Chapter 5 - Flight Authorisation and Preparation Flashcards
5.1.3.2 Route Distance Limitations (Non-ETOPS)
Company aircraft may not operate on a route where the flight time to an adequate or suitable aerodrome exceeds 60 minutes at single engine cruise speed.
For the F100 this is a distance of ?
350 nm (MCT VMO/MMO)
5.1.3.2 Route Distance Limitations (Non-ETOPS)
Not withstanding Company aircraft may not operate on a route where the flight time to an adequate or suitable aerodrome exceeds 60 minutes at single engine cruise speed.
Is it True or False that - it is permissible to be greater than 60 minutes from a useable adequate airport as long as sufficient fuel is carried to enable the aircraft to encounter an engine failure or
depressurisation and proceed to a useable adequate airport, make an approach and land with minimum fuel reserves.
TRUE
5.1.6.1 Jeppesen Grid Minimum Off Route Altitude (MORA) Method
Jeppesen MORA’s are based on provide obstacle clearance of XXXX ft in areas where terrain is 5000 ft MSL or lower,
and XXXX ft where terrain is greater than 5000 ft MSL.
1000 ft and 2000 ft
Jeppesen MORA’s are based on varying grids between 1° and 10° latitude and
longitude, depending on whether Low Enroute Altitude Charts or High Enroute Altitude Charts are used.
5.1.6.2 NAVBLUE Grid Minimum Off Route Altitude (MORA) Method
NAVBLUE MORA’s are based on provide obstacle clearance of XXXX ft in areas where terrain is 5000 ft MSL or lower,
and XXXX ft where terrain is greater than 5000 ft MSL.
The area used for the obstacle assessment is based on a search area of a X nm radius either side of the track (or XX nm diameter).
1000 ft and 2000 ft
5nm or 10nm diameter
5.1.6.3 Application of MORA Inflight
Flight Crew are required to apply the higher Jeppesen Grid MORA of either their current position or that of the projected flight path.
If total GPS failure occurs, or navigational aids become suspect or actual navigation performance exceeds RNP 2, which MORA must be used - Jeppesen or NAVBLUE.
Jeppesen
5.1.8 Obligations with Respect to Airports
Company night operations are only permitted at airports with what 3 things ?
- A published instrument approach procedure
- Adequate lighting
- The airport is equipped with the appropriate navigation aids
5.1.9 Obligations with Respect to Aircraft Lighting
If the anti-collision and position aircraft lights fail in flight, the PIC shall one of 2 things occur ?
- ATC is notified as soon as practicable; or
- In the event that communications cannot be established with ATC, then land as soon as possible.
5.1.10 Low Flying Operations
An aircraft shall not be operated below 1000 ft above the highest feature or obstacle within a 600 m radius of the point of ground or water immediately below the aircraft in a populated area or public gathering except when (3 exceptions) :
- Affecting a take off or landing from an aerodrome;
- Engaged in a missed approach;
- Conducting a circuit at an aerodrome
5.1.10 Low Flying Operations
When the aircraft is NOT above a populated area or public gathering, an aircraft shall not be operated below 500 ft above the highest feature or obstacle within a 600 m radius of the point of ground or water immediately below the aircraft except when (3 exceptions) :
- Affecting a take off or landing from an aerodrome;
- Engaged in a missed approach;
- Conducting a circuit at an aerodrome
5.2.1 Performance Category
Network Aviation F100 aircraft shall be operated in accordance with what aircraft category ?
C
5.2.2 Calculation and Provision of Aircraft Performance Data
NOTAMs and Method of Works Plans are monitored for impact to aircraft performance by ?
Qantas Performance Engineering (F100)
5.3.2.2 Request for SAR Operations
Should AUSSAR request an aircraft in flight to divert from its planned route for SAR, the PIC may consent, without consulting the ROC, provided they can ensure that safety will not be compromised during the operation, and that Company fuel reserves are maintained throughout.
On completion of any involvement in a SAR operation, the PIC shall submit a full report of the operation including details of additional flight times incurred. These details are required for accounting purposes.
TRUE
5.3.7.4 Briefing of Non Crew on Positioning Flights
Where staff are carried in the cabin, but without the presence of an operating Cabin Crew member, they must be briefed by a Flight Crew member on :
- Location and use of aircraft emergency equipment;
- Location and use of aircraft emergency exits; and the
- Procedures to be used in the event of an emergency.
5.4.1 Pre Flight Briefing
The minimum regulatory requirements for a weather forecast are (4 items) ?
- An aerodrome forecast for the departure, destination, and where required, alternate and enroute adequate aerodromes;
- A flight or SIGWX forecast (cruising above A100);
- A GAF (cruising at or below A100); and
- A wind and temperature forecast.
5.4.5 Contingency Airspace (TIBA/TRA)
When the NOTAM is received by the ROC or IOC a SMS will be sent to selected Flight Operations Managers who will initiate a phone conference to assess the associated risk imposed on Qantas Group flights. Possible outcomes may be a decision to:
1. Delay the flight until after the TIBA activation period;
2. Re-route flights around the contingency airspace;
3. Fly through contingency airspace; or
4. Cancel the service.
General QF policy is to NOT fly through TIBA
5.4.5.5 TIBA Frequency Management
To achieve the requirements of Jeppesen ATC for flights approaching or in TIBA airspace the following frequency management is to be adopted:
5.4.5.6 In Flight Activation, Diversions and TRA Holding Fuel
Airspace may become subject to contingency procedures with little or no notice. If airborne when advised airspace through which a flight has been planned has been deactivated and if unable to contact the Company, the PIC may elect for an inflight
diversion onto another route in Control Area (CTA) that is not deactivated. Alternatively, the flight may also continue to fly through the contingency airspace (PIC decision).
For Flight Planning purposes only and unless otherwise advised by the ROC, an additional 20 mins holding fuel is required for operations into a TRA, as an immediate approval to enter is not guaranteed.
TRUE
5.4.5.9 Equipment Requirements – Pre-flight for TIBA and TRA
Irrespective of MEL provisions, the following aircraft equipment must be serviceable (3 items) for flight in contingency airspace ?
- TCAS/Transponder (# 1 and # 2 unless advised otherwise);
- Exterior lights. (Position, Approach and Anti-Col Red/White); and
- VHF Communication radios # 1 and # 2.
5.4.5.10 Equipment Requirements – In flight for TIBA and TRA
During flight through contingency airspace the following acft lighting and equipment must be activated ?
- Approach, Anti-Col/White, Position lights; and
- TCAS, (ON/AUTO) and Transponder, ALT
5.4.5.11 Reporting operations in TIBA and TRA
Any flight operating to TIBA/TRA procedures is required to complete a Safety Report on completion of the flight within XX hours ?
24 hours
5.5.4 Flights Over Water
To satisfy the requirements of CASR 121.040, an aircraft must not operate beyond the lesser of 400 nm, or a distance of 2 hours at normal cruising speed in still air from land, unless certified and suitably equipped.
TRUE
5.5.5 Airport Rescue and Fire Fighting Service
Where the RFF facility exists and an emergency has been declared, direct radio communication between affected Flight Crew and the Fire Commander is available on, what frequency ?
131.0 MHz
A Captain who intends to use this service must inform ATC beforehand.
5.6.2 Fuel and Alternate Policy - Definitions
What is a Destination Airport ?
An airport which has been assessed and is approved
for operations. Company approved Destination Airports are published in ARDM as category A or B
5.6.2 Fuel and Alternate Policy - Definitions
What is a Destination Alternate Airport ?
An airport which an aircraft can divert to if it is not
possible to land at the destination. Company approved Alternate Airports are published in ARDM as category A or B.
5.6.2 Fuel and Alternate Policy - Definitions
What is a Enroute Alternate Airport ?
An airport which can be used for diversion enroute,
following an engine failure, depressurisation or other emergency. Company approved Enroute Alternates are published in ARDM as category A, B or C.
5.6.2 Fuel and Alternate Policy - Definitions
What is a Takeoff Alternate Airport ?
An airport which must be nominated as Adequate for
landing where a return to the origin airport would not be possible following a performance loss or greater emergency after takeoff. Company approved Takeoff Alternates are published in ARDM as category A, B or C.
5.6.2 Fuel and Alternate Policy - Definitions
What is a Isolated Airport ?
An airport which does not have any alternate that can be
reached within a defined fuel range
5.6.2.1 Fuel and Alternate Policy - Airport Utilisation
Suitable Airport – is a company approved airport for the purposes of a Destination or Destination Alternate.
For a company approved airport to be considered suitable it must meet the following requirements durin g the Arrival Window:
- a TAF must be available and indicate relevant weather conditions to be above the appropriate runway alternate minima;
- services and facilities must be operational*;
- landing distance available must be equal to or greater than landing distance required; and
- for night operations, at least one authorised instrument approach procedure must be available for use by the aircraft.
Note 1: An airport not meeting the Suitable Airport requirements for an instrument approach and / or TAF may still be planned as a destination provided a Destination
Alternate is nominated.
5.6.2.1 Fuel and Alternate Policy - Airport Utilisation
Adequate Airport – is a company approved airport for the purposes of an Enroute Alternate or Takeoff Alternate.
For a company approved airport to be considered Adequate it must meet the following requirements during the arrival window:
- a TAF must be available and indicate relevant weather conditions to be above the appropriate runway landing minima;
- services and facilities must be operational*;
- landing distance available must be equal to or greater than landing distance required; and
- at least one authorised instrument approach procedure must be available for use by the aircraft
5.6.2.3 Fuel and Alternate Policy - Night
What is the definition of night ?
The period between the end of evening civil twilight (last light) and the beginning of the following morning civil twilight (first light).
5.6.2.4 Fuel and Alternate Policy - Runway
What is the definition of DIFFERENT runways
Different runways are defined as having different runway numbers. An example of Different Runways is Perth runway 03/21
5.6.2.4 Fuel and Alternate Policy - Runway
What is the definition of SEPARATE runways
Separate runways are defined as being useable when another runway is closed i.e. not at opposite ends of the same strip. An example of Separate Runways are Perth runways 03 and 06
5.6.2.5 Fuel and Alternate Policy - Taxi Fuel
“Taxi Out” fuel is comprised of ?
Provision for APU burn, aircraft start-up and taxi and equates to 100 kgs
5.6.2.6 Fuel and Alternate Policy -Trip Fuel to the Planned Destination
The fuel required from commencement of takeoff to completion of landing at the destination comprises of aircraft manufacturer data plus ?
5%
5.6.2.7 Fuel and Alternate Policy - Destination Alternate Fuel
- Where a destination requires the provision of an alternate, sufficient fuel must be carried to facilitate …..
- Where no destination alternate is required XX minutes of additional fuel must still be carried
- Where diversion to a destination alternate is required,
Flight Crew must ensure that the aircraft is carrying at a minimum:
- a missed approach at the destination, climb, cruise, descent,
approach and landing at the alternate - 15 minutes
- Trip fuel to the planned Destination Alternate aerodrome
- Contingency Fuel
- Holding fuel (if required)
- Final reserve fuel
5.6.2.8 Fuel and Alternate Policy - Holding Fuel
Is definted as any fuel amounts required to accommodate weather conditions (e.g. INTER / TEMPO) or Air Traffic Control holding requirements. For the Fokker F100 this is planned at ?
FL150
5.6.2.9 Fuel and Alternate Policy - Contingency Fuel
Is the greater of either
- 5 minutes at holding speed at 1500ft above the planned destination (ISA); or
- 5% of the trip fuel between the departure and destination or alternate (if nominated).
Note: where fuel requirements are revised in flight e.g. due to unplanned diversion / medical emergency, contingency shall be calculated at 5% of the flight fuel required to the new destination but not less than 200kg (F100) or 250kg (A319 / A320).
These figures ensure compliance with 5 minutes holding at 1500’.
5.6.2.10 Fuel and Alternate Policy - Final Reserve Fuel
Final reserve fuel is calculated as ?
30 minutes of holding fuel at ISA at 1500 ft above aerodrome altitude (AAL).
It is the minimum fuel onboard required at the completion of the landing roll.
5.6.2.12 Fuel and Alternate Policy - Manoeuvring Fuel
A quantity of fuel included in the pre-flight fuel order to allow for additional manoeuvring for departure procedures.
The standard manoeuvring fuel allowance is ?
200kg and is included in trip fuel.
Note: If lengthy or extended departure procedures are expected, the PIC is authorised to uplift additional manoeuvring fuel as appropriate.
5.6.2.13 Fuel and Alternate Policy - Abnormal Operations
Should a company aircraft suffer a Depressurisation (DP) or engine performance loss (OEI), flight crew must plan to land with a minimum of ?
Note - Aircraft performance data demonstrates that the most critical fuel scenario will always be DP
30 minutes
Note: The Final Reserve for Normal Ops / DP and OEI will vary, due to the different
fuel flow rates associated with each scenario
5.6.2.13 Fuel and Alternate Policy - Abnormal Operations
Fuel on board must be the greater of normal or abnormal operations requirements.
Abnormal Operations are calculated according to the following parameters: ?
- Trip fuel from departure point to ETP
- Trip fuel (DEPR) from ETP to adequate airport
- 30 minutes final reserve fuel
- Weather holding fuel
- Taxi fuel
5.6.2.14 Fuel and Alternate Policy - PNR All Engines Operating
Is defined as ?
The furthest point en route to which an aircraft may fly and then divert to a selected airport, other than the destination, whilst meeting the in-flight fuel requirements.
Safe Endurance ÷ (SGR Out + SGR In)
= (FOB – Climb – Approach – Reserves) ÷ (5 + 5)
Approximate SGR’S: Normal Ops = 5kg / nm
Single Engine = 6kg / nm
Depressurised = 7kg / nm
5.6.2.15 Fuel and Alternate Policy - Critical Point (CP)
Is defined as ?
The most critical point on track from which the same time is required to proceed to either of two selected airports.
(Total Distance x GS Home) ÷ (GS Out + GS Home)
5.6.2.16 Fuel and Alternate Policy - CP 2 Engine Depressurised
Is defined as ?
The most critical point on track from which the same time is required to proceed on two engines depressurised at 10,000 feet to either of two selected airports, which are forecast to be above the landing minima (for the expected approach).
Safe Endurance ÷ (SGR Out + SGR In)
= (FOB – Climb – Approach – Reserves) ÷ (5 + 7)
5.6.2.17 Fuel and Alternate Policy - Critical Point – 1 Engine Out
Is defined as ?
The most critical point on track from which the same time is required to proceed with one engine inoperative to either of two selected airports which are forecast to be above the landing minima (for the expected approach).
(Total Distance x GS Home(SE) ÷ (GS Out + GS Home(SE))
Fuel and Alternate Policy - Specific Air Range (SAR)
Specific Air Range (SAR) is defined as ?
The number of air nautical miles flown per kilogram of fuel burnt
SAR = TAS / FUEL FLOW RATE
Approximate SAR’S : Normal Ops = 5kg / nm
Single Engine = 6kg / nm
Depressurised = 7kg / nm
5.6.2.19 Fuel and Alternate Policy - Specific Ground Range (SGR)
Specific Ground Range (SGR) is defined as ?
The number of ground nautical miles flown per kilogram of fuel burnt.
SGR = GS / FUEL FLOW RATE
Approximate SGR’S (nil wind): Normal Ops = 5kg / nm
Single Engine = 6kg / nm
Depressurised = 7kg / nm
5.6.4 Fuel and Alternate Policy - Minimum Fuel Uplift
Minumum Fuel Uplift consists of: ?
- Taxi fuel;
- Trip fuel to the planned destination aerodrome;
- Destination alternate fuel;
- Holding fuel (if required);
- Contingency fuel;
- Final reserve fuel; and
- Additional fuel (if applicable).
5.6.5 Fuel and Alternate Policy - In Flight Fuel Checks
- In Flight Fuel Checks shall be recorded at …….. or……
- Thereafter a written check shall be made at intervals not exceeding ………. and a verbal check made at ………….. intervals.
- On shorter flights, one fuel check shall be recorded on the Flight Plan unless the total elapsed time from take-off to landing is less than
- Top of climb (TOC), or the cruise altitude on the Flight Plan
- 1 hour , 30 minute intervals
- 20 minutes.
5.6.5 Fuel and Alternate Policy - In Flight Fuel Checks
A in-flight fuel check consists of observing ?
- Time of observation;
- Accumulated burn (ACBO);
- Fuel remaining on board (FUELRM) obtained from the aircraft total fuel quantity indicator;
- Expected fuel on arrival at the destination aerodrome (FOA).
5.6.5 Fuel and Alternate Policy - In Flight Fuel Checks
At the time of undertaking a in-flight fuel check the PIC must confirm that the aircraft is carrying on board the following fuel (as a minimum) to ensure the continued safety of flight ?
- Trip fuel from that time to the destination;
- Destination alternate fuel;
- Contingency fuel;
- Holding fuel (if required);
- Final reserve fuel; and
- Additional fuel (if applicable).
5.6.6 Fuel and Alternate Policy - Traffic Holding
Where flight crew encounter a traffic holding delay which is greater than the NOTAM published requirements, flight crew must submit a ?
Safety Report
5.6.7 Fuel and Alternate Policy - When (FOB) is Less Than Planned
If the FOB is less than anticipated and approaching the minimum required to continue the flight safely, the PIC should endeavour to restore fuel margins by:
3 options
- Operating at a more economical cruise profile;
- Seeking more efficient routing;
- Selecting a destination alternate with reduced fuel requirements, where feasible.
5.6.7.1 Fuel and Alternate Policy - In Flight FOB Less Than Required
If the PIC becomes aware that insufficient fuel is available to account for traffic, or operational conditions at the Destination, the PIC must ensure that a landing can be made at an alternate.
If the predicted fuel available upon landing at the destination will be less than Final Reserve, the PIC must proceed to a …?
5.6.7.1 Fuel and Alternate Policy - In Flight FOB Less Than Required
Where unforeseen factors may result in landing at the Destination with less than the Destination Alternate Fuel and Final reserve, or Destination Alternate with less than Final Reserve, the PIC must request information about the delay from
ATC.
5.6.7.1 Fuel and Alternate Policy - In Flight FOB Less Than Required
The PIC shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having committed to land at a specific airport, the PIC calculates that any change to the existing clearances to that airport may result in landing with less than …?
Final Reserve fuel
5.6.7.1 Fuel and Alternate Policy - In Flight FOB Less Than Required
The PIC must declare a situation of a fuel emergency by broadcasting “MAYDAY MAYDAY MAYDAY FUEL”, when the calculated useable fuel predicted to be available upon landing at the nearest airport where a safe landing can be made is less than … ?
Final Reserve fuel.
5.6.8 Fuel and Alternate Policy - Diversion to the Dest Alternate
Where the aircraft is unable to land at the destination aerodrome, the flight must continue to the Destination Alternate. At the point of diversion, the PIC must ensure that the minimum following amount is on board: ?
- Trip fuel to the destination alternate
- Contingency fuel
- Holding fuel (if required)
- Final reserve fuel
5.6.10 Fuel and Alternate Policy - Aerodrome Alternate Requirements
The notwithstanding other requirments the following considerations must be assessed when operating to an aerodrome with respect to alternate requirements ?
- Weather
- Lighting
- Instrument Approach Capabilities
- Aerodrome / company NOTAMs;
- Application of Aircraft MELs; and
- Any other operational limitations.
5.6.11 Fuel and Alternate Policy - Alternate Reference Chart
In determing the requirements for the calculation of the alternate
minima for a Destination Aerodrome, it should be based on :
- Cloud Ceiling: 1000ft above the operator landing minima for the approach to be used,
- Visibility: The greater of:
– 5km or,
– the instrument approach visibility requirements for the approach to be used + 2km - Lighting: Where a landing is to be conducted at night, appropriate destination lighting (see Section 5.6.16 Destination Aerodrome Lighting Requirements).
5.6.11 Fuel and Alternate Policy - Alternate Reference Chart
Where a Destination Alternate is required, the following table details requirements for calculation of the Alternate Minima:
5.6.12 Fuel and Alternate Policy - Relevant Weather Conditions
The following elements must be considered in determining the Suitability of the Destination or the Destination Alternate for the estimated time of use:
- Cloud Ceiling: More than SCT below the relevant ARC minima.
- Visibility: Either less than the relevant ARC minima or a TAF which contains a probability indicator of at least 30% or greater of any phenomenon reducing the visibility below the relevant minima.
- Wind: A crosswind or a downwind component greater than the maximum for the aeroplane including any forecast gusts.
- Thunderstorms: Or their associated severe turbulence, or a probability of 30% or greater of a thunderstorm or its associated severe turbulence.
5.6.12 Fuel and Alternate Policy - Relevant Weather Conditions
Cloud amounts are cumulative. When determining if the cloud is more than SCT below the relevant minima the following assumptions are made:
- FEW + FEW = SCT
- FEW + SCT = BKN
- SCT + SCT = BKN or OVC
5.6.12 Fuel and Alternate Policy - Applicability of INTER/TEMPO Periods
What is the definition of an INTER period ?
Changes are expected to occur frequently for short periods of time with the conditions fluctuating almost constantly between those in the preceding part of the forecast and those in the forecast itself.
Provision for an alternate need not be made if sufficient additional fuel is carried to allow the aircraft to hold for: INTER: 30 minutes
5.6.12 Fuel and Alternate Policy - Applicability of INTER/TEMPO Periods
What is the definition of an TEMPO period ?
The changes are expected to last for a period of less than one hour and take place sufficiently infrequently for the prevailing conditions to remain those of the forecast.
Provision for an alternate need not be made if sufficient additional fuel is carried to allow the aircraft to hold for: TEMPO: 60 minutes
5.6.12 Fuel and Alternate Policy - Applicability of INTER/TEMPO Periods
Overlapping INTER or TEMPO periods are not deemed to be cumulative and only the most …. ?
restrictive period shall be considered for the purpose of carrying additional fuel.
5.6.12 Fuel and Alternate Policy - Applicability of INTER/TEMPO Periods
Where an INTER or TEMPO period overlaps the estimated arrival window, the (lesser / greater) of the INTER / TEMPO or period of overlap need only be carried.
Lesser
5.6.12 Fuel and Alternate Policy - Applicability of INTER/TEMPO Periods
Where weather change is specified as BECMG, forecast deterioration commences at the …………..
Forecast improvements commence at the ………
beginning of the period.
end of the period.
5.6.12 Fuel and Alternate Policy - Applicability of INTER/TEMPO Periods
Weather conditions with a probability indicator (e.g. PROB 30 or PROB 40) must be considered unless published within the first
3hrs of a TAF3.
5.6.13 Fuel and Alternate Policy - Takeoff Alternate Requirements
A Takeoff Alternate is required whenever:
- The weather conditions at the departure airport are below the lowest appropriate published landing minima for the runway and approach to be used, within the period 30 minutes before and 30 minutes after the ETD; or
- Other operational conditions exist that would preclude a return to the departure airport.
5.6.13 Fuel and Alternate Policy - Takeoff Alternate Requirements
The Takeoff Alternate must be available for use, meet the requirements for an Adequate Airport, and be within the published distance equating to ……………….. as published in the (type) Aircraft Performance Manual, section Route Distance Limitations.
60 minutes at single engine cruise speed
5.6.13 Fuel and Alternate Policy - Takeoff Alternate Requirements
Relevant weather conditions at the Takeoff Alternate must be at or above the …………..
Weather conditions with a probability indicator (PROB 30 / PROB 40) need (to be / not ) be considered when ascertaining the adequacy of a Takeoff Alternate.
approach landing minima for the expected runway during the Arrival Window
not
5.6.15 Fuel and Alternate Policy - Destination Alternate(s)
Where aerodrome alternate criteria are such that a Destination Alternate is not required, Flight Crew must carry ………… as a minimum.
15 minutes of additional holding fuel (calculated at the Fixed Reserve rate)
5.6.15 Fuel and Alternate Policy - Destination Alternate(s)
Company flight plans will normally provide a minimum planned fuel over destination (FOD) that equates to ……
60 minutes of endurance (calculated at the fixed reserve rate).
If necessary, additional tanker fuel will be planned to achieve this.
5.6.15 Fuel and Alternate Policy - Destination Alternate(s)
5.6.15 Fuel and Alternate Policy - Destination Alternate(s)
5.6.15 Fuel and Alternate Policy - Destination Alternate(s)
5.6.15 Fuel and Alternate Policy - Destination Alternate(s)
Two Destination Alternates must be planned when:
- The destination aerodrome does not have a valid TAF, or the TAF does not cover the estimated Arrival Window; or
- The destination TAF forecast is below the approach landing minima during the Arrival Window (excluding INTER / TEMPO requirements where sufficient fuel is carried); or
- In flight, the primary destination alternate no longer meets:
– the Destination Alternate minima specified in the ARC; or
– the lighting requirements in Section 5.6.7; or
– (For international operations) the separate runway requirements with at least one runway having an operational instrument approach.
Note: Where 2 Destination Alternates are required under this clause, the aircraft is
only required to uplift the greater of the 2 fuel amounts.
5.6.15 Fuel and Alternate Policy - Destination Alternate(s)
Where an aircraft has departed its point of origin, Flight Crew must continue to ensure that weather at the destination airport does not deteriorate below the ARC Destination Aerodrome minima requirements.
Where weather conditions have deteriorated, a ….
Destination Alternate must be planned.
Where fuel on board does not allow for flight to the Destination Aerodrome and Destination Alternate, crew must proceed in accordance with Section 5.6.7.1 In Flight FOB Less Than Required
5.6.15 Fuel and Alternate Policy - Destination Alternate(s)
Where traffic holding fuel* plus the remaining flight time to the destination is equal to 60 minutes or less, Flight Crew may discard any weather-related Destination Alternate requirements for an aerodrome served by a TAF3 provided:
*Note: Traffic holding fuel includes requirements as published by NOTAM, or
operational delays advised by ATC in the live environment (whichever is greater).
- Weather conditions remain above the ARC minima applicable for use as an alternate; and
- The first 3 hrs of the TAF 3 publication encompass the Arrival Window.
5.6.16 Fuel and Alternate Policy - Aerodrome Lighting Requirements
Where a flight is planned to land at an aerodrome at night, the runway must be equipped with appropriate aerodrome lighting.
With respect to the requirements for lighting, an aerodrome nominated as a Destination Alternate (can / can not) itself require an alternate.
can not
5.6.16 Fuel and Alternate Policy - Aerodrome Lighting Requirements
Where a destination aerodrome has electric lighting which does not have standbypower, at least one Destination Alternate must be planned unless:
- Portable lights are available at the aerodrome; and
- Reliable arrangements have been made for an approved person to set up and operate the portable lighting from:
– 30 minutes prior to the expected aircraft arrival, until
– The completion of landing and taxiing (or first light plus 10 minutes).
5.6.16 Fuel and Alternate Policy - Aerodrome Lighting Requirements
Where a destination aerodrome has PAL, at least one Destination Alternate must beplanned unless:
- Reliable arrangements have been made for an approved person to manually activate the lighting; and
- The approved person will ensure activation of the lights from:
– 30 minutes prior to the expected aircraft arrival, until
– The completion of landing and taxiing (or first light plus 10 minutes).
5.6.16 Fuel and Alternate Policy - Aerodrome Lighting Requirements
Where a destination aerodrome has Portable Runway Lighting only, at least one Destination Alternate must be planned unless:
- Reliable arrangements have been made for an approved person to manually activate the lighting; and
- The approved person will ensure activation of the lights from:
– 30 minutes prior to the expected aircraft arrival, until
– The completion of landing and taxiing (or first light plus 10 minutes).
5.6.16 Fuel and Alternate Policy - Aerodrome Lighting Requirements
Alternate Aerodrome Requirements with respect to Standby Power, PAL and Portable Runway Lighting do not apply where an aircraft is able to carry sufficient fuel to land at the destination aerodrome XX minutes after first light ?
10 minutes
5.6.16 Fuel and Alternate Policy - Aerodrome Lighting Requirements
An approved Person is one who is qualified and competent in the correct set up and operation of the associated lighting system. At company approved airports, who meets this requirement ?
The ARO
5.6.17 Fuel and Alternate Policy - Approved Variations (AV)
AV1 – Operations to Solomon & Paraburdoo
When the nominated aerodrome forecast is appended with any INTER or TEMPO, irrespective of whether INTER or TEMPO weather conditions are deteriorating below the alternate minima and impose a requirement for additional fuel the following shall
apply:
- At the point of dispatch, as a minimum, the aircraft must uplift sufficient fuel to meet either an INTER / TEMPO or a suitable alternate; whichever imposes the greater requirement. Post dispatch, standard in-flight fuel policy apples.
Any payload restrictions imposed by AV1 fuel uplift will be managed by Load Control, by maximising uplift whilst satisfying the above requirements.
5.7.3.1 Fuel Procedures - Aircraft Maintenance Program Water Check
The water check requirements specified in the regulations (and removal of water if required) are satisfied by the processes identified in the Aircraft Maintenance Program. A valid XXX XXX XXX constitutes adequate evidence to the PIC that the required checks have been completed.
Certificate of Release to Service
5.7.4 Fuel Procedures - Fuel Quantity Validation
Fuel quantity must be checked through the comparison of X separate methods in accordance with documented procedures
2
5.7.5 Fuel Procedures - Quantity Cross Check
The allowable fuel discrepancy, in relation to validating the fuel quantity is X% ?
5%
5.7.5 Fuel Procedures - Quantity Cross Check
The APU burn may be assumed to be XX kg per hour for the F100 ?
90
5.7.6 Fuel Procedures - Fuel Consumption Recording and Checking
The GMFO must be advised if the fuel burn exceeds that anticipated by more than X% after making due allowance for such events as aircraft holding, actual wind encountered and cruise level and APU usage, etc. ?
5%
5.7.11 Fuel Procedures - Refuelling Regulations
All persons involved in refuelling and defueling operations must comply with the regulations. This states that during fuelling operations the aircraft and ground fuelling requipment shall be located so that no fuel tank filling points or vent outlets lie: ?
- Within 5 metres of any sealed building;
- Within 6 metres of other stationary aircraft;
- Within 15 metres of any exposed public area; and
- Within 15 metres of any unsealed building.
5.7.11 Fuel Procedures - Refuelling Regulations
The following precautions must be observed when refuelling Company aircraft:
- Aircraft shall be parked in such a way as to permit removal of mobile refuelling equipment or (where equipment is not mobile) the rapid removal of the aircraft to a place of safety, in the event of a fire outbreak;
- No smoking signs shall be prominently displayed and no appliance utilising a naked flame of any kind shall be permitted within 15 metres of an aircraft.
- Additionally, no person is permitted to smoke or use a naked flame within 15 metres of the aircraft and ground fuelling equipment;
- The engine/s shall be stopped and only electrical equipment or circuits, which are approved for use during fuelling operations, are to be activated;
- Operation of, or maintenance work on the aircraft’s radar equipment must not be carried out unless the radar transmitter is deactivated;
- The APU may be used during pressure refuelling subject to the limitations specified in the FCOM. It must not be started or shut down during refuelling operations unless in accordance with FCOM procedures;
- A Ground Power Unit (GPU) may be operated during refuelling. However, it shall not be connected or disconnected from an aircraft while refuelling is in progress;
- Where a suitable earth point is available, the aircraft and refuelling equipment shall be effectively connected to that earth point before refuelling operations commence;
- At least two fire extinguishers must be positioned within 6–15 metres from the aircraft during refuelling. Extinguishers may be carried on the refuelling equipment if the brackets are quick release, are readily available on either side and located as far as practicable from tanks and fuelling points;
- Aircraft engines shall not be started or operated until mobile refuelling equipment is removed to a safe distance from the aircraft and then only after ensuring that no spilled fuel is on the ground or the wings where it would constitute a fire risk, during engine start and operation; and
- Fuelling operations must be suspended immediately if it becomes apparent that any breach of these conditions occurs.
5.7.12 Fuel Procedures - Refuelling Duties
For the F100 operation refuellers at Outport destinations are not trained and certified competent to refuel Company aircraft. Flight Crew are responsible for, what 4 things are done ?
- Monitoring the required amount of fuel uploaded during refuelling and on completion,
- Ensuring the Refuel/Defuel Master Switch is off,
- The Refuel/Defuel cap is fitted securely: and,
- The access panel closed correctly.
5.7.12.3 Fuel Procedures - Over-wing Refuelling (All Ports)
When refuelling is completed, who must ensure that the wing fuel cap is secure ?
The Captain or F/O
5.7.12.3 Fuel Procedures - Over-wing Refuelling (All Ports)
Over-wing refuelling with the APU running (is / is not) authorised ?
is not
5.7.13 Fuel Procedures - Refuelling with Passengers on Board
Refuelling with passengers boarding, on board or disembarking may be conducted provided what type of refuelling is not performed ?
over-wing fuelling
5.7.13 Fuel Procedures - Refuelling with Passengers on Board
During refuelling with passengers on board, there must be a ratio of at least one Cabin Crew member to XX passengers, or part thereof ?
72
If for any reason a Flight Attendant(s) leaves the aircraft during refuelling,
thereby reducing the 1:72 ratio, one of the Flight Crew must observe the cabin, remain near the exit door and ensure the requirements listed above are implemented in full.
5.7.13 Fuel Procedures - Refuelling with Passengers on Board
Normally a Cabin Crew member (refer Note 2) must be on duty at the main exit door to supervise passengers and ensure what 6 things normally occur ?
- The ‘Seat Belt’ sign is turned OFF, the No Smoking sign is turned ON and the aircraft emergency lights are ARMED;
- The passengers on board, must be advised that refuelling is to take place, instructed to release their seatbelts, not to smoke or use any electrical equipment, or do anything that might cause fuel vapours to ignite during the refuelling, and are to be informed of the location of the emergency exits;
- The forward passenger door must be open and boarding equipment must be in place. Areas outside the aircraft that would be used if the aircraft were evacuated must be kept clear during refuelling;
- The aisle and exits must be unobstructed (with the exception of the catering vehicle blocking one exit);
- The Cabin Crew must be prepared for an immediate evacuation and the refuelling must be stopped immediately if fuel vapour is found inside the aircraft or for any other reason it is not safe to continue loading fuel including significant fuel spillage; and
- The Cabin Crew must also maintain constant awareness of environment in a manner that is not alarming to passengers.
5.7.13 Fuel Procedures - Refuelling with Passengers on Board
The following 3 additional precautions must be complied with when disembarking or boarding passengers whilst pressure refuelling is taking place ?
- All such passengers are advised that fuelling is taking place prior to boarding or deplaning; and
- A responsible person is present outside the aircraft to direct the passengers along a safe path to/from the aircraft and to ensure they do not smoke during the process.
- Where catering is being loaded or unloaded, it shall be conducted in accordance with Section 1.1.34.2 Catering Uplift During Refuelling, of the CCOM. Only one exit may be obstructed at any one time.
In addition, non ambulatory passengers may only remain on board in such numbers that would not significantly delay the rapid disembarkation of all persons if required.
These requirements would normally be advised by the Cabin Crew who must also
ensure that these instructions are obeyed.
5.7.14 Fuel Procedures - Action in the Event of Fuel Spillage
If fuel is spilled within 15 metres of the aircraft or ground refuelling equipment, the PIC shall ensure what 5 things ?
- The Airport Fire Service shall be notified or if the fire service is not available, action must be taken to guard against fire;
- Passengers remaining on board, embarking or disembarking, must be removed to a point at least 15 metres from the spill;
- GPUs, vehicles and power operated loading equipment within 15 metres shall be shut down;
- Maintenance work of any nature, on or within the aircraft, must be suspended and not recommenced until the spilled fuel has been removed; and
- The aircraft engines shall not be started or operated until the fire hazard has been removed.
5.9.2.1 Qantas Group Punctuality Objective - Block Times Definitions
In accordance with the PTS, Off Blocks and On Blocks are defined as ?
Off Blocks – The moment the aircraft commences pushback or engine start inpreparation for flight (whichever occurs first).
On Blocks – The moment the aircraft comes to rest at the end of the flight.
5.9.5 Qantas Group Punctuality Objective - GPU and APU Utilisation
Allocation of GPUs will be prioritised as follows (3): ?
- Arriving aircraft with an unserviceable APU;
- Departing aircraft will normally have priority over arriving aircraft, and
- Arriving aircraft should anticipate use of APU for disembarkation (Refer APU handover procedure Section 8.61.5 - APU Handover Procedure).
5.9.5.1 Qantas Group Punctuality Objective - APU Utilisation Reduction
Flight Crew should attempt to reduce overall APU usage wherever possible whilst complying with Company SOPs. Aircraft safety and passenger comfort should be considered a priority at all times.
What are the 5 considerations in relation to reduction of APU Utilisation ?
- On arrival at Perth the APU is to be managed in accordance with the type specific FCOM;
- On arrival Perth the Cabin Crew will close the aircraft window blinds in an attempt to minimise heat build-up in the cabin;
- Engineering will ensure the APU is started no later than 1 hour prior to the Scheduled Time of Departure;
- Where possible a ground power unit is the preferred method of powering the aircraft on the ground. Ground Staff will attempt to provide ground power units whenever possible; and
- Whenever possible (environmental conditions permitting) ground power units should be utilised in preference to APUs for Flight Crew and Cabin Crew training in the aircraft.
5.9.6 Qantas Group Punctuality Objective - Ground De-icing
In circumstances where an aircraft is affected by frost or ice on the ground, who must be advised in relation to the expected departure delay ?
The ROC
Refer to the type FCOM for specific pre-fight actions
