SDEA TRAINING • PART 3
Unexpected Situations – Test 10
Practice Unexpected Situations – Test 10 through three operational scenarios. Listen carefully, report what you heard, answer the examiner’s questions, and compare the three situations at the end.
10
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 10
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.
Pan Pan, Pan Pan, Pan Pan. New York Approach, Cactus 341. We [lost one engine]. [Request two zero minute fuel dumping] and [return to JFK].
Cactus 341, roger. [Cleared fuel dumping] [in four zero zero five restricted area]. [Report when ready for vectors] for straight-in [approach runway one three left].
According to the exchange, the pilot declared a Pan Pan and reported that they had lost one engine. He requested (asked for) twenty minutes of fuel dumping and a return to JFK.
Then, the controller cleared the crew for fuel dumping in the 4005 restricted area and asked them to report when ready for vectors for a straight-in approach to runway 13L.
According to the communication, the pilot declared a Pan Pan and reported that they had lost one engine. He asked to dump fuel for twenty minutes and go back to JFK.
In response, ATC cleared the crew to dump fuel in the 4005 restricted area and asked them to report when ready for vectors to set up for (prepare for) a straight-in approach to runway 13L.
In my view, an overweight landing may increase the landing distance and put more stress on the landing gear, tires, brakes, and aircraft structure. If time and conditions allow, the crew may reduce the aircraft’s weight before landing.
Fuel dumping can be performed (carried out) safely when the correct procedures and ATC instructions are followed.
From an operational standpoint, an overweight landing can increase landing distance, brake energy, tire loads, and structural stress, and the aircraft may require a maintenance inspection afterwards.
If the situation allows, the crew may dump fuel to bring the aircraft below its maximum landing weight prior to the approach. Fuel jettison is a controlled procedure and can be carried out (performed) safely when the crew follows the appropriate checklist and coordinates the operation with ATC.
Situation 2
Listen carefully to the communication, report what you heard, and then answer the examiner's question.
Brasilia Control, Argentina 7786. We [hit a flock of birds] soon after takeoff. Our [windscreen is damaged]. [Request immediate return] to Brasilia.
Argentina 7786, Brasilia Control, roger. [Descend to four thousand feet], turn right [heading one five zero] to [intercept the localizer] course.
According to the exchange, the pilot reported that they had hit a flock of birds soon after takeoff and that the windscreen was damaged. He requested (asked for) an immediate return to Brasilia.
Then, the controller instructed the crew to descend to 4,000 feet and turn right heading 150 to intercept the localizer course.
According to the communication, the pilot reported that the aircraft had struck a flock of birds shortly after takeoff and that the windscreen had been damaged. He asked to go back to Brasilia immediately.
In response, ATC instructed the crew to descend to 4,000 feet and turn right heading 150 to intercept the localizer.
In my view, birds near airports can cause windshield damage, engine ingestion, structural damage, or problems during takeoff and landing.
A bird ingestion can be more serious because it may reduce engine thrust or even cause an engine failure, while windshield damage mainly affects visibility and cockpit protection.
From an operational standpoint, birds around an airport can create serious hazards, especially during takeoff and approach, when the aircraft is close to the ground.
A strike may crack the windscreen, damage the airframe, or lead to bird ingestion. In general, ingestion can be more difficult to deal with because it may result in thrust loss or engine damage, while a damaged windscreen may mainly affect visibility, pressurization, or crew protection.
Situation 3
Listen carefully to the communication, report what you heard, and then answer the examiner's question.
Mayday Mayday Mayday, Atlanta Center, Delta 1746. We are experiencing [total electrical failure]. [We have partial panel]. Request immediate landing at the closest suitable airport. [Batteries supply will last only 25 minutes].
Delta 1746, Atlanta Center, roger. [You will be vectored to Atlanta Airport]. Is it feasible to turn left, [heading two six zero degrees] and [descend and maintain niner thousand feet]? [Inform remaining fuel] and souls on board.
According to the exchange, the pilot declared a Mayday and reported a total electrical failure. He said that they had partial panel, requested (asked for) an immediate landing at the closest suitable airport, and informed ATC that the battery supply would last only 25 minutes.
Then, the controller informed the crew that they would be vectored to Atlanta Airport and asked if they could turn left heading 260 and descend and maintain 9,000 feet. He also asked them to report the remaining fuel and the number of souls on board.
According to the communication, the pilot declared a Mayday and reported a total electrical failure. He explained that they were operating on a partial panel, asked for (requested) an immediate landing at the closest suitable airport, and added that they had only 25 minutes of battery power remaining.
In response, ATC advised that the aircraft would be vectored to Atlanta Airport and asked whether the crew could turn left heading 260 and descend and maintain 9,000 feet. The controller also asked for the remaining fuel and the number of souls on board.
In my view, an electrical failure may be caused by a generator problem, damaged wiring, a short circuit, or a problem in the electrical system. The crew should follow (run) the appropriate checklist, use the available backup power, and inform ATC.
The controller can help by providing priority, radar vectors, traffic separation, and information about the nearest suitable airport.
From an operational standpoint, an electrical failure may result from a generator or alternator failure, a bus fault, damaged wiring, or a short circuit.
The crew should run the appropriate checklist, switch to the available standby power, shed non-essential electrical loads, and monitor the remaining battery time. ATC can reduce the crew’s workload by providing priority handling, radar vectors, traffic separation, and the quickest route to a suitable airport.
Final Comparison
Compare the three situations in terms of severity, possible solutions, and ways of prevention, and explain which one would be the most difficult to deal with.
In my view, the total electrical failure was more critical than the other two situations because the crew had only partial instruments and limited battery power.
The engine failure was also very serious, but the crew could operate on one engine, reduce the aircraft’s weight, and prepare for landing. By comparison, the bird strike was less critical, although the damaged windscreen still required an immediate return. Overall, I think the electrical failure was the most difficult to deal with because the crew had limited time before losing battery power.
From an operational standpoint, the total electrical failure was the most critical of the three because the crew was operating on a partial panel and had only 25 minutes of battery power remaining.
They would need to run the checklist, shed non-essential electrical loads, switch to standby power, and get the aircraft on the ground before the available power ran out. The engine failure was also serious, but more manageable because the crew could continue on one engine, carry out fuel jettison, if required, and set up for a priority landing. By comparison, the bird strike was less severe, although windscreen damage could still affect visibility or pressurization. Overall, the electrical failure would be the hardest to deal with because it placed the greatest time pressure on the crew.
I’ve never experienced any of these situations personally. However, I’ve trained for abnormal and emergency situations, so I understand how important quick decision-making, clear communication, and situational awareness can be.
End of Part 3
You have completed the Unexpected Situations section. Listen to the examiner and choose what you would like to do next.