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Section 8 Flashcards

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1
Q

Modified Flight Watch

Departure not Authorized if:

A

8.1.3.2

Dept not authorized is FLT CRW identify change required to:

FIN
Route
Fuel Req’s
ALTN
MEL status
No Load Final Info

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2
Q

Modified Flight Watch

Flight times

OPF validation

A

8.1.3.2

Flt Crw to advise/confirm with DEPT and ARR stations:
Out, Off, On and In times

Crew to confirm Weather and NOTAMS are still valid if more than 2 hours passed since OFP was retrieved.

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3
Q

Operational Control

Who and What?

A

8.1.3.3

  • CAPT and DX, co-authority
  • Once T/O thrust PIC has final decision to any change of OFP based on safety
  • PIC to inform DX of any change in OFP or Flight Conditions that significantly vary from what was mutually agreed
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4
Q

Disagreement Resolution Policy

A

8.1.3.4

  • Attempt to resolve
  • if irreconcilable difference concerning delay of Flt = most conservative course of action
  • only SOC can cancel a fligjt
  • any disagree over parameters of OFP (inc. fuel) PIC will take conservative course and their decision is final
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5
Q

Authorized Airports

Where to find and classification

A

8.1.3.5

  • Listed in Jepp ACL (airport classification list)
  • Classified as:
    D = Destination
    A = Alternate
    EC = Escape Chart
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6
Q

OFP Check for Accuracy and Validity

A

8.1.5.1

  1. Flt number and Date
  2. A/C Type and FIN
  3. Compare DIST with G/C dist for gross error
  4. Verify ICAO and Flt Plan route match
  5. Temp, WX, Turb, and other charts (ie volcanic ash)
  6. Wind Comp approximates charted winds
  7. Validity of DEST and ALTN
  8. Resonability of REQ’D fuel categories listed in BLOCK fuel
  9. Terrain Clearance Check
  10. Planned Weights are W/in limits
  11. Crew Alerts
  12. NOTAMS
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7
Q

Terrain Clearance Check

What does it check?
3 Solutions?

A

8.1.5.2

Checks “factored engine-out” level off altitude. For 1000’ terrain clearance 5NM either side of planned track.

  • in all cases does NOT factor a decompression event. ONLY eng-out drift down
  1. Complete With No Restrictions: A/C can maintain 1000’ clearance with factored engine out.
  2. Terrain Clearance Requires Enroute Escape Charts: A/C can NOT maintain 1000’ clearance but Charts/Procedures exist.
    * Flight crew to confirm applicable chart available for use.
  3. EnRoute ALT 16,400 ISA Temp P14 MTOW Limited 070.7. Contact DX For MTOW Increase:
    MTOW is limited to ensure 1000’ terrain Clearance (at ISA temp dev)
    Contact DX if actual TOW is more than MTOW stated!!
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8
Q

Dispatch Without valid TAF

A

8.1.5.5

Can dispatch flight without valid TAF at destination provided:

•OFP shows valid TAF for ALTNs
•No known factors to preclude landing at DEST.

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9
Q

OFP revision
When is it REQ’D ?
What do crews need to do?

A

8.1.5.6

•If more than 2 HRs delay, DX review and refill if REQ’D.
• if ATC route changed, crews to request full readout of route from ATC

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10
Q

In-Flight OFP reroute
What is specific about fuel figures?

A

8.1.5.7

Fuel info only reflects fuel to DEST plus Reserves and Alternate fuel.
• Does NOT include any additional fuels that were originally boarded.

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11
Q

Protected Fuel
Def’n ?
What fuels are protected?

A

8.1.6.2

Fuel amount to be available over specific point (amount of fuel required to carry protected fuel is included in BURN).

ALTN
CONT 5 MIN
ETOPS
SDTO
SUPP
RESERVE
NAIFR SAP

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12
Q

ALTN FUEL
Description?
Considerations?

A

8.1.6.3

•Based on Cost Index of 0
• distance from DEST threshold, to ALTN via SID, Enroute and STAR.
• Can consume without going to ALTN (but must advise DX and file ASR) if PIC can be safely landed at DEST, consider:
- more than 1 runway
- forecast and actual WX
- traffic congestion
- any other factors that may delay landing.

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13
Q

CONT Fuel

Description?

A

8.1.6.3

To mitigate operational factors/hazards that cannot be planned, anticipated or controlled.

Can use some CONT anytime after pushback, but do NOT T/O with less than CONT 5 MIN

Only REQ’D on INT’L flights but AC does for all

Based of size of BURN deviation, but minimum of CONT 5 MIN = 5 mins holding at ear landing weight at 1500’ ASL in ISA

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14
Q

SDTO Fuel

Def’n ?

A

8.1.6.3

Standard Diversion Time Operations

• Route segment will remain w/in 60 mins One-Eng INOP cruise speed.
• Fuel suffice to:
- Descent at any point to lower of One-Eng INOP service ceiling or 10,000’
- Cuise at Lower ALT to adequate airport and,
- conduct approach, missed approach and HOLD 30 mins at 1500’

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15
Q

NAIFR SAP Fuel

A

8.1.6.3

• Fuel boarded for missed and second approach at DEST.
• 12 MINS of fuel using est Landing weight at 1500’ ASL in ISA

(Can use for other purposes after T/O, but don’t flight plan this)

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16
Q

RESERVE Fuel

A

8.1.6.3

• Fuel to hold 30 mins at destination at est landing weight at 1500’ ASL in ISA
• Protected to DEST for NAIFR flights and to Destination Alternate for all other flights
• ** PIC to continually ensure useable fuel on board is not less than required to proceed to airport where safe landing can be made and planned RESERVE fuel remain.
• *** Burning into RESERVE = Fuel Emergency (Advise DX asap and file ASR)

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17
Q

Fuel Revisions
Prior to Pushback
Prior to Take-off
Cruise

A

8.1.6.6

PIC to consult with DX (LIDO is primary tool for revisions)

Prior to Pushback:
• if anticipate less than BLOCK at pushback consult with DX or Re-fuel.

After Pushback but prior to T/O:
• if anticipate less than FLIGHT fuel at start of T/O roll consult DX
• Do NOT depart with less than MIN T/O fuel

Cruise:
• Anytime after Top of Climb AFOB is less than MFOB contact DX for revised fuel plan.

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18
Q

Take-off Alternate
When is it req’d?

A

8.1.7.1

• Required when less than standard Take-off minima of RVR 2600 or 1/2 SM

or

• reported WX below landing minima (ceiling or visibility) that would allow immediate return to land at departure airport on suitable runway (can NOT use CAT 2/3 limits)

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19
Q

Take-off Alternate WX minima and Airport Location/distance

A

Shall meet Alternate WX mins (8.1.8)

** in USA take-off alternate WX must meet requirements at Time of Departure as well as ETA.

Airport location/distance:
• Airports classified as Destination or Alternate may be used.
• For twin-eng aircraft must be within 60mins One-Eng INOP cruise speed (zero wind)
• If ETOPS approved and ETOPS service check can go to 120 mins
**distances calculates using max continuous thrust.

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20
Q

Alternate WX Min Criteria

Tempo
Inter
Prob
Prob30(40) Tempo

A

8.1.8.2

TEMPO or INTER: not below ALTN WX Mins
PROB: not below landing limits
PROB30(40) TEMPO: can be disregarded

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21
Q

Aerodrome Advisory Forecast limits for ALTN

A

8.1.8.2

May qualify if WX not lower than:
- 500’ above lowest useable HAT/HAA
- 3 SM

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22
Q

GFA (Graphic Area Forecast) WX mins for ALTN

A

8.1.8.2

May qualify if:
- No cloud lower than 1000’ above lowest useable HAT/HAA
- No cumulonimbus Cloud
- 3 SM

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23
Q

ALTN WX Min (other than USA and where no ALTN minima are published

A

2 Prec Appch = 400-1 or 200-1/2 above Lowest useable HAT (whichever is greater)

1 Prec Appch = 600-2 or 300-1

Non-Prec Appch = 800-2 or 300-1

No IRF Appch = no lower than 500’ above Min IFR ALT that will permit VFR landing

Notes: calc viz should not exceed 3sm

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24
Q

Canada only Standard vis sliding scale for ALTN WX Min

A

8.1.8.2

600-2 = 700-1.5 or 800-1

800-2 = 900-1.5 or 1000-1

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25
USA ALTN WX Minima
8.1.8.2 2 Prec Appch = 400-1 or 200-1/2 above the Higher of the 2 HAT 1 Prec Appch = 600-2 or 400-1 Non Prec Appch = 800-2 or 400-1
26
Requirements for GPS based approach ALTN
8.1.8.3 Can plan GPS Appch at ALTN if All: - crew is qualified for GNSS approaches and aircraft is equipped - Min 100NM separation when GNSS planned at both the DEST and ALTN (this is only okay in Canada) - DX does P-RAIM check
27
NAIFR (No Alternate IFR) areas of operation
8.1.8.5 1) Flights not more than 6hrs scheduled flight time: T/O within North Amer continent, Caribbean or Bermuda 2) Flighs more than 6 but not more than 8 hours: T/O within North Amer. And Landing within North Amer (but NOT Mexico). - at a point 4-6 hours from DEST PIC to confirm with DX that DEST is still acceptable 3) Provided all requirements are met, PIC can refile NAIFR on flights to Canada, regardless of departure when within 6 hours of DEST.
28
NAIFR WX Requirements
8.1.8.5 For minimum 1 hour before to 1 Hour after ETA: - No risk of Fog or other restriction to vis forecast below 3sm - No risk of T-Storms (reported or forecast) - No risk of FRZ Precip - Airports other than USA: ceiling Min 1000’ above FAF and 3sm (of second lowest useable limits) OR ceiling of 1500’ and 6sm - Airports in USA: Cig 2000’ and 3sm
29
NAIFR aerodrome requirements
8.1.8.5 - Minimum 2 separate Runways (each suitable, one must meet WET landing requirements and 1 landing requirements based on Forecast wet or dry) - 2 independent IFR approaches, only 1 can be GNSS - Standby/Emergency Electrical Power supply…(any airport with at least 1 ILS to mins of less than 250’ will have this).
30
NAIFR airports restrictions
No NAIFR to Washington DCA Or St. John’s YYT
31
Standard Missed Approach climb gradient
8.1.9.2 2.5% Or 152’/NM (I have this in my old book?)
32
2 Ways to ensure non-standard missed approach climb obstacle clearance
8.1.9.2 1) verify can achieve or exceed non-standard gradient by checking: • ACARS WAT “NON-STD MA CLB GRAD • APP CLB Gradient in PERF tool landing report • QRH Performance Tables 2) Use alternative missed approach procedures published in 10-10 pages. These are assessed by Aircraft Performance and the non-standard gradients are not applicable.
33
When to Start APU pre-flight
8.2.1.2 Normally 10 mins prior to pushback
34
What does the warning “Maintenance in Progress” card draped over thrust levers Indicate/Procedures
8.2.3 Indicates maintenance is working on aircraft and Procedures: 1) If power is off to aircraft = no part of flight deck control shall be touched prior to speaking with Maintenance person listed on tag. 2) If power is on = crew May proceed with checks as long as: • no hydraulic system turned on or actuated • No engines or APU started/motored • No flight control systems turned on or actuated • No fuel systems are turned on If maintenance has forgotten to remove tags, crew to speak to person listed on tag or supervisor. Once confirmed work is complete crew can remove tag and leave on bridge
35
Notice of Customs Inspection (K158) form in flight deck….
8.2.4 Indicated panels were removed without maintenance present. Crew to liaise with maintenance at station to confirm panels are properly secured before flight
36
Communicating Aircraft defects Before and after pushback and on fligjt.
8.2.5.3 DX and MOC must be made aware of all defects in timely manner. Before push, at a station with AirCanada Maintenance, can call for fix/MEL After pushback all calls to Maintenance shall be Via DX In flight use ACARS SNAG transaction (DX is copied when doing this)
37
Required on-board Aircraft Documentation
8.2.6.1 Journey Log Defect Log Documents Pouch On-board Library Cabin Defect Log
38
Aircraft Documents Pouch contents
8.2.6.2 Sabotage Checklist Certificate of Airworthiness Certificate of Registration Aircraft Radio License Certificate of Noise Compliance (it’s included in C of A issued after May1992)
39
Minimum Cabin Crew Narrow body 737Max
8.2.8.1 Min crew is 1 cabin crew for every 50 seats installed. 737Max = 4
40
Briefing In-Charge F/A
8.2.8.2 Relevant aspects of flight and confirm cabin emergency equipment has been checked Brief the Following: - Anticipated WX - Flight conditions, Time, Altitude - Communications, French, PAs - Review selected emergency procedures And the following as applicable: - First Flight of Day - unserviceable equipment - cabin defects - Jumpseaters - taxi time - crew rest/meals - if In-Charge move up, location of Captain’s AMK key - Customs documentation - Verify pitiable water
41
Tire Wear Guidelines
Quick turns at Through station or no Maintenance available can dispatch with one or more tires with: -zero groove depth in centre groove(s) - No more than total of 3 linear inches of fabric exposed (per tire)
42
Fuelling with Pax on board
8.2.15.2 - door open with Stairs/bridge/PTV - seat belt sign off - Emerg lighting Armed, On or Available to Cabin crew - stop if lightning within 8 KM - sufficient area below “fuelling emergency exits” is clear
43
Intersection Take-offs considerations/restrictions
8.2.18 • Ok if WAT data available. • Do NOT accept intersections when viz is below standard T/O minima (unless normal ops for that runway • Do not accept “Oblique” angle intersection (intersection angle prevents crew from seeing departure end of RWY) unless no practical alternative.
44
Required Departure Brief Items
8.2.19 • Tech status (inc. MELs) • Aircraft config (thrust, flaps, use of automation, anti-ice, APU…) • AOM SID/Departure procedure • Threat Brief
45
NOTOC Review and USA requirement
8.2.21 Verify current FLT #, Date FIN Departure station, Edition # Lead signature Can Pen and Ink last minute corrections if doors closed. USA requires company telephone number, DX number on OFP satisfies requirement.
46
LDF read back if no ACARS
8.2.28.1 FO to read back: • Flight Number • NOTOC EDNO • Actual TOW • C of G / stab trim setting
47
Pax Tolerances What to check What to do
8.2.29 Check total Pax and Zone breakdown within limits If more than LDF, but within limits, add 80KG per extra pax
48
ZFW increase on LDF
8.2.30 If actual ZFW exceeds estimated ZFW, flight may require more fuel. Contact DX, consider: Taxi fuel Contingency fuel (domestic/transboarder) Additional fuels Revise alternate/NAIFR
49
Load Reconciliation
8.2.31 Verify the following: • pax count • LDF FOB, OFP Block fuel and actual aircraft fuel x-checked • ZFW does not exceed OFP max ZFW • TOW not exceed OFP max TOW • any other AOM requirements
50
Reduced Visibility Operations (RVO)
8.3.5.2 Aerodrome and runway meet requirements for ops below RVR 2600 (1/2sm) down to and including RVR 1200 (1/4sm).
51
Low Visibility Operations (LVO)
8.3.5.3 Aerodrome and runway meet requirements for operations below RVR 1200 (1/4sm) down to and including RVR 600 (1/8sm).
52
Ground Visibility definition
8.3.5.4 Latest reported visibility contained in weather observation reported by: 1- ATIS 2- METAR 3- FSS 4- AWOS 5- ATC….tower observed visibility is advisory only, however if no other reported visibility then ATC tower is shall be used and is controlling.
53
Aerodrome Operating Visibility (to pushback) hierarchy WITH active ATC Tower
8.3.5.5 1- RVR for runway of intended use 2- Ground Visibility (METAR) 3- Tower Visibility 4- Visibility determined by PIC
54
Aerodrome Operating Visibility (to pushback) WithOUT an active ATC Tower
8.3.5.6 Lowest of the following: • Ground Visibility (METAR) • any reported RVR • Pilot Visibility
55
Park Brake Electronic Signature
Confirms: • acceptance of OFP • completion of security checks • commences co-authority Flight Watch • acknowledgement Flight Crew conversant with all: -ATBs, -Ops Bulletins, -Chief Pilot Info -AOM, FOM and Jepp amendments -RBN and Jepp info for route and airports
56
Pushback/ Tow considerations
8.3.9/11 - No towing forward with engines running. - Confirm No forward tow prior to engine start - if must tow forward, with eng running (ie. no APU) only one eng start, slow tow speed, heaviest tractor available, minimum turn angles - if taxiway contaminated, wait to start until breaks are set in area with adequate traction after tow. * Never tow to gate with engines running. * If tow incident where shear pin breaks, must have maintenance inspection prior to departure.
57
If Vis drops below ALS once Pushback has begun…
8.4.3 Taxi to/from de-icing Can wait in holding Bay Taxi back to gate Taxi to another runway where vis supports ALS
58
Taxi speed to suit conditions and additionally….
8.4.5 • Don’t expose aircraft/crew to jet blast • Don’t taxi between terminal building and another aircraft which has been pushed back • Don’t carry out engine run-up unless area behind is clear and ATC advised
59
Low Vis Taxi Procedures
8.4.5.1 Below RVR1200 (1/4sm) delay check lists until aircraft is stopped
60
Taxi Delay advise to company
8.4.6 Provide revised ETO via ACARS or VHF if flight is not airborne within 20 mins of pushback and T/O time has been exceeded
61
Take-off Visibility ALS precedence
8.5.1.2 1- RVR for Runway of intended use (unless fluctuations above and below or less B/C of local phenomena) 2- Ground Visibility if RVR is: a) Not available or b) Fluctuating above/below or below due to local phenomenon. 3- PIC observed Runway Vis in the absence of RVR and reported ground visibility ( This can NOT be done in USA)
62
Standard and below standard visibility requirements for T/O Canada
8.5.1.3 Standard = RVR 2600 or 1/2sm Below = -Takeoff alternate -Crew qualified - Pitch markings to 15 degrees -Instrument Failure Warning Systems And…. RVR 1200 or 1/4sm HIRL or Centreline lights or Centreline markings RVR 600 HIRL and Centreline lights and Centreline markings 2 Transmissometers (1 at approach end RVR A and 1 at midpoint RVR B) not reading less than 600’ NOTE: if RWY has 3 and midpoint is unserviceable, can use the approach and departure end is both are not less than 600 NOTE: in Canada some runways only have RVR A, but are approved for RVR 600 If you use the midpoint RVR from opposite RWY.
63
Standard Takeoff Visibility and Below Requirements USA
8.5.1.4 Standard (when not specified) for twin engine = RVR 5000 or 1sm. RVR must be used when available. NOTE: some long RWYs have forth far-end RVR, this is not controlling. Below standard = TDZ RVR 1600 or 1/4sm RVV (RWY visibility value) HIRL or Centreline lights or Centreline markings Touchdown RVR is controlling (if available) can use mid point if TDZ RVR is unavailable TDZ RVR 1200 MID RVR 1200 Rollout (if installed) RVR 1000 Day: HIRL or CL or RCLM Night: HIRL or CL Minimum 2 RVRs, but all available are controlling TDZ RVR 600 Mid RVR 600 Rollout (if installed) RVR 600 HIRL and CL and RCLM Minimum 2 RVRs, but all available are controlling
64
Below Standard T/O RWY identification
Below RVR 2600 or 1/2sm must positively identify runway by: • RWY identifier (Paint) • Electronic means, ILS , PBN RWY centreline… If RVR less than 1200, must not T/O until lighting and marking requirements are available, as in you might have to taxi up to displaced threshold
65
Maximum angle of bank
8.7.1 Above 400’agl and en route max angle of bank is 30
66
If ACARS unserviceable when and what to whom info
8.8.1 After 10,000’ transmit to DX or departure station: - Out and Off times - FIN - Total fuel on-board (KG) - Total fuel uplifted (LTR or GAL) - Type of Fuel uplifted (A or B)
67
When to Use TRUE heading reference
8.9.2.2 • In NCA (Northern Control Area) • In ACA ( Arctic Control Area) • North of 70 North • On airways charted in True only • When checking track and distance during pre-flight
68
Required Reports to Dispatch
8.9.9.1 1. En-route or ramp arrival time varies from planned time by more than 5 mins 2. PIC determines change of OFP is necessary 3. Unexpected or significant WX is encountered 4. Defect has been recorded (SNAG ACARS function is auto sent to DX) 5. If at any point after TOC AFOB is less than MFOB 6. When Position Reports are required
69
Landing Performance Reviewed to Verify limits…
8.9.10.1 1. structural Weight 2. Operational Landing Distance 3. Standard approach/Landing Climb weight limit. 4. Non-Standard Missed Approach Climb gradient weight limit (when mins are based on non-standard gradient)
70
Captain to In-Charge Top of Descent Briefing
8.9.10.2 • TOD time • ETA • Expected WX • Anticipated use of seat belt signs • Cabin defects • any additional items affecting safety or pax comfort
71
Required Approach Briefing Items
8.9.10.4 1. AOM Approach Briefing 2. Go-Around Brief (First approach of crew cycle) 3. Use of automation (inc whenA/P and A/T disconnect..) 4. Flap setting 5. Auto brake selection 6. TPL 7. Reverse thrust 8. Planned RWY exit point 9. Transfer of control 10. Threat Brief
72
Mountainous Airport Definition
8.11.1 Of terrain rises 2000’ or more within 12NM radius of airports reference point
73
Operational Landing Distance (OpLD)
8.11.1 Calculated landing distance for the conditions of the day, inc aircraft landing weight, runway condition and weather. Includes 7 seconds from threshold to touchdown and 15% safety margin for Normal Landing calculations
74
Approach Categories Canada
8.11.2 A: up to 90 KIAS B: 91-120 C: 121-140 D: 141-165
75
3 “Arrival Gates” for SALGA and requirements
8.11.4 1000’ = Configuration Gate: • fully configured for landing and checks complete 500’ = Stable Gate • airspeed +10/-5 KIAS • vert speed not more than 1000 fpm • thrust stabilized, usually above idle 200’ = Go-around Gate • continue to meet 1000’ and 500’ gate requirements Zone between 1000’and 200’ is “stabilization” zone. Focus on ensuring aircraft remains stable
76
CAT 2/3 general requirements
8.11.6.6 1. Airborne equipment from AOM is operating 2. Essential airport systems are operating (can assume this unless stated otherwise) 3. X-wind component does not exceed 15 KTS
77
Approach visibility requirements Outside of Canada
8.11.7.2 • Charted visibility is the minimum visit • ILS CAT 1 not authorized when ground Vis is less than 1/2sm. Below 1/2sm, RVR is required.
78
Approach Visibility Requirements in Canada
8.11.7.3 • Limited to ALS or applicable approach visibility requirements (whichever is HIGHER) • reductions to charted vis restricted to: - straight in mins only - autopilot and/or FD and/or HUD used to MDA/DA - Approved or Advisory Vert guidance to threshold is available - runway equipped with approach lighting - runway equipped with HIRL *see QRHN
79
For Approaches other than Cat 2/3 What/ when RVR is controlling ?
8.11.7.4 • When RVR A Is reported it is controlling. • If RVR A not available then RVR B is controlling • RVR C is not limiting • If RVR value is fluctuating, lowest value must be used. • need RVR A (or B, if A not available) for all approaches when ground viz below x 1/2sm (800m) • In Canada, absence of RVR then vis is controlled by: - Ground vis (METAR); then, - Tower vis; then, - Pilot vis
80
Pilot responsibilities during visual approach
8.11.8.1 • Separation from traffic instructed to follow • Wake Turb separation • NAV to final approach • Adhering to noise abatement
81
Visual Approach Requirements
8.11.8.1 • Cig min 1500’ AGL and 5sm viz (charted visual approaches with different published mins above or below supersede • maintain VMC • maintain vis separation from Traffic to follow • use and display NAV aids for intended runway • do NOT descend below 1000AGL until established on visual approach profile
82
Night Visual Approach limitations
8.11.8.1 • No night visual or contact approaches at mountainous airports (unless specified in Jepp 10-10 pages • do not deviate from published IFR routes and altitudes until within 10 nm of airport
83
Circling Approach limits/requirements/weather mins
8.11.6.8 • Not permitted to do circling or contact approach. • instead, do Visual approach.
84
Approaches requiring lateral moves below mins (ex LGA expressway visual) must be established on centreline by ?
8.11.10.1 300’ AAE
85
Info to pass with unserviceable ACARS on Arrival
8.16.6 - On and In times - Flight Time - Total Fuel on Board (KG or LBS) - Fuel Burn
86
Holding Speed Limitis
See QRH Norm At or below 6000’ = 200Kts Above 6000’- upto and inc 14,000’ = 230 Above 14,000’ = 265 (1.5 min legs)
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