Interview Questions

[rjdreamer]

Have an upcoming interview and can't recall or find the answers to a couple of questions. Maybe I never knew the answer! Anyway, here they are:
1. When does second segment climb begin?
2. What is danger associated w/wind shear and increasing headwind?
3. 121-What percent of useable runway and from what height above appch end of runway is required for landing?
4. Same ? as above but for alternate.
As always, any and all help is greatly appreciated.

 

[80for80]

OMFG, ANYONE that flies a 121 aircraft should know this stuff ALREADY. The regionals are NOT a training ground and regional captains are NOT CFIs!!! This is basic stuff for anyone in the 121 environment. 121 is not an entry level position. Go fly 135 for a couple of years, learn the basics of commercial flying and THEN apply at a 121 carrier. This crap had gotten totally out of hand.

 

[airtime42]

OMFG, ANYONE that flies a 121 aircraft should know this stuff ALREADY. The regionals are NOT a training ground and regional captains are NOT CFIs!!! This is basic stuff for anyone in the 121 environment. 121 is not an entry level position. Go fly 135 for a couple of years, learn the basics of commercial flying and THEN apply at a 121 carrier. This crap had gotten totally out of hand.

you are a nerd. you probably started with 300hrs dork

 

[Mercury]

80for80,
Relax, deep breaths..........
This guy is just trying to educate himself and prepare for an interview. Based on his profile I dont think he flies "a 121 aircraft already". Cut the boy some slack.
I would like to think that with your wide variety of aircraft flown and 10K hrs of experience you would be willing to help him prepare but then again maybe you knew all of this stuff at 600 hrs, or maybe no one ever made an effort to help you out. Who knows??!!
While I agree with you that the CA's primary job is not as a cfi, I still believe it is a duty and responsibility of the CA to both teach and mentor the new hire FOs. Afterall, a lot of people were willing to help me out during my first few months at the airlines.
Think of it as good karma.

Good luck to RJdreamer!

 

[Catnhat]

OMFG, ANYONE that flies a 121 aircraft should know this stuff ALREADY. The regionals are NOT a training ground and regional captains are NOT CFIs!!! This is basic stuff for anyone in the 121 environment. 121 is not an entry level position. Go fly 135 for a couple of years, learn the basics of commercial flying and THEN apply at a 121 carrier. This crap had gotten totally out of hand.

OMFG! Maybe if the regionals, who are all 121, and apparently superior to any 135 operation, would pay equal to or more than the lowly 135 operators, then your post would make sense. When many regionals are hiring with 300 - 500 hrs because they pay less than 20k per year, then this part of 121 truly IS entry level. I can make lots more and be home with my family every day flying 135. How many posts here are from regional guys trying to figure out how to get INTO 135??

 

[paulsalem]

OMFG, ANYONE that flies a 121 aircraft should know this stuff ALREADY. The regionals are NOT a training ground and regional captains are NOT CFIs!!! This is basic stuff for anyone in the 121 environment. 121 is not an entry level position. Go fly 135 for a couple of years, learn the basics of commercial flying and THEN apply at a 121 carrier. This crap had gotten totally out of hand.

This is why flightinfo has gone downhill.

Let me ask you 80for80, should a non part 121 pilot know runway requirements for FAR 121? If you ever go interview for a 91k or 135 job, I'm sure you'll become an expert on the regs before hand.

PS 80for80,

Without looking it up, what is the Day VFR cloud and visibility requirement for class G above 1200 AGL and below 10,000 msl?

I’m sure you know this right? Part 91 rules still apply.

 

[paulsalem]

Go fly 135 for a couple of years, learn the basics of commercial flying and THEN apply at a 121 carrier.

There are so many things I want to say right now. But they are all secondary to

GO AWAY!

 

[TurboS7]

If you guys are so good why don't you answer the questions.....Second segment begins with gear retraction and goes to 400 feet. Second segment can really be limiting say out of a field like MDW, you must maintain a certain climb gradient during the segmentwith an engine out. It is 2 something degrees but I would have to look it up. Cheers.

 

[rjdreamer]

TurboS7,
Many thanks. Didn't think I would make someone mad by asking a few questions. Guess I wasn't born with all of this aviation knowledge already in my head as appearantly 80for80 was. Wonder why he didn't answer the questions? And I concur, the CA should always be a mentor and leader and that means being a teacher also. Oh well, it takes all kinds.

 

[T2Pilot]

Have an upcoming interview and can't recall or find the answers to a couple of questions. Maybe I never knew the answer! Anyway, here they are:
1. When does second segment climb begin?
2. What is danger associated w/wind shear and increasing headwind?
3. 121-What percent of useable runway and from what height above appch end of runway is required for landing?
4. Same ? as above but for alternate.
As always, any and all help is greatly appreciated.

I don't have any 121 experience (just an old retired Air Force IP) but for what its worth:
1. Gear retraction.
2. Windshear of any kind has dangers for an increasing headwind one danger is it will cause you to reduce power which is dangerous if you then encounter a tailwind like you would passing through a microburst.
3. 60%; 50 feet
4. same as above.

Good luck at your interview. You may want to get your hands on some ATP test prep materials. Those questions are from the ATP test I believe.

 

[TurboS7]

If you are landing and going through a micro burst you will get an increase in headwind followed by the wind going 180 degrees on you and suddenly becoming a tailwind. This results in the mass having to be accelerated, this can only be done by increasing thrust, the bigger the aircraft the harder they fall in this situation.

Landing data is based on crossing the end of the runway at 50 feet with a touchdown at the 1000 foot mark plus I think 60% again I would have to look up the exact numbers. Wet runway requires 115% of the above number. Most 121 operations use weight as the determination of the usable runway. When you land and do not touch down at the 1000 foot mark you are using up your 60% of fundge factor which is factored into the landing distance. Most landing data is based on touchdown at 1000 foot mark, max braking, no reverse, so if you don't use the brakes again you are using your 60% fudge factor. At our airline we have a requirement that anytime the runway is shorter than 7000 feet we use autobrake 3 and 40 degree flaps. Addtionally we have to go to the QRH and determine the exact amount of runway that will be required for the conditions. This mental process inforces the fact that on a short runway we must land on the first 1000 feet and get the aircraft stopped. Smooth landings are for long runways, of course the real top guns and "grease it" at the 800 foot mark and get it stopped in a hurry.

 

[CoolSidePillow]

I thought alternate was 70%
Windshear is dangerous with the increasing headwind on landing as state before because of the reduction of power to cope with increased indicated going above Vapp or Vref etc.
On takeoff the danger is increasing pitch to maintain a desired climb speed which would put you in a high attitude and low altitude if and when the wind shears off

 

[CoolSidePillow]

also I dont think second segment climb is specific to 121. anything that is turbine powered uses it.
windshear certainly has nothing to do with 121 it will plant a plane in the ground whether there is a logo on the tail or not.

 

[CoolSidePillow]

actually as Captains in 121 isnt part of our job to mentor, teach and help FO's get prepared to be Airline Transport Pilots? They certainly cant learn it outside of 121 and the time spent for upgrade training certainly cant be adequate so they have to fly with good captains that have good attitudes and will show them good habits and practices.

 

[T2Pilot]

I thought alternate was 70%
Windshear is dangerous with the increasing headwind on landing as state before because of the reduction of power to cope with increased indicated going above Vapp or Vref etc.
On takeoff the danger is increasing pitch to maintain a desired climb speed which would put you in a high attitude and low altitude if and when the wind shears off

70% for the alternate is for turboprops. 60% is for turbojets. I encourage anyone studying for these interview tests to verify the answers with the regs since I've seen incorrect answers on some of the common gouges and anyone can make a mistake and as you can see there can be different answers depending on the specific operations involved. You can access all the FARs at the FAA web site. "Trust but verify" as Ronnie used to say.