Chapter 8 (Flight Operations) Flashcards
(124 cards)
1
Q
What to do during ‘MODIFIED FLIGHT WATCH’?
A
A) send Flight Following Times - Out, Off , On and In, to STOC/dispatch
B) The Flight Crew shall confirm with the airport of departure and arrival that the times have been received.
C) OFP Validation:
If more than two hours have passed since the OFP was retrieved by the Flight Crew, confirmation shall be made that the NOTAMS and weather are still valid.
- OFP Revisions
The departure of a flight under Modified Flight Watch is not authorized where the Flight Crew has reviewed the OFP and has identified a change is required to one or more of the following items:
a. Fleet Identification Number (FIN)
b. Routing
c. Fuel requirements
d. Alternate
e. Aircraft MEL status
f. No load final information.
2
Q
When it comes to Operational control, when are all changes to the OFP made solely by the PIC?
A
Once take-off thrust has been applied, the final decision on any changes to the OFP shall be taken by the Pilot-in-Command, based on considerations of safety.
3
Q
Where to find Authorized Airports?
A
Airports authorized for use are recorded on the Airport Classification List (ACL) published in the Jeppesen Route Manual AC TAB eCoverage. Airports are classified as either Destination (D), Non-passenger Destination (XD), Alternate (A) or Escape Chart (EC) airports.
4
Q
How to check the OFP preflight?
A
Flight crew members shall check and/or confirm the OFP for accuracy and acceptability as follows:
- Flight number and date
- Aircraft type and FIN
- Compare DIS with G/C distance for gross errors
- Temperature, weather, turbulence, and other charts as deemed appropriate (e.g., volcanic ash reports)
- Verify that the ICAO routing and the Flight Plan route are identical.
- Wind COMP approximates charted winds
- Validity of Destination and Alternate(s)
- Reasonability of required fuel categories listed in BLOCK fuel
- Terrain Clearance Check
- Planned WEIGHTS are within limits
- Crew Alerts
- NOTAMS. The NOTAMS on the OFP are filtered/edited based on flight planned route and aircraft type and provide relevant operational context. Unfiltered NOTAMS available in Jepp FD PRO and WSI Pilotbrief Optima assist in enhancing situational awareness and are for reference purpose only
5
Q
What are the 3 possible solutions made by LIDO for TERRAIN CLEARANCE CHECKS?
A
LIDO compares a factored engine-out level-off altitude that aircraft are capable of maintaining (based on the maximum en route performance limited weight at the waypoint) to the terrain that is within five nautical miles either side of the flight planned track.
- TERRAIN CLEARANCE CHECK - COMPLETED WITH NO LIMITATIONS
- TERRAIN CLEARANCE CHECK - TERRAIN CLEARANCE REQUIRES ENROUTE ESCAPE CHARTS.
Flight Crew shall confirm that the applicable Driftdown Escape Chart, Decompression/Driftdown Escape Chart or written procedure is available for use during the flight. - TERRAIN CLEARANCE CHECK -ENRTE ALT 16400 ISA TEMP P14C MTOW LIMITED 080.7 CONTACT FLIGHT DISPATCH FOR MTOW INCREASE.
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.
6
Q
Can you be dispatched to an airport without a valid TAF?
A
Yes if:
1. The OFP shows a valid TAF for the selected alternates (refer to 8.1.8.1 - Requirements) 2 destination alternates required.
2. There are no known factors precluding a safe landing at the destination.
7
Q
OFP considerations if flight is delayed by 2 hours or more from the original departure time?
A
- 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.
- revised OFP or revised information shall be obtained prior to departure
8
Q
What are OFP revisions in flight considerations?
A
- 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
9
Q
What is the Fuel Policy?
A
The Fuel Control Manual expands on data processes, operational considerations, and safety management guidelines related to the safe application of the Air Canada Rouge fuel policy.
Protected Fuel: Fuel amount planned to be available over a specific point. The following Fuels are always protected:
• ALTN • CONT 5 MIN • ETOPS • SDTO • SUPP • RESERVE • NAIFR SAP (12min of fuel for second approach)
- All fuel category values shown on the OFP are over-destination amounts, with the exception of TAXI fuel and BURN
- 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. The PIC should consider the following first:
• 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
- Whenever any portion of ALTN Fuel is consumed without proceeding to the alternate, Flight Dispatch must be advised as soon as practicable, and a FOHR should be filed.
- Although CARs only require CONT on International flights, Air Canada Rouge voluntarily applies a consistent Contingency Fuel Policy for all operations; Domestic and International.
- CONT Fuel: 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.
- The MIN T/O FUEL amount in the right hand column of the OFP FUEL INFORMATION section ensures CONT 5 MIN is on-board at the start of take-off.
10
Q
What is SDTO FUEL?
A
Standard Diversion Time Operations (SDTO) Fuel:
- SDTO route segments remain within 60 minutes flying time at the approved one-engine-inoperative cruise speed (under standard conditions in still air) of an adequate airport as defined in FOM.
- 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
11
Q
OPN FUEL?
A
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.
When ordering OPN fuel, the Pilot-in-Command shall request OPN in one minute increments. The following are fuel amounts in one minute increments, aircraft type, and are to be treated as a “rule-of-thumb” only.
A319/A320: burns 50 kg/ flight minute, 15kg/ taxi minute (500kg gets you 10min in flight or 33min on ground)
A321: burns 60kg/flight minute, 15kg/ taxi minute (500kg gets you 8.3 min in flight or 33 in on ground)
12
Q
What is NAIFR SAP fuel?
A
No Alternate IFR Second Approach.
This fuel is boarded for a missed approach and a second approach at the destination airport. This will be added for all NAIFR flights. NAIFR SAP is 12 minutes of fuel, calculated using the estimated landing weight at 1,500 feet ASL in ISA conditions
13
Q
What is (RESERVE) fuel?
A
RESERVE is the fuel required to hold for 30 minutes at the destination airport, at the estimated landing weight at 1,500 feet ASL in ISA conditions.
Whenever any portion of Reserve fuel is consumed, Flight Dispatch shall be advised as soon as practicable, and a FOHR should be filed.
Burning into Reserve fuel constitutes a Fuel Emergency. Refer to 12.7.2.2 - Fuel Emergency for more information on Fuel Emergencies.
14
Q
Considerations when extra TAXI fuel is boarded at or near MTOW?
A
In cases where the flight is planned at or near the Maximum Take-off Weight, additional fuel for ground departure delays may be entered as WXX fuel with an associated explanatory comment in the DX RMKS section of the OFP. Entering the additional TAXI fuel as WXX fuel ensures that if the additional fuel for anticipated ground departure delays is not burned prior to take-off, the aircraft MTOW will not be exceeded. In other words, payload will be reduced by the amount of the additional fuel boarded. Furthermore, Flight Crews should consider the take-off weight implications of not burning the planned amount of TAXI fuel.
15
Q
What fuel is required to takeoff.
A
Prior to take-off, Flight Crews shall ensure that at least the MIN T/O FUEL specified in the OFP is onboard.
16
Q
What are some examples of when the Crew should engage Dispatch in possible revision of the fuel plan?
A
• It becomes apparent that there will be less than BLOCK fuel on-board at pushback.
• It becomes apparent that there will be less than FLIGHT FUEL at the start of take-off.
If at any point after Top of Climb, the AFOB is less than the MFOB over an OFP waypoint, a revised fuel plan shall be coordinated in consultation with Flight Dispatch.
17
Q
Some ways to execute a fuel plan revision?
A
- Reducing TAXI fuel, but not below the base TAXI fuel amount (refer to 8.1.6.3 - Fuel Categories.)
- Change Cost Index to a lower value
- Shorten the Alternate
- Revise the route
- Dropping the Alternate.
18
Q
CONT Fuel:
A
- In situations where all of the additional fuels are consumed during an extended ground delay, it is permissible for some of the CONT fuel to be consumed on the ground after pushback.
- If at any point after Top of Climb, the AFOB is less than the MFOB over an OFP waypoint, a revised fuel plan shall be coordinated in consultation with Dispatch.
19
Q
When is a takeoff alternate required?
A
- visibility that is less than the Standard Take-off Minima of RVR 2600 or 1/2 statute mile, or
- 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
- The requirement for a take-off alternate for take-offs conducted below RVR 2600 or 1/2 statute mile ground visibility also applies in the U.S.
- when 10-10 pages call for one
20
Q
What time and distance shall a takeoff alternate be with in?
A
- 367nm
- 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)
OR
- 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). ETOPS approved twin-engine aircraft means that the aircraft type is approved and capable of ETOPS for the flight, and an ETOPS Service check was completed for the flight.
21
Q
Are ROUGE aircraft ETOP certified?
A
Only Benign.
Extended Range Twin-Engine Operations (ETOPS) of 75 minutes only when conducted wholly within in Canadian Domestic Airspace or in Benign Areas of Operation, with the following conditions:
1. MEL ETOPS criteria need not be applied; and
2. MEL and aircraft equipment restrictions prohibiting operations more than 400nm from shore do apply;
and
3. 75 minutes ETOPS segments will be flight planned
22
Q
What is the maximum time and distance for a takeoff alternate at Rouge?
A
- 319/320/321, 320KIAS, 60min, 367nm (days in year+2)
The one-engine-inoperative cruise speeds were selected to maximize the take-off alternate distance available for flight planning and are the same as the ETOPS one-engine-inoperative cruise speed. These speeds and distances are achieved by using maximum continuous thrust and by flying at the maximum altitude for the one-engine-inoperative cruise speed. This is different from destination alternate, where LIDO calculates the flight from the destination airport to the destination alternate airport based on a Cost Index of ‘0’.
23
Q
What are the alternate weather minima requirements other than in the US and where no alternate weather minima is published?
A
Available at Suitable Alternate Weather Requirements
- Two or more usable precision approaches each providing straight-in minima to separate suitable runways.
= 400-1 or 200-1/2 above lowest usable Height Above Touchdown (HAT) and visibility, whichever is greater. - One usable precision approach.
= 600-2 or 300-1 above the lowest usable HAT and visibility, whichever is greater. - Non-precision only available.
= 800-2 or 300-1 above the lowest usable HAT/HAA and visibility whichever is greater - No IFR approach available.
= No lower than 500 feet above a minimum IFR altitude that will permit a VFR approach and landing
24
Q
What are the sliding scale minima (in Canada only)?
A
- 600 Feet 2 sm or 700 Feet 1 ½ sm or 800 Feet 1 sm
- 800 Feet 2 sm or 900 Feet 1 ½ sm or 1000 Feet 1 sm
25
What are the US alternate weather minima?
- Two or More Usable Precision Approaches each providing straight-in minima to different suitable runways.
= 400-1 or add 200-1/2 to the higher of the two usable Height Above Touchdown (HAT) and visibility, whichever is greater.
- One Usable Precision Approach.
= 600-2 or add 400-1 to the HAT and visibility, whichever is greater.
- Non-Precision Only Available.
= 800-2 or add 400-1 to the HAT/Height Above Aerodrome (HAA) and visibility, whichever is greater.
26
What are some conditions that need to be met for NAIFR? (Besides weather)
- Two or more separate runways at destination.
a. Flights up to six hours:
i. the take-off aerodrome shall be situated within North America, the Caribbean islands, or Bermuda; ii. the aerodrome of intended landing shall be situated within North America.
b. Flights from six hours to eight hours:
i. the take-off aerodrome and aerodrome of intended landing shall be situated within North America; ii. between four and six hours from the aerodrome of intended landing, the PIC shall obtain confirmation from Flight Dispatch that the conditions at the aerodrome of intended landing are still acceptable.
c. Within 6 hours of a scheduled destination in Canada, the PIC may re-file “No Alternate IFR” regardless of the location of the departure aerodrome.
****Note:
North America includes Canada and USA (including Alaska) only. Hawaii, Mexico, all Caribbean Islands and Central America are excluded
27
What are the weather requirements for NAIFR?
For at least one hour before and until one hour after the estimated time of arrival at the airport of intended landing, there shall be:
a. No risk of:
i. fog or other restrictions to visibility, including precipitation, forecast or reported, below three statute miles; or
ii. thunderstorms isolated or otherwise forecast or reported; or
iii. freezing precipitation forecast or reported.
b. For aerodromes in Canada:
i. a forecast ceiling of at least 1,000 feet above FAF altitude and a visibility of at least three statute miles (using the FAF of the destination IFR approach with the second lowest usable limits); or
ii. a ceiling of at least 1,500 feet and a visibility of at least six statute miles.
c. For aerodromes in the U.S.:
i. a forecast ceiling of at least 2,000 feet and a visibility of at least three statute miles.
28
What do you need to do if there is a non-standard missed approach climb gradient?
To provide lower MDA/DA's, some approaches use Non-Standard Climb Gradients in the missed approach design when a standard missed approach climb design would result in unreasonably high minima.
There are two methods to ensure obstacle clearance for such missed approaches in case of an engine failure; either a) or b) below
a. Verify the published climb gradient can be achieved or exceeded by checking:
• NON-STD MA CLB GRAD on the ACARS Landing WAT report; or
• APP CLB GRADIENT in the PERF tool landing report, or
• QRH performance tables (fleet dependent).
(To ensure obstacle clearance in accordance with the charted missed approach design in the event of one engine inoperative, the go-around configuration should be maintained until a safe altitude is attained.)
b. Use an alternative missed approach procedure published in the Jeppesen 10-10 pages per item 3 below. These procedures have been assessed for obstacles by Aircraft Performance and the charted non-standard gradients are not applicable.
Non-standard missed approach climb gradient minima are recognized as follows:
• PANS OPS minima boxes list a missed approach climb gradient greater than 2.5% (see example under item 4).
• TERPS minima boxes list a missed approach climb gradient in feet per nautical miles (see example under item 4).
• Canada lists the climb gradient as a note (see example under item 4).
29
When are alternate missed approach procedures - one-engine inoperative published in 10-10 pages?
For approaches with published non-standard missed approach climb gradients. Published for certain hot and high airports. Obstacle clearance is assured by following the vertical and lateral instructions contained in the alternative procedure.
30
With regards to logbooks, what must the PIC ensure before departure?
- Prior to departure the Pilot-in-Command shall ensure the Aircraft Journey Log (ACF619) and the Aircraft Defect Log (ACF619-1) are reviewed to confirm the aircraft's serviceability for flight. (72 hour checks, open defects, trends in defects…)
- If no flight attendants are onboard the Pilot-in-Command should review the Cabin Defect Log prior to departure. If there are any open defects of a safety/ airworthiness nature (i.e., items with specific MEL relief available), they shall be transferred to the Aircraft Defect Log and handled in accordance with the MEL Preamble prior to departure.
31
With regards to the aircraft first flight of the day, which time do you go by?
- Aircraft first flight of the day is based on local time
32
Time entries in the aircraft journey log use which time? What does the date go by?
- Times are in UTC, date entries go by local time/day
33
Who do you need to communicate aircraft defects to?
It is a CARs requirement that both Flight Dispatch and MOC be made aware of aircraft defects, that affect airworthiness in a timely manner. Flight Dispatch need not be advised of cabin defects unless they are of an airworthiness nature.
ACARS msgs sent to MOC are also automatically sent to dispatch.
SNAG ACARS MSG
34
After pushback is commenced, all communication with Maintenance shall be made through?
Flight Dispatch to MOC. Direct communication with station maintenance regarding malfunctions or abnormals after pushback or in flight is not permitted.
35
When airborne, Flight Crews shall report all defects affecting airworthiness directly to?
MOC by using the 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.
36
Under what circumstances do cabin defects need to be entered in the aircraft defect log?
When a defect affects airworthiness, defects shall be recorded in the Aircraft Defect Log.
37
The aircraft documents pouch is a sealed envelope containing the
1. Certificate of Airworthiness
2. Certificate of Registration
3. Aircraft Radio License;
4. The Certificate of Noise Compliance is included in all Certificate of Airworthiness issued after May 1992.
What should be done if it’s open (seal 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.
38
What must the PIC verify when handed the Cabin crew emergency positions form?
That the In-Charge Flight Attendant has certified that the cabin emergency equipment has been checked by signing the bottom.
39
What do you refer to to ensure you have the required potable water onboard?
Refer to Potable Water Fill Guide in SmartDoc / Flight Operations / Reference and Policy Information.
40
When are the life-vest demonstration required?
For any flight that will be more than 50nm from land over water. In addition it should be done for the following routes:
- flightS to YQT
- between YHZ to IAD, DCA, EWR, LGA, or to the U.S. East Coast
- To and from overseas (Atlantic and Pacific)
- To and from Caribbean
- To and from Mexico
- On North and South American coastlines
41
What is the limitation for tire wear?
No more than a total of three linear inches of reinforcing fabric exposed per tire.
42
Who do you call for windshield cleaning?
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. (Main bases, call STOC to arrange cleaning)
43
Can you start or shutdown the APU during fueling?
Yes as per FCOM:
During refuel/defuel procedures, APU starts or shutdown are permitted with the following restrictions:
‐ If the APU failed to start or following an automatic APU shutdown, do not start the APU
‐ If a fuel spill occurs, perform a normal APU shutdown.
FOM:
The APU may be running but shall not be started or shut down while pressure fuelling procedures are in progress except where permitted and in accordance with the AOM
44
What to do if you’re over fuelled by more than 300kg?
Advise LOAD of amount over by.
Should a fuel loading error occur, Flight Crew shall verify that 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.
Adjustments to the TOW figure may be made by the Flight Crew without advising the load agent provided it 300kg or less and MTOW is not exceeded.
45
When using user defined waypoints, Flight Crews shall crosscheck flight planned tracks and distances against the FMS/FMGS information for accuracy. What is the acceptable difference between charted latitude and longitude and the FMS numbers?
- 3 degrees or less may result from equipment manufacturer's application of magnetic variation and are operationally acceptable
- A difference of one degree is acceptable when the crosscheck is conducted in True.
46
When should an intersection departure not be excepted even with appropriate performance number?
- When the visibility is lower than standard take-off minima unless it is a normal practice for that runway.
47
What must be done when carrying dangerous goods(DG)?
- When Dangerous Goods are accepted for carriage, the Pilot-in-Command shall be provided with a NOTOC (Notice To Captain) or a copy of the Advice Notice completed and certified by the Lead Station Attendant.
- On receipt of the NOTOC, Flight Crews shall verify the current flight number, date, FIN, departure station, edition number, and Lead Station Attendant signature. The form should be stowed in the plastic pouch attached to the inside back cover of the Aircraft Journey Log and discarded when the shipment is removed from the aircraft.
- The LDP and LDF shall be checked for Dangerous Goods on-board. The edition number on the load data and the NOTOC must be the same
- If there is a last minute change to the NOTOC and there is no further opportunity to provide a new NOTOC to the Flight Crew (e.g., the aircraft door is closed) it is acceptable for the Pilot-in-Command to make a pen and ink correction to the NOTOC
48
You must advise load when carrying someone in the jump seats. How do you advise them?
- E.g., An A321 has a default CREW number of 2/4 (2 pilots; 4 FAs). If 2 Jumpseat occupants were accepted in the flight deck and 2 more in cabin jumpseats, the flight crew should send a message to LOAD indicating: CREW: 4/6.
49
What to do if the total pax count exceeds(or less than) that on the LDF?
- If the total passenger count indicates more passengers than the LDF but within tolerance, adjust the TOW by 80 kg per extra passenger.(or decrease)
50
What is the pax zone break down limit?
A319/A320/A321
- +/-3 in any zone
- no more than +/-6 total
In the absence of the ACARS message showing the actual number of passengers on-board by zone, proceed with a manual passenger count.
51
With regards to load, what is the PIC responsible for ensuring before pushback?
1. Passenger count within tolerance
2. LDF FOB, T/O weight vs WAT weight, OFP Block Fuel, and aircraft fuel crosschecked
3. ZFW does not exceed the OFP Max ZFW
4. TOW does not exceed the OFP Max TOW
5. Any additional AOM requirements.
52
If a passenger is offloaded for transborder or international flights, what is to be done with their checked luggage?
Flight Crews shall advise STOC anytime a passenger deplanes. The STOC Manager in cooperation with Corporate Security shall conduct a security assessment to determine if baggage should be removed
53
What do you do if the ramp crew is missing or has an unserviceable headset for pushback?
Pushback without Headset procedure in accordance with the aircraft QRH or the MEL.
Ramp Hand Signals as depicted in the 8.3.17 - Ramp Hand Signals shall be used by the Flight Crew if and when they are appropriate. Prior to conducting this procedure the Pilot-in-Command shall brief the Ramp Lead including a review of the hand signals to be used.
Engines shall not be started until the pushback is complete.
54
What is required, and what is the hierarchy for Aerodrome operating visibility (Active tower) when it comes to departure?
In order to pushback, Aerodrome Operating Visibility must be at or above the Level of Service for the runway of intended use in accordance with the following hierarchy:
1. RVR for the runway of intended use
2. Ground visibility (METAR)
3. Tower Visibility
4. The visibility, as determined by the Pilot-in-Command
55
What is the Aerodrome operating visibility hierarchy for a un-controlled (no active tower) for pushback?
Aerodrome Operating Visibility must be at or above the Level of Service for the runway of intended use.
For departures, the aerodrome operating visibility is the lowest of the following visibilities:
• Ground visibility (METAR)
• Any reported RVR
• Pilot visibility
56
Under what circumstances may engines be started during pushback?
Flight Crews should confirm that a tow forward is not required before starting engines. Under most circumstances a tow forward with the engines running is prohibited. Refer to 8.3.11 - Tow Forward with Engines Running for exceptions, such as an unserviceable APU.
An aircraft shall not be towed onto a gate with an engine running under any circumstances.
57
When is it acceptable to taxi when visibility is below the airport level of service for the intended runway of departure?
In Canada, taxi operations are allowed whenever the Aerodrome Operating Visibility deteriorates below the Level of Service after:
1. Pushback commenced
2. Taxi commenced during open ramp operations (i.e., no pushback)
3. Taxiing to or from de-icing
4. The aircraft is taxiing on the maneuvering area for purposes other than take-off or landing.
58
When and how should you advise company of a departure delay that occurs after doors closed and park brake release?
Workload permitting, Flight Crews should provide a revised ETO via ACARS or VHF radio to STOC if the flight is not airborne 20 minutes after pushback and the take-off time has been exceeded.
If the aircraft is not airborne within 30 minutes of door closure, refer to the Airport Tarmac Delay Program procedures described in 7.3 - Airport Tarmac Delay Program - Passenger Flights
59
In the USA in the absence of other means, can pilot observed visibility be used for departure?
NO
60
When is it required to verify you are lined up on the centreline of the correct runway when departing?
When the RVR or reported visibility is less than 2600 (800m) or 1/2 sm (800m) respectively, Flight Crews shall positively identify the assigned runway either by visually observing the runway identifier on the runway surface or by precise electronic means available in the cockpit such as localizer alignment, PBN-based runway centerline, or aircraft navigation display depicting aircraft position on the airport map (AMM).
When the RVR is less than 1200' (350m), Flight Crews shall not commence take-off until the lighting and marking requirements are visible (e.g., it may be necessary to taxi forward to the displaced threshold).
61
Can you depart VFR?
Yes, When a delay is experienced in receiving an IFR departure clearance, the Pilot-in-Command may request approval to depart and maintain daytime VFR until an IFR clearance can be received.
VFR night operations are prohibited.
62
How soon after takeoff can you commence a turn?
When a SID or departure instruction requires a turn to a heading after take-off, Flight Crews should be prepared to initiate the turn immediately upon passing through 400 feet AGL.
63
How do you change OUT times?
Changes to Out Times may be completed by Flight Dispatch for open ramp operations, unserviceable APUs, or on-gate deicing.
64
What must you do if ATC gives you a re-route?
Flights which are rerouted other than cleared via direct to a point on the current flight plan by either ATC or Flight Dispatch shall record the new route on the OFP along with the time the clearance was received. If the reroute is initiated by ATC, Flight Dispatch shall be informed of the new route.
65
What is the procedure for confirming user defined way points?
1. Approaching the waypoint, verify the following FMS/FMGC information against the OFP Flight Log:
a. Present position is approaching the waypoint position
b. Track and distance to the next waypoint; and Subsequent waypoint.
2. Upon waypoint passage:
a. Check the Mach number, lateral navigation mode and indicated altitude
b. Confirm track and distance to the next waypoint appears on the navigation display.
When using user defined waypoints, Flight Crews shall crosscheck flight planned tracks and
distances against the FMS/FMGS information for accuracy. Flight Crews shall also check that the correct latitude and longitude (displayed in degrees and minutes) has been entered.
Differences of 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.
When navigating to or from user defined waypoints, refer to 8.9.2.1 - User Defined Waypoints for procedures. Upon waypoint passage the PM shall record the time, altitude, temperature, wind, and FOB on the Master Flight Plan. The FOB shall be compared with MFOB. Prepare or revise an ETA for the next waypoint and make the position report, as required.
66
When must fuel checks be completed?
Every 30 minutes (FCOM). When returning to FD after bio break. Before Doing controlled rest.
The fuel shall be checked upon reaching cruise altitude and at least every 1 ½ hours thereafter, when possible. All fuel checks shall be recorded on the OFP (paper or electronic) FOM
67
If the PIC decides to use alternate fuel, what conditions must be met?
The use of alternate fuel is at the discretion of the Pilot-in-Command. This fuel may be consumed when, in the Pilot-in-Command's best judgment, the aircraft can be landed safely at the destination airport.
Whenever any portion of Alternate Fuel is consumed without proceeding to the alternate, Flight Dispatch shall be advised as soon as practicable, and a FOHR should be filed
68
Reports shall be made to Flight Dispatch whenever:
1. En route or ramp arrival time varies from planned time by more than five minutes
2. The Pilot-in-Command determines a change is necessary to the OFP en route; or
3. Unexpected or significant weather is encountered
4. A defect has been recorded in the Aircraft Defect Log. ACARS Snag messages are automatically sent to dispatch;
5. If at any point after Top of Climb, the AFOB is less than the MFOB over an OFP waypoint
6. When position reports are required.
69
When are position reports required to be sent to dispatch?
In order to meet Flight Watch requirements, position reports to Flight Dispatch shall be made starting within two hours of being airborne and then at intervals not greater than two hours for operations that arrive from, or depart to, areas outside Canadian and Continental U.S. Domestic Airspace.
VHF/HF ATC position reports are forwarded to Flight Dispatch from the following FIRs:
a. North Atlantic FIRs (New York, Gander, Shanwick, Iceland, Santa Maria); and
b. Pacific FIRs (Oakland, Nadi, and Fukuoka)
70
When should you update the ETA via acars?
if the estimated gate arrival time varies from the DFM ETA by more than four minutes
71
What’s the best way to advise MOC of a non-airworthiness defect prior to arrival?
via the ACARS Message function (Maintenance)
72
What is the the Captain to In-Charge flight attendant top of decent briefing?
Prior to the top-of-descent, the Captain shall review, as required, with the In-Charge Flight Attendant the TOD time and ETA, expected weather conditions, anticipated use of the seatbelt sign, cabin defects, and any additional items deemed to affect the safety or comfort of the passengers and Cabin Crew.
73
How do you ensure you have the most accurate decent profile?
- the descent winds and anti-ice corrections (if applicable) should be entered into the FMS/ FMGS.
- Flight Crews should be aware of the planned transition airspeed prior to TOD
- Making this change prior to TOD should ensure an accurate TOD computation.
74
How do you avoid triggering unnecessary TCAS RA’s?
- selecting a rate of descent of 1,000 feet per minute or less should be established by at least 1,000 feet prior to target altitude
75
What is considered the touch down zone (TDZ)?
- Normally the TDZ is the portion of the runway that begins at the runway threshold and ends at the beginning of the last runway touchdown zone marking.
- In cases where TDZ markings are missing, obscured or incomplete, the TDZ is the first 3,000 feet of the runway or the first third of the landing distance available (LDA), whichever is less, measured from the threshold in the direction of landing.
76
On approach, when is it required to “guard” the controls?
When below 1,000 feet AAE:
a. The PF shall have one hand on the flight controls and one hand on the thrust levers, regardless of whether or not the autopilot and/or autothrust is engaged; and
b. If the Pilot-In-Command takes control from the PF, then the Pilot-In-Command shall retain control and complete the landing or go-around
77
What altitude accuracy are you looking for crossing the FAF during the FAF call?
- Confirm the PF's altimeter is within 100 feet of the PM altimeter.
- reasonableness to charted crossing FAF ALT (temp comp etc.)
- For all instrument approaches in IMC at the FAF crossing, a go-around shall be initiated if the difference between the Captain and FO primary barometric altimeters is greater than 100 feet.
78
What is the approach category of the aircraft?
It’s based on your REF speed:
C: 121-140 kias
D: 141-165 kias
- For example, an aircraft that falls in Category C, but is approaching to land at a speed in excess of 140 kt, must use the approach Category D minima
- An aircraft is certificated in only one approach category and cannot be flown to the minima of a slower approach category.
- However, if the requirement for a faster approach speed places the aircraft in a higher speed approach category, the minima for the appropriate higher category must be used.
79
When is a go around required?
A go-around shall be initiated immediately if a pilot calls “unstabilized” or if any of the Stable Approach requirements are not fully met by the final Go-Around Gate
80
What is required to descend below minimums when visibility is less than charted, on an approach with no vertical guidance?
Without HUD or vertical guidance to the threshold (e.g., FPA or Temporary Displaced threshold or sidestep), operational PAPI or VASI is required for descent below minimums when visibility is less than charted visibility.
81
If you’re unable to conduct a PRM approach, what should be done?
where the approach in use is a PRM approach, Flight Crews shall be alert for NOTAMs restricting operations for non-PRM aircraft.
ATC shall be advised at least 200 miles from destination (U.S. destinations) or no later than top of descent (SYD operations) that the flight is unable to conduct a PRM approach.
82
What do you do if you receive a TCAS RA during a PRM approach?
In the event a TCAS RA occurs while on final during a PRM approach, Flight Crews shall comply with the vertical TCAS guidance and follow the lateral heading information provided by the PRM final controller
83
Can you manually land a CAT II SA approach?
Air Canada Rouge only authorizes SA CAT II approaches using autoland.
Because of the reduced lighting systems, SA CAT II approaches shall be flown using an Autoland system to touchdown.
(SA CAT II approaches can be identified by the “SA” label in the approach chart title)
84
At what visibility must the Captain fly the approach?
Approaches flown in reported visibility below 1/2 sm (800m) or RVR 2400ft (750m) shall be flown by the Captain. FOs in the process of an initial Captain upgrade, can fly below 2400RVR with a line check/training captain.
85
What is the minimum approach visibility outside Canada besides CAT II and III?
Outside of Canada, The charted visibility is the minimum approach visibility.
Outside of Canada and the U.S., the minimum mid-point and rollout (stop-end) RVR values (if reported) for commencement and continuation of an approach shall be:
• Mid-point RVR: 600 (175m), and
• Rollout (stop-end) RVR 300' (75m)
CAT I ILS approaches are not authorized for use with ground visibility values less than 1/2 sm (800m). Below 1/2 sm (800m), RVR is required.
86
What is the required approach visibility in Canada beside CAT II and III?
For ILS Category I and RNP approach to LPV minima, a reduction to RVR 1800 is authorized (CA flown) with the following restrictions:
a. The DA is 200 feet or less; and
b. Touchdown zone RVR is required
87
Can you fly an FPA approach if approach visibility is below charted?
NO!
Also:
Without HUD or vertical guidance to the threshold (e.g., FPA or Temporary Displaced threshold or sidestep), operational PAPI or VASI is required for descent below minimums when visibility is less than charted visibility.
88
Continuing a CAT II approach inside the outer marker or FAF (or where no FAF exists, the published altitude of glideslope intercept) is prohibited if at any time the RVR values are below (including fluctuating below) the following minima:
- Touchdown RVR (required): 1200' / 350m, or charted value if higher.
- Mid-point RVR (required): 600' / 175m
- Rollout "stop-end" RVR (only outside Canada, if reported): 300' / 75m
89
When conducting a Fail-Operational autoland, the required minima shall be the greater of:
- the lowest published CAT III minima; or
- the minima as defined by the CAT III: FAIL-OPERATIONAL LOWEST APPROVED MINIMA table below:
CAT III: FAIL-OPERATIONAL LOWEST APPROVED MINIMA: RVR 250 ft or 75 m
CAT III: FAIL-PASSIVE LOWEST APPROVED MINIMA: RVR 600 ft or 175 m
90
When flying IFR and cleared for a visual approach in VMC, can you descend below the minimum IFR altitude?
Yes, once cleared for a visual obstacle clearance is pilots responsibility. (Night visuals are forbidden at AC)
91
What is the minimum ceiling and visibility required to conduct a visual approach?
- 1500 AGL
- 5 SM
(Unless specified otherwise on chart)
92
In the US do you need to have the airport insight before accepting clearance for a visual approach?
In the U.S., Flight Crew may accept a Visual Approach clearance without the airport being in sight, as long as preceding traffic that they are instructed to follow, or a charted visual landmark, is reported in sight.
93
What missed approach do you follow on a visual?
Go-Around Following a Visual Approach
A Visual Approach is not an Instrument Approach Procedure and therefore has no missed approach segment. If a go-around is likely for any reason, ATC should be advised of the Flight Crew's intentions prior to the FAF (where applicable
94
Are night visual approaches allowed?
a. Permitted only in accordance with any applicable restrictions in the Jeppesen Route Manual 10-10 pages;
b. Prohibited at mountainous airports except when specified otherwise in the Jeppesen Route Manual 10-10 pages; and
c. Flights shall not descend below the minimum IFR altitude (e.g., minimum vectoring altitude) until within 10 NM of the landing airport, unless following a VGA procedure
95
When is the latest you must be established on the runway centreline for approaches that require lateral maneuvering?
For approaches that require lateral maneuvering below minima, the aircraft shall be established on the extended runway centerline by 300 feet AAE.
96
What are considerations for a “sidestep” approach?
A sidesteps constitutes part of a straight-in, instrument approach (i.e., not visual or circling). Prior to accepting a sidestep clearance, Flight Crew should consider the following additional factors:
1. Compliance with Stable Approach Criteria per 8.11.4 - Stabilized Approach Policy; and
2. Use of flight directors after initiating the sidestep; and
3. Possible GPWS glideslope alerts; and
4. Use of VASI or PAPI; and
5. The effect of staggered thresholds on the flight profile; and
6. Re-establishing on the missed approach for the original runway in the event of a go-around.
97
Are LAHSO clearances permitted?
NO
98
What must be verbalized when monitoring AUTOBRAKES?
A verbal call “No Autobrakes” shall be made in the event of an autobrake system failure or in the case of autobrake disconnect
99
AFTER LANDING checklists/procedures outlined in the AOM should not be completed until the following conditions have been met:
1. Clear of the landing runway; and
2. Clear of all active runways if close parallel runway operations are in effect; and
3. Taxi clearance has been received, read back and understood by the flight crew; and
4. The aircraft has been instructed to switch from TWR to GND frequency (unless such an instruction is not anticipated); and
5. The safety of the flight will not be jeopardized; and
6. On Captain's command. (In situations where there is a long delay to cross a parallel runway, the Captain may elect to call for the After Landing Checklist, if doing so will not jeopardize situational awareness of all crew members.)
100
While taxing, what must the PIC verbalize?
Pilot-in-Command should verbalize all planned turns, holding points, and when approaching all runways
101
What are lighting considerations when crossing an ACTIVE runway?
Flight Crews should select additional lighting if available (e.g., wing inspection lights, strobe lights or flood lights).
102
When should arrival delays be communicated to company and pax?
Workload permitting, Flight Crews should revise the ETA via ACARS if the flight will not arrive within 5 minutes of the arrival time indicated on the DFM.
If the aircraft is not at a gate or stand within 30 minutes of wheels down after landing, refer to the Airport Tarmac Delay Program procedures described in 7.3 -
103
Upon arrival at the gate and the parking break has been set, is it permissible to release it?
Upon arrival at the gate, the parking brake shall remain set unless overheated brakes are suspected. If the parking brake is to be released, verbal confirmation that the chocks are in place shall be made prior to releasing the parking brake
104
Do fuel discrepancies need to be reported?
Yes, Compare planned burn to actual burn. If an unreasonable discrepancy exists, Flight Crews should file a FOHR with the details.
105
Do fuel discrepancies need to be reported?
Yes, Compare planned burn to actual burn. If an unreasonable discrepancy exists, Flight Crews should file a FOHR with the details.
106
Where can you find sample MEL entries?
MEL preamble
107
What do you do if the ACARS is U/S once you arrive at the gate and shutdown?
Transmit to dispatch or the local station:
a. On and In Time; and
b. Flight Time; and
c. Total Fuel on-board (KG or LBS);
d. Fuel burn
For any other operational situations where the ACARS did not produce an accurate in time, the Captain of the flight shall send an email to flighttimechange@aircanada.ca from their aircanada email the following:
ROUxxx/DDMMM (e.g.: ROU1801/29JUL)
OUT:
RTG IN:
RTG OUT:
IN:
Revised OUT:
Revised IN:
Reason for change:
Employee#:
Captain's name
108
By how far should you avoid thunderstorms?
- Below the freezing level, avoid red area echoes by at least 10 nautical miles; and
- Above the freezing level, avoid red area echoes contoured areas by at least 20 nautical miles; and
- Avoid hooks, scallops, fingers and returns that are rapidly changing in shape by at least the above distances
should clear the tops of thunderstorms clouds by 5,000 feet. If there is a wind above the storm of 100 knots or more, Flight Crews should overfly the storm with a clearance of 10,000 feet. When attempting to overfly a building thunderstorm, Flight Crews should know that storms may grow at a rate of 7,000 feet per minute. Flying above 40,000 feet in an attempt to overfly the cell will put the aircraft in the realm of flight where the range between high speed and low speed buffet onset is quite small.
Coordinate flight planning with Flight Dispatch to avoid areas of severe weather.
109
On the weather radar what are some avoidance techniques?
1. Avoid amber area echoes whenever possible; and
2. Below the freezing level, avoid red area echoes by at least 10 nautical miles; and
3. Above the freezing level, avoid red area echoes contoured areas by at least 20 nautical miles
4. Avoid hooks, scallops, fingers and returns that are rapidly changing in shape by at least the above distances; and
5. Select the longer ranges frequently so that weather avoidance can be planned as early as possible. Scan below the freezing level since the return is five times stronger from a liquid than from a solid;
110
What severity of wind shear report should you delay take off and landing for?
Flight Crew reports of windshear that causes airspeed loss in excess of 15 knots should be avoided by delaying take-off, or if airborne, holding until the phenomenon subsides, or by diverting to an alternate.
111
What should you do if microburst or downdrafts have been detected?
Take-offs and landings during periods when microbursts or downbursts have been detected or reported are prohibited due to the extreme hazard to aircraft
112
What needs to be temperature corrected and when?
- DA/MDA and FAF anytime TEMP is 0c or lower
- All approach altitudes if below ACT
- RNAV approaches with temp computed altitudes shall not be flown to LPV OR LNAV/VNAV minima when below TLIMT
- Flight Crews shall apply temperature compensation to Non-standard Missed Approach Acceleration Altitudes (i.e., published on Jeppesen XX-10), prior to use or reference, when the reported airport temperature is at or below 0 °C.
- SID/STAR altitude constraints do not require compensation, however it may be necessary to compensate the common approach interface waypoint on a STAR in order for the STAR to correctly link to the approach.
- In addition, the DA/MDA shall be temperature compensated at a reported airport temperature of +10 °C or below when the DA/MDA is greater than or equal to 1000' AAE
- Aircraft without automatic temperature compensation capability are prohibited from flying Baro-VNAV to RNP AR or LNAV/VNAV minima when the reported airport temperature is outside of the TLim range.
113
With regards to temperature corrections, what is ACT?
- Approach Controlling Temperature
- ACTs are published on the Jeppesen XX-10 pages for airports where ACTs have been calculated. Flight Crews should reference the published ACT temperature whenever the reported airport temperature is at or below 0 °C
- If ACT(CTA USA) is provided, the trigger for temperature compensation is when the reported airport temperature is at or below the ACT.
- MDA/DA still need temp comp
- The use of ACT in lieu of temperature compensation at or below 0 °C is subject to the following conditions:
• in IMC, the autopilot shall be used per 7.1.9 - Auto-Flight Systems (AFS) Policy and the AOM; and
• a current and local altimeter setting shall be used; and
• in IMC, no windshear conditions in excess of +/- 15 kts are reported or forecast to exist on approach; and
• the aircraft shall be equipped with a functioning EGPWS/TAWS system
114
What precipitation types is takeoff forbidden in?
1. Hail; or
2. Heavy ice pellets; or
3. Moderate or heavy freezing rain.
115
Which precipitation type are landings not authorized in?
moderate or heavy freezing rain
116
What should you do if you suspect flap or slat contamination during approach or landing?
should not retract the Flaps and contact MOC via Flight Dispatch to arrange for an inspection upon arrival.
Alternatively you can perform the inspection and use the FCOM procedure to retract flaps at the gate.
117
What can be done during taxi to keep the brakes cooler on a hot day?
Single engine taxi
118
What should you keep in mind when you encounter temperatures of -65c or lower?
Flight Crews shall monitor fuel tank temperatures. If the fuel temperature is approaching the fuel specification freeze point, the Pilot-in-Command should liaise with Flight Dispatch to adjust the route, Mach number, or altitude to minimize further reductions in fuel temperatures. If fuel specification freeze point temperatures are reached, Flight Crews shall apply the AOM low fuel temperature procedures
119
What is the minimum Aircraft Rescue Firefighting Service required?
319/320: CAT 6
321: CAT 7
120
When are you required to plan for a second alternate airport?
If the destination aerodrome does not have a valid TAF, two destination alternates will be planned.
The alternates shall, at the expected time of arrival, be at or above the alternate weather minima criteria.
121
You are trying to get the attention of the ground crew, which lights shall be used to get their attention and why?
Cockpit dome light flick off and on until they ack.
Nose taxi and landing lights shall not be used to attract the attention of the ground crew.
122
When should the after take-off checklist be initiated?
The After Take-off Checklist should be initiated when convenient above 2,000 feet AGL.
123
When reviewing the OFP from YYZ to YVR you notice the following text on the OFP "TERRAIN CLEARANCE CHECK – COMPLETED WITH NO LIMITATIONS
a. What specific abnormal situation does the terrain clearance check address?
b. What exactly is it telling you about your ability to stay clear of terrain if that
situation were to manifest?
c. If flying over mountainous terrain with this message on the OFP, are you
required to reference any applicable Escape Charts?
A. Engine failure (one engine inop)
B. ability to drift down and maintain at least 1,000ft above highest terrain.
C. Yes, escape charts need to be referenced in case of rapid decompression in order to get to 13,000ft, then 10,000ft
124
With consideration to warming engines, What is the minimum time required after start to setting T/O thrust.
After start, to avoid thermal shock, the pilot should operate the engine at idle or near idle for at least 2 min before advancing the thrust lever to high power. Taxi time at idle may be included in the warm-up period.
Applicable to both engines.
