More Tricky Interview Questions

[Tetauy]

Nice one Singlecoil. I just thought about the definition and not what actually happens during different weather. Thanks for getting my thoughts flowing in that direction.

 

[Swaayze]

A contaminated runway *may* affect V1 due to the increased stopping distance required during an abort. In this case you would have to make your no-go decision earlier if on a short runway.

 

[80/20]

#5. What are some factors which affect V1?

Think of V1 as a range of speeds rather than one fixed speed.
The V1 range is restricted by Vmcg (low V1) and accelerate stop distance (high V1). Many good definitions are already given in the previous postings - ref. FAR 25.107.

A typical interview follow up question would be about practical usage. How do you use that information in real life?

Some considerations are:
1) To avoid weight reduction
2) Improve safety if the runway is contaminated
3) Use reduced thrust if possible

A high V1 will increase the safety margin for continued takeoff.
A low V1 will increase the safety margin for a rejected takeoff.

A contaminated runway will influence the stopping distance.
Poor braking action = longer stopping distance
Slush = slower acceleration
A slippery runway may also affect Vmcg - some flight manuals contain different Vmcg values for wet and dry conditions ref. FAA Order 8400.10

Some manufacturers recommend reducing V1 if the braking action is poor.

Another advantage of a low V1 could be to avoid a weight reduction for brake limited takeoffs, usually at high altitude airports.

Be alert and watch out! Interview failure cause number one is not to notice the QBQ. (Question Behind the Question).
Are they in reality concerned if you can not quote each theoretical fine point? Or are they on the lookout for something totally different such as your attitude and people skills?

 

[freightdogfred]

The primary factor affecting V1 speeds is aircraft weight. There are other variables that will affect it such as flap settings. The runway contamination factor mainly deals with VMCG issues, evidenced by De-rate power charts not being runway specific-it's a function of temp and weight, and to some extent wet/dry. Douglas had nifty cold/wet/ice charts for the DC-8 and Boeing likes to tinker with V1 with their "Improved climb" chart (Increase V1 and VR for a higher climb speed, improving second segment climb thus a higher weight) In a basic nutshell, higher weight and slippery runway=Higher V1

 

[80/20]

Good point freightdogfred - basics first - the foundation for V1 is aircraft weight.
AFMs will give a V1 for balanced field takeoff (for each flap setting and condition).
Using a higher or lower V1 can result in an unbalanced takeoff.
Higher V1 may be used for improved climb, but can not exceed VR or VMBE.
Lower V1 may be used to improve stopping margins on slippery runways.

One of my former DC-8 operators had only approval for balanced field takeoffs while my current Boeing job involves a lot of winter operations where V1 reductions are approved and often used.

Guppy? Sounds like a good old Buffalo guy?

 

[Jetsnake]

Not that these questions are rather
intriguing and will show your knowlegde
and apptitude as a pilot. But I'm rather
curious as to what company is asking this
right now. And for that matter; any company
at any time.

Sounds like a former UAL interview.

Never had those question's during my inteview
with the board for UPT.

Just wondering.

Jetsnake

 

[80/20]

Jetsnake's question deserves some thought.

How valid are in-depth technical questions?
Are prospective employers really concerned if you can't quote each theoretical fine point?

The industry moves towards a more need-to-know based policy.
Examples:
DC 8 manual: A warning light illuminates at 22 (+/-2) psi
Boeing new generation: A warning light illuminates when a limit is exceeded.

Most airlines want:
A safe pilot (attitude, creed, self image and good role models)
CRM skills (attitude, leadership, assertiveness and people skills)
Ability to pass training without extra costs (basic understanding of systems, attitude, abilities and study habits)
A person who cares about co-workers, passengers & customers (personality)

How do we look for this? By asking smart questions.
Some practical and operational questions should always be expected. In depth theoretical questions are often used to explore HOW you answer - not WHAT you answer. Many candidates fail to notice the QBQ. (Question Behind the Question)

Don't get tunnel vision on technical preparations. Spend a fair amount of time on other topics. The desire to self-improve are valued by skilled interviewers. How about a book on listening skills? (Even - better an audio book).

Applicant should have a good basic understanding, but who remembers details that were studied years ago. We all know that if you don't use it you loose it. Some airlines will however give a basic theoretical knowledge test.

….and sorry about the in-depth V1 stuff don't think you will be asked about this …. I just got carried away because I found it interesting …and….that attitude has kept me motivated for many years…

Some of my favorite questions are:
How do you "speed up" your procedures when you are behind schedule?
(QBQ: How do you handle stress? Is safety your first priority? - are you concerned about making hurry-up-errors?)
Could you give a brief description of the hydraulic system in your most recent aircraft?
(QBQ: Are you theoretical or practical. Is this visualized as a theoretical book schematic? Or from a practical cockpit/ in-flight problem solving view?)
How do you stay motivated?
Who are your favorite actors? ….why?
What kind of pilot's do you admire and look up to?
Which personal skills would you like to improve?
How do you handle interruptions when you are talking?
How did you organize your last ground school studies (or sim-ride)?
Tell me about the last book you read…
What would you like to be remembered for?