Technical Interview WIZZ - PREP
Technical Interview WIZZ - PREP
Technical Interview WIZZ - PREP
version 2.0
© Valentin Zupan
WIZZ AIR INTERVIEW PREPARATION
F fix
L level
I inbound
R right/left
T time
The MSA, which must be established around a navigation facility, is in general valid within a sector of: 25NM
(1000ft clearance; mountainous area 2000ft)
An aircraft is considered to be maintaining its assigned level as long as the SSR mode C derived level information
indicated that it is within: +/- 300 ft of the assigned level
An aircraft intercepted by another aircraft shall immediately attempt to establish radio communication with the
intercepting aircraft on the following frequencies: 121.5 MHz - 243 MHz
What is the maximum speed adjustment that a pilot should be requested to make when under radar control and
established on intermediate and final approach: ± 20KT
Initial approach: The segment between the initial approach fix (IAF) and the intermediate fix (IF), or the
point where the aircraft is established on the intermediate course or final approach course.
Intermediate Approach: The segment between the IF or point, and the final approach fix (FAF).
Final approach: The segment between the FAF or point, and the runway, airport, or missed approach
point (MAP). Max descent gradient CAT C,D and E = 6,1% (3,5o). For CAT II/III glide angle must be 3,0o.
Missed approach: The segment between the MAP or the point of arrival at decision height and the
missed approach fix at the prescribed altitude.
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TRANSPONDER
7700 – Aircraft in distress
7600 – Communication failure
7500 – Unlawful interference
VMC MINIMUMS:
For airspace class C, D and E
SEPARATION
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Electricity:
Parallel = vzporedno; Series = zaporedno
AC – alternate current; DC – direct current
V V
R I V I *R
I R
R= resistance (ohms, Ω), I = current (amperes, A), V = voltage (volts, V), P = power (watts, W)
𝑉2 𝐸(𝐽𝑜𝑢𝑙𝑒)
𝑃 = 𝑉 ∗ 𝐼 → 𝑃 = 𝑅 ∗ 𝐼2 → 𝑃 = →𝑃=
𝑅 𝑡(𝑠)
Engine instruments:
Main primary engine instruments [Airbus setting]:
EPR – engine pressure ratio; is the core engine exhaust pressure compared to the intake pressure to the
gas turbine engine (thrust measurement)
EGT – exhaust gas temperature (engine temperature)
N1 – low speed rotor rpm [%]
N2 – high speed rotor rpm [%]
Fuel flow indicator
Secondary engine instruments:
engine vibration meter, oil temperature/pressure/quantity
TURBOFAN ENGINE
First stage compressor greatly enlarged to provide bypass airflow around engine core.
Advantages: Quieter due to greater mass flow and lower total exhaust speed, more efficient for a useful range of
subsonic airspeeds for same reason, cooler exhaust temperature.
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Jet/gas turbine engine is most efficient at high altitudes and high rpm speeds (90 to 95%). At high altitudes there
are two main consequences: Minimum cruise airframe drag and Best engine SFC.
The advantages of flying at high altitudes are:
Best SFC / increased (maximum) endurance
Higher TAS for a constant IAS
(Thrust) Specific fuel consumption (TSFC) or sometimes simply specific fuel consumption (SFC), is an engineering
term that is used to describe the fuel efficiency of an engine design with respect to thrust output. TSFC may also
be thought of as fuel consumption per unit of thrust.
The bypass ratio (BPR) of a turbofan engine is the ratio between the mass flow rate of air drawn through the fan
disk that bypasses the engine core (un-combusted air) to the mass flow rate passing through the engine core that
is involved in combustion to produce mechanical energy. For example, a 10:1 bypass ratio implies that 10 kg of air
passes around the combustion chamber through the ducted fan for every 1 kg of air passing through the
combustion chamber.
High bypass engine produces more FAN thrust than jet thrust.
Compressor stall
Is a situation of abnormal airflow through the compressor stage of a jet engine, causing a stall of the vanes of the
compressor rotor.
All compressor stalls result in a loss of engine power. This power failure may only be momentary (occurring so
quickly it is barely registered on engine instruments), or may shut the engine down completely (that is, causing a
flameout). When a compressor stall affects the airflow through the entire engine it is also known as a compressor
surge
Critical engine
The critical engine of a multi-engine, fixed-wing aircraft is the one whose failure would result in the most adverse
effects on the aircraft's handling and performance. On propeller aircraft, there is a difference in the remaining
yawing moments after failure of the left or the right (outboard) engine when all propellers rotate in the same
direction due to the P-factor. An engine can also be called critical when it is the only engine that drives a hydraulic
pump for augmenting/ boosting flight controls.
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On aircraft with counter-clockwise-rotating propellers, the right engine would be the critical engine.
PISTON ENGINE
"Stroke" refers to the movement of the piston in the engine. 2 Stroke means one stroke in each direction. A 2
stoke engine will have a compression stroke followed by an explosion of the compressed fuel. On the return
stroke new fuel mixture is inserted into the cylinder.
A 4 stroke engine has 1 compression stroke and 1 exhaust stoke. Each is followed by a return stroke. The
compression stroke compresses the fuel air mixture prior to the gas explosion. The exhaust stroke simply pushes
the burnt gases out the exhaust.
TURBOCHARGER
Is a turbine-driven forced induction device that increases an engine's efficiency and power by forcing extra air into
the combustion chamber.
SUPERCHARGER
Is an air compressor that increases the pressure or density of air supplied to an internal combustion engine. This
gives each intake cycle of the engine more oxygen, letting it burn more fuel and do more work, thus increasing
power.
SHUTTLE VALVE
Is a type of valve which allows fluid to flow through it from one of two sources. Generally a shuttle valve is used in
pneumatic systems, although sometimes it will be found in hydraulic systems.
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022 – INSTRUMENTATION
The pressure altitude: is the altitude shown on altimeter with standard (1013) setting
The density altitude: is pressure altitude corrected for temperature and humidity
AIRSPEED INDICATOR
IAS → (position/instrument error) → CAS → (compressibility) → EAS → (density) → TAS
MEMO: ICE Tea Preferred Cold Drink (ICET PCD)
RECORDING DEVICES:
FDR – flight data recorder
Required for ALL airplanes:
Multiengine turbine with more than 9 passenger seats or
MTOW more than 5.700kg.
Data must be kept for 25 hours.
Slipping Skidding
too much bank, insufficient bank,
or too little rudder or too much rudder
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PITOT-STATIC SYSTEM
Total pressure (static and dynamic): also called pitot pressure, which is measured by pitot probe
Static pressure: which is measured on static port of pitot tube or by separate static vent
Dynamic pressure = total pressure – static pressure
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WIZZ AIR INTERVIEW PREPARATION
US Galls
x 10 x SG
Imp Galls Lbs total _ moment
CG
total _ mass
x 4,546 X 2,205
Liters Kgs
x SG Weight of JET A1 = 6,71 lb/US gal
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ABBREVIATIONS
DOM – dry operating mass (airplane – usable fuel and traffic load)
BEM – basic empty mass (airplane + unusable fuel + engine oil + engine coolant)
OM – operating mass
DOI – dry operating index
Traffic load – the total mass of passengers, baggage and freight
Variable load - this includes the role equipment, the crew and the crew baggage
ZFM – zero fuel mass
MZFM – max zero fuel mass
TOM – take-off mass
MTOM – max take-off mass
MLM – max structural landing mass
CG – center of gravity
BA – balance arm longest
0%
RTOM – regulated take-off mass chord
WING
RLM – regulated landing mass
MAC
MAC – mean aerodynamic chord
shortest
100% chord
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032 – PERFORMANCE
V1 must always be >VMCG, <VMBE, ≤VR
VR must always be ≥V1, >VMCA
V2 must always be >VMCA, >VS, >VR
V-SPEEDS
Design maneuvering speed, also known as the “Speed for maximum control deflection.” This is the speed
VA above which it is unwise to make full application of any single flight control (or “pull to the stops”) as it
may generate a force greater than the aircraft’s structural limitations.
Maximum speed during takeoff at which a pilot can safely stop the aircraft without leaving the runway.
V1
[min: VMCG; max: VMBE ]
Rotation speed. The speed at which the aircraft's nose wheel leaves the ground.
VR
[min: V1 and 1,05 VMCA]
Takeoff safety speed. The speed at which the aircraft may safely become airborne with one engine
V2
inoperative (achieved by screen height 35ft). [min: 1,2 VS and 1,1 VMCA]
V3 The aircraft speed on all engines as it passes through the screen height.
V4 Is the all engine operating take off climb speed the aircraft will achieve by 400ft.
VNE Never exceed speed.
VEF The speed at which the critical engine is assumed to fail during takeoff.
VMO Maximum operating limit speed
VNO Maximum structural cruising speed or maximum speed for normal operations.
VMU Minimum unstick speed.
VLE Maximum landing gear extended speed.
VLO Maximum landing gear operating speed.
VFE Maximum flap extended speed.
VX Best angle of climb speed – na najkrajši razdalji dosežeš največjo višino
VY Best rate of climb speed – v najkrajšem času dosežeš največjo višino
VREF Landing reference speed or threshold crossing speed.
VS Stall speed or minimum steady flight speed for which the aircraft is still controllable.
VSO Stall speed or minimum flight speed in landing configuration.
Minimum control speed in the air – the minimum airspeed at which the aircraft is directionally
VMCA
controllable in flight with one engine inoperative and takeoff power on the operative engine(s).
Minimum control speed on the ground – the minimum airspeed at which the aircraft is directionally
VMCG controllable during acceleration along the runway with one engine inoperative, takeoff power on the
operative engine(s) and with nose wheel steering assumed inoperative.
VRA Rough air speed (turbulence penetration speed).
Maximum brake energy speed. Is the maximum speed on the ground from which a stop can be
VMBE
accomplished within the energy capabilities of the brakes. V1≤ VMBE
VMCL Minimum control speed in the landing configuration with one engine inoperative.
VIMD Minimum drag speed.
VLOF Speed at point where airplane lifts off.
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FACTS
Balanced field: TODA=ASDA, for the aircraft weight, engine thrust, aircraft configuration and runway
condition
Glide angle is not affected by airplane weight (gliding range is not effected by airplane mass)
A higher pressure altitude at ISA temperature: decreases the field length limited take-off mass
Specific range (SR) = TAS / total fuel flow
As altitude increases VX remains constant and VY decreases
When comparing VX to VY: VY will always be greater than or equal to VX
The requirement with regards to obstacles in is that the net take-off flight path should clear all obstacles
by minimum 35 feet vertically
To reduce the effects of headwind in climb at cruise climb speed
To take advantage of tail wind during climb at VY
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Landing Climb gradient (landing configuration: all engines, gear down, flap land): 3,2%
Approach Climb gradient (one engine out, approach configuration: gear down, flap app): 2,1% (twin engine)
Climb Gradient is the rate, expressed as a percentage, of the change in geometric height divided by the horizontal
distance traveled in a given time.
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Gross climb gradient is the minimum climb performance that must be satisfied during certification trials when
flown with test pilots.
Net climb gradient are the gross climb gradients with a standard deduction for pilot operating technique of line
pilots and reduction in engine thrust performance with age.
To get the net performance, Gross performance is reduced by fixed percentages which depends on the number of
engines (0.8% for a twin, 3 engines 0.9%, 4 engines 1.0%). In the event of an engine failure at V1 an aircraft is
required to meet the gross climb gradients of positive rate, then 2.4%, and finally 1.2% (twin engine).
The net flight path gives you 35ft clearance within 300ft horizontal either side of center.
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WIZZ AIR INTERVIEW PREPARATION
When planning to an isolated aerodrome for which an alternate does not exist the fuel required is the sum of:
Taxi fuel;
Trip fuel;
Contingency fuel;
Additional fuel if required, but not less than fuel to fly for two hours, calculated with the normal cruise
consumption, after arriving overhead the destination aerodrome, including final reserve fuel; and
Additional fuel at the discretion of the Commander
Fuel Emergency
The PIC shall declare a situation of fuel emergency by broadcasting MAYDAY, MAYDAY, MAYDAY FUEL, when the
calculated usable fuel predicted to be available upon landing at the nearest aerodrome where a safe landing can
be made is less than the planned final reserve fuel.
Performance classes
Performance class A = multi-engine JET and Turboprops (> 5.700kg or > 9 seats)
Performance class B = propeller driven aeroplanes (≤ 5.700kg and ≤ 9 seats)
Performance class C = reciprocating engines (> 5.700kg or > 9 seats)
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WIZZ AIR INTERVIEW PREPARATION
SEMI-CIRCULAR HEIGHT
Pod FL290 → IFR 000o – 179o = even 180o – 359o = odd
RVSM airspace from FL290 to FL410
RVSM – Reduced Vertical Separation Minima
Area navigation (RNAV) - is a method of IFR navigation that allows an aircraft to choose any course within a
network of navigation beacons, rather than navigating directly to and from the beacons. This can conserve flight
distance, reduce congestion, and allow flights into airports without beacons.
RNAV can be defined as a method of navigation that permits aircraft operation on any desired course within the
coverage of station-referenced navigation signals or within the limits of a self-contained system capability, or a
combination of these.
ALTERNATE AERODROMES
Take-off alternate - An alternate aerodrome at which an aircraft can land should this become necessary shortly
after take-off and it is not possible to use the aerodrome of departure.
En-route alternate - An aerodrome at which an aircraft would be able to land after experiencing an abnormal or
emergency condition whilst en-route.
Destination alternate - An alternate aerodrome to which an aircraft may proceed should it become impossible or
inadvisable to land at the aerodrome of intended landing.
Take-off alternate
A Take-Off Alternate Aerodrome shall be selected and specified in the operational flight plan if the weather
conditions at the aerodrome of departure are at or below the applicable aerodrome operating minima or it would
not be possible to return to the aerodrome of departure for other reasons.
Shall be located within:
1 hour flight time at the single engine cruise speed for two engine aircraft. (Wizz Air = 250nm)
2 hour flight time at the one-engine inoperative cruise speed for three, four engine aircraft.
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Weather minimums:
1 hour before and ending 1 hour after the estimated time of arrival to alternate the weather conditions will be at
or above the landing minimums
EU OPS 1.245 - Maximum distance from an adequate aerodrome for two-engined aeroplanes (non ETOPS)
Unless specifically approved by the Authority in accordance with OPS 1.246 (ETOPS approval), an operator shall
not operate a two-engined aeroplane over a route which contains a point further from an adequate aerodrome
than (see table below).
Maximum distance from an adequate aerodrome for two-engined aeroplanes without ETOPS Approval
Adequate Aerodrome: An aerodrome which the operator considers to be satisfactory, taking account of the
applicable performance requirements and runway characteristics; at the expected time of use, the aerodrome will
be available and equipped with necessary ancillary services such as ATS, sufficient lighting, communications,
weather reporting, navaids and emergency services.
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HYPERVENTILATION
Occurs when the rate and quantity of alveolar ventilation of carbon dioxide exceeds body's production of carbon
dioxide. Hyperventilation can be voluntary or involuntary.
Increase in breathing → reduction in CO2 → change of acid balance (blood more alkaline) → reduction of artery
diameter → lack of oxygen
If someone hyperventilates due to stress his blood will get: more alkaline
Hyperventilation can cause unconsciousness, because blood circulation to the brain is slowed down
HYPOXIA
is a condition in which the body or a region of the body is deprived of adequate oxygen supply
pain in the joints = not a symptom of hypoxia
Cyanosis
Is the appearance of a blue or purple coloration of the skin or mucous membranes due to the tissues near the skin
surface having low oxygen saturation. Exists only in hypoxia.
18.000ft 30 min
25.000ft 2-3 min
30.000ft 45-75 sec
40.000ft 20 sec
45.000ft 12 sec
OTHER
westbound trans-oceanic flights are easier to cope with than eastbound (red eye) flights
the brain can only deal with one decision at a time
situational awareness = maintaining an accurate mental model
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LANDING ILLUSIONS
Wide or short runway Being too low Pull Land long / overrun
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050 – METEOROLOGY
STANDARD ATMOSPHERE (ISA)
pressure: 1013,25 hPa
temperature: 15oC (see level)
air density: 1,225 kg/m3
temperature gradient: 1,98oC/1.000ft
troposphere height: 11.000 m (-56,5oC)
TEMPERATURE
OAT – is the ambient outside air temperature
SAT – ambient static air temperature (the same as OAT). Actual temperature of the air outside, the same
your thermometer will pick up if you were not moving.
TAT – total air temperature indicated on the air temperature instrument. It is a product of SAT and the
adiabatic compression rise in temperature experienced on the temperature probe.
ALTIMETRY
QNH ↑ = true altitude is HIGHER than indicated altitude
QNH ↓ = true altitude is LOWER than indicated altitude
Temperature is higher than ISA = altimeter shows lower altitude
Temperature is lower than ISA = altimeter shows higher altitude (“temperature is low look below”)
MEMO: GOING FROM HIGH TO LOW…LOOK BELOW
Altimeter error = 4 ft per 1°C deviation from ISA for every 1.000 ft
Altimeter settings: QNH ↑ = altitude ↑
1hPa = 27,29ft = 8,32m
QNE = Altimeter setting 29,92 inches of mercury or 1013,2 millibars
QNH = Altitude above mean sea level based on local station pressure (airfield pressure)
FACTS
Dry adiabatic lapse rate (DALR) = 3,0°C /1.000 FT (unsaturated air)
Saturated adiabatic laps rate (SALR) = 1,5oC /1.000 FT
What type of front / occlusion usually moves the fastest: Cold front
T↓ = relative humidity ↑ (increases with increasing altitude)
1KT = 0,52 m/s = 1,85 km/h
Cloud base formula = (TEMP-DP)/3 * 1.000 [ft]
To be considered a Jet Stream, the accepted minimum speed limit is 60 knots
CLOUDS
Curriform
Cumuliform
Stratiform
Nimbus
These are than further subdivided according to height
Cirro – high level cloud (base > 16.500 – 20.000 ft)
Alto – medium level cloud (base > 6.500 ft)
No prefix, low level cloud (base < 6.500 ft)
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WIND
Geostrophic: It blows parallel to straight isobars, when no friction is present. Forces in balance: Gradient force
and Coriolis force. The geostrophic wind velocity depends upon latitude (Increase with decreasing latitude).
Anabatic: is a local valley wind that flows UP the side of a hill
Katabatic: is a local valley wind that flows DOWN the side of a hill
Land/sea breezes: flows from sea to land during the day, and from land to sea during the night
FOG TYPES
Radiation fog: This type of fog forms at night under clear skies with calm winds when heat absorbed by the
earth’s surface during the day is radiated into space. Radiation fog varies in depth from 3 feet to about 1,000 feet
and is always found at ground level and usually remains stationary.
Advection fog: Advection fog often looks like radiation fog and is also the result of condensation. However, the
condensation in this case is caused not by a reduction in surface temperature, but rather by the horizontal
movement of warm moist air over a cold surface.
Upslope fog: Forms when light winds push moist air up a hillside or mountainside to a level where the air
becomes saturated and condensation occurs.
Low pressure system: the wind circulates counterclockwise around a low pressure system in the northern
hemisphere and clockwise in the southern. Flying toward a low in the northern hemisphere, an aircraft will
experience RIGHT drift. (PORT drift in the southern hemisphere).
Moves faster over the earth and has a shorter life span than high pressure system. Air is RISING in the depression.
Weather: visibility may be good, moderate to strong winds, cloud formation and related weather are present and
frontal weather is present.
MEMO: From HIGH to LOW, beware below! (your altimeter will over read)
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ITCZ: Intertropical Convergence Zone, is the area encircling the earth near the equator where the northeast and
southeast trade winds come together (between 30 NM and 300 NM wide)
VOLMET (French origin VOL (flight) and METEO (weather)), or meteorological information for aircraft in flight, is a
worldwide network of radio stations that broadcast TAF, SIGMET and METAR reports on shortwave frequencies,
and in some countries on VHF too.
SIGMET General
SIGMETs are warnings of actual and/or forecasted weather phenomena, hazardous to aircraft in-flight. The
validity shall be not more than 4 HR (for TC, VA 6 HR) and should be cancelled when the phenomena are no longer
occurring or expected to occur.
The area affected is always specified by making reference to a CTA or FIR, even if the hazard is occurring in the
UIR.
Information of severe weather phenomena like: TS, TC, TURB, ICG, MTW, HVY DS/SS, RDOACT CLD
EXAMPLE: YUDD SHANLON FIR/UIR OBSC TS FCST S OF N54 TOP FL390 MOV E WKN
ASHTAM
Provides information on the status/changes of activity of a volcano using a level of alert. The maximum validity is
24 hours.
TURBULENCE
Condition less than moderate turbulence. Changes in accelerometer readings less than 0.5g at
LIGHT
the Center of Gravity (CG). Reported as “Turbulence light”.
Moderate changes in ACFT attitude and/or altitude may occur but ACFT remains in positive
MODERATE control at all times. Accelerometer readings 0.5g to 1.0g. Difficulties in walking. Loose objects
move about. Strain felt against belt. Reported as “Turbulence moderate”.
Abrupt changes in ACFT attitude and/or altitude. ACFT may be out of control for short periods.
SEVERE Large variation in airspeed. Accelerometers readings > 1.0g. Occupants forced violently against
seatbelts. Loose objects tossed about. Reported as “Turbulence severe”.
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Microbursts either occur as wet microburst carrying precipitation to the ground or as dry microburst descending
from cumulonimbi or towering cumuli with a high cloud base (around 10.000ft), typically in desert regions.
Size
The strong downdraft is typically less than 1NM in diameter; the horizontal outflow can extend to approximately
4NM in diameter.
Intensity
The downdrafts can be as strong as 8.000ft/MIN. Horizontal winds speeds near the surface can reach up to 100KT.
It normally lasts for 1 to 5 minutes
THUNDERSTORM
Many thunderstorms undergo a three-stage life cycle: Cumulus stage, Mature stage and Decaying stage.
Cb should be cleared by a minimum of 5.000 ft vertically and 20 NM laterally, to minimize the risk of
encountering severe turbulence.
WINDSHEAR
Is a difference in wind speed and direction over a relatively short distance in the atmosphere. Wind shear can be
broken down into vertical and horizontal components, with horizontal wind shear seen across fronts and near the
coast, and vertical shear typically near the surface, though also at higher levels in the atmosphere near upper
level jets and frontal zones aloft.
ICING
Any cloud containing liquid water can present a significant icing environment if the temperature is 0 °C or less.
no icing above 0°C or below -45°C, clear ice near 0°C, rime near -25°C
0°C highest proportion of dangerous clear ice in cloud
Types
Rime Ice
Rime ice is formed when small supercooled water droplets freeze rapidly on contact with a sub-zero surface. The
rapidity of the transition to a frozen state is because the droplets are small and the almost instant transition leads
to the creation of a mixture of tiny ice particles and trapped air. The resultant ice deposit formed is rough and
crystalline and opaque and because of its crystalline structure, is brittle. It appears white in color when viewed
from a distance - for example from the flight deck when on a wing leading edge.
Clear Ice
Clear or Glaze ice is formed by larger supercooled water droplets, of which only a small portion freezes
immediately. This results in runback and progressive freezing of the remaining liquid and since the resultant
frozen deposit contains relatively few air bubbles as a result, the accreted ice accretion is transparent or
translucent. If the freezing process is sufficiently slow to allow the water to spread more evenly before freezing,
the resultant transparent sheet of ice may be difficult to detect. The larger the droplets and the slower the
freezing process, the more transparent the ice.
Cloudy or Mixed Ice, Supercooled Large Droplets (SLD), Runback Ice and Intercycle Ice
FLIGHT DOCUMENTATION
Documentation is required for each flight. The documentation must cover the flight in respect of time, altitude
and geographical extent including the route between destination and destination alternate.
Presentation may vary according to regional agreements and standards. Flight documentation must be supplied
(or updated in case of delay) as close to departure as practicable.
METAR WX codes
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WIZZ AIR INTERVIEW PREPARATION
QNH is defined as, "barometric pressure adjusted to sea level." It is a pressure setting used by pilots, air traffic
control to refer to the barometric setting which, when set on an aircraft's altimeter, will cause the altimeter to
read altitude above mean sea level within a certain defined region.
QFE is a reading of station pressure taken on an accurate barometer and adjusted for any difference in height
between the barometer and the field elevation. If QFE is set, altimeters should read zero on the ground at the
airfield.
MEMO:
QNH = Altitude (AMSL)
QFE = Height (AGL)
QNE = Flight Level (FL)
SPECI
Special weather report issued when the when there is a significant deterioration or improvement in airport
weather conditions. The format is similar to METAR. Issued between METAR intervals.
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C D M V T
QUJ True bearing TO the station QDM Magnetic bearing TO the station
QTE True bearing FROM the station QFU Magnetic bearing of the runway in use
QDR Magnetic bearing FROM the station QGE Distance
𝑻(𝒌𝒆𝒍𝒗𝒊𝒏) 𝑻𝑨𝑺
𝑳𝑺𝑺 = 𝟔𝟔𝟏 ∗ √ 𝑳𝑺𝑺 = 𝟑𝟗 ∗ √𝑻(𝒌𝒆𝒍𝒗𝒊𝒏) 𝑴𝒂𝒄𝒉 =
𝟐𝟖𝟖 𝑳𝑺𝑺
FACTS:
“PUSH THE HEAD AND PULL THE TAIL” intercepting NDB QDR/QDM
VOR’s variation at station / NDB’s variation at aircraft
Sun travels: 15o/h = 1o/4 min
Earth is furthest from the sun (aphelion): beginning of July
Earth is closest to the sun (perihelion): beginning of January
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Great circle track: is a line of shortest distance between two points on a sphere with constantly changing track
direction as a result of convergence.
Rumb line (or loxodrome): is an arc crossing all meridians of longitude at the same angle.
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Ultra high frequency UHF 300 MHz – 3 GHz Glideslope, GPS, SSR, DME
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An RMI indicates aircraft heading. To convert the RMI bearings of NDBs and VORs to true bearings the correct
combination for the application of magnetic variation:
NDB: aircraft position
VOR: beacon position
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WIZZ AIR INTERVIEW PREPARATION
Category II Operations A pilot may not continue an approach below the Category II decision height unless visual
reference containing a segment of at least 3 consecutive lights being the center line of the approach lights, or
touchdown zone lights, or runway center line lights, or runway edge lights, or a combination of these is attained
and can be maintained. This visual reference must include a lateral element of the ground pattern, i.e. an
approach lighting crossbar or the landing threshold or a barrette of the touchdown zone lighting.
On landing on an isolated field, the captain of a turbojet engined aircraft must mandatory have a
minimum quantity of fuel and lubricant sufficient for flying 2 hours with normal cruising consumption
For the flight crew members, quickly-fitted oxygen masks are compulsory on board any pressurized
aircraft flying at a pressure altitude greater than: 25.000 ft
Jets must be able to land in 60% and turboprops in 70% of the LDA.
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WIZZ AIR INTERVIEW PREPARATION
A public transport aircraft is intended to be operated at FL 390. The total number of oxygen masks
(dispensing units and outlets) in the cabin must be at least the same as the total number of seats
exceeded by 10%.
Recency is 3 take off’s and landings in the last 90 days. // Flight preparation documents must be kept for 3
months.
Contaminated Runway - A runway is considered contaminated when more than 25% of the runway area within
the required length and width being used is covered by the following:
a) Surface water more than 3mm deep, or by slush or loose snow, equivalent to more than 3mm water;
b) Snow which has been compressed into a solid mass which resists further compression and will hold
together or break into lumps if picked up (compacted snow); or
c) Ice, including wet ice.
Wet Runway - A runway is considered wet when the runway surface is covered with water or equivalent, less
than specified under “Contaminated Runway” above or when there is sufficient moisture on the runway surface
to cause it to appear reflective, but without significant areas of standing water.
During a landing approach, the aircraft is subjected to windshear with an increasing head wind. In the absence of
a pilot action, the aircraft:
flies above the glide path
has an increasing true airspeed
1 NM = 1,85 km 1 kg = 2,205 lb
1 SM = 1,609 km 1 lb = 0,45 kg
1 ft = 0,305 m 1 USgal = 3,785 l
1 m = 3,28 ft
Height (ft) = height (m) * 3 + 10% Height (m) = height (ft) / 3 – 10%
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WIZZ AIR INTERVIEW PREPARATION
PART D = Training
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WIZZ AIR INTERVIEW PREPARATION
Minimum Equipment List (MEL): ): A list which provides for the operation of aircraft, under specified conditions,
with particular instruments, items of equipment or functions inoperative at the commencement of flight.
This list is prepared by the operator for his own particular aircraft taking account of their aircraft definitions and
the relevant operational and maintenance conditions in accordance with a procedure approved by the Authority.
Master Minimum Equipment List (MMEL): is drawn up by the manufacturer and approved by the certification
authority
Configuration Deviation List (CDL): is a list, established by the organization responsible for the type design with
the approval of the State of Design, which identifies any external parts of an aircraft type which may be missing at
the commencement of a flight, and which contains, where necessary, any information on associated operating
limitations and performance correction.
RUNWAY LIGHTNING
CENTERLINE 900m to the end begins with white and red alternate (in turns), 300m to the end only red. The
distance between the lights at least 15m.
EDGE 600m from the end of yellow begins. The distance between the lights 60m
APPROACH approach end of the runway, series of light bars, strobe lights
TDZ lights rows of white light bars (with three in each row) at 30 m intervals over the first 900 m of the
runway
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WIZZ AIR INTERVIEW PREPARATION
High Intensity approach & runway lighting: RVR = met VIS x 1.5 (daytime), met VIS x 2.0 (night time)
Any other lighting facilities: RVR = met VIS x 1.0 (daytime), met VIS x 1.5 (night time)
No lighting: RVR = met VIS x 1.0 (daytime), cannot be converted at night
DE-ICING
An aircraft having undergone an anti-icing procedure must be anti-icing fluid free at the latest when during
rotation (before takeoff).
Under icing conditions, if you exceeded the holdover time, the correct procedure is to de-ice again then apply
anti-icing fluid.
During a de-icing/anti-icing procedure carried out in two stages, the waiting time starts at the beginning of the
second stage (anti-icing stage).
Landing Distances
Actual Landing Distance (ALD) dry: 50 ft, VREF, dry RWY, Max manual braking, spoilers, no reverse
Required Landing Distance [dry] = ALD dry * 1,64
RLD [wet] = RLD dry * 1,15
RLD contaminated = ALD contaminated * 1,15 or RLD wet (whichever is higher)
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WIZZ AIR INTERVIEW PREPARATION
C = total drag
FACTS
The total aerodynamic force act at CP (center of pressure).
Location of CP varies with AOA, but general it is located within the forward half of the chord
(approximately 25% of the chord).
𝝆 𝑽𝟐
𝒍𝒊𝒇𝒕 (𝑳) = 𝑪𝑳 ∗ ∗𝑺
𝟐
L Lift, which must equal the airplane's weight in pounds
𝝆 density of the air. This will change due to altitude.
v velocity of an aircraft expressed in feet per second
s the wing area of an aircraft in square feet
CL Coefficient of lift , which is determined by the type of airfoil and angle of attack.
A yaw damper:
Is a device used on many aircraft (usually jets and turboprops) to damp (reduce) the rolling and yawing
oscillations due to Dutch roll. It involves yaw rate sensors and a processor that provides a signal to an actuator
connected to the rudder. The use of the yaw damper helps to provide a better ride for passengers and on some
aircraft is a required piece of equipment to ensure that the aircraft stability remains within certification values.
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WIZZ AIR INTERVIEW PREPARATION
Dutch roll:
Is a battle between the lateral and directional stability of the aircraft. Lateral stability is the tendency of an aircraft
to roll wings level if it gets into a bank. Directional stability is the tendency of an aircraft to weathervane into the
relative wind.
Both of these types of stability depend on a side slip to function. Lateral stability, for instance, is classically
provided by wing dihedral. When the aircraft side slips in one direction, the dihedral tends to raise the low wing.
Directional stability, which depends on the vertical stabilizer, wants to weathervane into the wind. Both effects
want to eliminate side slip, but do it in different ways.
Recovery technique: apply opposite aileron to the direction of the roll (yaw dampers U/S)
"Flutter" may be caused by: distortion by bending and torsion of the structure causing increasing vibration in the
resonance frequency.
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WIZZ AIR INTERVIEW PREPARATION
STABILITY
Static stability: is the initial tendency of an airplane, when disturbed, to return to the original position.
Dynamic stability: is the overall tendency of an airplane to return to its original position following a series
damped out oscillations.
Longitudinal stability
Longitudinal stability is pitch stability, or stability around the lateral axis of the airplane.
Two principal factors influence longitudinal stability: size and position of the horizontal stabilizer, and position of
the center of gravity.
Longitudinal static stability is created by the fact that the: center of gravity is located in front of the neutral point
of the airplane.
Lateral stability
Lateral stability is stability around the longitudinal axis, or roll stability.
Lateral stability is achieved through wing dihedral, sweepback, keel effect, and proper distribution of weight.
Directional stability
Directional stability is stability around the vertical or normal axis.
The most important feature that affects directional stability is the vertical tail surface, that is, the fin and rudder.
Keel effect and sweepback also contribute to directional stability to some degree.
STALL
Stall is a reduction in the lift coefficient generated by a foil as angle of attack increases. This occurs when the
critical angle of attack of the foil is exceeded.
The heavier the aircraft, the higher is the indicated speed at which the aircraft will stall.
Superstall is a condition, which is a stable stall with almost a constant pitch attitude. It is a stall from
which the aircraft is unable to recover.
The stall speed in a 60° banked turn increases by the factor 1.41
Approaching a stall, CP moves FORWARD
For a jet aircraft the best rate of climb is achieved: when excess power available is at a maximum
For a jet aircraft the best angle of climb is achieved: when excess thrust available is at a maximum
Vortex Generators transfer energy from the free airflow into the boundary layer
Mach Buffet
is the separation of airflow from the flight surfaces because they exceed the speed of sound. This occurs because
a shockwave is formed. After the formation of the shockwave, the airflow begins to separate behind the
shockwave. Because of this buffeting can occur and loss of control. It’s because of this factor that M MO (Max
Operating Mach) is used.
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WIZZ AIR INTERVIEW PREPARATION
DIHEDRAL
Is the upward inclination of a wing from the root to the tip.
ANHEDRAL
Is the downward inclination of a wing from the root to the tip.
ASPECT RATIO
Is the ratio of the wing span to its chord.
Aspect ratio = wing span2/wing area
High = high lift (gliders)
Low = lower lift but capable of higher speeds
SWEPT WING
The sweepback wing is the wing of choice for most high-speed airplanes made today. Sweep wings create less
drag, but are somewhat more unstable at low speeds. The amount of sweep of the wing depends on the purpose
of the airplane. A commercial airliner has a moderate sweep. This results in less drag while maintaining stability at
lower speeds.
Advantages:
high Mach cruise speed
stability in turbulence (result of lower lift)
less air friction, as wings are designed thin and fine
more lateral stability
Disadvantages:
produces less lift compared to straight wing
higher stall speed (result of lower lift)
speed instability
wing tip stalling tendency, mainly because of high local Cl loading (harder to recover from stall)
Design functions to reduce tip stall:
o wing fences to re-direct sideways moving air back towards the rear of the wing
o use some degree of washout
Facts
A swept wing will for a given angle of attack and wing area be more laterally stable and produce less lift
Compared to straight wings, swept back wings have
better directional stability
The effect of a swept wing is to give a positive dihedral
effect
A boundary layer fence on a swept wing will improve the
low speed characteristics
Swept wing give less lift at high angle of attack
The primary purpose of sweptback is to increase the value of critical Mach number for a given aircraft.
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WIZZ AIR INTERVIEW PREPARATION
DRAG
Fd
Coefficient of drag (CD) =
1
* * v2 * S
2
ICE EFFECT
If ice is present on the leading edge of the wings, it may increase the landing distance due to higher Vth with: 30 –
40%
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WIZZ AIR INTERVIEW PREPARATION
Slots – prevent/delay the separation of the airflow boundary layer and therefore produce an increase in
the coefficient of lift maximum
A leading edge slot is a fixed aerodynamic feature of the wing of some aircraft to reduce the stall speed and
promote good low-speed handling qualities. A leading edge slot is a spanwise gap in each wing, allowing air to
flow from below the wing to its upper surface. In this manner they allow flight at higher angles of attack and thus
reduce the stall speed.
Flaps
Winglets
Wingtip devices increase the lift generated at the wingtip (by smoothing the airflow across the upper wing near
the tip) and reduce the induced drag caused by wingtip vortices, improving lift-to-drag ratio. This increases fuel
efficiency and increases optimum flight level.
Service ceiling is where the rate of climb drops below a prescribed value (100 feet per minute climb).
Absolute ceiling is the height at which rate of climb drops to zero (also known as coffin corner).
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WIZZ AIR INTERVIEW PREPARATION
Wizz Air has its Headquarters at Budapest International Airport in Budapest. Financial: Geneva
It currently serves 37 countries (106 destinations, over 360 routes, 15.8 million pax).
Fleet:
Aircraft In fleet Orders Notes
Airbus A320-232 54 34
Total 54 60
International Aero Engine’s V-2500 engines and equipped with 180 comfortable leather
seats. All new deliveries are fitted with "Sharklets" wingtip devices.
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WIZZ AIR INTERVIEW PREPARATION
Mathematics
If the radius of the wheel is 25cm, what is the distance covered by 2 wheel rotations?
𝑜 = 2𝜋𝑟
ULOMKI (fractions)
SEŠTEVANJE IN ODŠTEVANJE
Postopek:
Pomnožiš spodnji števili (2*4=8)
Pomnožiš zgornjo levo s spodnjo desno (1*4=4)
Pomnožiš spodnjo levo z zgornjo desno (2*3=6)
Okrajšaš
Odštevanje:
Enak postopek kot množenje, samo na koncu zgornji števili odšteješ
Vedno začni “zgornjo levo s spodnjo desno”
POMEMBNO
primer: 2 1/3 = spremeni v nepopolno → 2 pomnožiš s 3 in prišteješ 1 → 7/3
MNOŽENJE ulomkov
Pomnožiš zgornji in spodnji števili
Primer:
3 2 6 1
∗ = =
8 3 24 4
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WIZZ AIR INTERVIEW PREPARATION
DELJENJE ulomkov
7+(6*52+8)=165
Postopek:
Najprej rešiš 52
Deli predno množiš
Seštej predno odšteješ
MNOŽENJE
TIPS:
a) 0,1 * 0,1 = 0,01
b) 0,5 * 0,1 = 0,05
Postopek:
Pomnoži 4*2 = 8
Pomnoži 3*1 = 3
Za srednjo številko pomnoži 4*1 in 3*2 → seštej skupaj → 10
Vpiši v srednje polje, ker je več kot 9, se 1 prišteje pri prvi številki → rezultat = 903
DELJENJE
PROCENTI
Primer_1: 60% od 42 = 25,2
Koliko je 50% od 42 = 21
Koliko je 10% od 42 = 4,2 → seštej skupaj = 25,2
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WIZZ AIR INTERVIEW PREPARATION
ALGEBRA
Rešitev: 4*3 = 12 + 8 = 20 / 5 = 4
TRIGONOMETRIJA
Vsota vseh kotov v trikotniku je 180! Trik z roko!
DIRECT PROPORTIONS
Sample: Earnings = Constant * hours → more you work, more you earn!
Sample_2: If you work 50 hours, you will earn 250€. How much will you earn if you work for 80 hours?
Answer: (80*250) / 50 = 400€
INVERSE PROPORTIONS
Sample: Speed α Time → as speed goes up, time decreases
Sample_2: 4 workers can paint a fence in 3 hours. How long will it take 6 workers?
Answer: 4*3 = 12 → 12/6 = 2 hours
RE-ARANGING EQUATIONS
Samples:
a𝑥 + 𝑏 = 𝑐 𝑏(𝑐𝑥 + 5) = 𝑓 𝑎𝑥
−𝑓 =𝑐
𝑎𝑥 = 𝑐 − 𝑏 𝑏𝑐𝑥 + 5𝑏 = 𝑓 𝑏
𝑐−𝑏 𝑎𝑥
𝑏𝑐𝑥 = 𝑓 − 5𝑏 =c+f
𝑥= 𝑓 − 5𝑏 b
𝑎 ax = b(c + f)
𝑥=
𝑏𝑐 b(c + f)
x=
a
ax2 + b = c (x − t)2 + b = c √x − a = b
(x − t)2 = c − b x − a = b2
c−b c−b
x2 = →x=√ x − t = √c − b x = b2 + a
a a
x = √c − b + t
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WIZZ AIR INTERVIEW PREPARATION
HR QUESTIONS
What four words best describe you?
Honest, responsible, dedicated and organized.
Tell me about yourself: My name is Valentin. I come from Slovenia. I studied at the Faculty for
Name maritime studies and transportation in Portorož. For the last 10 years I have
Place information been working as ATC at LJLJ airport. I started my flying career 11 years ago.
Education (short) Since then I flow around 1500 hours, mostly on business turboprops across
Job experience the Europe.
Aviation experience
Family details
Group exercise
5 aircraft, color of the tail, destination, cargo, time and place.
1 2 3 4 5
Color
Destination
Cargo
Time
Place
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WIZZ AIR INTERVIEW PREPARATION
SIMULATOR
1. Check cockpit before DEPARTURE (PFD – ND), anti ice, TO-CONFIG, …
2. Raw data take off
3. Radial intercept (set COURSE on RAD/NAV)
4. ECAM warning (simple)
5. Downwind, raw data ILS
6. GA + engine failure (till clean up)
7. Reposition
8. Single engine ILS – full stop
Procedure:
select V2 in the FCU
establish initial climb of 15 °
when reaching the thrust reduction altitude (THR RED ALT):
o pitch 10o
o SELECT a climb speed (250 kts)
o SET the thrust levers to CL detent
F/S speeds - appropriate actions
TURN ON the FDs (basic modes engage)
SELECT appropriate modes
o Manage NAV
o Manage SPEED
AP - ON
ACTIVATE the autothrust NOTE: never engage A/THR without first selecting a speed higher than actual
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