SDEA TRAINING • PART 3
Unexpected Situations – Test 11
Practice Unexpected Situations – Test 11 through three operational scenarios. Listen carefully, report what you heard, answer the examiner’s questions, and compare the three situations at the end.
11
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 11
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.
Jetblue 755, [descend to flight level two four zero]. I just want to verify: [you said you need medical assistance]. Is that correct?
Washington Center, negative. We need assistance to navigate. Our [navigation system is not working properly]. [Descending to flight level two five zero], Jetblue 755.
[I’ll say again], Jetblue 755, descend to flight level two four zero.
Roger, Washington Center, flight level two four zero, Jetblue 755.
According to the exchange, the controller instructed JetBlue 755 to descend to Flight Level 240 and asked if the crew had requested medical assistance.
The pilot corrected the controller and explained that they needed navigation assistance because their navigation system was not working properly. However, he initially reported descending to Flight Level 250. Then, the controller repeated the instruction and the pilot correctly read back Flight Level 240.
According to the communication, ATC cleared JetBlue 755 down to Flight Level 240 and tried to confirm whether the crew needed medical assistance.
The pilot clarified that they actually needed help with navigation because their navigation system was not working properly, but he initially read back Flight Level 250. In response, the controller repeated the clearance to Flight Level 240, and the pilot then read it back correctly.
In my view, reading back is important because it confirms that the pilot understood the clearance correctly.
It also allows the controller to detect mistakes in headings, altitudes, frequencies, or other instructions before they create a dangerous situation. If the crew has navigation problems, ATC can also provide headings, radar vectors, and information to help the aircraft continue safely.
From a safety perspective, a correct readback closes the communication loop between the pilot and the controller and gives ATC a chance to catch any misunderstanding immediately.
An incorrect altitude, heading, or frequency could lead to a loss of separation or another operational risk. If the aircraft has navigation problems, the controller can provide radar vectors, headings, direct routing, or other instructions to help the crew maintain situational awareness and continue the flight safely.
Situation 2
Listen carefully to the communication, report what you heard, and then answer the examiner's question.
Lyon Center, this is tiger 456, IFR [from Paris to Frankfurt], [at flight level zero eight zero], [taking heading two eight zero] [to avoid weather].
Tiger 456, roger. [Maintain present altitude], [turn left] [heading two seven zero] [for separation]. Contact Clermont Approach on frequency [one two eight point six five].
According to the exchange, the pilot reported an IFR flight from Paris to Frankfurt at Flight Level 080. He said that they were taking heading 280 to avoid weather.
Then, the controller instructed the crew to maintain the present altitude and turn left heading 270 for separation. He also told them to contact Clermont Approach on frequency 128.65.
According to the communication, the pilot reported that the flight was operating IFR from Paris to Frankfurt at Flight Level 080 and had taken heading 280 to steer clear of (avoid) the weather.
In response, ATC instructed the crew to maintain their present altitude and turn left heading 270 for traffic separation. The controller also handed them over to Clermont Approach on frequency 128.65.
In my view, flying into a cumulonimbus cloud can expose the aircraft to severe turbulence, heavy rain, hail, lightning, icing, and strong updrafts or downdrafts.
These conditions may make the aircraft difficult to control and can cause structural or engine damage. Other dangerous weather conditions include wind shear, thunderstorms, freezing rain, and very low visibility.
From a safety perspective, entering a cumulonimbus cloud can expose an aircraft to severe turbulence, intense precipitation, hail, lightning, icing, and powerful updrafts and downdrafts.
These hazards can cause rapid altitude changes, airframe or engine damage, and a significant increase in crew workload. For that reason, pilots should normally steer clear of convective cells and use weather radar to maintain a safe distance. Other hazardous conditions include wind shear, microbursts, freezing rain, severe icing, and reduced visibility.
Situation 3
Listen carefully to the communication, report what you heard, and then answer the examiner's question.
Miami Approach, Delta 61 heavy. We [lost our hydraulic system]. [Request the longest available runway] [to perform a flaps up landing].
Delta 61 heavy. [Expect approach to runway zero niner left]. [State top of descent]. [Do you need any assistance upon landing]?
According to the exchange, the pilot reported that they had lost their hydraulic system. He requested (asked for) the longest available runway to perform a flaps-up landing.
Then, the controller told the crew to expect an approach to runway 09L, asked them to report the top of descent, and asked if they needed any assistance upon landing.
According to the communication, the pilot reported a hydraulic system failure and asked for (requested) the longest available runway because they would have to carry out (perform) a flaps-up landing.
In response, ATC advised the crew to expect runway 09L, asked them to report the top of descent, and checked whether they would need any assistance after landing.
In my view, a hydraulic failure may affect the flight controls, landing gear, flaps, brakes, or spoilers, depending on the aircraft.
This can make the aircraft more difficult to control and may increase the landing distance. The crew should follow (run) the appropriate checklist, use the available backup system, and coordinate with ATC for a suitable runway and any necessary assistance.
From an operational standpoint, a hydraulic failure can affect several systems, including flight controls, landing gear extension, flap operation, spoilers, and braking.
The crew should run the appropriate checklist, identify which hydraulic system has failed, use any available alternate or backup system, and assess the landing configuration. If normal flap operation is unavailable, a flaps-up landing may require a higher approach speed and a longer runway, so the crew should coordinate priority handling and ground assistance with ATC.
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 hydraulic failure was more serious than the other two situations because it could affect several aircraft systems and make the landing more difficult.
The weather situation was also dangerous, but the crew could avoid the bad weather by changing heading and coordinating with ATC. By comparison, the navigation problem was less critical because the controller could provide radar vectors and correct the altitude readback. Overall, I think the hydraulic failure was the most difficult to deal with because it could require a flaps-up landing and a longer runway.
From an operational standpoint, the hydraulic failure was the most critical of the three because it could affect several aircraft systems and force the crew to carry out a flaps-up landing at a higher approach speed.
The weather situation was serious, but easier to prevent because the crew could use weather information, steer clear of the convective activity, and coordinate a heading change with ATC. By comparison, the navigation problem was less severe and more manageable because ATC could provide radar vectors and correct any inaccurate readback. Overall, the hydraulic failure would be the hardest to deal with because it could have the greatest impact on aircraft handling and landing performance.
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.