SDEA TRAINING • PART 3
Unexpected Situations – Test 13
Practice Unexpected Situations – Test 13 through three operational scenarios. Listen carefully, report what you heard, answer the examiner’s questions, and compare the three situations at the end.
13
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 13
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.
Sao Paulo Departure, PP-TRS. [We were struck by lightning]. [Our (left) engine has failed]. [Request return to (Guarulhos) Airport] and [priority to land].
PP-TRS, Sao Paulo Departure. Turn left [heading zero niner zero], [vectors to intercept final approach runway two seven left]. Maintain six thousand feet. [Altimeter setting one zero one five].
According to the exchange, the pilot reported that the helicopter had been struck by lightning and that the left engine had failed. He requested (asked for) a return to Guarulhos Airport and priority to land.
Then, the controller instructed the crew to turn left heading 090 and advised that they would receive vectors to intercept final approach for runway 27L. He also instructed them to maintain 6,000 feet and provided the altimeter setting 1015.
According to the communication, the pilot reported that the helicopter had been struck by lightning and that the left engine had failed. He asked to go back to Guarulhos Airport and requested priority handling for landing.
In response, ATC gave the crew heading 090 and advised that they would be vectored to intercept final approach for runway 27L. The controller also instructed them to maintain 6,000 feet and passed on (provided) the altimeter setting 1015.
In my view, a lightning strike may damage the rotor blades, electrical systems, avionics, instruments, or other parts of the helicopter.
If one engine fails, the pilot should maintain control, monitor rotor RPM, follow (run) the engine-failure checklist, and use the remaining engine if possible. If the helicopter cannot maintain safe flight, the pilot may need to enter autorotation and select a suitable landing area.
From an operational standpoint, a lightning strike can affect rotor blades, avionics, electrical equipment, flight instruments, or other structural components of a helicopter.
If one engine fails in a multi-engine helicopter, the pilot should maintain aircraft control, stabilize rotor RPM, identify the failed engine, run the appropriate checklist, and assess whether the remaining engine can provide sufficient performance. If adequate power cannot be maintained, the crew may have to enter autorotation and pick out (select) the nearest suitable landing area.
Situation 2
Listen carefully to the communication, report what you heard, and then answer the examiner's question.
Brasilia Center, PT-WSW, we are on heading three five zero, [maintaining four thousand feet] [due to GPS failure]. [Our iPad is also inoperative]. [Unable to inform estimated time over Alpha Tango Fox VOR].
PT-WSW, Brasilia Center, Roger. [Resume conventional navigation]. [Intercept three five five radial] [outbound Brasilia VOR] [for eight zero nautical miles], then fly direct to Alpha Tango Fox.
According to the exchange, the pilot reported that PT-WSW was maintaining 4,000 feet because of a GPS failure. He also said that the iPad was inoperative and that they were unable to provide the estimated time over Alpha Tango Fox VOR.
Then, the controller instructed the crew to resume conventional navigation, intercept the 355 radial outbound Brasilia VOR for 80 nautical miles, and then fly direct to Alpha Tango Fox.
According to the communication, the pilot advised that the helicopter was maintaining 4,000 feet due to a GPS failure. He added that the iPad was also inoperative and that the crew could not provide an estimated time over Alpha Tango Fox VOR.
In response, ATC instructed them to fall back on (use) conventional navigation, intercept the 355 radial outbound Brasilia VOR for 80 nautical miles, and then proceed direct to Alpha Tango Fox.
In my view, GPS is very reliable, but it is not completely dependable because the signal may be lost or affected by interference, and the equipment itself may fail.
For that reason, helicopter pilots should be prepared to use conventional navigation, VORs, visual references, or ATC assistance when necessary. Without GPS, air traffic management would still work, but navigation would be less flexible and pilots and controllers would have a higher workload.
From an operational standpoint, GPS is extremely useful, but it should not be treated as completely fail-safe because the signal can be degraded, jammed, or lost, and onboard equipment may also malfunction.
In a helicopter, especially during low-level operations, the crew should be ready to fall back on conventional navigation, ground-based navaids, visual references, or radar vectors when available. Without GPS, modern air traffic management would be less efficient because direct routing and precise area navigation would be more limited, while both pilot and controller workload would increase.
Situation 3
Listen carefully to the communication, report what you heard, and then answer the examiner's question.
Mayday, Mayday, Mayday, Rio Control, PR-HMB. [Engine failure], [entering autorotation].
PR-HMB, Rio Control, roger. Confirm your position.
[Over beach line], [abeam Marica], HMB.
PR-HMB, [report on the ground] if possible.
Wilco, HMB.
According to the exchange, the pilot declared a Mayday and reported an engine failure. He said that they were entering autorotation.
Then, the controller asked the pilot to confirm the helicopter’s position. The pilot reported that they were over the beach line, abeam Marica. Finally, the controller asked them to report on the ground if possible, and the pilot acknowledged the instruction.
According to the communication, the pilot declared a Mayday after an engine failure and advised that the helicopter was entering autorotation.
In response, ATC asked the crew to confirm their position. The pilot reported that they were over the beach line, abeam Marica. The controller then asked them to report once they were safely on the ground, if possible, and the pilot acknowledged.
In my view, after an engine failure, the pilot should lower the collective quickly, maintain rotor RPM, and establish the correct autorotation speed.
After that, the pilot should select a suitable landing area and control the helicopter during the descent. Near the ground, the pilot should flare to reduce speed and then use the collective to cushion the landing.
From an operational standpoint, the first priority after an engine failure is to lower the collective promptly and preserve rotor RPM.
The pilot should then establish the recommended autorotation airspeed, pick out (select) a suitable landing area, and manage the descent while avoiding unnecessary maneuvering. During the final stage, the pilot should flare to reduce forward and vertical speed and then raise the collective to cushion the touchdown. If the engine failure followed a lightning strike, the crew would still have to focus first on aircraft control and the autorotation before dealing with any additional system damage.
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 engine failure followed by autorotation was more critical than the other two situations because the pilot had to react immediately and select a suitable landing area.
The lightning strike was also very serious because it caused an engine failure and could damage other helicopter systems. By comparison, the GPS failure was less dangerous because the crew could use conventional navigation and ATC assistance. Overall, I think the autorotation was the most difficult situation because the pilot had the least time to react and very few landing options.
From an operational standpoint, the complete engine failure requiring autorotation was the most critical of the three because the pilot had to lower the collective, preserve rotor RPM, establish the correct autorotation airspeed, and quickly pick out (select) a suitable landing area.
The lightning strike was also extremely serious because it caused an engine failure and could have affected additional electrical, avionics, or rotor systems, although a multi-engine helicopter might still have some remaining power available. By comparison, the GPS failure was far more manageable because the crew could fall back on conventional navigation, VORs, visual references, or ATC assistance. Overall, the autorotation would be the hardest to deal with because it created the greatest time pressure and left the pilot with the fewest options.
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.