FOM

Question 1

What are the Below standard take-off minima qualifications? (Below 2600 or 1/2 mile)

Answer 1

• Captain shall have at least 100 hours PIC time at AC.
• Captain and FO have demonstrated proficiency in conducting take-offs to the specific minima.
  A) Captain: 600rvr
  B) FO: 1200rvr or 1/4 mile
  -Line Indic hours may be counted toward the 100 hours PIC required if:
  A) been AC FO for at least 3 years or;
  B) has previous Captain experience with low bus ops with other Canadian part 705 airlines or equivalent.

Question 2

What are the operational restrictions for the Captain to conduct Cat 2 approaches?

Answer 2

• All Captains shall have a minimum of 300 hours PIC on Turbo-Jet aircraft.
  -Shall have a minimum of 100 hours PIC at AC.
  -Line I doc hours may be counted toward the PIC requirement if:
  A) employed by AC as FO for at least the last 3 years.
  B) previous Captain experience conducting Cat 2 ops with another 605 airline.
• FO’s upgrading may conduct a Cat 2 approach with less flying time specified provided the FO is undergoing training or evaluation accompanied by an IOTC or evaluator.

Question 3

What does the consolidation Period consist of?

Answer 3

1. 50 hours in 60 Days
2. 75 hours in 90 Days
3. 100 hours in 120 Days

Question 4

What are the priorities to be considered in conducting a flight?

Answer 4

1. Safety
2. Comfort and service to passengers
3. Operational efficiencies

Question 5

What are considered Critical Actions?

Answer 5

1. Configuration Changes
2. Heading, altitude, altimeter, and airspeed settings
3. Transfer of Control
4. Changes to AFS, FMS, MCDU and radio navigation aids during the departure or approach phase.
5. Performance calculations, including entries into the AFS, FMS, MCDU
6. Activation of systems or controls that may cause an irreversible change to the system

Question 6

During IRROPS, if the cabin crew is conducting service on the ground, how many minutes prior to taxi should the PIC advise the Cabin Crew that Taxi is going to commence?

Answer 6

At least 10 minutes.

Question 7

During delays, how often should the PIC communicate to the passengers the latest most accurate info possible?

Answer 7

An update on flight status should be communicated very 15 min.

Question 8

Describe the procedures for the carriage of Medipaks.

Answer 8

1. Flight crew shall be advised by Notice if Medipak Onboard (NOMOB). Either when used or when it is “deadheading”. This will contain DG info.
2. PIC will confirm They are onboard when briefing in-charge.
3. Remarks section of LDF shall indicate number of Medipaks onboard and the zones they are located in.
   If the Medipaks are on board but the notification is no revolves via NOMOB or LDF, the missing info may be recorded in the OFP and the flight can depart.
4. Advise STOC if a planned Medipak is not boarded 30 min prior to departure.
5. Advise load planning if number of Medipaks bottles on board is different than planned.

Question 9

True or false?

You are required to submit a FCR for any arrival or departure delay exceeding 90 min.

Answer 9

True

Question 10

What should be included in a Pre-Controlled Rest Operational Briefing?

Answer 10

1. A fuel check
2. A review of fuel system status.
3. Aircraft deviations
4. Anticipated conditions
5. Fatigue level of the non-resting flight crew member.
6. Time of planned awakening.

Question 11

What survival equipment is required to be carried on board a flight operating between 50nm and 400nm from a suitable emergency landing site?

Answer 11

Life vests are required.

Question 12

What survival equipment is required for flights operating beyond 400nm from a suitable landing site?

Answer 12

These flights shall carry Life Rafts or Slide Raft in addition to Life Vests.

Question 13

Can you operate a position flight originating outside of Canada but destined for Canada with an unsealed bar? If so, what are the procedures?

Answer 13

Yes..
The PIC should assume the Bar is not sealed and advise customs prior to arrival at the first Canadian station and request a Customs officer to meet the flight and seal the bars.

Question 14

Can any Captain operate a Maintenance positioning flight, Functional check flight or Ferry Flight?

Answer 14

The PIC shall have 500 hours PIC in type unless otherwise authorized with concurrence of the chief pilot, type and Manager, NRFO

Question 15

Are there any procedures or considerations when a Maintenance Engine Run or Flight Control Surface Movement is conducted by flight crew?

Answer 15

Yes.. Refer to FOM 7.18

Question 16

Is there a time limit for OFP validation?

Answer 16

If more than 2 hours have passed since the OFP was retrieved by the flight crew, confirmation shall be made that the NOTAMS and weather are still valid.

Question 17

The departure of a flight under Modified Flight Watch is not authorized where the crew has reviewed the OFP and has identified a change is required to one or more of what items?

Answer 17

1. Tail number
2. Routing
3. Fuel requirements
4. Alternate
5. Aircraft MEL status
6. No load final information

Question 18

During taxi, how much of the CONT fuel can be burned prior to take-off?

Answer 18

50% of the CONT value shown in the Planned Fuel section of the OFP.

For redispatch flight plans no CONT fuel can be burned prior to take-off.

Question 19

When 10 min of EXTRA fuel is added to a flight plan, what is this based on?

Answer 19

10 minutes (unprotected) of fuel burn at the holding consumption at the estimated landing weight at 1500’ ASL and ISA.

Question 20

What contingency fuel is required for Domestic flights requiring an Alternate?

Answer 20

10 min EXTRA (unprotected)

When additional fuel is required for foreseeable conditions, fuel will be added in accordance with the FOM. When foreseeable enroute conditions suggest the need for fuel greater than EXTRA an amount equivalent to the value of STAT99 should be the first consideration.

Question 21

What contingency fuel is required for Domestic flights planned No Alternate IFR?

Answer 21

The greater of:

STAT99 or;

10 minutes (unprotected) EXTRA

If a flight planned with STAT99 cannot accommodate the estimated payload, it can be re-planned with the “base” CONT fuel value plus the fuel required for foreseeable conditions. This will only be done when there is a high degree of confidence that the flight will not require any more additional fuel than planned.

Question 22

What contingency fuel is required for International flights?

Answer 22

Fuel to an Alternate and Contingency fuel must be boarded.

The Contingency fuel will be the greater of:

5% of planned burn (unprotected) labeled CONT on the OFP, or;

10 minutes (unprotected) of fuel burn at the holding consumption at estimated landing weight at 1500’ ASL and ISA. This fuel is labeled as CONT on the OFP.

Question 23

Can Alternate fuel be consumed without proceeding to the alternate?

Answer 23

Yes, when in the PIC’s best judgment, the aircraft can be landed safely at the destination airport.

When ever any portion of the alternate fuel is consumed without proceeding to the alternate, Flight Dispatch must be advised as soon as practicable, and an ASR should be filed.

Question 24

What are the 3 ways that FINAL RESERVE is calculated?

Answer 24

1. No Alternate IFR: fuel required to complete a missed approach to 1500’ ASL and then hold at the estimated landing weight for 30 minutes at 1500’ ASL and ISA.
2. With an Alternate: Fuel required to hold for 30 minutes at the estimated landing weight at 1500’ ASL and ISA
3. Caribbean Destinations (except those airports in certain airspace): Fuel required to hold for 35 minutes at the estimated landing weight at 1500’ ASL and ISA.

Question 25

What are the one minute fuel increments for the EMJ?

Answer 25

In Flight: 35 KG per minute
(2100 KG / hr)

Taxi: 9 KG per minute.
(540 KG / hr)

Question 26

When is a take-off Alternate required?

Answer 26

A take-off alternate is required whenever the take-off will be conducted in visibility that is less than the Standard Takeoff Minima of RVR 2600 or 1/2 statute mile.

When ever the reported weather is below the landing minima (ceiling and vis) CAT II or III cannot be used. GNSS approach minima can be used.

2600 or 1/2 also applies in the US.

Question 27

What is the maximum Take-off alternate distance for the E190 and what is that based on?

Answer 27

329 mm

Based on 60 minutes at the one-engine-inoperative cruise speed (no wind)

280 kts

Question 28

What are the alternate minima requirements for an airport with Two or more usable precision approaches each providing straight-In minima to separate suitable runways?

Answer 28

400-1 or 200-1/2 above lowest usable Height Above Touchdown (HAT) and visibility, which ever is greater.

US:
400-1 or add 200-1/2 to the higher of the two usable Height Above Touchdown (HAT) and visibility, which ever is greater.

Question 29

What are the alternate minima requirements for an airport with One usable precision approach?

Answer 29

600-2 or 300-1 above the lowest usable HAT and visibility, which ever is greater.

US:
600-2 or add 400-1 to the HAT and visibility, which ever is greater.

Question 30

What are the alternate minima requirements for an airport with non-precision only available?

Answer 30

800-2 or 300-1 above the lowest usable HAT/HAA and visibility, which ever is greater.

US:
800-2 or add 400-1 to the HAT/HAA and visibility, which ever is greater.

Question 31

What are the alternate minima requirements for an airport with No IFR approach applicable.

Answer 31

No lower than 500 feet above a minimum IFR altitude that shall permit a VFR approach and landing.
Canada only.

Question 32

What is the sliding scale for Alternates?

Answer 32

Canada Only.

600-2 can slide to 700-1 1/2 or 800-1

800-2 can slide to 900-1 1/2 or 1000-1

Question 33

Can you plan an alternate for an airport with only GNSS approaches available?

Answer 33

Yes:

Flight crew must be qualified.

A non-GNSS approach is available and useable at the planned destination, no part of which relies on GNSS; and

The published LNAV minima are the lowest landing limits which may be planned. LNAV/VNAV minima may not be used for planning; and

Flight dispatch has conducted a P-Raim check for;
Following a missed approach from the dest; and
If thenP-Raim check indicates an outage at the ETA for the alternate, a second non-GNSS approach shall be available.

Question 34

What are the weather requirements for No Alternate IFR operations?

Answer 34

Canada:
Forecast ceiling of at least 1000ft above FAF altitude and a vis of at least 3sm. (Using the FAF of the destination IFR approach with the second lowest usable limits) or a ceiling of at least 1500ft and a vis of at least 6sm.

US:
Forecast ceiling of at least 2000ft and a vis of at least 3sm

For both Canada and the US:

No risk of Fog or other restrictions to vis including precipitation forecast or reported, below 3sm.

No risk of thunderstorms isolated or otherwise forecast or reported.

No risk of freezing precipitation forecast or reported.

Question 35

What is the destination aerodrome equipment required for no alternate IFR?

Answer 35

At least 2 separate usable runways.

At least 2 separate and independent IFR approach AIDS and 2 independent and usable instrument approach procedures. Only one may be GNSS based approach procedure.

Emergency or standby electrical power (day or night)

Question 36

The Aircraft Document contains:
Sabotage Checklist
Certificate of Airworthiness
Certificate of Registration
Aircraft Radio License

If the document pouch seal is found broken the contents shall be checked against the above list. The flight may depart provided which documents are present?

Answer 36

Certificate of Airworthiness

Certificate of Registration

Flight crews shall make an appropriate Aircraft Defect Log Book entry to report any other missing items.