This relates to a previous post that seems relevant....
Base Check Questionnaire
1. The stall warning stick shaker operates at:
a) 140kts in clean configuration
b) Vref + 5Kts in landing configuration
c) Whatever you say it does
2. When cleared for the approach to 26L at **** you should:
a) Land on 26L
b) Land on 26R
c) Land on Taxiway November
3. When cleared for a **** SID you should:
a) Fly the SID to the tolerances allowed in the Instrument Rating test
b) Save fuel by flying direct to the *** VOR
c) Select wings to swept position and pull 6G
4. When “looking beyond the flight safety aspect” it is essential to recognise:
a) That the correct decision may be straightforward or good.
b) That the good decision may be safe or correct
c) That the good decision may be straightforward or safe
5. If a diversion occurs the Captain should meet the passengers at least:
a) Once
b) Once an hour until his crew abandon him
c) Once an hour minimum until he gets chinned
6. Before entering controlled airspace:
a) A clearance must be obtained
b) A clearance is not necessary if a Training Captain is on board
c) The First Officer is always responsible for infringements
6. When on duty the uniform cap must always be worn. The reason for this is:
a) Co-ordination with the uniform tie
b) To generate respect from passengers
c) To increase vertical stature
7. With reference to the cross cockpit authority gradient:
a) Training Captains must always be respected for their firm Captaincy
b) Is not applicable in this company
c) 82 First Officers are not wrong
8. The use of Auto-throttle:
a) Depends on which Captain is flying
b) Is an unnecessary modern device; power is always controlled with the thrust levers
c) Should be attempted with caution due to the gross mismatches of N1, EPR & TGT on company aircraft.
9. A STAR procedure:
a) Must be flown precisely as depicted due to terrain and noise considerations
b) May be ignored if a Training Captain is on board
c) Is a suggestion only and may always be ignored
10. When checking the MEL you note that a deficiency may only be accepted until the aircraft arrives at an airport where repairs can reasonably be made. This means:
a) Main base
b) Engineering base
c) Any nominated airfield outside the company’s route structure if time or spares are short
11. Departing from **** your clearance is via the ***** SID. Due to the condition of the charts on board it is not possible to identify the correct one. You should:
a) Take off and turn at an appropriate place direct to the first en-route VOR
b) Charts are not necessary if a Ouija board is available
c) Attempt to use the aircraft’s mobile phone and ask a Training Captain for advice
12. When attempting to use the aircraft mobile phone you discover that there are four such phones on board. This means:
a) All four batteries are flat
b) Three other aircraft have no phone
c) There is a sale at the Carfone Warehouse, price £9.99
13. Departing Rome you receive the loadsheet and notice that the dry operating Weight and Index are actually correct. The action you should take is:
a) Contact the Operations Manager for advice
b) Complete a Mandatory Occurrence report
c) None. Any variation is minor and of no consequence
14. The completion of a Mandatory Occurrence Report is:
a) Required in the event of any on-schedule departure
b) Never required by training or management pilots
c) On edible rice paper
15. After advising the cabin crew over the PA to be seated for take off:
a) Return the transmit selector to company frequency
b) Remain on PA; the No 1 will receive clearances on her mobile phone
c) Give four chimes on the cabin emergency call and arm the slides