SET 1

TASK 1-2 During the process of my initial employment, I had to go through two interviews; one with the vice president along with chief pilots, and the other, the final interview, with the president of the company. Most of the questions, I had to answer to were regarding my personal background education and the previous employments. This interview was conducted within limited time, so the answers they expected were not long stories, and for the most of cases ‘yes’ or ‘no’ was good enough as an answer. TASK 1-3 There are so many things that I like about my present job. The best of all is that my job description includes most of my personal hobbies, such as traveling abroad, eating different foods, and needless to say, flying all over the world. Some people envy my job for high income but the truth is, comparing to other professions, such as lawyers, doctors and pharmacist, my income is, relatively speaking, not so high; nevertheless, things that I experience during the flights are priceless, so I have no intent to complain about my income. TASK 3-1 The place I see in the picture looks like an ordinary hangar which I can easily find in any airports. I am looking at an airplane that has just pulled into the hangar. I do not see any maintenance personnel but I see some maintenance equipment on the very left side of the picture. The airplane, in the picture seems to be a multi-engine aircraft with retractable landing gears. The aircraft is painted in white with some stripes drawn horizontally on the side of the plane. The nose cone of the aircraft has been damaged, and it appears to have a bird stuck in the nose part of the aircraft. I can say it is a bird that is pretty big in size by looking at its wing, two legs and partial body covered with feathers hanging under the nose cone of the plane. Other than the damaged nose cone and some dents on the side, the aircraft looks like it is in a good condition.

TASK 3-2 Looking at the spot which the bird has stuck, the aircraft must have been in cruise phase in the air. If it was in its climb or descent phase, the bird should have been stuck in other spots of the plane rather than the nose due to the angle of the aircraft and its trajectory. Considering the depth of the crash, I would say the airplane was moving at a relatively high speed; much faster than taxiing speed. Taking all these into account, my final assumption is as follows: The airplane was cruising at a low altitude, where birds can be seen. It could be one of the birds among a flock of birds since there are some dents on the side which could have been caused by other birds from the flock. Luckily none of the birds directly collided with the aircraft. After the collision, the pilot on board had the aircraft under his or her control, and made a safe landing at the airport. TASK 4-1 When the pilot made an initial contact with the ATC, the controller advised the pilot to proceed direct to ‘VER’, but pilot asked ATC to repeat the last transmission by saying “say again”. The ATC controller repeated that he or she wanted the pilot to fly direct to ‘VER’. The pilot might have missed the transmission because he did not expect a direct route from his position to ‘VER’. It seems that the controller gave the pilot a direct route due to the traffic ahead. TASK 4-2 At the first glance, we can assume that the pilot is arriving because of the call sign used for the controller was ‘approach’, but in reference of my personal experience, the ‘approach’ controller also monitor and control departing aircrafts. On the initial contact made by the pilot, he mentioned that he was climbing thru FL120 up to FL 290. Since the pilot notified that he was climbing, this flight is more likely in the middle of departing phase from an airport.

TASK 5-1 Last week Captain Kelly was on a return flight to his home base. When Captain Kelly’s plane was over mountainous area, he suddenly spotted, through the side window, a small airplane going down with smoke coming out of its nose. Captain Kelly instantly realized that the small airplane was in trouble, so he tracked the small airplane until it hit the ground. As an experienced pilot, Captain Kelly knew that it would be difficult to find the small aircraft that has crashed into the middle of the bush. He decided to contact and notify the air traffic control to call for a team of air rescue. Captain Kelly also advised the controller that he was willing to keep circling over the crash site, so that the rescue team can find the crashed airplane more easily. He was hoping that the crashed airplane would not catch on fire. Once the airplane caught on fire, it could start up a huge bush fire. Another worry he had on his mind was that he might get short on fuel before the rescue team could get there. Fortunately, none of his worries came true until the rescue team has arrived on the site and initiated their duty. Once Captain Kelly confirmed that the rescue team had the crash site in their sight, he continued on with his flight back to his home base. TASK 6-1 FineAir 776 is unable to climb flight level three-five-zero due to performance. The maximum flight level I can accept for the moment is flight level three-one-zero. TASK 6-2 ATC control, this is FineAir 776. I understood that your last instruction for me was to climb and maintain flight level three-five-zero, but due to the aircraft’s heavy weight and its limitation for a higher altitude, I replied that I was not able to accept the flight level you gave me. The highest altitude allowed with my current weight is flight level three-one-zero. If the flight level three-five-zero is the only level available and I must leave the flight level two-niner-zero, I will have to descend to a lower altitude. Until you come up with something else, I will maintain flight level two-niner-zero.

TASK 7-1 If I were the first officer, I would, first, control the aircraft until it becomes stabilized. Once the aircraft is stabilized, I would engage an autopilot to make sure someone or, at least, something is flying the airplane. Then, I would contact ATC and request for a lowest practicable altitude to level off the airplane. When out of all the imminent dangers, I would call purser to come into the cockpit to take care of my captain. Meanwhile, I would begin explaining my situation to ATC and receive any necessary clearance to head back to where I made the takeoff. After I finished with my initial setup for divert, I would quickly refer to my reference books and find out if there is anything I have missed. For the remaining time, I would perform as I have practiced during my simulator training session on ‘Captain Incapacitation’. TASK 7-2 This is ASIANA 111, request to level off to 5000ft due to a problem. A short time after takeoff, I experienced a bird strike. The bird hit the windshield and injured my captain. My captain is in critical condition but being taken care of by the purser. For the time being, I do not suspect any malfunction on any of the aircraft’s systems, but it is obvious that I do not want to continue to the destination. My intention, for now, is to be radar vectored to the final course for the runway in use at my original airport. It seems that there would be no problem to carry out a normal approach and landing but standard ‘fire and rescue’ team would be useful. I also need an ambulance for the captain. Be advised that I will make a full stop on the runway and wait to be towed by a tug car.

TASK 8 As soon as I figured that all possible efforts to get the system back on have been done, I would request ATC for a lower altitude, such as the 1owest safe altitude or 10,000. While descending, I would turn to different headings to avoid any traffic conflict. During the descent, I would do all the procedures required for the situation according to my reference books. These would include system reconfiguration, notification to cabin crews, and some other procedures to wrap up the situation. Once I reach my desired altitude, I would contact the company dispatch to notify the situation and receive any information necessary to decide whether to divert or return. After all the required procedures have been done, a passenger announcement would be helpful in calming passengers with their curiosity and anxiety. TASK 9 All airline flight crews are required to have two sets of flight simulator training each year. During the training sessions, the flight crews encounter at least one engine fire. When an engine fire is occurred during the session, the flight crews are supposed to carry out many procedures they have been taught. These procedures include memory items and nonmemory items. The memory items are supposed to be done by memory. In other word, these procedures must be done instantly by the flight crews when they recognize the situation. On the other hand, the non-memory items are the ones which should be done when the airplane is out of any imminent danger and most likely in stable and safe condition. Within these procedures, most of the situations should be covered. Having these training every 6-month, the flight crews are capable of fighting any inflight fires and bringing the airplanes to the ground in one piece.

TASK 10 When people see a flight crew pass by them at an airport terminal, sometimes they get curious about the contents of the flight crew’s bag. The truth is there is nothing special about the contents of the flight crew’s bags. Several reference books, a flash light and some pieces of certificates are all there is in the bad. When the crew arrives at his aircraft, there are even more books than the books that he brought to the aircraft. The most of the reference books are not quite useful during any normal operation, but when something abnormal comes up, these books are absolutely vital. During the process of carrying out abnormal procedures according to the references, most of time is to be spent on finding right pages and procedures. If these books were electronically stored in a computer and accessible with a few finger tips, these abnormal procedures could be carried out much faster and more accurately to save lives and money. Needless to say electronic books are much easier and economical to maintain and update. They can serve as another crew on board when the need of the books arises in an abnormal situation. PART 2 TASK 2 There are many possible reasons to cause a heavy delay. One of the most frequent reasons is the weather in vicinity of airports. Even within this one reason, there are many possible causes such as heavy rain, heavy snow, strong wind, fog, and so on. Besides the weather problem, maintenance problems very frequently cause a heavy delay. We have so called ‘MEL’ on board. The MEL stands for ‘Minimum Equipment List’. This book list almost all parts of aircraft systems and it tells the flight crew whether they can continue the flight or not. At anytime before airplanes lifts off the ground and there is a malfunction on aircraft system, flight crews refers to this book. This book is so strict that any embedded danger would be eliminated by referring to its limitations. In order to satisfy these limitations, many of the malfunctions must be resolved before the airplane can leave the gate. Encountering these maintenance problems, a heavy delay is inevitable. Other reasons for lighter delays are heavy traffics and

crew rest time.

TASK 3 To be a first officer on a passenger airplane, he or she must support the captain from the preparation phase and throughout the flight. When the captain is not capable of carrying out his own duty for some reason, the first officer is supposed to fill in the responsibilities. In normal operation, a first officer is required to monitor his captain’s action in order to maintain the safety of the airplane. When the first officer recognizes anything that can go outside of the safety limit, the captain must be advised of the situation. These are the official expectations all the captains have on their first officer. Some captains expect more from their first officers and some other captains expect less. Regardless of their personal taste, the purpose of two men in a cockpit is all about safety. Anything regarding safety is what captains should expect from their first officers and all of the first officers are aware of this concept. TASK 4 If a hijacker threatens to kill the passengers unless I open the door, I would keep my door locked. If I open the door, the hijacker might stop killing the passengers, but once the hijacker comes into the cockpit, he gets a chance to kill all passengers at once. I would keep my door locked and notify the authority for any assistance I can get. While I maintain contact with the authorities, I would begin the published procedure for hijacking. First, I would descend rapidly to a lower altitude, and make abrupt changes in attitude so that the hijacker could not stand up and do whatever he intends to do. When passing a certain altitude, I would turn off the pressurization system so that the people in the cabin, including the hijacker, get short of oxygen to breathe. This would interrupt the hijacker from his plan of action. Once I reach a safe altitude, I would look for an airport to Make a landing. Hopefully, this would safely conclude the hijacking situation.

TASK 5 All airline companies have a department so called ‘CRM’. The CRM stands for ‘Cockpit Resource Management’. This department is basically to acquire and develop information on relationship between human factor and flight operation. The basic concept of the CRM is that any mistake made outside of cockpit is called threat, and ones made by pilots are called error. Sometimes an error occurs by itself but usually it is caused by threat or another error occurring earlier. Many of these errors accumulate and later they may cause an accident or an incident. According to this theory, the causes of these errors are threat and other errors, and these are all stress to deal with during the flights. If the pilots deal with the stress effectively, they just remain as threat or error, otherwise they become incident or accident. So, my conclusion is that any stress pilots gets during the flight can become a huge burden if they do not treat them well.

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