Single Picture – Votre Concierge

Taxiway Collision — Aircraft Wing Strike During Evening Operations

SP-1

📖 Scene Description

An evening airport scene. A large aircraft has taxied off the centreline and collided with the tail of a smaller aircraft. Fire trucks and ambulances are standing by nearby. Fireworks are visible in the background sky. One aircraft is stationary at the centre of the scene. Passengers at windows of the large aircraft appear surprised.

💬 Examiner Q&A

1Would the pilot notice a wingtip collision during taxi? How would you communicate with ground personnel?

Noticing a wingtip contact during taxi is difficult as the wingtips are far from the cockpit and not directly visible. A strong vibration or thud might be felt. Communication with ground personnel would be via radio, and a wing walker or ramp crew would be called to confirm the extent of any contact.

2Of fireworks, airships, and birds — which poses the greatest threat to aircraft?

Birds generally pose the greatest operational threat due to their prevalence around airports and the risk of engine ingestion. However, fireworks present a specific hazard during evening operations, particularly to low-flying aircraft during approach and departure. Information on firework events is available in NOTAMs.

3Can a setting sun affect takeoff and landing safety?

Yes. A low sun at certain angles — particularly on east-west runways at sunrise or sunset — can cause severe glare that reduces runway visibility and makes visual reference difficult. Pilots may request a different runway or delay takeoff timing. Sun visors and appropriate approach briefings are important mitigations.

4Where can firework event information be obtained?

NOTAMs (Notice to Air Missions) are the primary source. Firework events near airports are notified in advance with details of location, altitude, and duration. Flight crews should review NOTAMs during pre-flight planning for any events that may affect their route or airspace.

Key Vocabulary

Wing strikeTaxiway centrelineNOTAMWing walkerGround collisionFirework hazard

Earthquake at Airport — Runway Damage, Aircraft Directed to Go-Around

SP-2

📖 Scene Description

A large airport viewed from a distance, with a city skyline in the background. Tall buildings are visibly shaking. Cars are overturned on roads nearby. The runway and ramp surfaces show visible cracks and damage. One aircraft is on approach but being waved off — told to go around due to runway damage.

💬 Examiner Q&A

1If you are the go-around aircraft, what will you do next?

I would follow the published missed approach procedure, enter a holding pattern, and request ATC updates on the situation. I would assess fuel state, identify alternate airports, and request diversion clearance if the runway at the destination cannot be quickly confirmed safe. Communication with company dispatch is also important.

2Can you land on a cracked runway?

No — we cannot land until the runway has been inspected and declared safe by airport operations. Landing on a cracked surface could cause tire bursts, directional control loss, or structural damage to the aircraft. Safety of the landing surface must be confirmed before any landing attempt.

3If the earthquake occurs at night with a power outage, what happens?

Runway lights would go dark, making visual approaches extremely difficult or impossible. ILS, VOR, and other radio navigation aids may also fail. In such a scenario, I would not attempt an approach without confirmed positive contact from the airport. Diversion to an unaffected airport becomes the priority.

4If this happened at Haneda, where would you divert?

I would consider airports outside the earthquake's affected zone — Kansai (RJBB) or Chubu (RJGG) are likely candidates for a 787, as our range easily reaches them from the Tokyo area. The final decision depends on the extent of the earthquake, fuel state, and ATC guidance.

Key Vocabulary

Runway inspectionGo-aroundAlternate airportDiversionRunway serviceabilityPower outage

Hydraulic Fluid Leak — Pre-Departure, MEL Discussion

SP-3

📖 Scene Description

An aircraft parked at the gate. The engine cowling is open, and liquid appears to be leaking — possibly hydraulic fluid. Ground crew and a pilot are discussing the issue outside the aircraft. Inside the cabin, a flight attendant looks out of the window with a concerned expression. Cargo and fuel loading is in progress.

💬 Examiner Q&A

1What is an MEL?

The MEL — Minimum Equipment List — is a document approved by the aviation authority that lists specific systems or components that may be inoperative at dispatch, under defined conditions and limitations. It allows the airline to operate an aircraft safely despite certain unserviceabilities, avoiding unnecessary delays while maintaining safety standards.

2Can you detect a hydraulic leak from the cockpit?

If the leak is significant, the low hydraulic quantity indication will appear on the EICAS. A severe leak may also affect hydraulic system pressure indications. However, small ground-based leaks may only be visible through the pre-flight walk-around — highlighting the importance of a thorough external check before every flight.

3What is the FO doing while the Captain conducts the walk-around?

The First Officer remains in the cockpit to conduct departure preparations: entering route data and performance figures into the FMS, setting up navigation displays, completing the preliminary checklist, and reviewing weather and NOTAMs. This division of tasks ensures an efficient and timely departure.

4If the repair takes one hour, what actions do you take?

Inform company dispatch and operations of the delay. Coordinate with the cabin crew and make a passenger announcement explaining the reason and estimated departure time. Revise fuel planning if necessary, recheck weather, and update the flight plan if the delay is significant.

Key Vocabulary

MEL (Minimum Equipment List)Hydraulic fluid leakEICASWalk-aroundDispatchFMS setup

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Runway Overrun — Tailwind, Emergency Evacuation in Snow

SP-4

📖 Scene Description

An aircraft has overrun the end of a runway into a snow-covered area adjacent to mountains. The nose shows visible damage. Passengers are already evacuating via emergency slides. Rescue vehicles have arrived and more are approaching. The surrounding area is covered in snow, and a car is visible off the road nearby.

💬 Examiner Q&A

1What factors contribute to a runway overrun?

Common factors include a tailwind component exceeding limits, a contaminated or wet runway reducing braking efficiency, excessive approach speed, delayed touchdown, late or incomplete application of stopping devices (reverse thrust, brakes, spoilers), and poor crew coordination during the landing roll.

2Can you detect a tire burst from the cockpit?

Yes, in multiple ways: a loud noise, vibration, abnormal steering tendency, and on aircraft like the 787, a tire pressure monitoring system that triggers an EICAS warning. The combination of physical sensation and system indication allows rapid identification of the affected tire.

3Are yellow runway markings unusual?

Runway centreline and threshold markings are typically white. However, at some high-snowfall airports, yellow paint is used for certain markings to maintain visibility against the snow surface. This variation is noted in airport charts and crew operating manuals for those specific locations.

4What do you pay attention to during a wet or contaminated runway landing?

Touch down at the correct aiming point, establish firm contact to maximise braking effectiveness, deploy spoilers promptly, apply maximum reverse thrust, and use brakes consistently. Monitor deceleration rate and be prepared to apply full anti-skid braking if required. Crosswind during rollout also requires rudder inputs for directional control.

Key Vocabulary

Runway overrunTailwindContaminated runwayReverse thrustAnti-skid brakingEmergency slide

De-Icing Operations — Snow-Covered Aircraft, Ramp Safety Incident

SP-8

📖 Scene Description

A diagonal overhead view of a snow-covered aircraft at a gate. De-icing vehicles are positioned at the wings and tail. Spectators watch from the terminal. Cargo loading continues simultaneously. On the ramp, a passenger boarding the aircraft slips and falls on the icy surface.

💬 Examiner Q&A

1How long does anti-icing fluid remain effective?

Holdover time depends on the fluid type (Type I through IV), outside air temperature, and precipitation rate. Type IV fluid in light snow at -5°C may last up to 45–60 minutes. When precipitation is heavy or temperatures are very low, holdover time is reduced significantly. The HOT table must always be consulted.

2A passenger falls on the icy ramp — what do you do?

Notify ground operations immediately and request medical assistance. The FO continues departure preparations while the Captain monitors the situation and coordinates with the ground team. Ensure further de-icing or sanding of the ramp area is completed before additional passengers board, and document the incident as required.

3Is it necessary to remove snow from the taxiway and ramp?

Yes. Snow on taxiways reduces tyre traction, increases the risk of directional control loss during taxi, and reduces visibility of markings and edge lights. On the ramp, it creates slip hazards for personnel and can contaminate cargo or interfere with ground equipment operations.

4Do you carry extra fuel during heavy winter operations?

Yes. In conditions where de-icing delays, holding for runway clearing, or diversions are more likely, we carry additional contingency fuel. The dispatcher and I discuss the weather forecast and expected ground delays, and the fuel plan is adjusted accordingly to maintain an adequate safety margin.

Key Vocabulary

De-icing / Anti-icingHoldover Time (HOT)Type IV fluidRamp safetyContingency fuelWinter operations

Cabin Crew Briefing — Pre-Departure Communication

SP-9

📖 Scene Description

Inside an aircraft cabin, the Captain and First Officer are standing at the front conducting a briefing to the assembled cabin crew. Some crew members are taking notes; others appear to be talking among themselves. Cleaning is ongoing in the rear of the cabin, making it hard for some crew to hear. Overhead bins contain blankets and pillows.

💬 Examiner Q&A

1Who conducts the cabin crew briefing, and what information is shared?

Typically the First Officer, though the Captain may do so at their discretion. Information shared includes: estimated flight time, expected turbulence areas and timing, special passengers (unaccompanied minors, medical cases), emergency signal review, and any special company procedures or security notices for the flight.

2Is this a good briefing? How would you improve it?

No. A good briefing requires all attendees to be focused and attentive. In this scene, some crew are not engaged, and background noise from cleaning is interfering. Improvements: pause cleaning operations before the briefing, ensure all crew are attentive, use a louder and clearer delivery, and confirm understanding by asking questions after each key point.

3What is the difference between safety and security?

Safety refers to protection against unintentional events — accidents, mechanical failures, weather. Security refers to protection against intentional, malicious acts — hijacking, terrorism, sabotage, or disruptive passengers. Both are critical, but they require different approaches, training, and procedures.

4What is the other pilot doing while one pilot conducts the briefing?

The other pilot continues departure preparations in the cockpit — completing the walk-around, entering performance data into the FMS, reviewing the flight plan and weather, and working through the pre-departure checklist. Efficient task sharing ensures the aircraft is ready for on-time departure.

Key Vocabulary

Cabin crew briefingSafety vs. securityEmergency signalsTwo-way communicationPre-departure checklist

Wind Shear Warning — Thunderstorm on Departure Path, Complex Wind

SP-10

📖 Scene Description

An airport scene featuring a wind sock showing strong winds over 25 knots from the left, a radar tower, and a runway extending toward an inland sea and city. A thunderstorm is visible ahead on the departure path. The wind sock at the runway shows left-to-right wind, but smoke from a factory under the storm clouds blows right-to-left — suggesting possible wind shear if a go-around were performed.

💬 Examiner Q&A

1What does the difference in wind direction between the runway and the factory indicate?

It indicates a wind direction reversal at different distances or altitudes — a classic sign of wind shear. The surface wind at the runway differs significantly from the wind further out under the storm. This means a go-around or initial climb could encounter a sudden, unexpected change in wind, causing airspeed loss or gain.

2Why is wind shear particularly dangerous during departure?

During initial climb, the aircraft is at low altitude with limited margin for recovery. A sudden headwind-to-tailwind shift causes an abrupt reduction in airspeed and lift. If this occurs close to the ground, there may not be sufficient altitude to recover before terrain contact. Predictive windshear systems and proper briefings are essential safeguards.

3What is the difference between windshear and predictive windshear?

Wind shear is a sudden change in wind speed or direction encountered during flight. Predictive windshear systems (PWSS) use forward-looking radar or sensors to detect wind shear conditions ahead of the aircraft — before it is encountered — providing an earlier warning and more time to react or take avoiding action.

4What would you do if a thunderstorm was on the final approach path?

I would go around or delay the approach. Approaching through or under a thunderstorm exposes the aircraft to severe turbulence, lightning, heavy rain, hail, and wind shear. I would hold, monitor weather radar updates, and only attempt the approach once the storm has moved clear of the approach path or to a safe distance.

Key Vocabulary

Wind shearPredictive windshear (PWSS)Wind sockThunderstorm avoidanceAirspeed lossCumulonimbus (CB)

Airport Apron — Pushback, Spot-In, Ground Operations Overview

SP-5

📖 Scene Description

An airport apron viewed from above. One aircraft is pushing back while another is about to spot in. Five aircraft are visible in total. Spot numbers 1–5 are marked on the taxiway. Yellow centrelines and red safety boundary lines are visible. Various ground vehicles and equipment are present on the ramp.

💬 Examiner Q&A

1What do the yellow and red lines on the apron mean?

Yellow lines are aircraft taxiway centrelines — aircraft follow these to navigate safely between spots. Red lines are safety boundaries indicating restricted areas; ground vehicles must not cross these lines when an aircraft is parked or taxiing in the adjacent spot, as they define the clearance zone for wingtips and fuselage.

2What systems are used to guide aircraft into a spot other than a marshaller?

VDGS — Visual Docking Guidance System — provides digital distance-to-stop and lateral deviation information to the pilots. It is more precise and consistent than manual marshalling. Some airports also use A-VDGS (Advanced VDGS) which can identify aircraft type automatically and adjust guidance accordingly.

3What do you pay attention to during block-in?

I focus on following the VDGS or marshaller signals accurately, monitoring the distance-to-stop indication, keeping track of wingtip clearance from obstacles, and maintaining slow taxi speed. I confirm with the PM when we are on centreline and watch for any ground crew movement in the path of the aircraft.

4When do you turn on the anti-collision light?

The anti-collision beacon is activated before engine start and remains on whenever the aircraft is moving, to warn ground personnel of an active or moving aircraft. It is only switched off when at the gate with engines shut down. Other lights — navigation, landing, strobe — are activated at specific phases per the SOP.

Key Vocabulary

VDGSMarshallerPushbackSpot-in / Block-inAnti-collision beaconApron centreline

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