SDEA TRAINING • PART 3
Unexpected Situations – Test 03
Practice Unexpected Situations – Test 03 through three operational scenarios. Listen carefully, report what you heard, answer the examiner’s questions, and compare the three situations at the end.
03
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 03
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.
Toronto Center, Charlie Foxtrot Victor Alpha. Pan Pan, Pan Pan, Pan Pan, [leaving flight level three eight zero], [driftdown procedure], [maximum altitude capability] flight level two four zero.
Charlie Foxtrot Victor Alpha, Toronto Center. Roger. [Flight level two four zero is not available]. [Descend and maintain flight level two two zero].
According to the exchange, the pilot reported that they were leaving Flight Level 380 and carrying out (going through) a driftdown procedure. He also said that their maximum altitude capability was Flight Level 240.
Then, the controller informed the crew that Flight Level 240 was not available and instructed them to descend and maintain Flight Level 220.
According to the communication, the pilot advised Toronto Center that they were leaving Flight Level 380 and going through (carrying out) a driftdown procedure, with a maximum altitude capability of Flight Level 240.
In response, the controller advised that Flight Level 240 was unavailable and instructed the crew to descend and maintain Flight Level 220.
In this situation, ATC can help by giving the aircraft priority, keeping other traffic clear, and providing a suitable lower flight level.
During the descent, the pilot should follow (go through) the appropriate engine-out or driftdown procedure, maintain the correct speed, and keep ATC informed.
From a safety perspective, ATC can support the crew by reducing their workload, providing traffic separation, priority handling, and an achievable lower flight level.
At the same time, the crew would normally carry out (perform) the appropriate driftdown or engine-out procedure, maintain the required speed, and keep ATC advised of their altitude capability.
Situation 2
Listen carefully to the communication, report what you heard, and then answer the examiner's question.
Jetblue 755, Washington Center. [Turn left] [heading one eight zero]. The [area ahead is restricted] [due to military activity].
Washington Center, Jetblue 755. [Unable]. [We must avoid a severe thunderstorm] [at our nine o’clock position].
According to the exchange, the controller instructed Jetblue 755 to turn left heading 180 because the area ahead was restricted due to military activity.
After that, the pilot said they were unable to comply (go along with the instruction) because they had to avoid a severe thunderstorm at their nine o’clock position.
According to the communication, ATC instructed Jetblue 755 to turn left heading 180 because the area ahead was restricted due to military activity.
In response, the pilot advised that they could not comply with the instruction because they needed to steer clear of (avoid) a severe thunderstorm at their nine o’clock position.
In some situations, a pilot may be unable to follow (carry out) an ATC instruction if it could compromise safety, for example because of severe weather, traffic, or an aircraft limitation.
In that case, the pilot should inform ATC immediately, and the controller can provide an alternative instruction or clearance.
From an operational standpoint, a pilot may need to deviate from an ATC instruction whenever compliance would create a safety risk, such as avoiding severe weather or conflicting traffic.
The crew should advise ATC as soon as possible, so the controller can work out (develop) an alternative clearance and maintain safe separation.
Situation 3
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 PP-TRS 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, gave them vectors to intercept the final approach for runway 27L, told them to maintain 6,000 feet, and provided the altimeter setting 1015.
According to the communication, the pilot let Sao Paulo Departure know (advised Sao Paulo Departure) that PP-TRS had been struck by lightning and that the left engine had shut down (failed). He asked to go back to (requested a return to) Guarulhos Airport and asked for (requested) priority to land.
In response, ATC gave the crew heading 090, set them up for (provided vectors for) the final approach to runway 27L, told them to maintain 6,000 feet, and passed on (provided) the altimeter setting 1015.
In this kind of situation, a lightning strike may affect electrical systems, avionics, instruments, or even cause structural damage.
If an engine was also affected, the crew should maintain control of the aircraft, follow (go through) the appropriate checklist, and coordinate a return with ATC.
From a safety perspective, a lightning strike may knock out (disable) electrical systems, throw off (affect) avionics or sensors, or cause structural damage.
If an engine also shut down (failed), the crew would need to deal with (manage) the failure, carry out (perform) the appropriate engine-out procedure, work with (coordinate with) ATC to set up (arrange) a safe approach and go back to (return to) the airport if required.
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 lightning strike followed by an engine failure was more critical than the other two situations because it involved more than one problem and could require an immediate landing. The driftdown situation was also serious, but the crew could follow (go through) a specific procedure and coordinate with ATC.
By comparison, the thunderstorm conflict was less severe and easier to manage with good communication. For example, ATC could provide another heading to avoid (stay away from) the weather and the restricted area. Overall, I think the lightning strike was the most difficult to deal with.
From a safety perspective, the lightning strike and engine failure was the most critical situation because the crew had to deal with (manage) multiple problems at the same time and might need to get the aircraft down (descend the aircraft) quickly. The driftdown was also serious, but the crew could fall back on (rely on) a well-defined procedure and work with (coordinate with) ATC to reach a suitable lower level.
By comparison, the thunderstorm conflict was easier to sort out (resolve) because ATC could work out (develop) another heading while the crew stayed clear of (avoided) the weather. Overall, the lightning scenario was the hardest to deal with and probably the most difficult to prevent completely.
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.