Tricky interview questions...
02-02-2007 | 08:21 PM
#71
Gets Weekends Off
Joined: Nov 2006
Posts: 355
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From: Early Retiree SWA
SUPER6....
That may be an airline specific question to answer. At my airline, if that scenario happens we can't even begin the approach.
I guess I'd mention something about what the specific airline procedures are in that question.
K
That may be an airline specific question to answer. At my airline, if that scenario happens we can't even begin the approach.
I guess I'd mention something about what the specific airline procedures are in that question.
K
02-03-2007 | 09:16 AM
#73
Chief Jeppesen Updater
Joined: Oct 2005
Posts: 3,080
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From: Executive Transport Driver
121 world- You continue the approach to the FAF. If it's still below minimums at that point, you go missed and spin out to the hold... Hopefully the controller will report better conditions as you approach the FAF. (It's amazing how the RVR magically adjusts itself at some airports).
91 world- fly the approach.
02-03-2007 | 10:32 AM
#74
Flying Farmer
Joined: Jul 2006
Posts: 3,160
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From: Turbo-props' and John Deere's
Funny how that works. FLew into ATL friday(about 3am), 1/4sm, 300 ovc, but the RVR was 6000+, then went to 4000ish on approach. First time I've used the Approach lighting to get that extra 100ft down
02-04-2007 | 03:23 PM
#75
New Hire
Joined: Feb 2007
Posts: 5
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From: TProp Ca
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'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)
02-05-2007 | 08:51 PM
#76
Gets Weekends Off
Joined: Oct 2005
Posts: 276
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From: Jump
121 world- You continue the approach to the FAF. If it's still below minimums at that point, you go missed and spin out to the hold... Hopefully the controller will report better conditions as you approach the FAF. (It's amazing how the RVR magically adjusts itself at some airports).
91 world- fly the approach.
91 world- fly the approach.
135 Freight world - when the controller attempts to notify you the WX is below minimums while on approach...you hold down the mic switch, make some static sounds, and reply to ATC "your last transmission was blocked, could you please repeat". By then you're already past the FAF and you shoot the approach anyhow. JK.
02-05-2007 | 09:59 PM
#77
Day puke
Joined: Feb 2006
Posts: 3,865
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From: Out.
135 Freight world - when the controller attempts to notify you the WX is below minimums while on approach...you hold down the mic switch, make some static sounds, and reply to ATC "your last transmission was blocked, could you please repeat". By then you're already past the FAF and you shoot the approach anyhow. JK.
Don't tell them our secrets or else they all will use them (and we 135s will lose our god-like reputations
)
02-09-2007 | 01:06 AM
#79
Line Holder
Joined: Feb 2007
Posts: 43
Likes: 0
From: 737-800
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)....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.
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.
PS (Shhhhh.....It burnt out in flight)
03-15-2007 | 03:37 PM
#80
Gets Weekends Off
Joined: Jan 2007
Posts: 158
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Some more to study
Here are some more questions and topics to review for your interviews. Not that you all dont have enough to read. Its organized into a flow that should make organizing you study time easier.
http://airlinepilotmentor.com/humanresourses.aspx
Good Luck
http://airlinepilotmentor.com/humanresourses.aspx
Good Luck
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