Chapter 8 - Standard Operating Procedures Flashcards
8.2.1 Qantas Support Language
The acronym RAISE is used and the procedure consists of three stages, and means ?
8.2.1 Qantas Support Language
Examples of the R.A.I.S.E. model in use can be seen below:
R – Relay Information
* “There’s a strong tailwind here on base.”
* “We are below Green Dot and speed is reducing”
* “We have to turn left at Taxiway A”
* “TCAS indicated traffic at 10 o’clock, 6 miles”
A – Ask the question
* “Do you think you should start the final turn early?”
* “Do you want to descend?”
* “Have you got the 737 on our left”
I – The ‘I’ statement
* “I am concerned that our speed is decreasing, and we are already at maximum
thrust”
* “I am concerned that we’ll cross over to the other runway path”
* “I think we should stop here and clarify taxi instructions”
S – Solution statement
* “Lower the nose”
* “Increase your bank angle”
* “Turn Right”
* “Stop”
E – Emergency statement
* “Captain, You must act now!”
* “(Name), You must act now!”
If the situation is still unresolved, then the pilot monitoring must take control of the aircraft using the phrase “Taking Over”.
8.4 Briefings
To ensure that briefings are effective, timely and concise the format used by the Company is CTWO+. This covers: ?
- Charts;
- Terrain;
- Weather;
- Operational matters; and
- (plus, any threats).
8.5.1 Flight Deck Seating - Captains
The Pilot In Command shall occupy the Left Hand Seat (LHS) (4): ?
- during takeoff and landing;
- during the departure and arrival phases of flight whenever flaps are extended;
- if terrain clearance at any stage of the flight is less than 5,000 ft;
- at other times as nominated in Company documentation.
8.5.5 Flight Deck Seating - Seat Changes
Unless a greater emergency exists all seat changes must be completed by the higher of XX,XXX ft or XXXXXXXX on descent and must not be commenced before the higher of XX,XXX ft or XXXXXXXX during climb.
10,000 ft or Transition Level
8.5.6 Flight Deck Seating - Flight Crew Safety Harnesses and Seat Belts
When must all persons on the flight deck shall occupy a seat and wear the safety harness, suitably adjusted: ?
6 situations
- during takeoff and landing;
- during an instrument approach;
- when the aircraft is flying at a height less than 1,000 ft above the terrain;
- shoulder harnesses must be worn during climb below the higher of 10,000 ft or Transition Altitude or leaving cruise altitude on descent;
- in turbulent conditions and at other times when the Pilot In Command considers it necessary for safety;
- when the Seat Belt sign is illuminated – the only exceptions to this requirement are Flight Crew performing normal pre-flight duties prior to pushback.
8.6.6 Controls and Flight Deck Management - Areas of Vulnerabiity
3 levels of vulnerability ?
AOV can be described as low, medium or high depending on the phase of flight and the situation.
8.6.6 Controls and Flight Deck Management - Areas of Vulnerabiity (Low)
These are segments where the air/ground path is stable, and where ample time exists to detect and correct possible deviations.
Descibe when low AOV can occur and what activities / tasks can be completed ?
Low AOV exist on the ground when the aircraft is stationary and the parking brake is set.
* Low AOV exist in stable, straight-and-level cruise flight.
- Nonessential tasks may be accomplished. At least one pilot must maintain a Flight Path Monitoring (FPM) focus;
- Both pilots are engaged in FPM, but at lower level of focus. This focus should never drop below a level at which the Flight Crew will detect aircraft system changes or path deviations;
- Both Pilots may accomplish other (non–flight path) tasks, but not at the same time; and
- Non–flight path tasks should be accomplished by the PM whenever possible.
8.6.6 Controls and Flight Deck Management - Areas of Vulnerabiity (Med)
In a medium AOV, tasks are usually accomplished by the PM, unless the task is very short. Moreover, the appropriateness of performing even short tasks is a function of the complexity of the airspace and the complexity of the climb or descent.
Descibe when medium AOV can occur and what activities / tasks can be completed ?
Examples of short flight tasks include modifying the FMS route, reprogramming a changed STAR procedure and briefing a new landing runway and approach procedure.
While performing such short flight tasks, the PF retains the responsibility to monitor the actual path and ensure that it is consistent with the intended path.
- Only the PM performs non–flight path tasks (e.g. tuning radios, talking to Cabin
Crew and ATC). - Both Pilots should endeavour to avoid nonessential tasks.
- While minor changes to the FMS may be entered by the PF, significant
changes should be entered by the PM
8.6.6 Controls and Flight Deck Management - Areas of Vulnerabiity (High)
These are segments where the path is changing or when the consequences of a path deviation are most immediate and severe.
In high AOV, the time available to detect and correct a deviation is short.
Descibe when high AOV can occur and what activities / tasks can be completed ?
- On the ground during performance/load calculations and entry, final data checks and during pushback.
- On the ground when approaching, crossing, entering, or exiting active runways, during the take-off and landing roll and when taxiing in confined spaces or close
to obstacles. - Inflight when initiating climbs/descents and within 1,000 ft of level-offs (or altitude/speed constraints), when turning, when changing speed or configuration.
- During flight when environmental factors are influential (e.g. turbulence, wind changes and strong winds). This is exacerbated when close to the edge of the aircraft flight envelope.
- Inflight when in close proximity to other aircraft both on the ground and in-flight (e.g. TCAS indications or activation).
- Inflight when close to the ground and/or below the level of surrounding terrain.
- Where high levels of focus and discipline is required. Allocating this level of attention to the flight path requires that other, non–flight path tasks be avoided (or curtailed or deferred to the maximum possible extent)
In high AOV:
* Both Pilots must be fully engaged in FPM and remain highly task focused.
* Tasks not related to the flight path (even if those tasks are very important) should be avoided, if possible, until out of the high AOV.
* When essential, time-critical tasks cannot be avoided, Flight Crew should ensure that those tasks are accomplished by the PM, allowing the PF to maintain a high task focus and maintenance on the intended flight path.
8.7.2 ATC Clearances and Flight Plans - IFR Flight
By day, the Pilot In Command may accept an ATC clearance for a visual departure when flight can be maintained in VMC below the Radar Terrain Altitude (radar environment) or the Minimum Safe Altitude (MSA)/ Lowest Safe Altitude (LSALT – nonradar environment).
During the conduct of a visual departure, the Flight Crew must: ?
- maintain the track(s)/heading(s) authorised by ATC;
- remain not less than 500 ft above the lower limit of the Control Area (CTA); and
- visually maintain obstacle clearance.
8.7.2 ATC Clearances and Flight Plans - IFR Flight
An aircraft operating under IFR may be flown below the lowest safe altitude as follows:
- During take off and landing;
- During climb after take off and descent to land;
- In VMC by day;
- When conducting an approved instrument approach; or
- When as directed by ATC.
8.7.2 ATC Clearances and Flight Plans - IFR Flight
When navigating under IFR, a positive fix is required at intervals not exceeding X hours, except that when operating at 2000’ AGL or lower a positive fix is required every XX minutes ?
2 hours
30 minutes
8.7.2 ATC Clearances and Flight Plans - IFR Flight
A flight may be planned under IFR by day to a destination
airport which is not served by a radio navigation aid without the requirement to provide for a suitable alternate airport, provided ?
That not more than SCT cloud is forecast below the final route segment LSALT plus 500 ft; and,
forecast visibility at the destination airport is not less than 8 km.
8.7.3 ATC Clearances and Flight Plans - Deviations from Flight Plans
Deviations of up to XX nm either side of track to provide passenger viewing are only authorised at cruise levels and require an ATC clearance prior to departing the flight plan track ?
10 NM
8.8.6 Weather - AvoidingThunderstorms (Enroute)
Endeavour to avoid active cells by a distance of at least XX nm. Overflight of active cells shall be avoided unless a vertical avoidance of at least XXXX ft can be assured.
Flight Crew should utilise a distance of XX nm ahead of an observed active convective cloud as the point by which an assessment and avoidance strategy has been determined. Preferably transit on the upwind side of the thunderstorm.
20 NM
5000 ft
40 NM
8.8.6 Weather - AvoidingThunderstorms (Approach and Landing)
The aircraft shall be flown clear of thunderstorms. The circuit and approach to land shall avoid thunderstorms by at least X nm
5 NM
8.8.6 Weather - AvoidingThunderstorms (Penetration)
If thunderstorm penetration is unavoidable what guidelines (8) will help reduce the possibility of entering the worst areas of turbulence and hail ?
- All Aircrew members shall be briefed to ensure coordinated teamwork;
- Turbulence penetration airspeed shall be flown;
- Seat belts shall be fastened and all loose articles stowed;
- Weather radar shall be used to determine the areas of least precipitation. Procedures for use of the weather radar can be found in the aircraft type FCOM;
- Penetration shall be attempted at right angles to the line of cells. After penetration is commenced, the aircraft should not be turned around;
- Pressure changes may be encountered in strong drafts and may contribute to an altitude error of 1,000 ft;
- Levels between 10,000 ft and 20,000 ft encompass the more severe turbulence, hail, and icing conditions, although violent weather may be encountered at all levels inside and outside an active thunderstorm; and
- Due to a very high concentration of water, massive water ingestion can occur, which could result in engine flame-out and/or structural failure of one or more engine. Changes in thrust should be minimised.
8.8.7 Weather - Operations to non Dry Runways (Controlled Aerodromes)
Where moderate or heavy rain is reported or observed and an ATS provided surface condition or braking action report is available, a landing may be attempted only if ?
The PIC is satisfied that the Landing Distance Required is less than the Landing Distance Available. In making this determination, the PIC must consider the ambient runway surface and the braking action conditions.
8.8.7 Weather - Operations to non Dry Runways (Non-Controlled Aerodromes
Where moderate or heavy rain is reported or observed, a landing must not be attempted unless ? a greater emergency exists.
To assist Flight Crew in identifying rainfall intensity what does Light, Moderate and Heavy mean on an AWIS ?
A greater emergency exists.
8.15.5 8.15 Communication at the Gate - Unservicable GSE
Where a Flight Crew member detects the following 3 critical items as unserviceable:
1. ?
2. ?
3. ?
The unserviceability must be immediately reported via VHF the local GSP, phone call to the Duty pilot, and Safety Incident report submission.
- GPU
- TSU / Air Start Bottle
- Stairs
8.16 Headset Usage
Headsets will be worn by both Flight Crew members in the following 5 circumstances ?
- For communication with the headset operator regarding engine start or pushback when utilising headset dispatch;
- Both Flight Crew will select the interphone on from the “cleared to disconnect” instruction until completion of the transition drills and the associated checklist and communicate via headset;
- From the top of descent until parked;
- At all times when operating below 10,000 ft; and
- If it is deemed operationally necessary.
8.17 Circuit Breakers
Where no specific guidance is provided by the Flight Manual, AOM, QRH or MEL a tripped circuit breaker may be reset once only provided that: (2 reasons)
Prior to resetting a circuit breaker on the ground the Captain must confirm with Maintenance Watch that there is no recent history of reported defects with the affected or a related system and there is no evidence of anomalies with these systems.
- The circuit breaker is not associated with a fuel pump;
- In the judgement of the Captain, it is necessary for the safe completion of the flight.
Should the breaker trip again, the cause of the trip must be rectified before resetting
the breaker.
Note: ‘(M)’ items which only require placarding or pulling and collaring circuit breakers may be accomplished in accordance with the applicable Flight Deck Engineering Manual (F100 Only).
8.20 Landing Gear Pins and Pitot Tube Covers
Flight Crew should not commence walkaround checks until the landing gear pins and Pitot tube covers are ?
When landing gear pins have been re-inserted, after the pre-flight, they must be shown to the PIC following the subsequent removal and before stowage.
Removed
If installed at a station without engineering support, it is acceptable for Flight
Crew to remove the landing gear pins and covers during walkaround.
8.23.1 Use of Lights - Landing Lights for Collision Avoidance
Landing lights shall be used when (2) ?
and
when can they be left off (1)?
- For collision avoidance below 10,000 ft, day or night.
- They should be turned ON when entering a runway for take off and turned off after exiting the active runway after landing unless needed for taxi.
- Retractable landing lights may be left off and retracted when operating above 250 kts below 10,000 ft in radar controlled airspace only (high speed climb or descent).
Lights used for collision avoidance may be turned OFF in cloud if they constitute a nuisance.
8.24.4 Single Engine Taxi (SET)
Flight Crew are authorised to conduct SET after landing and when taxiing into the terminal. This can be done in accordance with the type FCOM.
What is the requirement in relation crossing all active runways ?
Only shut an engine down after crossing all active runways currently in use for take-off and landing.
If time permits brief the Cabin Crew that you intend to conduct a SET.
8.25 TransponderOperation
ATC will normally assign a discrete code to IFR operations. For operations where a transponder code has not been allocated select the following:
8.26 Company Frequencies
- Network Terminal ?
- Qantas Terminal ?
- Maintenance Watch ? 130.4.
- 130.40
- 129.50
- 130.40
8.27 Cabin Secured for Takeoff
The Cabin Supervisor will advise the Flight Deck when the cabin is prepared for take off via the Cabin Interphone.
The notification indicates what 4 things ?
- All doors are ARMED;
- Safety demonstration is complete;
- Cabin is secure; and
- Cabin Crew are seated with safety harness securely fastened.
Upon receiving the ‘Cabin Secure’ report, Flight Crew may then commence the take off without further verification from the Cabin Crew.
8.29.2 Take off Speed Call Policy
The FCOM specifies a takeoff speed call, i.e. “80 knots” (F100) for the purpose of providing Flight Crew with a ‘decision point’ between a high speed and low speed rejected take off.
Should any failure occur prior to that speed that has the potential to affect safety, then take off is to be rejected. After the speed call the take off should only be rejected for, what 3 occurrences ?
A secondary purpose of the takeoff speed call is to provide ?
- An engine power/thrust loss;
- Engine fire; or
- Any system warning.
A check between the airspeed indicators.
If any malfunction occurs prior to V1 that is likely to affect the safety of the aircraft the take off should be rejected.
8.34 Sterile Flight Deck
During the Sterile Flight Deck Period The following operational restrictions shall be observed (4):
- No communications on Company frequency (unless for operational reasons);
- No conversation to take place that is not related to the operation of the flight;
- Mandatory use of headsets and boom microphones for the purpose of ATC communication;
- Cabin Crew are not to contact the flight deck on the interphone or enter the flight deck unless it is for a safety related issue.
8.34 Sterile Flight Deck
Within each Sterile Flight Deck Period, there is also a No Contact Period, during which Cabin Crew are not to contact the flight deck under any circumstances. This period is from:
- Commencement of the Take Off roll to Landing Gear confirmed UP; and
- Selection of the landing gear DOWN to when the aircraft stops or turns off the active runway.
- During a rejected take off until the aircraft has been brought to a complete stop on the runway and the Flight Crew have notified the cabin by interphone or a PA.
Additionally the following operational restrictions shall be observed when below Transition or 10,000 ft (whichever is lower) (5 items) ?
- Non-essential Flight Deck PA announcements should not be made;
- No inflight communications on Company frequency unless it relates directly to the safe operation of the flight;
- No conversation to take place that is not related to the operation of the flight;
- No paperwork to be carried out unless it is immediately required for the safe operation of the flight; and
- No consumption of Crew meals.
Note 1: The period within 1,000 ft of a level off during climb or descent should also be treated as a Sterile Flight Deck period by Flight Crew.
Note 2: Where managing non-standard operating conditions, Flight Crew should
consider implementing the Sterile Flight Deck Procedure. This includes when operating under an ‘O’ Procedure associated to an MEL. The Sterile Flight Deck Procedure should be maintained until the ‘O’ Procedure is complete and the aircraft is in a ‘steady state’.
8.37.2 Descent Speeds
The following standard descent speeds are to be used for all operations, subject to ATC or operational requirements:
ECON Mach Number/280 KIAS above 10,000 ft.
If the ECON speed is not 280 KIAS, intervene to maintain 280 KIAS.
< 5,000 ft HAA maximum speed of 250 KIAS
Brief speed fluctuations outside the descent speed range are acceptable. However,
attempt to maintain the target speed ± 10 KIAS.
8.37.2.2 Standard Descent Rate
What are the maximum descent rates for the following altitudes ?
5000 - 3000 3,000 fpm
3000 - 1000 2,000 fpm
8.37.3 Maximum Speeds
What are the maximum speeds in the following classifications of airspace ?
Class C
Class D
Class G and E
8.37.3 Maximum Speeds
In accordance with CASR 91.360 , Vicinity of a Non Controlled aerodrome is defined as ?
a. Being in uncontrolled Airspace;
b. Within 10 nm of the aerodrome; and
c. At a height above the aerodrome that could result in conflict with operations at the aerodrome.
8.37.4 Speed Variation for OTP
Where the destination ETA is more than 15 minutes later than the scheduled time of arrival (STA), the cost index may be further increased to arrive within STA +15 minutes.
Where there is no possibility of arriving inside STA +15 minutes through an increase in Cost Index, the index should remain at the standard setting.
8.39 Change of Flight Level
Flight Crew must commence descent or climb to an assigned flight level within X minute(s) of receipt of the change of level instruction, unless that instruction specifies a
later time or place.
One (1)
8.47.2.1 Operations to Non-Controlled Airports - Descent
On receipt of clearance to leave controlled airspace on descent, set the Altitude Alerting System to the ? LSALT/MORA/MSA.
LSALT/MORA/MSA
For a visual approach once visual terrain clearance is assured, circuit altitude may be set in the Altitude Alerting System.
When established on an instrument approach, the Altitude Alerting System shall be set in accordance with the type FCOM.
8.47.4 Operations to Non-Controlled Airports - Circuit Entry
Flight Crew should adopt a conservative approach to airspeed for arrivals at noncontrolled airports, to minimise as far as practical airspeed differential with low performance aircraft.
A Straight-In Approach, as defined in Jeppesen (what is the definition of a straight in aproach ?), should only be considered if the Pilot In Command is satisfied that prevailing weather conditions and the communication environment is acceptable for such a manoeuvre.
If any doubt exists, Flight Crew should plan to join the circuit on either the upwind, crosswind or downwind leg.
A straight-in approach is an instrument approach where an aircraft approaches the runway without turning. Jeppesen charts and briefing strips indicate when a straight-in approach is authorized
8.47.5 Operations to Non-Controlled Airports - Speed Restrictions
When conducting a visual approach via a circuit, a speed restriction of XXX kts applies when within a radius of 10 nm of a non-controlled airport.
If conducting an instrument approach in IMC or VMC, the applicable instrument approach speeds apply.
Once an aircraft is safely established within a circuit area, a maximum speed of XXX kts will apply.
210 kts
200 kts
