Sim Flashcards
Whoever had less time was assigned the Captain/Pilot Flying role and the other the First Officer/Pilot Monitoring. We sat down at an A320 paper tiger and were given exactly 2 minutes to review 2 laminated sheets that included a brief overview (DEN-LAS flight with an MEL’d EGPWS/terrain) of the scenario, and the ATIS - light snow was falling, temps were in the negatives.
After the 2 minutes were up, the Captain was asked to provide a “threats briefing” for the flight (MEL’d EGPWS, light snow falling, some taxiway closures, RCAM 5/5/5 for all runways, 2 junior pilot candidates with 2 senior FAs, temps M07/M09 etc.).
The interviewer then jumped to say we were now ready for taxi and asked me (the Captain) if I wanted to taxi out single-engine or both engines and what other special considerations there were (deicing) - I told him I needed Type 1 and 4.
He asked the FO what colors they were and what it should look like on the airplane (glossy or opaque).
Then we jumped to the runway and he had the FO go through a rejected takeoff procedure after saying that a coyote ran across the runway at 80 knots. He asked him to elaborate more on any considerations after the rejected takeoff (brake temps, possible inspection, notifying FA and passengers, checklists to run, possible return to gate, talking to dispatch, etc).
I was asked to go over my company’s V1 cut procedure. He then stated we were on the SID and were told to climb via the SID except maintain 14,000.
He asked some symbology questions on the CONNR7 SID out of KDEN (what’s the first fix and altitude restriction, any speed restrictions, top altitude, MSA and what it provides). He then said we were over TAVRN or VONNN and the FA called to say all the masks dropped in the back.
We completed our memory items and I took the airplane and radios while directing the FO to run the IAC and QRH. Told them we needed to descend to 10,000ft and turn back towards Denver (right turn due to rising terrain off to the left). The interviewer stated unable due to crossing traffic so I declared emergency and told him we would be turning right and needed delay vectors to complete checklists before coming in for an approach.
The FO and I completed the rest of the 2 in 2 out (talked to company/FA/pax/ATC) and when I directed him to get the ATIS, the interviewer stopped and proceeded to ask questions on the approach plate (ILS 34R).
He asked about the required visibility for the CAT 1 approach, if the GS was out what was the MDA, what kind of approach lights/what would we do if we had the approach lights in sight (can go down to 100’ above TDZE), what is TDZE, if visibility drops to below mins after FAF can we continue, if the VOR for the missed was out of service could we still shoot the approach.
