Perplexing interview questions...

[j328ernest]

I need some expertise on these...

 You’re on an IFR approach, inside the FAF, RVR @mid-field and roll-out reads 1800 and touchdown is inop. Under Part 121/135 can you land? How about outside the FAF?

Ans: Cannot find the answer specifically in the FAR/AIM. From memory I think it’s another one of those dependant upon the certificate operator’s ops specs limitations. Inside I’d say yes, inside the FAF, continue the approach to MDA/DH. If you pickup the approach lights continue to the 100’ point and spot the runway environment to the landing, else missed. Outside I’m inclined to say that since 1800 is less than 2400(even @ midfield) NO

 Your ops specs say 6,6,6 for takeoff although the takeoff mins on the Jepp plate say ¼ mi. WX is RVR of 600’ can you takeoff? (Assumption is Pt 121)

Ans: Provided you satisfy the other applicable ops spec criteria (functional rwy C/L lighting, an approved takeoff alternate airport, and anything else) YES

 Upon reporting for duty from an outstation RON one of your F/A’s gets laryngitis (just can’t talk -nothing more than that). As a Captain what do you do?

Ans: Legally, notify dispatch (on the F/A’s behalf if they can't or refuse to do it) and report it. You need ALL of the F/A’s to be able to communicate adequately to the pax in the event of an emergency – especially if the cabin PA is not working.

 You’re flying over say Denver’s Class B airspace IFR, and landing there. Excluding any speed restrictions assigned by ATC what speed can you fly at that specific point?

Ans: Legally I’d say pilot’s discretion up to Vmo/Mmo. However, in the same vain, that same pilot’s discretion should recognizing situational awareness and a slower speed would be adviseable – or get ready to do some explaining at the next descent clearance (Unless of course you’re declaring an emergency).

 

[F9 Driver]

You’re on an IFR approach, inside the FAF, RVR @mid-field and roll-out reads 1800 and touchdown is inop. Under Part 121/135 can you land? How about outside the FAF?

-We use mid-field rvr in place of touchdown rvr if touchdown is inop. Inside the FAF established on glidepath you are allowed to continue to DH no matter what the vis drops to. If lights in sight at DH than 100' above touchdown zone height. 1800 RVR is as low as we begin approaches Cat I so inside or outside the marker you can continue. If touchdown RVR is working than it is controlling. so Yes.

Your ops specs say 6,6,6 for takeoff although the takeoff mins on the Jepp plate say ¼ mi. WX is RVR of 600’ can you takeoff? (Assumption is Pt 121)

-We are trained and approved for 5,5,5 takeoff. If 5,5,5 isn't on the back of the 10-9 we can't do it. We can only use what is published on the chart. so No.

 Upon reporting for duty from an outstation RON one of your F/A’s gets laryngitis (just can’t talk -nothing more than that). As a Captain what do you do?

Ans: Legally, notify dispatch (on the F/A’s behalf if they can't or refuse to do it) and report it. You need ALL of the F/A’s to be able to communicate adequately to the pax in the event of an emergency – especially if the cabin PA is not working.
-Exactly.

 You’re flying over say Denver’s Class B airspace IFR, and landing there. Excluding any speed restrictions assigned by ATC what speed can you fly at that specific point?

-No speed restrictions above or inside class B. Only below (200KIAS) and below 10,000 (250KIAS) You just need to make any/all restrictions. We plan the old 3 to 1 plus 1nm per 10KIAS reduction. (The box does it fairly well too)

 

[Hawker rider]

and exactly what in these questions was perplexing??

they all seem pretty standard questions to me.

 

[FL350]

Hawker Rider,

We aren't all as smart as you. Don't you know that too?

FL350

 

[Hose A. Jiminez]

and exactly what in these questions was perplexing??

they all seem pretty standard questions to me.

then answer them butt pump.