1. So, tell me a little about yourself. What do you do?

I am .................., I was born on ....................... . I live in ..............

I am a pilot but I am still unemployed. I graduate from High school in ......., then I joined the ESAT for a preparatory school
in .............. After completion of two years of studies with success I did my theoretical Air Transport Pilot License. After taking
and getting the fourteen certificates of the theoretical modules, I started my flying hours for the Commercial Pilot License and
instrument rating. Which had taken me about ... years. Now I am a confirmed commercial pilot but still unemployed.
2. Could you tell me about your interest in aviation?
Where to begin, the year of 20…. Was a milestone in my life. That year I got my baccalaureate and decided to integrate the field
of aviation which fascinated me since I was a child. I informed my family and they were delighted by my choice and they offered
their support. So I joined the …… to attend two preparatory years for the ATPL. In ….. I started my ATPL and in …… I
succeeded to get the 14 modules certificates and then started my flying hours. I got my CPL in ….., and my IFR rating in …..
3. What were your expectations when you first started studying to be a pilot?
I was expecting to be recruited as soon as i finish my flying hours, then have a good and successful career and be promoted to the
different levels from first officer to captain, instructor and examiner.
4. What are your expectations now in your career?
Because of the problems that our airlines is having now, I am planning to go abroad and look for a pilot job in another country.
5. If something goes wrong with the aircraft while taking off, how do you decide whether to abort or continue the takeoff?
The latest point at which the pilot can elect to perform a rejected takeoff is called “V1”. This term refers to a speed that the pilot
will observe during the takeoff roll. Below this speed, the pilot may consider rejecting the takeoff. After this speed, the takeoff
should be continued.
But what is V1?
In simplest terms, V1 is the point at which, should an abandoned takeoff be performed any later, the aircraft might not have
enough runway remaining to stop, leading to a runway overrun and airplane accidents.
6. What are your concerns when you are preparing your flight?
That’s a good question. Many people believe the only responsibility of a pilot is to fly the aircraft, but in reality our job starts
long before the flight. Usually, I arrive at the airport hours before a flight. Both pilots analyze the route and the flight details that
the flight dispatchers have prepared. We monitor the weather conditions, plan the amount of fuel required (confirming we carry a
sufficient amount for unforeseen situations), check and analyze the paperwork, confirm the altitude and speed are correct, and
discuss any alternative plans that may be required depending on specific circumstances that may arise.
Listening
Ctl: Finnair 2115, taxi with caution. A snow plough is proceeding to the intersection.
Pil1: Roger. Finnair 2115.
Pil2: Singapore 107, deicing finished more than 10 minutes ago. The deicer trucks have already left. Request immediate start-up to
meet my slot time of 25.
Ctl: Negative. Singapore 107. You have a new slot time of 40, repeat 40.
Pil2: Singapore 107, confirm new slot time of 40, but still expect to start up because de-icing is already done. Can you put me on
request for slot before 40?
Ctl: Singapore 107, stand by. I’ll call you back in a few seconds
Ctl: Finnair 2115 slow down, hold position at intersection. Snow plough and sweepers at work. Singapore 107, slot time still 40.
Pil2: Roger. Singapore 107.
Pil1: Finnair 2115 taxiing slowly to intersection, but I can see snow plough is just moving off. Should I still hold position?
Ctl: Finnair 2115, carry on straight ahead. Caution watch out for gusting winds, wind shear reported.
Pil2: Ground, Singapore 107 request urgent start-up, or I’ll have to get de-icing again.
Ctl: Negative, Singapore 107. Expect further delays. Snow banks are building up on compacted snow at the end of the taxiway.
Pil2: How much longer do I have to wait? Singapore 107.
Ctl: I’ll call you back in a moment. Singapore 107.

This passages shows what are the problems that snow causes for aviation. Here we have 2 aircrafts having problems with this.
The first one was taxiing behind a snow plough and has to wait before proceeding. The second aircraft has finished deicing but
he was given a new slot . the first aircraft was authorized to proceed but has to be cautious because of gusting winds and wind
shear.
The second aircraft was told to expect further delays because snow is building up at the end of the taxiway.
Read backs
1. we’ll be requesting start up in about 10 minutes
2. Bravo hotel quebec, stand 18 via taxiway Mike
3. turn left heading 290 intercept ILS 26 left, Gulfair 4572
4. Boarding is almost completed. We should be ready to push back in five minutes
5. Reduce speed by 30 knots for spacing
6. taxi to holding position B-2 hold short runway 28
7. Thai 236 gate 24 request start up for New Delhi.
8. Ground Air Berlin 209, gate 26 request engine start for Warsaw
9. Cross runway 21, report vacated
10. heavy rain and standing water have reduced braking action to poor
Radiotelephony
Tunis Tower, TS-TZF, take-off aborted due to engine problem. We cancel our departure. Request
instructions to vacate runway and taxi back to apron.
Picture description

* The aircraft is AT the gate.

* The jetway/jetbridge is connected TO the aircraft AT the front left door.
* IN the foreground of the picture there is a pushback tug and a man is leaning ON the tug.
* IN the background of the picture we can see the airport area with many aircraft ON the apron and ON the taxiways
* We can see some baggage carts ON the left side of the picture.
* There is a 737/319/320 stop marking ON the ground.
* There are some stairs UNDER the right wing.
* We can see a pilot IN the cockpit.
* IN the background we can see a white 737 taxing BEHIND a blue A321.
* We can see some baggage IN the baggage carts.
* There are no clouds IN the sky.
* All the aircraft have logos ON their tails.
* IN FRONT of the main aircraft, slightly to its left, there is a towbar ON the ground.
* IN the background, ABOVE the terminal we can see some floodlights.
Discussion
1. In your opinion what is the most dangerous weather phenomena for aviation and give the reasons?
Due to the enormous energy it releases and the accompanying meteorological phenomena, a thunderstorm is considered to be the
most dangerous meteorological phenomenon for aviation.
It poses a danger above, below, beside and in the thundercloud itself. It is also dangerous for aircraft in the take-off or landing
phase, but also for aircraft in the horizontal flight phase.
It can be caused by a single cloud or a cluster of clouds, which are called cumulonimbus clouds. They are most often formed
overland in the summer and can grow up to 15 km in height, making flying difficult and dangerous, so pilots usually avoid them.
Many other hazardous meteorological phenomena accompany a thunderstorm: turbulence, strong wind, wind shear, strong
updrafts and downdrafts, icing, electrical discharge, intense precipitation (rain, snow or hail), microbursts, gust fronts and
funnel clouds.
2. In your opinion, what makes a good airline pilot?
Becoming pilot is about more than training and building flying hours. Beyond the technical abilities required to win their wings,
pilots must also develop a balance of leadership skills, discipline, critical thinking skills and a proper attitude. And while no two
pilots are exactly the same, there are several qualities that are common among successful pilots like good situational awareness,
self confidence, clear communication skills, ability to remain calm under pressure. To resume, being a the best pilot is a lifelong
lessons.
3. Is icing a dangerous problem for aviation ? Why?
Icing can lead to loss of performance, and increase fuel consumption. In the worst-case scenario, it could lead to loss of control.
Ice collects on and seriously hampers the function of not only wings and control surfaces and propellers, but also windscreens
and canopies, radio antennas, pilot tubes and static vents, carburetors and air intakes. Turbine engines are especially vulnerable.
4. Are pilots obliged to follow the air traffic controller’s instruction all the time? Why?
 Pilots are obligated to follow ATC orders under normal circumstances, without which safe operation would be pretty much
impossible. A PIC's authority to defy ATC instructions is only used in abnormal situations where the safety of the aircraft is at
stake.
In a nutshell, The pilot in command has the final authority and responsibility for safety of the flight and can disobey ATC
commands in case of emergencies. The reasons for that and the results will decide the consequences.
5. Why is it important for pilots to have very good English skills?
When we fly, our personal safety and the safety of other people on the plane is always of paramount importance. That is precisely
why pilots and air traffic controllers speak one common language worldwide – English. It makes perfect sense that pilots and
controllers throughout the world speak the same language. Just imagine what would happen if they all tried to communicate in
their native tongues – chaos!
The need to establish one commonly used aviation language – whether English or any other one – was obvious. If pilots and air
traffic controllers are unable to communicate clearly back and forth, the end result could be catastrophic.