OPERATIONAL

Question 1

MOTIVOS PARA LLAMAR AL PILOT IN COMMAND

Answer 1

1 Pilot incapacitation.
2 pasajero problemático nivel 3.
3 re - Routing.
4 condiciones meteorológicas adversas.
5 anormalidades en el sistema que afecten el curso de acción.
6 sentimiento de vacío en la tripulación. ( empty feelling)
7 no recibir autorización de redespacho.

Question 2

FLIGHT PARAMETERS
Parameter
Deviation

VERTICAL SPEED

Answer 2

1200 ft

Question 3

FLIGHT PARAMETERS
Parameter
Deviation

APPROACH SPEED

Answer 3

-5 / +10

Question 4

FLIGHT PARAMETERS
Parameter
Deviation

PITCH ATTITUDE

Answer 4

+10 / 0

Question 5

FLIGHT PARAMETERS
Parameter
Deviation

LOC AND GS

Answer 5

LOC 1 dot

GS 1/2 dot

Question 6

FLIGHT PARAMETERS
Parameter
Deviation

BANK ANGLE
BAN ANGLE. (RF)

Answer 6

7º
20º

Question 7

FLIGHT PARAMETERS
Parameter
Deviation

IAN APP

FAC
GP

Answer 7

FAC 1 dot
Gp 1 dot

Question 8

FLIGHT PARAMETERS
Parameter
Deviation

IAN RNAV(RNP)
LNAV
VNAV

Answer 8

LNAV: Nps amber indication or 1x RNP
VNAV : 75 ft

Question 9

DESTINO COMO ALTERNO

1 Aproximaciones 3D tipo A/B:

2 Aproximaciones 2D:

3 Meteorología significativa. No deberá presentar ninguno de los siguientes fenómenos

Answer 9

1 • Techo ≥ 2.000 ft.
• Visibilidad ≥ 3 SM (4.800 m)

2 Techo ≥ 2.000 ft.
• Visibilidad ≥ 5 SM (8.000 m)

3
• TS.
• TS RA.
• RA.
• +RA.
• +TSRA

Question 10

PILOTO INCAPACITADO

ACCIONES DEL SEGUNDO AL MANDO

Answer 10

1. Mantener el control de la aeronave.
2. Seleccionar transponder en 7700
3. Llamar al JC ( cabin chime)
4. Ordenar mover hacia atrás el asiento piloto incapacitad.
5. Declarar la emergencia al ATC
6. Mantener piloto automático enganchado .

Si la decisión fue aterrizar de emergencia:

Selección del aeropuerto y peso de aterrizaje:

Asistencia Radar del ATC:

Asistencia Médica:

Asistencia Tripulantes de Cabina:

Aterrizaje:

Notificación a la Compañía

Question 11

VISUAL CIRCUIT FUEL

Answer 11

B787 1.900 kg

Question 12

COMBUSTIBLE DE RESERVA FINAL

Answer 12

B787. 2.200

Valores calculados con el MLW, a una altitud entre 1.500 ft. a 15.000 ft. y publicados para cumplir con la recomendación de
OACI. Prevalecerán siempre los indicados por el OFP.

Question 13

NUMERO DE VEHÍCULOS DE RESCATE Y BOMBEROS

Answer 13

OACI 8. 3 carros
FAA. D. 3 carros

Question 14

AERONAVE CON REPORTES TÉCNICOS QUE AFECTAN EL RENDIMIENTO DE LA
AERONAVE SOBRE LA PISTA Y PISTA MARGINAL

Answer 14

Tipo de aeronave. SEI. LDA
A330/B787 7 8.500 ft.

Question 15

Takeoff Minima

Answer 15

Lower than standard. From 125m to 75m HUD is required for Takeoff.

Question 16

RNAV (RNP)/RVFP Approach Card

LIMITATIONS:

Answer 16

• Lateral value (1 x RNP )
• Vertical value ( +/- 75 ft )
• Winds (if applicable)
• Airport Temperature (if applicable)
• Maximum IAS (if applicable)
• Current local altimeter (remote altimeter settings not allowed)

Note: BOTH pilots must ensure that the current local QNH is set prior to the FAF
Note: Currently, the VNAV PTH mode contains no path deviation alerting. For this
reason, the autopilot should remain engaged until a suitable visual reference has
been established.

Question 17

RAPID DESCENT
OCEANIC AIRSPACE DIVERSION GUIDE
(NAT HLA / WATRS)

PILOT FLYING PILOT MONITORING

Answer 17

1 CREW Recognizes and announces the non-normal situation.

(Pilot Fly)
MAINTAIN AIRPLANE CONTROL
Ensure that the flight path is under control.

2 (Pilot monitoring)
Monitor the flight path.

3 APPLY MEMORY ÍTEMs
Based on each crewmember´s areas of responsibility (if applicable)
Don the oxygen masks.
Establish crew communications.
Check the cabin altitude and rate.
If the cabin altitude is uncontrollable:
Push PASS OXYGEN switch to ON and hold for 1 second
Announce EMERGENCY descent

4 FMC PROCEDURES

• OFFSET 5 R/L -verify LNAV engagement -
If possible, minimize the rate of descent until established on the offset heading.

5 TAKE THE PROPER ACTION

• Seat Belts ON - if only one Pilot on the cockpit CABIN CHIME
• Turn exterior lights ON.
• Without delay, descend to the lowest safe altitude or 10,000 feet, whichever is
higher.
To descend:
• Move the thrust levers to idle.
• Extend the speed brakes.
• If structural integrity is in doubt, limit airspeed and avoid high maneuvering
loads.
• Descend at Vmo/Mmo

COMMUNICATIONS

• Squawk 7700 / verify TCAS below.
• Notify ATC via HF / CPDLC / SATCOM / Broadcast intentions on 121.5 - or
Backup 123.45
If an ATC clearance has been obtained
Proceed in accordance with the clearance
If NO ATC clearance has been obtained
Descend below FL 290, and establish a 500 ft vertical offset from those flight levels .

Completes the NNC
EVALUATE THE NEED TO LAND
Determine course of action.
normally used, and proceed as required by the operational situation.

Question 18

Operaciones Categoría III B787 / Category III Operations B787

Answer 18

CAT III LAND 2” “CAT III LAND 3”

RVR
Mínimo. DH RVR Mínimo. AH

600 ft (175
mts) 50 ft 250 ft (75mts 200ft

Question 19

Mínimos de Aproximación Circular

Answer 19

1. Para el A330, B787, A32S los mínimos para aproximación circular serán:

MDH = 300 m. / 1.000 ft.
Visibilidad = 5 km. / 3 sm

Question 20

ALTURA DE DECISIÓN (DH Decision Height)

Answer 20

Es la ALTURA del TREN PRINCIPAL sobre la elevación del punto más alto del TOUCHDOWN
ZONE, a partir del cual se debe iniciar el GO AROUND a menos que se establezcan referencias
visuales adecuadas y que la posición de la aeronave y la trayectoria de aproximación se
determinen como satisfactorias para continuar el aterrizaje con seguridad

Question 21

ALTURA DE ALERTA (AH Alert Hight)

Answer 21

Es la ALTURA sobre el punto más alto de la zona de contacto, arriba de la cual, una
aproximación de CAT IIIA seria descontinuada y una aproximación frustrada efectuada si
ocurriera una falla en una de las partes redundantes del sistema de aterrizaje automático. Para
los valores específicos de cada avión, referirse al manual del fabricante. Para los valores
específicos autorizados referirse a las Especificaciones de Operación.

Question 22

FAIL PASIVE AUTOLAND SYSTEM

Answer 22

Un sistema de aterrizaje automático es FAIL-PASSIVE si, en caso de falla de una de las partes
de un sistema redundante, al desconectarse, no se genera una condición significante de out-of-
trim, desviación del curso de vuelo o actitud, o senda de planeo. En caso de falla adicional, el
aterrizaje NO es completado de manera automática. El piloto asume el control de la aeronave
después de la falla.

Question 23

FAIL OPERATIONAL AUTOLAND SYSTEM

Answer 23

Un sistema de aterrizaje automático es FAIL-OPERATIONAL si, en caso de falla, debajo del
ALERT HEIGHT, la aproximación, el FLARE y el aterrizaje pueden ser completados con las
partes remanentes del sistema automático. En caso de falla, el sistema de aterrizaje automático
operará como Fail- Passive

Question 24

Maximum Altitude

Answer 24

Maximum altitude is the highest altitude at which the airplane can be operated. It
is determined by three basic characteristics, (certified altitude, thrust limit altitude
and buffet or maneuver margin) which are unique to each airplane model.

1 maximum certified altitude
2 thrust limited altitud
3 buffet or maní ver limited altitude 0.2g at 33º of bank

Question 25

Optimum Altitude

Answer 25

The optimum (OPT) altitude shown on the CRZ page is determined based on aircraft gross weight and cruise speed in still air. When operating in the ECON mode, OPT altitude results in minimum trip cost based on the entered cost index.

Question 26

Recommended Altitude

Answer 26

The recommended (RECMD) altitude shown on the CRZ page accounts for forecast winds and temperatures aloft along the flight plan route, over the next 250-500 nm immediately in front of the airplane, above and below the aircraft entered cruise altitude.

Question 27

Crosswind Landing Techniques Three methods of performing are presented :

Answer 27

De-Crab During Flare Touchdown In Crab Sideslip (Wind Low)

Question 28

balked landing

Answer 28

When performing a balked landing, disengage the autopilot, disconnect the autothrottle, smoothly advance thrust levers to go-around thrust, and verify speedbrakes are retracted. Maintain landing flaps configuration and smoothly rotate toward 15° pitch attitude at no less than VREF

Question 29

When a non-normal situation occurs, the following guidelines apply:

Answer 29

• NON-NORMAL RECOGNITION • MAINTAIN AIRPLANE CONTROL: • ANALYZE THE SITUATION • TAKE THE PROPER ACTION • EVALUATE THE NEED TO LAND:

Question 30

Alerts are categorized into four categories which are prioritized by the urgency of the required pilot response.

Answer 30

• Time critical warnings (red) • Warnings (red) • Cautions (amber) • Advisories (amber)

Question 31

Alternate Go-Around and Missed Approach Procedure

Answer 31

This procedure provides steps to use flaps 5 as an alternate flap setting during a go-around from a flaps 25 approach only. Note: This procedure is not authorized from a flaps 30 approach. Note: If a landing at greater than maximum landing weight is needed, do the Overweight Landing checklist and use flap settings from that checklist. Do the normal Go-Around and Missed Approach Procedure with the following modifications:

Question 32

CAT II Above DH

Answer 32

If the controlling RVR is reporting below the minimum RVR during the final approach segment, the approach may continue to DH. I.e.: Tower reports TDZ 900 MID 1.200 ROLLOUT 1.500 and the final approach fix or FAP was already passed, it is legal to descend down to DH.

Question 33

CAT II Descent Below DH

Answer 33

It may be continued below DH if: • The airplane is in a position from which a descent to landing within the touchdown zone can be done at a normal descent rate using normal maneuvers. • The flight visibility must be equal to or greater than charted minimum visibility for the approach. • The pilot has sufficient visual reference with the CAT II lighting system or runway visual cues to continue the approach by visual reference alone. Note: The Pilot may not descend below 100 ft above TDZ using the approach lights as the sole reference unless the red terminating bars (ALSF-I) or the red side row bars (ALSF-II) are distinctly visible and identifiable.

Question 34

ILS CAT III Procedures

Answer 34

• CAT III ILS approaches must be accomplished by a trained crew (Captain and First Officer). • It is a company policy that the PF be the Captain unless he or she is incapacitated; in this case the F/O can perform the approach and Autoland procedure as the last course of action. • The approach must be AUTOMATIC and the landing must be also AUTOMATIC.

Question 35

TO/GA switches are INHIBIted DURING touchdown

Answer 35

During landing, the TO/GA switches are inhibited after touchdown or when below 2 feet radio altitude for 3 seconds or more. If the landing is discontinued, the TO/GA switches are enabled again above 5 feet radio altitude.