8.0 Flight Operations Flashcards

Question

What Does TERRAIN CLEARANCE CHECK -ENRTE ALT 16400 ISA TEMP P14C MTOW LIMITED 080.7 CONTACT FLIGHT DISPATCH FOR MTOW INCREASE mean?

Answer 1

The check determines that the MTOW has to be reduced to ensure that the aircraft is able to maintain at least 1,000 feet above the terrain. The MTOW displayed in the OFP Terrain Clearance Check section is equal to the maximum en route performance limited weight plus the fuel burn to that waypoint. **Flight Crews shall contact Flight Dispatch if the stated MTOW value is exceeded as a re-route may be required.** If Driftdown Escape Charts, Decompression/Driftdown Escape Charts or written procedures exist for that area, Flight Crew should refer the applicable chart in the event of a driftdown or decompression scenario.

Answer 2

If there is a delay of **two hours** or more to the original departure time, Flight Dispatch shall assess the conditions of the OFP and revise the OFP and refile if required. A new OFP shall also be issued if operational conditions warrant.

Answer 3

**YES** 1. The OFP shows a valid TAF for the selected** alternates** * You **Need 2 Alternate valid TAFS** 2. There are no known factors precluding a **safe landing** at the destination.

Answer 4

the fuel information on the new Inflight OFP **will only reflect the fuel required to destination plus the Final Reserve and Alternate** fuels and does not include any additional fuels that were originally boarded. It will be necessary, in these situations, for Flight Crews to refer to both the original and Inflight OFP’s to reconcile the correct remaining fuel amounts.

Answer 5

1. Before take off, its co-authority between the dipatcher and the PIC 2. After take off the PIC has the sole discrection of fuel managment

Answer 6

Protected Fuel: Fuel amount planned to be available over a specific point (e.g., over destination, over alternate, etc.). Fuel will be burned carrying the weight of the protected fuel. * ALTN * CONT 5 MIN * ETOPS * SDTO * SUPP * RESERVE * NAIFR SAP

Answer 7

Fuel boarded with the assumption that some of it will be consumed en route as a result of carrying its own weight.

Answer 8

Fuel boarded for anticipated air traffic delays, such as holding, vectors, early descents, slow downs, routing changes, and traffic volume.

Answer 9

Fuel boarded for anticipated enroute meteorological conditions, including turbulence. In some instances, **fuel for anticipated weather related ground delays may also be included in this fuel** with an associated explanatory comment in the DX RMKS section of the OFP. Because ETOPS fuel is no longer required **after the ETOPS Exit Point,** ETOPS fuel may be used in place of Additional Fuel required for anticipated delays that occur after the ETOPS Exit point. **This substitution shall be indicated with an associated explanatory comment in the DX RMKS section of the OFP.**

Answer 10

ALTN fuel is based on a Cost Index of 0 and the distance the aircraft will travel from the threshold of the planned landing runway at the destination airport to the planned landing runway of the alternate airport via the published SID, enroute, and STAR routing. The vertical profile including the missed approach is considered in calculating fuel requirements.

Answer 11

**ALTN Fuel may be consumed without proceeding to the alternate when, in the Pilot-in-Command’s best judgment**, the aircraft can be landed safely at the destination airport. In deciding whether to proceed to an alternate or to consume a portion of ALTN in order to land at the destination airport, the Pilot-in-Command should consider the following factors at both destination and alternate airports:. * The availability of more than one usable runway; and * Forecast and actual weather; and * Traffic congestion; and * Any other factors that may delay the aircraft’s landing. **Flight Dispatch must be advised as soon as practicable, and a FOHR should be filed.**

Answer 12

BURN fuel is based on the distance the aircraft will travel from the take-off point on a specified runway to the destination runway via the planned SID, enroute and STAR routing. The vertical profile is considered in calculating fuel requirements.

Answer 13

**A FOHR should be filed **if actual fuel burn is significantly greater than the planned burn.

Answer 14

Contingency fuel (CONT) is the fuel required to compensate for factors that could not be foreseen during flight planning. Although CARs only require CONT on International flights, Air Canada Rouge voluntarily applies a consistent Contingency Fuel Policy for all operations; Domestic and International.

Answer 15

CONT is normally calculated using ICAO recommended Analyzed Contingency Fuel (ACF) methodology. * It's an average of the fuel Burn for that specific route, based on historical data. * Its a fixed value * If there is no stats, then 5% CONT will be used

Answer 16

**Yes ** CONT may be used any time after pushback due to unforeseen delays, however, the flight shall not take-off with less than CONT 5 MIN.

Answer 17

Standard Diversion Time Operations (SDTO) Fuel SDTO fuel is boarded when fuel is needed to ensure the planned flight fuel for SDTO route segment(s) is sufficient to: * Allow for a descent at any point along the route to the lower of the one-engine-inoperative service ceiling or 10,000 feet ASL, and * Cruise at the one-engine-inoperative service ceiling or 10,000 feet ASL to an adequate airport and: ◦ conduct an approach and missed approach, and ◦ hold for 30 minutes at an altitude of 1,500 feet above the airport elevation.

Answer 18

1. Tanker (TKG) * Fuel boarded in accordance with the LIDO Tankering Program for commercial reasons. 2. Operational (OPN) * Operational fuel (OPN) is normally the extra fuel requested by the **Pilot-in-Command **for known or forecasted factors on the day-of-flight which, in his/her best judgment, have not been adequately accounted for by the planned fuel. 3. Extra Fuel on-board (XFOB) * This occurs in cases where fuel has been pre-boarded and a FIN swap takes place.

Answer 19

When ordering OPN fuel, the Pilot-in-Command shall **request OPN in one minute increments.** * **Voyage Report **

Answer 20

Fuel to satisfy MEL requirements

Answer 21

MEL fuel **may** be consumed after take-off for purposes other than those planned for, but Flight Dispatchers and the Pilot-in-Command shall not plan to burn this fuel for other purposes at the flight planning stage.

Answer 22

This fuel is boarded for a missed approach and a second approach at the destination airport. * NAIFR SAP is 1**2 minutes** of fuel, calculated using the estimated landing weight at 1,500 feet ASL in ISA conditions. 12 minutes of fuel, calculated using the estimated landing weight at 1,500 feet ASL in ISA conditions added when operating without a Destination Alternate.

Answer 23

RESERVE is the fuel required to hold for 30 minutes at the destination airport, at the estimated landing weight and 1,500 feet ASL in ISA conditions. It is protected to the destination for NAIFR flights and to the destination alternate for all other flights. The Pilot-in-Command shall continually ensure that the amount of usable fuel remaining on-board is not less than the fuel required to proceed to an aerodrome where a safe landing can be made with the planned Reserve fuel

Answer 24

No but if you do file an FOHR

Answer 25

****Supplementary Fuel is an incremental amount of fuel to ensure that a planned minimum amount of fuel is available over destination. **This “top-up” ensures that a specified minimum EFOB will be available over destination **and may be set in LIDO per AOM guidance. If the EFOB over destination during flight planning falls below this specified amount, SUPP is automatically added to bring the EFOB over destination up to the specified amount.

Answer 26

Taxi fuel amount that is statistically determined using historical taxi data for the departure airport, using all-engines taxi fuel flow * Fuel for taxi-in after landing is **not** included in the fuel plan.

Answer 27

**Yes** Fuel Totals are generated by adding all the exact fuel category values and then **rounding the value**

Answer 28

This is sum of all fuel categories that constitute the minimum planned fuel required from start of takeoff to landing in accordance with the Air Canada Rouge Fuel Policy

Answer 29

This is the planned weight of fuel on-board at the start of take-off. It is the sum of FLIGHT FUEL and Extra fuel.

Answer 30

The BLOCK fuel value is generated by adding all of the fuel category values shown in the PLANNED FUEL section of the OFP. It is the sum of FLIGHT FUEL, Extra fuel, and TAXI fuel.

Answer 31

MIN T/O FUEL is the sum of BURN, RESERVE, MEL, CONT 5 MIN, NAIFR SAP, ALTN, ETOPS and SDTO fuel values.

Answer 32

Flight Crews shall ensure that at least th **MIN T/O FUEeL** specified in the OFP is onboard.

Answer 33

* It becomes apparent that there will be **less than BLOCK fuel** on-board at pushback. * It becomes apparent that there will be l**ess than FLIGHT FUEL** at the start of take-off.

Answer 34

Revised fuel plan** shall** be coordinated in consultation with Flight Dispatch.

Answer 35

The Pilot-in-Command shall advise ATC of a minimum fuel state by declaring “MINIMUM FUEL” when, having committed to land at a specific aerodrome (i.e., o**perating NAIFR or having dropped the alternate**),

Answer 36

The flight will land with less than Reserve

Answer 37

If it is not possible to contact Dispatch in a timely manner, commencing pushback without Extra fuels and a portion of Additional fuels is permitted provided the Pilot-in-Command is satisfied that the remaining fuel is sufficient for the flight. Foreseeable delays due to weather, ATC, and any other conditions that could delay the landing of the aircraft shall be considered. Dispatch shall be advised as soon as possible.

Answer 38

A take-off alternate is required when: 1. The take-off will be conducted in visibility that is **less than the Standard Take-off Minima of RVR 2600 or 1/2 statute mile**, or 2. The reported weather is below the landing minima (ceiling and/or visibility) that would allow an immediate return for landing on the departure runway or another suitable runway at the aerodrome of departure. **CAT II or CAT III limits cannot be used in determining this landing minimum.**

Answer 39

* In the case of a twin-engine aircraft, within the distance that can be flown in** 60 minutes at the one-engine-inoperative cruise speed (calculated with zero wind)*** * In the case an ETOPS approved twin-engine aircraft, within the distance that can be flown in **120 minutes at the one-engine-inoperative cruise speed (calculated with zero wind)**.

Answer 40

* 60 - 367NM * 120 ETOPS - NA At 320 IAS OI Cruise Speed

Answer 41

At the **end**

Answer 42

at the **beginning**

Answer 43

1. Flights up to **6 hours** * must take off from North American, the Caribbean islands, or Bermuda * must be landing within North America 2. Flights from **6-8 hours** * must take off from and land within North America * between 4-6 hours from the destinaation, you must check with Dispatch to make sure NAIFR is still acceptable

Answer 44

2,000 and 3SM

Answer 45

1000-3 above the FAF ALT or 1500-6SM

Answer 46

Two Sepeate runways and two suitable IFR approaches?

Answer 47

In aviation, **PANS-OPS** stands for **Procedures for Air Navigation Services - Aircraft Operations**. It refers to the rules and guidelines established by the International Civil Aviation Organization (ICAO) for designing instrument flight procedures, such as approach, landing, and departure paths at airports. The PANS-OPS standards ensure that aircraft operations are conducted safely, particularly in poor visibility conditions, by providing specific criteria for flight paths. These procedures take into account obstacle clearance, weather conditions, and other flight safety factors to prevent collisions with terrain or obstacles during different phases of flight.

Answer 48

**TERPS** stands for **Terminal Instrument Procedures**. It is a set of criteria and guidelines used by the United States for designing and evaluating instrument flight procedures, similar to ICAO’s PANS-OPS. TERPS is managed by the Federal Aviation Administration (FAA) and provides the framework for ensuring safe and efficient instrument approaches, departures, and enroute operations for aircraft. Both PANS-OPS and TERPS serve similar purposes, but TERPS is specific to the U.S., while PANS-OPS applies internationally under ICAO standards. The two systems have slight differences in their design criteria, but they share the same overall goal: ensuring obstacle clearance and safe navigation in controlled airspace.

Answer 49

Under normal conditions the APU should be started approximately **15 minutes prior to pushback.** If passenger comfort is a concern prior to this operate the APU with reduced loading as per the AOM (i.e., generator OFF or one pack OFF).

Answer 50

Under certain conditions ground vehicle emissions may enter aircraft cargo holds and activate cargo fire or smoke detection systems. Discharging of aircraft cargo hold fire suppressants under these circumstances may not be appropriate and may cause harm to ground personnel.

Answer 51

The tag is attached in such a manner that it is clearly visible to personnel working in the area and will show the **name and employee number of the person conducting the work.** Maintenance in Progress Card will be **draped over the thrust lever quadrant** to indicate that Maintenance is working on the aircraft. T 1. If power is off the aircraft and the Warning - Maintenance in Progress Card is over the thrust lever quadrant no part of any flight deck control shall be touched prior to speaking to the Maintenance person listed on the tag or a Maintenance Supervisor; or 2. If power is on the aircraft and a Warning - Maintenance in Progress Card is over the thrust lever quadrant the Flight Crew may proceed with checks as long as: a. No hydraulic systems are turned on or actuated; and b. No engines (including APU) are started or motored; and c. No flight control systems are turned on or actuated; and d. No fuel systems are turned on.

Answer 52

CBSA will complete a Notice of Customs Inspection (K158) form and give it to the Air Canada Rouge mechanic that monitored the inspection. Should CBSA complete this inspection without an Air Canada mechanic present, CBSA will complete the form and leave it in the flight deck. Flight Crews that observe a Notice of Customs Inspection (K158) form on the flight deck indicating that panels were removed or manipulated shall liaise with maintenance at the station to confirm the inspection panels affected are secured properly prior to flight.

Answer 53

Aircraft **Journey Log** (ACF619) and the **Aircraft Defect Log** (ACF619-1)

Answer 54

review the Cabin Defect Log prior to departure.

Answer 55

legible, printed in block letters, entered in permanent dark ink (Blue or Black ballpoint pen)

Answer 56

1. strike out the incorrect entry so that the underlying information remains legible; 2. **add the initials and employee number** of the person applying the correction; 3. add a date if the correction was made on a date that is different from the log page date.

Answer 57

UTC, date entries are local date.

Answer 58

local time.

Answer 59

even if the aircraft is not operated.

Answer 60

be recorded in the Aircraft Defect Log.

Answer 61

Flight Dispatch and MOC be made aware of aircraft defects, that affect airworthiness in a timely manner.

Answer 62

MEL and an authorization number (also known as a MDDR number - refer to MEL Preamble) obtained by contacting MOC through Flight Dispatch.

Answer 63

MDDR (Maintenance Defect Deferral Report)

Answer 64

must be advised so they can make appropriate arrangements. If this occurs at a station where local maintenance is provided by Air Canada personnel, local maintenance may be contacted to conduct the required maintenance action.

Answer 65

Flight Dispatch.

Answer 66

not permitted.

Answer 67

ACARS SNAG transaction **only.** Flight Dispatch is copied on all ACARs messages sent via this method and all subsequent replies. An Aircraft Defect Log entry shall also be made when time permits.

Answer 68

Aircraft Defect Log The **pink** page of the three page set remains in the Aircraft Defect Log to determine the current deferred defects. Deferred defects shall be carried forward (transferred) to a new Aircraft Defect Log when the current pad is depleted. It is not necessary to repeat the defect unless significant additional information is included in the entry.

Answer 69

there has been a discovery of an** error** (minor or editorial) in a particular MEL item as shown in the current document that will be corrected at the next revision cycle.

Answer 70

defects requiring repetitive inspections are tracked enabling the rapid identification should a deterioration of the defect occur (e.g., windshield delamination, minor fuel leaks, oil consumption, etc.).

Answer 71

Section 10 of the Aircraft Journey Logbook by MOC.

Answer 72

advised as soon as possible. The Pilot-in-Command shall advise Maintenance using the ACARS as soon as possible of any defect.

Answer 73

Aircraft Defect Logbook

Answer 74

1. Aircraft Journey Log; and 2. Aircraft Defect Log; and 3. Aircraft Documents Pouch; and 4. On-Board Library; and 5. Cabin Defect Log (Passenger Aircraft only).

Answer 75

1. Certificate of Airworthiness; and 2. Certificate of Registration; and 3. Aircraft Radio License; and 4. The Certificate of Noise Compliance is included in all Certificate of Airworthiness issued after May 1992.

Answer 76

an entry in the Aircraft Defect Log shall be made. If the document pouch seal is found broken the contents shall be checked against the above list. The aircraft may depart provided the Certificate of Airworthiness and Certificate of Registration are present. Flight Crews shall make an appropriate Aircraft Defect Logbook entry to report any other missing item

Answer 77

should be monitored until departure time.

Answer 78

a. Three flight attendants will always be required on the A319 irrespective the number of passengers; and b. Four flight attendants are required on the A320 irrespective the number of passengers; and c. Four flight attendants are required on the A321 irrespective the number of passengers;

Answer 79

In this case the maximum number of passengers permitted onboard is limited to 50 per Cabin Crew Member.

Answer 80

In this case the maximum number of passengers permitted onboard is limited to 50 per Cabin Crew Member.

Answer 81

**qualified Rouge flight attendant** (e.g., Rouge IFS gate support) or qualified Rouge IFS management personnel is available as they can be counted towards the minimum crew complement required for boarding.

Answer 82

the In-Charge Flight Attendant about relevant aspects of the flight.

Answer 83

signing the bottom of the Cabin Crew Emergency Positions form and submitting the completed form to the Pilot-in-Command.

Answer 84

1. Anticipated Weather; and 2. Flying Conditions, Flight Time & Altitudes; and 3. Review of selected Communications procedures (e.g., Designated common language to be used, PA Translation Requirements, etc.); and 4. Review of selected emergency, safety & security procedures. (e.g., Review of Flight Deck Access procedures, IFSO’s, Disruptive Passengers, Event/Issue Reporting, etc.); and 5. The location of the Captain's AMK key. **In addition, the following shall be briefed as applicable to the flight:** 1. First Flight of Day (FFOD); and 2. Aircraft unserviceable equipment affecting passengers; and 3. Cabin defect log entries; and 4. Presence of any flight deck jumpseat occupants. Not all jumpseat occupants are in possession of RAICs (e.g., Contract Simulator Instructors, CASIs). If adequate ID credentials cannot be conspicuously displayed ensure that other crew members or IFSOs (if present) are adequately briefed ; and 5. Estimated taxi time ; and 6. Information relating to flight crew rest & meals (e.g., meal service and planned rest periods, unnecessary noise in the vicinity of rest facilities, etc.); and 7. Customs documentation; and 8. Verify that the required potable water is on-board. Refer to Potable Water Fill Guide in the AC P-EFB app or S4A Smart SUITE under Flight Operations / Reference and Policy Information ; and 9. If the life vest portion of the safety demonstration is required per item 2. in 8.2.8.4 - Passenger Briefing.

Answer 85

a. Ability to bring any safety concerns to the attention of Cabin Crew; and b. Seat belts; and c. Escape path lighting; and d. Emergency exits; and e. Safety features card; and f. Oxygen; and g. No-Smoking Policy; and h. Lifevests (when applicable).

Answer 86

The safety demonstration shall be completed by Cabin Crew immediately after the seat belt sign is switched off after take-off. In case the safety demonstration has not been completed, the In-Charge Flight Attendant** shall** advise the Flight Crew.

Answer 87

after take-off prior to the over water portion of the flight.

Answer 88

**50 nautical miles from shore** such as, but not limited to: a. To and from overseas (Atlantic and Pacific); and b. To and from Caribbean; and c. To and from Mexico; and d. On North and South American coastlines; and e. To and from YYT; and f. Between YHZ and IAD, DCA, EWR, LGA, or to the U.S. East Coast.****

Answer 89

advise STOC of the missing item and follow STOCs direction regarding whether the flight **should hold or not** for the missing item.

Answer 90

all provisions of the FOM including minimum Cabin Crew complement.

Answer 91

1. Air Canada Rouge employees; or 2. Dependents of an Air Canada Rouge employee; or 3. Persons per 8.2.10.2 - Supernumeraries. Any person referred to above shall **have unobstructed access** to either the flight deck or to an emergency exit. Refer to 11.7.2 - Eligibility. When required, the Pilot-in-Command is responsible that a passenger manifest is completed.

Answer 92

* procedures to establish communications with the Flight Crew for any persons not seated in the Flight Deck; and * any intercommunication and galley equipment; and * the securing of seat backs and tray tables for take-off and landing; and * use of seatbelts and adherence to seat belt sign and no smoking policy; and * the location and use of safety equipment; and * the location and use of emergency oxygen equipment; and * the location and use of emergency exits and egress procedures; and * for extended overwater operations, the location and use of life rafts; and * if applicable, information relevant to cargo being transported in the passenger cabin.

Answer 93

1. Eligibility a. An Air Canada Flight Crew member or Flight Attendant for the purpose of: * conducting an evaluation; or * crew training; or * aircraft or route competency. b. An AME or Loadmaster for the purpose of: * performing assigned aircraft safety duties; or * training or evaluation in respect of aircraft safety duties; or * traveling to or from an assignment in respect of aircraft safety duties. 2. Authority: The Senior Vice President, Flight Operations or delegate, shall provide ADC status authorization. Management Pilots may authorize their own status as ADC. 3. Registration: **Flight crew members shall register with Crew Scheduling a minimum of two hours prior to flight departure for ADC status.**

Answer 94

onboard and is **not** classified as a passenger by Air Canada Rouge.

Answer 95

1. Persons whose presence on board a cargo aircraft is necessary for the safe handling of animals or dangerous goods, the security of valuable or confidential cargo, the preservation of fragile or perishable cargo, or the handling of cargo; or 2. A person described in item 1 above, who is traveling to or from an assignment; or 3. Inspectors, auditors, or observers with expertise related to the aircraft or its crew members authorized by Air Canada Rouge or Transport Canada to be on-board the aircraft in the performance of their duties (e.g., Transport Canada CASI, IOSA auditor, or LOSA observer). Supernumeraries shall not impede any crew member in the performance of their duties.

Answer 96

**zero groove depth in the center groove(s)** or **with no more than a total of three linear inches **of reinforcing fabric exposed per tire. Tire(s) with this wear condition shall be recorded in the Aircraft Defect Log.

Answer 97

Bump Inspected Now GO (BINGO) decal adjacent to each recorded defect that may be discovered again during line operations. The BINGO decal will be placed near the damaged area and identifies the applicable defect number. **An appropriate entry into the Aircraft Defect Log shall be made identifying any new damage.**

Answer 98

Flight crews should enter a defect in the Aircraft Defect Log and contact local Maintenance if windshield cleaning is required unless directed otherwise in the Airport 10-10 page.

Answer 99

**shall not be started or shut down while pressure fueling** procedures are in progress except where permitted and in accordance with the AOM. **If the APU is shut down for any reason during fueling it shall not be restarted until****** the flow of fuel has ceased and there is no risk of igniting fuel vapors.

Answer 100

not be operated while fueling is in progress.

Answer 101

not required to be on-board when fueling is conducted.

Answer 102

1. **Stairs, airstairs,** a bridge, or a PTV shall be positioned at the main passenger door from which boarding or deplaning is done. The door shall remain open and free of obstruction for the immediate use by aircraft occupants as necessary; and 2. The seat belt sign **shall be OF**F and the No Smoking sign shall be ON; and 3. When on-board the **Flight Crew shall monitor the service interphone system and STOC** or the station on the appropriate VHF; and 4. In the absence of direct service interphone or VHF communications, aural or verbal signals, hand signals, or accessing the aircraft stairs may be the most appropriate means to initiate communication; and 5. The **Flight Crew shall inform the In-Charge Flight Attendant if they are leaving the aircraft**; and 6. The emergency lighting system shall be **ARMED, ON, or available to the Cabin Crew; and** 7. Fueling shall be **suspended when lightning discharges within approximately eight kilometers** of the airport or under the direction of an airport authority; and 8. The number of flight attendants on-board **shall not fall below the minimum requirement for Cabin Crew complement;** and 9. T**he Cabin Crew shall report to the Flight Crew** (or Ramp Supervisor or Lead Station Attendant in the absence of Flight Crew) any conditions that may be a hazard, **such as a fuel spill or presence of fuel vapors in the cabin; and** 10. A sufficient area below the designated fueling emergency exits and a clear path from each of the designated emergency exits away from the aircraft shall be kept free from obstruction to allow unrestricted use of the exits (including the deployment of the emergency escape slides) in order to evacuate passengers. Where obstructions are deemed to be interfering with this requirement, Flight Crew should advise STOC or available ground staff to rectify the situation; and

Answer 103

most amount of fuel from the destination will be the filed alternate. The alternates requiring lesser amounts of fuel will be noted as INFO ALT on the OFP.

Answer 104

commercial requirements would be enhanced by adding an additional suitable alternate. F**uel is boarded to proceed from the destination to the VIA alternate for an approach and then to proceed to the destination alternate**.

Answer 105

be selected on at night.

Answer 106

Not be on-board, enter, or depart the aircraft during fueling with an engine operating.

Answer 107

Another means of identifiable fuel uplift quantity or verification of the reliability of the aircraft fuel indicating system may be acceptable.

Answer 108

enter the data into the ACARS to complete the fuel uplift check. If there was no uplift (no fuel required), **a quantity of 0** shall be entered in the ACARS fuel check.

Answer 109

**reasonable** attempts should be made to determine the source of the error. The ACARS Fuel Check does not compare the FOB with the OFP BLOCK fuel.

Answer 110

not make requests for additional fuel beyond the OFP amount directly to the fuel agent.

Answer 111

MLW and MTOW shall not be exceeded and advise Load of the excess fuel. If the flight is planned close to MTOW this advice will prevent boarding of payload beyond that originally planned.

Answer 112

be phoned to MOC who will perform the maintenance calculation. If MOC cannot be contacted the Pilot-in-Command may act to ensure that the second independent calculation is performed.

Answer 113

1. Shall: a. **Cease fueling** immediately; and b. **Advise Flight Dispatch, ATC, and the Cabin Crew;** and c. **Deplane passengers** if a **major fuel spill occurs** (a major fuel spill is a fuel spill exceeding 1.5 meters in any direction or exceeding 12 millimeters in depth); and d. Ensure passengers are kept well clear of the spill area. The APU should not be started or shut down unless specifically instructed otherwise by AOM. APU loads (i.e., bleed and electrical) should be reduced in order to reduce operating temperatures.

Answer 114

**FWCF**. This will result in an approximate weight of the fuel boarded.

Answer 115

authorized WAT Data.

Answer 116

“**PERF**” module in S4A Smart SUITE or **Dispatch.**

Answer 117

WAT data is available. Available intersections are listed on 10-10 or Company NOTAM.

Answer 118

a longer take-off distance available, or from the threshold.

Answer 119

it is a normal practice for that runway.

Answer 120

should not be planned or accepted unless no practical alternative exists. Oblique angle departure points are identified in the Jeppesen 10-10 “Runway Departure Points Available in WAT” tables with a **⦦ symbol.**

Answer 121

1. No credit may be taken for LPV or LP minima; and 2. Credit may be taken for LNAV/VNAV minima if the aircraft is authorized and equipped with a BaroVNAV system; and 3. Credit may be taken for LNAV minima.

Answer 122

**WAT data **is available. Available intersections are listed on 10-10 or Company NOTAM.

Answer 123

the visibility is lower than standard take-off minima unless it is a normal practice for that runway.

Answer 124

not be planned or accepted unless no practical alternative exists. Oblique angle departure points are identified in the Jeppesen 10-10 “Runway Departure Points Available in WAT” tables with a** ⦦ symbol.**

Answer 125

a. The “ARRIVAL” section under the heading “Missed Approach” in the 10-10 for those approaches containing Missed Approach Climb Gradients that have been assessed at weights above MLW; otherwise b. The “ENGINE OUT PROCEDURE” contained in the “DEPARTURE” section of the 10-10 pages.

Answer 126

**28 days.**

Answer 127

**Air Canada Tab of the Jeppesen Route Manual, FMS/FMGS Database Information. **Generally the data base can be changed on the Thursday morning, local time, of the day in which the effectivity takes place. A data base shall not be changed in flight.

Answer 128

temperature deviation as shown on the OFP

Answer 129

be resolved prior to departure.

Answer 130

be verified using degrees and minutes displayed on the FMC.

Answer 131

**3 degrees **or less may result from equipment manufacturer’s application of magnetic variation and are operationally acceptable as long as the crosscheck indicated in this paragraph has been completed and no other anomalies are observed. **A difference of one degree is acceptable **when the crosscheck is conducted in True. Refer to the AOM for detailed user defined waypoint verification procedures.

Answer 132

be set in accordance with the AOM.

Answer 133

baggage reconciliation is required