WIZZ AIR: HR & TECHNICAL QUESTIONS

HR Questions

→ Describe yourself in 2 minutes

→ Why did you become a pilot?
→ Where do you see yourself in 5 years time?
→ What is your base preference? (why) -> might be 2 from either WAH or WAM
→ What is your notice period?
→ Why should we choose you?
→ Why Wizz Air?
→ What are your expectations from Wizz Air?
→ Why Airbus and not Boeing?
→ What are your top 3 strengths?
→ What are your top 3 weaknesses?
→ What are your best/worst qualities?
→ Can you give us an example where you showed leadership and teamwork?
→ Tell us about the most challenging situation you have encountered (must not
be aviation related)?
→ Tell us about a time where someone didn’t agree with you
→ How do you manage a conflict?
→ How do you work under pressure?
→ How do you manage stress or emergency situations?
→ Describe the most stressful situation (in-flight) you faced and how you
managed it?
→ Would you lie if you had to?
→ What is a good co-pilot or captain?
→ What is sustainability to you?

Group Exercise Questions

→ Was there anyone who...

→ About the way we solved it
→ Do you think you were the leader?
→ Timewise
Technical Questions

→ Tell me all you know about lift:

It is generated by the wings through a combination of Bernoulli’s principle (faster
moving air on top has lower pressure, air below has higher pressure -> lift) and
Newton’s third law (for every action, there is an equal and opposite reaction) ->
calculated by ½ 𝜌 v2 S CL -> amount of lift depends on the airspeed, wing area, air
density and AoA (look at lift formula) -> values change with:
o Flaps -> when extended CL increases
o Increased AoA -> lift increases as long as the airflow stays attached to the
surface (up until critical angle -> separation -> stall -> decrease in lift)
o Weight -> heavier aircraft need more lift (may need a higher airspeed or
AoA to generate same amount of lift)
o Load factor -> during turns/maneuvers -> n increases (requires lift) ->
wings must generate extra lift to overcome increased effective weight
o Altitude -> in less dense air there is less lift produced -> higher airspeed
or AoA needed
→ Draw the diagram of Cl-alpha (and its change with flaps/slats):

→ High lift devices (slots/flaps):

Number 3, p. 5
→ Draw a typical airfoil, add a slat to it, what does this slat do (wing area,
camber, energizes airflow to delay separation...)

o Types -> Kreuger, variable camber or slat (create slot)

o Always used in conjunction with trailing edge devices
o Increase effective camber without changing the position of the CP
o Provide only a modest increase in lift -> main purpose is to increase the
stalling angle
→ What are VX and VY?

VX -> Best angle of climb -> steepest climb with a slower rate (shorter horizontal
distance); VY -> best rate of climb -> fastest climb in terms of time, longer
horizontal distance and always higher than VX
→ Coffin corner:
Number 6, p. 6
→ Deep stall:
Number 8, p. 6
→ Weight planning:
Number 14, p. 7
→ What if ZFM is over limit, but MTOM is not?
The aircraft’s weight has to be reduced (offloading passengers, cargo, other
payload items) -> ZFM may not be exceeded since it’s crucial to avoid over-
stressing the aircraft structure and ensure safe flight
→ Minima for an alternate, when you don’t need one or when you need two:
Number 20, p. 10
→ Approach categories:
Number 25, p. 12
→ CAT I/II/III minimums:
Number 30, p. 14
→ What is LVTO? When do we have this, what do we need to see and do we
need special approval?
Number 98, p. 40
→ Approach ban
Number 31, p. 14
→ Holding entries and how to execute them:
Number 43, p.21
→ What is MSA?
Number 49, p. 22
→ Noise abatement departure procedures
Numbers 52, 53, 54, p. 23 and 24
→ Runway lengths (TORA, TODA...) (draw it):
Numbers 60, 61, 62 and 70, p. 26, 27 and 28
→ Clearway:
Number 66, p. 28
→ Displaced thresholds:
They refer to the point on a runway that is shifted further down the runway from
its physical beginning -> not available for landing, but available for T/O ->
purpose is to ensure obstacle clearance and operational flexibility
(simultaneous T/O and landing operations)
→ What is the screen height for landing, and T/O and does it stay the same
when wet?
Number 57, p. 25
→ What is a balanced field length?
Number 72, p.30
→ Explain the fuel policy/fuel requirements for a 1h flight:
Number 23, p. 30 -> TTCAAFED
→ How can the final reserve be increased?
The final reserve fuel may be increased under certain circumstances -> final
reserve can be increased up to 2h instead of 30min for an isolated aerodrome
→ Calculate the taxi, trip, contingency... fuel given the consumption
→ RVSM
Number 89, p. 36
→ GPWS (first 5 modes):
Number 90, p.37
→ What is TCAS and how does it work?
Number 91, p. 37
→ When TCAS calls climb in coffin corner, what will you do?
You must comply with the TCAS RA-> try to perform a smooth climb while
carefully monitoring airspeed/M -> stall can be recovered after RA,
communicate with ATC
→ What is the MEL and what are the different categories?
Number 99, p.40
→ What is the CDL and where do you find it?
Number 100, p. 40
→ Explain the approach lighting system:
Number 101, p. 40

→ Explain the runway lights:

Number 102, p. 41
→ The aiming point:
A critical visual reference on the runway (typically 1000ft) that helps ensure a
safe and accurate touchdown during landing (used during both visual and
instrument landings)
→ Contamination on the runway:
A runway is considered contaminated when more than 25% (based on each 3 rd of
the runway) or more than a 3rd of the surface is covered with ice, slush, snow or
standing water (>3mm) -> reduces the braking ability and causes a slower
acceleration
→ What is anti-skid and how does it work, what happens when you apply
maximum brakes?
The anti-skid system ensures that brakes do not lock during braking by
modulating brake pressure when a skid is detected. During max braking, the
anti-skid allows the tires to maintain traction with the runway -> helps to reduce
stopping distances and maintain control (especially on slippery surfaces)
→ What is hydroplaning, what are the types, on what is this speed based and
how do you manage this when it occurs?
It is a loss of tire to runway contact caused by a film of water -> 3 types: dynamic
(water can’t be displaced due to speed of the A/C), viscous (friction is reduced
due to a film of water) and reverted rubber (rubber is heated and creates a layer
of steam) -> the likelihood of hydroplaning depends on the speed, water depth,
tire pressure and runway surface -> when hydroplaning occurs, braking should
be avoided (reduce throttle to regain control) -> typically hydroplaning can start
when an A/C exceeds a predefined speed, but once hydroplaning has started, it
can also continue well below
→ What are type A/B approaches? Give an example
o Type A -> DH or MDH is 250ft or more -> may be a CAT I approach, a
precision or non-precision approach
o Type B -> DH is less than 250ft -> is a CAT I, II or III
→ Explain the ILS system: (degrees of coverage and modulation)
o Precision approach radio aid with 2 separate ground transmitters:
▪ The localizer -> protected 10˚ either side out to 25NM and 35˚
either side out to 17NM (up to 6000ft) -> transmit 2 radio signals at
2 different frequencies (90 and 150 kHz) -> used to determine
position relative to the runway centerline (108-112MHz)
▪ The glideslope -> normally set at 3˚ -> coverage up to 8˚ either
side out to 10NM -> transmit 2 radio signals at 2 different
frequencies (90 and 150 kHz) -> used to determine position
relative to the glideslope (329,3-335MHz UHF -> automatically
paired with ILS frequency)
→ ASI errors when static is blocked:
Number 110, p. 44
→ What is the VSI and how does it work?
Number 112, p.44
→ Gyroscopic instruments and how they are powered:
o Number 113, p.45
o Instrument types: attitude indicator, heading indicator, turn coordinator
(turn and slip indicator)
o Power sources: vacuum-driven (engine-driven vacuum pumps),
electrically-driven, mixed
→ The turn coordinator:
The advanced version of the turn and slip indicator -> gives both information
about the rate of turn and the coordination of the turn -> works on the principle
of gyroscopic precession (both roll and yaw movement -> turn and slip indicator
is only yaw movement)
→ What is the HSI?
Horizontal situation indicator -> provides information about the aircraft’s
navigation status -> course deviation, current heading -> it is an integration of
multiple navigation functions into a single display (enhances SA)
→ One engine out condition: (asymmetric thrust, slipstream effect...)
o Asymmetric thrust -> causes yaw movement towards inoperative engine -
> counteracted by rudder
o Slipstream effect -> spiral flow that wraps around the fuselage and hits
the tail surface -> further continues the yawing motion -> propeller only
o P-factor (during high angles of attack) -> effect of the downward-moving
propeller blade gives more thrust -> yaw movement -> propeller only
o Spiraling slipstream -> can also create a roll towards dead engine ->
propeller only
o Drag increase because of windmilling propeller (propeller only) and
performance loss (RoC decreases significantly)
→ What is a funnel cloud, why is it dangerous and what is the METAR code?
It is a rotating cloud which can develop into a tornado (rotation is caused by
windshear) -> dangerous since it can cause severe damage and is associated
with intense thunderstorms -> FC in a METAR
→ METARs/TAFs:
Numbers 79 and 80, p. 33
o Write a METAR on outside’s current weather (LHBP)
o State the correct order
Example -> METAR LHBP 171430Z 300/10 5000 –RA BKN020 12/10 1013
▪ LHBP -> airport
▪ 171430Z -> 17th at 14.30Z
▪ Wind 300˚ at 10kt
▪ Visibility 5000
▪ Slight rain
▪ Clouds broken 2000ft
▪ Temperature 12, dew point 10
▪ QNH 1013
o Read and decode it
o Meaning of the following:
▪ TEMPO
▪ TX
This gives the maximum temperature
▪ BECMG
 ▪ PROB30/40
They show the likelihood of certain weather events occurring (30 or
40% chance) -> above 40% it is considered a TREND
▪ CAVOK
▪ NOSIG
▪ NSW
No significant weather
▪ SA (as the first two letters)
It means it’s semi-automated -> automated stations report the
weather, but might need some human intervention or verification
→ What is a SIGWX chart and what info does it give?
o It provides critical information about significant weather phenomena
affecting flight operations -> usable 3h before and after validity time
o Explain the symbols
→ They give you a chart (approach plate):
o What chart is this
o What is this ... symbol
o What is the distance between these points
o Can you land with the current weather/what are the minima
o How long/wide is the runway and what is the slope
o Do you need an alternate
o What is the missed approach altitude
o What is the missed approach track
o What are the minima for category C aircraft (A320)
o What is ALS
o What is the MSA and what clearance provides it
1000ft or 2000ft (if the elevation is above 6000ft)
o What is the big pink number, what does it represent, and in what
occasion can we go below?
The MORA -> minimum off-route altitude -> provides a minimum altitude
that guarantees obstacle clearance within a specified area -> we can go
below when being on a published approach, being radar vectored, or
during a visual descend
Number 48, p. 21
→ Your previous aircraft:
o Which system of the planes you’ve flown before did you like the most
Both DA40 and DA42 have very similar systems, except for the bigger
changes as, an extra engine and an anti-ice system. I’d say they’re
actually the same aircraft.
o Explain the fuel system (be able to draw this):
 ▪ Direct injection (one nozzle per cylinder)

▪ DA 40:
• Both of our aircraft had long range tanks, so although the
G1000 indicated 2 times 15USG, we in fact had 2 times
19.5 USG
• Max 9USG imbalance
• Consumption of 6USG/h -> 6,5h flight time with full tanks
• Fuel is taken from the left tank and returned to the right ->
you must transfer from right to left once in a while
▪ DA 42:
• We have 2 main tanks of 25USG and 2 auxiliary tanks
(impossible to know quantity, unless empty) of 13USG ->
total of 76USG
• ½ of the auxiliary fuel is transferred to the main tank when
this tank has 17USG remaining, the other ½ is transferred
when there’s again 17USG remaining in the main tank
• Max 5USG imbalance
• Consumption of 11USG/h -> 7h flight time with full tanks
• RH tank feeds RH engine and LH tank feed LH engine
• No diesel allowed in the auxiliary
o Engine:
▪ 4-cylinder in-line construction with a wet sump lubrication (has a
turbocharger, with intercooler) -> liquid cooled
▪ Wood composite blades
▪ DA 40 -> clockwise rotating constant speed propeller with a best
glide speed of 73kt (diesel) and 88kt (NG)
▪ DA 42 -> conventional (clockwise) constant speed feathering
propeller with the left one as the critical one and the Vy (single
engine) blue line speed at 82kt
o Procedures:
▪ DA 40:
 • Engine failure -> speed 73kt (or 88kt for NG), select suitable
area, ELT on, emergency fuel valve off, engine master off ->
landing is certain -> flaps LDG, (electric master off) and
touchdown with lowest possible speed
• Engine fire -> cabin heat off, land ASAP, after landing ->
emergency fuel valve off, fuel transfer pump off, engine
master off, electric master off, parking brake set, open
canopy and evacuate immediately
• Stall -> nose down (turn) -> idle, (wings), nose; nose up
(turn) -> power, nose, (wings)
• Stall warning system -> if airspeed drops to VS + 5-10kt ->
warning horn that gets louder the closer you get -> suction
device on the left wing LE that activates the horn via a hose
▪ DA 42:
• No memory items, except -> engine failure -> power, ball,
gear, flaps, identify (dead foot), verify (MFD), engine master,
alternator and fuel lever off, trim
• Stall -> nose down (turn) -> idle, (wings), nose; nose up
(turn) -> power, nose, (wings)
• Stall warning system -> uses an AoA sensor on the LE left
wing -> when the critical AoA is approach the vane moves
and activated the electrical switch -> audible warning
o Anti-icing system (only for DA 42):
▪ Available on the wing, vertical/horizontal stabilizers, propeller and
canopy
▪ Anti-ice (not de-ice)
▪ Autopilot may be used, but must be disconnected every 10-15min
▪ No flaps may be used in icing conditions, no T/O or SE operations
▪ Tank must be ¾ full (30L usable)
▪ Modes:
• Normal -> 30s on 90s off (2 pumps) -> 2.30h
• High -> continuously on (1 pump) -> 1h
• Max -> 2min on (2 pumps) -> 0.30h
• Windshield -> 5s on
▪ VMCA -> 72, Vref -> 82 and normal operating speed -> 121-160kt
→ Jet engine stages and how they work/provide thrust
o Fan -> draws in additional air to provide most of the thrust -> significant
portion of air that bypasses the engine core (compressor to turbine)
o Inlet -> direct incoming air into the engine -> slows the air and increases
its pressure
 o Compressor -> air is pressured and temperature is increased (preparing it
for combustion) -> rotor – stator:
▪ Rotor -> rotating blades that compresses incoming air by
accelerating it
▪ Stator -> stationary blades slow the air again, converting it from
kinetic energy to pressure and direct the airflow to the next stage
for further compression
▪ The air continues through multiple stages of rotor/stator pairs in
the compressor
o Combustor (combustion chamber) -> compressed air is mixed with fuel
and ignited -> produces a large volume of hot gases at high pressure
o Turbine -> converts thermal energy of the hot gases into mechanical
energy (pressure drop) -> stator – rotor:
▪ Stator -> the stationary blades guide and direct the high energy
airflow onto the turbine blades
▪ Rotor -> the rotating blades then extract energy from the airflow by
spinning -> powers the compressor and other engine systems
▪ Drives the compressor and other engine components
o Nozzle -> accelerate the gases as they exit the engine (they expand/lower
in pressure and accelerate) -> produces thrust according to Newton’s
third law
→ What is bypass ratio?
The mass of air that bypasses the engine core to the mass of air that goes
through the core
→ How do magnetos work?
These are self-contained ignition systems that generate electrical sparks to
ignite the fuel-air mixture in piston engines -> works through electromagnetic
induction (rotating permanent magnets and coils producing high-voltage
electricity)
→ What is fly-by-wire?
An advanced aircraft control technology that replaces manual flight controls
with electronic systems -> no direct controls between the pilot’s and the
aircraft’s controls -> enhances safety (flight envelope exceeding limits) and
performance
→ What is just culture (might be specific for someone else)?
About creating a fair and open environment that fosters learning and safety in
organizations -> balancing accountability with support and aims to improve the
overall performance and reduce the likelihood of accidents and errors
→ Scenarios
o You're approaching the runway on GS 3NM away -> aircraft enters the
runway and ATC commands a G/A, but there’s a thunderstorm in the
G/A path -> what do you do?
I would ask for an alternate missed approach procedure for the G/A
(vectors around the thunderstorm, immediate turn away...)
ATC is busy and does not want to give you this
It is considered unsafe to perform their commands, so I would call
UNABLE
o You are at 1400ft on an ILS and have an RVR of 500m for a CAT I, what
do you do?
According to approach ban, we may continue the approach to 1000ft, if at
1000ft the weather is still below the minima, we have to execute a G/A
The RVR increased to 550m with 100ft of VV, what do you do?
We can continue the approach to the minima since we only need RVR, if
we aren’t visual at the minima, we execute a G/A
o You’re below 1000ft stabilized and you have the max XWC, at 800ft
the XWC exceeds the max but the captain still wants to go, what do
you do?
I’d communicate my safety concerns in a professional and respectful way
and remind him of the potential risks of landing with a crosswind that
exceeds the maximum, maybe suggest a G/A
You pass 600ft and the captain doesn’t care what you say, what do
you do?
I’d remain calm and professional, and make one last attempt to
communicate my concerns, while already preparing for a G/A
He continues insisting, what do you do?
I would prioritize safety above all and be prepared to take action (G/A) if I
feel unsafe to land and depending on the airline policy I would document
and report the situation afterwards
o You have an engine fire, how will you contact ATC?
I would make the call “MAYDAY MAYDAY MAYDAY, Wizz 123, engine fire,
3000ft, inbound BUD VOR, request vectors for landing”
On the ILS weather minima drop below CAT I, what do you do?
I would still continue since we have an emergency situation and need
immediate assistance as soon as possible
At the minima you still don’t see the runway, what do you do?
Again, I’d still continue. We are in an emergency situation, so the
standard minima may not strictly apply
o What are your minima (T/O and landing) right now? -> given a chart?
The ceiling drops from OVC002 to OVC001, what would you do?
We can continue the approach (if it’s a precision approach) to the
 minima, since there’s no minimum ceiling required. If we are visual at the
minima, we can land; if not, we execute a G/A
o We are going to London and we are overhead Germany. We don't have
enough fuel to go from London to the destination alternate. Can we
still legally proceed to London?
Yes, you can as long as there is enough final reserve fuel. It might be a
good decision to look up the weather in London and maybe divert en-
route to refuel (think about requirements to do a flight with no alternate ->
flight time less than 6h, at least 2 runways, weather at ETA +/- 1h...)
o The captain starts smoking at an inappropriate time (turnaround) ->
what do you do?
I’d politely remind him of the safety policies regarding smoking and
emphasize the associated risks -> I’d try and suggest alternatives and
coordinate -> if necessary document and report the incident according to
the airline policy -> safety and well-being of passengers and crew should
be prioritized
o You are at the last 900m of the RWY and the plane is still floating,
what do you do?
I guess the airbus will need more than 900m for the landing roll, so I
would initiate a G/A to prioritize safety and not overrun the runway
o What will you do if the cabin crew is discussing with a passenger and
is crying while the captain is outside doing the walkaround?
I would make sure my checks are properly finished, but in the time left I
would assess the situation, provide support and help manage the
situation to ensure the well-being of both crew and passenger
o We are flying together, there is family on board and my 6-year-old son
wants to stay in the cockpit from T/O to landing. What will you do?
While I understand your son’s excitement, I would prioritize safety and
compliance with aviation regulations by explaining the situation to him,
offering alternatives for engagement and involving the cabin crew if
needed to ensure a positive and safe experience for everyone
o What would you do if the captain decided to smoke during a
turnaround?
I’d politely remind him of the safety policies regarding smoking and
emphasize the associated risks -> I’d try and suggest alternatives and
coordinate -> if necessary, document and report the incident according
to the airline policy -> safety and well-being of passengers and crew
should be prioritized
o How do you cope with a captain that will not follow the SOPs?
My first priority is to ensure flight safety. In a calm and respectful way, I’d
ask the captain if he notices he is deviating from the SOPs and if there is a
reason for this, since it might be by accident. If there is no valid reason, I
would remind him or her about the importance of the SOPs for the flight
safety and adhering to them. If the situation continues, I would not
hesitate to report these actions or behavior