TRANSCRIPT OF TESTS PARTS 1, 2 AND 4 PART 1 Introduction - No assessment

Please tell me your first name and family name Please tell me your nationality and country of residence. Please state if you are a student pilot or, if you are a qualified pilot, please tell me the type of licence that you hold. Please tell me the total flight hours experience that you have.

PART 2 General questions, ICAO Alphabet, numbers, emergency transmissions

Please tell me why you decided to become a pilot. Describe your first solo flight in as much detail as possible within the time scale of 2 minutes. In my first solo flight, even though I do not remember the whole details of it, it was a long time ago; I gained self-confidence and trust as a pilot who can take off, fly, and land a plane. Taking all the controls and managing the whole operation alone was a huge responsibility and experience. Tell me about an incident you have had while flying an aircraft, or any other incident that you know about. You have 2 minutes to describe the incident. An occurrence is described by accident: if a person is fatally or seriously injured as a result of being in the aircraft, direct contact with any parts of the aircraft, and direct exposure to jet blast; the aircraft sustains damage or structural failure; or the aircraft is missing. Incident is described by an occurrence, other than an accident, associated with the operation of an aircraft which affects or could affect the safety of operation. --We were climbing through FL070 out of istanbul's runway 35R when grey smoke with the smell of burning plastics was observed in the cabin. We levelled off and returned to istanbul for a safe landing on runway35L about 10 minutes after departure. After a brief inspection by emergency services the aircraft taxied to the gate. --We were landing at Antalya in heavy rain.this caused the aircraft to hydroplane on landing. WE managed to slow the aircraft within the runway, the left outboard tyre deflated as result of hydroplaning damage. The aircraft taxied to the apron on its own power. Please describe how you are preparing for a flight, within the time scale of 2 minutes. I arrive the operation control centre (OCC) at least 2 hours before my flight. I get a quick briefing about the weather conditions and flight plans. I determine the fuel that will be used during the flight. Afterwards, I examine the destination airport information, emergency procedures, and communication lost procedures. I also hold a briefing with the cabin crew about the flight related to normal and abnormal procedures.

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ICAO phonetic alphabet: LFDTHOZWGXBNKSYERIUQPAVMCJ ICAO phonetic alphabet: NXWZLFYMCHVAPTUIDOBQSJRKGE ICAO phonetic alphabet: KBAMHVRQNSCWPZYXLGDIETFUJO ICAO phonetic alphabet: MLOQWPCANRGFVSKUTJEXBIYDZH ICAO phonetic alphabet: WEPBFVIKMCAHXZLSYTJDQOGRUN ICAO phonetic alphabet: JXTKALQSEWMVCONBDUYPGFRIZH ICAO phonetic alphabet: FSIKQLHAVTOGUDPBZNEJWYCMRX ICAO phonetic alphabet: SWYLDTVERKAXCNMBZGHUIPJOFQ ICAO phonetic alphabet: TFJXDVUKNCSYBZIPOLRHGAMEW ICAO phonetic alphabet: WUKHINDYTXCBPOFGSRJMQZLVEA ICAO phonetic alphabet: GZUAHKWICTYNSFOPXJBLVQMRDE ICAO phonetic alphabet: RTXQKBSPVLEYDZJFICUNAGWHMO ICAO phonetic alphabet: VPDHASNLRWZCMBGTXFOJUYKIEQ ICAO phonetic alphabet: NFZAOMHWIGCJDYEVLPBSQUXTRK ICAO phonetic alphabet: YZUFRTXJOWANHBMKCGIDSQVEPL ICAO phonetic alphabet: INSATGBMYUJOCHDPVZWREKLQFX Numbers: 8 0 6.9 7000 9 4.3 124.195 190 400 Numbers: 5 0 9.1 8000 6 3.4 129.145 140 900 Numbers: 9 0 4.3 6000 8 5.4 104.195 190 700 Numbers: 4 8 9.6 5000 0 7.9 119.145 240 600 Numbers: 9 0 4.7 5000 8 2.9 118.195 340 600 Numbers: 6 4 9.2 5000 0 6.9 128.145 190 700 Numbers: 9 0 7.9 6000 4 5.3 129.145 170 800 Numbers: 2 9 4.3 5000 0 9.8 104.195 340 700 Numbers: 9 4 5.1 2000 0 7.6 109.145 340 800 Numbers: 4 7 9.2

6000

5.1

119.125 130

700

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180 (one eight zero) FL 140 (one four zero) 16 kt (one six) FL 230 (two three zero) QNH 1014 (one zero one four) Altitude 3500 (three thousand five hundred) FL 100 (one hundred) QNH 1012 (one zero one two) FL 190 (one niner zero) Altitude 1900 (one thousand nine hundred) 10 kt (one zero) FL 240 (two four zero) 160 (one six zero) FL 200 (two hundred) Altitude 2700 (two thousand seven hundred) FL 190 (one niner zero) QNH 1009 (one zero zero niner) FL 300 (three hundred) 080 (zero eight zero) 14 kt (one four) FL 240 (two four zero) FL 240 (two four zero) Altitude 1700 (one thousand seven hundred) QNH 1004 (one zero zero four) FL 180 (one eight zero) 16 kt (one six) 090 (zero niner zero) FL 100 (one hundred) 10 kt (one zero) 160 (one six zero) FL 090 (zero nine zero) QNH 1014 (one zero one four) FL 200 (two hundred) Altitude 2300 (two thousand three hundred) FL 140 (one four zero) 190 (one niner zero) FL 240 (two four zero) Altitude 1900 (one thousand nine hundred) FL 100 (one hundred) 14 kt (one four) FL 080 (zero eight zero) QNH 1011 (one zero one one) QNH 1007 (one zero zero seven) FL 200 (two hundred) 230 (two three zero) Altitude 2500 (two thousand five hundred) FL 180 (one eight zero) 18 kt (one eight) FL 240 (two four zero) FL 090 (zero nine zero) 070 (zero seven zero) FL 200 (two hundred) 12 kt (one two) FL 140 (one four zero)
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Altitude 1600 QNH 1009 FL 200 10 kt 240 FL 090 Altitude 2100 QNH 1008 FL 230 FL 190 200 FL 100 12 kt FL 240 Altitude 2500 QNH 1013

(one thousand six hundred) (one zero zero niner) (two hundred) (one zero) (two four zero) (zero niner zero) (two thousand one hundred) (one zero zero eight) (two three zero) (one niner zero) (two hundred) (one hundred) (one two) (two four zero) (two thousand five hundred) (one zero one three)

Pilot message: MAYDAY, MAYDAY, MAYDAY, Sun City Approach, GBTEN, we have a fire in the galley, we are leaving FL 210 for an emergency descent to FL 30, 10 miles North of Tango 1, heading to Alphaville for emergency landing, please advise. Question 1: What is the emergency? GBTEN have a fire in the galley. Question 2: What action is the commander of GBTEN taking? GBTENs commander is leaving FL 210 for an emergency descent to FL30, heading to Alphaville for emergency landing... Pilot message: Sun City Approach, CPA18, I have intercepted Mayday from GBTEN, I say again GBTEN, fire in the galley, leaving FL 210 for an emergency descent to FL 30, 10 miles North of Tango1, heading to Alphaville for emergency landing. Question 1: Please explain in plain English the pilot's message. CPA18 is passing along a distress call from GBTEN to ATC. GBTEN is experiencing fire in the galley and heading Alphaville for emergency landing... Question 2: Please give a possible reason why CPA18 is relaying the distress message to Sun City Approach. The Mayday call is not recognized by ATC. GBTEN is out of range of the ATC. Pilot message: MAYDAY, MAYDAY, MAYDAY, Sun City Approach, UPCXA, PA38, one engine shut down and major fuel leak, request emergency landing and fire services, 10 miles North-West of Sun City Airport, altitude 2000 feet, heading 140, PPL, 2 persons on board. Question 1: What is the emergency and what is the commander of PA38 requesting? The emergency is engine shut down and major fuel leak and the commander of PA38 is requesting an emergency landing and fire services... Question 2: What was the estimated position of the PA38 during the Mayday call? The estimated position of the PA38 is 10 miles North-West of Sun City Airport, altitude 2000 feet, heading 140...
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Pilot message: Sun City Approach, CPA18, I have intercepted Mayday from UPCXA, I say again UPCXA, PA38, one engine shut down and major fuel leak, requests emergency landing and fire services, 12 miles North-West of Sun City Airport, altitude 2000 feet, heading 140, PPL, 2 persons on board. Question 1: Please explain in plain English the pilot's message. CPA18 is intercepting a Mayday call from UPCXA, PA38 and relaying the distress message. According to message, UPCXA, PA38 is experiencing engine failure and major fuel leak and requesting emergency landing and fire services. UPCXA, PA38 is in 12 miles North-West of Sun City Airport, altitude 2000 feet, heading 140... Question 2: Please give a possible reason why CPA18 is relaying the distress message to Sun City Approach. Answer question 2 (examples): - Because the Mayday call was not acknowledged by the ATC - the Mayday aircraft is out of range of the ATC Pilot message: MAYDAY, MAYDAY, MAYDAY, Alphaville Approach, TX459, we are very low on fuel due to fuel leak, one engine shut down, FL 230, 10 miles North of Tango1, heading to Alphaville for emergency landing. Question 1: What is the emergency? TX459 is very low on fuel due to fuel leak and one engine shut down... Question 2: What action is the commander of TX459 taking? The commander of TX459 is heading to Alphaville for emergency landing... Pilot message: Aplhaville Approach, CPA 18, I have intercepted Mayday from TX459, I say again TX459, very low on fuel, one engine shut down, FL 230, 10 miles North of Tango1, heading to Alphaville for emergency landing. Question 1: Please explain in plain English the pilot's message. CPA18 is intercepting a distress call from TX459. Question 2: Please give a possible reason why CPA18 is relaying the distress message to Sun City Approach. TX459 is out of range of the ATC and is not recognized (read) by Sun City Approach... Answer question 2 (examples): - Because the Mayday call was not acknowledged by the ATC - the Mayday aircraft is out of range of the ATC Pilot message: PAN-PAN, PAN PAN, PAN PAN, Sun City Approach, UG209, 18nm East of Sun City passenger with suspected heart attack, diverting to Sun City, FL 240 , heading 275 to Sun City, request paramedic and ambulance on arrival. Question 1: What is the emergency and what is the commander of UG209 requesting? There is a passenger with suspected heart attack and the commander of UG209 is diverting to Sun City while requesting paramedic and ambulance on arrival... Question 2: What was the estimated position of UG209 during the urgency call?
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animation a/c movements

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PART 4
(Task for the following three questions) Listen to the following transmissions from ATC and readback the required information. Your callsign will be displayed on the screen. ATC (live): 407 continue for W9, contact the Tower on 118.1 Answer: Continue for W9, contact Tower 118.1, 407. ATC (live): Iberia 3244 descend FL 40 Answer: Descend FL 40, Iberia 3244 ATC (live): KLM 1627 after the Martinair 767 has passed behind push back approved. Answer: Push back after the Martinair have passed, KLM 1627. ATC (live): KLM 73N at the end of Quebec give way to Air Lingus from the right then take the second left W10. Answer: Continue on Q, after Air Lingus have passed taxi to W10. ATC (live): Jordanian 850 descend to 2500 ft QNH 1013. Answer: Descend to 2500 ft, QNH 1013, Jordanian 850. ATC (live): 1953 descent to FL 40 Answer: Descend FL40, 1953. ATC (live): 95X contact 134.37 Answer: Contact 134.37, 95X ATC (live): KLM 1655 contact Amsterdam Radar 124.87 Answer: Contact 124.87, KLM 1655. ATC (live): Scandinavian 1549 contact Arrival on 118.4 Answer: Contact 118.4, Scandinavian 1549 ATC (live): AV 1014 climb FL60 Answer: Climb FL60, AV1014. ATC (live): KLM 1217 climb FL250 Answer: Climb FL250, KLM 1217. ATC (live): KLM 1655 climb FL90 Answer: Climb FL90, KLM 1655. ATC (live): Air France 2040 turn left heading 020 Answer: Turn left heading 020, Air France 2040. ATC (live): AV1014 radar contact, maintain 60. Answer: Maintaining FL60, AV1014. Pilot - ATC (live): The pilot asks the ATC if there is a known problem with the ILS runway 06. The ATC replies that they are working on the ILS but it should be CAT 1. The pilot reports that there are intermittent signals on the ILS and sometimes it disappears completely, but the Ident is stable. (Task) Please explain the problem. ILS is malfunctioning. There are intermittent signals on the ILS and sometimes it disappears completely.
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Pilot - ATC live: The pilot requests taxi from stand B14 without first requesting push back. The controller points out that he should have requested push back to Ground control before requesting taxi. However, the controller gives clearance to taxi via Q and W5 to runway 36 Left. (Task) Please explain what happened and what taxi clearance was given to 503. (Task) You are the pilot-in-command of an aircraft, callsign CA379. After take-off, during the climb to FL 350, you experience a serious depressurisation problem at passing FL300. Please give an example of your urgency call to ATC indicating your intentions. Answer: Approach or other ATC CA 379 Mayday, Mayday, Mayday depressurisation problem making emergency decent to lower level, please confirm clearance to continue decent heading 240 degrees CA 379 (Task) You are the pilot-in-command of a twin-engined turbojet aircraft, callsign CA379. Just after take-off, at approximately 300 feet AGL, you experience flying into a flock of birds, causing the starboard engine to vibrate severely. Please give an example of an emergency call that you would make to ATC indicating your intentions. Answer: Tower CA 379 Mayday, Mayday, Mayday bird strike right engine or (starboard engine) shut down or severe vibration request radar vectors for ILS emergency/priority landing, request emergency services CA 379

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TOWER, CALL SIGN, the aircraft landing white twin-engine jet has smoke coming from left main undercarriage or (port main undercarriage), possible tyre burst or overheated brakes or break fire, requesting fire services... GZ491

TOWER, TS204, the American transport or (US Air force) aircraft has a major fire on the inboard engine on the right wing or (starboard wing) or number 3 engine, or TOWER, TS204, Mayday Mayday Mayday, the US Air Force transport aircraft has engine fire on the inboard engine, requesting emergency crew at the scene...

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TOWER, TAR440 position Alpha 8, the landing white twin jet airliner has thick smoke coming from left engine or (port engine), advise pilot to shut down left engine or port engine, requesting fire services at the stop for a possible fire...

TOWER, SR447, the landing white aircraft has fire on the nose wheel or TOWER, SR447, the landing aircraft has fire on the nose gear caused by the gear locked 90 degrees to landing direction, requesting paramedics and fire services...
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The reporter might say the B747 has just crash landed with a collapse of the main gear or they might say the aircraft has tipped or fallen back on its tail during the loading process and the centre of gravity was too much to the rear causing the aircraft to fall back on its tail The aircraft should have had a tail stand to prevent the aircraft falling back during loading

There are two possible explanations: Either the aircraft numbered 2 has taxied into the aircraft number 1 and the main wing has cut or sliced into the fin or (vertical stabiliser) of number 1 aircraft or Aircraft number 1 has taxied into aircraft number 2 and its fin or (vertical stabiliser) has struck or collided with the left wing tip of number 2 aircraft
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Tower, TWS 27, the blue aircraft just taking off has a major fire on the left engine or (port engine) or Tower, TWS 27, Mayday Mayday Mayday the blue aircraft just taking off has major fire on the left engine or (port engine),

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Task: You are about to receive verbal instructions concerning de-icing procedures at Zurich Airport. Listen carefully and take notes, because you will be asked 5 separate questions regarding the procedures. DE-ICING PROCEDURE 36 All aircraft departing from Zurich are planned for remote de-icing, except: - Pre-de-icing of aircraft parked over night, or - By decision of the De-icing Coordinator The de-icing methods can be one of the following: - De-icing on request, or - General de-icing (as published or broadcast by ATIS) For de-icing on request, crew shall call De-icing Coordination on 130.37 and request de-icing at least 15 minutes before estimated time of departure. Crew will be informed about the de-icing procedures expected (either ON-STAND or REMOTE de-icing). For General De-icing (as published or broadcast by ATIS), no special request is required. Crew shall check with De-icing Coordination on 130.37 which de-icing procedure is expected (either ON-STAND or REMOTE de-icing). Question 1: Which aircraft are not normally planned for remote de-icing? Answer 1: Pre-de-icing of aircraft parked over night, or by decision of the De-icing Coordinator Question 2: Please state the two de-icing methods available at Zurich Airport Answer 2: De-icing on request, or General de-icing (as published or broadcast by ATIS) Question 3: What is the minimum notice time for de-icing on request? Answer 3: 15 minutes Question 4: What is the radio frequency for De-icing Coordination? Answer 4: 130.3 Question 5: What are the two de-icing procedures available at Zurich Airport? Answer 5: ON-STAND or REMOTE de-icing TRANSFERRING FREQUENCIES Normally you will be advised when to change to a new Air Traffic Service Unit and given the frequency. Acknowledge this by reading back the frequency followed by your callsign, and then make the transfer to the new frequency. Initiate contact on the new frequency by using the Air Traffic Service Unit's name, followed by your callsign. LISTENING OUT Having made contact on a particular frequency, you should listen out on that frequency for any messages directed at you. When listening out, take note of any message to or from other nearby aircraft so that you can build up a picture of the overall situation, known as situational awareness. If there are no transmissions on your frequency for a considerable time, say 5 or 10 minutes, you can always request a radio check to confirm that two-way communication are still working. Question 1: How do you know when to change frequency? Normally you will be advised to change the frequency and you will be given the frequency. .Question 2: How should you acknowledge when ATC requests you to change frequency? You should acknowledge by reading back the frequency followed by your callsign... Question 3: How should you initiate contact on a new frequency? Initiate contact by using the Air Traffic Service Units name followed by your callsign... Question 4: What does "situational awareness" mean? Situational Awareness means building up a picture of the overall situation so that, in case of an emergency, a pilot can analyze the emergency quickly and react fast... Question 5: You have been on a frequency which was quite busy for some time, and you find that for the last 7 minutes there has been no radio traffic on that frequency. What would you normally do under these circumstances? I would request a radio check to confirm that two way communications is active and still working.
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RELAYING EMERGENCY MESSAGES If you hear an emergency call that is not acknowledged, perhaps because the transmitting aircraft is out of range of a ground station, you should relay the emergency message. Whenever you hear a Mayday call, you should note the details down, just in case you have to relay the message. Try and note the details when you first hear them because the pilot in distress may not be able to transmit them a second time. Having heard another pilot make a Mayday call, you should self-impose radio silence for an appropriate period, to allow the communication between the aircraft in distress and the ATC without any interference. If you see someone else in distress, for example a ditched aircraft or a boat on fire, you should transmit an urgency message on their behalf. To avoid any misunderstanding you should make it clear that it is not your aircraft and you are relaying the message for another aircraft or persons. Therefore their indentity should be repeated twice.

Question 1: When should you relay an emergency message? You should relay an emergency message in case message is not acknowledged by any ATC. Question 2: Why is it important to take notes when you first hear a Mayday call? It is important to take notes because you may have to relay the message and the pilot in distress may not have a second chance to transmit the message again. Question 3: What should you do, if possible, during the period of another aircraft's Mayday emergency? You should self-impose radio silence for a while, an appropriate periode of time, to allow communication between the aircraft in distress and the ATC without any interference. Question 4: What should you do if you see someone else in distress, for example a boat on fire? You should transmit an urgency message on behalf of someone else in distress. You should make it clear that you are not the one in trouble and you are relaying the message for another aircraft or person.

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(Task) Please describe in as much detail as possible what you see in this diagram.

There is an approaching plane and CB clouds on planes approach path. Below the CB clouds there is an expecting winshear. Plane has two options. One option is to go around and try to land a different runway. On the other hand, the second option is to continue to approach, but on the flight path pilot should expect effects of windshear. These effects are vertical and horizontal changes in winds speed and direction. Vertical increase and decrease in wind speed and downward effect of horizontal wind will affect the glide slope. So plane will recover or crash related to pilots decision. (Task) In this picture you see a developing cumulonimbus cloud (CB). Please describe the potential hazards to an aircraft that penetrates a developed cumulonimbus cloud.

Answer (examples): If an aircraft has to penetrate a CB cloud pilot should ready for - severe turbulence - icing - windshear - loss of radio instruments - lightning strike - overstressing of aircraft
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(Task) Please name the parts of the aircraft numbered 1 to 12.

correct answer: 1 - cockpit (cabin); 2 - fuselage (body); 3 - slats; 4 - spoiler; 5 - aileron; 6 - flaps; 7 - elevator; 8 - rudder; 9 - vertical stabiliser or fin; 10 - horizontal stabiliser; 11 - wing; 12 - (jet) engine (Task) Please name the parts of the aircraft numbered 1 to 13.

correct answer: 1 - nacelle (or engine); 2 - wing; 3 - aileron; 4 - flap; 5 - horizontal stabiliser; 6 elevator; 7 - trim tab; 8 - fuselage (body); 9 - cabin (cockpit); 10 fin or vertical stabiliser; 11 rudder; 12 - nose gear; 13 - main gear.
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Instruction for occurrence report (next test item) For the next part of the test you will receive information concerning an occurrence. Please listen carefully and take notes. (Occurrence reporting) When you were at a foreign airport and your aircraft was at the holding point Alpha for runway 25, ATC were communicating with other aircraft in the local language which you could not understand. You were instructed and given clearance to line-up and take off runway 25. An expeditious line-up, followed by rolling take-off were executed. ATC then instructed you to stop, which took some seconds to comply with due to the instruction not being very clear. Take-off was rejected after reaching 65 kts, runway was vacated and brakes were cooled. ATC had ordered the rejected take-off due to a B737 about to land on an intersecting runway ahead. (Question:) We were waiting at the holding point Alpha for runway 25. ATC gave us line-up and take-off clearance. Meanwhile, ATC was communicating with other aircrafts in the local language which I could not understand. During take-off roll, ATC instructed us to stop. We rejected the take-off at 65 knots. Then we vacated the runway. ATC advised us that the take-off was rejected due to a B737 about to land on an intersecting runway. (Occurrence reporting) After departing Runway 16 your aircraft was cleared to climb to FL280. When passing FL117, ATC instructed you to maintain FL110 on reaching, but no reason was given for this action. You called ATC to confirm instruction whilst your TCAS showed an aircraft above descending. You disconnected Autopilot and descended to FL 106 at which point the other aircraft was indicating 800 ft above and still descending. (Question:) We were climbing to FL280. ATC instructed us to maintain FL110 while passing FL117 without giving any reason. We noticed a descending aircraft on TCAS. Immediately, we disconnect autopilot and descended to FL106. When we reached FL106 other aircraft was still descending 800 ft above. (Occurrence reporting) Your aircraft was established on ILS approach for runway 09. You were instructed to reduce speed to 150 kts and than at 8nm to minimum approach speed. Clearance to land was given quite early. After landing ATC instructed you to expedite vacating runway at Exit 15 due to aircraft close behind. You had just vacated the runway when the landing B737 passed close behind you during its landing roll. You are sure the B737 landed whilst you were still on the runway 09. ATC were talking to the B737 in the local language which you could not understand. (Question:) We established ILS approach for runway 09. ATC instructed us first to reduce speed to 150 knots and then at 8nm to minimum approach speed. We received clearance quite early. After we land, ATC instructed us to expedite runway at exit 15 due to close aircraft. We had just vacated the runway when a landing aircraft passed close behind us. I am sure landing aircraft received clearance when we were still on the runway. ATC was talking to landing aircraft in the local language.
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Occurrence reporting) During approach into a foreign airport, at altitude 3300 feet, you requested ATC to fly overhead the field, to visually position left base for runway 21. This was approved by ATC who told you, that you were No. 1 and cleared to land. When you were over the airport at 1500 feet, a military jet fighter was observed in your 11 o'clock position. A few seconds later a TCAS Resolution Advisory was received on board your aircraft. You informed ATC, who after a moment told you, that you were No. 2 to land. Instructions to the jet fighter were in the local language which you did not understand. (Question:) We were at altitude 3300 feet when we requested to fly overhead the field to visually position left base runway 21. Following our request, ATC approved us by telling we are no.1 and cleared to land. However, at altitude 1500 feet, we observed a military jet fighter in 11 oclock position. A few seconds later TCAS Resolution Advisory was received. Then we immediately informed ATC about the situation and ATC told us that we were no.2 to land. ATC instructed the jet fighter but the instruction was in foreign language that we could not understand. (Occurrence reporting) You were flying your aircraft on final approach, 5 nm behind a B747. ATC instructed an A320 on the ground, to line up after the landing B747. You saw the B747 in front land, and immediately after, the A320 taxi from the holding point, to line up on the threshold. You questioned the ATC about the lining up Airbus, but the ATC instructed you to continue your approach. Soon after, ATC then instructed you to go around from 400 feet before the A320 commenced take-off roll. (Question:) As we were on a final approach 5nm behind a B747, we saw an A320 taxi from the holding point to line up on the threshold following the landing B747. We immediately instructed ATC about the lining-up Airbus, but ATC instructed us to continue our approach. Soon after, ATC instructed us to go around, as a result, we went around from 400 feet before the A320 commenced take-off roll. (Occurrence reporting) You were flying into a foreign airport and you were cleared to make an ILS approach on RW 12. During the approach, you called the ATC at the "Outermarker" and again at 2 nm, but there was no acknowledgement from ATC. At approximately 450 ft a light aircraft was observed in your 2 o'clock position at the same level, passing right to left. You estimated that the flight path of your aircraft was converging with the light aircraft. Due to local language being used and no word from ATC you were unsure of the traffic situation and decided immediately to initiate a go around. (Question:) We were cleared to make an ILS approach on Runway 12. During the approach, we did not get any acknowledgement from ATC at the outermarker and again at 2nm. At approximately 450 feet, we observed a light aircraft in our 2 oclock position at the same level in a collision course. Due to no word from ATC and local language being used we decided immediately to initiate a go around in order to prevent a collision (an accident).
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(Occurrence reporting) You were at a foreign airport and given clearance to line up and wait RW 32 Right. The instruction was read back and you entered the RW. On lining up, an aircraft was seen turning onto a final approach at approximately 4 miles. Your TCAS was showing an inbound aircraft at 2 nm and plus 500 ft. You had not received your take off clearance. Your pilot non flying transmitted to the ATC that your aircraft was lined up on 32 Right with landing traffic 300 ft behind. There was then a transmission in the local language and approximately 20 seconds later the approaching aircraft, a B737, flew directly overhead between 100 and 200 ft and landed about 600 metres ahead. (Question:)

(Occurrence reporting) You were on approach at a foriegn airport and were handed over, from approach to tower, at 6 DME. At 4.5 DME tower instructed you to continue approach. At 1.2 DME and passing 300 feet you checked with tower and you were told again to continue. At 200 feet AGL (your Decision Height) you were visual with the runway and observed a vehicle in the touch down area rapidly vacating the runway. At 150 feet the vehicle was clear of the runway and you were then 'cleared to land'. Conversation between the tower and vehicle was in the local language and the tower did not advise you at any time concerning the presence of the vehicle on the runway. (Question:) Please give an example of your verbal report to your operations manager on return to your home base.

(Occurrence reporting) You were instructed to line up on RW 24 Right behind a landing King Air aircraft. Shortly afterwards, another light jet aircraft reported on finals for RW 24 Right, and advised it would need the full length of the runway. The King Air was slow to vacate the runway, and by the time it had vacated, your aircraft was cleared for take off and commenced the take off roll. The light jet aircraft was instructed to land after your aircraft departed. You were half way down the runway 24 during the take off roll, when the light jet aircraft passed you on your starboard side. It appeared that the pilot of the light jet decided to do a go around at the last moment. (Question:)
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We were at the line up on RW 24 behind a landing King Air.

(Occurrence reporting) You were at the holding point R/W 27 for departure. You advised the Tower that you would need more time to complete checks. The tower immediately instructed you to line up. Tower also advised you that another aircraft was on approach approximately 14 nm out. When the checks were completed, you were given the take off clearance. You then commenced your take off roll, and had only moved forward 15 metres when ATC told you to stop. You acknowledged the instruction and informed ATC that you were aborting the take off. Immediately afterwards the ATC informed the other traffic on approach to go around. You believe the original traffic information given by the ATC concerning the position of the approaching aircraft was incorrect - the other aircraft was in fact much closer! (Question:) When we were at the holding point RW 27 for departure, we advised tower that we need more time to complete the checks. The ATC instructed us to line up and another aircraft on approach approximately 14nm out. As soon as we completed the checks, we were given clearance to takeoff; however, soon after, ATC instructed us to stop after moving toward 15 meters. We followed the instruction and aborted the takeoff immediately. We believe that the previous given position of the approaching aircraft was incorrect in fact much closer based on ATCs information for approaching aircraft to go around. (Occurrence reporting) Whilst flying in Japan, a European airliner was cleared to maintain 7000 ft on QNH 992. Japan uses altimeter settings in inches of Mercury and not in hectopascals or milibars. The commander, knowing this, asked ATC to confirm QNH 992 hectopascals, or did they mean 29.92 inches? ATC replied "Climb 14000 ft on 29.92 inches". If the commander of the European airliner had set 992 hectopascals on his altimeter, the difference in altitude between 992 hectopascals and 29,92 inches would have been approximately 600 ft. This clearly would have had serious fligh safety consequences. (Questions:)
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1. Please explain what happened and the flight safety implications. The different use of altimeter settings in Japan would have caused serious flight safety consequences. The commander asks ATC to confirm QNH 992 hectopascals and ATC replies the call in inches of Mercury. The commander takes precautious steps by confirming QNH 992. If not, the difference would have been 600ft and this could have caused and accident. 2. In regard to the commander's request for confirmation of altimeter setting, do you consider the controller's reply was correct or not? Please explain. The controllers reply was not correct and that would have misled the commander towards an accident. The controller should have replied in hectopascals. (Task) Your observations during flight may be a valuable source of information for ATC and other pilots. Please give three examples of information you may want to report to ATC or other pilots for safety related reasons. Answer: Examples: - unusual or unforecast weather - flooded runways - debries on the runway or taxiway - windshear - turbulence - bird hazardes - oil polution (for instance large oil slicks at sea) - airprox (near misses with other aircraft) - any other aircraft or vessel that appears to be in trouble - your position and level (in the form of position report) Emergency procedures If you are the commander of an aircraft and you find yourself in real difficulty, do not loose any time, it is important to request assistance immediately. Even during an emergency your first priority must be to fly the aircraft. Your second priority is to navigate. This means to be heading in a suitable direction, at a safe altitude. Your third priority is to communicate. (Question) How would you prioritise your tasks in an emergency situation based on the information you have just received? Emergency situations require quick act so it is important to request assistant immediately without losing time. During an emergency: 1) Continue to fly the plane accurately 2) Navigate safely 3) Communicate, establish a communication The Distress Message or Mayday Call Mayday is the Anglicised spelling of the French phrase "m'aidez!" which means "Help me!" The distress message is the absolute top priority call. It has priority over all others, and the word Mayday should force everyone else into immediate radio silence. (Question) Please give three examples of situations that would justify making a Mayday call. Answer: Examples: - single-pilot incapacitation - engine failure, fire, structural damage or failure - a forced landing - being lost, (very) uncertain of your position, or very low on fuel - weather conditions deteriorating below what you are able to fly in safety (cloud, poor visibility, etc.) - darkness, when you are not qualified to fly at night and/or the aircraft is not suitably equipped.
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The Urgency Message or Pan-Pan Call The urgency or Pan-Pan message is made when an emergency exists that does not require immediate assistance. It is used to transmit a very urgent message concerning the safety of an aircraft - your own aircraft or another, or a person on board or in sight. The urgency or Pan-Pan takes priority over all other calls except a Mayday call. (Question) Please give three examples of situations that would justify making a Pan-Pan call. Answer: Examples: - if you are experiencing navigational difficulties (i.e. uncertain of position), and require the urgent assistance of ATC - if you have a passenger on board who has become seriously ill and will require urgent medical attention - rough-running engine, electrical fault or other technical problems - deteriorating weather or light with no appropriate instrument rating - if you see another aircraft of ship whose safety is threatened and urgent action is perhaps needed - if you are making an emergency change of level in controlled airspace and you may conflict with traffic below (this could be a Mayday call in specific circumstances).
engine failure, flight controls mulfunction ve hydraulic failure

Radio Failure or Human Error? With modern equipment, actual radio failure is a rare event. However, loss of communications or failure to establish communications still exists from time to time, usually due to some human errors. Once the human error is rectified, what you thought was a radio failure turns out to have only been a temporary loss of communications. Everything can then proceed normally. For example, the ground station being called is off the air because the call is made outside the hours of service of that station. The human error in this case is the pilot failure to consult the relevant AIP section. (Question) Please give two other examples of situations which may lead to the loss of communication due to human error. Answer: - wrong frequency selected - audio panel selected incorrectly (e.g. wrong VHF-COM set selected to speaker/headset) - volume too low (no incoming calls heard) - squelch too low (blocking out desired signals as well as unwanted noise) - microphone or headset not firmly plugged in - stuck mike (yours or someone else's) - out of range of ground station being called - ground station being called unserviceable (consult NOTAM)

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Radio failure procedures The Wright brothers never thought to install a radio in their first aeroplane, yet it still flew. Radio is simply a modern aid to flying, that we make great use of, to improve the safety and efficiency of flight. Whether the radio is working or not does not affect the flying characteristics of the aircraft. If the radio fails and you loose communications, it does not mean that the aircraft stops flying. You should continue to fly the aircraft accurately, navigate safely (that is head in a suitable direction at a safe altitude), and then try to restore communications. If that is not possible, then follow reasonable radio failure procedures according to good airmanship and your best judgement. (Question) How would you prioritise your tasks in a radio failure situation based on the information you have just received? First should continue to fly the aircraft accurately, second navigate safely meaning that head in a suitable direction at a safe altitude, and finally try to restore communications (if this is not possible, follow reasonable radio failure procedure using your best judgement... (Task) Please explain what "ROGER" means and what "WILCO"means. On the screen: ROGER and WILCO Answer: ROGER = I have received all of your last transmission. Note: Under no circumstances to be used in reply to a question requiring a direct answer in a sense ("affirm") or negative sense ("negative"). WILCO = I understand your message and will comply with it (abbrevation for "will comply". (Task) Please explain what "AFFIRM" means and what "CONFIRM" means. On the screen: AFFIRM and CONFIRM Answer: AFFIRM = Yes or "affirmative" CONFIRM ...= Have I correctly received the following .message......? or Did you correctly receive this message?

positive

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Why do you think you are level 6? I dont think I am level 6 because ICAO rating scale for level 6 is expert level. My main language is not English so my English proficiency level is not enough for expert level; especially, my pronunciation and fluency. According to regulations, I couldnt get level 6 rating. Tell me about an incident you have had while flying an aircraft, or any other incident that you know about. You have 2 minutes to describe the incident. Incident and accident... An occurrence is described by accident: if a person is fatally or seriously injured as a result of being in the aircraft, direct contact with any parts of the aircraft, and direct exposure to jet blast; the aircraft sustains damage or structural failure; or the aircraft is missing. Incident is described by an occurrence, other than an accident, associated with the operation of an aircraft which affects or could affect the safety of operation. --We were climbing through FL070 out of istanbul's runway 35R when grey smoke with the smell of burning plastics was observed in the cabin. We levelled off and returned to istanbul for a safe landing on runway35L about 10 minutes after departure. After a brief inspection by emergency services the aircraft taxied to the gate. --We were landing at Antalya in heavy rain.this caused the aircraft to hydroplane on landing. WE managed to slow the aircraft within the runway, the left outboard tyre deflated as result of hydroplaning damage. The aircraft taxied to the apron on its own power.

How to prevent runway incursion? Pilot should use standard radio terminology and read back all clearances. If any crew member is in doubt regarding the clearance they should not hesitate to request clarification. An airport diagram should be kept in a location readily available to both crew members during taxi. Prior to taxi, both pilots should know airport diagram and continuously follow the taxi route. Pilots consider using taxi lights to visually indicate movement. Pilots should never cross crossing runway without clearance. Before landing, they should brief the expected taxi route to parking stand. Situational awareness Please tell me why you decided to become a pilot. Flying has always been a passion for me since I was a little boy. Being in the air gives me the limitless feeling of freedom. In addition, I always had interest in aviation and planes. Motivated by my interest in aviation and passion for flying, I found myself in Air Force Academy when I was 18. This was the point where everything turned into reality and my dreams of flying came true. Since then, I continue to improve my expertise and experience as a pilot and I am flying everyday like my first flight.

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Describe your first solo flight in as much detail as possible within the time scale of 2 minutes. In my first solo flight, even though I do not remember the whole details of it, it was a long time ago; I gained self-confidence and trust as a pilot who can take off, fly, and land a plane. Taking all the controls and managing the whole operation alone was a huge responsibility and experience. Please describe how you are preparing for a flight, within the time scale of 2 minutes. I arrive the operation control centre (OCC) at least 2 hours before my flight. I get a quick briefing about the weather conditions and flight plans. I determine the fuel that will be used during the flight. Afterwards, I examine the destination airport information, emergency procedures, and communication lost procedures. I also hold a briefing with the cabin crew about the flight related to normal and abnormal procedures. What would be your sample annaouncement? Good morning ladies and gentlement. This is the captain speaking. Due to a missing passenger we have to go back to the gate and offload that passengers baggage. I apoligize for the inconvinience that we may cause and thank you for your understanding.
Medical mayday 1. heart attack:chest pain,difficulty breathing 2. severe allergic reaction:breathing problem ,turning red

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