Iberia Pilot Interview Questions 2026

System Overview — Cabin pressurization on the A320 maintains a comfortable and safe atmospheric environment for passengers and crew at cruise altitudes where the ambient pressure is insufficient to sustain human consciousness. The system maintains a cabin altitude of approximately 6,000-8,000 feet while the aircraft cruises at FL350-FL410 — meaning the pressure inside the cabin is equivalent to being at 6,000-8,000 feet above sea level, regardless of the actual aircraft altitude. The maximum cabin differential pressure is approximately 8.06 PSI on the A320, which determines the maximum altitude at which the aircraft can maintain a specific cabin altitude. The system uses conditioned air from the engine bleed system (pneumatic packs) to continuously pump pressurised air into the cabin while regulating the outflow to maintain the target cabin pressure.

Outflow Valve Control — Cabin pressure is regulated primarily by controlling the outflow of air through outflow valves located in the lower aft fuselage. The A320 has two outflow valves, each controlled by the Cabin Pressure Controller (CPC). There are two CPCs operating in an active/standby configuration. The active CPC commands the outflow valves to modulate the rate at which air escapes from the cabin: opening the valves reduces cabin pressure (increases cabin altitude), closing them increases cabin pressure (decreases cabin altitude).

During climb, the outflow valves gradually close to allow the cabin to pressurize as the aircraft ascends; during cruise, they maintain a steady state; during descent, they gradually open to allow the cabin pressure to equalize with the destination airport elevation before landing. The system is fully automatic — the FMGS provides the destination airport elevation and the CPC computes the entire pressurization schedule.

Air Supply — Bleed Air and Packs — The pressurized air entering the cabin originates from the engine compressor stages as bleed air. This air is extremely hot (approximately 200-250°C) and must be cooled before entering the cabin. The Air Conditioning Packs — Pneumatic Air Cycle Machines — cool the bleed air through a series of heat exchangers and turbine expansion, producing conditioned air at approximately 15-25°C. The A320 has two packs, normally both operating. Each pack can individually maintain cabin pressurization and temperature, providing redundancy. The packs also control humidity and filter the air through HEPA filters. On the A350 — which Iberia operates on long-haul — the architecture is fundamentally different: the A350 uses a bleedless design where electric compressors provide cabin air rather than engine bleed, which is more fuel-efficient and allows the engines to operate without bleed air extraction penalties.

Failure Modes and Safety — If the automatic pressurization system fails, the crew can control pressurization manually through the overhead panel. If both CPCs fail and manual control is lost, the safety valve prevents the cabin differential from exceeding structural limits — it opens automatically at approximately 8.6 PSI differential to prevent structural damage. In the event of rapid decompression (structural failure, window failure, door seal failure), the cabin altitude rises rapidly and the crew must don oxygen masks within seconds, establish crew communications on the intercom, and initiate an emergency descent to 10,000 feet or the minimum safe altitude — whichever is higher.

On Iberia's transatlantic ETOPS routes, a decompression at FL400 over the mid-Atlantic requires not only the emergency descent but an immediate assessment of the nearest suitable ETOPS alternate, fuel calculations for the diversion at the lower altitude (significantly higher fuel burn), and passenger oxygen endurance limitations (passenger oxygen generators typically provide 12-22 minutes of supplemental oxygen).

I Would Execute the Windshear Escape Manoeuvre Immediately — If I encounter unexpected windshear on short final to Bogotá at 8,361 feet elevation, the compounding factors make this extremely serious. At this elevation, air density is approximately 25% less than at sea level, meaning reduced engine thrust, reduced lift, and increased true airspeed relative to indicated. My windshear escape procedure: TOGA thrust immediately, pitch to 17.5° (or SRS guidance), do not retract flaps or gear until the windshear is cleared. At Bogotá's altitude, the reduced engine performance means the escape margin is thinner than at sea level — every second of delay in applying TOGA costs altitude I may not recover.

Windshear Recovery at High Elevation — The recovery technique is the same as at sea level — TOGA, follow SRS, do not change configuration — but the margins are thinner. When the reactive windshear warning triggers ('WINDSHEAR WINDSHEAR WINDSHEAR'), the pilot advances thrust to TOGA. At 8,361 feet, the engines take longer to spool from approach power to TOGA because the FADEC is managing a reduced-density airflow — response time might be 4-6 seconds rather than 3-4 seconds at sea level.

During this delay, the aircraft continues to lose energy from the windshear. The SRS flight director commands a pitch attitude for recovery, but at high elevation the climb gradient achievable on TOGA is lower than at sea level — meaning the aircraft recovers more slowly and may lose more altitude before establishing a positive climb. Alpha Floor protection (in Normal Law) provides the same safety net — automatic TOGA if AoA exceeds the threshold — but the pilot must be aware that even at TOGA, the climb performance is degraded.

Pre-Approach Preparation — The best defence against windshear at Bogotá is preparation. During the approach briefing, the crew should: (1) Review the METAR and TAF for convective activity — Bogotá experiences regular afternoon thunderstorms due to equatorial convection and orographic lift from the surrounding Andes. (2) Brief the windshear escape procedure specifically for the high-elevation environment: 'If we get a windshear warning, we will go TOGA, follow SRS, and accept that our climb gradient will be lower than at sea level — we need to fly the escape manoeuvre and not attempt to return visually to the runway.' (3) Set the approach speed with a full wind correction and consider adding an additional speed increment for the elevated stall speed at the field elevation. (4) Ensure the weather radar is actively painting the approach path for convective cells that could generate microbursts.

Decision to Divert — If the windshear encounter is severe enough that the aircraft loses significant altitude before recovery, the crew must assess whether a second approach at Bogotá is safe or whether diversion to a lower-elevation alternate is warranted. Bogotá alternates include Cali (elevation 3,162ft) or Cartagena (near sea level) — but both are over an hour's flying time away, meaning fuel must be assessed carefully. The decision depends on: whether the windshear was associated with a passing convective cell (which may clear within 20 minutes) or a persistent weather pattern, the fuel remaining after the escape and missed approach, and the crew's fatigue state after a demanding recovery. This scenario tests multiple EBT competencies: FPM (manual handling during the escape), SAW (recognising the windshear risk at a high-elevation airport), PSD (the divert-or-retry decision), and KNO (understanding the performance implications of high elevation on windshear recovery).

Situation — Genuine Operational Dilemma — This is a nuanced question that tests your understanding of the relationship between standardisation and airmanship. The panel wants to see that you respect SOPs as the foundation of safe operations while acknowledging that real-world aviation occasionally presents situations where rigid adherence to a procedure could compromise safety. Choose an example where the deviation was necessary, proportionate, and defensible — not a habitual shortcut but a genuine exception. For example: during a departure in rapidly deteriorating weather, the SOP called for a specific noise abatement procedure involving a power reduction at 1,500 feet AGL. However, the aircraft was encountering significant windshear with rapidly fluctuating airspeed, and maintaining maximum continuous thrust through the shear event was the safer option despite the SOP-prescribed power reduction.

Task — The Decision Framework — Describe the decision-making process that led to the deviation. This is where the panel evaluates your judgement. A professional pilot deviates from an SOP only when: the safety benefit of deviation clearly outweighs the risk of non-compliance, the deviation is the minimum necessary to restore safety, and the deviation is communicated to the other crew member in real time. In the windshear example: I communicated to the Captain 'Maintaining TOGA, windshear — I recommend we hold climb thrust until clear' and the Captain concurred. The deviation was a single-item suspension (delayed power reduction) for a specific, time-limited reason (active windshear encounter), not a wholesale abandonment of the departure procedure.

Result — Justification and Reporting — The outcome: we maintained a positive flight path through the shear event, resumed the standard departure profile once clear, and reported the windshear encounter to ATC and via the company reporting system. The justification was documented: the deviation was necessary to comply with the overriding requirement to maintain aircraft control in windshear conditions, which takes precedence over noise abatement procedures. This is the key distinction the panel evaluates — was the deviation legally and operationally defensible? Under EASA regulations, the Commander has ultimate authority to deviate from any procedure when safety requires it, but this authority must be exercised judiciously and documented.

Iberia Context — Airmanship vs Compliance — Iberia's EBT framework assesses both Application of Procedures (PRO) and Problem Solving and Decision Making (PSD). The panel is testing whether you can hold both competencies simultaneously — deep respect for standardisation combined with the judgement to recognise when blind compliance becomes the greater risk. On Iberia's Latin American routes, this is particularly relevant: approaches into Bogotá at 8,361 feet with Andean terrain, windshear encounters during approaches to airports in equatorial regions, and ETOPS decisions over the mid-Atlantic all require pilots who can think beyond the checklist while maintaining procedural discipline. The worst answer is either 'I would never deviate from an SOP' (suggesting inflexibility) or 'I deviate when I think I know better' (suggesting recklessness). The correct answer demonstrates principled deviation: rare, documented, and defensible.

I Would Take a Leadership Role for the Passengers — If forced to divert to a small airport with no Iberia ground presence, I would coordinate passenger welfare as a priority. Once safely on the ground, I would ensure the cabin crew provides water and information to passengers. I would contact Iberia operations to arrange onward transport — bus, alternative flight, or hotel accommodation if overnight. I would make a PA to the passengers explaining the situation honestly and what steps are being taken. At an airport with no Iberia staff, I as the commander remain responsible for all persons on board until they are safely handed over to ground personnel or alternative transport. Passenger Communication — The Captain should make a PA that is honest, calm, and provides specific information: 'Ladies and gentlemen, this is your Captain. As you know, we have diverted to Madrid due to [reason — keep it simple]. We are currently coordinating with Iberia's operations centre to arrange onward travel. I expect to have an update for you within [realistic timeframe — 30-45 minutes]. In the meantime, the cabin crew will provide refreshments. I apologise for the inconvenience and thank you for your patience.' Passengers can handle diversions if they receive timely, honest information. What they cannot handle is silence — if 60 minutes pass without an update, frustration escalates rapidly. Assign a cabin crew member to provide updates every 15-20 minutes, even if the update is simply 'we are still waiting for confirmation from Madrid.'

Ground Coordination Without Company Presence — At an airport without Iberia ground staff, the crew must coordinate with: (1) The local handling agent — most airports have a ground handling company that serves ad-hoc arrivals. The Captain or First Officer contacts the handling agent (usually through the airport operations office or by telephone from the cockpit) to arrange stairs/jetbridge, ground power, fuel if needed, and buses to a terminal or holding area. (2) Local airport authority — for immigration, security, and customs if the diversion is international. (3) Iberia OCC — for passenger rebooking, hotel arrangements if an overnight stay is required, and arranging either a replacement aircraft, a bus transfer to a nearby major airport, or individual rebooking on other carriers.

Crew Duty Time and Aircraft Security — Two critical considerations the crew must manage: (1) Crew duty time — if the diversion consumed significant time and the crew is approaching their FTL limit, they cannot operate a continuation flight. Inform OCC of the remaining duty time so they can plan accordingly — sending a fresh crew if needed. (2) Aircraft security — if the aircraft will remain at the diversion airport unattended (overnight diversion at a small field), coordinate with local airport security to ensure the aircraft is secured. The crew should complete the aircraft securing checklist and remove or secure sensitive documents. Under EU Regulation 261/2004, passengers are entitled to care (meals, refreshments, hotel accommodation if overnight) and rebooking or refund — the crew should be aware of these entitlements and work with OCC to ensure they are provided.

Programme Overview — The Iberia Cadet Programme, operated in partnership with Flight Training Europe (FTEJerez) based in Jerez de la Frontera, Spain, is Iberia's ab-initio pilot training pathway. The programme selects approximately 12 cadets per intake to undergo the full EASA Airline Transport Pilot Licence (ATPL) integrated training course at FTEJerez's facilities. The programme has been running for multiple editions, with 51 pilots integrated from previous cohorts as of 2025. The 5th edition launched in May 2025, with training commencing in September 2025. Applications are accepted through Iberia's employment website, and selection is based on academic performance, aptitude testing, and alignment with Iberia's candidate profile.

Financial Structure — Iberia finances approximately 50% of the total training cost, which is approximately €118,600 for the full ATPL integrated course. The candidate pays the remaining 50%, which is deducted from their gross salary after successful completion of the type rating and entry into the Iberia Group as a pilot. This financial model addresses one of the most significant barriers to entry in commercial aviation — the prohibitive cost of flight training. By subsidising half the cost and deferring the candidate's portion through salary deductions, Iberia makes the pilot career accessible to qualified individuals who might otherwise be unable to afford training. The candidate must also pay for the Airbus A320 type rating, conducted by an Iberia-approved training provider, which is not included in the €118,600 base cost.

Selection and Training — The selection process for the cadet programme mirrors the rigour of the direct-entry pipeline but is adapted for candidates with no prior flying experience. Selection criteria include: minimum educational standards (university entrance exam or equivalent), aptitude testing (cognitive ability, spatial awareness, multitasking), personality assessment, and an interview. The training at FTEJerez covers: ground school for all 14 ATPL theoretical knowledge subjects, flight training (single-engine, multi-engine, and instrument rating), Multi-Crew Cooperation (MCC) course, and the theoretical knowledge exams. Upon completion, the cadet holds a frozen ATPL and proceeds to the A320 type rating, after which they join the Iberia Group as a First Officer.

Strategic Purpose — The cadet programme exists for three strategic reasons: (1) Workforce pipeline — the global pilot shortage projections indicate that airlines need to train thousands of new pilots over the next decade. Iberia's cadet programme creates a controlled pipeline of pilots trained to the airline's specific standards from the beginning. (2) Cultural integration — cadets trained through the programme are immersed in Iberia's operational culture, EBT training philosophy, and Spanish aviation environment from day one, making their transition to the line smoother than external direct-entry recruits. (3) Talent attraction — by financing 50% of training and guaranteeing employment upon successful completion, Iberia attracts high-calibre candidates who might otherwise choose more affordable career paths. The programme is a direct expression of Iberia's Flight Plan 2030 commitment to expanding the pilot workforce to support the growth to 70 long-haul aircraft.