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Part A CHAP 8 FEB 2016 > Chap 8.1 FLIGHT PREPARATION > Flashcards

Chap 8.1 FLIGHT PREPARATION Flashcards

1
Q

001- During flight what is the Minimum Vertical Separation for DragonAir Aircraft?

(8.1.1.1)

A
  • 1000 Ft from Obstacle or Terrain Up To 5000 Ft AMSL
  • 2000 Ft from Obstacle or Terrain Higher than

5000 Ft AMSL

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2
Q

002- During flight what is the Minimum Lateral Separation for DragonAir Aircraft?

(8.1.1.1)

A
  • 10 NM from Obstacle or Terrain on Either Side of the Track defined by 2 Separated Navigational Aids
  • 20 NM Elsewhere.
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3
Q

003- When Line Operation does provide Route Briefing? (8.1.1.1)

A
  • When there are Various High Terrains or Special

Procedures on a Specific Route
- An En-Route Diversion Guide might also be Provided.

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4
Q

004- What the Definition of MRA?

FOP OPS PART C

(GEN 1.1.1 p 9)

(GEN 1.1.1 p 5)

A

Minimum Route Altitude (MRA)

  • The MRA shown on the CFP are Based on 1000 Ft

Above the NavTech MORA (with a 30 Kt Wind)

  • The MRA shown on the En-Route Diversion Guides

(EDG) are based on Obstacles Within 10 NM of Track

with a 50 Kt Wind

  • The EDG figures Allow Flight < MORA Provided:

the 10 NM Allowance is NOT Exceeded

  • For Higher Wind Speeds:

* The CFP/EDG’s MRA must be Increased as

Described in Table GEN 1.1.1 P5.

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5
Q

005- What are the En-Route Safe Altitude available? (8.1.1.1)

FOP OPS PART C

(GEN 1.1.1 p 9 for MRA)

A
  • MRA (Minimum Route Altitude)

Found on CFP = 1000 Ft Above the NavTech MORA

(with a 30 Kt Wind).

  • MEA (Minimum En-Route Altitude) Lowest Minimum

Altitude between RNAV

  • MOCA (Minimum Obstacle Clearance Altitude) providing

Terrain and Obstacle Clearance within the Width of

the Airways ≥ the MEA

  • Grid MORA (Defined by Coordinates) if Flying Off Route

In ALL the above cases the Commander must be at

All-Time Satisfied with the Navigational Accuracy.

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6
Q

006- What are the 5 Restrictions Linked to the MSA?

(8.1.1.1)

A

1) 25 NM Radius Protection
2) 1000 FT Protection from the Obstacles

3) Not Guaranteed Navaid reception
4) MSA beacon, if any, must be Tuned and Identified

Or

MSA Reference Point is on the PROG page

And NAV ACCURACY is HIGH

Or

MSA Ref. Pt as a Fix on the ND (Blue Circle)
5) For RNAV/RNP/GPS Approaches the Aircraft is within 25 NM of the MSA Reference Point.

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7
Q

007- When can we Apply Lower than Standard Separatio in Flight?

(8.1.1.1)

A
  • On Published and Approved Procedures
  • When in IFR under Positive Radar Control
  • When under IFR Flight Plan in VMC with 1000Ft

Separation from Ground or Ground in Sight

  • When in VFR Conditions.
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8
Q

008- What “TAA” stands for?

(8.1.1.1)

A

Terminal Arrival Altitude (TAA)

  • Ensure the transition from En-Route Airways to RNAV

Approaches

  • When Published, it Replaces the MSA for that Approach.
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9
Q

009- What is a “Straight In Area”?

(8.1.1.1)

A
  • Semicircle of 25 NM (ICAO) / 30 NM (FAA) based on IF/IAF
  • with a Minimum Obstacle Clearance of 1000 Ft

* Found in the TAA.

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10
Q

010- What is a “Base Area”?

(8.1.1.1)

A
  • Area of 25 NM (ICAO) / 30 NM (FAA) Bounded by

Straight In Area based on IAF

  • with a Minimum Obstacle Clearance of 1000 Ft

* Found in the TAA.

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11
Q

011- What are the Constraints of Radar Control?

(8.1.1.1)

A
  • If within 25 NM of an Airport it ensures:

* 1000 FT Vertical Separation

* 5 NM Lateral Separation

  • Radar Control does Not Relieve from Knowing

the Actual Position at ALL times

  • The Crew must be ready to Assume Responsibility at Any Time in case of a Loss of Communications.
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12
Q

012- What Strategy is to be used in case of Engine Failure

En-Route?

(8.1.1.1)

A
  • If Obstacles are a Problem:

* Obstacle Strategy

  • If Obstacles are NOT a Problem:

* Standard Strategy

Both Strategy can be found in FCOM / PER-OEI-GEN-05.

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13
Q

013- What are the Difference between Obstacle Strategy and Standard Strategy regarding the Initial Stabilising Altitude and Ground Distance Covered?

(8.1.1.1)

A
  • Obstacle Strategy:

* End up Higher going Longer

  • Standard Strategy:

* End up Lower going Shorter.

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14
Q

014- In case of Engine Failure or Depressurization what kind of Info can we Find On Board?

(8.1.1.1)

A
  • On the MCDU PROG Page:

* Distance to En-Route Alternate

* Engine-Out Maximum Recommended Altitudes

  • In QRH PER: In Cruise Quick Check Long Range

* Single Engine Fuel Burn and Time to Alternates.

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15
Q

015- In case of a Pressurisation Failure, What it is Vitally Important in terms of Altitudes?

(8.1.1.1)

A

The Crew must:

  • Be aware of the Recovery Safe Altitude
  • Set the QNH on Both Altimeters.
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16
Q

016- What is the Influence of Mountain Waves on the Altimeters?

(8.1.1.1)

A

As the Wind goes through Peaks and Valleys and Accelerates:

  • Local Pressures may Decrease Accordingly
  • Indications Errors in Altitudes might Affect the

Altimeters.

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17
Q

017- What to do if Mountain Wave’s Location is known? (8.1.1.1)

A
  • Avoid the Location and eventual Rotor Clouds
  • If Mountains ≤ 5000 FT’s

* the Flight Clearance will be:

≥ 5000 FT

  • If Mountains > 5000 FT’s

* the Flight Clearance will be:

≥ The Height of the Mountain Above the Terrain

  • If possible Maintain 5000 FT Away from Both Side

of the Tropopause.

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18
Q

018- With Mountain Waves Reported,

If you have to Fly within 20 Miles of High Terrain having an Elevation > 2000 FT,

What should be the Increase on the Safe Altitude?

(8.1.1.1)

A

Apply the Table page 14 of Chapter 8.1.1.1.

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19
Q

019- How is the ISA Temperature related to the Altitude Indications?

(8.1.1.2)

A
  • If the Temperature is Higher than ISA:

* True Altitude will be Higher

  • If the Temperature is Lower than ISA:

* True Altitude will be Lower.

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20
Q

020- What Correction should be Applied to MSA, Grid MORA, MEA, MOCA in relation to ISA Temperature?

(8.1.1.2)

A

If Surface Temperature is Between:

- ISA-16°C and ISA-30°C

* The correction to MSA is +10%

- ISA-31°C and ISA-50°C

* The correction to MSA is +20%.

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21
Q

021- What Correction should be applied to Which Altitude

if Below MSA in Cold Weather Conditions?

(8.1.1.2)

A

ATC and Pilots should apply Corrections to ALL Altitudes Below MSA if:

  • The Airdrome Temperature is < 0° C

(or Chart Temperature Limit, if applicable)

FLIGHT PREPARATION

(MINIMUM ALTITUDE CORRECTIONS)

(Corrections to Altitudes Below MSA)

Table 8.1.1.2 p15

QRH CP AWA 1/2.

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22
Q

022- What Restrictions applies to FINAL APP Mode

when Cold Weather Corrections applies?

(8.1.1.2)

A
  • Final Approach Mode (FINAL Blue) is Prohibited:

* Selected NAV/FPA or TRK/FPA must be used.

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23
Q

023- What Restriction apply to RNAV (GNSS) with LNAV/VNAV Minimum when Cold Weather Corrections applies?

(8.1.1.2)

A

Each Charts have a Minimum Temp. under which Final Approach Mode is prohibited

- If the Actual Temp. ≥ Chart Min. Temp.

* FINAL APP Mode + LNAV/VNAV Minima + DA

OR

* NAV/FPA Mode + LNAV Minima + MDA

* No Temp. Corrections required Below MSA

- If the Actual Temp. < Chart Min. Temp.

* Standard APP Mode + LNAV Minima + MDA

* Temp. Corrections required Below MSA

- For Temp. Corrections refer to:

Table 8.1.1.2 p15 OR QRH CP AWA 1/2.

Please Note:

“FINAL APP” Blue is Forbidden when Cold Weather Corrections applies.

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24
Q

024- What are the Difference between

CAT A, B, C and CAT X Airport?

(8.1.2.1)

A

Cat A -> No restrictions

Cat B -> 13 month Aerodrome Competency Certificate

Cat C -> 12 month Aerodrome Competency Certificate

+ Need a Simulator Check

+ Signed by a Training Captain

+ Validation is Lost if Fleet or Rank Changes

Cat X -> Neither a Destination or an Alternate on the

Flight Plan But can be used if Required (EMER)

IE: Subic Bay, Philippines.

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25
Q

025- Rescue and Fire Fighting facilities (RFF):

Who and How is it defined?

(8.1.2.3)

A
  • The Operator is Responsible for this Evaluation
  • RFF Category are Based on a Critical Aircraft Type

* Critical Aircraft being defined by:

Aircraft with the greatest nb. of mvt. during the

busiest Consecutive 3 months of the year.

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26
Q

026- What are the Required RFF Categories for A320/21? (8.1.2.3)

A

A320/ A321

For Departure 6(4) / 7(5)

For Destination 6(4) / 7(5)

For Alternates 4 / 5

In ( ) is the Allowed Degradation for 72h Max.

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27
Q

027- What is the Minimum RFF allowed by DragonAir? (8.1.2.3)

A

The Minimum RFF is 4.

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28
Q

028- Can a Captain decide to Land Regardless of the RFF? (8.1.2.3)

A

Yes …

  • IF to do so is Safer Than to Continue.
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29
Q

029- What are the Different Colours/Distance for RWY Lights?

(8.1.2.4)

A

300 m Before the RWY = White Centered Lights

Threshold to 900 m RWY End = White Centered Lights

900 - 300 m from RWY End = Alternate Red / White Lights

300 m from RWY End = Red Centered Lights

Fast Exit = Alternate Green and Yellow Lights

Taxiways = Green in the Middle Blue on the sides.

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30
Q

030- Can a Commander Flight to an Airport with NO Serviceable Instrument Approach?

(8.1.3.1)

A

It’s Forbidden to do that!

The only Exception is to be Specifically Authorized by the GMF.

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31
Q

031- If there is a Conflict between a Publication and DragonAir data who will prevail?

(8.1.3.1)

A

DragonAir has Overriding Priority.

Please Note:

Notams due to their temporary nature have priority over any documentations (Published or KA).

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32
Q

032- What Units are used for RVR, VIS and Ground Miles? (8.1.3.1)

A

RVR = Meters

VIS = Kilometres

Ground Miles = Status Miles (NOT NM).

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33
Q

033- When can VIS be factored to obtain an RVR for the Minima at Destination?

(8.1.3.1)

A
  • It can ONLY be Done at Planning Stage

* Before Break Released

  • It must NOT be done in Flight

* If RVR is Not available, Visibility = RVR.

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34
Q

034- Depending on the Approach type,

What are the Minimum DH/MDH to be used?

(8.1.3.1)

A

CAT 1 ILS = 200Ft

LOC / RNAV = 250Ft

VOR / NDB = 300Ft

* The Commander can apply Higher Minima if Required.

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35
Q

035- What are the Circling Minima for DragonAir?

(8.1.3.1)

A
  • 1000Ft / 4600m

OR

  • Chart Minima

Whichever is Higher.

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36
Q

036- Under what conditions a Circling at 1000Ft AAL

might NOT be possible?

(8.1.3.1)

A

Adverse Weather / Strong Winds within:

- FAA / Japan TERPS Circling area.

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37
Q

037- At Ports where Circling is NOT in Accordance with PANS-OPS, What will be the Entry on the KA Port Pages?

(8.1.3.1)

A

On “Arrivals: FIR Restrictions” section:

  • The TERPS Circling Areas in use will be Specified.
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38
Q

038- What are the Protections for PAN OPS Circling Area?

(8.1.3.1)

A
  • 394Ft above the Highest Obstacle
  • Radius of 5.02 NM at Sea Level
  • Radius of 5.28 NM at 1000Ft.
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39
Q

039- What are the Protections for FAA TERPS Circling Area?

(8.1.3.1)

A
  • 300Ft above the Highest Obstacle
  • Radius of 2.3 NM
  • Valid for some port in Korea.
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40
Q

040- What are the Protections for Japan TERPS Circling Area?

(8.1.3.1)

A
  • 300Ft above the Highest Obstacle
  • Radius of 2.5 NM
  • Valid for some port in Korea.
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41
Q

041- What are the Protections Linked to an ILS Approach?

(8.1.3.1)

A
  • LOC = 25 NM -> 10° / 17 NM -> 35°
  • G/S = 10 NM -> 8°

* Values Depending on Speed and Angle of Entry.

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42
Q

042- What is the Meaning of a Notamed ILS saying: “Awaiting Flight Check”?

(8.1.3.1)

A

It means:

  • Recommended Flight Check is Overdue
  • The ILS is working Fine

* Should a Real Problem Appears it will be Notamed

as “UNSERVICEABLE”.

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43
Q

043- What is the Definition of “Dispatch” for DragonAir? (8.1.4.1)

A

“Dispatch” Starts when:

  • The Park Break is Released prior Push Back or Taxi.
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44
Q

044- What is an “Adequate Airport”?

(8.1.4.1)

A
  • It has a Runway Compatible with Aircraft Performance
  • It’s Open with ATC, Lighting, Weather Reporting,

Emergency Services, etc.

  • At least 1 Navaid OR RNAV/GPS Approach is Available.
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45
Q

045- What is a “Suitable Airport”?

(8.1.4.1)

A

It’s an “Adequate Airport” where:

  • The Weather meets the Planning Minima for the Time

Period in accordance with:

* APP in Use and RWY Limitations

* Aircraft and Crew Capabilities (CAT I, II, III).

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46
Q

046- At Planning Stage, What’s the Relevant Time Period to evaluate the Weather at Destination and Alternates?

(8.1.4.2)

A
  • For Destination Airport

* ETA (except Island Reserve)

  • For Alternates Airports

* -1h / +1h of Alternate ETA.

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47
Q

047- What are the Planning Minima for the Take Off Alternate Airport?

(8.1.4.2)

A

Weather Conditions ≥ L/D Min for the T/O ALTN APP.

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48
Q

048- What are the Weather Planning Minima for DEST / ALTN Airports?

(8.1.4.2)

A

Look at Recap Tables Q- 049

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49
Q

049- What are the Weather Required Minima at Planning Stage

A

Table of the Required Minima at Planning Stage

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50
Q

050- What Are the Weather Minima for an ILS APP at DEST?

(8.1.4.2)

A
  • Visibility ≥ the Landing Minima
  • The Ceiling is Evaluate but Not Restrictive
  • The Visibility can be Converted to an Equivalent RVR

(Planning Stage ONLY).

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51
Q

051- What Are the Weather Minima for a Non Precision APP at DEST?

(8.1.4.2)

A
  • Visibility & Ceiling ≥ the Landing Minima
  • The Visibility can be Converted to an Equivalent RVR

(Planning Stage ONLY).

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52
Q

052- What Are the Limitation associated to

PROB / TEMPO / INTER for an ILS APP at DEST?

(8.1.4.2)

A
  • Visibility & Ceiling = No Limitation

IF

* PROB of Any Value

* TEMPO (Changes < 60 Minutes)

* INTER (Changes < 30 Minutes).

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53
Q

053- What Are the Limitation associated to

PROB / TEMPO / INTER for a Non Precision APP at DEST?

(8.1.4.2)

A
  • No Limitation on the Visibility
  • Ceiling ≥ the Landing Minima

IF

* PROB of Any Value

* TEMPO (Changes < 60 Minutes)

* INTER (Changes < 30 Minutes).

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54
Q

054- What Are the Weather Minima if DEST is LVO?

(8.1.4.2)

A
  • LVO Minima can be used for the DEST Airport
  • The ALTERNATE must be ≥ CAT 1.
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55
Q

055- What Are the Weather Minima for a T/O ALTN & an ERA 2 ENG?

(8.1.4.2)

A
  • Visibility & Ceiling ≥ the Landing Minima

* Valid for ILS & NPA APP.

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56
Q

056- What Are the Limitation associated to

PROB / TEMPO / INTER for a T/O ALTN & an ERA 2 ENG? (8.1.4.2)

A
  • Visibility & Ceiling ≥ the Landing Minima

* Valid for ILS & NPA APP.

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57
Q

057- What Are the Weather Minima for a DEST ALTN? (8.1.4.2)

A

VIS & Ceiling ≥ the Landing Minima for:

  • FILLING as an Alternate

* Valid for ILS & NPA APP.

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58
Q

058- What Are the Limitation associated to

PROB / TEMPO / INTER for a DEST ALTN?

(8.1.4.2)

A
  • Visibility & Ceiling ≥ the Landing Minima

* Valid for ILS & NPA APP

* Does NOT Apply to Island Reserved DEST Airport.

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59
Q

059- What Are the Weather Minima for an ERA N-1, DEPRESS & ETOPS?

(8.1.4.2)

A

VIS & Ceiling ≥ the Landing Minima for:

  • FILLING as an Alternate

* Valid for ILS & NPA APP.

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60
Q

060- What Are the Limitation associated to

PROB / TEMPO / INTER for an ERA N-1, DEPRESS & ETOPS?

(8.1.4.2)

A

VIS & Ceiling ≥ the Landing Minima for:

  • FILLING as an Alternate

* Valid for ILS & NPA APP.

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61
Q

061- What if at Planning Stage the Destination Airport is below Minima or No Weather is available?

(8.1.4.2)

A

- 2 ALTN Airports must be Selected at Planning Stage

* Weather ≥ Min for Filling as a DEST ALTN

* Fuel for the Most Distant ALTN

* ALL DEST ALTN must be Specified on the FPLN

before DEP.

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62
Q

062- What are the planned Additional Minima for an Alternate Airport and an Isolated Airport?

TABLE A

(8.1.4.2)

A

With 1 Approach available:

+400 Ft to DH / MDH

+1500 meters to RVR / VIS

With 2 Separate Approaches available:

+200 Ft to DH / MDH

+800 meters to RVR / VIS

* Use of DH Allow Direct Reading Of Cloud Base (in AAL).

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63
Q

063- When planning for Additional Minima at an Alternate Airport, What is considered as “Separated RWY”?

(8.1.4.2)

A

“Separated RWY”:

  • If One of the RWY is Blocked:

* Operations can Continue on the Other RWY

  • Each RWY have:

* Separated APP based on Separated NAV AIDS

* RNAV/GPS can be Considered as Separated NAV AID.

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64
Q

064- When planning for Additional Minima at an Alternate Airport, What is considered as “Suitable RWY”?

(8.1.4.2)

A

“Suitable RWY”:

  • It’s Possible to Land according to:

* The “Forecast Weather Conditions”.

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65
Q

065- When planning for Minima at an Alternate Airport, Can LVO Minima be used?

(8.1.4.2)

A

NO…

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66
Q

066- When planning for Minima at an Alternate Airport, What is the correlation between State Minima and Alternate Minima?

(8.1.4.2)

A
  • In “Part C” some Airports have More Restrictive

Conditions than DragonAir

* They can be Found in “For Filing as an Alternate”

Section

  • The Highest of State Minima OR KA Minima shall be used.
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67
Q

067- When planning for Minima at an Alternate Airport,

Can LOC / LLZ Approaches be used?

(8.1.4.2)

A

YES…

  • To calculate the Non-Precision Minima
  • Provided that:

* There are 2 or More Separated & Suitable RWY

* The LOC / LLZ is backed up by an Additional

VOR / NDB / RNAV Approach.

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68
Q

068- What are the 5 Criteria to consider for the Minima at Destination Alternate Airport?

(8.1.4.2)

A

1) Forecast Visibility and Cloud Ceiling shall be:

≥ “Minima for Filing as an Alternate”

2) Provided “Prob, Tempo 60, Inter 30” are:

≥ Landing Minima at the Alternate,

They might be Ignored (Except for Island Reserve)

3) X-Winds Forecast:

≤ Aircraft / Crew Limitations

4) If - FZDZ / - FZRA at ±1 H of Destination:

* - FZDZ / - FZRA Max OR NO FZ** at ALL

within ±1 H of the Alternate ETA

5) If - FZDZ / - FZRA at ±1 H of the Alternate:

* - FZDZ / - FZRA Max OR NO FZ** at ALL

within ±1 H of the Destination ETA.

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69
Q

069- Where to find the Minima for Filing as an Alternate?

(8.1.4.2)

A
  • On the CFP page 2
  • They are calculated by the Navigation Services Unit

* Representing the highest of Company Calculated or

State Operating Minima.

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70
Q

070- Why can we sometimes found 2 Sets of Alternate Minima on the CFP for the Same Airport,

Which one to choose from?

(8.1.4.2)

A
  • This might be due to Large Differences in Runways

or Associated Aids

  • The crew shall Decide the Most Probable One

* Before selecting the one with the Lowest Minima.

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71
Q

071- What is an “Island Reserve” Airport?

(8.1.4.2)

A

It is an Airport where NO Alternate are Available within 1h45 of the Destination Airport.

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72
Q

072- At the Planning Stage what are the Requirements to Fly to an Island Reserve?

(8.1.4.2)

A

The Same Requirements as for a Normal Flight with:

1) Minus ½h / +2h of ETA:
- The forecast at Destination ≥ the “Minima for

Filing as an Alternate”

  • Crosswind < Aircraft / Crew Winds Limits
    2) Fuel wise:
  • 2h Holding Fuel at Cruise Consumption Overhead

the Destination Airport

3) A Critical Point (CP) for N-1 and Depressurization as

well as a Point of No Return (PNR) will be provided

on the CFP.

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73
Q

073- Can the Island Reserve policy be Applied at Any Time?

(8.1.4.2)

A

NO…

  • It requires the Authorization of the Duty Ops Manager

or Line Ops Department.

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74
Q

074- What are the requirements at Planning Stage for the En-Route Alternate Airports (ERA) in case of N-1 or Depressurization?

(8.1.4.2)

A

They use the Same Minima as:

“Minima for Filing has an Alternate”.

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75
Q

075- What to do if the Alternate Minima are Not shown on the CFP but we Need Them for the Flight?

(8.1.4.2)

A

We can ask Flight Dispatch

OR

Use “Table A”:

Calculation of Minima for Filing as an Alternate

8.1.4.2

(Flight Preparation)

(Flight Planning)

(Pre Dispatch)

Planning Minima for ALTN & Isolated DEST Airports.

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76
Q

076 (Bis)- What are the Twin-Engine Aircraft additional Requirements?

(8.1.4.2)

A

8.1.4.2

(Flight Preparation)

(Flight Planning)

(Pre Dispatch)

Also refer to Q- 049.

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77
Q

076- What are the Twin-Engine Aircraft additional Requirements?

(8.1.4.2)

A

They are to:

  • Remain within 60 Min Flying Time of an Adequate Airport

(Unless KA ETOPS Operations)

* A320 = 424 NM

* A321 = 404 NM.

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78
Q

077- What are the Additional Requirements for

Twin-Engine Aircraft for “En-Route Adequate Airports” which are Not Specified under “En-Route Alternate Airports” or “ETOPS Nominated Airports”?

(8.1.4.2)

A

At the Planning Stage, such Airport must have:

  • A Forecast ≥ Published Landing Minima
  • A Crosswind ≤ the Aircraft / Crew Limits at ETA.
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79
Q

078- Can an Arrival be Planned during Forecast of FZDZ/RA?

(8.1.4.2)

A

Yes if…

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80
Q

079- What are the requirements Post-Dispatch?

(8.1.4.3)

A

At All-Time Landing Minima and X-Winds limits

(Crew + Aircraft) must be assessed to:

  • Evaluate the adequacy of Any Airports En-Route.
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81
Q

080- What are the Crew Requirements regarding the Weather In-Flight?

(8.1.5.1)

A

The Crew shall Monitor Destination, Destination Alternate and En-Route Alternate by Any Means Available.

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82
Q

081- Weather wise, What may Forbid a Flight to Continue Towards the Intended Destination?

(8.1.5.1)

A
  • A Flight may Not Continue towards the Intended

Destination or Pass the PNR Unless:

* the Latest Information for ETA indicates a Landing

can be made at Destination Airport or One of the

Alternates’ Airport.

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83
Q

082- What is the Implication of receiving Weather by ACARS?

(8.1.5.1)

A
  • That Alleviates the Requirement to Transcribe it

on the CFP

  • A Printed Copy shall Stay in the Flight Envelope.
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84
Q

083- Where to find a List of available ATIS Frequencies? (8.1.5.2)

A

NavTech SUP - MET Sup (Green Cover)

Section: Meteorology-ASIA 3-1.

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85
Q

084- What are the requirements if D-ATIS is used?

(8.1.5.2)

A

A Copy of Arrival and Departure ATIS shall be put in the Flight Envelope.

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86
Q

085- For How Long a D-ATIS Auto Update will Last? (8.1.5.2)

A
  • It is Pre-Defined and depends on ATC Servers
  • Auto Update must be Cancelled Before Leaving

the Aircraft.

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87
Q

086- Where to find VOLMET service information?

(8.1.5.2)

A

NavTech SUP - MET Sup (Green Cover)

Section: Meteorology-ASIA 2-1.

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88
Q

087- What the Signification and Implication of a “PROV” Forecast such as “PROV TAF”?

(8.1.5.2)

A
  • “PROV” means Provisional and also means Not Issued by

the Designated Airport

  • The Validity is the Same as a Classic TAF
  • The Data are simply Compiled from Other Sources.
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89
Q

088- Where to find Weather Decodes?

(8.1.5.3)

A

NavTech SUP - MET Sup (Green Cover)

Section: Meteorology-General

And PART C – GEN I - Section 5.8

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90
Q

089- Where to find Snowtam Decodes?

(8.1.5.3)

A
  • PART C – GEN I

Section 5.3 RWY Operations in Snow/Ice

OR

  • NavTech SUP - MET Sup (Green Cover)

Section: Meteorology-General.

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91
Q

090- What is the Difference between PIREP and AIREP?

(8.1.5.4)

A
  • PIREP = Pilot In-flight Report

* Encountered Conditions which were Not Reported

and Useful to other Pilots

* Mandatory List: Table 8.1.5.4 p30

  • AIREP = Automatic In-flight Report

* Usually made over area where Weather Information

is Non-Existent.

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92
Q

091- What “TAPS” means?

(8.1.5.5)

A

Turbulence Auto PIREP System.

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93
Q

092- What are the “TAPS” Criteria to be Transferred to Other Aircrafts?

(8.1.5.5)

A
  • Flight > FL 100
  • “Root Mean Square of G” (RMS-G) ≥0,1
  • Within 75 NM Radius, +/- 2000 Ft of an Event
  • Within 30 Min of an Event
  • No Previous Report being sent.
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94
Q

093- What are the 3 types of “TAPS” message?

(8.1.5.5)

A

TAPS Alert message

TAPS Own ship Notification

TAPS Turbulence advisory.

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95
Q

094- Are all Aircraft in DragonAir equipped with “TAPS”?

(8.1.5.5)

A

BHTF is Not Equipped with TAPS

But Can still Receive them.

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96
Q

095- Above which “TAPS” indication Seatbelts are Recommended?

(8.1.5.5)

A
  • Moderate = RMS-G ≥ 0.2
  • TI (Turbulence Indicator) ≥ 4.
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97
Q

096- What are the Crew Actions upon Receipt of a Taps Message?

(8.1.5.5)

A

TAPS Alerts are based on Real-Time Events:

  • Seat Belt Sign is ON

* RMS-G of ≥ 0.2g, the CPT should Consider

Seating the Cabin Crew and Securing the Cabin.

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98
Q

097- Are the Significant Weather Charts Mandatory for the Flight?

(8.1.5.6)

A

No…

  • They are Not Required for Dispatch.
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99
Q

098- What to expect if a Typhoon is Affecting Hong Kong?

(8.1.5.6)

A

The ACARS will be Update Every Hour with:

  • Airport Status
  • Weather
  • Preferred Diversion Ports.
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100
Q

099- How many Zones for the Airport Lightning Warning System (ALWS)?

(8.1.5.6)

A

2 Zones:

  • Zone A) Passenger and Cargo Apron
  • Zone B) Outside Zone ‘A’ but within the Airport Island.
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101
Q

100- In the Airport Lightning Warning System (ALWS),

What are the Criteria in Zone ‘A’ for Red or Amber Warnings?

(8.1.5.6)

A

If Lightning is Detected or Forecast between:

  • 1 to 15 km Outside of Zone ‘A’ it’s an Amber Warning
  • Within 1 km of Zone ‘A’ it’s a Red Warning.
102
Q

101- How KA Operations are Affected by an Amber Airport Lightning Warning System (ALWS) signal?

(8.1.5.6)

A

There are No Implications.

103
Q

102- How Ramp Operation is affected by a Red Airport Lightning Warning System (ALWS) signal?

(8.1.5.6)

A
  • If at PTB Boarding/Disembarkation will be as usual
  • Transport to Remote Bay are Cancelled
  • If the Crew is already in the Bus or in the Aircraft they

should Stay There

  • All Ramp Activity is Suspended
  • The Pushback will be Suspended unless Already Started
  • The Marsheler will use a Wireless Headset
104
Q

103- How Parking Operation is affected by a Red Airport Lightning Warning System (ALWS) signal?

(8.1.5.6)

A
  • The Parking Stands will be allocated on

First-Come First-Served Basis

  • There will be NO Marshalling at Remote Stands
  • OK at PTB with 1 Crew On-board until the Chocks

are ‘IN’.

105
Q

104- How Disembarkation Operations are affected by a Red ALWS signal if the APU is U/S?

(8.1.5.6)

A

If the APU is Unserviceable and at PTB:

  • Leave the Right-Hand Engine Running and

Contact Apron Control on 121.775 to advise:

* The Park break is set,

* The A/C is Ready to Disembark with the Left-Hand

ENG Shutdown.

106
Q

105- What is the Definition of Taxi Fuel?

(8.1.6.1)

A

It’s the Sum of:

  • APU + Taxi + Fuel used for Engine Start

* 200 KG on A320/21

* May varied at Capt. discretion.

107
Q

106- What is the Definition of Trip Fuel?

(8.1.6.1)

A

It’s the Sum of:

  • T/O + DEP + CRZ + DSCT + ARR + APP & LDG

* Based on planned Landing Weight at Destination

for the Default Runway.

108
Q

107- What is the Definition of Contingency Fuel?

(8.1.6.1)

A

Minimum of 130 KG for A320/21

  • It allows Error in Forecast on CFP (Winds, Altitudes,

ATC, Weather…)

  • It’s equivalent to 5% of Trip Fuel from Departure to

Destination

  • Never Less than 5% of Trip Fuel from Last Suitable

En-Route Alternate (ERA) to Destination.

109
Q

108- What is the Definition of Mandatory Fuel?

(8.1.6.1)

A
  • It’s the Required Additional Fuel to support

at All Time:

* A Flight to the Nearest Suitable Airport

* Hold 30 minutes at 1500 FT

* Approach and Land

- It is usually Recommended for:

* Long Sectors Over Water

* Long Segments between ERA and Destination

* Small Distance between ERA and Destination

- It also Covers the Depressurization and Engine-Out

Scenario

(Depressurization with All Engines being

usually the Most Critical Scenario).

110
Q

109- What is the Definition of Alternate Fuel?

(8.1.6.1)

A

It’s the Required Fuel for:

  • Missed Approach at Destination

+ Fly to the Alternate

+ 5% Contingency

+ Approach & Landing at the Alternate

* Planned using Cost Index “0”.

111
Q

110- What is the Definition of Reserve Fuel?

(8.1.6.1)

A
  • It’s 30 min Fuel at 1500 FT,

* Based on Aircraft Landing Weight at the Alternate

* It’s the Strict Minimum the Aircraft Must Land with

  • If no data available use:

* 1200 Kg for A320

* 1500 Kg for A321.

112
Q

111- What is the Definition of Minimum Diversion Fuel? (8.1.6.1)

A

It’s Alternate Fuel + Reserve Fuel

  • If we have some Unusable Fuel on board:

* On the FM It should be added to the

“Minimum Diversion Fuel”

* On the Fuel Page it will be added to the “Final Fuel”

IE.: Un-usable 2 Tons / Minimum Diversion 3 Tons

-> New Minimum Diversion = 5 Tons.

113
Q

112- What is the Definition of Fuel Required?

(8.1.6.1)

A

= Taxi + Trip

+ Contingency

+ Mandatory

+ Alternate

+ Reserve Fuel

* It’s the Minimum Flight Plan Fuel for Dispatch.

114
Q

113- What is the Definition of Recommended Extra Fuel? (8.1.6.1)

A
  • It’s Additional to Fuel Required to Cover any Conditions

that might cause Increased Fuel Consumption

IE.: Weather Avoidance, En-Route Constraints,

Destination holding, Notams, etc…).

115
Q

114- What is the correlation between Alternate, Contingency, Mandatory and Recommended Extra Fuel for Flight Planning Requirements?

(8.1.6.1)

A

- Contingency + Mandatory + Recommended Extra Fuel:

≥ on A320 – 600Kg / A321 – 800Kg

- Alternate + Mandatory + Recommended Extra:

≥ “Reserve Fuel” to ensure around 1h in the

Tanks at Destination.

116
Q

115- What are 3 Specifics about “Recommended Extra Fuel”?

(8.1.6.1)

A

- “Recommended Extra Fuel” is Additional to

the “Fuel Required” to cover:

* Any Known Conditions that might cause an Increase

in Fuel Consumption

- On a CAT A, Extra Fuel is included in this CFP and it’s

Reviewed every 2 Weeks

- Should “Recommended Extra Fuel” Vary from the above

it will be Stated in the CFP’s Special Navigation Notes.

117
Q

116- What is the Definition of Total Fuel?

(8.1.6.1)

A

= Fuel Required + Recommended Extra Fuel.

118
Q

117- Fuel Policy Explained in Table

A

Start + APU

+ Taxi

CLB CRZ APP LDG

Taxi Fuel

Trip Fuel

200 Kg

  • -

Additional 5% Contingency (Min 130)

  • -

Taxi + Trip + Contingency + Mandatory + Alternate + Reserve = Fuel Required

  • -

Additional Fuel to Cover at ALL Time (Including Depress 2 Eng)

the possibility to go from Any Points on the Route to:

(Nearest ERA or Dest Alt) + Hold 30 Min/1500 Ft = Mandatory Fuel

* Extra + Mandatory + Contingency = A320 ≥ 600 / A321 ≥ 800

* Extra + Mandatory + Alternate ≥ Reserve (1/2 H) to ensure 1H Mini at Destination

Below Ref: PER-FPL-GEN-FPL P 1/2

119
Q

118- What is the Definition of Cost Index?

(8.1.6.1)

A
  • It considers All Variable Cost and normally represents the

Minimum Trip Cost

  • If Not Available Fuel Calculation is based on Long-Range

Cruise.

120
Q

119- What is the Definition of Performance Factor?

(8.1.6.1)

A

It is the Adjustments on the Manufacturer:

  • Baseline Fuel Flow

It will Impact Fuel Calculations.

121
Q

120- What is the Definition of Idle Factor?

(8.1.6.1)

A

It will adjust the FM Descent Predictions:

If Positive Factor expect an Earlier TOD

If Negative Factor expect a Later TOD

—(+)—TOD—(-)—

122
Q

121- Fuel wise when does the Company Accepts Responsibility for a Diversion?

(8.1.6.2)

A

It’s Company Policy to Load CFP Total Fuel

* Unless there are Sound Operational Reasons for

Loading Extra Fuel.

123
Q

122- Fuel wise can the Commander Adjust the Total Fuel?

(8.1.6.2)

A

He Always retains the Final Decision to Adjust the Total Fuel.

124
Q

123- What’s the Standard Figure for Taxi Fuel when Building a FPLN?

(8.1.6.2)

A

200 Kg.

125
Q

124- What’s the Standard Figure for Contingency Fuel when Building a FPLN?

(8.1.6.2)

A

5% of Trip and Always ≥ 130 Kg Minimum.

126
Q

125- What’s the Standard Figure for Mandatory Fuel when Building a FPLN?

(8.1.6.2)

A
  • The Sector has a Long Over Water Segment
  • The Sector has a Long Final Route Segment between

the last En-Route Airport and the Destination Airport

  • There is a relatively Short Distance to the Nominated

Alternate Airport

Please Note:

  • Mandatory Fuel will become Extra Fuel After Passing the

Last En-Route CP

  • This should be considered Before Loading Extra Fuel for

Destination Contingencies.

127
Q

126- What’s the Standard Figure for Alternate Fuel when Building a FPLN?

(8.1.6.2)

A

Planned at Cost Index 0 and includes 5% Contingency.

128
Q

127- What’s the Standard Figure for Recommended Extra Fuel when Building a FPLN?

(8.1.6.2)

A

The Sum of Contingency + Mandatory + Rec. Extra Fuel:

  • On A320 ≥ 600 Kg
  • On A321 ≥ 800 Kg
  • In General ≥ Reserve Fuel

* To Ensure ~1h Fuel upon Arrival at Destination.

129
Q

128- What happen to the Mandatory Fuel when the Aircraft pass the Last CP?

(8.1.6.2)

A

Mandatory Fuel will become Extra Fuel and this must be considered Before Loading Extra Fuel for Destination Contingencies.

130
Q

129- When can the Commander Reduce the Recommended Extra Fuel?

(8.1.6.2)

A

When Experience is Gained on a Particular Route.

131
Q

130- When can the Captain Reduce the CFP Fuel to Fuel Required?

(8.1.6.2)

A

When Circumstances so Dictate

IE: Payloads, Performance, to avoid Minimum Uplift…

132
Q

131- Can we carry Additional Fuel to the Recommended Extra?

If yes what is the penalty to do so?

(8.1.6.2)

A

Such Fuel should Not be carried without Sound Operational Reason.

  • The Penalty is Around 3% / H of Flight.
133
Q

132- What is the Minimum Fuel to cover Depressurization or Engine Failure?

(8.1.6.2)

A

It’s the Fuel Required from Any Point En-Route to:

  • Continue to the Nearest Suitable Airport

+ Hold at 1500 FT for 30 min

+ 5% Contingency from CP to ERA

+ Approach & Land.

134
Q

133- What are the DragonAir requirements if Minimum Fuel for Depressurization or (N-1) is Limiting?

(8.1.6.2)

A
  • A Route Briefing will be published to indicate Minimum

Diversion Fuel Required along the Planned Route

  • Mandatory Fuel will be added into the CFP Fuel.
135
Q

134- How to plan for Depressurization scenario?

(8.1.6.2)

A

It assumes a Descent to FL100

Then Long-Range Cruise to TOD.

136
Q

135- What is shown on the CFP if Depressurization is a Critical Factor En-Route?

(8.1.6.2)

A

CFP will show Critical Points (CP) between

En-Route Alternate (ERA).

137
Q

136- At the Planning Stage, What can be done if on Initial Calculations at CP the Fuel is Less than Required Diversion Fuel?

(8.1.6.2)

A

Mandatory Fuel can be added to CFP if at the Critical Point (CP) the Fuel is Less than the Required Diversion Fuel.

138
Q

137- Is there is any Contingency Calculated between CP and ERA?

(8.1.6.2)

A

Yes - The Required Diversion Fuel includes 5% Contingency from the Critical Point (CP) to ERA.

139
Q

138- Why the Emergency Descent must adhere to the Descent Profile?

(8.1.6.2)

A

To ensure Oxygen and Performance capacity.

140
Q

139- When can Airport be used Outside of their Normal Operating Hours?

(8.1.6.2)

A

After having Checked on the Notams that they are Suitable and can be Activated on an Emergency Basis.

141
Q

140- What are the Criteria for a Re-Planning in Flight? (8.1.6.2)

A
  • Weather at Dest. ≥ In Flight Planning Minima for Dest
  • Weather at Alt. ≥ In Flight Planning Minima for Alt
  • Enough Fuel to reach the Destination

+ (5% Contingency from Abeam Last Suitable ERA)

+ (Minimum Diversion Fuel).

142
Q

141- What Criteria would be considered to Lower a Fuel Tankering Uplift?

(8.1.6.2)

A

Runway change, Track shortening,

CFP Runway change, Weather conditions, etc.

143
Q

142- When can a CAT B/C Fuel Tankering be Disregarded?

(8.1.6.2)

A

If Forecast have Contaminated:

- Runways, Taxiways or Aprons on Departure or Arrival.

144
Q

143- What is the Difference between CAT A/B/C Fuel?

(8.1.6.2)

A

A) 1 Sector Fuel

B) 2 Sectors Fuel

C) 3 Sectors Fuel.

145
Q

144- Until what time Express Cargo can be accepted?

(8.1.6.2)

A

ETD - 1 hour.

146
Q

145- When can we revise the “CFP Total Fuel” to order the “Final Uplifted Fuel”?

(8.1.6.2)

A
  • Once the Final Zero Fuel Weight is received

* Before that 3 Tons Buffer is Subtract from

the CFP Total Fuel.

147
Q

146- Where to find the Oil Policy?

(8.1.6.3)

A

Refer to FCOMs.

148
Q

147- Who is Legally Responsible for the Correct Loading of the Aircraft?

(8.1.7.1)

A

The Commander.

149
Q

148- How often an Aircraft shall be Re-Weighed to be in Conformity for the Load and Balance Papers?

(8.1.7.1)

A
  • The Aircraft shall be Re-Weighed within 2 Years

after the date the Certificate of Airworthiness is

First Issued in Hong Kong

  • Subsequent Check Weighing shall be made at Intervals

Not Exceeding 5 Years

  • This is valid for Each Prototype, Variant and Series

Aircraft.

150
Q

149- Regarding the Loading,

What is the Commander Personally Responsible for?

(8.1.7.1)

A
  • Fuel and Oil are Onboard and correctly Loaded
  • Check & Sign the Load and Trim Sheet (Incl. via ACARS).
151
Q

150- How is the Payload Prioritized?

(8.1.7.2)

A
  • Each station has a Priority List issued by the Airport

Department (AHQ) as a guide.

  • The Outstation Staff will decide which Passengers and

Baggage/Cargo is accepted in case of Limited Payload.

152
Q

151- What is a:

“No Change to Traffic Load” L/S?

(8.1.7.2)

A
  • It’s Used in case of Diversion or Technical Stop with

“No actual Change to the Traffic Load”

  • The Computer Load Sheet being Unable to be Sent or

Received via ACARS or Else.

153
Q

152- What are the Passengers Standard Weight?

(8.1.7.2)

A

Male (>12) — 75 Kg

Female (> 12) — 65 Kg

Children (2 to 12) — 39 Kg

Infant (<2) — 08 Kg.

154
Q

153- What are the Cabin baggage Standard Weight in ALL Scenarios?

(8.1.7.2)

A

First Class mini — 15kg per Pax (≥ 2 Years Old)

Business Class mini — 10kg per Pax (≥ 2 Years Old)

Economy/PEY Class mini — 06kg per Pax (≥ 2 Years Old)

Infants (< 2 Years Old) — 08Kg including carry-basket.

155
Q

154- When can we use ALL Adults’ Weights and what are they?

(8.1.7.2)

A

This procedure can be used when Fall Back Load Sheet is Needed (Paper Option):

All Pax aged 2 or over — 75 Kg

Infants (Incl. Basket) — 08 Kg.

156
Q

155- Where the Weight of the Jump Seat passenger is normally included?

(8.1.7.2)

A
  • Normally the Jump Seat Weight is included in

the Traffic Load

  • If Not possible it will be added to the DOW.
157
Q

156- What is the Standard Weights to be used for the Crew?

(8.1.7.2)

A

For Flight and Cabin Crew ….

  • 81 Kg (including 6 Kg of luggage).
158
Q

157- What is the Standard Weight for Luggage in the Hold?

(8.1.7.2)

A

16 Kg per Item.

159
Q

158- What is the Fuel Specific Gravity (SG) for ACARS / Computer LoadSheet?

(8.1.7.2)

A
  • It’s based on Monthly Statistical Data at each Port.
  • Those data are Reviewed Annually
  • For ALL other LoadSheet use a SG of 0,785.
160
Q

159- Who will Provide the Necessary Information in the event of “Seat Packs” used for the Carriage of Baggage or Cargo in the Cabin?

(8.1.7.2)

A
  • The Airport Authority (AHQ)

* “Seat Packs” being usually:

+ Musical Instruments

+ Religious Articles

+ Wheel Chair Component

+ Etc.

161
Q

160- For Passengers what are the Luggage Allowed to travel on Empty Seats?

(8.1.7.2)

A

Only 3 Kinds:

  • Diplomatic Luggage
  • Musical Instruments
  • Religious Articles.
162
Q

161- What shall the FA1 do if Authorized Luggage are Stored on Seats?

(8.1.7.2)

A

She shall make sure:

  • They are Correctly Secured
  • She Informed the Commander of it.
163
Q

162- What is “Flexi-Loading”?

(8.1.7.2)

A
  • The KA Cabin Configuration is not changed
  • Several Versions of Passenger Complement may be seen

on a LoadSheet and on the Load Advice given at Briefing.

164
Q

163- Where to find the Weights Definitions used in a L/S?

(8.1.7.4)

A
  • Basic Weight (+ Index)
  • Dry Operating Weight
  • Centre of Gravity (+ Tolerance)
  • Pantry Code
  • Last Minute Change

* Definition in 8.1.7.4 p 46

165
Q

164- Definition of Basic Weight?

(8.1.7.4)

A

The Empty Weight of the Aircraft.

166
Q

165- Definition of Pantry Weight?

(8.1.7.4)

A

Standard Catering Weight and Index.

167
Q

166- Definition of Dry Operating Weight?

(8.1.7.4)

A

It’s the A/C Weight in Operating Configuration

= (Basic + Crew + Potable Water + Pantry) Weights

168
Q

167- Definition of Centre of Gravity (CoG)?

(8.1.7.4)

A

Used as a basis for the Trim Sheet

It’s derived from “Weight and Centre of Gravity Schedule” It’s expressed as %MAC and Index.

169
Q

168- Definition of Weight and CoG Schedule?

(8.1.7.4)

A

Produced by CX engineering.

(Refer to Q. 167)

170
Q

169- What are the diverse Cabin Configurations for the A320/21?

(8.1.7.4)

A

A320 – J8 / Y150 or Y168 (Full EY)

A321 – J24 / Y148.

171
Q

170- What are the CoG Tolerances for?

(8.1.7.4)

A

CoG Tolerances cope with:

  • Independent errors on DOI, Weight and Distribution of

Passengers and Cargo during Loading

  • Error in Fuel or Graphical method
  • Landing Gear and Flaps/Slats movement
  • Movements in the Cabin.
172
Q

171- What is the Standard Crew Complement for A320/21?

(8.1.7.4)

A

A320 -> 2/5

A321 -> 2/7

Depending on the Onboard provided Service those values may change

Refer to: Vacant Cabin Crew Seat Table - 14.16.1.

173
Q

172– What does the Traffic Agent shall do Before closing doors?

(8.1.7.4)

A
  • Confirmed the POB of the L/S “FINAL 01” and
  • Collect Required Papers (depending on the station)
  • Except in HKG where he will Only Confirm with the SP.
174
Q

173– What happen if there is a change in ZFW between the Final ZFW Paper and the Reception of the L/S?

(8.1.7.4)

A
  • If the change is < 200 KG No Information will be given to the crew.
  • If the change is ≥ 200 KG the Traffic Agent should 1st obtain the Commander Approval Before sending the L/S.
175
Q

174– What happened if the ACARS L/S Cannot be printed?

(8.1.7.4)

A
  • At ports supporting CLC, 2 backup copies are always printed at the gate.
  • If ACARS fail the traffic agent will bring 2 copies of the computer L/S to the cockpit.
176
Q

175- What is an Easy Way to Crosscheck a manual L/S calculation?

(8.1.7.4)

A

Addition Under Load + Actual TakeOff Weight (Bottom Left section) and compare it to:

The Allowed Weight for TakeOff (the Lowest of the 3 on the Top Right section).

177
Q

176- If the Fuel SG is Not Available, what will be the value used for the Manual Trim Sheet?

(8.1.7.4)

A

The SG used for ALL Fuel calculation will be:

Std. 0.785 unless otherwise specified.

178
Q

177– When ACARS should be Initialized and what does it do?

(8.1.7.5)

A

Approximately STD-40 Min

It establishes the Delivery Addresses for the Flight.

179
Q

178- What is the timeline for CLC from ETD - 40’?

(8.1.7.5)

A

ETD -40’ ACARS Initialized

ETD -30’ Final ZFW sent by ACARS to A/C

ETD -25’ Fuel Figures sent to CLC

ETD -20’ to -10’ “PRELIM 01” L/S sent to the A/C

ETD -06’ “FINAL 01” L/S sent to the A/C.

180
Q

179- In the New L/S System what does PRELIM Means?

(8.1.7.5)

A

Indicates a Preliminary LoadSheet.

  • The Edition Number (EDNO) after the PRELIM Increases

Sequentially if additional PRELIM LoadSheet are Issued.

181
Q

180- What will Define the Necessity to send a New PRELIM L/S and Up To What Time of ETD?

(8.1.7.5)

A

For Load Changes Exceeding:

± 200 Kg

± 1 % MACTOW and Received at ETD -6

Please Note:

Traffic Staff shall Obtain the Commander’s Approval if

the Final ZFW is Changed by ± 200 Kg.

182
Q

181- In the New L/S System what does FINAL Means?

(8.1.7.5)

A

Indicates the Final LoadSheet, EDNO is Normally “01”

  • If the Aircraft Need to Return to the Gate

(IE: For Refuelling, Change of Loading etc…)

* “FINAL 02” will be issued.

183
Q

182- What shall be done if the ACARS is Not Available at Port Supporting CLC?

(8.1.7.5)

A

Traffic Agents at the DEP Airport should deliver 2 Copies

of the Computer LoadSheet to the Flight Deck.

184
Q

183- Does the Crew Need to know How To Fill a L/S?

(8.1.7.6)

A

Whilst it is NOT Required, the crew shall be Familiar with

the method for Cross-Checking the Load / Trim Sheets.

185
Q

184- When a “Non-Standard Fuel Distribution” Procedure will be Used and What is to be done?

(8.1.7.7)

A
  • In case of Abnormally Distributed Fuel in the Tanks
  • With ACARS:

Use the ACARS Fuel Distribution Page

  • With No ACARS:

Use a “Non-Standard Fuel Order Confirmation Sheet”

which will be Given to the Traffic Agent for CLC

* Located in the Flight Deck Document Wallet.

186
Q

185- When a “Non-Standard Fuel Distribution” is used,

What are the 2 Cases Scenario?

(8.1.7.7)

A
  • All Fuel is Usable

OR

  • Some Fuel is Unusable

* With ACARS in addition to Fuel Distribution Page

Send a Free Text to OPS with Loc./QTY of Unusable

Fuel

* With NO ACARS

Fill In the Non-Standard Fuel Order Confirmation Sheet

And Give it to the Dispatcher.

187
Q

186- What to do if an MEL Specifically Mentioned that Unusable Fuel is to be Taken into Account?

(8.1.7.7 p 62)

A
  • The “STANDARD FUEL” note will be Replaced by:

The Usable Fuel Quantities for the Individual Tanks

* This is the Case Even if the Distribution of the

Usable Fuel is Normal

  • The DOW, DOI and STAB TO will be Updated and the

Unusable Fuel Quantity and Location will be Shown in

the “SI Section” of the LoadSheet (Figure 9 p 63)

Please Note:

The T/O Fuel Figure does NOT Include the Unusable Fuel

It’s = Sum (Individual Usable Tank) - Taxi Fuel.

188
Q

187- What is Specific about Unusable Fuel and Manual L/S?

(8.1.7.7 p 64)

A

On the INIT B page:

  • Enter the Dry ZFW

* LoadSheet ZFW – (Weight of Unusable Fuel)

  • Enter the LoadSheet MACZFW
  • Enter the Total FOB, including Unusable Fuel

* FMGC Calculate the Actual Gross Weight and CG

On the FUEL PRED page:

  • Add (Unusable Fuel) + (FINAL Fuel Figure)

* This gives an Accurate EXTRA Fuel Computation

Please Note:

It is Imperative that Flight Crew ensure the Correct Figures are Used for TakeOff Data Input into the FMC.

189
Q

188- What is the meaning of LITOW on the L/S?

(8.1.7.7)

A
  • LITOW = Laden Index TakeOff Weight (Index de Charge)
  • CG of Aircraft TakeOff Weight expressed with

“LITOW” Index.

190
Q

189- What are the L/S Requirement if the A/C is Diverted?

(8.1.7.9)

A
  • A New L/S will be Obtained via ACARS or Ground Staff
  • If CLC (Centralized Load Control) is Not Available

* A “No Change to Traffic Load” LoadSheet Form

must be prepared.

191
Q

190- Who is Responsible to Fill-In the “No Change to Traffic Load Sheet” in case of Diversion?

(8.1.7.9)

A

The Commander is Responsible but he can Delegate it

* To a KA Approved L/S Officer at the Ground Station.

192
Q

191- How to Check a Load/Trim Sheet?

(8.1.7.10)

A

Follow the C/L 8.1.7.10 p 70.

193
Q

192- What Certifications a Manual L/S-Trim/S needs to be Legal?

(8.1.7.11)

A
  • Commander Print Name / Date / Signed or Acknowledge

* Must be done Before T/O

  • Loadsheeter Print Name.
194
Q

193- What is Required for an ACARS (Computer) L/S to be Legal?

(8.1.7.11)

A
  • Commander/PIC shall Acknowledge the LoadSheet using

the ACARS LOADSHEET ACK page Before Pushback

  • A Signed L/S is Always put in the Flight Envelope

Please Note:

If ACK is NOT Displayed,

A Signed Copy of the Final LoadSheet shall be Left with the Traffic Agent.

195
Q

194- Describe the Reasons and Actions of a HALT Procedure?

(8.1.7.12)

A

If a Significant Variance in the Loading Exceeding the MZFW or Structural Limit is Discovered …

After Door Closed and the A/C has Already Pushback

  • > CLC will contact ATC Directly to Stop the A/C from T/O
  • > The Flight Crew will Contact IOC for further details.
196
Q

195- What kind of Animal can be Carried on an A320/21 Cargo Hold?

(8.1.7.13)

A
  • Only Cold-blooded Animals (AVC)
  • Live Fish (AVP/PES)

* Animals Unable to Control their Body Temperature

* Nothing Else (Dead Animals OK)

Please Note:

The reason is the Absence of Ventilation System adapted

for the Transportation of Livestock.

197
Q

196- Related to the Carriage of Dangerous Goods what Information shall be Shown in the SI Section of the LoadSheet?

(8.1.7.13)

A

The following information:

  • Detail of Item Accepted
    e. g. Wheelchair with Lithium Ion Battery
  • Name of Passenger and Seat Number
  • Loading Location if Loaded in a Cargo Hold.
198
Q

197- Can the Crew Cancel IFR FPLN in Flight?

(8.1.8.1)

A

NO…

199
Q

198- What is the Definition of an Isolated Airport?

(8.1.8.1)

A

It’s a Destination Airport where:

  • There is NO Alternate within 1:45 H.
200
Q

199- What is AIRPATH?

(8.1.8.2)

A

It’s the Software who Produce All:

  • Computer Flight Plans (CFP) used for All Flights.
201
Q

200- In the event of any Discrepancy Between the CFP, FMS Data or the En-Route Chart,

Which is the Definitive Reference for Navigation?

(8.1.8.2)

A

It shall be the CFP.

202
Q

201- What are the Options Available if a CFP and Backup Plan are Not Available at Departure?

(8.1.8.2)

A

1) ACARS AOC FLT PLN REQ page
2) FCOM PER/FPL:

Will give Ramp Fuel and Time to Destination

  • PER-FPL-GEN-FPL:

For Explanations on Calculations

  • PER-FPL-FLP-QFP-40:

Flight Planning at a Given Mach Number.

203
Q

202- What are the Requirements for the Dispatch message?

(8.1.8.2)

A

The Commander will Sign it Before Every Flight and give it to the Ground Agent.

204
Q

203- If at an Outstation and there is No Dispatch Message available, what will be the consequences?

(8.1.8.2)

A
  • The Crew will Dispatch Normally
  • The commander will Annotate the CAR for

* Attention to MLO.

205
Q

204- Under which Circumstances the Fuel Figures will need to be Inserted on the Dispatch Message?

(8.1.8.2)

A
  • At Port where CLC is Not Available or ACARS is Down
  • Anytime the ZFW is Limiting, MZFW should be Notified.
206
Q

205- What is the Timing Used for En-Route Weather Forecast on the CFP?

(8.1.8.2)

A
  • Forecast are valid for 36 hours, Starting 3 hours After

the Observation Time

  • Entered 4 Times a Day in the system (6, 12, 18, 24).
207
Q

206- How is the CFP Calculated?

(8.1.8.2)

A
  • Backward, using Aircraft ZFW 1st
  • Finishing with Ramp Weight.
208
Q

207- Who is producing CFP at Out-Port Stations?

(8.1.8.2)

A

Flight Dispatch produced ALL the CFP which are then

sent to the Required Stations.

209
Q

208- On the CFP in which cases TOC will Not Appear? (8.1.8.2)

A

When TOC is within “1.2 Min” of a Reporting Point.

210
Q

209- In Cruise, if a Step Climb is required, What is the Pilot’s Responsibility?

(8.1.8.2)

A

To Check in the Operations Manual or FMC:

  • That at the Top of the Forecast Step Climb:

* Max Weight or the ENG THR Limits are NOT Exceeded.

211
Q

210- On the CFP in which case TOD will Not Appear? (8.1.8.2)

A

When TOD is within “5 NM” of a Reporting Point.

212
Q

211- What are the Effects of “Destination Manoeuver” on the CFP?

(8.1.8.2)

A
  • Fuel is Included in the En-Route Burn Off for those

Extra Distances / Times.

  • TOD Do Not Consider those Distances in its Calculations

* It will Only Consider a “Straight-in APP & LDG” from

the Last WPT on the CFP.

213
Q

212- How the Calculations for an Alternate (ALT) are made if the ALT is too close from the Destination?

i. e.: HKG/MFM where No Routes are Defined.
(8. 1.8.2)

A

The ALT Distance is Built Up in the CFP

* For More Realistic Calculations

(Added Distances to Compensate a Straight In).

214
Q

213- How the Paper FPLN Shall be used during Cruise?

(8.1.8.2)

A

Record:

  • Plan ETA, ATA, COR ETA for Each Waypoint
  • Any other Information Considered Relevant

* Direct Tracking, Deviations, Offsets, Frequencies, etc.

215
Q

214- When shall the Total Fuel be Recorded on CFP? (8.1.8.2)

A
  • Before Start (According to the ECAM Display QTY)
  • In Flight at least Once Every 30 Min.
216
Q

215- If a System Outage or Communication Failure Occurs at an Out-Port Station,

What can be done Regarding the CFP?

(8.1.8.2)

A

The Crew can Request the 5 Latest Issued CFP.

217
Q

216- Why will the Crew Request a (N-1) CFP Inflight?

(8.1.8.2)

A

To support the Decision-Making:

  • To Continue Beyond the Nearest Suitable ERA on (N-1).
218
Q

217- What are the Elements Provided by the Crew to Flight Dispatch in case of Inflight (N-1) CFP request?

(8.1.8.2)

A

The crew shall provide:

  • The Aircraft ZFW
  • Basic Details of the Requested Route.
219
Q

218- In case of Inflight (N-1) CFP Calculation by Flight Dispatch, What will be the Requirements for the Fuel? (8.1.8.2)

A
  • Suitable En-Route Alternate (ERA) will be Selected and

Critical point (CP) Calculated.

  • Fuel Requirements are the same as for Normal Planning

The Plan makes No Fuel Allowance for an Alternate,

  • It assumes that “In-Flight Reduction of Normal Fuel

Required” applies.

  • Crews must Ensure to be in Compliance with the KA

Policy for “Flight Beyond the Nearest Suitable Airport”.

Flight Preparation

(Flight Plans)

(Computer Flight Plans)

(Engine Inoperative CFP).

220
Q

219- Who the commander can Ask for a CFP change? (8.1.8.2)

A

HKG Flight Dispatch Office will process ALL Request.

221
Q

220- If a Route Code is Not Stored on the system, How will it be Mentioned on the CFP?

(8.1.8.2)

A

Instead of a Number it will be 2 Dashes “–”

IE: HKGPVG–.

222
Q

221- Knowing the Flight is Delayed:

Who will issue the new ETD,

How Delays will be Reported on the CAR?

(8.1.8.2)

A
  • IOC is in Charge of Issuing a New ETD
  • Delay Reports are Always Based on:

The Scheduled Time, NOT the New ETD.

223
Q

222- When can the Crew Update “IDLE/PERF Factor” in the MCDU?

(8.1.8.2)

A
  • IDLE/PERF Factors on MCDU need to Reflect the CFP
  • It’s to be changed On the Ground Only at Preparation

Stage.

224
Q

223- On the CFP what “Total Distance” Represent,

How can it be Useful?

(8.1.8.2)

A
  • It’s the Total Mileage of the CFP
  • Used to Check the Trip Fuel for Gross Errors.
225
Q

224- What is the Correlation Between Trip Fuel/Total Fuel & CORR LNDG/CORR RAMP on the CFP?

(8.1.8.2)

A

1) Delta Trip Fuel = Delta TOW x Corr RAMP
2) Delta Trip Fuel = Delta LDW x Corr LNDG

A) Change in ZFW Only

-> Use 1) (Corr for DEP)

B) Change in Total Fuel Only

-> Use 1) (Corr for DEP)

C) Change in Fuel Remaining at Arrival Only

-> Use 2) (Corr for ARR)

D) Change in ZFW & Total Fuel

-> Use 2) Applied to ZFW Only (Corr for ARR)

Note: By applying 1) to the Sum of (ZFW + Extra Fuel)

we can X-Check 2)

Flight Preparation

(Flight Plans)

(Computer Flight Plans)

(Correction to Trip Fuel Section).

226
Q

225- What will be a summary of the Corrections with Trip Fuel/Total Fuel & CORR LNDG/CORR RAMP on the CFP?

(8.1.8.2)

A
  • It’s Possible to Use some of the Upload Extra Fuel

* Apply the CORR RAMP

  • It Must Arrives at DEST with the Upload Extra Fuel

* Apply the CORR LNDG.

227
Q

226- Above what Corrective Value on the CFP should the Trip Fuel be Amended?

(8.1.8.2)

A

If the Trip Fuel Correction Exceed 200 KG on A320/21.

228
Q

227- What is the “Catch” with Alternate Summaries? (8.1.8.2)

A

They are Listed in Order of Priority

It can be based on:

  • Distance to Alternates
  • May Not Meet the Weather Planning Minima

Requirements, or being Commercially Preferred.

229
Q

228- What does Represent the Last 2 Digits of the FPL EDNO?

(8.1.8.2)

A

The last 2 digits represent:

  • The Sequence Number (or version of the FPL)
    i. e.: 01, 02, 03…
230
Q

229- What are the Restrictions of “MINIMA for Filling as an ALTN” on the CFP Page 2?

(8. 1.8.2)
(8. 1.4.2)

A
  • They are Specified as a Visibility and Cloud Ceiling (AAL)

* Allowing a Direct Reading of Ceilings from METAR/TAF

  • The CFP Values are Based on Published Minima

assuming

ALL RWY/APP are Operational

* If some APP are NOTAMed Unavailable, it may be

Necessary to Recalculate the “Minima for Filing as

an Alternate” with Table A (8.1.4.2 p 25).

231
Q

230- On CFP Page 2 for a Flight to BKI:

What FUEL RQRD means in the Sector Fuel Summary? (8.1.8.2)

A
  • It’s the Fuel from Departure to Critical Point (CP)

+ From CP descent to (N-1) or Depressurization ALT

+ Cruise to the En-Route Alternate (ERA)

+ 5% Contingency

+ Hold Clean 30’ / 1500 FT at the Alternate

+ Approach & Landing

  • This Value can be Compared Directly to ‘FUEL REQD /FR/’

on Page 1 of the CFP.

232
Q

231- What is AIRPATH?

(8.1.8.2)

A

AIRPATH is the Computerised System used by

Flight Dispatch to Build Flight Plans.

233
Q

232- Under what Circumstance AIRPATH will build up Mandatory Fuel?

(8.1.8.2)

A

- AIRPATH will Build Up Mandatory Fuel if the:

* ‘FUEL RQD /FR/’ (CFP Page 1) is NOT Adequate for the

Most Limiting CP En-Route

  • The ‘FUEL RQD’ Figure (CFP Page 2) for the Most Limiting

CP will Never be Greater than:

* ‘FUEL RQD /FR/’ (CFP Page 1).

234
Q

233- On CFP Page 2 for a Flight to BKI:

What “DIV Fuel” means?

(8.1.8.2)

A
  • Fuel Required from Critical Point (CP)

+ Cruise to En-Route Alternate (ERA)

+ 5% Contingency

+ Hold Clean 30’ / 1500 FT

+ Approach and Landing.

235
Q

234- On CFP Page 2:

What “PNR” means?

(8.1.8.2)

A

PNR is a Calculated Point allowing:

  • To Fly (N-1) Back to the Nominated Airport on a Great

Circle Track (Including the 180 Turn)

+ 5% Contingency

+ Hold clean 30’ / 1500 FT

+ Approach and Landing

  • Beyond PNR there will be Sufficient Fuel to Continue to

Destination or a Designated ERA.

236
Q

235- What is the Protection of MRA on CFP?

(8.1.8.2)

A

It’s the GRID MORA Increased by 1000 FT for CAD requirements.

237
Q

236- What’s the Relation Between:

Wind Speed, MRA and CFP?

(8.1.8.2)

A

The 1000 FT Increment of GRID MORA to obtain MRA are based on:

  • Wind Speed Up To… 30 Kt
  • For Wind ≤ 50 Kt Add an Extra + 500 FT
  • For Wind ≤ 70 Kt Add an Extra + 1000 FT
  • For Wind > 70 Kt Add an Extra + 1500 FT.
238
Q

237- On the Fuel Weight of the CFP what

FR, X CONT, X MAND means on the 3rd column?

(8.1.8.2)

A
  • It’s the Flight Plan Fuel Required Excluding:

* Contingency and Mandatory Fuel

(FR = Fuel Required / X = Minus)

  • It represent the Minimum Fuel Required in Tanks

to Arrive at Destination with the Alternate Fuel Available.

239
Q

238- On the CFP Fuel Summary,

What’s the Difference Between:

PLAN KGS/HR

PLAN KGS/GNM?

(8.1.8.2)

A
  • PLAN KGS/HR:

Hourly Fuel Flow on Mid-Weight Between 2 CFP Points

  • PLAN KGS/GNM

Kilograms per Ground Miles (Status Miles) Between 2

CFP Points.

240
Q

239- Where to find the List of ALL Required Documents to be Carried?

(8.1.9.1)

A

8.1.9 DOCUMENTATION

(Documents, Forms And Additional Items To Be Carried)

(Documentation)

(Documents To Be Carried)

(8.1.9.1)

241
Q

240- What are the (4) Documents to be Left Behind at Each Departure?

(8.1.9.1)

A
  • Load & Trim Sheet
  • NOTOC
  • Station copy of the Tech. Log Signed by the Cpt
  • Dispatch Message Signed by the Commander.
242
Q

241- What Happen to a Commander’s Discretion Reports (CDR) related to a Duty Extension or a Rest Reduction?

(8.1.9.1)

A

They are sent to the Aircrew Management Department,

Then sent to the Director Operations for further action.

243
Q

242- For How Long the Fly Documents are Stored?

(8.1.9.1)

A

Ops Data Control (ODC) will Check and Keep the documents for One Month

After that they will be Kept in Storage in Accordance with CAD ‘360’ rules.

244
Q

243- Where to find the Location and List of All Manuals Present in the Cockpit?

(8.1.9.1)

A

8.1.9 DOCUMENTATION

(Documents, Forms And Additional Items To Be Carried)

(Documentation)

(Documents To Be Carried)

(Manual Storage)

8.1.9.1 p 98

245
Q

244- What is to be done if NO Sim Cards for Phones Are Available?

(8.1.9.1)

A
  • A Sim Card can be found in the Stationery Wallet
  • The CAR need to be Annotated IF it’s been Used.
246
Q

245- How often the OPS Notices Folder in the Aircraft is Amended?

(8.1.9.1)

A

The A/C folder is Amended on a Weekly Basis.

247
Q

246- What is the Regulation about Torchlights?

(8.1.9.1)

A

Each Crewmember will carry his Own Torch.

248
Q

247- What is to be done if a Comment is Added to the CAR and More Space is Needed?

(8.1.9.2)

A

Fill in a Paper version of the Commander Report Form.

249
Q

248- When the DUTY PERIODS Field must be filed?

(8.1.9.2)

A
  • If the Cpt. decides to use Commander’s Discretion to

Extend a FDP for 30 minutes or Less

  • If Split Duties is used

* As defined in the Flight Time Limitation Scheme.

250
Q

249- Who is Responsible for the FTL Regulation On Board?

(8.1.9.2)

A

The Commander Remained Responsible to Ensure:

  • No Crew Exceed their Flight Time Limitation (FTL).
251
Q

250- What are the (7) Main Additional Information that Must Be Reported in the ADDRESSEE/REMARK Section of the CAR?

(8.1.9.2)

A
  • Any Valuable Info for the Next Crew or the Operations.
  • Significant Events / Delays
  • Mandatory Occurrence Report (MOR)
  • Air Safety Report (ASR)
  • Crew Confidential Report (CCR)
  • Training Details
  • Extension of Duty / Split Duty.
252
Q

251- Where to Find the Addresses to send the CAR Report?

(8.1.9.2)

A

They can be Found on the Reverse of the Clipboard

Part A CHAP 8 FEB 2016 (9 decks)

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