Captain Upgrade Flashcards
1
Q
No person will act as a flight crewmember, flight attendant, flight instructor, aircraft dispatcher, ground security coordinator, aviation screener, air traffic controller, or perform aircraft mainte- nance / preventative maintenance duties:
A
(1) While under the influence of alcohol or drugs of any kind, or under the residual effects of alcohol or prescription drugs, that might affect the performance of duties.
(2) Within eight hours after consumption of any alcoholic beverage.
(3) While having a 0.04% by weight or greater alcohol in the blood content.
NOTE Mesa Airlines, Inc. company policy prohibits any employee from per- forming safety/security sensitive duties while having a 0.02% by
weight or greater alcohol in the blood content.
2
Q
Medical Examinations and Medical Certificate (FAR 121.383 and 61.23)
A
A crewmember’s FAA Medical Certificate that expires in a given month must be renewed by the 25th day of that month unless prior arrangements are made with the Chief Pilot’s office. It is the crewmember’s responsibility to send a legible copy of the new medical certificate to the Manager of Crew Qualifications no later than the 25th day of the month, 23:59 PHX time (unless prior arrangements have been made with the Chief Pilot’s office). It is recommended that the pilot contact the Manager of Crew Qual- ifications to ensure that the certificate copy has been received. Failure to provide a cur- rent medical certificate to Mesa Airlines, Inc. without an extension granted by the crewmember’s supervisor will result in immediate suspension of the pilot from active line status.
3
Q
The Pilot-in-Command (PIC) and the aircraft dispatcher are jointly responsible for the preflight planning, delay and dispatch release of a flight in compliance with the Federal Aviation Regulations and the MASA036A Operations Specifications.
A
True
4
Q
The aircraft dispatcher is responsible for:
A
(a) Monitoring the progress of each flight.
(b) Issuing necessary information for the safety of the flight.
(c) Canceling or redispatching a flight, if in the opinion of the aircraft dispatcher or the PIC, the flight cannot operate or continue to operate safely as planned or released.
5
Q
The PIC of an aircraft is responsible for:
A
a) The command of the aircraft and crew and the safety of the passengers, crew- members, cargo and airplane.
(b) The full operational control and authority in the operation of the aircraft without limitation over other crewmembers and their duties during flight time, whether or not the PIC holds valid certificates authorizing the performance of the duties of those crewmembers.
(c) In-flight Security Coordinator for all in-flight events.
(d) The PIC is responsible for continuously monitoring navigational performance and verifying present position, by using navigational accuracy, including RNP, FMS alert and/or navigational radio accuracy checks (IOSA FLT 3.11.1).
(e) The PIC is responsible for monitoring weather information during en route phase of flight, to include current weather and forecast for destination airport, or any alternate airport as required (IOSA FLT 3.11.5).
6
Q
Definition of Operational Control
A
Operational control is defined as “the exercise of authority over initiating, conducting, and terminating a flight.”
7
Q
Flight Duty Period (FDP)
A
Flight Duty Period (FDP) means a period that begins when a flight crewmember is required to report for duty with the intention of conducting a flight, a series of flights or positioning or ferry flights, and ends when the aircraft is parked after the last flight and there is no intention for further aircraft movement by the same flight crewmember. A FDP includes the duty performed by the flight crew on behalf of Mesa Airlines, Inc. that occurs before a flight segment or between flight segments without a required interven- ing rest period. Examples of tasks that are part of the FDP include deadhead transporta- tion, training conducted in an aircraft or flight simulator and airport/standby reserve, if the above tasks occur before a flight segment or between flight segments without an intervening rest period.
8
Q
Theatre
A
Theater means a geographical area in which the distance between the flight crewmem- ber’s FDP departure point and arrival point differs by no more than 60° longitude.
9
Q
Acclimated
A
Acclimated means a condition in which a flight crewmember has been in a theater for 72 hours or has been given at least 36 consecutive hours free from duty.
If the flight crewmember is not acclimated:
(a) The maximum FDP in the FDP Table in this section is reduced by 30 minutes.
(b) The applicable FDP is based on the local time at the theater in which the flight crewmember was last acclimated.
10
Q
Augmented
A
Augmented flight crew means a flight crew that has more than the minimum number of flight crewmembers required by the airplane type certificate to operate the aircraft to allow a flight crewmember to be replaced by another qualified flight crewmember for in- flight rest.
11
Q
Mesa Airlines, Inc. may not schedule and no flight crewmember may accept an assign- ment if the flight crewmember’s total flight time will exceed the following:
A
(a) 100 hours in any 672 consecutive hours; or
(b) 1,000 hours in any 365 consecutive calendar day period.
12
Q
Mesa Airlines, Inc. may not schedule and no flight crewmember may accept an assign- ment if the flight crewmember’s total FDP will exceed:
A
(a) 60 FDP hours in any 168 consecutive hours; or
(b) 190 FDP hours in any 672 consecutive hours.
13
Q
Crew scheduling
A
Flight crewmembers are required to be available for duty at all times except during scheduled rest periods or vacations. No crewmember will be scheduled for, or accept, any flight duty time that exceeds the standards set forth by FAR 117.
All crewmembers are required to be either on the aircraft or at the departure gate 45 minutes prior to the first scheduled departure
Captains who are awarded trips as captain by bid line or open-time will be designated as Pilot-in-Command (PIC) by crew scheduling and will be listed as Pilot-in-Command on the System Operations Control spreadsheet and in the FLIFO computer message (FAR 121.385). Reserve captains will fly as first officer if assigned a trip with a line hold- ing or open time awarded captain.
In the event two reserve captains are simultaneously assigned a trip, the senior captain will be designated as Pilot-in-Command (PIC) by crew scheduling and will be listed as Pilot-in-Command on the System Operations Control spreadsheet and in the FLIFO computer message (FAR 121.385).
For operations under FAR 121, either the PIC or SIC must have at least 75 hours of line oper- ating flight time in that aircraft type. Deviations from this requirement may only be granted by an amendment to the Mesa Airlines, Inc. Operations Specifications A005.
14
Q
- Flight Deck/Ground Crew Coordination
2. Flight Deck/Cabin Crew Coordination and Signals
A
- It is the responsibility of the PIC to brief the ground crew of aircraft servicing requirements and other non-standard procedures required to ensure a safe and timely departure from the gate area.
NOTE If an MEL item exists concerning a cargo door closure device or a cargo door indicating light, the PIC will brief the ground crew to notify the flight crew any time the door latching system is either opened or closed. - Safe and efficient flight operations depend on good communication and coordination between flight crew and cabin crewmembers. The flight attendant(s) will rely on the flight crew for infor- mation to keep passengers abreast of weather, turbulence, delays and routines such as take- off and landing. In abnormal or emergency situations, the flight attendant(s) will look to the flight crew for information to keep passengers adequately briefed regardless of the magnitude of the problem. Ultimately, the flight crew must be ready to brief passengers directly. One PA announcement from the flight deck could make the difference between order or chaos in an emergency. The flight attendant receiving abnormal and emergency information from the flight deck is expected to communicate that information with the remaining flight attendant (on applicable aircraft).
15
Q
Preflight briefing
A
All crewmembers must be present for the preflight briefing. Preflight briefings should include all FAMs, LEOs or non-mission status FFDO who are transporting or carrying a weapon on the flight.
The briefing will be conducted as follows:
1. Full briefing 2 abbreviated briefing 3. Briefing components 4. Mission planning 5. Aircraft specific information 6. Security information
16
Q
Full Briefing
A
1 First flight of the day
2 Crew change
17
Q
Abbreviated briefing
A
1 All subsequent flights with the same crew.
2 Aircraft swap.
3 Changes in forecasted weather specific to the flight leg.
18
Q
Briefing components
A
(a) Crew coordination
1 Introductions (FULL).
2 Verification of crewmembers with release (FULL/ABBREVIATED).
3 Passenger load expected/expected passenger distribution (FULL/ABBRE- VIATED).
19
Q
Mission planning
A
1 Flight time (FULL/ABBREVIATED).
2 Anticipated delays (FULL/ABBREVIATED).
3 Anticipated turbulence (FULL/ABBREVIATED).
4 Anticipated weather (enroute, destination) (FULL/ABBREVIATED).
5 Special equipment in use/to be used (FULL/ABBREVIATED).
20
Q
Aircraft specific information
A
1 Repairs (FULL/ABBREVIATED).
2 MEL (FULL/ABBREVIATED).
3 Cabin equipment preflight status (FULL/ABBREVIATED-IF AIRCRAFT SWAP).
21
Q
Security information
A
1 Passenger manifest review (LEO/SSR) (FULL/ABBREVIATED).
2 FFDO on mission (FULL/ABBREVIATED).
3 Security directives/alerts (FULL/ABBREVIATED).
4 Password (in the event of peephole malfunction) (FULL/ABBREVIATED).
NOTE On E-175 aircraft only, the captain must establish a pass- word to be used by crewmembers only in the event the
peephole becomes inoperative. 5 Question/answer (FULL/ABBREVIATED).
22
Q
See Something, Say Something
(a) The phrase, “I have a concern,” should require the attention and consideration of all affected crewmembers. All interactions between crewmembers should be based on the CRM cornerstone: Authority with Participation; Assertiveness with Respect.
(b) When addressing concerns, crewmembers should remember the five steps of making an assertive statement:
A
1 Opening.
2 Statement of concern.
3 State the problem.
4 Propose a solution.
5 Achieve an agreement.
23
Q
The PIC will ensure that flight attendants are familiar with how to use cockpit oxygen dis- pensing equipment and the means of communication during oxygen mask operation within the flight deck as a part of flight attendant actions. This type of briefing could miti- gate the risk of a cabin crewmember being unfamiliar with the flight deck decompression oxygen system.
A
(a) The PIC will ask if the flight attendants are familiar with the use of cockpit oxygen dispensing equipment and cockpit communication on the flight deck per their train- ing bulletin.
(b) If the flight attendants are not familiar with these procedures, the PIC will ensure that they are briefed on the use of the quick donning masks and how to establish communication.
(c) Flight attendants will assume the observer’s jumpseat position to prepare for an emergency descent.
24
Q
Turbulence
A
If turbulence is anticipated on climb out, the PIC will brief the flight attendant(s) to remain seated with seat belt and shoulder harness fastened until advised by interphone when it is safe to get up.
(a) Turbulence is separated into four levels of intensity. Each different level of inten- sity can be described from both “reaction of the aircraft,” as well as the “reaction inside the aircraft.” The levels of intensity are as follows:
Light,Moderate, Severe, Extreme.
25
The Standard Emergency Briefing.
If the PIC elects to delegate the takeoff briefing to the first officer, the PIC retains full responsibility for ensuring the briefing is complete in
accordance with the guidelines above.
NOTE The first officer will inform the PIC if he has less than 100 hours in the aircraft for the purpose of compliance with FAR 121.438(a) for SIC lim- itations. Refer to chapter 1 of this manual for a list of limitations.
Prior to the first takeoff of each duty day, or any time there is a crewmember change, the flight crew shall review with the Standard Emergency Brief (see below). On subsequent takeoffs, the phrase “Standard Emergency Brief” will suffice for the emergency briefing. The other items in the briefing will not be included with the Standard Emergency Brief and will be discussed for each takeoff. When circumstances warrant, the PIC will brief the first officer on changes to the emergency briefing.
26
First Officer as Pilot Flying
On the takeoff roll, after the first officer states, “Set Thrust,” the captain will have control of the thrust levers and will initiate the abort while the first officer begins braking and maintains aircraft directional control until advised by the captain. The first officer will also con- trol the yoke for the abort. When the captain assumes aircraft control, they will state, “I have the controls.” The first officer will relinquish the controls and state, “You have the controls.”
27
No person may allow any person to board a Mesa Airlines, Inc. aircraft if that person appears to be intoxicated. The station agent(s) boarding the flight will screen for passengers who appear to be intoxicated prior to boarding. The captain shall be advised of any passenger who appears to be intoxicated, is incapacitated or is objectionable due to drugs and/or alcohol.
Under no circumstances will an alcoholic beverage be served to a person onboard a Mesa Airlines, Inc. flight who:
1) Appears to be intoxicated.
(2) Is escorting a person or being escorted in accordance with 49 CFR 1544.221, or
(3) Has a deadly or dangerous weapon accessible to him/her while aboard the aircraft in accordance with 49 CFR 1544.219, 1544.221 or 1544.223.
(4) An armed passenger.
(5) A crewmember or other Mesa Airlines, Inc. employee in uniform.
28
Intoxication
During boarding, monitor passenger behavior and appearance for the following indications that a passenger may appear to be intoxicated. If present, these indications require that fur- ther assessment is necessary to determine if the passenger appears to be intoxicated. This may require talking with the passenger.
1) Smell of alcohol on breath.
(2) Blood-shot eyes.
(3) Excessive talking or mumbling.
(4) Inappropriate speech or laughter.
If any one or more of these additional symptoms or behaviors is observed, it is reasonable to believe that the passenger appears to be intoxicated and should not be boarded:
(1) Slurred speech.
(2) Cannot maintain balance.
(3) Confusion, disorientation.
29
If a passenger becomes intoxicated while onboard or ignores the flight attendant and con- sumes alcoholic beverages not served to them by a flight attendant, the flight attendant(s) will:
(1) Advise the passenger that FAA regulations forbid their doing so. Do not take the alco- holic beverages from the passenger against their will.
(2) Advise the captain if the passenger persists in drinking the alcoholic beverage.
(3) Fill out an Intoxicated Passenger Report online and submit within 24 hours.
(4) Refuse to serve alcoholic beverages to any passenger who appears to be intoxicated. Mesa Airlines, Inc. policy states the flight attendant may ask for proof of the legal age of 21.
Passengers who appear to become intoxicated during the flight must be reseated if they are in an exit seat.
30
Extreme caution and tact must be used when dealing with a passenger who appears intoxi- cated. Some passengers may become unruly and create a disturbance after being asked to deplane or refused a drink. Handle such passengers in the following manner:
(1) Maintain routine procedures and safety procedures. Ask an Able-Bodied Assistant (ABA) for assistance, if necessary.
2) Request that the captain arrange for removal of the passenger if the aircraft is still on the ground. This may involve station personnel meeting the flight as well as law enforce- ment officials who will forcefully remove the passenger, if necessary.
(3) Procure the passenger’s name and seat assignment. Make note of all details and cir- cumstances for future reference.
31
Passenger acceptance rules
| Mesa Airlines, Inc. DOES NOT accept passengers who are:
(1) Infants requiring incubators or other life support systems or life monitoring systems (i.e., infant respiratory/heart rate monitors).
(2) Infants less than one day old.
(3) Unaccompanied children for on-line travel under five years of age or for inter-line travel under eight years of age.
(4) Any pregnant passenger expecting delivery within seven days, unless Mesa Airlines, Inc. is provided a doctor's certificate, dated within 72 hours of departure stating the doc- tor has examined and found the passenger to be physically fit for air transportation.
(5) Passengers requiring oxygen or other life support systems during flight.
(6) Passengers on stretchers or passengers who are unable to sit upright in the seat with the seat belt fastened.
(7) Passengers who are barefoot (except for infants).
(8) Passengers who appear to be under the influence of alcohol or drugs.
(9) Persons carrying firearms on their person UNLESS they are officials or employees of a Municipality, State, or the United States, authorized to carry firearms in the performance of their duties.
(10) Persons who cannot use Mesa Airlines, Inc. standard seats or fasten their seat belt, with one seat belt extender.
32
Communicable diseases
Passengers having communicable diseases (as determined by the U.S. Surgeon Gen- eral) that are transmittable to others while in flight may be refused transportation or be required to present a doctor’s certificate certifying that the proposed flight is safe for the traveling public.
NOTE Public health authorities have clearly stated that the AIDS virus (HIV infection) is not transmissible through casual contact.
33
FAR 121.533 places the major responsibility for operational control of air carriers and commercial operators with the Director of Operations and the PIC. The Director of Oper- ations may delegate the functions for initiation, continuation, diversion and termination of a flight to other employees. However, the Director of Operations always retains full responsibility for these functions. Operational Control is authorized both individually and collectively by the Director of Operations to the following personnel:
(a) Chief Pilot.
(b) Assistant Chief Pilot(s).
(c) System Operations Control (Dispatch) who communicate to the personnel listed above.
34
Under supplemental operations, operational control is authorized by the Director of Operations to be delegated to the following personal:
(a) Chief Pilot.
(b) Assistant Chief Pilot(s).
(c) System Operations Control.
(d) PIC assigned to flight.
35
S.O.C. systems operational control
The Dispatch System/Program is Sabre. This system is a state of the art fully automated software program. System Operations Control is located in Phoenix, AZ and is super- vised by the Director of System Operations Control. System Operations Control has the authority to make operational plans and decisions concerning the flight schedule and assignment of aircraft and flight crews. System Operations Control (Dispatch) is respon- sible to contact the pilots immediately of any adverse weather conditions which may develop, NOTAMs that may affect their flight or re-dispatch. Under normal circum- stances, flight crews are expected to follow directions of System Operations Control. The PIC, along with System Operations Control, is responsible for safe conduct of any Mesa Airlines, Inc. flight in accordance with FARs, Operations Specifications and Mesa Airlines, Inc. policy and procedures.
If crewmembers are informed of a cancel- lation or delay, they are required to contact SOC. No crewmember is released from duty unless released by SOC.
36
System Operations Control maintains operational air-to-ground communication through the following:
1) Station Frequencies.
(2) ARINC.
37
Mesa Airlines, Inc. has adopted the Sabre suite of computer programs to aid in the safe and efficient operation of System Operations Control. This integrated set of programs is designed to share databases thereby enhancing the flow of information available to the dispatcher ensuring regulatory and Mesa Airlines, Inc. compliance prior to the release of a flight. The fol- lowing programs make up Mesa Airlines, Inc. SOC:
1) Flite Trac
A graphical presentation of flight following information derived from pilot generated, sta- tion inputted out, off, on and in times sent via Mesa Airlines, Inc. share reservation code sharing systems.
(2) Crew Trac
A program designed to track crewmember schedules and flight and duty time limitations on a real time basis via input from Flite Trac.
(3) Crew Plan
A crew scheduling program designed to take marketing schedules and build them into crew schedules which meet all FAR and Mesa Airlines, Inc. parameters.
(4) Crew Qual
A program designed to interface with Crew Trac to flag crewmember qualification dis- crepancies prior to duty assignment.
38
Caution.
THE APU SHOULD NOT BE STARTED OR SHUTDOWN INTENTIONALLY DURING REFUELING. SHOULD AN AUTO SHUTDOWN OCCUR
GROUND POWER SHOULD BE CONNECTED TO CONTINUE OR STOP THE REFUELING AND RESTART THE APU IF POSSIBLE.
39
10) In accordance with FAR 121.438(a), if the first officer has fewer than 100 hours of flight time as SIC in operations under FAR 121 in the type airplane being flown, and the PIC is not an appropriately qualified check pilot, the PIC must make all takeoffs and landings in the following situations:
(a) At special airports designated by the Administrator or at special airports desig- nated by the certificate holder.
(b) In any of the following conditions:
1 The prevailing visibility value in the latest weather report for the airport is at or below 3⁄4 mile.
NOTE All takeoffs with less than one mile visibility will be made by the PIC.
2 The runway visual range for the runway to be used is at or below 4,000 feet.
NOTE All takeoffs with less than 5,000 RVR will be made by the PIC.
3 The runway to be used has water, snow, slush or similar conditions that may adversely affect airplane performance.
4 The braking action on the runway to be used is reported to be less than “good.”
5 The crosswind component for the runway to be used is in excess of 15 knots.
6 Windshear is reported in the vicinity of the airport.
7 Any other condition in which the PIC determines it to be prudent to exercise the PICs prerogative.
40
CONTINUING FLIGHT IN UNSAFE CONDITIONS (FAR 121.627, 121.551)
No PIC may allow a flight to continue toward any airport to which it has been dispatched or released, if in the opinion of the PIC or dispatcher, the flight cannot be completed safely; unless in the opinion of the PIC, there is not a safer procedure. In that event, continuation toward that airport is an emergency situation as set forth in FAR 121.557. If any instrument or item of equipment required for the particular operation becomes inoperative enroute, the PIC shall comply with the approved procedures for such occurrence as specified elsewhere in this manual, the CFM, applicable MELs/CDLs and any pertinent FARs.
B. If a dispatcher, in planning the release, encounters any known airport or runway conditions that are a hazard to safe operations, the dispatcher shall restrict or suspend operations until those conditions are corrected.
41
Before each takeoff, the PIC will ensure all passengers have been briefed on the following items:
(1) No smoking regulation.
(2) Use of seat belts.
(3) Portable electronic devices.
(4) Placement of seat backs/trays in an upright position before takeoff and landing (if installed).
(5) If flight above 12,000 feet MSL is expected, normal and emergency use of oxygen.
(6) Location and operation of entry door(s) and emergency exits.
(7) Location and use of required emergency flotation means.
(8) Federal regulations require compliance with all lighted signs, posted placards and crew- member instructions.
42
Aircraft lighting
A. When operating on the ground, all Mesa Airlines, Inc. aircraft will illuminate, at a minimum, position and anticollision lights.
B. When crossing any runway, all Mesa Airlines, Inc. aircraft will illuminate, at a minimum, taxi, ice inspection and strobe lights.
C. While inflight, the PIC (Pilot-In-Command) shall consider illuminating all lights practical while operating in congested airspace and while below 10,000 feet MSL.
43
Standard Approach Procedures ( All Aircraft)
A. During descent, flight crews must conduct a full briefing for an instrument approach as a backup when a visual approach is planned in night VMC, or whenever IMC might be encoun- tered.
In these conditions, if a visual approach must be abandoned, the additional approach prepa- ration would provide for a smooth and safe transition to an instrument approach.
B. Prior to final approach, the PIC and first officer should review field elevation, runway data, minimum descent altitude (MDA) or decision altitude (DA), missed approach procedures, approach speeds and planned runway exit and taxi planning. The PIC and first officer will ver- ify navigational accuracy by cross checking the approach frequency and course (IOSA
FLT 3.11.2).
C. The PF should ensure that the Landing Checklist is completed as soon as practical after the final approach fix.
D. Prior to commencing any arrival and/or approach procedure crews will brief on the following:
(1) Aircraft equipment required for the procedure is installed and operational.
(2) Ground based equipment, such as navaids, runway conditions, approach lights, RVR, Control Tower, if required, are operational.
3) The crew is qualified to execute the maneuver. Crews should consider: high minimums, PIC and first officer experience level.
(4) If loss of communication or navigation occurs during an instrument approach, notify the flight attendant to make an announcement to turn off all portable electronic devices. If the communication or navigation is not restored, a missed approach will be accom- plished per normal procedures.
44
Carrying Dry ice
49 CFR Part 173.217, 175.900 – Packages containing dry ice may be shipped if they are ventilated (non-airtight) and contain no more than 5.5 lbs of dry ice per carry on, checked bag or piece of cargo. Maximum amount of dry ice is 220 lbs per aircraft. Plane- side checked and ticket counter checked baggage containing dry ice must be marked with the name of the contents being cooled, the net weight of the dry ice or an indication that the net weight is 2.5 kg (5.5 lbs) or less, and also marked “Carbon Dioxide, Solid” or “Dry Ice.”
45
FLIGHT CREW HEADS UP POLICY
When below 10,000 feet MSL, there should always be a vigilant effort to maintain the pilot’s attention outside the aircraft. If situations occur when a pilot’s attention needs to be inside the aircraft at less than 10,000 feet MSL, the TCAS should be included in the pilot’s scan of air- craft performance and pilot duties. The situation of having two heads down in the cockpit when in clear skies should be avoided. Crews need to be aware that these situations happen in close proximity to high traffic areas, and the discipline to flight is essential. When VMC con- ditions exist, pilots need to keep heads up for traffic conflicts by keeping both pilots aware of the surrounding environment inside and outside the cockpit. In VMC conditions, when the PF’s attention must shift to duties inside the cockpit, those intentions must be announced using standard terminology. Upon this cue, the PM shall initiate external scanning until the PF resumes external scanning.
46
AIRCRAFT LIGHTING
A. When operating on the ground, all Mesa Airlines, Inc. aircraft will illuminate, at a minimum, position and anticollision lights.
B. When crossing any runway, all Mesa Airlines, Inc. aircraft will illuminate, at a minimum, taxi, ice inspection and strobe lights.
C. While inflight, the PIC (Pilot-In-Command) shall consider illuminating all lights practical while operating in congested airspace and while below 10,000 feet MSL.
47
STANDARD APPROACH PROCEDURES (ALL AIRCRAFT)
A. During descent, flight crews must conduct a full briefing for an instrument approach as a backup when a visual approach is planned in night VMC, or whenever IMC might be encoun- tered.
In these conditions, if a visual approach must be abandoned, the additional approach prepa- ration would provide for a smooth and safe transition to an instrument approach.
B. Prior to final approach, the PIC and first officer should review field elevation, runway data, minimum descent altitude (MDA) or decision altitude (DA), missed approach procedures, approach speeds and planned runway exit and taxi planning. The PIC and first officer will ver- ify navigational accuracy by cross checking the approach frequency and course (IOSA
FLT 3.11.2).
C. The PF should ensure that the Landing Checklist is completed as soon as practical after the final approach fix.
48
Prior to commencing any arrival and/or approach procedure crews will brief on the following:
1) Aircraft equipment required for the procedure is installed and operational.
(2) Ground based equipment, such as navaids, runway conditions, approach lights, RVR, Control Tower, if required, are operational.
(3) The crew is qualified to execute the maneuver. Crews should consider: high minimums, PIC and first officer experience level.
(4) If loss of communication or navigation occurs during an instrument approach, notify the flight attendant to make an announcement to turn off all portable electronic devices. If the communication or navigation is not restored, a missed approach will be accom- plished per normal procedures.
49
Flight crews will not descend below the published MSA unless:
(1) Cleared to a lower altitude by ATC under radar surveillance.
(2) Established on a published segment of an arrival or approach procedure that indicates an altitude below the MSA.
(3) On a visual approach with the airport in sight and in a position that allows a descent to be made with normal maneuvers and maintain a safe obstacle clearance.
50
During final approach, the pilot monitoring (PM) shall check and call out as appropriate:
1) Each fix inbound for altimeter and instrument cross-check and flag warnings. Raw ILS data shall be monitored during approach and significant excursions called out by the PM.
(2) 1000 feet above MDA or DA: Cross check of altimeters, instruments and flag warnings. Thereafter, the PM shall call out significant deviation for planned approach speed, rate of descent and instrument indications.
(3) 1000 feet, 500 feet and 100 feet above MDA or DA.
(4) Minimum descent altitude or decision altitude when reached.
(5) The runway environment when in sight (approach lighting system, threshold markings/ lights, REIL/TDZ lights etc.) or missed approach point as appropriate. When indicating runway in sight call left, right, high or low when appropriate. The PF will remain on instruments until the runway has been sighted. When the PM reports visual with the run- way or airport environment, the PM will monitor instruments for altitude, airspeed, and attitude.
51
During circling approaches, altitude and airspeed will be called out at reasonable intervals by the PM until:
(1) The aircraft is on final and starts a descent from MDA, or
(2) A missed approach procedure is commenced and a positive rate of climb has been established.
52
The following is a list of appropriate and recommended factors that should be considered in computing landing distance for a full stop landing.
(1) Reported visibility
Visibility less than 3/4 statute mile or RVR 4000 is considered LOW VIS.
(2) Reported braking action
(3) Reported surface winds
(4) Runway contamination types and levels
(5) Aircraft weight
(6) Airport pressure altitude
(7) Approach speed
(8) Flap settings
(9) Thrust reverser use
53
The maximum allowable landing weight is calculated by the TLR and is limited by the most restrictive of the following:
Maximum approved landing weight
| Runway length available
Climb requirements
54
The PIC of any flight operating to or from a special airport must ensure that within the preced- ing 12 calendar months:
(1) The PIC or SIC has made an entry to that airport (including a takeoff and landing) while serving as a pilot flight crewmember; or
(2) The PIC has thoroughly reviewed all aspects of the Jeppesen Special Airport Qualifica- tion charts published for that airport.
55
An alternate airport
An alternate airport is an airport to which a flight may divert if it becomes inadvisable to pro- ceed to and land at the intended destination. Passenger and payload may be deplaned and re-boarded at an alternate airport.
56
Any airport approved in the Operations Specifications C070 may be used as an alternate for operations conducted by Mesa Airlines, Inc. provided:
(1) Airport to be used has operational navigation/approach equipment.
(2) Weather at airport meets the requirements of the Operations Specifications for use as an alternate.
(3) Landing distance performance for the existing pressure altitude and temperature and with consideration of runway condition, indicate the aircraft can be brought to a full stop landing within 60% of the effective length of the runway.
(4) The airport meets the fuel and alternate requirements of FAR 121.
(5) Mesa Airlines, Inc. will not depart airport unless airport and weather conditions permit.
57
Takeoff Alternates
For all Part 121 operations, a takeoff alternate is required and must be specified if the weather con- ditions at the airport of takeoff are below the landing minimums for that airport, as determined by the Operations Specifications. The takeoff alternate must be specified on the dispatch release and must be located not more than one hour from the departure airport at normal cruising speed in still air with one engine inoperative. The weather at the designated takeoff alternate airport, at the estimated time of arrival of the flight, must conform to Operations Specifications standards for an alternate air- port as set forth in C055.
58
DESTINATION ALTERNATE (FAR 121.619, 121.197)
A. Under FAR 121 domestic rules, a destination alternate must be specified in the dispatch release for one hour before and one hour after the estimated time of arrival, the appropriate weather reports or forecasts, or any combination thereof, indicate that the ceiling will be less than 2,000 feet above the airport or the visibility is less than three miles.
B. Dispatchers shall not list an alternate airport in the dispatch release for a turbine engine pow- ered airplane unless that airplane at the weight anticipated at the time of arrival can be brought to a full stop landing, within 60% of the effective length of the runway. This will be accomplished through AERODATA® performance calculations. If AERODATA® is unavail- able, refer to the applicable Mesa Airlines, Inc. Company Flight Manual, Performance chapter.
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For airports with at least one operational navigational facility providing a straight in non- precision approach procedure, or a straight-in precision approach procedure, or, when applicable, a circling maneuver from an instrument approach procedure, the alternate airport IFR weather minimums will be:
(a) A ceiling derived by adding 400 feet to the authorized Category I HAT or, when applicable, the authorized HAA.
(b) A visibility derived by adding one statute mile to the authorized Category I landing minimum.
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For airports with at least two operational navigational facilities, each providing a straight- in non-precision approach procedure, or a straight-in precision approach procedure to different, suitable runways.
(a) A ceiling derived by adding 200 feet to the higher Category I HAT of the two approaches being used.
(b) A visibility derived by adding 1⁄2 statute mile to the higher authorized Category I landing minimum of the two approaches used.
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SECOND ALTERNATE (FAR 121.619) – MARGINAL CONDITIONS
When the weather conditions forecast for the destination and first alternate airport are marginal, a second alternate will be designated in the dispatch release. Mesa Airlines, Inc. defines marginal as 500 feet and one mile above the lowest suitable landing minimums for the airport. Both the visibility and the ceiling at both the destination and first alternate airports must be considered marginal for this rule to apply.
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Mesa defines marginal as:
500 feet and one mile above the lowest suitable landing minimums for that airport.
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EXEMPTION 3585 S FOR CONDITIONAL PHASES (OPERATIONS SPECIFICATIONS A005)
A FAR 121 flight may be dispatched to a destination airport and/or alternate airport when the TAF for either one or both of those airports indicate, by the use of conditional phrases in the Remarks Section of such reports, that the weather could be below authorized weather mini- mums at the ETA. The main body of such forecasts must, however, indicate that the weather will be at or above authorized weather minimums for ETA.
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Limitations for a Second alternate
A second alternate airport must be listed on the dispatch release if either the destination airport or the first alternate airport TAF contains conditional phrases indicating weather below authorized weather minimums.
(2) For the destination airport, the TAF weather conditions shall not be less than one half of the lowest weather minimum visibility value established for the instrument approach procedure expected to be used.
(3) For the first alternate airport, the TAF weather conditions shall not be less than one half of the weather minimum ceiling and visibility values specified in the Mesa Airlines, Inc. Operations Specifications for that airport.
(4) For the second alternate airport, the METAR or TAF, or any combination thereof for that airport, must indicate in the main body and remarks section that the weather conditions will be at or above the alternate weather minimum ceiling and visibility values specified in the Operations Specifications for that airport.
(5) BECMG
Each BECMG TAF that is “deteriorating” must be considered valid at the first minute of the becoming period. Each BECMG TAF that is “improving” will not be valid until the last minute of the becoming period of the TAF.
(6) Updated Weather Information
The dispatcher will ensure, along with the PIC, that the flight is provided with the most current relevant weather reports and forecasts, for the destination and alternates, while en route.
NOTE For the flights that this exemption is applied, the dispatcher will note in the remarks section of the release “Dispatched under Exemption 3585 S crew will monitor ACARS.” If ACARS is inoperative, crew will moni-
tor SELCAL or ARINC.
(7) The flight must be dispatched under the provisions of Operations Specifications A010 to utilize Exemption 3585 S.
NOTE Exemption 3585 S may only be used for destinations within the U.S.
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High minimums captains (HMC)
Any Mesa Airlines, Inc. captain who has not served at least 100 hours as PIC in that type air- craft is designated under FAR 121 as a “High Minimums Captain” (HMC).
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HMC takeoff
“High Minimums Captains” can apply Lower than Standard Minimums for takeoff; how- ever, the need for a takeoff alternate for the departure airport is predicated on HMC landing minimums.
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HMC landings
Landing minimums for “High Minimums Captains” may be determined by adding, to the published approach procedure, 100 feet to the DH/MDA and by adding one half statute mile to the required minimum visibility or RVR equivalent in C054.
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HMC alternates
Landing minimums for “High Minimums Captains” at alternate airports are not increased above those minimums applicable to the alternate airports, and lower than standard alternate rules may be applied, but in no case may be less than a 300 foot ceiling and one mile visibility, regardless of the operation.
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Both methods measure performance based on aircraft net flight path (or net altitude). For a two-engine airplane, net altitude is the altitude at which the aircraft can maintain a 1.1% climb gradient based on its current weight. The airplane’s actual altitude capability (service ceiling or 0% climb gradient) is approximately 5,000 feet higher than the net altitude capability. The difference between the net and actual altitude is the operating safety margin. This operating safety margin accounts for factors such as:
(a) Not being on the planned route of flight.
(b) Ice accumulation on unheated surfaces.
(c) The use of anti-ice when it was not planned.
(d) The unavailability of an APU when it was planned.
(e) Flying at other than optimum speeds and enroute temperatures greater than fore- cast.
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Method 1
Method 1 requires the aircraft to takeoff at a weight that ensures that if an engine failure occurs anywhere from V1 to the destination, the aircraft’s net altitude capability will clear all obstructions 5 SM either side of the intended route by 1,000 feet until reaching the destination. The aircraft must also have a positive net gradient at 1,500 feet above the destination airport. Under optimum conditions, these requirements provide actual air- craft altitude capability of approximately 6,000 feet over the most critical obstruction and 6,500 feet above the destination field elevation when operating at enroute climb speed and planned conditions.
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Method 1 Maximum Enroute Takeoff Weight (M1METW)
Method 1 analysis provides a Maximum Enroute Takeoff Weight (M1METW) based on the forecast winds and temperatures aloft, bleed configuration and anti-ice configura- tion. M1METW is the maximum allowable weight at which the aircraft can takeoff and still comply with Method 1 requirements. This calculation is factored into the Planned Maximum Runway Takeoff Weight (PMRTW) found in header section of the Takeoff and Landing Report (TLR).
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Method 2
Method 2 (driftdown) requires that if an engine failure occurs, the aircraft be able to divert to at least one suitable airport from normal cruise altitude and the aircraft’s net driftdown altitude will clear all obstructions 5 SM either side of the route of flight by 2,000 feet until reaching the diversion airport. The aircraft must also have a positive net gradi- ent at 1,500 feet above the diversion airport. Under optimum conditions, these require- ments provide actual aircraft altitude capability of approximately 7,000 feet over the most critical obstruction and 6,500 feet above the destination field elevation when oper- ating at optimum driftdown speed and planned conditions.
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Method 2 Maximum Enroute Takeoff Weight (M2METW)
Method 2 analysis provides a Maximum Enroute Takeoff Weight (M2METW) based on the forecast winds and temperatures aloft, bleed configuration and anti-ice protection configuration. M2METW is the maximum allowable weight at which the aircraft can take- off and still comply with Method 2 requirements. Additionally, Method 2 analysis pro- vides a list of driftdown suitable airports for one or more segments along the route of flight. Each segment is defined by start and end points referenced from either the origin airport, the destination airport or navaids along the route of flight.
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No person may dispatch or takeoff an airplane unless it has enough fuel:
(a) To fly to the airport to which it is dispatched;
(b) Thereafter, to fly to and land at the most distant alternate airport (where required) for the airport to which dispatched; and
(c) Thereafter, to fly for 45 minutes at normal cruising fuel consumption or, for certifi- cate holders who are authorized to conduct day VFR operations in their opera- tions specifications and who are operating non-transport category airplanes type certificated after December 31, 1964, to fly for 30 minutes at normal cruising fuel consumption for day VFR operations.
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Factors for computing fuel.
| Each person computing fuel for thus purpose shall consider:
(a) Wind and other weather conditions forecast.
(b) Anticipated traffic delays.
(c) One instrument approach and possible missed approach at destination.
(d) Any other conditions that may delay landing of the aircraft.
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Clean aircraft concept
to ensure aircraft are free of frost, ice or snow contamination. Even minute amounts of contamination on aircraft sur- faces can cause a potentially dangerous degradation of aircraft performance and unex- pected changes of inflight characteristics.
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For all CRJ and E-JET aircraft, takeoff with the following accu- mulation of frost, due to cold soaked fuel, on the underside (bot-
tom) of the wing fuel tank area is permissible:
Maximum 1/8 inch layer of frost
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The effects of snow, ice and frost include:
(1) Increased Weight
(2) Loss of Lift/Increased Drag
(3) Loss of Control
4) Loss of Critical Sensing Devices
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Unsafe Acts
Safety is always the main concern. During cold weather operations, extra care and vigilance should be observed. The following list highlights some actions that must be avoided.
1) Moving equipment to aircraft before engines are shut down.
(2) Maneuvering equipment under and near the airplane in an unsafe manner (too fast for good control on wet/slippery ramp areas).
(3) Driving equipment too close to aircraft.
(4) Placing equipment under aircraft while deicing.
(5) Failing to set brakes or chock equipment.
(6) Maneuvering equipment in close quarters without a wing or tail guideman.
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Whenever referencing the percentage of glycol solution
ALWAYS remember to refer to the glycol percentage first and
the water percentage second. EXAMPLE 50% (glycol)/50% (water).
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Many factors influence the effectiveness and protection time provided by anti-icing fluids. Some of them are:
(1) Temperature of aircraft surfaces and outside air.
(2) Fluid type, amount, strength, and application method.
(3) Precipitation type and rate.
(4) Wind velocity and direction.
(5) Distance from nozzle to the surface.
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Factors to Consider when Deicing
(1) Factors to consider when deicing include wind force and direction, amount and type of precipitation, temperature, and other activities taking place around the aircraft.
(2) Never dispute the decision of the captain as to whether or not the deicing has been ade- quately completed. The PIC has the ultimate responsibility that the aircraft is in a condi- tion safe for flight. If in doubt, Mesa Airlines, Inc. uses the more conservative opinion.
(3) The deicer should be positioned so the spray goes downwind. Avoid spraying across great distances which results in the fluid being dissipated and cooled, greatly reducing its effectiveness.
(4) Spray the critical aircraft surfaces with enough fluid to wet these areas down. The heated deicing fluid will get under the snow, ice or frost and remove the loosened parti- cles.
NOTE Do not try to blast or wash all the snow, ice or frost off the wings and tail surfaces during the first application.
(5) Do not waste deicing fluid. It is very expensive. Use as much as needed for each deic- ing operation, keeping in mind that all critical surfaces must be completely free of snow, ice and frost.
(6) When spraying the critical surfaces, the direction of the spray should try to be kept flow- ing from leading edge to trailing edge. However, in order to ensure that the hinged areas of the tail and wings are completely free of ice, snow, and frost, it may be neces- sary to direct the spray from the trailing edge toward the leading edge.
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CATEGORY II (CAT II) OPERATIONS
A. Mesa Airlines, Inc. has been shown to meet the airworthiness requirements for Category II Operations contained in Operation Specifications C059, Appendix A. Mesa Airlines, Inc. will conduct operations in accordance with Operation Specifications C059 - Appendix A, AC 120- 29A and applicable sections of 14 CFR.
B. The Director of Operations retains full responsibility for Category II Operations. This responsi- bility includes, but is not limited to, establishing procedures, quality control, any modifications, authority delegation and any other aspect in reference to managing CAT II procedures. CAT II is an approved program; therefore, any changes are subject to FAA approval.
C. Category II approaches are not authorized without an operating control tower.
D. Single engine Category II approaches are not authorized.
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Monitored Approach for cat II
A Monitored Approach is one in which the PF monitors the flight path of the aircraft as controlled by the autopilot. The first officer shall monitor and control the aircraft's flight path with the Autopilot (AP). The PIC shall assume the aircraft flight controls for the visual segment and landing. Monitored approach procedures shall be used for all Cate- gory II approaches.
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Decision Height for cat II
All Category II approaches utilize a Decision Height (DH). This differs from Category I approaches, which use a Decision Altitude (DA). Decision Height is normally the radar altitude at which the aircraft reaches the prescribed Height Above Touchdown (HAT) for the approach. Due to uneven terrain underlying the approach area, DH may differ from the prescribed HAT. When the aircraft reaches the RA prescribed on the approach plate, the aircraft will be at the prescribed HAT for the approach.
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REJECTED TAKEOFF
A rejected takeoff above 80 knots is recommended for items such as a configuration warning, any indication of fire, engine failure, thrust reverser deployment or the perception that the aircraft is unsafe or unable to fly.
NOTE A rejected takeoff above 80 knots is not recommended solely for illumination of a MASTER CAUTION light, blown tire or nose gear vibration.
If the rejection was due to anything other than wildlife or ATC, a write-up in the AML must be completed. A return to gate is not always required but may be nec- essary for items such as maintenance or fuel.
CRJ only: The 15 minute brake cooling requirement must be observed prior to another takeoff.
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If, following accomplishment of any emergency or abnormal procedure, only one source of electrical power is available (engine or APU genera- tor)
make every effort to avoid IFR flight conditions, and land at the near- est suitable airport.
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What is T.E.S.T.?
type of emergency, evacuation required, special instruction, time remaining
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In the event that the crew does not receive a timely response from their call to the flight atten- dants?
the phrase “Flight Attendant Able” will be used over the PA to alert the cabin crew.
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Use of Passenger Oxygen Masks When There is Smoke in a Pressurized Cabin
Passenger oxygen masks should not be deployed when smoke is detected in a pressurized cabin. At cabin altitudes below 14,000 feet, masks provide a limited amount of oxygen which is mixed with ambient air and smoke, if present. If loss of cabin pressure has caused masks to deploy, they should be used during descent and removed as soon as possible after cabin pressure is below 14,000 feet.
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Requesting Crash, Fire, Rescue Equipment
In cases where the nature of an emergency is such that smoke, fumes or fire are involved, or if the integrity of the airplane is in doubt or could be compromised in an emergency landing situation, advise the airport tower to request the crash, fire and rescue equipment.
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Cabin Condition
The flight crew should ascertain conditions in the passenger cabin as soon as possible after completion of crew duties following any incident or emergency having a possible effect in the cabin (injury, panic, etc.). By interphone, if possible, determine condition of the passengers, flight attendants and cabin itself.
Assess any problems that might have resulted from the incident and make any necessary PAs to assist the flight attendant(s) in calming and reassuring the passengers. Contact ground sta- tion requesting specific assistance needed on arrival.
Some of the incidents requiring cabin investigation include: pressurization malfunctions which result in higher than normal cabin altitude, turbulence/evasive maneuvers, smoke/fire, struc- tural failure, etc. any occurrence, in-flight or on the ground, that might have caused injury or alarm in the cabin.
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CHANGE IN FLIGHT PLAN
The PIC is expected to follow the filed flight plan as provided in the dispatch release. Deviations required by ATC for the expeditious flow of traffic or for weather avoidance do not require prior approval from the dispatcher, if, in the opinion of the PIC, the aircraft has sufficient fuel to meet FAR requirements and complete the flight safely. The PIC will, however, contact System Operations Con- trol as soon as practicable with the details of any re-routing which has been initiated by ATC that is expected to cause a delay exceeding 15 minutes. In cases of emergency, the PIC will advise the dispatcher as soon as practical of any deviation from the proposed route of flight or destination air- port.
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REJECTED TAKEOFF
A rejected takeoff above 80 knots is recommended for items such as a configuration warning, any indication of fire, engine failure, thrust reverser deployment or the perception that the aircraft is unsafe or unable to fly.
NOTE A rejected takeoff above 80 knots is not recommended solely for illumination of a MASTER CAUTION light, blown tire or nose gear vibration.
If the rejection was due to anything other than wildlife or ATC, a write-up in the AML must be completed. A return to gate is not always required but may be nec- essary for items such as maintenance or fuel.
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TAKEOFF FROM UNLISTED AND ALTERNATE AIRPORTS (FAR 121.637)
A. Mesa Airlines, Inc. will ensure that no pilot or dispatcher will plan to takeoff from a airport that is not listed in the Operations Specifications unless:
1) The airport and related facilities are adequate for the operation of the airplane.
(2) The pilot can comply with the applicable airplane limitations.
(3) The airplane had been dispatched according to dispatching rules applicable to operation from an approved airport.
(4) Mesa Airlines, Inc. will dispatch the aircraft under the prescribed weather minimums for takeoff.
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The certificate holder is authorized to use lower than standard takeoff minima in accordance with limitations and provisions of the operations specifications. Runway Visual Range (RVR) Requirements: RVR reports, when available for a particular run- way, shall be used for all takeoff operations on that runway. All takeoff operations, based on RVR, must use RVR reports from locations along the runway as follows:
(1) For operations at or above RVR 1600 (500m):
(a) The touchdown zone (TDZ) RVR report, if available, is controlling.
(b) The mid RVR report may be substituted for an unavailable TDZ report.
(2) For operations below RVR 1600 (500m)
(a) A minimum of two operative RVR reporting systems are required.
(b) All available RVR reports are controlling.
NOTE Extremely long runways (e.g., DEN 16R) utilize four RVR sen- sors: TDZ, mid, rollout and far end. When a fourth far-end RVR
value is reported, it is not controlling and is not to be used as one of the two required operative RVR systems.
TDZ RVR 1600 (500m) (beginning of takeoff roll) or visibility or Runway Visibility Value (RVV) 1/4 statute mile, provided one of the following visual aids are avail- able:
1 High intensity runway lights (HIRL)
2 Operative runway centerline (CL) lights
3 Serviceable runway centerline marking (RCLM)
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FLIGHT CREW HEADS UP POLICY
When below 10,000 feet MSL, there should always be a vigilant effort to maintain the pilot’s atten- tion outside the aircraft. If situations occur when a pilot’s attention needs to be inside the aircraft at less than 10,000 feet MSL, the TCAS should be included in the pilot’s scan of aircraft performance and pilot duties. The situation of having two heads down in the flight deck when in clear skies should be avoided. Crews need to be aware that these situations happen in close proximity to high traffic areas, and the discipline to flight is essential. When VMC conditions exist, pilots need to keep heads up for traffic conflicts by keeping both pilots aware of the surrounding environment inside and outside the flight deck. In VMC conditions, when the PF’s attention must shift to duties inside the cockpit, those intentions must be announced using standard terminology. Upon this cue, the PNF shall initiate external scanning until the PF resumes external scanning.
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TRAFFIC COLLISION AVOIDANCE SYSTEM (TCAS) (AC 120-55C, INFO 11012)
Pilot Responsibilities:
(1) Respond to TAs by attempting to establish visual contact with intruder aircraft. Do not deviate from an assigned clearance based only on TA information.
(2) When an RA occurs, the PF should immediately direct attention to RA displays and maneuver as indicated, unless doing so would jeopardize the safe operation of the flight. By not responding the flight crew takes responsibility for achieving safe separa- tion.
(3) Satisfy RAs by disconnecting the autopilot and using prompt positive control inputs in the direction and with the magnitude the TCAS advises. To achieve the required vertical rate (normally 1,500 feet per minute climb or descent) first adjust the aircraft's pitch using the suggested guidelines shown in the table below then refer to the VSI and make all necessary pitch adjustments to place the VSI in the green arc:
(a) For the TCAS to provide safe vertical separation initial VS response is required within five seconds of when the RA is first displayed.
CAUTION IN NO CASE SHOULD A PILOT MANEUVER OPPOSITE TO A TCAS RA.
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MANUAL FLIGHT OPERATIONS (SAFO 13002)
A. The FAA believes that maintaining and improving the knowledge and skills for manual flight operations is necessary for safe flight operations. Continuous use of autoflight systems could lead to the degradation of the pilot's ability to quickly recover the aircraft from an undesired state.
B. Pilots are encouraged to exercise manual flying skills during low workload situations. RNAV departures and arrivals, RVSM, etc. must still be flown with the autopilot engaged.
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CREWMEMBERS AT CONTROLS (FAR 121.333, 121.543 AND 91.105)
A. Required flight crewmembers will remain at their stations with seat belt secured unless an emergency requires them to leave their stations.
NOTE Shoulder harnesses must be worn for takeoff and landing.
B. During non-critical phases of the flight, and not below 10,000 feet mean sea level (msl), one crewmember at a time may leave the flight station for physiological needs only. Such absence from the flight deck will be as brief as possible. If a crewmember leaves the flight deck above FL 250, the other crewmember will don and use the oxygen mask. The remaining crewmem- ber’s seat must be placed in a position far enough forward to allow full application of the con- trols, if necessary.
C. If an aircraft emergency or abnormal situation requires a pilot to leave the flight deck, it will be Mesa Airlines, Inc. policy that the PIC remain on the flight deck unless extraordinary circum- stances require otherwise.
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Enroute
A. Mesa Airlines, Inc. will only use routes served by the federal airways system, approved by the FAA or specified in Mesa Airlines, Inc. Operations Specifications.
B. Dispatchers shall maintain continuous flight watch and provide flight assistance enroute.
C. During a flight, the dispatcher shall provide the PIC (Pilot-In-Command) any additional avail- able information of meteorological conditions and irregularities of facilities and services that may affect the safety of the flight (FAR 121.601(c)).
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Manipulation of Flight Controls
No person may manipulate the controls of an aircraft operated by Mesa Airlines, Inc. on any reve- nue flight except the PIC or the first officer assigned to that flight. With the approval of the PIC and the Director of Operations or the Chief Pilot an authorized pilot safety representative of the Adminis- trator who is qualified in the aircraft may manipulate the controls under the direct supervision of the PIC on training and non-revenue flights. No PIC or first officer will manipulate the controls in such a way that an abnormal situation is simulated unless the flight is an authorized Mesa Airlines, Inc. training flight.
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Diversions
A. If it is necessary to divert from the airport of intended destination due to weather or mechani- cal difficulties on any flight, the PIC will contact System Operations Control as soon as possi- ble giving complete details concerning the diversion including intentions, ETA, when the flight can resume, what has been done for the care of the passengers, etc. Relaying this informa- tion to SOC is mandatory so that SOC can provide timely coordination of the required ground support services as well as the required Customs and or Immigration procedures on interna- tional flights. Mesa Airlines, Inc. is obligated to assist passengers in every way possible at locations other than the departure airport or the airport of intended destination. Assistance should not exceed what is reasonably expected.
B. In the event the flight cannot continue due to weather or maintenance considerations, the PIC will notify a Mesa Airlines, Inc. dispatcher for a decision on further support.
C. If a flight is dispatched under the provisions of Operations Specifications A012 and diverts to a city in Mexico or Canada due to weather, fuel, etc., as long as the passengers remain on- board, Mesa Airlines, Inc. can continue to fly to the original destination under domestic rules after receiving a new dispatch release.
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The Inner Marker must be operational for Cat II for:
An Inner Marker must be installed to assist in the determination of DH. The Inner Marker may be inoperative for operations at or above 1600 RVR or for aircraft with operative radar altimeters.
Category II approaches at Mesa Airlines, Inc. will not be executed at airports without an operating control tower, since ILS critical area pro-
tection cannot be assured.
