Flashcards in ATPL JOHANNES Deck (53)
Policy and concepts?
Policy = Fly first / Assure safe and reliable operations / Achieve Efficient and effective operations / Promote standard and uniform operations
Concept = Task sharing / Crew co-ordination / Crew communication (keep it simple and easy to understand) / Monitor and crosscheck / Workload management / Discipline
B767 Touch Down zone?
750’ to 2000’ (227m to 610m); midway between first 2 TDZ markings to 3rd set ofTDZ markings
B767 Aiming Point?
1250’ (378m); just before aiming point markings
When is a G/A required?
When a safe landing is supposedly impossible, PM to call “GO AROUND”
Final judgement is at PIC (Captain) discretion, even if GO AROUND call made by PM
If airspeed is the reason for GA decision, guideline is if the average IAS is not continuously in the range of VREF to VREF+20 at the threshold, then G/A
3 types of takeoff's?
Normal T/O – brakes on, set 70% N1, release brakes, N1; effective method formaintaining directional control, especially on slippery runway
Rolling T/O – thrust to 70% N1, N1, with no brakes applied; recommended for strongcrosswind (>20kts) and tailwind (>10kts) to prevent engine surging; shortens T/O time but increase T/O distance by approx. 150’; makes directional control more difficult
Static T/O – brakes on, set 70% N1, N1 thrust reached, release brakes; less TODR and good directional control; in slippery conditions, a/c may slip and move even with full brakes on, increases chance of FOD, very noisy, pax discomfort
Climb performance gradients?
1st segment = positive climb / lift off to GEAR UP
2nd segment = 2.4% / GEAR UP to level off altitude (minimum 400’ AFE) / most limiting
3rd segment = 1.2% / acceleration level segment for flap retraction
4th segment = 1.2% / final speed climb at MCT to at least 1500’ AFE
Approach Climb = 2.1% / critical engine inop, gear UP, approach flaps, G/A thrust on remaining engine and speed not greater than 1.4 Vs1g
Landing Climb = 3.2% / all engines operating, gear DOWN, LDG flaps, speed not less than 1.23 Vs1g
Weight Limit by Tire Speed Limit and Brake Energy Limit?
For C2B2, limits not required to be checked unless CDL and MEL are applied as theselimits will not become restrictive under most stringent conditions
For C2B6, required to check the limits when flight plans are made as follows and when CDL's and MEL's apply – when airport pressure ALT at or below 2000’, TOW at or above 310.0 (T/W > 5kts) etc; when airport pressure ALT above 2000’, TOW at or above 280.0 (T/W > 5kts) etc
Brake energy limit more restrictive than tire speed limit
ECON climb – most economical weight based on TOW and CI 73 = 250/290/0.78
Max Angle climb – max climb gradient, use VREF30+80/0.77
Max Rate climb – reach cruise AT in minimum time, use FL UP man speed +50
High speed climb – used to shorten Block time, use 250/350/0.83
ECON cruise – most economical and functional speed based on CI 73 = 290/0.78
LRC – minimizes BOF, 99% of max range fuel mileage obtained
High speed cruise – used to shorten block time; use 350/0.83
ECON descent – most economical based on CI 73, uses 0.78/290/250
WX requirement for flight to be conducted?
DEP wx must be at or above T/O minima
DEST wx must be at or above LDG minima
ALTN wx must be at or above ALTN minima
Planning minima for T/O ALTN =
CAT II/III approach available – RVR/VIS CAT II/IIIminima; CAT I approach available – RVR/VIS CAT I minima;
NPA available – MDH CIG rounded up to nearest 100’, VIS for NPA;
CIRC available – MDH CIG rounded up to nearest 100’, VIS for circling
Planning minima for DEST ALTN =
CAT II/III approach available – CAT I minima;
CAT I approach available - MDH CIG rounded up to nearest 100’, VIS for NPA;
NPA available – MDH CIG rounded up to nearest 100’ +200’, VIS for NPA + 1000m;
CIRC available – MDH CIG rounded up to nearest 100’, VIS for circling
Preflight – IFR require 1 ALTN; if DEST weather forecast intermittently below LDG minima at ETA, require 2 ALTN unless 1 of the ALTN weather CIG greater than 1500’ and VIS greater than 5000m at ETA (then only require 1 ALTN)
Inflight – if DEST weather forecast less than LDG minima at ETA, need additional ALTN to continue towards DEST or if wx not forecast to improve at DEST and additional ALTN can’t be selected, must change DEST. These don’t apply if able to HOLD until wx forecast to improve at DEST or the ALTN wx at ETA indicates CIG greater than 1500’ and VIS greater than 5000m or the a/c diverts to the ALTN
Inflight – if ALTN weather forecast less than ALTN minima, select a new ALTN; don’t continue to DEST unless CIG greater than 2000’ or 1500’ added to DH/MDH and VIS greater than 5000m or 3200m added to min RVR/vis and flight to dest less than 6 hours; if neither of these options available the DEST to be changed, if ALTN can’t be selected without change to destination
Inflight – if both DEST and ALTN below company minima, select new DEST with new ALTN
Inflight – if DEST closed temporarily, may continue if no interference with safety of flight; change route if CB’s or turbulence or NAV facilities impact flight
If DEP wx less than LDG minima (with RVR at least 200m) or unable to return due curfew, require a T/O alternate. To be within 1 hour, 1 eng inop cruise speed (424nm); if destination within this distance then T/O ALTN not required. If the CIG reported below LDG minima but another a/c has landed, can assume it will be above minima; reported RVR/vis must still be above the LDG minima. The T/O ALTN weather must be at or above the ALTN minima specified in route manual
Minimum weather requirements?
T/O with T/O ALTN selected = SSP/LVP in use, HIRL and CL in use, 200/200/200RVR, CIG 0’;
SSP/LVP not in use, VIS 400m, CIG 0’
T/O without T/O ALTN = LDG minima (RVR must be >200m) LDG minima = NPA, CAT I , CAT II, CAT III; CMV not less than 800m
ALTN minima = Precision Approach – 600’/3200m; NPA – 800’/3200m
RNAV Route specifications and requirements?
M, Y, Z on charts; R or Z on the flight plan
Fukuoka FIR – RNAV 1 (SID/STAR/ENR),
RNAV 5 (SID/STAR/ENROUTE)
RNAV 10 (OCEANIC),
RNAV 2 (SID/STAR/ENR)
Equipment RNAV 1/2 = FMS + DME + IRS + GPS
Equipment RNAV 5 = FMS + DME + IRS + GPS + VOR
Equipment RNAV 10 = FMS + 2 IRS + GPS
May not continue the approach past a specified point if weather reported to be below LDG minima. Points are FAF, OM, 1000’ – specified in Route manual for each approach. The captain may commence an approach regardless of the weather but must notcontinue past the point unless weather reported to be above the landing companyminima
Does Approach Ban apply to crosswind exceedence? No, it applies to limits in operations manual regarding 500’ point
Converted Meteorological Visibility?
Can be used for CAT I and NPA straight in only. Not to be used for T/O, ALTN, Circling, CAT II/III. It is a value = to RVR. Take visibility and apply factor to get the RVR/CMV value. Lowest limit CMV = 800m. CMV shown for visibilities greater than 1600m
Seat Belt Policy?
Critical Phase – Departure = Block out to 5 mins after T/O; Arrival = 10 mins before LDG to Block in.
Flight crew to keep SB on at all times. Shoulder harness on for T/O, LDG, when ordered by captain.
Seat belt sign to be on during taxi, T/O, LDG, Turbulence anticipated or encountered, whenever captain deems necessary
FL290-410; 1000’ separation instead of 2000’Level off within 150’, don’t overshoot >300’Equipment = 2 x primary altimeters, 2 x ADC, 1 x ALT hold function of A/P, 1 x ALT alerting function (EICAS), 1 x SSR altitude reporting transponder Mode CAltimeter – Capt and F/O to be within 40’ on ground; both to be within 75’ ofelevation; both to be within 200’ of each other in the air
If becomes unserviceable, results in navigation becoming insufficient for DME/DME/IRU based operations (RNAV 1/2)If U/S, the max DME gap is 14nm and if this is the case, RNAV 1 and 2 operations N/A
RNAV primary navigation sensors?
RNAV 1/2 – DME/DME, DME/DME/IRU, GPS – SID/STAR/ENRRNAV 5 – DME/DME, VOR/DME, INS OR IRS, GPS – SID/STAR/ENR RNAV 10 – INS OR IRS, GPS - OCEANIC
Prior to flight – check mental and physical fitness of all crew; check NOTAMS,weather, weight and balance; safety of loading; quantity and quality of fuel and oil; condition of a/c and equipment; required documents; flight plan; crew briefing; inform jump seat occupants; hand carry items present; safety instructions given to pax by CAIn-flight – adhere to rules and procedures; normally manipulate controls from the left seat; direct and supervise all crew; revise Company clearance if required; comply with OM regarding assisting other a/c in distressPost flight – submit any required reports; direct crew and pax for CIQ if required; conduct crew de-briefing; notify maintenance if required
Full and final responsibility for safety of flight; responsibility of all POB and cargo;direct and supervise all crew; may delegate duties; not leave for rest unless Dep Captain relieves; ensure a pilot qualifies for airport in seat for T/O or LDG; on flight deck for T/O and LDG; if leaving fight deck, do handover; keep flight logbook and Gen Dec
OM 8 specifies for Captain reports to company or Air Safety report required by law
Full responsibilities during flight; flight = Departure time to Arrival timeFrom all doors closed for departure to any door open for disembarkation, the Captainmay take measures to restrain a person if necessary
Emergency during flight:
The Captain shall take every means necessary to secure PAX safetyIn the event of danger or danger is imminent, Captain must order PAX to evacuate
The relative power relationship between crewmembers in the cockpit; not too steep agradient is most effective, where the Captain still has command and leads theoperation and F/O not too overridden or too commanding
Areas of Responsibility:
PF – MCP, Alternate stab trim, parking brake, speed brake,PM – overhead panel, stab trim cut out, FCS, fire switches, CANCEL/RECALL switchesOther items are based on position convenience and accessibility
Use of the Warning Letter:
A measure for Cat 1 (violent behavior, damaging a/c, hijack) and Cat 3 (smokingother that in lavatory, shouting and making loud noise) to tell PAX behavior is unacceptable; not mandatory to issue if it is considered to worsen the situation; CA can verbally warn after getting Captain’s permissionIf do use letter, must advise ground crew and submit an air safety report