A320 - Airline Interview Questions

This is just an extra upload in the A320 series where I'm sharing a few tips for an interview and also Technical questions that I was asked.
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Cheers and Happy landings! :)

[@ashar4293]

Brother you are Awesome. I have see many aviation channel videos but your videos are giving great knowledge and help

[@poh]

Thank You!

[@captainamersultan4095]

Nice , well done , please make more of these educational sharing , thanks

[@poh]

Thank you, stay tuned!

[@anluu7263]

Great questions and answers! could you make more of this interview questions for new year ^^ !

[@poh]

Surely will plan!

[@abdelhafiezbashier4181]

Thank you so much excellent video.

[@subbuk2703]

Excellent bro

[@poh]

Thank you! :)

[@shreeganesh4281]

Great video sir, just one doubt...why go around if a pilot is incapacitated at 1500Ft.. if you are down to 1500 ft, you might as well land in that attempt and get immediate medical assistance for the pilot, instead of wasting time going around and making another approach.. wont that waste precious time of medical assistance?? please correct me if am thinking wrong... thanks in advance!

[@poh]

Alright, interesting query but here goes the answer. 1500 feet for a commercial airliner is not much, just matter of 2 minutes and less actually. Now incapacitation could occur due to different reasons. It is thereby required to restrict the pilot's movement in the cockpit since he could reach in a position where he would jam the controls, happen to press any button etc which will perhaps have far more consequences to the flight safety. This requires assistance of the cabin crew. 1500 feet is too less a time to call the cabin crew to do the same. Now your question about continuing to land. If you do so, by chance you happen to have a hard landing or any other condition leading to a similar situation, you might end up killing the pilot since he was not properly strapped in. So if he had just fallen unconscious (incapacitation is not always cardiac arrest), your action might have actually killed the pilot. So it is advised you do a go around, call the cabin crew strap him up, prepare quickly for an approach and land. This will not jeopardize the safety of the flight. You might have a better chance to save the pilot in case still alive. I hope you are satisfied with the explanation.

[@onkarsatte790]

U are doing great job...!! 👍👍✈

[@poh]

Thank you! :)

[@onkarsatte790]

Can you give me your number..?

[@poh]

Click this link m.me/planesoverhead

[@juanvillota7648]

Very nice man! greetings

[@poh]

Thank you!

[@gyanganesh4739]

Thank you for the video sir........I wanted to know where you had done your CPL and Type Rating.

[@poh]

You can message on Instagram or Facebook pages of Planes Over Head

[@bleedaviation201]

Thank you captain SANDESH :)

[@poh]

You're welcome!

[@samirasam7176]

Hey ...can u plz make a video on sim check prep as well..like wat all to expect in a sim check

[@poh]

+samira sam SIM checks are more or less to do with your situational awareness and decision making than your flying! Prepare for Radial interception, single engine on take-off, ILS and VOR approaches, Go-around and visual circuit to land. Landing the plane properly carries the least marks, so don't bother much about how you land etc. Do the procedures efficiently and be bold and confident with your call outs.

[@prateekkumar3788]

Hello sir!... Can you please upload few more questions for an ab-initio ,for a cadet programme interview !?

[@poh]

I don't have information on how that really goes!

[@prateekkumar3788]

@@poh oh okay sir!... Thanks for your reply and guidance!😀

[@ITung-df5zu]

It’s simple and easy to understand , awesome video 👍👍😀

[@poh]

Thank you!

[@ekanshjaiswal2835]

What is south west monsoon?,what is north west monsoon?,retreating monsoon?,norwester? Man these are the questions being asked in 10th std. But i think overall the interview was pretty easy.

[@qais4143]

Thanks for questions, but i have a question regarding one pilot incapacitated on final, if the pilot is not touching the controls and plane is still stabilized, why not continue landing safely then call ATC upon vacating the runway ?

[@poh]

It matters where you are on finals and what kind of approach you're doing. Let's say you're on short finals on ILS you'll continue and do an auto land! 👍🏼 so it varies like that.

[@MrVricolaks]

​@@poh Why autoland? Assuming this interview for FO (or cadet), the guy never did autoland in his/her life, as it's done from the left seat. On top of it, since LVP is not in force at the airport, you are not guaranteed ILS protection. The correct answer (IMO) to this question, is just to continue the approach and landing as normal. At 1500ft you did all the briefing, config, checklists, etc - the only thing left is "to land". Make callouts and actions for both PF and PM. If needed, push the takeover button and keep it for 40 sec. There are no reasons to overcomplicate things with G/A, new approach, etc.

[@poh]

There are human factors which you cannot cater for in your explanation! If you've flown with that Capt probably multiple times you'd be in a panic that he's dead next to you! This aircraft can auto land without any pilot input requirement provided ofcourse its ILS, time and again proven even when the LVP etc not enforced is still good enough. But a junior cadet or fo he will surely mess up the landing under human factor and probably cause more damage.

[@MrVricolaks]

​@@poh With all due respect, I still disagree with you. For a junior pilot to do their first autoland, in a situation where cpt is dead, without preparing? first of all, please brush up your knowledge on autoland in cat 1 (if it's ils/cat 1 and not something else). Even if it's possible, there are a few requirements for that. Seems like you don't know them (which is fine), but most likely cadets won't know them either. Second, do you think cadets will be able to react to any mode degradation and/or deviation from autoland, as well as perform the whole procedure correctly? Will he notice and realise if land mode did on get engaged? No land - no flare. No flare - super hard landing - no rollout. Ooooor - he/she can do just a normal landing as they did in the sim hundreds of times and at least 20-40 times during LT with LTC and safety pilot. f you talk with your training department you will know, pilot incap. is something that is done during the TR. The normal procedure (that the company trains cadets for) are to take control and do everything standard - not starting to attempt procedures and landing they never did before, A/C is not really certified for and they are not trained for.

[@rishabhbirla3448]

Thankq brother

[@poh]

You're welcome!

[@calumbarry4113]

Is there a special video for electrical maintenance?

[@poh]

Negative! Nothing on maintenance and engineering side! Sorry!

[@Realfoodreallife]

Hello...!! Can u make a video of AME interview...plzz

[@poh]

+Dolridge Rumao Hey, I don't think I'll be able to do that, since it is not under my field directly :)

[@SachaKyuLady]

Which airlines r u applying for? I also a320 zero hour typerated.

[@baldaslove]

You must have hundreds of hours under your belt by now :)

[@akhilnair2903]

Sir what about peole going for a cadet program interview...as they dont have any cpl basics or technical knowledge regarding an airctaft ...so what kind of questions will be asked in a cadet program selection interview

[@rayanaltowayan9558]

I'm replying just so that I can see the captain's reply ..

[@poh]

Cadet programmes they expect you to know a basic aviation knowledge, they will check your interest in aviation. They are also looking for personality traits and general character.

[@saharbangi9789]

One more video

[@ishwarvyas8453]

Hello Planes Over Head, I am preparing for Indigo Interview non- type. If u can prepare on that would be appreciated.

[@poh]

Hey Ishwar Vyas! Thanks for your comment. I haven't attended any non-type interview, but I would suggest you concentrate on the following topics: POF, Powerplant, General Performance and Meteorology for the interview.

[@rayanaltowayan9558]

So how did it go ? Are u a pilot now

[@shashwatpandey1988]

@@rayanaltowayan9558 yes he is a captain now.. with more than 3000 hrs under his belt

[@rayanaltowayan9558]

@@shashwatpandey1988 in 4 years he became captain ..?

[@shashwatpandey1988]

@@rayanaltowayan9558 he was a captain already

[@AA-pu5qj]

Is this useful for a cadet pilot interview?

[@poh]

Surely!

[@Bforbravo313]

Sir make a video about easa examination

[@poh]

No idea on that! Sorry!

[@findyourself2940]

sir pls.make a video for apprentice engineer recruitment process and interview Quequestions pls. sir because I don't know anything about that.

[@poh]

I'm not from engineering background so will not be able to help you in that regard. sorry.

[@lyricy7636]

Hello sir, im pursuing b tech aerospace engineering. Can i go in airlines and there can i get good job?

[@poh]

Depends on what role you are looking for

[@shivbhakt1]

Sir I m a mechanical engineer...I am appearing for indigo interview as a maintainance trainee .....what should I prepare

[@poh]

I'm not from maintenance background so don't think I can't help you in this regard.

[@tausifamel3862]

How much module have you sir

[@Juggernaut1606]

I have given my interview and even aced it. But I must say that DO NOT LIE. They'll easily make out. You can say you don't know. But don't lie!

[@poh]

Yes! Always!

[@Juggernaut1606]

Planes Over Head also I'm very thankful for your channel. It gives so much information. And it coming from an Indian channel makes me so happy. Good luck. All of my pilot friends loved your channel too. +1 sub and life longer supporter for this channel :))

[@pawandhakad16]

Pawan Dhakad

[@sujeendrar8032]

Good video, Incapacitation, actually u go and land.. auto land preferable. If ur capt, is required immediate medical assistance, go around is not advisable I guess. Put the ac down as early as possible.

[@poh]

Yes correct

[@ekanshjaiswal2835]

Are you indian?

[@aurochandru6191]

Shit this is only for DGCA!

[@poh]

??

[@aurochandru6191]

Would be nice if you gave some info for EASA!

[@poh]

These are generic airline interview questions. How can they be regulator specific?

[@aurochandru6191]

Planes Over Head I’m sorry but we dont have the same syllabus ! These questions are not asked here in Belguim or Toulouse! ;)

[@anbmusicworld6124]

Answer to Q10, check again,

[@poh]

Yeah what about it?

[@anbmusicworld6124]

@@poh what is the relationship between V1 and lift off? As long as the speed is above Vmu, you will get the aircraft to lift off.

[@poh]

Vmu must be always greater than Vr and Vr must always be greater than V1. Hence there forms an indcirect relationship. So for all practical purposes, Vmu and Vloff is generally greater than or equal to V1. Hence rotating before V1, it's likely that aircraft MAY not get airborne.

[@anbmusicworld6124]

@@poh Vr must always be greater than Vmu, not the other way around. That guarantees the aircraft gets airborne if you rotate at Vr. Nowhere does it say that Vmu can't be less than V1. And V1 can be equal to Vr.

[@poh]

The speed VMU is defined as the minimum un-stick speed. VMU is slowest calibrated airspeed, at which, the aeroplane can safely lift off the ground, and continue the take-off. However, despite VMU being the lowest speed the aeroplane can safely lift off the runway, in actual operating conditions, the aeroplane does not lift off at this speed. The aeroplane is flown so that it actually lifts-off at a slightly faster speed. The reason is because VMU is very close to the stall speed, the aeroplane controllability is very “sloppy”, and lastly, in order to actually lift off at VMU some fairly dramatic actions take place which may be uncomfortable for the passengers. It may seem strange, but the aeroplane is actually able to lift at a speed where lift is less than weight. The reason being because, so long as the nose can be raised to high enough attitude, then there is a vertical component of thrust which, together with lift, balances weight. The amount of this vertical thrust is controlled in part by the amount of thrust generated, but also by the amount of nose up attitude the aeroplane can attain. This nose up attitude may be limited by the power of the elevator to push the tail plane down, or by the tail plane striking the runway in what is described as a tail strike. Hopefully now you are able to realise why it is unwise in operational conditions to lift the aeroplane off the ground at VMU. The actual speed the aeroplane will lift off, in operational flights, is called VLOF. VLOF means the lift-off speed. VLOF is the calibrated airspeed at which the aeroplane first becomes airborne which is at the moment when the main wheels have left the runway. VLOF should be faster than the minimum unstuck speed VMU. The margin above VMU is determined by several factors. For example, VLOF must not be less than 110% of VMU in the all engines-operating condition and 105% of VMU in the one engine inoperative condition.