QUESTION-1: Please tell me your first name and family name?

(10 sec)
ANSWER-1: My first name is osman, and family name is tırpan

QUESTION-2: Please tell me your nationality and country of residence? (10 sec)
ANSWER-2: I am turkish and I live in kayseri, TURKEY.

QUESTION-3: Please state if you are a student pilot or, if you are a qualified pilot, please tell
me the type of licence that you hold? (10 sec)

ANSWER-3: I am a qualified pilot and I have a frozen ATPL

QUESTION-4: Please tell me the total flight hours experience that you have? (10 sec)
ANSWER-4: I have a total 4000 flight hours experience.

QUESTION-5: Please tell me why you decided to become a pilot? (60 sec)

ANSWER-5: When I was a teen, I saw myself flying without wings in my dream. At first the
dream was meaningless for me but a few years later while I was preparing universty, I took
an invitation from the Air Force Academy. By the way I understood that it was a chance for
me to realize my dream. Consequently I followed my dream.

QUESTION-6: Describe your first solo flight in as much detail as possible within the time
scale of 2 minutes? (120 sec)

ANSWER-6 Seventeen years ago, my aviation life began with Cessa plane during the
election flights for Air Force Academy. It was a sunny day. We made 4 landing training with
my check pilot, after that he approved my solo flight and he said to me you are ready now. At
the end of taxi way, he got off the plane and I requested to takeoff. It was only a box pattern
without any touch and go. After seventeen years, actually I don’t remember much detail
about my first solo fligth but I will never forget that after take off I looked at my instructor’s
seat. It was empty and I said myself thats it, you are alone. It was an exellent feeling for me. I
was more careful about maintaining altitude, speed and heading. After ten minutes solo
flight, I turned to the main runway for landing. In my opinion, it was the best landing I had
ever made to date.

QUESTION-7: Please tell me your last flight? (80 sec)

ANSWER-7 My last flight was personal and material transportation. Before the flight we
made a good preperation and also briefing which is including NOTAMs, meteorological
informations of destination, alternate and enroute airdroms, emercengy procedures, radio
failure procedures and fuel planing. After briefing with my crew, we walk out to the aircraft
and made an external and internal checks. After that I checked the cargo loading documents.
I flew as an instructor pilot. The wheather was good for all airdroms but we executed two ILS,
one PAR and two non-presicion approaches for training. In my opinion it was a good mission.
After the flight we made a dibriefing with my crew about the mission also made a detailed
dibriefing with my first officer about his mistakes during the flight.

QUESTION-8: Tell me about an incident you have had while flying an aircraft, or any other
incident that you know about. You have 2 minutes to describe the incident? (120 sec)

ANSWER-8: Our mission was material transportation from Merzifon to Erkilet. At first there
was a no problem at the begining of the flight then we climbed which is our crusing level was
160. While approaching Erkilet I realized left engine oil pressure low light was blinking. After
that I checked the left engine and I saw the major oil leak under the left engine. In squence
we took the alarm warning on the cockpit and the same time left engine oil pressure low
warning on the failure warning panel. I remembered first 3 action. Fly the aircraft, navigate
and communicate.Fisrt I ordered the flight engineer to shut down the left engine then my first
officer declared urcengy to Erkilet approach. Same time I decended to single engine altitude.
We proceded Erkilet under visual conditions and reported final as a number one.

QUESTION-9: Please describe how you are preparing for a flight, within the time scale of 2
minutes? (120 sec)

ANSWER-9 first of all before a flight I obey the crew rest. I arrive the squadron building at
least 2 hours before my flight. After that evey crew members make their prepare for briefing.
At least one and half hour before the flight, we come together for briefing and we talk about
the mission, weather conditions, notams, flight plans, fuel planning, normal and emercengy
procedures, radio failure procedures, airports informations, cargo loading, special
requirements for the mission, tranining procedures etc. After that we walk out to the aircraft
and I check the aircraft’s form after that make external and internal checks.

QUESTION-10: YAZ Why do you think you are level 6? (150 sec) ( yazarak çalış )

ANSWER-10: : I THINK I AM LEVEL 6 BECAUSE I CAN MEET THE EXPECTATION OF

BEING LEVEL 6. MY VOCABULARY RANGE AND ACCURACY ARE SUFFICIENT TO
COMMUNICATE EFFECTIVELY. I AM GOOD AT USING AVIATION PHRASEOLOGY. SO I
CAN COMMUNICATE WITH AIR TRAFFIC SERVICE UNITS WITHOUT
MISUNDERSTNADING. HOWEVER, MY PRONUNCIATION IS INFLUENCED BY MY
NATIVE LANGUAGE, IT DOESNT AFFECT MY COMMUNICATION.

**MOUSE’I EKRANIN ORTASINDAKİ YERE TIKLA SONRA YAZ****

QUESTION-11: What is the runway incursion? (20 sec)

ANSWER-11: The runway incursion is the unauthorized entry onto a runway by an aircraft, a
vehicle, a person or an object. In fact most accident happen on the ground. I think, the
reason of runway incursion is misunderstanding.

QUESTION-12: What do you do to prevent runway incursion? (30 sec)

ANSWER-12:First of all, we should listen to the radio carefully. Also speaking units should
use standard aviation terminology and plain english. In addition, pilots should examine
aerodrome lay out before taxi especially CAT 3 in progress. If we have in doubt , we don’t
hesitate to ask again the information. Before doing something we should agree with tower.
Pilot should never cross any runway without clearance.

Using the ICAO phonetic alphabet, please read the following group of letters? (40 sec)
soru 13-28

QUESTION-13: ANSWER 13:

MLOQ Mike, Lima, Oscar, Quebec

WPCA Whiskey, Papa, Charlie, Alpha

NRGF November, Romeo, Golf, Foxtrot

VSKU Victor, Sierra, Kilo, Uniform

TJEXB Tango, Juliet, Echo, X-ray, Bravo

IYDZH India, Yankee, Delta, Zulu, Hotel

QUESTION-14: ANSWER-14:

LFDT Lima, Foxtrot, Delta, Tango

HOZW Hotel, Oscar, Zulu, Whiskey

GXBN Golf, X-ray, Bravo, November

KSYE Kilo, Sierra, Yankee, Echo

RIUQP Romeo, India, Uniform, Quebec, Papa

AVMCJ Alpha, Victor, Mike, Charlie, Juliet

QUESTION-15: NXWZ ANSWER-15: November, X-ray, Whiskey, Zulu

LFYM Lima, Foxtrot, Yankee, Mike

CHVA Charlie, Hotel, Victor, Alpha

PTUI Papa, Tango, Uniform, India

DOBQS Delta, Oscar, Bravo, Quebec, Sierra

JRKGE Juliet, Romeo, Kilo, Golf, Echo

QUESTION-16: KBAM ANSWER-16: Kilo, Bravo, Alpha, Mike

HVRQ Hotel, Victor, Romeo, Quebec

NSCW November, Sierra, Charlie, Whiskey

PZYX Papa, Zulu, Yankee, X-ray

LGDIE Lima, Golf, Delta, India, Echo

TFUJO Tango, Foxtrot, Uniform, Juliet, Oscar

QUESTION-17: WEPB ANSWER-17: Whiskey, Echo, Papa, Bravo

FVIK MCAH Foxtrot, Victor, India, Kilo,Mike, Charlie, Alpha, Hotel

XZLS YTJDQ X-ray, Zulu, Lima, Sierra,Yankee, Tango, Juliet, Delta, Quebec

OGRUN Oscar, Golf, Romeo, Uniform, November

Using the ICAO rules for transmission of numbers, please read aloud following
numbers within appropriate pronunciation? (20 sec)

QUESTION-29: 9 ANSWER-29: Niner 29-38.sorular

0 Zero
 4.3 Four Decimal Three

6000 Six Thousand

8 Eight

5.4 Five Decimal Four

104.195 One Zero Four Decimal One Niner Five

190 One Niner Zero

700 Seven Hundred

QUESTION-30: 8 ANSWER-30: Eight

0 Zero

6.9 Six Decimal Niner

7000 Seven Thousand

9 Niner

4.3 Four Decimal Three

124.195 One Two Four Decimal One Niner Five

190 One Niner Zero

400 Four Hundred

QUESTION-31: 5 ANSWER-31: Five

9.1 Niner Decimal One

8000 Eight Thousand

140 One Four Zero

900 Niner Hundred

QUESTION-32: 9.6 ANSWER-32: Niner Decimal Six

7.9 Seven Decimal Niner

119.145 One One Niner Decimal One Four Five

240 Two Four Zero

600 Six Hundred

Please read aloud following information? (20 sec) 39-48.sorular

QUESTION-39: 180° ANSWER-39: One Eight Zero Degrees

FL 140 Flight Level One Four Zero

 16 kt One Six Knots

FL 230 Flight Level Two Three Zero

QNH 1014 QNH One Zero One Four

Altitude 3500 Altitude Three Thousand Five Hundred

FL 100 Flight Level One Zero Zero OR One Hundred

QUESTION-40: QNH 1012 ANSWER-40: QNH One Zero One Two

FL 190 Flight Level One Niner Zero

Altitude 1900 Altitude One Thousand Niner Hundred

10 kt One Zero Knots

FL 240 Flight Level Two Four Zero

160° One Six Zero Degrees

FL 200 Flight Level Two Zero Zero

QUESTION-41: Altitude 2700 ANSWER-41: Altitude Two Thousand Seven Hundred

FL 190 Flight Level One Niner Zero

QNH 1009 QNH One Zero Zero Niner

FL 300 Flight Level Three Zero Zero

080° Zero Eight Zero Degrees

14 kt One Four Knots

FL 240 Flight Level Two Four Zero

QUESTION-42: FL 240 ANSWER-42: Flight Level Two Four Zero

Altitude 1700 Altitude One Thousand Seven Hundred

QNH 1004 QNH One Zero Zero Four

FL 180 Flight Level One Eight Zero

16 kt One Six Knots

090° Zero Niner Zero Degrees

FL 100 Flight Level One Zero Zero OR One Hundred

QUESTION-43: 10 kt ANSWER-43: One Zero Knots

160° One Six Zero Degrees

FL 090 Flight Level Zero Niner Zero

 QNH 1014 QNH One Zero One Four

FL 200 Flight Level Two Zero Zero

Altitude 2300 Altitude Two Thousand Three Hundred

FL 140 Flight Level One Four Zero

QUESTION-44: 190° ANSWER-44: One Niner Zero Degrees

FL 240 Flight Level Two Four Zero

Altitude 1900 Altitude One Thousand Niner Hundred

FL 100 Flight Level One Zero Zero

14 kt One Four Knots

FL 080 Flight Level Zero Eight Zero

QNH 1011 QNH One Zero One One

QUESTION-45: QNH 1007 ANSWER-45: QNH One Zero Zero Seven

FL 200 Flight Level Two Zero Zero

230° Two Three Zero Degrees

Altitude 2500 Altitude Two Thousand Five Hundred

FL 180 Flight Level One Eight Zero

18 kt One Eight Knots

FL 240 Flight Level Two Four Zero

QUESTION-46: FL 090 ANSWER-46: Flight Level Zero Niner Zero

070° Zero Seven Zero Degrees

FL 200 Flight Level Two Zero Zero

12 kt One Two Knots

Altitude 1600 Altitude One Thousand Six Hundred

QNH 1009 QNH One Zero Zero Niner

Pilot message:

MAYDAY, MAYDAY, MAYDAY, Sun City Approach, GBTEN, we have a fire in the galley, we
are leaving FL 210 for an emergency descent to FL 30, 10 miles North of Tango 1, heading to
Alphaville for emergency landing, please advise.

QUESTION-49.1: What is the emergency? (10 sec)

ANSWER-49.1: The emergency is fire in the galley(gelii).

QUESTION-49.2: What action is the commander of GBTEN taking? (20 sec)

ANSWER-49.2: The commander of GBTEN ( He ) is leaving FL 210 for an emergency

descent to FL 30 and heading to Alphaville for emergency landing.

Pilot message:

Sun City Approach, CPA18, I have intercepted Mayday from GBTEN, I say again GBTEN,
fire in the galley, leaving FL 210 for an emergency descent to FL 30, 10(one zero) miles
North of Tango1, heading to Alphaville for emergency landing.

QUESTION-50.1: Please explain in plain English the pilot's message? (20 sec)

ANSWER-50.1: CPA18 has intercepted Mayday from GBTEN. They have a fire in the
galley.They are leaving FL210 for an emergency descent to FL30 and heading to Alphaville
for emergency landing. ( Its position is 10( one zero) miles North of Tango1.)

QUESTION-50.2: Please give a possible reason why CPA18 is relaying the distress
message to Sun City Approach? (15 sec)

ANSWER-50.2: ***CPA 18 is relaying the message because the aircraft is unable to contact
with Sun City Approach or Mayday call was not acknowledged by the ATC***

Pilot message:

MAYDAY, MAYDAY, MAYDAY, Sun City Approach, UPCXA, PA38, one engine shut down and
major fuel leak, request emergency landing and fire services, 10 miles North-West of Sun
City Airport, altitude 2000 feet, heading 140, PPL, 2 persons on board.

QUESTION-51.1: What is the emergency and what is the commander of PA38 requesting?
(20 sec)

ANSWER-51.1:The emergency is one engine shut down and major fuel leak. The
commander (of PA38) is requesting emergency landing and fire services.

QUESTION-51.2: What was the estimated position of the PA38 during the Mayday call? (20
sec)

ANSWER-51.2: The estimated position of the PA38 was 10( one zero) miles North-west of
Sun City Airport at 2000 feet and heading 140( degrees).

Pilot message:

MAYDAY, MAYDAY, MAYDAY, Alphaville Approach, TX459, we are very low on fuel due to
fuel leak, one engine shut down, FL 230, 10 miles North of Tango1, heading to Alphaville for
emergency landing.

QUESTION-52.1: What is the emergency? (10 sec)

ANSWER-52.1: The emergency is very low on fuel due to fuel leak and one engine is shut
down.
QUESTION-52.2: What action is the commander of TX459 taking? (15 sec)

ANSWER-52.2: The commander is diverting to Alphaville for an emergency landing.

Pilot message:

Sun City Approach, CPA18, I have intercepted Mayday from UPCXA, I say again UPCXA,
PA38, one engine shut down and major fuel leak, requests emergency landing and fire
services, 12 miles North-West of Sun City Airport, altitude 2000 feet, heading 140, PPL, 2
persons on board.

QUESTION-53.1: Please explain in plain English the pilot's message? (20 sec)

ANSWER-53.1: CPA18 has intercepted Mayday from UPCXA. According to message, It has
a major fuel leak and one engine shut down. He requests emergency landing and fire
services. Its position is 12( one two) miles North-west of Sun City Airport at 2000 feet,
heading 140.

QUESTION-53.2: Please give a possible reason why CPA18 is relaying the distress
message to Sun City Approach? (15 sec)

ANSWER-53.2: CPA 18 is relaying the message because the aircraft is unable to contact
with Sun City Approach .Mayday call was not acknowledged by the Sun City App.

Pilot message:

Aplhaville Approach, CPA 18, I have intercepted Mayday from TX459, I say again TX459,
very low on fuel, one engine shut down, FL 230, 10 miles North of Tango1, heading to
Alphaville for emergency landing.

QUESTION-54.1: Please explain in plain English the pilot's message? (20 sec)

ANSWER-54.1: CPA18 has intercepted Mayday from TX459. TX459 has very low on fuel,
and one engine is shut down. Its position is 10 miles North of Tango1 at FL230, heading to
Alphaville for emergency landing

QUESTION-54.2: Please give a possible reason why CPA18 is relaying the distress
message to Sun City Approach? (15 sec)

ANSWER-54.2: CPA 18 is relaying the message because the aircraft is unable to contact
with Sun City Approach or Mayday call was not acknowledged by the Sun City App.

Pilot message:

PAN-PAN, PAN PAN, PAN PAN, Sun City Approach, UG209, 18nm East of Sun City
passenger with suspected heart attack, diverting to Sun City, FL 240 , heading 275 to Sun
City, request paramedic(ACİL YARDIM EĞİTİMİ ALMIŞ KİŞİ) and ambulance on arrival.

QUESTION-55.1: What is the emergency and what is the commander of UG209 requesting?
(20 sec)

ANSWER-55.1: There is a passenger who has suspected heart attack.The commander is

requesting paramedic and ambulance on arrival.
QUESTION-55.2: What was the estimated position of UG209 during the urgency call? (20
sec)

ANSWER-55.2: Estimated position of the UG209 was 18 miles East of Sun City (at) FL
240,heading 275 degrees to SUN City.

SORU 56-60 OK…

Task for the following questions: (****ÖNEMLİ:Speak işareti çıktıktan sonra cevap
ver*****)

Listen to the following transmissions from ATC and readback the required information. Your
callsign will be displayed on the screen? (10 sec)

QUESTION-61: ATC (live): 407 continue for W9, contact the Tower on 118.1 (10 sec)

ANSWER-61: Continue for W9, contact Tower on 118.1, 407.

QUESTION-62: ATC (live): Iberia 3244 descend FL 40. (10 sec)

ANSWER-62: Descending FL 40, Iberia 3244.

QUESTION-63: ATC (live): KLM 1627 after the Martinair 767 has passed behind push back
approved.

ANSWER-63: After the Martinair 767, push back approved, KLM 1627.

QUESTION-64: ATC (live): KLM 73N at the end of Quebec give way to Air Lingus from the
right then take the second left W10. (10 sec)

ANSWER-64: Continue on Quebec, after Air Lingus have passed taxi to W10( one zero ) on
the second left, KLM73

QUESTION-65: ATC (live): Jordanian 850 descend to 2500 ft QNH 1013. (10 sec)

ANSWER-65: Descending to 2500 ft, QNH 1013, Jordanian 850.

QUESTION-66: ATC (live): 1953 descent to FL 40 (10 sec)

ANSWER-66: Descending FL 40, 1953.

QUESTION-67: ATC (live): 95X contact 134.37. (10 sec)

ANSWER-67: Contact 134.37, 95X.

QUESTION-68: ATC (live): KLM 1655 contact Amsterdam Radar 124.87 (10 sec)

ANSWER-68: Contact 124.87, KLM 1655.

QUESTION-69: ATC (live): Scandinavian 1549 contact Arrival on 118.4 (10 sec)

ANSWER-69: Contact 118.4, Scandinavian 1549.

QUESTION-70: ATC (live): AV 1014 climb FL 60 (10 sec)

ANSWER-70: Climbing FL 60, AV 1014.

QUESTION-71: ATC (live): KLM 1217 climb FL250. (10 sec)

ANSWER-71: Climbing FL250, KLM 1217.

QUESTION-72: ATC (live): KLM 1655 climb FL90. (10 sec)

ANSWER-72: Climbing FL90, KLM 1655.

QUESTION-73: ATC (live): Air France 2040 turn left heading 020. (10 sec)

ANSWER-73: Turn left heading 020, Air France 2040.

QUESTION-74: ATC (live): AV1014 radar contact, maintain FL60. (10 sec)

ANSWER-74: Maintaining FL60, AV1014.

QUESTION-75: Pilot - ATC (live ): The pilot asks the ATC if there is a known problem with
the ILS runway 06. The ATC replies that they are working on the ILS but it should be CAT 1.
The pilot reports that there are intermittent(KESİK KESİK-ARALIKLI) signals on the ILS and
sometimes it disappears completely, but the Ident is stable.

Please explain the problem? (30 sec)

ANSWER-75: It seems there is a technical problem on the ILS. There are intermittent signals
on the ILS sometimes it disappears completely but the ident is stable. Because of this
reason Pilot asks the ATC If there is a known problem with the ILS. ATC replays they are
working on the ILS but it is working as CAT 1..

QUESTION-76: ATC (live): Pilot - ATC live: The pilot requests taxi from stand B14 without
first requesting push back. The controller points out that he should have requested push back
to Ground control before requesting taxi. However, the controller gives clearance to taxi via Q
and W5 to runway 36 Left.

Please explain what happened and what taxi clearance was given to 503? (30 sec)

ANSWER-76: Pilot requests taxi from stand B14 without push back clearance. Controller
says that the pilot should have requested push back from ground control before requesting
taxi. But controller gives the taxi clearance to runway 36L via Q then W5.

QUESTION-77: Task: You are the pilot-in-command of an aircraft, callsign CA379. After take-
off, during the climb to FL 350, you experience a serious depressurisation problem at passing
FL300.

Please give an example of your urgency call to ATC indicating your intentions? (20 sec)

ANSWER-77: MAYDAY, MAYDAY, MAYDAY Ankara Control, CA 379. I have a serious

depressurization problem. Stop climbing at FL 300 and request emergency descent to
FL100 .

QUESTION-78: Task: You are the pilot-in-command of a twin-engined turbojet aircraft,

callsign CA379. Just after take-off, at approximately 300 feet AGL, you experience flying into
a flock of birds, causing the starboard engine to vibrate severely.
Please give an example of an emergency call that you would make to ATC indicating your
intentions?(20 sec)

ANSWER-78: ,pan pan mi may day mi? Yeşilköy approach, CA379 bird strike at 300 feet
AGL. Right engine has been shut down due to severe vibration. Request radar vector to ILS
final course for emergency landing.

SORU 79.

QUESTION-79: Please report this picture to ATC? (20 sec)

ANSWER-79: (pan pan pan) Tower AC13, The white twin engine aircraft on the runway
has smoke coming from left main gear.
SORU 80.

QUESTION-80: Please report this picture to ATC? (20 sec)

ANSWER-80: ***MAYDAY MAYDAY MAYDAY TOWER AC13, the US Air force transport
aircraft has a major fire on the inboard engine on the right wing.***

SORU 81.

QUESTION-81: Please report this picture to ATC? (20 sec)

ANSWER-81: (pan pan pan) TOWER AC13, white twin engine aircraft on the runway has a
thick smoke coming from left engine.

SORU 82.

QUESTION-82: Please report this picture to ATC? (20 sec)

ANSWER-82:(mayday mayday mayday) TOWER AC13 white twin engine aircraft on the
runway has fire on the nose wheel.

SORU 83.

QUESTION-83: Please explain in plain English this Picture? (20 sec)

( Please describe what you see in this picture and give a possible reason for what happened
to this cargo aircraft.)

ANSWER-83: In this picture, I see a cargo aircraft, which is a Boeing 747. It is standing on
the grass and it has fallen back on its tail . In my opinion, there could be a loading
calculation failure. There are a security line in front of the aircraft. It seems that this crash has
occurred either after landing or after an aborted take off.

SORU 84.

QUESTION-84: Please explain in plain English this Picture? (20 sec)( Please describe what
you see in this picture, numbers 1 2 have been placed to help you describe the picture.)

ANSWER-84: It seems that the aircraft numbered 2 has taxied into the aircraft number 1 and
(number 2 aircraft)its left wing tip cut the vertical stabiliser(siteybılayzır) of number 1 aircraft,
but there is no fire or smoke condition around the aircraft. Also, as I can see the weather is
cloudy and there are snow on the ground.

SORU 85.

QUESTION-85: Please report this picture to ATC? (20 sec)

ANSWER-85: MAYDAY MAYDAY MAYDAY Tower AC13, the blue aircraft just taking off has a
major fire on left engine.

SORU 86.

QUESTION-86: Please explain in plain English this Picture? (20 sec)

ANSWER-86: In this picture, I see an aircraft which is an Airbus, is standing on the grass. Its
nose gear is folded and stuck on the mud. All the escape slides are fully deployed.. As I can
see that the weather is cloudy, and foggy. In my opinion, the reason this accident is wet
runway (There is a wet surface condition . Because of this reason, the aircraft went out of the
runway by sliding.)
SORU 87.

QUESTION-87: Please explain in plain English this Picture? (20 sec)

ANSWER-87: I see an aircraft, which is a Jet Star Airbus and parking on the ramp. The ramp
number is two niner. The front and aft doors are open and ready for passengers boarding
and cargo loading from front cargo door. It looks like refueling. In addition, there are some
vehicles around the aircraft.

Task: You are about to receive verbal instructions concerning de-icing procedures at Zurich
Airport. Listen carefully and take notes, because you will be asked 5 separate questions
regarding the procedures.

DE-ICING PROCEDURE 36 ( TEYP VAR )

All aircraft departing from Zurich are planned for remote de-icing, except:

- Pre-de-icing of aircraft parked over night, or

-By decision of the De-icing Coordinator

The de-icing methods can be one of the following:

-De-icing on request, or

- General de-icing (as published or broadcast by ATIS)

For de-icing on request, crew shall call De-icing Coordination on 130.37 and request de-icing
at least 15 minutes before estimated time of departure. Crew will be informed about the de-
icing procedures expected (either ON-STAND or REMOTE de-icing).

For General De-icing (as published or broadcast by ATIS), no special request is required.
Crew shall check with De-icing Coordination on 130.37 which de-icing procedure is expected
(either ON-STAND or REMOTE de-icing).
QUESTION 88.1: Which aircraft are not normally planned for remote de-icing? (10 sec)

ANSWER-88.1: Pre-de-icing of aircraft parked over night, or by decision of the De-icing

Coordinator.

QUESTION 88.2: Please state the two de-icing methods available at Zurich Airport? (10 sec)

ANSWER-88.2: on request and general de-icing.

QUESTION 88.3: What is the minimum notice time for de-icing on request? (10 sec)

ANSWER-88.3: at least 15 minutes before estimated time of departure.

QUESTION 88.4: What is the radio frequency for De-icing Coordination? (10 sec)

ANSWER-88.4: It is 130.37

QUESTION 88.5: What are the two de-icing procedures available at Zurich Airport? (10 sec)

ANSWER-88.5: They are ON-STAND or REMOTE de-icing (at Zurich Airport).

TRANSFERRING FREQUENCIES ( TEYP VAR)

Normally you will be advised when to change to a new Air Traffic Service Unit and given the
frequency. Acknowledge this by reading back the frequency followed by your callsign, and
then make the transfer to the new frequency.

Initiate contact on the new frequency by using the Air Traffic Service Unit's name, followed by
your callsign.

LISTENING OUT

Having made contact on a particular frequency, you should listen out on that frequency for
any messages directed at you. When listening out, take note of any message to or from other
nearby aircraft so that you can build up a picture of the overall situation, known as situational
awareness.

If there are no transmissions on your frequency for a considerable time, say 5 or 10 minutes,
you can always request a radio check to confirm that two-way communication are still
working.

QUESTION 89.1: How do you know when to change frequency? (10 sec)

ANSWER-89.1: normally ATC advise us for changing frequency.

QUESTION 89.2: How should you acknowledge when ATC requests you to change
frequency? (10 sec)

ANSWER-89.2: We should acknowledge this by reading back the frequency followed by our
call sign
QUESTION 89.3: How should you initiate contact on a new frequency? (10 sec)

ANSWER-89.3:( I should initiate contact on the new frequency) by using the air traffic service
unit's name followed by my call sign.
QUESTION 89.4: What does "situational awareness" mean? (10 sec)

ANSWER-89.4: It means that what is happening around us and can build up a picture of the
overall situation by the way listening all messages from ATC or other nearby aircrafts

QUESTION 89.5: You have been on a frequency which was quite busy for some time, and
you find that for the last 7 minutes there has been no radio traffic on that frequency. What
would you normally do under these circumstances? (10 sec)

ANSWER-89.5 We should always request a radio check to confirm that two-way

communications are still working.

RELAYING EMERGENCY MESSAGES ( TEYP VAR )

If you hear an emergency call that is not acknowledged, perhaps because the transmitting
aircraft is out of range of a ground station, you should relay the emergency message.

Whenever you hear a Mayday call, you should note the details down, just in case you have
to relay the message. Try and note the details when you first hear them because the pilot in
distress may not be able to transmit them a second time.

Having heard another pilot make a Mayday call, you should self-impose radio silence for an
appropriate period, to allow the communication between the aircraft in distress and the ATC
without any interference.

If you see someone else in distress, for example a ditched aircraft or a boat on fire, you
should transmit an urgency message on their behalf. To avoid any misunderstanding you
should make it clear that it is not your aircraft and you are relaying the message for another
aircraft or persons. Therefore their indentity should be repeated twice.
QUESTION 90.1: When should you relay an emergency message? (10 sec)

ANSWER-90.1: We should relay an emergency message when the message isn’t

acknowledged by any ATC.

QUESTION 90.2: Why is it important to take notes when you first hear a Mayday call? (15
sec)
ANSWER-90.2: Because the pilot in distress may not be able to transmit the message a
second time.

QUESTION 90.3: What should you do, if possible, during the period of another aircraft's
Mayday emergency? (10 sec)

ANSWER-90.3: We should silence to allow communication between the aircraft in distress

and the ATC without any interference.

QUESTION 90.4: What should you do if you see someone else in distress, for example a
boat on fire? (10 sec)

ANSWER-90.4: We should transmit an urgency message on their behalf . We should make

it clear and avoid any misunderstanding.

SORU 91.
QUESTION 91: Please describe in as much detail as possible what you see in this diagram?
(30 sec)

ANSWER-91: There is an approaching plane for landing, and the CB cloud is on the
airplane’s approach path. Pilot has two options.One of them is continue to approach for
landing. I think it’s not a good decision. Because of the windshear effects.The second one is
going around. Pilot should choose the second option for flight safety.( In both cases, pilot
should always follow the speed changes carefully.)

SORU 92.

QUESTION 92: In this picture you see a developing cumulonimbus cloud (CB). Please
describe the potential hazards to an aircraft that penetrates a developed cumulonimbus
cloud? (30 sec)

ANSWER-92:First of all we should avoid the penetrating CB clouds. If an aircraft penetrates

a CB cloud pilot should be ready for;
-severe turbulence,
-icing,
-windshear,
-loss of radio instruments,
-lightning strike or
-overstressing of aircraft and structural damage.

QUESTION 93: Please name the parts of the aircraft numbered 1 to 12? (20 sec)

ANSWER-93: In turn 1 - cockpit (cabin); 2 – fuselage(fiusılaj) (body); 3 - slats; 4 - spoiler; 5 -

aileron; 6 - flaps; 7 - elevator; 8 - rudder; 9 - vertical stabiliser (siteybılayzır)or fin; 10 -
horizontal stabiliser; 11 - wing; 12 - (jet) engine

SORU 94.

QUESTION 94: Please name the parts of the aircraft numbered 1 to 13? (20 sec)
ANSWER-94: In turn 1 - nacelle (or engine); 2 - wing; 3 - aileron; 4 - flap; 5 - horizontal
stabiliser; 6 -elevator; 7 - trim tab; 8 - fuselage ( fiusılaj ) (body); 9 - cabin (cockpit); 10 –fin
or vertical stabiliser (siteybılayzır) ; 11 - rudder; 12 - nose gear; 13 - main gear.

Instruction for occurrence report (next test item)

For the next part of the test you will receive information concerning an occurrence. Please
listen carefully and take notes.

Occurrence reporting ( TEYP VAR )

When you were at a foreign airport and your aircraft was at the holding point Alpha for
runway 25, ATC were communicating with other aircraft in the local language which you
could not understand.
You were instructed and given clearance to line-up and take off runway 25. An expeditious
line-up, followed by rolling take-off were executed.
ATC then instructed you to stop, which took some seconds to comply with due to the
instruction not being very clear.
Take-off was rejected after reaching 65 kts, runway was vacated and brakes were cooled.
ATC had ordered the rejected take-off due to a B737 about to land on an intersecting runway
ahead.

QUESTION 95: Please give an example of your verbal report to your operations manager
concerning this occurrence on return to your home base? (120 sec)

ANSWER-95: We were waiting at the holding point Alpha for runway 25. ATC gave us line up
and take off clearance.In the meantime ATC was communicating with other aircraft in the
local language which I couldn’t understand.Everything was normal. During takeoff roll, ATC
instructed us to stop. We rejected the takeoff at 65 knots, then we vacated the runway. We
didn’t know about what happened. After then ATC advised us that the takeoff was rejected
due to a Boeing 737 about to land on an intersecting runway.

Occurrence reporting

After departing Runway 16 your aircraft was cleared to climb to FL280.

When passing FL117, ATC instructed you to maintain FL110 on reaching, but no reason was
given for this action. You called ATC to confirm instruction whilst your TCAS showed an
aircraft above descending. You disconnected Autopilot and descended to FL 106 at which
point the other aircraft was indicating 800 ft above and still descending.

QUESTION 96: Please give an example of your verbal report to your operations manager
concerning this occurrence on return to your home base? (120 sec)

ANSWER-96: ATC gave us climb clearance to FL 280 after we took off. We were climbing to
FL 280. After then ATC instructed us to maintain FL 110 while passing FL 117 without giving
any reason. At the same time we noticed a descending aircraft on TCAS. Immediately we
disconnected autopilot and descended FL 106. When we reach FL 106, other aircraft was
800 feet above us and stil descending.

Occurrence reporting

Your aircraft was established on ILS approach for runway 09. You were instructed to reduce
speed to 150 kts and than at 8nm to minimum approach speed. Clearance to land was given
quite early. After landing ATC instructed you to expedite vacating runway at Exit 15 due to
aircraft close behind.
You had just vacated the runway when the landing B737 passed close behind you during its
landing roll.
You are sure the B737 landed whilst you were still on the runway 09. ATC were talking to the
B737 in the local language which you could not understand.

QUESTION 97: Please give an example of your verbal report to your operations manager
concerning this occurrence on return to your home base? (120 sec)

ANSWER-97: We established on ILS approach for runway 09. ATC instructed us first to
reduce the speed to 150 Knots, and then at 8 miles to minimum approach speed. We
received clearance quite early. After we land ATC instructed us to expedite vacating runway
at exit 15 due to close aircraft. When we had just vacated the runway, landing aircraft which
was a Boeing 737 passed close behind us. I am sure that Boeing landed on the runway
when we were still on the runway. ATC was talking to landing aircraft in the local language
which we couldn’t understand.

Occurrence reporting

During approach into a foreign airport, at altitude 3300 feet, you requested ATC to fly
overhead the field, to visually position left base for runway 21.
This was approved by ATC who told you, that you were No. 1 and cleared to land.
When you were over the airport at 1500 feet, a military jet fighter was observed in your 11
o'clock position.
A few seconds later a TCAS Resolution Advisory was received on board your aircraft.
You informed ATC, who after a moment told you, that you were No. 2 to land.
Instructions to the jet fighter were in the local language which you did not understand.

QUESTION 98: Please give an example of your verbal report to your operations manager
concerning this occurrence on return to your home base? (120 sec)

ANSWER-98: We were at altitude 3300 feet when we requested to fly overhead the field to
visually position left base for runway 21. Following our request, ATC approved us by telling
we were no.1 and cleared to land. However, at altitude 1500 feet, we observed a military jet
fighter in 11 o’clock position. A few seconds later TCAS Resolution Advisory was received.
Then we immediately informed ATC about the situation and ATC told us that you were no.2
to land. ATC instructed the jet fighter but the instruction was in local language which we
could not understand.
(the ATC gave the priority to the military aircraft)

Occurrence reporting ( TEYP VAR )

You were flying your aircraft on final approach, 5 nm behind a B747.

ATC instructed an A320 on the ground, to line up after the landing B747.
You saw the B747 in front land, and immediately after, the A320 taxi from the holding point,
to line up on the threshold.
You questioned the ATC about the lining up Airbus, but the ATC instructed you to continue
your approach.
Soon after, ATC then instructed you to go around from 400 feet before the A320 commenced
take-off roll.
QUESTION 99: Please give an example of your verbal report to your operations manager
concerning this occurrence on return to your home base? (120 sec)

ANSWER-99: We were flying on final approach, 5 miles behind a B747.Meanwhile we heard

ATC instructed an Airbus A320 on the ground, to line up after the landing Boeing in front of
us.After landing of Boeing and the Airbus taxied from the holding point to line up position .We
questioned the ATC about the lining up Airbus, but the ATC instructed us to continue
approach. Soon after, ATC then instructed us to go around from 400 feet before the Airbus
commenced take-off roll.

Occurrence reporting ( TEYP VAR )

You were flying into a foreign airport and you were cleared to make an ILS apprch on RW 12.
During the approach, you called the ATC at the "Outermarker" and again at 2 nm, but there
was no acknowledgement from ATC.
At approximately 450 ft a light aircraft was observed in your 2 o'clock position at the same
level, passing right to left.
You estimated that the flight path of your aircraft was converging with the light aircraft.
Due to local language being used and no word from ATC you were unsure of the traffic
situation and decided immediately to initiate a go around.

QUESTION 100: Please give an example of your verbal report to your operations manager
concerning this occurrence on return to your home base? (120 sec)

ANSWER-100: We were cleared to make an ILS approach runway 12. During the approach,
we didn’t get any acknowledgement from ATC at the outer marker and again at 2 miles.
At approximately 450 feet we observed a light aircraft in our 2 o’clock position at the same
level in a collision course. ATC didn’t give any acknowledgement and conversation was in
local language, .Because of that, we decided immediately to initiate a go-around in order to
prevent collision.

Occurrence reporting ( TEYP VAR )

You were at a foreign airport and given clearance to line up and wait RWY 32 Right. The
instruction was read back and you entered the RWY.
On lining up, an aircraft was seen turning onto a final approach at approximately 4 miles.
Your TCAS was showing an inbound aircraft at 2 nm and plus 500 ft.
You had not received your take off clearance.
Your pilot non flying transmitted to the ATC that your aircraft was lined up on 32 Right with
landing traffic 300 ft behind.
There was then a transmission in the local language and approximately 20 seconds later the
approaching aircraft, a B737, flew directly overhead between 100 and 200 ft and landed
about 600 metres ahead.

QUESTION 101: Please give an example of your verbal report to your operations manager
concerning this occurrence on return to your home base? (120 sec)

ANSWER-101: We were at a foreign airport and given clearance to line up and wait RWY
32R. While entering the runway we recognized an aircraft on final approach around 4
nm(miles). We had not received our take off clearance. However on TCAS inbound aircraft
was at 2nm and plus 500 ft. Meanwhile pilot non flying transmitted to the ATC we were lined
up on Runway 32R. There was a transmission in local language and approximately 20
second later, B737 flew directly overhead between 100 and 200 ft and landed about 600
metres ahead.
Occurrence reporting ( TEYP VAR )

You were on approach at a foriegn airport and were handed over, from approach to tower, at
6 DME. At 4.5 DME tower instructed you to continue approach. At 1.2 DME and passing 300
feet you checked with tower and you were told again to continue.
At 200 feet AGL (your Decision Height) you were visual with the runway and observed a
vehicle in the touch down area rapidly vacating the runway.
At 150 feet the vehicle was clear of the runway and you were then 'cleared to land'.
Conversation between the tower and vehicle was in the local language and the tower did not
advise you at any time concerning the presence of the vehicle on the runway.

QUESTION 102: Please give an example of your verbal report to your operations manager
concerning this occurrence on return to your home base? (120 sec)

ANSWER-102: When we were approaching for landing to foreign airport, we were handed
over from approach to tower at 6 DME and we were cleared to approach. We passed the
1.2(one decimal two) DME at 300’ and continued to decision height. At 200 feet AGL, when
we were passing decision height, suddenly I saw a vehicle crossing the runway. But we
didn’t have any information about vehicle and we were surprised.At 150 feet the vehicle was
clear of the runway. Then tower and vehicle communicated in local language, we couldn’t
understand.

Occurrence reporting ( TEYP VAR )

You were instructed to line up on RW 24 Right behind a landing King Air aircraft.
Shortly afterwards, another light jet aircraft reported on finals for RWY24 Right, and advised
it would need the full length of the runway.
The King Air was slow to vacate the runway, and by the time it had vacated, your aircraft was
cleared for take off and commenced the take off roll.
The light jet aircraft was instructed to land after your aircraft departed.
You were half way down the runway 24 during the take off roll, when the light jet aircraft
passed you on your starboard side. It appeared that the pilot of the light jet decided to do a
go around at the last moment.

QUESTION 103: Please give an example of your verbal report to your operations manager
concerning this occurrence on return to your home base? (120 sec)

ANSWER-103: We were instructed to line up after landing King Air aircraft. At this time,
another light jet reported final and advised that it would need the full length of runway.The
King Air was slow to vacate the runway and we had to wait for take off.After its vacating, we
commenced the take off roll and during the take off roll the light jet was going around by our
starboard side. Probably he decided to go around at the last moment.The ATC couldn’t
manage the air space good enough and couldn’t make enough separation.

Occurrence reporting ( TEYP VAR )

You were at the holding point R/W 27 for departure. You advised the Tower that you would
need more time to complete checks. The tower immediately instructed you to line up. Tower
also advised you that another aircraft was on approach approximately 14 nm out. When the
checks were completed, you were given the take off clearance. You then commenced your
take off roll, and had only moved forward 15 metres when ATC told you to stop. You
acknowledged the instruction and informed ATC that you were aborting the take off.
Immediately afterwards the ATC informed the other traffic on approach to go around. You
believe the original traffic information given by the ATC concerning the position of the
approaching aircraft was incorrect - the other aircraft was in fact much closer!

QUESTION 104: Please give an example of your verbal report to your operations manager
concerning this occurrence on return to your home base? (120 sec)

ANSWER-104: When we were at the holding point runway 27 for departure, we advised
tower that we need more time to complete the checks. The ATC instructed us to line up and
another aircraft on approach approximately 14 miles out. As soon as we completed the
checks, and take off clearance was given . However, ATC instructed us to stop after we had
just commenced to the take off roll. We followed the instructions and aborted the takeoff
immediately. ATC informed the other traffic on approach to go around. We believe that the
other aircraft was much closer than it was said.

Occurrence reporting ( TEYP VAR )

Whilst flying in Japan, a European airliner was cleared to maintain 7000 ft on QNH 992.
Japan uses altimeter settings in inches of Mercury and not in hectopascals or milibars.
The commander, knowing this, asked ATC to confirm QNH 992 hectopascals, or did they
mean 29.92 inches?

ATC replied "Climb 14000 ft on 29.92 inches".

If the commander of the European airliner had set 992 hectopascals on his altimeter, the
difference in altitude between 992 hectopascals and 29,92 inches would have been
approximately 600 ft. This clearly would have had serious fligh safety consequences.

QUESTION 105.1: Please explain what happened and the flight safety implications? (60 sec)

ANSWER-105.1: The different use of altimeter setting in Japan would have caused serious
accident. The commander asks ATC to confirm QNH 992 hectopascals. ATC replies the call
in inches of mercury. The commander takes precautions by confirming QNH 992. The
difference would have been 600 feet and this could have caused an accident. (The
commander’s precaution prevented a major accident. )

QUESTION 105.2: In regard to the commander's request for confirmation of altimeter setting,
do you consider the controller's reply was correct or not? Please explain? (30 sec)

ANSWER-105.2:. The controllers would have misled the commander towards an accident.
The controller should have replied in hectopascals.
(The controllers replay was not correct The controller should have replied in hectopascals .
The controller clarified the situation by properly replying the correct altimeter setting in
inches).

Task

Your observations during flight may be a valuable source of information for ATC and
other pilots.

QUESTION 106: Please give three examples of information you may want to report to ATC
or other pilots for safety related reasons? (20 sec)

ANSWER-106: Three examples of information that I may want to report ATC are;

- windshear,
- turbulence and
- bird hazards
-flooded runway
- volcanic ash
- unusual or unforecast weather…
(airprox)
(Windshear, turbulence and bird hazards are three examples of information that I may want
to report to ATC.)

Emergency procedures ( TEYP VAR )

If you are the commander of an aircraft and you find yourself in real difficulty, do not loose
any time, it is important to request assistance immediately.

Even during an emergency your first priority must be to fly the aircraft.

Your second priority is to navigate. This means to be heading in a suitable direction, at a safe
altitude.

Your third priority is to communicate.

QUESTION 107: How would you prioritise your tasks in an emergency situation based on the
information you have just received? (20 sec)

ANSWER-107: During an emergency, first of all I should fly the aircraft, and then continue to
navigate, and finally communicate with the ATC.

The Distress Message or Mayday Call ( TEYP VAR )

Mayday is the Anglicised spelling of the French phrase "m'aidez!" which means "Help me!"
The distress message is the absolute top priority call. It has priority over all others, and the
word Mayday should force everyone else into immediate radio silence.

QUESTION 108: Please give three examples of situations that would justify making a
Mayday call? (20 sec)

ANSWER-108: Three examples of mayday calls are; engine fire , being lost and pilot
incapacitation or structural damage.

The Urgency Message or Pan-Pan Call ( TEYP VAR )

The urgency or Pan-Pan message is made when an emergency exists that does not require
immediate assistance.
It is used to transmit a very urgent message concerning the safety of an aircraft - your own
aircraft or another, or a person on board or in sight.
The urgency or Pan-Pan takes priority over all other calls except a Mayday call.

QUESTION 109: Please give three examples of situations that would justify making a Pan-
Pan call? (20 sec)

ANSWER-109: Three examples of pan pan calls are; navigational difficulties , hydraulic
failure and landing gear problems or. ( landing gear retraction and flap extension problems
are considered as a pan pan situations. )
Radio Failure or Human Error ? ( TEYP VAR )

With modern equipment, actual radio failure is a rare event. However, loss of
communications or failure to establish communications still exists from time to time, usually
due to some human errors.
Once the human error is rectified, what you thought was a radio failure turns out to have only
been a temporary loss of communications. Everything can then proceed normally.
For example, the ground station being called is off the air because the call is made outside
the hours of service of that station. The human error in this case is the pilot failure to consult
the relevant AIP section.

QUESTION 110: Please give two other examples of situations which may lead to the loss of
communication due to human error? (15 sec)

ANSWER-110: The examples of the loss of communication due to human errors are; volume
to low, squelch to low, stuck mic or wrong frequency selected .

Radio failure procedures ( TEYP VAR ) (soru 107 ile aynı cevap)

The Wright brothers never thought to install a radio in their first aeroplane, yet it still flew.
Radio is simply a modern aid to flying, that we make great use of, to improve the safety and
efficiency of flight.
Whether the radio is working or not does not affect the flying characteristics of the aircraft. If
the radio fails and you loose communications, it does not mean that the aircraft stops flying.
You should continue to fly the aircraft accurately, navigate safely (that is head in a suitable
direction at a safe altitude), and then try to restore communications. If that is not possible,
then follow reasonable radio failure procedures according to good airmanship and your best
judgement.

QUESTION 111: How would you prioritise your tasks in a radio failure situation based on the
information you have just received? (20 sec)

ANSWER-111: If the radio fails, you loose communications but aircraft still flies. By the way
you sholud continue to fly the aircraft and navigate safely. Then you try to restore
communications. If it is not possible, you should follow the reasonable radio failure
procedures according to good airmanship and your best judgement.

QUESTION 112: Please explain what "ROGER" means and what "WILCO"means? (20 sec)
On the screen: ROGER and WILCO

ANSWER-112: ROGER means (that) I have received all of your last transmission.
WILCO means (that )I understand your message and will comply with it.

QUESTION 113: Please explain what "AFFIRM" means and what "CONFIRM" means? (20
sec) On the screen: AFFIRM and CONFIRM

ANSWER-113: AFFIRM means positive, yes or affirmative.

CONFIRM is a question word.It means that did you correctly receive this message.( If you
have some information but your in doubt or you are not sure you ask for being certain).

QUESTION 114: Please explain what "INCIDENT" means and what "ACCIDENT" means?
(20 sec) On the screen: INCIDENT and ACCIDENT
 ANSWER-114:
INCIDENT describes by occurrence other than an accident associated with the operation of
the aircraft which affect the safety of operation.

ACCIDENT describes by an occurrence if a person is seriously injured as a result of being

in the aircraft direct contact with any part of the aircraft direct exposure to jet blast the aircraft
sustains damage or structural failure or the aircraft missing.

QUESTION 115:(1) Give minimum of two medical mayday situation example for both cabin
and flight crew to divert? (20 sec)

ANSWER 115:(1) Heart attack, severe allergic reaction, asthma, injury due to falling objects
can be example of medical mayday situation to divert.

QUESTION 115:(2) Sağlık sebebi ile 2 tane mayday örneği ver.Semptomları neler?

ANSWER-115: (2)First one is heart (hart)attack and its symptoms are pain on the left side of
the chest and numb feeling on the left arm, the second is severe allergic reaction and its
symptoms are difficult breathing(breth) and loss(los) of consciousness.

QUESTION 116: Please report one of these medical situations to ATC? (20 sec)

ANSWER-116: Mayday mayday mayday ATC, AC13 captain is incapacitated. He is

probably having heart attack. Request radar vector to nearest suitable airfield. After landing
request intensivecare ambulance and medical assistance.

QUESTION 117: During a taxi you were informed that one of your passengers is missing but
his baggage is still on board. You have to turn back to gate and you will have a delay
because of this situation. Make an announcement to passengers? (30 sec)

ANSWER-117: Ladies and gentlemen. This is the captain speaking. Due to a missing
passenger, we have to go back to the gate and offload that passenger’s baggage. We
apologize for delay. Thank you for your understanding.
QUESTİON 118: ( RESİM SORUSU ) Report: The military cargo ac on landing has a
retracted nose gear and fire on the nose. ( Burun iniş takımı açılmamış askeri cargo
uçagı: Askeri pervaneli nakliye uçağı inişte burun İ/T açılmamış, kıvılcımlar çıkıyor,
arka tarafta duman var. Geri planda bir askeri jet var resmi anlatın. )

There is a military cargo aircraft during a landing with its nose gear is not extended. There
are flames at the nose section and directional control seems to be lost on the runway. Also
there is a parked military jet fighter on the other side of the runway.

QUESTION 119: ( RESİM SORUSU ) kalkışta beyaz uçak kuş sürüsüne giriyor. kuşlar sağa
yakın . Muhtemel hasar ne olabilir. 2 sorusu var( sorunun birkaç versiyonu var galiba.
Cevaplar için biraz düşün )1. kuş tehdidini azaltmak için ne yapılabilir( Ne görüyorsun ). 2.
kuşun uçaga verebilceği zararlar neler olabilir( kuşların verebilceği hasarlar neler olabilir.
Nasıl önlenebilir.) ( Neler yaparsın )potantioly bird hazardla what would you do.(I think a few
seconds later, the aircraft will strike with the flock of birds…
 ANSWER 119 : in fact in this picture a serious hazard for aircraft. First of all engine ingestion.
This affects the airplane’s performance. Sometimes birds strike may cause moderate or severe
damage on the airplane’s body, flight controls, landing gear , slats , flaps.

We should check for bird activities all time especially under the 3000 feet ,during takeoff
and landing and not hesitate to reject the takeoff or go around. During takeoff and
approaches we should set all lights on. Airport authority may use acoustic and chemical
measures and runway inpections. Also the observed bird activities should be reported.

QUESTION 120: ( RESİM SORUSU ) Sol taraftan kanada bakan yolcu spoiler açık
görüyor muhtemel alçalarak inişe giden uçak. Airbus 320 inmiş. Uçağın içinden biri camından
dışarının fotosunu çekmiş. Pist kuruymuş. Uzakta background tower görülüyor.(Yolcu
koltuğundan çekilmiş bir kanat resmi spoilerler açık, flaplar açık.)

ANSWER 120 : This photo probably has been taken from inside an Airbus 320 series
aircraft. We observe deployed spoilers meaning that this is whether(wethır) a rejected takeoff
or a landing. Runway seems dry, weather(wedır) is fair and the control tower can be seen in
the background.

QUESTION 121: ( RESİM SORUSU ) Kalkışta sıra bekleyen 5-6 uçak var. buradaki
gecikmeleri azaltmak için pilotlar ve ATC neler yapabilir.(Bir taksi yolunda pist başına
gittiğini tahmin ettiğim bir sürü uçak var, arka arkaya dizilmişler.Bu havaalanında ATC
ne gibi düzenlemeler yaparsa yoğunluk azalabilir.)

ANSWER 121 : There are several aircraft waiting in line before takeoff. There may be many
reasons for such crowdiness in airports.For example only one runway or constructions at the
aerodrome area, weather conditions allowing only one direction takeoffs, poorly scheduled
flights or ATC delays etc. .However we should train well ATC personels in order to carry out
the flow of traffic. and the most sophisticated instruments have to be implemented ( İMPLI-
MINTID ) to assist ground crew.
ATC can handle the situation by applying some procedures more flexible within the limits of
safety.These may be to keep the distance between aircrafts close, give clearances in
advance, design taxiway lightings and indications etc. I think,The simple truth is we, I mean
pilots and controllers, don’t have many options for figure out the problem

QUESTION 122:Meydan kolaylıklarını anlat. Özelliklerini bildiğiniz bir meydanı. Üç pisti var,
kalabalık, ndb si var.fire truckları var.vs.(Özelliklerini bildiğiniz bir meydanı anlatın.)( İyi
bildiğiniz bir havaalanını anlatın .Yolcular ve crew a sağladığı avantaj ve olanaklar
nelerdir.)

ANSWER 122 : I may tell you Atatürk airport. The airport has three runways. two of
them aligning north and the third cross like north eastern. Parking positions are available and
seperated for both the international and domestic terminals. The later has less parking
stands. There is also a military area with shelters and parking spaces in the Atatürk airport
border.
Navaids are ILS including cat II and III, VOR, TACAN and NDB. There is a surveillance
radar controlling the area. Airline maintance and general aviation flight areas are placed towards
the northern part of the aerodrome. Also and there are a lot of facilities in the Atatürk airport such
as advance baggage check in , express shipping , lost and found center , financial services , tax
free shopping , post office , visitor information center , pubs , restaurants and police station

( I want to talk about Adnan Menderes airport.It is a modern airport and there are a lot of
facilities in the Adnan Menderes airport such as advance baggage check in , express
shipping , lost and found center , financial services , tax free shopping , post office , visitor
information center , pubs , restaurants and police station . Passenger or crew flying in to or
from Adnan Menderes airport can take advantage of these oppurtunities.
QUESTION 123: (ilk soru harici kontrolü nasıl yaparsınız diye soruyor ikincisi hangi
durumlarda uçagı almazsınız diyor.)Harici kontrolerde neler görursen rapor edilecek birşey olarak
değerlendirirsin.(1.Harici kontrolü nasıl yaparsın nelere dikkat edersin.2.Harici kontrolde
Kabul etmeyeceğin arızalar nelerdir) (1.How do you do the exterior inspection 2.What are
the malfunction which is you don’t accept it? Gibi bir soru …)

ANSWER 123: 1) I start exterior inspection from the left nose section. As I move clockwise
I check flight control surfaces, fuselage, doors, engines, undercarriages for a damage or fluid
leakage ending where I started.
2) During exterior check if I observe problems I would report to maintenance such as:
- ice, snow frost at flight control surfaces
- open doors and panels.
- damaged fuselage or tire wears
- fluid leakage.
( The aircraft should be checked before each flight for the safety of all passengers and crew .
it should start with a thorough exterior and visual inspection . The interior inspection has to
be carried out in accordance company procedures and published flight manuals using
checklists . chief cabin attendant should be expected to closely check all the seats and must
ensure all equipment are in place .Any abnormalities should be reported and actions must be
taken before the boarding starts.)

(Surfaces and structures must be clear , not damaged , and not missing , probes , vents and
static ports must be clear and not damaged engine inlets and tailpipes should be clear , fluids
should not be leaking , tires should not be worn . If I identify any defect accordingly I don't
accept the aircraft to flight .)

QUESTION 124: Huston nehrindeki uçak ön kısımdan çıkanlar slaytların üstünde ardaki
ekonomi bölümü kanatta ekonomi yolcuları ile businessin farkı nadir diye sorar.(Houdson
river a inen uçak resmi var.Business yolcular slide ların üzerinde normaller kanat
üzerinde businessin avantajları nelerdir.)
( CEVAP EN ARKA SAYFADA )
ANSWER 124:This airplane is forced to ditch over water. Business class passengers are
seen on the slide raft since they have evacuated through the front doors. Economy class
passengers have gathered over the wings since they have evacuted through the exits close
to the wings in the middle section of the aircraft. In fact there is not much of a difference
among those passengers.
( in case of any ditching , the aircraft's tail would sink before the nose of the aircraft . As first
class passengers have the priority (PIRAY-ORİTY) to take the front seat in the cabin , they
are more likely to reach front exits and use the slides as a raft.)
( EN ARKA SAYFADA RESİM VAR)

QUESTUON 125: ( RESİM SORUSU ) dört tekerlekli lastik veriyor sadece lastikler
görünüyor. Biri eski anlatın diyor.(4 tane lastik var ana İ/T dikmesi bize yakın sol taraftaki
yıpranmış, beyazlar çıkmış (white cord) resmi anlatın ve böyle uçarsanız ne olur.)

ANSWER 125: The landing gear system has four wheels. Most probably this is a heavy
type aircraft. One of the wheel tires seem to be worn and different from the others.
( the undercarriage has 4 tires . Two of them are in good condition but the others( two tires)
are worn out.I can see the white cord. I would report to maintenance for a check and if this is
within limits I would continue to flight. In case of any rejected take off or landing on a slippery
runway , I should expect that stop distance would increase and directional difficulties could
be anticipated.(beklemek,ummak)
.There is even the risk that tires may burst and cause damage to the structure or any
associated equipment.)( BU BÖLÜMÜ ZAMAN YETERSE SÖYLE)

QUESTION 126.:atlantik üzerinde yolcu hastalandı ilk olarak ne yaparsınız mayday örneği
ver(Okyanus üzerinde uçarken seriously ill yolcu var .Ne yaparsın .Nasıl bir anons
yaparsın.ATC ye durumu rapor et.)

ANSWER 126 : First, I would make an announcement for a doctor on board.

Meanwhile I review the enroute alternate airport which I had selected before flight in case of
an emergency. According to doctors advise about the patient I would divert or continue. If we
have to divert I would report to ATC as: Panpan panpan panpan medical Shannon
Control, AB 12, one of the passagers has heart attack, request divert to the nearest airport.

QUESTION 127: Concorde resmi ve bu uçağın en çok sevdiğiniz özelliği nedir.

ANSWER 127 : This is concorde aircraft. British Airways and Air France had these aircrafts.
I liked its shape and supersonic speed.It was look like figther aircraft.Also It had moving nose
that was really interesting.

QUESTION 128 :Bir anons yap. ( kime anons yapılıyor?)(make an announcement)

ANSWER 128a: ATC AB12 we have an oil system malfunction . left engine is not working
properly.Right engine is good. we are not in trouble .We plan to divert nearest suitable airport

ANSWER 128b: Ladies and gentlement, this is captain speaking .Because of heavy traffic,
we are expecting 20 minutes delay for landing .I will give you further information as soon as
possible.(I apologize for the inconvenience and) thank you for your understanding.

QUESTION 129 : (RESİM SORUSU) sağ kanadı görünen bir uçak cargo kapagı açık 3
tane yer ekibi duruyor. Catering arabası var aynı anda yakıt alınıyor.( Uçağa önden
bakıyoruz, sağ kanadı görüyorsun bir yakıt aracı var, kargo aracı var, ön ve arka
kargo kapıları açık. 3 personel var aracın çevresinde security line var.)

ANSWER 129 a: There is an airplane with the aft cargo door open. Refueling is in
progress. Catering truck is parked besides the aircraft. At the same time Ground
maintenance is working on the airplane. Finally the aircraft is prepared for flight.
 ANSWER 129 b : Vicinity(çevre,etraf) of the aircraft has been secured by the ground crew
. There is a fuel truck near the aircraft and refueling is in progress .There are four(3-4)
ground crew around the aircraft , baggage and cargos are being loaded to the aircraft
from the aft cargo door.

FAA in Amerikada yaptığı bir araştırmayı anlatıyor.Buna gore tek kelimelik

readbackler de yarı yarıya hata oluyor.Kelime sayısı arttıkça hata oranı
artıyor.Rakamlar bir arada kullanılınca hata artıyor.Heading, FL, speed gibi
karıştırılabiliyor. Bunlar ciddi şeylere sebep olabiliyor.Accident ,incident , rotadan
sapma , yakın geçme …

QUESTION 130:Tek instruction olunca yüzde kaç hata oluyor.

ANSWER 130 :If there is single word instruction, fifty percent ( %50) of the single word
readback is usually wrong or misunderstood.

QUESTION 131: Bu hataların olası sonuçları nelerdir.

ANSWER 131 : This type of mistakes can occur runway incursion ,severe accident, divert or
airprox..

QUESTION 132 :Bu olayları önlemek için ne yapmalı.

ANSWER 132:we should listen to the radio carefully. Also speaking units should use
standard aviation terminology, simple english and speak slowly.ATC shouldn’t give more
than two instructions in one transmission.In addition, the aircraft should be followed by the
electronically(ilektrionicli) equipment. If we have in doubt , we have to request for
acknowledgement.Before doing something we should agree with tower. Pilot should never
cross any runway without clearance.

QUESTION 133 :Ground accident örneği verin.(Please gime me an example of

ground accident)

Answer 133 : The aircraft has made a complete stop on the apron.When leaving the
aircraft one of the passengers hits his head to the edge of wing and gets seriously
injured.It’s a ground accident.

QUESTION 134 : Kokpitte veya kabinde çıkan yangını nasıl söndürürsünüz.(How do

we extinguish(put out) fire in the cockpit?)
Answer 134 :We should use appropriate type of extinguisher. For example halon or
carbon dioxside is suitable for cockpit fire. If it’s an electrical fire we should turn off electrical
devices.

QUESTION 135 : Ground accidenti önlemek için ne gibi önlemler alınmalıdır.(What

kind of precautions do we have for prevent the ground accident?)
 Answer 135 : We must obey the rules.We shouldn’t assume, if we have any doubt we
should clearify.We should follow restrictions , such as speed and wing tip clearance.We
should build up a picture of the overall situation(SA) about other traffics through the radio.

QUESTION136 : (Resim Sorusu ) başka bi resimde park yerinde duran uçağı gösteriyolar,
önünde pushback var, yanında merdiven, ground power bağlı, yolcular merdivenden çıkıyor,
ne görüyosun anlat diyo?

ANSWER 136 :(Yükleme yapılan Easy Jet uçağı.)There is an easy jet aircraft in this
picture. Front door is open and passengers are boarding. Luggage and cargos are being
loaded from aft cargo door. There is a push back truck in front of the airplane, the tow bar is
connected to the nose gear and Ground power unit is connected to the aircraft. Weather is
nice with no significant clouds. Airport is a big and crowded. Pilots are making last
preparations in the cockpit. Also there are several aircraft standing on the areas of the apron
around the aircraft.

QUESTIONS 137:Sağ arkadan görüntü.İnişte burun iniş takımı katlanmış ve burun altından
ateş çıkıyor.Anlat.
(118’in cevabı)

There is a military cargo aircraft during a landing with its nose gear is not extended. There
are flames at the nose section and directional control seems to be lost on the runway. Also
there is a parked military jet fighter on the other side of the runway.
. Its nose gear is folded

QUESTIONS 138:British Airways’e ait B747 sağ orta kapıdan kargo yükleniyor.Resmi anlat
(136’nın cevabı)
The passenger’s door in the middle section is open and passengers are boarding. Luggage
and cargos are being loaded from aft cargo door. There is a push back truck in front of the
airplane, the tow bar is connected to the nose gear and Ground power unit is connected to
the aircraft. Weather is nice with no significant clouds. Airport is a big and crowded. Pilots
are making last preparations in the cockpit. Also there are several aircraft standing on the
areas of the apron around the aircraft.

The front and aft doors are open and ready for passengers boarding. Baggage are being
loaded from front cargo door. The ground power unit is is attached to the aircraft. In addition,
there are some vehicles around the aircraft. ( 87’nin cevabı )
QUESTIONS 139:Kötü hava şartlarında uçan pilotlar nelere karşı hazırlıklı olmalıdır.
(92’nin cevabı)

First of all we should avoid the penetrating CB cloud.: If (there is a bad weather condition) or
(we have a bad weather condition) ( penetrates )
If an aircraft penetrates a CB cloud , pilot should be ready for;
-severe turbulence, -icing, -windshear, -loss of radio instruments, -lightning strike or
-overstressing of aircraft and structural damage

QUESTIONS 140:Uçağı çeken tow.Anlat 10 sn.

In this picture there is a Push back truck.Also the tow bar is connected to the nose gear.Push
back truck is pulling/pushing the aircraftto the ramp.I can see the aircraft passenger’s door is
open.so they are preparing the aircraftfor the next flight. …. Gibi…

QUESTIONS 141:Uçağın sağ kanadı ve motoru görülüyor.Altında 3 kişi var.bakım ekibi

gibi.birşeyler yapıyorlar.anlat

This is a Boeing 737-800 series aircraft.I recognize it from wing tip.There are 3 maintenance
personel under the wing and they are working on engine.They are preparing the aircraft for
flight.Also there is maintenance equipment, I think it’s a ground power unit.

QUESTIONS 142: Havacılık ileride nasıl olacak.Future of aviation

I suppose it may not significant changing. However flight safety, passenger’s comfort,
airspace control and aerodromes may develop. we will see pilotless commercial aircrafts but
not in the near future. The decision to take off or to abort take off is still best made by a pilot.

35 soru var,yaklaşık 25 dk. da sınav bitiyo, 4 kabin hazırlamışlar, herşey bilgisayarda,

sesinizi kaydediyorlar. Sorulara cevaplamak için verdikleri zaman değişken, en fazla 2 dk.
veriyolar, en kısa sanırım 10 sn idi.
Sorulara geri dönüş yok.Not almak için kağıt kalemi onlar veriyorlar. Özellikle uzun sorularda
detaylar için not almak gerekebilir. Pist, irtifa , pozisyon vs bilgileri için.

Konuşmaya başlamadan önce ekrandaki "speak" ikonunun yanıp söndüğünden ve

zamanın geri saymaya başladığından emin olun.

Aşağıda örnekteki dediğim soruları, sivil havacılığın sitesinde linkini verdiği demoda
bulabilirsiniz .http://www.lplus.de/HP/demo1 adres bu. Bazı sorularda açıklamayı
yapıp, bununla ilgili 2-3 soru sorabiliyor..
MT
. 35 soru var, sorular şöyle:
-resimde sol motoru yanan uçak var, sen o anda holding pointtesin diyor, kulenin haberi
yok, nasıl bildirirsin?
QUESTION 124: Huston nehrindeki uçak ön kısımdan çıkanlar slaytların üstünde ardaki
ekonomi bölümü kanatta ekonomi yolcuları ile businessin farkı nadir diye sorar.(Houdson
river a inen uçak resmi var.Business yolcular slide ların üzerinde normaller kanat
üzerinde businessin avantajları nelerdir.)

ANSWER 124: As I can see, tail section has already sunk so economy class passengers
shouldn’t use back side exits and back slides.In this case, business class passengers are
more likely to reach front exits and use the slides as a raft than economy class passengers.
Economy class passengers have gathered over the wings since they have evacuated
(ivekuveytıd) through the exits in the middle section of the aircraft.

North Atlantik te uçuyorsunuz, purser geldi ve sick passenger var dedi ne yaparsınız?
First of all I make an announcement to find a doctor or medical personnel within the
passengers that can give a first aid to the sick passenger. Meanwhile I report the emergency
situation to the ATC and divert to the nearest suitable airfield and request an ambulance to
the apron. In case a doctor or medical personnel is found within passenger, I have the purser
to direct him to the passenger in need for first aid.

Uçuşta ikinci pilotunun kafası yarılmış pilot olarak ne yaparsın ATC’ye ne dersin:
I would, first, control the aircraft and engage the autopilot. Then, I would call flight attendant
to come into the cockpit to take care of my captain. I would also appreciate the help of a
doctor if available onboard. Meanwhile I would contact ATC and tell them the captain was
injured and because of this I had to land as soon as practical. I would request clearance for
the most suitable airdrome and advise ATC to alert medical services. My call would be as
follows:
“Mayday, mayday, mayday. ATC this is BBU96, captain has a medical problem, his head is
bleeding. I am diverting to nearest airdrome, have the medical services ready for captain.”

Piste giriş kalkış aldın koşturdun cargo door açık ikazı geldi ne yaparsın kuleye ne
dersin:
I would retard the power levers and apply brakes smoothly. Meanwhile I would notify tower of
aborted takeoff and need to return to the gate. Upon arrival at the gate, I would shut down
the engines and have the ramp personnel close the cargo door. My call would be as follows:
“Tower BBU96 rejected takeoff due to illumination of cargo door open light, request taxi back
to ramp.”
Experience level busts diye bir konu içeren bir soru çıktı bana. Ekrana saf saf
bakmakla yetindim:
Level Busts are a potentially serious aviation hazard and occur when an aircraft fails to fly at
the level required for safe separation.

2 motor gitti elektrik te gitti yolcular karanlıkta bağırıyorlar top sende:

First of all I would maintain the aircraft control and attain optimum speed. Secondly I would
notify ATC and call mayday. At the same time I would consider to glide to the nearest airport
and request vector for the nearest airport. I would also carry out emergency procedures
checklist and try to restart the engine. Meanwhile I would figure out if we could reach a
suitable airdrome or not. I might have considered forced landing or ditching. I hope the cabin
crew would do their best for the passengers, I must focus on flying. My ATC call would be as
follows: “Mayday, mayday, mayday. ATC this is BBU96 we lost all engines, 50 miles south of
VOR, flight level 370. Be advised of descending on heading 240. Request vector for nearest
airdrome.”

Uçak kaçırıldı, teröriste nasıl davranacaksın, işlemler neler olmalı:

I would set 7500 on transponder and comply with the hijackers' demands, get the plane to
land safely and then let the security forces handle the situation. But I would never crash into
a skyscraper, I would assess the situation if something was happening like September 11, I
would resist the terrorists and try to prevent them. I could consider crashing the plane into a
wasteland.

Kalkış rulesinde V1 süratine yaklaşıyorsun görüş kısıtlı co-pilot karşıdan gelen bir ışık
gördüğünü ikaz ediyor muhtemel ters istikamette alçalış yapan uçak var. soru 1
hareket tarzın ne olur soru 2 kuleye ne dersin:
I would retard the power levers and apply brakes smoothly. It might be an aircraft in
emergency situation. I would notify the tower that I was rejecting takeoff due to possible
landing aircraft from the opposite direction. I would try to vacate the runway as fast as I
could. My ATC call would be as follows: “Tower, BBU96 rejected takeoff due to runway
incursion. We have visual with the approaching traffic from the opposite direction. We will exit
runway immediately.”

Kokpitte duman var. Meydana yaklaştın. Meydana durumu bilgi ver. “Mayday mayday
mayday. Tower, BBU96, smoke in the cockpit. We couldn’t figure out the source of the
smoke. Starting emergency descent, request priority landing.”

70 yolcusu olan bir uçağın kaptanısın içinde baban da var. Baban uçakta kalp krizi
geçirdi, hemen meydana inmeye çalıştın. Meydan da bulut alt tavanı 400 feet senin ve
uçağın kategorisinin altında ne yaparsın:
I would go around and divert to another airdrome. I would never compromise the rules.
Trying to land in such weather conditions under minimums would risk the lives of all people
on board. I would never take the risk of killing many people for the sake of saving my
father’s.

Uçakta ameliyata yetiştirilmesi gereken bir yolcu ve doktor var. Piste girmeye
çalışıyorsun ama kule diğer uçaklara yaklaşma izni veriyor. Sana kalkış verdiğinde
first officer sağ kanatta buzlanma olduğunu söylüyor(de ice zamanı geçmiş) ne
yaparsın:
I would notify ATC that I had to taxi back to ramp due do accretion of ice on the wing. Flight
safety is paramount and never be compromised. I cannot take the risk and I must comply
with the rules. I would taxi back and have the plane deiced and anti-iced. Later on I would
request a new clearance and do my best for the patient.
Uçakta bomba ihbarına ne yaparsın:
I would notify the ATC and start an immediate descent to altitude 10000ft. Meanwhile I would
plan to divert to most suitable airdrome. Also I would advise ATC to have all emergency
services alerted.

Tek ana dikme içerde hareket tarzı ve emc deklere et.

I notify ATC and request low pass and visual inspection. If ATC confirms that one of the
gears is stuck retracted I try to extend it manually. If it is okay by green lights then I proceed
to landing. If it is still stuck despite all attempts then I retract all undercarriages and carry out
a belly landing. I set 7700 on transponder. “Mayday, mayday, mayday. ATC, BBU96 on long
final left main landing gear is stuck retracted. Request low pass and visual inspection. Be
advised I may carry out a belly landing, alert fire, rescue and medical services.”

Meydana yaklaşıyorsun. Kule yağmur ve düşük görüş verdi. Kaptanın incapasite oldu.
Yolculardan biri tecrübeli pilot olduğunu söyledi, ne yaparsın?
Initially I go around and declare an emergency, advising ATC that the captain is
incapacitated. Then I ask the cabin crew manager to get the captain out of his seat.
Meanwhile I make a call to request medical assistance on board. Getting a passenger into
flight deck as captain does not sound good to me. Although legitimate needs let a pilot get a
passenger pilot into cockpit, unless the captain is at the point of death, I will not do so.
Instead, I let two of flight attendants take a seat in the cockpit. . If minimum visibility meets
minimum visibility requirements for me and for airdrome then I come back to land; otherwise I
have to divert another airdrome.

Meydandan kalktın. Tırmanıştasın. Kule uçakta bomba olduğuna dair isimsiz bir ihbar
geldiğini söyledi. Ne yaparsın:
I would notify the ATC and stop climbing, request an immediate descent and landing. Also I
would advise ATC to have all emergency services alerted.

2 motor volcanic ash den durdu. ne yaparsın anlat. mayday ikazı yap:
I fly the airplane by monitoring airspeed and pitch attitude while trying to exit the ash cloud as
quickly as possible. I turn on engine and wing anti-ice devices and all air-conditioning packs
if possible start the auxiliary power unit, confirm that auto start is on and I use appropriate
procedures to restart the engines, monitor engine exhaust gas temperature, because of
potential engine debris buildup, the EGT can climb excessively. I plan to divert nearest
airport. My call would be as follows: “Mayday mayday mayday. ATC, BBU96, We lost all
engines due to volcanic ash. Be advised

Havada bir anda kokpitte duman oldu, oksijen maskenizi takmanız gerekiyor. ATC ye
de çağrı yapmanız gerekiyor. Önce ne yaparsınız? ATC ye çağrı örneğinizi bize
söyleyin:
First of all I would put the mask on and maintain the aircraft control. Later call the cabin crew
manager and ask about the situation in the cabin and the condition of the passengers. Then I
would inform the ATC that we had smoke in the cockpit and request them to stand by.
Meanwhile I would try to figure out where the smoke might have come from. My call would be
as follows:
“Mayday, mayday, mayday. ATC this is BBU96, 40 miles north of IST, FL 240, heading 150,
175 passengers on board. we have smoke in the cockpit, and we are trying to figure out the
problem. Request emergency descent.”

Adamın biri uçağı kaçırmış çocuğun tekini esir almış ne yaparsın? :

I would set 7500 on transponder and comply with the hijackers' demands, get the plane to
land safely and then let the security forces handle the situation.
Uçuş esnasında yolculardan biri yakıt sızıntısı var ikazı yaptı ne eylersin?
I send a flight attendant to check the situation, meanwhile I check ECAM for fuel amount for
each tank. If there is an imbalance I don’t open the cross-feed valve, since this action may
lead to emptying all the fuel into air. If I am in doubt with the flight attendant’s report, I send
co-pilot to check the leak visually. After figuring the problem out, I declare an emergency
requesting immediate landing.