Textos Part 3

➢ Part 3 Compilation- Pages 66 to 105
• Part 3 training – Unexpected Situations

Part Three, “Unexpected Situations”. In this part, you will listen to three different
communications between pilots and air traffic controllers. The recordings will be
played twice. There is a five second pause before the recording is repeated. After
listening to the recording, tell me everything the pilot and the controller said. I
will then ask you a question.
At the end of part 3, I will ask you to compare the three situations, so please
take notes. All information is important.
Do you have any questions? (ICAO TEST BRIEFING)
________________________________________________________________.
SITUATION 1: Listen to the audio: (2X/5”)
• Pilot: Pan Pan, Pan Pan, Pan Pan, Brasilia center, American
249, we encountered clear air turbulence, and due to the severe
turbulence, several passengers got injured. We request priority to
land at Goiania airport which is our nearest suitable airport.
• Controller: American 249 roger, descend to flight level 100 and
fly direct to GO003. Expect GNSS for runway 14.
(If necessary: Tell me everything you heard, please).
YOUR ANSWER: I understood that the pilots encountered clear air turbulence, and due to the
severe turbulence, several passengers got injured. They requested priority to land at the airport
which was their nearest suitable airport. And the ATC told the pilots to descend to flight level
100 and fly direct to the position and expect GNSS for runway 14.
What does the turbulence cause to the aircraft and the passengers?
YOUR ANSWER: The turbulence is not so dangerous for the aircraft, because the pilots reduce
the speed to a specific speed in this situation to avoid damage. For the passengers it can be
dangerous if they don’t respect the seat belt signs.
• Pilot: Pan Pan, Pan Pan, Pan Pan, Frankfurt Center, KLM 164,
we have an uncontrollable fire in the engine, we request priority
to land and vectors for landing at Frankfurt airport, also fire brigade
standing by.
• Controller: KLM 164, roger Pan Pan, fly heading Frankfurt
VOR, expect to land on runway 09 left, you are number one for
approach
.
YOUR ANSWER: I understood that the pilots had an uncontrollable fire in the engine, they
requested priority landing at the airport, also fire brigade standing by. And the ATC told the
pilots to fly heading the VOR and expect to land on runway 09 left and they were number one
for approach.
What would you do if you had smoke on board?
YOUR ANSWER: If I were the pilot, first of all I would don the oxygen mask, after that I would
perform the checklists, then I would inform the controller, and finally I would request to land at
the nearest suitable airport.
• Pilot: Pan Pan, Pan Pan, Pan Pan, Dubai Approach, Alitalia
337, we disconnected our generator number 2 due to an electrical
fire, we request priority landing and fire brigade upon arrival.
• Controller: Alitalia 337, roger, descend to flight level 050, we
will vector you to Dubai Airport. Contact fire brigade frequency on one
two one decimal five.
YOUR ANSWER: I understood that the controller disconnected the generator number 2 due to
an electrical fire, they requested priority landing and fire brigade upon arrival. And the ATC told
the pilots to descend to flight level 050, they would vector them to the airport and contact fire
brigade frequency on one two one decimal five.
How can an electrical failure affect the safety of the flight?
YOUR ANSWER: An electrical failure can affect the safety of the flight because the aircraft
depends on the electrical system to work normally, and many important indications depend on
the electrical system.
How would you compare them, and which one do you think is the most difficult to deal
with and why? You may compare them in terms of severity, possible solutions, and ways
of prevention.
YOUR ANSWER: From my point of view, I believe that an uncontrollable fire in the engine is
more difficult than severe turbulence because an uncontrollable fire in the engine can cause an
engine separation if the pilots don’t control the fire, and severe turbulence is not so difficult
because the pilots can reduce the speed and descend to a safe flight level.
An electrical fire is the most difficult to deal with because if the pilots don’t put on the masks
they can lose control of the plane, causing a disaster, killing all passengers on board and even
innocent people on the ground!!!
• Controller: American 402, we received many calls about

terrorists planting a bomb on board your aircraft. Authorities told us that
there were terrorists on board planting a bomb. Say your intentions.
• Pilot: Affirm, we need vectors to land as soon as possible and
bomb squad upon arrival, American 402.

YOUR ANSWER: I understood that the controller received many calls about terrorists planting a
bomb on board the aircraft. Authorities told them that there were terrorists on board planting a
bomb and they asked their intentions. And the ATC needed vectors to land as soon as possible
and bomb squad upon arrival.
What changes happened after the 9/11 to increase the safety of the flight?
YOUR ANSWER: Many changes happened after the 9/11 to increase the safety of the flight, for
example, nowadays the x-ray inspections are more rigid, and the cockpit door is closed from
start-up to shut-down.
• Pilot: Milan ground, Alitalia 4361, during taxi one of the escape
slides opened accidentally, we request to stop at the present
position and mobile stairs and busses for deplaning the passengers.
• Controller: Alitalia 4361 roger, maintain position. Confirm if
your escape slides opened.
YOUR ANSWER: I understood that during taxi one of the escape slides opened accidentally,
they requested to stop at the present position, mobile stairs and busses for deplaning the
passengers. And the ATC told the pilots to maintain position and confirm if the escape slides
opened.
Do you think the flight attendants have enough training for emergencies?
YOUR ANSWER: In my opinion, the flight attendants have enough training for emergencies.
They have trainings every year to revise and understand the updates and changes about
emergencies.
• Pilot: Pan Pan, Pan Pan, Pan Pan, Dubai Approach, Qantas
761, we have smoke in the cabin coming from the air conditioning
system. We request priority landing and fire brigade on the ground
upon arrival. We are descending to flight level 120.
• Controller: Qantas 761, roger, descend to flight level 120 and
fly direct to Dubai. Fire brigade will be standing by upon landing.
YOUR ANSWER: I understood that the pilots had smoke in the cabin coming from the air
conditioning system. They requested priority landing and fire brigade on the ground upon
arrival. They were descending to flight level 120. And the ATC told the pilots to descend to flight
level 120 and fly direct to the airport.
What situations can cause smoke or fire on board?
YOUR ANSWER: Many situations can cause smoke or fire on board. For example, smoke can
be caused if there is an electrical fire in the avionics, or due to a passenger smoking in the
lavatory.
of prevention.
YOUR ANSWER: From my point of view, I believe that smoke in the cabin is more difficult than
open escape slides because smoke in the cabin can cause loss of control of the aircraft if the
pilots are unable to extinguish the fire, and open escape slides is not so difficult because the
aircraft is still on the ground and it is not an accident or an incident.
A bomb on board is the most difficult to deal with because if the bomb explodes it can cause a
disaster, killing all passengers on board and even innocent people on the ground!!!
• Pilot: Mayday, Mayday, Mayday, Frankfurt Center, Lufthansa

742, we had a sudden depressurization, we are descending towards
flight level 100 and we are passing 170, we had a door seal failure
and pressure is leaking. We request medical assistance there.
• Controller: Lufthansa 742, roger, descend at your discretion,
turn left heading 335. State souls on board and remaining fuel on
board.

YOUR ANSWER: I understood that the pilots had a sudden depressurization, they were
descending towards flight level 100 and they were passing 170, they had a door seal failure and
pressure was leaking. They requested medical assistance there. And the ATC told the pilots to
descend at discretion, turn left heading 335, state souls on board and remaining fuel on board.
Why do the pilots need to descend in case of a depressurization? How could technology
avoid this situation?
YOUR ANSWER: Pilots need to descend in case of a depressurization because at high

altitudes the oxygen is not enough for the passengers to survive, so the pilots need to descend
to flight level 100.
Technology could help to avoid these situations if it could detect any possible types of damage
of the outflow valve of the aircraft.
• Controller: Delta 267, this is Wichita center, there is a military

area ahead. To avoid this restricted area on your heading turn left
heading 275. Your limit on this heading is 10 minutes, after that
resume own navigation.
• Pilot: Wichita center, Delta 267, we are unable to comply with
your request because of a severe thunderstorm to the left. We
request to maintain the route.
YOUR ANSWER: I understood that the controller told the pilots there was a military area ahead,
and to avoid that restricted area, they should turn left heading 275. The limit on that heading
was 10 minutes, after that they should resume own navigation. And the pilots were unable for
comply with the request because of a severe thunderstorm to the left. They requested to
maintain the route.
In which cases does a controller need to deviate the pilots from their original route?
YOUR ANSWER: The controller needs to deviate the pilots from the original route in case there
is a restricted area, also the controller can deviate the pilots if they want to continue climbing but
there is a traffic in front of the pilots.
• Pilot: Toulouse center, Air France 681, we had an auto pilot

disconnection at flight level 350 due to severe turbulence, we
request to descend to flight level 210.
• Controller: Air France 681 roger, descend and maintain flight
level 210. Other aircraft informed strong turbulence between flight
level 290 and 260
YOUR ANSWER: I understood that the pilots had an autopilot disconnection at flight level 350
due to severe turbulence. They requested to descend to flight level 210. The controller told the
pilots to descend and maintain flight level 210. Other aircraft informed strong turbulence
between flight level 290 and 260.
In which circumstances does this situation occur?

YOUR ANSWER: An autopilot disconnection can occur if the pilots press the autopilot button by
mistake, also it can happen due to bad weather or even because of an electrical problem.
of prevention.
YOUR ANSWER: From my point of view, I believe that bad weather is more difficult than an
autopilot disconnection because bad weather can make the pilots lose indications of speed an
enter a stall situation and an autopilot disconnection is not so difficult because the pilots can fly
the aircraft normally without the autopilot.
A depressurization is the most difficult to deal with because if the pilots don’t use the oxygen
masks quickly they can pass out and lose control of the aircraft, causing a disaster, killing all
passengers on board and even innocent people on the ground!!!
• Pilot: Mayday, Mayday, Mayday, Shamrock center, Gulf Air

1469, we were struck by lightning during descent, we lost all the
indications of engine number 2, we request to proceed to the
nearest suitable airport.
• Controller: Gulf Air 1469 roger, fly heading 175, descend and
maintain flight level 120. Expect ILS Tango approach.
YOUR ANSWER: I understood that the pilots were struck by lightning during descent, they lost
all the indications of engine number 2, they requested to proceed to the nearest suitable airport.
And the ATC told the pilots to fly heading 175, descend and maintain flight level 120 and expect
ILS Tango approach.
How can lightning affect the aircraft?

YOUR ANSWER: Lightning can affect the aircraft because there are many electronic systems
on board an aircraft, and it can affect the indications on board that the screens show the pilots.
• Pilot: Miami ground, Southwest 1942, there is a loosen dog on

the taxiway. The owner of the dog is on board the aircraft. We want
to return to the gate to disembark the passenger to call his dog.
• Controller: Southwest 1942 roger. The airport staff are unable
to get the dog. They are trying the best to chase the pet. Cleared to
return to the gate via taxiway Charlie.
YOUR ANSWER: I understood that there was a loosen dog on the taxiway. The owner of the
dog is on board the aircraft. They wanted to return to the gate to disembark the passenger to
call his dog. And the ATC told the pilots that the airport staff were unable to get the dog. They
were trying the best to chase the pet and return to the gate via taxiway Charlie
What could contribute to reduce runway obstructions of animals?

YOUR ANSWER: In my opinion, the runway obstructions of animals can be reduced if the
airports have a good fence around the airport. Also infrared cameras and alarms could help to
detect them.
• Pilot: Mayday, Mayday, Mayday, Brasília center, United 492,

we had an engine flameout at a high altitude, we need to start a drift
down procedure straight ahead to flight level 270. Request to divert
to Brasília.
• Controller: United 492 roger. Descend to flight level 270.
Expect ILS Zulu for runway 11 right.
YOUR ANSWER: I understood that the pilots had an engine flameout at a high altitude, they
needed to start a drift down procedure straight ahead to flight level 270. They requested to
divert to Brasilia. Then, the ATC told the pilots to descend to flight level 270 and expect ILS Zulu
for runway 11 right.
What are the consequences of an engine flameout at high altitudes?

YOUR ANSWER: An engine flameout at high altitudes makes the aircraft have to descend
because the performance to fly single engine at high altitudes is very affected, so the pilots
need to descend to a lower flight level to fly safely.
of prevention.
YOUR ANSWER: From my point of view, I believe that a lightning strike is more difficult than a
loosen dog because a lightning strike can cause false indications to the pilots and they could
even lose important indications oon board the aircraft, and a loosen dog is not so difficult
because the pilots are on the ground and they just need to maintain position for assistance.
An engine flameout is the most difficult to deal with because the pilots need to descend to a
safe flight level, and if they are unable to descend due to mountains they can suffer a stall,
leading to an accident, causing a disaster, killing all passengers on board and even innocent
people on the ground!!!
• Controller: Alitalia 834, this is Rio approach. Cleared for ILS

Yankee runway 10, report established. Caution wind shear reported
by previous landing aircraft. QNH 997.
• Pilot: Rio approach, Alitalia 834. We initiated a go-around due
to a TCAS resolution advisory. We almost had a mid-air collision
with a Cessna. We request vectors to approach again.
YOUR ANSWER: I understood that the controller cleared the pilots for ILS Yankee of runway
10 and the ATC told them to report established and beware of windshear reported by previous
landing aircraft, and the QNH was 997. And the pilots told the ATC that they initiated a go-
around due to a TCAS resolution advisory. They almost had a mid-air collision with a Cessna.
They requested vectors to approach again.
How can situations like this be avoided in crowded airspaces?

YOUR ANSWER: Situations like this can be avoided in crowded airspaces if the industries
invest on technology for traffic separation and the TCAS for all types of aircraft.
• Pilot: Pan Pan, Pan Pan, Pan Pan, Madrid center, Iberia 451,
we had a total electrical failure. We also had a blackout of the FMS
system. We request vectors to the nearest suitable airport.
• Controller: Iberia 451, roger, radar surveillance, no traffic to
report in your sector, descend at discretion and fly heading 250 for
Madrid airport. You will be number 1 for landing.
YOUR ANSWER: I understood that the pilots had a total electrical. They also had a blackout of
the FMS system. They requested vectors to the nearest suitable airport. And the ATC told the
pilots that they were under radar surveillance, there were no traffic to report in their sector,
descend at discretion and fly heading 250 for Madrid airport and they would be number 1 for
landing.
What instruments do you lose if there is a total electrical failure?

YOUR ANSWER: Many instruments and indications are lost if there is a total electrical failure,
and in this situation the aircraft has an emergency electrical supply for basic instruments and
limited control to fly.
• Controller: Alitalia 512, Milan centre, confirm if you are heading

Saronno VOR on airway Upper Mike 4. We receive you 3 miles right
off the route.
• Pilot: Alitalia 512, we are heading Saronno VOR on airway
Upper Mike 4. We suppose our FMS is not working properly.
• Controller: Under radar vectors turn 5 degrees to your left to get
back on track.

YOUR ANSWER: I understood that the controller asked the pilots to confirm if they were
heading the VOR on airway Upper Mike 4. They received them 3 miles right off the route.
The pilots told the controller that they were heading the VOR on airway Upper Mike 4. They
supposed their FMS was not working properly.
And the ATC told the pilots to turn 5 degrees to the left to get back on track.
What are the consequences of experiencing a problem with the FMS?

YOUR ANSWER: There are many consequences of experiencing a problem with the FMS,
because the FMS is responsible for inserting the navigation of the aircraft and generally the
radio is adjusted by the FMS.
of prevention.
YOUR ANSWER: From my point of view, I believe that a wind shear is more difficult than an
FMS problem because a wind shear can make the aircraft stall if they are unable to recover the
aircraft when they enter this condition, and an FMS problem is not so difficult because the pilots
can use conventional systems as the VOR or ask for vectors to navigate.
A total electrical failure is the most difficult to deal with because the aircraft is totally dependent
on the electrical system to make the hydraulic system work normally, so if the pilots suffer a
total electrical failure, they lose control of the aircraft, causing a disaster, killing all passengers
on board and even innocent people on the ground!!!
• Pilot: Mayday, Mayday, Mayday, Frankfurt center, Air Portugal

4596, we had a dual engine failure and we will try to restart. Request
vectors to the nearest airport.
• Controller: Air Portugal 4596, roger, maintain your present
heading. We will provide you vectors for landing at Frankfurt.
YOUR ANSWER: I understood that the pilots had a dual engine failure and they would try to
restart. They requested vectors to the nearest airport. And the ATC told the pilots to maintain
the present heading and they would provide them vectors for landing at the airport.
How can pilots handle a dual engine failure in-flight?

YOUR ANSWER: Pilots can handle a dual engine failure in flight by following the correct
checklists for that situation, so if the pilots suffer a dual engine failure, probably they need to
use the APU to provide electrical supply.
• Pilot: Mayday, Mayday, Mayday, Madrid Center, Iberia 7510.

We had a total electrical system failure, we need vectors for landing
at Maldonado airport and priority landing. Our current battery
endurance is 25 minutes.
• Controller: Iberia 7510 roger, descend to flight level 100 and
maintain visual references. Expect to land on runway 17 right.
YOUR ANSWER: I understood that the pilots had a total electrical system failure, they needed
vectors for landing at the airport and priority landing. Their current battery endurance was 25
minutes. And the ATC told the pilots to descend to flight level 100 and maintain visual
references, and expect to land on runway 17 right.
How can an electrical failure affect the safety of the flight?

YOUR ANSWER: An electrical failure can affect the safety of the flight because the aircraft
depends on the electrical system to be working properly, so the hydraulic system depends on
the electrical system to control the aircraft.
• Controller: Emirates 753, this is Oman approach, we lost radar

contact of your traffic, report your altitude and if you are under visual
flight conditions.
• Pilot: Oman approach, Emirates 753, affirm, we are in visual
conditions and familiarized with this sector. We are at 5500 feet.
Confirm the altimeter setting.
YOUR ANSWER: I understood that the controller lost radar contact with their traffic, and they
asked the pilots to report their altitude and if they were under visual flight conditions. And the
pilots were in visual conditions and familiarized with that sector. They were at 5500 feet and
they asked them to confirm the altimeter setting.
What are the risks if the controller loses the traffic information on the radar?
YOUR ANSWER: If the controller loses the traffic information on the radar, a loss of separation
can happen, because the controllers use a radar to separate the aircraft flying.
of prevention.
YOUR ANSWER: From my point of view, I believe that a total electrical failure is more difficult
than a loss of radar contact because a total electrical failure can make the pilots lose very
important indications on board and it also affects the controls of the aircraft, and a loss of radar
contact is not so difficult because the pilots can continue flying under conventional service.
A dual engine failure is the most difficult to deal with because the aircraft can lose control if the
pilots are unable to use the APU they can suffer a loss of control, causing a disaster, killing all
• Pilot: Mayday, Mayday, Mayday, Fortaleza departure, KLM

549, we lost one of our engines after takeoff due to an oil leak, we
request a fix to dump fuel for 20 minutes due to performance before
we return.
• Controller: KLM 549 roger, maintain the present heading and
climb to 4000 feet. Prepare holdings over the sea to dump fuel. Call
back for vectors to return.
YOUR ANSWER: I understood that the pilots lost one of their engines after takeoff due to an oil
leak. They requested a fix to dump fuel for 20 minutes due to performance before they returned.
And the ATC told the pilots to maintain the present heading and climb to 4000 feet and prepare
holdings over the sea to dump fuel and call back for vectors to return.
What do the pilots need to do in case of an engine failure?

YOUR ANSWER: In case of an engine failure, the pilots need to follow the checklist procedures
to try to restart the engine or shut down if necessary, so they need to land at the nearest
suitable airport.
• Controller: Speed Bird 246, this is Montreal center, confirm if

you are maintaining flight level 350 as previously assigned. We are
operating under conventional service.
• Pilot: Montreal center, Speed Bird 246, we are experiencing an
altimeter disagreement. The altimeters are showing unreliable
altitudes. We are unable to inform you our current flight level.
YOUR ANSWER: I understood that the controller asked the pilots if they were maintaining flight
level 350 as previously assigned. They were operating under conventional service. And the
pilots were experiencing an altimeter disagreement, the altimeters were showing unreliable
altitudes. They were unable to inform the current flight level.
How can situations like this be avoided in crowded airspaces?

YOUR ANSWER: Situations like this can be avoided in crowded airspaces if the aircraft follows
the correct maintenance schedule to avoid that the altimeter difference doesn’t exceed the
normal parameters.
• Pilot: Mayday, Mayday, Mayday, Recife center, Avianca 087,

we are facing a medical emergency onboard. Our captain is
unconscious. We request priority landing and medical assistance on
the runway after landing.
• Controller: Avianca 075 roger, you will be vectored for straight-
in approach for runway 11 left. Descend to 6000 feet and fly direct to
LUVLA position.
YOUR ANSWER: I understood that the pilots were facing a medical emergency on board. Their
captain was unconscious, and they requested priority landing and medical assistance on the
runway after landing. And the controller told the pilots that they would be vectored for straight in
approach for runway 11 left, descend to 6000 feet and fly direct to the position.
What situations can cause a pilot incapacitation?

YOUR ANSWER: A pilot incapacitation can be caused due to food intoxication, that’s why
pilots have different meals on board. It can also happen if the pilot has a bad health condition.
of prevention.
YOUR ANSWER: From my point of view, I believe that a medical emergency on board is more
difficult than an altimeter disagreement because a medical emergency is about a life that is on
board and needs to be saved, and an altimeter disagreement is not so difficult because the
pilots can request the ATC to change to a flight level without traffic below or above that flight
level.
An engine failure is the most difficult to deal with because if the pilots are taking off and they are
unable to control the aircraft and perform the correct actions they could lose control, causing a
disaster, killing all passengers on board and even innocent people on the ground!!!
• Pilot: Mayday, Mayday, Mayday, Frankfurt center, Lufthansa

Lima 3 Foxtrot, we lost our hydraulic system, also we have problems
to control the aileron. We request vectors to an airport with a long
runway.
• Controller: Lufthansa Lima 3 Foxtrot, roger. Descend at
discretion. We have an airport with a 2800 meters long runway,
confirm if it is adequate.
YOUR ANSWER: I understood that the pilots lost their hydraulic system, also they had
problems to control the aileron. They requested vectors to an airport with a long runway. And
the ATC told the pilots to descend at discretion, and they had an airport with a 2800 meters long
runway, and they asked to confirm if it was adequate.
What are the risks that a hydraulic failure can cause to the flight?
YOUR ANSWER: The hydraulic is very important for the aircraft, because it is what controls the
aircraft, and when the pilots lose a hydraulic system, they lose part of the controllability of the
aircraft.
• Pilot: Brasilia center, PT-SWS, we lost our GPS system also

our IPad is not working. We are climbing to flight level 360 on this
heading. We request vectors to approach.
• Controller: PT-SWS roger. Conventional service, maintain
radial 355 of Brasilia VOR for 80 miles. Then fly direct to AFT VOR.
YOUR ANSWER: I understood that the pilots lost the GPS system, also the IPad was not
working. They were climbing to flight level 360 on that heading. They requested vectors to
approach. And the ATC told the pilots they were under conventional service, maintain radial 355
of the VOR for 80 miles, then fly direct to the other VOR.
Is the GPS system reliable?

YOUR ANSWER: Yes, the GPS is very reliable. Nowadays the GPS is the main source for
navigation, also the departure, arrival and landing procedures use the GPS for these
procedures.
• Pilot: Copa 314, we might need to return, we have an airspeed

indicator problem. We request vectors to the nearest airport and
priority landing.
• Controller: Copa 314, roger, descend to 3000 feet and expect
vectors for ILS of runway 07 left.
YOUR ANSWER: I understood that the pilots might need to return, they had an airspeed
indicator problem, they requested vectors to the nearest airport and priority landing. And the
ATC told the pilots to descend to 3000 feet and expect vectors for ILS of runway 07 left.
What happens if the pilot doesn’t have the airspeed indication?

YOUR ANSWER: If the pilots don’t have the airspeed indication, they can suffer an accident if
they don’t follow the correct checklists for this type of problem. The accident of Air France 447
happened due to false indications.
of prevention.
YOUR ANSWER: From my point of view, I believe that a loss of a hydraulic system is more
difficult than a loss of the GPS because a loss of a hydraulic system affects the controllability of
the aircraft, also the landing performance, and a loss of the GPS is not so difficult because the
pilots can request radar vectors to the ATC or use conventional systems to navigate.
An airspeed indicator problem is the most difficult to deal with because this situation is very
critical for the pilots if they don’t start the procedures to recover from this situation fast, so it
could cause an accident as the situation that happened to flight Air France 447.
• Controller: N78PLX, Charlotte tower, due to a traffic on a

minimum fuel condition approaching the airfield, confirm if you are
able to perform a dogleg to final after joining the downwind leg for
runway 05.
• Pilot: N78PLX we understood there is a traffic running low on
fuel. We are able to perform a dogleg to runway 05.
YOUR ANSWER: I understood that due to a traffic on a minimum fuel condition approaching
the airfield, the ATC asked the pilots to confirm if they were able to perform a dogleg to final
after joining the downwind leg for runway 05. And the pilots understood there was a traffic
running low on fuel, and they were able to perform a dogleg to runway 05.
What can cause a low fuel condition?
YOUR ANSWER: A low fuel condition can occur due to bad weather en route, so if affects the
endurance. That’s why it is important for pilots to study the weather conditions to plan the fuel
necessary to fly safely.
• Pilot: Mayday, Mayday, Mayday, Cancun departure,

Aeromexico 178, we ingested a large bird during takeoff, we had an
engine surge and we lost engine number 2, we request priority
landing and immediate assistance on the ground.
• Controller: Aeromexico 178, Cancun departure roger, turn left
and join the downwind leg of runway 15 right. You are number one
for landing.

YOUR ANSWER: I understood that the pilots ingested a large bird during takeoff, they had an
engine surge and they lost engine number 2, they requested priority landing and immediate
assistance on the ground. And the ATC told the pilots to turn left and join the downwind leg of
runway 15 right. They were number one for landing.
Who is the responsible for the bird hazard and its consequences?
YOUR ANSWER: The bird hazard is a social responsibility, because the birds that affect the
safety are birds attracted by dumps in the vicinity of the airport, like vultures, so the authorities
need to invest on the bird hazard prevention.
• Pilot: Mayday, Mayday, Mayday, Barcelona approach, Fedex

1829, during approach we had a fire in the hold. We request priority
landing and all emergency services on the ground.
• Controller: Fedex 1829 roger, descend to 3800 feet to
intercept the localizer heading Barcelona. Emergency services will
be provided.
YOUR ANSWER: I understood that during approach they had a fire in the hold. They requested
priority landing and all emergency services on the ground. And the ATC told the pilots to
descend to 3800 feet to intercept the localizer heading Barcelona. Emergency services would
be provided.
How could technology avoid fire in the cargo bay?

YOUR ANSWER: In my opinion, technology could avoid fire in the cargo bay if there were more
fire detectors inside the cargo bay. Also, I believe that it would be very important to have
automatic fire extinguishers sensible to the fire.
of prevention.
YOUR ANSWER: From my point of view, I believe that a bird ingestion board is more difficult
than a minimum fuel condition, because a bird ingestion can cause an engine failure or even a
separation of the engine from the wing, and a minimum fuel condition is not so difficult because
the pilots can land safely, they just need priority landing.
A fire in the cargo bay is the most difficult to deal with because if the fire gets out of control, it
could affect the hydraulic lines leading to a loss of control, causing a disaster, killing all
• Controller: American 209, this is Dubai approach, cleared to

intercept ILS approach to runway 15, wind 150 degrees at 15 knots,
gusting 30 knots. Beware of cumulus nimbus and light rain in the
vicinity of the aerodrome.
• Pilot: Dubai approach, we are going around due to wind shear,
we request vectors to the alternate, American 209.
YOUR ANSWER: I understood that the controller cleared the pilots to intercept ILS approach to
runway 15, the wind was 150 degrees at 15 knots, gusting 30 knots, and beware of cumulus
nimbus and light rain in the vicinity of the aerodrome. And the pilots were going around due to
wind shear. They requested vectors to the alternate.
How important is it for pilots to know about cumulus nimbus clouds when they are
approaching or taking off?
YOUR ANSWER: It is very important to know about CB clouds when the pilots are approaching
or taking off, because the CB clouds can cause accidents, so the pilots need to be ready to
perform the procedures to recover from a wind shear condition.
• Pilot: Mayday, Mayday, Mayday, Dubai Approach, Emirates

880, we have a hijacker onboard, he is threatening the crew
members and he took a flight attendant as a hostage. We request
vectors to Dubai Airport and authorities.
• Controller: Emirates 880, roger, descend to flight level 060, we
will vector you to Dubai Airport. Contact police frequency on one two
one decimal five.
YOUR ANSWER: I understood that the pilots had a hijacker onboard. He was threatening the
crew members and he took a flight attendant as a hostage. They requested vectors to the
airport and authorities. And the controller told the pilots to descend to flight level 060 and they
would vector them to the airport, and contact police frequency on one two one decimal five.
What would you do if the hijacker wanted to enter the cockpit?
YOUR ANSWER: If I were the pilot, first I would lock the door. After that, I would squawk 7500
and inform the ATC, and finally I would request vectors to the nearest suitable airport.
• Controller: Lufthansa 879, this is Frankfurt tower, maintain the

holding point of runway 07 left, there is a dog running on the runway,
we are sending firefighters to catch the dog. We will report when the
runway is open again. Maintain your present position.
• Pilot: Frankfurt tower, Lufthansa 879, roger. We will maintain
position.

YOUR ANSWER: I understood that the controller told the pilots to maintain the holding point of
runway 07 left, there was a dog running on the runway, and they were sending fire fighters to
catch the dog, they would report when the runway was open again, and maintain their present
position.
What are the causes of runway incursions?

YOUR ANSWER: Runway incursions can happen due to non-standard phraseology, that’s why
it is important to respect the phraseology to speak clearly. Also it can happen due to low
visibility operations.
of prevention.
YOUR ANSWER: From my point of view, I believe that wind shear is more difficult than a dog
on the runway, because wind shear can cause an accident if the pilots don’t react fast to
recover the aircraft from this condition, and a dog on the runway is not so difficult because the
airport staff can remove the dog and the pilots can takeoff safely.
A hijacker on board is the most difficult to deal with because if hijacker enters the cockpit, he
could kill the pilots to use the aircraft to crash, causing a disaster, killing all passengers on
board and even innocent people on the ground!!!

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➢ Part 3 Compilation- Pages 66 to 105

• Part 3 training – Unexpected Situations

SITUATION 1: Listen to the audio: (2X/5”)

(If necessary: Tell me everything you heard, please).

What would you do if you had smoke on board?

How can an electrical failure affect the safety of the flight?

SITUATION 4: Listen to the audio: (2X/5”)

• Controller: American 402, we received many calls about

(If necessary: Tell me everything you heard, please).

(If necessary: Tell me everything you heard, please).

(If necessary: Tell me everything you heard, please).

What situations can cause smoke or fire on board?

• Pilot: Mayday, Mayday, Mayday, Frankfurt Center, Lufthansa

(If necessary: Tell me everything you heard, please).

YOUR ANSWER: Pilots need to descend in case of a depressurization because at high

• Controller: Delta 267, this is Wichita center, there is a military

(If necessary: Tell me everything you heard, please).

• Pilot: Toulouse center, Air France 681, we had an auto pilot

(If necessary: Tell me everything you heard, please).

In which circumstances does this situation occur?

• Pilot: Mayday, Mayday, Mayday, Shamrock center, Gulf Air

(If necessary: Tell me everything you heard, please).

How can lightning affect the aircraft?

• Pilot: Miami ground, Southwest 1942, there is a loosen dog on

(If necessary: Tell me everything you heard, please).

What could contribute to reduce runway obstructions of animals?

• Pilot: Mayday, Mayday, Mayday, Brasília center, United 492,

(If necessary: Tell me everything you heard, please).

What are the consequences of an engine flameout at high altitudes?

• Controller: Alitalia 834, this is Rio approach. Cleared for ILS

(If necessary: Tell me everything you heard, please).

How can situations like this be avoided in crowded airspaces?

(If necessary: Tell me everything you heard, please).

What instruments do you lose if there is a total electrical failure?

• Controller: Alitalia 512, Milan centre, confirm if you are heading

(If necessary: Tell me everything you heard, please).

What are the consequences of experiencing a problem with the FMS?

• Pilot: Mayday, Mayday, Mayday, Frankfurt center, Air Portugal

(If necessary: Tell me everything you heard, please).

How can pilots handle a dual engine failure in-flight?

• Pilot: Mayday, Mayday, Mayday, Madrid Center, Iberia 7510.

(If necessary: Tell me everything you heard, please).

How can an electrical failure affect the safety of the flight?

• Controller: Emirates 753, this is Oman approach, we lost radar

(If necessary: Tell me everything you heard, please).

• Pilot: Mayday, Mayday, Mayday, Fortaleza departure, KLM

What do the pilots need to do in case of an engine failure?

• Controller: Speed Bird 246, this is Montreal center, confirm if

(If necessary: Tell me everything you heard, please).

How can situations like this be avoided in crowded airspaces?

• Pilot: Mayday, Mayday, Mayday, Recife center, Avianca 087,

(If necessary: Tell me everything you heard, please).

What situations can cause a pilot incapacitation?

• Pilot: Mayday, Mayday, Mayday, Frankfurt center, Lufthansa

(If necessary: Tell me everything you heard, please).

• Pilot: Brasilia center, PT-SWS, we lost our GPS system also

(If necessary: Tell me everything you heard, please).

Is the GPS system reliable?

• Pilot: Copa 314, we might need to return, we have an airspeed

(If necessary: Tell me everything you heard, please).

What happens if the pilot doesn’t have the airspeed indication?

• Controller: N78PLX, Charlotte tower, due to a traffic on a

(If necessary: Tell me everything you heard, please).