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SET 2
TASK 1-2 I knew there were so much more to do with a commercial pilot license. Most of the major airlines require their applicants to possess airline transport pilot licenses but some other airlines only ask for commercial pilot licenses. With the previous license, a private pilot license, I could not get paid for my flying so it was more like a hobby rather than a job. When I earned my commercial pilot license, I felt like I got myself a job, and I could proudly call myself a pilot because I could make my living by flying an airplane. TASK 1-3 For pilots who get a bi-annual medical exam, it starts from the night before the exam. The pilots begin their fast around 9 oclock in the evening and they may not eat or drink anything until next morning when they finish with their exams. It is known that this fast is necessary for the process of ultrasonic diagnosis. The exam lasts about 2 hours and this would cover the most of the body parts including eyes, ears, nose, mouth, throat, chest, blood, urine and so on. TASK 3-1 In this picture, I see a mid-size multi-engine propeller airplane, and it looks like a private or business owned airplane since I do not see any writings, except the registration number, on the main body of the aircraft. A part of the airplane appears to be stuck on the wall of a building. The building looks like a hangar or warehouse since I can see an open space through the windows. The ground looks slippery due to some snow and ice formed on the surface. There is no trace of smoke or fire caused by the collision so, it must have been in low speed or skid during its full stop. By looking at the flag in the picture, I can assume that the airplane could have been pushed toward the building while it is being parked in front.

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TASK 3-2 Looking at this picture, I can come up with two scenarios. The first scenario begins after the airplane entering the ramp area. The airplane was taxiing toward its designated spot. Approaching the spot, the pilot on the airplane slows down to make a full stop. Suddenly, the wind gusts from the tail and the pilot abruptly applied the brakes. Instead of stopping at the intended position, the airplane skidded forward, and unfortunately, there is a building standing right there. The second scenario began on the taxiway. While taxiing toward the ramp area with some buildings, the airplane needed to make a turn, but the pilot on the airplane did not slow down enough, so the airplane went into a skid straight forward instead of making a turn. For both scenarios, the wind blowing from the tail of the airplane would have been a major factor. TASK 4-1 Just by listening to their conversation, I do not have enough information to judge whether his decision was wise or not, but I am sure that the pilot made the best decision he could make. Only thing I am skeptical about his decision is the length of time he took to make the decision. If it was only a warning light for unknown reason, he could have spent some more time to figure out what it is about since he was not so low in altitude and did not encounter an imminent danger. TASK 4-2 When a pilot requests something that could affect the traffic flow in and out of the airport, the approach controller normally coordinates with the tower controller before he can approve the request. Looking at the pilots present altitude, the controller, whom the pilot is talking to, is most likely an approach controller who brings traffics from a high altitude down to a lower altitude where he can hand over the traffic to a tower controller. I would say that the controllers putting the pilot on standby is a normal procedure for this kind of situation.

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TASK 5 Yesterday, Western 807 was landing during cloudy weather. The clouds in the vicinity of the airport were mostly cumulonimbus, which grow vertically in shape and contain lot of moisture and other contents to help develop itself to a thunderstorm. Having an easterly wind and no precipitation, the pilot expected a normal approach to a landing. When the airplane was on a short final, there was a thunderstorm right over the airport, and unfortunately, lightening stroke one of the engine of the airplane. Luckily, this airplane had four engines, so the damaged engine was not so critical to its safe landing. The pilots managed to get the airplane on the runway without any further problem, but they realized, during the landing roll, that the damaged engine caught a fire. They informed controller of the situation and requested a standard fire and rescue team. When the airplane came to a full stop on the runway, the pilots began fighting fire according to their procedures. Although fire trucks did not take a long time to arrive at the airplane, fire was almost extinguished by the pilots when they were approaching the site. Fortunately, nobody was hurt, but the people learned a lesson; expect unexpectedness. TASK 6-1 FineAir 428 is unable to hold due to minimum fuel. I just have enough fuel to make an approach to land. Request priority landing if possible. TASK 6-2 I say again, FineAir 428 is unable to hold due to minimum fuel. I just have enough fuel to make a straight in approach and landing. I have used more fuel than planned due to the weather avoidance. My onboard computer predicts that there would be two thousand pounds of remaining fuel upon my arrival if I go straight from the present position to the final course. If I dont receive my approach clearance within next few minutes, I will not have enough fuel to reach the airfield. If possible, I would like to declare minimum fuel and be granted with a priority landing.

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TASK 7-1 I would, without hesitating, inform the controller of my intention to execute a go-around and request a radar vector or hold over the airport. I can think of many reasons to make a go-around at this time. Number one, since the twin turboprop airplanes gears collapsed during the landing, there is a great chance that the runway will be closed for a while. Number two, with the moderate windshear above the runway, there is no point to continue the approach. After executing a go-around, I would, first, find out if the runway is or will be closed and if so, then for how long. And then, I would contact the company dispatcher to get any advisory information I can acquire to help myself decide what to do next. TASK 7-2 ATC, this is (whatever my callsign is) executing a go-around. Please confirm if I should follow the published go-around procedure. I am aware that I was number two on the final and do not have number one traffic insight. My intention will be notified as soon as I contact my company. Request hold or radar vector for a few minutes until a decision can be made. TASK 8 First, I would report the controller that I have a technical problem with my air data system, and that the level information I get is inaccurate. After having it reported, I would begin doing everything I could to get the system back to normal. Once I realized that there is nothing I can to about it, I would request an immediate divert to the nearest suitable airport. While I would be relying on the standby instrument for the approach, I would look outside and refer to a terrain radar to insure an adequate obstacle clearance. If possible, I would request a PAR approach which gives a precise horizontal and vertical guidance provided by the controllers radar facility. Once I have the runway insight, I would continue the approach visually until I touch down the ground. In case I could not get a PAR approach at any of the airports around, I would fly to some other areas with either PAR service or visual approach condition which I would only need visual cues to fly down to the runway.

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TASK 9 The only difference between the personal mobile phone and the one onboard for public use is the capability of receiving incoming calls. Most of people do not need this capability, but for those whom always needed to be contacted, these new systems would be vital during their air travels. In other hand, it is not clearly confirmed that using personal mobile phone would not affect the aircrafts systems such as navigations and communications. The people who are opposed to this idea of the systems, allowing passengers to use their mobile phones, must have felt that it might affect the safety of the airplane and its passengers, or they just dont like people around them using their phones to talk and make noises. Either way, these systems have more disadvantages than advantages if all the passengers onboard are considered rather than considering a small group of people who really need them. So, I would say these equipments are premature to be installed by the airlines since the majority of people would be against them. TASK 10 For some parts of aspect, it could be true that such TV programs will put a bad image in commercial aviation especially they were about the existing airlines and aircraft models. When the viewers are exposed to those extreme cases over the programs, they will probably have a preconception on such airlines and the aircraft models. Come to think of it, I have always thought that certain airlines are more dangerous than others according to my own statistics built based on TV programs that I watched. It would be better, at least for the airlines and aircraft manufacturers, if they use alias of airlines and aircraft models when they air the documentaries, but then it would be against the peoples right to know the truth. I would say those airlines and aircraft manufacturers have to cope with the influence the viewers would get from the TV programs and do better and work harder to convince people that they are not who they used to be and they do not do what they used to do.

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PART 2 TASK2 When I land at a foreign airport and have enough time to do something before the next flight, I get some rest first before I do anything else. After I get enough rest, I change to something comfortable and just walk outside to look for something to do. If the place is where I have been many times I visit places where I used to spend my time. Those places include local bars, massage parlors, shopping centers and sometimes local attractions. When I stay somewhere near a beach, I stay on the beach throughout the day resting and reading. If there is nothing to do around or I feel lazy to go outside, I stay in my room and turn on my laptop computer for some movies. I usually have enough movies in my laptop to spend the entire stay. When I get hungry, I usually order some food and continue watching more movies until I get tired. I always think I should get some exercise but it only remains as a thought. TASK 3 Most of cases, when an aircraft needs to dump a large amount of fuel, that happens in the early phase of a long flight. Having taken off from an airport with full tanks of fuel, pilots realized that some of the systems went wrong. When these malfunctions are so critical that the flight can not be continued without a maintenance job, a diversion becomes the only option. The first thing to consider before a diversion is a fuel dumping. The fuel dumping is necessary in order to bring the weight of the airplane down to the upper limit for a safe landing. One of other cases can be during an emergency landing. When the aircraft is not in a safe configuration for a normal landing, an abnormal landing so called forced landing have to be made. For this time, a fuel dumping is also necessary to reduce the risk of catching on fire upon touching down the ground. For the dumping, there is usually a designated area around airports, and sometimes, there is even a specific procedure for the dumping.

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TASK 4 This kind of situation is called a communication failure. If a communication failure is encountered during an arrival to an airport, the pilot must refer to the arrival part of the standard communication failure page of the terminal charts for the airport. This page tells the pilot how to deal with the situation in visual meteorological condition as well as instrument meteorological condition. As a normal procedure in visual meteorological condition, the pilot would continue the approach as long as he can stay out of the cloud until a visual signal transmitted from the tower can be seen. On the other hand, it is a totally different story when the pilot can not stay out of the cloud or adequate visibility is not served. In this situation, the pilot must follow the standard terminal arrival route down to an initial approach fix of the approach segment. Upon reaching the initial approach fix, the pilot must hold until his planned arrival time. Once the planned arrival time comes, he can continue his approach all the way down to the ground. TASK 5 It is so important for pilots to have very good English skills because a standard communication between pilots and controllers is established in English. For domestic flights, pilots and controllers often use their native languages to communicate each other but this is against courtesy to the pilots with different nationalities. For international flights, pilots do not have option to use other languages than English. During a normal flight, pilots do not need much English skill to accomplish their job, but when something goes wrong or any abnormalities are encountered, that is when the good English skill is necessary. Their English skill needs to be good enough to explain and understand the situation in order to solve the problem or avoid any dangerous environment. On the other hand, their colleagues can be of different nationalities. In this case, adequate English skill is vital to communicate and coordinate within the cockpit. It is very important that the crew maintain good communication with each other because not understanding each other correctly is like having no colleague in the cockpit or sometimes even worse than not having one.