100 questions written for LATAM / Avianca / Copa’s actual selection process. Below are 5 of them in full — the prompt, what the panel is really probing, a model answer, the red flags that fail it, and the follow-ups that come next. No account, nothing to sign.
Question 1 of 100·technical
Define V1, Vr, V2. How does high-elevation airport affect each?
What they are really probing: Andean ops — BOG (8,360 ft), LPB (13,313 ft), UIO (7,850 ft).
Model answer
V1 (decision speed), Vr (rotation), V2 (safety speed). At high elevation, density altitude is higher than field elevation due to temperature: actual aerodynamic performance equivalent to a much higher altitude. Effects on V1/Vr/V2: TAS is higher than IAS at higher altitude, so all V-speeds in IAS may be similar (because IAS is what the wing feels), but ground speed is higher → longer takeoff roll. Performance reduction: engines produce less thrust (thinner air), wing produces less lift at same IAS. Higher takeoff weight requires longer runway. LPB at 13,313 ft elevation: takeoff weight commonly limited by performance, not max structural. Avianca/Copa pilots flying BOG (8,360 ft) regularly compute density altitude and adjust uplift accordingly. Tie to ops: at LPB, V1/Vr might still be similar IAS, but TAS at rotation is significantly higher — the aircraft uses more runway physically.
What fails this question
- — Saying V1 changes drastically with elevation
- — Confusing density altitude with field elevation
- — Not knowing performance reduction
Follow-ups they ask next
- — Density altitude at BOG in summer?
- — Can you take off at MTOW at LPB?
- — How does temperature affect at high elevation?
Question 2 of 100·technical
What is ETOPS? Does Copa operate ETOPS?
What they are really probing: Copa is 737-heavy, limited ETOPS.
Model answer
ETOPS: certifying a twin to fly beyond a defined time from an adequate alternate at single-engine cruise speed (60/120/180 minutes). Copa operates 737NG/737 MAX domestically (LATAM region) — most routes don't require ETOPS because alternates plentiful. LATAM Group operates 777/787/A350 globally (SCL-AKL, SCL-MAD, LIM-MAD) — 180+ ETOPS standard. Avianca operates A320/787 — Caribbean and South America ETOPS rare; 787 ULH routes (BOG-MAD, BOG-IST) require ETOPS. End: 'Within the LATAM region, most flights are non-ETOPS due to dense airport network; only long-haul widebody on transoceanic routes requires it.'
What fails this question
- — Saying all LATAM is ETOPS
- — Not knowing route-specific
- — Confusing carrier fleets
Follow-ups they ask next
- — What's LATAM Group?
- — Copa MAX fleet ETOPS?
- — Avianca 787 routes?
Question 3 of 100·technical
Define stabilised approach. What modifications apply for high-elevation airports?
What they are really probing: BOG/UIO/LPB-specific.
Model answer
Standard gates: 1000 ft AFE IMC, 500 ft AFE VMC. At high elevation, ROD acceleration is higher per unit IAS deceleration (less air resistance), so the trend gates require slightly tighter control. Vapp is computed by FMS for actual density; the IAS values may be similar to sea-level, but GS is significantly higher. Implications: stable approach is more demanding at high elevation (less time to correct, higher inertia at higher GS). Some operators (Avianca BOG, LATAM UIO) have BOG/UIO-specific SOP requiring higher-than-standard Vapp + 5 to give margin. Tie: 'I always brief the high-elevation approach as different — it's not just a number, it's a different feel.'
What fails this question
- — Treating high elevation same as sea level
- — Not knowing density altitude impact
- — Forgetting Vapp computation
Follow-ups they ask next
- — Vapp at BOG?
- — Brake energy at high elevation?
- — Speed control on approach?
Question 4 of 100·technical
What's RNP-AR and why does LATAM use it heavily?
What they are really probing: Terrain operations.
Model answer
RNP-AR (Authorization Required): high-precision RNP with radius-to-fix legs, tight containment (RNP 0.1 final). LATAM/Avianca/Copa use heavily at terrain-constrained airports: UIO (Quito), AGT (Asuncion), CHC (Christchurch via LATAM Chile), JAU (Junin), MZG (Magdalena) historically. Tegucigalpa (TGU) is famous RNP-AR (steep terrain). The advantage: lower minima + curved approaches conventional ILS cannot match. Requires: aircraft certification, crew training, ops authorization. LATAM A320/A321 + 787, Avianca 787, Copa 737 MAX are RNP-AR capable on specific serials. Tie: 'At terrain-constrained Andean airports, RNP-AR is the difference between landing and diverting. LATAM crews train extensively.'
What fails this question
- — Confusing RNAV/RNP/RNP-AR
- — Not knowing terrain airports
- — Saying it's just GPS
Follow-ups they ask next
- — Tegucigalpa RNP-AR?
- — When RNP alert triggers?
- — Aircraft certification?
Question 5 of 100·technical
Explain ground effect and how it affects takeoff at high altitude.
What they are really probing: Aerodynamics + ops.
Model answer
Ground effect: when within half-wingspan of ground, downwash is reduced, induced drag drops, lift increases at same AOA. Takeoff: aircraft leaves ground at IAS lower than steady flight needs because of ground effect. As aircraft climbs out of ground effect (typically 50-100 ft AGL), induced drag returns, climb performance degrades unless airspeed is built up. Cri tical at high elevation: ground effect benefit is same (geometry), but the aircraft is heavier in TAS, so the climb gradient after leaving ground effect is shallower. Pilots must climb out of ground effect with airspeed margin or risk settling back to runway. Tie to ops: at LPB, the post-rotation climb gradient is shallow; brief V2+15 minimum until acceleration altitude.
What fails this question
- — Not knowing ground effect altitude
- — Saying ground effect doesn't matter
- — Forgetting post-rotation climb gradient
Follow-ups they ask next
- — Ground effect altitude?
- — Climb gradient at high elevation?
- — Why high-elevation runways longer?
Same depth as the 5 above — model answer, red flags and follow-ups on every one. You just read a twentieth of the pack; if those five were not worth your time, the rest will not be either, and you should not buy it.
— Define QNH, QFE, QNE.
— RVSM and altimeter check.
— Define TCAS RA and TA. Action.
— Memory items for rapid decompression.
— Compute landing distance on a contaminated runway.
— MEL example for A320 (LATAM/Avianca workhorse).
— SID/STAR at GRU São Paulo. Why is GRU traffic dense?
— DA vs DH.
— Windshear escape on A320/B737.
— Explain the A320 ECAM workflow.
Not affiliated with LATAM / Avianca / Copa. Process details are sourced and dated; candidate-reported detail is labelled as reported.