Oaci Exam PDF

Section 1.
Parte 1 – Giving information about some routine activities

you do.
How do you do to stay awake during a long distance flight?
Consider the following prompts in your response:
a. Books
b. Take a nap
c. Chat with crew
d. Computer games
To stay awake in a long flight, the crew can do different activities for
example read BOOKS and manuals about the plane, and also CHAT
WITH THE CREW about this topics.
Also there are forbidden activities like TAKING A NAP or PLAY WITH
COMPUTER GAMES because they must focus on the flight and they
mustn’t distract.
1. Section 1. Parte 1 – Giving information about your job

Aircraft delays are unexpected events during flight operations. Why
do these delays usually occur?
a. Weather
b. Runway repairs
c. Unexpected events
d. Traffic congestion
A delay can occur for diferent reasons for example the WEATHER, if
there is bad wx like storms, the plane cant takeoff or land.
Other reason can be RWY REPAIRS, if there is a hole or a FOD on the

rwy , they can cause traffic congestion.
Also we can have UNEXPECTED EVENTS like hijack, emergencies,

bomb threats, that can generate delays.
2. Section 1. Parte 1 - Finding solution to an abnormal situation
What would you do if a hijacker threatened to kill all your passengers
one by one if you didn’t obey his demands?
a. Procedures
b. Panic
c. Negotiation
d. Fight off the hijacker
In 1st place I would follow the company PROCEDURES and would try
to calm the hijackers to avoid PANIC on board, the pilots cant
NEGOTIATE with the hijackers neither FIGHT them, only wait until the
authorities give a solution.
3. Section 1. Parte 1 - Stating an opinion.

Recent accident investigations consider in-flight fires as one of the
fourth leading causes of commercial aviation crashes. How
important is recurrent training on how to fight in-flight fires?
a. Knowledge
b. Skills
c. Procedures
d. Assist passengers
The recurrent training is very important because gives you the

necessary KNOWLEDGE and SKILLS to follow the PROCEDURES how
to fight the in flight fire and finally the flight attendants have time to
calm and ASSIST the PASSENGERS.
4. Section 1. Part 1. – Paraphrasing about a past event

During takeoff at 8:15 a.m. one of the McDonnell Douglas DC-9-32's
tires burst and partially disintegrated, firing chunks of rubber into
the landing gear mechanism. This set off an "unsafe gear" warning,
prompting the pilot to abort the takeoff. The aircraft, however, was
already two thirds along the length of runway 23L and travelling at
154 knots. It could not stop before the end of the runway, and
plunged off the edge of an embankment still travelling at 60 knots,
eventually coming to a rest in a ravine. The plane broke in three
pieces, but despite its full load of fuel did not catch fire.
What is your analysis of this event?
a. Describe the scenario

b. Gear problem
c. Pilot’s decision
d. Conclusion
This is the story of a DC9 that had a gear problem during the takeoff
run, the tires exploted, the pilot tried to stop the plane but he
couldn’t and finished inside a ravine breaking in 3 parts.
As a conclusion the rwy had an FOD and nobody noticed.
5. Section 1. Part 1. - Stating an opinion

A flight engineer’s services are not required to operate modern
aircraft any longer. Some people still believe, however, that transport
aircraft crews should be assisted by a flight engineer to make a flight
safer.
Do you think that a three-member crew configuration in the cockpit is
still necessary or not?
a. Automation
b. Aircraft design
a. Flight safety
b. Duties in the cockpit
I don’t think so, due to AUTOMATION in the modern planes and new
AIRCRAFT DESIGN, only 2 pilots are necessary to fly, the DUTIES
IN THE COCKPIT are well defined, ensuring the FLIGHT SAFETY
6. Section 1. Part 1. – Describing a past event.

In the picture I saw a 737 from Lion Air borken in 2, the plane was on the
shore, the doors were open and I saw some people near the plane
I think the cause was an overrun or contaminated rwy.
7. Section 1. Part 1. - Speaking about Future Events
More flights, fewer emissions and quicker passenger journey times.
Most airline companies are incorporating changes in their organizations

to meet the new demands. How do you see the future of aviation?
a. Aircraft design
b. Ground operations
c. Traffic Management systems
d. Free-glide approaches
In the future the planes will have a better AIRCRAFT DESIGN with more
comfort for the paxs, also in the airport the GROUND OPERATIONS will
have better aids to have a better TRAFFIC MANAGEMENT SYSTEM
making easier the FREE GLIDE APPROACHES.
8. Section 2. Part 1: Reading instructions- ATIS

Beijing International Airport, Information D, 0120 UTC, visual approach
landing runway 08, departure runway 14L, departure frequency 123.0,
wind 120 degrees at 06 knots, visibility 6 miles, broken 2400ft,
temperature 22, dew point 17, QNH 29.88 inches, caution light
turbulence on final reported by B747, advise you have Information D
9. Section 2. Part 1. - Route Clearances

N756UK, cleared to enter Class C airspace via runway heading,
maintain VFR at or below 1,800 ft., expect 5,500 ft. in 11 minutes
after departure, departure frequency 125.05, squawk 2491, contact
ground on 121.9 when ready to taxi
10. Section 2. Part 1. - Taxi instructions

Beechcraft 553, taxi straight ahead to taxiway B, turn right and taxi
to runway 12R, contact tower on 127.55. When ready taxi to
holding runway 14R, via taxiway C. Hold short of runway 14R.QNH
990 millibars.
11. Section 2. Part 1. - Take-off instructions

Freedom Air 627, cleared for takeoff, remain clear of the final
approach course, contact Departure after takeoff.
12. Section 2. Part 1. - Climb instructions

Weston 551, go-around, maintain runway heading, climb 4,000 ft.
Traffic C100 still on the runway due to flat tires. Expect further
instructions for holding.
13. Section 2. Part 1. - Enroute instructions

Air Peru 25, make a 180 degrees turn to the left, then direct to TGA,
then proceed W3 SAN B328 to JZA VOR. Descend to FL 250. Report
over TGA.
14. Section 3. Part 1. - Dealing with a Communication Problem.

Imagine you are the pilot of Air Canada 435. The plane was loaded to
its maximum allowable weight. According to the airplane’s manual, at
this weight condition, the airplane cannot climb beyond FL 310. In
this moment you are now cruising at FL 290 when the ATC contacts
you.
ATC: Air Canada 435, due traffic, climb to and maintain FL 360
Pilot:
ATC: Air Canada 435, unable to read you, speak slowly.

Pilot:
15. Section 4. Part 1. - Dealing with an Emergency

After takeoff during climb out, your aircraft stroke a large bird. As a
result of the impact, the windshield was broken seriously injuring the
pilot and disabling him to continue to fly.
1. If you were the co-pilot, what would you do in this situation?
Now, think about your answer.
Now, answer the question with as much detail as possible.
2. Now, provide a sample of your radio message to the air traffic

controller.
3. Section 5. Part 1. - Managing a System Malfunction

When you are descending from a higher altitude, you notice that the
altimeter and the air speed indicator read unrealistic numbers. Just a
few minutes before, the altimeter was reading an altitude of 29,000
feet. Despite having been descending for a few minutes, the altitude
reading still remains at 29,000 feet. The co-pilot’s instruments are also
giving unrealistic numbers. ATC is now expecting you to report your
level.
1. How would you handle this problem? Now, think about your
answer. Now, answer the question with as much detail as possible.
2. Now provide a sample of your radio message to ATC.
Version 11

1. Compare and contrast both pictures, saying how pilots should handle a bomb threat
2. What do you think happened before the pictures were taken?
On the 1st picture I can see a soldier inside the pax cabin maybe looking for something, like a bomb or
a dangerous pax.
The 2nd picture shows people from the bomb squad analyzing an object, maybe it was inside the
plane.
In case of a bomb on board the pilots must put a special code on the transponder 7500, then follow
the procedures for that situation.
Before the picture was taken , the pilots notified the ATC they had a bomb on board and they
requested the bomb squad.

VERSION A1.1

SECTION 7
Pilot: Mayday mayday mayday! Gander radio, Heritage 698. We are losing pressurization.
Deviating north of track B for immediate descent to FL 100.

Control: ATC clears Heritage 698 to descend to FL 100 north of track B. traffic on track B a Boeing
747 at FL 340 ahead by four minutes, an Airbus 340 at FL 350 following by nine minutes. Advise
your intentions when able.

Pilot: Roger, Gander Radio. ATC clears Heritage 698 to FL 100 north of track B. I verify traffic.
Stand by. (on emergency frequency 121.5) all flights on tracks B and A. This is Heritage 698 Boeing
777, 43 degrees west on track B. On emergency descent north of track B from FL 370 to FL 100.
120
Q1. What is the plane’s callsign?
a. Heritage 698
b. Heritage 618
c. Heritage 690
Q2. What problem is the aircraft presenting?
a. It is descending fast
b. It is deviating
c. It is losing pressurization
Q3. The aircraft has problems while descending due to .
a. Delay
b. Traffic
c. Technical problems
Q4. The emergency was on frequency .
a. 121.5
b. 121.50
c. 121.15

SECTION 7
Pilot: Gander Radio, Box car 564, FL 100. Request clearance 46 degrees 30 minutes west, 60
degrees 30 minutes north, direct Gander. ETA 0753

Control: Box car 564, stand by.The IFSS coordinates clearance with Gander Oceanic Radio.
Pilot: Box car 564, gander radio. Clearance.
Control: Gander Radio, Box car 564. Go ahead.

Pilot: ATC clears Box car 46 degrees 30 minutes west, 60 degrees 30 minutes north, direct Gander
Airport. Maintain FL 100. Report 50 west.
Control: Box car 564 is cleared 46 degrees 30 minutes west, 60 degrees 30 minutes north, direct
Gander Airport. Maintain FL 100. Wilco.
95
Q1. What did the pilot request at first?
a. Diversion
b. ETA information
c. Clearance
Q2. The plane’s callsign is .
a. Box car 560
b. Box car 564
c. Box car 516
Q3. Which information is incorrect?
a. 46 degrees, 30 minutes west
b. 46 degrees, 30 minutes north
c. 60 degrees, 30 minutes north
Q4. Where is the pilot headed?
a. Gander airport
b. Maintain original FL
c. Not stated

SECTION 7
Tower: Air chief 2612, Artan Center.
Pilot: Artan Center, Air chief 2612.
Tower: Air chief 2612, we have received a communication from the Venzala Airport security
concerning your arrival. Suspected terrorists have threatened to start shooting at
aircraft on final approach at the approximate time of your arrival. State your intentions.

Pilot: Air chief 2612, roger. We had been expecting some disturbance, as a VIP is on board.
Request divert Maslo.
Tower: Roger, Air chief 2612. Ready to copy new clearance?
Pilot: Air chief 2612, affirm.

82
Q1. Why are they worried at Venzala airport?
a. Security is not available
b. Shootings have been reported
c. Aircraft safe arrival
Q2. What is said about terrorists?
a. They have started shooting at the airport
b. They want to aim for the approaching aircraft
c. They want to kidnap the aircraft

Q3. The pilot’s intention is to .
a. Divert
b. Request for clearance
c. Delay arrival
a. Air chief 2612
b. Air chief 2620
c. Air chief 2622

SECTION 7
Control: Classic wings 117 cleared to Maslo route direct Tanzor, HL 622 Manding, direct Toucan,
direct Maslo. Maintain FL 370

Pilot: Roger, Artan. Classic wings 117 is cleared to Maslo. Present position direct Tanzor, HL 622
Manding, direct Toucan, direct Maslo. New estimates. Tanzor 0156 and ETA Maslo 0322.
Our remaining fuel on board at destination will only be 45 minutes. We request FL 390 to
reduce fuel consumption if it is available.

Control: Classic wings 117, roger. Read-back is correct. Cleared to FL 390. Report Tanzor.
85
Q1. Which FL did the aircraft maintain at first?
a. 370
b. 360
c. 390
Q2. The plane’s callsign is .
a. Classic wings 170
b. Classic wings 117
c. Classic wings 177
Q3. Why did the pilot request FL 390?
a. To reduce fuel consumption
b. To know ETA information
c. To verify read back
Q4. What is said about the remaining fuel on board?
a. It will last for about 45 minutes
b. it is being reduced
c. It is not enough for reaching destination

SECTION 8: Raptor Sees First Combat Over Syria (ADVANCED)
Yesterday’s dramatic air strikes on Syria included a “first” that may have escaped some news
watchers: the combat debut of the F-22 Raptor, the most advanced fighter in the United States
fleet. The fifth-generation jet—operational since 2005 but known so far mostly for technical
troubles and airshow appearances—flew as part of three waves of attacks against ISIL and the
Khorasan group, an al Qaeda affiliate that was planning “imminent attacks” against the United
States and Europe, according to Army Lt. General William Mayville Jr., director of operations for
the Joint Chiefs of Staff, who spoke at a Pentagon briefing today.
Mayville seemed to downplay the significance of putting the F-22 in the fight. U.S. military
planners, he said, “had a large menu of targets” to pick from—including training camps, financial
buildings, and barracks—so “it was less the platform” and more the results they hoped for, that
determined which aircraft got the call. “You’re seeing the beginning of a sustained and credible
campaign” against terrorists in Syria and Iraq, Mayville said.
The first wave involved 40 Tomahawk cruise missiles from the guided missile destroyer Arleigh
Burke and guided missile cruiser Philippine Sea. Then came strikes from the Raptor, the F-15, and
F-16. Finally came attacks by the F/A-18 and F-16. Coalition partners Jordan, United Arab
Emirates, Saudi Arabia, Qatar, and Bahrain joined in on the second and third waves, but Mayville
declined to say what they did.
The stealthy F-22 was a natural choice for the air strikes, given Syria’s normally robust air defense
system.
258
Q1. What is false about the F22 Raptor?
a. It is the most advanced fighter in the US fleet
b. It is a fifth generation jet
c. It is an experienced aircraft fighter
Q2. What is this aircraft famous for?
a. Airshow appearances
b. It is manufactured in Europe and America
c. It attacked Al Qaeda groups
Q3. The F22 list of targets did not include .
a. Training camps
b. Financial buildings
c. Terrorist groups
Q4. Why is the F22 the natural choice?
a. For its air strikes
b. Due to Syria’s air defense system
c. Because it is a better version than its predecessors

SECTION 8: “Not a Woman’s Profession” (ADVANCED)
A Russian woman is preparing to break a stratospheric glass ceiling on Thursday, by blasting into
orbit onboard the Soyuz 14M spacecraft from Kazakhstan. Elena Serova, 38, will travel to the
International Space Station for a five-and-a-half-month-long mission, along with her Russian
colleague Alexander Samokutyaev and NASA astronaut Barry Wilmore.
Serova won’t be the first Russian woman in space, yet her feat should be considered historic. She
will be just the fourth Russian female to go into orbit in more than five decades of human
spaceflight, during which more than 100 Russian male cosmonauts have made the trip. And given
the current social climate in Russia, Serova’s road to space may have been rockier than any of her
female predecessors.
Valentina Tereshkova became the first woman in space in 1963. Behind the egalitarian façade of
Soviet propaganda surrounding her mission, her “failings” during the flight were criticized by the
male-dominated Soviet space leadership, and as a result, the door to space was closed to Soviet
women for the next two decades. Not until NASA prepared to let women astronauts fly and
conduct spacewalks onboard the Space Shuttle in the early 1980s did the Kremlin rush to beat its
Cold War rival with a spacewalk by Svetlana Savitskaya. An all-female Soviet crew was also
scheduled to fly, but was eventually cancelled.
220
Q1. How is this woman going to break a stratospheric glass ceiling?
a. Blasting into orbit onboard a spacecraft
b. Travelling to the international space station
c. Going on a long-term mission
Q2. Why is her action considered historic?
a. It’s been a long time since a woman dared to do this
b. She might be the first Russian woman in space
c. Current social situation in Russia it is hard for women
Q3. Who was the first woman in space?
a. Elena Serova
b. Svetlana Savitskaya
c. Valentine Tereshkova
Q4. Why is said that ‘the door was closed for Soviet women for decades’?
a. Women were not interested at all
b. The first woman to attempt was hardly criticized
c. NASA let women fly in the 1980s

SECTION 9: AT45, Sienajoki Finland, 2006 (INTERMEDIATE)
"…on December 11th, 2006a Finnish Commuter Airlines’ ATR-42, on its scheduled route from
Helsinki to Kokkola with a stopover at Seinäjoki, was approaching Seinäjoki runway 32 in gusty
crosswinds at dark. According to ATIS information wind was 180 degrees 12 knots, maximum 22
knots. When the aircraft called Outer Marker inbound the AFIS officer reported the previous two
minutes’ average wind: 190 degrees 10 kts, maximum 16. Because this wind information did not
exceed the limitations of the flight manual the captain decided to land on runway 32. Halfway
through the landing roll the aircraft suddenly and strongly turned left. Despite the flight crew’s
best efforts at approximately 700 m from threshold the aircraft veered off the 30 m wide
runway. The left main landing gear travelled approximately 115 m at ca. 2 m from the edge of the
paved surface on the 2.5 m wide sand/gravel runway shoulder, leaving a few centimetres-deep
rut in the gravel. The landing gear hit and destroyed two runway edge lights and its anti skid
wiring was cut. The captain managed to steer the aircraft back onto the runway, where he taxied
to the apron. After the damage to the aircraft was inspected the following leg of the flight was
cancelled…
210
Q1. Which ATIS information is wrong?
a. 20 knots
b. 180 degrees
c. Runway 32
Q2. Why did the pilot decide to land?
a. Because of wind information
b. Because of unclear ATIS
c. Technical issues
Q3. What happened to the landing gear?
a. It was destroyed
b. It veered to the left
c. It hit some runway lights
Q4. Was the aircraft able to continue its course?
a. Yes
b. No
c. Not stated

SECTION 10: AT43, Jersey Channel Islands, 2012 (INTERMEDIATE)
On July 16th 2012, an ATR 42-300 being operated by Blue Islands on a passenger flight from
Guernsey to Jersey, Channel Islands with First Officer line training in progress sustained a left
main landing gear collapse on touchdown in normal day visibility. The left wingtip and propeller
made ground contact, but the aircraft remained on the runway and rapidly stopped followed by
an emergency evacuation of the 40 passengers that was initiated via the main passenger door
where 4 persons received minor injuries.
It was established that the accident flight was the second of the day and had been without
incident during the 11 minutes airborne. A visual approach to runway 27 at Jersey was made with
a landing made by the aircraft commander as PF in a slight crosswind with the left main gear
touching first but not especially heavily.
148
Q1. What happened to the aircraft?
a. It went through bad weather conditions
b. It collapsed on touchdown
c. It presented mechanical issues
Q2. How many passengers were on board?
a. 40
b. 44
c. 42
Q3. How many people were injured?
a. 44
b. 40
c. 4
Q4. Which information the aircraft showed is wrong?
a. It had been the second accident reported
b. 10 minute airborne
c. Approach at runway 27

1. Section 1. Parte 1 – Giving information about some routine
activities you do.
What activities do you ordinarily do in a working day as a pilot?
a. Flight
b. Manuals
c. Schedule
d. Coordination
In a working day as a pilot I check my daily SCHEDULE to see my

FLIGHTS, then I have to make the COORDINATIONS with operations
before a I go the plane, for example the number of paxs, the weight
and balance, the charts, the wx.
On the plane we have to make the preflight and check the MANUALS.

Give explanations of some situations that make a plane dump fuel.
a. Belly Landing
b. Emergency Landing
c. Bird strike after take off
d. Engine Fire
The plane can dump fuel in special situations, for example a BIRD
STRIKE AFTER TAKEOFF, an ENGINE FIRE, in that case the pilots
must follow the procedures of the check list to perform an
EMERGENCY LANDING, if the plane has a LG problem the pilots must
perform a BELLY LANDING.

Imagine that you are the pilot of an aircraft that is making a descent
in preparation to land. What would you do if you heard radio
communications but got no response from the controller when you
call on the radio?
a. Visual aids
b. Transponder
c. Alternate Airport
d. Another pilot nearby
If I am approaching and I don’t have answer of the controller I must
put in my TRANSPONDER the code 7600 for communication failure,
then I would try to contact ANOTHER PILOT NEARBY to pass the
message to ATC informing my intentions to go to my ALTERNATE
ATO, and I must be alert with my VISUAL AIDS

Some airliners are equipped with modern systems allowing
passengers to use mobile phones during flight. A survey, however,
shows that some passengers reject the use of mobile phones in flight
and some not.
In your opinion, what are the pros and cons of the passengers to use
their phones during flight?
a. Entertainment
b. Communication
c. Interference
d. Competition for airlines' in-flight phone service
In my opinion the pros of the use of cell phones is for entertainment,

the paxs can listen music, watch videos, and can see the airplane
route , also using cell phones can be a competition for airlines, for
example some planes offer WIFI for paxs.
The negative part of the cell phones is that they can produce
interference with the communication and navigation equipment on
board, for that reason the crew members recommend paxs to turn
them off.
5. Section 1. Part 1. - Paraphrasing about a past event

a. A DC – 10 began its take-off from Los Angeles International Airport
at approximately 9:25am. As the aircraft travelled along the runway,
one of the tires blew which caused the left main landing gear to
collapse. After the landing gear collapsed, a fuel fire erupted from
the wing area. The airplane slid to a stop approximately 664 feet
beyond the departure end of the runway. Passengers and crew were
injured during evacuation.

b. Aircraft behavior
c. Evacuation
d. Conclusion
This is the story of an accident in LAX airport, during the takeoff run
one of the tires exploded making the plane skid and as a result one of
the wings hit the rwy producing a fuel leak, the plane ended 600 feet
beyond the end of the rwy, and some paxs were injured.
The Concorde aircraft was the only operational supersonic airliner in

the world but after few years it was retired from the market.
At present, aircraft manufacturers do not seem to have plans to build
supersonic airliners.
Why do you think this supersonic passenger plane was retired from
the market?

a. Operation
b. Maintenance
c. Facilities
d. Modern planes
The concorde was a modern plane for its time, it was very fast but
the OPERATION was very expensive and the MAINTENANCE too, on
the other hand the airport facilities were adapted to receive exclusive
paxs.

http://si.wsj.net/public/resources/images/OB-
JP013_0816co_G_20100816105255.jpg
in that picture I saw a 737 from Aires airlines broke in 3 parts, I saw the fuselage and the tail, also
there was a fire truck, and some fire fighters near the plane observing the accident, the wx was
cloudy.

Today, airports need to improve their efficiency, particularly given
increased competition, higher traveler volume, security constraints and
government regulations to secure more environment-friendly
operations. How you think airports will change to meet the new
demands?
a. Technology
b. Passenger experience
c. Airport Capacity
d. Ground operation
To be more efficient, airports must have more CAPACITY, in order to

offer a new PAX EXPERIENCE, with the help of technology, this will
improve; finally with more technology the ground operation will be easier
and safer.

”Tripoli International Airport Information B, 0820 UTC, surface wind
280 degrees at 6 knots, runway 24 in use, visibility 5 miles SCT 015
BKN 040, temperature 28, dew point 21, QNH 1006 hPa, advise if you
have information B.“

”Norton532, cleared to enter Class B airspace via fly runway heading,
maintain VFR at or below 1,800 ft, expect 4,500 ft in 10 minutes after
departure, departure frequency 125.05, squawk 1227, contact
ground on 121.9 for taxi instructions when ready.“

Air Orient 747, taxi holding point D, via taxiway C. Hold short of
runway 14R. QNH 990 millibars.“

”Sky256, cleared for takeoff runway 15R, no delay expected due to
traffic, traffic 3 miles on final for low approach, report traffic in sight

“Weston 813, hold, after departure climb straight ahead to altitude
3,500 ft before turning left.”

” Olympia Air 325, radar contact 35 miles NE of BCL, continue climb
to FL280. After FL280, proceed direct to TSV. Report reaching”
15.Section 3. Part 1. - Dealing with a Communication Problem.

Imagine that you are the pilot of Learjet G200. You are holding
position and ready for takeoff. Your copilot noticed, however, that a
great deal of ice is covering the wings. Due to this situation you
decide to cancel your takeoff and taxi to a de-icer facility in the
terminal.
ATC calls you:
Tower: Learjet G200, cleared for takeoff

Pilot:
Tower: Learjet G200, Unable to read you, say again, why are you
canceling your takeoff?
Pilot:

When you are turning to final, ATC informs you of the presence of
strong windshear very close to the runway and due to this situation, the
gear of a plane collapsed because of a hard landing and it rested on the
runway.
1. What would you do in this situation?

controller.

Flying level at a cruise altitude of 25,000 feet, you hear and see a
warning on the annunciator panel. The cabin pressure indicator is
steadily decreasing. You only have two hours left to reach your
destination and every effort you make to maintain the required
pressure is useless.
How would you handle this problem? Now, think about your answer.
Now provide a sample of your radio message to ATC.
Version 12

In both pictures I can see
a sniffer dog doing its job, one is on the check in area, and the other is on the apron, / this dogs receive
special training to detect drugs, bombs, these dogs are very important because they are more effective
than machines,

1. Compare and contrast both pictures, saying how sniffer dogs may help security and customs
officers
2. Do you think sniffer dogs may be more effective than machines?

VERSION A1.10

SECTION 7
Pilot: Pan, Pan, Pan, Pan, Pan, Pan, Marvile Control, Mengyuan 667 intercepted urgency
call from Avilef 512, both engines inoperative; one is on fire, and descending…

ATC: Mengyuan 667, we lost contact with Avilef 512, please ask their position, altitude and
POB…

Pilot: Roger, break, Avilef 512, Marvile Control wants to know your position, altitude and
number of people onboard, over …

Pilot: Marvile Control, I guess Avilef 512’s receiver is inoperative but I heard they’re
losing altitude and they’re attempting to ditch

ATC: Mengyuan 667, roger…

Pilot: Oh …, Marvile Control, there’s an aircraft billowing smokes below us; that could be
Avilef 512…
ATC: Mengyuan 667, say your present position and altitude
Pilot: BINA at 9100 meters, Mengyuan 667

115
Q1. Which plane reported urgency call?
a. Avilef 512
b. Mengyuan 667
c. Both
Q2. Whose plane position was requested?
a. Both
b. Mengyuan 667
c. Avilef 512
Q3. Why is the plane attempting to ditch?
a. Receiver is inoperative
b. They’re losing altitude
c. They don’t know their position
Q4. The pilot realized there was an aircraft with problems due to
a. Smoke signs
b. They found out their position
c. They got in contact

SECTION 7
Pilot: Edmonds Tower, ABG 516, we’re coming back, hydraulic pressure is dropping, we
need to dump fuel

ATC: ABG 516, direct to CALA, after passing CALA heading 270, start dumping, upon
completion, turn left heading 090 to CALA, maintain 10,000 feet

Pilot: Maintain 10,000 feet to CALA, after passing, heading 270, start dumping then turn left
heading 090, ABG 516

ATC: ABG 516, that’s correct

Pilot: ABG 516, fuel dumping terminated, ready to land

ATC: ABG 516, join downwind, Runway 11L or 11R at your discretion

Pilot: Control, request low pass for landing gear visual check, we extended the gears
manually

ATC: ABG 516, cleared for a low pass not below 500 feet…
108
Q1. Why is the pilot coming back?
a. They need to dump fuel
b. Hydraulic pressure is dropping
c. They reported an emergency
Q2. When is the pilot expected to maintain 10000 feet?
a. As soon as they turn left heading 090
b. After passing CALA
c. Once dumping is complete
Q3. ATC instructed the pilot to
a. Turn left after dumping
b. Turn left before dumping
c. Turn left after passing
Q4. We can understand that at the end of the conversation
a. They were still presenting complications
b. They were ready to land
c. They required more information

SECTION 7
Pilot: Sunrise 623, reaching 12,000 feet
ATC: Sunrise 623, roger
Pilot: Control, we’re encountering severe icing in clouds, request climb, Sunrise 623
ATC: Sunrise 623, standby, call you back
Pilot: Rime has accumulated on the wings, we need to climb immediately!
ATC: Sunrise 623, cleared to climb FL 180, report reaching
Pilot: Climbing to FL 180, wilco, Sunrise 623

Pilot: Sunrise 623, reaching FL, 180, we still have ice at this level, request higher if able?
ATC: Sunrise 623, can you accept FL 240?
Pilot: Affirmative
ATC: Sunrise 623, cleared to climb to FL 240, report reaching
Pilot: Climbing to FL 240, wilco, Sunrise 623

95
Q1. The pilot requested to climb because
a. They presented severe icing
b. The clouds impaired their visibility
c. They were reaching 12000 feet
Q2. Why did the pilot insist on climbing immediately?
a. It was an emergency call
b. Wings were covered with rime
c. Their request had been denied
Q3. The pilot was instructed to climb at
a. FL 188
b. FL 108
c. FL 180
Q4. Why did the pilot request to climb higher?
a. They had issues unsolved
b. They wanted to solve their issues
c. They needed more altitude

SECTION 7
Pilot: Approach, Aseisa 908, 8000 ft. with information Kilo

ATC: 908, descent to 5000 feet, expect ILS approach runway 07, QNH 1001

Pilot: Descending to 5000 feet, runway 07, QNH 1001, 908

Pilot: Aseisa 908, JGA at 5000 ft, request straight in approach on ILS runway 07
ATC: 908, cleared straight in approach runway 21, report established
Pilot: Aseisa 908, roger

Pilot: Aseisa 908, negative ILS
ATC: 908, you’re a bit high, descend a little bit
Pilot: Still negative ILS, we’re going around
ATC: 908, roger, standard procedure

80
Q1. The pilot reported his position at
a. 5000 feet
b. 8000 feet
c. 4000 feet
Q2. The ILS approach runway 07 was at
a. QNH 1001
b. QNH 1010
c. QNH 1100
Q3. When the report was established
a. The straight is position had been denied
b. The straight in position had been requested
c. The straight in position was clear
Q4. Why were they requested for a standard procedure?
a. ILS was negative
b. They were going around
c. They had to descend more

VERSION A.1.2
SECTION 7
Pilot: Cranby Tower, Newstar 819, left engine failed, turning back for landing
Controller: Newstar 819, turn right, proceed to LOSO, make straight-in ILS
approach runway 03
Pilot: Turn right to LOSO, runway 03, Newstar 819
Pilot: Tower, we have another problem, hydraulic pressure is dropping, we’ll check
gear extension, call you back, Newstar 819
Controller: Newstar 819, roger
Pilot: Tower, Newstar 819, we’ve got only one green, we’ve lost the main gears, we’ll
try manual extension
Controller: Newstar 819, roger
Pilot: Control, gears cannot be deployed, request belly landing, Newstar 819
Controller: Roger, Newstar 819, we’ll prepare the runway for your request
95
Q1. How many problems were reported?
a.1
b.2
c.3
Q2. What callsign did the pilot use?
a.Newstar 890
b.Newstar 809
c.Newstar 819
Q3. Based on the conversation the pilot is
a.Landing for precaution
b.Landing for emergency
c.Landing for gear extension

Q4. The Belly Landing was due to
a.Main gear loss
b.Hydraulic pressure drop
c.Gear inactivity
SECTION 7
Pilot: Gisborne Radar, Sunair 219
Controller: Sunair 219, Gisborne Radar, go ahead
Pilot: Sunair 219, Livington to Redlands, FL 180, we are not sure of our
position, request radar vectors
Controller: We can assist you until you leave Guadalupe, for identification
turn right 045 degrees, report new heading
Pilot: We are transponder equipped, request SSR code, Sunair 219
Controller: Roger, squawk 3614
Pilot: Squawking 3614
Controller: Sunair 219, radar contact, turn left heading 310, you are 12 miles
to Brenton, maintain Fl 180
Pilot: Turning left heading 310, we’ll maintain FL 180, Sunair 219
82
Q1. What can be inferred from this conversation?
a.The pilot needs assistance
b.The pilot doesn’t know what his position is
c.The pilot wants to request SSR Code
Q2. Which statement is false?
a.Radar vectors are requested

b.SSR Code is requested
c.Transponder Code is not requested
Q3. The plane’s first location is in
a.Guadalupe
b.Livington
c.Redlands
Q4. The controller asked for identification
a.To report new heading
b.To leave Guadalupe
c.To turn right 045 degrees
SECTION 7
Tower: Delta 907, line up and wait, vehicle crossing the runway
Pilot: Line up and wait, Delta 907
Tower: Delta 907, you’re cleared for takeoff
Pilot: Cleared for takeoff, rolling, Delta 907
Tower: Delta 907, stop immediately, I say again, Delta 907 stop immediately,
acknowledge
Pilot: Why? I don’t see anything wrong …
Tower: Delta 907, stop immediately, a tool box from the truck was accidentally
dropped
on the runway
Pilot: Stopping, request backtrack for another departure, Delta 907
Tower: Delta 907, negative, turn left to the next taxiway for another departure,
you’ll
be number two following the DC 10
90
Q1. Which plane is number 2?
a.DC 10
b.Delta 907
c.DDC 010
Q2. What caused the Line Up and Wait order?
a.Runway was busy
b.An accident
c.Another departure
Q3. The immediate backtrack for another departure was
a.Denied
b.Accepted
c.Misunderstood
Q4. We can infer that
a.A tool box drop originated the delay
b.Delta 907 was in a hurry
c.Take off was Delta 907’s priority
SECTION 7
Taca 543: Tower, Taca 543, downwind runway 0-7-L, circuit altitude.
Controller: Taca 543, Tower, maintain circuit altitude. Number 2 for landing. Extend
downwind leg ... (break in the reception).
Taca 543: Number 2, extending downwind leg, Taca 543.
Controller: Taca 543, go around. Number 1 has slid off the runway and is unable to
leave runway due to tire blow out.
Taca 543: Going around, Taca 543.
Controller: Taca 543, make a 360 to the right at 3,000 feet until advised.
Taca 543: Right 360 degrees, 3,000 feet. Will the delay be long? We are a bit low on
fuel.
Controller: Taca 543, are you declaring an emergency?
Taca 543: Negative. We have enough fuel, but if there is going to be a long delay, we
would prefer to proceed to our alternate
Controller: Taca 543, Roger. Be advised runway 0-7-R unusable, work in progress.
Airport closed for at least one hour due to aircraft blocking 0-7-L. Continue own
navigation to Bristol and contact Radar Control 1-1-8.3.
140
Q1. According to the information, did the pilot proceed to his alternate?
a.Yes
b.No
c.Not Stated
Q2. Why did the controller assume there would be an emergency?
a.Because of the delay
b.There was a tire blowout
c.There was not enough fuel
Q3. Choose the correct instruction mentioned during the conversation.
a.Make a 360 to the right at 4000 feet
b.Make a 360 to the right at 3000 feet
c.Make a 360 to the left at 3000 feet
Q4. What caused number 1 not to leave the runway?

a.A tire blowout
b.A delay
c.Low levels of fuel
SECTION 8 : The Eastern Region Helicopter Council (ADVANCED)
The Eastern Region Helicopter Council is among the aviation organizations fighting to
maintain access to Los Angeles International Airport, even in the face of adverse court
rulings and ongoing pressure from local residents who complain about noise from
helicopters, jets and seaplanes.
“They’ve already increased landing fees 20 percent for jets and helicopters,” said Jeff
Smith, vice president. “The numbers don’t add up. They’re trying to limit or eliminate
helicopters and jets, but more than 50 percent of their revenue comes from those
aircraft. They’re trying to kill the airport.”
Smith said helicopter operators have worked hard to appease local residents who are
concerned about noise. Over the past five years, Smith said the eastern region
hellicopter council alone has spent more than $250,000 for noise monitoring, scientific
studies, advocacy and education. Smith helped design new noise abatement procedures
that have been credited with a marked reduction in the number of noise complaints.
Last year, those complaints dropped from approximately 11,600 to fewer than 7,000.
“They always ask what more we can do,” Smith said. “Look at the FAA requirements.
We’re going 1,000 percent above and beyond.”
188
Q1. Which heading would summarize this information ?
a.Aircraft noise reduction
b.Aviation groups fighting for East Hampton Airport

c.Fees increasement due to noise
Q2. What is implied by ‘they’re trying to kill the airport’ ?
a.Get rid of the airport
b.Aircraft significative reduction
c.Fees increasement
Q3. What are the local people more worried about ?
a.Noise
b.Expensive fees
c.ERCH Expenses
Q4. Jeff Smith’s contribution was in
a.Spending regulations on specific fields
b.Noise diminution procedures
c.Local residents appeasing
SECTION 8 : New Wind Reporting Procedures (ADVANCED)
New wind reporting procedures have been implemented at Miami’s international Airport
, as of May 15th.
Due to the unique geographical location and associated weather fluctuations at Miami’s
International Airport, new wind reporting methods have been established in order to
better disseminate current wind conditions. A main component of these changes
mandates the issuance of a new automated terminal information system (ATIS) and an
updated aviation routine weather report/aviation special weather report
(METAR/SPECI), if specific criteria is met after the regular hourly METAR has been
issued.
These changes should mitigate future instances of discrepancies between METAR
reported weather and real-time wind information.
The main change mandates the issuance of a new ATIS and an updated METAR/SPECI
should the following criteria be met:
When the wind is above a 10-knot sustained tailwind or gusting above a 15-knot tailwind
between:
Headings 280°– 020° for Runway 15
Headings 100°– 200° for Runway 33
One of the following statements shall be put on the ATIS:
Use Caution, [affected runway] Strong tailwind conditions exist
Use Caution, Rapidly changing tailwind conditions exist
Additionally, should the above criteria be met after the hourly METAR has posted,
ASE personnel will ensure that wind information is augmented to reflect current
conditions and a SPECI will be generated.
207
Q1. What is the main reason for this implementation ?
a.Disseminate current wind conditions accurately
b.Report new winds
c.Geographical location and weather fluctuation
Q2. What is expected from this implementation ?
a.To issue a new ATIS
b.To finish future instances of disagreements
c.To update ATIS along with METAR/SPECI
Q3. Which piece of information is accurate according to the report ?
a.Headings 280 °- 020° runway 33

b.Headings 208° - 020 runway 15
c.Headings 280° - 020 runway 15
Q4. Which statement is false ?
a.If criteria is met, personnel will take care of the process
b.ATIS stands for automated terminal information system
SECTION 9 : Enhanced Vision (INTERMEDIATE)
Enhanced Vision is a technology which incorporates information from aircraft based

sensors to provide vision in limited visibility environments.
Night vision systems have been available to pilots of military aircraft for many years.
More recently business jets have added similar capabilities to aircraft to enhance
pilot situational awareness in poor visibility due to weather or haze, and at night. The
first civil certification of an Enhanced Vision System on an aircraft was pioneered by
Gulfstream Aerospace using a Kollsman camera. Originally offered as an option on the
Gulfstream V aircraft, it was made standard equipment in 2003 when the Gulfstream
G550 was introduced and followed on the Gulfstream G450 and Gulfstream G650. As
of 2009, Gulfstream has delivered over 500 aircraft with a certified Enhanced Vision
System installed.
130
Q1.This system is mainly for
a.Low visibility places
b.Nightime flights
c.Standard equipments
Q2. According to the article, what causes poor visibility ?
a.Hi-tech issues
b.Weather and time-of-the-day issues

c.Lack of infrared cameras
Q3. Which statement is false ?
a.Currently, some jets have added a similar technology
b.Since 2003 it has become a standard equipment
c.This technology is recent
Q4. What is the topic about ?
a.Enhanced vision system
b.Vision system standardization
c.Poor visibility issues
SECTION 10 : Bird Population (INTERMEDIATE)
Although in recent years the overall bird population has declined in Europe by over 10%
the bird strike hazard for aviation has not reduced proportionally. The reason is that
not all birds pose the same problem to aviation safety, as this depends on the size of
the birds and their foraging or migratory patterns. Birds may pose a danger to aviation
due to their individual size or due to their tendency to fly in large flocks. It is likely
that the smaller the birds are, the greater their need to travel in flocks in order to
avoid predators.
In the past decades there has been a change in the number and the composition of the
bird population as well as in the habitat of some of the species. Some bird species have
adjusted to the urban environment while others have experienced a significant
increase in their population.
147
Q1. This article is mainly about
a.Bird strike hazards
b.Bird population trends and patterns
c.Decline and increasement of bird population

Q2. If bird population has declined over the years, why are bird strike hazards still not
reduced ?
a.Some birds have adjusted to this environment
b.Because of their size and migration patterns
c.Birds need to travel in flocks
Q3. What main changes has bird population suffered ?
a.Number and danger of extinction
b.Habitat and overall population
c.Population composition, habitat and number
Q4. Why are birds considered a hazard ?
a.Due to their size and tendency to fly in flocks
b.Some species are increasing
c.Bird strikes have not reduced

1. Section 1. P.1 – Giving information about some routine
activities you do.
When you land at an international airport, and you have to stay one
or two days until the next flight, mention what activities you usually
do before the next flight.
a. Coordination with Operations.
b. Rest
c. Shopping
d. Sightseeing
When I arrive to the hotel I rest a couple of hours, then I wake up

and go out to do some shopping in the nearest mall, if the place is
new to me, I go sightseeing with the crew and we visit some places
as museums, the main square, parks, etc, and finally the last day I
coordinate with operations important information about the flight for
example the weather, weight and balance and notams.
2. Section 1. P.2 – Giving information about your job

How do pilots and the copilots prepare, when they have long haul
flights, to avoid fatigue?
a. Rest time
b. Share duties
c. Documents and charts
d. Weather
The pilots and copilots must prepare before the flight having a good
rest time at least 6 hrs at home.
Once in the plane the crew must share duties to reduce the workload,
the pilot in command flies the plane and the pilot non flying is
responsible for the documents and charts and also communication
with ATC.
Finally both pilots must be alert for the weather conditions to have a
comfortable flight.
3. Section 1. P.3 - Finding solution to an abnormal situation
What would you do if after touching down on the runway, the
visibility reduced to zero and you couldn’t see the taxiway to exit?
a. Immediate actions
b. Coordination
c. Lights and signs
d. Frequency
In that situation 1st I would take immediate actions, I would contact

ATC using a special frequency to request a follow me truck because I
couldn’t see the lights and signs, finally I would coordinate with the
crew to notify the paxs the actual situation.
4. Section 1. P.4. - Stating an opinion.

Laws do not ban the operation of very old passenger aircraft.
Regulators believe that if old aircraft are operated within their
limitations and maintained according to the manual, they are safe. In
your opinion, is a 40-year old passenger jet as safe as a modern
passenger jet?
a. Maintenance
b. Fuel consumption
c. Safety
d. Comfort
In my personal opinion I consider that an old plane with a good

maintenance according to the manual is as safe as a modern jet, the
only difference is the fuel consumption, because an old plane
consumes more fuel than a modern one, but the comfort is the same
in both planes.
5. Section 1. P.5 - Paraphrasing about a past event
Flight 6 departed from Dubai International at 14:53 UTC and at 15:15

the crew reported a fire in the cockpit when the aircraft was around
120 nautical miles west-northwest of Dubai, and declared an
emergency. The pilots were under the control of Bahrain's air traffic
control, and they could not initially contact Dubai air traffic control
due to a radio failure. Although they were offered a diversion to
Doha, Qatar, the pilots returned to Dubai, and were instructed to land
on the airport's runway 12L. The aircraft was too high on the
approach and passed over the airport before making a tight turn;
radar contact was lost shortly thereafter at 15:42 UTC. The aircraft
crashed in an unpopulated area between the Emirates Road and Al
Ain Highway, barely missing Dubai Silicon Oasis.

b. ATC behavior
c. Crew behavior
d. Conclusion
This is the story of an accident of flight 6 that departed from Dubai,

the plane had fire in the cockpit and the crew declared emergency,
but they had a radio failure, and they had everything under control,
they returned to Dubai, unfortunately they were too high for the
approach and crashed in an unpopulated area.
While the aviation industry helps social and economic development

around the world, many people believe that it is a source of pollution.
In your opinion, do you think that aviation is one of the major
sources of pollution? How can we make aviation more eco-friendly?
a. Engine
b. Fuel
c. Traffic management
d. Optimized performance by design
In my opinion to optimize the performance by design the shape of
the planes must be more aerodynamic to reduce the fuel
consumption and the pollution, on the other hand the engines will
produce less noise and more power, and with modern navigation aids
and better traffic management we can make aviation more eco-
friendly.
In that picture I saw a white plane out of the rwy, the fuselage was
broken in 2, there were ground support and fire fighters around the
plane, at the background I saw the active rwy, with the number 24, on
the right I saw the terminal
The cause:
I think the cause of the accident was a rwy excursion due to brake
failure or wet rwy
A flight is a very organic thing, complex, fluid, always changing in which

decision-making is constant and critical. Technology will one day
replace co-pilots, do you agree with this statement?

a. Automation
b. Changing factors
c. Emergencies
d. Crew resource management
I don’t agree because 2 pilots are and will be necessary to fly a

plane, and the CRM will be a very important to face an emergency,
in this situation the automation will help the pilots very much.
In my opinion the changing factors are not relevant.

USAF12 cleared to MQT airport, via turn right heading 090, radar
vectors to MQT airport. Climb and maintain 3,000. Expect 4,000 10
minutes after departure. Departure frequency 124.3, squawk 1664.

Air France 900, cleared to ARD airport via JMO direct 3600N/10500E
direct 2700N/12800E direct 2000N/15000E then as filed. Maintain
FL240 UFA. Squawk 2771
Mar del Plata Ground, Royal Air 742, on Ramp at M5, request taxi
instructions to runway in use for IFR Departure to XIT with
Information B

Pan Asia, landing MD-11 runway 17, will hold short of the
intersection, runway 15 cleared for takeoff.

RBA to traffic, Intercontinental 901, turn left immediately, heading
210, climb and maintain 4,500 ft.

Sea Air 963, due to traffic congestion inside MCT airport, proceed and
hold over BNA, inbound radial 160 at FL240. Right turns. Report
when entering holding pattern.
Imagine that you are the pilot of Good Air 375 and number two in the
landing sequence, following a Fokker 100. You are established on the
ILS but, you cannot see the Fokker 100 from your position due to
fog. ATC calls you on the radio:
Controller: Good Air 375, Runway 12, land after the Fokker 100,
surface wind calm
Pilot:
ATC: Good Air 375, I read you one, please say again.
Pilot:

You are the pilot of Jetwind 2332, now cruising at 36,000 feet over
Cartagena. Suddenly a window in the cabin blew off, probably due to
stress structural failure. Blankets, papers, pillows, and other stuff are
sucked outside the airplane. As was expected, some of your
passengers were caught by surprise and are now panicking.
What will you do in this situation? Now, think about your answer.
In that situation I would make an announcement to the crew and

paxs “pull the mask and put it on, fasten your seat belt and wait for
instructions” after that I would descend ASAP and would contact ATC
to notify the emergency.
Now, provide a sample of your message to ATC and to your

concerned passengers.
ATC this is jetwind 2332 I have an emergency, I am making an

emergency descend due to descompresure, I request a safe level to
descend.
Once leveled at safe altitude I tell the paxs “ladies and gentlemen we
reached a safe altitude, you can remove your masks and breath
normally, please follow the crew member instructions.”
You are the pilot in command of airliner jet on a ten-hour flight.
Midway at 37,000 feet altitude, a warning light in the panel came on.
This warning means that the fuel for the airplane became critical.
However, you are sure, that the aircraft was refueled even with
reserves prior to the departure.
In that situation my inmediate action is to follow the check list and
notify ATC to request emergency landing in the nearest airport
ATC this OB1234, I declare in emergency due to fuel problem, I

request emergency landing in the nearest airport
Version 13

1. Compare and contrast both pictures, saying how dangerous goods should be handled
2. How important is dangerous goods training for flight crew?

VERSION A.1.3

SECTION 7
Corporate 57: Departure Control, Corporate 57 climbing through Flight Level 1-3-0 for 2-niner-
0.
DepartureControl: Corporate 57, Departure, radar contact. Level off at Flight Level 1-6-0 for
conflicting traffic.
Corporate 57: Level off at 1-6-0, Corporate 57.

Departure Control: Jeta 234, Departure, initiate descent now to Flight Level 1-2-0,
break-break, November 0-1-6 immediate right hand turn heading 1-5-0 degrees.
Jeta 234: Descending now to Flight Level 1-2-0, Jeta 234.
N016: Right 1-5-0 degrees, November 0-1-6.

Corporate 57: Departure, Corporate 57 level at Flight Level 1-6-0.
Departure Control: Roger, Corporate 57, maintain Flight Level 1-6-0.
Corporate 57: Departure, Corporate 57, is conflicting traffic an Airbus three-forty from right to
left?
Departure Control: Corporate 57, Departure, that's affirm.

Corporate 57: OK, Corporate 57, there’s traffic in sight and he's passed us on the left.
Departure Control: Roger, Corporate 57, climb now to final cruise level.
Corporate 57: Departure, Corporate 57, we originally filed for cruising level 2-niner-0, but we'd
like to request step climb to Flight Level 3-3-0.
Departure Control: Corporate 57 standby 1.
Departure Control: Corporate 57 request is denied.
140
Q1. Level off at climbing was in flight level
a. 130
b. 160
c. 116
Q2. Which request was negative?
a. Climb to final cruise level
b. Step climb to flight level
c. Climb and maintain flight level
Q3. Which statement is true?
a. Conflicting traffic an airbus is from right to left
b. Corporate 57 was not able to climb
c. Jeta 234 descended to flight level 160
Q4. Corporate 57’s first request was to
a. Depart
b. Step climb to a flight level
c. File for cruising level

SECTION 7
G-TORO: Lima Control, Golf Tango Oscar Romeo Oscar, good afternoon, climbing through
Flight Level 2-3-0 for Flight Level 3-5-0 overhead Alpha Mike Bravo.
Lima Control: Golf Tango Oscar Romeo Oscar, Lima Control, squawk ident.
G-TORO: Squawk ident, Golf Romeo Oscar.
Lima Control: Golf Tango Oscar Romeo Oscar, Santiago, Radar Contact. According to my scope
you are 4 miles west of airway centerline.
G-TORO: That's affirm, sir. We're deviating for weather. Golf Romeo Oscar

Lima Control: Golf Romeo Oscar, Control, was this coordinated with the previous controller?
G-TORO: Negative. We initiated deviation due weather.

Lima Control: Ah, . . . Golf Romeo Oscar, coordinate flight track deviation with
Control.
G-TORO: Roger, apologies

Lima Control: OK, GRO, cleared deviation to the west, stop climb at Flight Level 3-0-0 due traffic
on converging airway.
G-TORO: Roger, cleared deviation to the west, stop climb at flight level 3-0-0. Report abeam
Tango Bravo November for further climb.
Lima Control: And, Golf Romeo Oscar, give us a PIREP.

G-TORO: Roger. At present position, towering Charlie Bravos extending eastward from
centerline, with electrical activity, currently in light to moderate turbulence.
160
Q1. What caused the deviation?
a. The weather
b. The traffic
c. Inner turbulence
Q2. Was the situation previously coordinated?
a. Yes
b. No
c. Not Stated
Q3. At first, The plane was climbing to FL
a. 350
b. 230
c. 300
Q4. The electrical activity originated turbulence
a. Mild
b. Severe
c. Little

SECTION 7
Aeroandes 657: Approach Control, good afternoon, Aeroandes 657, flight level zero-niner-zero,
inbound for landing, we have information Quebec.
Approach Control: Aeroandes 657, good afternoon, descend and maintain six thousand feet, Q-N-
H one-zero-one-two.
Aeroandes 657: Descend and maintain six thousand feet, on one-zero-one-two, current heading.
Approach Control: Arkefly 879, turn heading zero-five-zero degrees, radar vectors.
Arkefly 879: Heading zero-five-zero Arkefly 879.

Approach Control: Aeroandes 657, are you able to reduce your speed 1-6-0 knots? You are
following a King Air 5 miles ahead.
Aeroandes 657: Roger, reducing speed 1-6-0 knots

Approach Control: Aeroandes 657, reduce your speed now, Sir, 1-6-0 knots.
Aeroandes 657: Reducing speed now, 1-6-0 knots. Aeroandes 657
Approach Control: Aeroandes 657, execute a three-sixty to the left for spacing.
Aeroandes 657: Three sixty to the left.
Approach Control: Arkefly 879, confirm you are maintaining six thousand feet and Q-N-H one
zero-one-two.
Arkefly 879: Affirm, 6,000 feet, Q-N-H 1-0-1-2, Arkefly 879

Approach Control: Arkefly 879, there seems to be a discrepancy. Are you able to recycle mode
Charlie?
145
Q1. 6000 feet was maintained at
a. 1021
b. 1012
c. 1112
Q2. Which two callsigns were used?
a. Aeroandes 657, Arkefly 879
b. Aeroandes 675, Arkefly 879
c. Aeroandes 657, Arkefly 789
Q3. Flight level was inbound for landing
a. 505
b. 1012
c. 090
Q4. What was causing the discrepancy?
a. The Recycle Mode
b. The Altitude
c. The Spacing

SECTION 7
Blacksea 123: Control from Blacksea 123, Pan-Pan-Pan, we need immediate descent.
Control: Blacksea 123, Control, Roger Pan, you are cleared to descend at your discretion
down four thousand feet, transition level zero-six-zero, Q-N-H one-zero-two-four.
Blacksea 123: Cleared down four thousand feet one-zero-two-four.
Control: Blacksea 123, what is the nature of your problem?
Blacksea 123: Blacksea 123, we have an electrical fire in the forward lavatory and in addition, our
chief flight attendant has been injured and is incapacitated.
Control: Understood, Blacksea 123, would you like vectors to nearest airport?
Blacksea 123: Negative, we intend to land at destination airport. Blacksea 123.
Control: Roger, Blacksea 123, you are priority one for landing at destination airport.
Blacksea 123: Blacksea 123, we are also experiencing intermittent electrical power surges.
Control: Roger, Blacksea 123, you can expect a straight in approach, ILS runway threetwo.
Emergency services are on alert.

Blacksea 123: OK, Blacksea 123, we seem to have put out the flames, but there is still heavy
smoke in the cabin.
145
Q1. How many problems were reported?
a. 1
b. 2
c. 3
Q2. The discrete descent was at
a. 4000 feet
b. 4100 feet
c. 4400 feet
Q3. A flame was also reported, was it controlled?
a. Yes
b. No
c. The control was in progress
Q4. We can infer that were the main cause.
a. Electrical issues
b. Altitude issues
c. Traffic issues

SECTION 8: Napa Airport Provides Staging Area for Earthquake Response (ADVANCED)
When the largest quake to hit Northern California since 1989 struck just south of Napa in the early morning
of August 24th , its epicenter was less than 2 miles from Napa County Airport , but the airfield stayed open
and provided a critical staging area for disaster response.

“It was a busy weekend, and the ramp and hangars were full, but we had triple-chocked the aircraft and
luckily none moved or sustained damage,” said Mark Willey, CEO of Napa Jet Center, the FBO on the
airfield. “Everyone, including our charter flights, was able to fly out on schedule.”
The fuel farm, which is above ground, never lost power, and the FBO offices and the terminal were quickly
running off backup generators.
The earthquake shattered the windows in the tower, putting it temporarily out of service, but operations are
continuing with radio clearances from nearby Oakland Center. “It’s just like coming into any uncontrolled
general aviation airport, or coming into this airport at night,” said Willey.

There is already a contractor on-site repairing the tower, and airport authorities have set up a temporary
tower on the airfield, which should be operational during the first week of September.
197
a. Staging áreas in case of earthquakes
b. How quake-proof all airports should be
c. Earthquakes consequences
a. Some earthquakes do not cause any problems
b. Earthquakes have been reported in the north of california
c. Precautions are being made
Q3. What is meant by “busy weekend”?
a. Earthquakes cause more airport activity
b. Despite the event, things were as hectic as usual
c. Some flights suffered delays
Q4. The FBO offices
a. Never lost power
b. Overcame the situation almost immediately
c. Suffered some damage

SECTION 8: Runway Closures Affecting Sonoma County Airport (ADVANCED)
As part of a runway safety improvement project at Central Texas Airport, Runway 14/32 is closed until
October15th, 2014, and there will be a series of upcoming nighttime Runway 2/20 closures at the airport.

Notices to airmen will be issued 72 hours in advance of the closures.

The next scheduled nighttime closure is July 21 st to July 25th, from 10:30 p.m. to 6 a.m. This coincides with
a busy week, due to the significant number of business aircraft arriving for a Bohemian Grove event,
according to airport officials.

Phase 4 of this project, which begins on July 28, includes additional taxiway changes, such as a conversion
of Runway 14/32 north of former Taxiway B for use to taxi to and from Runway 20.

Details about these changes and the runway closures are available on the airport’s website.

In addition, there have been significant taxiway configuration changes that are not reflected in the current
Jeppesen 10-9 airport diagram or the FAA AeroNav airport diagram.
179
Q1. What is causing closures at the airport?
a. Safety improvements
b. The airport will be closed for some time
c. It was a busy week
Q2. How many scheduled closures will take place?
a. 1
b. 2
c. 3
Q3. The main idea is
a. There’s a Project at Central Texas Airport
b. Airmen are being notified about this change
c. Runway closures are affecting the airport
Q4. Why is it considered a “busy week”?
a. Lots of business aircrafts are arriving
b. There’s an event coming up
c. Because of the closures

SECTION 9: British Airways Flight 9 (INTERMEDIATE)
Cruising at FL370, the aircraft, a Boeing 747-200, British Airways Flight 9, en-route at night from Sydney to
Melbourne, entered a dense cloud of volcanic ash in the vicinity of a volcanic eruption from Mount
Galungung. The crew had noticed St Elmo's fire and an acrid smell and dust had entered the cabin through
the air conditioning system. All four engines failed and the aircraft started to descend. Once clear of the ash
cloud, the crew managed to restart the engines in succession but because of continued malfunction of one of
them, it was shut down and an en route diversion was made to Bogor on 3 engines.
110
Q1. Why were they diverted to Bogor?
a. There was a constant malfunction
b. There was volcanic activity
c. They had to descend immediately
Q2. What caused the shutting down of the engines?
a. The ash cloud
b. Engine malfunction
c. An en route diversión was made
Q3. According to the information, how did they notice the volcanic ash?
a. They were located near an active volcano
b. The engines were not working well
c. Due to the smell and dust
a. All engines were used in the diversión to Bogor
b. The volcano was located in Mt. Galanggung
c. Both cabin and air conditioning system were affected

SECTION 10: A109, vicinity London Heliport London UK, 2013 (INTERMEDIATE)
On January 16th 2013, an Augusta 109E helicopter being operated by helicopter charter company
Rotormotion making a daylight positioning flight from Redhill to Elstree prior to an intended revenue charter
flight was unable to land due to freezing fog and subsequently requested and received acceptance for a
diversion to the London Heliport when nearby. Shortly afterwards it hit the jib of a construction crane which
was obscured by cloud and the main body of the aircraft fell, with attendant debris, to the ground where the
impact triggered an explosion and fire. The sole occupant of the helicopter and one other person were killed
and several more seriously injured.
110
Q1. Why was the helicopter unable to land?
a. Because of deficient visibility
b. Because he didn’t receive acceptance for diversión
c. Because of the impact
Q2. What caused the explosión?
a. Attendant debris
b. The impact
c. The freezing fog
Q3. How many people were onboard?
a. 1
b. 2
c. Several
Q4. How many casualties were reported?
a. 1
b. 2
c. Several

activities you do.
How do you prepare for an IFR landing phase?
a. Traffic information
b. Weather
c. Instruments
d. Concentration
For an IFR landing is very important to know the wx conditions, and

also to request ATC the traffic information to avoid any incident with
other plane.
The pilot must be very concentrated and trust his instruments,

because this part of the flight is called sterile cockpit, where the pilots
don’t speak and only focus on the landing.

What allows you to successfully land your plane when visibility is
almost zero?
a. ILS category
b. ATC instructions
c. Experience
d. Visual Aids
To land successfully (sacsesfuly) a plane with almost zero (sirou)

visibility means that the pilots don’t have visual aids, in this case the
ATC will give instructions to the pilots to land in a specific ILS
category, in this situation is CAT 3, used for cero visibility, the plane
makes an auto land, and the pilots need a lot of experience to do
this.

What would you do if, after having been cleared for takeoff, you
noticed another aircraft backtracking towards you on the same
runway?
a. Actions to avoid crash
b. Contact your company
c. ATC
d. File a report to authority
My immediate action to avoid the crash would be to stop the plane
completely and then contact ATC and my company to report this
event, and finally I Would file a report to the authority explaining
about this incident so it never repeats.

Crew Resource Management (CRM) is one of the airline safety
programs approved by Aviation authorities and furthermore, it is one
of the requirements for pilots to renew their licenses.
For some airlines CRM training courses must be given once every two
years but for other airlines, CRM courses must be given once a year.
Why do you think CRM training courses must be more recurrent?

a. Human factor
b. Communication skills
c. Situational awareness
d. Teamwork
I think CRM courses must be more recurrent because

On 12 July 2000, a Hapag Lloyd Airbus A310 was unable to retract the
landing gear normally after take-off from Chania for Hannover. The
flight was continued towards the intended destination but the selection
of an en route diversion due to higher fuel burn was misjudged and
useable fuel was completely exhausted just prior to an intended
landing at Vienna. The aircraft sustained significant damage as it
touched down unpowered inside the aerodrome perimeter but there
were no injuries to the occupants and only minor injuries to a small
number of them during the subsequent emergency evacuation.

b. Crew behavior
c. Aircraft behavior
d. Conclusion
This is the story of an incident of an A310 that couldn’t retract the
LG in the flight to Hannover, due to the high fuel consumption the
plane diverted to Viena, due to the drag it burned all the fuel before
reaching the airport, and the plane landed without fuel, some paxs
had minor injuries in the moment of evacuation, fortunately nobody
died, as a conclusion the pilots made a good job because they
followed their procedures.

Owning different designs of aircraft in a same company is expensive
because it requires counting on pilots with different ratings and
qualifications. Why do you think a company owns different types of
aircraft?
a. Range of activities
b. Productivity
c. Competitiveness
d. Costly
In that pictute I saw an engine fire in a US airforce plane, while it was

landing, I didn’t see any firefighters , there was vegetation on the
background, in my opinion the cause was a bird ingestion.
Many airports have extreme amounts of congestion, especially during

heavy traffic periods. Aircraft expend large amounts of fuel during taxi,
take-off and landing therefore airports should be designed to perform
these movements in the most efficient way possible. What kind of
changes do you think will be necessary to solve this issue?
a. Airport design
b. Ground support services
c. Queuing for take-off
d. Number of taxiway and runways
In the future the airports will have a big number of taxiways and
runways to avoid a big queuing for takeoff, also the engineers will make
better airport designs with bigger facilities for the passengers and
improving the ground support services for the planes.

San Jose Information N. 0700 UTC. Wind 090 degrees at 16 knots.
Runway 16 and 31 in use. Visibility, 7 miles. Sky condition, scattered
2,800 ft, broken 17,000 ft. Temperature 32, dew point 28. QNH 1018
hPa. Expect VOR/ILS runway 16 approach.

Arrow 546 is cleared to LVG Airport via the AHM 2 departure Hector
transition, as filed. Maintain 4000; expect FL 210 10 minutes after
departure. Contact Departure frequency on 127.2, squawk 2491

Baron2569, taxi behind the A320 entering runway 23 and continue
taxi to gate B4

Cessna 627, after blue and white helicopter cleared for takeoff,
remain clear of the final approach course, contact Approach when
airborne.

PAN Air 205, maintain runway heading, climb to 4,500 ft. After
passing 2,800 ft, turn right direct to YOM.
King Fish Air1120, due to traffic, descend now to FL380 and turn left
heading 145 and then continue descend to FL260 at your discretion

Imagine that you are the pilot of Gulf Air 322. When you were on
final approach, the wind changed direction and the velocity too. Your
landing speed is above Vref. You plan to make a go-around, then ATC
calls:
ATC: Gulf Air 322, continue approach, surface wind 210 at 12,
gusting to 14
Pilot: NEGATIVE tower I request a go around
ATC: Gulf Air 322, I didn’t get what you meant, what’s wrong?
Pilot: go around due to overspeed , I request new vectors and

altitude

After announcing your passengers, through the passenger address
system, that you will be landing very soon, you hear several loud
explosions over the radio. Watching out of the window, you notice
that several airport buildings, including the Air Traffic Controller
facility are on fire, since you get no response;
1. What would you do in this situation? Will you continue to land at

this airport or not?
In that situation I won’t continue the landing and I would contact

the alternate airport explaining the situation.

controller.
Control tower this is OB 1234, there is no communication with the
destination airport due to fire on the buidings, I request vectors to
your destination.
After climbing out, your airplane begins experiencing serious loss of
electric power intermittently. Electrical power shuts down then
returns after a minute. This on and off cycle is continuous despite the
correct procedures you performed to solve the problem. The flight
instruments and flight computer management system (FCM) are also
affected.
How would you handle this problem?

In this situation I would declare an emergency, after that I would
follow the check list and would contact ATC

Control tower, pan pan pan pan, pan pan OB1234 request priority
landing due to electrical failure, our flight instruments and FCM are
affected.
Version 14

1. Compare and contrast both pictures, saying how flight crew must handle smoke on
board?

In the 1st picture I can see a depressurization because the masks are deployed.

In the 2nd picture I can see an evaciation , the paxs are evacuating using the slide in the aft
door, probably due to a problem with the plane, the crew members are helping the paxs.
In my opinion If there is smoke on board is due to a different pressure in the cabin, the
procedure is to give instructions to the paxs telling them to pull the mask and put it on,
fasten your seatbelt and wait for instructions.
2. What could be the possible causes of smoke? Why?

The smoke is produced due to a different pressure in the cabin, because the quick change
of the pressure produces a fog, this is called condensation.
VERSION A1.4
SECTION 7
Pilot: Durban Tower, Attawasol air 829, fully established runway 27L
Tower: Attawasol air 829, report passing outer marker, QFE 1000 hPa
Pilot: QFE 1000 hpa, roger, Attawasol air 829
Pilot: Outer marker, Airjet 829
Tower: Attawasol air 829, continue approach, 767 just rolling
Pilot: Attawasol air 829
Tower: Attawasol 829, cleared to land, wind calm
Pilot: Cleared to land, Attawasol air 829…lots of birds here…
Pilot: We took one … two birds… and we lost number two engine… Durban Tower,
Attawasol air 829 we have an emergency, number two engine is out…
Tower: Roger your emergency 829, what is your intention?
Pilot: 829 will continue to land, please have the equipment ready
Tower: Roger on that 829…
100
Q1. What is causing the emergency ?
a.Wrong positioning
b.Bird strike
c.Wind
Q2. What callsign is being used ?
a.Attawasol air 829
b.Attawasol air 822
c.Attawasol air 892
Q3. What is the pilot’s final request ?
a.Permission to land
b.Emergency alert
c.Ready equipment
Q4. The outer marker is
a.QFE 1000hpa
b.QFE 1010hpa
c.QFE 1100hpa
SECTION 7
Pilot: Hanoi Control, CF 615
Control: CF 615, go ahead
Pilot: We have indication of weather about 35 NM ahead of us, request turn left
to avoid it, CF 615
Control: 615, negative due prohibited area, turn right 30 degrees and track out 40
NM, report clear of the weather
Pilot: Turning 30 degrees right with 40 kilometers, wilco. 615
Pilot: Control, 615 over LBN at FL 290, we are experiencing moderate turbulence
Control: Roger, 615, keep us advised if conditions get worse
Pilot: Wilco, 615
Pilot: 615 now free of any turbulence and closing back to the course
Control: 615, roger, report joining
Pilot: 615 now on course
100
Q1. The pilot’s callsign is
a.CF 650
b.CF 655
c.CF 615
Q2. What does the pilot want to avoid ?
a.Bad weather
b.Prohibited área
c.To go ahead
Q3. Which instruction is incorrect ?
a.Turn right 30° track out 40nh
b.Report joining
c.Conditions are getting worse
Q4. The turbulence experimented was
a.Severe
b.Mild
c.Non-existent
SECTION 7
Pilot: Cleveland Ground, Stobart 847 request taxi
Control: 847, taxi via Lima to holding point runway 5R, wind 310 at 5 knots,
QNH 1012 hPa
Pilot: Via Lima to holding point runway 5R, QNH 1012 hpa, 847
Control: Readback correct
Control: 847, you’ve taken the wrong direction, turn right at Juliet, turn right at
Romeo and taxi on Lima in the opposite direction
Pilot: Sorry about that, OK, we’re now turning right to Juliet then right again
to Romeo then take Lima in the opposite direction, 847
Control: 847, that’s correct
Pilot: Control, permission to cross runway 36, 847
Control: 847, cleared to cross runway 36 and taxi all the way to holding point
Pilot: Cleared to cross runway 36, 847
110
Q1. This conversation is about
a.A taxi request
b.Permission to cross
c.Giving right directions
Q2. Which is the correct instruction ?
a.Turn right at juliet/Turn left to romeo

b.Turn right at Juliet/Turn right to romeo
c.Turn right at romeo/Turn right to Juliet
Q3. The holding point runway is
a.5R, QNH 1020 HPA
b.5R, QNH 1112 HPA
c.5R, QNH 1012 HPA
Q4. What was the pilot’s final request ?
a.To clear runway
b.To cross runway
c.To taxi all the way to holding point
SECTION 7
Control: GEC 418, due to traffic, fly heading 030, climb 12,000 feet, QNH 1000
Pilot: Control, message garbled, please say again, GEC 418
Control: I say again, VGEC 418, due to traffic, fly heading 030, climb 12,000 feet,
QNH 1000
Pilot: Heading 030, climb 12,000 feet, QNH 1000 hPa, GEC 418
Control: Readback correct, report reaching 12,000 ft
Pilot: Roger, GEC 418
Pilot: Leveling at 12,000, GEC 418
Control: 418, roger, resume own navigation, direct DOX track 030, 12 miles
Pilot: 030, 12 miles direct DOX, 418
Control: 418, traffic at 2 o’clock 6 miles, west bound, a 737, 8000 feet, climbing
Pilot: Looking… 418
95
Q1. What callsign was employed ?
a.GEC 418
b.GEC 481
c.GEC 480
Q2. How was the communication at the beginning ?
a.Clear
b.Distorted
c.Non-existent
Q3. What caused the fly heading 030 ?
a.Weather
b.Traffic
c.Communication issues
Q4. Which piece of information is more accurate ?
a.QNH 1100 HPA
b.QNH 1010 HPA
c.QNH 1000 HPA
SECTION 8 : DuPage Airport Widening Main Runway to Accommodate Larger Aircraft

(ADVANCED)
West Chicago’s DuPage Airport is preparing to widen its 7,570-foot-long primary

runway from 100 feet to 150 feet across.
Construction is slated to begin in mid-May for completion by Dec. 1, said David Bird,
executive director of the DuPage Airport Authority. The primary runway at DuPage
Airport is the longest in the area outside of O’Hare International Airport.
DuPage is home to several business flight departments, and the widened runway will
make the airport viable for operators of larger business jets to consider using DuPage.
“DuPage Airport is very efficient and well run, and it has done an outstanding job of
optimizing its assets to improve its infrastructure,” said Bob Quinn, central region
representative. “All the Chicago-area reliever airports have done a significant amount
of work in the past five or 10 years to improve their infrastructure and capabilities.”
Widening the longest of its four runways is part of the DuPage Airport Authority’s
forward-looking strategy to capture growing business aviation traffic. In 2012, DuPage
officials lengthen the airport’s secondary runway to 6,430 feet, so that it would be
able to accommodate traffic during this year’s construction on the primary runway.
192
Q1. Which sentence best expresses what this article is about ?
a.Main runway widening to accomodate larger aircraft
b.Construction for more flight capacity
c.Dupage airport main features
Q2. Why is the runway being widened ?
a.To keep growing internationally
b.To attract bigger business jets
c.To optimize their needs
Q3. What is said about the airports in Chicago ?
a.They have always been well-equipped
b.They are one of the largest is the U.S
c.They have been optimizing their infraestructures and capabilities
Q4. We can infer about business aviation that
a.They are quite demanding
b.It has been increasing

c.It causes airport traffic
SECTION 8 : Texas City Embraces GA Airport as Economic Driver (ADVANCED)
Officials in McKinney, earlier this month finalized a deal to invest $25 million to buy
the former Collin County Regional Airport and expand its business aircraft services.
The newly renamed McKinney National Airport has a 7,000-foot-long runway, new
control tower and instrument approach, but the airport has never had any air carrier
service, and locals plan to keep it that way.
“Economic development by business aviation, that’s the ticket,” said Ken Wiegand,
Collin County’s airport director. “The McKinney City Council understands we’re ideally
situated for attracting businesses that use aircraft, so they want TKI to be the best
general aviation airport in the region.”
City officials said that the airport is already a business magnet, attracting companies
like Texas Instruments and Torchmark. In addition, the 10,000-member
Commemorative Air Force announced in July that Collin County is on its short list to be
a site to house some of their most valuable World War II warbirds. Plans include a
museum, headquarters space and a base of operations for the group.
The airport’s expanded FBO, renamed McKinney Air Center, is currently open from 8
a.m. to 10 p.m., with night callouts available, but there are plans to expand to 24-hour
fuel and ramp services as traffic increases. The FBO offers numerous amenities,
including catering, crew cars, a crew lounge, flight planning and weather facilities, and
on-site auto rental. American Customs services will remain available.
230
Q1. The text implies that
a.Airports can be seen as economic drivers
b.Airports are high-maintenance
c.Airports contribute with the city’s economy
Q2. What is said about the McKinney airport ?
a.It is brand-new
b.It lacks carrier service
c.It doesn’t need a control tower or instrument approach
Q3. What can be implied with the expression ´that’s the ticket´ ?
a.It’s the boom of business aviation
b.It’s the only way to succeed
c.It is the key to economic success
Q4. Which of the statements is false ?
a.This airport is recently attracting more companies
b.They plan to work 24 hours a day in the future
c.Catering, crew cars and lounges are some of the ammenities they offer
SECTION 9 : A333, en-route, West of Learmonth Australia, 2008 (INTERMEDIATE)
On October 7th 2008, an Airbus A330-300 being operated by Qantas on a scheduled

passenger flight from Singapore to Perth, Western Australia was in the cruise at
FL370 with the AP engaged when one of the air data inertial reference units
malfunctioned and two sudden uncommanded pitch downs followed. A PAN, later
upgraded to a MAYDAY after the extent of occupant injuries became apparent, was
declared to ATC and a diversion to Learmonth initiated with an approach and landing
there about an hour later. Of the 315 occupants, 11 passengers and 1 cabin crew
member were seriously injured and a further 99 passengers and 8 cabin crew received
minor injuries.
An Investigation was carried out by the authorities. Quick access recorder and CVR
data was all successfully replayed to support the Investigation. A Preliminary Report
and two Interim Factual Reports were published whilst the Investigation was in
progress.
151
Q1. Which FL did the airbus have when the situation took place ?
a.370
b.317
c.371
Q2. What caused this event ?
a.The flight level
b.A Unit malfunctioning
c.A diversión
Q3. According to the information, how many people suffered injuries ?
a.315
b.119
c.12
Q4. What is the main idea of this report ?
a.Several causalties after operational issue
b.Event that could have been prevented
c.Emergency procedures
SECTION 10 : A319, Copenhagen Denmark, 2012 (INTERMEDIATE)
It was established that the aircraft commander had landed the aircraft on runway 22L
and selected the reversers to the Forward IDLE position before the aircraft turned to
the right to enter the RET designated as B4 - aligned at 30° to the runway centreline -
at 45 knots ground speed (see diagram below). Braking had been ineffective and
inappropriately biased towards use of the left brakes. As the 142° turn further to the
right at the end of the RET was approached, there were surface skid marks showing
that the nose wheels had lost traction with the groundspeed by then recorded as 31
knots - 12 knots higher than the design maximum speed for the aircraft inertia which
was calculated by the Investigation based on the radius of turn and aircraft inertia. At
this speed, the prevailing inertia had then exceeded the capability of the nose wheel
steering to turn the aircraft in the direction of the curve and the nose landing gear
ended at a significant angle to the direction of aircraft movement - up to 70°- and the
aircraft skidded almost straight ahead and onto the grass. It was found that surface
friction on B4 had been good and it was considered that “consistently braking on the
straight part of B4 could have prevented the serious incident”.
220
a.An accident occured
b.The accident was presented
c.It wasn’t a major accident
Q2. The reasons why this situation took place
a.Are unknown
b.Are clear
c.Are under investigation
Q3. Ineffective and Inappropriate were
a.The use of the runways
b.The allignments
c.The use of the brakes
Q4. What happened first ?
a.The aircraft commander landed
b.The aircraft turned to the right to enter the RET
c.The aircraft alligned at 30° to the runway centerline

1. TLA.F.5.S.1.P.1
Talk about your usual flights
a. Where
b. How often
c. What you pack or carry
d. Would you like to fly somewhere else? Why?
I normally fly every 3 months in Pisco, I carry my personal

belongings like clothes for a couple of days, my headset, my charts;
I normally fly 1 hour to be current, also I would like to fly in other
place like the jungle because the wx changes a lot.
2. TLA.F.5.S.1.P.2
Why do you have to report en-route positions constantly?
a. Separation
b. Traffic update
c. Position reports include…
d. Controlled / uncontrolled airspace
I have to report positions constantly because I fly in a controlled

airspace, and the controller needs a traffic update with a specific
separation between airplanes, this position report includes my
callsign, my actual position, and my estimated time for the next
position.

What would you do if during a flight, a flight attendant advised you
that some very suspicious passengers are communicating through
sign language?
a. Evaluate the situation
b. Coordination with crew
c. Advise ATC
d. Confront the suspicious passengers
In that situation I WOULD lock the cockpit door, then I would

coordinate with the crew to evaluate the situation and finally I would
advise ATC.
The last resource is to confront the suspicious paxs

In spite of various rules imposed to improve air safety, there isn’t a
single year without airplane crashes where passenger aircraft are
involved. What are the common causes why a number of zero
accidents, on a worldwide scale, could not be reached sometime in
the future?
a. Weather
b. Pilot’s error
c. Maintenance
d. Sabotage
We have seen a lot of accidents these years due to bad weather

conditions, heavy storms and lightning. Also statistics show that the
pilots error is a big factor; on the other hand the maintenance is very
important to avoid incidents in flight, and finally the sabotage is not a
common factor.

On November 23, 1995, in normal daylight visibility, an Airbus A340-
300 being operated by Gulf Air on a scheduled international
passenger flight from London Heathrow taxied past a Boeing 757-
200 being operated by British Airways on a scheduled domestic
passenger flight and also departing from London Heathrow which had
stopped on a diverging taxiway within the departure holding area for
Runway 27R such that the wing tip of the Airbus impacted the tail fin
of other aircraft. Two of the 378 occupants of the two aircraft suffered
minor injuries and both aircraft were damaged. Passengers were
deplaned uneventfully from both aircraft.

b. Crew behavior
d. Conclusion
This is the story of an incident occurred between 2 airplanes in London

Heathrow airport, 1 plane was from Gulf Air and the other was from
British Airways. The wing tip from gulf air impacted the tail fin of the
Boeing, 2 paxs suffered minor injuries and the rest of paxs deplaned. As
a conclusion the airbus pilot didn’t calculate the distance and hit the
Boeing

It has been proven, in many crash investigations that the survivability
of passengers is higher if airplane seats are arranged in a rear face
configuration, however airlines do not agree with this configuration.
If they say that a rear-facing seat configuration improves safety, why
do you think airlines do not change the seat configuration in their
airplanes?
a. Old fashion Arrangement
b. Passenger’s accommodation
c. Layout design
d. Working environment
The layout design in all the pax aiplanes is an old fashion
arrangement because maintains the original paxs accommodation
looking to the cockpit, making the paxs feel more comfortable during
the takeoff and the landing, and also making a nice working
environment for the crew members.

In that picture I saw a white plane, without nose landing gear, because
the engines WERE on the floor, THERE WERE people around the plane,
they WERE looking the incident, the doors forward door WAS open, the
plane WAS on the threshold.
I think the cause of the accident WAS a hydraulic problem in the nose
LG, the plane will go to maintenance.
In 10 years twice as many people will be flying compared with today’s

traffic and five years after that 15 times more. Airlines are buying more
aircraft for replacement and expansion. These aircraft will require pilots
and those pilots will require training. To meet the demand, how will
pilot training have to change?
a. Quality of training
b. Funding for training
c. Simulations
d. Pilot certification
I think in the future the QUALITY OF TRAINING will change and will
improve in benefit of the safety of the operation, to achieve (lograr)
that, the airlines will need a big FUNDING FOR TRAINING, for buying
SIMULATORS and for PILOT CERTIFICATION.

Walden information J 10900 UTC. Wind 260 degrees 10 knots, visibility 4
miles. Sky condition scattered 4,000 ft ,broken 10,000 ft, overcast 14,000
feet. QNH 1000 hPa temperature 26 dew point 24. Runway 17L and 17R in
use. Advise you have J information.

Montana 254X, cleared to depart runway 17R, VFR southbound,
squawk 1274, contact Departure on frequency 126.7, contact Ground
on 121.9 prior to taxi.

Aeroking 576, taxi to holding point Runway 05 via taxiway D and E1,
QNH 1012 hPA.

Delta 128, wind 200 degrees 6 knots, runway 14 cleared for take-off

United 458, hold position. After departure left turn approved, climb
not above 2500 feet until control zone boundary

United 345, fly heading 160 degrees, climb FL 150, no speed control.
15. TLA.F.5.S.3.P.1
Imagine that you are the pilot of Varig 341, flying at FL300, passing
TRP at time 15. You estimate to reach LMZ at time 30. You contact
RTW Control to make a position report.
ATC: Varig 341, RTW Control, go ahead, report your position.

Pilot:
Control: Varig 341, I didn’t get what you said, say again please
Pilot:

You are the pilot of Delta Airlines 556. You are approaching your
destination airport and are now beginning contact with Rio Grande
Approach Control. Before establishing contact you notice some smoke
coming from the instrument panel. In a few minutes the cockpit is
filled with smoke so you want to put on your oxygen mask. Now, you
must report to ATC about this situation but your mask prevents you
from speaking properly.


controller.

You were diverted due to bad weather and now are running short of
fuel. You were not concerned because you were already on short final
for a landing. However, when you extended the landing gear, there
was no indication that it was down and locked. ATC also confirmed
that the gears were not extended. You requested to execute a go
around. You were going to make a go around once more to try to
solve the gear problem but your fuel is running low.
Version 15

1. Compare and contrast both pictures, saying how these contaminated runways make it harder to
brake after landing
On the 1st picture we can see a taxiway with snow, its snowing , the picture was taken from the
cockpit, on the right side I can see the facilities.
On the 2nd picture I can see a business jet making an aqua planning , the rwy is very wet due to heavy
rain.

On both pictures the pilots must perform a positive landing to break the layer of water, then they
must put the auto break to stop the plane in a safe way, and finally they can go to the gate.

2. What do you think will happen after these two aircraft complete their landing?
VERSION A1.5
SECTION 7
Controller: Islandways 432, cleared for takeoff, winds 100 at 8 knots
Pilot: Cleared for takeoff, rolling, Islandways 432
Controller: Islandways 432, stop immediately, I say again stop immediately, right main gear is on
fire
Pilot: Stopping, Islandways 432
Pilot: We are on the stop way near the perimeter fence, executing emergency
evacuation, Islandways 432
Controller: Islandways 432, fire engines and ambulance will be there in a few
minutes
Pilot: Thank you, please dispatch three busses, Islandways 432
Controller: Islandways 432, roger
Pilot: we will need other services to inspect the engines too
Controller: Roger
85
Q1. What is the main idea in this communication?
a. Emergency procedures
b. Fire causes evacuation
c. Engine malfunction causes traffic
Q2. The pilot’s callsign was
a. Islandways 432
b. Islandways 423
c. Islandways 342
Q3. What can be inferred in this communication?
a. The pilot misunderstood the information
b. The pilot requested emergency assistance
c. The pilot’s priority was to take off
a. The pilot requested 3 buses for assistance
b. The left main gear was on fire
c. The take off was not interrupted

SECTION 7
Pilot: Departure, airborne, runway heading Jat 910
Controller: Jat 910, climb to 7,000 feet initially
Pilot: Roger, cleared to 7,000 feet initially; request to fly direct to PIM for a test
flight, Jat 910
Controller: At passing 6,000 feet fly direct to PIM
Pilot: At 6000, fly direct to PIM, Jat 910
Pilot: Jat 910, approaching PIM, request from present position to fly direct
to Jet Training Area for a test flight
Controller: At PIM resume own navigation to fly direct to Jet Training Area
Pilot: Roger, Jat 910
Controller: please, inform any other request
85
Q1. Why did the pilot request to fly to PIM?
a. To climb to 7000 feet
b. For a test flight
c. To approach to PIM
Q2. At which altitude did the pilot have to fly to PIM?
a. 6 500 feet
b. 7 000 feet
c. 6 000 feet
Q3. Where is the pilot going for a test flight?
a. Jet training area
b. His present position
c. At 7 000 feet
a. Jat 912
b. Jat 910
c. Jat 900

SECTION 7
PILOT: Tower, Corsica 452, just landed, request taxi instructions
TOWER: Altyn avia 31, left on Romeo 1 for Charlie, report when clear of the
runway
PILOT: Roger
TOWER: Altyn avia 31, you are entering Echo 1! I say again, proceed to Romeo 1
for Charlie
PILOT: Aaah, tower, can we just exit via Echo 1? It’s hard for me to make 180
degrees back now. Sorry for the mistake, I am not familiar with the
airport lay-out yet
TOWER: Altyn avia 31, Echo 1 is under repair, didn’t you see the warning sign?
PILOT: There was no warning sign, request tow to help us…
95
Q1. What did the pilot ask for when landing?
a. Report when runway is clear
b. Taxi instructions
c. Proceed to romeo
Q2. The pilot is finding difficulty in
a. Making a 180 degrees
b. Familiarizing with the airport lay-out
c. Seeing the warning sign
Q3. What did the pilot ask for help?
a. A tow
b. More information
c. Exit via echo 1
Q4. What caused the pilot’s mistake?
a. The making of 180 degrees
b. Not seeing the warning sign
c. Unfamiliarity with the airport

SECTION 7
Pilot: Seattle tower, High sky 726, after departure request right turn
Tower: High sky 726, negative, maintain runway heading, climb 3,000 feet
Pilot: Roger, runway heading, 3,000 feet High sky 726, rolling…
Tower: High sky 726, you’re not yet cleared for takeoff, stop immediately, break,
Aero roa 801, expedite crossing the runway
Pilot: Sorry about that, High sky 726
Tower: High sky 726, vacate runway, turn left Charlie 3
Pilot: Turning left to Charlie 3, High sky 726
Tower: you can either reduce now to maintain level or I can vector you out of current sequence
and bring you back for a new runway
Pilot: Roger
88
Q1. The pilot’s first request was
a. To depart
b. To turn right
c. To climb to 3 000 feet
a. High sky 762
b. High sky 726
c. High sky 722
Q3. Why did the pilot have to stop immediately?
a. It wasn’t clear to take off
b. There were communications issues
c. His request was negative
Q4. Another callsign was mentioned in the dialogue, which was it?
a. Aero roa 810
b. Aero roa 800
c. Aero roa 801

SECTION 8: Commercial Aeroplanes Safety (ADVANCED)
Over many years there have been significant improvements to the safety of
commercial aeroplanes. However, there is still opportunity for improvements in
various areas including
• Airworthiness requirements,
• Manufacturing and maintenance standards,
• The design of protective and emergency equipment, and
• Improved procedures and training for flight crew and cabin crew.
It is highly likely that in-flight fire and smoke events will continue to occur in transport
aeroplanes. Further reducing the risk of in-flight fire requires multiple layers of mitigation.
The Flight Operations Group believes that adoption of the recommendations made in
this document will likely reduce the probability and severity of future in-flight fires.
Smoke may originate within the cabin in either open or hidden areas, from elsewhere in the
pressure hull, from an external ground fire source which either takes advantage of a structural
breach of the pressure hull or a similar source which creates such a breach itself.
Smoke, but more usually oil-based fumes, can also enter the cabin via the air conditioning system,
but this system is normally an essential element of smoke removal until either smoke generation
reduces or ceases altogether or evacuation becomes possible. Switching it off during a cabin fire
without introducing ram air has aggravated cabin fire smoke build up in past accidents and
incidents.
211
Q1. What is the article mainly about?
a. Smoke and fire issues in aircraft transport
b. How to reduce smoke and fire risks
c. Measures to take in case of smoke and fire
Q2. This articles focuses mainly on
a. Safety improvements
b. Smoke and fire causes
c. Aircraft transport fire risks
Q3. According to this text, what does the future hold in these cases?
a. Risks will never be predicted
b. Events like this will always take place
c. We will be able to reduce it significantly
Q4. What is the objective of following these recommendations?
a. Improve airport conditions
b. Raise awareness
c. Diminish the chances and impact of these events

SECTION 8: GPS equipment and Installation (ADVANCED)
GPS equipment and its installation vary considerably.
Most equipment designed for use in commercial aircraft is permanently installed in tested and
approved locations with appropriate power supplies, and, crucially, is fully integrated with other
flight systems.
Some equipment, especially that used by general aviation, is portable with battery power and
lightweight antenna design. Such equipment may create problems in use rather than aid safe
navigation when used by pilots who do not fully understand its limitations and its capabilities.
At present, there is little formal guidance or training in the use of stand-alone GPS in General
Aviation. This presents a serious problem for GA pilots who are often unaware how to properly
use GPS as a supplementary VFR navigation aid. GPS equipment instruction manuals are often
found to be complex and difficult to understand for some of those who acquire or plan to use
such equipment; many pilots require assistance in applying the capabilities of the GPS to safe
navigation.
To address these problems, some flying clubs organise sessions where experienced GPS users
demonstrate and discuss the use of their systems, however, that merely guarantees that the
'instructor' knows more than the 'student' and may not necessarily ensure that the right ideas are
being spread.
205
Q1. What is the topic being discussed?
a. GPS equipment
b. GPS problem areas
c. GPS improvements
a. All equipment in commercial aircraft use it
b. Nowadays there’s little guidance for GPS use
c. There’s a variety in GPS equipment and installation
Q3. Which equipment may cause problems?
a. All equipment
b. Commercial aircraft equipment
c. General aviation equipment
Q4. What is being done in order to guide pilots in GPS training?
a. Demonstration sessions
b. Instructor/student programs
c. Experienced pilots are starting to guide GA pilots

SECTION 9: A332, en-route, North Atlantic Ocean, 2001 (INTERMEDIATE)
On August 24th 2001, an Airbus A330-200 being operated by Air Transat on a passenger flight
from Toronto to Lisbon, experienced abnormal engine indications during the cruise in VMC at
night which the crew eventually realised were indicative of insufficient fuel remaining to reach
the planned destination. A diversion to Lajes Air Force base in the Azores was successfully
completed, despite the onset of complete fuel exhaustion when the aircraft was still a
considerable distance from the runway. A landing was made after 19 minutes with neither engine
functioning and just 5 minutes after the beginning of official daylight. It resulted in deflation of
most of the tyres but the aircraft came to a stop on the runway with some resultant structural
damage to the fuselage and damage to the main landing gear.
The emergency evacuation of the 306 occupants ordered by the aircraft commander resulted in
two persons with serious injuries and sixteen others with minor injuries.
158
Q1. What caused the operational issue?
a. Abnormal engine indications
b. Fuel exhaustion
c. Engine malfunctioning
Q2. How did they realize about the situation?
a. They hadn’t reached their destination
b. Fuel was insufficient
c. There was fuel exhaustion
Q3. The landing originated
a. Fuel exhaustion
b. Complete damage
c. Tyre deflation
Q4. What can be inferred from this report?
a. The original destination wasn’t successful
b. The aircraft were badly damaged
c. There weren’t any casualties

SECTION 10: A319/A332, vicinity Barcelona Spain, 2012 (INTERMEDIATE)
On February 8th 2012 an Airbus A319 being operated by Brussels Airlines on a scheduled
passenger flight from Brussels to Barcelona and established on the ILS Localiser for runway 25R,
and an Airbus A330-200 being operated by Iberia on a scheduled passenger flight from Madrid to
Barcelona and following radar vectors received and responded in day VMC to co-ordinated TCAS
RAs to descend and climb respectively.

An Investigation was carried out by the Spanish investigation agency. Late notification of the
event meant that “there was no possibility of retrieving any of the information on the FDR or CVR
of either aircraft involved". QAR data from the A330 only was obtained. The tracks of the two
aircraft were as shown on the diagram below in which the aircraft are identified by their callsigns
and which also shows the Number 1 aircraft, a Delta Airlines Boeing 777.
145
Q1. What callsigns were used?
a. IBE A330/BEL A319
b. IBE A313/BEL A390
c. IBE A330/PEL A390
Q2. According to the information, the passenger flight had been
a. Not coordinated
b. Scheduled
c. Under investigation
Q3. Which plane’s QAR information was received?
a. Boeing 777
b. A 319
c. A 330
Q4. The TCAS RAS was to
a. Descend and climb
b. Indicate aircraft position
c. Coordinate information

activities you do.
What do you do to improve your flying skills and knowledge?
a. Training
b. Simulator
c. Reading additional material
d. Share experiences
To improve your flying skills and knowledge is important to have a

good training, the best way is in the simulator, the pilots practice
every 6 months different emergency situations, also reading
additional material such as manuals, the QRH helps a lot, and finally
the pilots with more experience can share their experiences too.

Why do pilots brief passengers about flight details such as weather
conditions expected along the way, possible delays and estimated
time of arrival?
a. Protocol or policy
b. Passengers’ awareness
c. Stay calm
d. Passengers can plan their activities
Pilots brief paxs because is a company POLICY, if there is a delay is

important so the PAXS CAN PLAN THEIR ACTIVITIES, on the other
hand if there is a situation with the plane, for example engine
problems, the pilots communicate the paxs so they are AWARE and
they STAY CALM

What would you do if flying en route at FL370 you learned that the
navigational charts you have were outdated and no longer applicable?
a. Crew coordination
b. Request help from ATC
c. Call company
d. Land as soon as possible
In that situation the pilots must REQUEST help from the atc in order
to LAND ASAP because there could be obstacles on the route that
could not be in the chart, then the pilots must call the company to
inform about the situation and finally the captain makes a crew
coordination to inform the paxs that the plane will return to the
airport.

Modern pilots must have many abilities and skills to perform all the
tasks unexpected during any flight. What abilities must a pilot count
on to manage the complex air-traffic system and fly sophisticated
aircraft?
a. Multitasking
b. Calm under pressure
c. Situational awareness
d. Team player
The modern pilots must be TEAM PLAYERS and must fly CALM
UNDER PRESURE, modern planes have computers and pilots have
MULTITASKINGS in the cockpit, finally they must have a good
SITUATIONAL AWARENESS in all the flight to avoid incidents.
5. Section 1. Part 1. – paraphrasing about a past event

The Boeing 727-251, operated by Northwest Airlines, took off from
Miami at 08:15 on the morning of January 4, 1990. About an hour
later, at approximately 09:10, the pilots reported hearing a loud bang
towards the rear of the aircraft. The 14-year-old jet continued to fly
normally and the crew, not knowing that an engine had fallen off,
flew for almost 50 minutes before carrying out a safe emergency
landing at Tampa International Airport at 09:58 EST. The engine was
found a day later in a field near Madison, Florida.

b. Crew behavior
d. Conclusion
This is the story of a B727 of northwest , the plane took off from
MIA, the pilots heard a loud noise, it was one of the engines that fell
off, the plane continued flying normally, and the engine was found in
a field

Aviation Regulations obliged the adoption of TCAS (Traffic Collision
Avoidance System) and GPWS (Ground Proximity Warning System) in
order to avoid collisions with terrain and with other aircraft. Despite
these modern airborne systems carried on planes, collision accidents
still continue to happen. What are some of the reasons why accidents
cannot be prevented from happening?
a. Human factors
b. Poor team work skills
c. Complacency
d. Equipment failure
The main reason is due to COMPLACENCY, pilots sometimes do things

for routine skiping the procedures, sometimes they don’t notice an
EQUIMENT FAILURE, for that reason HUMAN FACTORS and crm are
very important in flight, to avoid poor team work skills.

What changes do you think will happen to cargo transportation?
a. Security of cargo
b. Drones
c. Low cost freighter companies
d. Fastest and safest way to transport goods
In my opinion using drones will be the FASTEST and safest way to

transport goods, because the pilot will be on the ground flying from
an office, the plane can fly for many hours because the pilots can fly
by turns, this means low cost for freight companies ,ensuring the
security of cargo.

This is Vancouver International Airport, Information B. Time 0140Z,
wind calm, Runway 20 in use, visibility 5 miles, temperature 30, dew
point 27, QNH 1006. Expect ILS runway 20 approach. Caution, fire
fighting exercise from 0300-0400Z at the general aviation area.
Advise ATC on initial contact that you have Bravo information.

ATC clears Fairchild 546F to Aston, via. When entering controlled
airspace, fly heading 050, intercept V218 to Aston, direct. Climb and
maintain 5,000 feet, cross WTS at 5,000. Contact SDT Departure on
frequency 132.75. Squawk 2031. You are released for departure,
clearance void if not off by 1540Z. If not off by 1540Z, advise ATC
not later than 1610Z of intentions. Time now 1425Z

Fokker 642, taxi straight ahead to taxiway B, turn right and taxi to
runway 15R, contact tower on 127.55 when ready. QNH 990
millibars.

Cheyenne 210, cleared for takeoff runway 10L, no delay expected
due to traffic, Cessna 4 miles on final for low approach.

Freedom Air 294, go around immediately, maintain runway heading,
climb 4,000 ft. Traffic B737 still on the runway, with flat tires. Expect
further instructions for landing, hold.

KLM621, due to traffic, turn left heading 245, continue climb to FL
290. Traffic, 11 o’clock, 4 miles, westbound B777, out of FL350 for FL
230.

Pretend you are the pilot of American Airlines 404 and now holding at
the runway threshold for takeoff clearance. While holding for ATC
clearance, you noticed a stray dog wandering along the runway
centerline. Then, ATC calls you:
ATC: American Airlines 404, report ready for immediate takeoff.
Pilot:
Control: American Airlines 404, I didn’t get what you said, say again
please
Pilot:

You are the pilot of Lan 556. You are approaching to your destination
airport and are now you begin initiating contact with La Guardia
Approach Control. Before establishing contact, you notice some
smoke arising from the instrument panel. In a few seconds the
cockpit is filled with smoke, requiring you to use your oxygen mask.
You want to report La Guardia Approach about your situation but you
need to wear your mask to breathe properly.
What would you do in this situation?
2. Now, provide a sample of your radio message to ATC.

You are the pilot of Express Jet 390 taking off under inclement cold
weather. The acceleration is normal but while you are getting
airborne, you notice that your airspeed indication differs from your
first officer’s. Moreover, the vertical speed indicator shows zero rate
of climb but you’re certain you are climbing at more than a thousand
feet a minute.
Version 16

1. Compare and contrast both pictures, saying how these situations might affect the development of the
flight
2. What kind of symptom do you think require immediate attention, making you land in the next
suitable airport?
In the 1st picture we can see a man with blowing his nose, maybe is sick or with a cold, on the other
picture we can see a woman Dr and a pax on a stretcher using an oxygen mask, maybe is an air
ambulance, if the pax is in bad condition like a heart attack the plane could divert or land in the
nearest airport,

VERSION A1.6

SECTION 7
Controller : “Sun speed 899, O’Hare approach, descend and maintain 3,000 feet,
heading 180, cleared for ILS runway 07L approach.”
Pilot: “Descend, maintain 3000ft, heading 180 cleared for approach, Sun speed 899”
Controller: “Sun speed 899, Roger”
Controller: “Traffic Alert, advise you turn left 240 and descend to 2000 immediately”
Pilot: “Sun speed 899, heading 240 descend to 2000”
Controller: “Cessna 8 Delta Papa, Traffic, 2 o’clock eastbound B-737, 300 feet above you”
Pilot: “Traffic in sight, Sun speed 899 ”
Controller: roger, keep us informed when reaching destination
Pilot: roger, will do
85
Q1. The callsign used was
a. Sun speed 899
b. Sun speed 890
c. Sun speed 989
Q2. What caused the descent at 2000?
a. The communication was not clear
b. The traffic
c. The plane’s altitude
Q3. Where did the other pilot find traffic?
a. At descent
b. At runway 07 L
c. At 2 o’ clock eastbound
Q4. Where was the pilot instructed to descend?
a. To 3000
b. To 2000
c. To runway 07 L

SECTION 7
Controller: Aero pegaso 768, heading 090, descend to and maintain 1,500 feet until
established the localizer, clear for ILS runway 07 approach.

Pilot: Heading 090, descend to 1,500 feet until established on the localizer clear for ILS 07
approach.

Controller: Aero pegaso 768, you are too low, check your altitude and instruments.

Pilot: Approach Control, Aero pegaso 768, the glide-slope is out of order. Again, glide slope
malfunctioned.

Controller: Aero pegaso 768, cancel the ILS approach, and continue non-precision
approach runway 07

Pilot: Roger, Aero pegaso 768
Controller: one more thing, Aero pegaso 768. We need information on your current FL
Pilot: in a minute…
90
Q1. Why was the pilot told to descend his FL?
a. To maintain 1500 feet
b. To establish the localizer
c. To clear for ILS runway
Q2. The pilot was requested to check altitude and instruments due to
a. Low position
b. The glideslope
c. Approach cancelation
Q3. What was wrong with the glideslope?
a. It wasn’t being used
b. It was off all the time
c. It was working defectively
Q4. The approach cancelation was caused by
a. Glideslope malfunctioning
b. Non-precise information
c. Pilot’s fault

SECTION 7
Pilot: Bravo Radar, Volta 448

Controller: Volta 448, Bravo Radar, go ahead

Pilot: Volta 448, Ottawa to Greenlands, FL 200, we are not sure of our position, request radar
vectors

Controller: We can assist you until you leave Ottawa, for identification turn right 060 degrees,
report new heading

Pilot: We are transponder equipped, Volta 448
Controller: Roger, squawk 2122
Pilot: Squawking 2122

Controller: Volta 219, radar contact, turn left heading 240, you are 15 miles
to LASIK VOR, maintain Fl 200

Pilot: Turning left heading 240, we’ll maintain FL 200, Volta 448
85
Q1. Why were radar vectors requested?
a. For identification
b. To check positioning
c. To know new destination
Q2. The controller approved assistance in Ottawa .
a. For take off
b. For landing
c. For identification
Q3. Sqwaking was requested in frequency
a. 2112
b. 2212
c. 2122
Q4. The callsign employed was
a. Volta 484
b. Volta 448
c. Volta 488

SECTION 7
Control: Fracjet 222, due to traffic, fly heading 050, climb 14,000 feet, QNH
1002

Pilot: Control, message garbled, please say again, Fracjet 222

Control: I say again, Fracjet 222, due to traffic, fly heading 050, climb 14,000
feet, QNH 1002

Pilot: Heading 050, climb 14,000 feet, QNH 1002 hPa, Fracjet 222
Control: Readback correct, report reaching 14,000 ft
Pilot: Roger, Fracjet 222

Pilot: Leveling at 14,000, Fracjet 222

Control: 222, roger, resume own navigation, direct DOTT.
Pilot: Direct DOTT, 222
Control: 222, traffic at 3 o’clock 5 miles, west bound, a 737, 10,000 feet, climbing

Pilot: Looking… 222
Control: 222, do you need vectors
Pilot: Negative, traffic in sight, 222

100
Q1. What caused the fly heading to 050?
a. Low FL
b. Unclear message
c. Traffic
Q2. The QNH was at
a. 1002 hpa
b. 1020 hpa
c. 1012 hpa
Q3. The traffic was reported at
a. 14000 feet
b. 3 o’clock 5 miles
c. 10000 feet
Q4. Did the pilot request vectors?
a. Yes
b. No
c. Not stated

SECTION 8: Cold Weather Operations Checklist for VFR Flights (ADVANCED)
a) In extremely cold temperatures all oil lines, oil pressure lines and tanks, in aircraft with
reciprocating engines, should be inspected for proper insulation to preclude the possibility of oil
congealing. Insulations must be fireproof and accomplished by an experienced mechanic.
b) baffles, winter fronts and oil cooler covers are recommended by some manufacturers
c) check if oil and grease grades are as those specified by the manufacturer
d) Special care is recommended during the preflight to assure that the crankcase breather system
is free of ice. Check if modification of the system is necessary and if yes, if it is approved.
e) Inspect all hose lines, tubings, seals for any deterioration. Check all clamps and fittings.
f) Inspect the cabin heater system to eliminate the possibility of carbon monoxide entering the
cockpit/cabin.
g) check all control cables
h) Remember that feathering of oil pressure controlled propellers, in extreme cold, may lead
to the situation where congealed oil will not allow to unfeather the propeller.
i) If the airplane must be parked outside, wet cell batteries should be either kept fully charged or
removed from the aircraft to prevent loss of power cause by cold temperatures. Dry cell
batteries are resistant to power loss by freezing.
j) Look out for any mud or slush which thrown into wheel wells, during taxi and takeoff, may
freeze in flight and cause landing gear operational problems. If possible, avoid surfaces covered
with mud or slush and remove wheel parts to prevent the possibility of frozen substance locking
the wheels/brakes.
264
Q1. Which would be an appropriate heading for this text?
a. Aircraft assistance for cold weather
b. Aircraft preparation for cold weather
c. Aircraft solutions for cold weather
Q2. Which statement is not mentioned in the article?
a. Cabin heater system inspection
b. Oil and grease grades must be checked
c. Airplanes should not be parked outdoors
Q3. What is said about hose lines, tubings and seals?
a. They must be inspected
b. They may suffer deterioration
c. They have to be approved
Q4. The text states that mud or slush can cause
a. Take off operational issues
b. Landing operational problems
c. Taxi operational incidents

SECTION 8: Airspace Infringement (ADVANCED)
Airspace infringement occurs when an aircraft enters notified airspace without previously
requesting and obtaining clearance from the controlling authority of that airspace, or enters the
airspace under conditions that were not contained in the clearance.
Notified Airspace includes controlled airspace structures in ICAO airspace classes A to E, such as
Airways, Terminal Control Areas , Control Zones or aerodrome traffic zones outside controlled
airspace, as well as restricted airspaces, such as danger areas, restricted areas, prohibited areas
and temporary reserved airspaces.
It should be noted that VFR traffic cannot infringe class E airspace because under ICAO rules
neither an ATC clearance nor radio communication is required to enter or operate within it,
unless filed national differences call for one or the other. Traffic following instrument flight rules
can infringe class E airspace when not in receipt of a clearance to enter it.
Although VFR flights do not require clearance to enter Class E airspace, serious incidents have
occurred between VFR and instrument flight rule flights in such airspace due largely to limitations
in the “see-and-avoid” principle. Therefore this type of incident is also being addressed by
airspace infringement prevention initiatives.
All classes of aircraft are prone to airspace infringement, but the majority of incidents recorded
involve General Aviation. This is unsurprising, as most General Aviation VFR flights are conducted
outside controlled areas and zones, and are in general flown by less trained and experienced
leisure pilots; whereas Instrument flight rule flights are usually conducted within controlled
airspace and carried out under the supervision of ATC units.
257
Q1. According to the text, Airspace Infringement means
a. Enter notified airspace without clearance
b. Enter notified airspace with no permission
c. Enter notified airspace under bad conditions
Q2. When can Infringement be allowed?
a. When there’s filed national differences call for both
b. When there’s no radio communication
c. When there’s no clearance request
Q3. Which flights do not require clearance to enter class E airspace?
a. AFR
b. IFR
c. VFR
Q4. Most incidents are caused by
a. Aircraft that infringe airspace
b. ATC units
c. General Aviation

SECTION 9: Pre-flight Preparations (INTERMEDIATE)

As with other modes of navigation, pre-flight preparation is extremely important.
After aeronautical information, including NOTAMs, has been checked and a meteorological
briefing obtained, the route must be selected and marked on the map, avoiding controlled
airspace, danger areas, etc.; or if it is intended to enter controlled airspace for part of the flight,
the point of entry and departure must be plotted and defined by reference to a radio beacon or
airway reporting point.
The route should be selected by reference to a topographical map, so that best use is made of
ground features to facilitate navigation; for example, the route might follow a line feature and
turn at easily identified positions.
Ideally, a topographical map marked with airspace restrictions should be used.
Care should be taken to ensure that line features and turning points selected are unique.
153
Q1. Why should the route be selected and marked on the map?
a. To avoid controlled airspace
b. To check meteorological briefing
c. To give aeronautical information
Q2. What can be done to enter controlled airspace for part of the flight?
a. It must be previously informed
b. The part of entry and departure must be plotted and defined
c. Select the best route
Q3. According to the article, Why is it important to select the routes?
a. To check a topographical map
b. To facilitate map references
c. To make navigation easy
Q4. The article mainly focuses on
a. Pre-flight preparations
b. Aeronautical information
c. Topographical maps

SECTION 10: B733, Burbank CA USA, 2000 (INTERMEDIATE)

On March 5th 2000, a Boeing 737-300 being operated by Southwest Airlines on a scheduled
passenger flight from Las Vegas to Burbank overran the landing destination runway in normal day
visibility after a steep visual approach had been flown at an abnormally high speed. The aircraft
exited the airport perimeter and came to a stop on a city street near a gas station. An emergency
evacuation of the 142 occupants led to 2 serious injuries and 42 minor injuries and the aircraft
was extensively damaged.
The finding of probable cause was that “the flight crews excessive airspeed and flight path angle
during the approach and landing and its failure to abort the approach when stabilized approach
criteria were not appropriate” and that “contributing to the accident was the controller’s
positioning of the airplane in such a manner as to leave no safe options for the flight crew other
than a go-around manoeuvre”.
152
Q1. According to the report, how many people were hurt?
a. 2
b. 42
c. 44
Q2. We can understand that the aircraft is
a. Being repaired
b. Really damaged
c. Having technical issues
Q3. Which of these was not a cause of the accident?
a. Speed
b. Aircraft positioning
c. Approach criteria
Q4. What’s so unusual about this accident?
a. The aircraft was damaged
b. The high speed
c. The landing destination

Formato 7
1. A.7.S.1.P.1.
Why is the cross-checking (verification) process a vital element of a
pilot's duties?
a. Pilot Monitoring
b. Aircraft performance
c. Equipment settings
d. ATC clearances
The cross checking is a very important process because the pilots

must check the equipment settings and also if the aircraft
performance is the optimal for the flight, inside the cockpit the duties
are pilot flying and pilot monitoring, he is responsible to request the
ATC clearance and to monitor the instruments.
2. A.7.S.1.P.2.
Why is English language important in your job when flying to
international destinations?
a. Confidence
b. Safety
c. Comprehension
d. It is not important
English is the official language in aviation, it ensures the SAFETY of

the operation, and the comprehension of the clearances , also the
confidence in the communication , for some domestic airlines English
is not important to communicate because they fly inside the country
3. A.7.S.1.P.3.
What would you do if, while on cruise, a flight attendant informed
you that she discovered a handgun in one of the aircraft’s toilets?
a. Coordinate with crew
b. Intentions
c. Contact ATC
d. Inform passengers
In that situation I must coordinate with the crew how to manage this
situation, then I would contact ATC and my company my intentions, I
wouldn’t inform the paxs because to avoid panic on board.
4. A.7.S.1.P.4.
There is a pilot shortage worldwide that many airlines are concerned
about. In addition, only a few of the many graduated pilots in the
world become commercial pilots successfully. Why do you think most
pilots do not become qualified enough to be an airline pilot?
a. Tests
b. Flying skills
c. English skills
d. Financial support
Most pilot don’t become pilots because they don’t have the
FINANCIAL support , aviation is an expensive career and pilots need
to pass a lot of TESTS, also they must have the adequate FLYING and
ENGLISH skills
5. A.7.S.1.P.5.
On 20 August 2007, as a Boeing 737-800 being operated by China
Airlines on a scheduled passenger flight arrived on the designated
nose-in parking stand at destination Naha, Japan in daylight and
normal visibility, fuel began to leak from the right wing near to the
engine pod and ignited. An evacuation was quickly initiated and all
165 occupants including 8 crew members were able to leave the aircraft
before it was engulfed by the fire, which spread rapidly and led to the
destruction of the aircraft and major damage to the apron surface. As
the stand was not adjacent to the terminal and not served by an air
bridge, there was no damage to structures. All occupants had left the
aircraft before the Airport Rescue and Firefighting Services arrived at
the scene.

b. Crew behavior
DONT RECORD!!!
c. Damages
d. Conclusion
This is the story of a fuel leak of a B737 of china airlines, the incident
was produced in the day, all the 165 paxs and the 8 crew members
evacuated , the plane wasn’t near the terminal, so there wasn’t any
damage to the facilities, the fire fighters arrived after the evacuation.
6. A.7.S.1.P.6.
Some people working in the aviation industry agree that passenger
aircraft should carry an anti-missile system to protect the aircraft
from MANPADS (man-portable air-defense system) used by terrorists.
How would carrying an aircraft anti-missile system on the plane affect
the flight?
a. Passengers’ fear
b. Aircraft weight
c. Countries t war
d. Safety
I think that carrying a man pad could affect the aircraft weight, also
could generate the paxs fear to fly, I don’t think a civil plane with
paxs is appropriate to take missiles , even if they fly over countries
at war, basically for safety reasons.
7. A.7.S.1.P.7.
I saw a plane of lion broken in half, the plane was floating near some rocks, there were some
people looking the plane, I think the cause was an overrun

8. A.7.S.1.P.8.
Imagine you notice that the flight dispatcher is loading the aircraft
beyond the limits of weight configuration of the airplane. You report
this incident to the captain but he tells you that this is normal and
accidents will never occur if the plane is overloaded beyond its weight
capabilities. What are you going to do about it?
a. The weight and balance manual
b. Evaluate the situation
c. Persuade the captain
d. Report
In that situation I would PERSUADE the captain telling him that

according to the weight and balance manual is not safe to fly with that
weight, and we would have to evaluate the situation,if the captain
continues telling me that is normal I would have to report my
company.

Melbourne Information B time 0400Z. Runway in use 26, wind 280
degrees at 20 knots, visibility 3000 m, sky condition few BKN 030,
Temperature 25, QNH 1013hpa, braking action poor, use caution:
damp water on the XW4, expect VOR/DME runway 20 approach.

ATC clears Cessna 1546F to the Westerly County Airport via, when
entering controlled airspace, direct North Boston then as filed. Climb
and maintain 5,000 feet, expect 8,000 10 minutes after departure.
Contact RNK Departure on 125.07, squawk 6564. Released for
departure at 1420Z, clearance void if not off by 1430Z. If not off by
1430Z, advise ATC not later than 1500Z of intentions. Time now is
1415Z

Korean Air, taxi to runway 14 via C, hold short of A1, QNH 1000.
request wind information.

Sky156, traffic, B-747 landing runway 26 hold short of the
intersection, runway 33 cleared for takeoff.

Weston 803, climb at 3000 feet and maintain runway heading.

Austrian Air 325, cross MDP VOR and outbound heading 142 maintain
transition level. There is traffic taking-off from RWY 13 and climbing
at 3000 feet.
15. A.7.S.3.P.1.
Imagine you are the pilot of Alaska Airlines 522. When flying on short
final, the wind direction and velocity change, now your landing speed
is above Vy. You try to make a go-around, then the ATC calls:
ATC: Alaska Airlines 522, continue approach, surface wind 220 at 14,
gusting to 18
Pilot:
ATC: Alaska Airlines 522, I didn’t read you clearly, what’s the
problem?
16. A.7.S.4.P.1.
You are traveling as a deadhead pilot on a long haul international
flight. Halfway of the flight, several loud sounds are heard and you
notice that the aircraft is experiencing moderate vibrations due to
turbulence. The captain does not want to pay attention to this, but as
a pilot you notice that the plane is experiencing loss of control,
judging by your observations.
2. Now, provide a sample of your radio message to ATC.
17. A.7.S.5.P.1.
You are the pilot of Air Baltic 390. After taking off under inclement
cold weather the acceleration seems to be normal but while you are
getting airborne, your airspeed indication is different from your first
officer’s and what is more, the vertical speed indicator reads zero rate
of climb but judging by your sense, you know that you are climbing
at more than 1200 feet per minute.
Version 17

1. Compare
and contrast
both
pictures,
saying how
these
situations are
related in
terms of epidemics and possible treatment on board

2. What kind of training is required to confront this type of event?
VERSION A1.7
SECTION 7
Pilot: Tampa Tower, Globetrotter 755SE, we are returning to airport, we have an
electrical problem.

Controller: Globetrotter 755SE, what kind of electrical problem?

Pilot: The low voltage warning light keeps coming on. It looks like an alternator has
malfunctioned. We may lose our electrical power so our radio could be dead soon

Controller: Roger, Globetrotter 755SE, squawk 0734 and ident.
Pilot: Globetrotter 755SE, squawk 0734 and ident.
Controller: Globetrotter 755SE, radar contact, if possible, report at downwind runway 9L,
you are number 1, clear to land runway 09L.

Pilot: Globetrotter 755SE, Number 1, clear to land runway 09L.
90
Q1. The electrical problem caused
a. Low voltage
b. Malfunctioning
c. Airport return
Q2. According to the context, what does the warning light mean?
a. There’s possible electrical loss
b. There’s inevitably electrical loss
c. There are signs of electrical loss
Q3. The sqwaking was at frequency
a. 0743
b. 0734
c. 0733
Q4. What permission did the pilot get at runway 9L?
a. To be number 1
b. To report information
c. To contact radar vectors

SECTION 7
ATC: Arrow 567, continue approach, caution, runway is wet, previous landing MD 11
reported water on the runway, braking action is poor

Pilot: Roger, Arrow 567 over the inner marker
Pilot: Are the approach lights on? Arrow 567

ATC: Affirmative, the lights are on

Pilot: Please adjust to maximum setting; approach light is not in sight, Arrow 567
ATC: Arrow 567, approach lights are on maximum setting, you’re cleared to land
Pilot: Light is still not in sight; we’re going around, Arrow 567
ATC: Arrow 567, climb straight ahead until 8,000 feet then turn left to FRAM

Pilot: Roger, climb straight until 8,000; turn left to FRAM
105
Q1. Why did the control inform to continue approach?
a. The runway was wet
b. The breaking action was poor
c. They had to land
Q2. What location did the pilot have?
a. Inner marker
b. Runway
c. Not informed
Q3. Since the pilot couldn’t see the lights he requested to
a. Land
b. Clear the runway
c. Adjust to maximum setting
Q4. We can infer that the pilot decided to go around because
a. He couldn’t see the lights
b. He wanted to climb FL
c. He wasn’t able to land

SECTION 7
Pilot: Princeton Departure, KP 608, airborne, runway heading
Controller: Maintain runway heading, climb to FL 270
Pilot: Roger, runway heading, climb to FL 270, KP 608

Controller: KP 608, ground personnel reported that flame is coming out from one of your
engines, verify

Pilot: Affirmative, number one engine has surged, we’re shutting down number one
Controller: KP 608, what’s your intention?
Pilot: We are stable now but we’re requesting to return to the airport, KP 608

Controller: KP 608, roger, you’re number one
Pilot: roger, thanks. We will proceed right now
Controller: KP 608, any other request keep us informed
90
Q1. The pilot was informed to climb to
a. FL 270
b. FL 217
c. FL 271
Q2. Why was the pilot requested to verify engines?
a. Because it was climbing
b. There were signs of fire
c. They had just departed
Q3. We can infer that number one was shut down due to
a. Preventive measures
b. Emergency
c. Engine malfunctioning
Q4. What was the pilot’s final request?
a. To be number one
b. To return to the airport
c. To have stability

SECTION 7
Pilot: Gregory Ground, Reva air 1136 request taxi on runway 13 for runway 06
departure

Controller: Hold short you are number 2
Pilot: Holding, Orient 1136
Controller: Reva air 1136, cleared to taxi on runway 13 for runway 06 departure
Pilot: Cleared to taxi on runway 13, rolling, Reva air 1136
Controller: Reva air 1136, vacate the runway immediately, I repeat, vacate the runway
immediately, acknowledge

Pilot: Ground, request taxi instruction, Reva air 1136

Controller: Reva air 1136, take the nearest taxiway, break, all aircraft, vacate runway 13 and
runway 06, a B747 is on emergency due to system failure and may use either runway.
90
Q1. What caused the emergency?
a. Aircraft approach
b. Traffic
c. System failure
Q2. The pilot’s first request was
a. Taxi on runway
b. Departure
c. To know his position
Q3. Why did the pilot ask for taxi instructions?
a. He was number 2
b. He was informed to vacate
c. He was near the taxiway
Q4. What callsign did the pilot have?
a. Reva air 1133
b. Reva air 1163
c. Reva air 1136

SECTION 8: Aircraft Brakes (ADVANCED)
Aircraft brakes, for land based aircraft, are almost exclusively located on the main wheels
although there have been some aircraft over the years which have also had nose wheel brakes.
Operation of the brakes has evolved from a single lever applying all brakes symmetrically, to heel
operated pedals, to toe operated brake controls incorporated into the rudder pedals. With the
foot operated controls came the ability to apply left or right brakes independently allowing use of
differential braking to steer the aircraft during ground operations and to maintain directional
control during that portion of the takeoff or landing roll when the airspeed is too low for the
aerodynamic controls to be effective.
In early aircraft, transmission of the brake control input to the braking device was mechanical -
most often through cables. This was inefficient and could only be effectively used in small aircraft.
The solution was to develop hydraulically activated brakes and this remains the standard on the
vast majority of aircraft flying today. In small aircraft, the system can be powered by a master
cylinder and does not need hydraulic pumps. In larger aircraft, pumps are required to provide the
necessary hydraulic fluid pressure and volume.
198
Q1. Why is said that aircraft brakes are ‘almost’ exclusively located on the main wheels?
a. Some aircraft operate with nose wheel brakes
b. Some are land-based aircraft
c. Some have evolved differently
Q2. How did the left and the right brakes become independent?
a. Because of the foot operated controls
b. They needed to be different
c. To maintain directional control
Q3. According to Aircraft history, which statement is true?
a. All braking devices were through cables
b. Only small aircraft found effectiveness in braking devices
c. It was completely inefficient
Q4. What can be inferred from this text?
a. Small and large aircraft have different braking systems
b. New aircraft have better braking systems
c. Aircraft industry is always developing

SECTION 8: The Thrill of Flying the World’s Smallest Jet (ADVANCED)
Last summer while I watched Justin Lewis perform at an airshow in his polished silver BD-5J, that
old feeling came back. I longed to strap into a BD-5 jet again. I wanted to dive it along the show
line, pull up vertical, gyrate through a Wild Turkey, drift backward into a tail slide, bop the gear up
and down, then zoom past the airshow crowd the way we used to in 1975, when I was the third
pilot of the BD-5 Jet Team.

Sleek as a bullet, efficient as a sailplane, sexy as a little Reno racer, the BD-5 was the key piece in
Jim Bede’s 1970s dream of affordable, fun flying for the masses. Bede had already hit a home run,
selling more than 800 kits for his boxy, practical, build-it-yourself BD-4. But orders for the BD-5
soared into the thousands.

The airplane whispered fantasy and adventure. Nothing about it said wife and kids. Built at home,
slipped on at the airport, it was a single-seat, man-size toy. With a fuselage not much bigger than
a motorcycle, it earned a Guinness record as the world’s smallest jet. Its wings and tail could be
removed for storage in a garage instead of an expensive-to-rent hangar. The public panted for it.
Even before the airplane flew or the engine ran, people sent deposits hoping for kits to build or
places in line for the production model.
235
Q1. Why did the person start to recall old time memories?
a. He saw someone recently doing the same thing
b. He always loved its features
c. People are talking about it nowadays
a. People didn’t appreciate all its features
b. The BD5 is the best jet ever
c. It’s been a long time since he last flew a BD5
Q3. The main difference between the BD4 and BD5 is that
a. The BD5 was more affordable
b. The BD5 was a best-seller
c. The BD4 was more practical
Q4. According to the text, what does the author imply by ‘Nothing about it said wife and kids’?
a. It was only for single people
b. It was attractive to women
c. It was a one-seater

SECTION 9: The rules of the air (INTERMEDIATE)
The Rules of the Air state that clearance must be obtained before an aircraft enters controlled
airspace. All aircraft wishing to enter controlled airspace must file a flight plan, either on the
ground before flight, or in the air, and the air traffic services involved must receive the request at
least 10 minutes before the expected time of entry.
Getting clearance may take a little time; the controller has other jobs to do and may be dealing
with a more urgent task - perhaps on another frequency, and he/she has to check the position
and level of other aircraft before giving clearance. That is why the request must be made at least
10 minutes before entry time.
a. An aircraft must not enter controlled airspace until clearance has been received.
b. It is not sufficient that the pilot has informed the controller of his/her request; entry must
await receipt of formal clearance;
c. The aircraft must stay clear of controlled airspace while awaiting clearance.
175
Q1. According to this text, what is the most important rule to enter controlled airspace?
a. Obtain clearance
b. Enter controlled airspace
c. Check traffic services
Q2. Why is it a must to file a flight plan?
a. To have enough time for entry
b. To request for permission
c. To enter controlled airspace
Q3. The article makes us infer that is a vital rule.
a. Patience
b. Anticipation
c. Precision
a. The controller has other responsibilities besides giving clearance
b. The request should be received at least 10 minutes before
c. Getting clearance is always urgent

SECTION 10: C185, Smithers BC Canada, 2000 (INTERMEDIATE)
"The Cessna 185 aircraft was purchased in Spokane, Washington, USA, on September 27th 2000
and test flown by the pilot that day. The seller certified that all of the required maintenance was
accomplished before selling the aeroplane. The next day the pilot departed Deer Park, on a ferry
flight to Alaska. At about 1200 Pacific daylight time, the aeroplane landed in Smithers, British
Columbia, after a flight from Williams Lake. The pilot had the aeroplane refuelled, received a
weather briefing, and filed a flight plan. The flight-planned route was from Smithers direct to
Dease Lake, then direct to Whitehorse, Yukon. At 1217, the pilot and two passengers departed
Smithers. At 1317, the Cospas-Sarsat system received an emergency locator transmitter signal
from an area about 80 nautical miles northwest of Smithers. Search-and-rescue aircraft were
dispatched; however, weather conditions made the search hard. The wreckage of the Cessna 185
was found at 1310 the next day at 5100 feet above sea level on a snow-covered, treeless hillside,
at latitude 56°08' north and longitude 128°16' west. No fire had occurred. The three occupants
were fatally injured."
184
Q1. According to the text, the aircraft had been certified by
a. No one
b. The seller
c. The airport
Q2. What made the search for the aircraft complicated?
a. The weather
b. The area
c. The distance
Q3. What happened to the aircraft?
a. It was intact
b. Not stated
c. It was badly damaged
Q4. How many people died in the accident?
a. None
b. 3
c. 1

activities you do.
How do you maintain a good working environment with your
captain/co-pilot?
a. Information Flow
b. Coordination
c. Motivation
d. Friendly atmosphere
To have a FRIENDLY atmosphere in the cockpit, both pilots must

have good COORDINATION and share their duties, the pilot with
more experience must MOTIVATE his crew , so in case anything
happens there will be a good INFORMATION FLOW

Airline pilots consider these topics below like the worst situations they
have to undergo when flying. Why do they consider them as such?
a. Unexpected weather
b. Landing
c. Airspeed control and management
d. Takeoffs
Unexpected weather can generate delays or flight cancelations, if the

weather is real bad the LANDING could be difficult for pilots and
uncomfortable for the paxs, on the other hand the TAKEOFFS will be
cancelled for bad weather and the ATC will have to deal with the
AIRSPEED control and management.

How would you manage in-flight fires?
a. Protection
b. Plan for Immediate Descent and Landing
c. Fight the Fire
d. Ground support
In flight fires are very dangerous, pilots must FIGHT THE FIRE
immediately, for this they must put their mask for PROTECTION, then
they must PLAN for immediate descend and landing, and finally
request ground support like fire fighters.
Among the courses approved by Aviation authorities, for airline
safety, Crew Resource Management (CRM) is considered as one of
the requirements to renew a pilot´s license.
Do you think CRM helps enhance airline safety? Why?
a. Crew management skills
b. Flight operational skills
c. Working environment
d. Unnecessary course
Some small airlines think that crm is an unnecessary course, but is

not, crm is very important because the working environment is better
in the cockpit, there are better flight operational skills, this course
improves the crew management skills, so they are prepared in case
of any emergency.

Flight X departed the gate at 8:30am and was cleared to taxi to
runway 18L. The aircraft was instructed to line up on the runway and
hold for one minute due to the possibility of wake turbulence from a
departing American DC-10. The crew requested to extend the hold to
two minutes which was granted. Eventually, the crew was cleared for
takeoff. The takeoff was normal until the main wheels left the ground,
at which point the aircraft commenced a violent rolling motion which
resulted in the right wingtip contacting the runway. The aircraft
developed compressor surges and was unable to obtain altitude. The
aircraft then hit the ILS localizer antenna 1000 feet from the end of
runway 18L, remained airborne for a further 400 feet until it struck
the ground, and came to rest 3200 feet from the end of the runway.
Fire erupted in the right wing area and quickly spread and engulfed
the rear of the aircraft.

b. Crew behavior
d. Conclusion / Pilot error (flaps configuration)
This is the story of a flight that departed after a DC10, the pilot
waited for 2 minutes to avoid wake turbulence, in my opinion a good
decision made by the pilot; when the plane left the ground it began to
roll and the wing tip hit the runway, then it hit the localizer antenna
and finished out of the runway, then fire began on the right wing
expanding to the rear of the plane.

The result of the investigation in one aircraft accident proved that one
of the reasons for the crash was that both the captain and the first
officer were not very familiar with the new turbojet aircraft. Do you
think that courses for transitioning from one aircraft to another are
necessary before flying a new plane for which you are not rated? If
so, describe the requirement below for transitioning from one aircraft
to another
a. Cockpit familiarization
b. Aircraft knowledge
c. Pilot requirements
d. Normal and abnormal emergency procedures
To make a transition from one plane to other there are some pilot
requirements, they must have a good aircraft knowledge, to know
about the performance, limitations, Normal and abnormal
emergency procedures, finally is important to have a cockpit
familiarization.

http://wrecks.justsickshit.com/wp-content/gallery/crazy-
car-crashes/plane-crash-pic-aircraft-accident-picture-
cessna-crash.jpg
I saw a small plane hanging on some electric cables, maybe the pilot didn’t see the cables and
finished like that, I saw a couple of fuel tanks, and the sky was cloudy

The demand of pilots is increasing by the year; however only a few of

the many pilots in the world are successful in becoming commercial
pilots. How do you think the industry is going to change this scenario
and satisfy the demand?
a. Scholarships
b. Training schools
c. Lower the cost of flight hours
d. Advertising campaign
To satisfy the demand of pilots, the academies must LOWER the cost of
flight schools, maybe they can offer SCHOLARSHIPS to the best
students, in peru we can find a lot of training schools, this career is
very popular nowadays that they don’t need advertising campaigns

Manila International Airport, Information A 1000 UTC, runway in use
11, expect ILS approach, surface wind 150 degrees 10 knots, visibility
miles, clouds scattered 1300 feet, scattered 1600 feet, temperature 64,
dew point 18, QNH 1009, expect moderate turbulence and wind shear
near the runway, advise you have received information A on
frequencies 118.1 for arrival and 125.1 for departure.

ATC clears Atlas Air 5327K, to enter Class C airspace via fly runway
heading, maintain VFR westbound at or below 2,500 ft, expect 4,500
ft in 08 minutes after departure, departure frequency 124.05, squawk
1274, contact ground on 121.9 prior to taxi

Cirrus 1379, vacate runway 12 via D3, expedite taxi due traffic on
short final. Report commencing.

Delta 142, expedite crossing runway 06R, cleared for takeoff runway
06L, wind from 120 at 12 knots, traffic 3 miles on final runway 06R.
If unable, hold short runway 06R.

Sea Air, radar contact 25 miles north of OLV, climb to 5,000 ft
initially, fly to CLE on a heading 095, report over CLE.
14. Section 2. Part 1. – En-route instructions

Cathay 100, radar contact 45 miles east of JMG climb to FL310 until
further advice. After passing FL280 cleared direct to SKE. Traffic, 11
o’clock 5 miles, eastbound B727.

Imagine you are the pilot of Asiana Airlines 219. After takeoff, your
number 1 engine flamed out. You reported the problem and your
intention to return to the airport. First you need to dump fuel. Then,
ATC calls you on the radio:
ATC: Asiana Airlines 219, join downwind 26R or 26L to suit you
Pilot:
ATC: Pacific Air 219, I don’t get what you mean. Is there another
problem?
Pilot:
You are flying as a first officer. ATC informed you that the weather at
the airport was rainy with windshear and strong winds. The captain
decided to continue to land. During the approach the captain got
incapacitated leaving you alone at the controls. Looking at the
situation, the senior flight attendant informed you that a qualified
airline pilot was flying as a passenger and volunteered to help.
1. Will you allow the passenger to take over the command and land
the airplane? Now, think about your answer.
2. Now, provide a sample of your radio message and intention to

ATC.

Your flight was a scheduled, unfortunately, on a cold and snowy day.
When crosschecking the rudder pedal, you noticed that it required
more pressure for full rudder deflection. Despite the problem, you
decided to takeoff anyway. When accelerating for takeoff the jumbo
aircraft began deviating to the right of the runway centerline. This
deviation couldn’t be completely countered by applying full rudder.
The aircraft is still below the decision speed but braking action could
be poor due to slippery portion along the 2-mile runway.
Will you continue the flight or abort the takeoff? Now, think about
your answer. (30’)
Version 18

1. Compare and contrast both pictures, saying how airport charts and lightning help navigation

2. What other ways of navigations aids are important for operations?
VERSION A1.8
SECTION 7
Pilot: Tower, good afternoon, Multisky 313, establish on final, runway 28R
Controller: Multisky 313, continue approach, leading traffic about to touchdown
Pilot: Roger, Multisky 313
Controller: Multisky 313, leading aircraft stuck on the runway due to locked brake, sidestep to
runway 28L or execute missed approach

Pilot: Ahh, what’s the visibility?

Controller: Visibility, two kilometers, Multisky 313, say your intention
Pilot: We’ll follow the localizer then sidestep runway 28L when sighted, Multisky 313
Controller: Multisky 313, roger

Pilot: thanks, we are on our way now
80
Q1. Which was the pilot’s original runway?
a. 28 R
b. 28 L
c. 28 I
Q2. Why did the aircraft get stuck?
a. Missed approach
b. Locked brake
c. Poor visibility
Q3. We can infer that the pilot followed the localizer to
a. Have more visibility
b. Say their intentions
c. Sidestep runway
Q4. Besides sidestepping, what other options did the pilot have?
a. Execute missed approach
b. Follow the localizer
c. Touchdown

SECTION 7
Controller: BE 278, inbound traffic, southeast bound Boeing 737, 10 o’clock 13 miles
climbing flight level 140, report in sight

Pilot: Looking out BE 278

Controller: BE 278, do you have the traffic in sight now?
Pilot: Negative, still looking out
Controller: BE 278, descend immediately to flight level 120, acknowledge

Controller: BE 278, descend immediately to flight level 120, I say again, d escend
immediately to flight level 120, acknowledge

Pilot: Sorry, my microphone was unplugged; maintaining flight level 140, traffic not a
factor, BE 278
80
a. There was traffic
b. There wasn’t any traffic
c. The traffic was about to take place
Q2. The pilot was requested to
a. FL 130
b. FL 120
c. FL 140
Q3. Why was the pilot told to descend immediately?
a. His microphone was off
b. He couldn’t make out the traffic
c. His message was garbled
Q4. Was traffic an inconvenience for the pilot?
a. No
b. Yes
c. Not stated

SECTION 7
Pilot: Departure, Pearl 108 airborne runway heading
Controller: Pearl 108, passing 4,000 feet fly direct to TAPUS
Pilot: Roger, …we have a technical problem, request vector for returning to the
airport

Controller: Fly heading 180 for traffic separation
Pilot: Request to fly over Rocky VOR
Controller: Say your intention

Pilot: We will be holding over the VOR to rectify our problem
Controller: Fly to Rocky VOR and hold, check when ready to commence
Pilot: Fly to hold over Rocky VOR, Pearl 108
Pilot: Departure, Pearl 108, technical problem rectified, request clearance to fly
direct to TAPUS

Controller: Pearl 108, continue to hold due to traffic, expect clearance at 28
100
Q1. Why did the pilot request vectors?
a. They wanted to return to the airport
b. They had technical problems
c. To solve his technical problems
Q2. What caused the fly heading to 180?
a. Traffic separation
b. There was another plane
Q3. The pilot was informed to hold because
a. They needed clearance
b. There was traffic
c. The problem wasn’t rectified
Q4. We can understand that the technical problem
a. Caused traffic
b. Lasted long
c. Was solved

SECTION 7
Controller: CO 109, continue to climb to FL 290 and report reaching
Pilot: Climbing to FL 290, CO 109
Pilot: Leveling at FL 290, but we’re experiencing severe icing, control request descent CO 109
Controller: CO 109, negative due to traffic
Pilot: Control, we need to descend immediately, chunks of ice are impacting against
our windshield!

Controller: CO 109, request approved, descend to FL 250
Pilot: Descending to FL 250, CO 109
Pilot: Control, we have a traffic alert on our TCAS, CO 109

Controller: roger, be careful on your way up
Pilot: roger, thanks
88
Q1. The pilot was asked to pass to
a. FL 290
b. FL 250
c. FL 209
Q2. What caused the pilot’s request for descent?
a. Traffic
b. Windshield malfunctioning
c. Icing issues
Q3. Why was his request rejected at first?
a. It wasn’t rejected
b. There was traffic
c. They had chunks of ice
Q4. We can infer that at descent
a. There still was traffic
b. The chunk of ices impacts remained
c. Their TCAS was working perfectly

SECTION 8: How Important Is a Pilot’s First Airplane? (ADVANCED)
The first flight in my first logbook is dated December 5, 1970, and says I had 8 hours of dual
instruction at the Teterboro School of Aeronautics in New Jersey with an instructor whose name I
can’t remember and whose signature I can’t make out. Under remarks, he wrote an article—a
familiarization flight, which we’d made in a Cessna 150. One thing I do remember vividly is a
feeling of queasiness that made me wonder whether I was cut out for flying. Air is unpredictable.
Wind gusts produce bumps, and during the earliest phases of flight training, students can feel
uncomfortable.

Subsequent flights in the winter of 1970-71 were with a Teterboro School instructor named Joe
Cosma, who saw me through to first solo, in May 1971. All were in Cessna 150s. By the beginning
of summer, I’d logged a total of about five hours of solo time. During the early stages, when the
instructor was at the controls and I was effectively a passenger, he demonstrated flight
maneuvers, and I recall many instances when I felt a little airsick and probably turned ashen
before I asked if we could land soon. That began to dissipate the more I did the flying while
Cosma sat back and talked, but I wonder how many students give up before they learn the lesson
I did: When I did the flying, I wasn’t troubled by motion sickness.
235
Q1. The article mainly focuses on
a. How important is a pilot’s first airplane
b. How important is a pilot’s first flights
c. How important is a pilot’s first instructor
Q2. We can infer that he doesn’t remember his first instructor’s name because
a. He wasn’t a good instructor
b. It was a long time ago
c. He was more focused on what he was feeling
Q3. According to the text, what can make students uncomfortable?
a. Not being able to remember their instructor’s name
b. The feelings during their first trainings
c. Realizing they are not made for flying
Q4. How did he overcome his airsickness with the second instructor?
a. He was a good instructor
b. The instructor was in control most of the time
c. With more flying experience

SECTION 8: A380 Continues To Pose Challenges For Heathrow (ADVANCED)
If Airbus chief salesman John Leahy had to pick one airport to demonstrate the need for a large
aircraft such as the A380, he would certainly pick London Heathrow: dense, high-yield traffic
flows and severe capacity limitations. But increasing A380 operations at Heathrow also show
more operational challenges that could emerge at other legacy airports, too.
Some 15 A380s operate into Heathrow daily. Emirates flies A380s on all five of its daily London-
Dubai rotations, while Singapore Airlines uses the type on three of its four daily flights. And the
number looks set to rise, with British Airways taking delivery of more A380s in the coming
months, to be joined by Qatar Airways and Etihad in October and December, respectively.

Operations at capacity-constrained Heathrow Airport were considered a key market for the
Airbus A380, but its increasing use may be affecting airport efficiency.
But ever-increasing A380 operations at Heathrow could also potentially have a negative impact
on what is the world’s busiest two-runway international airport, suggest officials from the British
air navigation service provider.
Senior air traffic controllers say the biggest impact comes from the spacing requirement for the
aircraft, which is in the “super” wake vortex category.
197
Q1. Heathrow airport is mentioned at the beginning to
a. Explain its main features
b. Show larger aircrafts needs
c. Talk about all its limitations
a. A380s operate daily in Heathrow
b. More airways companies are expected to join
c. Emirate flies A380s on some of its daily London-Dubai rotation
Q3. What is causing inefficiency at the airport?
a. Increasing use of 380s
b. Constant traffic
c. Airport limitations
Q4. Which would be a quick solution?
a. Stop using A380s
b. Use other aircrafts as options
c. Expand airport installations

SECTION 9: Engine Core and Fan De/Anti-icing (INTERMEDIATE)
Precipitation, freezing fog or blowing snow can all result in engine inlet, compressor core or fan
contamination and/or icing. This contamination can occur before the engine start or during arrival
and departure ground operations with engines running. If present during the preflight inspection,
engine ice or contamination must be removed before starting the engine. In case engine core or
fan ice is suspected after engines are started, the engine manufacturer's procedures for removal
must be carried out before the takeoff.
Pilots must be ready to make the necessary performance corrections if the aircraft flight manual
permits takeoff with engine anti-ice ON.
In the case of older engine types considered vulnerable to excessive fan icing during descent, at
low thrust settings in moderate or worse icing conditions, ice shedding procedures may be
specified for inflight use. If the aircraft flight manual permits it and engine anti-ice is switched ON
in flight after an ice build-up has occurred, it is sensible not to select engine anti-ice to ON on all
engines at the same time.
175
Q1. What’s this article about?
a. Weather conditions for icing
b. Engine core and Fan de/anti icing
c. Preventive measures for icing issues
Q2. We can infer that this contamination
a. Can happen when the engine is on
b. Can happen any moment of the flight
c. Can happen only under bad weather conditions
Q3. What happens with older engines?
a. They are more vulnerable
b. They cannot be used under poor conditions
c. Aircraft manual must be used
a. Pilots must be ready for corrections
b. Weather issues cause icing problems
c. This event cannot take place before the engine is on

SECTION 10: Manchester Airport Incident (INTERMEDIATE)

"The aircraft failed to capture the glideslope during an ILS approach in IMC conditions to Runway
24R at Manchester Airport. The operating crew did not monitor the flight path of the aircraft and
were only alerted that they had descended dangerously close to the ground some 5.5 nm from
touchdown, by a “GLIDESLOPE” aural alert triggered by the Ground proximity warning system.
The commander disconnected the autopilot and performed a go-around. ATC provided radar
vectors to re-position the aircraft for another ILS approach, following which the aircraft landed
without further incident."
The report concluded:
"The crew were nearing the end of an uneventful flight in a serviceable aircraft. Because of a
failure to operate the aircraft in accordance with Standard Operating Procedures, the safety of
the aircraft was seriously compromised. A possible Controlled Flight into Terrain accident was
only avoided by the crew taking appropriate action upon being alerted by the ground proximity
warning system."
157
Q1. According to the report, what caused the incident?
a. The glideslope was not captured
b. The aircraft was not monitored
c. The conditions were difficult
Q2. What did the commander do prior to perform a go-around?
a. Provided radar vectors
b. Disconnected the autopilot
c. Triggered aural alert
a. The aircraft was damaged
b. The aircraft was not working properly
c. The aircraft suffered no damages
Q4. We can conclude that
a. Standard Operating Procedures coordinations could have avoided what happened
b. The aircraft was not safe
c. The crew was responsible for everything

activities you do.
Which phases of the flight do you enjoy and not enjoy most and
what do you usually do during these occasions?
a. Phases you enjoy
b. Phases you don’t enjoy
c. Activities
d. Leave controls unattended
I enjoy the takeoff and landing because the pilot can show his
experience , I don’t enjoy to fly in bad wx like turbulence, because is
uncomfortable , there are many activities in the cockpit, but the
pilots cant leave the controls unattended eventhough there is auto
pilot.

After you become a commercial pilot, what else do you need to do in
order to work in a major airline?
a. Preparation
b. Flight hours
c. Jobs in the market
d. Tests to take when accepted in a major airline
To work in a major airline I have to PREPARE and study a lot, also

must accumulate many flight hours because there are many jobs in
the market , finally the pilots must pass takes when accepted in a
major airlines.

What would you do if ATC gave you instructions which might
jeopardize the safety of the flight?
a. Capabilities of the plane
b. Compromise of the safety
c. Use “unable”
d. Follow ATC instructions is a must
If the instructions can put in risk the flight I can use UNABLE,
normally follow ATC instructions is a must but sometimes the ATC
can make mistakes too, is very important to know the capabilities of
the plane because this is a compromise of safety
More passengers prefer to travel by low cost airlines called “budget
airlines” because they offer lower fares. However another group
believes these airlines are unsafe because their cut down costs on
maintenance and low payment to their employees. What is your
opinion of these low cost airlines?
a. Safety
b. Inspections
c. Susceptibility to failures
d. Operational environment
All airlines have susceptibilities to failures, but budget airlines are as

safe as normal pax airlines, they have good inspections, good
maintenance, the only difference is the operational environment for
example the service on board, they don’t give snaks, they sell them.
Structural failure / stress fracture
Flight 961 was a routine scheduled commercial flight carrying 262

passengers and 9 crew from Varadero, Cuba to Quebec City on March
6, 2005. At 2:48 am, flight 961 took off from Cuba. The flight climbed
to its initial cruising altitude of 35,000 ft. Then, suddenly, at 3:02 am,
the aircraft began a dutch roll after a bang shuddered the aircraft
violently. The plane climbed until the crew overcame the aircraft by
descending. The pilot attempted to divert to Fort Lauderdale-
Hollywood International Airport but Air Transat operations told the
crew that returning to Varadero would be the more prudent option.
There were no warnings on the flightdeck indicating a rudder problem
or a yaw damper problem. The plane landed safely at 4:19 am. The
inspection revealed that the entire rudder had broken away from the
tail of the aircraft.

c. Crew behavior
d. Conclusion
This is the story of flight 961 to quebec Canada, the flight took off
from cuba, at cruise speed there was a strong noise and begun to
roll, the airlines operation area told the pilot to return to varadero,
the plane landed and the problem was that the entire rudder broke
from the tail of the plane.

Major airlines are in favor of implementing the so-called paperless
cockpit to improve pilot performance. According to them, this will also
make the cockpit be more organized. In your opinion, how different is
the paperless cockpit from a standard cockpit?
a. Paper-based flight information
b. Flight efficiency
c. Quick access
d. Weight
To have a paperless cockpit means to have a QUICK ACCESS to

charts, information, also means less WEIGHT in the plane, using
modern technology makes the flight to be more efficient, nowadays
most planes use paper based flight information.
http://english4aviation.pbworks.com/w/page/24448140/Pic
tures#Bagage
I saw a big plane that ingested a baggage container into the left
engine, there were some cars behind, the picture was taken in the
afternoon , maybe the flight will be cancelled

Lately, small aircraft used for flight training have been involved in
midair collisions. Due to this situation, airline companies are calling for
general aviation to be excluded from busy airports. If their demands
are followed, do you think this change will improve air safety? Why
yes? or why not?
a. Airport capacity
b. Traffic congestion
c. Safety
d. Flight training
I think that small planes should fly in small airdromes for safety, also
the flight training can be easier for the new pilots because there isn’t
traffic congestion , keeping the airport capacity only for passenger
airplanes
Macao Information A, 0930 UTC, ILS runway 15 approach, runway
surface wet, braking action poor, work in progress both sides of the
runway, taxiway D2 closed, wind 250 degrees at 8 knots, cloud
scattered 600 ft, temperature 20, dew point 20, QNH 1018, advice
moderate turbulence near the runway, report on initial contact you
have information A

ATC clears Cessna 1546F to MDP, via radar vectors to intercept V10
DXE V276, RIV V232, Santo Domingo V146 then RAE direct. Climb
and maintain 4,500 feet, expect 7,000 08 minutes after departure.
Contact Departure frequency on 133.0, squawk 5304

Bonanza 125, taxi via E and B3. Follow the red and white Lear Jet 25
at 11 o'clock your position. Hold short runway 08L. When ready
contact tower 118.1.

Orient 316, wind 090 degrees 12 knots, QNH 1010, cleared for take
off, runway 14L, climb initially to 6,000 feet and contact departure on
121.1, have a good day.

Emirates 334, due to traffic, Airbus 320, turn left immediately,
heading 110, climb and maintain 4,500 ft.

Fine 335, proceed direct CVX to LAO, climb to FL280. Report over
CVX. Expect FL350 en route.

Imagine that you are the pilot of Lear Jet 322. Due to a strong gust
which hit your airplane on landing, the landing gear collapsed and
you are now stuck on the right side of runway 10L, near taxiway
Bravo.
ATC: Lear Jet 322, report runway vacated
Pilot:
ATC: Lear Jet 322, please say again, what is your problem?
Pilot:
You are the pilot of Dragon Air 245. You are at 37,000 feet over
Hawaii when you got a PIREP about a warning of not flying over that
area due to volcanic ash. Checking your position, you realize that
you’ve flying in the danger area for quite a few minutes. You
immediately turn to the left and increase power to abandon the area
as fast as possible. Suddenly, two engines stall, possibly due to
volcanic ash ingestion.
1. What will you do in this situation? Now, think about your answer.

ATC.

After touching down successfully, your aircraft begins rolling along the
runway. As you move the throttle levers backwards to reduce thrust,
the throttle jams, preventing the aircraft from slowing down. You are
now approaching to the end of the runway.
What would you do in this situation? Now, think about your answer.
Version 19

1.
Comp

are

and
contr
ast
both
pictur

es,

saying
how
differ
ent
overs
hoots

and
undershoots are

2. What can pilots do to prevent these events from happening?
VERSION A1.9
SECTION 7
Pilot: Holton Ground, Aeroecom 480, stand 22 with information Echo, request push back and
start up

Ground: Aeroecom 480, push back approved, report when ready for start up
Pilot: Push back approved, wilco, Aeroecom 480
Pilot: Ground, we are stuck on the apron; tow bar came off during push back, Aeroecom 480
Ground: Aeroecom 480, you can taxi under your own power from present position
Pilot: Space too narrow to turn around. We are arranging further push back, Aeroecom 480

Ground: Roger, Aeroecom 480.
Pilot: thanks for the quick response
82
Q1. The pilot got stuck on the apron due to
a. Tow bar came off
b. Push back wasn’t approved
c. They weren’t ready to start up
Q2. According to the conversation, we can infer that
a. The push back request wasn’t approved
b. There was traffic in the runway
c. The start-up had to wait for approval
Q3. Why was the pilot suggested to taxi?
a. To stay off traffic
b. To have enough space to turn
c. Not to get stuck on the apron
Q4. How did the tow bar come off?
a. Getting stuck on the apron
b. During push back
c. The space was too narrow

SECTION 7
Pilot: “Departure, Aeromon 191, runway heading,”
Controller: “Aeromon 191, at 3,000 feet fly direct to Taper”
Pilot: “Ah, Control, request to join right downwind on runway 06R, due to technical
problem”

Controller: “Are you declaring an emergency”

Pilot: “Affirmative, we are declaring an emergency”

Controller: “Check establish on right downwind on runway 06R”
Pilot: “Roger Aeromon 191”
Controller: “Do you need ground assistance”

Pilot: “Negative on right downwind and turning base now”
Controller: “Aeromon 191 clear to intercept final approach on runway 06R”
Pilot: “Roger Aeromon 191”

80
Q1. The pilot was instructed to fly to Taper to
a. 2000 feet
b. 3000 feet
c. 3300 feet
a. Technical issues
b. Wrong runway
c. Lack of assistance
Q3. Was ground assistance suggested?
a. No
b. Not stated
c. Yes
Q4. We can infer that in order to intercept final approach the pilot had to
a. Clear
b. Request it
c. Turn to base

SECTION 7
Control: Geoline 892, continue approach, runway is wet, previous landing Airbus
reported standing water on the runway, braking action poor

Pilot: Roger, request ILS category II approach, Geoline 982

Control: Geoline 982, ILS category II is unserviceable due to the red side bars of the
approach lighting inoperative, ILS category I minimum is operational

Pilot: Roger, ILS category I, Geoline 982

Pilot: Geoline 982, please increase intensity of the approach lights, they look dim
Control: Geoline 982, they are already on maximum setting, cleared to land
Pilot: Cleared to land, Geoline 982

90
Q1. Why was the pilot told to continue approach?
a. Brakes were not working
b. There was another airplane
c. The runway was wet
a. Water decreases braking action
b. Previous airplane had technical issues
c. Lights were not working properly
Q3. For category approach the pilot
a. Had to continue approach
b. Requested ILS
c. Had to be able to see the lights
Q4. Why did the pilot ask to intensify the lights?
a. It was unserviceable
b. He had to land
c. They weren’t clear enough

SECTION 7
Pilot: Rouge 886, radio check, how do you read?

ATC: 886, you are unreadable , check your transmitter and try again
Pilot: Roger, Rouge 886
Pilot: Christchurch Ground, Rouge 886 is back, how do you read now?
ATC: 886, give me a count from 1 to 5
Pilot: 886, radio check, 1, 2, 3, 4, 5

ATC: 886, loud and clear, read you five. I think all is back to normal now
Pilot: roger, thanks for the information. We are on our way right now. In case of upcoming issues
with transmitter we will restart communication.
88
Q1. Since the pilot was unreadable, he was asked to
a. Keep trying
b. Check transmitter
c. Check radio
Q2. What was the pilot asked to do to check transmission?
a. Count from 1 to 5
b. Try again
c. Check transmitter
Q3. We can infer that at the end
a. The pilot had to check the radio
b. The pilot was asked to count again
c. The communication was ok
a. Rouge 686
b. Rouge 886
c. Rouge 868

SECTION 8: The Rockets That Inspired Francis Scott Key (ADVANCED)
All Americans know these words: “And the rocket’s red glare, the bombs bursting in air, gave
proof through the night that our flag was still there.” The line has a special meaning to me, as the
former curator of rocketry at the National Air and Space Museum, because the rockets that
inspired Francis Scott Key to write what would become the national anthem represent one of the
foundations of modern rocketry. Two hundred years ago this month, Key witnessed the British
fleet launching the rockets over Baltimore Harbor during the battle for Fort McHenry, an historic
victory that interrupted a string of American defeats during the War of 1812. Today, on the
National Air and Space Museum website, you can see a replica of the type of rocket the British
used in the battle for Baltimore and throughout the war. The model was given to the Museum in
1976, a birthday present from the Science Museum of London.
The rockets were the brainchild of the highly inventive William Congreve, who happened to be
the son of a British lieutenant general of the Royal Artillery. The younger Congreve devised them,
beginning in 1804, as a means of destroying Napoleon Bonaparte’s fleet, then threatening to
invade England. Before Congreve began his experiments, the basic rocket was no more than a
conveyance for fireworks. A rocket was sometimes used to send signals.
229
Q1. Which was considered an historic victory?
a. The war with Napoleon
b. The war for McHenry
c. The war of 1812
Q2. The science museum of London gave the replica as birthday present to
a. Commemorate one more year of the museum
b. Commemorate the war of 1812
c. Commemorate U.S independence day
Q3. We can understand that the rockets
a. Were original ideas
b. Were effective
c. Were the only weapon against Napoleon’s fleet
Q4. Which statement is true about rockets?
a. Originally was used with fireworks displays
b. They were always used to send signals
c. They were quite predictable in flight

SECTION 8: the laser threat (ADVANCED)
When the police officers arrived at the front door of Kimberly Rogers’ home in Compton,
California, in September 2011, she asked, “Am I in trouble?” Indeed she was. The officers
suspected the 27-year-old had aimed a laser pointer at a Los Angeles County Sheriff helicopter
and perhaps even a Southwest Airlines flight on approach to Los Angeles International Airport
According to the arrest report, when confronted, Rogers pulled the pointer from her back pocket
and gave it to the officers. But it was too late. She was charged with a felony under a new law
intended to remedy an escalating problem. In her small way, Rogers had contributed to
California’s dubious distinction as the state with the most reported laser attacks on aircraft.
She is also an example of what some critics say is a slow and merely reactive effort to conquer the
laser threat. In the United States, laser attacks on airplanes have been reported since the mid-
1990s, according to Van Nakagawara, now retired from the Federal Aviation Administration’s Civil
Aerospace Medical Institute, but the threat has grown 13-fold since the Federal Aviation
Administration started tracking laser attacks on aircraft in 2006. That year, the agency set up a
website for pilots or anyone else to report laser attacks, and received 384 reports. Last year, the
number had grown to 3,482. Last summer the Federan Administration administration reported
more bad news: From January 1 to August 1, 2013, reported laser attacks grew by 22 percent
over the same period the year before. The agency estimates the total for this year could reach
4,254.
255
Q1. Which idea best expresses what this article is about?
a. Lasers can be used by anyone
b. Lasers are considered a growing threat
c. The use of lasers is becoming popular
a. Rogers’s action raised awareness on this issue
b. Laser threats have been available since its creation
c. Rogers didn’t use the lasers on purpose
Q3. Did she admit her felony?
a. Yes
b. No
c. Not stated
Q4. We can conclude that this issue
a. It is still growing
b. Will be controlled in the future
c. May cause accidents

SECTION 9: Active Ground Lighting Control (INTERMEDIATE)
At aerodromes where Category II & III operations take place or where ground movement
requirements are complex, a taxiway guidance system may be installed in order to regulate
traffic. The system operates by selective switching of the taxiway centerline lighting so that
individual sections or routes, each terminating at a lighted stop bar, are illuminated in order to
show the way ahead. The taxiing guidance system consists of:
+ stop bars and selectable segments of green taxiway centerline lights.
The system is designed to provide pilots with visual guidance while taxiing during night operations
and during periods of low visibility. Stop bar lighting is prescribed in International Civil Aviation
Organization Annex 14 for low visibility operations and is in use at many international airports.
Stop bars are considered a valuable defence against aircraft and vehicles accidentally entering a
runway without ATC clearance and a solid barrier against the pilots’ error related to poor
situational consciousness.
155
Q1. What is the purpose of this system?
a. To regulate traffic
b. To select switchings on the taxiway
c. To solve operational issues
Q2. This system can be used
a. Anytime of the day
b. During poor visibility
c. To prevent accidents
Q3. This system can be seen as a/an measure against accidents
a. innovative
b. safe
c. preventive
Q4. According to the text, this system
a. requires installation
b. is designed in all aerodromes
c. is mandatory to have it operational

SECTION 10: Finnish Commuter airlines 2008 (INTERMEDIATE)
On December 11th 2008 a plane being operated by Finnish Commuter Airlines on a scheduled
passenger flight caught fire during the taxi-in, after a normal visibility night landing when the APU
failed to start and a major electrical power failure occurred simultaneously. The fire was not
detected until after the aircraft arrived on stand when, with the passengers still on board, a
member of the ground crew saw signs of fire at the back of the aircraft. The aircraft’s own fire
suppression system was successfully used to extinguish the fire, the passengers left the aircraft
and there were no injuries and only minor damage to the aircraft.
A Serious Incident Investigation was carried out by the Accident Investigation Board Finland on
the basis that the occurrence was a ‘multiple malfunction of one or more aircraft systems
seriously affecting the operation of the aircraft.’
145
Q1. Which aircraft was involved in this event?
a. ENB 145
b. ENB 154
c. EMB 145
Q2. The accident was originated due to
a. Abnormal visibility
b. Electrical power failure
c. A fire
Q3. Where was the fire first detected?
a. At the back of the aircraft
b. On the cabin
c. On the ground
a. It could have been a disaster
b. Fire suppression systems are always effective
c. The casualties were minor

Formato (version) 11

activities you do.
What can pilots do or say to alleviate the frustration felt by

passengers during a flight delay?
a. Drinks and food

b. Entertainment
c. Keep them informed
d. Offer free tickets
First of all pilots must keep paxs informed about the situation of
the flight, explaining the cause of the delay, also the flight attendants can
offer them drinks and food during the waiting time, modern planes can offer
a good entertainment on board like videos and music on demand for each
passenger, finally if the flight is cancelled the airlines can offer free tickets
for the passengers to compensate.
When watching the news about aircraft accidents we see that most of
the time there are fatalities. How can pilot crash-land safely?
a. Type of emergency
b. Procedures
c. Prepare crew and passengers
d. Evacuation
Pilots can land safely if they follow the procedures , depending on the type
of emergency for example an engine failure, or engine fire, a bird ingestion,
the crew members are very important to prepare the passengers giving
them instructions before the evacuation

What would you do if you suddenly saw a flock of birds along your
glide path?
a. Maneuvers
b. Inform ATC
c. Missed approach
d. File a report
If I see a flock of birds along my flight path the first thing to do is
to inform the Atc about the birds , then I have to apply some
maneuvers in order to avoid a possible bird strike or bird
ingestion, the best to do is to make a missed approach , once on
the ground the pilots must file a report about the incident.

Why don’t airlines provide to their passengers with parachutes in case
an emergency could arise?
a. Pressurized Cabins
b. Special training
c. Flight Conditions
d. Parachutes weight
In my opinion I don't think parachutes are the best option for

passengers because they don't have special training on the use
of them, also the parachutes weight for all the passengers on
board will increase the airplanes weight, nowadays modern planes
fly in optimal flight conditions , and the cabins are pressurized
for the passengers comfort.
On December 19 2002, a Piper PA-46 Malibu, after takeoff from Son Bonet
Aerodrome, penetrated the control zone (CTR) of Palma de Mallorca tower.
The pilot was instructed to leave the CTR and the aircraft headed towards
mountainous terrain to the north of the island where the flight conditions
were below the VFR minimum. In level flight the aircraft impacted terrain at
an altitude of 2000 ft killing all three occupants.
a. Human factors
b. CFIT
c. Airspace infringement
d. Conclusion
This is the story of a piper Malibu , after takeoff the plane entered Palma de
Mallorca control zone, the pilot was told to leave and the plane flew towards
mountain area where the conditions were below VFR minimums, the plane
impacted terrain and all occupants were killed.
How important is it for a pilot to have very good English skills?
a. Communication
b. Regulation
c. Career advancement
d. Non-standard/standard Phraseology
In my opinion english is very important for a pilot because is the aeronautical

language around the world, all the communications with Atc are in English
and also the use of standard phraseology is in English too.
Also FAA and ICAO regulations use the English language , if a pilot wants to
apply to other airline for career advancement will need to pass an interview
in English.
http://english4aviation.pbworks.com/f/Lamppost.jpg
In the picture I saw a Russian plane, with many people around it,
maybe has a problem, also I saw a kind of slide on the left wing. The
weather conditions were cloudy.
Ground handling addresses the many service requirements of a passenger

aircraft between the time it arrives at a terminal gate and the time it departs
on its next flight. Speed, efficiency, and accuracy are important in ground
handling services in order to minimize the parking time.
How do think ground services will change in the future?
a. Speed and safety in refueling

b. Airport baggage systems
c. Cargo handling
d. Boarding and De-Boarding Improvements
Ground services will definitely improve to minimize the parking time, so

planes can takeoff faster, to make this happen we need boarding and de
boarding improvements starting from the ticket counter, also the airport
baggage systems will have to use new systems to find bags and to put
them inside the plane faster, this goes with the cargo handling too, because
both go in the cargo compartment, and finally the speed and safety in
refueling will ensure a faster departure of the flight.

Okinawa Information A, time 12.20. Runways in use 15, 18, transition
level 60, met report as of 12.20: wind 250° 11 knots, visibility 08
miles, and recent snow shower, ceiling 5 oktas at 2700, temperature
45, dew point - 1 centigrade, QNH 108, hectopascal, trend no sig.
Warning for Okinawa, weather announcement tomorrow morning 7
o'clock, strong winds 300° at 13 knots gusts up to 28 knots, check you
have information A.

Copa Airlines Airbus A320 cleared via V31 FRANK, V61D LRO VOR,
direct AVL, airport maintain 9,000 ft
11. Section 2. Part 1. - Taxi Instructions

Delta 205, Follow the white and red Cessna 142 taxiing to runway 22
from gate 01. You are number two for departure, report ready at the
holding point.

Air Canada 252 clear to takeoff runway 6L, contact departure 128.8
when airborne.

Skybus 634, avoiding action, climb immediately FL 170, traffic at 12
o’clock 3 miles opposite direction same level.

Aztec25Y, start descent due to traffic to FL220 and when ready,
continue descend to FL150. Expedite until passing FL230

Imagine that you are the pilot of Lear Jet 246 and are now en-route
to your destination. Suddenly a flight attendant reports a very sick
passenger. You declared an emergency and the Air traffic controller of
an alternate airport clears you for a priority landing. Fortunately, the
sick passenger recovers his/her health and is now in good shape. This
situation forces you to cancel the emergency call and continue to
your destination.
ATC: Lear Jet 246, you are number one for a straight-in approach
runway 22
Pilot: negative ATC
ATC: Lear Jet 246, unable to read you, please say again
Pilot: negative Atc we cancel the emergency call, our pax feels
much better, we request to continue with our destination
LJ246

You are the pilot of Southwest 802. The traffic is heavy at your
destination airport. Due to this situation, you are instructed to hold
over a certain fix. While the time passes by, you notice you are
running short of fuel and cannot hold any longer. You call Approach
Control about this situation but ATC does not seem to have heard
your message and instructs you to maintain present altitude and
hold.
1. What will you do in this situation?
In this case I would tell Atc that we are running out of fuel, and
would request priority landing, if they don't listen to me I would
put my transponder code 7700 for emergency .

ATC.
Miami tower southwest 802 request priority landing due to fuel
problems .
One afternoon, due to bad weather conditions at your destination
airport, you are diverted to another airport you do not know. You
notice that your remaining fuel to reach the alternate airport is low.
At 40 miles from the airport, you try unsuccessfully to contact
Approach Control. To make matters worse, your receivers are not
picking up any signal from the VOR and NDB stations which are the
only aids to guide you to the alternate airport.
Versión 1

1. Compare and contrast both pictures, saying why air shows attract people
2. How important are air shows for aviation?

On the 1st picture I can see a big platform full of planes, looks like an aviation exposition, on the 2 nd
picture I can see many people in an air show, looks like somewhere in the USA , air shows are attractive
for people because they have the opportunity to enter the planes,take pictures, those shows are
important for aviation because people knows more about this activity .
VERSION A1.11

SECTION 7
ATC: Boomerang 718, traffic, 10 o’clock, 6 miles, 5,000 feet. Slow moving passing from left to
right, report in sight

Pilot: Looking out, Boomerang 718

Pilot: Boomerang 718 has the traffic in sight, looks like a helicopter
ATC: Roger, Boomerang 718
ATC: Boomerang 718, turn left heading 270 and descend to 6,000 feet, you’re number 3
Pilot: Heading 270, descending to 6,000 feet, Boomerang 718
ATC: Boomerang 718, continue approach, report passing outer marker, caution wind shear
reported at 4,000 feet

Pilot: Can we land on the opposite runway, Boomerang 718?
ATC: Negative due to traffic

Pilot: Boomerang 718, going around

ATC: Boomerang 718 maintain runway heading, contact 119.2
100
Q1. Traffic was reported at ________
a. 10 o’clock 5 miles 6000 feet
b. 10 o’clock 6 miles 5000 feet
c. 10 o’clock 6 miles 6000 feet
Q2. According to the conversation _______
a. They weren’t sure if they saw a helicopter
b. They were sure they saw a helicopter
c. They had no idea if there was a helicopter
Q3. Why were they instructed to pass outer marker?
a. There was Wind shear report
b. They were number 3
c. They had to descend
Q4. They weren’t able to land because _______
a. Of preventive reasons
b. They were on the opposite runway
c. There was traffic

SECTION 7
Pilot: Rockside Tower, this is Fecto 690
Tower: Fecto 690, go ahead
Pilot: Tower, 690, we’re over… (with open mike) where are we Jack? ...
we’re over the Small Island for landing at Rockside

Tower: 690, do you have the numbers?

Pilot: Ahh, Jack what’s the ATIS? … Roger, we got India
Tower: Roger, 690, what’s your airspeed?
Pilot: Let’s see, airspeed… how fast are we going Jack? ... 375 knots, Tower
Tower: What are you squawking, 690?

Pilot: We’re squawking…Jack, what are we squawking…?
Tower: 690, would it be alright if we talk to Jack?
Pilot: Sorry about that, Tower… ah, where were we?

Tower: 690, standby…
98
Q1. What was the pilot’s first intention?
a. To inform where they were
b. To know where they were
c. To land
Q2. Why did the pilot ask for ATIS?
a. He wasn’t sure of his numbers
b. He wanted to land
c. He didn’t know where he was
Q3. Their airspeed was _______
a. 357 knots
b. 375 knots
c. 365 knots
Q4. They were squawking at _______
a. 619
b. 609
c. 690

SECTION 7
Approach: Atlantic 966, I missed your ident, please ident again

Pilot: Clay County Approach, Atlantic 966, squawking 0252 and identing, over

Approach: 966, I’m still not receiving your ident, remain clear of the Terminal Control
Area and say your present position and altitude

Pilot: Clay County Approach, 966, I don’t know why you aren’t receiving my ident. I
just had it worked on, and the mechanic said it was fine. I have to to land because I told my wife,
I’d pick her and the kids up when they got back from LA. What will they think if I’m not there?
Over

Approach: 966, this airport is a TCA, and I can’t clear you to land unless your transponder
is working, so remain clear of the TCA and please stand by
120
Q1. Why was the pilot requested to squawk?
a. For ident
b. To approach
c. To stay off terminal control area
Q2. They were requested to remain clear of the terminal control area due to _______
a. Mechanical issues
b. Approach in progress
c. Unclear ident
Q3. Why did the pilot have to land?
a. His family was waiting for him
b. He had made plans
c. He had to meet his family in LA
Q4. Why wasn’t the pilot ready to land?
a. He had to stand by first
b. It wasn’t clear
c. Transponder wasn’t working

SECTION 7
Pilot: Approach, Air alma 755

ATC: Aur alma 755 climb 3,000 feet, fly runway heading. Squawk 4765 and ident.
Pilot: Squawking 4765 and ident 755.
Pilot: Maintaining 3,000 ft request higher.

ATC: Squawk 4765, your transponder appears inoperative
Pilot: 755 maintaining 3,000 feet.
ATC: 755 confirm DME from MNL. Still negative transponder reply received
Pilot: Ohhh. . . we got 7 DME
ATC: Until further instructions, maintain 3,000 feet
Pilot: Wilco
ATC: Be advised still negative transponder reply received
Pilot: Roger, will recycle transponder
ATC: 755 still negative. You have to return to Manila if negative transponder
85
Q1. The pilot’s callsign was _______
a. Air alma 755
b. Air alma 750
c. Air alma 715
Q2. Why was the pilot instructed to squawk?
a. Maintain 3000 feet
b. Inoperative transponder
c. Confirm DME
Q3. What was the pilot asked to do if transponder remained negative?
a. Wait for more instructions
b. Recycle transponder
c. Return to Manila
Q4. Why was the pilot suggested to maintain 3000 feet?
a. Transponder was negative
b. For further instructions
c. To receive reply

SECTION 8: Kickstarter launched for Turbo the Flying Dog (ADVANCED)
Turbo the Flying Dog, a picture book for children ages 4 to 8, recently launched a Kickstarter
campaign, designed to fund illustrations, a small first run of the book, and associated business
costs. Authors Kelly Kennedy and Victoria Zajko describe the book an adventure exploring the
themes of aviation, animal rescue, and family.
Kickstarter is a platform that helps creative projects find funding. Backers are offered rewards for
different levels of funding. Rewards for the Turbo the Flying Dog Kickstarter include copies of the
book “pawed” by real life dogs Turbo and Olive, invitations to the book’s dog-friendly kick-off
party, and a special airport visit from the authors and dogs.
Kennedy and Zajko plan to write a series of book that touch on themes such as women in aviation
and the history of aviation. They are currently working on the second book, “Turbo Learns to Fly.”
The authors said they hope for the book to be available via Amazon.com and at local events in
time for holiday delivery.
Zajko is a commercial pilot working in aviation insurance. Her dog, Turbo, is a 20 pound mix – the
DNA test said he was Chinese Crested, Chinook and Collie. He was adopted on New Year’s Eve
2012. He is an avid aviator and enjoys taking vacations with his humans, mostly by air in their
plane.
222
Q1. ‘Turbo the flying dog’ was originally ________
a. A book for children
b. A book about business costs
c. A book about aviation themes
Q2. Which is one purpose of kickstarter?
a. Show information about real-life dogs
b. Find funding
c. Give rewards for the purchasers
Q3. Zajko is a/an
a. Aircraft
b. Dog
c. Pilot
Q4. What can we expect from the next books?
a. They will include other themes
b. They will talk about women and history
c. They will be about other dogs

SECTION 8: NBAA article (ADVANCED)
The National Business Aviation Association will debut its Young Professionals In Business Aviation
initiative at National Business Aviation Convention & Exhibition in Orlando, Florida.
The initiative will be introduced at SOAR, which is more than a reception with food, beverages
and music, said Brian Koester, NBAA’s project manager of operations. Association President and
CEO Ed Bolen will be on hand to welcome young professionals to the reception, and other key
personnel from the industry will be present, including NBAA staff and several of Aviation Week’s
Top 40 Under 40.
“SOAR is dedicated to building relationships and a sense of community between emerging leaders
across the industry,” said Koester. “It will promote networking and share best practices through
similar events at key business aviation gatherings.”
Like the rest of the aviation industry, business aviation is undergoing a change of personnel as
Baby Boomers retire, noted Sierra Grimes, of NBAA’s membership and marketing services group.
“NBAA offers its members programs dedicated to the professional development of its
management and technical people, and this initiative expands that effort to those who are
launching their business aviation careers,” Grimes said, “As a portal to business aviation’s many
opportunities, it will help newcomers define and refine their career path.”
The next generation of business aviation professionals will have the opportunity to strengthen
their contributions to the industry through participation in NBAA’s Standards of Excellence in
Business Aviation (SEBA) and Professional Development Programs, said Koester.
239
Q1. It is stated that SOAR is ________
a. A reception with food and drinks
b. A special event
c. An association
Q2. The main objective of SOAR is ________
a. To encourage better relationships in this industry
b. To have more events like this
c. To form more leaders
Q3. Why is NBAA considered a portal to business aviation?
a. It offers technical support to those who start in this business
b. It is the only way to become successful in this industry
c. It will help those who start their business in this field
Q4. According to the article, how can the next generations benefit from NBAA?
a. Participating through SEBA and Professional development programs
b. Making contributions to SEBA and Professional development programs
c. Having more opportunities to work in SEBA and Professional development programs

SECTION 9: Conditional Clearance Runway Incursions (INTERMEDIATE)
If properly used, conditional clearances can help speed up the flow of air traffic. This is especially
true when the frequency occupancy time is at peak e.g. the controller has to issue several
clearances at the “same” time. Normally this would cause delays to all aircraft except for the first.
The situation can be avoided by:
+ issuing the clearance in advance;
+ the controller specifying when the action is supposed to start; and
+ the flight crew performing the action at the right time.
As always, the controller is supposed to monitor the situation and to intervene in case the
instructions are not complied with. This is achievable. There are situations however, where
multiple clearances need to be issued and read back at the “same” time, and this is the moment
when the use of conditional clearances can help the controller maintain an efficient traffic flow.
The concept for the use of 'Follow Me' vehicles varies from airport to airport: 'Follow Me' vehicles
may be provided as a matter of convenience, or safety, or a combination of both.
183
Q1. Conditional clearances help speed up the flow of Air Traffic ________
a. When frequency occupancy time is at peak
b. When properly used
c. When there are no further issues
Q2. We can understand that in normal situations delays affect ________
a. All aircraft
b. Only the first aircraft
c. All aircraft but the first
Q3. When is the use of conditional most useful?
a. When instructions are not complied with
b. With multiple clearances and same-time readback issues
c. To help the controller
Q4. What is this article about?
a. Conditional clearance benefits
b. Conditional clearance use
c. Conditional clearance issues

SECTION 10: MD11, Hong Kong China, 1999 (INTERMEDIATE)
On August 22 nd 1999, a Boeing MD11 being operated by China Airlines on a scheduled passenger
flight from Taipei to Hong Kong carried out a normal ILS approach to Runway 25 Left in a strong
crosswind and some turbulence, but the night landing on a wet runway surface in normal visibility
was very hard after a high sink rate in the flare was not arrested. The right main landing gear
collapsed, the right wing separated from the fuselage and the aircraft caught fire and became
inverted and reversed ending up on the grass to the right of the runway. Rapid attendance by the
Rescue and Fire fighting facilitated the escape of most of the 315 occupants, but there were 3
deaths and 50 serious injuries as well as 153 minor injuries. The aircraft was destroyed.
The Investigation noted that although the “late and sporadic crew briefings for the approach,
including reference to the wrong runway, are not considered to have contributed directly to the
accident, they do have human factors aspects”
168
Q1. How many people were injured?
a. Most of the 315 passengers
b. 206
c. 203
Q2. According to the text, what caused the inversion and reversion of the aircraft?
a. The fire
b. The impact
c. The explosion
Q3. Emergency assistance was ________
a. Successful
b. Delayed
c. Quick
a. There was lots of turbulence on the flight
b. The flight was scheduled
c. The flight had normal visibility

Formato (Version 12) TLA

activities you do.
What do pilots generally do during a 4 hour-stopover at an airport?
a. Phone calls
b. Eat
c. Rest
d. Shopping
When pilots have a 4hr stopover at an airport, normally they have time to eat
something in a restaurant , then make some phone calls back home, 4 hrs
is not a long time to rest, so pilots usually prefer to go shopping something
for the family.

After landing at a foreign airport, what tasks do you usually do before
the next flight?
a. Paperwork
b. Weather and NOTAMs info
c. Preflight
d. ATC
In a foreign airport pilots normally have a lot of paperwork to do, for

example they must check the weather and notams info, to verify if
everything is ok along the route , then they must make the preflight
inspection and check the fuselage, engines, landing gear, and finally they
request Atc the clearance for takeoff and return home.

What would you do if the landing gear in the nose failed to retract
after you took off?
a. Cancellation
b. Low pass
c. Instructions to land
d. Flight continuation
If the nose LG doesn't retract after takeoff I would contact Atc and
would request to make a low pass to be sure about the status of the
LG, if the gear is down I would request instructions to land, once
on the ground if the mechanics inspect the plane and find something
wrong , the airline will make the cancellation of the flight , if there
isn't a problem then the flight will continue

When hiring new pilots, the first concern for airlines is to make sure
who will fly their airplanes safely. In your opinion, how should airlines
select their pilots?
a. Capabilities and skills
b. Ratings and flying hours
c. Team work capacity
d. Multitasking
There is a big process to select a pilot, the airline must check their
capabilities and skills, also the different ratings and flying hours , to see
what kind of planes have flown. The modern planes are automated and the
computer is a big tool for that reason the team work capacity is essential ,
flying a modern plane implies multitasking .

LAM Mozambique Airlines, Flight 470 was a scheduled international
passenger flight from Maputo International Airport, Mozambique
that crashed on 29 November 2013 into the Bwabwata National Park
in Namibia en route to Quatro de Fevereiro Airport, Angola. An
Embraer 190, departed Maputo at 11:26 and was due to land at
14:10, but failed to arrive at its destination. The wreckage of the
aircraft was found the following day on 30 November 2013 at the
Bwabwata National Park in northern Namibia, halfway between its
departure and scheduled arrival airport. All 27 passengers and 6
crew members were killed. Preliminary findings show that the pilot
intentionally crashed the jet.

b. Irregularities
c. Crew behavior
d. Conclusion
Traveling by plane is one of the fastest and easiest ways to travel,
allowing people to visit family and friends worldwide in a short
amount of time. While most people enjoy the advantages of air
travel, many people have an intense fear of flying.
Why are many people fearful about traveling by plane?
a. Survivability chance
b. Accident News
c. Misinformation
d. Personality factors
For some people the idea of flying creates a big fear because they have never
flown before, this is due the misinformation , they can see or read about
accident news, airplane accidents are not very common to happen because
planes are modern and have a lot of protections , so in case of an accident
the survivavility chance is very high.
I think the some passengers have personality factors and a wrong idea of
an airplane, today's aviation gives a lot of comfort and entertainment for
passengers.
http://english4aviation.pbworks.com/f/trip_035.jpg
In the picture I saw a twin engine turbo propeller plane from Trip
company, from Brazil, the plane landed over grass without LG, there
was a lot of vegetation at the back and also a yellow truck, the wx
conditions were cloudy.
The growing of low-cost airlines is fast. Because of the lower fares, more and
more passengers are using them. Some people, however, think that these
airlines bring down fares by cutting down on maintenance costs, making them
unsafe. What do you think the future of low cost airlines will be?
a. Price
b. Safety
c. Destinations
d. Regulations
The low cost airlines are a good alternative for some paxs who are
looking for a better price, this companies offer a lot of destinations
like the regular airlines.
All the airlines have their own safety regulations and policies, and all
of them are considered safe, the only difference is that low cost sell
their products like food and drinks, and the others are included in the
ticket price .

Dallas International, information S. 0200 UTC. Wind 080 degrees at 12
knots. Active runways 16 and 31. Visibility, 6 miles. Sky condition,
scattered 3,000 ft, broken 18,000 ft. Temperature 32, dew point 28.
QNH 1008 hPa. Expect VOR/ILS runway 16 approach. Advise you have
information S

A320 is cleared to the BTN Airport, via, when entering controlled
airspace, direct WMT then as filed. Climb and maintain 4,000 feet,
expect 8,000 10 minutes after departure. Contact BTM Departure
frequency 124.55, squawk 1274.

AF127 on the ground at 23. Cleared to vacate via taxiway B to stand
12. Report marshaller in sight.

Korean Air cleared for take off runway 02. After airborne fly heading
210 to climb 4,500 ft. due to traffic.

Lufthansa 622, go around I say again go around, maintain runway
heading, climb 4,000 ft. Traffic Airbus A300 still on the runway,
unable to vacate due to slippery portion at the end of the runway.

Avianca 186, stop climb at FL180 traffic 12 o’clock, 9 miles, opposite
direction A320, maintaining FL200. Advise when you have him on
TCAS.

Imagine that you are flying a friendship 220. As you taxi to the
runway in use, as instructed by the ATC, you notice problems with
steering system. You request a truck to bring the aircraft to a nearby
maintenance hangar.
ATC: Friendship 220, taxi to holding point H1, runway 22
Pilot: _Atc negative
ATC: Friendship 220, I read you 2, please say again
Pilot: friendship 220 unable to taxi due to problems in the
steering , request a truck to take the plane to maintenance

You are the pilot of JKA 153. En route to your destination, a flight
attendant reports that a passenger armed with a knife has taken a
woman hostage. According to the flight attendant, the kidnapper
wants the flight to be diverted to another airport in another country
and promises that no passenger will be hurt if the demands he is
asking are met. On the other hand he says that he will kill the woman
if his demands are not met. You know for sure that your aircraft is
running short of fuel and it would be impossible to reach that place.
The flight attendant says that the kidnapper wants to enter the
cockpit with the hostage to talk to you.
1. What will you do in this situation?
In that situation I would contact Atc and my company to notify the situation, I
would set my transponder in 7500 and then would tell the crew members to
try to calm the pax, maybe has some problems that can be solved only by
speaking to him. As a pilot I would request to land in the nearest suitable
airport and would request ground support.
ATC.
JKA153 we have a passenger that has a hostage on board, request priority

landing in the nearest suitable airport and ground support on the arrival .

When approaching to your destination airport on a clear day, you
notice that the left and the right wings show an imbalance between
them. A flight attendant reports that she had seen fuel leaking from
the left wing. Few minutes later, the left engine fails, probably due to
fuel starvation. Due to this situation, you declare an emergency.
The controller immediately gives you instructions for a priority
landing, however when descending for approach, you see a heavy
plane which has just landed but is clearing the runway. Vortex due to
wake turbulence, produced from the plane ahead clearing the
runway, comes immediately to your mind.

In this situation I would request the fuel imbalance check list, after
that if engines shut down due to fuel starvation we declare in
emergency and would ask the controller for priority in the approach,
after that we continue with the check list to ensure the shut off
engine and request the pilot monitoring to prepare the plane for
landing.
If I see a heavy plane that landed before us we know we could find
wake turbulence at landing and would be prepared for that .

May Day……..LP2708 declare in emergency due to engine failure, and
request priority in the approach.
Versión 2

1. Compare and contrast both pictures, saying how dangerous birds are for aircraft operations
2. What measures can airport managers take to mitigate this hazard?
On the 1st picture I can see a us airways plane probably in approach phase
Flying near a flock of geese.
On the 2nd picture we can see a 737 from Turkish airlines taking off, there is a
Flock of birds near the right engine .
The problems caused by the birds can be an engine ingestion during landing or
Takeoff, this can be dangerous because those phases are critical in the flight,
The planes are close to the ground and flying at low speed.
VERSION A1.12

SECTION 7
An ATCO wants pilots to report their position as they reach a particular reporting point so that he
can properly sequence arriving and departing traffic. The pilot is also requesting some other
information that might be useful
Control: N6024B, report by the Lancaster Reservoir.

Pilot: N6024B, roger. I am not familiar with the area. This is apparently new to us

Control: N6024B, Lancaster Reservoir is the second large body of water, 10 o'clock about six
miles.

Pilot: Roger. Reservoir in sight. Wilco. N6024B.
80
Q1. What does the pilot want?
a. Report their position
b. Reach to a specific point
c. To sequence arriving
Q2. Why does th pilot report by the Lancaster reservoir?
a. He sees traffic ahead
b. He doesn’t know the place
c. It is his closest point for arriving
Q3. Which position is correct?
a. 10 o’clock 60 miles
c. 10 o’clock 6 miles
Q4. We can infer that the pilot ________
a. Wants sequence arriving properly
b. Wants to see the reservoir
c. Wants to avoid traffic

SECTION 7
Control: Airsar 2080, Darby Tower. You are observed on radar turning to intercept final approach
at four miles northeast of the field. Are you aware of the NOTAM on construction near the
airport?

Pilot: Airsar 2080, negative.

Control: Airsar 2080, for obstruction avoidance at your 11 o'clock two miles turn right
immediately 30 degrees to extend downwind leg.

Pilot: Roger. Turning right 30 degrees. State the nature of the obstacle as I have negative contact
Airsar 2080.

Control: Airsar 2080, there is a cantilever crane in operation at 700 feet three miles northeast of
the field, therefore extend downwind leg to six miles before turning base.
105
Q1. Where is the pilot observed to intercept final approach?
a. 4 miles northeast of field
b. 14 miles northeast of field
c. 40 miles northeast of field
Q2. Did the pilot know about the NOTAM?
a. Yes
b. No
c. Not stated
Q3. Why did the pilot have to turn right 30 degrees?
a. To avoid obstruction
b. To extend downwind leg
c. To present a possible complication
Q4. There was a cantilever crane in operation, what did the pilot have to do?
a. Extend downwind leg
b. Climb 700 feet
c. Turn to base

SECTION 7
Pilot: Tanzor Center, Adriatic 603.
Control: Adriatic 603, go ahead.
Pilot: Adriatic 603, what is the minimum en-route altitude on this airway?
Control: Adriatic 603, the MEA is 4200 feet on this section of airway.
Pilot: Adriatic 603, request descent to 5000 feet to reduce icing.
Control: Roger, Adriatic 603. Descend to 5000 feet, QNH 1013 hPa.
Pilot: Descend to 5000 feet, request QNH in inches, Adriatic 603.
Control: QNH is 29.92 in inches.
Pilot: QNH 29.92 inches, Adriatic 603.

88
Q1. Why did he descend?
a. To know section of airway
b. To reduce icing
c. To check MEA
Q2. The MEA reported was ______ feet
a. 4800
b. 5000
c. 4200
Q3. Which QNH was reported?
a. 1013 hpa
b. 1030 hpa
c. 1031 hpa
Q4. The QNH in inches was ________
a. 29.29
b. 29.92
c. 29.19

SECTION 7
Pilot: Mayday mayday mayday! Corona Center, Luna 991. Boeing 747 shut down number 4 engine
due volcanic ash. On emergency descent to FL 250, 145 miles southeast of Tirana passing FL 350,
heading 200.

Tower: Luna 991, Corona Center. Roger mayday.

Pilot: Luna 991, we wish to check the other engines at FL 250 and divert to nearest suitable
airfield for a 747. Please advise.

Tower: Luna 991, roger. Descend to FL 250 and stand by. Please advise on volcanic ash layer and if
you need to descend lower.
88
a. It was a preventive measure
b. Engine problems
c. Volcanic ash
Q2. The FL for descent was ________
a. 200
b. 250
c. 350
Q3. What was the pilot’s intention for checking engines?
a. Divert to close airfield
b. Get advise
c. Get a 747
Q4. What information was required for lower descent?
a. Volcanic ash layer
b. Actual FL
c. clearance

SECTION 8: Helipad introduces new pilot kneeboard (ADVANCED)
Helipad has introduced a new pilot kneeboard designed by helicopter pilots for helicopter pilots.
“Although we specifically designed our kneeboards with the helicopter pilot in mind, any pilot
who desires the ability to maintain hardcopy checklists or approach plates and an iPad or iPad
Mini within a tightly spaced or open cockpit environment would benefit from using a Helipad
Kneeboard,” says Vince Bustillo, owner of Helipad.
The kneeboard was developed with several benefits, he noted. First, the kneeboard improves the
pilot’s ability to reference checklists or approach plates without distraction caused by the
remaining documents, usually left flapping in the wind with other kneeboards.
Next, the kneeboard is capable of holding an iPad or iPad Mini whether they are enclosed in a
protective cover or not. The kneeboard was also designed to accommodate spare batteries for
noise canceling headsets and an external power supply used to power an iPad.
Finally, an adjustable penholder doubles as a thumb-rest for the collective control hand. The
kneeboard combines all of these features while maintaining a small signature within the cockpit,
he said.
179
Q1. According to this text, this item is for ________
a. Anyone with ipad needs
b. Helicopter pilots
c. Any pilot
Q2. It is stated in the text that what causes distraction is ________
a. Remaining documents
b. Checklists or approach plates
c. Other kneeboards
Q3. Which is not a benefit?
a. It can hold ipads
b. It can hold headsets
c. It can hold batteries
Q4. We can imply that its main feature is ________
a. Its portability
b. Its benefits
c. Its size

SECTION 8: Hewlett Packard employees donate to Flying Musicians Association (ADVANCED)
The Flying Musicians Association has been selected to participate in Hewlett Packard’s Social
Impact Initiative program, in which Hewlett Packard’s nearly 300,000 employees may donate
directly to Flying Musicians Association, and Hewlett Packard will match these donations dollar
for dollar up to $1,000 annually. Hewlett Packard is also allowing its employees to perform up to
four hours per month of volunteer work for Flying Musicians Association on Hewlett Packard
time.
Bruce Dunai, a long-time employee at Hewlett Packard and active Flying Musicians Association
member, facilitated this program.
“Hewlett Packard encourages and even incentivizes employees to fulfill the vision of Bill Hewlett
and Dave Packard, founders of Hewlett Packard, as stated in the following message. ‘I am pleased
to be a part of a large Global Information Technology leader that walks the talk when it comes to
Social Impact & Sustainability on an ongoing basis,’” Dunai said.
John Zapp, co-founder of Flying Musicians Association, said, “We are so excited about this
opportunity because we are kindred souls with the folks in the Information Technology field. Just
poll the group and you will see how many pilots are also Information Technology folks as well as
musicians. We see this as a natural extension, one that unifies us all towards inspiring, educating
and encouraging others.”
211
Q1. What can be inferred from this program?
a. It is successful
b. It is in progress
c. It is about to start
Q2. Besides donating money, how else can employees help?
a. Volunteer work
b. Performances
c. Working overtime
Q3. According to the text, what is their vision?
a. To be IT leaders
b. To Encourage and incentivize employees
c. Social impact and sustainability
Q4. Why are they so excited about?
a. They will strengthen their relationships
b. There are pilots and musicians in this program
c. They have many things in common

SECTION 9: follow me vehicle procedures (INTERMEDIATE)
The following points could be considered when developing Standard Operating Procedures for
follow me vehicles:
Ensure that the vehicle's ‘bridge’ lights or ‘light bar’ are not switched on until the marshalling
actually starts.
If appropriate, ATC may make clear to pilots where the marshalling begins and ends.
In some circumstances it may be better to mention the presence/use of ‘Follow Me’
vehicles/marshallers only at the last minute to avoid confusing the pilot.
As a rule, ‘Follow Me’ vehicles should not be positioned on the far side of an active runway that
needs to be crossed as part of the taxiing; however, there is a potential problem to this since it
may involve an additional crossing of the active runway by the ‘Follow Me’ vehicle for it to be in
the correct location.
‘Follow Me’ vehicles may be used in Low Visibility Procedures - but pilots need to know when the
marshalling ends, e.g. at the Holding Point, and not be tempted to continue following a 'Follow
Me’ vehicle that has completed its function.
173
Q1. When should the lights be switched on?
a. As soon as the marshaling starts
b. Before the marshaling starts
c. They shouldn’t be switched at all
Q2. Why does presence of vehicles have to be mentioned?
a. To inform pilots
b. To avoid traffic
c. Not to confuse the pilot
Q3. ‘follow me’ vehicles should not be positioned _________
a. Where there is taxiing
b. On the far side of active runway
c. Crossing an active runway
Q4. ‘follow me’ vehicles must not be followed ________
a. Once its function is completed
b. When the marshaling ends
c. When they are at holding point

SECTION 10: A320, vicinity Frankfurt Germany, 2001 (INTERMEDIATE)
"Immediately following the lift-off the aeroplane assumed a slight bank angle to the left. The
commander, who was the pilot flying, tried to correct the attitude by a slight input on the left
sidestick. However, the bank angle increased continuously up to approx. 22°. With the
commander’s call out :“I can’t do anything more“ the first officer took over the controls with the
words “I have control“ and pressed the take over push button. The First Officer had already
instinctively tried to counteract the rolling movement with his sidestick.
Controlled by the second autopilot the aeroplane climbed to flight level FL 120 where the crew
carefully analysed the control system. With an input on the left sidestick the aeroplane - after a
short shaking and a brief bank angle corresponding to the input - suddenly reacted contrary. The
right-hand sidestick functioned normally.
The crew decided to not continue the flight but to return to Frankfurt. The First Officer took over
the controls and safely landed the aeroplane in Frankfurt.
170
Q1. What caused this incident?
a. A wrong assumption
b. A technical problem in sidestick
c. A problem at controls
Q2. Who climbed to FL 120 for analyzing the control system?
a. The first officer
b. The second autopilot
c. The first autopilot
Q3. Which sidestick worked properly?
a. Both
b. Left
c. Right
Q4. Who made the decision to land in Frankfurt?
a. The crew
b. The first officer
c. Tower control

FORMATO (VERSION 13) TLA

activities you do.
What are the responsibilities and rights of being an airline pilot?
RIGHTS
a. Minimum safe conditions to fly
b. Final decisions on board
RESPONSIBILITIES
c. Comply with ATC instructions

d. Safety
The pilots must comply with different procedures, rights and

responsibilities, they must inspect the plane to certify the
minimum safe conditions to fly, on board the captain is
responsible for the paxs and crew members , in case of any
problem he takes the final decision on board.
Pilots must also comply with Atc instructions to ensure the
safety of the flight.
One of the auxiliary system of an airplane is the electrical system.

How and when is this used?
a. Switch or button
b. Power generation
c. APU / RAT
d. Electrical problems
The electrical system is controlled by switches or buttons in the cockpit.
If you have electrical problems you can use the APU or RAT to restore the
electrical power generation
What would you do if after you have touched down, the visibility
became zero and you could not see the taxiway to exit?
a. Extra caution
b. Lights
c. Resources on the runway
d. Ground support
If after landing I have zero visibility we must have extra caution

to follow the low visibility procedures of the airport , then we can
use the resources on the runway to vacate it for example
request to increase the taxiway lights , if we continue
disorientated we can request ground support to guide us to the
gate like a follow me car.

According to investigations, most of the accidents occur during
landing and takeoff than during other phases of flight. Why these two
phases of flight are considered critical?
a. Weather conditions
b. Maneuver of flight
c. Technical failures
d. Pilot’s error
Most of the accidents happen during the takeoff and landing because are
critical phases of the flight, sometimes weather conditions have influence in
this events, but as a pilot you must be careful with maneuver of the flight,
to avoid pilots error, or flight technical failures
On Saturday, July 28, 1945, William Franklin Smith, Jr., was piloting
a B-25 Mitchell bomber on a routine personnel transport mission from
Bedford Army Air Field to Newark Airport. Smith asked for clearance
to land, but was advised of zero visibility. Proceeding anyway, he
became disoriented by the fog, and started turning right instead of
left after passing the Chrysler Building.
At 9:40 a.m., the aircraft crashed into the north side of the Empire
State Building, between the 78th and 80th floors. One engine shot
through the South side opposite the impact and flew as far as the
next block, dropping 900 feet and landing on the roof of a nearby
building.

b. Weather
c. Crash
d. Conclusion
In this accident we had many problems , some of them were the wrong
appreciation of the pilot about the weather conditions and over estimated of
his capabilities, and the bad desicion to continue the approach in this weather
conditions, this caused the accident and he never knew the environment of
the airport , maybe he never followed the published procedure in case of go
around to avoid the buildings surrounding the airport.

When flying, some passengers prefer one airline to others. Why do
you think passengers have preferences with one airline over others?
a. Onboard services
b. Accident reports
c. Fleet
d. Prices
Some paxs prefer one airline than others due to prices and also
due to fleet , because a modern fleet has minor accident reports
than an old fleet, and many people observe and enjoy the
onboard services.

http://wpmedia.news.nationalpost.com/2014/03/malaysia_p
lane-what_could_have_happened_-2.jpg?w=620
In that picture I saw a B777 crashed with the slides deployed, the
plane was burned in the roof, was without tail and over the ground I
saw a fire truck next to the plane, I think this was the asiana airlines
accident in SFO

Imagine you, as a copilot, are arriving at the destination airport and
the captain continues the approach flying beyond minima. He says that
he makes the same procedure hundreds of times and he knows the
area well. He assures there will not be any problems afterwards. What
do think will happen and how will you manage the situation?
a. Loss of control
b. Absence of procedure
c. Complacency
d. Intervene and report
If this situation occurs and I notice the absence of procedure and

complacency by the captain maybe he can lose control , in this situation as
a FO I must intervene and report this event
Boston Information B. 0800 Z. Wind calm, runway 15 and 24 in use.
CAVOK. temperature 27, Dew point 25. Altimeter 1013 hpa or 29.92
inches. Expect ILS/DME runway 15 approach. Taxiway T is closed due
work in progress from 1200Z to 18000Z . Advise approach control on
119.3 frequency you have B information.

Pacific 219 is cleared to GND airport as filed, LVI 3A Departure, climb
and maintain 6000 ft, request initial level change en route, squawk
5501

Austral 202, there is a red and white MD83 towing from position
number two to the north apron. After that traffic, cleared to taxi via
taxiway B to the holding point of runway 18

Air Pacific 205, traffic landing runway 17 will hold short of the
intersection, runway 15. Report traffic in sight, then cleared for
takeoff.

Lufthansa 622, Climb and maintain one three thousand. Expect one
5000 ft. at San Jose. 13000 is not available

Avianca 186 climb to FL260 via W7, after passing FL190 fly direct to
ALB. Report reaching FL 230.

Imagine that you are the pilot of Airstar 111. You are now on the
holding point of runway 32 and ready for takeoff. You noticed that there
is a great deal of ice accumulated on the wings of your aircraft.
Considering the situation you intend to cancel your takeoff and proceed
to a de-icer facility in the airport. ATC calls you:
Tower: Airstar 111, cleared for takeoff

Pilot: negative sir we request return to the ramp
Tower: Airstar 111, say again, why are you canceling your takeoff?
Pilot: we are cancelling our takeoff due to ice accumulation on the
wings, and request de icer facility position.
You are approaching to land on your four-engine jet and you are
number two in the landing sequence after a Cherokee. While you are
turning to final, ATC informs you that a twin turboprop landed hard
and its landing gear collapsed due to the presence of strong wind
shear above the runway.
In that situation I would continue with the go around procedure,
then I would request position to hold.
ATC.
Lima tower this is OB1234 go around and request fix position to hold until wx
conditions improve.

While flying at an altitude of 27,000 feet, you hear a warning on the
annunciator panel. The instruments read that the cabin pressure is
steadily reducing. Great efforts to keep the required pressure are
unsuccessful and you have only 2 hours left to reach your
destination.

In this situation I would ask the FO for the nearest airport in the zone
, after that we would take a decision to land in the nearest suitable
airport because the loss of pressure is considered an emergency and
it can finish in an accident.

Lima control this OB1234 we request rapid descend due to
pressurization problems and request divert to CIX airport, we request
priority in the approach.
Versión 3

1. Compare and contrast both pictures, saying why this people might be getting off the plane hastily
2. What is the air crew supposed to do in these circumstances?

VERSION A1.13

SECTION 7
Pilot: Borealis 991, we seem to be clearing the volcanic haze in descent through FL 290. Will
descend to FL 250 and advise further if required.

Control: Borealis 991, roger. Suitable field information. Ready to copy?

Pilot: Borealis 991, go ahead.

Control: Borealis 991, nearest airport able to accommodate a Boeing 747 is lrgan lsland Military
Field, 10 o'clock 135 nautical miles. You are cleared present position direct lrgan lsland Military
Field.

Pilot: Borealis 991, roger. We are level at FL 250 and the other three engines seem to be running
normally. Proceeding direct to lrgan lsland Military Field.
98
Q1. The plane’s callsign was _______
a. Borealis 991
b. Borealis 919
c. Borealis 990
Q2. Where was the military field located?
a. 10 o’clock 113 miles
c. 10 o’clock 130 miles
Q3. Which was the plane’s last FL?
a. 290
b. 215
c. 250
Q4. Were they able to accommodate the boeing 747?
a. Yes
b. No
c. No information

SECTION 7
A pilot en route to Fort Miller Airport is calling Springfield Flight Service Station to request current
meteorological conditions for his destination.

Pilot: Springfield Radio, Afrispirit 301.

Control: Afrispirit 301, Springfield Radio go ahead.

Pilot: Afrispirit 301 requests METAR for Fort Miller Airport.

Control: Afrispirit 301, Fort Miller 0400 met: wind 260 at 25 gusting at 40, visibility 1200 meters in
snow, overcast 700 feet, QNH 1008.

Pilot: QNH 1008. Afrispirit 301. Thanks for the assistance
82
Q1. Why did the pilot call the service station?
a. For METAR
b. To reach destination
c. For weather issues
Q2. What callsign was employed?
a. Afrispirit 300
b. Afrispirit 310
c. Afrispirit 301
Q3. Which METAR information is wrong?
a. Wind 260
b. 40 gusting
c. Visibility 1200 meters
Q4. The QNH reported was ________
a. 1008
b. 1080
c. 1088

SECTION 7
Pilot: Springfield Radio, Europa 310.
Control: Europa 310, go ahead.
Pilot: Europa 310,i understand the meteorological conditions are still deteriorating. ETA for Fort
Miller is 0630. Request the TAF for the period 0600 to 0800.

Control: Europa 310, roger, stand by.

Control: Europa 310, the 0600 to 1200 terminal area forecast for Fort Miller: winds 270 degrees
at 40 knots, gusting 50, over¬cast at 500 feet, visibility 800 meters in heavy snow.

Pilot: Europa 310, roger
82
Q1. What problem is reported?
a. Plane deterioration
b. Weather issues
c. Lack of area information
Q2. Which information is wrong?
a. Winds 270°
b. Visibility 800 meters
c. Gusting 500
Q3. The visibility is in reference to _______
a. Clearance information
b. Snow issues
c. Area forecast in general
Q4. Why was the TAF requested?
a. For the period 0600 to 0800
b. For the period 0600 to 1200
c. For the period 0600 to 1000

SECTION 7
Pilot: Argosy Center, Air italy 879, FL 370, squawking 4604, BURDI 0936, Ingali next.
Control: Air italy 879, Argosy Center, identified. Omit position reports.
Pilot: Air italy 879, we see thunder¬storm activity on our weather radar 35 miles ahead at our 11
o'clock. Do you have any information referring to those cells?

Control: Air italy 879, affirm. We have had PIREPs of moderate to severe turbulence in cloud at
your altitude in the past hour.

Pilot: Air italy 879, roger. Request 20 degrees right for weather avoidance.

Control: Air italy 879, roger. Deviation approved. This will take you to a point 25 miles south of
the airway.

Pilot: Air italy 879 turning right, heading 120 for deviation around weather.
112
Q1. What was the pilot asked to do at first?
a. Avoid weather activity
b. Inform position reports
c. Omit position reports
Q2. What kind of weather activity was detected?
a. Heavy snow
b. Thunderstorm
c. Clouds
Q3. Why did the pilot request 20 degrees right?
a. Ask for deviation
b. To inform deviation
c. To avoid weather
Q4. What technical problem was reported?
a. Turbulence
b. Wrong altitude information
c. Cell information

SECTION 8: STC in the works for G100UL (ADVANCED)
While the government begins its testing of four potential 100LL replacements, George Braly and
Tim Roehl of General Aviation Modifications Inc. in Oklahoma just finished up yet another test of
their unleaded 100-octane avgas — G100UL — at Embry-Riddle Aeronautical University.
The fuel underwent flight testing and engine block testing in one of the school’s carbureted 172s.
“No issues were found,” Roehl reports. “We just lack a couple of other tests to complete our first
Supplemental type certificate on the 172.”
Four years and millions of dollars into development of G100UL, Braly and Roehl chose not to
submit the fuel as a potential candidate for the Piston Aviation Fuel Initiative testing, noting they
were “already far down the road to completing the Supplemental type certificate.”
Once the first Supplemental type certificate is received — Roehl hopes it will be in the next year
— it will be followed by a growing list of engines and airframes approved for the unleaded fuel.
Roehl explained it is a two-step process, technically called Approved Model List Supplemental
Type Certificate. The first step is a list of approved engines, while the second is a list of approved
airframes. “If your engine and your airframe are on the list, you can use the fuel,” he explains.
The fuel will be a true drop-in replacement for 100LL, according to General Aviation Modifications
Inc. officials.
“There will be no operational changes needed,” he says. “There is no limitation in mixing the fuel
with 100LL in any percentage. This will hold true across all engines and airframes.”
255
Q1. Who is testing 100LL replacements?
a. The government
b. General modifications inc.
c. Embry-Riddle aeronautical university
Q2. According to officials, what can replace 100LL?
a. G100 UL
b. Fuel
c. The first STC
Q3. We can infer that the first STC _______
a. Will soon be in progress
b. Will soon be tested
c. Will soon be approved
Q4. It is stated that ________
a. Maxing fuel with 100LL may have limitations
b. It will be applied in all engines and airframes
c. Operational changes will not be needed

SECTION 8: Commemorative Air Force Will Showcase Top World War II Bombers and
Fighters at WWII Air Expo (ADVANCED)
The Commemorative Air Force will showcase a collection of World War II aircraft during its World
War II Air Expo at Dallas Executive Airport October 3-5.
Four of the most popular bombers from that era will be on the ramp including FIFI, the world’s
only flying B-29 Superfortress. Other attending bombers include the B-17 Flying Fortress, B-24
Liberator and B-25 Mitchell. Vintage military fighters present will include a P-40 Warhawk and
two P-51 Mustangs.
Visitors will have the opportunity to tour the bomber cockpits, visit educational displays and even
purchase rides on many of the airplanes.
“Our team organized the World War II Air Expo as a way to thank residents for welcoming the
Commemorative air force to North Texas,” said Stephan Brown, president and CEO of the
Commemorative Air Force. “We will fill the Dallas sky with the largest fleet of World War II
bombers and fighters in North Texas since the 1940s. It promises to be an unforgettable event
that families, history aficionados and aviation enthusiasts will cherish for many years to come.”
The World War II Air Expo takes flight Friday, October 3, and continues until Sunday, October 5,
with three days of historical programs and exhibits. Guests can visit the Commemorative Air
Force Rise Above exhibit; a 160° panoramic theater where visitors watch a video highlighting the
courage and determination of the Tuskegee Airmen.
228
Q1. We can infer that the purpose of CAF in this event is to ________
a. Remind people what happened in WWII
b. Showcase aircraft displayed during WWII
c. Commemorate one more anniversary of WWII
Q2. What is specifically shown in this expo?
a. Bombers and fighters
b. Aircraft and memorabilia
c. Programs and exhibits by veterans
Q3. What cannot be done in this expo?
a. Visit educational displays
b. Tour cockpits
c. Purchase airplanes
Q4. Why did this event take place in Texas?
a. It is taking place in all states
b. As appreciation for welcoming Commemorative air force
c. Texans were waiting for a long time

SECTION 9: Multiple Line-ups on the Same Runway (INTERMEDIATE)
Multiple line-ups is a technique employed at some busy airports to expedite the departure of
aircraft from the runway. It concerns departing aircraft being instructed to line-up on the same
runway at different positions using different access taxiways.
Line-up instructions may be issued to more than one aircraft at different points on the same
runway taking into account that intersection take-off criteria shall be obeyed, provided that:
a) Minimum visibility is established by the appropriate authority. Those minima shall permit the
controller and the pilot to continuously observe the position of the relevant aircraft on the
manoeuvring area by visual reference;
b) Local considerations, such as the airport layout, available radar equipment and local weather
phenomena, are defined. The effect of jet blast/prop wash shall be taken into consideration;
c) air traffic service for aircraft involved in multiple line-ups on the same runway is provided on
the same radio frequency;
d) pilots shall be advised of the position of any essential traffic on the same runway;
e) the slope of the runway does not render preceding aircraft in the departure sequence invisible
to succeeding aircraft on the same runway;
190
Q1. According to the text, this technique is employed in ________
a. Busy airports
b. Some busy airports
c. All airports
Q2. What is this technique basically for?
a. Aircraft at take off
b. Aircraft at landing
c. Aircraft in different runways
Q3. These instructions can be applied for ________
a. Many aircraft in the same point
b. Only one aircraft at a time
c. Many aircraft
Q4. What is this article mainly about?
a. Line-ups on same locations
b. Multiple line-ups on same runway
c. Line-up instructions for aircraft at different points

SECTION 10: A321, en-route, Gimpo South Korea, 2006 (INTERMEDIATE)
"On June 9 th , 2006, at about 17:40, Asiana flight 8942 , an Airbus 321-100, operated by Asiana
Airlines, en route from Jeju International Airport to Gimpo International Airport, encountered a
thunderstorm accompanied by hailstones around 20 miles southeast of Anyang VOR at an
altitude of 11,500 ft during descending to approach Gimpo Airport, and the radome in the nose
section of the aircraft was detached and the cockpit windshield was cracked due to impact with
ice stone carried by the thunderstorm. No one sustained injuries in this accident.
Findings Related to Probable Causes:
The flight route selected by the flight 8942 crew in order to avoid the thunderstorm was not
separated enough by distance from the thunderstorm, and the alertness to the thunderstorm
paid by the flight crew during descending was not sufficient, and the flight direction chosen when
in close proximity to the thunderstorm was not appropriate to avoid the thunderstorm.
161
Q1. The number of the flight was ________
a. 7594
b. 321 100
c. 8942
Q2. What caused this accident?
a. Human factors
b. Weather issues
Q3. In terms of casualties, which is false?
a. The aircraft suffered damages
b. Only one person was injured
c. No one was injured
Q4. What could have prevented this accident?
a. Enough distance from thunderstorm
b. Appropriate flight direction
c. Wrong flight route taken

FORMATO (VERSION) 14

activities you do.
How do pilots regularly conduct preflight inspections?
a. Take time
b. Outside the plane
c. Cockpit
d. Logging
Pilots normally take time to conduct preflight inspections , because is a very

important step before the flight,they inspect outside the plane for examp,e
the engines, fuselage, landing gear to see if everything is correct, then inside
the cockpit check the systems , if there is something not normal they wrote
it down in the log book.

What other factors, apart from weather you cannot avoid, increase
the possibility of your airplane not taking off on time?
a. Traffic
b. Last minute maintenance
c. Missed the assigned slot time
d. Sick passenger
A plane can't takeoff on time due to many factors, one of them could
be traffic, there are certain hours where there is a lot of congestion ,
for exampl in Lima airport in the morning, there are many flights to
cusco, also last minute maintenance can be a factor, a last minute
failure takes time to see if the plane can continue or not, other factor
can be a sick passenger, for example a heart attach, and finally in
less cases could be to miss the assigned slot time.

What would you do if a flight attendant reported you that a passenger
is being rude and aggressive to other passengers and flight
attendants?
a. Evaluate the threat
b. Preventive measures
c. Advise ATC
d. Restraining actions
In that case I would evaluate the threat and depending on the situation I
would take the preventive measures and would speak to the passenger
telling him or her that could be disembarked of the plane, to continue I would
advice Atc to send security and ground support for restraining actions

Crew Resource Management Training is now compulsory for all
transport pilots. Do you think flight attendants must follow CRM
training, too? Why?
a. Communication
b. Team work
c. Safety decisions
d. Situational awareness
Today's aviation is based in a good communication and also team work,

pilots and flight attendants are also prepared in CRM, because it helps to use
all the resources to have a safe flight and to take safe decisions, all this
courses help to improve the situational awareness

At about 23:18 local time on 13 April, AeroUnion Flight 302 executed
a missed approach after a landing attempt and crashed. The Airbus
A300B4 was on a scheduled international freight service from Mexico
City International Airport via General Mariano Escobedo International
Airport, Monterrey, to Los Angeles International Airport. The crew had
been cleared to land the aircraft on runway 11 at Mariano Escobedo
Airport, but it crashed onto the Avenida Miguel Alemán motorway,
almost 2 km short of the runway threshold. It struck a car, killing the
driver. The airplane broke up and burst into flames.
There was a storm that caused windshear and heavy rain, with a
ceiling varying between 500 and 800 feet. The METAR in force at the
time of the accident stated visibility of 7 miles with light rain. Cloud
cover was "broken" at 2,500 ft, overcast at 5,000. with intra-cloud
lightning observed.

c. Weather
d. Conclusion
This is the accident of flight 302 that performed a missed approach
and crashed , the flight was from Mexico to LAX , the plane was
cleared to land on rwy 11 but crashed on the highway 2kms short of
the threshold, the plane killed a truck driver and burst into flames.
A storm caused a windshear and heavy rain.

The human mind is fallible and error can occur for many reasons, for
example, from a misheard message, from memory slip, or from incorrect
appreciation of the situation. Error in aviation can have severe
consequences.
How can pilots avoid human error?
a. Cross-checking procedures
b. Crew resource management
c. Concentration
d. Follow the rules
Errors can happen in aviation , but if the pilots and crew members follow the
rules and also cross check procedures , the mistakes can decrease to cero,
to have that is necessary to have a good CRM , a lot of teamwork and to
have a good concentration during all the phases of the flight.

http://upload.wikimedia.org/wikipedia/commons/5/5e/BA3
8_Crash.jpg
This picture showed a plane from BA, that crashed before landing on
the rwy, I saw the main LG out of its position , the slide deployed and
some firefighter looking the incident , the doors were open so I think
the paxs have already evacuated, at the back I saw a plane from air
France .

The aviation industry is growing fast, which creates many logistical
challenges. Take airline operations for example just one small delay
can affect a schedule, creating a domino effect on the rest of the day.
Aviation authorities and companies are implementing different
measures. How do you think these measures will reduce delays?
a. New arrival procedures using time rather than distance
b. Air traffic control technology
c. Sophisticated equipment on board
d. Airport capacity
There are measures to reduce the delays , for example by increasing the
airport capacity,having more gates and slots for more planes , also with
modern air traffic control technology would help to receive and clear more
planes to land and takeoff; also modern planes have sophisticated
equipment on board like computers that help pilots to program the route
and wx conditions ,notify the pilots if the plane has any problem, and finally if
more airports would implement new arrival procedures using time rather
than distance would help to reduce the delay between flights.

Manchester International Airport, Information B, 0000 UTC, wind 260
degrees at 10 knots. Runway 14 and 13 in use. Visibility, 4 miles. Sky
condition, scattered 3,500 ft, broken 8,500 ft. Temperature 35, dew
point 25. QNH 1010 hPa. Haze all quadrants, expect additional
15minutes terminal delay.

DHL771, cleared to MNL VOR via LPA direct CRO, climb and maintain
9000 ft. Runway 26 in use QNH 1013. Report over LPA, departure
frequency 119.1, squawk 1274.

Trans Air 768, taxi straight ahead to taxiway B, turn left and taxi to
runway 16R, contact tower on 127.55 when ready.

Bravo Air 498, Torrance tower, taxi straight ahead to taxiway B,
cleared for take off.

American 761, cleared to PRT 2G departure, Red 7, Amber 5, climb
and maintain FL 160, request level change en route, squawk 2031
after departure contact Departure on 128.1

Cessna 172, re-route from present position, fly direct PTB to join C-
462 and D-862, maintain FL 330.

Imagine that you are Bluejet 222, flying level at 35,000 feet, passing
TPT at time 17. You estimate to reach AWR at time 45. You contact
Dubai Control to make a position report.
Dubai Control: Bluejet 222, Dubai Control, go ahead with your report
Pilot: Atc this is bluejet 222 passing TPT at time 17 estimating
AWR at time 45
Control: Bluejet 222, I didn’t catch your message, please say again.
Pilot: Atc this is bluejet 222 passing TPT at time 17 estimating

AWR at time 45

You are the pilot of Timeair 118. You have just got the takeoff
clearance from London Tower and are now advancing the throttles for
takeoff with low visibility. While reading the instruments, your co-
pilot informs you that something like a landing light ahead on the
runway is shining but it cannot be clearly identified. You are now
about to reach V1.

In that case I would reject the takeoff and stop the plane, then
would notify Atc and would request to find out if there is other plane
landing on the same rwy
ATC.
Atc this is OB1234 rejecting takeoff due to possible plane ahead of
us .
Just a few minutes after take-off, while leveling at cruise altitude,
your plane begins experiencing constant but severe loss of electric
power. Electrical power discontinues then returns after 30 seconds.
Despite the measures you have taken to solve this malfunction, the
electrical system does not shut down. This condition affects directly
the flight instruments and flight computer management system
(FCM).

In that moment I would contact Atc and would request to return to
the airport to have the mechanics inspect the electric system to
ensure the safety of the flight.

Atc this is OB1234 we request immediate return to the airport due to
failure in the FCM and problems with the electrical system
3. Section 6. Part 1. - Picture Description
Versión 4

1. Compare and contrast both pictures, saying why pilots have to dump fuel
2. Can landing overweight with fuel be an option?

In the 1st picture I can see a plane near the ground dumping some fuel before landing, In the 2nd I see a 4
engine plane dropping some water from the belly, maybe to extinguish a fire, is a clear day without
clouds.
Normally the pilots dump fuel because they can't exceed the maximum landing weight otherwise the
plane could suffer structural damage, or can brake the LG.

VERSION A1.14

SECTION 7
Pilot: Springfield Tower, GUD.

Control: GUD, roger. 10 miles north of the airfield. Report intentions.

Pilot:. We'll try to release the nose gear again, but if it remains up, we'll land with all three wheels
retracted. GUD

Control: GUD, roger. You may do a low approach by the tower for a visual check of your landing
gear position.

Pilot: GUD, roger.

Control: GUD, have you got the field in sight?
Pilot: GUD, affirm.
Control: Roger. Make a low pass over runway 08 for landing gear check.
86
Q1. The pilot is presenting problems with the plane’s
a. Landing gear
b. FL
c. Positioning
Q2. What is the pilot’s intention?
a. To land
b. To release nose gear
c. To perform a low approach
Q3. Why was the pilot asked to do a ‘low approach’?
a. To show landing gear position
b. To land immediately
c. For a visual check
Q4. The pilot made a low pass
a. To go over runway 08
b. For landing gear position
c. To be able to see the field

SECTION 7
Flight dispatch: Airspec 309, call on company frequency and monitor this frequency.
Pilot: Airspec 309, wilco.
Flight dispatch: Airspec Dispatch, flight 309, go ahead.

Flight dispatch: Flight 309, be advised maintenance has inspected your aircraft and found a
hydraulic leak in number two engine. It will be necessary to open the engine cowling and perform
an inspection. There will be a 30-minute delay and we will advise you of the situation shortly.

Pilot: 309, roger. Standing by.

Flight dispatch: Flight 309, be advised the flight is now delayed for three hours due to the
mechanical problem. What are your intentions?

Pilot: Flight 309, it will be necessary to disembark the passengers during repairs. We are re-
questing ground agents to assist the passengers.
115
Q1. What did the dispatcher ask air traffic control?
a. To complete boarding
b. To transfer the flight to his frequency
c. To monitor ground frequency
Q2. How many engines reported issues?
a. 1
b. 2
c. 3
Q3. Once they knew about the technical problems their next step was
a. Advise maintenance
b. Find the leak
c. An inspection
Q4. How long were they first told the delay would last?
a. 3 hours
b. 30 minutes
c. 3 hours and 30 minutes

SECTION 7
Pilot: Pan-pan pan-pan pan-pan! Athens Radar, Seychelles airlines 717. We just had a lightning
strike. Some instruments seem to be unreliable. Request divert direct to Athens and descent.

Tower: Seychelles airlines 717, descend to FL 240. Are you able to fly an assigned heading?

Pilot: Leaving FL 360 for FL 240. Affirm. At least for the time being. Will advise. Seychelles airlines
717.

Tower: Seychelles airlines 717, roger. Fly heading 305 for vectors to Athens airport. Descend to FL
120.

Pilot: Heading 305. Descending to FL 120, Seychelles airlines 717.
Tower: Seychelles airlines 717, contact Athens Arrival 122.95.
Pilot: Athens Arrival 122.95, Seychelles airlines 717.

104
Q1. What problem was reported?
a. Radar issues
b. Lightning strike
c. Instruments are not reliable
Q2. After the problem was detected the pilot requested to
a. Divert to Athens
b. Descend in Athens
c. Fly another heading
Q3. To reach the airport the plane had to descend to
a. FL 240
b. FL 360
c. FL 120
Q4. Seychelles airlines contacted Athens arrival at
a. 122.90
b. 122.95
c. 122.85

SECTION 7
Pilot: Mayday mayday mayday! Conway Radar,Air Dorval 833. Heavy Boeing 747 with animals
loose in the hold. Request im¬mediate landing. Position 25 miles west of Conway, FL 240, heading
085 degrees.

ATC: Air Dorval 833, Conway Radar, roger mayday. Route direct to Plymouth VOR. Descend to FL
180. Number three in traffic, no delay expected.

Pilot: Descending to FL 180, direct Plymouth VOR, Air Dorval 833.
ATC: Air Dorval 833, who is your handling agent at Conway?
Pilot: Air Dorval 833, handling agent is Fauna First Company. Request you inform them of our E TA.
ATC: Air Dorval 833, wilco.
100
Q1. Which is the plane’s callsign?
a. Air Dorval 830
b. Air Dorval 813
c. Air Dorval 833
Q2. What was the pilot’s first intention?
a. To land
b. To know his position
c. To inform about his problems
Q3. In Plymouth VOR the delay
a. Was expected
b. Was not expected
c. Was taking long
Q4. What was the pilot asked to inform his handling agent?
a. Descend to FL 180
b. His company’s name
c. ETA

SECTION 8: $6.7 million settlement in cropduster’s death (ADVANCED)
On September 3rd , a settlement was reached in front of Judge Scott Snowden on the wrongful
death action filed by the family of agricultural aviator Steve Allen in the amount $6.7 million and,
as a result, is establishing the standard as to the use of meteorological evaluation towers for wind
prospecting in agricultural areas.
On January 10th , 2011, a 60-meter meteorological evaluation tower that had been erected in
April of 2009 took the life of well-known and respected Northern California agricultural aviator,
Steve Allen.
Allen had been hired by Bouldin Farming Company to spread winter wheat on one of the fields in
Webb Tract Island, located in Contra Costa County. The tower was an eight-inch galvanized,
unmarked, unlit tower manufactured by New Resolution Geophysics Systems. It was installed by
Echelon Environmental Energy and PDC Corporation, which had been hired by Renewable
Resources Group, the agent and representative of the Real Estate Partners and Delta Wetland
Properties to monitor wind levels to prospect for the potential of a wind energy farm on Webb
Tract.
According to the family’s attorneys, the tower was constructed in a fashion to avoid being above
200 feet, which would have triggered FAA regulations that required the tower to be marked so
was visible and could be seen by low-flying aviators.
216
a. Steve Allen’s family won the case
b. The case is not over yet
c. The defendants are winning the case
Q2. What caused Steve Allen’s death?
a. Weather issues
b. A MET wrongly built
c. Mechanical problems
Q3. According to the text, the ones potentially affected by this tower were
a. Aviators at all levels
b. Aviators at high levels
c. Aviators at low levels
Q4. What could have prevented this accident?
a. Marking and lighting
b. To have built it over 200 feet
c. More monitoring on this location

SECTION 8: Air Race Classic champions use winnings to establish scholarship (ADVANCED)
The Racing Aces, Dianna Stanger, Joyce Wilson and Erin Cude, sponsored by Cirrus Aircraft, are
establishing a new $5,000 Aviation Aces Scholarship for Women. The team just won the 2014 Air
Race Classic and is funding the scholarship with their winnings and sponsorships to underwrite
aviation education for women. The 2012 Racing Aces team also won the Air Race Classic and
awarded a scholarship.
“We are racing for women’s education in aviation,” said Stanger. “Today only 6% of pilots in the
United States are women. There should be so many more – it’s a great career opportunity and we
believe women can contribute so much to aviation as pilots or in any capacity. This scholarship
will hopefully encourage more women to pursue an education in aviation whether it’s as an air
traffic controller, mechanic, or pilot.”
Stanger said there is a rich history of groundbreaking women in aviation from Amelia Earhart,
through women’s efforts during wartime to recreational women’s air racing that started in 1929
with the First Women’s Air Derby. According to Stanger, women pilots raced cross-country
through the ’30s and again after WWII in the “Powder Puff Derby.” After the Derby’s 30th and
final flight in 1977, the Air Race Classic continued the tradition of transcontinental speed
competition for women pilots. Stanger and her teammates won this year’s event and plan to
defend their title in 2015.
228
Q1. What is the purpose of this scholarship?
a. To educate women on aviation matters
b. To attract more women into this field
c. To let women apply for this career
Q2. Why is Amelia Earhart mentioned?
a. To name a woman who was in this business
b. To set an example of a good woman pilot
c. To show how women can play important roles in aviation
Q3. How many awards have they won in order to award scholarships?
a. 1
b. 2
c. 3
Q4. What can be implied about women not being interested in aviation?
a. There’s lack of encouragement
b. This career is seen as mainly for men
c. There are few records of women taking part in this

SECTION 9: convective clouds (INTERMEDIATE)
Convective clouds present a serious hazard to aviation. Aircraft entering a Cumulonimbus cloud
may experience severe turbulence, icing, lightning, precipitation, and strong winds. These
hazards, individually and collectively can lead to structural damage, injuries to crew and
passengers, loss of separation/level bust as a result of an inability to maintain assigned height,
and loss of control. Where possible, flight crews will wish to avoid passing within 20 nm of a
cumulonimbus cloud.
Particularly intense Cumulonimbus, often associated with squall lines, may also present related
phenomena such as Tornados, Gust Fronts, and Microbursts, all of which can have an impact on
air traffic management and airport infrastructure.
Aircraft equipped with Weather Radar are able to identify the areas of cloud with the greatest
vertical wind shear and navigate through areas of convective activity.
132
Q1. Why are these clouds considered a serious hazard?
a. They may cause accidents
b. They may cause technical and structural issues
c. They may lead to strong turbulence
Q2. When encountering these clouds, what are flight crews expected to do?
a. Avoid them
b. Maintain FL
c. Report to get further assistance
Q3. Which of these cannot be affected by weather phenomena?
a. Airport infrastructure
b. Aircraft
c. Weather radars
Q4. Which heading would best express what this article is about?
a. Cumulonimbus clouds explanation
b. Cumulonimbus clouds hazard
c. Cumulonimbus clouds preventive measures

SECTION 10: geneva accident, 2006 (INTERMEDIATE)
On March 29th 2006 at about 1 mile from touchdown when in VMC on a night approach to
destination Geneva, an ATR 42-300 being operated by Farnair on a cargo flight experienced a
sudden electrical fire in the flight deck and an emergency was declared to ATC. Despite this
situation the aircraft was able to land normally and vacate the runway via a rapid exit taxiway
after which it was forced to stop. A significant loss of onboard systems was reported to have
occurred due to many technical issues. However, because of this, the fire on board had lasted for
only a few seconds and external intervention was not necessary to fight the fire.
As a result of the occurrence, the aircraft manufacturer conducted an investigation among several
ATR 42/72 operators to find out if other cases of incorrect assembly of the same earth cable
existed. The results showed that several instances of this fault had been found.
158
Q1. Why was emergency declared?
a. Fire was reported
b. This incident happened quite fast
c. The fire could have been severe
Q2. The massive los of onboard systems took place because (of)
a. technical issues
b. It was forced to stop
c. They vacated the runway via a rapid exit taxiway
Q3. Why didn’t they have to fight the fire?
a. It was a minor incident
b. External intervention was not available
c. It wasn’t an emergency after all
Q4. We can infer that the other same operators had to be under observation due to
a. They were affected by the incident
b. They already needed inspection
c. They might pose a same risk

activities you do.
How are your eating habits affected by traveling as a pilot?
a. Eating intervals
b. Weight
c. Dieting
d. Exercise
My eating habits are not affected traveling as a pilot because I keep

my eating intervals like my house , I try to eat at my hours.
Is important to make some exercise to maintain our weight because
we have to pass a medical examination every year, other pilots try to
make a diet.
What makes flying possible under minimum weather conditions?
a. Aircraft computer
b. Instrument landing system
c. Navigational aids
d. ATC
Modern planes have many aircraft computers and the latest

instrument landing system that help the pilots to manage the
flight, also the navigation aids on ground help even more to land
with almost zero visibility , Atc can notify the pilots about the rwy
and wx conditions because they also have modern equipment .

What would you do if after experiencing a dangerous situation in
flight you sensed that your first officer is experiencing a panic attack?
a. Take control
b. Evaluate the situation to continue flight
c. Cabin crew assistance
d. Inform ATC
If that situation happens the 1st action is to take control of the plane
and then request cabin crew assistance to help me inside the
cockpit, then I would try to speak and calm the FO , if he continuos
with panic I would evaluate the situation to continue the fight,
and finally I would inform Atc.
Aside from flying skills, what other skills you need to have to be a
good pilot?
a. Perception skills
b. Communication skills
c. Multitasking
d. Situational awareness
Besides flying a pilot must have other skills , 1st of all good perception skills
this can help to understand what happening in flight, situational awareness
is other factor that would help pilots to know exactly where they are in order
to take good decisions , also modern planes have a lot of technology , so
pilots must know how to work with multitasking , and finally
communication skills with a good level of English will help pilots when
flying to international destinations.

On 28 August 1993 a non-scheduled domestic passenger flight
operated by Tajik Air crashed during takeoff at Khorog Airport.
Militants during the civil war in Tajikistan made the crew take
more passengers than the aircraft was able to carry, which led to
an excess takeoff weight. The crew was forced to take off under
the threat of shooting. Unable to take off, the aircraft overran the
runway at high speed, struck several obstacles and fell into the
Panj River.

b. Crew behavior
d. Conclusion
This is the story of a passenger flight that crashed during takeoff ,

the plane took more passengers than it was permitted , and
produced an excess takeoff weight, the crew was forced to takeoff
, the plane overran and finished into the river
Air Regulations obliged the widespread installation of TCAS (Traffic
Collision Avoidance System) and GPWS (Ground Proximity Warning
System) to avoid collisions with terrain obstructions and with other
aircraft, however, air collisions still continue to happen. What other
requirements need to be met to prevent such accidents from
happening?
a. Recurrent training
b. Team work
c. Reporting culture
d. Simulators
To prevent air collisions to happen besides the use of the TCAS and GPWS
the pilots must have constant recurrent training, they must also
take advantage of the modern and realistic simulators to practice
normal and abnormal situations , on the other hand a teamwork is
mandatory to have a good manage of the flight, finally pilots must
have a reporting culture so they don't skip any procedures ensuring
the safety of the flight.
http://flyawaysimulation.com/media/images1/images/teneri
fe-747-crash-simulation.jpg
In that picture I saw the Tenerife accident between 2 airplanes a klm
and a panam plane due to low visibility , both planes crashed , it was
considered the worst aviation accident , it was a foggy day. Also
there were other factors involved like miscommunication with the Atc
Due to the terrorist attacks occurred on September 11th, pilots are
now allowed to carry firearms in the cockpit. Do you think that this
measure will improve or worsen the security in flight?
a. Protection
b. Regulations
c. Air marshals
d. Accidental shootings
I don't think this can be a good measure , there are regulations and
procedures regarding security, the FAA has put inside p,Andes Air
Marshals to take action in case of hijack or any other threat on
board, but basically they are for protection, pilots on the other
hand can not use weapons because they can't leave the cockpit, also
they need a special training and there could be accidental
shootings.

Barcelona Airport, Information G, 1155 UTC. Wind 200 degrees 8
knots, visibility 4 miles, scattered 1,600 ft, overcast 2,800 ft,
temperature 13, dew point 10. QNH 2987. Visual runway 16L and ILS
runway 16R in use, read back hold short instructions. Advise ATC that
you have information G.

Blue Skies771, cleared to MVLL via RSO, then as filed, maintain 6,000
ft, RSO 2C Departure, request level change en route to FL 300,
squawk 1261.

West Trans Air 468, taxi holding point C2 via taxiway Charlie, runway
06R, surface wind 160 10 knots, QNH 1002

Swiss Air 108, wind 090 degrees 08 knots, QNH 1022, cleared for
take off, runway 14L, climb initially to 6,000 feet and contact
departure on 121.18

Scandinavian 702, hold short of runway 12, after departure climb
straight ahead to altitude 3,500 ft before turning left to MDS.
Air San Carlos 265, fly heading 230 and descend to 12,500 ft for
traffic separation, traffic outbound DC10 on course to VRI 11 DME
passing 9,000 ft.

Imagine that you are the pilot of Avianca 404 and are now holding at
the runway threshold ready for takeoff. While waiting for the clearance,
you notice a cow wandering along the runway. Then, ATC calls you:
ATC: AVIANCA 404, cleared for immediate takeoff

Pilot: Atc this is av404 negative for takeoff
ATC: AVIANCA 404, I didn’t understand what you said; what’s wrong?
Pilot: Atc, negative due to a cow on the rwy

If you were the copilot of King Air 505 with a captain incapacitated to
fly and you took over the flight. Near your destination, ATC informed
you that the weather at the airport was cloudy and rainy with strong
winds and poor visibility. Noticing the situation, the senior flight
attendant tells you that in the cabin one of the passengers is a
qualified airline pilot who is volunteering to help you.

In that situation I would tell the flight attendant to help me move
the captain, then would request the pilots license to certify if he is
a pilot, then would tell her to bring the pilot to the cockpit to help
me with the check lists and communications with Atc

ATC.
Atc this is OB1234 we request priority landing due to pilot
incapacitation, the captain has fainted and I need medical assistance
on ground .

Your flight was diverted due to bad weather and you are now short of
fuel. When you extended the landing gear as you were approaching
to land at alternate, you got no indication they were locked or down.
You requested the controller to execute a go around to check landing
gear down. ATC confirmed that the gear were not extended. You
decided to go around once more to try to solve the gear problem but
your fuel is almost depleted.

In that situation I would prepare for a belly landing applying all the
procedures , and would tell the cabin crew to prepare the paxs

I request priority landing , we have a LG extension problem .
Versión 5

1. Compare and contrast both pictures, saying how this weather affect aircraft performance
2. What does the “deicing process” consists of?
In the first picture I can see a twin engine turbo propeller with ice over the
wings , leading and trailing edges, looks a cloudy day.
On the 2nd we can see a plane on the apron in de icing process, there is a lot
of snow and looks like a very cold day.
This kind of weather can be dangerous because ice formation on the wings
can make the plane loose lift and can finish in an accident , that's why in this
airports there are deicing trucks that can melt the ice allowing the plane to
takeoff , the pilots have 5 minutes to takeoff before the ice forms again.
VERSION A1.15

SECTION 7
The Pacific Service ground agent is contacting Visig 627 with some necessary information to
accomplish his task

Control: Visig 627, Pacific Service Victoria. Your takeoff weight is 143,230 kg. Your zero fuel
weight is 101,070 kg. Your center of gravity is 26 percent and your fuel uplift is 41,200 liters.

Pilot: Roger, Victoria, takeoff weight 143,230 kg. Our zero fuel weight is 101,070 kg and our
center of gravity is 26 percent. Our fuel uplift is 41,200 liters. Ida 627.
80
Q1. What is mainly being informed in this dialogue?
a. Weight and gravity
b. Fuel and gravity
c. Weight and fuel
a. Visig 627
b. Visig 672
c. Visig 622
Q3. The takeoff weight is
a. 143, 220 kg
b. 143, 230 kg
c. 143, 320 kg
Q4. The fuel weight is
a. 101, 070 kg
b. 100, 070 kg
c. 101, 017 kg

SECTION 7
Pilot: Mayday mayday! Polson Departure, Air Sofia 919. The aircraft is unstable. Request vectors
for downwind.

Tower: Roger mayday, Air Sofia 919. Stop climb at 4000 feet and turn left heading 360 for vectors
to downwind runway 09 left. Wind 110 degrees, 10 knots, QNH 1002.

Pilot: Stop climb at 4000 and turn left heading 360, runway 09 left, QNH 1002,Air Sofia 919.
Roger.
Level at 4000. Request immediate return for landing, Air Sofia 919.
Tower: Air Sofia 919, roger. When able, squawk 7700. Maintain 4000 feet.
Pilot: Maintaining 4000 feet. Squawk 7700. We will require the emergency vehicles on landing.
Air Sofia 919.

Tower: Roger,Air Sofia 919. The emergency service vehicles will be standing by. Contact Polson
Arrival 123.75.
120
Q1. What problem did the aircraft report?
a. Vector information
b. Stability
c. Landing issues
Q2. The QNH reported is
a. 1002
b. 1012
c. 1020
Q3. What did the pilot request?
a. To Land
b. To climb
c. To return
Q4. What did the pilot require to solve the issue?
a. To land
b. Emergency vehicles
c. Maintain 4000 feet

SECTION 7
Pilot: Mayday mayday mayday! Caracas Approach, Airfrans 431. We have some unusual fumes in
the cabin, which might originate from under floor cargo. Request immediate landing. We will
evacuate on the runway with exit doors upwind.

After obtaining landing clearance from the Tower, the approach controller issues the following
clearance.

ATC: Airfrans 431, roger. Cleared to land runway 06, wind 080 degrees, 15 knots, QNH 998 hPa.
Airport emergency services are advised.
Pilot: will do. Keep you posted on further issues
ATC: roger, carry on your way.
80
Q1. The plane’s callsign was
a. Airfrans 431
b. Airfrans 341
c. Airfrans 430
Q2. The fumes caused
a. Instant evacuation
b. Cabin inspection
c. Sudden landing
a. Emergency was not necessary
b. Emergency was declared
c. Emergency was on its way
Q4. When asked to clear the land, which information is wrong?
a. QNH 989
b. 15 knots
c. Wind 080 degrees

SECTION 7
Pilot: Pan-pan pan-pan! Air partner 228. We have been advised that there has been a spill of
radioactive material from the aft cargo door of this aircraft. We will advise you as soon as we
know if there is possible hazard to personnel or equipment.

Tower: Air partner 228, roger. We have alerted the emergency crews. They need to know if it's
safe to approach the aircraft. Advise immediately the degree of radioactive contamination.

Pilot: Air partner 228, roger. The radioactive spill is minor. The agency handling the cargo is able
to handle that level of contamination. Advise the emergency crews that our handling agency will
contact them shortly with the details of the spill and the steps they are taking to reduce the
hazard.
120
Q1. Where was the spill detected?
a. Cockpit
b. Aft cargo
c. Cabin
Q2. How serious was the spill?
a. Mild
b. Severe
c. Deadly
Q3. What was the pilot asked to inform for the aircraft’s safe approach?
a. Advise personnel and equipment
b. Advise emergency crew
c. Advise how serious the situation was
Q4. The plane’s callsign is
a. Air partner 282
b. Air partner228
c. Air partner 220

SECTION 8: CubeSats to the Moon
(ADVANCED)
When it’s ready for launch, your typical spacecraft is transported to the launch vehicle in a special
truck, or on its own airplane, or in a railway car. It usually has to be packed in something at least
the size of a shed. Carl Brandon, a physics professor at Vermont Technical College, stowed his in
the overhead compartment of a commercial airliner.
“It took me about two minutes to go through security,” he says. When they heard what had just
gone through the X-ray machine, the Transportation Security Administration agents at
Burlington’s airport flocked to him. “They all wanted to hear about the CubeSat,” says Brandon.
Vermont Tech’s satellite—its first ever—is one of hundreds of tiny spacecraft projects under
development that may change how we explore the solar system. This particular one won’t travel
far, but after being launched into Earth orbit last November, the Vermont Lunar CubeSat began
testing navigational equipment that, in theory, could guide it to the moon. If all goes well, in a
few years Brandon and his team will try to turn theory to reality with a slightly larger version.
Slightly larger, in this case, would mean 10 by 10 by 30 centimeters, about the size of a loaf of
bread. The satellite now in orbit is a cube only 10 centimeters on a side, but it has the same kind
of equipment you’d expect on a much larger spacecraft: star-tracking camera, GPS, gyroscope,
accelerometer, magnetometer, solar panels, computer, and radio transceiver.
247
Q1. Why did the TSA agents at the airport go quickly to him?
a. They wanted to know what the cubesat is about
b. They wanted to see what had gone through the x-ray machine
c. Carl Brandon was a famous physics professor
Q2. Why is it so interesting?
a. It is state-of-the-art
b. Because of its size
c. It has innovative features
Q3. How many aircrafts has he created so far?
a. Over a hundred
b. 100
c. 1
Q4. We can infer that Brandon and his team will create a bigger version because
a. They want to include more features
b. They want to turn theory into reality with this
c. They expect to collect more information

SECTION 8: When Sputnik Crashed in Wisconsin (ADVANCED)
It came from outer space and crashed down in the middle of a street in Manitowoc, Wisconsin.
That surely sounds like the start of a sci-fi movie. But half a century ago, the town was on the
receiving end of a 20-pound smoldering hunk of the Soviet Union’s five-ton Sputnik IV satellite.
Media reports from the September 6, 1962 event say there were no eyewitnesses, but “there are
hundreds if you ask now,” says J. Gregory Vadney, executive director of the Rahr-West Art
Museum, which hosts the festival. Vadney says he heard there were “two police officers on
routine patrol when they spotted the piece in the street. They believed it to be a metal ingot from
one of the local manufacturing plants, speculated that it fell off a truck, and left it. Following
patrol, they returned to the city police station, where they heard that a search had been called
for the Sputnik IV spacecraft” and suddenly realized what they’d found.
The metal debris was sent off to the Smithsonian-Harvard Center for Astrophysics in Cambridge,
Massachusetts, which confirmed it was a piece of the satellite and sent a field agent out to collect
smaller bits that landed around the area.
The Soviet space encounter with an American city is now celebrated at Manitowoc’s annual
Sputnikfest, a party that began in 2007 and that organizers readily admit is “wacky tacky.” Vadney
says, “That a Soviet spacecraft would ‘land’ in front of a museum in northeastern Wisconsin is just
absurd, so why not celebrate it in the most absurd way possible?”
260
Q1. How many people saw the object crash to land?
a. 2
b. No one
c. Hundreds
Q2. How did the police officers realize what they had found?
a. They knew it belonged to a satellite
b. The people at the museum told them
c. It was being sought after
Q3. Why was it sent to a center for aerophysics first?
a. To confirm what it was
b. To know what it was
c. To report what they had found
Q4. It is stated that the celebration is ‘wacky tacky’ because
a. American and soviet have always had different traditions
b. What happened was considered absurd
c. The debris had landed in front of a museum

SECTION 9: Emergency Communications-aviate(INTERMEDIATE)
The pilot’s immediate priority is to ensure the safe flight path and condition of the aircraft. This
not only includes the flying of the aircraft but also the completion of checklist drills. The safe
flight path may even include the initiation of a controlled rapid descent.
In order to maintain the correct balance of workload, the flight crew normally distribute the
responsibilities between the available crew members. For a modern two-crew flight deck, one
flight crew member takes responsibility for the flight path of the aircraft while the other flight
crew member (pilot not flying or pilot monitoring) deals with all radio communications and
actions/reads out checklists.
When there is a significant problem, the workload during the first moments is often high and the
flight crew may elect to inform air traffic control immediately by the most direct means. This
normally entails the use of an initial call incorporating the word “standby”.
154
Q1. According to this text a safe flight path
a. It is a priority
b. Needs to be previously checked
c. Can be controlled
Q2. Responsibilities are assigned for
a. Free crew members
b. All crew members
c. Available crew
Q3. How many people do usually deal with this?
a. 1
b. 2
c. More than 2
Q4. How do you know a call deals with a significant problem?
a. It is a direct call
b. Air traffic control is informed
c. It has the word ‘stand by’ in the phrase

SECTION 10: delay at cargo incident (INTERMEDIATE)
"According to the captain of the flight, there was a short delay at the gate because of "a cargo
issue." As a result, the flight crew had to correct the flight paperwork and obtain an amended
release from dispatch. While at the gate, the first officer of the flight obtained the automatic
terminal information service (ATIS) information "Golf" and received the flight's air traffic control
clearance via the aircraft communications addressing and reporting system. ATIS "Golf" indicated
that both full-length and taxiway Q intersection takeoff operations were being conducted from
runway 34R.
According to the flight crewmembers, during the delay at the gate, they performed a taxi briefing,
which included a departure briefing from for runway 34R. After pushback from the gate, the
ground controller instructed the flight to follow another airplane to runway 34R at taxiway Q.
139
Q1. What caused the delay?
a. Issue at the gate
b. Cargo issue
c. Flight correction
Q2. What did the flight crew have to do for the delay?
a. Amend release from dispatch
b. Take care of cargo issue
c. Correct flight paperwork
Q3. The first officer received ATIS on
a. Flight’s air traffic control
b. Flight’s ‘golf’ information
c. Flight’s communication addressing and reporting system
Q4. When was the taxi briefing performed?
a. After pushback
b. During delay
c. Before departure briefing

activities you do.
Are eating habits affected by flying a plane? Why?
a. Schedule
b. Skipping
c. Type of food
d. Place for eating
Eating habits are not affected because pilots have their own
schedule, some of them select the place for eating, it can be
inside the plane or at home depending on the time of the flight,
other pilots skip the planes food because they don't like the same
type of food everyday.

What is the most interesting part of your job?
a. Salary
b. Travel
c. Flying
d. VIP passengers
I think the most interesting part is to travel, because every flight is different
from another, also flying at night is beautiful because you can see the stars ,
other interesting part is the salary, a pilot ears good money to do what he
likes , and depending on the flight he can meet important vip paxs.

What would you do if you found out that a missile was fired at your
aircraft from a man-pad while in flight?
a. Speeding up
b. Preparation
c. Alert ground
d. Wait
If that happens to my plane in flight , first of all I would try to speed

up to avoid it, if this continues I would alert ground and the crew
members to prepare the paxs in case of emergency landing , finally I
would wait until ths nerve to happens because a plane can defend
against a missile.
In order to combat terrorism acts, some airlines carry secret air
marshals aboard. One airline is even hiring flight attendants who
know martial arts such as kung fu.
Should pilots be also trained in martial arts to improve air safety?
Why or why not?
a. Advantages
b. Disadvantages
c. Training
d. Intentions
I don think that a pilot trained in martial arts can be an advantage

because he must stay inside the cockpit and MUSNT leave it, I think it
would be a disadvantage because in case the pilot fight someone
and gets hurt it would be difficult to fly with only one pilot .
Pilots receive different kind of training for different situations
regarding the flight. If an event of terrorist I think the pilots must
only report their intentions to Atc , and leave the rest for the Air
Marshals of the flight attendants.
5. Section 1. Part 1. - Paraphrasing about a past event
A Boeing 727 was stolen from Quatro de Fevereiro Airport, Luanda,

Angola. Its disappearance prompted a worldwide search by the FBI
and the CIA. Shortly before sunset on 25 May, two men are believed
to have boarded the plane, one of them being American pilot and
flight engineer Ben Charles Padilla. The other was a hired mechanic
from the Republic of the Congo. Neither man was certified to fly the
Boeing 727, which normally requires three aircrew. Both men had
been working with Angolan mechanics to get the plane flight-ready.
Padilla is believed by U.S. authorities to have been at the controls.
The aircraft began taxiing without communicating with the control
tower. It maneuvered erratically and entered a runway without
clearance. The tower tried to make contact, but there was no
response, and the tracking transponder was turned off. With its lights
off, the aircraft took off, heading southwest over the Atlantic Ocean.
Neither the plane nor the two men have been seen since.

b. Authorities behavior
c. Crew behavior
d. Conclusion
This is the story of a B727 stolen in Angola on May 25th, 2 men
boarded the plane, one of them was a pilot and also a flight engineer,
the other was a mechanic, neither were certified to fly , the plane
took off without lights, without transponder heading southwest over
the Atlantic Ocean, but it was never seen again.

Do you think it would be fair for airlines to implement a policy to hire
only pilots who are non-smokers? Why or why not?
a. Discrimination
b. Cockpit rules
c. No effects
d. Risky
I think that would be a discrimination from the airline because it

doesn't matter if the pilot smokes or not, I don't think that is risky,
besides pilots pass a medical examination every year, on the other
hand there are cockpit rules and one of them is not to drink it r
smoke inside, there are no effects in the flight safety.
http://www.cargolaw.com/images/disaster2008.Kalitta9.JPG
In the picture I saw a 747 cargo plane because didn't have Windows,
and there were many boxes and containers on the ground, the
fuselage was broken in the middle, and there was a lot of vegetation,
the sky was cloudy.
Airline companies use several policies to evaluate new applicants. For

example, some airlines check his/her drinking and driving record. Do
you think that this policy will help enhance the safety of passengers
and aircraft? Why?
a. Safety
b. Reaction
c. Issue for flying
d. Behavior
I think airlines should pay more attention in safety and also in the
pilots behavior and flying experience , is not important if the pilots
have a bad record drinking or driving , because that is out of their
working hours, is not an issue for flying, what's more I think pilots
would have a bad reaction or take it bad if they knew they check the
records.

Vienna International Airport, Information S, 0530 UTC, ILS runway 15
approach, runway surface icy, braking action poor, taxiway M closed
due work in progress. Wind 250 degrees at 8 knots, cloud scattered
700 ft, scattered 800 ft, temperature 25, dew point 22, QNH 1018,
advice moderate turbulence, On initial contact advise you have S.

Pacific Air 557 is cleared to Bahamas Airport via the ANH 2 departure
Hector transition, as filed. Maintain 6000; expect FL 210 10 minutes
after departure. Departure frequency will be 128.2, squawk 2491.

Mexicana 642, backtrack from present position and then via taxiway
B3 via A3.

After landing B747, line and wait short of runway 23. Cleared for take
off after B747 vacated.
Kalita 275, climb flight level 10,000 ft, expedite through flight level
7000.
Americana 512, radar services terminated 10 miles NE of MKN,
maintain FL250. 5 minutes before NMN, contact Brussels Approach
128.75

Imagine that you are the captain of Townliner 771. While taxiing to the
runway for takeoff, you find out that an airplane of your company
Townliner 171 is also on the frequency, taxiing for takeoff. Then, ATC
calls on the radio:
ATC: Townliner 171, cleared for takeoff, report airborne

Pilot: negative Atc
ATC: Townliner 171, repeat, what’s the problem?
Pilot: negative Atc there is other plane on the frequency that is to
depart.

You are the pilot of Jetstream 550. Meteorological reports say that
weather conditions are still above the minimums. Despite you are
experiencing stormy weather conditions, you decide to continue to
land at the airport. While descending and establishing visual contact
with the runway, the aircraft begins experiencing intense hail
bombardment which obscures your forward view.
1. What would you do in this situation?.

In that situation I would continue with the landing because is in
sight , also would contact ground support in case the plane suffers
any damage.

ATC.
Jet stream 550 request ground support at landing due to hail

bombardment .
You were a scheduled to fly on a cold and snowy morning. During the
pre-flight inspection, you noticed that the rudder pedal would require
more pressure for full rudder deflection, however you decided to
takeoff anyway. When accelerating for takeoff, the heavy aircraft
began deviating to the right of the runway centerline. This movement
became uncontrollable even applying full rudder. The aircraft’s speed
is still below the decision speed but braking action could be poor due
to wet patches formation along the 2.6 kilometer runway.

In that situation I would app,y brakes to stop the plane no matter if
the braking action is poor because I am before the decision speed.

Atc this is OB1234 rejecting takeoff
Version 6

1. Compare and contrast both pictures, saying how these events developed
2. Do you think that the crew and passengers survived in both pictures?

The 1st picture shows the asiana airplane that had this accident in SFO, the fuselage is burned and
the slides deployed, most of the paxs and crew evacuated without injuries
The 2nd one shows an ejection of a combat plane , I think the picture was taken in an air show
The pilot survived but I don't know if the plane crashed with any construction.
VERSION A1.16

SECTION 7
Pilot: Toronto Delivery, Air 500 heavy. Request start-up, gate B23. Information C.
Control: Air 500, negative flight plan. Advise destination and planned departure time.
Pilot: Air 500, our destination is Montreal, and proposed depar¬ture time is 1400. Stand by.
Outback Airlines Dispatch, flight 500.

Control: Go ahead, 500.

Pilot: ATC advised us that they have no flight plan filed. Can you update us on the situation?

Control: 500, we had to cancel your original flight plan due to additional payload and last¬ minute
passengers requiring a different routing. In addition, the meteorological conditions at destination
have deteriorated, and we had to change your alternate. Your flight plan should be available at
this time. New planned departure time is 1430.
120
Q1. What did the pilot ask for at first?
a. Information C
b. Gate number
c. Start-up
Q2. Once the flight plan was rejected they were asked to inform
a. Destination
b. Departure time
c. Both
Q3. The planned departure time was at
a. 1430
b. 0400
c. 1400
Q4. Why was the original canceled?
a. Information was not updated
b. Different routes requests
c. Flight was not filed

SECTION 7
ATC: Geoline 067, Scottish Control. All Moscow airports are closed due to a heavy snowstorm.
What is your alternate?

Pilot: Geoline 067, our alternate is Minsk.

ATC: Geoline 067, Minsk will be closed from 0700 to 0915 for snow clearing.

A short time later, after the crew has discussed the problem with their London
Dispatcher ...

Pilot: Geoline 067, we wish to divert to Frankfurt. Request clearance.
ATC: Geoline 067, roger. Set Course direct Sola, maintain FL 390.
Pilot: Maintaining FL 390 direct to Sola, Geoline 067.

87
Q1. Why is the airport closed?
a. Weather issues
b. Maintenance at the airport
c. Holiday
Q2. Why is it being closed for a couple of hours?
a. For preventive measures
b. For checking installations
c. For clearing
Q3. What FL were they maintaining?
a. 380
b. 390
c. 290
Q4. What was the plane’s callsign?
a. Geoline 067
b. Geoline 070
c. Geoline 016

SECTION 7
ATC report: As for advisories, no AIRMETs for you en route and looking at radar, though I do have
some convective activity up in northwest Pennsylvania extending up into western Pennsylvania,
ah, correction New York. And a convective SIGMET for a line of severe thunderstorms 15 miles
wide moving from west-southwest, through east-northeast at 15 knots. Hail to one inch, wind
gusts to 50 knots possible and tops above FL 450. These storms started up earlier in the
afternoon, starting off as level 3 to 5 thunderstorms. And they look like they are going to continue
moving close to Bradford. I noticed in the forecast for the Bradford area they did have occasional
thunderstorms in their forecast; however, at this time they are not reporting anything.
120
Q1. The convective activity extends up into western
a. Pennsylvania
b. New York
c. Bradford
Q2. What is causing this situation?
a. Weather issues
b. Convective activity
c. Wrong location
Q3. What FL is suggested?
a. 455
b. 415
c. 450
Q4. Did they report thunderstorms in the forecast?
a. No
b. Yes
c. Not stated

SECTION 7
Pilot: Pan-pan-pan-pan! Aseisa 592, Airbus 320.50 miles east of 62 north 50 west, at FL 370. The
left engine has failed. We are turning left 90 degrees to the north of track whiskey. When
established on a parallel track, eastbound, 15 miles north of track whiskey, we will begin descent
from FL 370 to FL 200. Stand by. Aseisa 592.

Pilot: Gander IFSS, Pan-pan-pan! Aseisa 592, Airbus 320, on a single engine, 80 miles east of 62
north, 50 west, established on an east¬bound parallel track 15 miles north of track whiskey, FL
230 descending to FL 200, request clearance direct Sondrestrom.
101
Q1. Which FL was first reported?
a. 360
b. 370
c. 270
Q2. This situation was due to
a. Technical issues
b. Human factors
c. Weather activity
Q3. When will they descend FL?
a. After they establish on parallel track
b. Before they establish on parallel track
c. As soon as they establish on parallel track
Q4. What was the pilot’s last intention?
a. To request clearance
b. To descend as low as FL 200
c. To establish on parallel track

SECTION 8: aviation’s sexiest racer (ADVANCED)
the Bugatti 100P is the aviation world’s unicorn—an airplane so graceful and magical yet so rarely
spotted that it’s passed into the realm of legend
Built in the late 1930s by the most renowned race car manufacturer in France, it was an Art Deco
masterpiece designed to set records at speeds above 450 mph. Virtually every aspect of the
airplane broke new ground. The slender, streamlined fuselage housed a pair of supercharged
straight-eight Bugatti Grand Prix engines powering contra-rotating propellers. The wings swept
forward, not back. The empennage was shaped like a Y, with a V-tail and a ventral fin, and the
elevators doubled as rudders. There was even an automated flight control system—an analog
computer, if you will—that was meant to prevent the pilot from making a fatal mistake.
But before the airplane could be finished and flown, World War II erupted, and the Bugatti
became one of the great what-if stories in the history of aviation.
About 40 years ago, Scotty Wilson was embarking on a career as an Air Force fighter pilot. While
killing time in an operations room in Tucson, he read an article about the Bugatti, and he was
dazzled by its shape, style, and technological audacity. Wilson went on to amass 4,500 hours in F-
100s, F-4s, and F-16s, but he never got the Bugatti out of his mind. He learned that the airplane
had survived World War II, broken down into pieces that were hidden to prevent the aircraft from
being discovered by the Germans.
235
Q1. Why is this plane considered legendary?
a. It is hardly seen
b. It is one of a kind
c. It is not manufactured anymore
Q2. This aircraft was built by
a. The 1930s
b. A famous race car manufacturer
c. A qualified French aircraft manufacturer
Q3. How is the contra rotating propellers process explained in this text?
a. The wings sweep backward, not forward
b. The wings had no forward, only back
c. The wings sweep forward, not back
Q4. Why didn’t this aircraft get to fly?
a. WWII started
b. The germans took it
c. It was destroyed to pieces

SECTION 8: ladies and gentleman, the aeroplane (ADVANCED)
it's a rare film, and we're lucky to have it. The cameraman must have had nerves of steel.
Standing in the middle of a St. Louis, Missouri field in October 1910, he cranked his camera as the
big Wright biplane took off and flew straight at him. It approached quickly, climbing, then
suddenly pitched forward and dove for the ground. Closing fast, it pulled out, dashed its wheels
on the ground with a cloud of dust, and rose—right over the photographer's head.
The pilot might have laughed, or maybe he was sweating. Fans, promoters, reporters, his boss,
and fellow pilots were all watching him do his best to show off a new technology.
For 16 months, from June 1910 to November 1911, the team members performed at air meets
across the country, uncrating their aircraft from rail cars, thrilling crowds, haggling with
promoters, perplexing their bosses, falling in love, getting divorced, counting gate receipts, and
setting aerial records. With their American and European rivals, the Wright exhibition pilots
introduced the airplane in dozens of towns across the United States. "All you have to do is look at
some of the newspaper reports to see just how stunning the exhibition flights really were," says
Tom Crouch, author of the Wright brothers biography The Bishop's Boys and a National Air and
Space Museum curator. "People were fainting. People were absolutely dumbfounded to see this
thing in the air. It's clear that the exhibition teams had an extraordinary psychological impact."
238
Q1. Why do they say they were lucky to have the film?
a. It is a rarity
b. It is unique
c. The shot is hard to take
Q2. Basically all eyes were on this exhibition because
a. It was a brand-new technology
b. It was a new exhibition
c. The pilot was the best for the show
Q3. The psychological impact refers to the fact that
a. People fainted during the exhibition
b. People had never seen something like that before
c. The exhibition teams were extraordinary
Q4. Where exactly were these exhibitions performed?
a. At air meets in the U.S
b. Only in the U.S
c. In America and Europe

SECTION 9: brake problems (INTERMEDIATE)
This article provides guidance for tower/approach controllers on what to expect from an aircraft
experiencing the effects of a brake problem and some of the considerations which will enable the
controller, not only to provide as much support as possible to the aircraft concerned, but also
maintain the safety of other aircraft at or in the vicinity of an aerodrome and of the ATC service
provision in general.
Malfunctions or human errors related to application of brakes on landing and during taxi have
been the cause of numerous accidents and incidents. Distraction, preoccupation and technical
malfunction during the landing sequence play a prominent role in many occurrences which result
in overheated brakes and brake failures which subsequently involve increased levels of risk
related to deceleration and directional control.
There are various configurations of brake equipped undercarriage or main landing gear. Aircraft
brakes are located on the main wheels and are usually selected by either a hand control or by
foot pedals.
161
a. Brake problem guidance
b. Brake configurations
c. Brakes considerations
Q2. Which is not a cause of numerous accidents and incidents?
a. Human errors
b. Wrong configurations
c. Malfunctions
Q3. When is distraction an important issue for incidents?
a. While taxiing
b. When there’s technical malfunction
c. At landing
Q4. According to this text, we can understand that there are ways to select brakes.
a. 4
b. 3
c. 2

SECTION 10: A332, en-route, Atlantic Ocean, 2009 (INTERMEDIATE)
On June 1st 2009, an Airbus A330-200 being operated by Air France on a scheduled passenger
flight from Rio de Janeiro to Paris with a crew of three pilots and in the cruise at FL 350 at night
and in IMC became overdue en route and when wreckage was found five days later on the sea
surface on track from the last known position, it became clear that aircraft had crashed into the
sea with the loss of the aircraft and all 228 occupants. The aircraft had not been within radar
cover or VHF R/T range at the time and was reliant on HF radio communications with the
controlling ACC. No issues or other radio calls were heard by any other aircraft or any ATC agency.
Since the loss of the aircraft occurred over International Waters, it was investigated by the French
authorities as State of the Operator and State of the Manufacturer. Indications that erroneous
airspeed displays had occurred were obtained from ACARS maintenance messages which had
been transmitted automatically at the time.
175
Q1. How many pilots were on board?
a. 1
b. 2
c. 3
Q2. As a result of the accident died.
a. 218
b. 228
c. 238
Q3. What did the plane lack that caused the accident?
a. HF radio communications
b. Radar cover
c. VHF R/T range
Q4. Later investigations showed that caused the accident.
a. Wrong indications
b. Wrong airspeed displays
c. ACARS maintenance

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Section 1.

Parte 1 – Giving information about some routine activities

1. Section 1. Parte 1 – Giving information about your job

Other reason can be RWY REPAIRS, if there is a hole or a FOD on the

Also we can have UNEXPECTED EVENTS like hijack, emergencies,

3. Section 1. Parte 1 - Stating an opinion.

The recurrent training is very important because gives you the

4. Section 1. Part 1. – Paraphrasing about a past event

What is your analysis of this event?

a. Describe the scenario

As a conclusion the rwy had an FOD and nobody noticed.

5. Section 1. Part 1. - Stating an opinion

6. Section 1. Part 1. – Describing a past event.

I think the cause was an overrun or contaminated rwy.

7. Section 1. Part 1. - Speaking about Future Events

More flights, fewer emissions and quicker passenger journey times.

Most airline companies are incorporating changes in their organizations

8. Section 2. Part 1: Reading instructions- ATIS

9. Section 2. Part 1. - Route Clearances

10. Section 2. Part 1. - Taxi instructions

11. Section 2. Part 1. - Take-off instructions

12. Section 2. Part 1. - Climb instructions

13. Section 2. Part 1. - Enroute instructions

14. Section 3. Part 1. - Dealing with a Communication Problem.

ATC: Air Canada 435, unable to read you, speak slowly.

15. Section 4. Part 1. - Dealing with an Emergency

2. Now, provide a sample of your radio message to the air traffic

3. Section 5. Part 1. - Managing a System Malfunction

2. Now provide a sample of your radio message to ATC.

Pilot: Box car 564, gander radio. Clearance.

Control: Gander Radio, Box car 564. Go ahead.

Pilot: Artan Center, Air chief 2612.

Tower: Roger, Air chief 2612. Ready to copy new clearance?

Pilot: Air chief 2612, affirm.

In a working day as a pilot I check my daily SCHEDULE to see my

2. Section 1. Parte 1 – Giving information about your job

3. Section 1. Parte 1 - Finding solution to an abnormal situation

4. Section 1. Parte 1 - Stating an opinion.

In my opinion the pros of the use of cell phones is for entertainment,

5. Section 1. Part 1. - Paraphrasing about a past event

a. Describe the scenario

6. Section 1. Part 1. - Stating an opinion

The Concorde aircraft was the only operational supersonic airliner in

Consider the following prompts in your response:

7. Section 1. Part 1. – Describing a past event.

To be more efficient, airports must have more CAPACITY, in order to

9. Section 2. Part 1: Reading instructions- ATIS

10. Section 2. Part 1. - Route Clearances

11. Section 2. Part 1. - Taxi instructions

12. Section 2. Part 1. - Take-off instructions

13. Section 2. Part 1. - Climb instructions

14. Section 2. Part 1. - Enroute instructions

15.Section 3. Part 1. - Dealing with a Communication Problem.

ATC calls you:

Tower: Learjet G200, cleared for takeoff

16. Section 4. Part 1. - Dealing with an Emergency

2. Now, provide a sample of your radio message to the air traffic

3. Section 5. Part 1. - Managing a System Malfunction

Now provide a sample of your radio message to ATC.

ATC: Mengyuan 667, say your present position and altitude

Pilot: BINA at 9100 meters, Mengyuan 667

ATC: Sunrise 623, roger

ATC: Sunrise 623, standby, call you back