Ingles Dgac

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

you do.
How do you do to stay awake (despierto) 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 during flight I like to CHAT WITH MY CREW and the
captain about some things related with aviation, then if I have time I
read a BOOK or a newspaper,on the other hand it is prohibited to
take a nap and to play computer games because we can distract the
safety of the operation.
2 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
The most common reason about unexpected delay in JCH is the

TRAFFIC CONGESTION and the WEATHER in route, the other factor
that can produce a delay is the RUNWAY REPAIRS or UNEXPECTED
EVENTS for example in my experience I have had events like sick
pax on board.
3 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 and also cant FIGHT them, only wait until
the authorities give a solution.
4 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 (conocimiento)
b. Skills
c. Procedures
d. Assist passengers
For me is very important to know the procedures about extinguishing

a fire, because in an emergency situation the crew has to assist the
paxs, also the constant training is important to put in practice our
skills and knowledge, for example in my company the training is
every 6 months with the simulator sessions.
5 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 story is about an accident of a DC9 during takeoff, the plane

had an explosion in the LG activating a warning in the cockpit, the
pilot decision was to make a RTO but he was too fast and couldn’t
stop on the rwy and finished in a ravine, the plane broke in parts.
My conclusion about this accident is the bad decision of the captain.
6 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
In my opinion the engineers aren’t necessary because the

AUTOMATION is very advanced nowadays, other reason is aircraft
design, the duties in the modern cockpit are designed only for 2
pilots CP and FO, to ensure the flight safety.
7 Section 1. Part 1. – Describing a past event.
In the picture I saw a white and orange plane crashed on the sea,it was
broken in the middle and the doors were open for the paxs evacuation,
the picture was taken in the afternoon, and the day was cloudy.
8 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 acft design will be better, for example the planes will
be faster and bigger, for that reason the ground operations and the
traffic management systems will be more efficient, allowing the planes
to make free glide approaches reducing the consumption and
congestion.
9 Section 2. Part 1: Reading instructions- ATIS

Beijing International Airport, Information D, 0120 UTC, visual approach
landing runway 08, departure runway 14L, departure frikuensi 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
10 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
11 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.
12 Section 2. Part 1. - Take-off instructions

Freedom Air 627, cleared for takeoff, remain clear of the final
approach course, contact Departure after takeoff.
13 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.
14 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.
15 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: ______________poner la negacion.
ATC: Air Canada 435, unable to read you, speak slowly.

Pilot:
_____________________________________________________
16 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.
In that situation I would return to the ato, because is a critical
situation, then I would request ground support and ambulance,
finally I would a crew member to assist me.
2. Now, provide a sample of your radio message to the air traffic

controller.
Lima tower LP321, may day, I have a pilot incapacitation, I

request to return immediately and coordinate ambulance on
ground.
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?
In this situation I would take the controls because the autopilot

can fail due to erroneous indications, then I would inform to the
ATC that situation and would request vectors in order to avoid
delays with the traffic, finally I would take the manuals and read
the performance chart.
2. Now provide a sample of your radio message to ATC.
Lima tower LP321 we have unreliable speed and altitude, request

holding at present position and after that vectors to land.
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?
In the 1st picture I can see a soldier inside the pax cabin and in the 2nd I
can see members of the bomb squad due to the special uniform.
In the case of bomb threat we have a special procedure, 1st we have to
isolate the area and inform atc the situation, then atc will activate the
airport procedure that consists in park the plane in a remote area called
the black zone.
Before the picture was taken I think that the police found a bomb inside
the plane and then it was deactivated.
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
Q4. What is the plane’s callsign?
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
My daily activity as a pilot is 1st to check my schedule and prepare

everything for my flight, for example I prepare my flight with my
manuals,like QRH and the FCOM, also checking the wx conditions in
my destination and alternates, the notams and finally I have to make
the coordination with operations area to know about the flight for
example, the crew briefing paper, flight plans, weight and balance,
RNAV prediction and company notams.
2. Section 1. Parte 1 – Giving information about your job

Give explanations of some situations that make a plane dump fuel.
a. Belly Landing (pansazo)
b. Emergency Landing
c. Bird strike after take off
d. Engine Fire
In 1st place we can’t dump fuel in case of engine fire for obvious
reasons, my plane cant dump fuel because its certified to land with its
Maximum Landing weight. In my opinion I could dump fuel in
emergency situations like belly landing without LG and bird strike
after takeoff.
In our SIM sessions we practice emergency landings with the MLW in
order to take the best decision.
3. Section 1. Parte 1 - Finding solution to an abnormal situation
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
1st I assume loss of communication, and would set the transponder

code 7600, then I would go to my alternate airport, if the radio
failure continues I would use the visual aids in order to land, other
alternative would be to ask another pilot nearby, the procedure for
loss of communication is to comply with all the estimated times that
are in the flight plan.
4. Section 1. Parte 1 - Stating an opinion.

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 there are more pros than cons in the use of cell
phones, for example the pros are for entertainment because the paxs
can see movies, listen music, and see the route in their devices; also
some airlines offer internet service on board , its very useful for
communication because paxs have internet during all the flight, the
cons for the use of cell phones can be the interference in the
instruments, for that reason the crew members recommend paxs to
put their phones on airplane mode.
Finally there is a lot of competition for the airlines because they offer
inflight phone service, and others like LAN offer other kind of on
board entertainment that paxs can see in their phones.
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 a DC10 that took off from LAX airport, during
takeoff the left main LG collapsed, and for that reason started a fuel
fire on the wing, the plane stopped at 664 feet beyond the rwy, paxs
were injured in the evacuation.
In my opinion the maneuver was correct because there weren’t dead
paxs and the plane didn’t break.
6. Section 1. Part 1. - Stating an opinion
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
1st the maintenance was very expensive, and for that reason the
operation too, for example a ticket in the concorde cost about 4,000
dollars from NYC to Paris, compared with 1,000 in a regular plane; I
also think the facilities for that plane weren’t appropriate because
the plane wasn’t commercial, nowadays we have modern planes,
cockpits, engines, cabins but any plane is supersonic like the
concorde.
7. Section 1. Part 1. – Describing a past event.
In that picture I remember there was a white and blue plane from
colombia aires company, broke in 3 parts, in the center there was a
yellow fire truck with firemen, the rwy was wet, there was vegetation
and the wx was cloudy.There werent paxs because they evacuated.
8. Section 1. Part 1. - Speaking about Future Events

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
In my opinion the atos will increase their capacity, they will receive more
planes, paxs, so with new technology the modern atos will offer a new
pax experience for example more comfortable boarding gates, free wifi
conection, more vip lounges , and safer ground operations for example in
some airports there are radars only for ground movements, in order to
avoid congestions and delays.
I think JCH ato will be considered the best one due to will have new
facilities and terminals.
9. Section 2. Part 1: Reading instructions- ATIS

”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.“
10. Section 2. Part 1. - Route Clearances

”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.“
11. Section 2. Part 1. - Taxi instructions

Air Orient 747, taxi holding point D, via taxiway C. Hold short of
runway 14R. QNH 990 millibars.“
12. Section 2. Part 1. - Take-off instructions

”Sky256, cleared for takeoff runway 15R, no delay expected due to
traffic, traffic 3 miles on final for low approach, report traffic in sight
13. Section 2. Part 1. - Climb instructions

“Weston 813, hold, after departure climb straight ahead to altitude
3,500 ft before turning left.”
14. Section 2. Part 1. - Enroute instructions

” 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: negative, we are not readt
Tower: Learjet G200, Unable to read you, say again, why are you
canceling your takeoff?
Pilot: we are cancelling due to severe ice creation, and would request
to return .
16. Section 4. Part 1. - Dealing with an Emergency

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?
In that situation I would apply the windshear procedure, that
consists in making a go around or maybe a rejected landing

controller.
Lima tower LP320 we need ground support because we have had a hard
landing and LG failure due to a windshear near short final.

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.
In that case I would request descend inmediatelly to FL100, or

Minimum Enroute Altitude, for ex if I am flying over the ocean I could
descend to FL100 but if I am flying over the mountains, I could
descend to MEA in order to avoid a collision with the mountains,
finally I would decide to alternate at the nearest airport.
Now provide a sample of your radio message to ATC.
Lima tower LP320 may day……..we request to descend to FL100 due to
cabin pressure problem, we have 100 souls on board, endurance 2
hrs, no dangerous goods.
Version 12
In the picture I can see a sniffer dog with its owner, I think is a police dog, the picture was taken in the ato
in the terminal
In this pic I see a sniffer dog sniffing some bags in the apron, we can see a customs agent and in the back I
see 2 big planes maybe the bags are for an international flight.
This dogs help a lot the drug agents, the bomb squad, the firefighters, they have a special training, in my
opinion they are better than machines because they have a developed smell.
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

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
In an international destination, before my next flight 1st I rest at

the hotel to recover from the flight, after that if I have time I go
shopping to buy some things for my family, if I don’t know the city I
go sightseeing to museums, parks and take some pictures, finally in
the airport I prepare my flight and make the coordinations with
operations for example flight plan, weight and balance, wx and route.
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
1st of all, the rest time is very important to avoid fatigue, the pilots
must rest the double of the flight time, then inside the cockpit the
pilots must share duties for example 1 flies and the other one
communicates , also they have to check the documents and charts
of the flight to know the route in case of emergency, finally the wx
conditions are very important , if the conditions are not good, the
flight is uncomfortable for everybody.
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 in order to control

the plane, after controlling the plane I would read the charts of the ato
to know the txwy location, lights and signs, after that I make the
coordination for a follow me car, that procedure uses a special
frequency.
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
Yes it is, because an old plane with good maintenance is the same
AS a new jet, both planes are safe and have the same comfort, but
the only difference is the fuel consumption, the old plane like DC-8
consumes more fuel THAN the A320
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
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
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.

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 think so, because in case of emergencies the computers can’t
take decisions and the copilot can fly the plane, the automation will
be more efficient and for that reason the CRM must be better. In
aviation the changing factors are increasing but I don’t think that
the technology will replace the FO.

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: negative to land GA375
ATC: Good Air 375, I read you one, please say again.
Pilot: I repeat I cant land because we cant see the F100 due to fog.

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 would you do in this situation?.

In that situation I would take the control and request descend to
FL100 or MEA, after that I would evaluate the damage and will take
a decision if alternate near my position or search for other airport
according to my emergency for ex rwy length , and radio aids
Now, provide a sample of your message to ATC and to your

concerned passengers.
may day jetwind 2332 …… request descend to FL100 due to
desprezurisation and separate from other traffic.

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.
How would you handle this problem? answer the question with as
much detail as possible.
In that situation I would recalculate my fuel burned with my fuel
remaining , if there is a difference I would request vectors to the
alternate airport because with this problem is not safe to continue the
flight.
Lima tower LP320 request vectors to my alternate due to fuel system

problem, we don’t declare emergency because the situation is under control.
Version 13
1. Compare and contrast both pictures, saying how dangerous goods should be handled
In the 1st picture I can see boxes labeled as dangerous goods, we can see different labels, for
handling and for the kind of risk
In the other picture I can see a person with a special suit extinguishing a fire in the cargo
compartment, due to dangerous goods in the baggage
2. How important is dangerous goods training for flight crew?
The D.G training is very important because the crew members are trained for any
inconvenience with dangerous goods, for example, gases, fires or leaks.
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
Q1. This article is mainly about _______
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 21st 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 diversion
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
In 1st place I need to know the WEATHER information to take action,

if the ato is in INSTRUMENT flight rules I have to prepare my
approach in that condition. The atc has to notify me the TRAFFIC
INFORMATION, for example if the ato is in category the ATC has to
protect the landing zone because these procedure require a lot of
CONCENTRATION.

What allows you to successfully land your plane when visibility is
almost zero?
a. ILS category
b. ATC instructions
c. Experience
d. Visual Aids
When the visibility is near zero, the ato is in ILS CATEGORY, like cat
1,2,3 and autoland, to get to this idea I need the ATC INSTRUCTIONS
to prepare my landing in that condition, if we have zero visibility we
don’t use VISUAL AIDS, finally the EXPERIENCE is very important to
control the plane, for that reason in my company only the CP can
land the plane.

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
This is an unexpected and dangerous situation, 1st I would take
ACTIONS TO AVOID THE CRASH for example taxi out of the rwy,
then I would request to ATC if they have other traffic on the rwy,
after that I would CONTACT THE COMPANY to inform the situation
and would wait for instructions, finally I would FILE A REPORT TO
THE AUTHORITY in this case the dgac.

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
In my opinion the crm is very important in aviation because we have

HUMAN FACTORS all times and in all flights, the course must be
frequently to practice different scenarios and COMMUNICATON
SKILLS, the crm is also called TEAMWORK because is the crew in
flight, finally we must keep in mind the SITUATIONAL AWARENESS
5. Section 1. Part 1. – Paraphrasing about a past event

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.
Describe the scenario
Crew behavior
Aircraft behavior
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
I think that the companies must have different planes according to

the COMPETITIVENESS in the market, this depend directly in the
RANGE OF ACTIVITIES because if the grows the PRODUCTIVITY will
grow too, finally the COST of the operation is recovered by the paxs
and cargo

In that pictute I saw an engine fire in a 4 engine US airforce plane, while it
was landing, I didn’t see any firefighters , there was vegetation on the
background, the picture was taken in the day, 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 I think will be necessary to improve the airports capacity

including the AIRPORT DESIGN, also it would be a good idea to increase the
NUMBER OF TAXIWAYS AND RUNWAYS to avoid a long QUEUING (kiu in) FOR
TAKEOFF , finally the GROUND SUPPORT SERVICES will grow according to the
needs of the paxs like baggage handling and jetways.

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 to continue
ATC: Gulf Air 322, I didn’t get what you meant, what’s wrong?
Pilot: negative to continue due to wind because is above from my
limitations, we request instructions after my go around.

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 wouldn’t continue to land in that ato because is
on fire, and its on emergency, I would fly to the alternate and
inform my company and paxs on board.

controller.
Lima tower LPE321 unable to alternate request vectors or fy direct
to pisco VOR, we have fuel for 1 hour for that reason request
priority sequence.

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 that situation I cant continue the flight because is a critical failure
for example in the airbus the emergency electrical configuration is an
emergency and is a land ASAP in red, for that reason I would declare
the emergency and request diversion to a safer ato.

Lima tower may day……. This is LPE321 declare emergency due to
general electrical failure, we have fuel for 3 hrs, 100 souls on board,
no hazmat.
Version 14
1. Compare and contrast both pictures, saying how flight crew must handle smoke on board
The flight crew is prepared to handle that situation , 1st they can apply some procedures and isolate the
fire if there was, also they have to put their oxygen mask in order to help the paxs.
2. What could be the possible causes of smoke? Why?
There can be (pueden haber) many causes of smoke because most planes are electrical and they have
cables, computers that can produce high temperature and can finish in an electrical fire.
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 area
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 diversion
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
Q1. We can infer that ______
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 in Peru to different places like…………., in Lan we have a

schedule with 90 flight hrs, so the frequency is every day in order to
comply with it, in my carryon I have some manuals and clothes for a
sleepover, in the future I would like to fly around the world crossing
the Atlantic ocean or maybe fly over Europe.
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
we have to report a specific position in a CONTROLLED AIRSPACE

because ATC needs a TRAFFIC UPDATE, the SEPARATION of traffic is
supervised by radar if there aren’t radars the separation is the pilots
responsibility. Normally the position report include speed, flight level
and sometimes the ATC request us wx conditions in that point.

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
1st I wouldn’t CONFRONT THE SUSPICIOUS PAXS, because is not my

job, then I would EVALUATE the situation and would COORDINATE
with the crew to keep an eye on them , finally I would ADVICE atc to
keep them informed.
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
Zero accidents cant be reached due to different factors 1st the PILOTS
ERROR is common in some accidents because we can take erroneous
actions, other factor is the WEATHER for example in PCL there was an
accident from TANS, other reason is MAINTENANCE, because the
plane must be in good conditions and sometimes the mechanics avoid
some procedures like the aeroperu accident , and finally the
SABOTAGE is not common but is a potencial factor in aviation like a
hijack.

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
c. Aircraft 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
I think the LAYOUT DESIGN was made for comfort of the paxs and
security,I also think that the best PAXS ACCOMODATION is looking to
the cockpit, this has been an OLD FASHION ARRANGEMENT in many
airplanes, finally the WORKING ENVIRONMENT is easier if paxs look
at the cockpit because we can see the paxs too.

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 forward door WAS open, the
plane WAS on the threshold of rwy 20
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
In my company I think that the quality of training is very demanding

and for that reason I think it wont change, for example in the
SIMULATOR sessions we practice very difficult maneuvers in order to
obtain the pilot certification and qualification in the plane, finally I
think that companies will invest a lot of money in funding for training
because the security is essential in aviation.

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: varig 341 level off FL300 estimate TRP minute 15 next LMZ
minute 30
Control: Varig 341, I didn’t get what you said, say again please
Pilot: I repeat varig 341 level off FL300 estimate TRP minute 15 next
LMZ minute 30

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.
1. What would you do in this situation?

In that situation I would put the mask in order to avoid intoxicate
with the smoke, then I would apply the procedures and would
take the corrective action, then I would declare emergency and
request priority to land.

controller.
Rio grande control mayday ….. Delta 556 declare emergency due
to smoke in the cockpit, I request vectors to localizer , we have
100 souls on board, no hazmat and remaining fuel for 1 hour.
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.

In that situation 1st I would control the situation applying my
procedures extending the LG with gravity, if this doesn’t work I would
perform an emergency landing

Tower LPE321 we have a problem with the LG, we cant make a go
around due to low fuel, request ground support and activate rescue
service, maybe block the rwy for possible belly landing.
Version 15
1. Compare and contrast both pictures, saying how these contaminated runways make it harder to brake
after landing
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
Q4. Which statement is true?
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 my flying skills and knowledge 1st the pilots must SHARE
EXPERIENCES obtained in different activities like the SIMULATOR,
ground school or TRAINING courses to be updated, also READING
ADDITIONAL MATERIAL in our free time is a good practice.

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 about flight details because is a company POLICY, so

the PAXS are AWARE of the flight situation, in case of a delay or
cancelation the paxs can PLAN THEIR ACTIVITIES at the airport or
maybe call their relatives so they can 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 1st I would REQUEST HELP FROM ATC in order to

make a crosscheck between the charts. After that I would make a
good CREW COORDINATION to find a solution. Finally we will CALL
COMPANY via operation frequency. In my opinion is not necessary to
LAND A SOON AS POSSIBLE because isn’t an emergency.
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
In my opinion the most important ability that the pilots need is to be

a TEAM PLAYER and to be CALM UNDER PRESSURE because we have
to comply with our schedule to takeoff on time, on the other hand
the SITUATIONAL AWARENESS is very important too due to flight
safety.
Nowadays the modern planes have MULTITASKING like autopilot,
gps, etc,
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
Accidents cannot be prevented from happening because are

unexpected situations even if the plane has TCAS or GPWS.
One of the most common reasons are HUMAN FACTORS like fatigue,
also we can have EQUIPMENT FAILURE like engine failure or fire, also
the COMPLACENCY is other factor because pilots don’t follow the
procedures, and finally in modern aviation there aren’t POOR TEAM
WORK SKILLS.

In the picture I saw a white plane out of the rwy, it was an EMB, the
reverse were deployed and the plane finished with the nose on the
ocean, it was a clear and sunny day.

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: negative for takeoff
Control: American Airlines 404, I didn’t get what you said, say again
please
Pilot: negative for takeoff we have a rwy incursion, there is a dog on
the rwy.

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?

1st I would put my oxygen mask to avoid hypoxia , after that I would
take the control of the plane and would follow the company
procedures, those consist in landing ASAP.
Now, provide a sample of your radio message to ATC.
La Guardia approach this is Lan 556 may day……………, we have

smoke and fire on board, request vectors to localizer and ground
support.
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.

In my plane and company this is called unreliable (anri laya bol)
speed , in that situation I apply that procedure which consists in selct
the maximum takeoff thrust and maintain pitch up since 15 degrees

Lima tower EJ 390 request vectors to return to the ato because we
have a problem with altimeter and airspeed, we think is ice on the
static probes.
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
A cross check is important because it maintains us alert, the main

function of the pilot monitoring is to cross check the instruments and
monitor the aircraft performance for example fuel, hydraulic, and
other function is to have the communications, atc clearance due to 1
pilot flies and the other communicates, the pilot flying needs to
monitor and cross check the power and equipment setting by the
autopilot.
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
Is important because English is the aeronautical language around the

world, all the communications can be in English, and in the native
language of the country. If the pilot has a good comprehension he
will have more confidence to fly safety to international destinations.
For small domestic airlines, English is not important.

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 would coordinate with the crew to isolate the area
and close the lavatories door , then I would turn on the seat belt sign
so the paxs remain seated, after that I contact atc, inform the
situation and intentions, and finally I would inform the paxs the
reason to deviate.
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
In my opinion I think that all airlines have a specific criteria like

tests where the pilot must show his English and flying skills, other
reason why pilots don’t become airline pilots is due to is an
expensive career and they need a financial support from their
families or bank.
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 at war
d. Safety
This idea affects directly on the aircraft weight, also on the fuel
consumption; having an anti missile on board can generate the paxs
fear and this can affect the safety of the flight.
Finally the countries at war are not inside the flight plan because is a
prohibited area.
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 1st I would check the WEIGHT AND BALANCE
MANUAL of the plane to know the exact limits, after that I would
PERSUADE THE CP in order to reevaluate his decision, finally I
would EVALUATE THE SITUATION and make a REPORT to the
company and the dgac.

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: negative, we will perform a go around
ATC: Alaska Airlines 522, I didn’t read you clearly, what’s the
problem?
Negative continue to land due to speed limitations, will perform go

around and wait for instructions.
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.

In that situation I would inform the crew members and the CP,
and would request to enter the cockpit in order to evaluate the
situation and take actions.
Now, provide a sample of your radio message to ATC.

If I were the pilot flying my com would be: lima tower LP321 request
descend to FL100 for possible depressurization problem, we have the
plane under control is not an emergency but we request priority.
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.

In that situation I would take the control of the plane, then I would
increase the power to gain speed and altitude, this is due to a heavy
ice formation in static ports, also would request vectors to avoid the
bad wx.

Lima tower air Baltic 390, request vectors to avoid bad wx en route
we have severe ice formation and different air speed indication on
board, request radar control.
Version 17
1. Compare and contrast both pictures, saying how these situations are related in terms of
epidemics and possible treatment on board
On the 1st picture I can see a man with a sealed suit, specially for epidemics, the man is inside the pax
cabin, on the other picture I can see the medical kit, inside we can find specific medicines like pills,
inyections, to help the paxs in flight, that equipment is only for one use, it can be opened by a doctor and
can save a pax with a heart attack.
The medical kit is for minor illness, and not for epidemics, for that case special people with special suits
take the pax the quarantine
2. What kind of training is required to confront this type of event?
For that kind of event we don’t have a special training because we need specialists and we could be
contaminated with a virus.
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
Section 1. Parte 1 – Giving information about some routine 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 maintain a good working environment I have to make a friendly

atmosphere to break the ice, to motivate the other person to have a good
CRM, also the information flow is important in a long flight because we will
be inside the cockpit a lot of hours, finally the coordination between all the
crew members is crucial to have a good working environment.

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
Some pilots consider unexpected wx a difficult situation because

inside a storm we can have severe turbulence, lightning , heavy rain
and icing conditions, on the other hand the landing and takeoff for
me are not considered worst situations, they are my favorite because
I have the control, finally the airspeed control and management
must be important , but not to consider as a worst situation.

How would you manage in-flight fires?
a. Protection
b. Plan for Immediate Descent and Landing
c. Fight the Fire
d. Ground support
In my company we have special procedures to manage the inflight
fires, those procedures consist in: 1st pilot protection, in that
moment we must put the oxygen mask to fight the fire , and the
crew members do the same in the pax cabin, if the fire is
uncontrollable we make a plan for immediate descend and
landing, and finally we would request to the atc ground support
on the rwy like firemen.

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
Yes crm helps to enhance airline safety because if we have a good

crm we will have a good working environment , some pilots think
is an unnecessary course maybe the old school because they never
had crm courses. The course helps the pilots and crew members to
have a good crew management and flight operational skills
because crm is not only for pilots, its also for all people involved in
the operation.

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
In my opinion I think that is very important to have transition courses due to

is a pilot requirement before flying a new plane because the pilot needs a
special cockpit familiarization due to all planes are different , after that the
aircraft knowledge is important too because the limitations and the
Normal and abnormal emergency procedures are different for every
plane and is a dgac requirement.

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
8 Section 1. Part 1. - Speaking about Future Events
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
11 Section 2. Part 1. - Taxi instructions

Cirrus 1379, vacate runway 12 via D3, expedite taxi due traffic on
short final. Report commencing.
12 Section 2. Part 1. - Take-off instructions

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.
13 Section 2. Part 1. - Climb instructions

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: negative for now Asiana A219
ATC: Pacific Air 219, I don’t get what you mean. Is there another
problem?
Pilot: yes we have overweight, we request to dump fuel Asiana 219
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?
I will not allow the pax to take over the command and land the
plane because the planes are designed to fly with 1 pilot and also I
have been trained to land it by myself.
2. Now, provide a sample of your radio message and intention to

ATC.
Lima tower LP321 mayday I have a pilot incapacitation, request
vectors to the ILS and medical assistance on ground.

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?

In that case I would decide to abort the takeoff because the plane is
below the V1 and we have remanent rwy, the problem with the
rudder is not common nowadays but the failure is due to a heavy ice
creation.
The last airbus accident was due to that reason.

Lima tower LP321 aborting takeoff aborting takeoff rwy 15, due to
flight controls.
Version 18
1. Compare and contrast both pictures, saying how airport charts and lightning help navigation
On the left picture we can see an airport ground chart, which indicates the runways, taxiways, spot and
gates; on the right picture there is a plane about to takeoff, there are many ligths .
The ato charts help to know and identify the different lights and the layout of the airport, for example if
the ato is certified to category must have specific lights like high intensity rwy lights and center lights.
2. What other ways of navigations aids are important for operations?
Besides the lights there are other nav aids like gps, radars, nowadays that kind of navigation is common
and accurate, help to reduce the error and orders the traffic in the FIR
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, descend
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
c. Technical problems
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
Q3. We can infer that ________
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
For me the phases that I enjoy are when the autopilot is

disconnected because I can fly the plane, on the other hand I don’t
enjoy the turbulence and bad wx condtions because is uncomfortable
for the paxs and for me.
We have different activities for the different phases of the flight like
read books and manuals in cruise, finally I never leave controls
unattended because is my duty to monitor them in all flight.

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
Nowadays the experience is importance to apply a major airline, for

example if you have a lot of flight hours that means you have
experience and preparation to fly a specific plane, with this you
can apply to different jobs in the market, finally the pilot must
always be prepared for the test that he will take when accepted
in a major airline.

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
Normally to follow the Atc instructions is a must but they are
humans and can make mistakes, for that reason we have to compare
the instructions with the capabilities of the plane, if unable to
comply we advise to the ATC with different words like, negative, say
again in order to compromise the 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
Low cost airlines are a new alternative for the paxs, because they
offer cheaper prices, the safety and inspections of the plane are
similar to regular airlines due to we have only 1 authority, in this
case the DGAC.
All airlines are susceptible to failures because are machines and
human can make mistakes that’s why to have a good operational
environment the airlines, regular, or low cost must follow the
procedures.
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.

b. Aircraft behavior
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
In my opinion I think that paperless cockpit is a modern one, for

example my company is using Ipad, that replaces the paper manuals
on board reducing the weight, the ipads have a quick access
making a flight more efficient and faster, nowadays a paper based
flight information is considered an old cockpit and isn’t eco friendly.

In the picture I saw a baggage container that was ingested by an
engine of a white plane maybe an A380, there were some cars behind
the plane, the wx conditions were good.
I think the cause was an unsecure container while the engine was
running, other cause could be strong wind, I havent seen that
situation in my experience.

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 in the future the airports will have more traffic
congestion, and for that reason and for safety, all the flight
training planes should be moved to small airports, I think that idea
will increase the ato capacity because will have more area for bigger
planes.

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.
14. Section 2. Part 1. – En-route instructions

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 calls you on the radio:
ATC: Lear Jet 322, report runway vacated
Pilot: negative, standby
ATC: Lear Jet 322, please say again, what is your problem?
Pilot: tower LJ322 may day….. we have a problem with the main LG,
we are next to rwy10L and taxiway bravo

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?

In that situation I wouldn’t make much because I don’t have both
engines, I would declare the emergency and search the nearest
airport or airfield, my company has a special procedure for
volcanic ash that consist in a 180 degree turn and fly to other area
ATC.
Lima tower Dragon air 245 may day…., we have a dual engine
failure request vectors to the nearest ato, we think the cause was
due to volcanic ash in the area.

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?.

In that situation if I am in short final, with the rwy secure I would
turn off the engines, cutting off the power and on the rwy I would
apply the maximum brake pressure

Lima tower LP321 we have a problem with the thrust levers, we
request ground support due to we don’t have power and will use all
the rwy.
Version 19
1. Compare and contrast both pictures, saying how different overshoots and undershoots are
On the left picture I can see a plane that undershoot the rwy because landed before the rwy over
the antenas or rwy lights, on the right picture there is a plane that overshoot the rwy without LG
maybe couldn’t stop due to a breaking failure.
An overshoot is when the plane lands ending the rwy, and undershoot is when the plane lands
before reaching the rwy
2. What can pilots do to prevent these events from happening?
In my opinion the pilots can prepare the approach making an stabilize approach calculating the
landing distance because it can finish in a catastrophe.
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
Q2. What caused the emergency?
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
Section 1. Parte 1 – Giving information about some routine activities
you do.
A medical check is compulsory for pilots to maintain their license
current.
What do most pilots do to stay healthy?
a. Exercise
b. Food
c. Regular checks
d. Avoid stress
To stay healthy the pilots must DO EXERCISE, they go to the gym,
run, and they make a special diet with low calories, for example in
my company we have 3 different option of FOOD, one of them is low
calory, on the other hand all the pilots have REGULAR CHECKS every
6 months in my case with the simulator session, finally the pilots
need to do different activities to AVOID STRESS

How can you prevent spatial disorientation during a flight?
a. Trust your senses
b. Instruments
c. Visual references
d. Marginal conditions
I prevent the special disorientation 1st TRUSTING MY SENSES and
my knowledge in the plane, all the pilots have to trust in the
INSTRUMENTS because we always fly in IFR conditions, sometimes
we have VISUAL REFERENCES for example in Cusco the final
approach is with the twin peaks, when the pilots fly and approach
in IFR conditions is because the wx and the airport are in
MARGINAL CONDITIONS.

What would you do if after takeoff the nose landing gear failed to
retract?
a. Hydraulic system
b. Quick Reference Handbook (QRH)
c. ATC
d. Continuation
In that situation we have a special procedure that consist in
recycle the LG up and down all wheels, the details of this
procedure are in the QRH handbook for example the V approach
means speed approach, after following the procedures we need to
communicate to the ATC in order to inform the situation, maybe
declare an emergency or request a ground support.
The most common failure in that case is hydraulic system, maybe
low oil level or over heat. Finally if everything is in good condition
in my company is mandatory to return for maintenance inspection.

A friend of mine is interested in flying airplanes. He is 40 years old.
Do you think his age still allows him to become an airline pilot?
a. Pilot’s age requirement
b. Mental capabilities
c. Physical capabilities
d. Average age
If my friend is 40 years old, he is inside the AVERAGE AGE, but the
selection process depends directly in the MENTAL AND PHYSICAL
CAPABILITIES, on the other hand most companies have a PILOT
AGE REQUIREMENT for example in Lan the requirement is 21 yrs
minimum and 35 maximum for the new copilots, and for the
captains don’t have minimum age, the maximum age established
in the raps are 65

En-route Wake Vortex Hazard
On September 2 1999, a United Airlines Boeing 737-300 in the
cruise at FL240, experienced severe turbulence due to an
encounter with the wake vortex from a preceding MD11 on a
similar track which had climbed through the level of the B737 with
minimum lateral separation, 1.5 minutes earlier. "The flight had
just leveled off at FL240 with the autopilot still engaged. The seat
belt sign had been off for about 5 minutes. The airplane was
crossing a VORTAC when the flight encountered turbulence the
crew categorized as 'severe,' with a rapid right roll and pitch
excursion. The captain disconnected the autopilot and attempted
to counter the excursions with control inputs. As a result of the
aircraft motions, 1 flight attendant sustained serious injuries, and
another flight attendant and 13 passengers sustained minor
injuries. The airplane sustained minor damage, limited primarily to
ceiling tiles and seats.
a. Separation
b. Crew behavior
c. Damage
d. Conclusion
This is the story of a 737 of United involved in a severe

turbulence, the 737 was flying at FL240, it had severe turbulence
due to vortex of a MD11, the seat belt sign was off for 5 minutes
and in that moment occurred the turbulence; the CP took the
controls and made an evasive maneuver, finally 1 flight attendant
was seriously injured and 13 paxs had minor injuries.
As a conclusion I think that all paxs must have the seat belt
fastened during all the flight even if the sign is off.

In your opinion, what qualifications must good pilots hold?
A Leadership
b CRM skills
c Knowledge
d Communication skills
in my opinion the pilots must be responsible of the flight, and that

includes to have a good crm skills, and the most important for me
is the KNOWLEDGE, for example in case of emergency the pilots
must control the situation and have leadership to manage the
emergency with good communication skills.

In that picture i saw a plane on fire, it was broken in 3 parts, the right side was burned, there
was black smoke maybe for the fuel or avionics, the picture was taken on the apron, the wx
conditions were good, there were other planes at the back.
8 Section 1. Part 1. - Speaking about Future/hypothetical Events

Some airlines are hiring flight attendants with abilities in martial arts.
According to some experts, flight attendants holding abilities in martial
arts will improve safety during the flight. Do you think this decision will
have a positive impact in the safety of a flight and security of
passengers?
a. Hijacking situation
b. Disruptive passenger
c. Use of guns and knives
d. Air marshal
I don’t think so, because the martial arts are not effective in a
hijacking situation because the hijacker can use guns and knives,
that’s why in the USA the air marshal is the only armed and
undercover passenger, the martial arts could be effective in case of
disruptive pax
Marville Information F. 1400 UTC. Wind 060 degrees 8 knots. Runway
02L in use. Visibility, 6,000 m. Sky condition, scattered 5,000 ft,
broken 6,000 ft. Temperature 45, dew point 30. QNH 1005 hPa, Light
rain over the field. Expect ILS approach to runway 02L.

JAL548 is cleared to Narita International Airport via, when entering
controlled airspace, direct South Nigun V20 Tawso V157, then as
filed. Climb and maintain 7,000 feet. Contact Narita Departure
frequency 118.50, squawk 6634.
11 Section 2. Part 1. - Taxi Instructions

Stripes 502, taxi to D, right on F, hold short of F1. Give way to a
Cherokee, will enter F.
12 Section 2. Part 1. - Take-off Instructions

Mandarin 243. turn left heading 290 after airborne to avoid
Cumulonimbus. Climb 5,000 initially, cleared for takeoff runway 24
13 Section 2. Part 1. - Climb Instructions

Southeast 568, approaching B2, after departure climb straight ahead
until 6,000 ft before turning right.
14 Section 2. Part 1. – En-route instructions

Britannia A234, continue present heading until passing a bearing 270
from AMA NDB, then, fly direct to GNR VOR.

Imagine that you are the pilot of Citation 880, on short final ready for
landing. When flying over the middle marker, the localizer signal
suddenly comes out. You decide to execute a missed approach
landing.
ATC now calls you on the radio:
ATC: Citation 880, continue approach, wind 300 at 8 knots
Pilot: negative , unable to comply
ATC: Citation 880, your message is unreadable, please say again
Pilot: we don’t have localizer signal, we request a missed approach
You are the pilot of JKA 273 and are now turning to join base for a
landing. While you are descending, ATC informs you that a small
airplane is approaching at your 3 o’clock position. You explore the
horizon for a while when the airplane suddenly comes out of some
clouds to your left. The pilot of the airplane is about a mile away and
is flying straight towards you. It seems to be he hasn´t noticed you
yet.
1. What will you do in this situation?

In that situation I would take the control and make an evasive
maneuver, if I am in visual conditions I can make it visual and
then advise the atc, the maneuver can be a go around, then
request to climb holding over the ato.

ATC.
Lima tower JKA273, we have small traffic in sight but not at 3 o

clock, we request to exit the base turn and climb to FL50 and hold
over the ato.

While you are piloting Queen Air 693 at FL 350, a flight attendant
informs you that most of the passengers are complaining about a
strange odor in the cabin. You go to the cabin and check that there is
indeed a very strange odor. The instruments are all reading normal.
You discuss this with your captain.
Your captain suggests that there is no indication of any malfunction
on the instruments so the flight is normal and besides there is no
information in the quick reference manual (QRM) for the flight to be
canceled.

In that situation I would continue the flight because all instruments
are correct and there isn’t information in the manual, if the situation
gets worse (empeora) I would alternate in the nearest ato

Lima tower queen 693 we have a strange odor inside as a precaution
we request to descend to FL250 and flight direct to the nearest ato.
Version 20
1. Compare and contrast both pictures, saying how debris and animal hazards may pose a risk on
operations
On the left picture I can see some people looking for debris or FOD on the rwy to avoid any
incidents, on the right picture I can see a 737 about to takeoff and in front of them there is cow,
this is considered a rwy incursion.
2. What can airport managers and pilots collaborate to avoid these occurrences?
The managers should take measures to avoid this situation for example to put a fence in the
perimeter¸and the pilots must inform all situations to avoid any incidents.
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: 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

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 in 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
SECTION 8: Buy your plane at Penny’s (ADVANCED)

When Macy’s department store opened its doors one October morning in 1945, its customers
were treated to a vision of the future. In the center of a showroom display called “The Flight
Deck” sat a gleaming Ercoupe airplane, resting on a patch of artificial turf. Salesmen Alec LaJole
and Harold Chaplin were waiting. The two men were pilots, recently finished with military service,
and ready to welcome their customers to the world of aviation, with conveniences that were
arrayed around the airplane. There was a quasi-simulator that featured an Ercoupe cabin and
windshield, through which one could see color footage of the view from the air and overhear
conversations between the pilot, passenger, and air traffic controllers. There was a model “Esso
Airpark,” a futuristic residential airport that featured hangars, airplanes, showrooms, runways,
service stations, and working beacon lights
Crowds were drawn to Macy’s new offering by a full-page ad in the September 26 New York
Times, which read “Macy’s makes news again! Within less than two months after this, you will be
able to walk into Macy’s and buy—an airplane! And not only a plane, an Ercoupe… Macy’s chose
Ercoupe for you because it’s safe; and as easy to handle as your family car.”
With the crowds came journalists, from national magazines to local newspapers. Earle Griffith
was an eager early customer, a 1945 article in the New York Post reported. Considering the travel
time from his farm in Massachusetts, he said, “It takes me four and one-half hours to commute
by train. With this baby I could make it in an hour and one half.” Elmer Ruark, a postal worker
from Salisbury, Maryland, was more cautious.
279
Q1. According to this article, what can basically be found in this store?
a. Aircraft conveniences
b. Types of aircraft
c. Aircraft historical items
Q2. The two sellers were pilots that ________
a. Were already selling in the world of aviation
b. Knew a lot about airplanes
c. Had just finished service
Q3. Why did this place become so popular?
a. It provided many facilities for purchasing
b. It was advertised in the most popular newspapers
c. There were several airplane models to choose from
Q4. According to Earle Griffith, why is the Ercoupe so convenient?
a. You can save money
b. You can save time
c. You can use it any time
SECTION 8: Rosetta the commet chaser (ADVANCED)

It has been a long trip for Rosetta. On March 2nd , 2004, the European Space Agency probe was
launched from Kourou, French Guiana, to rendezvous with a comet streaking along at 24,600
mph. Scientists hope that Rosetta will be a codebreaker like its namesake, the ancient tablet that
gave scholars the key to deciphering Egyptian hieroglyphics. The new Rosetta, they believe, can
unlock clues to the early history of the solar system and to objects that have mystified sky
watchers since Babylonian times.
Rosetta spent the first seven years of its mission getting into a position where it could eventually
intercept its target, Comet 67P/Churyumov-Gerasimenko. After four gravity assists and two
asteroid flybys, mission engineers sent the spacecraft coasting on a 957-day hibernation in deep
space. On January 20, Rosetta got a wake-up call. Now the bright-eyed spacecraft is making the
final approach to its destination for a rendezvous this fall.
A ball of ice and dust about two and a half miles across, Churyumov-Gerasimenko was discovered
in 1969 by the Ukrainian astronomers for which it’s named. It’s a short-period comet: It was
created in the Kuiper Belt, at the edge of the solar system, and orbits the sun about once every
seven years.
205
Q1. Why was the name ‘Rosetta’ used for this commet?
a. Because of its creator’s background
b. They hoped it could solve mysteries like its namesake
c. It reminded them of Egyptian times
Q2. According to the text, is its mission over?
a. No
b. Yes
c. Not stated
Q3. Churyunov-Gerasimenko was named after _________
a. Its ukranian origin
b. A short period of time
c. Its discoverer
Q4. How often does Churyunov-Gerasimenko orbit the sun?
a. Once a year
b. Every seven years
c. For hundreds of years
SECTION 9: ATC Radio Use by Airside Vehicles (INTERMEDIATE)

One of the key requirements for the safe deployment of vehicles airside, on maneuvering areas
shared with aircraft, is that their drivers (or their front seat colleagues) are competent in RTF
communication with ATC. Airport Authorities usually have overall responsibility for setting and
monitoring standards, but the agency operating a vehicle has direct responsibility for ensuring
that ATC communications with their vehicle is of a standard which will prevent any contribution
to diminished safety standards for aircraft. While some vehicles will be operated directly by the
airport authority, most will be operated by various service providers. The chance of disaster is at
its greatest when the possibility of aircraft at speed on a runway during the takeoff or landing roll
encountering ground vehicles exists. One national survey showed that in 2007, 26% of recorded
runway incursion incidents involved vehicles and the majority were not unintended errors by ATC
but unintended errors by vehicle driver.
155
Q1. What is one of the key requirements mentioned?
a. To have safe deployment
b. RTF communication competence with ATC
c. Manoeuver in aircraft areas
Q2. Who has main responsibility for ATC Communications?
a. Agencies in charge of vehicles
b. Airport authorities
c. Drivers
Q3. According to the text, a great deal of these vehicles will be operated ________
a. Under safe standards
b. By the airport authority
c. By several service providers
Q4. Surveys suggest that most incidents ________
a. Are caused by vehicle drivers
b. Are caused by ATC issues
c. Are caused by ground vehicles
SECTION 10: Skien accident (INTERMEDIATE)
"On Friday, November 3rd 2001, a plane was on its way to Skien with a crew of two and 11
passengers. During the flight, ice was observed on the aircraft’s wings, but the ice was considered
to be too thin to be removed. During descent towards runway 19 at Geiteryggen the aircraft’s
ground proximity warning system sounded a total of three times. The aircraft was then in clouds
and the crew did not have visual contact with the ground. The warnings, combined with
somewhat poorly functioning crew coordination, resulted in the crew forgetting to actuate the
system for removing ice from the wings. The subsequent landing at 1828 hours was unusually
hard, and several of the passengers thought that the aircraft fell the last few metres onto the
runway. The hard landing caused permanent deformation of the left wing so that the left-hand
landing gear was knocked out of position, and the left propeller grounded on the runway. The
crew lost directional control and the aircraft skewed to the left and ran off the runway. The
aircraft then hit a gravel bank 371 metres from the touchdown point. The collision with the gravel
bank was so hard that the crew and several of the passengers were injured and the aircraft was a
total loss."
214
Q1. How many people were on board?
a. 11
b. 13
c. 14
Q2. How did they realize the situation was getting complicated?
a. The GPWS sounded
b. They had lost all visual contact
c. The aircraft was falling
Q3. According to the text, the crew forgot to _________
a. Remove the ice
b. Check the wings covered with ice
c. Actuate the ice removing system
Q4. We can infer that the accident _________
a. Was deadly
b. Was mild
c. Was severe

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Section 1.

Parte 1 – Giving information about some routine activities

How do you do to stay awake (despierto) during a long distance

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

The most common reason about unexpected delay in JCH is the

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

4 Section 1. Parte 1 - Stating an opinion.

For me is very important to know the procedures about extinguishing

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

What is your analysis of this event?

a. Describe the scenario

This story is about an accident of a DC9 during takeoff, the plane

6 Section 1. Part 1. - Stating an opinion

In my opinion the engineers aren’t necessary because the

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

More flights, fewer emissions and quicker passenger journey times.

Most airline companies are incorporating changes in their organizations

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

14 Section 2. Part 1. - Enroute instructions

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

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

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

1. If you were the co-pilot, what would you do in this situation?

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

Lima tower LP321, may day, I have a pilot incapacitation, I

1. How would you handle this problem?

In this situation I would take the controls because the autopilot

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

Lima tower LP321 we have unreliable speed and altitude, request

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.

Q3. The pilot’s intention is to __________.

SECTION 8: Raptor Sees First Combat Over Syria (ADVANCED)

SECTION 8: “Not a Woman’s Profession” (ADVANCED)

SECTION 9: AT45, Sienajoki Finland, 2006 (INTERMEDIATE)

SECTION 10: AT43, Jersey Channel Islands, 2012 (INTERMEDIATE)

My daily activity as a pilot is 1st to check my schedule and prepare

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

1st I assume loss of communication, and would set the transponder

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

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

What is your analysis of this event?

a. Describe the scenario

The Concorde aircraft was the only operational supersonic airliner in

Consider the following prompts in your response:

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

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

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

In that case I would request descend inmediatelly to FL100, or