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Karls A380 > F.A.M > Flashcards

F.A.M Flashcards

1
Q

How best to describe a Cat C airport?

A

A380 doesn’t use Cat C airports. However as the FAM states, a Cat C airport is used at Flight planning and inflight as an Emergency.

RMS & Jeppesen do not identify any airport that is available as a Cat C, but as Emergency airport.

  • Cannot be a destination or Alternate
  • approved for operation as an Emergency airport
  • not to be used for inflight medical emergencies
  • cannot depart from an Emergency airport without Chief pilot approval
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2
Q

If an Alternate is required Pre-flt, what are the two options to satisfy planning an alternate?

A

The alternate may be a Destination Alternate if payload permits, or any Suitable airport on which a DPA is based.

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3
Q

What is a Suitable airport?

A

A Suitable airport is a Category A or B airport that:

  • Does not require an alternate during the period of intended use; or
  • For which appropriate holding fuel is carried i.e. weather, Navaid availability, etc.
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4
Q

What is an Acceptable airport?

A

Used for DPD planning purposes, An Acceptable airport is a Category A, B, C or Emergency airport which at the time of departure:

is forecast to be above Landing minima for the period of intended use; or

has appropriate holding fuel included due to Weather, Navaid availability, etc.

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5
Q

6 requirements for an Alternate?

A

more than scattered (SCT) cloud below the alternate minima, (SCT + FEW)

visibility less than the alternate criteria;

visibility exceeding the above but the forecast is endorsed with any probability of fog, mist or dust or any other phenomenon reducing the visibility below the alternate criteria;

a crosswind or downwind component greater than the maximum allowed for the aircraft type (wind limits are inclusive of gusts);

thunderstorms or their associated severe turbulence or the probability thereof; or

precipitation which could result in the intended destination runway becoming contaminated and either of the Dispatch Required Landing Distance (RWY COND-Standing Water) or Inflight Factored Landing Distance (RWY COND 2-Medium to Poor) at the planned landing weight exceeds the Landing Distance Available (LDA).

When weather conditions are expected to improve above the approved Alternate Criteria at a specified time, provision for an Alternate need not be made if sufficient fuel is carried to allow the aircraft to hold until that specified time plus any buffer required

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6
Q

When is a Take-off Alternate required?

A

A Takeoff Alternate is an airport which is required whenever:

the weather conditions at the departure airport are below the lowest published useable Landing Minima; or

other operational conditions exist that would preclude a return to the departure airport.

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7
Q

What are the requirements for a Take-off Alternate?

A

A Takeoff Alternate may be a Category A, B airport.

If required, a Takeoff Alternate will be located within two hours flight time of the departure airport, on the basis of one engine being inoperative.

The forecast for the Takeoff Alternate, for the period for which it would be used ( including +/- 30 mins) must be above landing minima.

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8
Q

If the destination or alternate has an Inter or Tempo requirement, lets say to 01:00UTC and the ETA is 01:05UTC, how much holding is required ?

A

The additional fuel required by adverse INTER or TEMPO periods must be carried when the ETA of the aircraft at its destination or alternate falls within the period 30 minutes before the forecast commencement time to 30 minutes after the expected time of cessation of these deteriorations.

However, If the holding time required extends past 30 minutes after the forecast cessation of these deteriorations, the aircraft need only carry sufficient fuel to hold until 30 minutes after the forecast cessation time.

Note:
Preflight – Australia; whenever ‘INTER’ thunderstorms are forecast at the destination, 60 minutes Holding Fuel will be uplifted, payload permitting.

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9
Q

With respect to an international METAR, when don’t the 30 minute buffer’s apply?

A

first two hours of an international METAR service with a TREND forecast attached

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10
Q

Normally 30 minute buffers apply to a forecast of deteriorating weather, what buffers apply to an Isolated Airport?

A

Operations to Isolated Airports always require a buffer of 60 minutes before the commencement and 60 minutes after the cessation of deteriorating weather that generates an operational requirement.

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11
Q

When operating to Reduced Alternate Weather Criteria (RAWC), what buffers are applied to determine if a operational criteria is required?

A

buffer of 60 minutes at the Destination Airport and the Destination Alternate Airport is required, irrespective of the weather.

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12
Q

Inflight, if airspace is deactivated for what error reason, can you fly through this deactivated airspace?

A

If airborne when advised airspace through which a flight has been planned has been deactivated, the flight may continue to fly through such airspace if it is unable to divert (Pilot In Command decision) to another route in Control Area (CTA) that is not deactivated.

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13
Q

What are the overshoot/undershoot tolerances for changing levels in RVSM airspace?

A

a pilot must not overshoot or undershoot the cleared level by more than 150 feet.

An overshoot of more than 300 feet requires reporting.

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14
Q

When Approach slope guidance fails during flight, do you need chief pilot approval to use that runway?

A

Where approach slope guidance fails after departure the decision to land on that particular runway rests with the Pilot In Command.

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15
Q

Does an Alternate airport require Approach slope guidance?

A

Approach slope guidance is not required at Alternate Airports.

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16
Q

When operating to a runway without Approach slope guidance what operational requirements are to be considered?

A

Within the preceding 12 months, the Pilot In Command has demonstrated their competency in approach and landing without approach slope guidance within the approved cyclic training and proficiency program.

Also the forecast weather conditions shall not be less than the published circling minima for the runway. Or 1000’/4ks (Cat C) if no circling minima available

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17
Q

The RFFS Cat for A380 is 9 (ICAO) or E (FAA). What if a notam states the Category has dropped below 9 or E, what requirements are there?

A

No further requirements.

All Company Main and Alternate Airports have been assessed and are approved as part of the Airport and Route Assessment Committee (ARAM) process for operation with their nominated RFFS category. Operations to an airport with reduced RFFS or no RFFS have been risk assessed and are approved for use.

Inflight, the Pilot In Command may decide to land at an airport with no RFFS capability if, in the pilot’s judgement, to do so would be safer than diverting to an airport with RFFS capability.

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18
Q

What is the digital terrain calculation?

A

8nm either side of track including a semi-circular area at the end of each track segment

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19
Q

If operating off flight planned track or the unlikely event of total GPS failure enroute and actual navigation performance subsequently exceeds RNP4, what terrain obstacle clearance do you use?

A

Jeppesen Grid MORAs must be used to determine the safety height.

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20
Q

The safety heights shown on the flight plan and route escape procedures may differ from those shown on enroute charts/FDPro, why?

A

This is due to variations in grid size and source of data. FDPro uses 1 degree GRID MORA data from a separate Jeppesen terrain database.

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21
Q

To operate on unrestricted airports and routes the operating Flight Crew need to self-brief from standard operational documentation, what are the standard operational documentation?

A

Jeppesen Airway Manuals (Jepp FD Pro),

RMS;

the operational flight plan;

current NOTAMs or INTAMs collated as that part of the specific flight briefing which the Flight Crews are obliged to read prior to departure.

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22
Q

Does destination alternate fuel for A380 include approach fuel at the alternate or to 1500’?

A

Does include approach fuel, Destination alternate fuel is the fuel required from go-around at the destination until landing at the Alternate

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23
Q

When does the inflight phase start?

A

The inflight phase commences at pushback or, in the case where an aircraft is at a power out location, initial engine start.

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24
Q

Difference between Planned additional fuel and Required additional fuel?

A

Planned additional ( includes CAV) maybe offloaded.

Required additional (includes AV) may require payload to be offloaded to accommodate

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25
Q

What is the Pre-flt fuel requirement?

A

Taxi Fuel;

Trip Fuel;

Contingency Fuel;

Required Additional Fuel;

Holding Fuel, when required;

Note: This does not include Estimated Airborne Traffic Delays, as found in the Australian Enroute Supplement (ERSA).

Final Reserve Fuel;

Arrival Allowance (if planned in accordance with Reduced Alternate Weather Criteria); and

Destination Alternate fuel, when required.

Note: The fuel policy allows for no Destination Alternate to be planned provided a DPA is shown on the OFP and the DPA fuel requirements are met.

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26
Q

What are 3 points about contingency fuel?

A
  1. It shall not be less than 5% of the planned trip fuel from DPA to Destination.
  2. not be less than the amount required to fly for five minutes at holding speed at 1,500 ft above the Destination Airport in standard conditions.
  3. Where no DPA is planned Contingency Fuel shall not be less than 5% of planned Trip Fuel.
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27
Q

What is the fuel policy if arriving at an airport before the curfew finishes?

A

On top of any Inter or tempo requirements, Planned Additional Fuel will be planned to allow the aircraft to hold until 10 minutes prior to the end of curfew.

28
Q

What is the fuel policy if ETA is close to the start of a curfew?

A

When the Destination Airport ETA is within 15 minutes of the commencement of curfew restrictions then an alternate will be planned.

Additionally, if holding requirements, e.g. TEMPO, have been added to the Destination Airport ETA, and the resultant ETA is later than 15 minutes before the commencement of curfew restrictions, an alternate will be planned payload permitting. In this scenario the Holding Fuel will be in addition to the Alternate Fuel.

29
Q

Fuel policy for DP1?

A

One engine inoperative Trip Fuel from the decision point to one of the 2 nominated airport (Cat A or B);

15 minutes Holding Fuel at 1,500 ft; and

Additional Holding Fuel (weather holding only considered; ATC traffic holding fuel not considered).

Note: 30 minutes FRF is not applicable to the DP1 calculation.

30
Q

Fuel policy for DPD?

A

Trip Fuel depressurised from the decision point to one of the 2 nominated airport ( Cat A,B, C or emergency) and

15 minutes Holding Fuel at 1,500 ft; and

Additional Holding Fuel (weather holding only considered; ATC traffic holding fuel not considered).

Additional fuel may be required to meet the DPD calculation; such fuel is shown as Required Additional Fuel on the OFP.

31
Q

Whats the difference between ATC holding requirements in a Notam and Estimated Airborne Traffic Delays, as found in the Australian Enroute Supplement?

A

Where ATC Holding Fuel is nominated in a NOTAM, this will be considered mandated ATC Holding Fuel. Estimated Airborne Traffic delays is not a requirement.

32
Q

When using an Isolated airport for DP1 & DPD calculations, is the 90 minute required additional fuel still required as it is not the destination?

A

For DP1, DPD purposes, an Isolated Airport (Tahiti) may be considered irrespective of the forecast when the Required Additional Fuel of 90 minutes is included in the applicable calculation.

33
Q

If you want to of Payload to accommodate more fuel, what are the two considerations?

A
  1. the Pilot In Command shall contact the IOC, who will assess the commercial implications of the options. The decision reached shall not be changed preflight without further consultation with the IOC.
  2. The Pilot In Command is required to submit a Pilot Report when the payload offload is initiated by the Pilot In Command.
34
Q

What are the requirements at DPA when applying the Reduced Alternate weather criteria?

A
  1. During the period from 1 hour before to 1 hour after the probable time of landing at the Destination Alternate, the meteorological conditions at the Destination Alternate are forecast to be at or above Category I approach minima;
  2. The Pilot In Command is authorised to conduct at least Category II approach operations;
  3. All engines are operating; and
  4. At the DPA, the aircraft the Inflight Fuel Requirements under FAM Section 16.8 – Inflight Fuel Requirements are met, including the carriage of Destination Alternate Fuel. Which are:

Trip Fuel from DPA to Destination and then the Alternate;

Contingency Fuel;

Final Fuel Reserve;

Holding fuel, when required; and

Arrival Allowance.

35
Q

If light precipitation is forecast (ETA +/- 30min buffers) on a grooved/ Porus runway, is it considered wet or dry?

A

Light precipitation or Drizzle e.g. -RASH or DZ, then the runway is to be considered WET;

36
Q

If Moderate precipitation is forecast on a non grooved/porous runway, is it considered wet or contaminated?

A

Moderate precipitation e.g. RASH, and the runway is not grooved or constructed with a Porous Friction Course (PFC) overlay, then the runway is to be considered CONTAMINATED;

On a grooved/porous runway (or in Aust & NZ), it’s considered wet

37
Q

What is the runway condition if Heavy precipitation is forecast?

A

Heavy Precipitation e.g. +RASH, then the runway is to be considered CONTAMINATED, regardless if it’s grooved/porous or not

38
Q

What are the types of precipitation?

A

Precipitation – for Qantas flight planning purposes only, precipitation is defined as RAIN (RA), SNOW (SN), SNOW GRAINS (SG), ICE CRYSTALS (IC), ICE PELLETS (PL), SMALL HAIL PELLETS (GS), or HAIL (GR).

39
Q

What are the Inflight fuel requirements?

A

Trip Fuel to proceed to a Category A or B Airport;

Contingency Fuel;

Final Reserve Fuel;

Holding Fuel, when required;

Note: This does not include Estimated Airborne Traffic Delays, as found in the Australian Enroute Supplement (ERSA).

Arrival Allowance (if planned in accordance with Reduced Alternate Weather Criteria, as shown on the OFP); and

Fuel, if necessary, to meet other mandated fuel requirements, e.g. CDL/MEL requirements.

40
Q

having committed to land at a specific airport, the Pilot In Command calculates that any change to the existing clearance to that airport may result in landing with less than planned FRF. What must be declared?

A

The declaration of “MINIMUM FUEL” informs ATC that the aircraft is committed to land at a specific airport and no diversion capability exists and, any change to the existing clearance may result in landing with less than planned FRF

41
Q

when the calculated usable fuel predicted to be available upon landing at the nearest airport where a safe landing can be made is less than the planned FRF (30 minutes) as shown on the OFP, what must be declared?

A

Pilot In Command shall declare a situation of fuel emergency by broadcasting “MAYDAY MAYDAY MAYDAY FUEL”

42
Q

In-flight and the destination is an Isolated airport (Tahiti), approaching DPA, what is the fuel requirement?

A
  1. Normal inflight requirements are met with Holding Fuel of 90 minutes available in lieu of Diversion Fuel and other Holding Fuel; and
  2. The destination is forecast to remain above the applicable landing minima for the period from ETA until two hours after ETA.

Note: The 90 minutes holding fuel is in addition to the Final Reserve Fuel. The intent is that the aircraft will arrive at the destination with a total of two hours fuel available.

43
Q

When applying the Reduced Alternate Weather Criteria procedure inflight the PIC must ensure that sufficient fuel is planned to be not less than what at DPA?

A

Fuel to proceed from DPA to the destination and then the alternate;

5% of the above;

Approach Fuel;

Final Fuel Reserve;

The greater of the Holding Fuel (ATC, Weather) required at the planned Destination or the Alternate Airport based on Reduced Alternate Weather Criteria;

Arrival allowance (when carried).

44
Q

In-flight requirements for a Take-off Alternate slightly differ with one point, what is the difference?

A

If an aircraft suffers a failure on takeoff that requires a diversion to the Takeoff Alternate there is no requirement to limit the flight time, as specified in 15.3.3.

Note: The rationale behind this statement is that the preflight calculation does not take into account time needed to complete non-normal checklists etc. nor does it take into account the actual operating environment in which the aircraft operates, as the preflight scenario is calculated using ISA conditions and still air distance.

45
Q

Capped Contingency Fuel?

Nominated Final reserve Fuel?

A

Contingency 5000kg

FRF 5700kg

46
Q

Minimum EOD?

Default Taxi fuel?

A

70 minutes

1270kg

47
Q

ZFW increase for new OFP?

Depressurisation descent profile?

A

5000kg

Planned at 14,000 ft to the limit of oxygen endurance (if applicable) and then at 10,000 ft.

48
Q

Normally Following a diversion Load Control will provide a new Provisional and Final EFF+ or ACARS loadsheet, or full Auto Loadsheet and if required a manual loadsheet. What weight & balance application is not to be used?

A

The Weight and Balance application in OIS is not to be used.

49
Q

Following a Diversion, what communication protocol is used for Weight & Balance procedures?

A

Following a diversion, all communications with Load Control are to be coordinated via the IOC, not with the RLC direct

50
Q

Following a diversion the ZFW and passenger numbers on the loadsheet for the subsequent sector must be reconciled against those for the preceding sector. The new ZFW should be the same unless passengers disembark or pantry is changed. If passengers are offloaded, what weight is used to reconcile?

A

For a change in passenger load allow 100 kg per passenger when reconciling ZFW values. e.g. if 20 pax disembark the new ZFW should be approximately 2,000 kg less than previous.

51
Q

What is checked to ensure correctness of the Provisional loadsheet?

A

Date;

Aircraft registration;

Departure and arrival aerodromes;

Aircrew complement;

City pair or product code information;

Potable water (if applicable), this one can be forgotten

Removable equipment (such as rafts);

Fuel.

52
Q

Can you receive the Final Loadsheet with the Entry and cargo doors still open?

A

Yes.

Ground Staff issue the final clearance to Load Control when passenger acceptance is finalised and the majority of passengers are onboard and with exact knowledge of the whereabouts of the remaining passengers

The Loading Supervisor issues the final clearance to Load Control when all cargo and baggage is onboard and secured

53
Q

When must you contact Load Control when all doors have been closed and no Final Loadsheet received?

A

Contact Load Control if the Final Loadsheet has not been issued within four minutes of doors being closed.

54
Q

The edition number (EDNO) of the Final EFF+ or ACARS Loadsheet must correspond to the edition number of the Provisional Loadsheet. If its not correct, what is required?

A

must receive a Final Auto (printed by ground staff and delivered to the flight deck) or Manual Loadsheet.

55
Q

For Last Minute Changes LMC, what pax weight do you apply?

A

When applying a passenger LMC, use a standard passenger plus baggage weight of 100 kg.

56
Q

A new Final EFF+ or ACARS Loadsheet is required for any LMCs in excess of the tolerances allowed, these are?

A

The maximum traffic load LMC is 700 kg.

There is no published fuel LMC due to the load control procedures used for this aircraft. However the loadsheet total FOB must be within ± 400 kg of the ECAM FOB Indication and the loadsheet Trim Tank must be within ± 400 kg of the ECAM SD Trim Tank Indication.

57
Q

If a passenger or crew member is carrying onboard allowed dangerous goods that requires approval but they don’t have a written approval, what can be attained to get approval?

A

Verbal approval through the IOC

Following an identification process, a Qantas authorised approver will provide a verbal approval. The IOC holds a copy of the QGDM which nominates authorised approvers. An approval number will be issued, which will be entered into the PNR.

58
Q

How is Livestock carried as freight in the forward or bulk hold?

A

Livestock may be carried penned in the forward hold (Compartments 1 and 2), and/or caged in the bulk cargo hold (Compartment 5 – Area 52).

59
Q

If Management accepts that there are circumstances where a delay is preferable to the alternative of severe disruption to passengers and cargo.

Airport Managers in consultation with the Pilot In Command, have the authority to delay the departure of the aircraft for up to how long Internationally?

A

30 minutes.

If these limits are to be exceeded, Operations Control Sydney must be consulted to ensure there will be no adverse impact to the operational requirement of the aircraft.

60
Q

when a late arrival is anticipated at the next port of call the Pilot In Command may depart up to how early?

A

15 minutes

61
Q

In flight, only consider changing the planned Cost Index if the flight is late by how much?

A

The ETA is on blox is more than 15 minutes behind schedule (STAB) and it is possible to maintain or bring the ETA within 15 minutes of schedule (STAB)

62
Q

Advise ATC if the new cruise Mach number changes from that shown on the ATC plan by how much?

A

by M0.02 or greater

63
Q

Precision Timing Schedule, at what time from ETD is the flight plan available?

At what time from ETD should the Tech crew be onboard and maintaining a listening watch on VHF?

A

-65 minutes

-45 minutes

64
Q

Precision Timing Schedule, what time before ETD should Fuel figures be passed on?

A

-45 minutes except Sydney is -60 minutes ( additional sign on time)

65
Q

Precision Timing Schedule, when should the Provisional loadsheet and NOTOC be available?

A

-40 minutes

Karls A380 (8 decks)

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