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Flashcards in OM-A Various Deck (18):
1

In case of a Operational Flight Plan System-Failure, whereby its not possible to generate an OFP, its in order to use historic flight plans, while ensuring that:

* Historic flight plan is for the same type of aircraft en engine;

* Performance adjusted as required is made;

* Additional fuel is catered for on the basis of estimated wind component, when it is higher than the flight plan; and

* Delta correction is applied for the difference in estimated take-off weight.

2

3% En-route alternate requirements:

The 3% ERA shall be located within a circle having a radius to 20% of the total FPL distance.

The centre of which lies on the planned route at a distance from DEST of 25% of the total FPL distance, (or 20% + 50NM whichever greater)

All in still air.

Weather planning minima as per destination alternate aerodrome.

3

Oxygen masks for use by flight crew members in pressurised aeroplanes operating at pressure altitudes above …….., shall be a quick donning type of mask.

25 000 ft.

4

Taxi fuel is the amount of fuel that is planned to be consumed prior to take-off by APU utilisation and Engine start-up and planned taxi-out time with all engines running.

Taxi fuel for … minutes, and … minutes APU usage.

For the A330 taxi fuel is …. kgs

20, 40, 645. (OMA 8.1.7.3)

5

Minimum contingency fuel for A330 is 5% / 3% or … kgs whichever is higher.

500 (OMA 8.1.7.3)

6

For departure from same position;

If an SUPER aircraft is followed by a HEAVY aircraft, the following separation applies.

2 minutes

7

For departure from same position;

If an SUPER aircraft is followed by a MEDIUM aircraft, the following separation applies.

3 minutes

8

For departure from same position;

If an HEAVY aircraft is followed by a MEDIUM aircraft, the following separation applies.

2 minutes

9

For departure from an intermediate point;

If an SUPER aircraft is followed by a HEAVY aircraft, the following separation applies.

4 minutes

10

For departure from an intermediate point;

If an SUPER aircraft is followed by a MEDIUM aircraft, the following separation applies.

4 minutes

11

For departure from an intermediate point;

If an HEAVY aircraft is followed by a MEDIUM aircraft, the following separation applies.

3 minutes

12

Wake turbulence departure separation limits for “same positions” is applicable when:

A) The same runway;

B) Parallel runways separated by less than 760m, (2500’);

C) Crossing runways if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude of less than 300m (1000’) below;

D) Parallel runways separated by 760m, (2500’) or more, if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude of less than 300m (1000’) below;

13

Wake turbulence departure separation limits for “intermediate point” is applicable when:

Intermediate standards will be applied when the following aircraft will depart from the same runway, or a parallel runway separated by less than 760m from a point more than 150m after the takeoff commencement point of the preceding aircraft.

14

The Flight Crew and Cabin Crew joint Briefing has the following objective:

Briefing is an important tool for enhancement of flight safety as it helps to share common objectives, gain good situation awareness and above all organize activities for safe and efficient of operation of flights.

15

The Flight Crew and Cabin Crew joint Briefing at base should be conducted where?

Prior to every flight, flight crew and cabin crew shall have joint briefing either at cabin crew briefing rooms or at the aircraft.

However, at layover stations, the pilot should brief the SFS as required and the SFS shall brief the rest of the cabin crew.

16

The Flight Crew and Cabin Crew joint Briefing should be completed within ...

10 minutes

17

The Flight Crew and Cabin Crew joint Briefing should cover the following:

(1) Anticipated or notified delays to the flight (if any);

(2) Sterile flight deck philosophy;

(3) Review of flight deck entry procedure (Normal and Emergency);

(4) Code to be used for alerting the flight deck incase of safety/security breach;

(5) Security issues;

(6) Aircraft technical issues affecting cabin service;

(7) Anticipated weather conditions (Take-off, En-route and Destination);

(8) Use of seat belt sign;

(9) Service with regard to weather, seatbelt sign usage, etc;

(10) When cockpit PA will be made;

(11) Any passenger observation concerning safety;

(12) Any other special briefing relevant to the flight such as: short cruise time, sunset time during Ramadan, the notification of Meghat time for flights inbound to Jeddah, refuelling with passengers onboard, etc.

18

A maximum of two approach attempts at the destination aerodrome are permitted.

The following must be considered:

* Must have the required fuel to divert after the approach attempt.

* Before attempting a second approach, the PIC must be reasonably sure that the reason for Go around will not be encountered again and landing can be accomplished safely.

* Use of maximum possible automation and flying a higher category of approach, if available.