.............asked in an airline interview............
The best source for interview preparation I have ever come across are two books by Martin Yate; Answers to tough questions and Hiring the best. I just checked and the author has a web site complete with online services (no I don't work for him or get paid to recommend his services).
While I do not completely agree with his philosophy his extensive background in the business community and experience hiring is vast. I credit his work as being the single most important step in my preparation for landing an extremely competitive job flying for a Fortune 500 company over other highly qualified candidates (years ago). And later on my own "airline interview" was a breeze.
As with just about every worthwhile endeavor it takes time and effort to achieve the desired outcome. There is
more to it than simply showing up in a nice suite of clothes with an impressive looking resume and a few references.
Given your decompression question I might
answer something along the following lines if I were interviewing with a
passenger carrier that markets itself as the top of the line travel experience. The answer may vary a little if it were a smaller start up enterprise hauling freight.
I would say...............
If I had the privilege of being in command and entrusted with the responsibility for a long distance flight for XYZ airline
flying one of your new $@# model jets between point A & point B.
(This lets them know that I value their company (XYZ company) know something of their route structure (flight between point A and point B) and am familiar with the type of equipment that
would normally be used on such a route (your new $@# model jets).
If during such a flight we were faced with a decompression event, I would first positively identify the problem. A rapid decompression event should show a high rate of climb indicated in the cabin rate of climb indicator, followed by an immediate increase in cabin altitude (decrease in cabin pressure). There may also be a loud noise followed by rapid condensation in the cabin depending on the severity of the decompression.
After correctly identifying the problem I would immediately accomplish your airline training department’s memory items which I would expect to include.
1. Oxygen mask on, 100% oxygen delivery, and emergency
position.
2. Crew communications establish.
3. Followed by whatever else, if any, is on the immediate action memory items to include verifying deployment of the passenger’s oxygen
masks.
While that is being done we need to take care of the passengers and airplane, that means getting down to a safe altitude. Now is the time to make sure both pilots are aware of the terrain, if any, below and what the minimum safe altitude is and where if any are the terrain threats. There are a few things to consider as we point the nose down
and begin the emergency descent.
The rapid decompression checklist should take you to the emergency descent checklist. If the jet were on an established track it would involve getting a safe distance off the track so as to minimize diving down and into opposing traffic. Once the correct distance from the track is achieved we would turn to parallel the track in the direction we intend to go. All the exterior lights would be turned on and we would make every attempt to contact ATC, or whatever authority has jurisdiction over the airspace, to notify them and oursurrounding traffic of our emergency and what actions we are taking. Now is the time to use the Mayday, Mayday, Maday call.
The Aloha Airlines 737 explosive decompression accident of the early 80s taught us to make sure to assess the structural integrity of the jet prior to commencing a maximum airspeed emergency descent.
“Proper prior preparation prevents (piss – would probably leave that one out during the formal interview) poor performance”; now is the time that having made the effort to keep track of one’s position relative to the next CP (Critical Point) distance to suitable alternates, what services are available and the current weather will reap tremendous dividends.
Fortunately XYZ airline has made the investment and given me the tools necessary like satellite, ACARS and/or HF to consult with other resources, like dispatch control and ATC, who may have information and resources not currently available to me, that will assist me in making the safest and best decision in taking care of our passengers.
Using all the resources available to me; preflight planning, ATC, dispatch control, the flight attendants to ascertain the condition of the passengers and what medical service providers may be on the jet, the autopilot and other pilot in planning workload management as tasks will need to be accomplished and control of the jet may never be compromised.
In the mean time the jet is heading to the nearest suitable alternate which may, or may not be on the flight plan, at the ETOPS divert speed schedule (it could be the stated alternate or even continuing to the destination) preferably with a clearance. The routing will depend on surrounding traffic whether or not a clearance is obtained, condition of the aircraft and the passengers. We could be paralleling tracks, navigating to join other tracks or even direct under some circumstances.
After the safe landing I would make every effort to take care of the passenger’s immediate medical needs followed by their accommodation and other predictable needs to the best of my ability. If possible I would try to arrange separate accommodations for the rest of the crew away from the jet/airport. I would stay with the aircraft and make myself available to the passengers and local authorities until I was relieved by a representative of XYZ airline.
Then I would shut up, smile and listen very carefully to any feedback and critique acknowledging whatever improvements were offered; the object is to get the job offer, not to get into a defensive argument.
Last edited by Northbeach; 26th Jul 2011 at 06:45.
Reason: Markerinbound corrected a mistake on my part, deleted the 10 nm numerical reference that was incrorrect