COT 4

Question 1

Professional Standards

1.Large queue building at security, during briefing, what do you do?

2.The IFM has an issue with experience levels?

Answer 1

1.These queues ebb and flow. The priority is a sound fuel decision based on relevant brief, finish the brief, talk to the crew.
The queue may have gone by then, otherwise you just join it.

2. OMA 4.1.5.e Experience = 3 months within the past 5 years, half the min crew need this level of experience.

Experience must be spread between front and rear

Question 2

Situational Awareness

DISPATCH

1.What is the purpose of a dispatch brief?

2.What must be briefed

3.What if there is a large AIS for an AD?

4.What DDGs must be addressed at the planning stage?

DOWNROUTE

5.Brief on the bus?

Answer 2

1. To increase situational awareness of the flight and decide on a fuel figure based on the information provided.
2. OMB 1.1.1 -
   Dept/Dest/Alt/ETOPS Alts Wx and AIS
   Enroute WX/TERR/AC servicability
3. Sift through it to prioritise RWYS, APPROACHES and anything that would affect our arrival at the field. Taxiways can be dealt with later.
4. Performance DDGs that will affect the fuel decision or operation of the flight eg. extra fuel required or downgrade of equipment.
5. If not possible to brief in the lobby before pickup, can use the bus time to discuss some of the threats eg. ETP etc

Question 3

WORKLOAD MANAGEMENT

1.Routine on arrival at the A/C?
2. When do you start your brief?
3. What if no loadsheet/ fuelling not finished?
4. How do you use the aide memoir?
5. How do you use the safety plan?

Answer 3

1. Note the time and set a latest brief start time, flight number, request route, look at the tech log, walk around, return and setup.
2. 20 mins to go, if not before
3. Send request to .clc, still brief threats, taxi, departure, cross check OPT etc. Do CDP when fuel finished.
4. Use as a guide and to wash up, sometimes hand to the heavy to check over.
5. During reference to the threats.

Question 4

WORKLOAD
Running late, not completed the brief/PA

What do you do?

Answer 4

You’re probably going late, so relax.
Get the DEP to think about the emergency brief, do the PA.
Close the FD door and complete the EMERG BRIEF, CX breath and ready to go.

Question 5

WORKLOAD - Managing change

1. MEL 29-11-02 Centre System C1 EMP U/S
2. Arrive at A/C - FLAPS SECONDARY FAIL status
3. Then ELEC MC HYD C2
4. What is driving the departure process?
5. Is it always achievable?
6. What is the potential problem with being too expeditious?

Answer 5

1. No great issues as long as SLAP/FLAP secondary mode and HYD C2 operate normally. Enter in OPT - slow GR retraction & related msgs.
2. Cannot go with that!
3. Cannot dispatch - need engineers to resolve or A/C AOG
4. The sevicability of the A/C
5. No!
6. Could miss something.

Question 6

WORKLOAD - Dispatch Management

Ready to push, before start Proc. door lock fails, what to do?

Answer 6

Complete the checklist and lock the FD door with the deadbolt, advise the IFM that we are now in FD door alternate procedures, ie. Alert call via interphone & always 2 people on FD.

Question 7

Professional Standards V SA

1. Why would you take extra fuel?
2. What does SCF mean?
3. What is min contingency if no stats available?
4. What weather prompts reduced flow rate into LHR?

Answer 7

1. Delays at destination due to Wx etc. Weather deviation enroute eg. US East coast, delays on departute such as deicing or congestion, experience.
2. It is the contingency fuel quantity that is statistically likely to be burnt. ie. 95% - 1 in 20 or 5% will burn more fuel.
3. 5 mins
4. LOV’s

Question 8

KNOWLEDGE - Managing Change

1. Weight increase by 1.9t - can you still go?
2. At hold A3 - 30min departure delays can you still go?

Answer 8

1. Need more info, if WX is fine at DEST and enroute,
   Penalty = 532kg
   - Reduce to CI 0 = 183kg
   - Reduce to 5mins contingency = 325kg
   - Is the fuel in tanks 68.6t = 24kg
   - 183+325+24kg = 532kg we can go
2. No, RTS for more fuel and get the request in ASAP.

Question 9

KNOWLEDGE - Managing Change

1.Provisional loadsheet is 18t, only been able to uplift 16t due to a shortage, cirrus was 15t. What do you do?

2.When final comes it still says 18t, what to do?

Answer 9

1. Why did you want 3t more than cirrus, are the conditions still there, can you wait for more fuel?

If you don’t need it, you can accept up to -4000kg down on final weights, could ACARS .CLC with onboard fuel figure and request a final extended loadsheet then redo CDP or wait for final loadsheet. Can go.

2. Final Extended Loadsheet from .CLC and redo CDP. The go

Question 10

KNOWLEDGE - Managing Change

Fuel shortfall due unable to get level.
- Fuel at dest = 4.8t (total reserves) ie. contingency is gone but Div = 1.8t and reserves 2.0t intact.

1. What is the definition of reserve fuel?
2. What would make you retain your div or dispense with your alternate?
3. What is the benefit of setting bottom lines?

Answer 10

1. Fuel required to be remaining in tanks at a NORMAL landing. 30 mins clean holding at 1500’ at PLW at Alternate of Dest if no alternate required.
2. Delay known, unknown delays, WX
3. Allows you to formulate a plan B.