Chapter 5: Regular Operations

Question 1

Pilots will report fit for duty in _______ with all ______________ and ________________

Answer 1

Pilots will report fit for duty in full uniform with all required equipment and current manuals.

Question 2

Flight crew members will not report for duty when:

Answer 2

• ill,
• suffering from fatigue to the point that it affects his performance,
• under serious mental stress, or

• while having a known medical deficiency that would render them unable to meet the requirements for a current medical
certificate.

• Note •
Management pilots must consider all duties prior to accepting a flight, including duty and rest
requirements. Crew Resources will be advised by the management pilot of any duties that affect a
particular assignment.

Question 3

Can the company retaliate against you if you convey any information on items or issues that they deem pertinent to the safety of the airline operation or personnel?

Answer 3

It is the policy of PSA Airlines that there will be no retaliation against any person who conveys information on items or issues
that they deem pertinent to the safety of airline operations or personnel. Those reports that are determined by the Vice
President of Safety (VPOS) to be outside the limitations of the Fatigue Risk Management Plan will not be eligible for
protection under the PSA Airlines non-punitive reporting policy.
• Note •
If a crewmember is unable to continue an assignment due to fatigue, they will contact crew scheduling as
soon as possible to have their schedule adjusted accordingly, and submit a fatigue report. This report must
be submitted within 24 hours after the end of the trip in which the fatigue event occurred, with potential
exceptions for extenuating circumstances.

Question 4

When does a crew member report for duty?

Answer 4

Each flight crewmember will report for duty at the required show time. Unless advised of a shorter report time because of rest
requirements, crew members will report for duty at least 45 minutes prior to the scheduled departure time. The reporting point
will be the appropriate operations area at the station of departure.

Question 5

Who is primarily responsible for advising crew scheduling if a crew member is missing? How soon should they report this?

Answer 5

It is the Captain’s responsibility to advise crew scheduling that one or more crew members are missing. Crew Scheduling must
be notified no less than 10 minutes after the scheduled show time for the crew member.

Question 6

If the captain is absent and a crew member or the captain is missing, who is responsible for advising crew scheduling?

Answer 6

In the Captain’s absence, the First
Officer will make the call to Crew Scheduling. If neither the Captain nor First Officer is present, the Flight Attendant will
make the call.

Question 7

What must the Gate agent mark on the flight release to indicate that they have checked the identity of the person receiving the release?

Answer 7

Either the Captain or First Officer retrieves the flight release from the gate or operations agent. The gate or operations agent
must verify the crewmember’s identity by comparing the name and employee ID number from the flight release against the ID
badge of the crewmember. Once the identity is verified, the agent places his/her initials next to the Captain or First Officer’s
name on the flight release

Question 8

Who is responsible for ensuring that the entire crew is prepared to commence boarding on schedule?

Answer 8

5.3.3 Aircraft Boarding.
The Captain is responsible for ensuring that the entire crew is prepared to commence boarding on schedule. The First Officer
will be responsible to determine the crew is prepared to board in the absence of the Captain. In the absence of both pilots the
Flight Attendant(s) may commence the boarding using reasonable judgment regarding the pilots’ arrival time.

Question 9

When must all pilots be on the flight deck?

Answer 9

5.3.4
All pilots will be on the flight deck at least 15 minutes prior to departure. If required to deplane at intermediate stations, pilots
shall be in the flight deck in sufficient time to complete all necessary procedures without causing inconvenience to passengers
and in time for scheduled departure.

Question 10

When, where, and what must be covered in a crew briefing?

Answer 10

5.3.5 Crew Briefing.
See also 17.1.1, “Insufficient Fuel Load”
Source: TSR 1544.223
The Captain will brief the crew prior to each departure. If the entire crew is continuing from an earlier flight, he can brief any
changes, and then state “no other changes.”
All crewmembers should be present for the Captain’s crewmember briefing. If this is not possible, the Captain will brief the
missing/new pilot or Flight Attendant.
See also Chapter 4: General - “Federal Air Marshals (FAMs).”
Location
Accomplish in any location (e.g., on-board the aircraft, briefing room, jetway, etc.) away from passengers.
Requirements
The briefing sets the tone for a positive working environment and as a minimum consists of introducing the crew and ensuring
open communications regarding the operation.
The crew briefing will include (but is not limited to) the following items:
Crew Briefing (NEWDATES).
Names
Emergency Procedures
Weather (General)
Door Entry Procedure
Aircraft Specific Information (MELs)
Turbulence Considerations
Estimated Flight Time
Special Considerations

Question 11

What are the procedures for ensuring airworthiness during the aircraft pre-flight procedure?

Answer 11

5.3.8 Aircraft Preflight/Airworthiness Procedure.
Source: FAR 91.103
The flight crew will observe the following procedure in accepting an aircraft to ensure the aircraft has received the proper
maintenance and inspections:
• Any airworthiness discrepancy must be cleared by a licensed A&P mechanic before the aircraft is released for flight. This is
documented by the A&P mechanic. The airworthiness release will be completed in the Maintenance/Flight Logbook on a
clean sheet only after the completion of scheduled maintenance (i.e., inspections, time controlled item changes, etc.).
Maintenance is responsible for tracking the required inspections and signing the Airworthiness Release. When a flight
crew reports a discrepancy in the Maintenance/Flight Logbook, the corrective action and the mechanic’s signature will
reconstitute the airworthiness release. This will indicate to the flight crew that the aircraft is approved for return to service.
Any subsequent discrepancies will be entered in the next empty block and will be cleared in accordance with standard
maintenance procedures. Refer to Chapter 11 for additional guidance and examples.
• The Captain shall ensure that the aircraft preflight has been accomplished by the First Officer (exterior inspection). OCC
will be notified of any discrepancies which may exist with the aircraft.
• The Maintenance/Flight Logbook is a permanent aircraft and engine record for all aircraft operated by PSA. The
Maintenance/Flight Logbook will be used to record MELs, CDLs, DAI, NEF, Airworthiness Directive compliance, and
Maintenance action on pilot-reported discrepancies.
• When Dispatch learns that an aircraft has a maintenance discrepancy in which a new crew has been assigned to the aircraft,
the Dispatcher will contact the Captain and notify him of the discrepancy.
• The log page will also be used in its entirety prior to entries being placed on the next page. Therefore, always complete a
Maintenance/Flight Logbook page prior to moving to a clean sheet.
• The MEL (Minimum Equipment List) deferral sticker will only be placed on or by the affected piece of equipment and not
on the outside of the aluminum binder or on the Maintenance/Flight Logbook page. The crew must consult the
Maintenance/Flight Logbook and list of deferred items to determine which items are currently MEL’d.
• Additionally, the crew may not operate the aircraft unless the Flight Release and logbook agree (match) for deferred items.
If a discrepancy between the logbook and release exists, the Captain must contact OCC (via telephone or radio) so that the
release may be corrected prior to departure. This may be accomplished by the transmittal of a new release or by correcting
the existing release, at the discretion of the Dispatcher.
• Note •
With approval of the Director of Maintenance or the Director of Quality Assurance the most recently
completed Maintenance/Flight Log may be removed for administrative purposes. If the Pilot In Command
requests information from a previous log, he is to contact Maintenance Control. Maintenance Control will
obtain the information from the maintenance database and forward it to the crew. This information
should be placed in the Maintenance Can for subsequent crews.

Question 12

Where is the log for maint. that has been completed on the aircraft, and any open discrepancies that are currently on the aircraft?

Answer 12

They should be in the “CAN”, located in the pocket on the left side of the left seat. There should be no discrepancies currently open, there should be a fresh sheet on top, and there should be a current date at the top of the form to indicate that is airworthy.

Question 13

What are the steps to reviewing the maint logbook?

Answer 13

5.3.9 Maintenance Logbook Review.
Source: FAR 91.103
It is the responsibility of the PIC to ensure that the Maintenance/Flight Logbook contains a valid airworthiness release, has no
open discrepancies following the most recent airworthiness release, is in agreement with the Flight Release, the required
placards are in place, and if applicable, all performance limitations are complied with.
Verify that the correct Maintenance/Flight Logbook and deferred maintenance stickers permits are located in the aluminum
binder (commonly referred to as the maintenance can) on board the aircraft.
• Ensure that the aircraft tail number recorded on the Maintenance/Flight Logbook matches the actual aircraft tail number.
Locate the most recent airworthiness release in the Maintenance/Flight Logbook and verify that the date, station, time, and
employee number are all entered and the technician signature is in the signature block.
• The airworthiness release is documented in the Maintenance/Flight Logbook on a clean log page following the completion
of any scheduled maintenance (i.e. inspections, time controlled item changes, etc) or any unscheduled maintenance not
documented in the log book.
• Note •
3 day checks are not considered scheduled maintenance
Step Action
1 Review Aircraft Maintenance Logbook to determine that it has a valid airworthiness release and the status of
previously entered malfunctions or irregularities which may apply to airworthiness of the aircraft.
2
Review MEL/CDL/DAI & NEF.
— If performance limitations or in-flight restrictions preclude operations, contact Dispatch.
— If MEL/CDL/DAI & NEF placards/stickers (if required) are complete and in the proper location. If not contact
Maintenance.
— IF MEL/CDLs are not listed on the Flight Release, contact Dispatch for a new or amended Flight Release. OCC
will recalculate or revise performance computations, as required.
— Comply with performance limitations and in-flight restrictions IAW MEL/CDL and Pilot Operating Handbook.
3 Verify any items written in “DISCREPANCY” column have a corresponding “CORRECTIVE ACTION” performed
by maintenance.
4 Notify Maintenance of any open discrepancy requiring action or consultation.
5 Prior to operating the aircraft, the PIC will ensure that the logbook contains no open discrepancies following the
most recent airworthiness release.
6 Enter all discrepancies discovered.
25 OCT 13
UNCONTROLLED WHEN PRINTED
5-6 Regular Operations
Preflight Requirements
PSA Airlines, Inc.
Flight Operations Manual
• Maintenance is responsible for tracking the required inspections and signing the airworthiness release.
• When a flight crew reports a discrepancy in the logbook after the most recent airworthiness release sign off, the corrective
action and mechanic’s signature reconstitutes the airworthiness release. This will indicate to the flight crew that the aircraft
is approved for return.
• Verify that there are no open discrepancies entered since the most recent airworthiness release must have the Item, Flt #,
Sta, Date, Discrepancy, Corrective Action, ATA, Date, and Work Order blocks properly completed and that the
maintenance technician has signed off on the work completed with their signature and employee or A&P number.
Reference Logbook Page Entry Illustration Figure 11-1.
• PSA mechanics use their employee number. Contract mechanics use their A&P number.
Review all MEL/CDL/NEF/DAI entries on the hard card. Verify that:
• All items are properly entered (Reference Figure 11-5.) to include the MX Controllers name and employee number.
• Cleared entries have the proper technician sign-off which includes their name, employee or A&P number, and the date the
MEL was cleared.
• Open MELs are still within the allowable time frame for continued operation. Refer to Chapter 3: Definitions of the MEL
to determine applicable times for each respective MEL category (A, B, C, or D).
• Note •
Category B and C Deferrals may be extended if repairs can not be made in the allocated time interval.
Deferral extensions may not be noted in the logbook but will be acknowledged by the presence of deferral
on the dispatch release. Category A and D Deferrals can not be extended.
• Verify that MEL deferral placards (stickers) are placed IAW the MEL procedure and not on the outside of the aluminum
binder (can) or on the Logbook page.
• Verify NEF placards (stickers), if required, are completed and displayed IAW the NEF procedure.
• Verify that CDL placards (stickers) are placed on the instrument panel below the stand by instruments in plain view of both
pilots.
Verify that the MEL/CDL information on the hard card matches the MEL/CDL information on the Flight Release. The aircraft
may not be operated if the flight release does not match the information in the logbook. If a discrepancy between the logbook
and release exists, the Captain must contact OCC (via telephone or radio) so that the release may be corrected prior to
departure. This may be accomplished by the transmittal of a new release or by correcting the existing release, at the discretion
of the Dispatcher.
For information on how to properly enter discrepancies and deferred maintenance items into the Maintenance/Flight Logbook
refer to section 11.3.4 - Maintenance/Flight Logbook Procedures.

Question 14

What are the Preflight responsibilities of the captain?

Answer 14

5.4.3 Flight Preparation.
The Captain will:
• Obtain a copy of the Flight Release from a Company agent who will verify the Captain’s identification and trip assignment
using the information on the Flight Release.
• Verify via the Flight Release the identity and trip assignment of all working crewmembers prior to any boarding the
airplane and notify a Dispatcher if there is doubt a crewmember has been assigned to the flight. On subsequent flights,
crewmembers originating the trip may board the aircraft without restriction; however, the Captain must verify any changes
in crewmembers before they may board the aircraft. The flight will not depart until the Captain advises the gate agent the
crew has been verified.
• Ascertain that all crewmembers under his command are present and familiar with and have been briefed concerning their
responsibilities and duties required of them and that they have knowledge of all pertinent information relative to the flight.
Notify OCC when a crewmember is missing.
• Review the daily pilot information page (referred to as DRS) in the SABRE system, entry “N*CRJPSACREW”, to ensure
compliance with all applicable publications. The DRS page will remain on the aircraft until the end of the day, at which
time it will be discarded.
• Ensure that the First Officer checks all required documents (refer to applicable Pilot Operating Handbook).
• Obtain a briefing or review the Flight Weather Document on current and available forecast weather for the appropriate
departure, en route, destination, and alternate stations, current NOTAMS and SIGMETS/SIGMECS, current information
pertinent to the flight. (“SIGMECS” is the term SABRE uses for SIGMETS.)
• Obtain two (2) releases for the flight from the Gate Agent.
• Review appropriate takeoff, departure, en route, holding, approach and landing procedures, ATC procedures, radio
navigation facilities and airport conditions.
• Ensure that Weight and Balance Load Manifest, Aircraft Maintenance/Flight Logbook and other required forms are
properly completed.
• Ensure that a flight plan has been filed for non-scheduled flights, if necessary.
• Ensure that aircraft preflight has been accomplished and that aircraft meets airworthiness requirements
• Ensure on subsequent flights that a walk-around inspection and aircraft log review have been accomplished and the aircraft
meets airworthiness requirements.

Question 15

What are the First Officer preflight responsibilities?

Answer 15

The First Officer will:
• In the event the Captain is missing, contact OCC. Review the daily pilot information page (referred to as DRS) in the
SABRE system, entry “N*CRJPSACREW”, to ensure compliance with all applicable publications.
• Ensure that appropriate aircraft documents (refer to the Pilot Operating Handbook) are on board the aircraft, all revisions
thereto have been made, and that two operable flashlights are available on the flight deck.
• Inventory all required documents and equipment.
• Review with the Captain the flight weather documents or current and available weather forecasts for departure, destination,
and alternate stations; current NOTAMS and SIGMETS/SIGMECS; and current information pertinent to the flight.
(“SIGMECS” is the term SABRE uses for SIGMETS.)
• Review the Dispatch Release for pertinent weight and balance information.
• Complete Weight and Balance Load Manifest, Aircraft Maintenance/Flight Logbook and other required forms

Question 16

Describe the dispatch release procedures.

Answer 16

5.4.4 Dispatch Release Procedures.
Source: FAR 121.687, .695
See paragraph 17.1.1, “Insufficient Fuel Load”
With the exception of training flights, no PSA flight will be started from a departure, alternate or destination airport without
authorization from a PSA Dispatcher.
The Captain is responsible for the disposition of the release. The Captain and First Officer signatures are required on the
Dispatch Release prior to departure.
The Captain’s signature signifies that he agrees with and accepts the release, meets the requirements of FAR 121.439 through
445, FAR 117.5 (D) and that he has reviewed, and is in compliance with, the DRS. The First Officer Signs the release to
affirmatively state that he is fit for duty in accordance with FAR 117.5(D).
The Captain and First Officer will sign two (2) releases and indicate the time of signature in ZULU. One (1) copy will be
retained on board the aircraft, while the second copy will be given to the station a copy of the Aerodata Takeoff Report.
Should it become necessary for the Dispatcher and Captain to amend the release, the Captain need only make the agreed upon
change (in ink) on both copies of the release along with the Dispatcher’s initials and ZULU time. If changes are made after the
aircraft departs the ramp area, the Captain (or First Officer) will dictate the change, the Dispatcher’s initials, and ZULU time to
the departure station operating personnel who will change the stored release appropriately.
Flight crews may utilize the SABRE DECS function “JPS[FLIGHTNUMBER]/DATE_CITY” (ex. JPS2139/31_PIT) to obtain
a copy of the flight release, AeroData and weather package. SABRE DECS function “JPD[FLIGHTNUMBER]/
DATE_CITY” is used to obtain a copy of the release and AeroData report only (See Chapter 15: Flight Release - “Sample
Flight Release”).
If the Captain determines that the dispatch fuel load is insufficient, he will discuss the reasons for the determination with the
Dispatcher and obtain his concurrence before any fuel load is amended. The Dispatcher’s initials and current ZULU time will
be annotated on the release next to each change.
Any international flight will require release approval of a PSA Dispatcher.
All international flights will be conducted in accordance with the International Civil Aviation Organization (ICAO), Rules of
the Air, and the International Flight Information Manual.
Terms used in describing the Dispatch Release procedures are defined as follows:
• SABRE System - The computerized reservations system used by PSA which incorporates remote computer terminal
printers at PSA locations, including OCC and each flight origination station.
• Auto Release - A computer program added to facilitate the SABRE System where bits of information are stored under
specific codes which remain available for retrieval until changed by an operator. Dispatch Releases may only be changed by
a Dispatcher.
The following detailed description provides the step-by-step functions to be accomplished by the Pilot and Dispatcher when
executing a Dispatch Release:
• Prior to the crew reporting time, the Dispatcher will obtain all available information necessary for the release including
current weather, current forecasts, status of airports and navigation aids; NOTAMS and notices of other information
pertinent to the area of operation. This information can be retrieved from the SABRE system.
• After an evaluation of conditions based on all available information, the Dispatcher will issue a Dispatch Release into
SABRE.
• In the event SABRE becomes inoperative or unavailable to the flight crew, the required information will be given directly
to the pilot via telephone or radio. This information will be recorded by PSA flight crews on PSA Form FC7-B (see
following example). If this form is not available, the flight crew is authorized to use any suitable piece of paper upon which
to record the required information.

Question 17

What is the briefing and procedure for someone that is jumpseating on the aircraft?

Answer 17

The following detailed description provides the step-by-step functions to be accomplished by the Pilot and Dispatcher when
executing a Dispatch Release:
• Prior to the crew reporting time, the Dispatcher will obtain all available information necessary for the release including
current weather, current forecasts, status of airports and navigation aids; NOTAMS and notices of other information
pertinent to the area of operation. This information can be retrieved from the SABRE system.
• After an evaluation of conditions based on all available information, the Dispatcher will issue a Dispatch Release into
SABRE.
• In the event SABRE becomes inoperative or unavailable to the flight crew, the required information will be given directly
to the pilot via telephone or radio. This information will be recorded by PSA flight crews on PSA Form FC7-B (see
following example). If this form is not available, the flight crew is authorized to use any suitable piece of paper upon which
to record the required information.

Question 18

If you are refueling with passengers onboard, what measures must you take?

Answer 18

5.4.8 Refueling With Passengers On-Board.
See paragraph 17.2.4, “Refueling with Passengers On-board”.
Position a Flight Attendant in the cabin near the main entry door. The stairs or jetway must be attached to the aircraft with the
aircraft main entry door open at all times. In the event of an emergency or other situation requiring the passengers to be
deplaned, the refueler will advise the Flight Attendant via the galley service door.

Question 19

How would you report mechanical delays?

Answer 19

Communicate mechanical delays to the Dispatcher via ACARS, radio or telephone.

Question 20

What are the policies concerning external power and air?

Answer 20

5.4.14 Electrical Power and Air - Prior to Departure.
It is more cost efficient to use jetway external power and air instead of the APU. Using external power and/or air can produce
significant savings. Start the APU approximately 10 minutes prior to door closure unless passenger comfort warrants
otherwise.

Question 21

What are the Flight Close Out procedures for flight crew?

Answer 21

5.4.15 Flight Close Out.
Responsibilities
Flight Crew.
The flight crew ensures the passenger headcount received from the Flight Attendant Passenger Loading Form matches the
count shown on the final weight & balance. The Captain will ensure that a copy of the completed Load Report/Worksheet and
Load Manifest/Weight & Balance Form or required portion thereof is retained aboard the aircraft for the duration of the flight
and that a copy is left at the departure station.
When the completed and accurate EX-011 is received in the flight deck send a quick ACARS message. If message can be sent
when form received simply type “ppk” and select send. If time critical to an on-time departure send the message at any noncritical
phase of flight with “ppk (time)”.

Question 22

What are the Flight Close Out procedures for cabin ready notification?

Answer 22

5.4.15 Flight Close Out.
Responsibilities
Cabin Ready Notification
Upon completion of the Load Manifest/Weight & Balance Form, the Captain will advise the Flight Attendant “Cleared to
close” the main cabin door.
Prior to locking the flight deck door, the Flight Attendant will advise the Captain “Seated and stowed” signifying all
passengers are seated, carry-on baggage is properly stowed, and cabin is ready for aircraft movement.
The flightdeck door will be closed following the “seated and stowed” announcement and will remain locked for the duration of
the flight, except when flightdeck entry/exit is required.
• The flight crew will ensure the flightdeck door is closed and locked from the time all external aircraft doors are closed
following embarkation until any external aircraft door is subsequently opened for disembarkation.
• The flightdeck door “peephole” provides a means for monitoring from the flightdeck the entire area outside the flightdeck
entry door to identify persons requesting entry and to detect suspicious behavior or potential threat.
• If the flightdeck door must be opened, the flight crew will follow the procedures described in paragraph 4.11.2, “Flight
Deck Entry/Exit Procedures”.

Question 23

What are the policies concerning potable liquid?

Answer 23

5.4.17 Potable Liquid.
PSA flights will have potable water on board. A flight without potable water is acceptable as long as beverages (fruit juices,
soft drinks, etc.) are on board

Question 24

What are the policies for on gate delays and or dealing with delays?

Answer 24

5.4.18 On Gate Delays.
Normally delays are taken at the gate. If a gate is likely to remain available, remain at the gate under ground power. Delay APU
and engine start as long as possible. The station will make the decision for delaying a flight at the gate due to bags, or late or
connecting passengers. If it is not practical to take the delay on the gate (e.g., an inbound flight needs the gate), the Captain
shall coordinate with OCC and the station regarding the preferred location for absorbing the delay.
Procedures
The Captain shall:
• Ensure the main cabin door is open, passengers are able to safely deplane, and the Flight Attendant has notified passengers
that they may deplane (“General Delay Announcement”). When there is inclement weather, the door may be closed to
protect the passengers and crew from the elements. Crewmembers must still inform passengers of their ability to deplane.
The flight is considered to be in a “virtual open door” situation and the DOT clock has not started.
Caution
It is imperative that passengers be advised when the opportunity to deplane exists. Failure to do so
could result in penalties being assessed to your flight. For DOT compliance purposes, when the door
closes, the clock has started. When the door is open and an announcement of that fact is made, the
clock is reset.
• Note •
The Flight Attendant Manual (FAM) has an announcement script for the F/A to follow; the required
notification will be made by the F/A. The Captain may make a separate announcement regarding
delay status at his or her discretion. See also 5.4.20 “Extended Onboard Delay.”
• Notify OCC when the Flight Attendant has made the General Delay Announcement.
• Note •
ACARS is the preferred method of notifying OCC during delays. ACARS messages are electronically
attached to your flight’s history, creating an electronic “paper trail.”
• Notify OCC immediately if it becomes impossible to safely deplane passengers.
• Stay abreast of significant changes in the flight’s delay status.
• Coordinate with Flight Attendant(s) to ensure the required passenger announcements are being made every 15 minutes.
• Document all aspects of the delay on the Onboard Delay Form (Blank copies are in FOM 13.15).
• Prior to movement, contact the Flight Attendant(s) to ensure the cabin is secure.

Question 25

What are the procedures and or policies dealing with on aircraft delays?

Answer 25

5.4.19 On Aircraft Delays.
An On Aircraft Delay is any delay of up to 30 minutes when the aircraft is away from the gate, or when an aircraft in flight is
placed in an ATC holding pattern. During an On Aircraft Delay, the Captain shall inform the passengers and flight attendants
of the flight’s status every 15 minutes. See “Delay Timeline” chart in this chapter.

Question 26

What are the policies and procedures for dealing with extended onboard delays?

Answer 26

5.4.20 Extended Onboard Delay.
An Extended Onboard Delay is any delay of 30 minutes or more. At the 30-minute mark, DOT passenger protection
regulations are triggered and will be enforced.
Departure.
For a departure delay, the DOT clock starts at door closure, provided passengers were informed at least every 15 minutes prior
to door closure that they were permitted to deplane. The DOT clock continues to run until the aircraft takes off or until
passengers are able, and aware they are able, to deplane.
Arrival
For an arrival delay, the DOT clock starts at touchdown and continues to run until passengers are able, and aware they are able,
to deplane.
Domestic
The DOT time limit for Extended Onboard Delays is 3 hours when a flight departs and lands on US soil (including US
possessions).
International.
The DOT time limit for Extended Onboard Delays is 4 hours when a flight is on US soil but is either departing to or arriving
from another country.
Procedure
Passengers shall be provided with an updated status every 15 minutes. The announcement shall include:
• Current status
• Reason for the delay
• Estimated time of departure or arrival at the gate (if you don’t have an estimate, don’t guess)
• Any pertinent information (if there is no new information, advise passengers of this as well)
When the flight is experiencing an unanticipated Extended Onboard Delay, the Captain will contact the controlling
Dispatcher and local station personnel to determine the best course of action from among the viable options. Passenger safety
and comfort must always be the primary goal.
The DOT mandates that food and potable water (or beverages) must be served before an Extended Onboard Delay reaches two
hours. The lavatory must be operable and available for passenger use. If the lavatory becomes unusable, the Captain shall
inform the station tower/operations that lav service is needed.
To meet the food requirements, provisions of supplies (cookies) have been placed inside secure, tamper-evident bins
designated as the Extended Onboard Delay Kit. Distribution of these food supplies, along with limited beverage service,
should begin no later than ninety (90) minutes after the onset of the delay. Flight Attendants are required to coordinate with
the Captain prior to opening the Extended Onboard Delay Kit and distributing its contents. Once the kit is opened, the Captain
must notify OCC.
OCC must be updated on events that pertain to starting or stopping the DOT penalty clock. For example, if the door is closed
but the aircraft remains at the gate for another 30 minutes, the dispatcher must be advised of the door closure time. For DOT
purposes, the clock has started even though ACARS has not yet recorded an “OUT” time.
An Onboard Delay Form (13.15, “Onboard Delay Form”) is encouraged for any delay of more than 15 minutes. It is
required any time passengers are not able to deplane for 90 minutes (1.5 hours) or more. The Onboard Delay Form and
Inflight Onboard Delay Form (filled out by the Flight Attendant) must be faxed to OCC as soon as practical.
If delayed on the ground, every effort must be made to allow passenger to deplane the aircraft at a gate or remote location no
later than 3 hours (4 hours for international departures) after passengers are unable to deplane (i.e., door closure), or unaware that they have the ability to deplane.
Exception: If safety or security needs preclude returning to the gate, or if ATC advises that doing so would significantly disrupt airport
operations.
Caution
If the flight returns to the gate and is not cancelled, a passenger announcement must be made and
documented with OCC. Once the passengers were notified and the OCC advised, the DOT clock resets to
zero.
• Note •
ACARS is the preferred method of notifying OCC during delays. ACARS messages are electronically
attached to your flight’s history, creating an electronic “paper trail.”
See page 5-14 and 5-15 for table of time based procedures

Question 27

How does the captain stop the pushback procedure?

Answer 27

Stopping the Pushback
If, at any time during pushback the Captain needs to stop the pushback, he will state “Stop the pushback.” In absence of direct
communications (interphone), the flight crew will communicate a requirement to stop, or re-establish intercom contact by
either:
• hand signal, or
• momentarily flashing an outboard/nose taxi light.
• Note •
Reserve the use of nose taxi light only for those events when the other means of signalling are not received.
The intensity of nosewheel lights may temporarily blind the tractor driver.

Question 28

How do you re-establish communications with the ground crew?

Answer 28

Re-Establishing Communications
When re-establishing communications, the ground crew will reposition to Captain’s view and initiate the brakes set hand
signal. After the Captain responds with the brakes set signal, the ground crew will re-establish interphone communications.

Question 29

Describe the policies and procedures for Taxi.

Answer 29

5.6.4 Taxi Procedure.
See paragraph 17.3.2, “Single Engine Taxi”.
The Captain will taxi the aircraft. In addition to the following general procedures, see appropriate Pilot Operating Handbook
for aircraft-specific requirements.
Caution
Do not taxi so close behind other aircraft as to ingest foreign objects, nor taxi between an aircraft being
pushed back from the terminal.
Use of Thrust
Use only the thrust necessary to start the aircraft rolling. Consider tow out if the thrust required could cause injury/damage.
Single Engine Taxiing
Single engine taxi is the normal mode of operation. Crews should consider shutting down both engines during extensive
ground delays and use the APU to minimize fuel consumption. See applicable POH Chapter 4: Normal Procedures.
WARNING
Do not single engine taxi if excessive maneuvering is required in ramp area or potential injury/damage
may be caused by the engine’s jet blast.
Exterior Aircraft Lights
During taxi:
• Illuminate the taxi light when moving or intending to move.
Exception.
The taxi light does not have to be illuminated when caught in a slow moving taxi line (queue).
• Extinguish the taxi light when stopped, to yield, or to avoid blinding others.

Question 30

What are the policies and procedures for low visibility taxi and take off?

Answer 30

5.6.5 Low Visibility Taxi/Takeoff Operations.
Policy
Taxi operations are authorized if the Captain decides visibility is sufficient. Conduct checklists only when the aircraft is
stopped or taxiing straight ahead without complex intersections.
Surface Movement Guidance and Control System (SMGCS)
At SMGCS-approved airports, special lighting, markings, and procedures are activated when the visibility is less than 1200
RVR. When published, review the appropriate low visibility taxi chart for specific operational details.
• Note •
Airport Advisory pages may also contain specific details on low visibility operations.
• Note •
Do not program FMS or ACARS during low visibility taxi.
Movement Area Operations
When visibility is less than 1200 RVR, operations may be restricted to specific runways and taxiways for positive control
purposes.
Non-Movement Area Operations.
The boundary between the movement and non-movement areas is a set of double yellow lines, dashed on the movement side
and solid on the non-movement side. This boundary is depicted on the low visibility taxi chart for each SMGCS airport. If
visibility is sufficient to taxi safely, aircraft may taxi without assistance. If visibility is not sufficient to taxi safely, request taxi
assistance (e.g., follow-me vehicle, tug, Guideman).