Differences (From Jetstar) FAM section 8 Flashcards
Call sign
Prefix
Netlink
NWK
Timed approach minima
MDA +50 or 1500HAA, which ever is higher.
Standard phraseology, on chocks on arrival
Dispatcher “Ground to Cockpit, chocks are in”
PF “Brakes Set”
Standard phraseology, pull chocks for cooling brakes
PF “Brakes to be released for cooling, confirm chocks secure”
Dispatcher
“Ground to Cockpit, chocks are in”
Before leaving the aircraft, crew responsibility
Cockpit
- Rubbish
- Library
- Next crew useful info note
- Dim EFIS, ECAM, MCDU
- Delete FMGC stored waypoints
- Pull window shades if hot
- Turn off unneeded lights (heat build up)
R A I S E
Relay Ask Indicate Solution Emergency
Seatbelts
All persons on the flight deck shall occupy a seat and wear the safety harness, suitably
adjusted:
• 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.
Transfer of control
“Handing over”
“Taking over”
If the aircraft is being flown manually, the Flight Crew member taking over control will place a hand on the control column/sidestick, a hand on the thrust levers and their feet on the rudder pedals before stating “Taking Over”.
Transfer of control examples
Examples only
• partaking of a meal if doing so requires the seat to be moved back;
• where carrying out paperwork or reading documentation does not permit appropriate aircraft monitoring;
• making other than simple FMC entries; or
• making PAs during times of increased workload.
Guarding flight controls
PF Duties:
• During critical stages of flight, the PF must guard the control column/side stick and rudder pedals. For the purpose of this policy, critical stages of flight are defined as any time the flaps are not in the UP position.
• The PF must guard the thrust levers any time the automatic system is commanding significant thrust changes and on approach to landing.
PM Duties:
• The PM must guard rudder pedals during takeoff and landing and when the aircraft is being parked. Guarding rudder pedals means feet lightly on or in the immediate vicinity of the rudder pedals (brakes for parking) while ensuring inputs from the PF are not impeded.
Thunderstorm Avoidance
Dep/Arr 3nm
Enroute <20000ft = 5nm
20-25000ft = 8nm
>25000ft = 10nm
- Don’t overfly by less than 5000ft
- If possible, detour between the storm cells of a
squall line rather than directly above them.
Flight near thunderstorms
If it is unavoidable to fly closer than the minimum recommended distances, observe the following precaution:
• It is necessary to fly parallel to a line of cells, the safest path is on the upwind side (the side away from the direction of storm travel);
• Avoid flight under the anvil. The greatest possibility of encountering hail is downwind of the cell.
Audio control panel selections
Flight Crew are responsible for communication selections on their own audio selector panels.
Company call after departure in controlled airspace and lowered workload.
Perth - A Departure Call is not required for routine operations
Outports - Contact the Ground Service Providers and advise:
• ETA;
• Reason for Delay; and
• Any other relevant information.
Company Arrival call
Perth Qantas terminal
Perth
Qantas Terminal Arrivals
Contact “Qantas Perth” on 129.5 and advise:
• Arrival time;
• Special handling;
• Request a bay number; and
• Any engineering requirements (A320 only).
Company Arrival call
Perth Network terminal
Network Terminal Arrivals Contact “Network Perth” on 130.4 and advise: • Arrival time; • Special handling; and • Request a bay number.
Company Arrival call
Outport
Outports
Contact the appropriate Ground Service Provider and advise or request:
• ETA;
• Fuel uplift requirement;
• Requirements for assistance with inbound passengers;
• Outbound special handling requirements (request from Broome only);
• Outbound payload restrictions;
• Technical issues/aircraft serviceability if return service will be affected;
• Any other relevant information.
The Ground Service Provider will advise of any change to outbound COBT, any
significant change to passenger or freight load and planned special load/DGs and
passenger special handling.
Headset usage
- 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.
ATIS/AWIS QNH verification
Automatic Terminal Information Service (ATIS) or Aerodrome Weather Information Service (AWIS) information, in particular QNH, should be verified or viewed by more than one crew member. Flight Crew must listen to the ATIS/AWIS individually or, if the ATIS is received by ACARS, one Flight Crew member must verify the ACARS derived QNH with the QNH advised by ATC, or by listening to the broadcast ATIS.
Aircraft Light policy
Same as Jetstar.
Differences - wing lights turn on/off with landing lights
Landing lights maybe used in a holding pattern at PIC discretion.
Sterile cockpit policy
- The closure of the cockpit door in preparation for departure until the Seat Belt sign has been turned off during climb; and
- After the Seat Belt sign is illuminated during descent, to the opening of the main entry door after landing.
Note: 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.
Use of external lights
Class D, E, G?
All available landing lights must be illuminated when climbing and descending in non- radar/ADSB Class D or E airspace and all Class G airspace below 10,000 ft.
Inbound CTAF Verification Procedure
Cockpit call
PM - 45-35nm to run, check and select frequency on com2.
Call: “(Apt) CTAF XXX Decimal X” e.g.
“Geraldton CTAF 126.8”
PF - Checks frequency in Jepp & on comm2.
Respond: “Frequency” e.g.“126.8”
Inbound CTAF Verification Procedure
After frequency confirmed
- Listen on frequency for name of CTAF by other users or call from AFRU.
- If no traffic or response incorrect or garbled, key 3 times for AFRU response. Listen for response.
Outbound CTAF Verification Procedure
Cockpit call
Procedure
Same as inbound procedure. Performed before making CTAF taxi call.
Orbits
Descending orbits not allowed below 3000ft AGL
ILS PRM
Can’t participate. No course at the company.
Instrument approach calls
All are the same except at minima.
PM - “Minima-visual” or “minima-no contact”
PF - “Landing” or “Go-around flaps”
PM is the one who monitors and calls when visual
Visual procedures and continue are the same as the old calls at JQ.
LAHSO
Not approved!
Can’t participate.
Aircraft Securing – Short Term
If an aircraft is to be left unattended for greater than 2 hours, the aircraft is to have:
• The windshield covers fitted;
• Cabin window shades/blinds closed;
• All external compartments and doors closed;
• The wheels chocked
Galley and Lavatory Water Leaks In Flight
Galley or lavatory located in close proximity to an Avionics Equipment bay.
If a galley or lavatory water leak is reported to the Flight Crew, ensure that the:
• The Cabin Supervisor checks the water supply to the affected area is shut off; and
• Sinks/drains in the area are not used to dispose of liquids.
- Report in the tech log.
Weather Radar Failure Inflight
In addition to the requirements of the Jeppesen General Flight Procedures Flight Crew should only consider continuing the flight to the destination if there is no likelihood of
thunderstorms, lightning, turbulence or icing. Consideration should also be given to inflight conditions (IMC versus VMC) and night operations.
