OPERATIONAL PROCEDURES

Question 1

1. IN CASE OF SERVICE DISRUPTION OR OPERATIONAL REASON, CREW MANAGEMENT MAY ASSIGN A CREWMEMBER TO ANOTHER DUTY EVEN THOUGH HE/SHE HAS REPORTED DUTY.

A. TRUE
B. FALSE

Answer 1

A. TRUE

Question 2

2. ONCE CREW MANAGEMENT HAS INFORMED A CREWMEMBER A DELAYED REPORTING TIME WITHIN 30 MINUTES PRIOR TO THE ORIGINAL REPORTING TIME HE/SHE WILL BE CONSIDERED AS REPORTING DUTY:

A. AT THE NEW REPORTING TIME
B. AT THE ORIGINAL REPORTING TIME

Answer 2

B. AT THE ORIGINAL REPORTING TIME

Question 3

3. ANY TIME DURING WHICH A PERSON OPERATES IN AN AIRCRAFT AS A MEMBER OF ITS CREW IS REFERRED TO AS:

A. DUTY AND DUTY TIME
B. ROSTERED/PLANNED DUTY
C. SECTOR AND SECTOR TIME
D. FLIGHT DUTY PERIOD

Answer 3

D. FLIGHT DUTY PERIOD

Question 4

4. YOUR ROSTER IS AS FOLLOWS:
   - DAY 1: SPLIT DUTY BRIEFING TIME IN MACAO – 1940 LT
   - DAY 2: SPLIT DUTY ON BLOCKS IN MACAO – 0950 LT
   DUE TO FLIGHT DISRUPTIONS, YOUR SCHEDULE ON DAY 3 IS CHANGED. WHAT TIME, AT THE EARLIEST, CAN YOU BE SCHEDULED FOR ANOTHER FLIGHT?

A. DAY 2: BRIEFING TIME IN MACAO – 2050 LT
B. DAY 2: BRIEFING TIME IN MACAO – 2150 LT
C. DAY 3: BRIEFING TIME IN MACAO – 0030 LT
D. DAY 3: BRIEFING TIME IN MACAO – 0100 LT

Answer 4

C. DAY 3: BRIEFING TIME IN MACAO – 0030 LT

Question 5

6. TAXI FUEL IS DEFINED AS A STANDARD QUANTITY OF FUEL TO COVER:

A. APU CONSUMPTION
B. ENGINE START
C. GROUND MANEUVERS UNTIL START OF TAKEOFF
D. ALL OF THE ABOVE

Question 6

7. TRIP FUEL IS DEFINED AS FUEL REQUIRED FOR TAKEOFF AND CLIMB TO CRUISE ALTITUDE TAKING INTO ACCOUNT THE DEPARTURE PROCEDURE, CRUISE INCLUDING STEP CLIMBS IF ANY, DESCENT, AN INSTRUMENT APPROACH AND LANDING PROCEDURE AT THE DESTINATION RUNWAY.

A. TRUE
B. FALSE

Answer 6

A. TRUE

Question 7

8. IN STANDARD FUEL PLANNING, BLOCK FUEL IS DEFINED AS FUEL BURNOUT FROM “BLOCKS OFF” AT AERODROME OF DEPARTURE TO “BOCKS ON” AT AERODROME OF DESTINATION. THIS IS EQUAL TO:

A. TAXI + TRIP FUEL
B. TAXI + TRIP + CONTINGENCY + ALTERNATE + FINAL RESERVE + ADDITIONAL + EXTRA FUEL
C. TRIP + TAXI + FINAL RESERVE FUEL

Answer 7

B. TAXI + TRIP + CONTINGENCY + ALTERNATE + FINAL RESERVE + ADDITIONAL + EXTRA FUEL

Question 8

9. FINAL RESERVE FUEL IS DEFINED AS FUEL TO FLY FOR 15 MINUTES AT HOLDING SPEED AT 1500 FT ABOVE DESTINATION ALTERNATE AIRPORT ELEVATION IN STANDARD CONDITIONS, CALCULATED WITH ESTIMATED WEIGHT ON ARRIVAL AT THE ALTERNATE OR THE DESTINATION WHEN NO ALTERNATE IS REQUIRED.
   A. TRUE
   B. FALSE

Answer 8

B. FALSE

Question 9

10. ALTERNATE FUEL IS DEFINED AS FUEL TO REACH THE ALTERNATE AERODROME, TAKING INTO ACCOUNT:

A. MISSED APPROACH AT THE DESTINATION AIRPORT + CLIMB, CRUISE AT LONG RANGE CRUISE SPEED, DESCENT TO THE ALTERNATE AIRPORT + APPROACH AND LANDING AT ALTERNATE AIRPORT
B. MISSED APPROACH AT DESTINATION + CLIMB + CRUISE + DESCENT + APPROACH AT ALTERNATE + HOLDING FUEL

Answer 9

A. MISSED APPROACH AT THE DESTINATION AIRPORT + CLIMB, CRUISE AT LONG RANGE CRUISE SPEED, DESCENT TO THE ALTERNATE AIRPORT + APPROACH AND LANDING AT ALTERNATE AIRPORT

Question 10

11. IF THE CAPTAIN ORDERS EXTRA FUEL, HE SHALL INFORM FLIGHT DISPATCH OF HIS REASONS.

A. TRUE
B. FALSE

Answer 10

A. TRUE

Question 11

12. BLOCK FUEL IS THE TOTAL AMOUNT OF FUEL ON BOARD THE AIRCRAFT BEFORE STARTING ENGINES.

A. TRUE
B. FALSE

Answer 11

A. TRUE

Question 12

13. TAKEOFF FUEL IS THE BLOCK FUEL MINUS TAXI FUEL.

A. TRUE
B. FALSE

Answer 12

A. TRUE

Question 13

14. FOR DISPATCH TO DESTINATION WITH AT LEAST ONE ALTERNATE, THE MINIMUM BLOCK FUEL SHALL BE THE TOTAL OFF:

A. TAXI + TRIP + CONTINGENCY + ALTERNATE + FINAL RESERVE FUEL
B. TAXI + TRIP + CONTINGENCY + ALTERNATE + FINAL RESERVE + TAXI-IN FUEL

Answer 13

A. TAXI + TRIP + CONTINGENCY + ALTERNATE + FINAL RESERVE FUEL

Question 14

15. DISPATCH TO AN ISOLATED AIRPORT, THE AMOUNT OF FUEL AT DEPARTURE SHOULD INCLUDE: TAXI + TRIP FUEL + CONTINGENCY + EXTRA FUEL IF REQUIRED BY COMMANDER + ADDITIONAL FUEL WHICH IS NOT LESS THAN THE FUEL NECESSARY TO FLY FOR:

A. 1:30 HOURS HOLDING AT FL 200 OVER DESTINATION
B. 1:00 HOUR AT CRUISE SPEED AFTER ARRIVING OVERHEAD DESTINATION
C. 2:00 HOURS AT CRUISE SPEED AFTER ARRIVING AT OVERHEAD DESTINATION, INCLUDING FINAL RESERVE FUEL
D. 2:00 HOURS HOLDING AT 1500 FT OVER DESTIN

Answer 14

C. 2:00 HOURS AT CRUISE SPEED AFTER ARRIVING AT OVERHEAD DESTINATION, INCLUDING FINAL RESERVE FUEL

Question 15

16. IN-FLIGHT RECLEARANCE TO A NEW DESTINATION IS PERMISSIBLE PROVIDED THE REMAINING FUEL AT DECISION (RECLEARANCE) POINT IS TRIP FUEL TO NEW DESTINATION + CONTINGENCY FUEL + FINAL RESERVE FUEL + ADDITIONAL FUEL + EXTRA FUEL.

A. TRUE
B. FALSE

Answer 15

A. TRUE

Question 16

17. IN FLIGHT DECISION TO PROCEED TO INTENDED DESTINATION OR TO PROCEED TO ALTERNATE IS SUBJECT TO THE CAPTAIN’S DISCRETION.

A. TRUE
B. FALSE

Answer 16

A. TRUE

Question 17

18. THE MINIMUM FUEL EXPECTED TO BE AVAILABLE ON ARRIVAL AT THE DESTINATION AERODROME IS THE SUM OF:

A. CONTINGENCY FUEL + FINAL RESERVE FUEL
B. ALTERNATE FUEL + FINAL RESERVE FUEL
C. ADDITIONAL FUEL + FINAL RESERVE FUEL

Answer 17

B. ALTERNATE FUEL + FINAL RESERVE FUEL

Question 18

19. THE COMMANDER SHALL DECLARE AN EMERGENCY WHEN THE FUEL ON BOARD IS LESS THAN:

A. MINIMUM QUANTITY REQUIRED BY THE AUTHORITY
B. QUANTITY REQUIRED TO FLY FOR 30 MINUTES UNDER SPEED AND ALTITUDE CONDITIONS SPECIFIED BY THE COMPANY OR THE AUTHORITY
C. THE GREATER OF A. OR B.
D. BOTH A. AND B.

Answer 18

C. THE GREATER OF A. OR B.

Question 19

20. THE HF TRANSMITTERS MAY BE TESTED DURING REFUELLING.

A. TRUE
B. FALSE

Answer 19

B. FALSE

Question 20

21. WHEN REFUELING WITH PASSENGERS ARE EMBARKING, ON BOARD OR DISEMBARKING, THE PILOTS MUST:

A. ESTABLISH COMMUNICATION WITH THE ENGINEER, INFORM THE CABIN CREW OF THE BEGINNING AND ENDING OF FUELLING, LISTEN FOR FIRE WARNING FROM ENGINEER, BE PREPARED TO INITIATE PASSENGER EVACUATION IF NECESSARY
B. ENSURE THAT CREWS AND ENGINEERS ARE AT THEIR STATIONS, ENSURE THAT THE AREA AROUND EMERGENCY EXITS IS KEPT CLEAR, ENSURE THAT THE FIRE SERVICE IS ALERTED, ENSURE THAT PASSENGER BOARDING/DISEMBARKATION IS CARRIED OUT IN A CONTROLLED MANNER
C. ALL OF THE ABOVE

Answer 20

C. ALL OF THE ABOVE

Question 21

22. OVERWING FILLING DURING REFUELLING WITH ONE ENGINE RUNNING IS PERMITTED.

A. TRUE
B. FALSE

Answer 21

B. FALSE

Question 22

23. MOCA (MINIMUM OBSTRUCTION CLEARANCE ALTITUDE) IS DEFINED AS:

A. THE ALTITUDE DEPICTED ON INSTRUMENT APPROACH, SID OR STAR CHARTS AND IDENTIFIED AS THE MINIMUM SAFE ALTITUDE WHICH PROVIDES A 1000 FT OBSTACLE CLEARANCE WITHIN A 25 NM RADIUS FROM THE NAVIGATIONAL FACILITY UPON WHICH THE MINIMUM SAFE ALTITUDE IS PREDICATED.
B. THE LOWEST ALTITUDE OR FLIGHT LEVEL BETWEEN RADIO FIXES THAT MEETS OBSTACLE CLEARANCE REQUIREMENTS BETWEEN THOSE FIXES AND IN MANY COUNTRIES ASSURES ACCEPTABLE NAVIGATIONAL AND RADIO SIGNAL COVERAGE
C. THE LOWEST PUBLISHED ALTITUDE IN EFFECT BETWEEN RADIO FIXES OF VOR AIRWAYS, OFFAIRWAYS ROUTES, OR ROUTE SEGMENTS, WHICH MEETS OBSTACLE CLEARANCE REQUIREMENTS FOR THE ENTIRE ROUTE SEGMENT.
D. NONE OF THE ABOVE

Answer 22

C. THE LOWEST PUBLISHED ALTITUDE IN EFFECT BETWEEN RADIO FIXES OF VOR AIRWAYS, OFFAIRWAYS ROUTES, OR ROUTE SEGMENTS, WHICH MEETS OBSTACLE CLEARANCE REQUIREMENTS FOR THE ENTIRE ROUTE SEGMENT.

Question 23

24. MEA (MINIMUM EN-ROUTE ALTITUDE) IS DEFINED AS:

A. THE ALTITUDE DEPICTED ON INSTRUMENT APPROACH, SID OR STAR CHARTS AND IDENTIFIED AS THE MINIMUM SAFE ALTITUDE WHICH PROVIDES A 1000 FT OBSTACLE CLEARANCE WITHIN A 25 NM
RADIUS FROM THE NAVIGATIONAL FACILITY UPON WHICH THE MINIMUM SAFE ALTITUDE IS
PREDICATED.
B. THE LOWEST ALTITUDE OR FLIGHT LEVEL BETWEEN RADIO FIXES THAT MEETS OBSTACLE CLEARANCE REQUIREMENTS BETWEEN THOSE FIXES AND IN MANY COUNTRIES ASSURES ACCEPTABLE NAVIGATIONAL AND RADIO SIGNAL COVERAGE
C. THE LOWEST PUBLISHED ALTITUDE IN EFFECT BETWEEN RADIO FIXES OF VOR AIRWAYS, OFFAIRWAYS ROUTES, OR ROUTE SEGMENTS, WHICH MEETS OBSTACLE CLEARANCE REQUIREMENTS FOR THE ENTIRE ROUTE SEGMENT.
D. NONE OF THE ABOVE

Answer 23

B. THE LOWEST ALTITUDE OR FLIGHT LEVEL BETWEEN RADIO FIXES THAT MEETS OBSTACLE CLEARANCE REQUIREMENTS BETWEEN THOSE FIXES AND IN MANY COUNTRIES ASSURES ACCEPTABLE NAVIGATIONAL AND RADIO SIGNAL COVERAGE

Question 24

25. MSA (MINIMUM SECTOR ALTITUDE) IS DEFINED AS:

A. THE ALTITUDE DEPICTED ON INSTRUMENT APPROACH, SID OR STAR CHARTS AND IDENTIFIED AS THE MINIMUM SAFE ALTITUDE WHICH PROVIDES A 1000 FT OBSTACLE CLEARANCE WITHIN A 25 NM RADIUS FROM THE NAVIGATIONAL FACILITY UPON WHICH THE MINIMUM SAFE ALTITUDE IS PREDICATED.
B. THE LOWEST ALTITUDE OR FLIGHT LEVEL BETWEEN RADIO FIXES THAT MEETS OBSTACLE CLEARANCE REQUIREMENTS BETWEEN THOSE FIXES AND IN MANY COUNTRIES ASSURES ACCEPTABLE NAVIGATIONAL AND RADIO SIGNAL COVERAGE
C. THE LOWEST PUBLISHED ALTITUDE IN EFFECT BETWEEN RADIO FIXES OF VOR AIRWAYS, OFFAIRWAYS ROUTES, OR ROUTE SEGMENTS, WHICH MEETS OBSTACLE CLEARANCE REQUIREMENTS FOR THE ENTIRE ROUTE SEGMENT.
D. NONE OF THE ABOVE

Answer 24

A. THE ALTITUDE DEPICTED ON INSTRUMENT APPROACH, SID OR STAR CHARTS AND IDENTIFIED AS THE MINIMUM SAFE ALTITUDE WHICH PROVIDES A 1000 FT OBSTACLE CLEARANCE WITHIN A 25 NM RADIUS FROM THE NAVIGATIONAL FACILITY UPON WHICH THE MINIMUM SAFE ALTITUDE IS PREDICATED.

Question 25

26. ROUTE MORA (MINIMUM OFF-ROUTE ALTITUDE) PROVIDES REFERENCE WITHIN 20 NM OF THE ROUTE CENTERLINE (REGARDLESS OF ROUTE WIDTH) AND END FIXES. A. TRUE B. FALSE

Answer 25

B. FALSE

Question 26

27. GRID MORA (MINIMUM OFF-ROUTE ALTITUDE) PROVIDES REFERENCE POINT CLEARANCE WITHIN THE SECTION OUTLINED BY LATITUDE AND LONGITUDE LINES. A. TRUE B. FALSE

Answer 26

A. TRUE

Question 27

28. WITH ONE ENGINE INOPERATIVE, THE GRADIENT OF THE NET FLIGHT PATH MUST BE POSITIVE AT LEAST 1000 FT ABOVE ALL TERRAIN AND OBSTRUCTIONS ALONG THE ROUTE WITHIN: A. 10 NM ON EITHER SIDE OF THE INTENDED TRACK B. 20 NM ON EITHER SIDE OF THE INTENDED TRACK C. 5 NM ON EITHER SIDE OF THE INTENDED TRACK D. THE ROUTE WIDTH

Answer 27

C. 5 NM ON EITHER SIDE OF THE INTENDED TRACK

Question 28

29. TAKEOFF DISTANCE AVAILABLE (TODA) IS THE DECLARED DISTANCE USABLE FOR TAKEOFF A. ONLY B. INCLUDING STOPWAY C. INCLUDING CLEARWAY D. INCLUDING STOPWAY AND CLEARWAY

Answer 28

C. INCLUDING CLEARWAY

Question 29

30. LANDING DISTANCE AVAILABLE (LDA) IS THE LENGTH OF THE RUNWAY WHICH IS DECLARED AVAILABLE AND SUITABLE FOR THE GROUND RUN OF AN AIRPLANE LANDING. A. TRUE B. FALSE

Answer 29

A. TRUE

Question 30

31. AERODROME ELEVATION IS THE HIGHEST POINT A. ALONG THE RUNWAY CENTERLINE B. WITHIN THE AIRPORT PERIMETER C. OF THE LANDING AREA D. ALL OF THE ABOVE

Answer 30

C. OF THE LANDING AREA

Question 31

32. AIR MACAU OPERATES TWO CATEGORIES OF NON-SCHEDULED REVENUE FLIGHTS. THESE ARE: A. FERRY AND BASE FLIGHTS B. TEST AND POSITION FLIGHTS C. FERRY AND SPECIAL FLIGHTS D. CHARTER AND EXTRA FLIGHTS

Answer 31

D. CHARTER AND EXTRA FLIGHTS

Question 32

33. REGULAR FLIGHTS ARE FLIGHTS OF COMMERCIAL SERVICE APPROVED AND PLACED AT THE DISPOSAL OF THE PUBLIC, WITH REMUNERATION. A. TRUE B. FALSE

Answer 32

A. TRUE

Question 33

34. FLIGHT OF COMMERCIAL SERVICE, REQUIRED BY ANY ENTITY, FOR ANY AIM AND ANY ROUTE, WITH REMUNERATION AND ONLY TO THE DISPOSAL OF THE PERSON WHO REQUIRES IT IS CATEGORIZED AS: A. FERRY FLIGHTS B. SPECIAL FLIGHTS C. EXTRA FLIGHTS D. CHARTER FLIGHTS

Answer 33

D. CHARTER FLIGHTS

Question 34

35. NON-REVENUE FLIGHTS CONSISTS OF FERRY FLIGHTS, BASE FLIGHTS, TEST FLIGHTS, POSITIONING FLIGHTS AND: A. EXTRA FLIGHTS B. CHARTER FLIGHTS C. NON-SCHEDULED FLIGHTS D. SPECIAL FLIGHTS

Answer 34

D. SPECIAL FLIGHTS

Question 35

36. FLIGHTS TO POSITION AIRCRAFT FOR MAINTENANCE ARE: A. BASE FLIGHTS B. FERRY FLIGHTS C. TEST FLIGHTS D. POSITION FLIGHTS

Answer 35

B. FERRY FLIGHTS

Question 36

37. FLIGHTS THAT MUST BE PERFORMED AFTER SPECIAL MAINTENANCE OR REPAIR WORK ON AN AIRCRAFT AND ON SPECIAL REQUEST OF THE AUTHORITY ARE: A. BASE FLIGHTS B. FERRY FLIGHTS C. TEST FLIGHTS

Answer 36

C. TEST FLIGHTS

Question 37

38. DURING FIRST OFFICER INCAPACITATION, IF STEERING IS UNAVAILABLE ON THE CAPTAIN’S SIDE: A. THE CAPTAIN SHOULD TRANSFER TO THE OTHER SEAT B. PARKING BRAKES MUST BE SET AFTER THE AIRCRAFT HAS COME TO A COMPLETE STOP AFTER LANDING ROLL C. A VOLUNTEER PASSENGER OR CABIN CREW SHALL BE MADE TO STEER THE AIRCRAFT AFTER LANDING.

Answer 37

B. PARKING BRAKES MUST BE SET AFTER THE AIRCRAFT HAS COME TO A COMPLETE STOP AFTER LANDING ROLL

Question 38

39. ONE OF THE COMPULSORY RESTRICTIONS FOR DELEGATING TAKEOFFS TO FIRST OFFICERS IS: A. AT ANYTIME AFTER THE FIRST OFFICER’S RELEASE FROM TRAINING B. THE CAPTAIN HAS ALREADY PERFORMED 40 SECTORS ON AIRCRAFT TYPE AFTER BEING RELEASED TO THE LINE C. THE FIRST OFFICER HAS LOGGED 600 HOURS FIRST OFFICER TIME D. NONE OF THE ABOVE

Answer 38

B. THE CAPTAIN HAS ALREADY PERFORMED 40 SECTORS ON AIRCRAFT TYPE AFTER BEING RELEASED TO THE LINE

Question 39

40. THE ALTIMETER SETTING FOR USE BY EN ROUTE TRAFFIC ABOVE THE TRANSITION LEVEL IN ORDER TO ESTABLISH VERTICAL SEPARATION OF EN-ROUTE TRAFFIC IS: A. QNH B. QFE C. STANDARD (1013.2 HPA/29.92 IN)

Answer 39

C. STANDARD (1013.2 HPA/29.92 IN)

Question 40

41. THE ALTIMETER SETTING USED FOR TAKEOFF AND LANDING FOR THE AERODROME AND ITS IMMEDIATE VICINITY AND WILL INDICATE AERODROME ELEVATION IS: A. QNH B. QFE C. STANDARD (1013.2 HPA/29.92 IN)

Answer 40

A. QNH

Question 41

42. AT AERODROME LEVEL, THE ALTIMETER WILL INDICATE ZERO IF SET TO THE PRESSURE OF: A. QNH B. QFE C. STANDARD (1013.2 HPA/29.92 IN)

Answer 41

B. QFE

Question 42

43. ALL AIRCRAFT PASSING THROUGH THE TRANSITION LAYER SHOULD HAVE THEIR ALTIMETER SET TO: A. STANDARD (1013.2 HPA/29.92 IN) B. QNH WHEN DESCENDING C. STANDARD (1013.2 HPA/29.92 IN) WHEN CLIMBING D. B & C ARE CORRECT

Answer 42

D. B & C ARE CORRECT

Question 43

44. THE LOWEST MDH (MINIMUM DESCENT HEIGHT) FOR A LOCALIZER ONLY (ILS WITH NO GLIDE PATH): A. 300 FEET B. 350 FEET C. 250 FEET

Answer 43

C. 250 FEET

Question 44

45. WHEN A FLIGHT DIVERTS TO ITS ALTERNATE THEREBY BECOMING THE NEW DESTINATION, THE NEW DESTINATION MINIMA WILL APPLY. A. TRUE B. FALSE

Answer 44

A. TRUE

Question 45

46. THE BASIC MINIMA FOR CIRCLING (CATEGORY C AIRCRAFT) ARE: A. 400 FT / 1500 M B. 500 FT / 1600 M C. 600 FT / 2400 M D. 700 FT / 3600 M

Answer 45

C. 600 FT / 2400 M

Question 46

47. AN ADULT IS DEFINED AS A PASSENGER WHO IS: A. SEVEN YEARS OLD AND ABOVE B. TWELVE YEARS OLD AND ABOVE C. EIGHTEEN YEARS OLD AND ABOVE

Answer 46

B. TWELVE YEARS OLD AND ABOVE

Question 47

48. SELECTIONOF PASSENGER TO BE OFF-LOADED SHALL BE DECIDED BY THE: A. STATION MANAGER B. CAPTAIN C. SENIOR CABIN CREW

Answer 47

B. CAPTAIN

Question 48

49. IT IS THE RESPONSIBILITY OF THE AIRPORT MEDICAL OR HEALTH AUTHORITY TO DECIDE WHETHER ISOLATION OF THE AIRCRAFT, CREW AND PASSENGERS IS NECESSARY. A. TRUE B. FALSE

Answer 48

A. TRUE

Question 49

50. THE ALTITUDE CLEARANCE (FROM ATC) PERMITS THE PILOT TO DESCEND BELOW THE MEA OR MOCA IN IFR AND VFR. A. TRUE B. FALSE

Answer 49

B. FALSE

Question 50

51. WHEN FLYING IN ADVERSE WEATHER (AREAS WHERE THUDERSTORMS, TURBULENCE, SEVERE HAIL AND ICING MAY BE ENCOUNTERED), PRIMARY CONSIDERATION WOULD BE: A. ATTITUDE OF AIRCRAFT B. AIRSPEED OF AIRCRAFT C. HEADING OF AIRCRAFT D. ALTITUDE OF AIRCRAFT

Answer 50

A. ATTITUDE OF AIRCRAFT

Question 51

52. WHEN IN AIR MACAU UNIFORM, A FLIGHT CREW MAY PARTAKE OF ALCOHOL BEVERAGE: A. 10 HOURS PRIOR TO DEPARTURE TIME B. 8 HOURS PRIOR TO DEPARTURE TIME C. UPON TERMINATION OF DUTY D. NOT AT ANY TIME

Answer 51

D. NOT AT ANY TIME

Question 52

53. THE AUTHORITY OF THE CAPTAIN OVER CREWMEMBERS MAY BE DELEGATED AND THIS WOULD FREE THE CAPTAIN OF ANY RESPONSIBILITY A. TRUE B. FALSE

Answer 52

B. FALSE

Question 53

54. IN THE EVENT OF A HIJACK, IT IS THE COMMANDER’S RRESPONSIBILITY TO ADHERE TO THE LAWFUL INSTRUCTIONS OF THE POLICE OR SECURUTY FORCES TO THE EXTENT THAT HE CONSIDERS THIS TO BE CONSISTENT WITH THE SAFETY OF THE PASSENGERS AND CREW. A. TRUE B. FALSE

Answer 53

A. TRUE

Question 54

55. THE CAPTAIN TAKES RESPONSIBILITY OVER THE PASSENGERS AND CARGO: A. AS SOON AS HE REPORTS FOR FLIGHT DUTY B. AFTER APPROVAL OF THE LOADSHEET, PASSENGERS ON BOARD AND DOORS CLOSED C. AFTER ACCEPTING AIRCRAFT THRU THE MAINTENANCE RELEASE

Answer 54

B. AFTER APPROVAL OF THE LOADSHEET, PASSENGERS ON BOARD AND DOORS CLOSED

Question 55

56. UPON REACHING DECISION HEIGHT IN AN ILS APPROACH, THE FOLLOWING IS TRUE: A. DESCENT MUST BE DISCONTINUED IF REQUIRED VISUAL REFERENCE HAS NOT BEEN ESTABLISHED AND LEVEL FLIGHT IS PERMITTED B. A DECISION MUST BE MADE TO EITHER CONTINUE APPROACH OR EXECUTE A MISSED APPROACH C. ALL OF THE ABOVE

Answer 55

B. A DECISION MUST BE MADE TO EITHER CONTINUE APPROACH OR EXECUTE A MISSED APPROACH

Question 56

57. DURING FLIGHT, IT IS PERMITTED TO OPERATE: A. RADIO RECEIVERS B. PORTABLE TELEVISIONS C. HEARING AIDS, HEART PACEMAKERS, PORTAVLE VOICE RECORDERS, ELECTRONIC CALCULATORS AND COMPUTERS, ELECTRIC SHAVERS D. ALL OF THE ABOVE

Answer 56

C. HEARING AIDS, HEART PACEMAKERS, PORTAVLE VOICE RECORDERS, ELECTRONIC CALCULATORS AND COMPUTERS, ELECTRIC SHAVERS

Question 57

58. THE DECISION TO DELAY, CANCEL OR DIVERT A FLIGHT DUE TO OPERATIONAL REASONS REMAIN UNDER THE PREROGATIVE OF: A. THE CAPTAIN B. FLIGHT DISPATCH C. OCC D. BOTH A & B

Answer 57

A. THE CAPTAIN

Question 58

59. FOLLOWING AN ACCIDENT OR AN INCIDENT REQUIRING FDR AND/OR CVR RETRIEVAL, THE COMPANY OR ITS DESIGNATED REPRESENTATIVE MUST ATTEMPT TO PRESERVE ALL FDR AND CVR DATA AND MAKE IT AVAILABLE TO THE INVESTIGATING AUTHORITY. A. TRUE B. FALSE

Answer 58

A. TRUE

Question 59

60. A MISSED APPROACH PROCEDURE SHALL IMMEDIATELY BE INITIATED IF AT ANYTIME AFTER DESCENT BELOW THE BREAK-OFF HEIGHT OR DECISION HEIGHT, ADEQUATE VISUAL REFERENCE IS LOST. A. TRUE B. FALSE

Answer 59

A. TRUE