HR & Technical Questions · Systems Quiz · Quick Reference
Interview on Friday 28 March 2026 — days to go. You've got this! 💪
HR Interview Questions
Common behavioural, motivational and situational HR questions for the Air Peace EMB145 Captain role. Click "Show Answer" for a model response framework.
Motivation & Background
HR 1Tell us about yourself and your aviation career so far.
Structure: Past → Present → Future.
"I began my aviation career [mention training organisation/country], earned my ATPL and transitioned to the EMB145 as First Officer with [airline]. I have accumulated [X] hours total time, [Y] hours on type, and have operated across various African routes in demanding conditions including hot and high, wet season approaches, and congested airspace. I am now at a stage in my career where I am ready to take command responsibility, and Air Peace — Nigeria's largest carrier — represents the ideal platform to do that."
Always tie your story to why Air Peace and why the EMB145 specifically.
HR 2Why do you want to join Air Peace, and why the Captain role?
"Air Peace is not just Nigeria's largest airline — it's a nationally important carrier connecting communities that are often underserved. I want to be part of that mission. I have followed Air Peace's fleet expansion closely and believe its operational culture values safety and professionalism. As for the Captain role: I am technically ready, I have the hours and experience, and I believe command is where I can contribute most — not only flying safely but mentoring First Officers and upholding CRM standards."
Research Air Peace: founding year (2014), CEO Allen Onyema, hubs (Lagos, Abuja), routes including international to London, Houston, Dubai.
HR 3What do you know about Air Peace as a company?
Key facts to know:
• Founded: 2014 by Allen Onyema
• Headquarters: Lagos (Murtala Muhammed International Airport)
• Fleet: Boeing 737s, B777, EMB145, B787 on order
• Nigeria's largest privately owned airline by fleet size
• Operates domestic and international routes (London Gatwick, Houston, Dubai, Johannesburg, etc.)
• Regulatory oversight: NCAA (Nigerian Civil Aviation Authority)
• Vision: Connecting Africa and making air travel accessible to Nigerians
Mention their NCAA compliance, safety record improvements and the role of the EMB145 in serving regional routes within Nigeria.
HR 4Where do you see yourself in 5 years?
"In 5 years, I see myself as a senior Captain on the EMB145 fleet, having contributed to the safe and efficient operation of Air Peace's regional network. I would also like to get involved in line training and standardisation — passing on what I know to the next generation of First Officers. If the opportunity arises, I would welcome a wider type rating on a larger aircraft as the airline grows."
Behavioural / Situational
HR 5Describe a time you disagreed with a senior colleague or Captain. How did you handle it?
Use the STAR framework (Situation, Task, Action, Result).
Example: "During a briefing, the Captain planned a fuel load I felt was inadequate given forecast convective activity along the route. I calmly stated my concern, referenced the applicable PIH/company fuel policy, and suggested we add an extra 200kg contingency. The Captain initially resisted, but after reviewing the forecast together he agreed. We departed with the additional fuel and did in fact hold for 20 minutes due to traffic. The outcome validated the CRM process — the right decision was reached without conflict."
Always show respect for hierarchy while demonstrating that safety takes priority. Air Peace values disciplined CRM.
HR 6Tell me about a time you made an error. What did you do?
"During a night departure, I misread the initial clearance altitude and set the incorrect ALT in the FMS. My F/O cross-checked during the readback and caught it before we were airborne. I acknowledged the correction, updated the FMS and filed an ASR after landing. The lesson was clear: always verbally cross-check cleared altitude vs. MCDU entry before T/O, never assume — especially at night. That experience strengthened my habit of closed-loop communication."
Demonstrating self-awareness and safety culture is essential. Avoid blaming others. Show you filed a safety report.
HR 7How do you handle pressure or high-workload situations in the cockpit?
"I apply the principle of Aviate, Navigate, Communicate — in that order. I deliberately slow down my verbalisation and cross-checking when workload increases, because that's when shortcuts are most dangerous. I use the Standard Operating Procedures as an anchor — they exist precisely for high-pressure moments. I also make use of CRM: clear task sharing, explicit callouts, and I am not too proud to ask for a delay or request vectors to buy time."
HR 8How would you handle a First Officer who is not following SOPs?
"First, I would address it during the flight in a calm, non-threatening manner — for example: 'I noticed we skipped the read-back on that clearance — let's make sure we do that each time.' I would not embarrass them on frequency or in front of cabin crew. After landing, I would have a proper debrief and reinforce why the SOP matters. If the behaviour persisted, I would document it and raise it with the Chief Pilot through the established reporting channel. A Captain's job is to build good habits, not punish people."
HR 9What is your understanding of Crew Resource Management (CRM)?
"CRM is the effective use of all available resources — human, hardware and information — to achieve safe and efficient flight. It encompasses communication, situational awareness, decision making, workload management and leadership. On the EMB145, good CRM means: clear task sharing (PF/PM roles), closed-loop communication especially below FL100, appropriate use of automation, and maintaining an environment where the F/O feels comfortable speaking up. I take the PM's callouts as seriously as my own."
HR 10How do you stay current and keep your knowledge up to date?
"I maintain a personal study programme: I review the SOPM and QRH regularly, particularly emergency procedures and recall items. I use resources like Embraer technical summaries, ICAO safety publications and our operator's Flight Operations Bulletins. I also follow ASRN (Aviation Safety Reporting Network) and ECCAIRS trend reports to stay aware of system-specific incidents across the industry. My simulator sessions are opportunities I take seriously, not just requirements to tick."
HR 11What are your strengths and weaknesses as a pilot?
Strengths: "My greatest strength is my systems knowledge and preparation. I brief thoroughly and use checklists as a genuine cognitive aid, not just a formality. I am also a calm communicator — under pressure I find clarity, not chaos."
Weakness: "Historically, I have had a tendency to be overly thorough in my pre-flight planning, which occasionally means I spend more time at the gate than necessary. I have learned to balance thoroughness with efficiency — setting time limits for each phase of pre-flight and trusting my preparation once I have completed it."
Turn your weakness into a strength by showing self-awareness and a corrective action.
HR 12What does safety culture mean to you?
"Safety culture is the set of values, beliefs and behaviours that make safety the priority in every decision — not just in emergencies but in every pre-flight, every dispatch, every ATC exchange. It means never normalising deviations from SOPs, filing safety reports without fear of blame, speaking up to a Captain when something feels wrong, and treating every flight as if it were your first — without complacency. As a Captain, I am responsible for modelling that culture to my First Officer and to the cabin crew."
HR 13How do you ensure effective communication with ATC in Nigeria's busy airspace?
"Nigerian airspace — especially Lagos and Abuja TMA — can be very dynamic. I always ensure full readback of clearances, use standard ICAO phraseology, and where there is ambiguity I ask for clarification rather than assuming. I am familiar with NAMA (Nigerian Airspace Management Agency) procedures and the specific challenges of VHF congestion on domestic routes. I would never accept a clearance I didn't fully understand."
HR 14How do you manage fatigue on demanding rosters?
"Fatigue management starts before the flight — proper sleep, nutrition and knowing my regulatory duty limits. During flight, I use systematic crosschecking to counteract the cognitive effects of fatigue. If I ever felt my performance was compromised, I would be transparent with my F/O and with operations. Nigerian CAA regulations and ICAO Annex 6 give me the authority and duty to report unfit for duty — and I would exercise that right without hesitation."
HR 15Do you have any questions for us?
Ask one or two genuine, well-researched questions:
✅ "What does the training and line-check programme look like for new Captains joining the EMB145 fleet?"
✅ "How does Air Peace handle reporting culture — is there an active safety reporting programme in place?"
✅ "What growth opportunities exist within the fleet for experienced Captains — for example, fleet transfer or training roles?"
Avoid asking about salary or leave in the first interview. Show genuine professional curiosity.
Technical Interview Questions
Systems and operational knowledge questions based directly on the EMB145 technical summary. Master these before Friday.
Limitations
T 1What is the MTOM of the EMB145LR and what is its maximum operating altitude?
MTOM of the 145LR = 22,000 kg. Maximum operating altitude = FL370 (FL410 for the 135BJ). Maximum airport altitude = 8,500 ft.
T 2What is VMO/MMO on the EMB145?
VMO = 250 KIAS below 8,000 ft; 300 KIAS (145LR) above 10,000 ft. MMO = 0.78 (145LR). Max speed for windshield wiper operation = 170 KIAS. Max speed for direct vision window removal = 140 KIAS.
T 3What are the crosswind limits on the EMB145?
XWND limits:
• 30 kts — dry/wet RWY recommended
• 25 kts — compacted snow or CAT II
• 20 kts — standing water/slush
• 15/11 kts — CAT III (AEO/OEI)
• 10 kts — ice (not melting)
Tailwind max = 10 kts (5 kts for steep approach). Headwind max = 60 kts.
T 4What is the flap extension speed schedule on the EMB145?
VFE (Flap Extension Speeds):
• F9: 250 KIAS
• F18: 200 KIAS
• F22: 200 KIAS
• F45: 145 KIAS
Max altitude for flap extension = 20,000 ft.
T 5What is VREF on the EMB145?
VREF = 1.3 × VS0 = VAPPCLB. It is the minimum speed at 50 ft over threshold in the landing configuration. For OEI G/A with gear up: VAPPCLB = VREF.
Powerplant & Engine Systems
T 6Describe the EMB145 engines. What type are they?
The EMB145LR is powered by 2 × Rolls-Royce/Allison AE3007A1E (T406 engine core). Each produces 8,169 lbs T/O thrust. It is a high-bypass, 2-spool axial flow turbofan — single stage fan driven by a 3-stage low pressure turbine; 14-stage axial flow high pressure compressor driven by a 2-stage high pressure turbine. Pneumatically started.
T 7What are the ITT limits for the AE3007 engine?
• Start ITT max: 800°C (new FADEC 8.0 auto-shutdown)
• T/O: 948°C for 5 min
• CONT: 901°C
• Normal ops: 790°C recommended. Accelerate to M 0.65 if higher.
N2 max: 102.4%. Single Engine max altitude: 15,000 ft.
T 8What does FADEC do and what powers it?
FADEC = Full Authority Digital Engine Control. Dual lane (A and B), one in hot spare (standby). Initially powered by ESS DC bus, at 50% N2 by PMA (Permanent Magnet Alternator). FADEC controls FPMU (Fuel Flow and CVG) and Ignition. RESET resets the fault buffer. ALTN automatically selects the other FADEC prior to the next GND start.
T 9When should you abort an engine start?
Abort start if:
• No N1/N2 acceleration to stable idle (hung start)
• N1 rotation not confirmed or decreases
• No N2 increase within 5 sec after START
• ITT rises rapidly toward or approaches 800°C (hot start)
• Oil pressure stabilises below minimum limit
• Intermittent electrical/pneumatic malfunction before starter disengagement
• Abnormal noise, vibration, fire or smoke → ABNORMAL ENGINE START checklist
Fuel System
T 10Describe the EMB145 fuel system layout and total fuel capacity.
Two wing tanks, each with 3 electric centrifugal pumps. Total fuel (145LR) = 5,188 kg (2 × 2,594 kg wing tanks). ENG1 is fed from LH wing tank; ENG2/APU from RH wing tank. XFEED: Wing imbalance max 363 kg. FUEL IMBALANCE MC disappears if < 45 kg. No T/O, LDG or G/A with XFEED. Fuel unusable = 22 kg; pump inoperative = 203 kg. Fuel LOW LEVEL MC: 210–400 kg (30 min warning), MW if below.
Hydraulic System
T 11Describe the two hydraulic systems on the EMB145.
System 1: Gear, steering, door (incl. accumulator); IB spoilers, OB brakes. Priority valve for flight controls. More critical system. System 2: EMG/park brake accumulator charging; OB spoilers, IB brakes. EDP (Engine Driven Pump): 3,000 psi, 9.2 GPM at 100% N2. EMDP (standby): 2,900 psi. AUTO mode: on if < 1,600 psi or N2 < 56.4%.
HYD amber if < 1,300 psi (HYD SYS FAIL MC).
Electrical System
T 12Describe the primary electrical sources on the EMB145.
Primary electrical source inflight: 4 ENG GENs + 1 APU Starter/GEN. Max load 400A each (APU GEN above 30,000 ft: 300A). 28 VDC, all brushless except APU GEN.
ENG GEN online when N2 reaches 56.4%.
Batteries: 2 NiCad 24V 44Ah, min 23.5V. MW if temp above 70°C. ELEC EMG: Loss of all GENs — only BATT. 40 min if APU GEN u/s (ESS PWR).
Fire Protection
T 13What happens when you pull a fire handle?
Pulling a fire handle (first rotate outboard) activates:
• Fuel shutoff
• Hydraulic shutoff
• Bleed air shutoff
• ENG air inlet (lip) A/I shutoff valves
• Arms the extinguisher cartridges
Fire extinguisher: Halon 1301 bottles (tail cone), powered by hot bus 1/2. Each engine has 2 single-loop detectors (accessory + pylon region), 16 thermocouples each.
Pressurisation
T 14What is the cabin differential pressure limit and what triggers an emergency descent?
Cabin ΔP: -0.3 .. +8.4 psi, overpressure max 8.6 psi, target 8.1 psi. "CABIN" MC if cabin ALT > 10,000 ft. Manual press control at 12 o'clock position. Max altitude for unpressurised flight: 10,000 ft (unless MEA higher). With single bleed/single pack: max 25,000 ft.
Autopilot
T 15What are the minimum engagement and use heights for the autopilot?
Min engagement height (MEH): 1,000 ft AGL
Min use height (MUH): 160 ft (80 ft for CAT II; 300 ft for 2D APP)
The Primus P-1000 autopilot is a 3-axes autoflight system, fail-passive, incorporated in IC-600 1. YD is engaged when AP is engaged. Disengages when red QUICK DISC button is pressed.
Abnormal & Emergency
T 16Walk me through the initial actions for an engine failure after V1.
From the SOPM:
1. Maintain wings level with ailerons
2. Add rudder gently until yoke is neutral
3. Trim (3 sec trim cutout); use ISIS slip indicator
Initial CLB: 1 dot; CLB/CRZ: ¼ dot; APP/LDG: ¼ dot Add 10% N1, pitch remains same. F22 for OEI LDG.
Always start APU, always start XFEED.
PF handles TLs; PM handles Start/Stop selectors.
T 17What are the Recall Items you must know by heart?
Key recall items (BHI — By Heart Items): Smoke/Fire/Fumes: Crew OXY masks → 100% (centre pos), Smoke goggles → Don, Crew communication → Establish (also with ATC) APU Fire: APU Fuel SOV → Push in, APU MASTER → OFF (TC) ENG Fire/Severe Damage/Separation: TL → IDLE, START/STOP → STOP, Fire ext handle → PULL (don't rotate), Fuel XFER → OFF Dual ENG Failure: OXY masks, Fuel Pump Power T 1+2 → On, APU START (max FL300) Emergency Descent: TLs Idle, Speed Brakes Open, A/S max 250 KIAS, LDG Gear Down, Descend Rapid Cabin Depressurisation: OXY masks, 100%, Crew comm established
T 18What is the procedure for a Windshear encounter on approach?
Any "G/S" or "W/S" callout: "Windshear" (any pilot), execute G/A. AP off, TL max, G/A button; PF: "Max", wings LVL, pitch up 20° or PLI (remain between FD [stable] and PLI [nervous]). Do NOT change config until once terrain cleared AND above 1,500 ft/AGL or after WDSHEAR label disappears.
MW = "Negative W/S" (downdrafts). MC = "Positive W/S" — pilot's decision.
T 19Describe the Upset Recovery procedure on the EMB145.
Upset = pitch beyond -10°..+25° or bank > 45° or any undesired A/C state.
PF: "Upset, I have control", disconnect AP/FD.
First: Unload the wings (for aileron effectiveness — even with AND). Stall: "Stall", Nose down, Wings LVL, TL max. No trimming below top of white speed arc. ANU: Push to unload. Then first adjust pitch, then thrust, then wings LVL. Dutch Roll: Use YD, use ailerons, DO NOT use rudders.
T 20What is a TCAS RA and what do you do?
TCAS RA = Resolution Advisory (red square). It is either Preventive ("Monitor V/S") or Corrective ("Climb, climb now").
Action: AP off, set thrust, call out position of intruder, Wings LVL if in a turn.
PM: "TCAS RA" to ATC. When clear of conflict: "resuming cleared FL/ALT".
ATC has priority over TCAS TA but ATC instructions are overridden by TCAS RA.
RA inhibited: during descent < 400 ft AGL; during climb < 600 ft AGL.
Operations
T 21Explain CAT II approach requirements on the EMB145.
CAT II: AEO only. Requires:
• 2 ILS frequencies set, F22, RA set to MIN, RA test done
• Both DUs on RSP must be working, GPWS (+RA1) must be working
• RSP flies down to MIN. "CTC/LDG" → H/O; G/A otherwise
• Use F22 ice speeds. AP MUH: 80 ft
Callouts: 1000 ("stabilised") – 500 ("CAT II green") – approaching MIN – "MIN"
RVR: 300m/150m (CAT II). Planning: RVR ≥ 550m from OM onwards.
T 22What is the stabilised approach criteria?
A stabilised approach requires: SPD (-0/+20), correct flight path, sink rate (max 1,000 FPM, except steep APP), thrust stabilised.
In VMC: stable by 500 ft AFE.
In IMC: stable by 1,000 ft AFE.
G/A if deviation > 1 dot. Exceeding VREF by 10% increases landing distance by 20%.
T 23What are the RVSM requirements for the EMB145?
RVSM = FL290 to FL410 (both inclusive; 6 additional FLs). Operator, crew and aircraft must be approved (check blue documents booklet). MEL requires: 2 independent primary ALTs, 1 AP with ALT hold (±65 ft), 1 ASEL, 1 XPDR with ALT enc. ΔAlT max inflight: 200 ft. XCHK and log prior entering A/S and every 60 min.
EMB145 Systems Quiz
40 multiple-choice questions directly from the EMB145 Technical Summary. Test your knowledge before Friday.
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40-Question Systems Quiz
Based on the EMB145 Technical Summary PDF. Covers Limitations, Systems, Operations and Emergency Procedures.
Question 1 of 40
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EMB145 Quick Reference Cards
Key numbers and limits to memorise before your interview.
📐 Masses (145LR)
MTOM
22,000 kg
MLM
19,300 kg
MZFM
17,900 kg
Pax
48–50
Range
1,550 NM
Max Cargo
1,200 kg
⚡ Key Speeds
VMO (<8000ft)
250 KIAS
VMO (>10000ft)
300 KIAS
MMO
0.78
VLE
250 KIAS
VLO ret.
200 KIAS
VA
200 KIAS
VFE F9
250 KIAS
VFE F45
145 KIAS
VRA ≤10000ft
200 KIAS
Wipers max
170 KIAS
🌡️ Engine Limits (AE3007A1E)
T/O ITT max
948°C (5min)
CONT ITT
901°C
Start ITT max
800°C
N2 max
102.4%
Oil temp (normal)
40–126°C
Oil qty min disp
8 qts
SE max ALT
15,000 ft
Thrust (145LR)
8,169 lbs
🔋 Electrical
Generators
4 ENG + 1 APU
Max load each
400A
BATT voltage
24V NiCad 44Ah
Min BATT volt
23.5V
GEN online at
N2 56.4%
ELEC EMG batt life
40 min
ELT duration
48 h
EMG cabin lights
15 min
🛞 APU Limits
Max ALT (start)
30,000 ft
Start EGT max
884°C
Cont EGT max
680°C
Online after
95% + 7 sec
Bleed on after
3 min warm-up
Max bleed ALT
37,000 ft
Max TWND (start)
34 kts
Starter max on
15 sec
🏗️ Hydraulic
EDP pressure
3,000 psi
EMDP pressure
2,900 psi
EMDP AUTO on if
<1600 psi
HYD FAIL MC
<1300 psi
Reservoir qty
6L total
HYD temp MW
>90°C
Sys 1 accum (ops)
4 closures
Sys 2 accum (brk)
6 applications
⛽ Fuel (145LR)
Total fuel
5,188 kg
Wing tanks each
2,594 kg
Max imbalance
363 kg
LOW LEVEL MC
210–400 kg
Unusable fuel
22 kg
Pump inop unusable
203 kg
Refuelling press
35–50 psi
Fuel temp min
-40°C
🌬️ Pressurisation
Cabin ΔP max
8.4 psi
Overpressure max
8.6 psi
Target ΔP
8.1 psi
CABIN MC if ALT >
10,000 ft
Masks deploy if >
14,000 ft
Unpressurised max
10,000 ft
Single bleed max
25,000 ft
Dump AUTO rate
2,000 FPM
🧊 Ice Protection
Icing conditions
-40°C to +10°C SAT
Source
ENG 14th HP stage
APU bleed
NOT for inflight A/I
Gear & icing
No ext >3000ft AGL
Max gear ext (ice)
3,000 ft AGL
Wing/Stab heat
>25 kts speed
Windshield MC
at 55°C
VFE F45 (650)
160 KIAS
🚦 Autoland / CAT II/III
AP MEH
1,000 ft
AP MUH
160 ft
CAT II MUH
80 ft
2D APP MUH
300 ft
CAT II RVR
300m/150m
CAT II min
F22 config
AIII G/S range
-2.50° to -3.00°
AIII RWY symbol
300 ft RA
🔢 TUC (Time of Useful Consciousness)
FL300
1 min
FL350
30 sec
FL400
15 sec
🛬 Landing Distances (Planning)
DEST dry
× 1.67
DEST wet
× 1.92
ALTN dry/wet
× 1.67
🧭 Descent Planning
Normal TOD rule
3 NM per 1000ft + 10 NM
Or simply
FL × 3
Eco rate
3,000 FPM to FL110
TOD TWND adj
2 NM earlier per 10 kts
TOD HWND adj
2 NM later per 10 kts
LLZ intercept SPD
180 KIAS
5% N1 ≈
1,000 FPM
Idle glide angle
1:18
Interview Tips for Air Peace Captain Assessment
How to maximise your performance on the day.
✅ Before the Interview
Study Schedule (4 days to go):
• Day 1 (Today): Limitations, Engine, Fuel — know all numbers cold
• Day 2: Hydraulic, Electrical, Fire, Pressurisation
• Day 3: Emergency procedures — Recall Items BHI, Engine failure, Upset recovery, TCAS
• Day 4 (Thu): HR questions, light review, rest
• Friday: Arrive 30 min early, calm, confident
Documents to bring: Valid ATPL/CPL, medical, logbook, type rating certificate, NCAA/ICAO licence, updated CV, passport photos.
Dress: Full formal — white shirt, epaulettes if applicable, dark trousers. First impressions matter enormously in aviation.
✅ During the Technical Interview
• Always state the type variant you're referencing: "On the 145LR, the MTOM is 22,000 kg"
• If you don't know a number exactly, give the range and be honest: "I believe it's around 300–400 KIAS, let me recall precisely — it's 300 KIAS above 10,000 ft."
• Never guess an emergency procedure — say "I would refer to the QRH" and describe the process.
• Draw systems from memory when asked — even rough diagrams demonstrate genuine knowledge.
• Reference the SOPs: "The SOPM states..." shows regulatory awareness.
✅ During the HR Interview
• Always use the STAR framework: Situation → Task → Action → Result
• Show safety culture in every answer — Air Peace has worked hard to improve its safety record
• Demonstrate CRM awareness: a Captain who communicates well is more valuable than one who is technically perfect but autocratic
• Be yourself: panels can detect rehearsed answers. Use real experiences from your own logbook
• End strong: when asked "any questions?" — ask one intelligent, prepared question. It shows engagement.
✅ Nigerian Aviation Context — Know This
• Regulator: NCAA (Nigerian Civil Aviation Authority) — know your Nigerian CARs
• NAMA manages Nigerian airspace
• Key Nigerian airports on EMB145 routes: Lagos (DNMM), Abuja (DNAA), Kano (DNKN), Port Harcourt (DNPO), Enugu, Warri, Benin, Owerri
• Hot and humid conditions: density altitude awareness is critical at Nigerian airports
• Nigeria has RVSM airspace — know the requirements
• Convective weather in rainy season (April–October): windshear awareness, EGPWS use
• NCAA CAAN (Consumer Protection of Aviation Act): professional conduct standard
🎯 Key Phrases That Impress Interviewers
✅ "Safety is non-negotiable — I would rather delay a flight than compromise."
✅ "As Captain, I set the tone. CRM starts with how I treat my First Officer."
✅ "I always brief as if something will go wrong — then nothing surprises me."
✅ "I follow SOPs even when nothing is going wrong — especially when nothing is going wrong."
✅ "I filed an ASR because safety reporting is how we prevent the next accident."
❌ Avoid: "I never make mistakes." / "I always know what to do." / Blaming ATC or weather.
❌ Avoid: Memorised answers that don't feel genuine.