Chap 8.3 FLIGHT PROCEDURES Flashcards

Question

351- Are RNAV Approach Only (No other support) Authorised by KA? (8.3.1.2)

Answer 1

NO … They are Prohibited (i.e. No GPS update).

Answer 2

It can **Only be Fly** if Already in the Database… - Pilot Cannot: \* Create Waypoints based on Coordinates \* Change Database Waypoints Characteristics (i.e. change Fly-by to Fly-over).

Answer 3

- It is Technically Not Required as it is Based on the FMS Updated by the GPS - Raw Data still Can Be Used to Verify the Correct Tracking.

Answer 4

GNSS = Global Navigation Surveillance System - It provides Position, Velocity & Time - It’s Based on Satellite Constellations from US/EU/RU/CN.

Answer 5

Those are diverse GNSS Augmentation System - They Compensate Performance Limitations of the GNSS System. - RAIM is the Most Commonly Used (48h Accuracy).

Answer 6

GPS PRIMARY Availability must be Verified Prior to Flight using the RAIM Prediction in the CFD Package.

Answer 7

FCOM PRO-SPO-52 SCHEDULE 8 NAVIGATION AREAS

Answer 8

ADS-A (Addressed) ADS-B (Broadcast) ADS-C (Contract) - A or C are Identical and Based on an Information - B is the Aircraft Transmitting Blindly a Number of Information Without the Expectation of a Reply / Acknowledgement.

Answer 9

- In NOTAMS **OR** - FLIGHT PROCEDURES (GENERAL) (Designation of ADS-B Airspace Within DragonAir’s Area of Operation) 8.3.1.2 p 150

Answer 10

- Contact Flight Dispatch to ensure “Route Restrictions” for “Non-ADS Flights” have been Taken Into Account - Refer to the MEL for Serviceability Requirements.

Answer 11

That is **Prohibited by KA** procedures to Preserve: - SSR or TCAS operations \* Technically you can put the Transponder on Standby.

Answer 12

- ADS-B is Limited to “Line of Sight” - ADS-B Ident is Transmit using the IDENT Button of the Transponder. - Do **NOT Switch Off** the Transponder or Altitude Reporting when asked to Stop Transmitting ADS-B Data/Altitude.

Answer 13

The Normal Position Reporting by Voice is Resumed.

Answer 14

An EMER Tag will Appear on the Controller Screen - If the Flight Crew does Not Communicate with ATC: \* ‘Unlawful Interference’ will be suspected ATC will ask “KA …, Confirm Squawking xxxx?” \* If Still No Responses: ‘Unlawful Interference’ Procedure will be Activated.

Answer 15

- With Radar ATC relies on: **\*** Radar Return and Transponder Signs - With ADS-B ATC relies on: **\*** Data Transmitted by the Aircraft - In both cases above ATC will use: **\*** “KA … Identified” Generic Terms.

Answer 16

1) “ADS-B Transmitter TEN NINETY Data Link Dragon …” 2) “Unable Dragon …” 3) “Unable Dragon …”.

Answer 17

- At 20,000 FT AAL 10,000 FT AAL 5,000 FT AAL 1,000 FT AAL - At 1,000 FT Before the Assigned Level/Altitude.

Answer 18

A **Correction** for Airport Elevation must be Applied to**:** **- All Procedural Altitudes**.

Answer 19

1) MDA or DA based on the Barometric Altimeter 2) DH based on the Radio Altimeter.

Answer 20

**- Within China**: The **Metric Altimeter** subscale is to be changed: **\*** at the **Same Time** as the Barometer Reference on the EFIS Control Panel **- Outside China**: **\*** Set to Standard at All Time **-** No Inflight Crosscheck is necessary with the Standby Altimeter **Except** for the Subscale Setting (Pressure Setting).

Answer 21

- Primary Method of Conversion: **\*** Use the Table from SID, STAR or APP Chart “M QFE --\> Ft QNH” - If Not Available, use the Metric Conversion Card **\*** Convert Metres --\> Feet, **\*** Add the Aerodrome Elevation _Please Note_: The Resultant Values in Feet shall be Rounded to 100ft i.e. 550 M = 1900 Ft + A/D Elev. 243 Ft = 2143 Ft Rounded = 2100 Ft.

Answer 22

The **RA Shall be Followed** at ALL Times.

Answer 23

1000 Ft/Min Maximum.

Answer 24

Yes it is Possible in Accordance with the MEL **\*** This Includes RVSM Airspace.

Answer 25

There is NO Requirements to Inform ATC or to Report it on the Flight Plan.

Answer 26

YES … - As long as the Transponder is Reporting our Altitude, we will be Visible to All Aircrafts TCAS II Equipped.

Answer 27

- Vertical Separation Between Aircraft is 1000 Ft from FL 290 to FL 410 (291 to 411 within China) - The Letter ‘W’ will be Shown on the Flight Plan.

Answer 28

Some Regional Differences Exist and can be Found in the NavTech Supplement – ATC section.

Answer 29

- NavTech Supplement – ATC section - FCOM PRO–SPO–50 Reduced Vertical Separation Minimum (RVSM).

Answer 30

- If the Fly Deviates by 300 Ft **\*** ASR Report and Line Ops by CAR - If Wake Turbulence are Encountered **\*** ASR Report.

Answer 31

A maximum of 30 M or 100 Ft.

Answer 32

The Aircraft can Continue to Destination if: - The Following **Requirement** are Satisfied: **\*** Normal Fuel Required **OR** **\*** Availability of a Suitable ERA **OR** **\*** In Flight Reduction of Normal Fuel Required.

Answer 33

YES… - It’s “Allowed” (i.e. “Due to Unforeseen Taxi Delays”) - **However** it should Never Impact the Safety of the Flight.

Answer 34

It’s the **Fuel Required** to Proceed from: - Present Position to: (Destination + App & G/A) + (Diversion + 5% Cont.) to ALTN + (Hold 30mn/1500 Ft + App & LDG) at the ALTN.

Answer 35

**-** During Flight at Any Point if the Fuel: **\*** Becomes Close to the **Minimum Diversion Fuel** the Decision to Continue **OR** Go to ERA shall be made while it’s Still Feasible **-** If the Decision is to Continue: **\*** The **Normal Fuel Required** must be available Before Passing Overhead or Abeam the Last Suitable ERA + Unless: ‘**In Flight Reduction of Normal Fuel Required’** Criteria can be met.

Answer 36

- During Flight we see that we will Arrive at Destination with Less than the Minimum Diversion Fuel It’s Possible to Continue **IF** (p 152): **\*** The Remaining Fuel is sufficient to: Go to Destination + (5% Cont. from Last ERA to DEST.) + (Hold 30 Min/1500 Ft + App & LDG) at DEST **\*** There are NO Known or Probable ATC Delays **\*** Destination Weather at ETA: + ≥ Non Precision Minima for Filling as an Alternate (Refer to FPLN Page 2) + Cross Winds ≤ Crew & Aircraft Limits **\*** The Airport have 2 Suitable Runways.

Answer 37

- If after having Start the Descent: **\*** The Fuel become Less than the Required Diversion Fuel (i.e. Unexpected Holding) **\*** The Flight can Continue to Destination if at Landing: + Remaining Fuel ≥ Reserve Fuel (At DEST 45 Min are Recommended by KA) - The Commander must consider: **\*** ALL Relevant Factors before Continuing to Destination Rather than Divert to an Alternate.

Answer 38

- Legally it’s 30 Min - KA Recommend 45 Min at DEST **IF:** **\* Reduction of Normal Fuel Required** has been applied (Dump of the Alternate).

Answer 39

Asked IOC is the 2^nd Runway: - Can be Made Available at Short Notice.

Answer 40

- The Value should be Calculated from the Lowest of: **\*** ECAM FOB v/s (DEP FUEL – FUEL USED) - The Commander shall Declare “**Minimum Fuel**” - It is NOT an Emergency - Any Changes of the Initial Clearance to the Destination Airport Might bring a MAYDAY Call.

Answer 41

If the **Calculated Landing Fuel \< Final Reserve Fuel** - “MAYDAY, MAYDAY, MAYDAY FUEL” shall be Declared.

Answer 42

- Low Levels - Delays on Arrival - Fuel Consumption Increase due to Technical Problem (QRH Fuel Penalty Factors).

Answer 43

- It should Not be Changed if: **\*** The **ATA** is Before **ETA** - On-time Arrival (**OTA**) is More Important than: On-Time Departure (**OTD**) - Cost Index (CI) of 150 or More shall Not be Considered **\*** **Unless** for Curfew or Critical Crew Hours.

Answer 44

Medium to HEAVY 2 Min / 3 Min Fm Intersec. / 5 NM Final Medium to SUPER 3 Min / 4 Min Fm Intersec. / 7 NM Final.

Answer 45

- T/O, Initial CLB, DSCT, App & LDG - During In Flight Turbulences - During Single Pilot Operation.

Answer 46

- From Engine Start or Aircraft Moves until Cruise Altitude - From 30 minutes P/A until Aircraft Parked and Seatbelts are Selected Off.

Answer 47

- Communication with the Cabin Reduced to Urgent or Security Issues - Only the Flight Deck will Initiate an Access to the Cockpit Otherwise any Access is Prohibited.

Answer 48

- During Flight it will be TWO at **ALL** Times - When a Cockpit Crew want to Leave the Flight Deck he should: **\*** Call a Cabin Crew 1^st **\*** Then Leave the Cockpit in her Presence.

Answer 49

- The Cabin crew is No More Required for “Toilet Time” - The Person using the Jump Seat must Wear a Seat Belt at ALL Time.

Answer 50

If the Cockpit Door Surveillance System (CDSS) is U/S: - Additional Crew (Engineer/Load Master) must be Carried on the Jump Seat - If he has to Leave the Jump Seat a Cabin Crew has to Come In.

Answer 51

If the Cockpit Door Locking System (CDLS) is U/S: - Additional Crew (Engineer/Load Master) must be Carried on the Jump Seat - The Commander will Grant him the Opening of the Door at Each Demands.

Answer 52

- Are authorised and must use the Jump Seat **\*** KA Managers & Pilot Managers **\*** CX Managers at Director Level and Above - If Not they must be in Possession of a Letter Issued by the DO - They must have their Staff ID Displayed at ALL Time - Shall Enter / Leave the Cockpit under Escort of a Cabin Crew Member.

Answer 53

- On Ground with Seatbelts Signs Off **\*** It’s Prohibited during Aircraft Dispatch.

Answer 54

- Must be Able to Speak English and to be: At Least 12 Years Old - Be a Current Staff or Retired Staff - Be a Husband / Wife, Children or Parents (No Brother, Sister or Travel Companions) - Be a Hong Kong CAD Officer - Specifically Authorized by the DO or GMF - Other Restrictions Applies to Training Flights Flight Procedures (General) (Use of Vacant Crew Seats) 8.3.1.11

Answer 55

- (R2A) on A320 & (R4A) on A321 describe the same Right Hand Back Door of the Aircraft - Where a double Cabin Crew Seat is available. Part A Chap 14 Section 16 (p 47)

Answer 56

- Only ‘Safety Qualified’ and ‘Physically Fit’ Crew Members of CX/KA and License Engineer are Allowed - They also have to Display their ID at ALL Time - Pregnancy is allowed Up To **26** Weeks (v/s 36 Weeks for a Regular Seat in the Cabin).

Answer 57

- If a Cockpit Crew, **\*** Apply the Memory Items - If a Cabin Crew is Incapacitated (Min. to Consider): **\*** Eventually Reduce the Number of Passengers **\*** Re-seating of Pax regarding to Exits / A/C Limitations **\*** Relocation of Cabin Crew and Change of Procedures.

Answer 58

Via IOC on 2747-8833 or 2747-8811.

Answer 59

Via IOC on 2747-8833 or 2747-8811.

Answer 60

Delay the TakeOff or Go Around… As Appropriate.

Answer 61

If the ICAO Friction Coefficient is \< 0.25 for Breaking: - Landing is Prohibited! **\*** **Unless** an Emergency Requires an Immediate Return.

Answer 62

Normal Bank -- 25° Maximum Bank -- 30°.

Answer 63

- Cross check Clearance with Airport Charts - PA or None Essential Tasks shall NOT be Completed during Taxi - Stay Heads Up while Taxiing - Check for Traffic before Entering/Crossing Runways - Do Not Accept Entering or Crossing a RWY from an Obliquely Angled Taxiway (If Possible) - Strobe Lights must be ON while Crossing Runways - Use Localizer or Heading Display to Confirm Runways Alignments - If Held for more than 90 sec. while Line Up: **\*** Immediately Inform ATC.

Answer 64

A ROD \> 2,500 Ft/Min Below 2,500ft RA A ROD \> 1,500 Ft/Min Below 1,000ft RA.

Answer 65

The PF shall Direct the PM for Weather Radar Operations.

Answer 66

NO FLY ZONE = Affected Area Impacted by Volcanic Ash.

Answer 67

- If the NFZ is more than 60 NM from the Planned Track: **\*** No further Mitigation is Required - If the NFZ is **within 60 NM** from the Planned Track: **\*** That Portion of the Flight must be Conducted in **Day VMC** (Allowing the Crew to Visually Avoid).

Answer 68

Each subsequent Arrival/Departure must be Approved by the GMF in conjunction with KA Line Operations.

Answer 69

- Low: **\*** Invisible, with NO Effect to the A/C Systems - Medium and High: **\*** Visible, may Cause Damage to the A/C Systems.

Answer 70

- The Capt. Cannot TakeOff if the **RVR OR Ceiling** are Below the Chart Minima - If RVR is Provided or Reported: **\*** RVR must be ≥ Minima.

Answer 71

The Pilots can Evaluate the Equivalent to RVR by Counting the Number of Lights Visible (ICAO 60 m Spacing or Else Specified).

Answer 72

When the RVR is Not available and for TakeOff Only.

Answer 73

**Yes**… - In case of a LVO or State Minima **\*** They will be shown in (brackets) - If those Minima are used: **\*** **ALL RVR** Reported (Touchdown, Midpoint, Stop End) must be **Available** and **Above** the Minima.

Answer 74

- They indicate Lower Minima than Standard (State, KA LVO) - If those Minima are used: **\*** **ALL RVR** Reported (Touchdown, Midpoint, Stop End) must be **Available** and **Above** the Minima.

Answer 75

If presence of: 1) High Intensity Runway Edge lights (HREDL) 2) Runway Centreline Lights (RCLL) 3) Runway Centreline Markings (RCL) 3 Case Scenario considered with “**Zero Ceiling**”: A) 1+2+3 are Available: **\*** RVR 200 m B) 1 **or** 2 **or** 3 **or** Pilot has Visual of the Marking During TakeOff **\***RVR 400 m C) If A or B Cannot be Obtained: **\*** RVR 800 m Flight Procedures (TakeOff) (TakeOff Minima) 8.3.3.1.

Answer 76

YES… - If TakeOff Weather at DEP ≥ Requirements for Landing - No other Ops Conditions Exist, that would Preclude a Return to the DEP Airport.

Answer 77

- An Immediate Return to the DEP Airport is Not Possible - An Alternate Airport is Available within 340 NM - A/C & RWY are Suitable for an Immediate Return - It Must be Filled on the CFP - The Minima are ≥ CAT 1 **or** Approach in Use (if Non-ILS) - The Calculations to T/O ALTN are made on (N-1) Basis - All En-Route Terrains and Weather are Considered.

Answer 78

- 400 FT **\*** Unless Stated otherwise on the Port Page.

Answer 79

- Min 10% for T/O (A320/1) - Min 13% for G/A (A320/1) Flight Procedures (TakeOff) (Climb Gradients) 8.3.3.3

Answer 80

- USA, Canada and Australia **\*** Elsewhere Maintain RWY Track is Implied.

Answer 81

NADP 1(2) shall NOT Be Conducted if: - Significant Turbulence - Windshear - Engine Failure

Answer 82

An En-Route Alternate Airport.

Answer 83

**Weather wise**: Destination Airport ≥ Inflight Planning Minima for DEST Alternate Airport ≥ Inflight Planning Minima for an ALTN **Fuel wise**: Enough Fuel to Continue to DEST + 5% Cont. from Last Suitable En-Route Alternate (ERA) + Minimum Diversion Fuel.

Answer 84

- Holding speed are Imposed to Ensure the Aircraft will Stay within the Holding Area Protection - They must be Observed especially Below the MSA.

Answer 85

- Maximum Speeds (Covering All Cases: PAN OPS ¾, PAN OPS, TERPS): **\*** 20.000 to 14.000 -\> 240 Kt / 1.5 Min **\*** 14.000 to 6.000 -\> 220 Kt / 1 Min **\*** 6.000 to Sea Level -\> 210 Kt / 1 Min _Please Note_: 280/.80 Can be used In Case of Turbulence but might **NOT be Protected Below MSA!!!**

Answer 86

- ILS or ILS/DME **\*** (Additional crew training is required if utilising LVO minima) - LOC or LOC/DME or LDA - VOR or VOR/DME - NDB or NDB/DME - RNP APCH.

Answer 87

- RNP (AR) **\*** Authorisation Required.

Answer 88

- Can be Manually Build using: **\*** Stored FM Database Waypoints OR **\*** Pilot-Created Waypoints - Altitude’s Constraints Below the Highest Sector MSA shall NOT be Entered against these Waypoints. _Please Note_: - RNP 1 APP or Less shall NOT be Flown **\*** **Unless** it’s Retrievable from the FM and Conforms to the Chart.

Answer 89

- In All Cases: **\*** Managed Vertical Modes is Prohibited below the highest sector MSA - Raw Data shall be Used as the Primary Nav. Ref.

Answer 90

- Can Continue Below 1000 Ft **or** Below MDA/DH if: **\*** RVR ≥ Published Minima **\*** If NO RVR, + Visibility ≥ 800 M **OR** + Visibility ≥ Published Minima Whichever is Higher **\*** Cloud Ceiling ≥ Minima (if Required by State Minima). - A G/A shall be Initiated Prior: \* Passing 1,000 Ft AAL \* The Published DA/DH/MDA/MDH (Whichever Higher) If the applicable Criteria Above are Not Met.

Answer 91

- Above 1000 FT Continue to 1000 FT AAL - Between 1000 FT AAL and MDA Continue to MDA.

Answer 92

- The Wind must be Within Aircraft Limits - It’s **NOT a Factor** to Continue Below 1000 FT AAL.

Answer 93

Factoring Visibility is **Prohibited** for: - Approach and Landing once Dispatched.

Answer 94

- Threshold is **Mandatory** - Midpoint is **Not Mandatory** **\*** **IF** Midpoint is **Given** **Must be** ≥ 200 M (150 Autoland) - Rollout is **Advisory** Only **\*** Considered when Planning the Roll Out.

Answer 95

- **Precision Approach** (with Approach Lights): **\*** One Row of Cross-Bar Lights + Sufficient App or RWY Lights to Stay on Flight Path using Visual Reference Only. - **Non-Precision Approach** (with Approach lights): **\*** At Least 7 Lights of App or RWY or App + RWY - **Precision & Non-precision Approach** (No App Lights): **\*** RWY Threshold + Touchdown Zone Visible - **Circle to Land**: **\*** Continuous Sight of Ground to ensure Proper Positioning during Downwind and App for the RWY in use.

Answer 96

- **Precision straight-in** approaches: **\*** Sufficient Lights of the Approach and/or RWY Lighting System **\*** One Row of Crossbar Lights to Ensure the Flight Path can be Maintained using Visual Reference - **Non-Precision Straight-In** Approaches: **\*** At least Seven Consecutive Lights, which may be Approach or Runway Lights or a Combination of Both - **Precision and Non-Precision Straight-In** Approaches: **\*** RWY Threshold and Touchdown Zone must be Visible - **Circle-To-Land and APP Requiring Visual Manoeuvers**: **\*** Continuous Sight of Ground Features to confirm the Visual Manoeuvring (Circling) Area and that the Aircraft can be Positioned on the Approach for the Runway in Use.

Answer 97

“Landing Minima, including Aircraft or Crew Crosswind Limits, shall be used to Assess The Continued Adequacy of Any Airport”. 8.1.4.3

Answer 98

The Descent Gradient on the DME v/s ALT Table in the NavTech Chart must be within “0.1°” of the Descent Gradient in the FMS Navigation Database **\*** Only then FINAL APP Mode Can be Used FCOM/PRO-NOR-SOP-18-C P7 (DESCENT PREPARATION).

Answer 99

- **Crosswind** Must be **\*** Within Operating Limits at the Time Of Landing **\*** It is NOT a Factor to Continue Below 1000ft AAL - **Factoring Visibility** is Not Permitted for an Approach - For CAT 1 if the **Midpoint RVR** is reported, it should be: **\*** For A320/1 **≥ 200 M** (150 M for Autoland)

Answer 100

- **FALS** Full App Lights Sys (≥ 720 M) - **IALS** Intermediates App Lights Sys (420 to 719 M) - **BALS** Basic App Lights Sys (210 to 419 M) - **NALS** NO App Lights Sys (\< 210 M). Flight Procedures (Approach) (Approach Light Systems) 8.3.6.4

Answer 101

- If Failures Happen **Before Passing 1000 Ft AAL** It cannot continue Unless the RVRs reported are ≥ Minima from the Table in (8.3.6.5). - If Failures Happen **After Passing 1000 Ft AAL** the Approach may be Continued at the Commander’s Discretion.

Answer 102

- These Instructions are for **Pre-Flight and In-Flight** They Are **NOT to Be Consulted** after Passing 1,000ft AAL on the Approach - Multiple failures of Runway Lights other than indicated in the Table are Not Acceptable - Deficiencies of Approach and Runway Lights are Treated Separately - For Category II or III operations – **\*** A combination of deficiencies in Runway Lights and RVR Assessment Equipment is Not Allowed - Failures other than ILS, Affect RVR Only and NOT the DH.

Answer 103

- We need to Find the Revised RVR - Read the Applicability section in Chapter 8: Flight Procedures (Approach) (Effect of Failed or Downgraded Ground Equipment) - Refer to the Tables.

Answer 104

Yes when reaching the Circling Altitude up to: - The Missed APP Point, Before Opening for Downwind.

Answer 105

- Within the Circling area - Visual Contact with the RWY Environment - On an Approach Path within the Traffic Pattern at a Normal Rate of Descent.

Answer 106

- The Missed Approach of the Instrument Approach must be Followed - If in Downwind the Pilot will turn Towards the Runway to join the Missed Approach Path.

Answer 107

- Need to be Cleared by ATC - At Night the Commander must be Familiar with the Terrain and Surroundings of the Airport - Constant Visual Contact with the Runway - A visibility ≥ 5 km Along the Path.

Answer 108

Ensure that: - RVR ≥ 800 M **Or** - RVR ≥ The Visibility Required for a Non-Precision Approach for the Intended Runway **\*** Whichever above is **Higher**.

Answer 109

When Clear for Visual Approach: - If Another Traffic is NOT insight: **\*** ATC remained responsible for separation - If Another Traffic is Insight **AND** ATC is informed: **\*** The Crew is Responsible for Traffic/Vortex Separations.

Answer 110

- Precision None - LNAV/VNAV None - LNAV/LOC 35 Ft - Non Precision 35 Ft - Circling Altitude None.

Answer 111

- An Auto-Land is recommended when: **\*** Visibility \< 1500 M & Ceiling \< 300 Ft - Information can be found in: **\*** Flight Procedure (Landing) (Auto-Land) 8.3.10.1.

Answer 112

YES… - That the ONLY case were an F/O can Continue and Perform an Auto-Land.

Answer 113

- YES… **\*** The Crew must be Careful as the ILS protected Area may be Infringed by Other Aircrafts or Vehicles **\*** The Commander must be Ready to Revert to Manual at Any Time.

Answer 114

- Glide Path: 2.5° to 3.15° - Elevation Max: 2500 Ft \* Where Autoland Approval is given on the Port Page, Above Values have been Assessed.

Answer 115

- The Auto-Land has been Performed Successfully by 3 or more KA Aircraft Using this Specific ILS Approach. **\*** It **does NOT mean** that the ILS is Suitable for LVO!!!

Answer 116

- Check on the Flight Plan that the Closest Destination Alternate is **ALSO** Commercially Preferred. - If it’s Not the Case, Change the Nominated Destination Alternate using the List on the CFP and in Consultation with IOC.

Answer 117

If there is More than One Option for a Diversion: - The Priority should be given to: **\*** Handling Aspect (Pax, New Crew, Grd Agents, etc.).

Answer 118

At Least 1 Cockpit Crew shall remain on board. (For Possible Evacuation Signal purpose)

Answer 119

- From the Start Checklist to Top of Climb. - From the Top of Descent (TOD) to Engine Shut Down (Usually until the End of Parking C/L to avoid having the Ground Interrupting the C/L in progress).

Answer 120

- The words “When Ready” will be used by ATC (“At Pilot Discretion” is Incorrect) - When the Aircraft Start the Descent it will Report Leaving its Present Level.

Answer 121

The Clearance must be Re-Confirmed with ATC Once the Pilot Returns.

Answer 122

“MAYDAY” x 3 … is a **Distress** Call “PAN PAN” x 3 … is an **Urgency** Call _Please Note_: Some Countries will Not Recognize PAN Call, they Simply Use the MAYDAY Call.

Answer 123

- Dragon …, TCAS RA - Dragon …, Clear of Conflict, Returning To … - Dragon …, Clear of Conflict, … Resumed - If Unable to Pass a Message until the A/C has begun Returning to its Assigned Clearance: **\*** Dragon …, TCAS RA, Clear of conflict returning to ….

Answer 124

“Dragon … , Unable TCAS RA”.

Answer 125

- None during RA phase (Pilot Following RA Instructions) - ATC Resume Responsibility when Acknowledging the Pilot Report that: **\*** He has Resume Previous Clearance **\*** He is Returning to the Previous Clearance and then ATC is Issuing a New One.

Answer 126

- ALL Restrictions on SID / STAR shall be Followed Unless: **\*** ATC use the Terminology “Level Restrictions Cancelled” - If ATC Issued a Restriction ‘A’ **Not Present** on Charts a **\*** Then a Restriction ‘B’ Without Mentioning ‘A’ **\*** ‘A’ is Automatically Cancelled - If ATC issues Headings (Radar Vectors): **\*** **ALL** Vertical Constraints are Cancelled.

Answer 127

- When Parked at the Boarding Gate, ENG OFF.

Answer 128

- The Welcoming Announcements should Emphasis Safety briefing and Observing the Seatbelt Signs - If Turbulence are Anticipated during the Initial Climb remind the Cabin Crew to Remain Seated.

Answer 129

The Captain will switch ON the Seatbelts Sign.

Answer 130

- A Passenger Announcement (PA) is made as follows: “Ladies and Gentlemen Please Note the Seatbelts Signs are switch ON, Cabin Crew Please be Seated” - If the PA system is U/S, Seatbelts should be Cycled Once.

Answer 131

At 20.000 Ft Around 15 min / 65 NM At 10.000 Ft Around 10 min / 40 NM ≥ 5.000 Ft Around 05 min / 20 NM.

Answer 132

- Use Cabin Interphone for All Normal and Emergency Calls - Seatbelt Cycle Once (After being switched ON for a while) to Inform of Moderate to Severe Turbulence - A Brace Call will be Replaced by 6 or More Seatbelt Cycles 30 seconds Before Impact.

Answer 133

The PM will Call FA 1 to confirm the Cabin is Secured.

Answer 134

- SET: Clenched Fist, Palm Side Forward - RELEASED: Open Hand, Fingers Spread, Palm Side Forward.

Answer 135

- 1^st Of All: **Make Sure** there is No Ground Personnel Close to the Nose Landing Gear - Then Flash the Runway Turnoff Light Twice.

Answer 136

- It should be a Concise Introductory Announcements, made in English, only a Few Minutes before Doors are Closed - NO **Routine PA** are to be made During Climb, Descent or Approach.

Answer 137

The PM must Take Control if No Response to: - A 2^nd Challenge or Any Other Calls.

Answer 138

In order of Urgency from Low to High - Cabin Crew Resume Duties. (Cancel Previous Instructions) - Attention! Purser to Cockpit! (In Case of Incapacitation) - Attention! Emergency Descent! (In Case of Emergency Descent Started) - Attention! Cabin Crew At Stations! (Emergency Stop or 2000 Ft) - Brace! Brace!, If PA U/S Cycle the Seat Belts 6 Times (at 500 Ft) - Evacuate! Evacuate! (On Ground or Ditching).

Answer 139

“Cabin Crew Resume Duties”.

Answer 140

NITSR… Nature Intension Timing Special Instructions Repeat.

Answer 141

- NO Emergency Evacuation is Anticipated - FA1 will prepare ‘Cabin Only’ for Possible Evacuation - After Landing the Cockpit will Inform FA1 of What Next - If No Communication from the Cockpit FA1 will Ask.

Answer 142

- An Emergency Evacuation is Anticipated - The Capt. will Indicate which Exit may be Used - FA1 will Inform the Cabin Crew to Prepare for Evacuation and which Exit should be Used.

Answer 143

- 2000 Ft Attention Cabin Crew at Stations - 500 Ft Brace, Brace - Evacuation Evacuate, Evacuate - Emer. Descent Attention, Emergency Descent.

Answer 144

- Cathay OPS IOC for ALL Cpny Ops … OPS - Dragon Dispatch Dispatch Paper Work - Cathay Engineering Tech Support … ENG - Dragon Hong Kong Gates / Crew Buses … HUB - MEDLINK Medical Advice … MED **\* All of the above can be found on the Port Pages**.

Answer 145

Flight Procedures (Communications) (Company Operational Communications)

Answer 146

Controller-Pilot Datalink Communications Device - Provides Surveillance and Direct Controller – Pilot Communications capabilities Beyond the Range of existing Radar and VHF Voice - Equipped on A330 Only.

Answer 147

- **IF** it is Clearly Defined in the QRH - **IF** to Leave it Tripped has an Adverse Effect on the Flight Safety (That shall be done **Only Once**) - **In All Cases** a CX Engineering Advice will be Wise.

Answer 148

- Cabin Crew are Not Allowed to Reset Any Breakers in the Cabin - The Commander must be Advised and will Decide of the Course of Action.

Answer 149

- The Aircraft must be Stationary with Park Break Set - The Action should be Coordinated with Maintenance or CX Engineering.

Answer 150

The Commander shall Contact IOC ASAP.

Answer 151

- Consideration must be Given to LAND ASAP - The Prime Requirement after (N-1) is to Ensure the Continued Safety of the Aircraft and its Occupants.

Answer 152

Checking the Circuit Breakers (CB) and Testing the Lights which are Considered as Normal Crew Actions.

Answer 153

The TakeOff Performance Data has been Calculated using that Procedure to Avoid One or More Obstacles.

Answer 154

- The QRH Recommend to Use All Airport Facilities to Disembark - Volume 7 Recommend to Disembark Well Away from the Terminal _Please Note_: In both cases an Expedite Normal Disembarkation should be carried out!

Answer 155

- Land to the Nearest Suitable airport - Relight in Flight should be Confirmed by CX Engineering Guidance if Possible.

Answer 156

- With 1 ENG Shutdown In-Flight, Crew should LAND ASAP - If ENG Relight is Considered: **\*** Careful Assessment of the Failed Engine's Mechanical Condition should be Completed **\*** IOC should be Contacted for Engineering Guidance Prior to an Attempted Air-Start.

Answer 157

- With **No Structural Damages** the Commander can Elect to Continue to any Suitable Airports if: **\*** It’s Safe to Do So **\*** Normal Fuel Required can be Met at Destination _Please Note_: The 5% Contingency is NOT an In-Flight Requirement.

Answer 158

If Cargo or Passengers are Carried on KA aircraft: … **NEVER** …