuring group cohesion.
However, I equally value following instructions and offering support wherever needed.

5. When Was the Last Time You Were Angry?

During a group project in college, a team member consistently missed deadlines. Instead of
reacting emotionally, I spoke privately, understood his challenges, and restructured the
workload. This experience taught me the importance of empathy and communication in
resolving conflicts.

6. How Would You Behave as a Pilot During an Emergency?

• Stay calm and composed

• Follow SOPs
• Communicate with co-pilot, cabin crew, and ATC
• Assess and re-assess the situation
• Take decisive actions (e.g., emergency landing)
• Ensure post-flight documentation and debriefing

The focus would always be on safety and teamwork, using training and protocols effectively.

7. What Are Your Career Goals as a Pilot?

Short-term: Complete CPL training and begin flying professionally.

Mid-term: Join as First Officer with a reputed airline (whichever airline interview you are giving
Long-term: Become a Captain or TRI, contribute to training, safety, and operational excellence.

8. Do You Think That You Are Overqualified for Pilot?

No. In aviation, there is no such thing as being overqualified. All additional knowledge improves
safety and decision-making. Continuous learning is essential and beneficial in this profession.

9. Where Would You Like To Be in 3, 5, and 10 Years?

• 3 years: First Officer with a reputable airline

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• 5 years: Transitioning to Captain or flying international routes

• 10 years: Senior Captain or TRI, contributing to training and safety within the
organization

10. What Are Top 3 Skills for an Airline Pilot?

• Situational Awareness
• Effective Communication
• Decision Making and Problem Solving

These skills are essential for safe flight operation and crew coordination.

11. How Do You Handle Important Decisions?

• Gather information
• Analyze options
• Consult others if needed
• Align with safety and organizational goals
• Make and communicate decisions clearly
• Review outcomes for continuous improvement

12. What is CRM? Explain It.

Crew Resource Management (CRM) is a set of training procedures focusing on:

• Communication
• Situational Awareness
• Decision Making
• Leadership & Teamwork
• Stress Management
• Error Management

CRM aims to reduce human error and improve coordination and safety in the cockpit.

13. Give an Example Showing You Are a Team Player.

In a college cricket match, one of our top batsmen was low on confidence after repeated failures.
Before the game, I practiced with him and encouraged him to stay focused. During the match, we

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batted together—I supported him by rotating strike and keeping the pressure off. He regained
form and played a key innings. After the win, I made sure his effort was recognized by the team.
This taught me that true teamwork is about supporting others so the group succeeds as a whole.

14. Why Should We Hire You? What Can You Bring to This Company?

• Honest, hardworking, and efficient

• Respectful toward seniors
• Quick learner (cleared DGCA exams in first attempt)
• Adaptable to fleet and base
• Team-oriented
• Flexible and committed to the company’s success

15. Give an Example Where You Showed Leadership Skills.

I was the captain of my college debate team. I identified team strengths, arranged extra training,
handled low morale with motivational sessions, and led by example during the competition. We
won, and the experience taught me how to lead with strategy, empathy, and vision.

16. Have You Ever Had Any Conflict with a Senior? How Did You Resolve It?

During training, I suggested a new method that differed from a senior's traditional approach. I
respectfully listened to his views, then proposed testing both methods. The results showed both
had merit, leading to mutual respect and constructive learning. Conflict was resolved through
communication and collaboration.

17. What Would You Do if the Captain is Not Operating as per SOPs?

• First, verify whether there is an actual deviation or a misunderstanding on my part.

• If confirmed, I would respectfully bring it to the Captain’s attention using assertive but
polite communication.
• Emphasize safety concerns and the importance of SOP compliance.
• Suggest a safer, SOP-compliant alternative.
• If safety is critically compromised and the Captain continues the deviation, I would
assume control (if necessary), notify ATC, and report the incident to the company post-
flight.

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18. How Do You Handle Stress?

• Prepare thoroughly to reduce uncertainty.

• Manage time efficiently and prioritize tasks.
• Practice physical fitness and ensure proper rest.
• Use deep breathing or mindfulness techniques when needed.
• Stay positive and solution-focused.
• Maintain work-life balance through hobbies and relationships.
• Seek guidance from mentors or peers when necessary.

19. How Do You Maintain Work-Life Balance?

• Set clear boundaries between work and personal time.

• Use time management techniques to stay efficient.
• Engage in regular physical activity and hobbies.
• Spend quality time with family and friends.
• Take regular breaks and vacations to recharge.
• Prioritize sleep, nutrition, and mental health.
• Communicate and seek support when needed.

20. Why Do You Want to Become a Pilot?

• Passion for flying and fascination with aviation since childhood.

• Opportunity to explore the world and experience different cultures.
• Drawn to the responsibility, discipline, and challenges of aviation.
• Interest in aircraft systems and continuous learning.
• Aviation is a respected profession with a stable and rewarding career.
• Desire to make a positive impact by connecting people and places globally.

21. Why Do You Want to Work for Our Airline?

• The airline's commitment to safety and quality aligns with my values.

• Diverse routes and modern fleet offer strong learning and growth.
• The airline’s legacy and expanding market position reflect long-term stability and
opportunity.
• I am eager to contribute to and grow within such a reputed organization.

22. What Do You Know About the Company’s Fleet Size?

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Candidates must be prepared with current, accurate details regarding:

• Types of aircraft in the fleet

• Number of aircraft in service
• Seating configurations
• Engine types
• Aircraft specifications (length, cruising speed, etc.)
• Upcoming deliveries or fleet expansion plans

23. How do you do self-learning?

I approach self-learning with discipline and a clear plan:

• I set achievable goals and break down complex topics into manageable parts.
• I use multiple sources like textbooks, online courses, and videos to strengthen
understanding.
• I revise regularly using flashcards, notes, and mock tests.
• I test myself frequently to check progress and identify weak areas.
• I reach out to mentors or peers when I need clarification.

Self-learning has helped me build strong foundational knowledge, especially during DGCA
preparation.

24. How much time do you give to study?

I dedicate 3 to 5 hours daily to study, depending on the workload and topic difficulty.
During high-priority phases, such as exam or interview preparation, I increase the hours and
structure them using techniques like the Pomodoro method for better focus and retention.

25. What makes you upset?

I feel upset when:

• Commitments are not honored

• There is a lack of discipline or professionalism
However, I try not to react emotionally. Instead, I focus on communicating effectively
and resolving the issue constructively.

26. Any hobby you would like to add?

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Along with running and traveling, I also enjoy:

• Aviation documentaries and podcasts – they help me stay updated

• Chess – it sharpens my decision-making and strategy
• Volunteering in plantation drives – connects me with community work and nature

27. Do you like a lazy day or a military-style organized day?

I prefer a military-style organized day.

Having structure improves efficiency, focus, and discipline—qualities essential for pilots. While
occasional rest days are important for recovery, I value planning and productivity in daily life.

28. If you get selected, will you be able to adjust to Airbus?

Yes, I will.
I understand that modern Airbus aircraft like the A320 family are fly-by-wire and require proper
systems knowledge and CRM skills. I am adaptable and ready to learn the Airbus SOPs,
philosophy, and handling characteristics through training and study.

29. What will be the challenges?

Some of the initial challenges I expect during cadet training include:

• Adapting to the rigorous and fast-paced nature of airline-standard training

• Maintaining consistent performance under pressure across academics, simulator checks,
and assessments
• Internalizing and applying complex SOPs and CRM concepts from day one
• Developing the discipline, time management, and mental resilience required to meet high
company standards

However, I see these challenges as opportunities to grow into the professional pilot the airline
expects. With proper preparation, dedication, and a willingness to learn from instructors and
peers, I am confident I can overcome them.

30. What are the recent aviation news?

Example (as of July 2025 – update during real interviews):

• India has crossed 500 million domestic flyers annually.

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• Indigo placed a large order with Airbus for A320neo family aircraft.
• Airlines are focusing more on SAF (Sustainable Aviation Fuel) to reduce emissions.
• New ATC modernization projects launched in India to reduce delays.

31. Any airline abroad which is doing really well?

Yes, several airlines are performing strongly:

• Qatar Airways – excellent service, profitability, and modern fleet.

• Singapore Airlines – known for operational excellence and innovation.
• Emirates – strong global network and consistent growth.

32. We have a commander younger than you. How are you going to deal with
that situation?

I would treat the commander with full respect, regardless of age.

In aviation, seniority is based on experience, position, and skill—not age. I would follow CRM
principles, support the PIC, and maintain a professional cockpit environment focused on safety
and teamwork.

33. How will these affect you – Getting selected in Indigo; Not selected in Indigo?

Approach:

• Show maturity and emotional balance.

• Selected: Express gratitude, readiness, and excitement to grow within Indigo.
• Not Selected: Stay positive; express intent to improve further and reapply.
• Emphasize your long-term commitment to aviation regardless of outcome.

34. Tell us about a time you received constructive criticism. How did you handle
it?

Approach:

• Use the STAR (situation , task , action and result) method to describe a real scenario—
e.g., instructor pointed out poor checklist discipline.
• Emphasize your reaction: open-mindedness, willingness to improve, and steps you took
(e.g., making a checklist revision habit).
• End with how it helped you become a better, more detail-oriented pilot.

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Key Traits: Self-awareness, growth mindset, professionalism.

35. Describe a situation where you had to sacrifice personal comfort for team or
mission success.

Approach:

• Mention a relevant case (e.g., during flying training or college project), where you took
extra load, accepted odd timing, or adjusted your schedule to support the team.
• Explain the motivation: commitment to goal, team success > personal ease.
• End with how it improved team morale and taught you discipline and duty-first
mindset.

Key Traits: Teamwork, sacrifice, pilot lifestyle readiness.

36. What does professionalism in aviation mean to you?

Approach:

• Structure the answer around three pillars:

1. Safety-first attitude – always following SOPs, no shortcuts.
2. Respect and communication – with cockpit, cabin, and ground staff.
3. Discipline and accountability – reporting, punctuality, presentation, learning
from errors.
• Give a real or hypothetical example to show how you would live these values daily.

Key Traits: Integrity, discipline, long-term aviation maturity.

37. Your previous work experience

Approach:

• Mention only aviation-relevant roles or experiences that reflect discipline,

responsibility, or leadership.
• Focus on skills transferable to aviation (communication, teamwork, accountability).
• Keep it brief and structured.

38. Why should we take you and not the other candidate?

Approach:

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• Never compare negatively.

• Emphasize your own qualities: discipline, adaptability, strong fundamentals,
professionalism.
• Highlight trainability and long-term contribution to the airline.

39. What are your long-term plans?

Approach:

• Mention clear aviation goals:

1. First Officer →
2. Captain →
3. Maybe widebody .
• Show commitment to continuous learning and improvement.

40. What are Indigo’s values?

Approach:

• Link them to how you align with those values as a pilot candidate.
• Refer companies website.

41. What is Indigo's mission and vision?

Approach:

• Mission: “To provide affordable, on-time, courteous, and hassle-free travel.”

• Vision: “To be India’s most loved, most punctual, and most efficient airline.”
• Relate your personal values (discipline, safety, efficiency) to the mission.

42. Why Indigo and not another airline?

Approach:

• Highlight Indigo’s fleet size, operational efficiency, domestic market share, and
professional training culture.
• Express genuine interest in learning and growing within a dynamic low-cost carrier.

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43. Any recent aviation accident that caught your attention?

Approach:

• Choose a well-documented recent incident.

• Explain what went wrong (without speculating), what you learned (e.g., importance of
SOPs or CRM), and how it impacts safety awareness.

44. How do you keep yourself updated about aviation?

Approach:

• Mention regular reading of:

o DGCA circulars
o Official Instagram handles
o Websites like Simple Flying / FlightGlobal
o Aviation podcasts/documentaries
o Company bulletins and safety briefings (when applicable)

45. Indigo vs other airlines – how are they different?

Approach:

• Focus on fleet size, punctuality record, cost-efficiency, route network, and training
quality.
• Avoid criticizing other airlines. Instead, praise Indigo’s consistent delivery.

46. What are the Indigo bases?

Approach:

• Be familiar with major bases: Delhi, Mumbai, Bengaluru, Chennai, Kolkata, Hyderabad,
Ahmedabad, etc.
• Understand the base-transfer policy and flexibility expectations.

47. Indigo’s international route strategy?

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Approach:

• Emphasize focus on South Asia, Middle East, SE Asia with A321XLR expansion plans.
• Know key routes like Dubai, Singapore, Doha, etc.
• Mention future growth in international operations.

48. What kind of roster does Indigo follow?

Approach:

• State that you understand Indigo follows a dynamic roster based on operational
demands.
• Show flexibility and willingness to adapt to irregular hours as part of airline life.

49. If another airline pays more, what will you do?

Approach:

• Emphasize that pay is not your primary motivator.

• You value Indigo’s training culture, stability, and long-term opportunities.
• Loyalty and growth matter more.

50. What is your understanding of low-cost vs full-service carrier?

Approach:

• LCC: No frills, cost-effective, high utilization, point-to-point routes (e.g., Indigo).

• FSC: Includes in-flight services, multiple classes, hub-and-spoke model.
• Show understanding of LCC efficiency and your alignment with that model.

51. What is the AOC or operating structure of Indigo?

Approach:

• Know that Indigo operates under Scheduled Airline AOC issued by DGCA.
• Understand basic compliance framework (DGCA, CARs, SOPs).
• Show you're aware of regulatory accountability.

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52. What is your financial background?

Approach:

• Be honest about your situation.

• Briefly explain how training was funded (loan, family support, etc.).
• Emphasize financial discipline and commitment to aviation.

53. How did you fund your training?

Approach:

• Explain the funding method (self, family, bank loan, scholarship).

• Show that you value the investment and are committed to delivering returns through
excellence.

54. Have you ever failed anything before? How did you deal with it?

Approach:

• Be honest. Use the STAR method to describe the situation.

• Focus on what you learned and how you improved.
• Emphasize resilience.

55. What if your medical is revoked?

Approach:

• Express realistic awareness.

• Mention backup plans: aviation management, dispatch, safety, instruction.
• Show you’ll stay in aviation in some capacity.

56. What if you could never fly again?

Approach:

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• Reinforce love for aviation and willingness to shift to ground roles.

• Mention transferable skills and long-term industry passion.

57. Any Plan B if not selected?

Approach:

• Mention short-term alternatives: continue training, apply to other airlines.

• Long term: Stay within aviation—maybe pursue ground ops, safety, or instruction.
• Reaffirm flying remains your core goal.

58. is being nervous good or bad?

Being nervous isn't inherently good or bad — it's situational. A little nervousness can heighten
focus and show you care. However, too much can affect performance and decision-making. The
key is to manage it and channel it positively.

59. What is the difference between Airbus and Boeing?

Approach:

• Airbus: Fly-by-wire, side-stick, ECAM, philosophy of computer priority. European

company, believes in automation.
• Boeing: Control column, yoke, pilot authority focus. Usa company.
• Emphasize adaptability and willingness to fly either platform.

60. Why is CRM important?

Approach:

• CRM ensures effective communication, teamwork, decision-making, situational

awareness.
• Reduces human error and improves safety and efficiency in the cockpit.

61. What is the difference between SOP and checklist?

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Approach:

• SOP: Standard operating procedures – guidelines on how to operate safely.

• Checklist: Specific task-based steps for confirmation.
• SOP is the system; checklist is the tool.

62. Indigo’s profile – past, present, future?

Approach:

• Past: Founded in 2006, started as LCC. Read about first flight

• Present: Largest Indian airline, 300+ aircraft, dominant domestic share.
• Future: A321XLR, international growth, sustainability.
• Show that you track company progress.

63. What are the types of aircraft you know and key personnel in Indigo?

Approach:

• Mention Airbus A320, A321, ATR.

• Know key figures like CEO, Head of Training, Chief Pilot.
• Stay current via Indigo’s official site or press releases.

64. Any question for us?

Approach:

• Ask smart, sincere questions:

o What’s the training timeline post-selection?
o What qualities define successful Indigo cadets?
• Avoid salary or benefits-related questions at this stage.

• 65. What if the captain is drunk before the flight?

• Approach:
• This is a serious safety and legal issue; it must be handled professionally and decisively.
• Follow DGCA protocol: Immediately report the incident to the concerned authority
(e.g., flight dispatch or duty manager).
• Apply PACE strategy: start with Probe (“Captain, are you feeling okay today?”), then

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Alert (“I noticed something unusual”), Challenge (“I believe you're unfit to fly”), and if
necessary, Emergency action (refuse to operate and report officially).
• Emphasize a safety-first mindset and zero tolerance for alcohol violations.
• Show integrity and accountability—passenger and crew safety must always come
before hierarchy or hesitation

66. What would you do if captain is mentally unstable?

Approach:

• Assess if behavior compromises safety.

• Inform authorities after flight, or intervene during if flight safety is at risk.
• Maintain calm and CRM.

67. What if the captain violates safety norms but insists on proceeding?

Approach:

If a captain violates safety norms, I would handle the situation professionally using the PACE
strategy:

• P – Probe: I would respectfully raise the concern by asking questions to clarify the
captain’s reasoning.
• A – Alert: If the concern remains, I would clearly state the safety implications and refer
to SOPs or regulations.
• C – Challenge: If the situation persists, I would firmly but respectfully challenge the
decision, emphasizing that safety must take priority.
• E – Emergency / Escalate: If there is an immediate safety risk and no resolution, I
would escalate through the proper chain of command (e.g., contacting operations or
safety authority).

Throughout the process, I would use Crew Resource Management (CRM) principles—
maintaining open communication, mutual respect, and focusing on shared safety goals.
Safety should always come before hierarchy, and any unsafe act must be addressed assertively
and professionally.

68. What if a crew member reports fatigue and doesn’t want to fly?

Approach:

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• Respect their self-assessment.

• Report the concern.
• Never force a fatigued crew member to operate—safety again comes first.

69. Captain makes a mistake but ignores it. What will you do?

Approach:

• Bring it up respectfully using assertive communication.

• Reference SOP or performance-based guidelines.
• Report post-flight if necessary.

70. How would you deal with a rude senior in cockpit?

Approach:

• Stay professional.
• Don’t respond emotionally.
• Focus on CRM and flight operation. Report only if behavior compromises safety.

71. How would you resolve a conflict mid-air?

Approach:

• De-escalate with calm, assertive dialogue.

• Keep communication open.
• Prioritize operational safety—conflict resolution comes after.

72. What do you understand by leadership in cockpit?

Approach:

• Leadership = decisiveness + empathy + accountability.

• Includes listening, assigning roles, monitoring crew well-being.
• Good leaders stay calm and act in the best interest of safety.

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73. What would you do if aircraft had a serious technical issue mid-air?

Approach:

• Follow SOPs.
• Coordinate with Captain.
• Declare emergency if needed.
• Aviate, Navigate, communicate—stay composed.

74. Describe a time you made a poor decision—what did you learn?

Approach:

• Use the STAR method.

• Show that the experience led to reflection, correction, and learning.
• Never blame others.

75. What would you do if you feel you're being discriminated against?

Approach:

• Stay calm.
• Document the incident and report through official internal channels.
• Maintain professionalism throughout.

76. How would you behave with cabin crew?

Approach:

• With respect and cooperation.

• Recognize them as part of the safety team.
• Communicate clearly and professionally.

77. How would you improve your performance if given feedback?

Approach:

• Accept feedback gracefully.

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• Reflect, make a plan, and apply improvements.

• Show you're coachable and growth-focused.

78. If you disagree with your instructor/senior, what will you do?

Approach:

• Respectfully share your viewpoint.

• Accept their experience but seek clarification politely.
• Follow hierarchy while being inquisitive.

79. Are you flexible about relocation and fleet assignment?

Approach:

• Say yes.
• Express understanding of airline operational needs.
• Emphasize your adaptability.

80. Why aviation as a career despite uncertainty?

Approach:

• Passion, purpose, and commitment drive your choice.

• Acknowledge challenges but highlight how they strengthen your resolve.
• Show understanding of cyclical nature and adaptability.

81. Bad experiences during your flying?

Approach:

• Pick one minor but instructive example (e.g., miscommunication, technical glitch).
• Focus on what you learned.
• Don’t criticize instructors or aircraft.

82. Why did you choose the cadet program over the conventional CPL route?

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The cadet program offers a structured, airline-aligned training path focused on safety, SOPs,
and multi-crew coordination. Unlike conventional CPL, it prepares me specifically for the
airline’s standards and operational culture, ensuring a smoother and more professional transition
into line flying.

83. Is flying risky?

Flying is not inherently risky when done with proper SOPs, training, and safety protocols.
Aviation is one of the safest modes of transport because every action is guided by strict
procedures and continuous checks. As long as discipline and standards are followed, the risks are
minimized

84. Why didn’t you choose the Indian Air Force and chose commercial aviation instead?

While I deeply respect the Indian Air Force, it was commercial aviation that fascinated me
since childhood—watching airliners, airport operations, and the professionalism of airline pilots.
I’ve always been drawn to the idea of connecting people and places, and working in a
structured, safety-driven, and customer-focused environment. My passion lies in civil aviation,
and I see myself growing within an airline, contributing to its operations and long-term success.

85. What Are Your Strengths and Weaknesses?

Strengths:
Discipline, staying calm under pressure, teamwork, attention to detail, effective communicator,
adaptable.

Weaknesses:
Overthinking, tendency toward perfectionism, stage speaking anxiety, and spending impulsively
on shopping and leisure activities.

Sample Answer:
One of my key strengths is that I remain calm under pressure and maintain discipline in
challenging situations, which is essential in aviation. I enjoy working as part of a team and focus
on details that ensure safety and efficiency. I’m also working on my communication skills and
adaptability, especially when facing dynamic operational conditions.

As for my weaknesses, I sometimes overthink small decisions or strive too much for perfection,
which can affect time management. I’m also working on reducing unnecessary personal
spending and building better financial discipline. Additionally, I used to be anxious during stage
speaking, but I’ve been actively improving through practice and feedback. I view all of these as
opportunities for growth and have been making consistent efforts to improve.

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