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Part A CHAP 8 FEB 2016 > Chap 8.3 FLIGHT PROCEDURES > Flashcards

Chap 8.3 FLIGHT PROCEDURES Flashcards

1
Q

327- Under KA Regulations can an IFR FPL be Transformed to a VFR FPL in Flight if VMC Conditions are Encountered?

(8.3.1.1)

A

Under NO Circumstances IFR FPL can be Cancelled to

a VFR FPL.

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2
Q

328- Who is Responsible to be Up to Date with HK AIP, AIP Supplements, AIC, NOTAMS, ANO, etc.?

When shall it be done?

(8.3.1.2)

A
  • The Flight Crew is Responsible for Knowing the Latest

Amendments

  • It should be Done at the Airfield of Departure.
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3
Q

329- Can a KA Aircraft fly in an Uncontrolled Airspace?

(8.3.1.2)

A

It is possible Under Specific Circumstances

(i.e. Charter flights)

It must be Done with the Approval of the Dir. of Operations.

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4
Q

330- What happen if ATC Inform the Aircraft that it is Not flying within the Standard of Navigational Accuracy?

(8.3.1.2)

A

The Commander shall Report it by Filing an ASR.

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5
Q

331- What are the Standard Procedures regarding the Use on NAV Aids in Flight?

(8.3.1.2)

A
  • For DEP & ARR Procedures the NAV Aids

* Shall be Displayed and Identified by Both Pilots

* Can be Auto-Tuned.

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6
Q

332- What are the Navigation Database Available on FMGS for A320/321.

Where to Find their Reference?

(8.3.1.2)

A

KA 1 -> Legacy FMS

KA 2 -> FMS Release 1A

They can be Identified via “A/C Status Page” (LSK 2R).

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7
Q

333- According to KA Standard,

What the Suffix “8” means on a Company Route?

i. e. HKGXMN8
(8. 3.1.2)

A

Suffix ‘8’ is Normally used for Company Alternate Routes.

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8
Q

334- If a Pilot Store a Waypoint in the Database Will it be Automatically Deleted at the End of the Flight?

(8.3.1.2)

A

NO, it will Stay in the Database Until:

  • The Navigation Database is Updated
  • The Waypoint is Manually Deleted.
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9
Q

335- What will be the Default Approach in the KA1 Database (due to programming constraints) if More than One is available?

i. e. ILS X,Y,Z
(8. 3.1.2)

A

The Only Approach will be ILS “Z” by Default

* Only One per Type is Inserted for KA1.

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10
Q

336- If a Discrepancy Exists Between Chart and Navigation Database, Which is Definitive?

How should it be Reported?

(8.3.1.2)

A
  • The Charts are Always Definitive version

* Unless Amended by Notams.

  • It shall be reported in the CAR with attention to:

* Line Operations.

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11
Q

337- What North Reference is Used by the RNAV System?

(8.3.1.2)

A
  • The RNAV is based on True North
  • It displays Magnetic Course Only for Pilot Reference.
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12
Q

338- What is the Maximum Allowed Difference between the Course of RNAV Display and the SID/STAR Charts Course?

(8.3.1.2)

A

The Maximum Difference shall Not Exceed “3°”.

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13
Q

339- What is the Standard Reference for All Charts in Aviation?

(8.3.1.2)

A

Geodetic Reference Datums: WGS-84

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14
Q

340- What is the Future Concept of Navigation?

(8.3.1.2)

A

It’s Area Navigation (RNAV)

+ Required Navigation Performance (RNP)

+ Global Navigation Satellite System (GNSS)

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15
Q

341- What is the Definition of RNAV?

(8.3.1.2)

A
  • It’s a “Method of Navigation” Allowing Operation on

“Any Flight Path” with support of:

* Ground Based Navigation or GNSS or Both.

  • It does Not require to be Monitored
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16
Q

342- How is RNAV Accuracy Defined?

(8.3.1.2)

A

RNAV - “Accuracy Factor”

i.e. RNAV-3 = 3 NM Accuracy

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17
Q

343- What is the Definition of PBN in Navigation?

(8.3.1.2)

A
  • PBN = Performance Based Navigation
  • It combines 3 Interrelated Elements:

* Nav Application

= Nav Specifications

+ Navaid Infrastructure

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18
Q

344- What is the Definition of RNP?

(8.3.1.2)

A
  • RNP = Required Navigation Performance
  • It Allows an Aircraft to Proceed on Specific Procedures

* Such as Complex Arrivals/Departures

  • It Requires to be Monitored
  • It Will Alert the Crew if it’s Not Compliant.
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19
Q

345- How is the RNP Accuracy Defined?

(8.3.1.2)

A

RNP-“Accuracy Factor” (i.e. RNP-0.3) means:

  • 0.3 NM of Accuracy

* It Must be Accurate at least 95% of the time

with All Aircrafts Within the Airspace.

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20
Q

346- What is the Difference Between:

RNP and RNAV?

(8.3.1.2)

A

RNP is an RNAV with an On-board Navigation Monitoring

and Alerting System.

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21
Q

347- Where to find the Diverse Specifications / Requirements for RNAV/RNP?

(8.3.1.2)

A

Chapter 8

Flight Procedures

(Navigation) 8.3.1.2

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22
Q

348- Is DragonAir Approved for:

RNAV(RNP),

RNAV(GNSS),

RNAV(GPS) & GPS Approaches?

(8.3.1.2) & (8.3.6.1)

A
  • RNP, GNSS, GPS Approaches = YES (S1 S2 on FPL)
  • RNP AR (Authorisation Required) = Not Yet (T1 T2 on FPL)

Flight Procedures

(Approach)

(Instrument Approach Procedures) 8.3.6.1.

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23
Q

349- Can a RNAV be Substitutes to a Navaid in All Cases?

(8.3.1.2)

A
  • YES / NO …

* RNAV can be Substitutes to a NAV Aids

(VOR, NDB, DME …) if those are Out of Service

* Except for the Navaids providing Lateral Guidance

on the Final Approach Segment.

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24
Q

350- What Precautions should be Taken When Using RNAV for an ILS?

(8.3.1.2)

A
  • If the ILS Info is Entered in the PROG Page it will

Provide the Distance to the ILS Localizer Antenna…

* Which might be Different from the Distance given

by the Original DME

(Localizer Antenna being located at the End of the

RWY)

  • It will be Better to Enter the Runway Threshold in

the PROG Page.

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25
Q

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

(8.3.1.2)

A

NO …

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

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26
Q

352- What are the Restrictions of Flying RNP 1 or Less?

(8.3.1.2)

A

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).

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27
Q

353- Does RNAV Require Tuning / Identification or External Navaid if Available?

(8.3.1.2)

A
  • 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.
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28
Q

354- What is the Definition of GNSS

A

GNSS = Global Navigation Surveillance System

  • It provides Position, Velocity & Time
  • It’s Based on Satellite Constellations from US/EU/RU/CN.
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29
Q

355- What are GBAS (LAAS), SBAS (WASS), ABAS, RAIM for?

(8.3.1.2)

A

Those are diverse GNSS Augmentation System

  • They Compensate Performance Limitations of the GNSS

System.

  • RAIM is the Most Commonly Used (48h Accuracy).
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30
Q

356- What are the Restrictions of Flying to Airports with GPS-Only Approaches?

(8.3.1.2)

A

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

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31
Q

357- Where to Find Information about “Flight in Schedule 8 Area”?

(8.3.1.2)

(PRO-SPO-52)

A

FCOM PRO-SPO-52

SCHEDULE 8 NAVIGATION AREAS

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32
Q

358- What are the Differences Between ADS-A, -B, -C?

(8.3.1.2)

A

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.

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33
Q

359- Where to find the details on AREA Conducting ADS-B Ops?

(8.3.1.2)

A
  • In NOTAMS

OR

  • FLIGHT PROCEDURES

(GENERAL)

(Designation of ADS-B Airspace Within DragonAir’s

Area of Operation)

8.3.1.2 p 150

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34
Q

360- What is to be done if the Systems on Board are NOT Compliant with ADS-B Requirements?

(8.3.1.2)

A
  • Contact Flight Dispatch to ensure “Route Restrictions”

for “Non-ADS Flights” have been Taken Into Account

  • Refer to the MEL for Serviceability Requirements.
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35
Q

361- How to Inhibit the ADS-B in Flight?

(8.3.1.2)

A

That is Prohibited by KA procedures to Preserve:

  • SSR or TCAS operations

* Technically you can put the Transponder on Standby.

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36
Q

362- What are 3 Need to Know about ADS-B System?

(8.3.1.2)

A
  • 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.

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37
Q

363- What to do if ADS System Fails?

(8.3.1.2)

A

The Normal Position Reporting by Voice is Resumed.

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38
Q

364- What are the ATC Procedures if Emergency Codes are Put In the Transponder

(i. e. 7500/6/7)?
(8. 3.1.2)

A

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.

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39
Q

365- What are the Differences between:

Radar and ADS-B Environment?

(8.3.1.2)

A
  • 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.

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40
Q

366- What’s the Phraseology Associated with:

1) “Dragon … Advise

ADS-B capability”

2) “Dragon … Stop ADS-B Transmission”
3) “Dragon … Stop ADS-B Altitude”
(8. 3.1.2)

A

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

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41
Q

367- Wen is it Required to Crosscheck Altimeters?

(8.3.1.3)

A
  • 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.
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42
Q

368- What to do if QFE is the Only Information Given at the Destination Airport?

(8.3.1.3)

A

A Correction for Airport Elevation must be Applied to:

- All Procedural Altitudes.

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43
Q

369- What Altitude Reference should be used for:

1) Non-Precision APP,

CAT 1 APP?

2) CAT 2/3 APP?
(8. 3.1.3)

A

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

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44
Q

370- When / How to Use / Check the Metric Altimeter?

(8.3.1.3)

A

- 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).

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45
Q

371-What is the Procedure when the Clearance is in METERS and the Airport Reference if the QFE?

(8.3.1.3)

A
  • 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.

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46
Q

372- What to do if the TCAS-RA say to Go One Way and the ATC Another Way?

(8.3.1.4)

A

The RA Shall be Followed at ALL Times.

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47
Q

373- What is the Maximum Recommended Rate of Climb / Descent to be used to Avoid TCAS Nuisance?

(8.3.1.4)

A

1000 Ft/Min Maximum.

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48
Q

374- Is it possible to Fly with a TCAS INOP?

(8.3.1.4)

A

Yes it is Possible in Accordance with the MEL

* This Includes RVSM Airspace.

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49
Q

375- If the TCAS is INOP do we Have to Inform ATC or Else?

(8.3.1.4)

A

There is NO Requirements to Inform ATC

or to Report it on the Flight Plan.

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50
Q

376- If the TCAS is INOP can Other Aircrafts ‘See’ us?

(8.3.1.4)

A

YES …

  • As long as the Transponder is Reporting our Altitude,

we will be Visible to All Aircrafts TCAS II Equipped.

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51
Q

377- What’s the Definition of a RVSM Airspace?

(8.3.1.5)

A
  • 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.
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52
Q

378- Can the RVSM Rules be Changed Depending on the Region Over Flown?

(8.3.1.5)

A

Some Regional Differences Exist and can be Found in

the NavTech Supplement – ATC section.

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53
Q

379- Where to find the information about Required Equipment for RVSM flight?

(8.3.1.5)

A
  • NavTech Supplement – ATC section
  • FCOM PRO–SPO–50

Reduced Vertical Separation Minimum (RVSM).

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54
Q

380- While in RVSM Airspace under What Circumstances it’s Required to Fill an ASR?

(8.3.1.5)

A
  • If the Fly Deviates by 300 Ft

* ASR Report and Line Ops by CAR

  • If Wake Turbulence are Encountered

* ASR Report.

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55
Q

381- What is the Maximum Deviation Allowed between a Cleared Level in Meters and Actual PFD Readout?

(8.3.1.5)

A

A maximum of 30 M or 100 Ft.

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56
Q

382- What are the Requirements for Fuel Once in Flight?

(8.3.1.6)

A

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.

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57
Q

383- Is it possible to TakeOff with NO Contingency Left (5%)?

(8.3.1.6)

A

YES…

  • It’s “Allowed” (i.e. “Due to Unforeseen Taxi Delays”)
  • However it should Never Impact the Safety of the Flight.
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58
Q

384- What is the Definition of Normal Fuel Required?

(8.3.1.6)

A

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.

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59
Q

385- What is the Definition of

Availability of a Suitable ERA?

(8.3.1.6)

A

- 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.

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60
Q

386- What is the Definition of “In Flight Reduction of Normal Fuel Required” prior to Descent?

(8.3.1.6)

A
  • 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.

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61
Q

387- What is the Definition of “In Flight Reduction of Normal Fuel Required” After having Start the Descent? (8.3.1.6)

A
  • 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.

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62
Q

388- What is the Recommended Minimum Fuel at the Destination Airport by KA?

(8.3.1.6)

A
  • Legally it’s 30 Min
  • KA Recommend 45 Min at DEST IF:

* Reduction of Normal Fuel Required has been applied

(Dump of the Alternate).

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63
Q

389- If In-Flight Reduction of Normal Fuel Required is considered And the Notams of Hong Kong Indicate that the 2nd RWY is Closed. What are the Options Available?

(8.3.1.6)

A

Asked IOC is the 2nd Runway:

  • Can be Made Available at Short Notice.
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64
Q

390- What is the Definition of Minimum Fuel for Landing?

(8.3.1.6)

A
  • 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.

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65
Q

391- Related to the Fuel, In what Case a MAYDAY Call would be used?

(8.3.1.6)

A

If the Calculated Landing Fuel < Final Reserve Fuel

  • “MAYDAY, MAYDAY, MAYDAY FUEL” shall be Declared.
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66
Q

392- What are the Critical Points the Crew should Consider when a Diversion become Necessary?

(8.3.1.6)

A
  • Low Levels
  • Delays on Arrival
  • Fuel Consumption Increase due to Technical Problem

(QRH Fuel Penalty Factors).

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67
Q

393- What are the Points to Remember about the

Cost Index?

(8.3.1.6)

A
  • 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.

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68
Q

394- What are the Requirements Time / Distance for Wake Turbulences?

(8.3.1.7)

A

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

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

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69
Q

395- When are the Full Seat Harness Required?

(8.3.1.8)

A
  • T/O, Initial CLB, DSCT, App & LDG
  • During In Flight Turbulences
  • During Single Pilot Operation.
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70
Q

396- What are the Phase of ‘Sterile Flight Deck’?

(8.3.1.9)

A
  • From Engine Start or Aircraft Moves until Cruise Altitude
  • From 30 minutes P/A until Aircraft Parked and Seatbelts

are Selected Off.

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71
Q

397- What are the Restrictions During a ‘Sterile Flight Deck’?

(8.3.1.9)

A
  • 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.

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72
Q

398- What is the Minimum Number of Personnel in the Flight Deck?

(8.3.1.10)

A
  • 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 1st

* Then Leave the Cockpit in her Presence.

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73
Q

399- What are the Consequences of having a Jump Seat Personnel in the Cockpit?

(8.3.1.10)

A
  • The Cabin crew is No More Required for “Toilet Time”
  • The Person using the Jump Seat must Wear a Seat Belt

at ALL Time.

74
Q

400- What are the Consequences of an Unserviceable CDSS?

(8.3.1.10)

A

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.

75
Q

401- What are the Consequences of an Unserviceable CDLS?

(8.3.1.10)

A

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.

76
Q

402- Who can Visit the Flight Deck after Dispatch?

(8.3.1.10)

A
  • 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.

77
Q

403- When can a Commercial Passenger Enter the Flight Deck?

(8.3.1.10)

A
  • On Ground with Seatbelts Signs Off

* It’s Prohibited during Aircraft Dispatch.

78
Q

404- What are the Requirements for the Use of Flight Deck Jump Seats?

(8.3.1.11)

A
  • 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

79
Q

405- Where to Find the Vacant Cabin Crew Seat for Each Aircraft?

(8.3.1.11)

A
  • (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)

80
Q

406- Who can Occupy a Vacant Cabin Crew Seat?

(8.3.1.11)

A
  • 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).

81
Q

407- What are the required Actions if a Crew Member is Incapacitated?

(8.3.1.12)

A
  • 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.

82
Q

408- How to Contact the DOM if Required?

(8.3.1.14)

A

Via IOC on 2747-8833 or 2747-8811.

83
Q

409- How to Contact the DEM if Required?

(8.3.1.14)

A

Via IOC on 2747-8833 or 2747-8811.

84
Q

410- What to do in Case of Microburst Alert?

(8.3.1.15)

A

Delay the TakeOff or Go Around…

As Appropriate.

85
Q

411- What is considered a Contaminated Runway and Can we Land on It?

(8.3.1.16)

A

If the ICAO Friction Coefficient is < 0.25 for Breaking:

  • Landing is Prohibited!

* Unless an Emergency Requires an Immediate Return.

86
Q

412- What is the Normal / Maximum Bank Angle in

Manual Flight?

(8.3.1.18)

A

Normal Bank – 25°

Maximum Bank – 30°.

87
Q

413- What are the Actions to be Taken to Avoid Runway Incursions?

(8.3.1.19)

A
  • 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.

88
Q

414- What is considered an Excessive Rate of Descent (ROD) and shall be Immediately Corrected by the PF?

(8.3.1.20)

A

A ROD > 2,500 Ft/Min Below 2,500ft RA

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

89
Q

415- Who should Manipulate the Weather Radar if the A/P is OFF?

(8.3.1.21)

A

The PF shall Direct the PM for Weather Radar Operations.

90
Q

416- When operating in Vicinity of Volcanic Ash

What is a NO FLY ZONE?

(8.3.1.22)

A

NO FLY ZONE = Affected Area Impacted by Volcanic Ash.

91
Q

417- What is the Influence of a NO FLY ZONE (NFZ) on the Flight Preparation?

(8.3.1.22)

A
  • 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).

92
Q

418- What if Volcanic Ash is Reported or Encountered Outside of the NO FLY ZONE (NFZ)?

(8.3.1.22)

A

Each subsequent Arrival/Departure must be Approved

by the GMF in conjunction with KA Line Operations.

93
Q

419- What are the 3 Levels of Concentration for a Volcanic Ash (VA) Cloud?

(8.3.1.22)

A
  • Low:

* Invisible, with NO Effect to the A/C Systems

  • Medium and High:

* Visible, may Cause Damage to the A/C Systems.

94
Q

420- What are the Minimum for TakeOff?

(8.3.3.1)

A
  • The Capt. Cannot TakeOff if the RVR OR Ceiling are

Below the Chart Minima

  • If RVR is Provided or Reported:

* RVR must be ≥ Minima.

95
Q

421- What to do if RVR is Not reported for TakeOff?

(8.3.3.1)

A

The Pilots can Evaluate the Equivalent to RVR by Counting the Number of Lights Visible

(ICAO 60 m Spacing or Else Specified).

96
Q

422- When can the Pilot Assess the Visibility by Counting Light on the Runway?

(8.3.3.1)

A

When the RVR is Not available and for TakeOff Only.

97
Q

423- Can KA have Lower than Standard Minima for TakeOff?

(8.3.3.1)

A

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.

98
Q

424- What is the meaning of the Minima in (brackets), any Restrictions?

(8.3.3.1)

A
  • 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.

99
Q

425- What are the TakeOff Minima if they Cannot be Obtained from Airport Charts or Airport Authorities?

(8.3.3.1)

A

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.

100
Q

426- Is it possible to TakeOff without an Alternate Airport at DEP?

(8.3.3.1)

A

YES…

  • If TakeOff Weather at DEP ≥ Requirements for Landing
  • No other Ops Conditions Exist, that would Preclude

a Return to the DEP Airport.

101
Q

427- What are the Requirements for a TakeOff Alternate Airport?

(8.3.3.1)

A
  • 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.
102
Q

428- What is the Minimum Altitude to Initiate a Turn after TakeOff?

(8.3.3.2)

A
  • 400 FT

* Unless Stated otherwise on the Port Page.

103
Q

429- What is the Minimum Climb Gradients for A320/M/1?

(8.3.3.3)

A
  • Min 10% for T/O (A320/1)
  • Min 13% for G/A (A320/1)

Flight Procedures

(TakeOff)

(Climb Gradients)

8.3.3.3

104
Q

430- What are the Countries where “Maintain Runway Heading” Implies to Simply Maintain a Heading (Not a Track)?

(8.3.3.4)

A
  • USA, Canada and Australia

* Elsewhere Maintain RWY Track is Implied.

105
Q

431- When Noise Abatement Departure Procedure (NADP) shall be Disregarded?

(8.3.3.5)

A

NADP 1(2) shall NOT Be Conducted if:

  • Significant Turbulence
  • Windshear
  • Engine Failure
106
Q

432- What is an ERA?

(8.3.4.1)

A

An En-Route Alternate Airport.

107
Q

433- What are the Requirements of a Change of Destination In Flight?

(8.3.4.1)

A

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.

108
Q

434- Why there are Holding Speed Restrictions?

When do they Really Matters?

(8.3.5.1)

A
  • Holding speed are Imposed to Ensure the Aircraft will

Stay within the Holding Area Protection

  • They must be Observed especially Below the MSA.
109
Q

435-What are the Correlations Between Speed and Altitude for Holding Patterns?

(8.3.5.1)

A
  • 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!!!

110
Q

436- What are the Approved Instrument Procedures for KA?

(8.3.6.1)

A
  • 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.
111
Q

437- What Kind of RNP is NOT yet Approved by KA?

(8.3.6.1)

A
  • RNP (AR)

* Authorisation Required.

112
Q

438- What are the Restrictions Associated to a NON-DataBase APP?

(8.3.6.2)

A
  • 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.

113
Q

439- How to Fly an APP Procedure NOT Directly Selected from the FM DataBase?

(8.3.6.2)

A
  • In All Cases:

* Managed Vertical Modes is Prohibited below

the highest sector MSA

  • Raw Data shall be Used as the Primary Nav. Ref.
114
Q

440- When can an Approach be Continued?

(8.3.6.3 – Commencement and Continuation of an Approach)

A
  • 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.

115
Q

441- What are the Altitudes to be Checked to Continue or Abort an Approach?

(8.3.6.2)

A
  • Above 1000 FT Continue to 1000 FT AAL
  • Between 1000 FT AAL and MDA Continue to MDA.
116
Q

442- What is the Influence of the Wind to Continue or Abort an Approach?

(8.3.6.2)

A
  • The Wind must be Within Aircraft Limits
  • It’s NOT a Factor to Continue Below 1000 FT AAL.
117
Q

443- Can we Factor the Given Visibility to Obtain an RVR for Landing?

(8.3.6.2)

A

Factoring Visibility is Prohibited for:

  • Approach and Landing once Dispatched.
118
Q

444- What are the RVR Reporting Requirements for CAT 1?

(8.3.6.2)

A
  • 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.

119
Q

445- What are the Minimum Visual Reference for diverse Type of Approach (non LVO)?

(8.3.6.2)

A
  • 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.

120
Q

446- What are the Minimum Visual Reference for APP other than LVO?

(8.3.6.3)

A
  • 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.

121
Q

447- What Minima defines an Approach Ban?

(8. 3.6.3)
(8. 1.4.3)

A

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

8.1.4.3

122
Q

448- What “0.1° of Difference between the MCDU and the Charted Vertical Profile is Acceptable” Means?

(8.3.6.3).

A

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).

123
Q

449- What are the Other Parameters than the Minima to consider for an Approach Ban?

(8.3.6.3)

A
  • 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)

124
Q

450- What are the Different Types of Approach Lights Systems?

(8.3.6.4)

A
  • 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

125
Q

451- What shall be done if an Aircraft or Airport Systems Failure necessitates a Reversion to a Degraded Approach Category?

(8.3.6.5)

A
  • 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.

126
Q

452- What are the Conditions applicable to the table “Failed or Downgraded Equipment and the effect on Landing Minima”?

(8.3.6.5)

A
  • 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.
127
Q

453- What shall be done if During Approach the Ground Equipment Fails or is Downgraded?

(8.3.6.5)

A
  • 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.
128
Q

454- During a Circling Approach can we Maintain a Level Segment on the Inst. App. part?

If Yes, up to what point?

(8.3.7.1)

A

Yes when reaching the Circling Altitude up to:

  • The Missed APP Point, Before Opening for Downwind.
129
Q

455- During a Circling Approach when can we go below the Circling altitude?

(8.3.7.1)

A
  • Within the Circling area
  • Visual Contact with the RWY Environment
  • On an Approach Path within the Traffic Pattern at a

Normal Rate of Descent.

130
Q

456- What are the Actions to be Followed if Visual Reference are Lost during a Circling?

(8.3.7.2)

A
  • 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.

131
Q

457- What are the Restrictions for a Visual Approach?

(8.3.8.1)

A
  • 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.
132
Q

458- When Clear for Visual Approach, Layers of Ground Fog or Mist are Present at the Airport in otherwise Good Visibility Conditions…

What shall be Check for the APP?

(8.3.8.1)

A

Ensure that:

  • RVR ≥ 800 M

Or

  • RVR ≥ The Visibility Required for a Non-Precision

Approach for the Intended Runway

* Whichever above is Higher.

133
Q

459- What is the Regulation for Visual Separation in Flight? (8.3.8.1)

A

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.

134
Q

460- What are the Heights Allowance Required by KA on Minima?

(8.3.9.1)

A
  • Precision None
  • LNAV/VNAV None
  • LNAV/LOC 35 Ft
  • Non Precision 35 Ft
  • Circling Altitude None.
135
Q

461- When are Auto-Land Recommended and Where to Find their Information?

(8.3.10.1)

A
  • 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.

136
Q

462- Can an Auto-Land being performed if the Capt. is Incapacitated?

(8.3.10.1)

A

YES…

  • That the ONLY case were an F/O can Continue and

Perform an Auto-Land.

137
Q

463- Can an Auto-Land be Performed if the Airport LVO are Not In Force?

(8.3.10.1)

A
  • 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.

138
Q

464- What are Maximum Glide Path / Aerodrome Elevation for Auto-Land on A320/21?

(8.3.10.1)

A
  • 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.

139
Q

465- What does the Port Page Approval for Auto-Land means?

(8.3.10.1)

A
  • 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!!!

140
Q

466- What to do if a Diversion is Likely and we are Still at the Planning Stage?

(8.3.11.1)

A
  • 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.

141
Q

467- What type of Diversion Port is to be Considered if the Crew is Running Out of FTL?

(8.3.11.1)

A

If there is More than One Option for a Diversion:

  • The Priority should be given to:

* Handling Aspect (Pax, New Crew, Grd Agents, etc.).

142
Q

468- What is the Minimum number of Cockpit Crew with Passengers On Board during Transit / Aircraft Change?

(8.3.12.1)

A

At Least 1 Cockpit Crew shall remain on board.

(For Possible Evacuation Signal purpose)

143
Q

469- When the Headset must be used?

(8.3.13.1)

A
  • 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).

144
Q

470- What should be Said / Done when the Aircraft is Clear to Descent in the Near Future?

(8.3.13.1)

A
  • 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.

145
Q

471- What should be Done If an ATC clearance is Received whilst One Pilot is Temporarily Out of the Flight Deck?

(8.3.13.1)

A

The Clearance must be Re-Confirmed with ATC

Once the Pilot Returns.

146
Q

472- What’s the Difference between MAYDAY and PAN Calls?

(8.3.13.1)

A

“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.

147
Q

473- What are the 4 possible Calls Following a TCAS-RA?

(8.3.13.1)

A
  • 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 ….

148
Q

474- What Call shall be use if Unable to Comply with ATC Instructions due to a TCAS-RA?

(8.3.13.1)

A

“Dragon … , Unable TCAS RA”.

149
Q

475- What is the ATC Responsibility for Separation During a RA?

(8.3.13.1)

A
  • 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.

150
Q

476- How to Handle Vertical Restrictions on SID / STAR?

(8.3.13.1)

A
  • 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.

151
Q

477- When can Mobile Phones be Used in the Cockpit?

(8.3.13.2)

A
  • When Parked at the Boarding Gate, ENG OFF.
152
Q

478- What are the Mandatory Points During the Capt. Briefing to the Passenger and/or Cabin Crews?

(8.3.13.2)

A
  • 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.

153
Q

479- In case of In-Flight Turbulence who’s Responsible for the Setting the Seat Belts?

(8.3.13.2)

A

The Captain will switch ON the Seatbelts Sign.

154
Q

480- What is the Procedure if Moderate to Severe Turbulence are Encountered in Flight?

(8.3.13.2)

A
  • 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.
155
Q

481- What are the 3 Majors Notifications to Cabin Crew in terms of Timing during the Descent?

(8.3.13.2)

A

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.

156
Q

482- What are the Actions to be Taken if PA is U/S? (8.3.13.2)

A
  • 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.

157
Q

483- What to Do if the CDSS is U/S?

(8.3.13.2)

A

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

158
Q

484- What are the Hand Signals for Park Break Set or Released?

(8.3.13.2)

A
  • SET: Clenched Fist, Palm Side Forward
  • RELEASED: Open Hand, Fingers Spread,

Palm Side Forward.

159
Q

485- What to do if you want the Ground Engineer Back to the Aircraft after he Disconnects?

(8.3.13.2)

A
  • 1st Of All: Make Sure there is No Ground Personnel

Close to the Nose Landing Gear

  • Then Flash the Runway Turnoff Light Twice.
160
Q

486- What should be an Appropriate PA to Passenger Before Departure?

(8.3.13.2)

A
  • 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.

161
Q

487- How Many Times a Standard Call should be made Before Considering an Incapacitation?

(8.3.13.2)

A

The PM must Take Control if No Response to:

  • A 2nd Challenge or Any Other Calls.
162
Q

488- What are the 6 Emergency Calls for the Cabin Crew and in What Occasions?

(8.3.13.2)

A

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).

163
Q

489- What Call should be used to Cancel the Alert Phase for the Cabin Crew?

(8.3.13.2)

A

“Cabin Crew Resume Duties”.

164
Q

490- What Acronym is used for the Cabin Crew Briefing?

(8.3.13.2)

A

NITSR…

Nature

Intension

Timing

Special Instructions

Repeat.

165
Q

491- What are the Elements for a Precautionary Landing? (8.3.13.2)

A
  • 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.
166
Q

492- What are the Elements for an

Emergency Landing?

(8.3.13.2)

A
  • 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.

167
Q

493- What are the Standard Call from the Cockpit to the Cabin in Case of Emergency?

(8.3.13.2)

A
  • 2000 Ft Attention Cabin Crew at Stations
  • 500 Ft Brace, Brace
  • Evacuation Evacuate, Evacuate
  • Emer. Descent Attention, Emergency Descent.
168
Q

494- What are the Diverse Services Accessible via VHF in HKG and their Associated Prefix if Free Text is used?

(8.3.13.2)

A
  • 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.

169
Q

495- Where to find the SITA Address/Codes should it be Needed?

(8.3.13.2)

A

Flight Procedures

(Communications)

(Company Operational Communications)

170
Q

496- What’s a CPDLC?

(8.3.13.2)

A

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.
171
Q

497- When is it Possible to Reset a Breaker that Tripped in Flight?

(8.3.14.1)

A
  • 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.
172
Q

498- Can a Cabin Crew Reset a Cabin Breaker in Flight?

(8.3.14.1)

A
  • 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.

173
Q

499- When is it Possible to Reset a Breaker that Tripped on Ground?

(8.3.14.1)

A
  • The Aircraft must be Stationary with Park Break Set
  • The Action should be Coordinated with Maintenance or

CX Engineering.

174
Q

500- What the Commander should do in Case Of In-Flight Irregularity?

(8.3.14.2)

A

The Commander shall Contact IOC ASAP.

175
Q

501- What is to be considered in case of (N-1) in Flight?

(8.3.14.4)

A
  • 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.

176
Q

502- What is Not Included in Emergency and Abnormal Checklist Procedures?

(8.3.14.4)

A

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

177
Q

503- What does it means If an (N-1) Procedure is specified on a Port Page for a Given Runway in terms of Performance?

(8.3.14.5)

A

The TakeOff Performance Data has been Calculated

using that Procedure to Avoid One or More Obstacles.

178
Q

504- What are the Differences in Procedures between Bomb on Board in the QRH and in Volume 7.1.17 p1?

(8.3.14.6)

A
  • 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!

179
Q

505- What are the Primary Actions to consider in Case Of Engine INOP in Flight?

(8.3.14.6)

A
  • Land to the Nearest Suitable airport
  • Relight in Flight should be Confirmed by CX Engineering

Guidance if Possible.

180
Q

506- What shall be done if 1 ENG “Failed” in Flight? (8.3.14.7)

A
  • 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.

181
Q

507- Can we Flight Beyond the Nearest Suitable Airport in Case of Depressurization?

(8.3.14.7)

A
  • 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.

182
Q

508- When can an In-Flight Emergency be Simulated on a Real Flight?

(8.3.14.8)

A

If Cargo or Passengers are Carried on KA aircraft:

… NEVER …

Part A CHAP 8 FEB 2016 (9 decks)

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