Interview Questions 2

Front 1

A330-300 weight, engines and ceiling -

Back 1

212,000 kg
Trent 772
42,651 ft

Front 2

A340-300 weight, engines and ceiling -

Back 2

260,000 kg
CFM56-5C
41,099 ft

Front 3

B777-200 weight, engines and ceiling -

Back 3

229,520 kg
Trent 877
43,100 ft

Front 4

B777-300 weight, engines and ceiling -

Back 4

299,370 kg
Trent 892
43,100 ft

Front 5

B777-300ER weight, engines and ceiling -

Back 5

351,500 kg
GE90-115B
43,100 ft

Front 6

B747-400 weight, engines and ceiling -

Back 6

412,770 kg
RB211-524G/H-T
41,000 ft?

Front 7

B474-8 weight, engines and ceiling -

Back 7

442,000 kg
GEnx-2B67
43,000 ft

Front 8

If you are on track, and need to deviate due weather, what do you do, what other considerations would you have?

Back 8

- Note current position/time
- Turn 45 deg
- Past weather turn 90 deg, for same time inbound to intercept original track
- Notify ATC if required
- CLEAROFFS

Front 9

Explain GPWS, and inputs -

Back 9

GPWS computes closure rate with terrain, compares with pre-prgrammed values

INPUTS:
- radio altitude
- airspeed/mach
- barometric altitude
- landing gear position
- flap position
- glideslope deviations
- windshear (IRS)

- Soft warning = caution e.g. 'sink rate'
- Hard warning e.g. 'pull up'

Typical alert modes:
- excessive ROD
- excessive terrain closure
- take-off/go around sink rate
- configuration (landing gear)
- below glideslope

Front 10

Explain EGPWS, and inputs -

Back 10

GPS based GPWS (independant of nav systems)
- displayed on EHSI (electronic horizonal situation indicator)
- uses ground track + database terrain
- additional 'terrain, terrain' + height call outs

- Windshear warning PRIORITY (rotation to 1500ft)

Front 11

Indications of a warm front approaching?

Back 11

Warm air catching up to cold air - steep surface

- high cirrus, lowering base of CS AS NS
- virga/rain from AS/NS
- continuous rain, maybe fog (evaporation)
- poor vis
- pressure falling
- air temp increasing - warm air more moisture, higher dewpoint, unstable
- wind BACKS
- widespread weather

Front 12

If overcast CS, what type of icing would you expect?

Back 12

Nil - CS ice crystals, droplets already frozen, no visible moisture

Front 13

Define TORA -

Back 13

- actual length (physical) of runway

Front 14

Define TODA -

Back 14

- TORA + clearway
(TODA from take-off safety speed to 50 ft)

Front 15

Define ASDA -

Back 15

- TORA + stopway

Front 16

Define clearway -

Back 16

Area of ground or water where a/c may make a portion of its initial climb (obstacle free zone)

Front 17

Define stopway -

Back 17

Suitable area which a/c can be stopped in a rejected takeoff (ground only)

Front 18

Holding pattern limitations -

Back 18

a. Speed
1) up to FL140: 230kt or 170kt (limited to cat A +B)
2) above FL140: 240kt
3) above FL200: 265 kt

Time: up to FL140 = 1 min
above FL140 = 1.5 min
or distance on chart

Turn - 25 deg or rate 1

Front 19

Initially on wet runway, what is the most effective means of slowing down?

Back 19

Brakes/steering not possible due loss of traction, so...
- reverse thrust

Front 20

From stall speed to high speed, what is the effect on total drag?

Back 20

Low speed - Total drag decrease as induced drag decreases with speed

High speed - Total drag increase as parasite increase with speed

Front 21

What type of drag involves 'streamlining'?

Back 21

- FORM DRAG
- airflow separating from surface = vortices
- depends on frontal area + shape
- 'streamlining'= shape aerodynamic

Front 22

What is aspect ratio?

Back 22

- Ratio of wingspan to chord
- High (e.g. glider) = more lift, less drag at slow speed
- lower critical A/A but high CL
- decrease induced drag by decrease spanwise flow (airbus + boeing - low IAS at high alt)

Front 23

What is katabatic wind caused by?

Back 23

- Night, cooling of air through terrestrial radiation
- cold air mass flowing down slope
- strength of wind: length of slope, smoothness, steepness, length of night
- combine with land breeze

Front 24

What is adverse yaw?

Back 24

Up going wing produces more lift + drag. Yaw in opposite direction to roll

Front 25

What can you do to reduce adverse yaw?

Back 25

- Rudder
- Differential ailerons: increase drag downwing (greater deflection)
- Frise ailerons: increase drag downgoing (aileron protrudes airflow)
- coupled aileron/rudder
-spoliers - increase drag (+ spoils lift so increase roll)

Front 26

Why are spoilers used?

Back 26

- Increase drag downgoing wing in turn = less adverse yaw +increase roll
- combine speed brakes (B+A) = increase drag, reduce lift, improve brake by increaseing weight (friction) on wheels
- Allow steeper ROD (+more thrust = more control)
- stop unwanted lift close to the ground
- roll a/c at high subsonic mach

Front 27

What helps control boundary layer flow?

Back 27

- Vortex gen - turbulent flow, attached longer, higher A/A
- Leading edge slats/slots - reenergize boundary layer, attached longer, higher A/A (increase max CL)

Front 28

Why use winglets?

Back 28

- reduce tip losses/induced drag/vortices at wingtip
- by reducing spanwise flow

Front 29

Why doesn't the B777 have winglets?

Back 29

- uses raked wingtips instead (tip of wing extra sweep)
- increased span of wing, increase aspect ratio = decrease spanwise flow
- winglets extra cost/weight
- raked wingtips limited by bending force (x3)