Questions, Questions..........

[Corporate Hawk]

I was asked this question at a recent Major Airline Interview:

You are on an airway passing between two mountain ranges with an MEA below the Grid MORA (and lower than both ranges) and weather on the airway. You must deviate.

How will you deviate and ultimately let yourself down to an airport of
intended landing on the other side?

You are in non radar environment.

How would you handle this scenerio?? I think there are several elements to this and getting at or above the Grid MORA is one of them.

Thanks

 

[radarlove]

I would be a deer in the headlights on that one.

If you meed the grid moca, you can deviate. If you're not, you need to meet MEA and you're stupid to deviate since you no longer are guaranteed navaid reception.

http://www.emeraldair.net/navig/ils2a.html

What retard asked this question? You say "major airline", but was it "major" in the way that Comair is major, or was it Continental? I doubt JBLU or LUV are asking 'tarded questions like this in an interview. I don't know any other "major" airlines that are even interviewing. Sounds like you got someone who spends just a tad too much time playing CFII.

"Ok, you're shooting a NDB approach off of an NDB hold in LAX. Suddenly, you lose radio contact..."

 

[mar]

I'd cancel IFR.

Actually, if you can't find VMC or you're too far from the destination, then you can't cancel IFR.

Besides they said there's weather. But why are you deviating? Thunderstorms? You never said emergency or engine loss....

Bottom line, if there's no radar and you need an appoach you need to begin that from a published IAF. So the question is, How do you navigate from the deviation to the IAF? You could request RNAV direct but ATC won't assume terrain and obstruction clearance with no radar...you'll have to guarantee that on your own.

Additionally, if there's no IAP at the destination and no radar then there's no question, you must leave the MEA in VMC and remain in VMC.

I think the MORA issue is a red herring since it's above you. If you told me you were off-airway with an engine failure at FL350 and drifting down to the MORA, no radar....well, that's different.

 

[Big Beer Belly]

I'd climb to ensure terrain clearance, deviate as necessary, re-establish myself on a published airway, descend to no lower than MEA. Only 3 safe ways to descend in a non-radar environment from there:

1. over the ocean
2. via a published airway or procedure (IAF)
3. in VMC


This situation is actually quite common in many parts of the planet, especially third world countries (entire continent of Africa, South America, Central America, Antarctica, to name just a few). I'd also mention to the examiner the use of the weather radar in the "terrain mode", if so equipped. Bottom line is that you must positively ensure obstacle/terrain clearance at all times.

BBB

 

[mar]

Good answer.

Give BBB a beer.

 

[Big Beer Belly]

Give BBB a beer.

Thanks mar ... something about, "If you can't dazzle 'em with brilliance, then baffle 'em with bullsh*t!"

I really don't know the "right answer" ... curious how others might tackle it ...

BBB

 

[radarlove]

I still want to know what airline thinks it was a good question.

 

[trip]

If you got into the valley on an airway you can get out on an airway as well. You should have planned your flight accordingly.

 

[GuppyWN]

My stab would be since an airway has a 6nm? width I'm good to go 3 miles either side of center. But if I could descend to MEA or MVA and break out, I'd call terrain in sight and "we can mantain our own terrain avoidance" and deviate. Or if I couldn't do any of the above I'd make a U-turn and boogie. What about an enroute hold to wait for weather? I'd throw all of those out there to let the guy know I was actively problem solving. Don't forget your two best friends....... the radio and your copilot. Either or both of them might have an answer you didn't consider.

Gup

 

[91100 100 set]

I'd pull the mixtures to cutoff and let the backfiring engines blow the ice off the inlets, but only after I go to the back and throw a few hundred pounds of cargo out to lighten the load.

 

[HalinTexas]

I like BBB's answer the best.

This is a total BS question, however. Why are you so low? Is their a driftdown requirement for your operation? <--This is a big one. I'm assuming however that you're decending into mountainous terrain to begin an approach with two engines operating, decending through clouds at night.

Climb above MEA if you can. Maintain VFR if you can. Declare and emergency so you can do whatever you need to do. Follow your driftdown procedures if applicable. Is an MSA applicable? A MOCA?

There's a lot to consider here, but remaining on an airway with altitude gives you the most breathing room.

 

[bestpilot]

My stab would be since an airway has a 6nm? width I'm good to go 3 miles either side of center.
Gup

Duuude, dats pretty freaking funny! Your kidding, right, my brother from the SWA mother?

Dat width stuff on dat airway wuz like to account fer stuff like...

errors in like dat equipment sending da signal

errors in like youre equipment dats like recieving da signal

pilot error

So like if you like be seein dat youre like right on centerline and stuff, you may actually be like off course by alot. Dats what the airway width is for, bro. It aint there for you to like be flyin 3 nm off course on purpose bro, because you mights be off be like way more than dat.

Granted, dis stuff like GPS we gots now makes it better than when we were all toolin rounds in old school planes, like dem 737-200s you peeps used fer like dat Texas 2-step thing, but dat deviation thing you were thinkin of seems like a really bad thing bro, especially if you gots all dat high terrain stuff goin on all around you, bro.

If I ain't thinkin too clear, its caus Ive had a few brewpops again, but maybe somma you peeps gots sometin else to add.

 

[AC560]

What retard asked this question? You say "major airline", but was it "major" in the way that Comair is major, or was it Continental? I doubt JBLU or LUV are asking 'tarded questions like this in an interview.

I think it is a very good simple question especially if the carrier in question is doing a lot of flying in mountainous territory given how many incidents there are every year of controlled flight into terrain. I am sure the interviewer was looking for exactly the answer that BBB gave which is if I have to get off a published airway or approach I am going to climb to ensure terrain clearance before I do anything as opposed to saying I am going to try VFR scud running through a mountain pass or use the width of the airway to turn around and hope I don’t fly into anything.

 

[Flyforyou]

The only proper answer is "Max power, break the glass on the VSI!!"

Fly

 

[145 Lawndart]

I got asked the same question during my Continental interview. I answered it pretty much the same way BBB did.

I will be in class in class in Feb.