FAM 22

Question 1

Emergency and Non Normal definitions

Answer 1

22.1.1/2

An emergency is an unpredicted event that may endanger the safety of an aircraft or its passengers and crew.

A non-normal/abnormal event, is an unpredicted event, including an equipment malfunction or operating situation/difficulty that affects the normal operating procedures of the crew or the welfare of the passengers.

Both ‘unpredicted’

Question 2

Can you fly past a Cat C airport in an emergency that requires land ASAP?

Answer 2

22.3

It is not feasible to recommend a course of action appropriate to all possible Non-Normal/Abnormal events.

However, if the event is considered by the Pilot In Command to be an emergency, the flight time to the airport selected for landing following the event must not exceed the flight time to the nearest Category A, B or C Airport unless the diversion to a more distant Category A, B or C Airport is deemed a safer course of action after relevant safety factors have been considered.

Question 3

NITS bx, who to?

Answer 3

22.4

If the Captain determines that a briefing is required to any party as the result of a non-routine situation, use of the following briefing framework is required:

N – Nature of the emergency/problem;

I – Intentions;

T – Time available before landing/impact/cabin prepared;

S – Special considerations or requirements.

Question 4

When does Capt need to be PF in Non Normal?

Answer 4

landing in non normal/abnormal config.

22.5

Should an engine or system malfunction result in a requirement to land in a non-normal/abnormal configuration, the Pilot In Command shall complete the landing. Under non-normal/abnormal conditions, the Pilot In Command may allow the First Officer to complete a landing if the nature of the malfunction compromises the Pilot In Command’s ability to complete the approach.

Question 5

What is ‘distress’
Outline Mayday call requirements.

Answer 5

22.6.1.1

A condition of being threatened by serious and/or imminent danger and requiring immediate assistance. The distress signal is MAYDAY spoken three times on the air/ground frequency or sent via an Automatic Dependent Surveillance (ADS) Emergency Report. The report should consist of as many of the following elements as possible:

the name of the station addressed;

identification of the aircraft;

nature of the distress condition;

intention of the Pilot In Command;

present position, level and heading.

For operations to and from South Africa and South America any MAYDAY or PAN ADS report should be followed by voice communications with the IOC.

Question 6

Define Urgency
Outline Pan call.

Answer 6

A condition concerning the safety of an aircraft or other vehicle, or some person on board or within sight, but which does not require immediate assistance. The urgency signal is PAN PAN spoken three times on the air/ground frequency or sent via ATC Datalink Emergency Report. The report should consist of the following elements:

the name of the station addressed;

identification of the aircraft;

nature of the urgency condition;

intention of the Pilot In Command;

present position, level and heading.

Comply with the above notifications if any distress/urgency situation develops or is likely to develop.

Question 7

When can you ‘troubleshoot’ over and above FCOM/QRH?

Answer 7

Pretty much never…
22.7.1

Crew troubleshooting of system problems should not normally be attempted inflight unless there is an overriding operational requirement to do so.

Flight Crew may attempt to contact Maintenance Control for further guidance. Maintenance Control are not permitted to authorise any procedure other than those published in the aircraft type specific operating manuals. Flight Crew shall not seek such authorisation.

Question 8

Do you have to log/record time above max TO thrust if you used a derate?

Answer 8

Yes.
22.7.2

Depending on aircraft type, a maximum time limit for use of takeoff thrust (5 minutes or 10 minutes) is specified in the Performance Limitations Manual or FCOM. In normal operations this time limit should not be exceeded. In an emergency situation takeoff thrust may be used for as long as required if terrain clearance is compromised. Any time spent at takeoff thrust above the specified maximum time must be recorded in the Technical Log. Note that the time limit applies to maximum rated takeoff thrust OR to any derated or reduced thrust level used.

Question 9

Do you need to land ASAP if you have a birdstrike?

Answer 9

Nearest ‘suitable’ if obvious sign of engine damage

22.7.3

Any time a bird strike to an engine (or engines) is known to have occurred and there is obvious sign of engine damage, then a landing at the nearest Suitable Airport should be accomplished.

Note obvious signs of engine damage may be (but not limited to):

increased vibration (either an indication or felt through the throttle quadrant or airframe);

change in engine parameter(s) that is not normal for the phase of flight;

significant difference in parameters between engines.

Question 10

What should you take note of following a lightning strike?

Answer 10

22.7.4

When reporting lightning strikes, Technical Log reports on the status of the following will be of assistance in clearing the aircraft for further flights:

landing gear configuration at time of lightning strike;

radio equipment performance after lightning strike;

standby magnetic compass indication compared to main heading indication systems;

any abnormalities concerning operation of flight controls;

any abnormalities concerning the electrical power system;

any fuel quantity indication problems.

Question 11

What do you need to take note of re an Overspeed?

Answer 11

22.7.5
When reporting overspeeds (whether flap, gear or Mmo/Vmo) Technical Log reports should include the following items which will be of assistance in clearing the aircraft for further flight:

actual maximum speed achieved (IAS and Mach number);

landing gear position and whether in transit or stationary;

flap position and whether in transit or stationary;

any turbulence experienced during overspeed/recovery;

engine power settings;

duration of overspeed.

Autopilot status (engaged or disengaged) and any changes to status during event.

Question 12

Procedure for Galley/Lav water leaks?

Answer 12

This procedure is applicable to any galley or lavatory located in close proximity to an Avionics Equipment bay.

If a galley or lavatory water leak is reported to the Flight Crew, ensure that the:

CSM checks the water supply to the affected area is shut off.

Sinks/drains in the area are not used to dispose of liquids.

An entry must be made in the Technical Log for maintenance action at the next station.

Note:
The Passenger Cabin Supplemental Information Manual found in the front of the Technical Log folder defines a substantial water leak as an Airworthiness item.

Question 13

Can you start the APU during fuelling?

Answer 13

Yes but
22.7.10

The APU may be used while the aircraft is being fuelled. In the event of an auto-shutdown or if the APU fails to start while fuelling is taking place, then before a subsequent start attempt is made, either:

1. complete the fuelling operation; or
2. stop the fuelling operation and disconnect fuel hoses.
   If a fuel spill is reported then a normal APU shutdown must be accomplished as soon as practical.

Question 14

What should you do if you get report of a fuel spill?

Answer 14

Advise ATC (RFSS)
Disembark pax AND crew to terminal
Shutdown all vehicles/power units within 15m
Cease Fuelling
Cease Maintenance
Normal shutdown of apu ‘as soon as practical’

22.7.10

If a fuel spill is reported then a normal APU shutdown must be accomplished as soon as practical.

22.8

When a fuel spill of any quantity likely to create a fire hazard occurs within 15 m of the aircraft, the regulations require that the Pilot In Command must ensure that any passengers on board or in the process of embarking or disembarking the aircraft, are moved to a point at least 15 m from the fuel spill. Practically, this may mean ceasing passenger embarkation and/or requiring all passengers and crew to disembark the aircraft to the safety of the terminal.

Until the fuel spill is removed, the Pilot In Command, as far as possible, will ensure that:

all power units, vehicles and power loading devices within 15 m of the fuel spill, are shut down;

any maintenance being performed on the aircraft is ceased;

refuelling of the aircraft is ceased.

The aircraft engines must not be started within 15 m of a fuel spill.

Fuel spills should be reported to air traffic control and/or the ARFFS. A Pilot Report may be required as per FAM Section 3.2.4.9 – Ground Safety Occurrences.

Question 15

Pilot Incapacitation:

Answer 15

PIC decides if ‘immediate’ landing to be made
Food poisoning considered (ie more to come)
CC in jumpseat if single pilot
Pan call Capt/FO

22.10.2/3

In the event of injury or illness of a crew member inflight, it is the Pilot In Command’s responsibility to decide if an immediate landing is to be made. In the event of a crew member or a number of crew members indicating symptoms of food poisoning, the Pilot In Command should, when considering diversion, take into account the possibility of a common cause producing further crew incapacitation.

A Cabin Crew member should be seated in a flight deck jumpseat where there is only one remaining non incapacitated Flight Crew member. The Cabin Crew member will remain on the flight deck until arrival at the parking position, to monitor the health of the remaining Flight Crew member and provide assistance as directed.

If the Captain or First Officer is incapacitated, a PAN must be declared.

Summary of actions in the event of crew incapacitation follows:

challenge abnormal operation;

take over if response not given after the challenge has been repeated;

maintain safe flight condition;

remove and care for stricken crew member;

organise landing;

do not rush or take short cuts.

22.10.3 Flight Deck Seating
If incapacitation occurs:

maximum use should be made of automatic flight to reduce workload;

obtain help from suitably qualified positioning crew members if available;

the vacant crew seat should only be occupied by Flight Crew.

consider a diversion in the event the destination is a restricted airport or a low visibility approach is needed.

If the Pilot In Command is incapacitated:

The First Officer should fly the aircraft from the Right Hand Seat (RHS).

After landing, the aircraft should be stopped and a tow requested into the gate.

Question 16

What is a good question to ask a CC member when evaluating if Medlink needs to be involved?

Answer 16

Would you call an ambo on ground?

22.11

Cabin Crew are to assess an incident by identifying whether they would call an ambulance if they were on the ground. If the answer is “Yes”, it is likely the treatment is beyond the level of skill of the Cabin Crew and an onboard medical practitioner (if available) and MedLink will be required.

Question 17

What precaution do you need to consider when medlink suggests a ‘suitable’ diversion airport?

Answer 17

22.11.1.1

MedLink only provides medical advice. The recommendation by MedLink of a ‘Suitable Airport’ relates only to appropriate medical response resources available, and must not be confused with the Company definition of ‘Suitable Airport’.

Fam policy is a diversion should only be made to a Category A or B airport for that aircraft type.

Question 18

What are the steps the CSM should follow if Medlink is deemed required?

Answer 18

Inform pilots
Ask if medical volunteers onboard
Patch checklist

22.11.1.2 If MedLink Required
Once the CSM determines that MedLink assistance is required they will:

Inform the Pilot In Command as soon as time permits.

Seek the assistance of any medical volunteers onboard.

The Patch Checklist (located in the outside pouch of the Physicians Kit) will be used to collate relevant information. Once MedLink is contacted, their advice is to be followed by the CSM/Cabin Crew/Medical volunteer.

Note:
Quarantine authorities require that any illness onboard inbound international flights, is reported prior to arrival via ACARS and on the General Declaration.

Question 19

Flight deck access for onboard medical practitioners?

Answer 19

Ask csm if collusion suspected.
Call IOC, patch DSC
Give dr and pax names.

22.11.1.4
When direct communication, using flight deck facilities, between the onboard medical practitioner and MedLink is required, the Captain must:

1. Ascertain from the CSM whether any collusion or unusual behaviour has been exhibited by the patient or the medical practitioner.
2. Contact the IOC and request to speak to the Duty Security Controller.
3. Give the Duty Security Controller the name of the patient, the medical practitioner and any pertinent information received from the CSM.
4. Security will then conduct a check on the passengers concerned and consult the latest Watch Lists to ascertain if there is any known link between the medical practitioner and the patient. (This should only take a few minutes.)
5. A decision will then be made in consultation with the Captain as to whether the medical practitioner will be given access to the flight deck.

Question 20

What are the actions postflight if you have an inflight medical emergency?

Answer 20

Obs just consult FAM….

Make sure ground staff advised
Check bags offloaded - consult FAM
Reporting reqs - inc CSM crew feedback form.

22.11.2 Actions Following a Medical Emergency Inflight
If a volunteer medical practitioner onboard attends to a passenger or if MedLink is consulted regarding a passenger, the CSM must:

Ensure that the procedures outlined in the CCOM and the FAM for dealing with inflight medical emergencies are followed;

Determine if the passenger has a booking on further sectors and explain that further travel will not be possible until the passenger is able to consult a medical practitioner and obtain a Medical Clearance;

After landing, ensure that Ground Staff are advised of the incident. The passenger will be offloaded and a note made under their booking that further travel will not be permitted until a Travel Clearance Form can be completed by a medical practitioner and Medical Clearance obtained;

Ensure that any cabin baggage belonging to the offloaded passenger is removed from the aircraft.

Ground staff are to ensure that any hold stowed baggage is offloaded.

The only exception to the offload rule is if MedLink are made aware that the passenger has a booking on further sectors and clear the passenger for onwards travel.

If the medical condition is of a more minor nature (i.e. the passenger is not attended by a volunteer medical practitioner on board and Medlink is not consulted), then:

the CSM is required to advise the Captain of any passenger illness, and note if further sectors of travel are involved;

arrival Ground Staff should be advised to ensure that the Captain and CSM for the next sector are briefed on the situation;

the CSM must complete an Crew Feedback Form.

Question 21

Ambulance requests:

Answer 21

Do through medlink or
if unable medlink in Oz
Request ARFFS via ATC
Request ambo directly through company.
Overseas then via ATC

22.11.3
If an ambulance is required, MedLink will organise the ambulance in all ports.

In Australia, if MedLink has not been contacted (for example due to operational requirements on short domestic services) Flight Crew can request ARFFS attendance on arrival through ATC. The ARFFS Officer-in-Charge will ensure ambulance services have been requested. This is to minimise potential impact on primary ARFFS functions.

If Aircrew determine a passenger requires hospitalisation (for example, is either unconscious or suffering chest pains), request an ambulance directly through the company. They will arrange for an ambulance and the ARFFS to be in attendance.

In cases where a passenger has requested that an ambulance attend to provide transport to a medical facility for a pre-existing medical condition, the passenger must be informed that the cost of the ambulance will be at their own expense.

This request for an ambulance must also be made via the Company and not ATC.

In all overseas ports, if MedLink has not been contacted and an ambulance is required, a request for an ambulance should be made through ATC at the destination.

Question 22

What are some of the indications of fumes in the cabin?
What is a precaution you should consider if CC report the smell strong but then it has faded away?

Answer 22

Possible ‘dirty sock’ smell, visual blue smoke, haze or mist.

Fume odour can appear strong initially and mistakenly appear to subside with exposure. A conservative approach should be adopted during all events.

21.12.2

Fumes caused by oil contaminated bleed air have been described as having a strong odour similar to ‘dirty socks’, and possibly visually a blue smoke, haze or mist. However, a fumes event may not necessarily be characterised by visible smoke, or the use of oxygen masks and/or smoke goggles. A fumes event may be characterised by a crew member experiencing any of the following symptoms:

Cough, wheeze, shortness of breath, chest tightness, difficulty with speech;

Sore throat, burning throat, difficulty swallowing, nasal irritation, runny nose, eye irritation, chest pain, palpitations;

Dizziness, headache, sensation changes or weakness anywhere in the body, difficulty balancing, loss of hearing, difficulty concentrating; and/or

Nausea and/or vomiting.

Crew are advised that they should seek a medical consultation of any of the above symptoms occur following a fumes event.

Fume odour can appear strong initially and mistakenly appear to subside with exposure. A conservative approach should be adopted during all events.

Question 23

Do you need to do an ‘operational debrief’ with a cabin smell? How abut fumes?

Answer 23

Not mandatory for smell but do it anyway.
Everything else it is obs…

Question 24

Do you need to follow TCAS in a missed in LAHSO ops?

Answer 24

Yes of course:
22.13

Flight Crew must follow TCAS instructions even if in contravention to ATC. This includes during ILS/PRM operations and in a missed approach from a LAHSO event.

Question 25

To you need to report at TA?

Answer 25

Possibly
22.13

All TCAS TAs in which a breakdown of separation occurs, and any RAs, are reportable incidents as per FAM Section 3.2.4.4 – Airspace/ATS Occurrences.

Question 26

What are the recommended rates of clb/dec with proximate traffic as per AIP?

Answer 26

The AIP recommends climb or descent rates of no greater than 1,500 feet per minute for last 1,000 feet of altitude change, when in the vicinity of other traffic.

When proximate aircraft are detected above or below the aircraft, either visually or on the TCAS display, the pilot flying should consider limiting the rate of climb or descent respectively in the last 1,000 feet of altitude change, to avoid an unnecessary RA.
22.13

Question 27

What is ATC report when following RA?
Post RA?

Answer 27

22.13.2
The PM is to report to ATC, “TCAS RA”. The actual altitude deviation can be reported to ATC when practicable.

When clear of conflict resume previous clearance, without delay, unless otherwise instructed.

The PM reports to ATC, “clear of conflict, returning to ….. [cleared level]”

WARNING:
ATC clearance limits must be observed unless deviation from a clearance is commanded by TCAS RA.

Question 28

Is ATC responsible for terrain clearance when you follow a RA?

Answer 28

22.13.2

Pilots should be aware that, during an RA manoeuvre, ATC is not responsible for providing separation between that aircraft and any other aircraft, airspace, terrain or obstruction.

Question 29

What is the expected response from ATC to a ‘windshear escape’ call?

Answer 29

22.14

ATC will acknowledge the windshear escape manoeuvre, but will not normally provide any instructions to an aircraft in the manoeuvre. ATC will not provide separation between an aircraft in a windshear escape manoeuvre and any other aircraft. ATC may give advice or directions to other aircraft, not experiencing windshear, in order to keep them clear of both the windshear area and the aircraft in the windshear manoeuvre.

Question 30

What is preferable, belly landing or single gear landing?

Answer 30

22.16.1

If one or more wheels fail to lock down, the landing should be made on the remaining wheel(s), even if only on one leg, in preference to an attempted belly landing; no attempt should be made to lock down any part of the landing gear by a ‘brush’ landing. Industry experience and research indicates that any part of the landing gear – even a leg without wheels – that can be used to keep the aircraft from rubbing along the ground considerably lessens the risk of fire.

Question 31

Are tower flybys encouraged to learn gear status?

Answer 31

22.16.1

It is unlikely that a low flypast of the control tower will add much to the information derived from the Cockpit indications. A low flypast should only be undertaken when there is good reason to believe that knowledge of the state of the landing gear, wheels, tyres etc. can be improved by such a manoeuvre.

Question 32

What to note in tech log for hard landing?

Answer 32

22.16.2

Hard Landings must be reported in the Technical Log. Further, any Hard Landing in which the aircraft is not aligned with the runway centreline at touchdown introduces significant additional side loads. Technical Log reports of Hard Landings should therefore, also state the degree of drift at touchdown.

Question 33

When can you do an overweight landing?

Answer 33

Airworthiness problem
Any condition that is time critical
serious illness of crew or pax which would require immediate medical attention

22.16.3.1

Any landing at a weight in excess of the maximum certified landing weight is considered an Overweight Landing. The regulations permit a landing to be made at a weight greater than the maximum certified landing weight if an emergency exists.

Determination of an emergency is left to the judgment of the Pilot In Command.

As guidance, for the purposes of an Overweight Landing, the following situations are typical of those under which the Captain may elect to land overweight:

Any malfunction that would render the aircraft non-airworthy.

Any condition or combination of conditions (mechanical or otherwise), in which an expeditious landing would reduce the exposure to potential additional problems which may result in a derogation or compromise of safety.

Serious illness of crew or passengers which would require immediate medical attention.

When reporting an Overweight Landing, the Technical Log entry shall describe the landing touchdown, i.e. Smooth, Positive, Firm, Hard. The determination of the degree of severity of a landing is left to the judgement of the Flight Crew.

Flight Crew determination of landing severity has shown to be more reliable than Digital Flight Data Recorder (DFDR) readings.

Question 34

What do you do with a thrust reverser that remains unlocked on the ground?

Answer 34

22.16.4

If a thrust reverser remains unlocked on the ground, shut down the affected engine(s) prior to approaching the gate or stand-off parking area. This prevents jet blast damage to property and/or personnel, or the ingestion of foreign objects into the engine(s).

Question 35

When are brake fires most prevalent in?

Answer 35

22.17

Grease build-up and hydraulic fluid leaks or spills can be ignited by the heat generated from main landing gear brakes. Brake fires resulting from this source usually occur within the first few cycles following wheel or brake maintenance.

In the event of a report of a brake fire or smoke, as with any other non-normal situation, Flight Crew should attempt to gather as much information as possible in the time available, prior to deciding on the appropriate course of action. Communication with the Ground Crew must be clear, concise and unambiguous.

Question 36

Is a non routine disembarkation quicker than a routine one?

Answer 36

No
22.18

The pace of a Non-Routine Disembarkation is slower than that of a routine disembarkation, to ensure passenger safety. A Non-Routine Disembarkation may be upgraded to an evacuation if the situation requires and in this instance, all primary escape routes, providing they are safe, must be opened

Question 37

What is a non routine disembarkation?
Can you use slides?

Answer 37

Not possible to disembark in routine or normal way…
Weird stairs or something? Slides can’t be used…
There is a supp pro in FCOM…

22.18

A Non-Routine Disembarkation is a process to be used when it is not possible for passengers to disembark the aircraft in a routine or normal manner but where there is insufficient risk to passenger or aircraft to justify continuation of alert phase and/or evacuation.

The pace of a Non-Routine Disembarkation is slower than that of a routine disembarkation, to ensure passenger safety. A Non-Routine Disembarkation may be upgraded to an evacuation if the situation requires and in this instance, all primary escape routes, providing they are safe, must be opened.

Prior to conducting a Non-Routine Disembarkation, the Captain must consider at least the following:

What suitable ground equipment is available to disembark passengers;

How passengers will be controlled on the ground and moved to the terminal;

Is it suitable for passengers to take their luggage off the aircraft;

Is it suitable for passengers to disembark with high heels on;

Which doors will be used for disembarkation;

How passengers with special handling requirements will be managed.

WARNING:
Failure to ensure that there is adequate doorway protection can result in the potential to fall through an open cabin door, which can cause serious injury or death.
Flight Crew should closely coordinate with ground service providers (e.g. Airports, Ground Handling Agents, RFFS etc.) to clearly communicate the planned means of egress and passenger management and control outside of the aircraft.

Note:
Slides are not permitted for use in a Non-Routine Disembarkation.
Once the Captain has decided to conduct a Non-Routine Disembarkation, Flight Crew are to complete the applicable Non-Routine Disembarkation Supplementary Procedure in accordance with the FCOM.

Question 38

What happens on Ramp with thunderstorms alert?

Answer 38

22.19.2

If thunderstorms are going to impact the airport (within 5 nm), POCO/MOCO will notify Flight Crew of a ramp Operation Shutdown. Where an automatic lightning detection system is installed, the Blue Strobe Lights will be illuminated. An audible siren may also be activated. The following precautions must be observed:

Fuelling operations must cease;

Ramp areas must be vacated; and

Personnel must not stay in open areas or under aircraft fuselage/wings. This means that aircraft walkarounds must be terminated or must not commence.

Question 39

Can you board during thunderstorm alert?

Answer 39

22.19.2.1

If boarding has not commenced, passengers must be held in the gate lounge;

If boarding has commenced, it must be stopped. Passengers who have already boarded the aircraft are to remain onboard.

Question 40

What can you do on arrival with thunderstorm alert?
Can you park and deplane?

Answer 40

Yes
NIGS parking obs
Normal shutdown
Tell POCO beacon off (they’ll call you)
They’ll relay to bridge operator to position bridge
Normal offload
1 crew stays at controls till chocked/relieved
Don’t park if APU inop.

22.19.2.2 Arrivals
For Australian domestic operations to aerobridge equipped bays:

Flight Crew may taxi onto the bay if they can comply with all aircraft parking SOPs. FAM Section 21.78 – Parking;

Once on the bay, complete a normal shutdown. Select the beacon off in accordance with type normal procedures;

Monitor the company VHF frequency. POCO/MOCO will initiate contact with the aircraft;

When asked, advise POCO/MOCO that the beacon is OFF;

POCO/MOCO will give verbal clearance to the aerobridge operator to position the aerobridge at the aircraft door;

Ground staff will open the door in accordance with Standard Operating Procedures.

If the APU is unserviceable, do not taxi onto the bay until ramp operations resume.

If the aircraft must be held off the bay, consider making the Thunderstorm PA (or appropriate amended version).

To guard against the possibility of loss of brake pressure, a Flight Crew member is to remain on the flight deck in a control seat until wheels are chocked or the outbound crew board the aircraft.

22.19.2.3 Disembarkation
Disembarkation via an aerobridge is permitted.

Disembarkation via stairs must not occur during a ramp Operations Shutdown.

Question 41

What do you need to do in high wind ramp event?

Answer 41

park brakes
exposed doors closed
don’t open any doors
if boarding is unsafe then cease - that’s crews call
pax can stay on board
bridges may be positioned and disembarkation may commence. But doors can’t be opened… hmmm.

22.19.3

If POCO/MOCO notify Flight Crew of a Strong Wind Event – Operations Restrictions, the following precautions must be observed:

Fuelling operations must cease until further advice is received from POCO/MOCO;

Aircraft Brakes must be parked;

Exposed doors must be closed (see Note below); and

Aircraft doors must not be opened.

Note:
Door closing is conducted by (or in conjunction with) ground staff, in accordance with aircraft type procedures and limitations.
If Flight Crew or ground staff determine that boarding is unsafe, passengers must be held in the gate lounge. Passengers who have already boarded the aircraft are to remain onboard.

Aerobridges may be positioned at arriving aircraft and disembarkation can commence.

Question 42

Can you talk to ARFS while you taxi on discrete frequency?

Answer 42

You should be stopped.

22.20

At a number of airports, direct Radio-Telephone (R/T) contact is available between an aircraft which has completed a declared emergency landing and the officer in charge of the Airport Fire Services. A Captain who wishes to use this service should inform ATC, who will advise the appropriate frequency and callsign. It must not be used until after the aircraft has landed and stopped, and in no way invalidates other existing emergency landing procedures. This frequency is not continuously monitored.