Vol 1.35 International Operations Flashcards
(82 cards)
1
Q
Under which flight rules may an international flight be dispatched?
A
35.10 pg. 1 - Domestic, supplemental, or flag operations
2
Q
What is considered an international flight?
A
35.10 pg. 1 - a flight between the united states and and another country, or between the 48 states and Alaska.
3
Q
Whose job is it to ensure that all government regulations are complied with during international operations?
A
35.10 pg. 1 - The captain
4
Q
What should be done when there a conflict between a regulation and the FOM during an international flight?
A
35.10 pg. 1 - Do whatever is MORE restrictive
5
Q
What document is required for international flights but not on domestic flights?
A
35.10 pg. 1 - an FCC restricted radiotelephone operators permit
6
Q
Can food be carried onboard a Frontier flight from the US to another country?
A
35.10 pg. 1 - Yes, but it CANNOT leave the aircraft. So if you’re doing a turn it’s ok to bring food, but if you are staying overnight the food must be discarded in the aircraft.
7
Q
Can food be brought from another country into the US?
A
35.10 pg. 1 - Yes but it must either be declared or thrown away. This includes food that was originally brought FROM the USA at the beginning of a trip. So either eat it or throw it away in the CATERING cart, as the catering carts are disposed of specially following an international arrival.
8
Q
What should be done if someone is sick on a flight from a foreign country to the US?
A
35.10 pg. 2 - If someone is suspected of having a possible epidemic illness, a “Pubic Health Service (PHS)” report shall be made via ARINC to Stat-MD with a brief description of the symptoms, as soon as possible before landing in the United States.
9
Q
What should be done if there’s an apparent death of a passenger or crew member on any flight arriving into the UNited States from a foreign country?
A
35.10 pg. 2 - A ‘PHS positive” report (as with an apparent illness) shall be given via Stat-MD
10
Q
What’s the international briefcase?
A
35.10 pg. 2 - It’s a briefcase that contains all the documents required by the United States and the destination country for exit and entry.
11
Q
Who is responsible for preparing and boarding the international briefcase?
A
35.10 pg. 2 - The Ops agent
12
Q
Who on board the aircraft is responsible for ensuring that the international briefcase contains all required documents, completed, and in sufficient quantities?
A
35.10 pg. 2 - The A flight attendant
13
Q
What is the difference in PIC authority between Domestic/Flag operations and Supplemental/Part 91 operations?
A
35.10 pg. 2 and 20.20 pg 1
Domestic and Flag operations: The PIC has JOINT control with dispatch
Supplemental and 14 CFR 91 operations: PIC has SOLE control over the flight
14
Q
How long can you be on the ground at an intermediate airport, operated under Flag rules, before needing a new dispatch release?
A
35.20 pg. 1 - 6 hours
15
Q
What equipment must be operational to be dispatched outside the 48 contiguous states? Returning to the United States?
A
35.20 pg. 1 - GPWS, TCAS, and ACARS must be operational to be dispatched outside the United States. To return to the United States only ACARS must be operational. If necessary, these may be inoperative with the approval of the directions of operations, director of safety, chief pilot, or designee on their behalf.
16
Q
Does exemption 20144 apply to international operations?
A
35.20 pg. 1 - No
17
Q
Is exemption 20295 authorized for international operations?
A
35.20 pg. 1 - No
18
Q
Is an alternate required for a 6.5 hour flight operated under Flag rules with clear skies?
A
35.20 pg. 1 - Yes. All Flag flights longer than 6 hours require an alternate, regardless of weather at the destination.
19
Q
What weather requirements must an alternate airport meet under Flag operations?
A
35.20 pg. 1 - The same weather requirements as a domestic flight. See Vol 1 20.20 Alternate Requirements.
20
Q
When is a full IRS alignment required?
A
FOM Vol 1, 35.30 pg. 1; FOM Vol 2, 3.07 pg. 4
6 times:
-Before the first flight of the day
-When there is a crew change
-When GPS is not available and the NAVAID coverage is poor on the expected route
-When GPS is not available and the expected flight time is greater then 3 hours
-All international and Alaska flights
-Flights operating in Class II airspace
21
Q
What is the ICAO standard unit of pressure?
A
35.30 pg. 1 - Hectopascals. Though in countries that use hPa as a unit of pressure, often they can give you the measurement in inches of mercury upon request
22
Q
Can you fly through the Gulf of Mexico and the Caribbean Sea without long range HF radios on board?
A
35.30 pg. 1 - yes
23
Q
Can you operate in the New York Oceanic (KZWY) airspace without operable HF radios?
A
35.30 pg. 2 - No
24
Q
When dispatched under Opspec B043 which requires additional fuel equal to 10% of the time that the aircraft cannot be reliably fixed, what items would need to be reported to dispatch immediately?
A
35.30 pg. 2
-Anytime the ETA exceeds the ETA generated by the FMGC at wheels up by greater than 15 minutes
-Anytime the assigned cruise altitude varies by 4000’ or more from the flight plan cruise altitude for longer than 15 minutes
-Anytime the aircraft deviates more than 100nm from the flight planned route
-An incident report is required when a fuel emergency is declared or if priority is given to the aircraft even if they haven’t declared a fuel emergency
25
Can Frontier airlines pilots accept a visual approach outside of the US?
35.30 pg. 3 - No. In most of the world a “visual approach” is what we in the US call a contact approach which does not require the actual airport to be in sight. Internationally what we call a visual approach is called a “VMC approach”. If offered a “VMC approach” internationally it can be accepted during daylight hours only, and only with extreme vigilance for terrain and traffic.
26
Internationally, when is generally meant when you are cleared for an approach to a runway without mentioning which specific approach they want?
35.30 pg. 3 - It generally means that any published approach to that runway is authorized.
27
What are ORCA operations?
35.35 pg. 1 - These are operations conducted outside the range of VHF radio coverage and/or ATC radar surveillance.
28
What is the only area where Frontier airlines is authorized to perform Oceanic and Remote Continental Airspace (ORCA) operations?
35.35 pg. 1 - The New York Oceanic (KZWY) portion of the West Atlantic (WAT) Airspace (also known as WATRS or WATRS plus).
29
Are the New York Oceanic (KZWY) airspace and the West Atlantic Airspace (WAT) synonymous?
35.35 pg. 1 - No. The West Atlantic Airspace encompasses a large swath of airspace on the east cost of the USA including Puerto Rico. The New York Oceanic (KZWY) airspace is a portion of the WAT airspace but not all of it.
30
What is the frequency range for HF radios?
35.35 pg. 2 - 3 - 30MHz
31
When are higher HF frequencies work best versus low HF frequencies?
35.35 pg. 2 - Higher HF frequencies work best when the sun is high in the sky. Low frequencies work best when the sun is low or even at night. Remember, “the higher the sun, the higher the frequency.”
32
Prior to entering ORCA airspace where HF communications will be necessary, ATC will provide how many HF frequencies to contact them on?
35.35 pg. 2 - They will provide 2 frequencies. One will be a high range frequency and one a low range frequency. Additionally, one of those frequencies will be designated the primary, and the other the secondary frequencies. These are the two frequencies expected to provide the most reliable communication quality while the aircraft will be operating in this remote airspace.
33
Do high or low HF frequencies travel further?
35.35 pg. 3 - High frequencies generally travel further. Low frequencies generally travel shorter distances. However, frequencies generally travel further at night than during the day.
34
Do HF frequencies travel further during the day or during the night?
35.35 pg. 3 - HF frequencies generally travel further at night.
35
What is SELCAL, and when is it generally used?
35.35 pg. 3 - SELCAL or the Selective Calling System, is a signaling method to alert an individual aircraft that a ground station wishes to communicate with them. SELCAL is capable of signaling the aircraft over both HF and VHF frequencies, but it’s most commonly used in oceanic operations over HF frequencies. Properly working SELCAL relieves the flight crew from maintaining a listening watch on the assigned HF frequencies during oceanic operations.
36
When you have a functional SELCAL system on the aircraft do you have to continuously monitor the correct HF frequency?
35.35 pg. 3 - No. You must have the correct frequency tuned, but you don’t need to actively be listening to the frequency. When they need to communicate with you they will alert you via SELCAL.
37
Is it possible for more than one aircraft to have the same SELCAL code?
35.35 pg. 3 - Yes. Because of this it’s actually possible for a SELCAL request to go to multiple aircraft. So whenever you answer a SELCAl request you need to clearly state your flight identification to ensure that the SELCAL was directed toward your flight.
38
When you’re talking on HF frequencies are you talking directly to ATC?
35.35 pg. 2-3 - No. You are talking to a radio operator (RO) who relays information between you and ATC. Because of this you should expect long delays (10-15 minutes) if any deviations or requests are made. Make them early!
39
How long should you expect any request for deviation or altitude change to take when communicating on HF frequencies?
35.35 pg. 4 - 10-15 minutes. This is because when you’re communicating via HF you aren’t talking directly with ATC, but with a radio operator (RO) who relays info to ATC and back. So be sure to communicate as early as possible your need to deviate or change altitude. 15 minutes at a ground speed of 480kts is 120nm. Probably best to make any requests at least that far out.
40
Because HF frequencies can get very congested, what will the radio operator (RO) do after receiving a request from an aircraft?
35.35 pg. 4 - They will read back your clearance verbatim to ensure they understood your request. This is NOT a clearance to do whatever you requested. The RO has no authority to clear you for anything. Anytime an RO wants to give you a relayed clearance from ATC they will begin with, “ATC clears…”
41
What is LDOC?
35.35 pg. 4 - LDOC is Long Distance Operational Control. When operating in ORCA airspace using HF radios you usually have HF frequencies for relaying info to ATC. LDOC is a separate set of frequencies for operational needs, generally similar to VHF ARINC, including talking to company and getting a phone patch, e.g. stat-MD. Whenever you need a phone patch, LDOC frequencies are greatly preferred in ORCA airspace.
42
How can you get a phone patch via HF frequencies?
35.35 pg. 4
1.) Advise your normal HF radio operator (RO) that you need a phone patch with dispatch/maintenance/stat-MD
-Workload permitting the RO may complete the request on frequency, or they may advise the crew to
contact the applicable LDOC frequency.
2.) The initial request should contain the following:
A.) Aircraft flight identification
B.) Transmitting frequency
C.) Message delivery instructions and name of the company operating the aircraft (Frontier Airlines)
D.) Aircraft SELCAL code
3.) When the phone patch is completed the flight crew will return to the oceanic RO (if they were on LDOC) and advise of the completion of the phone patch
Note: Due to the nature of HF coms, flight crews should transmit the message at a moderate speed to avoid unnecessary repetition. During transmission of a lengthy message the flight crew should pause at intervals to ensure that the radio operator has the message complete. It can take up to 45 seconds to get a response while the RO aligns the antennae to answer the call. Be patient.
43
When operating in ORCA airspace with an aircraft with only one operational HF radio, how can/should you communicate with dispatch/maintenance/stat-MD?
35.35 pg. 4 - If you only have one operational HF radio, ACARS will not be available. That means that in order to talk to any of those three entities you’ll need to get an HF phone patch, either through your current frequency, or through an LDOC frequency.
44
When operating in ORCA airspace in an aircraft with two operational HF radios, how can you communicate with dispatch/maintenance/stat-MD?
35.35 pg. 4; FOM Vol 2, 5.20 pg. 1
If you have TWO operational HF radios, in theory ACARS will still work for contact as long as you are only using HF1 in voice mode and not both HF radios, i.e. HF2 must be in data mode. Kind of like how ACARS usually works via VHF3 in data mode, but if you switch it to voice mode it won’t work anymore. If you have both HF radios in voice mode, ACARS won’t work properly.
45
How do you tune an HF frequency?
35.35 pg. 5
1.) Input the desired HF frequency into the audio control panel (ACP)
2.) Click the push-to-talk trigger on the side stick to allow the HF radio to properly tune the frequency
3.) A tone will be heard once the frequency is properly tuned (approximately 12-18 seconds)
4.) once the tone has ceased the pilot can begin HF transmissions
46
What should you include on an initial transmission via HF radio?
35.35 pg. 5
1.) Name of the RO station, e.g. “New York radio”
2.) Call sign
3.) Approximate location
4.) The first 2 digits of your transmitting frequency, “listening on 8-8”
Example: “New York radio, Frontier flight 3172, passing OKONU on Lima 4-5-7, listening/transmitting on 8-8”
47
When making an initial transmission on HF radios, which frequency should you use? How long should you wait before trying a different frequency/
35.35 pg. 6 - You should make your initial call on the primary frequency. It can take an RO a while to get back to you as they work multiple frequencies at once. After waiting a few minutes after your initial call, try the primary frequency a second time. If still no response after a few minutes try the secondary frequency. If you can hear other aircraft but not the RO consider asking other aircraft for relay assistance.
48
If you’re struggling to make contact on HF frequencies, what VHF frequencies could help you out?
35.35 pg. 6 - You can often contact other aircraft on 123.45MHz, and you can also listen on 121.5MHz.
49
Where can you find the procedure for checking the HF and SELCAL before entering oceanic airspace?
FOM Vol 1, 35.35 pg. 6-8
50
What should be done if during your HF/SELCAL check prior to entering oceanic airspace, the SELCAL portion of the check fails?
35.35 pg. 8 - It just means that you’ll have to actively listen to the applicable HF frequency throughout the entire flight. Were it actually working you wouldn’t need to listen in, just wait for the SELCAL.
51
When operating in ORCA airspace and using HF radios, what frequencies should always be monitored?
35.35 pg. 9 - The active HF frequency does not need to be monitored as long as SELCAL is working. What should be monitored is 123.45MHz on VHF 1 and 121.5MHz on VHF 2.
52
What fixes should be reported when not in radar contact in ORCA airspace?
35.35 pg. 8
-All compulsory reporting points (filled in on the chart)
-All fixes in your FILED flight plan that are within ORCA airspace
-Any fix that is included in a position report must now be reported over as if it were a compulsory reporting point
-Any additional points requested by ATC
53
What elements should be included in a position report?
35.35 pg. 8-9
Remember PTAPTP+
Position…………….Current position
Time………………….Current time
Altitude……………..Current altitude
Position……………..Next fix
Time………………....ETA at next fix
Position………..……Next fix after that
+ …………………..…..Any pertinent extra info
Note: All this information is conveniently found in one spot on the report page of the FMS
54
When operating in ORCA airspace how close do you need to remain from a suitable diversion airport at all times?
35.35 pg. 10 - You must remain with one hour, in still air, one engine inoperative, of an adequate airport at all times (this is always true, not just in ORCA airspace, since we don’t have ETOPS…yet). The distance this equates to is about 405nm.
55
With LRCS aircraft with operational HF radios and SELCAL, can we operate in all areas of the New York Oceanic portion of the WAT?
35.35 pg. 11 - No. We can operate in nearly all of it but due to our lack of ETOPs we have to remain within 405nm of an adequate diversion airport at all times. This means that a small portion of the New York Oceanic airspace SSE of Bermuda is off limits and includes airway L461, L462, and L576.
56
Can you operate in ORCA airspace using your HF radios if the HF radio is currently operational but has recently come off MEL?
35.35 pg. 12 - You can only dispatch if the operational HF radio has not been placed on MEL more than two times in the last 30 days.
57
When are Strategic Lateral Offset procedures performed?
35.35 pg. 13 - In oceanic airspace
58
When performing Strategic Lateral Offset (SLOP) procedures, which side of the course should you offset to, and by how much?
35.35 pg. 13 - Always on the right side of the course centerline. You can offset by either 1 or 2nm only.
59
Can you perform Strategic Lateral Offset procedures (SLOP) in heading mode?
35.35 pg. 13 - No, you must be in NAV mode and use the offset function of the FMS.
60
Can you perform SLOP procedures outside of oceanic airspace?
35.35 pg. 13 - Not without a specific ATC clearance. Generally when operating in oceanic airspace, you don’t offset until entering oceanic airspace, and then rejoin the centerline prior to exiting oceanic airspace.
61
What should you do in ORCA airspace if you need to deviate for weather but they can’t get back to you in time?
35.35 pg. 26-27 - The procedure is a little complicated for deviating without a clearance. It’s probably best to just refer to the graphic on 35.35 pg. 27. generally if you need to deviate south you turn off course and climb 300’. If you need to deviate north, turn off course and descend 300’. Changing altitudes is only required when deviating more than 5nm from the course centerline. Also when returning to the centerline after deviating you need to be back on your assigned altitude prior to reaching 5nm off the track centerline. During the whole time keep traffic and ATC advised of you intentions on HF and 123.45/121.5MHz.
62
Where can you find a guide on the WAT procedures in detail?
FOM Vol 1, 35.35 pg. 15-28
63
If while operating in ORCA airspace you need to deviate from a route due to weather and don’t have time to wait to hear back from the RO (often 10-15 minutes) what should you do? Which direction should you turn? Should you climb or descend, and by how much?
35.35 pg. 26
1.) Communicate with other pilots your intentions on 121.5 or 123.45
2.) Turn on all exterior lights
3.) If deviating 5nm or greater from the assigned course, an altitude change is required. This altitude change should be initiated AFTER reaching the 5nm off route mark, and after finishing deviating and rejoining the course, you should return to the original altitude BEFORE getting back within 5nm of the course. The following altitude changes are based on your originally assigned track or course centerline:
-Original track 000º-179º:
-Left deviation descend 300’
-Right deviation climb 300’
-Original track 180º-359º
-Left deviation climb 300’
-Right deviation climb 300’
4.) Obtain a clearance as soon as possible. If unable keep ATC advised of intentions through the RO
64
What is an APIS report? If an APIS report needs to be submitted, when can the aircraft block out?
35.40 pg. 1 - An APIS report or Advanced Passenger Information System report is a report with all passenger names that must be submitted to Customs by the CSA at least 30 minutes prior to shutting the main cabin door. The aircraft cannot block out until 30 minutes after submitting the report. So if a customer comes to the gate late, and a new APIS report needs to be submitted, the plane cannot move for 30 minutes.
65
What information does crew need to provide to the gate agent when departing on an international flight? By when does this information need to be given?
35.40 pg. 1 - Each crew member must give the following information to the gate agent atleast 45 minutes prior to the scheduled departure time when leaving on an international flight.
1.) First and last name
2.) Birth date
3.) Proof of citizenship
66
What items can crew members bring back to the United States without needing to fill out a declaration form?
35.40 pg. 3 - A few items. Up to one liter of an alcoholic beverage, 300 cigarettes, 50 cigars, 2kg of smoking tobacco, or proportionate combination of any of the previous. Also you can bring merchandise not to exceed $200 in value, which may include gifts for other persons located in the United States.
67
What needs to be done if on a flight from an international destination to the United States, you need to divert to an airport that doesn’t have customs?
35.40 pg. 3 - A permit to proceed (US customs form 6007) will be issued to an aircraft entering the United States and is to proceed to another destination in the United States without completing all US entry requirements. I believe in this situation no one should deplane, unless somehow a mobile customs group can meet the plane. Everyone should stay on until fuel or maintenance can be performed and the plane can depart to the original destination.
68
If a diversion into an Alaskan airport is required, should it be handled like a domestic or international diversion?
35.AK pg. 1 - Even though flight to Alaska are usually treated like international flights, diversions to Alaska are considered domestic diversions.
69
What should you do if on a domestic flight to Alaska you need to divert to a Canadian Airport?
35.AK pg. 1 - Contact dispatch as soon as possible to coordinate where to go to minimize impact to the crew or passengers. If the passengers and crew all stay aboard the aircraft then the flight can maintain its domestic status and will not need to clear Canadian or U.S. customs and immigration. Let Canadian ATC know immediately that you are a DOMESTIC U.S. flight that is diverting to Canada. This lets them know you don’t have the requisite items that you otherwise would have if you were intending to go to a Canadian destination. When you land do NOT open any doors or windows to the aircraft until instructed to do so by the appropriate authorities. The exception is that if you need to evacuate, the captain retains his emergency authority to do so, regardless of customs rules.
70
What should you consider when during a U.S. domestic flight, you need to divert to a Canadian airport for an onboard medical emergency?
35.AK pg. 2 - It’s worth considering that given how long customs takes its usually worth flying the extra time to a U.S. airport where no customs will be required as this will actually save time in getting them the medical attention they need. If in the captains discretion, there simply is not time due to the severe nature of the persons condition, communicate with Stat-MD and dispatch to coordinate on the best airport to go to.
71
Can an aircraft be dispatched to an airport where due to rare atmospheric phenomena the altimeter setting exceeds 31.00” of mercury?
35.CAN pg. 2 - Yes, but only in VFR conditions
72
What are the airspeed restrictions for Canadian airspace?
35.CAN pg. 2
-250kts below 10,000’ MSL
-200kts below 3000’ within 10nm of a controlled airport, unless otherwise authorized
73
What’s an emergency only airport? What does it imply if you divert there?
35.LAM pg. 7 - It’s an airport we’re authorized to go to, but ONLY in an emergency situation. Going there therefore implies that attempting to go to a U.S. airport or an OpSpec070 alternate airport would result in a SERIOUS threat to the safe operation of the aircraft. There are NO guarantees of available services at an ‘emergency only” airport.
74
Where can you find a list of all authorized airports per OpSpec C070? What does it mean if an airport is not on the list?
It’s in Docunet —> Flight operations —> Supporting documents —> Airport information/CDR —> General —> “Airports Authorized for Scheduled Ops - REFERENCE ONLY”. If it’s not on this list then the airport is not in our OpSpec, and should only be considered for a diversion in a dire emergency.
75
Where can I find a bunch of conversion tables (feet to meters, statue miles to meters, etc.)
35.80 pg. 1-2
76
Who needs to authorize non-revenue passengers before they can be allowed on a reposition flight?
40.20 pg. 1 - The captain and the chief pilot or designee. The names of such persons must be communicated to SOC/Dispatch before the flight but do not need to be included on the release.
77
If you are carrying non-revenue passengers aboard a reposition flight, do they need to be given all the normal passenger briefings?
40.20 pg. 3 - Yes. But because there may not be flight attendants on board the flight crew is responsible for ensuring that the passengers are fully briefed on all necessary items. Also in the event of an evacuation it will be the flight crew’s responsibility to help them evacuate.
78
Can non-revenue passengers be carried aboard special flight permit flight?
40.30 pg. 2 - No
79
Who can be aboard during a “special flight permit” flight?
40.30 pg. 2 - generally only the flight crew and persons essential to the operation of the aircraft shall be carried aboard. If the flight characteristics of the aircraft have not appreciably changed by the conditions that necessitated the “special flight permit” then the following may be carried:
-Cargo
-Flight and cabin crew members, including crew members being reposition and not operating the flight
-Qualified maintenance personnel employed by Frontier Airlines
-Excess fuel load
80
Do discrepancies that require a special flight permit to get maintenance done at another airport need to be closed in the logbook before the ferry flight can occur?
40.30 pg. 3 - No. This is basically the only time an open write up is acceptable. An open write up is acceptable if the discrepancy in question is the one required by the special flight permit.
81
What should be on the last page of the aircraft logbook before a ferry flight requiring a special flight permit can occur?
40.30 pg. 1 - There needs to be a new page with an airworthiness sign-off. The maintenance check box needs to say “Ferry flight only”
82
What is an operational check flight and where are the procedures to comply with one?
AN operational check flight is a special flight required for obtaining new aircraft, or after certain maintenance procedures that changes components that may adversely affect the aircrafts performance or handling. Information about the specific procedures required can be found in FOM Vol 1, 40.40 pg. 3.
