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Welcome to the test Unexpected Situations – 21.
This test contains 3 situations that you can choose from the menu on the left-hand side of this page. Always try to answer before reading the expected answer!
PILOT: BUDAPESTE CONTROL, ROYAL AIR 567. WE HAVE A HYDRAULIC FAILURE HERE. HYDRAULIC PRESSURE IS DROPPING. AILERON IS PARTIALLY CONTROLLED. WE ARE GOING TO LAND, BUT THIS IS AN EMERGENCY
ATC: ROYAL AIR 567, BUDAPEST CONTROL. SPEED AT YOUR DISCRETION. RUNWAY TWO NINE LEFT IS THE LONGEST HERE, WITH THREE THOUSAND TWO HUNDRED METERS. PLEASE CONFIRM IT IS ADEQUATE.
EXAMINER: Now tell me in your own words everything the pilot and controller said.
The pilot informed the controller that they had a hydraulic failure with loss of hydraulic pressure. They also informed that they partially lost control of the aileron and were going to land. The pilot stated that it was an emergency.
The controller informed the pilot that speed was at their discretion and also inform the designated runway was 20 left, which was the longest runway available, then finally asked the pilot to confirm if it was adequate.
EXAMINER: When is it necessary to land on a longer runway?
From my standpoint, pilots must request to land on the longest runway possible when the aircraft faces problems such as hydraulic failure, poor break action, problems with the engine reverse thrust, and even bad weather conditions. Requesting the longest runway available allows the aircraft to stop safely on the runway avoiding a runway excursion.
EXAMINER: Now listen to situation number 2.
PILOT: TOULOSE CENTER, PR-CHE. WE ARE AT FLIGHT LEVEL TWO ONE ZERO, HEADING GOLF ROMEO VOR, WE LOST GPS, WE CAN’T CONFIRM OUR ESTIMATED TIME TO REACH OUR NEXT POSITION.
ATC: PR-CHE, ROGER. CONFIRM IF YOU ARE ABLE TO RESUME CONVENTIONAL NAVIGATION. FLY RADIAL TWO NINE FIVE TOULOUSE VOR.
EXAMINER: Now tell me in your own words everything the pilot and controller said.
The pilot contacted Toulouse Center, informing they were at flight level two one zero, heading golf Romeo VOR They declared they lost GPS, and they were unable to confirm their estimated time to reach their next position.
The controller understood and asked the pilot if they were able to resume using raw data navigation, and instructed the pilot to fly radial two nine five to Toluse VOR.
EXAMINER: How bad is it to fly without GPS?
In my opinion, flying without GPS is not so serious. There are other instruments onboard in which pilots can continue the flight. Pilots must count on the ATC assistance to continue the flight.
EXAMINER: Now situation number 3.
PILOT: PAN PAN, PAN PAN, PAN PAN. IBIZA APPROACH, SPANISH 091, WE HAVE NO INDICATION OF SPEED, HEADING OR ALTITUDE. WE NEED TO HOLD HERE TO RUN SOP.
ATC: SPANISH 091, ROGER. HERE ON MY SCREEN YOU’RE FLYING AT 230 KNOTS, HEADING SOUTH LEVELED AT ONE FIVE ZERO. YOU ARE CLEARED TO ENTER A HOLDING PATTERN.
EXAMINER: Now tell me in your own words everything the pilot and controller said.
The pilot informed the controller they had no indications of speed, altitude, and heading. They also advised the controller that they needed to hold there to run the SOP.
The controller acknowledged the message and informed the pilot that they were flying at 230 knots, heading south leveled at one five zero, according to the radar screen. Then, the controller cleared the pilot to enter a holding pattern.
EXAMINER: What basic instruments do pilots need to fly?
I believe the most fundamental basic flight instruments are, the altimeter that displays aircraft altitude and the airspeed indicator.
EXAMINER: Now, considering the three situations you have heard in part three: How would you compare them? You may want to compare them in terms of severity, possible solutions and ways of prevention. Which one do you think is the most difficult to deal with? Why?
In my opinion, the GPS failure is the least serious situation to face. I say this as the pilots can fly conventionally.
The hydraulic system failure is worse than the GPS failure because this could lead to a high workload in the cockpit and, in the worst-case scenario, cause difficulty in landing the aircraft.
However, loss of speed, heading, and altitude is the worst situation to deal with because the pilot can lose control of the aircraft as he may be unaware of the speed he is flying at; for this reason, I believe this situation can lead to a fatal accident.
If I faced a situation like this, I would undoubtedly try my best to land immediately.
I believe the best methods of prevention are good maintenance, constant training, and reliable backup systems.
EXAMINER: Thank you. That is the end of part three.