Chapter 8 (Flight Operations) Flashcards
What to do during ‘MODIFIED FLIGHT WATCH’?
A) send Flight Following Times - Out, Off , On and In, to STOC/dispatch
B) The Flight Crew shall confirm with the airport of departure and arrival that the times have been received.
C) OFP Validation:
If more than two hours have passed since the OFP was retrieved by the Flight Crew, confirmation shall be made that the NOTAMS and weather are still valid.
- OFP Revisions
The departure of a flight under Modified Flight Watch is not authorized where the Flight Crew has reviewed the OFP and has identified a change is required to one or more of the following items:
a. Fleet Identification Number (FIN)
b. Routing
c. Fuel requirements
d. Alternate
e. Aircraft MEL status
f. No load final information.
When it comes to Operational control, when are all changes to the OFP made solely by the PIC?
Once take-off thrust has been applied, the final decision on any changes to the OFP shall be taken by the Pilot-in-Command, based on considerations of safety.
Where to find Authorized Airports?
Airports authorized for use are recorded on the Airport Classification List (ACL) published in the Jeppesen Route Manual AC TAB eCoverage. Airports are classified as either Destination (D), Non-passenger Destination (XD), Alternate (A) or Escape Chart (EC) airports.
How to check the OFP preflight?
Flight crew members shall check and/or confirm the OFP for accuracy and acceptability as follows:
- Flight number and date
- Aircraft type and FIN
- Compare DIS with G/C distance for gross errors
- Temperature, weather, turbulence, and other charts as deemed appropriate (e.g., volcanic ash reports)
- Verify that the ICAO routing and the Flight Plan route are identical.
- Wind COMP approximates charted winds
- Validity of Destination and Alternate(s)
- Reasonability of required fuel categories listed in BLOCK fuel
- Terrain Clearance Check
- Planned WEIGHTS are within limits
- Crew Alerts
- NOTAMS. The NOTAMS on the OFP are filtered/edited based on flight planned route and aircraft type and provide relevant operational context. Unfiltered NOTAMS available in Jepp FD PRO and WSI Pilotbrief Optima assist in enhancing situational awareness and are for reference purpose only
What are the 3 possible solutions made by LIDO for TERRAIN CLEARANCE CHECKS?
LIDO compares a factored engine-out level-off altitude that aircraft are capable of maintaining (based on the maximum en route performance limited weight at the waypoint) to the terrain that is within five nautical miles either side of the flight planned track.
- TERRAIN CLEARANCE CHECK - COMPLETED WITH NO LIMITATIONS
- TERRAIN CLEARANCE CHECK - TERRAIN CLEARANCE REQUIRES ENROUTE ESCAPE CHARTS.
Flight Crew shall confirm that the applicable Driftdown Escape Chart, Decompression/Driftdown Escape Chart or written procedure is available for use during the flight. - TERRAIN CLEARANCE CHECK -ENRTE ALT 16400 ISA TEMP P14C MTOW LIMITED 080.7 CONTACT FLIGHT DISPATCH FOR MTOW INCREASE.
The check determines that the MTOW has to be reduced to ensure that the aircraft is able to maintain at least 1,000 feet above the terrain.
Can you be dispatched to an airport without a valid TAF?
Yes if:
1. The OFP shows a valid TAF for the selected alternates (refer to 8.1.8.1 - Requirements) 2 destination alternates required.
2. There are no known factors precluding a safe landing at the destination.
OFP considerations if flight is delayed by 2 hours or more from the original departure time?
- Flight Dispatch shall assess the conditions of the OFP and revise the OFP and refile if required. A new OFP shall also be issued if operational conditions warrant.
- revised OFP or revised information shall be obtained prior to departure
What are OFP revisions in flight considerations?
- new Inflight OFP will only reflect the fuel required to destination plus the Final Reserve and Alternate fuels and does not include any additional fuels that were originally boarded. It will be necessary, in these situations, for Flight Crews to refer to both the original and Inflight OFP’s to reconcile the correct remaining fuel amounts
What is the Fuel Policy?
The Fuel Control Manual expands on data processes, operational considerations, and safety management guidelines related to the safe application of the Air Canada Rouge fuel policy.
Protected Fuel: Fuel amount planned to be available over a specific point. The following Fuels are always protected:
• ALTN • CONT 5 MIN • ETOPS • SDTO • SUPP • RESERVE • NAIFR SAP (12min of fuel for second approach)
- All fuel category values shown on the OFP are over-destination amounts, with the exception of TAXI fuel and BURN
- ALTN Fuel may be consumed without proceeding to the alternate when, in the Pilot-in-Command’s best judgment, the aircraft can be landed safely at the destination airport. The PIC should consider the following first:
• The availability of more than one usable runway; and • Forecast and actual weather; and • Traffic congestion; and • Any other factors that may delay the aircraft’s landing
- Whenever any portion of ALTN Fuel is consumed without proceeding to the alternate, Flight Dispatch must be advised as soon as practicable, and a FOHR should be filed.
- Although CARs only require CONT on International flights, Air Canada Rouge voluntarily applies a consistent Contingency Fuel Policy for all operations; Domestic and International.
- CONT Fuel: CONT may be used any time after pushback due to unforeseen delays, however, the flight shall not take-off with less than CONT 5 MIN.
- The MIN T/O FUEL amount in the right hand column of the OFP FUEL INFORMATION section ensures CONT 5 MIN is on-board at the start of take-off.
What is SDTO FUEL?
Standard Diversion Time Operations (SDTO) Fuel:
- SDTO route segments remain within 60 minutes flying time at the approved one-engine-inoperative cruise speed (under standard conditions in still air) of an adequate airport as defined in FOM.
- SDTO fuel is boarded when fuel is needed to ensure the planned flight fuel for SDTO route segment(s) is sufficient to:
• Allow for a descent at any point along the route to the lower of the one-engine-inoperative service ceiling or 10,000 feet ASL, and
• Cruise at the one-engine-inoperative service ceiling or 10,000 feet ASL to an adequate airport and:
- conduct an approach and missed approach, and ◦ hold for 30 minutes at an altitude of 1,500 feet above the airport elevation
OPN FUEL?
Operational fuel (OPN) is normally the extra fuel requested by the Pilot-in-Command for known or forecasted factors on the day-of-flight which, in his/her best judgment, have not been adequately accounted for by the planned fuel.
When ordering OPN fuel, the Pilot-in-Command shall request OPN in one minute increments. The following are fuel amounts in one minute increments, aircraft type, and are to be treated as a “rule-of-thumb” only.
A319/A320: burns 50 kg/ flight minute, 15kg/ taxi minute (500kg gets you 10min in flight or 33min on ground)
A321: burns 60kg/flight minute, 15kg/ taxi minute (500kg gets you 8.3 min in flight or 33 in on ground)
What is NAIFR SAP fuel?
No Alternate IFR Second Approach.
This fuel is boarded for a missed approach and a second approach at the destination airport. This will be added for all NAIFR flights. NAIFR SAP is 12 minutes of fuel, calculated using the estimated landing weight at 1,500 feet ASL in ISA conditions
What is (RESERVE) fuel?
RESERVE is the fuel required to hold for 30 minutes at the destination airport, at the estimated landing weight at 1,500 feet ASL in ISA conditions.
Whenever any portion of Reserve fuel is consumed, Flight Dispatch shall be advised as soon as practicable, and a FOHR should be filed.
Burning into Reserve fuel constitutes a Fuel Emergency. Refer to 12.7.2.2 - Fuel Emergency for more information on Fuel Emergencies.
Considerations when extra TAXI fuel is boarded at or near MTOW?
In cases where the flight is planned at or near the Maximum Take-off Weight, additional fuel for ground departure delays may be entered as WXX fuel with an associated explanatory comment in the DX RMKS section of the OFP. Entering the additional TAXI fuel as WXX fuel ensures that if the additional fuel for anticipated ground departure delays is not burned prior to take-off, the aircraft MTOW will not be exceeded. In other words, payload will be reduced by the amount of the additional fuel boarded. Furthermore, Flight Crews should consider the take-off weight implications of not burning the planned amount of TAXI fuel.
What fuel is required to takeoff.
Prior to take-off, Flight Crews shall ensure that at least the MIN T/O FUEL specified in the OFP is onboard.
What are some examples of when the Crew should engage Dispatch in possible revision of the fuel plan?
• It becomes apparent that there will be less than BLOCK fuel on-board at pushback.
• It becomes apparent that there will be less than FLIGHT FUEL at the start of take-off.
If at any point after Top of Climb, the AFOB is less than the MFOB over an OFP waypoint, a revised fuel plan shall be coordinated in consultation with Flight Dispatch.
Some ways to execute a fuel plan revision?
- Reducing TAXI fuel, but not below the base TAXI fuel amount (refer to 8.1.6.3 - Fuel Categories.)
- Change Cost Index to a lower value
- Shorten the Alternate
- Revise the route
- Dropping the Alternate.
CONT Fuel:
- In situations where all of the additional fuels are consumed during an extended ground delay, it is permissible for some of the CONT fuel to be consumed on the ground after pushback.
- If at any point after Top of Climb, the AFOB is less than the MFOB over an OFP waypoint, a revised fuel plan shall be coordinated in consultation with Dispatch.
When is a takeoff alternate required?
- visibility that is less than the Standard Take-off Minima of RVR 2600 or 1/2 statute mile, or
- The reported weather is below the landing minima (ceiling and/or visibility) that would allow an immediate return for landing on the departure runway or another suitable runway at the aerodrome of departure. CAT II or CAT III limits cannot be used in determining this landing minimum
- The requirement for a take-off alternate for take-offs conducted below RVR 2600 or 1/2 statute mile ground visibility also applies in the U.S.
- when 10-10 pages call for one
What time and distance shall a takeoff alternate be with in?
- 367nm
- In the case of a twin-engine aircraft, within the distance that can be flown in 60 minutes at the one-engine-inoperative cruise speed (calculated with zero wind)
OR
- In the case an ETOPS approved twin-engine aircraft, within the distance that can be flown in 120 minutes at the one-engine-inoperative cruise speed (calculated with zero wind). ETOPS approved twin-engine aircraft means that the aircraft type is approved and capable of ETOPS for the flight, and an ETOPS Service check was completed for the flight.
Are ROUGE aircraft ETOP certified?
Only Benign.
Extended Range Twin-Engine Operations (ETOPS) of 75 minutes only when conducted wholly within in Canadian Domestic Airspace or in Benign Areas of Operation, with the following conditions:
1. MEL ETOPS criteria need not be applied; and
2. MEL and aircraft equipment restrictions prohibiting operations more than 400nm from shore do apply;
and
3. 75 minutes ETOPS segments will be flight planned
What is the maximum time and distance for a takeoff alternate at Rouge?
- 319/320/321, 320KIAS, 60min, 367nm (days in year+2)
The one-engine-inoperative cruise speeds were selected to maximize the take-off alternate distance available for flight planning and are the same as the ETOPS one-engine-inoperative cruise speed. These speeds and distances are achieved by using maximum continuous thrust and by flying at the maximum altitude for the one-engine-inoperative cruise speed. This is different from destination alternate, where LIDO calculates the flight from the destination airport to the destination alternate airport based on a Cost Index of ‘0’.
What are the alternate weather minima requirements other than in the US and where no alternate weather minima is published?
Available at Suitable Alternate Weather Requirements
- Two or more usable precision approaches each providing straight-in minima to separate suitable runways.
= 400-1 or 200-1/2 above lowest usable Height Above Touchdown (HAT) and visibility, whichever is greater. - One usable precision approach.
= 600-2 or 300-1 above the lowest usable HAT and visibility, whichever is greater. - Non-precision only available.
= 800-2 or 300-1 above the lowest usable HAT/HAA and visibility whichever is greater - No IFR approach available.
= No lower than 500 feet above a minimum IFR altitude that will permit a VFR approach and landing
What are the sliding scale minima (in Canada only)?
- 600 Feet 2 sm or 700 Feet 1 ½ sm or 800 Feet 1 sm
- 800 Feet 2 sm or 900 Feet 1 ½ sm or 1000 Feet 1 sm
What are the US alternate weather minima?
- Two or More Usable Precision Approaches each providing straight-in minima to different suitable runways.
= 400-1 or add 200-1/2 to the higher of the two usable Height Above Touchdown (HAT) and visibility, whichever is greater. - One Usable Precision Approach.
= 600-2 or add 400-1 to the HAT and visibility, whichever is greater. - Non-Precision Only Available.
= 800-2 or add 400-1 to the HAT/Height Above Aerodrome (HAA) and visibility, whichever is greater.
What are some conditions that need to be met for NAIFR? (Besides weather)
- Two or more separate runways at destination.
a. Flights up to six hours:
i. the take-off aerodrome shall be situated within North America, the Caribbean islands, or Bermuda; ii. the aerodrome of intended landing shall be situated within North America.
b. Flights from six hours to eight hours:
i. the take-off aerodrome and aerodrome of intended landing shall be situated within North America; ii. between four and six hours from the aerodrome of intended landing, the PIC shall obtain confirmation from Flight Dispatch that the conditions at the aerodrome of intended landing are still acceptable.
c. Within 6 hours of a scheduled destination in Canada, the PIC may re-file “No Alternate IFR” regardless of the location of the departure aerodrome.
**Note:
North America includes Canada and USA (including Alaska) only. Hawaii, Mexico, all Caribbean Islands and Central America are excluded
What are the weather requirements for NAIFR?
For at least one hour before and until one hour after the estimated time of arrival at the airport of intended landing, there shall be:
a. No risk of:
i. fog or other restrictions to visibility, including precipitation, forecast or reported, below three statute miles; or
ii. thunderstorms isolated or otherwise forecast or reported; or
iii. freezing precipitation forecast or reported.
b. For aerodromes in Canada:
i. a forecast ceiling of at least 1,000 feet above FAF altitude and a visibility of at least three statute miles (using the FAF of the destination IFR approach with the second lowest usable limits); or
ii. a ceiling of at least 1,500 feet and a visibility of at least six statute miles.
c. For aerodromes in the U.S.:
i. a forecast ceiling of at least 2,000 feet and a visibility of at least three statute miles.
What do you need to do if there is a non-standard missed approach climb gradient?
To provide lower MDA/DA’s, some approaches use Non-Standard Climb Gradients in the missed approach design when a standard missed approach climb design would result in unreasonably high minima.
There are two methods to ensure obstacle clearance for such missed approaches in case of an engine failure; either a) or b) below
a. Verify the published climb gradient can be achieved or exceeded by checking:
• NON-STD MA CLB GRAD on the ACARS Landing WAT report; or
• APP CLB GRADIENT in the PERF tool landing report, or
• QRH performance tables (fleet dependent).
(To ensure obstacle clearance in accordance with the charted missed approach design in the event of one engine inoperative, the go-around configuration should be maintained until a safe altitude is attained.)
b. Use an alternative missed approach procedure published in the Jeppesen 10-10 pages per item 3 below. These procedures have been assessed for obstacles by Aircraft Performance and the charted non-standard gradients are not applicable.
Non-standard missed approach climb gradient minima are recognized as follows:
• PANS OPS minima boxes list a missed approach climb gradient greater than 2.5% (see example under item 4).
• TERPS minima boxes list a missed approach climb gradient in feet per nautical miles (see example under item 4).
• Canada lists the climb gradient as a note (see example under item 4).
When are alternate missed approach procedures - one-engine inoperative published in 10-10 pages?
For approaches with published non-standard missed approach climb gradients. Published for certain hot and high airports. Obstacle clearance is assured by following the vertical and lateral instructions contained in the alternative procedure.
With regards to logbooks, what must the PIC ensure before departure?
- Prior to departure the Pilot-in-Command shall ensure the Aircraft Journey Log (ACF619) and the Aircraft Defect Log (ACF619-1) are reviewed to confirm the aircraft’s serviceability for flight. (72 hour checks, open defects, trends in defects…)
- If no flight attendants are onboard the Pilot-in-Command should review the Cabin Defect Log prior to departure. If there are any open defects of a safety/ airworthiness nature (i.e., items with specific MEL relief available), they shall be transferred to the Aircraft Defect Log and handled in accordance with the MEL Preamble prior to departure.
With regards to the aircraft first flight of the day, which time do you go by?
- Aircraft first flight of the day is based on local time
Time entries in the aircraft journey log use which time? What does the date go by?
- Times are in UTC, date entries go by local time/day
Who do you need to communicate aircraft defects to?
It is a CARs requirement that both Flight Dispatch and MOC be made aware of aircraft defects, that affect airworthiness in a timely manner. Flight Dispatch need not be advised of cabin defects unless they are of an airworthiness nature.
ACARS msgs sent to MOC are also automatically sent to dispatch.
SNAG ACARS MSG
After pushback is commenced, all communication with Maintenance shall be made through?
Flight Dispatch to MOC. Direct communication with station maintenance regarding malfunctions or abnormals after pushback or in flight is not permitted.
When airborne, Flight Crews shall report all defects affecting airworthiness directly to?
MOC by using the ACARS SNAG transaction only. Flight Dispatch is copied on all ACARs messages sent via this method and all subsequent replies. An Aircraft Defect Log entry shall also be made when time permits.
Under what circumstances do cabin defects need to be entered in the aircraft defect log?
When a defect affects airworthiness, defects shall be recorded in the Aircraft Defect Log.
The aircraft documents pouch is a sealed envelope containing the
1. Certificate of Airworthiness
2. Certificate of Registration
3. Aircraft Radio License;
4. The Certificate of Noise Compliance is included in all Certificate of Airworthiness issued after May 1992.
What should be done if it’s open (seal broken)?
The contents shall be checked against the above list. The aircraft may depart provided the Certificate of Airworthiness and Certificate of Registration are present. Flight Crews shall make an appropriate Aircraft Defect Logbook entry to report any other missing item.
What must the PIC verify when handed the Cabin crew emergency positions form?
That the In-Charge Flight Attendant has certified that the cabin emergency equipment has been checked by signing the bottom.
What do you refer to to ensure you have the required potable water onboard?
Refer to Potable Water Fill Guide in SmartDoc / Flight Operations / Reference and Policy Information.
When are the life-vest demonstration required?
For any flight that will be more than 50nm from land over water. In addition it should be done for the following routes:
- flightS to YQT
- between YHZ to IAD, DCA, EWR, LGA, or to the U.S. East Coast
- To and from overseas (Atlantic and Pacific)
- To and from Caribbean
- To and from Mexico
- On North and South American coastlines
What is the limitation for tire wear?
No more than a total of three linear inches of reinforcing fabric exposed per tire.
Who do you call for windshield cleaning?
Flight crews should enter a defect in the Aircraft Defect Log and contact local Maintenance if windshield cleaning is required unless directed otherwise in the Airport 10-10 page. (Main bases, call STOC to arrange cleaning)
Can you start or shutdown the APU during fueling?
Yes as per FCOM:
During refuel/defuel procedures, APU starts or shutdown are permitted with the following restrictions:
‐ If the APU failed to start or following an automatic APU shutdown, do not start the APU
‐ If a fuel spill occurs, perform a normal APU shutdown.
FOM:
The APU may be running but shall not be started or shut down while pressure fuelling procedures are in progress except where permitted and in accordance with the AOM
What to do if you’re over fuelled by more than 300kg?
Advise LOAD of amount over by.
Should a fuel loading error occur, Flight Crew shall verify that MLW and MTOW shall not be exceeded and advise Load of the excess fuel. If the flight is planned close to MTOW this advice will prevent boarding of payload beyond that originally planned.
Adjustments to the TOW figure may be made by the Flight Crew without advising the load agent provided it 300kg or less and MTOW is not exceeded.
When using user defined waypoints, Flight Crews shall crosscheck flight planned tracks and distances against the FMS/FMGS information for accuracy. What is the acceptable difference between charted latitude and longitude and the FMS numbers?
- 3 degrees or less may result from equipment manufacturer’s application of magnetic variation and are operationally acceptable
- A difference of one degree is acceptable when the crosscheck is conducted in True.
When should an intersection departure not be excepted even with appropriate performance number?
- When the visibility is lower than standard take-off minima unless it is a normal practice for that runway.
What must be done when carrying dangerous goods(DG)?
- When Dangerous Goods are accepted for carriage, the Pilot-in-Command shall be provided with a NOTOC (Notice To Captain) or a copy of the Advice Notice completed and certified by the Lead Station Attendant.
- On receipt of the NOTOC, Flight Crews shall verify the current flight number, date, FIN, departure station, edition number, and Lead Station Attendant signature. The form should be stowed in the plastic pouch attached to the inside back cover of the Aircraft Journey Log and discarded when the shipment is removed from the aircraft.
- The LDP and LDF shall be checked for Dangerous Goods on-board. The edition number on the load data and the NOTOC must be the same
- If there is a last minute change to the NOTOC and there is no further opportunity to provide a new NOTOC to the Flight Crew (e.g., the aircraft door is closed) it is acceptable for the Pilot-in-Command to make a pen and ink correction to the NOTOC
You must advise load when carrying someone in the jump seats. How do you advise them?
- E.g., An A321 has a default CREW number of 2/4 (2 pilots; 4 FAs). If 2 Jumpseat occupants were accepted in the flight deck and 2 more in cabin jumpseats, the flight crew should send a message to LOAD indicating: CREW: 4/6.
What to do if the total pax count exceeds(or less than) that on the LDF?
- If the total passenger count indicates more passengers than the LDF but within tolerance, adjust the TOW by 80 kg per extra passenger.(or decrease)
