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ATI 757 / 767 > CA Upgrade > Flashcards

CA Upgrade Flashcards

1
Q

Daily Checks are required and recurring aircraft inspections that must be completed?

GOM

A

Once per Calendar Day.

It is not required that this inspection be completed before the first flight of the Calendar Day.

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2
Q

Service Check is a required and recurring aircraft inspection that?

GOM

A

Expires 72 hours after its completion and is more thorough than a Daily Check.
Since a Service check is a more in-depth inspection, it satisfies the Daily Check requirement for that Calendar Day.

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3
Q

A Pre-departure Check is used when?

A

An aircraft has not flown since its last Service Check.
A Pre-departure Check may be given in lieu of a Daily Check.
This is a lower level check than a Daily Check and is not commonly used.

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4
Q

As needed or Other inspections are required on an as needed basis. What are some examples?

A

»Overweight landings
»Lightning strikes
»Hail events in flight or on the ground
»Hydraulic leak re-inspections
»Inspections required per an MEL procedure
»Bird strikes

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5
Q

ETOPS Pre-departure Service Check is a required inspection prior to every ETOPS Segment, How many hours is the inspectiong good for?

A

The inspection and sign-off must occur within four hours of departure.
Block out more than 4 hours after inspection shall require a new inspection to be performed.

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6
Q

Describe a Logbook Preflight:

A

a) Ensure the correct Logbook for the aircraft is onboard.
b) There must be at least 10 previous log pages to include log pages for at least 3 flight days on board.
c) Confirm that all required inspections have been performed and signed off.
d) Verify and cross check any MEL deferrals with the flight release.
Any discrepancies must be resolved.
e) Ensure that all corrective action blocks have been completely filled out and no open write ups are present..

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7
Q

All aircraft components must be functioning properly or
deferred in accordance with an MEL, CDL, or COI. Describe each?

A

✈Minimum Equipment List (MEL): documents broken/inoperative aircraft components or equipment (e.g. a blank lower EICAS display) GMM 4.5 A.5
✈Configuration Deviation List (CDL): documents missing components (e.g. the door that covers the GPU receptacle). These often incur fuel burn penalties and may require an updated TLR GMM 4.5 A. 6
✈Carry Over Item (COI): documents aircraft defects that are within limits, but which must eventually be corrected (e.g. Paint missing from the radome, dents in the aircraft skin etc.) GMM 4.6 A.

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8
Q

MEL Categories: A deferred item must be resolved within a specified period of time. This is indicated by the MEL category, what are the time limits for each category?

A

“A” - As assigned in the MEL (e.g. within 2 flights)
“B” - 3 Calendar Days
“C” - 10 Calendar Days
“D” - 120 Calendar Days

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9
Q

“M” and “O”Procedures
MEL deferrals often require actions to be performed by Maintenance and/or adjustments to Flight Crew operating practices.
Describe the “M” and “O” Procedures?

A

“M” Procedures: Procedures that must be accomplished by maintenance personnel (or flight crew for a Flight Crew Deferred Item) in order to deactivate and/or inspect the status of a deferred item.
“O” Procedures: A procedure or information advising the Flight Crew of modified procedures associated with a particular MEL.

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10
Q

MEL Stickers: Why, Where and how?

A

➠Yellow stickers are used to visually indicate the presence of an MEL deferred item.
➠The MEL Control number shall be recorded on the sticker. ➝A control number is a serial number used to identify a particular deferred item on an aircraft in the Maintenance computer system.
➠The sticker will be placed as directed by the MEL manual under “Sticker Location” (e.g. next to the switch that controls the deferred item or adjacent to the Upper EICAS screen)

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11
Q

Describe Flight Crew Deferrable Status?

A

➢Most MEL procedures require an authorized mechanic to defer the item. These items are not Flight Crew Deferrable.
➢Other items may be deferred by the Flight Crew either at the gate or on the ground after pushback.
➢Whether a particular MEL may be completed by the Flight Crew is indicated in the MEL manual as part of the deferral description.

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12
Q

Until the takeoff thrust is set what manual is controlling for discrepancies?
After takeoff thrust is set, what manual is controlling?

A

➠On the ground and before setting thrust for takeoff, the MEL manual is controlling. This means any issues at the gate, during pushback, or during taxi out must be resolved in accordance with the MEL Manual.
➠Issues arising after thrust is advanced for takeoff in accordance with the QRH. If the takeoff is continued, the QRH is consulted and it is the Captain’s prerogative to continue to the destination or return to the departure airport.

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13
Q

Maintenance will place Work Requests on the current log book page for items that require in-flight action by the Flight Crew. What are some examples of this?

A

Common examples include Autoland Evaluations and APU In-flight Starts.
✈A documented Autoland by each aircraft is required every 30 days in order to maintain Cat III currency. Maintenance tracks this requirement and inserts an “open write-up” in the logbook when an Autoland is required. Autolandings are documented in the Autoland portion of each log book page for tracking.
✈A Cold Soaked APU In-flight Start (aircraft at cruise altitude with the APU off for at least 2 hours prior to start attempt) is required for an aircraft to maintain ETOPS status.

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14
Q

What is the Flight Crew deferral process?

If an issue arises after push back but prior to the takeoff, run the associated QRH checklist as applicable:

A

Consult the MEL manual to see if the item can be deferred.
✈If Yes, consult Maintenance Control to complete the deferral process.
✈If Not, consult Maintenance Control to confirm, then return to the gate for assistance from maintenance personnel.
➢To initiate a Flight Crew Deferral, contact Maintenance Control and document the issue on a Discrepancy block of the current log page.
➢Fill out the Corrective Action block of the discrepancy as directed by Maintenance Control.
➢Add the deferral to the front cover of the MEL section of the logbook.
➢Complete a Yellow MEL Sticker and place it as directed by the MEL manual.
➢Contact the flight follower to amend the flight release with MEL details and any other required changes (e.g. additional fuel required before takeoff per the MEL)

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15
Q

Events Requiring Maintenance Inspection:

A

ꈌ HardLanding
ꈌ Overweight Landing
ꈌ High Drag/High Side load event
ꈌ Departure from the prepared surface
ꈌ Landing short of prepared surface
ꈌ Two or more tires blown during landing
ꈌ One or more landing gear striking an obstacle
ꈌ Landing with a large crab or high bank angle
ꈌ Severe Turbulence
ꈌ Overspeed
ꈌ Flap/Slat
ꈌ MMO/VMO
ꈌ Landing Gear
ꈌ Tire Speed
ꈌ High Energy Stop
ꈌ Lightning Strike
ꈌ Extreme Dust
ꈌ Tail Strike

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16
Q

Autothrottle use is recommended when?

A

During takeoff and climb in either automatic or manual flight.
During all other phases of flight, autothrottle use is recommended only when the autopilot is engaged.

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17
Q

Boeing defines Decision Speed as?

A

➤V1 is defined as the maximum speed during takeoff at which the pilot must take the first action (reduce thrust, deploy speed-brakes, apply brakes) to stop the airplane within the accelerate-stop distance.
➤V1 is not a decision speed, but the maximum speed for initiating a rejected takeoff. A pilot will typically require 1-2 seconds or longer to perceive, interpret, and react to an RTO scenario.
➤Thus, the decision to stop must be made prior to V1.

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18
Q

What are the concerns regarding RTOs Beyond V1 Speed?

A

➘Continuing takeoff with an engine failure occurring 2 seconds PRIOR to V1 results in a 15-20-foot lower height above the runway threshold during a field length limited takeoff.
➚Rejecting a takeoff 2 seconds AFTER V1 results in a B767-300 departing the end of the runway at 70 knots and overrunning by 650 feet during a field length limited takeoff.

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19
Q

The Go/Stop decision must be made well before V1 because?

A

Once we hit V1 we go, because there may not be enough runway in front of us to stop anymore.
V1 is the end of the go/no-go decision making process, not the beginning.

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20
Q

It is a common error in the air carrier industry to regard and treat V1 as a “decision speed”.
What is the definition of V1?

A

√ What that means to us in plain English, is unless the thrust levers are already at idle PRIOR to V1, the takeoff must be continued

Unless the Captain determines the aircraft will not fly.

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21
Q

Accelerating through 80 knots marks the crossover point between a Low Speed RTO and a High Speed RTO. Kinetic energy increases how with weight and speed?

A

Kinetic energy increases proportionally with weight but exponentially with speed.

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22
Q

The FCOM 1 states that, prior to 80 knots, takeoff should be rejected for any of the following:
What three items should be called out above 80 knots?

A

➙ Activation of the Master Caution
➙ System Failure(s)
➙ Unusual Noise or Vibration
➙ Tire Failure
➙ Abnormally Slow Acceleration
➙ Takeoff Configuration Warning
➙ Side Window Opens
(As well as the critical situations listed below)
★ Fire or Fire Warning
★ Engine Failure
★ Aircraft Unsafe or Unable to Fly

Remember to call out any unsafe condition on the takeoff run.

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23
Q

Prior to flight, all mechanical issues must be deferred under a valid and applicable?

A

MEL

The MEL manual is controlling.

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24
Q

“Flight” officially begins when the thrust levers are advanced with the intention of flight. When a mechanical issue arrises after flight has begun what book becomes controlling?

A

Once flight has begun, the QRH becomes controlling.

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25
Q

Above 80 knots, the following events shall trigger a rejected takeoff?

A

★ Fire or Fire Warning
★ Engine Failure
★ Aircraft Unsafe or Unable to Fly

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26
Q

Maximum holding speeds are published to ensure a maneuvering aircraft will stay within the protected area set aside for the holding pattern. What are those speeds? (FAA)

A

FAA:
↪Through 6,000 ft MSL: 200 kts
↪6,001 through 14,000 ft MSL: 230 kts
↪14,001 MSL and above: 265 kts

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27
Q

Maximum holding speeds are published to ensure a maneuvering aircraft will stay within the protected area set aside for the holding pattern. What are those speeds? (ICAO)

A

ICAO:
↩Through 14,000 ft MSL: 230 kts
↩Above 14,000 to 20,000ft MSL: 240 kts
↩Above 20,000 to 34,000 ft MSL: 265 kts
↩Above 34,000 ft MSL: 0.83M

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28
Q

Where can you find the “BEST SPEED” to hold at?

A

The “BEST SPEED” found on the HOLD page of the CDU will always show the Clean Maneuvering Speed for the current weight, regardless of altitude.

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29
Q

Boeing Recommended Holding Speeds are what?

A

⟳ FL250 and below: VREF 30 + 80 kts
⟳ Above FL250: VREF 30 + 100 kts

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30
Q
A
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31
Q

Does turning in a race track style holding pattern increase fuel consumption?

A

Yes

Requesting longer legs while in a holding pattern can reduce fuel consumption.

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32
Q

The greatest fuel demand in a holding situation involves departing the holding fix, flying an approach to the destination airport, then diverting to the alternate airport.
To determine “Bingo” Fuel, add the following:

A

⟳ Fuel required to fly from the holding point to the arrival airport.
1. Reference fuel on board and subtract arrival fuel found on PROG page 1 of the CDU.
2. Add fuel as needed to this number for expected weather deviations and possible traffic flow restrictions.
⟳ Fuel required to fly from arrival airport to the filed alternate.
1. This number is listed on the release as Alternate Fuel.
2. Add fuel as needed to this number for expected weather deviations and possible traffic flow restrictions.

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33
Q

What fuel will provide for approximately 1 hour of flight on the 767 and the 757?

A

✈10,000 lbs of fuel for a 767:
✈8,000 lbs of fuel for a 757:
Will provide for approximately 1 hour of flight respectively.
This is a desirable situation that provides options for the crew.

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34
Q

ATI is authorized to conduct flights under 14 CFR Part 91 for:

A

Crewmember training, maintenance tests, ferrying, re-positioning, and the carriage of company officials using the applicable authorizations in these operations specifications, without obtaining a Letter of Authorization, provided the flights are not conducted for compensation or hire and no charge of any kind is made for the conduct of the flights.

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35
Q

Do copies of the OpSpecs need to be on board to exercise the privileges of those OpsSpecs?

A

Yes

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36
Q

A005 Exemption 5549 allows for high mins Captions to fly what kind of approaches to minimums?

A

CAT 1 and CAT 2 approaches to published mins with certain restrictions. See GOM.

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37
Q

Does A014 OpsSpec allow ATI to operate in Class G airspace under IFR?

A

Yes

Must operate under Part 121 and IFR.

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38
Q

A025 allows for Electronic Signatures, Electronic Record Keeping and Electronic Manual Systems, does ATI utilize this OpSpec?

A

Yes

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39
Q

When using A048 Verification of Personnel for Access to the Flight Deck the certificate holder must?

A

Verify the identify, eligibility and required documents of the person requesting flight deck access. (CASS)

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40
Q

ATI is authorized under B031 Areas of En Route Operation to conduct what classes of navigation?

A

➳Class 1 Navigation

➳Class 2 Navigation if Class 1 navigation cannot be maintained.

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41
Q

B034 authorizes ATI to conducted Class 1 navigation on a single RNAV system as long as ?

A

Redundant receivers for airway navigation are operational and the capability exists to return or complete the flight using airways if the remaining RNAV unit fails, radar required.

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42
Q

Can ATI depart outside the 48 contiguous states (limited by B050) to a less-distant airport and subsequently re-release to a more-distant airport?

A

Yes

This is known as Planned Redispatch or Rerelease En Route.

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43
Q

B046 Operations in Reduced Vertical Separation Minimum (RVSM) Airspace lists the equipment required, what is that equipment?

A

RVSM requires:
√ Two air data computers
√ One altitude reporting transponder
√ One altitude alerting system and
√ One autopilot.
√ Any failure of required equipment shall be reported to ATC immediately.

Each Aircraft which operates under RVSM must be listed in D092.

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44
Q

C050 Special Pilot-in-Command Qualification Airports require what of the PIC?

A

The PIC must be qualified in a simulator within the last 12 months OR by pictorial means OR if the destination is VFR (3 SM and ceiling 1000 above the lowest MEA or MOCA).

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45
Q

Under C052 is TDZ RVR Controlling for all approaches?

A

► TDZ RVR is controlling for all approaches/landings (may substitute Mid if TDZ is unavailable).
► Otherwise Mid and Rollout RVR are advisory.
► Visibility readings below 1⁄2 sm are not authorized.
► May not conduct any RNP Special Aircraft and Crew Authorization Required approaches.

When Available

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46
Q

C052 authorizes RVR down to what value for a CAT I approach?

A

Cat 1 landing minima approved as low as 1800 RVR to runways without (or with inoperative) TDZ and/or CL lights.
This requires the use of the flight director or autopilot (in approach mode) to the DA.

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47
Q

If the PIC has not consolidated (100 hours) one limitation is?

A

PIC’s shall not conduct an approach in less than 4000 RVR or 3⁄4 sm visibility. Precision instrument runway markings or centerline lights must be operational.

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48
Q

Are GPS approaches permitted for filing alternates under ETOPS rules?

A

Yes, under certain conditions of C055.

Weather minimums and RAIM.

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49
Q

Standard takeoff minimums are 1 SM visibility or RVR 5000 for airplanes having 2 engines. Is ATI authorized for lower takeoff minimums?

A

Yes, when takeoff minimums are not published, the standard takeoff minimums apply or lower than standard minimums are authorized by the certificate holder’s OpSpecs in C078.

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50
Q

For Cat 2 auto-land with a 100 ft DH, the lowest authorized RVR values are?

A

RVR 1000/600/300 TDZ/MID/RO
All available RVR reports are controlling, TDZ is required, Mid is not required, and Rollout is required for 1200 RVR and below.

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51
Q

For Cat 3 auto-land with a 100 ft AH, the lowest authorized RVR values are?

A

300/300/300 TDZ/MID/RO
All available RVR reports are required and controlling, except for FO or FP rollout systems the Mid or Rollout may be temporarily inoperative.

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52
Q

For Cat 3 auto-land and the aircraft is downgraded to Cat 3 FP then required RVR is

A

600/400/300 TDZ/MID and if available/RO.

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53
Q

During Category II and Category III Instrument Approach and Landing Operations, we must not begin the final approach segment unless all?

A

Required RVR conditions have been met.
Once established on the final approach segment, the approach may continue if a lower report is received.
Requires working:
➠Glideslope
➠Localizer
➠Outer marker/DME/published-waypoint to define the FAF
➠TDZ lights, CL lights, and HIRL edge lights
➠Approach lights are required, except the sequenced flashing lights may be inoperative

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54
Q

For Cat 2 operations, a missed approach must be conducted whenever?

A

➛ Any required airborne system malfunctions after passing the FAF
➛ Any required element of the ground systems is lost prior the DH
➛ Anytime the pilot arrives at the DH or later when visual references are not present to verify that the airplane will land in the TDZ.

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55
Q

For Cat 3 operations a missed approach will be executed and flown whenever the pilot determines?

A

☠ The aircraft will not safely land within the TDZ
☠ Any required lighting element becomes inop prior to the AH or DH
☠ Glideslope or localizer fails prior to touchdown
☠ Crosswind at touchdown exceeds 15 knots
☠ A FO failure prior to the AH or a FP failure prior to touchdown
☠ When arriving at the DH (when FP) the pilot does not have the TDZ in sight or if visual references are lost after passing the DH and the pilot cannot determine the aircraft will land in the TDZ

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56
Q

ATI is approved for RNAV 1 and/or RNP 1 instrument Departure Procedures, RNAV 1 and/or RNP 1 Standard Terminal Arrival Routes. What equipment is required?

A

Acceptable navigation specifications are RNP 1/TA/RNAV 1 (PIP)

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57
Q

What are the autopilot minimum use heights required in OPS Spec C071?

A

Autopilot Minimum Use Heights are 200 feet for takeoff/initial climb, 1000 feet enroute, and 50 feet below MDA/DA/DH or 50 feet AGL on approach. Does not apply to approved autoland operations.

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58
Q

Can ATI conduct Circling Approaches?

A

Circling approved in VMC only. Requires at least 1000 feet and 3 SM or charted circling minimums, whichever is higher. MDA shall be 1000 feet or charted, whichever is higher. Must remain clear of clouds. If visual reference is lost a missed approach shall be flown.

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59
Q

Does C077 allow ATI to cancel IFR Flight Plans in flight?

A

Yes, assuming all the provisions of the OPS Spec are met AND flight remains within controlled airspace and in contact with ATC OR for uncontrolled airports the flight remains within 10 nm of the airport, the crew remains in contact with advisory frequency, and all required visual references, obstacles, and traffic can be maintained for the entire approach and landing.

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60
Q

What Opes Spec covers Lower Than Standard Takeoff Minima?

A

C078 IFR Lower Than Standard Takeoff Minima

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61
Q

What are the lowest RVR values and equipment for ATI during lower than standard takeoff minimums?

A

500/500/500 (TDZ/MID/RO) takeoffs are allowed provided RVR equipment, HIRL AND CL lights are operational.

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62
Q

What flight crew certificates are required?

A 
➵ Airman certificates
➵ Medical
➵ Passport
➵ Visa
➵ Vaccinations Card 
➵ Radio operators permit 
➵ Company Crew Badge
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63
Q

What is the required personal equipment?

A

✘ Flashlight
✘ Flight computer
✘ Reflective vest

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64
Q

When a CA is on high mins, what values must be added to approach minimums?

A

Add 100’ and 1⁄2 SM to mins (not required for takeoff alternate or destination alternate).
Published Cat I & II mins allowed by Exemption 5549 (see GOM 3.405).

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65
Q

What restrictions are there for a First Officer with less than 100 hours in type?

A 
The CA makes landings when:
◬ Special Airport
◬ Visibility at or below 3⁄4 sm or RVR 4,000’
◬ Runway has water, snow, slush, etc that may affect performance adversely 
◬ Braking action less than “Good”
◬ Crosswind component above 15kts
◬ Wind-shear reported in vicinity
◬ PIC discretion
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66
Q

When is the aircraft cockpit considered sterile?

A

During taxi (jet moving under own power) and in flight below 10,000’

67
Q

PIC will make T/O and Landing if FO less than?

A

↠1 year or 500 hrs
When:
↠Visibility below CAT 1 or ≤ 3/4 SM or ≤ 4,000 RVR
↠Crosswind component exceeds 15 kts

68
Q

What are the normal pitch and bank limits?

A

No bank before reaching 50’ then no more than 15 degrees during T/O and final approach; otherwise 30 deg bank, 25 deg nose up and 10 deg nose down.

69
Q

Altitude awareness requires the PM to advise the PF during the following conditions?

A

⇢Climbing or Descending through 1,000’ of assigned altitude
⇢Climbing or Descending through 18,000’
⇢Descending through 10,000’
⇢Any other callouts required by FCOM or PF’s request during approach phase

70
Q

What kinds of paperwork are allowed during taxi, climb, descent?

A

Essential only

71
Q

When considering an overweight landing what guidance does ATI provide?

A

PIC may determine overweight landing is preferable for safety reasons using emergency authority and is preferable in many situations.
Fuel should be burned or dumped to meet max landing weight limit when required.
A logbook entry including gross weight at landing is required. An overweight inspection by MX is required prior to further flights.

72
Q

Reverse thrust should be used on every landing unless?

A

Undue braking will not be required. Reverse thrust should commence as soon as practical after touchdown and terminate by the appropriate speed.

73
Q

Is braking action of “Nil” or “Unreliable” allowed ATI?

A

No

74
Q

When is oxygen use required?

A

➢All crewmembers when Cab Alt exceeds 10,000’
➢PF when above 41,000’
➢When required as above, O2 must be used continuously
➢Masks must be tested prior to each flight

75
Q

What policies are in place regarding the use of aircraft lights at ATI?

A

➤Nav lights will be on from sunset to sunrise.
➤Beacon will be used prior to engine start until engines are shut down.
➤Landing and runway turnoff lights shall be used during takeoff, landing, as a supplement to ground operations, and in the terminal area below 10,000 feet.
➤Use of lights are PIC’s discretion enroute or in IMC.
➤Strobe lights will be on just prior to T/O and remain on until after landing. They may be turned off in IMC if they become distracting.

76
Q

Discrepancies After Departure will be handled how?

A

✈Issues that arise after T/O thrust is set shall be handled with the FCOM and QRH.
➔ Issues arising after block-out but before T/O must be addressed with theMEL/CDL deferral procedures.

77
Q

Do we need to check status messages after engine start?

A

No need to check status messages after engine start. Any unsafe condition would be displayed as an EICAS message.

78
Q

Engine monitoring must be completed at least?

A

Once per day. In stabilized cruise for at least 3 minutes, still air, and A/T off. Complete log and re-engage A/T.

79
Q

When there is no ground equipment and/or no APU and an engine must be left running ATI policy is?

A

➠At least one pilot at controls anytime an engine is running Brakes set AND chocks installed
➠Safety guard downstairs observing at all times
➠Engine running must be opposite the side of any ground activity During Pax loading/unloading, left engine must be shutdown Lead FA will be briefed
➠During lower deck loading/unloading, right engine must be shut down Main deck and bulk loading/unloading, left engine must be shut down Ground fire bottles or fire truck must be in close proximity

80
Q

What documents are required onboard the aircraft?

A 
★Airworthiness Certificate
★Aircraft Registration
★FCC Radio License
★Insurance Certificate
★DD Form 181 (Permit to operate at Military Airports) ★Military Fuel Indent-a-plates
81
Q

What forms are required for the preflight?

A

➚Logbook With MX preflight and release
➚Flight Release
➚Flight Plan
➚Weight and Balance Form

82
Q

How do you preflight the FMC?

A

➢After checking nav database, load waypoints and check legs are within 2 nm and course is within 2 degrees.
➢Check the mileage and verify the groundspeed does not exceed 3 knots while the aircraft is stationary.

83
Q

When considering reserve fuel, no enroute fuel stop will be overflown. if at any time during the flight continuation of the flight that would result in fuel less than?

A

Reserve fuel at the destination and/or alternate.

84
Q

The takeoff briefing is briefed prior to T/O by the pilot flying, what items are required?

A 
➚ATC clearance
➚Abnormal procedures for a malfunction (engine failure on T/O) Abnormal departure procedure (engine failure departure path) 
➚Power settings
➚Fuel Dumping
➚Transition Altitude
➚Level-off Altitude
85
Q

Reject Takeoff prior to V1 for the following reasons:

A

↠Takeoff warning activated for an unknown reason
↠ Loss of power
↠Fire or fire warning
↠PIC’s opinion of a safety of flight issue
** Any crewmember who observes a malfunction shall call it out immediately and the PIC will decide to continue or abort.

86
Q

What are ATI’s enroute procedures?

A

Enroute Procedures – Fuel, Oil, and O2 should be checked at least once per hour.
Fuel remaining will be written on the flight plan at each reporting point.

87
Q

When checking the landing weight and the RVR is at or below 4000’ RVR we use which data?

A

ATI use’s wet runway data (adds 15% field length).

88
Q

The approach briefing will include the following?

A 
↩Transition level
↩Configuration of nav equipment and instruments ↩Approach minimums
↩Touchdown/airport elevation
↩Missed approach procedure
↩Any other pertinent information
89
Q

The pilot monitoring will announce arrival advisories, what are they?

A

The pilot monitoring will announce critical altitudes, airspeed deviations ±10 kts, visual contact, sink rate above 1000 FPM.

90
Q

When reporting for duty, how much battery should the EFB have?

A

At least 80% battery

91
Q

Does ATI require that we maintain contact with Flight Following by monitoring AIRINC on VHF/HF or SATCOM (if installed)?

A

Yes

92
Q

If SELCAL is available, it may be used to monitor radio frequencies. If SELCAL is unavailable?

A

A continuous listening watch must be maintained.

93
Q

Headsets with boom mics are required to be used?

A

Below 18,000’

94
Q

What are some reasons to communicate with Flight Following?

A

✫ ETA Change of +10 minutes
✫ Flight plan altitude or route change that requires an increased fuel burn
✫ Position reports (as necessary)

95
Q

When do you need to give enroute position reports to the company?

A

☏ Domestic: when flight track varies 50nm or more and/or ETA varies ± 10 min
☏ International: when actual ETA at destination varies by more than 10 min

96
Q

What landing minima is used for the 757-200 and 767-200? What about the 767-300?

A

✪ B757-200 and B767-200 use Cat C landing minima

✪ B767-300 uses Cat D landing minima

97
Q

Approach Minima for CAT 1:

A

Use published mins but not lower than 1800 RVR (also applying hi mins).

98
Q

Approach Minima for CAT 2:

A

Use published mins but not lower than 100’ DH and 1200 RVR (1000 RVR some foreign airports);
Approaches are permissible at all domestic Cat 2 runways, but only the foreign runways listed in OPSPEC C059.

99
Q

Approach Minima for CAT 3:

A

Approved by OPSPEC C060 to not lower than 100’ AH and 300 RVR;
Captain must have 100 hours B757/767 as PIC (not including OE).

100
Q

Approach Minima for Non-Precision Approaches:

A

Straight-in only; Published MDA but not lower than 300 feet above TDZ/runway/airport elevation.

101
Q

Hi Mins Captain (less than 100 hours as PIC in type) add what values to the approach minima?

A

✈100’ to DH or MDA
✈Add 1⁄2 mile and convert RVR values.
➥Landing minimums may not be below 300’ and 1 sm; do not apply additives to alternate landing minimums.

102
Q

Continuous Descent Final Approach (CDFA) Technique will be employed for flying the final approach segment of non-precision approaches (Baro-VNAV or Vertical Speed FMS):

A

🚫 ATI does not permit “dive and drive” approaches.

103
Q

DH or MDA for Cat 1 approaches is determined by ?

A

Reference to barometric altimeter.

104
Q

ATI procedures require an altitude check at the FAF, what is the CAT 1 and non-precision symbol?

A

Depicted by Maltese Cross for Cat 1 and non-precession IAPs.
➥Cat 2 and greater IAPs do not have a Maltese Cross; instead GS intercept altitude is shown.

105
Q

In reference to takeoff limitations, reported weather must be equal or better than the charted minima. Without visual aids?

A

2-engine takeoff mins require 1 sm.

✪ Edge lights are 200’ apart (26) (50’ for centerline lights) if needed to assess takeoff visibility.

106
Q

What is the lowest RVR for takeoff we can accept when the airport chart allows it?

A

500 RVR takeoffs are allowed by the airport chart,

➚CL lights and HIRL are required; two or more transmissometers are needed and all must be 500 RVR or greater.

107
Q

Wet landing data (15% longer) shall be used for approaches lower than?

A

4000 RVR or 3⁄4 sm;

☑ Precision instrument runway markings or centerline lights are required.

108
Q

Are night landings not authorized without runway edge lights?

A

No

Substitutes/temporary/partial lighting is permissible.

109
Q

US or Military airports require published or greater visibility to continue past the FAF (may continue to mins if lower report is given after passing FAF), what about foreign airports?

A

At foreign airports a “look-see” approach may be flown down to the DH or MDA to verify actual conditions except in countries where prohibited (ex. United Kingdom).

110
Q

Visual Approaches require what?

A

3 SM, 1000’ ceiling, and visual contact with the airport or preceding traffic.

111
Q

Under what conditions can ATI conduct circling approaches?

A

Circling approaches may only be conducted with 3 SM and 1000’ or the published circling minimums, whichever is higher.

112
Q

When are Surface Movement Guidance Control System (SMGCS) used?

A

With 1200 RVR and below.

113
Q

Are we able to use Autoland for CAT I, CAT II and CAT III approaches?

A 
Yes
Category I down to minimums
CAT II to Touchdown 
CAT III to Touchdown and Rollout
(Both CAT I and CAT II require Ops Spec approval at foreign airports)
114
Q

Required documents that we always need?

A

⟳ Maintenance preflight and Airworthiness Release (signed in aircraft log)
⟳ Flight Release w/ RAIM status (for GPS equipped aircraft)
⟳ Weather/NOTAMS
⟳ RAIM outage forecast
⟳ Weight and Balance

115
Q

Flight release may be amended by PIC for what reasons?

A

》Change of alternate airport
》Routing
》Flight crewmember change prior to departure
》Weight changes
》Deferred item
》Planned takeoff weight is exceeded by 5000 lbs (757) or 9000 lbs (767)
》Changes to flight number, date, or aircraft registration
》Part 117 duty extension

116
Q

How often do crews need to call for updated weather?

A

Crews will call if required prior to departure. The OFP will provide the latest weather at the time of printing.

117
Q

During a flight, the Flight Follower must update the PIC for the following items:

A

✈Strong surface wind (over 30 kts)
✈Widespread low ceilings and visibilities at the destination and alternate airports
✈Active thunderstorms, especially ones with high tops
✈Moderate or severe icing conditions
✈Severe or extreme turbulence, including clear-air or mountain waves
✈Low-level windshear (below 2000 feet)
✈Forecast weather below takeoff or landing mins
✈Volcanic Ash
✈Sandstorms or dust storms
✈Meteorological conditions that contaminate the runway surface
✈RAIM outages or GPS interference

118
Q

When is a runway considered contaminated?

A

A runway is contaminated if more than 25% of the required length is covered by standing water or slush over 1/8” deep that has a snow/ice accumulation.

119
Q

When considering weather for the destination airport, does the forecast weather need to be above published minimus for the applicable approach to be used?

A 
Yes, must be at or above published minimums for the applicable approach chart for a flight to depart. 
Conditional statements (TEMPO, PROB, or BECMG) may be considered part of the destination forecast.
120
Q

How do we derive alternate weather minima for (planning purposes)?

A

Derived is calculated by adding 200’ and 1⁄2 sm (multiple nav facilities and runways) or 400’ and 1 sm depending on the number of navaids in use (single nav facility or runway).

121
Q

Can flights be released into conditions of known or forecast severe icing?

A

Flights will not be released into conditions of known or forecast severe icing.

122
Q

What is the ATI policy regarding ice adhering to the aircraft for takeoff?

A

Never attempt to takeoff with ice, snow or frost adhering to the wings, fuselage, tail or flight control surfaces.

123
Q

Minimum fuel required for Domestic and International?

A

⥹ Domestic flights using Exemption 18843 - No alternate is required if within 1 before or after the estimated time of arrival the ceiling is 2,000 AFE and 3 SM visibility; then no alternate is required.
⥹ Domestic flights – Fly to the airport released, fly to and land at the most distant alternate of the release, and thereafter fly for 45 minutes at normal fuel consumption.
⥹ International (outside 48 states, 121 supplemental) …With alternates available – Fuel to the released airport, plus 10% of enroute time at cruise fuel consumption, fuel to fly to alternate, 30 minutes of holding at 1500’ above alternate.
⥹ No alternate available – Fuel to destination and two hours at normal cruise fuel consumption.

124
Q

What is the minimum planned destination fuel for both type aircraft?

A

↠Domestic flights using Exemption 18843 allows for reserve fuel to be limited to that required after reaching the destination airport of dispatch at normal cruise for 0:45 minutes.
↠ Minimum planned arrival fuel is 6,000 lbs for the 757 and 8,000 lbs. for the 767.

125
Q

In an emergency situation, the PIC may take any action he considers necessary. This includes deviation from prescribed operations, procedures, methods, weather minimums, the FARs, to the extent required in the interest of safety. What must the PIC do after exercising this authority?

A

➧When a PIC exercises emergency authority, the flight follower and ATC must be informed.
➧The Director of Operations must be informed as soon as possible.

126
Q

Before each flight, the PIC must check the status of any irregularities from the previous flight?

A

True

127
Q

Re-Release Procedures, what are they?

A

⇢Can be used to extend the range of a remaining fuel load.

⇢The PIC and Flight Follower must also re-release when the flight cannot operate safely or as originally released.

128
Q

Under what conditions must the flight crew notify the flight follower of deviations from the planned route and or time?

A

✆ The flight crew must notify Flight Follower if destination ETA is 15 minutes beyond flight plan.
✆ cruise altitude varies by 4000 feet or more.
✆ flight deviates by more than 100 nm from flight plan route.

129
Q

Do route changes need to be annotated on the master flight plan?

A

Yes

☞ All route changes must be recorded on the master computer flight plan.

130
Q

What altitude are altimeters set to 29.92 during the climb?

A

During the climb, altimeters will be set to QNE (referenced to 29.92” or 1013.2 mb) when climbing through 17,000’ when assigned a flight level 180 or higher (US and Canada)

131
Q

What altitude are the area altimeter settings set to during the descent? (ICAO)

A

During a descent, the altimeters will be set to the QNH when descending through the transition level for that country (ICAO).

132
Q

When does ATC need to be notified of changes in the ETA?

A

Changes in ETAs: When the ETA for a reporting point is in error by more than 3 minutes, a revised ETA must be given to the reporting authority (except in the US in radar contact).

133
Q

What change in flight plan airspeed should ATC be notified of?

A

Flight plan airspeed must be maintained within 5% or 10 kts or .01 Mach. Otherwise notify ATC. (except when in the US and in radar contact).

134
Q

While en-route, if unforeseen conditions arise where the landing at the destination would erode reserve fuel what must ATC be advised.

A

Minimum Fuel - Landing with less than reserve fuel.

Emergency Declaration- Landing with less than 30 minutes of fuel.

135
Q

Transponder Operation: Use code 2000 when outside the US and with radar coverage unless?

A

Advised otherwise by ATC

136
Q

During Planning for long range navigation: Master Computer Flight Plan (OFP) will be used to record?

A

➢All position reports, fuel calculation and all changes due to ATC, weather, restricted airspace, NOTAMS and performance.
➢Check weather, NOTAMS, airport analysis and performance for destination and alternates
(including ETOPS alternates).

137
Q

During the preflight for long range navigation verify and check the following:

A

☑ Verify FMC and aircraft clocks
☑ Load FMC and verify route and total distance with CFP (on legs page each segment should be within 2nm and 2 degrees)
☑ Check NOTAMS for navigational restrictions
☑ Check enroute chart currency
☑ Record ATIS on the CFP
☑ Record ATC clearance on the CFP and amend the FMC if necessary
☑ If using Pegasus FMC enter ATN (flight #) for proper reporting functions
☑ Edit the FMC Climb page for noise abatement (clean maneuvering until 3000’ or as charted)

138
Q

While en-route on long range navigation:

A

✈Record on the master OFP block-out and off times, waypoint and destination ETAs, any changes to clearance.
✈For flights over one hour, record waypoint ATA at least once per hour and calculate time score (+ is early – is late).
✈If time score is 30 minutes behind, notify FFC of the revised destination ETA.
✈Record fuel score at least once per hour (+ extra fuel – less than planned fuel).
✈Flight crew should take action to determine the cause of any negative trends and consider long range cruise (LRC), altitude change and/or reroute.
✈If projected to arrive with under reserve fuel and trend cannot be corrected consider diversion to suitable enroute alternate.

139
Q

Equal Time Point (ETP) is defined as?

A

➤When the aircraft is the same time away from the ahead and behind ETP airports. ETP is critical for emergency situations.
➤At the ETP, there must be enough fuel onboard to reach either airport with reserves. ETP is calculated with consideration to ground speed, wind, temperature and distance.

140
Q

Additional Preflight Procedures for ETOPS:

A

✓ Enter EEP, ETP(s), EXP as floating waypoints in FMC
Plot Route, EEP, ETP(s), EXP on Plotting Chart
✓ Crosscheck lat/long and waypoints on CFP, draw a circle next to each point
✓ Verify possession of North Atlantic Track message (for NAT HLA ops) Verify Jepp charts for enroute and ETOPS alternate airports
✓ Verify ETOPS Pre-departure Service Check in Logbook
✓ Confirm if any ETOPS Maintenance Verification Check is planned
✓ Verify Volcanic Ash Advisory NOTAMS do not affect the route or alternates Complete preliminary entries on the Aircraft Reports (AIREP) form
✓ Draw arcs if ETOPS 120

141
Q

Additional En-route Procedures for ETOPS prior to entering oceanic area of operation:

A

✪ Verify navigational systems are fully functional.
✪ Perform a Selective Calling (SELCAL) check on both HF radios.
✪ Calculate ETAs for EEP, ETP(s) and EXP.

142
Q

Additional En-route Procedures for ETOPS Upon receipt of Oceanic Clearance:

A

⟳ Verify FMC legs (PF and PM must crosscheck any
changes) and check plotting chart.
⟳ If there are changes to the Oceanic Route, determine if the new route is acceptable, enter and verify route in FMC, advise FFC and request new ETOPS alternate calculations, EEP, ETP, expand plot on chart.
⟳ Update CFP with new clearance and CFP calculations (ACARS printout is acceptable).

143
Q

Additional En-route Procedures for ETOPS Coast Out:

A

⇢Before leaving radar coverage calculate ETA to the first oceanic waypoint.
⇢If aircraft is not GPS equipped position must be verified with ground based navaids prior to entering oceanic/remote area.
⇢30 minutes after leaving radar coverage squawk 2000.

144
Q

Additional En-route Procedures for ETOPS

A

● Reaching each waypoint, check the bearing and distance to the next waypoint (within 2nm and 2 degrees) and draw a diagonal slash through the waypoint circle on the CFP.
● Passing each waypoint verify the aircraft turns to the appropriate heading/course and draw another slash to complete an “X” over the waypoint circle on the CFP, record time and fuel score.

145
Q

Completing AIREP form during ETOPS:

A

● Complete AIREP form and make position report (if required).
● Approximately 10 minutes after passing each waypoint, record current lat/long on plotting chart, resolve any discrepancy between cleared route and plotted position, if left and right FMC position differ, check FMC and IRU positions to determine which FMC is most accurate.
● At midpoint between oceanic waypoints, compare CFP wind to actual FMC wind, verify waypoint ETA transmitted to ATC is accurate within 2 minutes, record midpoint lat/long and wind on AIREP form, record revised ETA reported to ATC (if any) and record to AIREP form (anytime the ETA differs by more than 2 minutes, immediately report a revised ETA to ATC).

146
Q

Additional En-route Procedures for ETOPS prior to and including Coast-in:

A

● Within one hour of ETOPS EEP, update weather for ETOPS alternates, designation, destination alternate and verify aircraft systems are satisfactory for ETOPS (start APU if required).
● Approaching the ETP advise all crew members of any en-route alternate changes.
⥵ Coast In: After passing ETOPS EXP, shutdown APU (if operated within ETOPS and not running per an MEL or in-flight emergency).
● Remove route offset and verify domestic route clearance with FMC.

147
Q

Required Nav Performance (RNP) in RVSM requires:

A

✈Two air data computers
✈Altitude alerting system
✈Autopilot, and transponder
✈Autopilot must remain engaged unless there is a need to re-trim or turbulence.
✈Altimeters should agree within 200 feet.

148
Q

Any loss of RVSM equipment or inability of aircraft to maintain assigned flight level due to aircraft performance should be?

A

Immediately reported to ATC

149
Q

During emergencies and irregularities the primary objective of the crew is?

A

The primary objective is the safety of passengers and crew; the secondary objective is preserving the airplane and cargo.

150
Q

Emergency occurs when:

A

⚠ In the opinion of the PIC, the mechanical condition of the aircraft is impaired in flight and creates a hazard for the passengers, crew, or airplane.
⚠ The flight is unable to establish a definite position.
⚠ Communication or navigation equipment is impaired causing orientation and arrival to be difficult/impossible.
⚠ A flight is overdue by more than 30 minutes and communication cannot be established.
⚠ An arrival report has not been received by Operations Control or Flight Following 30 minutes after the scheduled arrival.
⚠ A distress message has been received from the aircraft.
⚠ Weather conditions at the destination and available alternates are below authorized minimums.
⚠ Fuel is insufficient to land at destination or an alternate with required reserve fuel.
⚠ It is suspected that an explosive device is onboard the aircraft.
⚠ An aircraft has diverted from its route without advising ATC or if a person aboard the aircraft is causing an illegal diversion.
⚠ Any other combination of circumstances in the opinion of crew or ground personnel that causes a potentially dangerous situation for flight operations.

151
Q

Declaration of an Emergency:

A

✔ An emergency may be declared by the PIC, VP of Flight Operations, DSSRC, Chief Pilot, Flight Follower.
✔ Aircraft in distress has right-of-way over all other traffic. Priority may be granted and ATC and will render assistance to the extent possible.
✔ Only in an emergency may an aircraft land at an airport not authorized for normal operation (designated as a normal, refueling, or alternate airport). Flight follower must be notified.
✔ Crew will be tested for alcohol and drugs after an accident.

152
Q

PIC Authority during an emergency:

A

The PIC may deviate from procedures, weather minima, and the FARs in the interest of safety. The flight Follower may also declare an emergency if aware of a situation.

153
Q

Priorities and Emergency Coordination:

A 
✓ Aircraft Control
✓ Identify the Emergency
✓ Evacuation
✓ Assignments
✓ Planning
✓ Phone Patch Company for Technical Info 
(time permitting).
154
Q

During an emergency and when time permits, notify the FAs prior to making a PA to the passengers. The Acronym - TEST should be utilized for the flight attendants.

A

T – Time available
E – Emergency type
S – Signal to brace (or remain seated)
T – Take special instructions (unusable exits, etc)

Next, notify cabin occupants to assure them someone is in command and providing directions.
If time is required to evaluate the situation, tell the pax to remain seated. This alerts the FAs to a possible emergency and also discourages unilateral action by pax.
A follow-up announcement should be made as soon as possible.

155
Q

Must the PIC notify ATC and the flight follower when exercising emergency authority?

A

Yes - The PIC must notify ATC and the Flight Follower when exercising emergency authority.
If emergency ceases before flight is terminated, all persons and agencies previously notified shall
be notified of the situation and the plan for the remainder of the flight.

156
Q

In situations where Emergency Radio Communications are required, (Lost Comms) What should be done?

A

☎ If unable to contact ATC or Flight Following, attempt to use 121.5 MHz (line of sight) or 3023 kHz (range less than 300 miles (day) and 100 miles (night)).
☎ Mayday is the distress message for immediate danger, immediate assistance, and has the highest priority. Frist attempt to send distress message on primary frequency. Repeat on the primary and secondary frequency until acknowledged.
☎ Squawk 7700 to alert ground radar station if unable to send distress message. Explain the nature of the emergency as soon as possible after.
☎ Pan Pan is used for urgent messages, it has second priority for distress messages.

157
Q

Define Unacceptable Passengers:

A 
⌖ Appearing intoxicated
⌖ Obviously contagious
⌖ Mentally imbalanced
⌖ Requiring extreme assistance
⌖ With potentially critical illness
⌖ Who endanger themselves or others With multiple disabilities
⌖ Whose carriage would require aircraft modification 
⌖ Without valid passport or visa
158
Q

Locking of Flight Deck Door – Combi Aircraft:

A

≡ Flight deck door should remain closed and locked from block-out to block-in except for authorized access or pilot egress.
≡ Two persons must remain in the flight deck at all times.
≡ Under no circumstances shall the flight deck be occupied by less than two persons, one being a PIC or First Officer. A jumpseater or FA are acceptable for the 2nd person.
≡ The flight deck door may not be opened using the keypad unless pilot incapacitation is expected or with the airplane on the ground and the flight deck unoccupied.
≡ In flight the key pad is to be used only for an emergency. The passcode is restricted for crewmember use only.

159
Q

In the event of Passenger Misconduct, the flight deck must be notified immediately upon occurrence of the following threats:

A

Level 1 – Disruptive, suspicious, threatening situations or behaviors
Level 2 – Physically abusive behavior exhibited by a passenger
Level 3 – Life threatening behavior, serious bodily injury or extreme use of physical force, or threat of or actual use of weapon
Level 4 – Attempted or actual breach of Flight deck

160
Q

Is ATI approved for GPS Approaches with minima displayed under the LNAV minima box?

A

Yes
These approaches may be flown with VNAV or Vertical Speed down to the DDA or MDA.

161
Q

Is ATI approved to conduct GPS approaches to LNAV/VNAV minima using a DA?

A

No
This type of approach would require C 073 which ATI does not currently have.

162
Q

Can ATI pilots conduct RNAV GPS approaches using LPV minima?

A

ATI is not authorized for this type of approach.

163
Q

How are wheel well fires handled in the air?

A

There is no wheel well fire protection system. In general, wheel well fires are handled by extending the landing gear.

ATI 757 / 767 (10 decks)

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