rickair7777

Has this ever happened to ANYONE?

jedinein

I've heard the empty kitchen comment before, my response was to key the mike "that's a good thing, I can burn water!" ATC was laughing on freq as they gave out a bunch of instructors so the other dude couldn't respond.

For any of the ladies lurking, what were the gender-related scenarios given?

jonnyjetprop

Here's another good one from a commuter (Yes, we called ourselves commuter airlines in 1990) interview.

Have you ever done drugs? Easy, No I spent the next 5 minutes justifing my answer. Never, not even in High School?, why not?, didn't your friends do drugs? College?

A friend of mine who was 15 years older than me answered, Yes , I was a flight attendant at Eastern for 20 years. I did every drug out there. I was a child of the sixties. Follow up question. When was the last time you did drugs? Answer: About 15 years ago, I don't remember the exact date. That was it. Nothing else said and he was hired right along with me.

AFPirate

On our Aircraft Commander checkout we have the standard question that kind of falls in line with the CA being drunk except in our case you're the AC (CA) and the loadmaster smells of alcohol when you alert for your mission in the morning. The one answer they're looking for in this situation is that you tell him that you suspect he might be under the influence and that he and another crewmember are to proceed directly to the flight doctor while the rest of the crew preflights the aircraft - you also inform command and control that a crewmember might be DNIF (duties not to include flying) and that he is enroute to the flight doc, but you don't tell them of your suspicion. You let the flight doc make the call on whether or not he's drunk. Keeps you as the AC out of hot water both with the UCMJ legalities of accusing someone of a crime and of holding up a mission for something you suspect.

sargeanb

A few more:

1. What do you feel is a source of cockpit conflict?

2. Cargo door light illuminates, Captain says we're not going back..what do you do?

3. You enter icing conditions in flight, and the Capt does not care...what do you do?

4. A passenger says they smell alcohol on your breath...what do you do?

Good thread all around...especially considering I've got an interview next week!!

-Sargeanb

FlyerJosh

1- The largest source of cockpit conflict is miscommunication leading to misunderstanding. Any breakdown in communication can lead to conflict up to and including the type that leads to an accident. Ensuring that both crewmembers are well informed of each others actions and though processes is the first and largest step (IMHO) of effective CRM.

2- What does the emergency/abnormal checklist say? All of the procedures that I am familiar with say something along the lines of: Check pressurization. Monitor and continue flight as appropriate. Odds are that the issue is a simple proximity system issue, and not something worth diverting over.

3- I enter icing conditions all the time in flight and don't really care about them. Unless the aircraft isn't certified for known icing or isn't properly equipped (IE deice/anti-ice inop), no biggie.

4- This is probably the most severe of the 4 questions you listed simply because the potential for negative media is possible. I make the assumption that you're sober (you DO follow bottle to throttle rules right?) Best answer? Follow whatever established procedure the company has regarding accusations of intoxicated crewmembers. Start by calling your chief pilot and explaining the situation.

sargeanb

A few more...you're 1000 over gross and Captain does not care, RVR's 1400 and Captain says he's done it 100 times and wants to get home. What to do?

Hopefully they realize I've never been in the Part 121 environment and can't speak from experience on these things, but what are the ethical channels usually to go through in that situation? I'm guessing talk to the Captain, reiterate the importance of company procedures, try to consult some other crews to get another opinion, before moving up the ladder. What's the normal procedure for this sort of thing? And how come all of these captains keep breaking the rules?

FlyerJosh

If the numbers come up 1000 overgross, then its time to double check the calculations. Are you overweight for takeoff performance? Predicted Max landing performance? Or simply the max takeoff weight? With the first two scenarios, there might be something that you can do to come back into the performance envelope (IE change the TO flaps or runway or other configuration for takeoff/runway/climb limits or fly lower enroute if you're projected to be above max landing weight when you arrive). If it's the latter and you're over max takeoff weight, you'd better be figuring out a way to correct the issue prior to departure.

If the captain doesn't do anything, I'd tell him that I wasn't comfortable with the situation. If that doesn't do anything, I'd probably then simply inform the gate or ops that we needed to take a few passengers off the aircraft prior to departure. That solves the problem. You can always discuss it with him/her after the people are removed. If it really becomes an issue, call the Chief Pilot on Duty.

As for the 1400 RVR, remember that there are different criteria for when you have to have the prescribed minimums... when does it hit 1400? At the FAF? Prior to it? After passing it? Only if it is below minimums at the FAF do you have to discontinue the approach. If it drops below minimums at that point, simply announce missed approach and follow the appropriate procedure (and the same procedure as if the CA refuses to go missed at MDA/DH with no runway in sight).

Texandrvr

These criteria are going to be different for each company's ops specs. In an interview I would say, "I don't know what your company's ops specs say, so I'll tell you what the AF(or insert your company here) reg says.

coldpilot

Here is one that I got on my interview with 9E. "It's your last flight on IOE and on our last flight we heard a bit of a noise coming from the left engine. We had mx check it out on the ground and they signed off the aircraft for our return flight to MEM. IOE has been going great. We have been getting along well and you are doing an awesome job flying the airplane and you will get signed off when we get done with this flight. As we are rolling down the runway I call out V1 and we hear a loud bang come from the left engine. I tell you to keep it on the abort the takeoff and keep it on the ground. What do you do? Are you going to defy me, your training captain, who is about to sign you off to fly the line or do you continue the takeoff?"

I said if you call out V1 and then we hear the bang that by the time you say something V1 has come and gone so we will continue. The airplane will fly it was certified to do so. Throw the thrust levers full forward and get it off the ground, run the checklist, and then come around to get it back on the ground.