Chapter 12 Aircraft Accident, Incident, And Emergency Flashcards

1
Q

If an emergency develops requiring cessation of pushback, the Pilot-in-Command shall advise the Station Attendant by calling:

A

Emergency, Emergency – Stop Pushback, Stop Pushback.”

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2
Q

What calls do the pilots make to the flight attendants in a prepared emergency landing?

A

approximately two minutes prior to touchdown the Flight Crew shall use the PA system and announce:

  • “Emergency stations - Emergency Stations”

approximately 30 seconds prior to touchdown, the Flight Crew shall use the PA system and announce:

  • “Brace for landing, Brace for landing.
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3
Q

In the event of a rapid deplanement, the Flight Crew shall use the PA system and announce:

A

“Deplane immediately and leave your personal belongings.”

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4
Q

What does the pilot say over the PA to initiate an evacuation?

A

“Evacuate - Evacuate” with no further instructions.

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5
Q

What is communicated over PA for a P-EFB, PED or Laptop Fire in the flight deck?

A

“Backup to the flight deck, backup to the flight deck”

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6
Q

What are the 3 classifications of landing?

A
  • Normal Landing
  • Abnormal Landing
  • Emergency Landing
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7
Q

To describe the type of landing and emergency procedures (if any) to be expected, the following information shall be reviewed with the In-Charge Flight Attendant:

A
  1. Landing Classification; and
  2. Type of emergency; and
  3. Touchdown surface (i.e., land or water); and
  4. Time available for preparation; and
  5. The need to displace passengers, as applicable; and
  6. The use of Urgent Communications calls. (i.e., “Emergency Stations – Emergency Stations,” “Brace for Landing – Brace For Landing,” or “Evacuate - Evacuate”): and
  7. Who will advise the passengers and when this will occur; and
  8. Post landing attitudes and conditions affecting use of exits.

As the briefing points are also included on the Prepared Emergency Landing Card the In-Charge Flight Attendant shall use this card to confirm the information received.

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8
Q

After a Depressurization incident and once the aircraft has reached a safe altitude, there is a requirement for the in-charge and flight crew to communicate. How is this done, and why?

A

To summon the In-Charge Flight Attendant to the flight deck, a PA announcement, “In-Charge Flight Attendant report to/call the flight deck” should be made. The Flight Crew shall then obtain a report on the cabin status from the In-Charge Flight Attendant and the In-Charge Flight Attendant shall also check on the status of the Flight Crew.

If the aircraft must level off above 10,000 feet for a period and the Pilot-in-Command requires the In-Charge Flight Attendant to report to the flight deck, the PA announcement should include information that the In-Charge Flight Attendant should report to the flight deck while using oxygen.

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9
Q

What to keep in mind when briefing passengers on an emergency and what words to use (avoid)?

A
  1. Pass control of the aircraft when at all possible to allow the flight crew member to focus on the message; and
  2. Use non-technical terms to explain the situation; and
  3. Install confidence by creating an awareness that the Flight Crew is well trained in dealing with the situation; and
  4. Refer to ARFF equipment as “safety vehicles” and their arrival is a standard procedure; and
  5. Where possible avoid words like fire or emergency
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10
Q

if a flight attendant has been involved in the handling of the incident, the In-Charge Flight Attendant should be informed that a _______________needs to be submitted.

A

FOHR

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11
Q

What happens if a communication failure with ATC occurs in VMC conditions?

A

If the failure occurs in VMC or if VMC is encountered after the failure, the Flight Crew shall continue the flight under VMC and land as soon as practicable.

This procedure applies in any class of airspace. The primary purpose is to preclude extended IFR operation in controlled airspace in VMC. However, it is not intended that the requirement to land as soon as practicable be construed to mean land as soon as possible.

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12
Q

If a COM failure occurs while holding, when should you begin the last assigned/planned approach?

A

If the failure occurs after receiving and acknowledging a holding instruction. Flight Crews shall hold as directed and commence an instrument approach at the EAT or expected further clearance time, whichever has been issued.

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13
Q

What If the communications failure occurs while being vectored at a radar-vectoring altitude that is lower than published IFR altitude (e.g., Minimum Sector Altitude 25 nm)?

A

Flight Crews shall immediately climb to and maintain the appropriate minimum IFR altitude until arrival at a fix associated with the instrument procedure.

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14
Q

What should you do if normal two way communication with Flight Dispatch fails?

A

Flight Crews shall attempt to re-establish communication using PAL frequencies, Air Radio networks (e.g., ARINC), FSS, SATCOM, AGRIS, or relay through another aircraft.

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15
Q

What is the Definition of Fumes?

A

fumes shall be defined as invisible but odorous vapours of an intensity that impair breathing, vision, or cognitive functions to the extent that the immediate use of oxygen masks and goggles are necessary for safety of flight.

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16
Q

Smoke, Fire or Fumes Drills/Checklists:

A

All Air Canada Rouge fleet types have Drills and QRH checklist procedures for smoke, fire or fumes. These procedures shall be used when smoke, fire or fumes are of an intensity that poses an immediate risk to the safety of flight.

17
Q

In order to gather information to assist AC Maintenance in troubleshooting and determining the source and cause of smell events, what should the crew fill out?

A

Aircraft Cabin Smell/Odour Reporting Sheet is provided in each fleet OBL. Flight Crews and Cabin Crews are requested to fill out this form as thoroughly as possible when entering a snag in the aircraft or Cabin Defect Log, following a smell or odour event.

18
Q

What does a GREEN vs YELLOW seal indicate on the AMK kit?

A

A green seal indicates a full AMK inside, and a yellow seal indicates that the AMK has been used. A Cabin Defect Log entry shall be made when the AMK is used.

19
Q

During an onboard medical, who is part of the decision process for a suitable diversion Airport?

A

In case of a diversion, MedLink shall work with Flight Dispatch and the Flight Crew to identify the closest suitable airport with appropriate medical response resources.

20
Q

What to do if a passenger is suspected to be ill or becomes ill prior to the departure?

A

EMS cannot clear that passenger to travel. MedLink shall be called to assess the passenger’s fitness to fly.

21
Q

Does MedLink need to be contacted when oxygen is required for passengers or crew members?

A

Yes

22
Q

Who is the PIC to contact in the event of an onboard medical?

A

The Pilot-in-Command shall contact Flight Dispatch and report the medical emergency. A phone-patch to MedLink should normally be delayed until the completed Telemedicine Checklist is received.

Flight Dispatch will patch MedLink into the call, and monitor the situation. If the Tempus unit is being used on the passenger, the Pilot-in-Command shall advise MedLink. The MedLink physician will establish the severity of the situation and recommend a plan of care and/or a need to divert.

ARINC VHF/ phone patch frequencies are available in the Jeppesen Route Manual – Enroute Section.

When out of VHF or AGRIS range, the Flight Crew should contact Flight Dispatch via ARINC or any other available means (including SATCOM if available).

23
Q

When arriving at the gate of the medical diversion airport what should be considered?

A

Upon arrival at the gate of either the destination or diversion airfield the Pilot-in-Command shall liaise with the In-Charge Flight Attendant to ensure the passengers remain seated until the medical response personnel have attended to the medical emergency

24
Q

What is the PIC to do when there is a presumed death onboard?

A

The position, time, altitude, and cabin altitude when the presumed death was reported shall be recorded by the Pilot-in-Command.

25
Q

What is the PIC to do in a Low Fuel situation?

A

The Pilot-in-Command shall request delay information from ATC when unanticipated circumstances may result in landing at the destination aerodrome with less than the Minimum Fuel on-board (MFOB) (RESERVE plus ALTN).

26
Q

Flight Dispatch shall be advised if any of the following low fuel situations are encountered:

A

a. A flight is unable to comply with an ATC request due to fuel shortage; or
b. A flight is operated with less than required Minimum Fuel on-board (MFOB); or
c. A Minimum Fuel Advisory is declared; or
d. A Fuel Emergency is declared.

27
Q

The Pilot-in-Command shall advise ATC of a minimum fuel state by declaring “MINIMUM FUEL” when,

A

having committed to land at a specific aerodrome (i.e., operating NAIFR or having dropped the alternate), the Flight Crew calculates that any change to the existing clearance to that aerodrome may result in landing with less than planned Reserve fuel.

Note:

The declaration of “MINIMUM FUEL” informs ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing and any change to the existing clearance may result in landing with less than planned Reserve fuel. This is not an emergency situation but an indication that an emergency situation is possible should any additional delay occur.

Be aware that a Minimum Fuel advisory does not imply an ATC traffic priority although ATC special flight handling will be implemented; and

28
Q

When should the PIC declare a FUEL EMERGENCY?

A

Flight Crews shall declare an emergency when they become aware that under existing or expected conditions the flight will land with less than Reserve. The Flight Crew shall declare the emergency with ATC by saying, “Mayday, Mayday, Mayday, fuel” and then provide a conservative estimate, in minutes, of the fuel on-board.

29
Q

What is considered a major fuel spill and what should be done?

A

a. Cease fueling immediately; and
b. Advise Flight Dispatch, ATC, and the Cabin Crew; and
c. Deplane passengers if a major fuel spill occurs (a major fuel spill is a fuel spill exceeding 1.5 meters in any direction or exceeding 12 millimeters in depth); and
d. Ensure passengers are kept well clear of the spill area.

30
Q

Is it acceptable to land overweight?

A

Yes, For abnormal or emergency situations, other than emergencies requiring an immediate landing, Flight Crews are authorized to land overweight provided that the WAT and landing distance required are met.

All Air Canada Rouge aircraft are certified to land overweight in abnormal or emergency situations. Landings in excess of the normal maximum landing weight shall not be pre-planned.

In the event of an overweight landing Flight Crews should advise Maintenance in advance so they can prepare for the overweight landing check, which shall be performed prior to the next departure; and a logbook entry is required and shall include appropriate information such as aircraft weight, if a hard landing occurred, or if heavy braking was used.

31
Q

Flight Crew shall advise the Station and Maintenance that the aircraft has hot brakes when the following occurs:

A

any brake temperature that exceeds 500 degrees Celsius.

32
Q

Considerations for management of on ground emergencies:

A
  1. Stopping on the runway ensures a hard surface for the maneuvering of ARFF; and
  2. Brakes may be very hot creating a risk of fire: and
  3. An external fire could penetrate the aircraft skin in less than 60 seconds; and
  4. Parking the aircraft so that flames blow away from the fuselage. Flight Crews shall consider that a strong wind could cause the upwind evacuation slides to be blown against or under the fuselage or the aircraft may block the runway or taxi surfaces from being accessible to ARFF.
  5. Select Landing and Taxi lights off to allow ARFF to assess the aircraft.
33
Q

When a cabin odour is detected by the cabin crew, the in-charge shall:

A

advise the Pilot-in-Command and make an entry in the Cabin Defect Log. The Cabin Defect Log entry, as described in the FAM, shall include the following:

  1. Intensity: light, moderate, or strong; and
  2. Description: electrical, chemical, plastic, burning, etc: and
  3. Location detected: aft galley, forward galley, aft lav, etc: and
  4. Duration: how long the odor lasted; and
  5. When the odor occurred: phase of flight.
34
Q

Bird strike avoidance considerations on takeoff and landing?

A
  • The use of NADP 1 departure procedures result in a higher rate of climb out at a slower airspeed and may be considered if possible.
  • If conditions permit, the use of reverse thrust on landing after a bird strike should be avoided. It may increase engine damage, especially when engine vibration or high EGT are indicated.
  • On approach, when landing is assured, consider flying through birds. During a Go-Around, high thrust settings increase the potential for engine damage.
35
Q

What action is required after a bird strike?

A
  • Flight Crews shall write an entry in the Aircraft Defect Log for any known or suspected bird strike so that appropriate maintenance inspection or action can be taken.
  • A bird strike shall be reported to Flight Dispatch and a FOHR should be filed. Suspected or confirmed bird strikes should be reported to local ATS.