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FOM > 8 - FLIGHT OPERATIONS > Flashcards

8 - FLIGHT OPERATIONS Flashcards

1
Q

Modified Flight Watch

A

8.1.3.2

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2
Q

Fuel Rules of Thumb

A

A220 - 30 KG per flight minute / 9 KG per taxi minute

8.1.6.3

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3
Q

Reserve Fuel
- Calculation

A

RESERVE is the fuel required to hold for 30 minutes at the destination airport, at the estimated landing weight and 1,500 feet ASL in ISA conditions. It is protected to the destination alternate.

Similar calculation for:
- CONT 5 (5)
- NAIFR SAP (12)
- ETOPS (15) (AAE)
- SDTO (30) (AAE)

8.1.6.3

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4
Q

Take-off Alternate
- Requirements

A

A take-off alternate is required when:

  1. The take-off will be conducted in visibility that is less than the Standard Take-off Minima of RVR 2600 or 1/2 statute mile, or
  2. The reported weather is below the landing minima (ceiling and/or visibility) that would allow an immediate return for landing on the departure runway or another suitable runway at the aerodrome of
    departure. CAT II or CAT III limits cannot be used in determining this landing minimum.

8.1.7.1

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5
Q

Take-off Alternate Airport Distance

A

A220: 310 KIAS - 351 nm (60 min, zero wind)

8.1.7.3

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6
Q

Alternate Weather Minima Criteria
- Basic Canadian Criteria

A

Two or more usable precision approaches each providing straight-in minima to separate suitable runways.
400-1 or 200-1/2 above lowest usable HAT.

One usable precision approach.
600-2 or 300-1 above lowest usable HAT.

Non-precision only available.
800-2 or 300-1 above lowest usable HAT.

8.1.8.2

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7
Q

No valid TAF at destination

A

Two destination alternates will be planned.

8.1.8.1

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8
Q

Alternate with GNSS-Based Approach

A

8.1.8.3

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9
Q

No Alternate IFR Operations (NAIFR)
- Requirements

A

8.1.8.5

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10
Q

APU Use

A

Under normal conditions the APU should be started approximately 15 minutes prior to pushback. If passenger comfort is a concern prior to this operate the APU with reduced loading as per the AOM.

8.2.1.2

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11
Q

Aircraft Journey + Defect Log
- Local / UTC

A

Time entries in the Journey Log are UTC, date entries are local date.

Aircraft first flight of the day is based on local time.

Dates and times in the Aircraft Defect Log are based on UTC times.

8.2.5.1

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12
Q

Aircraft Documents Pouch
- Contents

A
  1. Certificate of Airworthiness
  2. Certificate of Registration
  3. Aircraft Radio License

(The Certificate of Noise Compliance is included in all Certificate of Airworthiness issued after May 1992)

8.2.6.2

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13
Q

Minimum Cabin Crew Complement

A

The number of cabin crew that must be carried on Air Canada’s narrow body fleet shall be no less than 1 cabin crew member per 50 seat units installed on the aircraft.

A220 Operating Minimum = 3

8.2.8.1

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14
Q

Fueling With Passengers on-board

A

8.2.15.2

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15
Q

Fuel Loading Error Limit

A

A220 - 300 kg

8.2.15.5

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16
Q

Runway Analysis (WAT)
- Intersection Takeoffs

A

The “TLD” (Threshold) WAT code, if applicable, should be used in low visibility conditions so that no credit is taken for take-off distance prior to the displaced threshold.

Intersection take-offs should not be accepted when the visibility is lower than standard take-off minima unless it is a normal practice for that runway.

8.2.18

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17
Q

Dangerous Goods
- Verification requirements

A

On receipt of the NOTOC, Flight Crews shall verify…

  • Flight number
  • Date
  • FIN
  • Departure station
  • Edition number
  • Lead Station Attendant signature

The LDP and LDF shall be checked for Dangerous Goods on-board. The edition number on the load data and the NOTOC must be the same.

It is acceptable for the Pilot-in-Command to make a pen and ink correction to the NOTOC.

8.2.21

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18
Q

Passenger Count Tolerances

A

A220:

Zone tolerance ±3
Total tolerance ±6

8.2.29

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19
Q

Manual Passenger Count
- Extra passengers

A

If the total passenger count indicates more passengers than the LDF but within tolerance, adjust the TOW by 80 kg per extra passenger.

8.2.29.1

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20
Q

Early Departure Policy

A

If Flight Crews are planning to depart 10 or more minutes early the Pilot-in-Command shall coordinate with Flight Dispatch to maintain the integrity of Flight Watch.

8.3.1

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21
Q

Aerodrome Operating Visibility (With ATC)
- Heirarchy

A

In order to pushback, or start engines during open ramp operations, the Aerodrome Operating Visibility must be at or above the Level of Service for the runway of intended use in accordance with the following hierarchy:

  1. RVR for the runway of intended use;
  2. Ground visibility;
  3. Tower visibility;
  4. Pilot visibility

8.3.5.5 / QRH-N

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22
Q

Aerodrome Operating Visibility (No ATC)

A

For departures, the aerodrome operating visibility is the lowest of the following visibilities:

  • Any reported RVR
  • Ground visibility
  • Pilot visibility

8.3.5.6 / QRH-N

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23
Q

Engine Start during Pushback
- Tow Forward

A

Flight crews should confirm that a tow forward is not required before starting engines. Under most circumstances a tow forward with the engines running is prohibited.

8.3.9

24
Q

Required Visibility to Taxi
- AOV deteriorates below the Level of Service

A

In Canada, taxi operations are allowed whenever the Aerodrome Operating Visibility deteriorates below the Level of Service after:
1. Pushback commenced; or
2. Taxi commenced during open ramp operations; or
3. Taxiing to or from de-icing; or
4. The aircraft is taxiing on the maneuvering area for purposes other than take-off or landing.

For purposes of aircraft taxiing only, an RVR 600 equates to reported ground visibility of 1/8 statute mile.

8.4.3 / QRH-N

25
Q

Visibility Requirements
- Takeoff hierarchy

A

The Take-off Visibility shall be at or above the Level of Service for the runway of intended use and is defined in order of precedence as:

  1. RVR for the runway of intended use;
    (unless the RVR is fluctuating above and below the minimum or less than the minimum because of a localized phenomenon)
  2. Ground visibility;
  3. Pilot visibility
    (Pilot-in-Command assessed visibility cannot be used in the absence of RVR or ground visibility for operations in the U.S.)

8.5.1.2 / QRH-N

26
Q

Standard Take-off Minima

A

Canada: RVR 2600 / 1/2 SM
USA: RVR 5000 / 1 SM

In respect of flight crew qualification requirements, the Standard Take-off Minima is always considered as RVR 2600 or 1/2 SM ground visibility, per FOM 5.3.13 Below Standard Take-off Minima Qualification.

8.5.1.3

27
Q

Lower Than Standard Take-off Minima (Canada)

A

Authorized when at least one of the following
requirements are satisfied:

  • Serviceable and functioning high intensity
    runway lights;
  • Runway center line lights;
  • Runway center line markings that are plainly
    visible to the Pilot-in-Command throughout
    the take-off run.

1/4 SM / RVR 1200
- Or; or.

RVR 600
- And; and.
- Two transmissometers. A+B or A+C if B is unserviceable.

8.5.1.4 / JEPP 10-9

28
Q

Lower Than Standard Take-off Minima (USA)

A

Authorized when at least one of the following visual aids is available:

  • Operative high intensity runway lights (HIRL);
  • Operative runway center line lights (CL);
  • Serviceable runway center line markings (RCLM) are plainly visible to the Pilot-in-Command throughout the take-off run;

1/4 SM / RVR 1600
- Or; or.

RVR 1200/1200/1000
- Day: Or; or.
- Night: HIRL or CL.
- Two transmissometers.

RVR 600/600/600
- And; and.
- Two transmissometers.

8.5.1.5 / JEPP 10-9

29
Q

Acceleration and Thrust Reduction Altitudes

A

Thrust Reduction Altitude
NADP1 is 1500’ (AAE) and NADP 2 is 1000’ (AAE)

Acceleration Altitude (All Engine)
NADP1 is 3000’ (AAE) and NADP 2 is 1000’ (AAE)

When provided by ACARS WAT or the S4A Smart SUITE PERF tool, Engine Out Acceleration Altitude is temperature compensated.

When provided by ACARS WAT or the S4A Smart SUITE PERF tool, Thrust Reduction Altitude and Acceleration Altitude is automatically compensated to be equal to or above the Engine Out Acceleration Altitude.

8.7.2

30
Q

Use of Magnetic or True Heading Reference

A
  1. Operating in the NCA (Northern Control Area); or
  2. Operating in the ACA (Arctic Control Area); or
  3. Operating north of 70N latitude; or
  4. Operating on airways charted in degrees True only; or
  5. When checking tracks and distances during the ramp check, following loading of the FMS/FMGS, or following a re-route.

8.9.2.2

31
Q

Fuel Checks
- Timing

A

The fuel shall be checked upon reaching cruise altitude and at least every 1 ½ hours thereafter.

8.9.4

32
Q

OTZ / TPL Briefing Requirement

A

When “EXTRA” distance is less than 1000ft, the Flight Crew shall review and brief the Optimum Touchdown Zone.

Touchdown Point Limit (TPL) if TDZ markings are non-standard, missing, obscured or incomplete.

8.9.10.1 / QRH-N
8.9.10.4

33
Q

Arrivals at Uncontrolled Airports
- Communications

A

Establish communication on the appropriate frequency no later than five minutes prior to estimated time of commencing approach procedure.

8.10.10
Jeppesen Airway Manual

34
Q

Operational Landing Distance (OLD)
- Margin

A

Includes a time of seven seconds from threshold crossing to touchdown and a 15% safety margin for Normal Landing calculations.

8.11.1

35
Q

FAF altitude confirmation

A

For all instrument approaches in IMC at the FAF crossing, a go-around shall be initiated if the difference between the Captain and FO primary barometric altimeters is greater than 100 feet.

8.11.2

36
Q

Approach speed category

A

A220 - CAT C (121-140)

An aircraft’s approach category does not change if the actual landing weight is less than the maximum certificated landing weight.

However, if the requirement for a faster approach speed places the aircraft in a higher speed approach category, the minima for the appropriate higher category must be used.

8.11.2

37
Q

500 Foot Stable Gate
- Criteria

A

The flight crew shall plan and fly their approach in such a manner that the tolerances below should be met by 500 feet AAE:

  1. Airspeed: stabilized on target within +10/-5 knots;
  2. Vertical Speed: stabilized, not more than 1,000 fpm; and
  3. Thrust: stabilized to maintain the target airspeed, usually above flight idle.

These tolerances assume no unusual circumstances or conditions and may require allowances for momentary variations due to weather and turbulence.

8.11.4.2

38
Q

Precision Runway Monitor (PRM) Approaches

A

Approach techniques permit simultaneous approaches to be conducted in IMC at airports with parallel runways that are separated by less than 4,300 feet.

In the event a TCAS RA occurs while on final during a PRM approach, Flight Crews shall comply with the vertical TCAS guidance and follow the lateral heading information provided by the PRM final controller.

8.11.6.4

39
Q

Automatic landing
- CAT I operations

A

In Canada, automatic landing is permitted using CAT I ILS ground installations unless prohibited in the Jeppesen Route Manual 10-10 page or by NOTAM.

Outside of Canada, automatic landing is only permitted using ILS ground installations that have published CAT II or CAT III minima.

8.11.6.5

40
Q

ILS SA CAT II Approaches

A

Special Authorization (SA) CAT II approaches are based on ILS CAT I facilities which under certain conditions can safely permit a DH of 100ft and RVR values of 1200 feet.

Because of the reduced lighting systems, SA CAT II approaches shall be flown using an Autoland system to touchdown.

8.11.6.6

41
Q

Instrument Approach Visibility Requirements
- PF Policy

A

Approaches flown in reported visibility below 1/2 SM or RVR 2400ft shall be flown by the Captain.

8.11.7.1

42
Q

Approach Visibility (reductions) in Canada
- Other than CAT II or CAT III

A

Reductions to charted visibility are allowed with the following restrictions:

  1. Straight-In Minima only.
  2. Autopilot and/or flight director and/or HUD with advisory or approved vertical guidance.
  3. HIRL and (ALSF-I or ALSF-II or SSALR or MALSR)

Meeting 1+2+3 = Charted reduction

  1. ILS Category I or RNAV to LPV minima
  2. The DA is 200 feet or less
  3. Touchdown zone RVR is available

Meeting 1+2+3+4+5+6 = 1800 RVR

8.11.7.3 / QRH-N

43
Q

Reported Visibility Hierarchy for Approaches
- Other than CAT II or CAT III

A
  1. Touchdown zone RVR, then;
  2. Mid-point RVR, if touchdown zone RVR is unavailable, then;
  3. Ground Visibility
  • RVR is required for all approach operations below 1/2 SM
  • If the RVR value reported is varying or fluctuating, the lowest value must be used.

8.11.7.4 / QRH-N

44
Q

CAT II Approach Minima

A

Continuing a CAT II approach inside the outer marker or FAF (or where no FAF exists, the published altitude of glideslope intercept) is prohibited if at any time the RVR values are below (including fluctuating below) the following minima:

  • Touchdown RVR (required): 1200’, or charted value if higher.
  • Mid-point RVR (required): 600’
  • Rollout RVR (only outside Canada, if reported): 300’

The minimum DH/DA is 100’ AGL or the charted value, whichever is higher.

8.11.7.6 / QRH-N

45
Q

CAT III Approach Minima
- Fail-Operational Autoland
- Fail-Passive Autoland

A

LAND 3:
DH 0 ft with AH of 100 ft
RVR A/B/C 150 ft
(Or lowest published)

LAND 2:
DH 50 ft
RVR A/B/C 600 ft
(Or lowest published)

8.11.7.7 / QRH-N

46
Q

Visual Approach Requirements

A
  1. Ceiling 1500+ AGL, Visibility 5+ SM.
  2. Flight Crew shall use and display any available navigation aids for the intended landing runway.
  3. Flights shall not descend below 1000 feet AAE until established on the Visual Approach profile.

Specific weather minima published on charted visuals and VGAs supersede these rules EVEN IF THEY ARE LOWER than 1500’ / 5 sm.

In the U.S, Flight Crew may accept a Visual Approach clearance without the airport being in sight, as long as preceding traffic that they are instructed to follow, or a charted visual landmark, is reported in sight.

8.11.8

47
Q

Night VFR and Visual Approaches
- Restrictions

A

Night Visual Approaches are permitted subject the following conditions:

Prohibited at mountainous airports except when specified otherwise in the Jeppesen Route Manual 10-10 pages; and

Flights shall not descend below the minimum IFR altitude until within 10 NM of the landing airport, unless following a VGA procedure.

Night VFR operations are prohibited.

8.11.8
8.5.5

48
Q

Unique Approach Procedures
- Minimum Stable Altitude

A

For approaches that require lateral maneuvering below minima, the aircraft shall be established on the extended runway centerline by 300 feet AAE.

8.11.10

49
Q

Opening Aircraft Doors with Engines Running

A

Under exceptional circumstances, it is permissible to disembark passengers to a bridge with engine(s) running once brakes are set while waiting for available ground power.

8.15.2

50
Q

Wake Turbulence Separation

A

Medium to Heavy - 5 miles
Medium to Super - 7 miles

Takeoff time separation: Any class to Heavy/Super - 3 min

8.18.2.3

51
Q

Operations during Convective Activity
- Flight Procedures

A

Circumnavigation: Areas of steep contour gradients should be avoided by at least twenty miles for all altitudes.

Below the freezing level, avoid red area echoes by at least 10 nautical miles. Above the freezing level, avoid red area echoes contoured areas by at least 20 nautical miles

On-Top Flight: Flight over the top of thunderstorms is not recommended. If necessary, Flight Crews should clear the tops of thunderstorms clouds by 5,000 feet. If there is a wind above the storm of 100 knots or more, Flight Crews should overfly the storm with a clearance of 10,000 feet.

8.18.3.2

52
Q

Temperature Compensation Requirements
- Manual compensation

A

DA and MDA shall be temperature compensated at all times when the reported airport temperature is at or below 0 °C.

DA/MDA shall be temperature compensated at a temperature of +10 °C or below when the DA/MDA is greater than or equal to 1000’ AAE.

Non standard missed approach acceleration altitudes shall be compensated.

All other published altitudes should be compensated.
(Not required when under radar control)

BARO-VNAV to LNAV/VNAV or RNP minimums outside TLIM is only authorized using automatic temperature compensation systems.

8.18.7.2 / QRH-N

53
Q

Temperature Compensation Requirements
- ACT/CTA

A

(Canada) If ACT is provided, the trigger for temperature compensation is when the reported airport temperature is at or below the ACT. (NOTAMs affecting DA/MDA voids ACT)

ACT requirements:
- Autopilot shall be used in IMC
- No windshear of more than +/- 15 kts in IMC
- Aircraft equipped with EGPWS/TAWS
- Current local altimeter setting

(USA) No temperature compensation required unless a CTA temperature is published. The trigger for temperature compensation is when the reported airport temperature is at or below the CTA.

8.18.7.2 / QRH-N

54
Q

Temperature Compensation Priority

A
  1. Automatic Compensation via FMS.
  2. Manual Compensation via P-EFB ACPT app, or ACARS Temp Comp.
  3. Manual Compensation via QRH-N Compensation Charts.

8.18.7.3

55
Q

Take-Off Restrictions
- Icing Conditions

A

Take-offs are not authorized in :
1. Hail; or
2. Heavy ice pellets; or
3. Moderate or heavy freezing rain.

8.18.8.1

56
Q

Landing Restrictions
- Icing Conditions

A

Landings are not authorized in moderate or heavy freezing rain.

8.18.8.2

57
Q

Fuel Freeze Point
- Flight Planning

A

Extreme cold air: Static Air Temperature (SAT) of –65°C or colder.

Flights may be planned using the Boeing Fuel Temperature Prediction program. Otherwise, flights will not be planned to operate for periods longer than 90 minutes in areas where the SAT is -65°C or colder.

8.18.11

FOM (8 decks)

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