SDEA TRAINING • PART 3
Unexpected Situations – Test 01
Practice Unexpected Situations – Test 01 through three operational scenarios. Listen carefully, report what you heard, answer the examiner’s questions, and compare the three situations at the end.
01
TEST
3
SITUATIONS
✓
FINAL COMPARISON
TEST STRUCTURE
Complete the three situations step by step
This test contains three different operational situations. Listen carefully to each pilot–ATC communication, report what you heard, answer the examiner’s question, and complete the final comparison after the three situations.
01
Listen and report
Listen carefully to the pilot–ATC communication and report everything you heard, including the relevant operational details.
02
Answer the question
Listen to the examiner’s question and provide a clear, organized and well-supported response
03
Complete the final comparison
After listening to all three situations, compare them in terms of severity, possible solutions and ways of prevention.
TEST 01
Complete the three situations
Part 3 Instructions
Listen carefully to the examiner's instructions before starting the three unexpected situations.
Part Three: “Unexpected Situations”. In this part of the test, you will listen to three different communications between pilots and air traffic controllers.
The recordings will be played twice. There is a five-second pause before the recording is repeated. After listening to the recording, you should tell me everything that the pilot and the controller said. I will then ask you a question.
At the end of Part Three, I will ask you to compare the three situations, so please take notes. All information is important. Do you have any questions?
Situation 1
Listen carefully to the communication, report what you heard, and then answer the examiner's question.
Ezeiza Tower, Gol 7652, [we have rejected take-off] [due to an engine stall]. [We are stopped on the runway]. [Request taxi instructions].
Gol 7652, roger. [Vacate runway via taxiway Hotel]. [Inform if you need any assistance].
First of all, the pilot reported that they had rejected the takeoff because of an engine stall. He also said that the aircraft was stopped on the runway and requested (asked for) taxi instructions.
Then, the controller acknowledged the situation, instructed the crew to vacate the runway via taxiway Hotel, and asked them to inform ATC if they needed any assistance.
First of all, the pilot reported that they had rejected the takeoff due to an engine stall. He added that the aircraft was stopped on the runway and asked for (requested) taxi instructions.
In response, the controller acknowledged the situation, instructed the crew to vacate via taxiway Hotel, and told them to let ATC know (inform ATC) if they required any assistance.
In my opinion, I would reject a takeoff before V1 if there was a serious problem, such as an engine failure, fire, or loss of control.
After V1, I would normally continue the takeoff. However, if the failure affected safety, I would return to the airport. If it was a minor problem and the aircraft was safe, I could continue (carry on) to the destination.
From an operational point of view, I would reject the takeoff prior to V1 if a serious failure made continuing unsafe, such as an engine failure, fire, or loss of directional control.
After V1, I would normally continue the takeoff and deal with (manage) the problem airborne. However, a major failure could require a return, whereas a minor and stable malfunction might allow us to continue to the destination.
Situation 2
Listen carefully to the communication, report what you heard, and then answer the examiner's question.
Billings Tower, Rocky 31 is [holding short of runway two eight right] [on Alpha], [ready for departure].
Rocky 31, please [maintain position]. [We are having a runway incursion], [there’s a dog on runway] two eight right. [We’ll contact you when the problem’s solved].
First of all, the pilot reported that Rocky 31 was holding short of runway 28R on Alpha and was ready for departure.
Then, the controller instructed them to maintain position because there was a runway incursion and a dog was on runway 28R. The controller also said they would contact the crew (get back to them) when the problem was solved.
First of all, the pilot reported that Rocky 31 was holding short of runway 28R on Alpha and was ready for departure.
In response, the controller instructed the crew to maintain position because a runway incursion was in progress and there was a dog on runway 28R. The controller added that they would get back to the crew (contact the crew) once the problem had been resolved.
First of all, runway incursions can be avoided with clear communication, correct readbacks, and careful taxi procedures.
In bad weather, however, visibility may be reduced, so pilots should slow down, check the airport signs, and confirm (check with) ATC if necessary.
From an operational point of view, runway incursions can be prevented through accurate communication, proper readbacks, and strong situational awareness during taxi.
In poor weather, however, reduced visibility can increase the risk. Therefore, crews should slow down, carefully monitor their position, and check with (confirm with) ATC whenever there is any doubt.
Situation 3
Listen carefully to the communication, report what you heard, and then answer the examiner's question.
November 318 Uniform Sierra, [radar contact lost]. [Resume own navigation]. [Fly direct to (Dolphin) VORTAC]. [Confirm you are under visual meteorological conditions].
Miami Approach, [affirm]. We are under visual meteorological conditions. Resuming own navigation. [Request traffic information] and [altimeter setting], November 318.
First of all, the controller informed November 318 Uniform Sierra that radar contact had been lost. He instructed the pilot to resume own navigation, fly direct to Dolphin VORTAC, and confirm that he was under visual meteorological conditions.
Then, the pilot confirmed that he was under visual meteorological conditions and said that he was resuming own navigation. He also requested (asked for) traffic information and the altimeter setting.
First of all, the controller advised November 318 Uniform Sierra that radar contact had been lost. He instructed the pilot to resume own navigation, proceed direct to Dolphin VORTAC, and confirm that the aircraft was operating under visual meteorological conditions.
In response, the pilot confirmed that they were under visual meteorological conditions and stated that they were resuming own navigation. He then asked for (requested) traffic information and the altimeter setting.
First of all, radar contact loss can increase the pilot’s workload because ATC may not be able to monitor the aircraft normally or provide radar vectors.
In this case, the pilot should continue (carry on) with the appropriate navigation, maintain situational awareness, and follow ATC instructions. It may happen because of equipment failure, poor radar coverage, terrain, or a transponder problem.
From an operational point of view, radar contact loss can significantly increase workload in a terminal area because ATC may no longer be able to provide radar vectors or monitor traffic as effectively.
Therefore, the crew should fall back on (rely on) their own navigation, maintain strong situational awareness, and comply with ATC instructions. The problem may result from equipment failure, limited radar coverage, terrain masking, or a transponder malfunction.
Final Comparison
Compare the three situations and decide which one is the most difficult to deal with and why.
In my opinion, the runway incursion is easier to manage than the other two situations because the aircraft can remain stopped until the runway is clear.
On the other hand, radar contact loss is more difficult because it increases the pilot’s workload and requires more independent navigation.
However, the rejected takeoff is the most critical and the most urgent situation because the crew has very little time to react. For me, it is the most difficult to manage (deal with).
From an operational point of view, the runway incursion is less difficult to manage than the other situations because the aircraft is still on the ground and can remain stopped.
In comparison, radar contact loss is more demanding because the crew has to rely on (depend on) its own navigation and situational awareness.
However, the rejected takeoff is far more time-critical than the other two. It is also the most serious and the most difficult to deal with (manage) because the crew has only a few seconds to make the right decisions and stop the aircraft safely.
End of Part 3
You have completed the Unexpected Situations section. Listen to the examiner and choose what you would like to do next.