SDEA TRAINING • PART 3
Unexpected Situations – Test 07
Practice Unexpected Situations – Test 07 through three operational scenarios. Listen carefully, report what you heard, answer the examiner’s questions, and compare the three situations at the end.
07
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 07
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.
Dubai Control, Skydubai 306. [Emergency descent] due to [an uncontrollable fire]. [Leaving flight level three one zero] [to one zero thousand feet].
Skydubai 306, [descend at your discretion] to one zero thousand feet. [Report reaching].
According to the exchange, the pilot reported an emergency descent because of an uncontrollable fire. He said that they were leaving Flight Level 310 and descending to 10,000 feet.
Then, the controller instructed the crew to descend at their discretion to 10,000 feet and report reaching that altitude.
According to the communication, the pilot reported that the crew was carrying out (performing) an emergency descent because of an uncontrollable fire. He added that they were coming down (descending) from Flight Level 310 to 10,000 feet.
In response, ATC cleared them to descend at their discretion to 10,000 feet and asked them to report when they levelled off (reached the assigned altitude).
In my view, an emergency descent can be risky because of the high rate of descent, possible traffic conflicts, and the increased workload in the cockpit.
If decompression occurs, the crew should use oxygen masks, follow (run) the emergency procedure, inform ATC, and descend to a safe altitude as quickly as possible.
From a safety perspective, an emergency descent involves risks such as a very high rate of descent, traffic conflicts, increased crew workload, and possible loss of situational awareness.
If decompression is involved, the crew should don their oxygen masks, initiate the emergency descent, run the appropriate checklist, coordinate with ATC, and level off at a safe altitude.
Situation 2
Listen carefully to the communication, report what you heard, and then answer the examiner's question.
Mayday, Mayday, Mayday. Miami Approach, American 2468. We have [heavy vibration] on [engine number two]. [Requesting priority to land].
American 2468, roger. [Descend to four thousand], [you are number one for landing]. [Squawk mayday on seven seven zero zero].
According to the exchange, the pilot reported heavy vibration on engine number two and requested (asked for) priority to land.
Then, the controller instructed the crew to descend to 4,000 feet, informed them that they were number one for landing, and told them to squawk mayday on 7700.
According to the communication, the pilot reported severe vibration coming from engine number two and asked for (requested) priority to land.
In response, ATC cleared the crew down to 4,000 feet, gave them number-one priority for landing, and instructed them to squawk 7700.
In my view, engine vibration can be caused by bird ingestion, damage to the fan or engine blades, mechanical problems, or an engine imbalance. If the vibration is severe, the crew should check the engine indications, follow (run) the appropriate checklist, inform ATC, and reduce thrust or shut down the engine if required.
From an operational standpoint, severe engine vibration may result from bird ingestion, fan or compressor damage, an internal imbalance, or another mechanical failure.
The crew should monitor the engine indications, run the appropriate checklist, reduce thrust if necessary, and shut the engine down if the procedure requires it. They would also coordinate with ATC and prepare for a priority landing.
Situation 3
Listen carefully to the communication, report what you heard, and then answer the examiner's question.
São Paulo Control, Qatar 6425. We have [low oil pressure]. [Request priority landing]. [We have dangerous goods on board].
Qatar 6425, São Paulo Control, roger. Descend to five thousand feet, fly [heading zero eight zero] [to avoid traffic], [expect vectors runway two seven left]. [ILS is unserviceable]. [Confirm nature of cargo].
According to the exchange, the pilot reported low oil pressure, requested (asked for) priority to land, and informed ATC that they had dangerous goods on board.
Then, the controller instructed the crew to descend to 5,000 feet and fly heading 080 to avoid traffic. He also told them to expect vectors to runway 27L, informed them that the ILS was unserviceable, and asked them to confirm the nature of the cargo.
According to the communication, the pilot reported low oil pressure, asked for (requested) priority to land, and advised ATC that they were carrying dangerous goods.
In response, ATC instructed the crew to descend to 5,000 feet and fly heading 080 to stay clear of (avoid) traffic. The controller also advised them to expect vectors to runway 27L, reported that the ILS was unserviceable, and asked them to confirm the nature of the cargo.
In my view, low oil pressure can reduce engine lubrication and may cause overheating, serious engine damage, or even engine failure. The crew should monitor the engine indications, follow (run) the appropriate checklist, and land as soon as practical. Low oil pressure may be caused by an oil leak, low oil quantity, or a problem with the oil pump.
From an operational standpoint, a drop in oil pressure can indicate a loss of proper engine lubrication, which may lead to overheating, internal damage, or eventually an engine failure.
The crew should monitor the engine parameters, run the appropriate checklist, and shut the engine down if the procedure calls for it. Possible causes include an oil leak, low oil quantity, an oil-pump malfunction, or a faulty indication.
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 uncontrollable fire was more critical than the other two situations because it required an emergency descent and could become worse very quickly. The engine vibration was also serious because it could lead to engine damage or failure, but the crew could reduce thrust, follow (run) the appropriate checklist, and prepare for landing.
By comparison, the low oil pressure was less immediate, although it could also develop into an engine failure. Overall, I think the fire was the most difficult to deal with because the crew had less time to react.
From an operational standpoint, the uncontrollable fire was the most critical of the three because the crew had to initiate an emergency descent and get the aircraft down (land the aircraft) as quickly as possible.
The engine vibration was also more urgent than the low oil pressure because severe vibration could quickly lead to engine damage, requiring the crew to monitor the engine parameters, run the checklist, and possibly shut the engine down. By comparison, low oil pressure might give the crew slightly more time to assess the indications, although it could still develop into an engine failure. Overall, the fire would be the hardest to deal with because it could get out of control (become uncontrollable) very quickly and leave the crew with the least margin for delay.
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.