Dispatch Flashcards
Wx requirements for DANR
Flight time less than 6h
Ceiling 2000’, 2500’ when CTL in use, 1500’ above minima
VIS 5000m
2 separate RWYs, at least one has operational instrument approach
Which payload shall be carried even if an en-route landing is required for refueling?
revenue p gers including ID50, Must Ride employees, Dead Head crew (DH, DHS), Air Marshals, ID persons entitled to a confirmed seat, Aircraft On Ground (AOG) consignments (spare parts) and First Class (must ride) cargo (8.1.1.1)
Non standard high speed / low speed limits for dispatch
0.79 / 0.72 (8.1.1.3)
Severe Wx planning guidlines
Flights should not be planned within 200 NM of the center of a tropical cyclone (including hurri- canes and typhoons).
Severe or Extreme — Avoidance up to an additional 60 NM to the flight plan. If more than 60 NM or inevitable — The original flight plan route with an additional 15 minutes fuel.
Minimum flight altitude
no flight shall be operated below:
- 2,000 ft vertically over the highest terrain/obstacle within a radius of 8 km from the estimated position of the aircraft where the highest reference point is higher than 5,000 ft MSL or in a mountain region. “Mountain Region” in this context is an area where the vertical change of the ground exceeds 3,000 ft over a distance of 10 NM;
- In other areas - 1,000 ft vertically over the highest terrain/obstacle within a radius of 8 km from the estimated position of the aircraft.
(8. 1.1.9)
One Engine Inoperative En-route Flight Path requirements
the net flight path shall:
1. Have a positive gradient at 1,500 ft above the airport of intended landing;
and either;
a. Have a positive gradient at least 1,000 ft above all terrain and obstructions within 10 NM of either side of the intended track;
or
b. Permit the aircraft to continue flight from the cruising altitude to an airport at which a landing can be made whilst clearing vertically, by at least 2,000 ft, all obstacles within 10 NM either side of the intended track. (8.1.1.9)
Maximum Flight Levels
Maximum flight level:
day flights; defined as flights with a planned ETD at or after 06:00 Israel Time and a planned ETA at or before 23:59 Israel Time – FL 370;
night flights; all flights that are not day flights as defined above – FL 350;
(8.1.1.9)
Tankering Fuel policy
Tankering fuel shall be added only when the total saving is $100, or more.
When a flight is dispatched to a precipitation covered runway, tankering fuel shall be added only after the PIC’s approval. RLD and runway contamination shall be considered before adding tankering fuel. Tankering fuel should be limited so that the most limiting of the take-off or landing weight is 1.5% less than the maximum weight limit.
Tankering fuel should not be more than the fuel required for the next leg.
For flights with a planned ground time of less than 3 hours, when the temperatures at the destination airport are forecast to be at or below 10 °C and it is suspected that ice might accumulate on the wing surfaces due to the cooling of the main tank fuel during the flight, tankering fuel shall be uplifted only if the total saving is $1,000 or more.
(8.1.1.10)
Minimum Acceptable Airport Category for Rescue and Fire Fighting
Departure and destination airport:
should be equal to or better than the aircraft RFFS category. One category below the aircraft RFFS category may be accepted where provided but not lower than Category 4.
Departure and destination airport in case of temporary downgrad / take-off alternate / destination alternate / en-route alternate airports:
Two categories below the aircraft RFFS category, but not lower than Category 4.
EDTO en-route alternate airport:
RFFS Category 4, under the condition that at least 30 minutes notice will be given to the airport operator prior to the arrival of the aircraft.
(8.1.2.3)
CAT Q Airports limitations
Category C or Q airports should not be planned as Alternate Airports for the relevant fleet unless so requested by a PIC qualified to operate to that airport.
At least one Captain operating a flight to or from a Category Q Airport shall be an Instructor or Check Airman, a Fleet Manager or his deputy.
Specific flight operating instructions shall be established by each Fleet Manager and published as an Airport NOTAM or reference by NOTAM.
(5.2.6, 8.1.2.4)
Landing Climb and Approach Climb Requirements
- Landing Climb Gradient (landing configuration, all engines operating) 3.2% or higher;
- Approach Climb Gradient (one engine inoperative, landing gear retracted) at least 2.1%;
(8. 1.2.5)
Landing Field Length Requirements (Planning)
The landing mass of the aircraft for the estimated time of landing at the destination airport and at any alternate airport shall allow a full stop landing from 50 ft above the threshold within 60% of the Landing Distance Available (LDA) on the runway most likely to be assigned, considering the probable wind speed and direction and landing aids;
When the appropriate weather reports and/or forecasts indicate that the runway at the estimated time of arrival may be wet or contaminated or CAT III operations are expected, add 15%.
(8.1.2.5)
Alternate Airport Planning Minima
time periods:
1. Pre-flight planning - From one hour before the ETA until one hour after the ETA;
2. In-flight planning - At the ETA.
CAT II or III > CAT I RVR
CAT I > NPA RVR/VIS Ceiling shall be at or above DH/MDH
NPA/APV > NPA RVR/VIS + 1,000 m Ceiling shall be at or above DH/MDH + 200 ft
Circling > Circling
Type of Approach shall be a usable approach considering wind, facilities, crew and aircraft limitations.
(8.1.3.1.4)
Co-pilot Pilot Flying Limitations
A Co-pilot shall not be PF:
- When exceeding the runway crosswind limitations as prescribed in the QRH – Ops Info;
- For Circling Approaches;
- RVR<400m;
- RWY conditions code 3 and below;
- Gust exceeding 19k;
- Aborted take-off;
- Rapid Descent;
- Passenger Evacuation;
- Ditching;
- For the first 3 take-offs and for the first 3 landings after the PIC has completed the final line check for upgrade to Captain or after conversion to a new type.
(1. 4, 8.1.5.3, OPS INFO)
Minimum airborne equipment for ILS
CAT I: not defined CAT II/II: 2 PFD from different DEU 1/2 Autopilots. 1 autopilot for CAT II: autoland not available. 2 DH 2 RA + display 2 ILS 2 FMA 2 ADIRU 1/2 Hydraulic systems (1 - autoland not available) 2 Electrical power sources (APU may be used) 2 Engines 2 Wipers (OPS INFO)
RVR for Takeoff
For 200m: REDL + RCLL. RVR values shall be available for the Accelerate Stop Distance. ()
For 175m: REDL + RCLL. ()
* The reported RVR/VIS value representative of the initial part of the take-off run can be replaced by pilot assessment.
If take-off weather minima are not prescribed, the minimum visibility is 1,500m.
(8.1.5.7)
Conversion of VIS from Meteorological Report to RVR/CMV
- No conversion is allowed when a reported RVR is available;
- If the charted RVR value is less than 800 m, the required visibility is 800 m;
- If the charted RVR/CMV value is 800 or more, the required visibility is the required charted RVR/CMV value.
(8. 1.5.8)
RVR for Landing
The touchdown zone RVR is always controlling. If reported, the mid point RVR is also controlling, and if the stop end RVR is reported and relevant it is also controlling. The minimum RVR value for the mid-point is 125m. The minimum RVR value for the stop-end is 75m.
NOTE: “Relevant” = that part of the runway used during the high speed phase of the landing down to a speed of approximately 60 kts.
(8.1.5.8.3)
Commencement and Continuation of an Approach
A pilot may commence an instrument approach regardless of the reported RVR/VIS. However, no pilot may continue an approach below the Approach Ban Point unless the reported visibility (VIS) or the controlling RVR is equal or greater than the VIS/RVR minimums prescribed for that procedure.
if a pilot has passed the Approach Ban Point and receives a weather report indicating below-minimum conditions, the pilot may continue the approach to DA/DH or MDA.
Approach ban point: 1,000 ft above the aerodrome; or the final approach point in the case where the DA/H or MDA/H is more than 1,000 ft above the aerodrome;
(France: approach ban point is OM or equivalent).
(8.1.5.8.4)
Visual approaches minima
Circling minima are:
MDH: 1,000’
Visibility: 5km.
Visual Traffic Pattern:
Ceiling: 1,500’
Visibility: 3 statute miles/5 km.
(8.1.5.8.5.5)
Effect of failed or downgraded ground equipment on ILS approach.
According to the table. Under 1000’ - PIC’s discretion.
CAT I:
failed OM is not allowed, Not except if replaced by height check at 1,000’.
TDZ RVR is mandatory when the visibility is less than 800m.
Failed Edge lights, threshold lights and runway end lights: not allowed during night.
CAT II/III: TDZ RVR is mandatory. Approach lights: according to the location of the failed lights. For CAT III with DH 50’ - no effect.
(8.1.5.8.7)
Contingency Fuel requirements
The higher of A or B:
A. 5 min at 1500’ above DEST.
B. The lowest of:
i. 3% of the planned trip fuel provided that 3% ERA is available.
ii. 5% of the planned trip fuel, based on the consumption rate used to plan the trip fuel;
iii. 20 minutes flight time based on the consumption rate used to plan the trip fuel.
(8.1.6.2)
Final Reserve Fuel definition
Fuel to hold for 30 minutes at 1,500 ft above airport elevation in Standard Conditions calculated with the estimated landing mass on arrival at the destination alternate.
(8.1.6.2)
Additional Critical Fuel definition
Fuel which permit the aircraft to descent as necessary and proceed to an alternate airport at Long Range Cruise Speed in the event of an engine failure or loss of pressurisation, whichever requires the greater amount of fuel based on the assumption that such a failure occurs at the most critical point along the route, hold there for 15 minutes at 1,500’ in Standard Conditions, make an approach and landing.
(8.1.6.2)
