It depends: is she cute, how long is our overnight, and will I have to see her again?

 

FlyerJohn, silly me! I forgot about the dual lights. I liked your other answers as well (day/night, MEL, ect). However I was under the impression this type of question was asked to test mainly your integrity/safety attitude/conflict management, not so much systems knowledge (I might be wrong though). Don't get me wrong, I think you brought up some good points, and I would probably answer in your same way if asked that type of question. I'm sure asking questions like yours shows critical thinking and proactive problem-solving, but what if they were interested in knowing how you would handle the conflict with your captain?
If that is the case, they will answer all your questions saying that BOTH navs are out, it is night, it can't be repaired that night, it can't be MEL, ect. In other words they put you in a situation where you either break the FARs and go with what the captain says, or stand up to the captain and tell him its a no-go.
Obviously, you don't want to break FARs, or admit you would at an interview....

How would you handle the conflict with the captain if he was completely motivated to go? What if you cannot convince him be talking to him?
What do you do? Refuse to board the aircraft? Call company ops and denounce the matter?

I know this is a far-fetched scenaro...but reading some gouges it lookes like they are not that uncommon.

thanks to all that replied!

 

Most of those questions are looking for either conflict resolution, or outside thinking. (Sometimes both).

In my experience with the nav light question, I've never heard of anybody pressing the issue, but ALWAYS go with the reg/safety. We all know that in real life, we'd do a CB reset and "ops would check good" right up until we got out of the block, then fly home and write it up.

How about this one - it's pretty common:

Captain is flying an ILS approach to minimums. You're making the required call outs.

you: "200"
CA: "check"
you: "100"
CA: "check"
"Minimums - nothing in sight - go around"

The captain does not respond and continues to fly the approach. What do you do?

 

Say "I have control", and take over because the captain is incapacitated. Answer the questions how HR wants to hear.

 

Not for an interview, but on a flawless PC oral my grandfather was asked what the RPM of the beacon was for the DC-9. Its 49RPM.

 

You would take over the controls at 200' AGL at the snap of the hat? (especially after only one callout?) Are you sure that's what HR (and other line pilots sitting on the panel) want to hear?

 

I don't think fighting for the controls is the thing to do in the 121 world...Remind the CA again - "sir, we need to go around." If nothing, I would tell ATC we don't have the runway environment in sight and are excuting a go around.

Of course, I know nothing and am often reminded of that fact by my wife , daughter, and mom...


_LAFF

 

IMHO, this is the BEST answer out there that I've heard so far. Why? Because it doesn't require wrestling for control at low altitude, and puts the CA in a position where he MUST go around or risk having to explain the situation to the FAA. (Since you have reported over the radio "nothing in sight").

When we asked this question, we didn't just stop at minimums. Instead, we would count down while the question is asked... "minimums"... "minimums minus 50"... "minus 100".... "minus 150"

We did have one or two folks that just didn't say/do anything and presumably hit the runway.

 

IMHO, this is the BEST answer out there that I've heard so far. Why? Because it doesn't require wrestling for control at low altitude, and puts the CA in a position where he MUST go around or risk having to explain the situation to the FAA. (Since you have reported over the radio "nothing in sight").

When we asked this question, we didn't just stop at minimums. Instead, we would count down while the question is asked... "minimums"... "minimums minus 50"... "minus 100".... "minus 150"

We did have one or two folks that just didn't say/do anything and presumably hit the runway...


There are plenty of other questions as well... Drunk captain in hotel lobby after a long overnight, what do you do?

 

Tell the captain he has two choices here... Either he calls in sick right then and there to get off the trip and sleep it off, or the FO goes directly to the company. Never let the intoxicated crew get in the cockpit.

K