Great post Professor... the 60 to 1 rule is complicated but can be made simple. If you use a ratio of DME/60 you will get an accurate number of miles per radial. Examples

60DME/60 radials = 1nm/ 1 radial
30DME/60 radials = 1nm/ 2 radials
120DME/60 radials = 2nm/ 1 radial

So at 120DME every radial you cross you've gone 2nm
and at 30DME every radial you cross you've gone 1/2 nm etc...

If you understand this, it's just a little math to figure out any of these types of questions.

Here is some math out of an Air Force book to support the 60 to 1 rule if you're curious. Good luck at the interview!

6.4. Mathematical Data Supporting the 60-to-1 Rule.
C = (2) (3.14) (60)
C = 376.99 NM for a 60 NM radius circle




Because 1 NM = 6,076 feet or approximately 6,000 feet, we can therefore say: 1° = 6,000 feet at 60 NM. This relationship is true not only in the horizontal plane, but also in the vertical plane. If we were to make a 1o dive, then we would have descended 6,000 feet (1 NM) after traveling 60 NM. Through the magic of algebra, we can break this down to 100 feet per NM for a 1 degree dive or pitch change.

71Kilo and Professor thanks for the information.

Professor,
How do you determine heading correction for the crosswinds if you do not know the TAS. I understand how to do it for the runway when taking off or landing but not at altitude. Is there a difference? Also what is the IMN change you were refering to in your previous post.



Thanks for the help,

BFS

WD corrections are in the gouge...which I don't have anymore.

I'll look it up soon and get back w/ you.

IMN calculations...don't remember precisely, just remember I had one.

[QUOTE=
Typically doing this sort of mental math quickly first will eliminate 2 of the three answers. This is especially true of the wind drift calculations as well as the IMN change or EPR change questions.
Prof[/QUOTE]

I agree. Don't waste time figureing the actual answer. Use TLAR, procounced Tee-lahr. It stands for: That Looks About Right. You can easily narrow it to 1 or 2 choices. A little experince will tell you which one is correct. Too bad 288nm was not one of the answers on the GK test at DAL. Maybe it's a bad question? Either way use some tricks. Get the book "Mental Math for Pilots" It was a good refresher for me. As far as drift angles I use crosswind component speed divided by acft speed in MPM i.e. you have a 35 knot XWC and you are doing 420 TAS. 420=7 miles per minute and 35/7=5 therefore your xw correction is 5 degrees into the wind. Get the book and learn some quick cipher techniques. Doing cockpit calculus sucks. Good luck.

You are correct in what you say to do. I was just trying not to be long winded. Fact is that there are different scenarios similar to that one. Some necessitate taking over the aircraft. IE after repeated attempts. Some do not. Either way have a positive answer. The moral is not to be afraid of asserting yourself in the flight deck.

Yup, 288 is the correct answer, and yup again, the choices only go to 64. I picked 64, since it was closest to the right answer, although nowhere near close, but maybe they were looking for the 48 nm traveled and the question was simply mis-worded. Who knows? Another theory is that it's an intentional bad question to see if you'll waste a bunch of time trying to figure it out.

Also, there was one wind drift question that didn't include a TAS or Mach number, so it initially appeared to be impossible due to lack of information. However, if you look at the choices they are just four permutations of left/right crab and head/tailwind, so it's trivial to figure out the only one that could be the answer.

ACL is correct. You should not assume the scenario calls for "fighting" for the controls at 200 feet AGL. For instance, lets say you were performing an instrument approach to minimums (could be a CATII, or III) and the Captain did not respond to a profile deviation call, or even another repeated profile deviation call?

Delta has a two call rule. If the pilot does not respond, you assume incapacitation and perform the manuever appropriate to ensure safety.

Don't blow off interview prep. More people pass the tests than they do the interview.

Don't blow off interview prep. More people pass the tests than they do the interview.

This is becoming increasingly true. More and more people are not getting the interview answers correct. The two call rule is quite true, it is what they train. The exact question that I am referring to is bug -10 (ref-5) and below glide slope with no indication of correction. WWYD. Seems simple, but a lot of people are afraid to answer the way that they are thinking. They want to know that you can make a tough call in a difficult situation. That is all. It is not rocket science.

Gents,
Whatever happened to the possibility of Delta posting the order for 125 B787?
Anyone in the know?
Thx.

It's not going to happen until Delta needs them. In the near term they are going to stick with more 777s and holding on to the 767. It seems they have enough aircraft to cover the current expansion. They also do not want to start loading up on more debt.

787s won't be needed until the 767s are replaced some time around 2011-15 time frame.