6-Panel Sequence – Votre Concierge

Landing Gear Not Retracted — Vehicle Collision on Runway, Air Turn Back

FC-2

📖 Scenario

Last week, I was flying a twin-engine propeller aircraft. During takeoff, just after passing V1, a vehicle entered the runway from a taxiway. We had already passed V1, so I continued the takeoff — but the nose landing gear collided with the vehicle. After raising the gear lever, the In-Transit light remained on, indicating the gear had not retracted. I determined that continuing to the destination was unsafe and performed an air turn back.

Panel 1

Aircraft accelerating on runway — V1 passed.

Panel 2

Vehicle enters runway from taxiway — nose gear collision.

Panel 3

Gear lever raised — In-Transit light remains on.

Panel 4

Crew assesses situation — gear has not retracted.

Panel 5

Decision to air turn back — emergency declared.

Panel 6

Aircraft returns and lands safely at departure airport.

💬 Examiner Q&A

1What is V1, and why did you continue the takeoff after the collision?

V1 is the takeoff decision speed — above this speed, the aircraft is committed to flying. Aborting above V1 at high speed carries a greater risk of runway overrun than continuing the takeoff with a known problem. The correct action is to get airborne and then assess the situation.

2Is it always necessary to return when landing gear fails to retract?

Not always, but gear-up flight significantly increases drag and fuel burn, which may make reaching the destination impractical. The crew must assess fuel state, aircraft controllability, and whether a gear-down landing is safer at the departure airport versus continuing.

3Which is more dangerous — landing without nose gear or without main gear?

Landing without the main gear is generally more dangerous because it removes the primary weight-bearing structure. The aircraft would collapse onto the fuselage, causing severe structural damage. A nose gear-up landing is more controllable, as the main gear still supports the aircraft weight during touchdown and rollout.

4Do you practise gear-failure landings in the simulator?

Yes. Simulator training includes abnormal gear scenarios such as partial extension, asymmetric gear, and gear-up landings. These sessions allow crews to practise decision-making and technique in a safe environment before encountering such events in line operations.

Key Vocabulary

V1 (decision speed)Landing gear In-TransitAir turn back (ATB)Runway incursionGear-up landingEmergency declaration

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Fluid Leak from Aircraft Ahead — Holding for Fire Truck Inspection

FC-4

📖 Scenario

Last week, while holding second in line for takeoff, I noticed liquid leaking near the right engine of the aircraft ahead. I reported the observation to the control tower, noting I could not confirm whether it was fuel or oil. The tower informed the aircraft ahead, but they were uncertain about the issue. A fire truck approached from the runway side to inspect the aircraft.

Panel 1

Two aircraft holding for takeoff — our aircraft is second in line.

Panel 2

Liquid observed leaking from right engine of aircraft ahead.

Panel 3

Report made to ATC — tower advises the crew ahead.

Panel 4

Aircraft ahead crew appears uncertain about the situation.

Panel 5

Fire truck dispatched — inspects the aircraft from runway side.

Panel 6

Situation assessed — operations resume when cleared safe.

💬 Examiner Q&A

1Can the second aircraft take off immediately?

No. When a potential safety issue is reported with an aircraft ahead, all operations must pause until the situation is assessed. Taking off while a fire truck is on or near the runway would be extremely dangerous and violates safety protocols.

2What types of fluid might leak from an engine?

Possible fluids include fuel, engine oil, hydraulic fluid, or coolant. Each carries different risk levels. Fuel leaks pose an immediate fire hazard, particularly near hot engine components. Oil leaks can lead to engine seizure. Hydraulic leaks may affect flight control systems.

3Have you reported a similar observation to ATC before?

Yes, good airmanship includes reporting any unusual observations about other aircraft to ATC. Even if unsure of the cause, reporting promptly allows ground personnel to investigate and prevents potential accidents from escalating.

Key Vocabulary

Fluid leakFire truck dispatchAirmanshipReporting to ATCGround safety

Drone Collision — Winglet Damage, Air Turn Back

FC-6

📖 Scenario

Last week, shortly after departure, a drone appeared in our flight path without warning. I heard a loud bang — a possible collision. A passenger by the window noticed the winglet was missing and reported it to the First Officer, who informed the Captain. I judged it unsafe to continue the flight and performed an air turn back.

Panel 1

Aircraft climbs after departure — drone appears in flight path.

Panel 2

Loud bang heard — suspected drone collision.

Panel 3

Passenger notices missing winglet — reports to cabin crew.

Panel 4

FO informs Captain — crew assesses structural damage.

Panel 5

Decision made to air turn back — emergency declared.

Panel 6

Aircraft returns and lands safely — damage inspected on ground.

💬 Examiner Q&A

1Are drones permitted near airports?

No. Drones are prohibited in the airspace around airports under regulations in most countries. In many jurisdictions, operating a drone within a defined radius of an airport without authorisation is illegal. NOTAMs may also impose temporary restrictions for specific events.

2Which is more dangerous — a drone strike or a bird strike?

Drones are generally considered more dangerous. Birds are organic and tend to disintegrate on impact. Drones are made of rigid materials — aluminium frames, lithium batteries, and hard propellers — which can cause more severe structural damage and introduce foreign objects into engines.

3Can the aircraft fly safely without a winglet?

In most cases, yes — the aircraft can continue controlled flight without a winglet, as it is not a primary structural component. However, the loss of the winglet increases induced drag and reduces fuel efficiency. An immediate assessment of overall structural integrity is required before deciding to continue or return.

4Would you land immediately or hold to troubleshoot first?

If structural integrity is confirmed and the aircraft is handling normally, I may hold briefly to assess fuel and prepare for a normal landing. If there is any doubt about aircraft controllability or further structural damage, I would declare an emergency and land immediately.

Key Vocabulary

Drone strikeWinglet damageStructural assessmentInduced dragAir turn backAirspace restriction

Crew Incapacitation — Captain, Divert to Nearest Airport

FC-3

📖 Scenario

During cruise last week, the Captain suddenly clutched his chest and became incapacitated. I immediately assumed control of the aircraft. I requested passenger assistance — a volunteer entered the cockpit to support the Captain. Given the situation, I declared an emergency and diverted to the nearest suitable airport.

Panel 1

Aircraft in cruise — Captain grabs chest, appears distressed.

Panel 2

FO takes over control — Captain is unresponsive.

Panel 3

Doctor Call made — passenger volunteer enters cockpit.

Panel 4

Volunteer supports incapacitated Captain in seat.

Panel 5

Emergency declared — divert to nearest airport.

Panel 6

Aircraft lands safely — medical team meets on arrival.

💬 Examiner Q&A

1How do you detect crew incapacitation?

Incapacitation can be subtle. Warning signs include unresponsiveness to calls, abnormal or erratic control inputs, failure to perform duties, slurred speech, or unusual silence. Regular crew communication — especially during critical phases — is the primary safeguard.

2If incapacitation occurs after takeoff with a heavy aircraft, how do you manage?

Declare an emergency, advise ATC, and assess the aircraft state. If above maximum landing weight, options include holding to burn fuel, requesting a fuel jettison (if the aircraft has that capability), or accepting an overweight landing if the situation is urgent. Priority is always safety.

3What assistance do you request from passengers?

First, a Doctor Call through the cabin crew. If a medical professional is on board, request entry to the cockpit to assess the Captain. A calm, physically capable passenger may be asked to hold the Captain securely so he cannot interfere with controls.

4What is the worst-case scenario if the Captain is left untreated?

The Captain's condition could deteriorate — potentially resulting in death. More immediately, an incapacitated crew member in the cockpit is a physical hazard. They may slump against controls, causing unintended inputs. Immediate action to secure the person is critical.

Key Vocabulary

Crew incapacitationDoctor CallEmergency declarationDivertOverweight landingPIC authority

Medical Emergency + Unruly Passenger — Divert, Police on Arrival

FC-13

📖 Scenario

Last week, a passenger complained of severe abdominal pain during flight. We decided to divert from New Chitose to Sendai Airport. An intoxicated passenger became enraged at the destination change and turned violent. On arrival at Sendai, an ambulance was waiting for the ill passenger, and police attended to the disruptive passenger.

Panel 1

Passenger in severe pain — medical assessment by cabin crew.

Panel 2

Captain announces diversion — destination changed to Sendai.

Panel 3

Intoxicated passenger becomes enraged — demands original route.

Panel 4

Passenger turns violent — cabin crew manages the disturbance.

Panel 5

Aircraft lands at Sendai — ambulance on standby.

Panel 6

Ill passenger taken to hospital — police handle disruptive passenger.

💬 Examiner Q&A

1Why did you decide to divert?

The passenger's condition required immediate medical attention that could not be provided in flight. Diverting to the nearest suitable airport — in this case Sendai — was the safest course of action to ensure the passenger received appropriate care as quickly as possible.

2What can the cockpit crew do about a disruptive passenger?

The cockpit crew coordinates with and supports the cabin crew, who are the first line of response. If the situation escalates, the Captain may issue a formal warning or command. Law enforcement will be requested on landing. The Captain has legal authority over all persons on board.

3Is it easier to get drunk on an aircraft?

Yes. Aircraft cabins are pressurised to an equivalent altitude of approximately 6,000–8,000 ft, which means slightly reduced oxygen levels. This can make the effects of alcohol feel stronger and faster-acting than at sea level. Dehydration during flight also intensifies the effect.

4Do you think alcohol restrictions in the cabin would be beneficial?

Clear guidelines on alcohol service are important for safety. Many airlines already limit the amount served and monitor passenger behaviour. A complete ban may be impractical, but better monitoring and a lower threshold for restricting service would reduce the risk of alcohol-related incidents.

Key Vocabulary

Medical diversionUnruly / disruptive passengerCommand letterCaptain's authorityAlcohol effects at altitude

De-Icing, Hold Over Time Exceeded — Taxiway Snow Bank Collision

FC-14

📖 Scenario

Last week at New Chitose Airport during heavy snow, the First Officer advised that our Hold Over Time (HOT) had been exceeded. While taxiing to GTB for re-treatment, we encountered a snow bank on the taxiway. The surface was slippery and the aircraft unintentionally ran into the snow bank. The aircraft was towed back and blocked in.

Panel 1

Aircraft at gate — de-icing treatment applied in heavy snow.

Panel 2

FO advises HOT exceeded — return to GTB required.

Panel 3

Taxiing to GTB — snow bank encountered on taxiway edge.

Panel 4

Slippery surface — aircraft slides into snow bank.

Panel 5

Aircraft towed clear — returned to parking area.

Panel 6

Aircraft blocked in — damage assessment and operations suspended.

💬 Examiner Q&A

1What is Hold Over Time?

Hold Over Time (HOT) is the estimated time that de-icing or anti-icing fluid remains effective after application, preventing ice or snow accumulation on critical surfaces. It varies depending on the fluid type, outside air temperature, and precipitation intensity. Exceeding HOT means the protective effect can no longer be guaranteed.

2If HOT is exceeded, must you always return to base?

Not necessarily always, but the crew must assess whether the aircraft is still contamination-free. If there is any doubt, the safe decision is to request a re-treatment. Simply assuming the aircraft is still clean is not acceptable — a contaminated wing at takeoff can be fatal.

3What precautions do you take when taxiing on slippery surfaces?

Reduce taxi speed significantly, allow extra stopping distance, apply brakes gently to avoid skidding, use only small rudder inputs, and increase awareness of taxiway edge markings. Clear communication with ground control about surface conditions is also important.

4What measures would prevent similar incidents?

Improved snow bank removal from taxiway edges, clearer edge lighting and markings in low visibility, better ground-to-cockpit communication on surface conditions, and additional pilot briefings on winter operations. Reducing taxi speed limits during severe winter conditions should also be considered.

Key Vocabulary

Hold Over Time (HOT)De-icing / Anti-icingGround Turn Back (GTB)Snow bankSlippery taxiwayWinter operations

Engine Fire & Severe Damage — Holding, Troubleshoot, Safe Landing

FC-24

📖 Scenario

Last week, shortly after departure in a 747, the No. 2 engine triggered ENGINE FIRE and ENGINE SEVERE DAMAGE warnings. I entered a holding pattern to perform troubleshooting per the emergency checklist. After successfully completing the procedure, we landed safely. On the ground, engineers inspected the engine and found it had melted internally.

Panel 1

Aircraft climbing after departure — ENGINE FIRE warning activates.

Panel 2

ENGINE SEVERE DAMAGE indication — No. 2 engine affected.

Panel 3

Emergency declared — entering holding pattern.

Panel 4

Emergency checklist actioned — engine shutdown and fire bottle fired.

Panel 5

Situation stabilised — aircraft configured for single-engine approach.

Panel 6

Safe landing — engineers discover severe internal engine damage.

💬 Examiner Q&A

1What is your first action when an ENGINE FIRE warning occurs in flight?

Follow the Emergency Checklist immediately — confirm the affected engine, retard the thrust lever, shut the engine down, activate the fire suppression system, and declare an emergency. The crew divides tasks: PF maintains aircraft control while PM works the checklist. Do not delay — checklist compliance and communication are critical.

2Why did you enter a holding pattern rather than landing immediately?

In this scenario, the holding pattern allowed time to complete troubleshooting, burn fuel to a safe landing weight, brief the cabin crew, coordinate with ATC and company operations, and prepare for a single-engine approach. If the situation had been more critical — uncontrollable fire — an immediate landing would have been required.

3What does "ENGINE SEVERE DAMAGE" mean in practical terms?

It indicates catastrophic internal damage — typically involving turbine blade failures, casing penetration, or seizure. The engine is not recoverable in flight and represents a significant safety risk from vibration, secondary fires, or structural failure. Shutdown is mandatory.

Key Vocabulary

Engine fireEngine severe damageEmergency checklistFire suppressionSingle-engine approachEngine shutdown

Landing Gear Indication Failure — Low Approach, Tower Visual Check

FC-25

📖 Scenario

Last week, on final approach, I selected gear down. Of three gear indication lights, only two showed green — one remained unlit. I performed a low approach and requested the tower controller to visually check the gear with binoculars. The controller confirmed two gears were down but one was not. On a second low approach, the gear extended normally. We landed safely.

Panel 1

Gear selected down on final — only 2 of 3 greens illuminate.

Panel 2

Go-around — crew troubleshoots gear indication.

Panel 3

Low approach requested — tower checks gear with binoculars.

Panel 4

Tower confirms: 2 gears down, 1 not visible — problem confirmed.

Panel 5

Second low approach — gear extends fully on this attempt.

Panel 6

All three greens confirmed — safe landing made.

💬 Examiner Q&A

1How can you distinguish between an actual gear failure and an indication system fault?

Cross-reference multiple sources: gear indication lights, mechanical indicator pins (if available), and external visual confirmation via low approach or fly-by. On some aircraft, a mirror or camera system allows direct gear viewing. If indications are inconsistent, treat the situation as an actual gear problem until confirmed otherwise.

2What was the most impressive situation you have experienced in your career?

(This is an open question for personal experience sharing. Model approach: choose a real or plausible event, describe it clearly with aviation vocabulary, highlight teamwork and decision-making. Examiners assess fluency, vocabulary, and structure — not just content.)

3If the gear had not extended on the second attempt, what would you have done?

I would follow the abnormal checklist for gear extension failure, which typically includes manual extension procedures. If the gear could not be confirmed down and locked, I would declare an emergency, land on the longest available runway, brief the cabin crew for evacuation, and contact company and emergency services.

Key Vocabulary

Gear indicationLow approachTower visual checkManual gear extensionAbnormal checklistDown and locked

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