intrebari engleza level 4

7/27/2019 Intrebari engleza Level 4

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1

Q1

I decided to become a pilot when I was very young, during the high school. In that period, I

started to climb on mountains, enjoying the heights and the liberty, the feeling to be free in a huge

space, without any borders, without a ceiling above. In the same time, I started to be interested

about the aviation, aviation seeming to be an occupation close to my feelings from that time.

Later, I started to imply myself in aviation. Firstly, I started to fly at the aero club, firstly as sky

diver, then as a sportive pilot, on gliders and, later, on sportive airplanes. After universitygraduation, I entered in the military school and I graduated as a military pilot.

Q2

My first solo flight is an event that I will remember it during all my life as a very important step in

my career and, also, in my life. It happened in the summer of 1981, in the Military School from

Boboc, on an IAR-823 airplane.

I did all my dual flights before, trying to learn all from my instructors. However, when the day

came, I felt myself not very well prepared, and I was very nervous. After the examiner descended

from the right seat after the skill test, I found myself alone in the plane. My instructor came nearme, on the airplanes plane, giving to me the last indications and encouraging me, telling me that I

can do it. These words entered deep in my mind and helped me later, during the flight.

Then, the mechanic close the canopy over my head, I received the clearance to start the engine

and to taxi on the runway. After the last checks, I received the clearance to take off for a traffic

circuit in solo command. I started the maneuvers for the take off and short time after this, I found

myself in the air. I selected Gear Up, then the Flaps Up, then I did the first 90 degrees turn, then

the second, and I found myself on the downwind, at 300 meters. In this moment, the workload

diminished, so I have had some time to think once again that I have to bring the plane back on

the ground alone, asking myself how I will do this. But, immediately I answered to myself that I will

do exactly how I learned, and I remembered that my instructor encouraged me that I can do it. Istarted to prepare the landing, firstly putting the Gear Down, then I turned onto the base leg,

starting to descent. I selected the flaps for landing, then I did the final turn, finding myself with the

runway in sight. In this moment, I forgot that I am alone, and I tried to keep the plane on the track

for landing, having in sight all the time the speed, the glide slope, and the runway centerline.

Finally, I diminished the rate of descent and I finished with a flare, bringing back the plane on the

Earth.

The much difficult moment came after I taxied back at stand, I stopped the engine and I

descended from the plane, when my colleagues caught me for the traditional pilot baptism, in a

huge mass of spines. After this, about one week I worked to removed spines from my back.

Q3

ICAO phonetic alphabet:

INSATGBMYUJOCHDPVZWREKLQFX

Q4

Numbers:

4 7 9.2 6000 0 5.1 119.125 130 700


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2

Q5

FL 190 (one niner zero)

200 (two hundred)

FL 100 (one hundred)

12 kt (one two)

FL 240 (two four zero)

Altitude 2500 (two thousand five hundred)

QNH 1013 (one zero one three)

Q6

Alphaville Tower, CA379, radio check 118.7

Q7

Alphaville Departure Information November, 1109 hours, weather 220, 18 knots, temperature +2,

dew point -3, QNH 1012, departure runways 27L and 27R

Q8

Alphaville Tower, CA379, stand B, information November, request start up.

Q9

CA379, cleared to destination Sun City, standard departure route P, climb to altitude 14000 feets,

request level change on route, contact Alphaville Radar 125.26, squawk 2516

Q10

Alphaville Tower, CA379, request pushback.

ATC: CA379, expect 2 minutes delay due to yellow 747 on TWY B returning to stand A1 due to

hydraulic problem.

ATC: CA379, pushback approved.

Pushback approved, CA379.

Q11

Alphaville Tower, CA379, request taxi.

Q12

Taxi to RWY 27R, via TWY B and BD9, will report at holding point Z6.

Q13

CA379, approaching Holding Point Z6, request to cross RWY 27L.


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3

Q14

Crossing RWY 27L, will report vacated, CA379.

Q15

CA379, Runway vacated.

Q16

Alphaville Tower, the aircraft landing white twin jet has smoke coming from left main

undercarriage, possible tyre burst (or overheated brakes or break fire), CA379.

Q17

CA379, approaching Holding Point K6.

ATC: CA379, hold short of runway, you are number 2 for departure after the B747.

Q18

Holding short, number 2 for departure, CA379.

Q19

Lining up, CA379.

Q20

CA379, cleared for Take off.


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4

Q21

Turning left to heading 230, expediting climb to FL90, CA379.

Q22

Maintaining heading 230, climbing to FL 190, will report passing FL150, CA379.

Q23

CA379, passing FL150.

Q24

ATC: CA379, unknown traffic 10 oclock, 6 miles, crossing left to right, height unknown, fast

moving, if not sighted turn left to 70.

Negative contact, turning left to heading 70, CA379.

Q25

MAYDAY, MAYDAY, MAYDAY, Sun City Approach, GBTEN, we have a fire in the galley, we are

leaving FL 210 for an emergency descent to FL 30, 10 miles North of Tango 1, heading to

Alphaville for emergency landing, please advise.

Question 1:

What is the emergency?

GBTEN have a fire in the galley.

Q26

Question 2:

What action is the commander of GBTEN taking?

GBTEN leave FL 210 for an emergency descent to FL 30, heading to Alphaville for emergency

landing.

Q27

ATC: runway is blocked to do disabled aircraft, go around, follow the missed approach procedure

for another ILS approach RWY 08L. Report entering the Mainfield holding, contact Suncity Arrival

126.9.

Going around, will report entering the Mainfield holding, 126.9, CA379.


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5

Q28

Suncity Ground, CA379, flames are coming out of engine of the military aircraft on my right.

Q29

Piper SCP is approaching Holding Point B, RWY 27. It has to hold short of the runway until the

controller has cleared it to cross RWY 27. After crossing RWY 27, it will report runway vacated

and will be cleared to taxi to the General Aviation Apron via TWY B.

Q30

The pilot expect the instruction: Piper SCP, cross RWY 27, report vacated..


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6

Q31

A fire truck is speeding on TWY A in order to get to RWY 18. RF 609 is holding at Y3, waiting for

the fire truck to clear the taxiway.

Q32

RF 609, hold at Y3, give way to the fire truck coming from your left.

Q33

An Airbus is holding at HP Z1 in order to give way to RY249 taxing on TWY B. RY 249 is

expected to turn right at the intersection BR.

Q34

RY249, taxi via TWY B, turn right at BR.


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Q35

LX199 is holding at HP Y4 in order to give way to an Airbus taxing on TWY A to the Hangar

Apron.

Q36

LX199, hold at Y4, give way to the Airbus coming from your right.

Q37

ATC: 407, continue to W9, contact TWR on 118.1.

Continue to W9, 118.1, 407

Q38

ATC:Iberia 3244 descend FL 40

Descend FL 40, Iberia 3244

Q39

ATC:KLM 1627 after the Martinair 767 has passed behind push back approved.

Push back after the Martinair have passed, KLM 1627.

Q40

ATC:KLM 73N at the end of Quebec give way to Air Lingus from the right then take the second

left W10.

Continue on Q, after Air Lingus have passed, taxi to W10.

Q41

ATC:Jordanian 850 descend to 2500 ft QNH 1013.

Descend to 2500 ft, QNH 1013, Jordanian 850.


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8

Q42

The pilot asks the ATC if there is a known problem with the ILS runway 06. The ATC replies that

they are working on the ILS but it should be CAT 1. The pilot reports that there are intermittent

signals on the ILS and sometimes it disappears completely, but the Ident is stable.

Q43

The pilot requests taxi from stand B14 without first requesting push back. The controller points out

that he should have requested push back to Ground control before requesting taxi. However, the

controller gives clearance to taxi via Q and W5 to runway 36 Left.

Q44

Tower CA 379 Mayday, Mayday, Mayday, bird strike right engine severe vibration, request radar

vectors for ILS emergency, request emergency services .

Q45

Question 1:Which aircraft are not normally planned for remote de-icing?

Answer 1: Pre-de-icing of aircraft parked over night, or by decision of the De-icing Coordinator

Q46

Question 2: Please state the two de-icing methods available at Zurich Airport

Answer 2: De-icing on request, or General de-icing (as published or broadcast by ATIS)

Q47

Question 3:What is the minimum notice time for de-icing on request?

Answer 3: 15 minutes

Q48

Question 4:What is the radio frequency for De-icing Coordination?

Answer 4: 130.3

Q49

Question 5:What are the two de-icing procedures available at Zurich Airport?

Answer 5: ON-STAND or REMOTE de-icingQ50

You are the pilot-in-command of an aircraft, callsign CA379.

After take-off, during the climb to FL 350, you experience a serious depressurisation problem at

passing FL30.

Approach, CA 379 Mayday, Mayday, Mayday depressurisation problem making emergency

decent to lower level, please confirm clearance to continue decent heading 240 degrees CA 379


9/10

9

Q51

Windshear is a phenomenon often experienced by airplanes on approach to land. It can be

caused by abrupt changes of terrain, sea breesesn thunderstorms or Cumulonimbus. Windshear

can be a potential danger to an airplane because it affect glide path, airspeed and heading. In this

case, the windshear is caused by Cumulonimbus cloud in the vicinity of airport. It affects the

aircrafts glide path because of the overshoot effect followed by the undershoot, or vice versa. A

pilot can expect the overshoot effect when flying into head wind, and undershoot effect when

flying into tail wind. The windshear in the area bellow the CB clouds ca be extremely strong, since

the plane flying through it would pass from a very strong head wind into a very strong tail wind.

Q52

Violent updrafts and downdrafts usually develop within this type of cloud. The passage of an

aircraft through the windshear of these updrafts and downdrafts which are very close to each

other can result in structural damage. The windshear can also cause flight plan deviation, loss of

airspeed, and possibly handling problems to the pilot. Cumulonimbus clouds are also associated

with thunderstorms and lightning. Lightening strike may result in fuselage damage. It may lead to

depressurisation. A flap, aileron or rudder damage caused by lightning strike may result in low

manoeuvrability of aircraft. Lightning strike can also damage the antennas and cause

communication failure, radar failure or Navigational problems. Heavy rain or hail may fall from the

base of the cloud, generally being heaviest for the first 5 minutes. The pilot can expect reduced

visibility; moreover, hail can damage the airframe and cockpit windows.


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10

Q53

Question 1

Type of aircraft is Fokker 27

Q54

Question 2

On board are 39 passengers and crew members.

Q55

Question 3

Runway 28

Q56

Question 4

2315 light snow, visibility 2000 m, cloud base 900 ft, wind NE 7 kt; 0030 visibility drop to 800 m

with snow, indefinite ceiling, vertical visibility 400 ft

Q55

Question 5

The runway overrun caused substantial damage to the aircraft: nose gear separated, the frame

and pressurized bulkhead compartments in the vicinity of the nose gear well were skinned.

Q56

Question 6

After landing the aircraft overrun RWY 28 and entered a snow covered field beyond the runway.

The nose gear separated and the aircraft slid to the right. It came to a rest with the main gear

sunken in the snow.

intrebari engleza level 4

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