Chapter 8.3 Flight Procedures

Question 0

When can you deviate for an ATC clearance?

Answer 0

8.3 ATC Procedures
All ATC clearances and instructions shall be fully complied with unless:

An emergency exists which requires deviation from the clearance.

The crew deems that to adhere to the clearance would be hazardous under the existing conditions.

Should deviation from an assigned altitude, track or instruction be necessary, an amended ATC clearance shall be obtained, unless an emergency exists requiring immediate action. In the event of such a deviation, ATC shall be informed as soon as practicable.

Question 1

What is the No contact period?

Answer 1

8.3.0.0.2.2 No Contact Period
On departure, the phase starts from the take-off roll and ends when the landing gear retracts.

On arrival, the phase starts from the extension of the landing gear and ends when the aircraft vacates the runway.

Cabin Crew including the purser and SFS shall not contact the Flight Crew. Abnormalities/Emergencies should be communicated to the Purser/SFS.

Question 2

How do you report departure delays?

Answer 2

8.3.0. Delay Reporting Procedures
When a delay occurs before door closure, flight crew shall agree the delay reasons with the Puser before the KIS report is sent.

When a delay occurs after door closure, flight crew shall send an ACARS message after reaching Top-Of-Climb, addressed to SITA address “DXBOWEK”.

Question 3

How do you give a 20mins top?

Answer 3

8.3.21 Cabin Crew Communication

The Purser shall be informed via interphone or personally, when twenty minutes remain to Top of Descent.

Question 4

What happens when you give the “this is the captain, purser to the flight deck” call?

Answer 4

8.3.21.1 “This is the Captain, Purser to the Flight Deck” Call
When hearing the “This is the Captain, Purser to Flight Deck” call, the Purser, or nominated delegate will go to the flight deck immediately.

The remaining cabin crew will clear the cabin of all trolleys, return to their allocated cabin station, review their Safety and Emergency Procedures Manual, and await a briefing call from either the Purser or the Commander.

Question 5

What at the preferred appr selections:

Answer 5

8. 3.18 Policy on the Use of Autopilot/Autothrottle
9. 3.18.3 Approach Type Selection

1-ILS or RNAV
2-RNAV Visual (RVFP)
3-LOC
4-VOR
5-NDB
6-Radar Vector to Visual Approach
7-Circling Approach * prohibited at night

Question 6

When choosing a preferred approach, what are your considerations?

Answer 6

Chose the preferred appr base on

Safety first

Efficient second

Question 7

What are the emergency PA from cockpit to cabin crew?

Answer 7

8.3.16.7 Emergency Landing or Ditching
In case of an anticipated emergency landing the Commander shall summon the Purser to the cockpit by announcing: “Purser to the flight deck”

At approximately 2000 ft AGL “This is the Captain, Attention Crew at Stations”.

At approximately 500 ft AGL: “This is the Captain, Brace, Brace”.

The Commander initiates the evacuation with the call: “This is the Captain, Evacuate, Evacuate”.

When state of alert no longer exists, he shall announce: “This is the Captain, cabin crew revert to normal operations”.

Question 8

What are the normal pre departure pax PAs?

Answer 8

The ASM must inform the commander of any delay exceeding 5mins and a PA to the pax informing of the delay

Welcome PA 10-15 mins prior to ETD.

Any delays after door closure.

Question 9

What is the emergency descent PAs.

Answer 9

8.3.16.8.7 Depressurisation or Rapid Descent
If an explosive decompression occurs, cabin crew should remain seated until advised that it is safe to do otherwise.

Where time permits, the announcement “This is the Captain, descent, descent” will be made to the cabin.

When the aircraft has levelled off, the Commander will make the following announcement: “This is the Captain. We have had to perform a rapid descent” followed by:

If oxygen is still required:

“You must remain seated and continue to wear your oxygen masks. Cabin crew may move in the cabin using portable oxygen.”

If oxygen is no longer required:

“You must remain seated, oxygen is no longer required and you may remove your oxygen masks. Cabin crew may move in the cabin.”

Question 10

Where do you find info on normal PAs emergency PAs and security PAs

Answer 10

8. 3.16 Passenger Briefings - normal and emergency PAs
9. Security PA - Red warnings

FCOM - supp precautionary disembarkation

Question 11

What must you do if a pax is smoking on board?

Answer 11

Delegate to purser or sfs:

8.3.15.4 Smoking on Board
If a passenger is observed, or believed to have been smoking in the cabin or toilets, the cabin crew shall instruct the passenger accordingly. If the instructions from the cabin crew are not followed, the Purser shall issue a formal warning to the passenger, and advise the Commander. The Purser shall also raise a VR.

Question 12

What must you do if a pax tampers with a smoke detector?

Answer 12

8.3.15.4 Smoking on Board
Tampering with any smoke detector is a serious and hazardous act and therefore if a passenger is believed to have done so, the act shall be treated as a safety issue and the Commander must be notified immediately who in turn will
notify Network Control to request for police to meet the aircraft on arrival. The Purser shall raise a VR for all such events.

Question 13

When would you suspect a crew incapacitation

Answer 13

Incapacitation must be suspected when a flight crew member does not respond to:

Two verbal communications when above 1000 ft AGL.

One verbal communication when below 1000 ft AGL.

Any verbal communication associated with significant deviation from the intended flight path.

Question 14

What are some of the rules for the CRC?

Answer 14

8.3.13.2 Use of the Crew Rest Compartment (CRC)

No food

No intercom calls unless an emergency

Wake up 20mins prior to duty

Cabin crew from rear galley to do the wake up

Only purser or flight deck can change temp

Question 15

Can passengers visit the flight deck?

Answer 15

8.3.12 Admission to the Flight Deck

Visits by passengers to the flight deck are not permitted.

Question 16

What activities may the augment crew perform when not at the controls?

Answer 16

8.3.10.5.2 Augmenting Crew Responsibilities
The responsibilities of augmenting crew members include participation in pre-flight and post flight briefings and flight planning.

Whilst on board the aircraft, and not resting:

To participate in flight deck briefings and to actively monitor the flight path of the aircraft and the actions of the PF and PM.

To maintain a situational and operational awareness.

To bring to the attention of the operating crew any abnormalities or departure from SOPs OR previously briefed intentions.

To carry out any duties delegated by the Commander.

Note 1:
Use of the augmenting crew to assist with flight preparation and other duties does not absolve any operating pilot of his SOP defined responsibilities. Care must be taken to ensure that no aspects of any operational responsibilities are overlooked.

Note 2: Augmenting crew members shall not be delegated the task of calculating take-off performance data.

Question 17

Post controlled rest, what confirmation should take place?

Answer 17

8.3.10.8.1 Controlled Rest – Procedures

Call to ATC confirming Clarence altitude

Question 18

What wind speed should you consider AD closed?

Answer 18

8.3.8.1 Dispatch Policy

If surface mean wind speeds of 60 kts or above are reported, the aerodrome shall be considered closed.

Question 19

Can dispatch plan you through an area of TC?

Answer 19

Dispatch Policy

Flights should not be dispatched or operated into or through areas of reported or forecast hazardous weather conditions.

Question 20

Who far should you avoid strong radar echoes?

Answer 20

8.3.8.2 Thunderstorms

Strong Weather Radar echoes shall be avoided by at least 10 nm at or below FL200, and by at least 20 nm above FL200.

Question 21

In addition to FCOM limits what are some of the limits for T/O and Landings on contaminated Rhys?

Answer 21

Maximum take-off thrust must be used on contaminated runways.

Take-off is prohibited on icy runways considered contaminated as per 8.3.8.12.1 c.

Take-off or landing is prohibited on runways covered with more than
13 mm of standing wateror slush,
25 mm of wet snow
100 mm of dry snow

Question 22

When and how do you report a delay?

Answer 22

8.3.0.2.2 Delay Reporting Procedures
When a delay occurs before door closure, flight crew shall agree the delay reasons with the Puser before the KIS report is sent.

When a delay occurs after door closure, flight crew shall send an ACARS message after reaching Top-Of-Climb, addressed to SITA address “DXBOWEK”.

Question 23

Durning push back or two ops, who is responsible for the aircraft?

Answer 23

8.3.0.2.4 Departure from Parking Position
During pushback or towing operations, the responsibility for the operation and safety of the aircraft rests with the ground personnel.

Question 24

How do you know when it's clear for taxi after engine start?

Answer 24

8.3.0.2.5 Aircraft Pushback and Engine Start One crew member shall acknowledge that the aircraft is clear before commencement of taxi. This confirmation will normally be signalled by the ground engineer holding the steering by-pass pin with one hand for the crew to see, and giving a thumbs-up signal with his other hand. The crew member will acknowledge this “All Clear” signal by returning a thumbs-up signal to the ground engineer. Note in 8.3.0.3 Taxi The parking brake shall remain set until: Both operating crew members confirm the ‘All clear’ signal has been sighted; and

Question 25

Observations before setting the parking brake?

Answer 25

The aircraft must be stationary

Question 26

Push and hold procedures require what reporting?

Answer 26

Where push and hold procedures have been used, only one Tech Log Entry and Voyage Report is required, with the Off Blocks time recorded as the initial pushback time.

Question 27

During taxi ATC give a Rwy change what must you do?

Answer 27

Request same Rwy to avoid delays, fuel burn and recalculation so, if this is unavoidable then: 8.3.0.3.3 Runway/Intersection Changes Should a runway change occur, flight crew shall stop the aircraft and accomplish the following: The take-off data shall be recalculated using the FCOM procedures. If the take-off is not performance limited, use the same flap setting as originally planned as this will reduce the required actions and configuration changes. Make the necessary FMC/MCDU and MCP/FCU changes and ensure the correct flap position and stab trim setting. Brief any change in departure, noise abatement or Engine-Out-Procedure (EOP) procedure. Initiate a new Take-off Review and action the Before Take-off checklist from the beginning.

Question 28

If an intersection TO is to be preformed from an intersection that is not available on TOPA what are you options?

Answer 28

You can choose a TOPA intersection that is further down the Rwy resulting in a more conservative TORA or request a different intersection. If fails: 8.3.0.4.2 Take-off Take-off may be performed from an intersection provided performance data from the point of intended take-off is line selectable from the take-off performance application, otherwise confirmation of TORA from the intended intersection shall be obtained from Flight Dispatch.

Question 29

When can the purser initiate an evacuation?

Answer 29

8.3.0.4.4.3 Evacuation If no announcements come from the flight deck, the pilots may be considered incapacitated. The Purser should attempt to contact the flight deck, by interphone or in person to obtain instructions. If no order is received from the flight deck and the need for an immediate evacuation is evident, the Purser may initiate evacuation immediately.

Question 30

What is the minimum hight to commence a turn

Answer 30

Climb No turn shall be initiated below 500 ft AGL, unless specifically required by the SID, or by obstacles or noise abatement procedures.

Question 31

What rate of descent shall not be exceeded excepting momentary excursions of a few seconds where indications are that the rate will return within limits.

Answer 31

Where an FMS or a procedural vertical profile requires greater rates, then the reasons and conditions shall be briefed. Above 5,000 ft AGL - 5000 fpm Above 3,000 ft AGL - 3000 fpm Above1,000 ft AGL - 2000 fpm Below1,000 ft AGL - 1000 fpm

Question 32

When must you calculate landing performance?

Answer 32

8.3.0.8.2 Approach Authorisation Before commencement of an approach, the landing distance shall be recalculated if there has been a landing runway change, the runway is contaminated, or the aircraft status has changed to affect its stopping capability.

Question 33

Is there any time when you can ignore the stabilization criteria?

Answer 33

8.3.0.8.5 Approach Stabilisation Unique approach procedures or abnormal conditions that require a deviation from any of the elements of a stable approach described below require a special briefing, and shall be briefed in advance.

Question 34

What is the stabilization criteria?

Answer 34

8.3.0.8.5.1 Stable Approach Criteria An approach is considered to be stable when all of the following conditions are met: All briefings and checklists have been actioned. The aircraft is in the planned landing configuration (Note 1). The aircraft is on the correct flight path (Note 2). The aircraft speed is not more than final approach speed +10 KIAS and not less than VREF (Note 3). Power setting is appropriate for the aircraft configuration. Note 1: Planned landing configuration is: landing gear down and locked, landing flap set and speedbrake armed. Note 2: An aircraft is considered to be on the correct flight path if it is within the approach path laid down in the fleet specific FCOM. Note 3: As adjusted by minimum ground speed techniques where applicable and excluding momentary excursions (a momentary excursion is defined as a deviation lasting only a few seconds and where every indication is that it will return within the stabilised criteria).

Question 35

When must must the stabilization criteria be meet?

Answer 35

1500AGL on an LVO approach - no exceptions. 1000AGL on all other approaches exceptions : The speed or check lists may be achieve by 500AGL If the above is not met then a go around must be flown. Note momentary speed excursions due to gusts is acceptable if it reasonably expected to return to target. (any time a go around is flown from below a 1000AGL an ASR must be filed)

Question 36

What are you actions in achieving the stabilization criteria?

Answer 36

8.3.0.8.5.2 Stable Approach Requirements The landing gear should be down and locked, and the landing flap selected, no later than 1,500 ft AAL. 8.3.0.8.5.4 Stable Approach Criteria Exceptions Circle to Land and Visual Circuit Approaches. The 1,500 ft AAL Landing Gear and Flap configuration selection requirements do not apply. Wings level by 300AGL

Question 37

How do you validate an approach other than an ILS/LOC/GLS in order to us the FLS function or NAV modes?

Answer 37

8.3.0.8.8.2 Approach Other than ILS/LOC/GLS FMS a line selectable No mods FMS vs chart: - Inbound course within 3 degrees - Distances within 1nm - Altitudes within 10ft - GP within .10 degrees If you above cannot be achieved then a selected approach must be flown.

Question 38

What is the RNP limits for a non LOC based approach?

Answer 38

8.3.0.8.8.2 Approach Other than ILS/LOC/GLS the crew shall enter the appropriate RNP value into the FMS. If an RNP value is not published on the approach chart, the crew shall enter an RNP value of 0.3. Some special ILS approaches may have an RNP requirement.

Question 39

Can you fly a VOR approach if it is inop or on test?

Answer 39

For VOR or NDB approaches, if ground based navaids are inoperative or on test, or if the aircraft equipment is not installed or is inoperative, the approach may still be flown. The requirements to conduct the approach are the same as for an RNAV approach.

Question 40

What is the procedure for calculating the effects of cold temps on minima or displaced threshold?

Answer 40

8.3.0.8.8.2 Approach Other than ILS/LOC/GLS On determining that Cold Weather altitude corrections are required, or On determining that altitude corrections are required to adjust the vertical profile to compensate for a displaced threshold, CM1 and CM2 will: Independently calculate and agree on the altitude corrections and new heights for the approach. The PF will enter the agreed data into the FMS which must be cross checked by the PM before executing the entry. Both pilots shall make an independent approach validation check against the approach chart after the data entry to ensure that all hard altitude constraints are complied with.

Question 41

Can you apply cold weather altitude corrections to a displaced threshold?

Answer 41

no A combination of corrections due to displaced threshold and cold temperature is not allowed.

Question 42

Can you conduct a manual landing from an CAT2 approach?

Answer 42

8.3.0.8.8.3.1 Category II (CAT II) Approaches Each CAT II approach, conducted in ordinary circumstances shall be planned and flown as a CAT II approach followed by an Autoland. However, if auto land not available this rule does not preclude a manual landing.

Question 43

Can you conduct a manual landing form a CAT3 approach?

Answer 43

``` Category III (CAT III) Approaches Each CAT III approach shall be planned and flown as a CAT III approach followed by an Autoland. Autoland is mandatory from a CAT III approach. ``` Note, there are some failures that require the autopilot to be disconnected after touchdown. But this will be directed by ECAM.)

Question 44

Can you perform a CAT 2 or 3 approach and auto land on a CAT 1 approach and Rwy?

Answer 44

No A CAT II approach may only be planned and conducted to a runway for which a CAT II or CAT III approach is published and available. A CAT III approach may only be planned and conducted to a runway for which a CAT III approach is published and available. (You can do an auto land on a cat1 Rwy provided precautions are taken)

Question 45

What approach modes are required to fly an RNAV approach?

Answer 45

8.3.0.8.8.5 RNAV Approaches The procedure shall be flown in accordance with the FCOM VNAV/Managed Approach SOPs First - FLS second - NAV FPA Selected laterally and vertically not allowed

Question 46

When can you do a visual approach?

Answer 46

8.3.0.8.8.6.1 Visual Approach If ATC requests it Or You determine it is more efficient than completing a full procedure approach.

Question 47

If performing a visual approach, what additional planning is required?

Answer 47

8.3.0.8.8.6.2 Briefing/Additional Requirements Use GS and or PAPI etc (visual is a self position to final) And Brief a go around procedure.

Question 48

What is the minima required for a circling approach?

Answer 48

8.3.0.8.8.6.3 Instrument Approach with Visual Segments Day only MDA = 1000AAL or CAT D which ever is higher, rounded up to the nearest 100ft. 8.1.4.3.3 Approaches and Landing Minima – Other than ILS WX = the higher of 1200AAL or CAT D rounded up 200ft. 5000vis or CAT D

Question 49

What are the rules for a 360 / orbit?

Answer 49

Prohibited below 1500aal Pilot requested: Day VMC only Autopilot required ATC requested: day or night VMC or IMC

Question 50

How many approaches can you try at the destination?

Answer 50

8.3.0.9.3 Subsequent Approaches Following a Missed Approach If a second approach is unsuccessful, the aircraft should divert to the alternate aerodrome, or hold until the weather conditions improve sufficiently for a third approach, and the Commander deems that there is a high likelihood of a successful landing from that approach. (Note consideration should always be given to a different approach or Rwy when deciding to shoot another approach to same AD) If a third approach is unsuccessful, the aircraft shall divert to the alternate aerodrome.

Question 51

What is the acceleration altitude on a missed approach?

Answer 51

8.3.0.9 Missed Approach The missed approach acceleration altitude is defined as the missed approach altitude published on the Lido instrument approach chart. Should the missed approach procedure have a level off segment prior to the published missed approach altitude being reached, the Commander may use his discretion to accelerate at this lower altitude providing any speed restriction published in the Lido charts are complied with.

Question 52

How many approaches can you attempted?

Answer 52

8.3.0.9.3 Subsequent Approaches Following a Missed Approach Following a go-around or missed approach, it is the Commander’s responsibility to determine if a subsequent approach is to be conducted to the same runway. (Or different Rwy or approach) If a second approach is unsuccessful, the aircraft should divert to the alternate aerodrome, or hold until the weather conditions improve sufficiently for a third approach, and the Commander deems that there is a high likelihood of a successful landing from that approach. If a third approach is unsuccessful, the aircraft shall divert to the alternate aerodrome.

Question 53

What are the considerations for a diversion?

Answer 53

8. 3.0.10 Diversion - Except in an emergency, a diversion shall be made to the most operationally suitable alternate aerodrome. -Whenever practicable, the choice of diversion aerodrome should be discussed with the duty VPNC. When a diversion is anticipated, the Commander should consider the following factors regarding the suitability and choice of the alternate aerodrome: Weather - xwind, vis, Rwy conditions, approach minima Fuel. Ground handling facilities - pax, customs, medical. Apron parking space - a380 chart, tow bar ops Performance limitations. Rwy length for landing and takeoff. Climb gradients. - ensure that passengers are informed of the reasons for the diversion. This task may be delegated to the Purser. - ensure that an ACARS diversion report is transmitted from the aircraft at the earliest opportunity.

Question 54

During a medical division, do you have to go where medlink says?

Answer 54

8.3.0.10.1 Medical Diversions If the Commander believes that the aerodrome recommended by MedLink is unsuitable for operational reasons, he should advise MedLink accordingly. If the recommended aerodrome is rejected, the VPNC shall be contacted to coordinate and provide an operationally suitable alternative.

Question 55

During a medical diversion, who is responsible for pax care on arrival?

Answer 55

If the diversion aerodrome is an Emirates station, the Station Manager and his staff have guidelines on how to deal with the sick passenger. If no handling arrangement exists, liaise with MedLink, VPNC, or request assistance via Air Traffic Control.

Question 56

During a medical diversion you are unable to reach MedLink or VPNC for coordination. What must you do?

Answer 56

In the event there is no contact with MedLink or VPNC, and assistance is requested directly from the aerodrome of intended landing, flight crew shall request to be met by a doctor and/or ambulance on arrival, and relay, if possible, the following details: Name of passenger. Illness (if known) or injury. Details of the Commander’s actions shall be included in the Voyage Report on return to Dubai.

Question 57

Who is responsible to bear the cost of pax medical care?

Answer 57

A Commander shall not give any indication that Emirates will accept any responsibility for the costs of providing medical care. The only exception is where passengers have suffered injury as a result of their flight with Emirates (e.g. injury caused by Clear Air Turbulence, pressurisation failure, etc.).

Question 58

Can a Polar medical diversion decision be made solely by the captain?

Answer 58

After consultation with Medlink and in the event that Medlink recommends a diversion on medical grounds, the Commander shall contact VP-NC who will consult with the VP Medical Services or her/his designee, who will make the final decision in respect of undertaking a diversion. The decision by the VP Medical Services or her/his designee, will over ride that of Medlink or an on board medical specialist. The company preferred diversion aerodromes, subject to operational conditions on the day, the actual position of the aircraft and the shortest time, are as follows: For flights south of 60 degrees North, East of the North Pole: UUDD or Air Turn Back to DXB. For flights above 60 degrees North: ESSA/EFHK/EDDH/BIKF/PANC. For flights below 60 degrees North, West of the North Pole: CYEG/CYWG/CYVR. In the event of a loss of communications rendering the Commander unable to contact VP-NC through any available means, the flight will continue to destination during which further attempts are to be made to contact the VP-NC.

Question 59

Would you divert for a birth onboard?

Answer 59

Not necessarily. Only if it is a premature birth or there is health concerns with the mother or child.

Question 60

While in flight the weather goes down at your listed alternate, do you need to select a new alternate?

Answer 60

8.3.0.10.2 Alternate Weather Requirements If deterioration occurs in the actual weather conditions at the alternate, it may continue to be used provided that the latest available forecast indicates that the conditions at the expected time of arrival, will meet the required minima (see Section 8.1.4). Should this not be the case, a new alternate should be selected which satisfies these requirements.

Question 61

During diversion recovery, how do you obtain an OFP and load sheet?

Answer 61

OFP via ACARS or printed copy from station For the A380 only – In the event of a diversion and an ACARS loadsheet is not available, the loadsheet application on the OIS shall be used to produce the loadsheet.

Question 62

What are you thoughts when arriving at the stand of the diversion alternate?

Answer 62

``` Company station: Contact with ASM FTLs in coordination with NCC, crew rest facilities Pax remain on board or offload with carry ons OFP Fuel Load sheet Tech log and checks ``` Non company station: (in addition to above) Contact with contract staff, ensure they are in contact with VPNC Transit check cm1 Follow the guidance in OMA 8.3.0.10.5 Diversions to Aerodromes Without Company Support

Question 63

When should you transition to the PAPI or VASI?

Answer 63

If on a GS, maintain a visual aim point consistent with the electronic glideslope. On an non precision, When the PAPI/VASI indicates the aircraft is above the approach path, crews should correct towards the PAPI/VASI approach path only if they can subsequently meet all of the requirements of the Stabilised Approach

Question 64

What are you actions post hard landing?

Answer 64

8.3.0.11.8 Hard Landing Whenever a hard landing is suspected, the commander must report it in the aircraft Technical Log as: “Hard Landing”. In addition, an ASR shall be submitted On occasion, engineering may receive an automated downlink from an aircraft, following an apparent hard landing. The Commander is the only person who determines if the landing was indeed ‘hard’. The “Hard Landing” entry in the tech log will be the instruction for an engineering inspection to be carried out. Terms such as “firm” or “bounced” are not acceptable. Note the FCOM supp has a procedure to download an overweight or hard land analysis.

Question 65

Before releasing the parking brake on stand what must you ensure?

Answer 65

Once the aircraft has reached its final parking position, the Parking Brake shall be set. The Parking Brake shall be released only when confirmation is received from engineering, either in person or by interphone, that the chocks are inserted. Hand signals are not acceptable. If the interphone is used, the standard phraseology shall be “Ground to flightdeck, this is engineering, chocks are inserted, the Parking Brake can be released”. Crew should visually monitor to confirm that the aircraft does not move as the brakes are released.

Question 66

When only one pilot is on the flight deck, what is the ATC comm protocol?

Answer 66

8.3.1.2 ATC Communications ATC – “Emirates 123, descend to FL290”. Pilot – “Descend to FL290, Emirates 123” (Confirmation 1). Pilot – “Emirates 123, leaving FL310 descending FL 290” (Confirmation 2).

Question 67

Does the PM need to record data clearances on the OPF?

Answer 67

Departure and airway clearances, received by voice shall be recorded by the PM on the OFP.

Question 68

What is a polar flight?

Answer 68

8.3.2.4.2 Polar Operations The term Polar Operations describes the operation of flights north of 78 degrees North latitude. Operations to the West Coast of the US routinely operate flights through the Polar Region. The Polar Region is characterised by extreme cold weather conditions, high MORAs, limited en-route alternates and the possibility of reduced communication capability.

Question 69

What are your concerns about polar flights?

Answer 69

Particular emphasis must be placed on low fuel temperatures, solar flare activity, limited en-route navigation capabilities and alternate aerodrome conditions.

Question 70

When do you switch to tire in the polar region?

Answer 70

8.3.2.4.2.5 True Reference Magnetic heading information is unreliable in the polar region due to extreme magnetic variation. Navigational display references shall be selected to TRUE in the Polar region. The benefits of flying TRUE tracks in the Polar regions are: VORs are oriented to TRUE. ATC will give headings referenced to TRUE. When using roll modes other than LNAV, heading reference must be verified to be referenced to TRUE north. Note The FCOM give guidance on when to switch

Question 71

Diversions in the polar region require what kind of planning?

Answer 71

For a time critical emergency land ASAP! For less serious situations where a diversion while in the polar region may be required, flight crews shall contact Flight Dispatch as soon as practicable and brief them on the situation. If a diversion is required, Dispatch and NCC will assess the conditions at available aerodromes and recommend to the flight crew, the aerodrome(s) best able to handle the aircraft and passengers. For less serious situations where a diversion while in the polar region may be required, flight crews shall contact Flight Dispatch as soon as practicable and brief them on the situation. If a diversion is required, Dispatch and NCC will assess the conditions at available aerodromes and recommend to the flight crew, the aerodrome(s) best able to handle the aircraft and passengers.

Question 72

What must you report to ATC in RVSM?

Answer 72

8.3.2.4.5.2 Contingency Procedures The following must be reported to air traffic control as soon as possible: Loss of thrust on one or more engines necessitating descent. Loss of one or more Altimetry systems. Failure of all autopilots. Failure of any other equipment, e.g. pressurisation, that could affect the ability of the aeroplane to maintain flight as cleared. Moderate and severe turbulence and particularly when a 300 ft or more deviation occurs. Uncertainty of present position. Need to divert for medical or other reasons

Question 73

What actions should you take,if your inflight fuel checks slow a decreasing trend?

Answer 73

8.3.7.1 In-flight Fuel Checks You should assess the reason and rule out fuel leak then: Decrease aircraft speed (down to Max Range Speed/Cost Index minimum). Obtain a more direct route. Fly closer to the optimum FL (taking the wind into account). Select a closer alternate aerodrome.

Question 74

What is the fuel continuation policy?

Answer 74

8.3.7.2 In-flight Fuel Management it is permissible to continue the flight towards destination (commitment to destination) when an en-route fuel check shows that there will be less than Alternate + Final RSV fuel remaining at destination as long as following conditions are met: A:If maximum delay (if any) known or an EAT (Expected Approach Time) at destination is received from ATC, the flight may continue to destination or to hold, regardless of the number of runways as long as landing at destination is assured and it is possible to reach the destination with at least final reserve fuel remaining at touchdown. B:If maximum delay not known and EAT at destination not received, the flight may still continue towards destination if it is possible to reach at least two aerodromes at which landing is assured with at least final reserve fuel remaining at touchdown. Two separate and independent runways at a single aerodrome within a flying time of two hours may be considered to be equivalent to two aerodromes, provided that account is taken of fuel burn due any likely ATC delay.

Question 75

What is landing is assured?

Answer 75

8.3.7.2 In-flight Fuel Management A landing is “assured” if, in the judgment of the Commander, it could be completed in the event of any forecast deterioration in the weather and plausible single failures of ground or airborne facilities. Forecasts should be used to assess the probability of landing success when more than two hours from the relevant aerodrome. Within two hours, actual weather reports and trend information may be used.

Question 76

What is the DP.

Answer 76

8.3.7.2.1 In-flight Fuel Management – Decision Point Procedure On a flight using the Decision Point Procedure, in order to proceed to the destination aerodrome, the Commander must ensure that the usable fuel remaining at the decision point is at least the total of: Trip fuel from the decision point to the destination aerodrome; Plus alternate fuel, Plus Final reserve fuel. Notwithstanding the above, if at the Decision Point, the “commitment to destination” requirements are met, it is permissible to continue the flight towards destination.

Question 77

Can you commit to destination at the DP with less than required fuel?

Answer 77

8.3.7.2.1 In-flight Fuel Management – Decision Point Procedure if at the Decision Point, the “commitment to destination” requirements are met, it is permissible to continue the flight towards destination.

Question 78

When must you declare min fuel?

Answer 78

The Pilot-in-Command shall advise ATC of a minimum fuel state by declaring “MINIMUM FUEL” when, having committed to land at a specific aerodrome, the pilot calculates that any change to the existing clearance to that aerodrome may result in landing with less than the planned final reserve fuel.

Question 79

When should you declare a fuel emergency?

Answer 79

The Pilot-in-Command shall declare a situation of fuel emergency by broadcasting “MAYDAY, MAYDAY, MAYDAY, FUEL”, when the calculated usable fuel predicted to be available upon landing at the nearest aerodrome where a safe landing can be made is less than the planned final reserve fuel.