FAM 0-13, 17-20 Flashcards

Question 1

Q

When may a Captain depart from Company policy?
What must be done with deviations?

Answer

A

FAM 1.1
Only to ensure the safety of aircraft operations and personnel.
Any deviation from policy requires written justification.

Question 2

Q

What is the hierarchy of manuals?

Answer

A

Primary is QRH, FCOM, FAM
Secondary is FCTM.

FAM 1.1

Question 3

Q

Define Q company policy.

Answer

A

Company policy is safety before schedule.
All personnel shall extend best effort to maintain efficiency of operations and comfort of pax based on this policy.
FAM 1.3

Question 4

Q

What is PIC primary responsibility.

Answer

A

The Pilot In Command’s primary responsibility is to ensure the safety of the aircraft, its passengers, mail, cargo and crew.

FAM 2.2.2

Question 5

Q

What is main role of duty Captain?

Answer

A

Is responsible for liaison between the operating Captain and Flight Operations management for operational, administrative, technical, engineering, safety and other factors affecting flying operations.
FAM 2.2.3

Question 6

Q

When must pilot reports be submitted?
ATSB Reportable?

Answer

A

All Pilot Reports must be submitted as soon as practicable.
ATSB reportable: 24 hrs

Question 7

Q

When must security report be submitted?

Answer

A

A Security Report must be submitted within 24 hours. If a Security Report is unable to be submitted within 24 hours, the Pilot in Command must notify the Duty Captain or Duty Security Controller at the earliest opportunity.
FAM 3.2

Question 8

Q

What do you do if you have not received a ‘report received confirmation’ after reporting?

Answer

A

Should email confirmation not be received within three business days, contact a Fleet Safety representative or a Fleet Operations Manager to confirm receipt.
FAM 3.2.2.2

Question 9

Q

When must you notify IOC of an event?

Answer

A

The Pilot in Command will contact the Qantas Integrated Operations Centre (IOC) by the most expedient method as soon as possible following an event that is an Immediately Reportable Matter (IRM), as defined by the Transport Safety Investigation Regulations 2003
FAM 3.2.3

Question 10

Q

Who’s responsibility is it to notify Duty Captain of IRM?

Answer

A

Joint responsibility IOC and Captain to notify all ‘relevant stakeholders’.
IE duty capt and duty safety rep.
To ensure ATSB etc notified within stipulated times.

IRM immediate reportable matter

Question 11

Q

Reporting timelines IRM and RRMs?

Answer

A

Immediately Reportable Matters (IRM) – must be reported via an Intelex report within 24 hours and the IOC notified as soon as practicable after the occurrence.

Routine Reportable Matters (RRM) – must be reported via an Intelex report within 24 hours, and when indicated in the tables in FAM, notified to the IOC as soon as practicable after the occurrence.

Question 12

Q

Does a ramp check require an Intelex report?

Answer

A

Yes
FAM 3.2.5.9

Question 13

Q

Smoke Fumes Smell reporting?

Answer

A

Smoke/Fumes:
IOC, MOC, tech log, intelex, injury/illness report for involved crew.
Smell:
As above but IOC not required to be notified…
Do it anyway probs!
FAM 3.2.5.11

Question 14

Q

Does payload offload by PIC require report?

Answer

A

Yes
FAM 3.2.5.12

Question 15

Q

Define 4 intensities for wind shear reporting?
This is from CASA and is replicated in FAM

Answer

A

Light – shear causing minor excursions from flight path and/or airspeed;
Moderate – shear causing significant effect on control of the aircraft;
Strong – shear causing difficulty in keeping the aircraft on desired flight path and/or airspeed;
Severe – shear causing hazardous effects to aircraft controllability; and
A factual plain language report regarding airspeed/groundspeed changes or undershoot/overshoot effects;
The altitude or altitude band at which the effect was experienced; and
Where practicable other relevant information such as significant changes in wind direction and/or speed
FAM 3.2.6.6

Question 16

Q

When is a fatigue report mandatory?

Answer

A

Fatigue report when:
Regulatory Flight and/or Duty Time breaches - operations beyond flight and duty time limitations (operational); or

Crew reporting unfit for duty due to fatigue.

Flight Crew shall submit a Fatigue Report or Fatigue Crew Alertness Report for a duty in excess of 20 hours.

FAM 3.2.7.1

Question 17

Q

How do you protect FDR/CVR data post incident?

Answer

A

Make tech log entry. Notify local engineering, if at non maintenance port consider power down.
Immediate notification to IOC initiates these procedures.
FAM 3.3.3.4

Question 18

Q

Captain’s Responsibilities to Crew After Traumatic Events
FAM 3.4.1

Answer

A

Assess the impact of the event on crew members, and assist the CSM in providing support
Provide an operational debrief as per the Captain’s Operational Debrief of Crew below
-Provide technical/operational information, if necessary
-Confirm the CSM has contacted the Employee Assistance Program if necessary
-Provide Trauma First Aid until EAP commences.

Question 19

Q

Why are Captain’s Operational Debriefs given?

Answer

A

Operational debrief is a process by which crew are given relevant technical and operational information following a significant non-routine event to encourage common understanding of the event and its implications.
This process is NOT a psychological debrief.
FAM 3.4.2

Question 20

Q

When must you give Operational Debriefing at PIC?

Answer

A

It is not necessary to conduct an operational debrief after every non-routine incident. The decision to conduct an operational debrief should be made based upon any observed negative reactions by crew following the event (e.g. confusion, social withdrawal, shock, poor understanding of the event). It is the Captain’s responsibility to gather this information in consultation with the CSM so that an informed decision can be made. However, it is the Captain’s final decision whether or not to conduct an operational debrief.
FAM 3.4.2

Question 21

Q

What is in operational debrief?

Answer

A

An operational debrief should involve the following eight steps – APPROACH:
A – ASAP, if necessary on the aircraft, and away from distraction.
P – Participation should be by ALL crew.
P – Purpose of the debrief should be clearly stated (to provide factual information about the event to ensure common understanding).
R – Review the known facts of the event and refrain from judgemental statements.
O – Operational relevance of the event, including any safety implications, should be explained.
A – Ask if there are any questions.
C – Check for understanding among the crew, explain that you will keep them informed as more information comes to hand.
H – Help the crew to access medical or psychological assistance if required. This can be arranged through the IOC.

Question 22

Q

Where does PIC command authority come from?

Answer

A

The authority of a Qantas Captain is derived from two sources, namely, that prescribed by law and from their position in the Company.
FAM 4.1

Question 23

Q

Main authorisations of command?
FAM 4.1

Answer

A

During the period when in command, the Pilot In Command:
- is authorised to discharge statutory and Company responsibilities in relation to, and has final authority over, the aircraft and the maintenance of discipline by all persons on board the aircraft;
-must ensure the safety of persons and cargo on the aircraft; and
-must ensure the safe operation of the aircraft during the flight.

The Pilot In Command is further authorised to:
-exercise command of a Company aircraft and crew members while on operational duty;
-when he or she believes it is necessary for the safety of the aircraft, a person on the aircraft or a person or property on the ground, do one or more of the following:
-direct a person to do something or not to do something, or to limit the doing of something, while the person is on the aircraft;
-direct a person to leave the aircraft before the flight begins;
-with such assistance and by the use of such force as is reasonable and necessary:
-remove a person or a thing from the aircraft before the flight begins; or
-restrain a person for the duration of the flight or part of the flight; or
-seize a thing on the aircraft for the duration of the flight or part of the flight; or
-place a person on the aircraft in custody; or
-detain a person or a thing, until the person or thing can be released into the control of an appropriate authority.

Nothing in this manual shall be construed as limiting or derogating from this authority.

The Pilot In Command is required to ensure that the aircraft is operated at all times in accordance with approved Qantas Operations Manual Suite. Any circumstance requiring other action shall be the subject of a Pilot Report.

Question 24

Q

Captain Authorities
FAM 4.1

Answer

A

During the period when in command, the Pilot In Command:

is authorised to discharge statutory and Company responsibilities in relation to, and has final authority over, the aircraft and the maintenance of discipline by all persons on board the aircraft;

must ensure the safety of persons and cargo on the aircraft; and

must ensure the safe operation of the aircraft during the flight.

The Pilot In Command is further authorised to:

exercise command of a Company aircraft and crew members while on operational duty;

when he or she believes it is necessary for the safety of the aircraft, a person on the aircraft or a person or property on the ground, do one or more of the following:

direct a person to do something or not to do something, or to limit the doing of something, while the person is on the aircraft;

direct a person to leave the aircraft before the flight begins;

with such assistance and by the use of such force as is reasonable and necessary:

remove a person or a thing from the aircraft before the flight begins; or

restrain a person for the duration of the flight or part of the flight; or

seize a thing on the aircraft for the duration of the flight or part of the flight; or

place a person on the aircraft in custody; or

detain a person or a thing, until the person or thing can be released into the control of an appropriate authority.

Nothing in this manual shall be construed as limiting or derogating from this authority.

The Pilot In Command is required to ensure that the aircraft is operated at all times in accordance with approved Qantas Operations Manual Suite. Any circumstance requiring other action shall be the subject of a Pilot Report.

Question 25

Q

Captain Emergency Authority
FAM 4.1.1

Answer

A

The Pilot in Command may vary published aircraft procedures, regulatory or company rules, or operate the aircraft contrary to air traffic clearances only:

when all of the following apply:
-circumstances of sudden OR extraordinary emergency exist;
-the noncompliance is the ONLY reasonable way to deal with the emergency; and
-the conduct is a reasonable response to the emergency; OR

when necessary due to extreme weather conditions or other similarly unavoidable cause.

Question 26

Q

Who has ability to Assume Control Over the Aircraft from the Captain?

Answer

A

CASA and
ARFFS

FAM 4.1.2

Question 27

Q

While on operational duty all crew members are subject to the authority of the Pilot In Command.
Define Operational duty.
FAM 4.3

Answer

A

“that period of time commencing at the moment crew members report for flight duty until the moment all crew members have completed customs and immigration formalities, or, in the case where government formalities are not required, the moment the crew members have deplaned”.

Question 28

Q

Apart from ‘operational duty’ what is Captain’s responsibility regarding crew and when?

Answer

A

At times other than as prescribed as operational duty, while crew members are away from their base station, the Pilot In Command will be the responsible manager for Flight Crew, and the CSM will be the responsible manager for Cabin Crew.

The closest possible cooperation between crew members and all other employees of the Company is essential in the interests of efficient and safe flight operation.
FAM 4.3

Question 29

Q

Who and when can a Captain stand someone down?
What needs to be done if you do?

Answer

A

While on operational duty or away from main base, the Pilot In Command may hold out of service any crew member for misbehaviour, neglect of duty, damage to aircraft, or for any other reason detrimental to the Company’s interests.

In such cases, immediate advice must be dispatched to the Chief Pilot. If a Cabin Crew member is withheld from service, the General Manager Cabin Services must also be informed.

All crew members have the right of appeal to their respective General Manager.

Question 30

Q

What is cause for stand down?

Answer

A

misbehaviour, neglect of duty, damage to aircraft, or for any other reason detrimental to the Company’s interests.

Question 31

Q

‘Should vs Shall’ FAM language.
FAM 1.1

Answer

A

Sometimes there is a “preferred” or “recommended” method of complying with a policy or accomplishing a procedure. When prefaced in such terms, these methods should be considered as Company policy

Complying with policy or carrying out the procedure by an alternative method may only be done within the bounds of sound judgement and Crew Resource Management (CRM). Briefing of other crew members of the intention to use other than the “preferred” or “recommended” policy or procedure should, when possible, be accomplished prior to conducting the procedure.

Question 32

Q

In reporting for duty, Flight Crew must ensure and are declaring that:
FAM 4.8.1

Answer

A

passport (visa health docs)
license
medical
recency
read all SINs, FSO’s, FCOM amendments
Ipad up to date nd charged and

They will comply with the applicable aviation legislation and Company policy as stated in relevant manuals

Question 33

Q

What is FAM regulation if you are aware crew are using RAISE language?
FAM 4.3.8.1

Answer

A

If the Captain is aware of Flight Crew using the concern stage of Qantas Support Language (FAM Section 21.1.2 – Qantas Support Language), this is a signal that operational concern is being expressed. The Captain must examine the situation giving consideration to the input, and advise crew of the reasons for the final decision.

This in no way should be interpreted as diminishing the authority of the Captain to make all final decisions regarding the disposition of the aircraft, Aircrew or passengers, or to act without consultation when required by a time-critical situation.

Question 34

Q

The Pilot In Command shall be satisfied that the aircraft has been prepared for flight in accordance with the relevant requirements as contained in CASR Part 121 and CASR Part 91 and Company procedures.

In accepting the Final Loadsheet, the Pilot in Command certifies that he or she is satisfied that:

Answer

A

ADOPT FOCCA
AC serviceable (CRS MEL etc)
Docs on board
Ops suite req met
Perf checked
‘Trim’ W&B checked
FOB
OFP checked wx notams ad’s ATC etc
Crew fit
Clearances will be complied with
AC safe for flight in all respects.

FAM 4.8.3.2

Question 35

Q

What are Captain’s responsibility during pushback?

Answer

A

When an aircraft is being pushed back or towed by a tug, the Pilot In Command retains overall authority and responsibility. The tug operator is responsible for the avoidance of obstacles and for proper operation of the tug.
FAM 4.8.3.5

Question 36

Q

Limits for Captains 737.
TO, Land, Environmental.
FAM 4.11.1

Answer

A

Takeoff
75 m RVR

Landing
200 ft DH/800 m VIS or 550 m RVR

Environmental Limits
Airplane Performance Limitations

Question 37

Q

Limits for FO’s 737.
TO, Land, Environmental.
FAM 4.11.2

Answer

A

Takeoff
PF: 800 m VIS or RVR
PM: 75 m RVR

Landing
PF/PM: 200 ft DH/800 m VIS or 550 m RVR and in accordance with criteria for Approach Procedures

Environmental Limits
PF: Crosswind maximum 25 kt* (including gusts)
PM: Airplane Performance Limitations

Question 38

Q

Experience required for Cat TO, land Capt.

Answer

A

TO no req
Land Autoland:
Cat 1, SA Cat 1 unrestricted
50 hrs OR 20 sectors Cat 2 approved but 100m added to charted zone RVR minima.
Land MANUAL Landing:
Cat 1, SA Cat 1 unrestricted.
Cat 2, SA Cat 2 approved with 100m added to charted zone RVR mins for first 20 sectors.
Cat 3 approaches not approved for first 100 hours AND 40 sectors.

FAM 4.12

Question 39

Q

How often does a Capt need to fly AIII approach to stay recent?

Answer

A

A Captain must have completed a HGS AIII manual landing using LVO procedures in a flight simulator or in the aircraft within 90 days before conducting an Approach that requires the use of HGS AIII mode. HGS AIII recency can be updated in ARMS by selecting ADF when submitting the ACARS Post Flight Report.
FAM 4.14.4.1

Question 40

Q

What is the required documentation on aircraft?
FAM 7.3.2

Answer

A

6 items
Cof Airworthiness
Cof Registration
AOC
Cof Insurance
Radio Station licence (front page only)
Disinsection Cert.

Question 41

Q

What are the Ops Manual suite books required for dispatch?
FAM 7.4.1

Answer

A

FCOM x2 electronic
QRH x1 hardcopy
Jepps x2 electronic

Question 42

Q

If you are down to one IPAD what are the considerations?

Answer

A

Refer to FAM 7.4.1
You need
2x copies of FCOM,
2x copies of electronic charts
EFF provisions in FAM
OPT completed separately by two pilots on same ipad ok.
Elog BCP

you can download to CSM’s ipad.

Question 43

Q

What to do if EFF+ is not available?

Answer

A

Fam chapter 7.
Ypu can go,
get ofp emailed to you or download from CMSG, or get hard copy and take a picture and email it before departure.
Verbal fuel order
Hardcopy provisional, final and Notoc.

Question 44

Q

Report times?
Paxing report times?
FAM 6.2.1,2

Answer

A

Operating:60 mins
Paxing:45 dom, 60 intl

Question 45

Q

What is the required reply to an Emailed loadsheet?

Answer

A

‘Accepted and Approved’
FAM 17.1.1

Question 46

Q

How does a radio loadsheet need to be read back?

Answer

A

Verbatim
FAM 17.1.1

Question 47

Q

What information do you need to get if you are replacing a crew on a diverted aircraft?

Answer

A

You will need the ZFW from original flight, it should be the same unless pax were offloaded or pantry was changed.
1 pax = 100kg
FAM 17.1.2

Question 48

Q

What items do you need to check on provisional?

Answer

A

DAAARFP
Date
A/C rego
Aircrew comp
Aerodromes dep arr and city pair
Removable equip ie Rafts
Fuel
Pot water (not on 737)
PIC (may be handwritten)

FAM 17.1.3.1

Question 49

Q

Can you accept a radio loadsheet overseas.

Answer

A

No
FAM 17.1.5

Question 50

Q

What must be checked on Final Loadsheet?

Answer

A

Flight number
Rego
Edno number
ZFW
TOW
TOB
MAC ZFW
MAC TOW
STAB

Question 51

Q

Do you need new Provisional if you exceed LMC’s?

Answer

A

A new Final EFF+ or ACARS Loadsheet is required for any LMCs in excess of the tolerances allowed. Check that the EDNO of the new Final EFF+ or ACARS Loadsheet corresponds with the Provisional Loadsheet and that the time/date stamp is the most recent. Another Provisional Loadsheet is not required.
17.1.7.2

Question 52

Q

When do you contact load control if you haven’t received FLS?

Answer

A

3 minutes of ‘doors’ being closed.
That’s the wording - I’d say that means all doors.
17.1.4

Question 53

Q

737 LMC’s?

Answer

A

500kg Traffic
500kg Fuel

LMC tolerance allows for 2 pax movement between any seat row.

Movement of a PAX from JS1/JS2/L2A into a cabin seat is permitted in this 2 pax LMC.

Applicable to seat rows 10-18 only: up to 6 passengers may be moved from these specific rows into the overwing exit seats (rows 13-14), or out of the overwing exit seats (13-14) to anywhere between rows 10-18. This allowance is in addition to the 2 passenger LMC which can be used anywhere on the airplane.

Note 1:
Re-positioning of traffic load (e.g. move passengers to different row in the cabin) per the above can be accomplished within the LMC tolerance without a new Final EFF+ or ACARS Loadsheet.
Note 2:
A direct row to row passenger swap anywhere on the airplane is not considered a LMC.

Question 54

Q

Do service dogs appear on the NOTOC?

Answer

A

Yes
17.3.2

Question 55

Q

What considerations are needed when diverting to a non international airport with animals on board?

Answer

A

Should a diversion be necessary to such alternate, however, ATC at the scheduled destination capital city airport should be informed of the presence of animals on board to ensure that the authorised Quarantine Officer at the Alternate Airport concerned is notified.

Such animals carried shall not be removed from the aircraft at the Alternate Airport except with the permission of the Chief Quarantine Officer (Animals) of the State concerned or the representative and only then when precautions to their satisfaction are observed.

17.3.3

Question 56

Q

What are the restrictions for livestock in 737 Hold?

Answer

A

Livestock may be carried in either the forward or aft hold on domestic flights of less than 90 minutes duration. The forward hold is the preferred location for livestock.

The aft hold must not be used for livestock on domestic flights of greater than 90 minutes duration.

Livestock must not be loaded in close proximity to dry ice or shipments packed in dry ice. Carriage in the same hold is permitted.

Livestock may not be carried on international services unless Quarantine regulations permit uplift. If uplifted on international services, livestock must be loaded in forward hold only.

Flight Crew must always be advised of the location of livestock.

Question 57

Q

What are the restrictions on perishables in cargo hold?

Answer

A

Frozen/perishable goods (with or without dry ice) may be carried in either the forward or aft hold on domestic flights of less than 90 minutes duration.

The aft hold is the preferred location for frozen/perishable goods with dry ice.

The forward hold must not be used for frozen/perishable goods without dry ice on domestic flights of greater than 90 minutes duration.

Frozen/Perishable goods must only be loaded in the aft hold for international services.

Flight Crew must always be advised of the location of perishable goods.

Question 58

Q

Can you carry freight on a ferry/positioning flight?

Question 59

Q

What does cost index optimise?

Answer

A

Based on variations in operating conditions for each flight, the Cost Index balances various interrelated costs to minimise the total operating expense of the flight.

Question 60

Q

Who has primary responsibility for nominating reasons for delays at an airport?

Answer

A

The Airport Manager.

The Pilot In Command should endeavour to clarify any delay that may not be apparent to ground staff.

17.6.3.1

Question 61

Q

What are the COBT windows for Brisbane, Perth, Melbourne, and Sydney?

Answer

A

All flights must depart within the compliance window of COBT -5 to COBT +15.

To “depart” means to pushback, or to commence taxi when no pushback is required. The COBT is the flight plan EDT or other time advised by POCO/MOCO.

Perth has Departure Management plan that takes precedence.

17.6.4.3.1

Question 62

Q

Where there is a conflict between the arrival ATFM COBT and the Sydney Slot Compliance Scheme, the arrival ………………takes precedence.

Answer

A

AFTM COBT

Question 63

Q

Who do you ask for earlier COBT?

Answer

A

Crew of flights that anticipate being ready to depart ahead of the compliance window may ask IOC via POCO/MOCO for an earlier COBT.

Question 64

Q

Can you push earlier that COBT to free up your gate?

Answer

A

It is acknowledged that at times an aircraft will be required to push back earlier than COBT to facilitate an arriving aircraft on to the gate. In these circumstances:

POCO/MOCO will advise ATC of the gate congestion issue;

When requesting pushback or taxi clearance (if no pushback is required), advise ATC the early request is due to “gate congestion” to avoid being held on the gate as a non-compliant flight;

Flight Crew may be issued taxi instructions to absorb the allocated delay prior to takeoff;

ATC may utilise airborne holding to absorb any or all of the allocated delay not absorbed prior to takeoff.

17.6.4.3.2

Answer 64

A

Flight Crew who become aware that they will not be able to depart within the compliance window must immediately advise IOC via POCO/MOCO, who will seek to obtain a revised COBT. If a new COBT cannot be obtained the flight should proceed. ATC will advise “(CALL SIGN), YOU ARE NON-COMPLIANT WITH FLOW MANAGEMENT. EXPECT AIRBORNE DELAY.”

Controlled Airports
If an aircraft requests a pushback clearance or taxi clearance (if no pushback is required) later than COBT+15, ATC will not deny the clearance due to ATFM non-compliance. However, ATC may subsequently allocate a new landing time and an airborne delay may be required.

Uncontrolled Airports
If an aircraft does not depart within the compliance window ATC will allocate a new landing time and an airborne delay may be required.

17.6.4.3.3

Answer 65

A

If for operational reasons it is deemed desirable for an aircraft to depart up to 15 minutes earlier than its scheduled departure time, then it is permitted provided:

there is no known problem at the destination airport;

all booked commercial load has been accounted for;

the Pilot In Command and Duty Airport Manager both agree;

there are no overriding commercial requirements; and

Air Traffic Flow Management (ATFM) procedures allow. Refer to FAM Section 17.6.4 – Air Traffic Flow Management (ATFM). A new COBT may need to be negotiated to facilitate the early departure.

Answer 66

A

Primarily Ops Control.

However:

Airport Managers in consultation with the Pilot In Command, have the authority to delay the departure of the aircraft for up to 30 minutes (International), 10 minutes (Domestic) for late joining passengers and/or cargo. If these limits are to be exceeded, Operations Control Sydney must be consulted to ensure there will be no adverse impact to the operational requirement of the aircraft.

Consideration should be given to possible inconvenience to passengers who have already joined the flight particularly in respect of onward flight connections and in giving them some reason for the delay.

17.6.6

Answer 67

A

Any decision to delay a service due to product failure rests with the IOC, Airport Manager or delegate and after consultation with the Pilot In Command. The CSM and Station Engineer may also be involved in the process.

To assist in the decision making process as to whether a service should be delayed due to malfunction or non availability of the product we offer to our customers, a Product and Customer Experience (PACE) Policy is included on the EFB.

Answer 68

A

You may depart 15m early (complying with FAM reqs)
-Inflight you can adjust CI if you:
-Are not subject to arrival AFTM.
-You are 15 behind and you can achieve within 15m.
-Next transit is at or near minimum for type.

However, a cost index adjustment may be considered if issues such as curfew, crew flight time limitations or weather become critical. Flight Crew must liaise with the IOC and/or Flight Dispatch to ensure these issues are recognised and the flight plan adjusted accordingly. Dispensations or ETA adjustments may need to be sought in regards to any arrival ATFM restrictions.

Advise ATC if the new cruise Mach number changes from that shown on the ATC plan (or previously advised Mach number) by M0.02 or greater.

17.6.6

Answer 69

A

It is considered that passenger needs are best met by punctual departures. Aircraft should depart whenever possible on schedule (or earlier if all pre-departure requirements are complete), unless there are ATC departure restrictions, curfew constraints or known slot considerations.

The planned Cost Index provides the minimum flight cost and should be flown regardless of a projected early arrival, except if the touchdown time is before the end of a curfew or ATC restriction.

If limited by a curfew or ATC restriction consider:

Reducing to no slower than minimum manoeuvre speed, allowing time for expected arrivals and known ATC delays; and

Changing altitude to cruise at a Flight Level that approximates optimal holding level.

17.6.9

Answer 70

A

Notify CSM and ack with Company, advise engineering requirements.

Answer 71

A

The initial blocks ETA is normally assessed by the destination airport from time airborne at departure port plus flight plan elapsed time plus 10 minutes (International Operations) and plus 5 minutes (Domestic Operations). This ETA shall be updated by Operations Control based on input from the Flight Crew.
17.6.12

Answer 72

A

On ACARS equipped aircraft, inflight, send the Arrival Information Report as soon as practicable but no later than Top of Descent (TOD). Flight Crew should ensure that the information communicated is accurate, as details such as the arrival time are utilised by Operations Control. Some line stations will reply via ACARS with handling details, eliminating the need for further radio exchanges. Refer to FAM Section 19.5.1 – Inflight Notification of Defects for the reporting of engineering defects.

If an ACARS response has not been received, an Arrival Information message should be passed on Company VHF prior to top of descent.

17.6.12

Answer 73

A

Flight Crew of non-ACARS equipped aircraft are to ensure departure calls are made to POCO on all domestic departures.

On non-ACARS aircraft inbound to Australian destinations, an ETA should be passed to Operations Control only when ETA may be significantly different to ATD plus flight plan time.

Answer 74

A

At all stations, the Precision Timing Schedule may be accelerated to permit departure up to 15 minutes ahead of schedule.

17.7

Answer 75

A

-40 Intl, -25 dom (40 and 35 min turns)

Answer 76

A

-3 minutes Intl and Dom 40.
Dom 35 indicates -5mins.

Answer 77

A

Intl -50
Dom 40: -30
Dom 35: -25

PTS

Answer 78

A

Dep-30mins

Answer 79

A

With an APU unserviceable, an allowance of 6 minutes has been made from doors closed (all doors closed at -3 minutes) to push-back.

17.7.6

Answer 80

A

For operational or disciplinary reasons
FAM 18.1

Answer 81

A

Supervision of CC and administration of quality in cabin service.
FAM 18.1

Answer 82

A

Full Load: 4
Reduced load still 4

18.2.2

Answer 83

A

Doors 1 and 2: 1 FA
Not required @ overwing

FA can move max 4y/3j rows away from door during refuelling, ie must always retain the capability of quickly reaching and operating their assigned door.

Answer 84

A

3

A minimum of one Cabin Crew member must be in each zone where there are passengers.

18.2.3.3

Answer 85

A

D1:1
D2:2

Cabin crew from D2 can ‘bracket’ pax moving forward to 4 from over wing exits - ie Row 9

Regardless of refuelling status, while passengers are disembarking, there must be at least one Cabin Crew member positioned at Doors 1 and two at Doors 2. These Cabin Crew shall not move beyond four Economy or three Business seat rows forward or aft of their door.

Once all passengers have vacated a zone, the crew member(s) aft of that zone may move from their position. The concept is that at all times, Cabin Crew are available at the doors/exits immediately forward and aft of a zone where there are passengers.

After general disembarkation has ceased, if one or more zones are still occupied, for example by passengers awaiting assistance, there must be at least one Cabin Crew member at each pair of doors/exits forward and aft of any occupied zone. Designated crew shall not move beyond four Economy (Three Business) seat rows forward or aft of their door/exit and must always retain the capability of quickly reaching and operating a door/exit.

Note:
The overwing exits are a special case because no Primary crew members are allocated to these exits in an evacuation. When disembarking through Doors 1, once no passengers remain in the aft zone, Cabin Crew from Doors 2 may move forward, but they must not move beyond 4 Economy seat rows from the overwing exits (i.e. not forward of Row 9 on B738) until all passengers have disembarked.

18.2.3.4

Answer 86

A

The preflight briefing should include the following:

anticipated taxi time (with reference to safety demonstration requirement)

flight time

flight details

anticipated weather/flying conditions

PA requirements

liferafts and beacons when required to be carried

any additional information necessary for the flight including information concerning unserviceable equipment or abnormalities that may affect passengers.

The Flight Crew member conducting the preflight briefing should also:

Ensure appropriate crew are familiar with the procedure, emergency access codes and door operation for access to the flight deck.

Brief the password to the CSM and to those crew requiring access. Emphasise ‘awareness’ when using the interphone and the password: the proximity of passengers when entering or leaving the flight deck, voice level, control of the password (especially with ground staff on board).

Brief any relevant security information/INTAMS/Notices.

Answer 87

A

Numbers and Names
(CC numbers, anyone absent, CC serving FD or worksheet for intl)
Pax and spacs and PA’s
(pax number, special handling pax and PA reqs ie other languages)
Emer equip and rafts/beacons

Customer Service Manager’s Preflight Briefing
The preflight briefing from the CSM to the Pilot in Command (or delegate) should include the following:

number of Cabin Crew

whereabouts of Cabin Crew not present and the reason

Domestic – names of Cabin Crew attending the flight deck

International – copy of the Flight Record and Worksheet Form

passenger load

emergency equipment and security checks (when complete)

whether liferafts and beacons are fitted/not fitted

advise of additional time required if a foreign language safety video is to be used

appropriate special handling information

service sequence to passengers and flight deck (on domestic and short-sector operations, this may be deferred until after takeoff)

Not applicable to A320 B737
any other pertinent information.

Note:
Flight Crew will brief the CSM on any known Cabin/IFE items that exist in the Technical Log.
The CSM will liaise with the Flight Crew as to the timing of announcements and video presentations.

If the Flight Crew has any specific requirements which are contrary to the above procedure, these requirements should be discussed during the briefing.
18.4.4

Answer 88

A

Domestic min 1 pilot on board
Intl, no pilots required but approval from engineer required.

The CSM (or delegate) shall not accept passengers for boarding until it has been confirmed with the Pilot In Command (or delegate) that embarkation of passengers may proceed. The CSM will also request the aircraft refuelling status.

If, at the proposed boarding time, the Pilot In Command (or deputy) is unavailable and in the absence of any contrary information the CSM (or deputy) may approve boarding.

For domestic operations, in order to maintain the ability to establish immediate communication with Cabin Crew should any need arise, passenger boarding shall not commence until at least one Flight Crew member is present. That Flight Crew member must be aware that boarding is taking place and may be either on the flight deck or conducting the walkaround.

For international operations, if the arrival of the Flight Crew at the aircraft is delayed, the CSM must liaise with the Engineer to check the aircraft status. The Engineer must brief the CSM, in advance of the Flight Crew arrival, on all cabin engineering items and status prior to the commencement of boarding. The Engineer will also advise if the aircraft is being refuelled. If refuelling is ongoing at this time, the CSM should request the Engineer to prepare the cabin for refuelling including extinguishing the Seat Belt signs, illuminating No Smoking signs, and ensuring emergency light switch is in the ARMED position.

Note:
Where maintenance action is being carried out on the aircraft, any decision to delay passenger boarding should be made following consultation with the responsible engineer.

18.5

Answer 89

A

In some instances in order to avoid delay, passengers may board the aircraft while catering is still in progress. Passenger boarding may commence provided that the CSM believes it is safe, and Cabin Crew are available and positioned to observe the entrance to the galleys or open aircraft doors in order to prevent inadvertent passenger access.

There will be times where catering is still in progress and passengers need to pass. In this instance, the CSM may need to hold boarding until the area is clear and safe.

CSMs must maintain transit crew requirements when positioning crew near galleys.

18.5.1

Answer 90

A

Yes
Domestic only
preboards only
Security and equipment checks complete
Preboard area already cleaned
No corded vacuums

When operating domestic flights, after liaising with cleaning personnel, the CSM may accept preboard passengers onto the aircraft while cleaning is in progress, provided the CSM is satisfied that all necessary preparations (including the completion of any required equipment and security checks) for boarding have been completed. The area where preboard passengers will be seated must be cleaned prior to the passenger taking their seat.

When an aircraft on turnaround has arrived from an unscreened airport, cleaning personnel must have completed their duties and disembarked the aircraft prior to passengers being allowed to board.

Items of cleaning equipment must not be left unattended, in order to ensure aisles and exits are unobstructed. During transit cleans, cordless vacuum cleaners are used by cleaning personnel. Pre-boards must not be accepted if corded vacuum cleaners are in use.

18.5.2

Answer 91

A

Ask if any DG’s packed.
18.6

Answer 92

A

The accepted minimum dress standard for commercial passengers, male or female, on Qantas aircraft is:

clean T-shirt or singlet top (not torn or displaying offensive language and/or graphics);

clean shorts;

footwear.

If a passenger’s dress standard does not meet this basic requirement, Ground Staff shall ask the passenger to conform.

Airport Managers, or their deputies, should liaise with the CSM as there is an obvious need for discretion when considering acceptable minimum standards of dress, particularly in regard to national dress and other acceptable attire. The ultimate decision rests with Airport Managers or their deputies.
18.7

Answer 93

A

are likely to constitute an annoyance to other passengers or crew or a potential danger to the safety of the aircraft or its occupants

Persons shall be denied boarding if they:

are suspected of being under the influence of alcohol or drugs;

conduct themselves in an improper manner;

do not observe the instructions of authorised Company officials;

are apparently of unsound mind;

are known or suspected to be in possession of unauthorised firearms; or

are likely to constitute an annoyance to other passengers or crew or a potential danger to the safety of the aircraft or its occupants;

are deemed unfit by MedLink.

The final decision to offload passengers rests solely with the Pilot In Command.

The CSM or CSS/Team Leader will appraise the Pilot In Command of the situation. The Pilot In Command shall take into account their recommendations as well as those from Group Security and/or Airport personnel (if applicable or available).

Note:
Passengers who have a communicable disease in an infectious state shall not be accepted for travel.
18.8

Answer 94

A

Passengers or crew on an aircraft at any time must not behave in an offensive and disorderly manner.

Offensive or disorderly behaviour includes, but is NOT LIMITED to:

physical assault or threat to commit assault against a crew member;

verbal intimidation or threat against a crew member that interferes with the performance of their duties;

refusal to follow a lawful instruction given on behalf of the Pilot In Command;

assault, intimidation or threat, whether physical or verbal, against another person;

intentionally causing damage to, or destruction of, property;

consuming alcoholic beverages or drugs resulting in intoxication;

smoking on board;

tampering with a smoke detector or any other safety-related device on board the aircraft;

operating a portable electronic device when prohibited.
18.9.2

Answer 95

A

A ‘no-fly’ notice is an official letter banning a disruptive passenger from travelling on Qantas Group services for a period of time. This period is determined by the Duty Security Controller (DSC) based on set precedents from past incidents. The passenger will also be removed from any remaining sectors of their booking, and appropriate alerts lists and databases will be updated.

18.9.2.1

Answer 96

A

Get pax name, seat # and PNR if able.
Contact DSC via IOC
PIC, CSM and DSC to discuss this option.

If a decision is made to apply a ‘no-fly’ notice:

DSC will select an appropriate penalty from the list of precedents;

DSC will advise the destination port Duty Airport Manager (DAPM) and a ‘no-fly’ notice will be prepared;

DAPM will meet aircraft with Police or Security Officers and deliver the notice to the disruptive passenger.

If the IOC is unable to be contacted (e.g. unserviceable SATPHONE, cannot be contacted on HF, etc.) or it is impractical to contact them (e.g. too close to top of descent), pass as many details as practical in either an ACARS message to the IOC, the arrival ACARS report, or the arrival radio report. Useful details include the passenger’s name and seat number, PNR (if passenger’s itinerary is available), a brief account of what occurred, if the Captain and/or CSM believe a ‘no-fly’ notice should be considered, and a request for the DAPM and Police to meet the subject on arrival.

Note:
When transmitting personal information on company frequencies and in ACARS messages, where possible Passenger Seat number only should be used. Additional personal information may only be used when operationally required.
If the message is sent via an ACARS to the IOC (SYDWWQF), make first sentence “Attn DSC”. If a specific reply or acknowledgement of receipt is desired, request this in the message.

Ground Incident
If a disruptive passenger incident occurs on the ground, report it to the DAPM. DAPM will liaise with the DSC and issue a ‘no-fly’ notice if required.

18.9.2.1

Answer 97

A

They are fit to travel, that is, air travel will not aggravate their condition and they will not be at risk of causing an inflight medical emergency;

They are not suffering from an infectious or contagious disease that could present a risk to other passengers and crew;

While they may require some additional assistance, they must be capable of toileting themselves (otherwise they will be required to be accompanied by a capable assistant).

18.10

Answer 98

A

CSM shall advise PIC AND ground staff.
Contact medlink for clearance,
or airport Dr if available.

ltered for: B737
18.3 Flight Crew Acting as a Door Primary
In exceptional circumstances, a Flight Crew member may act as a door primary during taxi, takeoff and landing.

Prior to this occurring, the operating Captain must contact the IOC. In consultation with the Duty Captain, a decision will then be made.

Flight Crew are only to act as a door primary on their current aircraft type.

Where a supernumerary Flight Crew member is used as a door primary, full uniform must be worn. Prior to passenger boarding, the CSM and Flight Crew member will collaboratively brief on the following:

Practical demonstration of the door arming/disarming and door pin procedures.

Evacuation procedures as a door primary.

Seat belt operation at the nominated jump seat.

When the Seat Belt sign has been extinguished after takeoff, the Flight Crew member will vacate the door primary position and inform the CSM.

On receipt of the ‘Prepare Cabin PA’ prior to landing, the Flight Crew member will:

Resume the door primary position and inform the CSM.

Remain in this position until passenger disembarkation is complete.

An adjustment to cabin service may be necessary and is at the discretion of the CSM.

Note:
The Flight Crew member is to be used for safety related duties only (during taxi, takeoff and landing).
18.4 Preflight Briefing with Cabin Crew
18.4.1 General
The Pilot in Command (or delegate) will brief the CSM. Where time permits, Flight Crew are encouraged to include all Crew in the pre-flight briefing.

The preflight briefing should include the following:

anticipated taxi time (with reference to safety demonstration requirement)

flight time

flight details

anticipated weather/flying conditions

PA requirements

liferafts and beacons when required to be carried

any additional information necessary for the flight including information concerning unserviceable equipment or abnormalities that may affect passengers.

18.4.2 Security Brief
The Flight Crew member conducting the preflight briefing should also:

Ensure appropriate crew are familiar with the procedure, emergency access codes and door operation for access to the flight deck.

Brief the password to the CSM and to those crew requiring access. Emphasise ‘awareness’ when using the interphone and the password: the proximity of passengers when entering or leaving the flight deck, voice level, control of the password (especially with ground staff on board).

Brief any relevant security information/INTAMS/Notices.

18.4.3 Inflight Catering
Flight Crew should liaise with Cabin Crew preflight, for drink and food orders after takeoff. Discuss meal service, choices available and time frame for Flight Crew meal preparation.

18.4.4 Customer Service Manager’s Preflight Briefing
The preflight briefing from the CSM to the Pilot in Command (or delegate) should include the following:

number of Cabin Crew

whereabouts of Cabin Crew not present and the reason

Domestic – names of Cabin Crew attending the flight deck

International – copy of the Flight Record and Worksheet Form

passenger load

emergency equipment and security checks (when complete)

whether liferafts and beacons are fitted/not fitted

advise of additional time required if a foreign language safety video is to be used

appropriate special handling information

service sequence to passengers and flight deck (on domestic and short-sector operations, this may be deferred until after takeoff)

Not applicable to A320 B737
any other pertinent information.

Note:
Flight Crew will brief the CSM on any known Cabin/IFE items that exist in the Technical Log.
The CSM will liaise with the Flight Crew as to the timing of announcements and video presentations.

If the Flight Crew has any specific requirements which are contrary to the above procedure, these requirements should be discussed during the briefing.

18.5 Passenger Boarding
The CSM (or delegate) shall not accept passengers for boarding until it has been confirmed with the Pilot In Command (or delegate) that embarkation of passengers may proceed. The CSM will also request the aircraft refuelling status.

If, at the proposed boarding time, the Pilot In Command (or deputy) is unavailable and in the absence of any contrary information the CSM (or deputy) may approve boarding.

For domestic operations, in order to maintain the ability to establish immediate communication with Cabin Crew should any need arise, passenger boarding shall not commence until at least one Flight Crew member is present. That Flight Crew member must be aware that boarding is taking place and may be either on the flight deck or conducting the walkaround.

For international operations, if the arrival of the Flight Crew at the aircraft is delayed, the CSM must liaise with the Engineer to check the aircraft status. The Engineer must brief the CSM, in advance of the Flight Crew arrival, on all cabin engineering items and status prior to the commencement of boarding. The Engineer will also advise if the aircraft is being refuelled. If refuelling is ongoing at this time, the CSM should request the Engineer to prepare the cabin for refuelling including extinguishing the Seat Belt signs, illuminating No Smoking signs, and ensuring emergency light switch is in the ARMED position.

Note:
Where maintenance action is being carried out on the aircraft, any decision to delay passenger boarding should be made following consultation with the responsible engineer.
After all passengers have boarded, the CSM will be required to advise and obtain clearance from the Pilot In Command prior to closing the main cabin door.

18.5.1 Passenger Boarding During Catering Uplift
In some instances in order to avoid delay, passengers may board the aircraft while catering is still in progress. Passenger boarding may commence provided that the CSM believes it is safe, and Cabin Crew are available and positioned to observe the entrance to the galleys or open aircraft doors in order to prevent inadvertent passenger access.

There will be times where catering is still in progress and passengers need to pass. In this instance, the CSM may need to hold boarding until the area is clear and safe.

CSMs must maintain transit crew requirements when positioning crew near galleys.

18.5.2 Passenger Boarding During Aircraft Cleaning
When operating domestic flights, after liaising with cleaning personnel, the CSM may accept preboard passengers onto the aircraft while cleaning is in progress, provided the CSM is satisfied that all necessary preparations (including the completion of any required equipment and security checks) for boarding have been completed. The area where preboard passengers will be seated must be cleaned prior to the passenger taking their seat.

When an aircraft on turnaround has arrived from an unscreened airport, cleaning personnel must have completed their duties and disembarked the aircraft prior to passengers being allowed to board.

Items of cleaning equipment must not be left unattended, in order to ensure aisles and exits are unobstructed. During transit cleans, cordless vacuum cleaners are used by cleaning personnel. Pre-boards must not be accepted if corded vacuum cleaners are in use.

18.6 Cabin Baggage
It is the shared responsibility of Customer Service Staff and Cabin Crew to enforce cabin baggage regulations. Where possible, cabin baggage will be monitored at check-in and any excess items will be checked in.

It is the responsibility of Cabin Crew to monitor cabin baggage during passenger boarding. Cabin baggage shall only be allowed on board if it can be safely stowed under the passenger’s seat or in the overhead stowage.

Note:
Refer to the RMS for a list of items allowed to be carried in the cabin according to the Australian Aviation Transport Security Regulations (2005).
Where passenger carry-on baggage is required to be stowed in the hold for any reason, the passenger must be asked whether the baggage contains any dangerous goods. Some dangerous goods are permitted in carry-on baggage, but not in hold-stowed baggage, including:

Spare lithium or lithium ion cells or batteries

Mercury barometers or thermometers

Fuel cell systems and spare fuel cartridges

Refer to Aircrew Emergency Procedures Manual – Chapter 7 for more information.

18.6.1 Extra Seat for Cabin Baggage (CBBG)
Passengers may wish to have items of baggage carried on an aircraft seat (CBBG) instead of in the aircraft’s cargo hold, e.g. musical instruments.

Maximum Cargo Dimensions
Seat Type
Maximum Height (cm/in)
Maximum Width (cm/in)
Maximum Depth Between Seat Backs (cm/in)
Maximum Weight (kg)
First
74/29
51/20.2
53/20.8
7
Business
71/28
50/19.5
48/19
7
Economy
71/28
44/17.3
44/17.5
7
Note 1:
If the CBBG exceeds the maximum cargo dimensions and/or weight listed above it may be stowed in accordance with Engineering Controlled Report C6217. A statement that the item is stowed in accordance with C6217 will be inserted in the Technical Log.
Note 2:
The CBBG item must not be placed in an exit row.
Note 3:
The CBBG item will be placed in a window seat with the passenger sitting next to it.
Note 4:
The CBBG item shall not impede video viewing nor limit access to baby bassinettes.
Note 5:
If the CBBG does not have a point at which the seatbelt can be used to restrain it, e.g. a handle on an instrument case, its carriage will be assessed on a case by case basis.
18.7 Minimum Dress Standards for Passengers
The accepted minimum dress standard for commercial passengers, male or female, on Qantas aircraft is:

clean T-shirt or singlet top (not torn or displaying offensive language and/or graphics);

clean shorts;

footwear.

If a passenger’s dress standard does not meet this basic requirement, Ground Staff shall ask the passenger to conform.

Airport Managers, or their deputies, should liaise with the CSM as there is an obvious need for discretion when considering acceptable minimum standards of dress, particularly in regard to national dress and other acceptable attire. The ultimate decision rests with Airport Managers or their deputies.

18.8 Exclusion from Flight
Persons shall be denied boarding if they:

are suspected of being under the influence of alcohol or drugs;

conduct themselves in an improper manner;

do not observe the instructions of authorised Company officials;

are apparently of unsound mind;

are known or suspected to be in possession of unauthorised firearms; or

are likely to constitute an annoyance to other passengers or crew or a potential danger to the safety of the aircraft or its occupants;

are deemed unfit by MedLink.

The final decision to offload passengers rests solely with the Pilot In Command.

The CSM or CSS/Team Leader will appraise the Pilot In Command of the situation. The Pilot In Command shall take into account their recommendations as well as those from Group Security and/or Airport personnel (if applicable or available).

Note:
Passengers who have a communicable disease in an infectious state shall not be accepted for travel.
18.9 Disruptive and Intoxicated Persons
18.9.1 Intoxicated Persons
Civil Aviation Safety Regulations prohibit a person entering any aircraft while in a state of intoxication.

Cabin Crew may refuse alcoholic service to disruptive passengers and prohibit the consumption of alcohol brought on board the aircraft by any passenger.

Under no circumstance must reference be made to intoxication, drugs or unsoundness of mind. Such conditions can be confirmed only by a medical practitioner and a false accusation could render Qantas liable to legal action by the person concerned.

18.9.2 Disruptive Passengers
Passengers or crew on an aircraft at any time must not behave in an offensive and disorderly manner.

Offensive or disorderly behaviour includes, but is not limited to:

physical assault or threat to commit assault against a crew member;

verbal intimidation or threat against a crew member that interferes with the performance of their duties;

refusal to follow a lawful instruction given on behalf of the Pilot In Command;

assault, intimidation or threat, whether physical or verbal, against another person;

intentionally causing damage to, or destruction of, property;

consuming alcoholic beverages or drugs resulting in intoxication;

smoking on board;

tampering with a smoke detector or any other safety-related device on board the aircraft;

operating a portable electronic device when prohibited.

18.9.2.1 No-Fly Notice
A ‘no-fly’ notice is an official letter banning a disruptive passenger from travelling on Qantas Group services for a period of time. This period is determined by the Duty Security Controller (DSC) based on set precedents from past incidents. The passenger will also be removed from any remaining sectors of their booking, and appropriate alerts lists and databases will be updated.

If the Captain considers the passenger’s actions severe enough to warrant a possible ‘no-fly’ notice, follow the procedures below.

18.9.2.2 Inflight Incident
If the disruptive passenger incident occurs inflight:

Contact the DSC via the IOC;

The Captain, CSM and DSC will discuss and consider applying an on-the-spot ‘no-fly’ notice.

If a decision is made to apply a ‘no-fly’ notice:

DSC will select an appropriate penalty from the list of precedents;

DSC will advise the destination port Duty Airport Manager (DAPM) and a ‘no-fly’ notice will be prepared;

DAPM will meet aircraft with Police or Security Officers and deliver the notice to the disruptive passenger.

If the IOC is unable to be contacted (e.g. unserviceable SATPHONE, cannot be contacted on HF, etc.) or it is impractical to contact them (e.g. too close to top of descent), pass as many details as practical in either an ACARS message to the IOC, the arrival ACARS report, or the arrival radio report. Useful details include the passenger’s name and seat number, PNR (if passenger’s itinerary is available), a brief account of what occurred, if the Captain and/or CSM believe a ‘no-fly’ notice should be considered, and a request for the DAPM and Police to meet the subject on arrival.

Note:
When transmitting personal information on company frequencies and in ACARS messages, where possible Passenger Seat number only should be used. Additional personal information may only be used when operationally required.
If the message is sent via an ACARS to the IOC (SYDWWQF), make first sentence “Attn DSC”. If a specific reply or acknowledgement of receipt is desired, request this in the message.

18.9.2.3 Ground Incident
If a disruptive passenger incident occurs on the ground, report it to the DAPM. DAPM will liaise with the DSC and issue a ‘no-fly’ notice if required.

18.10 Passengers with Medical Conditions (MEDA Passengers)
Passengers with medical conditions are accepted for travel if they meet the following conditions:

They are fit to travel, that is, air travel will not aggravate their condition and they will not be at risk of causing an inflight medical emergency;

They are not suffering from an infectious or contagious disease that could present a risk to other passengers and crew;

While they may require some additional assistance, they must be capable of toileting themselves (otherwise they will be required to be accompanied by a capable assistant).

To ensure these requirements are met, some passengers with medical conditions are required to have a Travel Clearance Form completed by their treating medical practitioner and forwarded to Qantas Special Handling. Qantas Special Handling will assess the information and if appropriate, a Medical Clearance will be issued and arrangements will be made for any special equipment such as stretchers, humidcribs or oxygen.

Passengers with medical clearances will be listed in the passenger manifest (Passenger Information List) with the entry ‘MEDA’ recorded against their name.

Qantas reserves the right to deny the passenger carriage on a flight if the equipment is not compliant to Qantas aircraft, i.e. the electrical voltage is incorrect. The passenger and any accompanying passengers will be able to use the unused portion of their ticket on a future date, once all requirements are met.

18.10.1 Unwell Passengers Prior to or During Boarding
The CSM is to advise the Captain and Ground Staff prior to and during boarding, if:

doubt arises about the fitness to travel of a passenger with a Medical Clearance; or

a passenger indicates to Cabin Crew that they are unwell; or

the passenger has a medical condition and is not indicated on the passenger manifest as MEDA.

The CSM should then contact MedLink (via Ground Staff or the Captain) to determine if the passenger is fit to travel. The CSM must advise the Captain of any advice received from MedLink (MedLink’s gate medical assessment number +1 480-333-3846).

If MedLink determines that the passenger is fit to travel, the passenger may board.

If MedLink determines that the passenger should not travel, the CSM must:

Explain to the passenger that MedLink advises that they should not travel at this stage until they have been assessed by a local medical practitioner and considered fit to fly;

Advise the passenger that Ground Staff will remove their checked baggage and will assist them with future travel arrangements;

Complete a Cabin Crew Safety and Injury Report (CCSIR).

The only exception to the requirement to contact MedLink is that at some airports (e.g. Singapore) a passenger may be able to consult a medical practitioner located at the airport and have a Travel Clearance Form completed prior to travel. This form must be faxed to Qantas Special Handling for assessment in order for a Medical Clearance to be issued.

Advice from medical staff employed at an airport is not sufficient to clear the passenger for travel unless the procedure for obtaining a Medical Clearance is followed.

18.10.1

Answer 99

A

Check lithium battery size, AC power outlet not allowed without spec handling approval
18.12.2

If the CPAP machine is lithium battery powered, check that the battery meets Dangerous Goods requirements prior to use. Refer to AEPM Section 7.2.7 Dangerous Goods Allowed for Carriage by Passengers and Crew, Table 2.3.A. If the battery does not meet the requirements, or the Wh rating on the battery cannot be determined, contact Special Handling via the Duty Airport Manager (pre-departure) or via the IOC (inflight) for approval.

The aircraft Power Outlet (medical use) cannot be used without prior Special Handling approval.

Answer 100

A

Only if battery is DG level, or it is not pre approved then you’ll need to verify battery ok and that it isn’t to be used on ships power.

Check Fam for restrictions

Passengers should normally contact Special Handling prior to the flight for approval to use their CPAP machine. Once approved, Special Handling will:

Place a ‘MEDA’ annotation in the PIL.

Provide a Dangerous Goods approval letter for a lithium battery powered CPAP machine, if needed.

If requested by the passenger, allocate a seat near the aircraft “Power Outlet (medical use)”.

CPAP machine conditions of use:

Must not be used at an exit row.

Must be stowed for taxi, takeoff and landing.

If using in-seat/IFE power, passengers must be informed that power is not guaranteed and may be interrupted.

Passengers seated in electronically adjustable seats (e.g. Skybed and First) must be advised to keep the CPAP machine clear of moving seat mechanisms.

Note:
A battery powered CPAP machine can be charged inflight whilst the device is being used.

Answer 101

A

O2 not supplied by Q require LAME assessment.
Fitting cylinders larger than C size require LAME.
Prior approval from Aviation Medical services req for use in flight.
O2 not used inflight covered by normal bag restrictions.

18.13

Oxygen cylinders not supplied by Qantas may require assessment by a LAME if their use is intended on the flight. Fitting of cylinders larger than “C” size (e.g. “D” size or “Scott” cylinders) will require a LAME. Prior approval from Aviation Medical Services to use oxygen inflight must be held by the passenger. If in flight use is not intended, oxygen may be carried subject to normal cabin baggage limits and with operator approval.

For flights other than to the United States, carriage in the aircraft’s cabin is permitted on sectors to;

position oxygen cylinders;

allow use in flight; and

return oxygen cylinders.

Such carriage must be aboard the aircraft on which the oxygen will be (or was) used. For flights to and from the United States, oxygen may only be carried in the cabin if needed for that sector. Carriage of cylinders in the aircraft’s hold must be in compliance with IATA Dangerous Goods Regulations.p

Answer 102

A

Passengers with disabilities must not be identified as medical (MEDA) cases. Medical clearance and medical information forms are not required.

If a passenger is severely ill or incapacitated, a forward facing seat may remain reclined for takeoff and landing if:

no one occupies the seat immediately behind; and

it will not impede the egress of any passenger in an emergency evacuation.

Note:
In certain circumstances, the Disability Discrimination Act may make completion of the Medical Form unlawful.

Answer 103

A

Can not adversely affect flight safety
Preboard or board last.
CSM advise PIC
floor pad
dog restrained to pad
not in exit row
Customs and Quarantine advised

18.16

Passengers with disabilities must not be identified as medical (MEDA) cases. Medical clearance and medical information forms are not required.

If a passenger is severely ill or incapacitated, a forward facing seat may remain reclined for takeoff and landing if:

no one occupies the seat immediately behind; and

it will not impede the egress of any passenger in an emergency evacuation.

Note:
In certain circumstances, the Disability Discrimination Act may make completion of the Medical Form unlawful.

Answer 104

A

18.17

The care and responsibility for the UM rests totally with Customer Service staff, Customer Service Managers and Cabin Crew from the time the parent(s) or guardian(s) delivers the child/children into Company care at check-in, until they are handed over to the person(s) nominated in the UM Wallet at the transfer or destination point and proof of identity has been sighted.

Answer 105

A

Pax not reached 2nd birthday, must be accompanied by adult 15 or older.
less than 7 days old needs a medical cert.
(from qantas and infants Dr)

Answer 106

A

2-11 yo
Child 2-4 dom, 2-5 intl need accompanying adult or qantas escort.

Yes combined weight max 77kg.

Answer 107

A

18.19.2 Approved Car Seats
Passengers may provide their own infant/child restraint (car seat).

If the infant/child restraint has not been approved by Special Handling, the Airport Duty Manager must approve the seat or it will be stowed in the hold compartment.

Special Handling approval is indicated by the annotation CHST (Child Seat) on the passenger record list.

Limit 5yo
Rear facing limit 9kg
Fwd facing 18kg

Answer 108

A

PIC advised
Accompanied by qualified escort.

18.21

The Pilot In Command and CSM shall be advised pre-boarding of any persons in custody to be carried.

Each person in custody shall be accompanied by a qualified escort except:

children under 12 years of age who are in custody in a protective rather than arrest basis;

deportees under the control of, but not being physically restrained by, the department responsible for Immigration; or

service personnel absent without leave who have voluntarily surrendered and are being returned to their unit.

Alcohol shall not be served to the passengers in custody or their escort.

Refer to FAM Section 20.9 – Persons in Custody, Refused Entry Passengers and Community Detainees for further details.

Answer 109

A

Belts off
emer lights on
1 CC at D1 and D2 (737)

18.23

Passengers may embark, disembark or remain on board during fuelling or defuelling, with or without an APU running, in accordance with this policy.

The Flight Crew’s responsibilities are to ensure the following:

the Seat Belts signs are OFF;

the No Smoking signs are ON;

the aircraft’s Emergency Lights are ARMED;

if any of these conditions are not satisfied, refuelling should be stopped, unless the unmet condition can be rectified immediately;

In the event of an emergency that requires fuelling operations to cease, the Flight Crew shall contact the refueler by whatever means practical. Such contact may include the following means; direct contact, contact via Engineer, contact via company radio (POCO/MOCO) etc.

Note:
The intent is to cease fuelling operations. There is no need for the Flight Crew to make direct contact with the refuelling agent if a third party (Engineer, POCO/MOCO etc.) is used for the purposes of communicating with the refueler.
The Cabin Crew complement and disposition during fuelling operations with passengers onboard is specified in the Cabin Crew Operations Manual. Also Refer to FAM Section 18.2.3 – Boarding, Transit and Disembarkation Positions of this manual.

Cabin Crew will assume that fuelling is taking place whenever the Seat Belt sign is not illuminated.

Personal Electronic Devices (PEDs) may be used onboard during fuelling provided that the conditions for their use, as outlined in this manual, are met. Refer to FAM Section 18.42 – Use of Personal Electronic Devices.

Note:
Passengers and crew may use aircraft toilets during fuelling.

Answer 110

A

Notify CSM
and normal refuelling rules apply.

18.23.1

Answer 111

A

Can be done during final boarding, CSM should advise expected time frame.
Flt deck door closed and locked at this time.
If door closed delayed CSM to advise PIC.

POPO
pax on board
overwing bx done
Pax seated
Overhead lockers closed.

18.24.1
Closing the door is the signal to the Flight Crew that:

all passengers are on board and accounted for;

overwing briefing procedure is complete;

all passengers are seated; and

all overhead lockers are closed.

Note:
Main cabin door closure does not necessarily indicate that it is safe to commence pushback.

Answer 112

A

CSM can approve any before final door closed.

After door closed must be approved by PIC, coordinated with engineer, POCO/MOCO where available.
Door disarmed? Make PA.

18.24.2

During normal operations cabin door opening requires coordination with ground staff.

The CSM can authorise the re-opening of any cabin door prior to the final cabin door being closed.

The re-opening of any cabin door after the final cabin door has been closed, and the aircraft is awaiting pushback, must be approved by the Captain and coordinated with the CSM, Engineer and POCO/MOCO where available.

If a cabin door needs to be re-opened after the final cabin door has been closed:

POCO/MOCO contacts the Captain to request approval to re-open the door. The Captain gives approval to the POCO/MOCO to open the cabin door and advises the Engineer and CSM;

OR

the Captain requests the cabin door to be re-opened and advises the POCO/MOCO, Engineer and CSM.

Flight Crew will order the doors to be disarmed by making disarm door PA.

Answer 113

A

18.24.3

The CSM orders the doors to be armed after closure of the final door and removal of the aerobridge or stairs.

Answer 114

A

No not on 737.

If either of the following situations have occurred after pushback:

the Cabin Crew are unable to arm any of the aircraft doors, or

any door malfunction is indicated that cannot be resolved without movement of the affected door handle.

The aircraft is to return to the gate for action by Engineers.

CAUTION:
Ensuring that a door handle is in the closed position is allowed, however at no time is the handle to be moved in the direction of the open position

18.24.5

Answer 115

A

In the event that an aircraft door has been left open by ground staff during boarding, and an aerobridge or set of stairs is not in position, Cabin Crew must notify Flight Crew immediately. Flight Crew should then request that an aerobridge or set of stairs is put into position and that ground staff return to the aircraft to close the door.

A crew member must remain and ensure passengers and crew are blocked from accessing the door. Crew members shall not continue with normal activities in the vicinity of the door (see note below) until an aerobridge or set of stairs is put into position and the door has been closed by ground staff.

Note 1:
In the vicinity of the door refers to access within two meters of an open cabin door. Where limiting access to within two meters of an open cabin door is not practical, a crew member must remain and ensure passengers and crew are blocked from accessing the door.
Note 2:
This policy is intended for normal operations – and does not apply during emergency situations when Cabin Crew may be required to open a door in an evacuation.

Answer 116

A

18.24.7
Crew must wait until they receive two knocks and a thumbs up from external personnel signifying that the door can be opened and there is a platform or doorway protection in place to prevent a fall. Crew will acknowledge by providing two knocks and giving a thumbs up signal. After confirming that the door is disarmed, commence door opening with additional care to observe that the external personnel are clear and safe from the door opening path.

Answer 117

A

Liaise with the CSM to advise the cause of the delay, any agreed customer care action and if mobile phones may be used. Cabin service can only occur when all engines are shutdown

18.27.2.1

Answer 118

A

3 hrs

18.27.5

Extreme service failures include such events as delays over three hours, total IFE failure, total catering failure or any event that affects a number of customers at one time. Once an extreme service failure event is triggered, our corporate recovery team sends a letter to our affected premium customers to apologise for the failure. In some cases, a gesture of goodwill may also be sent.

It is important that when an extreme service failure event occurs, the Customer Journey Managers (within the IOC) are made aware of the extent of the customer impact, what happened on-the-spot and any other information that will assist with the recovery action. In some cases, it may be appropriate to provide the names of any premium customers who may need special attention.

If workload and time permits, the Captain should liaise with the CSM and/or Airport representative to ensure that the required information is forwarded to the Customer Journey Managers.

Answer 119

A

18.28

When Cabin Crew are performing safety related duties; or

During extended ground delays passengers may only use the lavatories when the engines are shutdown.
Specific Cabin Crew procedures are in place to manage passenger movement.

Answer 120

A

During takeoff and until the aircraft has attained a height of at least 1,000 ft above terrain.

During an Instrument Approach.

When the aircraft is less than 1,000 ft above the terrain.

During landing until the aircraft comes to rest at the disembarkation point.

At all times in turbulent conditions.

At the discretion of the Pilot In Command.

Answer 121

A

18.28

If a Cabin Crew member contacts the flight deck and requests that the Seat Belt Signs be illuminated (e.g. for turbulence or passenger management) and the Flight Crew considers that the request is justified, the Seat Belt Signs shall be illuminated together with any necessary PA.

Where the Flight Crew do not believe that the illumination of the Seat Belt signs is warranted, the CSM is to be requested to investigate. In the interests of adopting the most conservative course of action, where the CSM concurs with the original request, the Seat Belt Signs shall be illuminated together with any necessary PA.

Answer 122

A

When the Flight Crew become aware of anticipated turbulence, they are to advise the CSM of the time and likely duration of the anticipated turbulence.

advise “Passengers and Crew are secure”, as well as any other relevant information.

18.28.1.2

Answer 123

A

In the event of unanticipated turbulence that poses an immediate safety hazard

Answer 124

A

Below 10000’ Intl ports. No restrictions in Oz.

Answer 125

A

A Safe Hand package is any article that is accepted for travel on the aircraft and has been received from Company personnel only.

Company personnel include:

Security personnel wearing a Qantas Identification card; and

Cabin Crew management who is known to or can identify themselves to Cabin Crew.

Procedures for accepting a package:

A package should not travel unless it is an official operationally urgent matter (NOT ordinary OCS mail).

It must be left open for inspection by the crew.

It must have gone through security screening.

The operating Captain must be informed.

It is clearly marked with the dispatcher and recipient’s address.

Answer 126

A

19.1.4
Qantas scheduled service
and particular type.

Answer 127

A

Engineering Operational Requirement item.
Can be carried on all domestic sectors.
Intl sectors only if associated with the aircraft they are carried on.

PIC notified.
Stowed correctly (restrained in FD)
Not DG’s
Packaged correctly.

19.2.1
The Captain must be informed that an EOR item is being loaded. An EOR card will be inserted in the upper hold item sleeve of the Technical Log stating the EOR description, stowage location and offload destination. The EOR card will be removed at the offload destination by Engineering.

If an EOR item needs to be carried on the flight deck or in the aircraft passenger cabin, the stowage location is at the discretion of the Captain. Any EOR item on the flight deck must be restrained to prevent the EOR item moving during flight.

EOR items from Engineering stores are secure. The Captain may view the EOR item, if required.

The LAME must liaise with the appropriate Maintenance Control group and notify Load Control of the approximate weight of the EOR item.

EOR items must be packed in container/boxes that provide adequate protection.

Under no circumstances are Dangerous Good to be carried as an EOR item.

Answer 128

A

Notify inflight of significant defects that may adversely impact a punctual turnaround
MAINT acars to dispatch or radio.

19.5.1

Answer 129

A

19.5.2 Inflight Notification of Infectious Substances
If Flight Crew have to notify Engineering about an Infectious Substance onboard the aircraft (e.g. body fluids on a passenger seat) they must include the type of substance involved as well as the location. If a passenger seat is soiled also state whether the seat cushion has been affected. This allows the Engineers and/or Cleaners to be appropriately attired when dealing with the Infectious Substance.

Answer 130

A

After:

Any maintenance has been performed or a defect has been rectified, or

An engineering check has been performed.
19.6.1

Answer 131

A

Having an expired NTC does not constitute an airworthiness breach.

19.6.2

Each Notice to Crew should specify a period of validity that should not exceed three months or should remain valid until the Notice to Crew requirement is removed from the aircraft.

Answer 132

A

Rule a single line through page.
Initial and write entered in error near the mistake.

19.6.3

Answer 133

A

The aircraft is operating on a Maintenance on Demand transit.
or
The aircraft is operating through an airport that is a non-maintenance station.
or
The aircraft is requiring application of an MEL after final door is closed.

19.7.1

Answer 134

A

FCOM supplementary procedure

Answer 135

A

Enter everything in Tech log (per 19.4)
Consult MOC
Cabin items affecting airworthiness tx to tech log.
MOC decides and may give you authority number
Enter this in tech log.
Continue.
19.7.2

The Pilot In Command must:

Enter all required Aircraft Technical Log reports in accordance with FAM Section 19.4 – Aircraft Technical Log.

Note:
For a B737 suspected bird strike report, accomplish the FCOM Supplementary Procedure for Bird Strike Assessment.
2.
Consult with MOC about any open Aircraft Technical Log or Cabin/IFE Log reports (Cabin/IFE Log not applicable to the B737).
3.
If the Cabin/IFE Log report is determined to be an airworthiness defect, transfer the Cabin/IFE Log report to the Aircraft Technical Log. In the Action section write “TRANSFERRED TO TECH LOG SEQ XXX”. Sign the “LAME sign” field, enter the Pilot ARN in the “Auth Number” field and enter current UTC date below the “Date DDMMMYY” field.
4.
If the report is determined to be an information item or an overspeed within Engineering limits, MOC will provide an MOC Authority Number. Ensure the Aircraft Technical Log coupon MOC Authority Number box is completed and leave the action section of the coupon open for the next maintenance port to complete.
5.
If the defect can be managed by a pilot applied MEL that does not require maintenance action, MOC will provide the pilot with an MOC Authority Number. Complete the Aircraft Technical Log coupon in accordance with the DDG/MEL preamble, inclusive of the MOC Authority Number.
6.
If the defect, exceedance or event is beyond items 4 or 5, MOC will arrange to position a maintenance certifier to address the defect and the aircraft cannot depart until the required maintenance has been completed and certified i.e. a new CRS is required.
7.
Prior to departure carry out the Normal Procedure Exterior Inspection.

Answer 136

A

19.7.3

No new defects
Only fuel uplifetd ie no servicing
Talk to MOC
good to go

In the event of an EDTO diversion to a port without Engineering support, the flight may be dispatched on a subsequent EDTO sector to the original destination provided:

There is no defect or damage following the issue of the previous CRS that would require maintenance action and the re-issue of a CRS (i.e., no open Technical Log entries). See FAM 19.7.2.
No servicing of Aircraft systems with exception of fuel uplift are required;
MEL application in accordance with MEL application policy;
In consultation with MOC, items which affect the cabin interior and do not require immediate maintenance action or MEL may be deferred to the next port; and
Prior to departure carry out the Normal Procedure Exterior inspection.

Answer 137

A

Not an airworthiness defect.
19.8

Answer 138

A

Unless there are overriding operational considerations, Flight Crew are expected to accept MELs when necessary for dispatch.
19.8.1

Answer 139

A

Qantas engineering form intended to:
Extend MEL repair interval
Provide temporary dispatch relief based on MMEL

Issued by senior engineer in conjunction with duty captain.

Answer 140

A

Check ATP # in TL
Check Operational requirements

19.6.2

When an ATP has been issued, the following must be recorded in a Technical Log Hold Item coupon:

The ATP number.

If any conditions imposed by the ATP are relevant to Flight Crew, a statement that the ATP contains “Operational Requirements” or words to that effect.

Where “Operational Requirements” are imposed, Flight Crew must:

Possess a hard or soft copy of the ATP,

Verify the ATP number matches that recorded in the Technical Log, and

Comply with all conditions imposed by the ATP.

Answer 141

A

Engineering Authority
19.8.3

EAs are issued by authorised Qantas Engineering personnel. Qantas Engineering personnel may issue an EA for:

Variation to approved data e.g. Carriage of an oversized musical instrument in the passenger cabin;

Aircraft or engine modification e.g. Landing gear pins stowage box;

System deactivation e.g. in lieu of a MEL/ATP application;

Permanent or temporary repair of damage that is outside of the scope of the existing Engineering approved data e.g. cargo door cut out damage;

Acceptance of a defect without rectification that is outside of the scope of the existing Engineering approved data e.g. inoperative equipment outside of the scope of a MEL or ATP.

When an EA has been issued and is relevant to Flight Crew, the EA number shall be recorded in the Technical Log. If an EA is issued for repair or damage acceptance that is located externally on the airframe or engine the EA number may be recorded on the External Damage Assessment Record located in the front of the Technical Log.

A revision to an EA is a new approval and must comply with all airworthiness requirements at the time of approval.

It is not necessary for the Flight Crew to obtain a hard copy of the EA prior to dispatch.

Answer 142

A

EA no (see below)
ATP yes if there is operational requirements.
Hard or soft copy ok.

FAM says

It is not necessary for the Flight Crew to obtain a hard copy of the EA prior to dispatch.

Answer 143

A

Yes

19.10

If the APU is started inflight, a Technical Log entry, “APU started inflight”, must be made in the Report field if operating to an airport with appropriate maintenance staff.

Similarly, if the APU has been left running for the entire sector, a Technical Log entry, “APU left running for entire sector”, must be made in the Report field if operating to an airport with appropriate maintenance staff. This is for APU oil quantity monitoring purposes.

Answer 144

A

No
20.3.2

The check includes:

a comprehensive inspection of the interior of the aircraft including the passenger cabin, seats (but not including seat pockets), overhead baggage lockers, lavatories, catering and food preparation areas (conducted by Cabin Crew) and the flight deck (conducted by Flight Crew); and

an inspection of any unlocked storage facilities including cupboards, lockers, containers and receptacles (Cabin Crew).

Answer 145

A

20.3.2
For short haul flights, Cabin Crew are not required to conduct a preflight Emergency Equipment and Security Check if this has been conducted by ‘check and load’ personnel.

Answer 146

A

Yes for normal check no for enhanced.
Stores must be in place before area checked.

20.3.4

Answer 147

A

20.3.5
Any item located during the Preflight Emergency Equipment and Security Check that cannot be identified as standard aircraft equipment or the property of Aircrew or passengers shall be treated as a doubtful or suspicious article/unknown substance.

Hidden
Obviously suspicious
Typical of that area (not)

Answer 148

A

20.9.2.7.3 Restraint
The Pilot In Command must be notified immediately if the escort of any PIC has found it necessary to use their restraint equipment.

The Pilot In Command may, at their discretion, require the escort to remove the handcuffs.

Under no circumstances are persons under escort to be restrained to any part of the aircraft.

Answer 149

A

Check paperwork, call DSC if none given.
Verify seating and nil alcohol.
Check destination offload process.

Answer 150

A

20.9.2.7.3 Restraint
The Pilot In Command must be notified immediately if the escort of any PIC has found it necessary to use their restraint equipment.

The Pilot In Command may, at their discretion, require the escort to remove the handcuffs.

Under no circumstances are persons under escort to be restrained to any part of the aircraft.

No service or seating restrictions, but check arrival port restrictions.

Answer 151

A

Probably but I don’t think it’s mandatory…

20.9.3.2
When deemed warranted based on the individual case circumstances and the ports involved, Qantas Security may provide notification to the Pilot In Command and CSM. This notification will normally be in the form of printed paperwork from ground staff (e.g. telex, email, etc.). An INTAM may be raised, in addition or to be used in lieu.

In circumstances when Qantas Security receives a late notification of the passenger, it is acceptable for verbal approval to be provided by the DSC over the phone or via ACARS to aircraft.

Answer 152

A

A ‘Community Detainee’ is an adult or child, particularly from a vulnerable family, being placed into the community from immigration detention, and who has been granted a bridging visa for residency in Australia. These passengers are not considered Persons In Custody within the legislative definition, and the PIC procedures do not apply

20.9.4.1

There are no stipulated preflight notification requirements

Answer 153

A

the Pilot In Command shall ensure that an inspection is carried out of the seat allocated to the fail to board passenger, and storage areas in the vicinity, for any items that may have been left onboard. Such items shall be offloaded..

as well as

The baggage of passengers (joining, transfer and transit) who have checked-in but failed to board, or who have boarded and subsequently been removed from the aircraft, shall be offloaded.

20.11.5

Answer 154

A

20.12.1
If an Aircrew member observes a weapon or prohibited item inflight, the item should be confiscated and secured in a manner that is not accessible or apparent to passengers.

weapon notify police.

If a weapon is surrendered or confiscated onboard an aircraft, law enforcement officers must be called to meet the aircraft, and the weapon handed to a law enforcement officer at the end of the flight. A Qantas Group employee must not carry a weapon through the sterile area of an airport.

Prohibited items that are surrendered or confiscated may be returned to a passenger at the end of a flight, once the passenger is landside. Prohibited items must not be returned to a passenger airside or within the sterile area of an airport. A Qantas Group employee may carry a prohibited item through a sterile area for the purposes of returning the item to the passenger landside, or for the purpose of loading the item into the cargo hold of an aircraft. Prohibited items may only be carried in the cargo hold. If a prohibited item is carried through a sterile area, it must be carried in a manner such that its presence is not apparent to passengers.

Answer 155

A

No, only ASO’s.
Unless police, who are not pax on the ground performing their duties.

20.13

Firearms, ammunition and weapons shall not be carried on the flight deck or in the Cabin of Qantas aircraft except in the following circumstances as specified by Civil Aviation Safety Authority (CASA):

a.
The Air Security Officer must be on duty in an aircraft engaged in regular public transport operations; and
b.
The Air Security Officer must not carry dangerous goods other than an amount of ammunition (issued by the Australian Federal Police for use by the officer) that is reasonably required in performance of that duty.

Reference: Civil Aviation Safety Regulations (CASR) Part 92, Rule 92.195.
Otherwise, under no circumstances does the Pilot In Command, or any other Aircrew member or other person (including law enforcement officers, couriers or bodyguards) have the authority to carry weapons on the flight deck or in the Cabin of the aircraft, either for themselves or on behalf of other persons.

Answer 156

A

Ob contact maintenance but also:

If a flight crew member becomes aware at any time during a tour of duty of a fault or failure of the flight deck door that could potentially allow unintended access to the flight deck, they must report it to the Qantas Duty Security Controller (DSC) as soon as practical. Examples of reportable events include:

The enhanced flight deck security door failing a check during pre-flight or failing during taxi on departure, and subsequent maintenance action allows the aircraft to despatch either with the door fully functioning or using alternative procedures (e.g. dead bolt). This obligation applies even if an MEL indicates engineering are required to notify the IOC;

The enhanced flight deck security door failing a check during pre-flight or failing during taxi on departure, and the aircraft is grounded because it cannot be despatched;

The flight deck door opening inadvertently at some stage during the flight when it is required to be closed and locked;

The flight deck door not being properly closed and locked when required to be closed and locked. For Airbus aircraft, this is interpreted as all three strikes not being engaged.
20.15.3.2

Answer 157

A

No and yes, I think:

20.15.4.1
The Pilot In Command must sight a valid form of identification belonging to the eligible person. All persons accessing the flight deck while in flight, other than operating crew in uniform, must be accompanied by a member of the operating crew and shall display a valid form of identification.

Valid forms of identification include:

Qantas Group ‘red background’ ASICs;

Qantas Group ‘blue background’ Company Identification Cards;

Qantas issued Temporary ASICs;

Qantas issues Visitors Identification Cards (VIC); or

Government issued identification.

If the eligible person is from a non-Qantas Group Company and is undergoing flight training, the valid form of identification are:

Their own Company ID; and

Qantas issued yellow Visitor’s Pass.

The trainee must be accompanied on the flight deck at all times by a Qantas ASIC holder.

Answer 158

A

All persons accessing the flight deck while in flight, other than operating crew in uniform, must be accompanied by a member of the operating crew and shall display a valid form of identification.

For the purpose of this policy, an aircraft is to be considered ‘in flight’ from the moment when all external doors are closed following embarkation until the moment when any such door is opened for disembarkation.

20.15.4.1

Answer 159

A

An onboard medical practitioner. May be given access to the flight deck at the discretion of the Captain if it is considered necessary for the medical practitioner to speak directly to MedLink

Answer 160

A

Must be seated on the flight deck prior to door closure.

BOM/ATC must be pre approved.

Answer 161

A

preferably enter the flight deck before the commencement of general boarding and exit after other passengers have disembarked

20.15.5

Answer 162

A

Not in flight.
20.16
Restraint of Passengers During Flight

Captains must use Cabin Crew members, and if necessary, other Flight Crew members, to negotiate with or restrain unruly passengers. Personal involvement of the Captain is an unacceptable risk to the overall safe conduct of the flight.

Answer 163

A

CASR 91.220 provides that a Pilot In Command may restrain a pax when he believes it is

necessary for the safety of the aircraft,
a person on the aircraft or a person or property on the ground:

Answer 164

A

The Crimes (Aviation) Act 1991 (Cth) gives similar powers of arrest and restraint and states that the Pilot In Command may, with such assistance as is reasonably necessary, search or cause to be searched, the aircraft and any person, any luggage or freight on board or about to board or be placed on board the aircraft.

20.16.1

Answer 165

A

Any crew member can, with PIC approval to ensure safety of aircraft and pax…

CASR 91.225 provides that a crew member of an aircraft for a flight may, without warrant, arrest a person on the aircraft if:

the crew member believes, on reasonable grounds, that the person is committing, is attempting to commit, is about to commit, has committed or has attempted to commit, an offence against civil aviation legislation in relation to the aircraft; and

the purpose of the arrest is to ensure the safety of the aircraft or of its passengers, crew or cargo; and

the pilot in command has authorised the crew member to arrest the person without warrant.

A crew member performing an arrest under CASR 91.225:

must not use more force, or subject the person to greater indignity, than is necessary and reasonable to make the arrest or to prevent the escape of the person after the arrest;

must inform the person, at the time of the arrest, of the offence for which they are being arrested. It is sufficient if the person is informed of the substance of the offence, and it is not necessary that this be done in language of a precise or technical nature. However, the informing of the offence is not necessary if other person should, in the circumstances, know the substance of the offence for which they are being arrested; or the person’s actions make it impracticable for the crew member to inform the person of the offence for which they are being arrested.

Following an arrest made under CASR 91.225, the Pilot In Command must ensure that, as soon as practicable after the end of the flight, the subject is delivered into the custody of member of the relevant federal or local police force.

Answer 166

A

Escorts are permitted to carry their own handcuffs when on duty, including positioning or returning flights, i.e. with or without the Person in Custody.

Escorts not on duty are not permitted to have restraints (handcuffs) within a Sterile area or on board a Qantas Group aircraft.
20.16.2.1

Answer 167

A

Probably not
20.16.2.3

If, upon crew inspection, an authorised restraint device is missing, the aircraft shall not depart without the Pilot In Command obtaining clearance from the Duty Security Controller.

Answer 168

A

Consider lockdown
Notify IOC

20.17

In the event of inflight violence, the operating Pilot In Command has three options:

If the Pilot In Command needs advice or support, Operations Control should be notified and they will immediately convene a conference call with the Threat Assessment Team to provide any advice or support needed.
If the Pilot In Command wants the Police to meet the aircraft upon arrival at the next port, Operations Control should be notified and they will notify both the Duty Security Controller and the Airport Manager (or duty Airport Manager) at the affected port to make the necessary arrangements.

Operations Control will then advise the Duty Captain and the Duty Safety Manager of this incident.
3.
If the Pilot In Command does not wish any external assistance, a Flight Crew Report must be filled out and given to the Airport Manager (or Duty Airport Manager) at the next port for immediate faxing to Operations Control. Operations Control must ensure that the Duty Security Controller is advised of this incident.

Answer 169

A

20.19

The CSM/CSS will contact the Flight Crew prior to approaching an ASO for assistance. ASOs will use their discretion in responding to an on board incident. Aircrew should attempt to manage the disruptive situation as it develops and not be reliant of the presence of any ASOs.

Answer 170

A

On domestic services (QF400 and above) to ensure the ASOs have an unobstructed view of the flight deck door, the Captain will instruct the CSM before departure that curtains are to be left open for the duration of the flight. In the event the curtains have not been left open for whatever reason, an ASO may discreetly ask a Cabin Crew member to open them.
20.19

Answer 171

A

Domestic
The Duty Security Controllers send an ACARS at minus 15 minutes to the aircraft. This message will contain the seat number for the Senior Air Security Officer. The ACARS message will also contain a request to remind the CSM to leave cabin curtains open for the duration of the flight.

The ACARS message will read (for example), “Two extra PAX with baggage – 2C, please inform CSM to leave cabin curtains open.”
20.19.1.1

note ASO’s have no checked bags

International Operations
The Captain will be notified of the requirement to call the Duty Security Controller in the dispatcher notes on the flight plan and in the Ops One INTAMs. Prior to leaving the briefing office, the Captain is to call the Duty Security Controller. The phone number for the Duty Security Controller will be provided in the INTAM.

Note:
If the Flight Crew receive a request to call the Duty Security Controller, the Captain is obliged to do so as soon as possible. This call has priority over an on-time departure.

Answer 172

A

No

There is no requirement for the operating Captain to contact the Duty Security Controller to receive this information verbally.

Once the operating captain has received the ACARS message, an ACARS acknowledgement shall be sent by selecting the acknowledgement prompt.

The Duty Security Controller will note the receipt of this acknowledgement.

20.19.1.1

If the ACARS message was not received by the operating Captain, the message normally provided by ACARS shall be communicated to the operating Captain on company VHF via POCO.

Answer 173

A

20.19.2
Should a passenger compromise an ASO (identify by whatever means the ASO’s role), ASOs are to show their identification cards and ask the passenger to cooperate. Should the passenger continue to express concern, the ASO is to identify himself/herself as an ASO to the CSM and arrange through the CSM to have the passenger escorted to a place where a cabin interphone is located. The passenger will be allowed to talk to the Captain to confirm awareness that there is an ASO on duty and that person is not a possible hijacker. It is suggested that the rear cabin interphone be used as this is out of view of the passengers.

Answer 174

A

Via interphone (and CSM)
make sure fd door locked

20.19.3

ASOs have been briefed that if they should require contact with the flight deck, this will be arranged through the CSM if available. Should such a request be made of a crew member, the crew member must move to a cabin interphone and make the request to the Captain on the flight deck.

On receiving such a call from the cabin the Flight Crew must immediately ensure that the flight deck door is closed and locked. The Captain should then instruct the crew member to allow the ASO to talk via interphone. This procedure is intended to negate the likelihood of weapons being brought onto the flight deck.

Answer 175

A

Should the Captain need to contact the ASO, request the CSM to approach the ASO by referring to the Officer as the passenger seated in seat XXX. The CSM should be requested to escort the ASO to a cabin interphone situated in a galley or a similarly discreet location. There is no need to inform the CSM that the person being approached is an ASO.
20.19.4

Answer 176

A

The Captain is to notify the CSM prior to departure that ASOs are being carried. The CSM will relay these details to the CSS/Team Leader.
20.19.5

Answer 177

A

PIC
In physicians stowage.

Brainscape's Knowledge GenomeTM

FAM 0-13, 17-20 Flashcards

Brainscape's Knowledge Genome^TM