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SET 4
TASK 1-2 Before I became an airline pilot, I flew a single-engine propeller aircraft because the purpose of my flying was to get my pilot licenses and I wanted to fly an aircraft for rent at a reasonable price. When I was receiving my flight training back in 1995, the average cost to rent such aircraft was about 50 US dollars. If I chose to fly a bigger and fancier airplane, it would have costed me much more than I can afford. TASK 1-3 I consider my job important because for me it provides me with enough income to take care of my family and for the community, it plays a major role in transporting people from one place to another. Some people say that pilot, as a job will become obsolete in the future, but I think it will be quite a while until people gets convinced to ride on a plane with no pilots onboard. TASK 3-1 In this picture, I see an aircraft that has crashed on its nose. Looking at the right side of the aircraft, it has a lower wing with two engines attached under the wing. I do not see any structural damage on the main body but the nose part of the aircraft is broken apart from its body. The landing gear beneath the nose part of the aircraft, nose gear, looks collapsed and that probably made the aircraft crash on its nose. The color and length of the grass on the ground tells me that the time of the year is around summer. Though aircraft is outside of the paved area, the paved surface near the aircraft and the ditch looks wet. That leads me to think that it has been raining or has just stopped raining. The sky looks still gloomy or rather overcastted by rainy cloud. TASK 3-2 It was a Boeing 747 with full passenger on board making a landing in a rainy day. A thunderstorm was passing over the airport and it produced strong wind and some rain. Due to the gusty wind, the pilots on the B747 had to make the landing manually since they felt uncomfortable to let the

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autopilot make the auto-landing. The pilots on the heavy jumbo expected that they would encounter some windshear, but they could not manage to touch down near the designated touchdown zone. The aircraft floated over the runway and made a touch town on the half way down. The remaining runway was not long enough but it was too late to abort the landing. The pilot tried to stop the aircraft on the runway but it was little too short for the heavy jumbo to come to a full stop especially on a wet runway. By the time the aircraft was at the end of the runway, the aircraft was skidding and went out of the runway. Fortunately and unfortunately, a ditch next to the runway stopped the aircraft from skidding any further but the nose gear collapsed. TASK 4-1 Sunair 219 requested radar vectors to Gisborne Radar because they were not sure of their position. When pilots get lost during their visual flight, they usually call up any radar service agency and ask for radar vectors. Once the airplane is contacted on the radar, radar service agency can provide the pilot with an azimuth information as well as any possible conflict with other aircraft. TASK 4-2 When the pilot was instructed by the controller to turn right for identification, the pilot did not follow the instruction and instead, the pilot informed the controller that he was equipped with a transponder. The pilot knew that the right turn instructed by the controller was only for identification purpose and that inform the controller of his equipment status and request a squawk code would be much more effective. TASK 5 Yesterday, a heavily loaded cargo plane was taking off from an airport. Although the numbers were within the limit of the airplane, the pilot felt uncomfortable with his performance calculated based on the load sheet. Despite the pilots concern regarding safety, he decided to carry out his duty as a pilot. During the takeoff roll, he felt that it would be difficult to get the plane in the air within the available runway length. Fortunately, he was able to lift off a few feet before the end of the runway, but he was still

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uncomfortable with the airplanes climb performance. He knew that his climb performance had to be better in order to comply with all the obstacle clearances and other requirements. He found out that his luck discontinued when his plane was over the metropolitan area where it would be no factor if he was able to comply with the required climb gradient. The airplane hit the top of an antenna tower with the belly of the airplane. The airplane hit it so hard the pilot could feel the impact. The pilot called the tower immediately and declared an emergency. The controller acknowledged the declaration and told the pilot that all the necessary assistance would be provided including a radar vector back to the airport and calling up a fire and rescue team. TASK 6-1 Tower, this is Air Pacific 111. I cant proceed with takeoff at this time. Please cancel my takeoff clearance. Request for taxi back to the ramp. TASK 6-2 Tower, this is Air Pacific 111. I am not able to proceed with the takeoff at this time. I just noticed that a great amount of ice has accumulated on the wings of my airplane and with such condition I can not continue with my flight. I need you to give a taxi clearance back to the ramp for de-icing TASK 7-1 According to what I see and hear, it seems that the airport is being attacked by somebody, possibly by terrorists. For that reason, I dont think it would be a good idea to continue to land at this airport. Without hesitating, I will fly away from the airport as far as possible and as fast as I can. Since I have no idea what is waiting for me on the ground, I will not risk the life of myself and the passengers. The first thing I need to do now is to contact the previous controller or anybody I can speak to and find out what is going on and what I can do. I wont even think about getting any near the airport again, and most probably I will divert to another airport once I acquire all the necessary information.

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TASK 7-2 Ladies and gentleman, once again this is your captain speaking. I may have a rather awkward announcement to make at this time. Previously, I made an announcement that we were going to touch down very soon, but as you have already noticed, we are still in the air and flying away from our original destination. This is not been confirmed yet but with what I saw and heard, I can say there has been a bombing attack at the airport. As a safety measure, we are currently flying away from the airport and try to find out what is happening and what we are going to do. My best guess is that we will probably be landing at another airport, but I promise you that this airport will be perfectly safe. Please bear with me and stay calm. Nothing can harm us right now and we do not have any problem finding another airport to make a landing. I would appreciate your understanding and cooperation with your flight attendants. I will make sure that you will be informed of any further news. Thank you. TASK 8 As the pilot in command, I would decide to return to the point of origin. Although losing one engine out of four engines constitutes no emergency, continuing with the eight-hour flight to my destination would be too much risky. With one engine shut down, the airplane will probably produce adequate performance to continue the flight, but there is no guarantee that the situation will remain the same for the rest of the flight. I now must look into the cause of the engine surge. The shutdown engine might have a defect in itself but there is also a possibility that it has been surged by a cause from outside of the engine. If this is the case, the same cause could affect other engines and worsen the situation. For the interest of passengers safety, my final decision would be to return to the origin. TASK 9 For some aspect, it could be true that such TV programs will put a bad image in commercial aviation, especially when 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

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according to my own statistics built based on TV programs that I have 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. TASK 10 As a pilot, I do think that the services of a flight engineer are no longer necessary, but I also agree that transport aircraft would be safer if the two pilots are assisted by a flight engineer. It is true that modern aircraft do not necessarily need the services of flight engineers to operate, and it is also true that two pilots can perform all the necessary tasks to fly these airplanes safely. However, there still are certain tasks which can be carried out more effectively by a flight engineer. Since commercial aircrafts are designed for profit making purposes, the manufacturer must balance the level of safety versus the level of productivity. If they try to brings the level of safety little higher, it might affect the level of productivity and vice versa. Having another crew in the cockpit can not be discussed without mentioning the cost of the man power, and which have demanded the aircraft manufacturers to design the modern aircrafts to be operated by two crews. I am sure that sometime in the future, the aircraft manufacturers will be developing a single crew aircraft if there is reasonable amount of demand for it. PART 2 TASK 2 My favorite destination is Jeju airport. It is located in the northern part of Jeju island which is well known as one of the most popular vacation destinations in Korea. It has a very distinctive four-season but usually warmer than the mainland. For pilots, the airport in Jeju, Jeju International Airport, is one of the most challenging airports in Korea, but I always enjoy flying into this airport. During the spring and autumn, Jeju airport, situated right beside the ocean, is notorious for its sea fog season.

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Seating in the cockpit, I can actually see the chunk of fog moving into the airport, and it only takes a few minutes to fully occupy the airport. During the summer, Jeju airport is notorious for thunderstorm and typhoon accompanying squall and unimaginably nasty wind. My favorite part of the summer weather in Jeju is the wind condition that gives me strong tailwind on both direction of the runway. During the winter, heavy snow is also notorious in Jeju. The airport often closes due to heavy snow during the winter. When I fly into the airport right before or after its closure, fluffy snow accumulated on the runway and taxiway lets me experience something different. With all of these weather phenomena, I like to call jeju airport a museum of weather phenomena. You know what they say if you cant avoid it, might as well enjoy it. TASK 3 When I fly at night or encounter low visibility, I totally depend on the instruments in the cockpit. The very basic of instrument flying rule is that I must trust the indications on the instruments rather than my eyes. During nighttime it is very difficult to judge the visual cues I get with my eyes. They sometimes give me illusion and I often get tricked by them. Especially during the landing, the judgment of height is very important in order to make a successful landing. If the visibility of the airport is zero or close to zero, there is no visual cue to use as a reference. This is why people have designed so called instrument approach. During the instrument approach, certain systems on the aircraft receive signals from ground facilities and in reference to those signals, related instruments give indications for pilots to make an approach using the instruments. These instruments enable the pilots to successfully land the aircraft at night or when visibility is almost zero. TASK 4 I would most likely return to the origin airport if, after takeoff, the landing gears fail to retract from their deployed position. Pilots usually retract the landing gears right after their airborne so although pilots find that they are not being retracted, they must continue climbing until they reach a safe altitude. Upon reaching the safe altitude, I would try to recycle the levers to activate the landing gears and try some other actions to solve the

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problem. Once I conclude that the landing gears would not be retracted regardless of my several different efforts, I will probably look at my reference manual to see if I would have enough fuel to continue to my destination with the landing gears extended. In case I have adequate performance and fuel endurance to reach the destination, I would contact the maintenance department at the destination and let them fix the problem before next flight, but this would be a rare case because the drag produced by the extended landing gears is so huge that it will double or triple the fuel use on the way. Most probably I will figure out that I could not make it to the destination, and then I would notify the controller and company dispatcher that I would like to return to the origin airport. TASK 5 I think that Closed cockpit door is an effective control suppression to hijacking because the hijackers can not achieve what they want until they can enter the cockpit and take over the control of the airplane. Some people will ask, what if a hijacker threatens to kill the passengers unless I open the door. My answer to that question would be regardless of what happens in the cabin, the cockpit door would not be open, at least by me. If I open the door, the hijacker might stop killing the passengers but, once the hijacker comes into the cockpit, he gets a chance to kill all passengers at once. I would keep my door locked and notify the authority for any assistance I can get. While I maintain contact with the authority, I would begin the published procedure for hijacking. First, I would descend rapidly to a lower altitude, and make abrupt changes in attitude so that the hijacker could not stand up and do whatever he intends to do. When passing a certain altitude, I would turn off the pressurization system so that people in the cabin, including the hijacker, get short of oxygen to breathe. This would interrupt the hijacker from his plan of action. Once I reach a safe altitude, I would look for an airport to make a landing. Hopefully, this would safely conclude the hijacking situation.