FAM Ch 21 Flashcards
When must you disconnect automatic control of aircraft?
Timely reversion to basic modes of operation and/or disengagement of automatic systems should be accomplished if system performance becomes inaccurate, unclear or inappropriate.
21.3.1
Define monitoring.
It involves the comparison between the expected values and the actual outcomes. It also includes observation of other crew members performance, and timely intervention in the event of deviation, well before any limit conditions are reached.
21.4
Define shared mental model.
This includes a shared understanding of:
The current situation or problem;
The desired outcome or objective; and
The strategy to achieve the desired outcome, including any contingency planning.
What where and how.
21.4
What is the primary role of PM? Secondary role?
MONITOR: flight path, comms, PF.
secondary is support.
21.4
The PM has an explicit set of monitoring and support activities which are designated by SOPs. The PM’s primary role is to monitor the aircraft’s flight path, communications and the activities of the PF. The PM’s support functions are secondary to the role of flight path monitoring. The PM must be alert to situations where attention is drawn so heavily to support functions that flight path monitoring is no longer achieved. In particular the PM’s primary role during all approaches is to continuously monitor flightpath, speeds, rate of descent and approach slope guidance. This monitoring role must be maintained until the completion of the landing roll.
What are the main items of debriefing to be discussed post flight?
Threats: What threats eventuated and how did our mitigations work? What could we do better?
Safety Margins: Were any safety margins compromised? Why?
Reports: Are there any reports that need to be completed?
Sustainability: Were sustainability opportunities maximised throughout the flight?
21.6.8
When does Capt need to be in his LH seat?
21.7.2
The Pilot In Command shall occupy the Left Hand Seat (LHS):
during takeoff and landing;
during the departure and arrival phases of flight whenever flaps are extended;
if terrain clearance at any stage of the flight is less than 5,000 ft;
at other times as nominated in Company documentation.
Can you operate below Cat 1 mins in Left seat while still in training?
I don’t think so, you wouldn’t be a ‘qualified captain’ yet? not sure…
21.7.2 Flight deck seating
RHS qualified and current Captains may operate as PF or PM from the RHS. This includes supporting Low Visibility Operations to minima below Category I with a qualified Captain in the LHS. Restricted RHS qualified Captains may not be PF for takeoff or landing.
However:
21.72.4.3
Whenever Low Visibility Procedures are used, the Captain must be PF. First Officers are not permitted to carry out Low Visibility Procedures as PF except during promotional training for Command. This means that First Officers in the RHS are not permitted to act as PF on approaches with minima lower than Category I, or for an autoland.
Seat change rules?
AT and AP on
Speaker up
New pilot calls FMA’s
No change during en route alt change
21.7.7
Inflight seat changes require extreme vigilance to be exercised by the pilot remaining at the controls (PF). Seat changes must not hinder proper supervision of the operation of the aircraft or its controls or switches.
The autopilot and autothrust must be engaged, if serviceable.
Prior to vacating a control seat inflight, both pilots in the control seats shall ensure that a flight deck speaker is ON and set to a volume audible to all Flight Crew members on the flight deck, with the appropriate radio selections made.
When a different crew member enters a vacated control seat, after the seat change, the pilot entering the control seat must verbalise the FMA. If the pilot entering the control seat omits the FMA call the PF is to make the FMA call.
A seat change or temporarily vacating a control seat must not occur during an enroute change of altitude.
In the event of pilot incapacitation the decision to effect a seat change rests with the Captain or their deputy (in the event that the Captain is the incapacitated pilot).
Can you do a seat change in the event of incapacitation?
In the event of pilot incapacitation the decision to effect a seat change rests with the Captain or their deputy (in the event that the Captain is the incapacitated pilot).
21.7.7
Harness rules
Is there any exceptions?
21.7.8
during takeoff and landing;
during an instrument approach;
when the aircraft is flying at a height less than 1,000 ft above the terrain;
in turbulent conditions;
when the Seat Belt sign is illuminated. The only exception to this requirement is that under direction of the Captain a crew member may remove their harness and seat belt for short periods of time to perform safety related duties during pushback, start and taxi. For two pilot operations the aircraft must be stationary and the park brake set.
Can a pilot remove harness during taxi in 2 pilot ops?
Yes but the aircraft must be stationary and the park brake set.
21.7.8
Can you do pax liaison visits short haul?
Yes but:
Visits to the cabin on shorthaul, two crew aircraft shall be kept to a minimum and not extend beyond the Business Class cabin.
21.8.2
When is it required that you hand over:
any duty will diminish the ability of the PF to comply with this monitoring requirement, the PF should hand over control of the aircraft to the PM.
eg
partaking of a meal
where carrying out paperwork or reading documentation does not permit appropriate aircraft monitoring
making other than simple FMS entries
making PAs.
Doesn’t say briefings….?
21.8.3
What is the call for taking over in emer etc?
In abnormal or emergency situations in particular, the positive takeover of control must be clearly established and the call “taking over” used to indicate the formal change over in responsibility and control.
21.8.3
When must you (pf) guard control column/ thrust levers?
What about PM control guarding?
Column any time flaps out, TL’s anytime AT commanding ‘significant thrust changes AND on app and landing.’
21.8.4
During critical stages of flight, the PF must guard the side stick or control column and rudder pedals. For the purpose of this policy, critical stages of flight are defined as any time the flaps are not in the UP position.
The PF must guard the thrust levers any time the autothrottle system is commanding significant thrust changes and on approach and landing.
The PM must guard rudder pedals during takeoff and landing and when the aircraft is being parked. Guarding rudder pedals means feet lightly on or in the immediate vicinity of the rudder pedals (brakes for parking) while ensuring inputs from the PF are not impeded.
When and what must PM guard control wise?
21.8.4
The PM must guard rudder pedals during takeoff and landing and when the aircraft is being parked. Guarding rudder pedals means feet lightly on or in the immediate vicinity of the rudder pedals (brakes for parking) while ensuring inputs from the PF are not impeded.
What are the PED rules regarding Fuelling?
Can you take a picture with your phone?
Turned off and not operated within 3m.
21.9
The person in charge of aircraft fuelling operation must ensure that all mobile telephones, radio receivers, radio transmitters, pagers and other portable electronic devices are turned off and are not operated within 3 metres of the aircraft fuel filling points, fuel vents, or the fuelling equipment. Only operational personnel may operate these devices outside the cabin.
Transmitting devices must not be operated inside the cabin if an aircraft door is open within 3 metres of the above filling points, vents or fuelling equipment.
Cross check procedure for PDC:
Who needs to do it?
21.10.1
When a Pre-Departure Clearance (PDC) is received, it must be cross checked by both pilots. The PF must read the PDC and the PM must check and verify the following:
aircraft registration/flight number;
departure clearance;
route clearance;
cleared altitude/flight level;
transponder code.
After receipt of the Airways Clearance or PDC, the radio navigation aids, or FMS should be checked to comply with the actual clearance.
Can you accept visual climbs or descents?
How about visual departures?
No
20.10.2
It is not permitted to cancel IFR flight plans and to proceed Visual Flight Rules (VFR), nor are Visual Meteorological Conditions (VMC) clearances to climb and descend to be accepted.
Yes, in Oz
Day VMC, CTA steps +500 + vis obs clnc.
21.10.2
In Australia, the Pilot In Command may accept an ATC clearance for a visual departure by day when flight can be maintained in VMC below the Minimum Vector Altitude (MVA – surveillance environment) or the Minimum Safe Altitude (MSA)/Lowest Safe Altitude (LSALT – non-surveillance environment).
During the conduct of a visual departure, the pilot must:
maintain the track(s)/heading(s) authorised by ATC;
remain not less than 500 ft above the lower limit of the Control Area (CTA); and
visually maintain obstacle clearance.
From AIP
2.5 Visual Departure - IFR Flights
2.5.1 By day in VMC, the pilot of an IFR flight may request a visual departure, or ATC may issue a visual departure.
2.5.2 ATC Responsibilities
2.5.2.1 ATC will only issue a visual departure to an IFR flight when the cloud base is such that the pilot can maintain flight in VMC below the MVA (ATS surveillance services) or the MSA/LSALT.
2.5.2.2 When an IFR aircraft is issued heading instructions and/or required to maintain a level below the MVA or MSA/LSALT during a visual departure, “VISUAL” will be appended to the departure instruction.
2.5.3 Pilot Responsibilities
2.5.3.1 The requirements of this section are the visual departure procedures applicable to IFR flights under CASR 91.305(3)(b)(i).
2.5.3.2 A pilot of an IFR flight may only request a visual departure when the cloud base will allow the aircraft to climb in VMC to the MSA/ LSALT applicable to the departure. Additionally, if the intended cruising level is lower than route LSALT, the cloud base must permit flight in VMC at that level.
2.5.3.3 During the conduct of a visual departure, a pilot must:
a. maintain the track(s)/heading(s) authorised by ATC;
b. remain not less than 500FT above the lower limit of the CTA; and
c. visually maintain obstacle clearance
Visual Approach Day?
Not in FAM…
Within 30nm not below min IFR alt
CofC
GW in sight
5km vis or RIS
CTA+500’ and min VFR alts.
Visual approach night:
Not in FAM…
Min IFR alt
CofC
GW in sight
5000m vis AND
CTA+500
LSALT MSA DME Step or
Last assigned vector alt
Till
In circ area + RIS
3nm (no iap) + RIS
5/7
10/14
Can you deviate from route for sight seeing?
Not really
21.10.3
Deviations of up to 10 nm either side of track to provide passenger viewing opportunities are only authorised at cruise levels, and require an ATC clearance prior to departing the flight plan track
When should you board if you are doing gate hold procedures?
Passenger boarding should commence on time as per the PTS when gate hold procedures are utilised.
21.11
Gate Hold is used to delay the aircraft departure due to the flight plan ETA being earlier than desired due to an operation restriction, e.g. curfew.
When the flight plan is created and a need for gate hold is identified, the IOC will coordinate with all the relevant parties and advise Flight Dispatch of the allowable gate hold time. The Dispatchers Notes section of the flight plan will advise crew of the allowable gate hold time.
Situations like departure gate availability may limit the amount of gate hold available. In this scenario, Flight Crew are encouraged to liaise with ATC about delaying tactics at other locations on the airport.
When gate hold procedures are utilised, Flight Crew are to be mindful that the flight plan does not allow any flight time for weather deviations and arrival procedures. Also, the flight plan ETA is a touchdown time, not an on blocks time. Additional time may need to be factored into calculations when determining the desired pushback time.
Passenger boarding should commence on time as per the PTS when gate hold procedures are utilised.
FMA calls after TO
AP status then other modes.
21.13.2
When the autopilot is engaged after takeoff, or at any time subsequently if the autopilot has been disengaged and is then re-engaged, the PF shall call the annunciated modes and the PM will verify and call “checked”. The status of the autopilot FMA is to be called prior to the other FMAs being called out.
When can you omit AT mode changes?
AFTER
making the FMA calls associated with the commencement of descent for landing, subsequent changes in the autothrottle mode do not have to be called.
21.13.2
When can you omit FMA calls?
Standard Procedures,
Using LVP or ist procedures after calling ‘standard procedures’ or after ‘continue’
and in downwind of circuit.
21.13.2
After making the FMA calls associated with the commencement of descent for landing, subsequent changes in the autothrottle mode do not have to be called.
Having nominated standard procedures and on approach for landing, further calls of FMA changes are not required.
Note:
Calls may be terminated when flying a visual circuit once the aircraft enters downwind.
Instrument or Low Visibility Procedures.
On approach for landing after calling “standard procedures”, or “continue”, further calls of FMA changes are not required.
Note:
When using autoland, the FLARE ARM – AUTOLAND call is required at 1,000 ft. However the FLARE CAPTURE call is not required.
FMA calls in GA?
During both automatic and manually flown go-arounds, changes in FMA modes shall be called by the PF, verified and called “checked” by the PM in accordance with the policy above.
The procedures and calls related to the go-around are to be made before FMA mode changes are called. Subsequent changes to FMA modes are to be called as described previously, until the flight is again on approach and the call of “standard procedures” or “continue” is made.
Can you take a photo below 10000’ HAA?
No
21.14.1
Flight Crew members are restricted from using PED recording functions from any control seat inflight below 10,000 ft HAA during normal operations, or if the autopilot is not engaged. The use of any imagery is restricted by the Qantas Social Media Policy.
Where can you get a last minute spare Ipad?
21.14.2
CSMs are expected to maintain a charged iPad with the Jeppesen Trip Kit link, as a backup for Flight Crew iPads
When must Preflight and All crew messages be reviewed on EFF?
PREFLIGHT – Must Read CMSGs Prior to Fuel Order Submission
ALL – Must Read CMSGs Prior to Use or Reliance
21.14.6
When do you need a new OFP?
Delay ETD+3hrs (you request)
ZFW inc 1500kg or more. (they should send)
21.83
If significant delays are experienced before aircraft pushback, resulting in a delay greater than 3 hours after the scheduled ETD, Flight Crew should request a new OFP from Flight Dispatch. Contact can be made via telephone, VHF radio or ACARS.
Note 1:
Flight Crew can request a new OFP at any time if a new operational requirement comes into effect.
Note 2:
Flight Dispatch will not contact the Flight Crew after the 3 hour delay period, as they are unaware when the Flight Crew are in the final stages of preparation before pushback. However, if there has been a change to the ZFW as per FAM Section 16.10 – Fleet Specific Information, Flight Dispatch will produce an updated OFP and push it to EFF+.
When can you use the TFP as the OFP?
21.83
Where, due to system outages, an OFP is unavailable, a flight may depart using the TFP or by using other backup provisions if notified to do so by appropriate company means. Refer to RMS 4.1.5 – Use of the Target Flight Plan (TFP) or RMS 4.1.6 – Backup Operational Flight Plans.
RMS
4.1.5 Use of the Target Flight Plan (TFP)
Flight Crew will be notified if the flight is to be dispatched using the TFP. This notification will be by the most appropriate company means.
The entire flight plan must be checked. The following items are most likely to change and have been highlighted:
RC number;
ZFW;
Weather forecasts;
Note:
Weather forecasts including cruise winds can be accessed directly from the Australian Bureau of Meteorology website (shortcuts are displayed on the company iPad Homepage).
OPRISK;
NOTAMS;
Note:
Flight Dispatch will have access to up-to-date NOTAM changes.
Minimum Operational Fuel requirements;
Note:
EFF+ can be used to determine the actual Trip Fuel by entering the updated ZFW and updated Fuel requirements on the Fuel page.
Regulated Take-off Weight (RTOW).
Note:
Flight Crew will need to calculate the RTOW prior to finalising the Fuel Order. The RTOW is required to be submitted with the Fuel Order.
Due to the unpredictable nature of IT outages and to guard against the unlikely event of an undesired update to EFF+ which changes the Flight Crew capture screenshots of the TFP ‘Plan’ and ‘Nav Log’ sections in EFF+ or download from QPlans, if able.
Submit via EFF+, or another approved means, the following:
Fuel Order;
Trip Fuel; and
RTOW.
Flight Crew must verify the ATS cleared route matched the planned and FMC/FMGC route.
What is meant by Critical crew messages EFF?
Critical – Information pertaining to the proposed flight that may:
critically impact the safety of the proposed flight; or
influence the fuel order; or
require compliance prior to flight, e.g. iPad version confirmation; or
require Flight or Cabin Crew awareness prior to flight.
HUD rules 737:
Used below 10T (unless u/s)
Blanked for night taxi
Don’t delay TO for praccy LVO’s
ILS AIII only on approved runways
AIII landings need factoring
AIII selected and verified blw 1000RA
21.15.2
The HUD combiner is to be in the deployed position and used by the Captain for all operations below 10,000 ft HAA, where serviceable.
The Combiner display will be blanked (cleared) for night taxi operations.
Commencement of the takeoff roll will not be delayed in order to carry out a practice low visibility takeoff following receipt of takeoff clearance.
ILS approaches using the AIII modes are only permitted on approved runways. Runways approved for AIII operations are listed in the B737 QRH.
For AIII operations the minimum landing distance available must be equal to or greater than the landing distance required plus factoring. Refer FCOM.
For AIII operations, the AIII mode must be selected and verified by both pilots prior to 1,000 ft RA.
When should you do RNP AR approach?
AR dep?
21.17
Except for operations where the ILS provides a lower minima that is required for the intended operation, a RNP-AR approach is recommended for all arrivals and departures, where available. The RNP-AR departure is provided as the default clearance by ATC.
Should you use pax name in an Acars message?
Not really, use seat number.
21.18.1 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 where operationally required.
Do you need to monitor guard below 10T?
21.18.4
Unless requested to do so by ATC, the frequency does not need to be monitored below 10,000 ft.
Communication Services at Non-Controlled Airports
21.18.7
I think this is unicom, CA/GRS…card to be edited
An aircraft must not be operated within the terminal airspace of a non-controlled airport unless:
- there is a radio communication confirmation system for the airport; and
- the radio communication confirmation system is in operation when the aircraft is within the terminal airspace.
The above paragraph does not apply if an aircraft is using an airport as an Alternate Airport, or:
the aircraft was scheduled to arrive at, or depart from, an airport at a time when the airport was not a non-controlled airport; but
has had its operation delayed so that, at the actual time of its arrival at, or its departure from, the airport, the airport is a non-controlled airport, or
the aircraft is conducting local training or airwork in the terminal area, or
if CASA determines in writing that it is technically impracticable to provide a radio communication confirmation system for the airport.
If the radio communication confirmation system at a non-controlled airport becomes unserviceable, (1) and (2) above do not apply in respect of that airport for:
the period during which the system remains unserviceable; or
the period of seven days commencing on the day on which the system becomes unserviceable;
whichever is shorter.
From RMS
Terminology Associated with Non-towered Aerodrome Operations
AWIS – Aerodrome Weather Information Service:
Broadcasts actual weather conditions in a similar format to that of an ATIS, with some additional items.
Is an approved source of actual QNH, valid for a period of 15 minutes from the time of receipt.
AAIS – Automatic Aerodrome Information Service:
Broadcasts actual weather conditions (including approved actual QNH) and operational information for the aerodrome, on a discrete published frequency.
Typically associated with aerodromes with CA/GRS. Pilots should monitor any AAIS prior to making the taxi or inbound broadcast, and should advise receipt of the AAIS information when making the taxi or inbound broadcast.
AFIS – Aerodrome Flight Information Service:
A traffic information service, not a control or separation service, with pilots remaining responsible for avoiding other traffic and hazards consistent with the rules of the air within Class G airspace (Broadcast Area).
AFIS operates within 20 NM and 8000 ft AMSL of aerodrome reference point on CTAF frequency during published hours of operation.
AFIS will be provided to all aircraft operating in the Broadcast Area in addition to the FIS provided in the surrounding airspace from ATS centres.
AFIS will coordinate with centre controller.
Pilots will be directed to transfer between centre and AFIS frequency.
ATIS is provided during AFIS hours.
Initial broadcast should include the call signs of any traffic already copied and receipt of ATIS.
AFIS will initiate and terminate sarwatch responsibilities for IFR aircraft.
CA/GRS – Certified Air/Ground Radio Service:
A safety enhancement facility which provides pilots with operational information relevant to the particular aerodrome, assisting pilots in making informed operational decisions. Information may include frequency confirmation, known traffic, weather conditions and other safety-related information of a local nature.
The service operates on the CTAF frequency during published hours of operation.
Weather information provided is from approved measuring equipment, and is an approved source of actual QNH.
Note:
CA/GRS is not a separation service. Traffic information provided is advisory to pilots in VMC, and may assist pilots in arranging self-separation in IMC. Pilots retain authority and responsibility for the acceptance and use of the CA/GRS information provided.
SFIS – Surveillance Flight Information Service:
Callsign: XXXX INFORMATION i.e. BALLINA INFORMATION.
All aircraft operating within SFIS Broadcast Area (BA) will receive a Traffic Information Service from ATS providing advice on conflicting IFR and VFR traffic.
SFIS is not a separation or sequencing service, pilots remain responsible for complying with all regulations applicable to CTAF and Class G airspace.
Any directed traffic information from ATS must be acknowledged.
Outside of SFIS hours, Flight Information Services are provided by XXX CENTRE as per normal procedure.
IFR SARWATCH may be cancelled on CTAF during SFIS hours and can accompany the report of ‘RUNWAY VACATED’.
Pilots should remain on the CTAF frequency on departure until given a directed frequency transfer.
Note:
SFIS is available for cancellation of SARWATCH and coordination of airways clearance, however aircraft will normally be transferred to the E airspace ATC frequency for issue of Airways Clearance.
Mandatory broadcast requirements on the CTAF frequency during SFIS are as follows:
Immediately before taxiing (Initial call to XXX INFORMATION AND TRAFFIC)
Immediately before entering the runway (XXX TRAFFIC)
Departure report (XXX TRAFFIC)
Changing intentions (XXX INFORMATION AND TRAFFIC)
Inbound (Initial call to XXX INFORMATION AND TRAFFIC)
Entering the circuit (XXX TRAFFIC)
Vacating runway and cancellation of SAR (Final call to XXX INFORMATION AND TRAFFIC).
Satcom rules:
All calls to be made from FD,
except urgent IFE issues can be direct dialled from cabin after FD notification.
21.18.8
What must be done before a medlink call?
Patch checklist.
How do you verify QNH?
QNH received via voice, acars or ipad checked against taf,metar or pre departure inst check.
21.21
Note:
This does not require the FMS/FMC QNH to be updated but it is recommended that the FMS/FMC QNH entry matches the reference QNH and the QNH set on the altimetry systems.
What is the green zone for cabin temp regarding APU/packs use? Min and max.
Max time to have pax on with no AC?
10°-27°c
20mins
21.22.1 Every effort should be made to keep the cabin temperature between 10°C and 27°C for passenger comfort. Delays to boarding due to cabin temperature is at the discretion of the Flight Crew and should be communicated to airport staff.
With passengers onboard, it is not recommended to exceed 20 minutes without air conditioning supplied.
Note:
For longer transits and where the OAT is above 21°C, Qantas Engineering Procedures Manual state their staff must start the APU and run the air conditioning packs 60 minutes prior to departure. This is to provide sufficient time to cool the cabin. This does not preclude Flight Crew subsequently switching the packs back off if appropriate.
When do you start/shut down APU on arrival?
Start ‘approaching gate or when operationally required’
Shutdown as soon as practicable after ground power connection in accordance with aircraft FCOM SOP.
Hot temp boarding?
Cutoff temp,
options if temp exceeds cutoff temp.
cabin temp 30°c reccoed…1 engine running to cool cabin, refer FAM:
If the APU is inoperative and a ground air conditioning source is not available, consider not boarding passengers if the indicated cabin temperature is above 30°C.
If the cabin temperature exceeds 30°C, the cabin may be cooled by:
Operating one engine at idle thrust and switching on the air conditioning Packs as required. All external loading and servicing on that side of the aircraft must be completed prior to engine start to ensure that ground equipment is clear;
Opening cabin doors while Cabin Crew or passengers are onboard, provided that stairs or an aerobridge is in place at the door/s that will be opened.
The 30°C mark is not intended to be an inviolate cut-off. Flight Crew should use discretion in this matter. For example, if the passenger load is light and/or the temperature has only just reached 30°C, it may be appropriate to board without first cooling the cabin. Liaison with both Ground and Cabin Crew is important to minimise any delay.
In the event that boarding is carried out where no aerobridge is available, close liaison with the Airport Ground Safety Officer and Qantas ground staff is mandatory.
21.22.3
When must you monitor Company freq?
During all transits
Domestic ETD-5 until push
Tell them if you are off freq during these times.
Don’t listen on clb/dec unless for spec reason.
(The PTS mentions mon co freq dep-30)
21.23.1
Subject to operational requirements, Flight Crew should maintain a listening watch on Company frequency and interphone during transit.
For engineering issues, if there is a dedicated engineering frequency then contact must be attempted on this frequency first. If engineering is not contactable then contact the handling agent.
For domestic operations, the frequency for the POCO must be monitored from ETD-5 minutes until pushback commences. If required to communicate with Load Control (e.g. to obtain a radio loadsheet if EFF+ or ACARS is inoperative) Flight Crew should advise the POCO that they will be off frequency, and advise the POCO again when they are back on frequency.
21.31
Do not maintain a listening watch on Company frequency during climb and descent unless for a specific reason.
Engineer Headset Failure During Pushback or Tow-In? What happens?
PB/TI will stop
Engineer will go to full view pos and give park brake set symbol.
Engineer gets working headset.
Crew Acks interphone sign or flashes lights and then engineer can reconnect new headset.
21.23.2
During the ground handling of an aircraft, if the Engineer’s headset becomes unserviceable and the tug is still connected to the aircraft, the Engineer(s) shall instruct the tug to stop the pushback/tow-in. In all cases of headset failure, the Engineer(s) will move to a position in full view of the Flight Crew, even if the tug has disconnected.
The Engineer(s) in charge of the procedure shall then signal the Flight Crew to park the aircraft brakes (open palm closed to a fist) and await the Flight Crew confirmation of brakes set (thumbs up).
The Engineer(s) will then acquire a serviceable headset.
The Engineer(s) will not approach the aircraft until the Flight Crew has acknowledged the ‘interphones’ hand signal (hands cupping ears), via a hand signal (thumbs up) or a flash of taxi or runway turn-off lights.
Following pushback and engine start, taxi must not commence until after the Engineer(s) has been instructed to ‘disconnect’ and a hand signal received.
Headset usage 737?
PB till shutdown.
1 ear should be out
taxi and any time flap is out.
Interphone recommend below 10T
21.24
Headsets are to be worn by all pilots on the flight deck from the time the aircraft pushes back (or from engine start when no pushback is required) at the commencement of flight until the engines have been shutdown after landing:
During taxi, takeoff and landing and when the flaps are not UP on climb and descent:
Operate with one ear uncovered to ensure effective crew communication during these critical phases of flight. When using Active Noise Reducing (ANR) headsets, to prevent apparent sensations of vertigo, the ANR function may be switched OFF at the Flight Crew member’s discretion.
Consider interphone usage below 10,000 ft, especially when additional operating crew are carried on the flight deck.
When flaps are UP during climb, cruise and descent:
It is recommended that the headset be worn with both ears covered and the ANR function, if available, switched ON for maximum ambient noise protection. Intercom should be used for crew communications.
Note:
The natural tendency when wearing ANR headsets is to speak softly. When making a PA, speech volume should be increased slightly to ensure clarity and audibility in the cabin.
An inoperative ANR capability does not require replacement of the headset nor is it associated with any MEL. The passive protection provided by the headset is adequate for continued headset operation. Aircraft may therefore be dispatched with the ANR feature inoperative.
Approved alternatives to the (Company) installed headset are the Bose Model A20, Bose Model A30 and Bose Model Proflight Series 2. If used, the crewmember is responsible for the purchase and ongoing maintenance of the headset, returning it directly to the equipment manufacturer for repair. The installed (Company) headset must be appropriately stowed so as to avoid damage. There is no requirement to refit the Company Headset on departure from the Flight Deck. In the event of any observed anomalies to aircraft system behaviour, the installed (Company) headset must be used. For any reported anomalies, the Engineer is only obligated to make the system serviceable using the Company supplied headset
What do you do if you require, request or see windshield cleaning/maint?
21.26
To ensure the safety of personnel, Flight Crew are to position window heat to OFF whenever window maintenance is anticipated or requested, e.g. cleaning or removal.
Note:
Windshield maintenance and cleaning is a Maintenance function and is not normally to be undertaken by Flight Crew unless all possibilities regarding a fall from heights risk have been considered and assessed.
WARNING:
With window heat voltage applied, a shock hazard exists for persons contacting the windshield from the outside.
What is a consideration for en route very cold temperature?
21.28
Cold temperature altitude corrections are required for enroute terrain clearance. Necessary adjustments can be found in the Wx Brief application>Chart>Altimetry. The values must be added to published enroute minimum safe/minimum obstacle clearance altitudes in order to maintain obstacle clearance in cold temperatures.
What is gear pin walk around rule?
Don’t start WA till pins removed - doesn’t say they need to be cockpit stowed. Ie you need to see them out.
21.19
Flight Crew should not commence walkaround checks until the landing gear pins are removed.
If, for any reason, landing gear pins are required to be re-inserted, the pins must be displayed to the Flight Crew prior to being stowed.
Note:
The steering bypass pin installation is a Ground Crew responsibility.
FAM light rules
Who operates them
What airspace should they be ‘all on’
21.32.1
The PM should normally make light selections. The selection of lights to comply with Company policy is detailed in the respective Flight Crew Operating Manual.
When operating in a high density traffic environment, additional exterior lights may be used at the Captain’s discretion.
When operating in Australian continental (including Tasmania) Class G or non-surveillance Class E airspace, utilise all available exterior lights.
Lights used for collision avoidance may be turned off in cloud if they constitute a nuisance.
When approaching the gate turn off all non-essential lighting.
FAM light rules
Who operates them?
What airspace should they be all on?
21.32.1
The PM should normally make light selections. The selection of lights to comply with Company policy is detailed in the respective Flight Crew Operating Manual.
When operating in a high density traffic environment, additional exterior lights may be used at the Captain’s discretion.
When operating in Australian continental (including Tasmania) Class G or non-surveillance Class E airspace, utilise all available exterior lights.
Lights used for collision avoidance may be turned off in cloud if they constitute a nuisance.
When approaching the gate turn off all non-essential lighting.
Landing Light rules?
Normal ops
when for non normals?
Low Vis?
What altitude? Eg airport elevation 1200’…
21.32.2
Landing lights shall be used for collision avoidance below 10,000 ft HAA, day or night.
should be turned on when cleared for takeoff and turned off after exiting the active runway after landing.
may be used during taxi if required.
21.32.5
For Emergency desc.
21.32.6
The use of landing lights for final approach and landing during low visibility operations is not recommended, as diffusion of the lights could tend to reduce the visual segment. If conditions are such that landing lights can be used during low visibility operations, do not jeopardise monitoring over the last 500 ft of the approach.
Consider switching lights on prior to 500 ft. (i think typo? off?)
Whose responsibility is ground separation while taxiing?
At controlled airports, ground separation is a joint responsibility between pilots and air traffic control.
Ground separation on non-ATC controlled aprons is a joint responsibility between pilots and the assisting ground personnel.
21.33.1
Crossing/entering runway rules?
Both crew head up
Verify clearance
Visual check
PF verbalises clearance verification
Stop bar out or CP’s
21.33.3
All Flight Crew are to remain vigilant when approaching a runway and avoid non-essential tasks.
Before the aircraft crosses or enters a runway (whether active or not), all Flight Crew on the flight deck shall verify:
That this is in accordance with the ATC clearance (where applicable); and
In all directions that there is no conflicting traffic on or approaching the runway.
When issued a clearance to cross a runway, PM will read-back the clearance and the PF will verbally confirm the clearance including clearance details (e.g. “Cleared to cross 34L at Lima”).
An Aircraft shall not enter or cross a runway which has stop bars illuminated unless stop bar contingency procedures are in place.
Note:
Where crossing of an active runway is anticipated on departure or arrival, crew should consider the threat as part of the departure or arrival briefing.
Transponder rules?
21.34 Transponder Operation
The transponder shall be operated at all times during flight.
If multiple failures occur such that the aircraft is without a transponder, ATC must be informed.
What is a precaution for pressurising Hydraulic aside from asking for clearance.
21.35.1
CAUTION:
To avoid injury to Ground Crew, request clearance to pressurise hydraulics only when ready to activate system. If hydraulics are not pressurised immediately on receipt of a clearance, the clearance should be requested again at the appropriate time.
Park brake releasing rules prior to push:
What don’t you need?
What about APU inop gnd start?
D.A.T.C.
Doors: all closed
Aerobridge: or stairs clear
Tug: connected
Comms: clear between gnd crew - flt crew…
You don’t need ATC PB clearance to release brakes.
Obs can’t start eng at gate without ATC clearance first.
21.35.2
Prior to releasing the Park Brake the following must be assured:
All aircraft doors are closed.
The aerobridge and all other ground equipment are clear (of the aircraft).
The aircraft is connected to a tug.
Clear communication exists between the Flight Crew and the Ground Crew.
Note:
The Park Brake may not be released before receiving a pushback clearance if an engine has to be started on the bay.
When should you direct ground crew to disconnect headset?
To minimise risk to Ground Crew, it is recommended that Flight Crew direct Ground Crew to disconnect at the earliest opportunity in accordance with the FCOM.
What does csm cabin ready mean?
Papers ships papers onboard
Pax number correct (domestic)
Doors Armed
Demo complete
Secure cabin secure
Seated CC seated, csm to sit after signal given.
21.36
The CSM will call the flight deck when the cabin is prepared for takeoff or for aircraft movement after all engines have been shutdown. (This notification may be verbal or a specific signal which is aircraft type dependent.)
When given during departure the notification indicates:
ship’s papers are onboard
passenger numbers are correct (domestic flights only)
all doors are ARMED
safety demonstration is complete
cabin is secure
Cabin Crew are seated with safety harness securely fastened (CSMs secure themselves after signalling the flight deck).
Upon receiving the “Cabin Ready” signal, Flight Crew may then commence the takeoff without any warning to the Cabin Crew.
Ext gnd delay all eng shutdown?
Capt or FO in FD
Bx CSM:
Cabin no longer ready
Short repos taxi may be required
CSM or delegate to remain contactable
Belts on toilet ok
Notify when eng to be started and
you need a new cabin ready
21.37.2 All Engine Shutdown
Flight Crew may shutdown all engines in accordance with aircraft type FCOM procedures after assessing all circumstances, and in consultation with ATC (as applicable). Cabin service may only occur when all engines are shutdown.
Once engines are shutdown:
The Captain or First Officer must be on the flight deck at all times.
Confirm with the CSM that the cabin is no longer ready for takeoff, if previously advised.
Alert the CSM to the possibility that short taxis may be required during the prolonged delay period.
The CSM shall remain contactable by the Flight Crew at all times. If the CSM needs to leave their station in the cabin, they shall nominate a delegate for contact and advise the Flight Crew.
The Seat Belt Signs are to be left ON. Passenger movement is permitted. Refer to FAM Section 18.28 – Seat Belt Policy.
Advise the CSM when engines are to be restarted and if subsequent movement of the aircraft is for takeoff or repositioning.
The Cabin Crew will (re)secure the cabin and give the “Cabin Ready” signal prior to taxi. the aircraft is not to move until the “Cabin Ready” signal has been received. The “Cabin Ready” signal indicates that the cabin is secure for takeoff.
Which runway zone is used for takeoff performance assessments?
RMS rules for Slippery When Wet?
TO ban conditions?
Most restrictive
Wet/slippery
1 and 0 = no TO
21.38
Flight Crew shall conduct takeoff performance assessments using the most restrictive RWY COND for any runway zone provided.
When a runway is nominated as ‘Slippery When Wet’ in the RMS, the RWY COND ‘Wet/Slippery’ shall be selected to calculate takeoff performance when the runway is reported as WET.
If runway braking action is reported as Poor or Nil, a take-off must not be attempted.
Standard TO mins?
Cg and vis?
Cg 0’
Vis 800m or
vis 550m if requirements are met:
REDL, RCLL/RCLM with backup pwr.
Non ctl day only, aerodrome rdo mand.
21.41.2
- A ceiling of zero feet; and
- Visibility of:
800 m; or
550 m, but only if:
i. The runway has illuminated edge lighting at space intervals not exceeding 60 m; and
ii. The runway has centreline lighting or centreline markings; and
iii. All lighting mentioned in sub-subparagraphs (i) and (ii) is supported by a secondary power supply with a switchover capability of 1 second or less; and
iv. If the aerodrome is a non-controlled aerodrome or a controlled aerodrome where ATC is not in operation – the takeoff is conducted by day and the aerodrome is one at which the carriage of radio is mandatory.
When is the HUD required for TO?
Vis blw 125m
Low Vis TO basic requirements?
State approved
ATC has low vis pro’s in place
You obs don’t get 2 if no 1…
21.41.3
Low visibility takeoff operations shall only take place when:
the relevant State authority approves such operations on the particular runway and the minima is published on the applicable Jeppesen (Qantas) chart.
ATC has advised that low visibility procedures are in force for the runway to be used.
Note:
Within Australia aerodromes capable of supporting LVO will be shown in the AIP (and replicated on the Jeppesen chart) or by NOTAM.
Explain low vis Vis/RVR requirements for TO.
Down to what vis can you use a pilot assessment?
What is a controlling RVR zone?
What is min TO vis 737?
Standard TO mins are Vis 800m or 550m.
550m is ‘standard TO’ mins but has requirements so you can almost look at it as low vis, but it can be RV or RVR. (Requires RCLL, RCLM REDL and backup power.)
Below 550 min 350m Needs information on RVR OR RV, TDZ mandatory plus either mid or end.
The TDZ, ie initial part of TO run, may be replaced by pilot assessment when it is RV…
Below 350m, min 200m RVR required TDZ and either mid or end.
Below 200m RVR required all 3.
A controlling RV/RVR zone means the reported value is used to determine whether the operating minima are or are not met.
Any zone for which an RV/RVR report is available is controlling.
75m min on 737.
What is controlling zone RV/RVR and which is used for TO mins?
21.41.4
A controlling RV/RVR zone means the reported value is used to determine whether the operating minima are or are not met.
Any zone for which an RV/RVR report is available is controlling.
What is the lowest alt you can turn after TO?
21.42.2
Turns will not normally be made below 500 ft HAA unless specified in the CDPs.
During the execution of such a manoeuvre the actual climb gradient may reduce and the execution of the turn should be subject to the Pilot In Command’s discretion in accordance with weather and other conditions prevailing.
No contact period:
TO roll till GU, GD till AC stops or turns off runway.
