Captain Upgrade Flashcards
No person will act as a flight crewmember, flight attendant, flight instructor, aircraft dispatcher, ground security coordinator, aviation screener, air traffic controller, or perform aircraft mainte- nance / preventative maintenance duties:
(1) While under the influence of alcohol or drugs of any kind, or under the residual effects of alcohol or prescription drugs, that might affect the performance of duties.
(2) Within eight hours after consumption of any alcoholic beverage.
(3) While having a 0.04% by weight or greater alcohol in the blood content.
NOTE Mesa Airlines, Inc. company policy prohibits any employee from per- forming safety/security sensitive duties while having a 0.02% by
weight or greater alcohol in the blood content.
Medical Examinations and Medical Certificate (FAR 121.383 and 61.23)
A crewmember’s FAA Medical Certificate that expires in a given month must be renewed by the 25th day of that month unless prior arrangements are made with the Chief Pilot’s office. It is the crewmember’s responsibility to send a legible copy of the new medical certificate to the Manager of Crew Qualifications no later than the 25th day of the month, 23:59 PHX time (unless prior arrangements have been made with the Chief Pilot’s office). It is recommended that the pilot contact the Manager of Crew Qual- ifications to ensure that the certificate copy has been received. Failure to provide a cur- rent medical certificate to Mesa Airlines, Inc. without an extension granted by the crewmember’s supervisor will result in immediate suspension of the pilot from active line status.
The Pilot-in-Command (PIC) and the aircraft dispatcher are jointly responsible for the preflight planning, delay and dispatch release of a flight in compliance with the Federal Aviation Regulations and the MASA036A Operations Specifications.
True
The aircraft dispatcher is responsible for:
(a) Monitoring the progress of each flight.
(b) Issuing necessary information for the safety of the flight.
(c) Canceling or redispatching a flight, if in the opinion of the aircraft dispatcher or the PIC, the flight cannot operate or continue to operate safely as planned or released.
The PIC of an aircraft is responsible for:
a) The command of the aircraft and crew and the safety of the passengers, crew- members, cargo and airplane.
(b) The full operational control and authority in the operation of the aircraft without limitation over other crewmembers and their duties during flight time, whether or not the PIC holds valid certificates authorizing the performance of the duties of those crewmembers.
(c) In-flight Security Coordinator for all in-flight events.
(d) The PIC is responsible for continuously monitoring navigational performance and verifying present position, by using navigational accuracy, including RNP, FMS alert and/or navigational radio accuracy checks (IOSA FLT 3.11.1).
(e) The PIC is responsible for monitoring weather information during en route phase of flight, to include current weather and forecast for destination airport, or any alternate airport as required (IOSA FLT 3.11.5).
Definition of Operational Control
Operational control is defined as “the exercise of authority over initiating, conducting, and terminating a flight.”
Flight Duty Period (FDP)
Flight Duty Period (FDP) means a period that begins when a flight crewmember is required to report for duty with the intention of conducting a flight, a series of flights or positioning or ferry flights, and ends when the aircraft is parked after the last flight and there is no intention for further aircraft movement by the same flight crewmember. A FDP includes the duty performed by the flight crew on behalf of Mesa Airlines, Inc. that occurs before a flight segment or between flight segments without a required interven- ing rest period. Examples of tasks that are part of the FDP include deadhead transporta- tion, training conducted in an aircraft or flight simulator and airport/standby reserve, if the above tasks occur before a flight segment or between flight segments without an intervening rest period.
Theatre
Theater means a geographical area in which the distance between the flight crewmem- ber’s FDP departure point and arrival point differs by no more than 60° longitude.
Acclimated
Acclimated means a condition in which a flight crewmember has been in a theater for 72 hours or has been given at least 36 consecutive hours free from duty.
If the flight crewmember is not acclimated:
(a) The maximum FDP in the FDP Table in this section is reduced by 30 minutes.
(b) The applicable FDP is based on the local time at the theater in which the flight crewmember was last acclimated.
Augmented
Augmented flight crew means a flight crew that has more than the minimum number of flight crewmembers required by the airplane type certificate to operate the aircraft to allow a flight crewmember to be replaced by another qualified flight crewmember for in- flight rest.
Mesa Airlines, Inc. may not schedule and no flight crewmember may accept an assign- ment if the flight crewmember’s total flight time will exceed the following:
(a) 100 hours in any 672 consecutive hours; or
(b) 1,000 hours in any 365 consecutive calendar day period.
Mesa Airlines, Inc. may not schedule and no flight crewmember may accept an assign- ment if the flight crewmember’s total FDP will exceed:
(a) 60 FDP hours in any 168 consecutive hours; or
(b) 190 FDP hours in any 672 consecutive hours.
Crew scheduling
Flight crewmembers are required to be available for duty at all times except during scheduled rest periods or vacations. No crewmember will be scheduled for, or accept, any flight duty time that exceeds the standards set forth by FAR 117.
All crewmembers are required to be either on the aircraft or at the departure gate 45 minutes prior to the first scheduled departure
Captains who are awarded trips as captain by bid line or open-time will be designated as Pilot-in-Command (PIC) by crew scheduling and will be listed as Pilot-in-Command on the System Operations Control spreadsheet and in the FLIFO computer message (FAR 121.385). Reserve captains will fly as first officer if assigned a trip with a line hold- ing or open time awarded captain.
In the event two reserve captains are simultaneously assigned a trip, the senior captain will be designated as Pilot-in-Command (PIC) by crew scheduling and will be listed as Pilot-in-Command on the System Operations Control spreadsheet and in the FLIFO computer message (FAR 121.385).
For operations under FAR 121, either the PIC or SIC must have at least 75 hours of line oper- ating flight time in that aircraft type. Deviations from this requirement may only be granted by an amendment to the Mesa Airlines, Inc. Operations Specifications A005.
- Flight Deck/Ground Crew Coordination
2. Flight Deck/Cabin Crew Coordination and Signals
- It is the responsibility of the PIC to brief the ground crew of aircraft servicing requirements and other non-standard procedures required to ensure a safe and timely departure from the gate area.
NOTE If an MEL item exists concerning a cargo door closure device or a cargo door indicating light, the PIC will brief the ground crew to notify the flight crew any time the door latching system is either opened or closed. - Safe and efficient flight operations depend on good communication and coordination between flight crew and cabin crewmembers. The flight attendant(s) will rely on the flight crew for infor- mation to keep passengers abreast of weather, turbulence, delays and routines such as take- off and landing. In abnormal or emergency situations, the flight attendant(s) will look to the flight crew for information to keep passengers adequately briefed regardless of the magnitude of the problem. Ultimately, the flight crew must be ready to brief passengers directly. One PA announcement from the flight deck could make the difference between order or chaos in an emergency. The flight attendant receiving abnormal and emergency information from the flight deck is expected to communicate that information with the remaining flight attendant (on applicable aircraft).
Preflight briefing
All crewmembers must be present for the preflight briefing. Preflight briefings should include all FAMs, LEOs or non-mission status FFDO who are transporting or carrying a weapon on the flight.
The briefing will be conducted as follows:
1. Full briefing 2 abbreviated briefing 3. Briefing components 4. Mission planning 5. Aircraft specific information 6. Security information
Full Briefing
1 First flight of the day
2 Crew change
Abbreviated briefing
1 All subsequent flights with the same crew.
2 Aircraft swap.
3 Changes in forecasted weather specific to the flight leg.
Briefing components
(a) Crew coordination
1 Introductions (FULL).
2 Verification of crewmembers with release (FULL/ABBREVIATED).
3 Passenger load expected/expected passenger distribution (FULL/ABBRE- VIATED).
Mission planning
1 Flight time (FULL/ABBREVIATED).
2 Anticipated delays (FULL/ABBREVIATED).
3 Anticipated turbulence (FULL/ABBREVIATED).
4 Anticipated weather (enroute, destination) (FULL/ABBREVIATED).
5 Special equipment in use/to be used (FULL/ABBREVIATED).
Aircraft specific information
1 Repairs (FULL/ABBREVIATED).
2 MEL (FULL/ABBREVIATED).
3 Cabin equipment preflight status (FULL/ABBREVIATED-IF AIRCRAFT SWAP).
Security information
1 Passenger manifest review (LEO/SSR) (FULL/ABBREVIATED).
2 FFDO on mission (FULL/ABBREVIATED).
3 Security directives/alerts (FULL/ABBREVIATED).
4 Password (in the event of peephole malfunction) (FULL/ABBREVIATED).
NOTE On E-175 aircraft only, the captain must establish a pass- word to be used by crewmembers only in the event the
peephole becomes inoperative. 5 Question/answer (FULL/ABBREVIATED).
See Something, Say Something
(a) The phrase, “I have a concern,” should require the attention and consideration of all affected crewmembers. All interactions between crewmembers should be based on the CRM cornerstone: Authority with Participation; Assertiveness with Respect.
(b) When addressing concerns, crewmembers should remember the five steps of making an assertive statement:
1 Opening.
2 Statement of concern.
3 State the problem.
4 Propose a solution.
5 Achieve an agreement.
The PIC will ensure that flight attendants are familiar with how to use cockpit oxygen dis- pensing equipment and the means of communication during oxygen mask operation within the flight deck as a part of flight attendant actions. This type of briefing could miti- gate the risk of a cabin crewmember being unfamiliar with the flight deck decompression oxygen system.
(a) The PIC will ask if the flight attendants are familiar with the use of cockpit oxygen dispensing equipment and cockpit communication on the flight deck per their train- ing bulletin.
(b) If the flight attendants are not familiar with these procedures, the PIC will ensure that they are briefed on the use of the quick donning masks and how to establish communication.
(c) Flight attendants will assume the observer’s jumpseat position to prepare for an emergency descent.
Turbulence
If turbulence is anticipated on climb out, the PIC will brief the flight attendant(s) to remain seated with seat belt and shoulder harness fastened until advised by interphone when it is safe to get up.
(a) Turbulence is separated into four levels of intensity. Each different level of inten- sity can be described from both “reaction of the aircraft,” as well as the “reaction inside the aircraft.” The levels of intensity are as follows:
Light,Moderate, Severe, Extreme.
The Standard Emergency Briefing.
If the PIC elects to delegate the takeoff briefing to the first officer, the PIC retains full responsibility for ensuring the briefing is complete in
accordance with the guidelines above.
NOTE The first officer will inform the PIC if he has less than 100 hours in the aircraft for the purpose of compliance with FAR 121.438(a) for SIC lim- itations. Refer to chapter 1 of this manual for a list of limitations.
Prior to the first takeoff of each duty day, or any time there is a crewmember change, the flight crew shall review with the Standard Emergency Brief (see below). On subsequent takeoffs, the phrase “Standard Emergency Brief” will suffice for the emergency briefing. The other items in the briefing will not be included with the Standard Emergency Brief and will be discussed for each takeoff. When circumstances warrant, the PIC will brief the first officer on changes to the emergency briefing.
First Officer as Pilot Flying
On the takeoff roll, after the first officer states, “Set Thrust,” the captain will have control of the thrust levers and will initiate the abort while the first officer begins braking and maintains aircraft directional control until advised by the captain. The first officer will also con- trol the yoke for the abort. When the captain assumes aircraft control, they will state, “I have the controls.” The first officer will relinquish the controls and state, “You have the controls.”
No person may allow any person to board a Mesa Airlines, Inc. aircraft if that person appears to be intoxicated. The station agent(s) boarding the flight will screen for passengers who appear to be intoxicated prior to boarding. The captain shall be advised of any passenger who appears to be intoxicated, is incapacitated or is objectionable due to drugs and/or alcohol.
Under no circumstances will an alcoholic beverage be served to a person onboard a Mesa Airlines, Inc. flight who:
1) Appears to be intoxicated.
(2) Is escorting a person or being escorted in accordance with 49 CFR 1544.221, or
(3) Has a deadly or dangerous weapon accessible to him/her while aboard the aircraft in accordance with 49 CFR 1544.219, 1544.221 or 1544.223.
(4) An armed passenger.
(5) A crewmember or other Mesa Airlines, Inc. employee in uniform.
Intoxication
During boarding, monitor passenger behavior and appearance for the following indications that a passenger may appear to be intoxicated. If present, these indications require that fur- ther assessment is necessary to determine if the passenger appears to be intoxicated. This may require talking with the passenger.
1) Smell of alcohol on breath.
(2) Blood-shot eyes.
(3) Excessive talking or mumbling.
(4) Inappropriate speech or laughter.
If any one or more of these additional symptoms or behaviors is observed, it is reasonable to believe that the passenger appears to be intoxicated and should not be boarded:
(1) Slurred speech.
(2) Cannot maintain balance.
(3) Confusion, disorientation.
If a passenger becomes intoxicated while onboard or ignores the flight attendant and con- sumes alcoholic beverages not served to them by a flight attendant, the flight attendant(s) will:
(1) Advise the passenger that FAA regulations forbid their doing so. Do not take the alco- holic beverages from the passenger against their will.
(2) Advise the captain if the passenger persists in drinking the alcoholic beverage.
(3) Fill out an Intoxicated Passenger Report online and submit within 24 hours.
(4) Refuse to serve alcoholic beverages to any passenger who appears to be intoxicated. Mesa Airlines, Inc. policy states the flight attendant may ask for proof of the legal age of 21.
Passengers who appear to become intoxicated during the flight must be reseated if they are in an exit seat.
Extreme caution and tact must be used when dealing with a passenger who appears intoxi- cated. Some passengers may become unruly and create a disturbance after being asked to deplane or refused a drink. Handle such passengers in the following manner:
(1) Maintain routine procedures and safety procedures. Ask an Able-Bodied Assistant (ABA) for assistance, if necessary.
2) Request that the captain arrange for removal of the passenger if the aircraft is still on the ground. This may involve station personnel meeting the flight as well as law enforce- ment officials who will forcefully remove the passenger, if necessary.
(3) Procure the passenger’s name and seat assignment. Make note of all details and cir- cumstances for future reference.
Passenger acceptance rules
Mesa Airlines, Inc. DOES NOT accept passengers who are:
(1) Infants requiring incubators or other life support systems or life monitoring systems (i.e., infant respiratory/heart rate monitors).
(2) Infants less than one day old.
(3) Unaccompanied children for on-line travel under five years of age or for inter-line travel under eight years of age.
(4) Any pregnant passenger expecting delivery within seven days, unless Mesa Airlines, Inc. is provided a doctor’s certificate, dated within 72 hours of departure stating the doc- tor has examined and found the passenger to be physically fit for air transportation.
(5) Passengers requiring oxygen or other life support systems during flight.
(6) Passengers on stretchers or passengers who are unable to sit upright in the seat with the seat belt fastened.
(7) Passengers who are barefoot (except for infants).
(8) Passengers who appear to be under the influence of alcohol or drugs.
(9) Persons carrying firearms on their person UNLESS they are officials or employees of a Municipality, State, or the United States, authorized to carry firearms in the performance of their duties.
(10) Persons who cannot use Mesa Airlines, Inc. standard seats or fasten their seat belt, with one seat belt extender.
Communicable diseases
Passengers having communicable diseases (as determined by the U.S. Surgeon Gen- eral) that are transmittable to others while in flight may be refused transportation or be required to present a doctor’s certificate certifying that the proposed flight is safe for the traveling public.
NOTE Public health authorities have clearly stated that the AIDS virus (HIV infection) is not transmissible through casual contact.
FAR 121.533 places the major responsibility for operational control of air carriers and commercial operators with the Director of Operations and the PIC. The Director of Oper- ations may delegate the functions for initiation, continuation, diversion and termination of a flight to other employees. However, the Director of Operations always retains full responsibility for these functions. Operational Control is authorized both individually and collectively by the Director of Operations to the following personnel:
(a) Chief Pilot.
(b) Assistant Chief Pilot(s).
(c) System Operations Control (Dispatch) who communicate to the personnel listed above.
Under supplemental operations, operational control is authorized by the Director of Operations to be delegated to the following personal:
(a) Chief Pilot.
(b) Assistant Chief Pilot(s).
(c) System Operations Control.
(d) PIC assigned to flight.
S.O.C. systems operational control
The Dispatch System/Program is Sabre. This system is a state of the art fully automated software program. System Operations Control is located in Phoenix, AZ and is super- vised by the Director of System Operations Control. System Operations Control has the authority to make operational plans and decisions concerning the flight schedule and assignment of aircraft and flight crews. System Operations Control (Dispatch) is respon- sible to contact the pilots immediately of any adverse weather conditions which may develop, NOTAMs that may affect their flight or re-dispatch. Under normal circum- stances, flight crews are expected to follow directions of System Operations Control. The PIC, along with System Operations Control, is responsible for safe conduct of any Mesa Airlines, Inc. flight in accordance with FARs, Operations Specifications and Mesa Airlines, Inc. policy and procedures.
If crewmembers are informed of a cancel- lation or delay, they are required to contact SOC. No crewmember is released from duty unless released by SOC.
System Operations Control maintains operational air-to-ground communication through the following:
1) Station Frequencies.
(2) ARINC.
Mesa Airlines, Inc. has adopted the Sabre suite of computer programs to aid in the safe and efficient operation of System Operations Control. This integrated set of programs is designed to share databases thereby enhancing the flow of information available to the dispatcher ensuring regulatory and Mesa Airlines, Inc. compliance prior to the release of a flight. The fol- lowing programs make up Mesa Airlines, Inc. SOC:
1) Flite Trac
A graphical presentation of flight following information derived from pilot generated, sta- tion inputted out, off, on and in times sent via Mesa Airlines, Inc. share reservation code sharing systems.
(2) Crew Trac
A program designed to track crewmember schedules and flight and duty time limitations on a real time basis via input from Flite Trac.
(3) Crew Plan
A crew scheduling program designed to take marketing schedules and build them into crew schedules which meet all FAR and Mesa Airlines, Inc. parameters.
(4) Crew Qual
A program designed to interface with Crew Trac to flag crewmember qualification dis- crepancies prior to duty assignment.
Caution.
THE APU SHOULD NOT BE STARTED OR SHUTDOWN INTENTIONALLY DURING REFUELING. SHOULD AN AUTO SHUTDOWN OCCUR
GROUND POWER SHOULD BE CONNECTED TO CONTINUE OR STOP THE REFUELING AND RESTART THE APU IF POSSIBLE.
10) In accordance with FAR 121.438(a), if the first officer has fewer than 100 hours of flight time as SIC in operations under FAR 121 in the type airplane being flown, and the PIC is not an appropriately qualified check pilot, the PIC must make all takeoffs and landings in the following situations:
(a) At special airports designated by the Administrator or at special airports desig- nated by the certificate holder.
(b) In any of the following conditions:
1 The prevailing visibility value in the latest weather report for the airport is at or below 3⁄4 mile.
NOTE All takeoffs with less than one mile visibility will be made by the PIC.
2 The runway visual range for the runway to be used is at or below 4,000 feet.
NOTE All takeoffs with less than 5,000 RVR will be made by the PIC.
3 The runway to be used has water, snow, slush or similar conditions that may adversely affect airplane performance.
4 The braking action on the runway to be used is reported to be less than “good.”
5 The crosswind component for the runway to be used is in excess of 15 knots.
6 Windshear is reported in the vicinity of the airport.
7 Any other condition in which the PIC determines it to be prudent to exercise the PICs prerogative.
CONTINUING FLIGHT IN UNSAFE CONDITIONS (FAR 121.627, 121.551)
No PIC may allow a flight to continue toward any airport to which it has been dispatched or released, if in the opinion of the PIC or dispatcher, the flight cannot be completed safely; unless in the opinion of the PIC, there is not a safer procedure. In that event, continuation toward that airport is an emergency situation as set forth in FAR 121.557. If any instrument or item of equipment required for the particular operation becomes inoperative enroute, the PIC shall comply with the approved procedures for such occurrence as specified elsewhere in this manual, the CFM, applicable MELs/CDLs and any pertinent FARs.
B. If a dispatcher, in planning the release, encounters any known airport or runway conditions that are a hazard to safe operations, the dispatcher shall restrict or suspend operations until those conditions are corrected.
Before each takeoff, the PIC will ensure all passengers have been briefed on the following items:
(1) No smoking regulation.
(2) Use of seat belts.
(3) Portable electronic devices.
(4) Placement of seat backs/trays in an upright position before takeoff and landing (if installed).
(5) If flight above 12,000 feet MSL is expected, normal and emergency use of oxygen.
(6) Location and operation of entry door(s) and emergency exits.
(7) Location and use of required emergency flotation means.
(8) Federal regulations require compliance with all lighted signs, posted placards and crew- member instructions.
