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OMA - RG > Chapter 8 - Operating Procedures > Flashcards

Chapter 8 - Operating Procedures Flashcards

1
Q

LLCA 8.1.1.2

A

Low level contingency altitude = MTCA or MGA corrected for pressure and temperature by the use of weather balloon data.
(Mountain waves corrections still need to be made)

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2
Q

Drift down procedure high terrain 8.1.1.2

A

Net level off altitude (N-1) higher than MFA - driftdown not required.
When lower than MFA, a driftdown procedure must be developed, resulting in a Driftdown Minimum Cruising Level (D-MCL) with associated decision point (DP) or decision line (DL) and an escape route.

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3
Q

D-MCL and DP/DL

A

D-MCL applies to N-1
DPs and DLs apply to N-1 and decompression.

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4
Q

Taxi fuel 8.1.7.2

A

Taxi out fuel = APU fuel + (taxi time X taxi fuel flow) + taxi fuel addition.

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5
Q

Taxi in time 8.1.2.7

A

Normally provided from the reserve fuel after landing (except when: 2 stretch block fuel calculation is used)

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6
Q

Taxi out fuel addition

A

Taxi out time guarantees stat 50% taxi time coverage. Addition makes this 70%

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7
Q

Stats for taxi time

A

Calculated weekly, based on a maximum 17 weeks period.

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8
Q

CONT fuel - Fuel ERA 8.1.7.3

A

When applying non statistical CONT fuel calculation with 3% you require a fuel ERA.
Fuel ERA = greater of:
- 25% total flight path distance from destination or
- 20% total flight path distance + 50nm

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9
Q

CONT fuel 90/99%

A

The choice of either a 90% or 99% CONT fuel coverage means that of all flights 10% or 1% respectively can be expected to enter the abnormal phase.

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10
Q

CONT fuel stats measurements 8.1.7.5

A

At least 10 measurements over max 2 years. Changes in CONT fuel after daily usable observations take 21 days.

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11
Q

Trip fuel deviation 8.1.7.6

A

Difference between used and planned trip fuel.
OFP mean = trip deviation on a specific stretch.

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12
Q

Shift method 8.1.7.7

A

Shift is defined by a difference of 5min or more in mean Trip deviation, based on at least 25 measurements after the shift.

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13
Q

Mean vs spread

A

Mean = trip fuel deviation per stretch
Spread = how big the difference is.
The magnitude of the spread is independent of the MEAN.
Bv.
Stretch 1 = +5, stretch 2= +14
Stretch 1 = +16, stretch 2 = +14
Both MEAN = +15

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14
Q

Congestion classification 8.1.7.11

A

Based on: relation between the spread in the CONT fuel calculation and the variation in arrival delays.

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15
Q

Flights up to 6hrs (unpredictable vs standard) 8.1.7.11

A

Unpredictable =
CONT 90: mean larger than 7min
CONT 99: mean larger than 15min
Standard =
Otherwise.

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16
Q

Final reserve fuel 8.1.7.12

A

737-700 = 1000 kg
737-800 = 1100 kg
737-900 = 1150kg

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17
Q

Protected vs unprotected fuel 8.1.7.13

A

Protected = amount of fuel is included in the planned landing weight at the planned destination (CONT, additional and discretionary fuel).
Unprotected = fuel not included in landing weight (trip fuel).

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18
Q

Trip fuel correction 8.1.7.14

A

If you increase protected fuel (cont/add/distr) a trip fuel correction should be made due to increase in weight enroute. Depending on TOW, flight time and cruising system.

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19
Q

Do you require extra fuel with a positive MEAN

A

No, OFP mean only provides info about trip fuel deviations for 50% of the flights for any type/city pair combination. Stat CONT fuel calculation, based on 90% or 99% coverage, already includes the MEAN value.

20
Q

Laodsheet ACCEPT 8.1.8.8

A

Legally required prior to commencement if every flight. It must be sent prior to pushback or engine start (whichever comes first).

21
Q

CONT fuel on OFP 8.1.10

A

CONT99
CONT90
CONT5%
CONT3% - Fuel ERA
CONT MIN - 5min

22
Q

Fuel on board prior commencement of flight 8.2.1

A

Compare FOB with calculated fuel in FMC and OFP.

Small difference: accuracy fuel indication, accuracy fuel truck indicator, accuracy fuel specific gravity, difference between SG of FOB and added fuel.

Big difference: water in tanks, malfunction fuel indication, fuel flow meter out of limit, missing fuel ticket.

23
Q

Objective crew briefing 8.3.1.4

A
  • identify threats
  • identify significant differences or deviations from the routine ops
  • shared mental model to minimize the startle effect when non standard situations are encountered.
24
Q

Threats 8.3

A
  • events or errors that occur beyond the influence of the flight crew
  • increased operational complexity
  • situations that must be managed to maintain the margin of safety.
25
Prep for a briefing 8.3
- ac tech condition - route planning - weather - NOTAMs - load planning - company ops requirements - fuel planning
26
NNS
Stabilize: fly, contain, short term plan Follow up: time, FORDEC.
27
NADP 1 vs NADP 2
NADP 1 = 3000ft - all engine acc height 1500ft - climb thrust NADP 2 = 800ft for both. EO acceleration height: ipad.
28
NADP 1 reasons 8.3
- local airport authorities - all engine SID climb gradient or altitude constraint requirements - other specific performance requirements at an aerodrome. NADP 1 for one runway; will be used for all runways.
29
Engine failure take off procedure 8.3.1.11
1. STD: climb out on runway track 2. A custom turning procedure requiring one or more turns.
30
Purpose EFP 8.3.1.11
- climb safely to a safe altitude - return to the aerodrome of departure or proceed to the takeoff alternate.
31
ANP 8.3.2
Actual navigation performance = the FMCs estimate of the quality of its position determination.
32
RAIM 8.3.2
Receiver Autonomous Integrity Monitoring - gives an estimation of the maximum error in the computed position in the event of an undetected error in one of the used satellite signals. - testen van GPS signaal.
33
Bonus of RNP 8.3
- routes can be designed closer to each other - reduced obstacle clearance compared to conventional types (due to its accuracy) - approaches with the use of GPS (no gnd facilities required)
34
RNAV vs RNP 8.3.2.2.4
RNP needs an added functionality to monitor and alert the crew if the position certainty falls below the 95% probability.
35
Required nav performance 8.3.2
RNP 1nm - IAF / IF / FAF RNP 0.3nm - FAF to MAPt
36
Critical area vs sensitive area 8.3.1.19
Critical area = when ILS used clear of all vehicle or aeroplane operation Sensitive area = when CATII/III is used
37
EASA Types of approach 8.4.1.1
Type A = MDH/DH is equal or more than 250 ft (NPA) Type B = DH less than 250ft (Cat I / II / III )
38
RCR report 8.4.5
A description of the surface contaminant based on: - type contamination - depth and coverage for each 1/3 of the runway. This info used to obtain RCC - which is used to calculated Ac performance.
39
AIREP 8.4.5
RCC reporting process: pilots will give feedback about braking action such as: GOOD - MEDIUM - POOR.
40
Reporting an autoland (CAT I / CAT II / CAT III) 8.4.5.8
Legal requirement. The reports are used to validate the effectiveness of flight guidance systems, training, flight crew procedures, ac maintenance program and to identify hazard. Via eForms en flight completion
41
Autoland considered successful 8.4.5.8
From 500ft: spd within 5kts From 300ft: no excess deviation occurs - no relevant system failure - no flare failure - no de crab failure - longitudinal touchdown 150m after threshold and before end touchdownzone - sink rate not excessive - no bank angle limit exceedance
42
Oxygen requirement flight crew 8.8.3.1
- entire flight time cabin altitude exceeds 13.000ft - entire flight time, beyond 30min, flight is between 10-13.000ft - time not less than 2hrs. Applies to all flight deck seats!!
43
Oxygen requirement required cabin crew 8.8.3.2
- entire flight above altitude of 13.000ft but not less than 30min - entire flight time after 30min the ac is between 10-13.000ft. AddCC are considered pax for the purpose of oxygen supply.
44
Oxygen supply for pax 8.8.3.3
- 100% of pax for the entire flight ac is above 15.000ft (not less than 10min) - 30% of pax for the entire flight time cabin altitude exceeds 14.000ft but not exceeds 15.000ft - 10% of pax after 30min flight is between 10-14.000ft.
45
First aid oxygen requirement 8.8.4
Portable oxygen bottles on board shall be sufficient for at least 2% of pax (but not less than 1 person) for the entire flight time cabin alt exceeds 8.000ft but not exceeds 15.000ft. Minimum of 2 Must generate 4lts/min

OMA - RG (4 decks)

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