this is a great thread lets get somemore ideas/stumpers

 

I like the do nothing for the harness answer. Is you logic - mine is - that its better / safer to continue with a safe / normal approach and take care of things like harness later rather than risk a more complicated abort which could lead to more drama / risk?

Here is another question. If asked point blank: How many hours have you faked?

What do you like to do to relax?

-LAFF

 

What type of decisions do you not like to make?

Have you ever had a boss that you did not like? Why did you not like him/her? We plan on calling him/her, what is he/she going to say about you?

I hate the have you ever broken a reg one. "Does doing 250kts 20 feet agl over a lake in a business jet count?" "What about the wing over after that?" "I may have rolled a grumman tiger once or twice." "I may have been closer than 500 feet below a cloud layer VFR." "Does breaking the below 10K speed limit count?" "Below min's? No way. I could see down the entire runway, I swear the flight visibility was great." "Does it count if I was in Mexico when I did it?" "I may have one day, but I don't know what I did. I just know a coast guard G-4 was chasing me!!!"

I'm joking on most of these, but it goes to show that real world does not exist during interviews. Regs regs regs, by the book on everything.

All these male female posts have made me super conscious of my he/she's =) I'm all for women in the workplace/cockpit, but I got both of the previous posts wrong! I suck.

To answer the CA in a pink dress question, I would see her and I quote: "Buy me a drink baby, you're in command tonight"

 

Here's another couple of good ones that are a bit more technical than most... If cleared for a visual approach, what are the basic cloud clearances you have to abide by? Also who is responsible for traffic separation? (Pilot or ATC)

If after breaking out while flying an instrument approach to an uncontrolled field, is there any time when you cannot cancel IFR and land visually?

 

any that a flight director cant make either!

 

Here's another couple of good ones that are a bit more technical than most... If cleared for a visual approach, what are the basic cloud clearances you have to abide by? Also who is responsible for traffic separation? (Pilot or ATC)

If after breaking out while flying an instrument approach to an uncontrolled field, is there any time when you cannot cancel IFR and land visually
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I would have to say depends on the arspace that you are in. that will determine cloud separation. Class B clear of. C D 1 5 2 method.

I would also think you would now be in charge of traffic separation. Then again that all depends on whether you have requested a "contact approach" fom the controller. Anyway Flyerjosh, tell me the right answers man. Fantastic Thread

Big up

 

Quag...."I may have one day, but I don't know what I did?

I love that!!

 

Yeah...I'm planning on using that one...If they press for an example I'll tell them something from my student pilot days : like landing with a tailwind or alt. bust while on a x-country as a student...Of course, I learned from those mistakes and strive to be a better pilot everytime I fly...

-LAFF

 

Here's the answers:

If you're cleared for the visual, the weather needs to be at least 1000'/3sm. Basic cloud clearances don't apply, but aircraft on the visual need to remain clear of the clouds in VMC conditions. As long as they aren't in clouds, they're good to go. Doesn't matter on the airspace.

If the visual approach is predicated on you seeing the airport (but not other traffic to follow), the controller retains responsibility for separation and wake turbulence. However if you accept a visual after reporting traffic to follow in sight, the pilot then accepts responsibility for the separation. (Reference AIM 5-4-21)

 

If you have the runway in sight and would like to fly a visual-like approach without the potentially time consuming procedure, ask for a contact approach. Fly whatever you want, just keep a visual on the runway.

To Josh's question: one of the ones that can really get people is that some Non-towered fields are Class G on the Surface where some are Class E. If coming into a class E sfc airport, to cancel you need the 1000/3, but if you are at a different airport with class G extending from the surface to 700' or 1200' AGL, then you can cancel at that point as long as you can maintain 1 SM and clear of clouds within G airspace. We run into this a lot, especially when approach is pressuring you due to aircraft waiting to depart.