| UAL Interview HR Questions
General Format:
General Questions
? When, Where, Capacity (I was serving, i.e. flight lead, IP, etc), Aircraft, Day/Night, Wx
? Lessons Learned, What I could have done better, How I’m a better person because of it
? What was your most challenging flying situation?
? Describe a personal characteristic that you’ve had to overcome during your Air Force career.
? What traits would you bring to the crew environment?
Prep/Other Airlines
? Are you looking at anybody else? (looking for commitment to flying)What other airlines have you applied to? (common)
? What applications are you currently filling out?
? Which ones are currently on file?
? Have you heard from anyone else?
? How did you prepare for this interview? (tell them everything – show them how much you want the job)
? What did you do to prepare for this interview?
? How did you prepare?
? What other carriers have you applied to?
? Have you applied to any commuters?
Flying Stuff
Career
? What would you consider to be the high point of your Air Force career?
? Why are you getting out of the Air Force at this point?
? Would you have wanted to fly heavies in the Air Force? (he answered “sure”)
Why, then, were fighters you first choice?
? Tell us about your flying career in the Air Force. (asked nearly every interview – be ready for 3-4 minute dissertation – maybe most important question – include UPT performance, assignments, A/C, upgrades, jobs, additional duties, significant awards, etc.)
Checkride
? Have you ever busted a checkride?
Tell us about it.
Emergencies/Decisions
? Tell us about your worst emergency. (remember CRM)
What should you have done differently?
? Tell us about a time you changed your mind in flight about something not related to weather.
? Tell me about a time you had multiple emergencies that all needed your immediate attention.
? Describe a decision you had to make on short notice with little or no information available. (weather diverts are good ones to talk about here)
? Tell us about a time when you had to make a time critical decision without all the necessary info.
What was the rest of the crew doing while you were doing this?
What did your copilot think about your decision?
? Describe a flying situation where you had to make rapid decisions
? Tell me about a time your performed a procedure in the cockpit which wasn’t covered by a checklist.
? Tell me about a time when you had multiple considerations/decisions to make when flying and how you handled it.
Policy/FAR/Regulations
? Tell us about a time you saw somebody violating a policy or procedure and what you did about it. How did he feel about you correcting him?
How was your relationship with this individual after the fact?
Did you involve your commander?
Why or why not?
? Tell us about a time you were pressured to break a rule.
? Tell us about a time you had to support the policies of a supervisor even thought you disagreed with it.
? Have you ever violated a FAR?
? Tell us about a time you used judgement to go against company policy.
? Tell us about a time you had to deal with an unfair company policy.
? Tell us about a time you were pressured to break a rule.
? Have you ever bent/broken a regulation?
? Tell us about a time you challenged company policy.
? Tell us about a time you had to obey a superior’s policy that you didn’t agree with.
What did you do?
Did you discuss the situation with your superior?
How did you handle it?
What was the result?
? Describe at time when you had to break policy/procedure in order to accomplish the mission. (make sure you describe a time when you clearly broke policy)
Leadership
? Give us one word to describe yourself (dedicated).
? What was your most rewarding leadership experience?
? During this experience, what single event are you proudest of?
? What was your most rewarding leadership position?
? Tell us about a time you failed as a leader.
? Tell me about a time when you delegated a task and it led to failure.
? Tell me about a time you disagreed with a subordinate’s decision and how you handled the situation.
? Tell me about a time when you had to be assertive with a supervisor.
? Tell me about a time when you were able to help someone improve.
? Describe a situation in which someone challenged your decision as a leader or your leadership in general.
Conflict
? The Story, Conflict, Sequence of Events
? Tell us about your toughest interpersonal relationship.
? Tell me about your biggest personality conflict.
? Tell us about a time you avoided a conflict.
JET
? Tell us about a time you had a conflict in the cockpit.
? Tell us about a difficult decision you had to make while in flight
? Tell us about a time when you were frustrated in flight.
? Have you ever been frustrated with someone in the cockpit?
? Tell us about a time you had a problem in the aircraft you could not solve
? Tell me about a time when you were angry at a crewmember on your aircraft or at a support person
? Tell us about a time you felt uncomfortable with a crew member.
? Tell me about a time you had a hostile crewmember.
? Tell me about a time you had a person on a flight you didn’t get along with.
How did you resolve the situation?
? Tell us about a time your were critiqued in the cockpit (not during a checkride).
? Describe a time when you were uncomfortable flying with someone.
Conflicts
? Tell us about a time, in the past several months, when you were criticized.
Was it justified?
Looking back on it, would you have done anything differently?
Boss/Captain
? Tell us about a time you disagreed with what the captain decided to do.
How did this afect the rest of the crew?
Did you speak up?
Did you feel unsafe or uncomfortable?
How did this affect your relationship with the captain?
Did you talk to him about it after you landed?
Did you ever fly with him again?
How did it go?
? Tell me about a time you had to be assertive in order to get an aircraft commander or supervisor to follow proper procedure.
? Tell us about a time when you were criticized by a supervisor unexpectedly, not including training or checkrides.
How was your relationship with this person for the rest of the trip after this happened?
What did the rest of the crew think about this?
Subordinates
? Tell us about a time you had a conflict with a subordinate and how it was settled.
? Tell us about a time a subordinate told you what to do and how you handled it.
? Tell us about a time when you were recently criticized by a subordinate or supervisor (you listed and learned instead of defending your position).
? Tell us about a time when a subordinate let you down or didn’t do what you expected.
Did the rest of the crew support this?
? Tell us about a time you had to correct a subordinate.
Did the subordinate eventually agree with you or not?
? Tell us about a time a subordinate tried to pressure you or get you to do something.
? Tell us about a time a subordinate questioned your decision.
? Tell us about a time you had to be assertive as a subordinate
? Tell us about a time you had to resolve a conflict between two other people.
? Tell us about a time when a crew member challenged your authority.
? Tell us about a time you had to persuade/convince a crewmember to do something.
General
? Tell us about a difficult person you had to work with and how you handled it.
Tell us about someone you didn’t get along with, their personality, and describe a situation involving this person.
Aerodynamics
Bernoulli’s Principle—When a gas is accelerated, its pressure decreases.
Angle of Attack—Angle between the relative wind and the chord.
A wing will always stall at the same angle of attack. The load factor, weight and density altitude will cause the stalling true airspeed to vary but the stall angle of attack will always be the same.
Parasite drag increases with the square of the aircraft’s airspeed. Includes form, skin friction, interference and wave.
Induced drag is a byproduct of lift and is proportional to the angle of attack of the wing.
All three axes of rotation intersect at the center of gravity; thus the aircraft maneuvers around the CG.
The greatest change in airplane trim and stability will occur when power is added at slow speed.
Angle of Incidence—angle between the chord line of the wing and the longitudinal axis of the aircraft.
Aspect Ratio—ratio of wingspan to the mean aerodynamic chord. High aspect ratio (long thin wings) have increased lift and decreased drag at high angles of attack. They have the disadvantage of increased drag at high airspeeds. Aircraft with low aspect ratios have poor drag characteristics at low speed, but are more efficient at higher airspeeds.
As an aircraft burns fuel and becomes lighter, the optimum cruise altitude slowly increases and the speed that yields the optimum cruise performance slowly decreases.
Absolute Altitude—the altitude at which maximum climb power can just maintain level flight and zero rate of climb.
An airplane climbing at constant Mach number will experience a decrease in TAS as the temperature decreases.
Subsonic: < .75 Transonic: .75—1.2 Supersonic: 1.2—5.0 Hypersonic: >5.0
Critical Mach—the speed at which the first airflow over the wing reaches but does not exceed the speed of sound
Mach Tuck—As the critical Mach number is exceeded, part of the wing root is shock stalled. This causes loss of downwash on the tail as well as an aft movement of the wing’s center of pressure. The result is a pitch down tendency.
Swept wing greatly increases the critical Mach number, increases aspect ratio and effective camber, and reduces the maximum coefficient of lift. Also the wing tips have a strong tendency to stall first which gives early loss of aileron control with very little aerodynamic buffet on the tail surfaces.
Dutch Roll—A yaw causes the opposite swept wing to produce more lift and induced drag. This causes a roll in the direction of yaw and a corresponding yaw in the opposite direction. Usually dampened out by vertical stabilizer but a yaw damper may be required.
Meteorology
F = 9/5 C + 32 C = (F – 32) 5/9
The standard temperature at sea level is 15° C (+59° F). The standard pressure at sea level is 1013.2 mb or 29.92” Hg
Temperature Lapse Rate—2° C per 1,000’ to 38,000’.
Pressure Altitude—height above standard datum plane.
Indicated Altitude—current local altimeter, approximates actual height above sea level.
True Altitude—actual height above sea level. Higher than indicated when warm. Lower than indicated when cold.
Density Altitude—pressure altitude corrected for non-standard temps. Higher than pressure alt when warm and lower than pressure alt when cold.
Air Density—air’s thickness determined by pressure, temperature and humidity. Greater air density means more oxygen available for combustion. Increases with increasing pressure and decreases with increasing temp or humidity.
Tropopause separates Troposphere (Std lapse rate) and Stratosphere (Little change in Temp)
Surface Inversion—ground cools by radiation, cools the air near the surface. Lower air cooler than higher air—with small temp/dew point spread, fog or low clouds can develop.
Ice can form on an aircraft in flight when the temperature is below freezing and visible moisture is present. Highest accumulation is associated with freezing rain. Optimum temp for icing is 0° to –15° C. Almost no icing below – 40°C (-40°F).
Extremely heavy rain can form a film of water over the wing that can be roughened by impact of raindrops and cause a loss of lift.
If ceiling and visibility omitted from ATIS, weather is better than 5000/5.
Weight and Balance
Empty Weight—airframe, engines, permanently installed equipment, unusable fuel and undrained oil.
Basic Operating Weight (BOW)—empty weigh plus crew, and other standard operating items such as water and meals.
Payload—passengers, baggage and cargo.
Zero Fuel Weight—BOW plus payload.
Ramp Weight (Taxi weight)—zero fuel weight plus usable fuel.
Takeoff Weight—ramp weight less fuel burned during start and taxi.
Engine Systems
Components of a gas turbine engine: inlet, compressor, combustion section, turbine, exhaust
Turbine inlet temp is the major limitation to turbojet performance. Temps could reach 4,000° F and must be cooled to an acceptable 1,100° F to 1500° F. Turbine blades are usually made of super alloys, but are still very susceptible to damage if the engine operating limits are exceeded even momentarily.
Creep is the elongation of turbine rotor blades due to high torsion and heat stresses.
Indications of turbine damage are high EGT; high fuel flow and low engine RPM at all power settings.
Centrifugal-flow engine—similar to piston engine turbocharger (APU).
Axial-flow engine—modern multiple compressor stage engine with rotors and stators in the compressor.
Engine Pressure Ratio (EPR)— ratio of turbine discharge pressure to compressor inlet pressure. Primary thrust indicator; linear and automatically accounts for altitude and airspeed.
Compressor angle of attack—a function of compressor RPM and air flow velocity. Low air velocity tends to raise the angle of attack, as do rapid engine accelerations. One of the most critical conditions occurs when the aircraft is at low speeds (or stationary) and the power is rapidly increased. Bleed valves used to lower interstage pressure by automatically opening at slow engine speeds.
Proper start sequence: starter - ignition - fuel (SIF).
Engine starter usually turns high speed/pressure (N2) compressor.
The most critical parameter during engine start is EFT or TIT.
Hot start, hung start, and engine fire—shut off fuel and ignition and motor engine with the starter.
False EPR reading (high or low) can result from pressure probe (PT2) being iced over. Turn on engine anti-ice and monitor RPM as a back up.
Fuel Systems
Jet A (JP-5) most frequent; kerosene with corrosion inhibitors -40° F
Jet B (JP-4) more volatile—aids in cold starts -50° F
Jet A-1 similar to Jet A but made for low temps -47° F
Entrained water is the primary contaminant. Pressure fueling reduces the chance of fuel contamination.
An airplane should not be flown if there is any leak in an enclosed area where the buildup of fumes could create a fire hazard. If an aircraft has any sort of running leak where the fuel drips or runs along the skin contour, it must be taken out of service.
Fuel boost pumps—primary purpose is to provide positive flow of fuel to the engine driven pumps. They also help prevent vapor lock when atmospheric pressure is low.
Minimum fuel dump level—climb from sea level to 10,000’ and cruise for 45 minutes at max range airspeed.
If fuel temperature is below 32F, fuel heat should be used for 1 minute prior to takeoff and landing and for 1 minute every 30 minutes in flight. Not used during takeoff, approach and landing due to degradation in engine performance, heat damage to the fuel control or vapor lock.
With fuel heat, expect slight drop in EPR and increase in oil temperature.
Oil System
Cools and lubricates engine.
Most heat extracted at the turbine bearings.
Dry sump has externally mounted oil tank (Most modern aircraft).
Wet sump has oil tank integral within the engine.
Oil is cooled by fuel/oil heat exchanger.
Viscosity of oil is a measurement of the oil’s thickness.
Hydraulic System
Fluids are not compatible and are color-coded.
Skydrol—fire resistant but highly corrosive. Dangerous to eyes and skin.
Constant displacement pump—moves a set volume of fluid with each rotation. Requires pressure relief.
Variable displacement pump—delivers the amount of fluid that the system will accept at that moment.
Hydraulic fuses—protects against a leak; may work on pressure differential or quantity of flow.
Accumulators—protects system against pressure surges and provide a means of storing hydraulic pressure. Prevents damage to the lines and fittings during surges. Piston or spherical design with a pre-charge of air (nitrogen) on one side. Piston requires less weight and is more common. Hydraulic system pressure gauge reading may be from air side of accumulator. This can give a false reading of the actual system pressure.
Deboost valve—reduces brake system hydraulic pressure and increases volume of hydraulic fluid.
Antiskid usually locked out above 20 knots.
Actuators convert hydraulic pressure into mechanical work.
Single acting—Brakes
Double acting, unbalanced—Landing Gear
Double acting, balanced—Autopilot servos
Primary flight controls—ailerons, elevator and rudder
Secondary flight controls—all types of tabs
Auxiliary flight controls—flaps, speed brakes, spoilers and slats
Inboard ailerons—all flight regimes Outboard ailerons—slow speed only
Servo tabs—automatically move opposite a flight control to assist movement.
Trim tabs—moved opposite flight control by a separate control to relieve control pressure.
Anti-servo tabs—move in the same direction to prevent full deflection.
Control tabs—unlocked with no hydraulic press. Move opposite to move control surface during manual reversion..
T-tail requires more structural weight but tail is above turbulent airflow from wing.
Spoilers—increase drag and reduce lift.
Vortex generators—prevent shock-induced separation from the wing as aircraft approaches critical Mach by mixing boundary airflow with high energy airflow just above the surface. Increases aileron effectiveness at high speed. Also can prevent low speed flow separation on the rudder and elevator at high angles of attack. Slightly increase parasitic drag.
Krueger flaps—extend from leading edge to increase camber
Slats—extend from leading edge to create a gap or slot. Directs high energy air from under the wing to delay stall to higher AOA.
Electrical Systems
AC Generators—115 volts, 400 hertz
Why AC : High voltage AC allows for low current.
Easier to transmit over long distances.
Smaller wires and lighter motors.
Easily converted to DC with TRs.
Voltage controlled by voltage regulator and the freq. is determined by generator RPM.
Constant Speed Drive (CSD): Similar to an automatic transmission. Connects generator to engine. Converts varying RPM to constant RPM for generator. The AC generator frequency can be used to measure the generators RPM.
KW (Kilowatt): Measures the work being performed by the generator.
KVAR: Kilovolt Ampere Reactance; measures how hard the generator is working to produce the power being used. In other words, the amount of energy lost to power relays and charge capacitors.
Self exciting: Generator rotates, a permanent magnet produces a small residual voltage which energizes an electromagnet that creates the generator’s main field. A voltage regulator controls the residual current to vary generator output.
Transformer-rectifier Transformer changes 115 volts to 28 volts. Rectifier converts to DC.
Batteries Lead-acid (2 volts per cell) or Ni-cad (1.28 volts per cell). Both release hydrogen and oxygen and must be ventilated.
Thermal Runaway If a Ni-cad is overcharged excess oxygen can cause this. Indications are rising current and increasing battery temp. Cellophane layer between plates designed to prevent flow of oxygen from positive to negative plates.
Bonding jumper Metal connector between two areas. Reduce static buildup and lightning damage.
Static Wicks Dissipate static charge from control surfaces to prevent radio interference.
St. Elmo’s Fire Visible discharge of static electricity from the aircraft into the air.
Relay Magnetically operated switch—fixed core opens or closes a circuit. Allows control of remote, high current equipment.
Solenoid Magnetically operated switch with moveable core—operates mechanical devices.
Inverter Converts DC to 115 volt, 400 hz AC.
Generator Control Relay (GCR) Allows FE to control and monitor exciter circuit. Residual voltage indicated when: GCR is open or if generator field circuit breaker has tripped.
Parallel Bus Generators connect to a common bus to allow generators to share loads and keep all busses powered when a single generator fails.
When lights are first turned on there is an electrical surge because the filaments are cold. Resistance increases as the filaments heat up.
Pneumatic Systems
Air Cycle Machine Source of compressed air, heat exchangers and a turbine.
Usually air is bled from the engine compressor, sent through a heat exchanger, then through another compressor. After that it goes through another heat exchanger and then a turbine. Water is separated and the cold air is then mixed with hot bleed air to achieve proper temp. Energy from the turbine is used to turn the compressor. The turbine is the key. It extracts energy and expands the air, both of which cool the air.
Air conditioner pack cools air to enter cabin and consists of an air cycle system and its controls. An air cycle system has a source of compressed air, heat exchangers and a turbine (ACM).
Cabin pressure is controlled by opening and closing the cabin outflow valve. Valve opens on ground and gradually closes as aircraft climbs. Rate of climb normally around 300’-500’/min.
Rain and Ice Protection
Type I Deicing Fluid 80% minimum glycol
Type II Deicing Fluid 50% minimum glycol
Windshield electrically heated. Thermistors control temperature.
Ice can form in the inlets of jet engines with temperatures as high as 40F in relatively dry air and 45F in air with visible moisture.
Pitot Static Instruments
If pitot tube is blocked the airspeed will act like an altimeter.
If static line is blocked, static instruments will freeze. Airspeed will be low when above “blocked altitude” and high when below “blocked altitude.”
If a static line breaks inside a pressurized aircraft, altimeter and airspeed will both read low.
Warning and Emergency Systems
Thermocouple-type detection system triggers a fire alarm based on the rate of temperature rise. A reference thermocouple is placed in an area relatively well-protected.
Continuous-loop fire detection system has a loop of two wires separated by a ceramic material that becomes a conductor when hot.
Two-wire thermal switch system has individual sensors wired in parallel.
Photoelectric smoke detector measures the light transmissibility of air.
Visual smoke detector has an optical indicator and air is circulated through it.
Pulling a fire handle: Cuts of fuel to engine
Cuts off hydraulic fluid to engine driven pumps
Closes any bleed air valves
Deactivates the electrical generator
Arms the fire extinguishing system
Extinguishers Type A Ordinary combustible (paper or wood)
Type B Flammable liquids
Type C Electrical fires
Type D Combustible metals (magnesium)
Hijacking: Squawk 7500, maintain between 10,000 and FL250 and less than 400 KTAS
Nordo: Squawk 7600
Performance
Critical Engine: Engine whose failure would most adversely affect the performance or handling qualities of the aircraft.
Maximum takeoff weight factors: runway length
wind
runway braking action
flap position
pressure altitude
temperature
Climb limited takeoff weight: flap position
pressure altitude
temperature
V1 (Takeoff Decision Speed) Speed during the takeoff at which the airplane can experience a failure of the critical engine and the pilot can abort the takeoff and come to a full, safe stop on the runway and stopway remaining, or the pilot can, at his/her option, continue the takeoff safely.
VR (Rotation Speed) The indicated airspeed that the aircraft is rotated to its takeoff attitude with or without an engine failure; at or just above V1.
V2 (Takeoff Safety Speed) Speed which ensures the airplane can maintain an acceptable climb gradient with the critical engine inoperative.
Specific Range = Nautical Air Miles (NAM) per 1,000 pounds of fuel burned
SPEEDS AIRSPACE
Va Design Maneuvering Speed A 18,000 MSL – FL600 IFR only
Vc Design Cruising Speed B Surface to 10,000’ Nation’s busiest airports
Vf Design Flap Speed Max speed 250 Turbine must be above floor
Vfe Max Flap Extended license, radio, VOR or TACAN, Mode 3
Vle Max Landing Gear Extended C Surface-4,000’ (5 NM), 1200’-4,000’ (10 NM)
Vlo Max Landing Gear Operating max speed 200, 4 NM below 2500’
Vlof V Lift Off radio, Mode 3, permission
Vmc Min Controllable with critical engine inop D Surface-2,500’ 4 NM radio required
Vmcg Vmc on ground Max speed 200
Vmo Max Operating speed E All other controlled; clearance for IFR
Vne Never Exceed G Uncontrolled
Vno Max structural cruising speed
Vs Stall or Minimum controllable speed
Vso Vs in the landing configuration
Vx Best angle of climb
Vy Best rate of climb
Calibrated Air Speed - Indicated corrected for installation error
Equivalent Air Speed - Calibrated corrected for adiabatic compressibility
MAX AIRSPEEDS
- 250 below 10,000’
- 250 executing procedure turn
- 200 under Class B airspace
- 200 in Class C/D airspace below 2500’ within 4 NM
- 200 MHA to 6,000’, 230 6,001’ to 14,000’, 265 above 14,000.
- Speed adjustments: +/-10 knots / .02 mach
- Filed airspeed: +/- 10 knots or 5%
- ATC may restrict: 10,000 to FL280—250 min, below 10,000—210 min, w/in 20 mi. of landing airport—170 min
Turbine aircraft departing—230 min
DEFINITIONS
Fireproof - burns like steel, Fire retardant - aluminum, Fire resistant - does not propagate flame after ignition removed
HEAVY=300,000 lbs+
LARGE=12,500 lbs+
Civil Twilight – Sun 6 degrees below horizon
STOPWAY: departure end overrun
MSA: 1000’ clearance w/in 25 NM (30) of primary nav facility. LOM (ILS), RWY WP (RNAV), MAP WP (GPS)
Visual Approach: IFR flight plan—proceed visually and clear of clouds with airport or preceding aircraft in sight (1,000 and 3)
Contact Approach: IFR flight plan—1 mile vis & clear of clouds—pilot must request—ground vis 1 mi. or more
ABBREVIATIONS
QNE - 29.92 (Easy)
QNH - Local (Hard)
QFE - Above Field Elevation
TWEB - Transcribed WEeather Broadcast (on VORs), white T in black circle
HIWAS - Hazardous Inflight weather Advisory Service, continuous on selected VORs (black square)
BEACONS
ADF/NDB: NDB service volume - 25, 50 (normal), or 75 NM
Designations: H=beacon, MH/HH=Med H/Hi H, HW=Without voice CLASS Radius
No flags = continuous monitoring Compass Locator 15 NM
Compass Locator: (LOM/LMM), low power, low/med freq NDB, 15 NM max MH 25 NM
- LOM: first two of ID H 50 NM
- LMM: last two of ID HH 75 NM
Marker Becons: (W)=without voice
- Classes: Fan Marker (FM), Low Power Fan Marker (LFM), Z Marker
- Antenna arrays: Elliptical, Bone
- Idents
-- Enroute: transmits “R”, “.-.”
-- OM: FAF, dash/dash, “----”, blue (2 per second)
-- MM: Cat I DH, dot/dash “.-.-”, amber (2 per second)
-- IM: Cat II DH, 6 dots/sec “......”, white (6 per second)
- Use “low” sensitivity for ILS’s
VOR
T=Terminal: 25 NM/12,000’ AGL
L=Low: 40 NM/18,000’
H=High: 130 NM/FL 450 (plus 40NM/14,500’, 100NM/18,000’, 100NM above FL 450
W=Without voice
Checks: +/-4 ground/dual rcvr, +/-6 air, check every 30 days
VOR CDI dots are 5 degrees each
DME: 199 NM max, 1/2 NM or 3%, ident is every 30 sec. DME Required above FL240.
ILS
LOCALIZER CAT DH RVR
- 700’ wide at threshold I 200’ 2400’ (1800’ with TDZL/RCLS)
- 18 NM max II 100’ 1200’
- Good +/- 35 degrees within 10 NM and +/-10 degrees within 18 NM IIIA: 700’
- Critical Area: Wx < 800/2, must be clear with aircraft inside FAF IIIB 150’
- LDA—Localizer only; not aligned with runway. IIIC 0
- SDF—Less precise (6 or 12 degrees)
GLIDE SLOPE
- 10 NM max
- Transmitter 750’ – 1000’ from approach end 1.4 ° wide beam
- OM=1400’, 4-7 NM
- MM=200’ high, 3500’ from threshold
- TCH is for GS antenna
- Critical Area: Wx <800/2, coupled/autoland approach, don’t hold overhead < 5000’ if wx < 800/2
- Cat I: Not inspected below 100’
- VVI approximately 5 x GS
PARALLEL
- Dependent: runways >2500’, staggered 1.5-2.5 NM separation
- Independent Simultaneous: runways > 4300’, final monitoring
- Independent Simultaneous Close: runways < 4300’, final monitoring + Precision Runway Monitor (PRM) system
-- 3 NM or 1000’ vertical when turning to final
- Sidestep: runways < 1200’ apart
LIGHTING/RUNWAYS
ALS: Approach Lighting System
RAIL: Runway Alignment Indicator Lights (Lead-in Lighting)
REIL: Runway End Identifier Lights (Flashing white at app end)
ALSF-1 ALS with Flashers for ILS Cat 1
ALSF-2 ALS with Flashers for ILS Cat 2
SSALF: Simplified Short Approach Light with Flashers
SSALFR: SSALF with RAIL
MALSF: Medium Intensity Approach Lighting with Flashers
MALSR: MIRL with RAIL
HIRL: High Intensity Runway Lights (Runway edge lights)
MIRL: Medium IRL
LIRL: Low IRL
RCLS: Runway Centerline Light System
RCLM: Runway Centerline Marking
ALS begins 2400-3000’ (1400-1500’ for non-precision instrument runways)
Departure end lights: 3000’ RCLS alternates red/white, 2000’ runway edge is amber, 1000’ RCLS is red
Aimpoint markers (broad white) is 1000’ down. Other marking are 500’ increments to 3000’ down
RCLS, TDZL, and HIRL are 50’, 100’ and 200’ respectively
Taxiway Turnoff Lights are green, 50’ apart
Beacon during daylight means <1000/3
VASI valid to 4 NM, +/- 10 degrees of centerline
NOS Charts:
Basic configurations are A1 (+- 1) and A4 (+- 1)
- A =ALSF-2 (Red sidebars, every 100’, 3000’ long)
- A1=ALSF-1 (Change red sidebars to red terminating bars)
- A2=SALS (Inner 1500’ of ALSF-1, no flashers)
SALSF (Inner 1500’ of ALSF-1)
- A3=SSALR (A4 with RAIL, 3000’ long)
- A4=Basic configuration is Simplified Short or Med Intensity (SSALS/MALS) (No red terminating bars, 200’
- A4 Dot = SSALF or MALSF (imbedded sequenced flashers, 1400’ long)
- A5=MALSR (Same as A3 except med intensity)
- Dot=Flashers (SF or RAIL)
TAXIWAYS
Taxiway Centerline Lights: green
Clearance Bar Lights: 3 yellow
Taxi-Holding Position Lights: row of yellow or flashing yellow either side
Stop Bar Lights: row of Red, used when RVR<1200’
TCAS
TCAS I - interrogates transponder and provides alert
TCAS II - I + resolution advisories vertically
TCAS III - TCAS II + vertical and horizontal advisories
HOLDING
Instructions 5 min prior, Slow 3 min prior
Clearance should include EFC time
Non-holding (parallel) up to 20 degrees over a 90 turn
MHA to 6000’=200 kts, @14,000’=230 kts (except Ala, NY Ctr, part of Wa Ctr and 210 kts when noted), 14,001’+=265 kts
1 minute (inbound) legs @ 14,000’ / 1½ minutes above 14,000’
Turn at 3deg/sec, 30 bank, 25 degree with flight director, whichever is less
+/- 5 degrees for determining entry
Standard is right turns.
REPORTING (PART 91/830)
IMMEDIATELY NOTIFY NTSB:
- Accident
- Crewmember incapacitated
- Flight control malfunction
- Engine structural failure except blade and vanes
- Loss of two engines
- Fire
- Collision
- Damage exceeding $25,000 to repair
- Electrical failure requiring backup systems
- Down to one hydraulic system
- Evacuation
48 HOURS to ATC FACILITY
- Emergency with priority but no deviation, when requested
10 DAYS TO NTSB
- Aircraft Accident
MISCELLANOUS/AIM
For IFR, triple 6: 6 approaches and 6 hrs instrument time in last 6 months (3 of 6 hrs in category)
Braking actions are “nil, poor, fair, good”
Wake Turb, large behind heavy=5 NM (2 min non-radar)
Position Report: CS, position/time/altitude, ETA/next reporting point
GPS accuracy = 100 meters (95% of time)—300 meters (99.99% of time)
4 Satellites needed for 3 dimensional solution—5 sats or 4 +baro for RAIM
Routes are 4NM wide
DISCRETE CODES - Mode 3 codes that don’t end in “00”
Reserved Mode 3/A: 7500, 7600, 7700, 7777
IFR separation is 3 NM within 40 of radar, 5 NM beyond
Notams(L)=Local, Notams(D)=Distant, FDC Notams (w/in 400 miles of FSS), bi-weekly NTA Publication
File IFR clearance >30 min before ETD, Request IFR clearance < 10 min before taxi
Obstruction clearance on takeoff: EOR @35’, 400’ prior to turns, 1.52 deg clearance, 2 deg climb (200’/NM)
Wait one minute for ATC to respond after freq change
Mandatory Radar Reporting
- Vacating altitude, Missed approach, can’t climb 500fpm, change in filed airpseed 5% or 10 kts, loss of navaids
- Time and altitude reaching holding fix, when leaving holding fix, any safety of flight info, wx not forecast or forecast hazardous
Mandatory Non-Radar Reporting: FAF, estimate off > 3 minutes
Aircraft categories: 1.3 x maximum landing weight stall speed (Vso)
Cat A=<91 kts, Cat B=91-120kts, Cat C=121-140, Cat D=141-165kts, Cat E=>166kts
Circling Approach radius: Cat A=1.3, Cat B=1.5, Cat C=1.7 NM, Cat D=2.3 NM, Cat E=4.5
“Min fuel” does not provide traffic priority
90% of birdstrike occur < 3000’, ducks and geese may be at 7000’
High percentage of near mid-airs < 8000’ within 30 NM of airport
Airborne radar cannot see volcanic ash
Jepp clearances provide 1000’ unless terrain > 5000’, then 2000’
Stabilized approach is 5 kts, < 1000fpm sink and engines spooled
VDP: subtract distance / 3 or time * 90%
Limitations to Radar: 1.Bending 2.Attenuation 3.Screening
STARS: “Descend Via”—Vertical and lateral, “Cleared”—route only
Sidestep—Runways 1200’ or less apart & mins published—if not, circling mins apply
Mandatory calls uncontrolled: before taxi, before taking runway, 10 mi. out, downwind, base, FAF, final, app complete, off runway
Adequate visual reference: Must have at least 1: HIRL, CL, RCLM or able to maintain directional control
WEATHER TRIVIA
WX Abbreviations
- Weather reports (METAR)
- Terminal Forecasts (TAF)
- Area Forecast (FA)
- AIRMET (WA): moderate icing/ mod turbulence, surface winds >= 30 knots, widespread ceilings <1000/3, mountain obscurement (when not already in the FA)
- SIGMET (WS): Non-TS severe turbulence/CAT, non-TS severe icing, dust/sand with vis<3 miles
- Convective SIGMET (WST): tornadoes, line of TS, embedded TS, 40% areas of TS coverage, hail=3/4”, wind gusts>=50 knots
- Severe Weather Bulletin (WW): Defines areas of possible severe TS/tornado activity
- Severe Weather Forecasts Alerts (AWW): Alert that WW is coming
- Center Weather Advisories (CWA): when meteorological conditions may affect traffic flow
Categorical Outlooks
- Low IFR (LIFR) < 500’ or 1mile. - IFR < 1000/3. - Marginal VFR (MVFR) < 3000/5. VFR > 3000/5
Runway Visual Range (RVR)
- Vis between towers. Issued once/minute. possible RVR values=600’ +200’ to 3000’, +500’ to 6000’.
- 1600’ ¼ mile 3200’ 5/8 mile 4500’ 7/8 mile 6000’ 1 ¼ mile
- 2400’ ½ mile 4000’ ¾ mile 5000’ 1 mile
“M” - indicates RVR is less than reportable sensor value.
“P” - indicates RVR is greater than reportable sensor value.
Prevailing visibility = 1/2 of horizon circle, not necessarily continuous
Fog
- Radiation Fog: Ground fog on clear cool nights with surface-based temperature inversion
- Advection Fog: Sea fog- Warm moist air moves over cooler surface. >15kts fog lifts to status clouds
- Precipitation Induced Fog: Warm rain falls through cool air
- Upslope fog: Moist stable air is cooled as it moves up a mountain slope
- Ice Fog: Very cold and water sublimates into the air
Rain
-Light(-): Scattered drops that do not completely wet a surface to individual drops easily seen
-Moderate: Individual drops not clearly identifiable, spray observable above surfaces
-Heavy(+): Falls in sheets, heavy spray several inches above surfaces
Structural Icing
- Requires visible moisture and < freezing (0 to -15C)
- Rime: Stratus, changes airfoil shape
- Clear: Freezing rain, glazes surface, most serious (accumulates fastest)
-- Trace: Perceptible ice
-- Light: A problem after one hour
-- Moderate: Deicing/anti-icing or in-flight diversion is necessary
-- Severe: Deicing/anti-icing does not control the hazard. Immediate diversion necessary.
-- Ice pellets = freezing rain at higher altitudes. Freezing rain = warmer air above.
Deicing
- Remaining film should freeze at least 20 degree below ambient temp
- Type 1=80% glycol, Type 2 = 50% glycol
- One step uses heated fluid -- uses more fluid
- Two step uses heated type 1 then cold type 2 -- better holding time
Turbulence
- Occasional<1/3 of time, Intermittent=1/3 to 2/3, Continuous>2/3 of time
- Light: Unsecured objects displaced slightly
- Moderate: Food service/walking difficult
- Severe: Food service/walking impossible
- Extreme: practically impossible to control aircraft. May cause structural damage.
- CAT= turbulence not in clouds above 15,000’ AGL
- PIREP format: Location, Time, Intensity, Whether in/near clouds, Altitude, Type Aircraft, Duration
Microbursts
- Associated with any convective clouds
- One mile in diameter, expanding to 2 1/2 miles within 1-3000’ of ground
- Downdrafts up to 6000 fpm, 45 kts winds, up to 90 knots shear
- 15 minutes max for individual microburst
Thunderstorms
- Avoid by 20 NM above 1000’ for each 10 kts of wind
- Lightning: most likely within 5 degree C of freezing
- Cumulus stage, mature stage, dissipating stage.
Windshear
- Associated with TS, temp inversions, jet stream, frontal inversions
- On the cold side of a front, worse with warm fronts
- Airspeed > 15 kts or > 500 FPM
- Detecting: Front passage, wind changes, power settings, airspeed variations.
- Recover with maximum power, pull until the descent stops or the stick shaker.
Hydroplaning
- Dynamic: >1/10”, 8.73 x SQR of tire pressure
- Viscous: thin film on rubber deposits
- Reverted Rubber: prolonged locked wheel causes entrapped water to form steam
Precipitation Static—St. Elmo’s Fire and comm/nav problems
METAR
- METAR or SPECI (Special report)
- Vis = statute miles (except a four digit number = meters). “P”=Positive (P6SM=6 SM+)
CODES
- VC=vicinity (5-10 miles)
- Descriptors: TS, DR=drifting, SH=showers, MI=shallow, FZ=freezing, BC=patches, BL=blowing
- Precip: RA=rain, DZ=drizzle, SN=snow, GR=hail (granite rain), GS=snow pellets (granite snow), PE=pellets, SG=snow grains, IC=ice crystals
- Vis: FG=fog (<5/8 mi.), BR=mist (5/8-6 mi.), HZ=haze, FU=smoke, PY=spray, SA=sand, DU=dust, VA=volcanic ash
- Other: SQ=squall, SS=sandstorm, DS=dustsorm, PO=dust swirls, FC=funnel cloud
- SKC=clear, FEW=1/8-1/4, SCT=3/8 to 1/2, BKN=5/8 to 7/8, OVC=overcast
- TCU=Towering Cu, CB=Cumulonimbus, VV=Vertical Visibility when sky obscured
- Temp/dewpoint: “M”=minus
REMARKS
- RMK=Remark, RE=Recent Event, $= Mx required, A02=Presipitation discriminator
- WS=wind shear+TKO (takeoff) or LDG (landing) + RW (runway)
- B45=Began 45 minutes after the hour
- SLP=Sea Level Pressure, with “10” assumed in front
TAF
- Issued at 0000Z/0600Z/1200Z/1800Z for 24 hours
- AMD=Amended, COR=corrected, RTD=delayed
- PROB=probability. PROB40 2123 = Probability 40% from 2100Z to 2300Z
- TEMPO=temporary conditions lasting less than an hour at a time
- FM=From. FM21=From 2100Z on. BECMG=Becoming. BECMG 2123=Becoming from 2100 to 2300Z
PART 121
121.99 The cockpit crews of domestic and flag must be able to communicate with their company dispatch offices along their entire route of flight.
121.195/197 Destination and alternate landing roll must be <=60% of available runway 115% of dry runway length is required of forecast wet or slippery
121.310 Emergency lights must be on or armed during taxi, takeoff, and landing. Escape slide must be armed during taxi, takeoff, and landing
121.315 A cockpit check procedure must be used before starting engines, taking off, or landing, and in engine and systems emergencies to prevent reliance on memorized procedures
121.319/319 If seating capacity exceeds 19 passengers an aircraft must have a public address system and a crewmember interphone system
121.333 Oxygen
>10,000’, 2 hour supply for each crewmember
>FL 250, quick donning (5 sec) 02 mask for each crewmember
>FL 250, One pilot must wear if the other leaves the controls
>FL 410, One pilot must wear
121.339 Extended Over Water Operations
Each required life raft must have a survival kit and locator light
Each person must have life preserver with locator light w/in easy reach
Each aircraft must have ELT
121.343 For the purpose of testing a flight recorder system, a total of 1 hr. of the oldest recorded data accumulated at the time of testing may be erased
121.356 All air carriers with more than 30 seats require TCAS II
121.357 May not dispatch (night or IFR) if weather exists along route that can reasonably be detected along route is present unless Wx radar operational
121.359 Cockpit voice recorder must operate from before starting engine checklist to completion of the final checklist
121.360 Turbine aircraft require GPWS
121.385 If an FE becomes incapacitated, duties may be performed by any crewmember qualified to perform FE duties. FE certificate not needed.
121.391 Flight attendants: 9-50=1, 51-100=2, 101-150=3, etc
121.439 3 takeoffs and landing in type within 90 days
121.458 No alcohol within 8 hours, or .04 BAT, or 8 hrs after an accident.
121.417 Crewmembers serving on pressurized airplanes operated above FL250 must have instruction on respiration, hypoxia, and decompression. Crewmembers must operate airplane emergency equipment every 24 months.
121.440/441 PIC requires line check every 12 months. PIC must have proof check or simulator within preceding 6 months. Pilot must have check or simulator within previous 24 months.
121.471 Domestic limits
Flying hours: 1000/year, 100/month, 30 in 7 days, 8 hours at a time
Rest in a 24 hr period: 9 hrs (for<8 hrs flying), 10 hrs (for <9 hrs flying), 11 hrs (for 9 or more) plus one full day (24 hours) off every 7 days
121.533 Each PIC has full control and authority in the operation of the aircraft, without limitation.
121.542 Critical phases of flight: Taxi, Takeoff, Landing and below 10,000 MSL. Non-safety-related activities prohibited.
121.613 May not dispatch unless ETA Wx is at or above landing minimums
121.617 To take off, Wx above landing mins or:
2 engine: alternate within one hour with one engine inoperative in still air
3/4 engine: alternate within 2 hours with one engine inoperative in still air
121.619 Alternate required (domestic carrier) if Wx <2000/3 (+/- 1 hr)
121.625 Weather at alternate must meet criteria in certificate holder’s ops specs. (91.169: Precision 600-2, Non-precision 800-2)
121.639 Fuel = destination + fly to alt (if required) + 45 minutes at normal cruise
121.651 Prior to FAF, visibility only required to shoot approach. After FAF, if Wx goes down, may shoot to mins.
121.651 Increase MDA/DH 100 ft and vis ½ SM for PIC with less than 100 hrs.
121.687 Dispatch Release: Aircraft ID Trip Number Type Operation
Wx Reports Min Fuel Sup Airports (dep,dest,alt)
121.695 PIC shall carry Load Manifest, Dispatch Release, and Flight Plan
FAR PART 91
A. General
Pilot in Command
The PIC is the final authority for the operation of the aircraft.
Deviation from any FAR is authorized if deemed necessary in an emergency.
The PIC must provide a written explanation of any deviation if requested by the Administrator.
Alcohol/Drugs
May not act as crewmember if:
- 8 hours after consumption
- under the influence
- using any drug that affects faculties
- .04 or higher BAC
PIC must not carry any passenger that is intoxicated or under influence of drugs unless in an emergency.
B. Flight Rules
Preflight Requirements
PIC must become familiar with all available information concerning the flight to include:
-Weather
-Fuel requirements
-Alternates available
-Known traffic delays
-Runway lengths
-Appropriate TOLD information
Safety Belts
Crewmembers must be at duty stations with belts fastened unless absent for duty or physiological needs.
Crewmembers must have shoulder harnesses fastened for takeoff and landing unless not equipped or they need to have it off to perform required duties.
Pilot may not takeoff unless each person on board is briefed how to fasten and unfasten.
Pilot may not taxi unless each person is notified to fasten safety belt.
Operating Near Other Aircraft
No person may operate so close as to create a collision hazard.
No formation unless by arrangement with other PIC and not with passengers for hire.
Right of Way Rules
Aircraft in Distress Converging—alter course to the right
Balloon Lowest landing aircraft has right of way
Glider Aircraft being overtaken has right of way
Towing or Refueling
Airship
Aircraft Speed
250 below 10,000 MSL
200 in class C or D within 4 miles of primary airport below 2500’.
200 underlying Class B
If the minimum safe speed is higher maintain min safe.
Minimum Safe Altitudes
Never below an altitude that would create a hazard to people or property if power failed.
Congested---------------1,000 feet above highest obstacle within 2,000 foot radius.
Not Congested----------500 feet above surface.
Sparsely Populated-----500 feet from person, vessel, vehicle, or structure.
ATC Clearance
Pilot may deviate only for emergency or TCAS resolution advisory.
Even if no deviation, if a pilot receives traffic priority for an emergency, he must provide a detailed report to the ATC facility within 48 hours if requested.
ATC Light Signals
Ground Flight
Steady Green Cleared for Takeoff Cleared to Land
Flashing Green Cleared to Taxi Return for Landing
Steady Red Stop Give way—continue circling
Flashing Red Taxi clear of runway Airport unsafe—do not land
Flashing White Return to starting point N/A
Alt Red & Green Exercise extreme caution Exercise extreme caution
Class D Restrictions
Two way radio communications—4 NM up to 2,500 MSL.
Large or turbine powered
- above ILS glide slope, visual glide slope, or 1,500 AGL until further descent for safe landing
- climb to 1,500 AGL as soon as practical on departure
Class C Restrictions
Same as D except transponder with Mode C required
SFC-4000’ within 5 miles / 1200’-4000’ within 10 miles
Class B Restrictions
Same as C except:
SFC-10000’
ATC clearance required to enter
Large or turbine powered must maintain above lower limits operating to primary airport
IFR—operable VOR or TACAN
Private Pilot Certification required (exceptions allowed)
Class A Restrictions
IFR only
Clearance required
Two-way radio and transponder with Mode C
VISUAL FLIGHT RULES
Fuel Required
Enough fuel to fly to destination and then 30 minutes (day) or 45 minutes (night).
Special VFR—Day, 1 mile vis, clear of clouds, ATC Clearance, and instrument rating.
Unless under Special VFR must have a ceiling of at least 1000 at an airport in controlled airspace.
VFR cruising levels above 3,000 AGL
- West: Even + 500 above 290 IFR + 1000
- East: Odd + 500 above 290 IFR + 1000
Weather Minimums
Class A N/A
Class B 3 miles Clear of Clouds
Class C & D 3 miles 500 below 1000 above 2000 horizontal
Class E <10,000: 3512 >10,000: F111
Class G (Day) <1,200: 1 mile Clear of Clouds <10,000: 1512 >10,000: F111
Class G (Night) <1,200: 3512 * <10,000: 3512 >10,000: F111
*If at an airport traffic pattern within ½ mi. of the runway—1 mile Clear of Clouds.
INSTRUMENT FLIGHT RULES
Fuel Requirements
Enough to fly to intended airport and then to farthest alternate + 45 min at normal cruise.
No alternate required if wx is 2000 and 3 mi. or better.
WX for an alternate
Specified alternate minimums or (Per Part 91)
-Precision: 600 and 2 mi.
-Nonprecision: 800 and 2 mi.
-No approach: VFR from MEA
VOR Check
Required every 30 days
± 4° ground checkpoint
± 6° airborne check
± 4° variation between two separate systems
Descent below DH / MDA authorized when in a position to land within landing zone (Parts 135 & 121) and one of the following visible:
- threshold or threshold markings or lights
- touchdown zone or touchdown zone markings or lights
- VASI
- runway or runway markings or lights
- approach light system
The pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.
Standard Takeoff Minimums: Two engines or less—1 mile More than two engines—1/2 mile
MEA -- 1000 feet (2000 mountainous) above highest obstacle within 4 nautical miles.
MOCA -- Meets obstacle clearance for the entire route but only ensures navaid reception within 22 nautical miles (“T” on Jeppesen/ “*” on DOD).
| 
