FOM Captain Statements 12 APR 24

Question 1

The Captain must verify via FMC/FMGC that the FAR fuel requirements
are met prior to accepting revision.

Answer 1

QRG.10.11

Question 2

All crewmembers must certify their individual Fitness for Duty (FFD) by stating
to the Captain they are fit, and the Captain must concur. The Captain will then
accept or decline the extension request. Acceptance of the extension is a reaffirmation
of FFD. The flight’s takeoff roll must be initiated by the CCO time, or
the flight must not take off. Contact Dispatch or return to the gate.

Answer 2

1.50.10

Question 3

ENGINE FAILURE OR SHUTDOWN
If an engine failure or shutdown occurs on a two-engine aircraft, diversion is
required to the nearest suitable airport, in point of time, where a safe landing
can be made (FAR 121.565). The Captain must notify ATC and Dispatch as
soon as possible, provide reason for the engine

Answer 3

2.10.9

Question 4

ENGINE ANOMALIES
When an engine anomaly occurs that does not require shutdown (e.g, vibration,
temperature exceedance, overheat, loss of oil quantity), a diversion to the
nearest suitable airport is not required but the Captain must notify Dispatch and
TOMC as soon as possible to discuss the appropriate course of action.

Answer 4

2.10.9

Question 5

DEPLANING OF AN ILL OR INJURED PERSON
When it is necessary to deplane a person who is ill or otherwise unable to care
for oneself, the Captain must ensure care is provided until the custody of the
person is transferred to other qualified persons or agencies.

Answer 5

2.20.8
Emergencies/Non-Normals

Question 6

If diversion to an undesignated or emergency airport is required, the Captain
must exercise emergency authority. Additionally, airports designated as
emergency airports are typically only issued a single approach chart which may
cause problems depending on the current wind or navaid status.
None of the guidance provided above precludes the definition of Adequate
Airport in the Glossary as they apply to ETOPS.

Answer 6

2.30.2
Emergencies/Non-Normals

Question 7

DISPATCH NOTIFICATION
When it becomes necessary to consider a diversion, including if going to a
designated alternate, the Captain must make every effort to confer with the
dispatcher. This coordination allows the two jointly responsible individuals to
assure themselves that the best course of action under the circumstances is
used.

Answer 7

2.30.3
Emergencies/Non-Normals

Question 8

While the Captain must determine the safest course of action to best safeguard
the flight, consider maintaining a position midway between known oceanic
tracks at an altitude between normally assigned flight levels until a revised
clearance is received.
Following a gross navigation error, the Captain must:
Submit an IOR.
Provide the Master Flight Plan or Master Flight Log and a copy of the EFB
orientation chart to the Chief Pilot.
Email a screenshot of the EFB plotting chart or a picture of the paper
orientation chart to GNE@united.com.

Answer 8

2.50.7
Emergencies/Non-Normals

Question 9

CAPTAIN AND DISPATCHER JOINT RESPONSIBILITIES
The Captain and the dispatcher are jointly responsible for the preflight planning,
delay, Dispatch Release, and if appropriate, the redispatch of a flight (FARs
121.533, 121.535).
The Captain must not allow a flight to continue toward any airport to which it has
been released if, in the opinion of the Captain or the dispatcher, the flight cannot
be operated safely; unless, in the opinion of the Captain, there is no safer
procedure. In that event, continuation toward that airport is an emergency
situation and requires the use of emergency authority as defined in this section
(FAR 121.627).

Answer 9

3.10.1
Operating Information

Question 10

CAPTAIN EMERGENCY AUTHORITY
In an emergency situation that requires an immediate decision and action, the
Captain may take any action considered necessary under the circumstances. In
such cases, the Captain may deviate from prescribed operations, procedures
and methods, weather minimums, and other regulations governing the operation
to the extent required in the interest of safety (FAR 121.557[a]).
The FAR requires the FAA to be notified of the exercise of Captain emergency
authority and any deviation that results from it; therefore, the Captain must
complete the appropriate Company reports as outlined in the Communications
chapter.

Answer 10

3.10.4
Operating Information
Authority & Responsibility

Question 11

When CDR operations are initiated, the code for the new route is assigned by
Ground or Tower prior to takeoff. Read back the code with the flight number. If
the CDR route is not found on the Flight Plan or FMC/FMGC, request a full
route clearance from ATC. A desire to rejoin the original route must be pilotinitiated
and include the details of the route desired. (ATC understands that a
return to the original route is generally desirable, once the flight is clear of
conflicting weather or traffic.) The Captain must verify via FMC/FMGC that the
new route meets FAR fuel requirements, prior to accepting the revision. See the
following CDR Dispatch Reporting Requirements section.
CPDLC-DCL Reroutes The Captain must verify via FMC/FMGC that the FAR
fuel requirements are met prior to accepting the reroute. See the following CDR
Dispatch Reporting Requirements section.

Answer 11

3.40.8
Operating Information
Flight Planning

Question 12

CLOSING THE CABIN DOOR FOR DEPARTURE
The Captain must consider all factors before allowing the cabin door to be
closed for departure. For example, the cabin door should remain open until
movement of the aircraft is imminent to prevent an inaccurate tarmac delay start time. Moreover, if a lengthy delay on the gate is anticipated, the tarmac delay
start time is delayed as long as the passengers are allowed the option to
deplane, which requires an open cabin door and egress announcements.
If a significant delay is encountered after the main cabin door is closed, and the
aircraft is still at the gate (e.g., deice delays, maintenance issue), coordinate
with Customer Service to reopen the door to offer egress to the passengers.

Answer 12

3.50.2
Operating Information
Departure Procedures

Question 13

AIRCRAFT MOVEMENT
Note: The boarding door should not be closed until fueling is complete.
The CSR will use the “Ready to go” phrase to indicate to the Captain that they
are ready to close the boarding door. The Captain must not allow aircraft
movement until:
The Purser has advised verbally that the cabin is ready.
The Purser closes the flight deck door and confirms it’s secure closed.
The Before Push Checklist has been completed.
In the event that a passenger is reported to be standing or moving in the cabin
during ground movement, it may be safer, in the Captain’s judgment, to continue
to taxi depending on the circumstances. It may not be desirable to stop an
aircraft in a manner that is not anticipated by Tower and Ground ATC personnel
or other aircraft operators in the immediate vicinity. Unanticipated aircraft
movements or stops may introduce additional safety threats.

Answer 13

3.50.18
Operating Information
Departure Procedures

Question 14

Once the Captain relays pushback clearance to the ground crew, the Captain
must deselect ATC and Ramp.

Answer 14

3.50.21
Operating Information
Departure Procedures

Question 15

“Breakaway” Procedures
If an aircraft inadvertently detaches from the tug, the tug driver will immediately
say, “Breakaway, breakaway” over the headset interphone. Upon hearing such
a command, the Captain must immediately apply the brakes. If the aircraft is
rolling backwards, use gentle braking effort to avoid tipping the aircraft on to its
tail. Once stopped, set the parking brake and await further instructions from the
ground crew prior to releasing the brake.
If using hand signals during pushback, Ramp personnel will give the “Stop”
hand signal to convey the “Breakaway, breakaway” message.

Answer 15

3.50.23
Operating Information
Departure Procedures

Question 16

Reposition of an Aircraft (“Brake-Riding”)
Pilots may be required to reposition an aircraft from remote parking to the gate.
See the United Pilot Agreement (UPA) for additional information. The following
guidance applies to towing of an aircraft from remote parking to the gate with
pilots in the control seats:
The Captain must discuss the tow-in with the tug driver and ground crew.
Pilots must accomplish all normal applicable checklists, per the FM. (e.g.,
Preflight, Before Push, Tow-In).
Communication with ground personnel is established and exterior clearance
is confirmed before tow-in.
Both pilots are seated in the primary flight deck control seats.

Answer 16

3.70.5
Operating Information
Parking

Question 17

DEPARTURE BRIEFING
The Captain must ensure the departure briefing topics below are briefed prior to
brake release. Items previously briefed during the same duty period or not
applicable to the flight need not be mentioned unless there is a pilot change.
Items covered and verified as a part of normal SOP flow (e.g., loading the FMC)
may be omitted. Any changes prior to takeoff should be rebriefed. The briefing
should be concise, tailored to the relevant threats, and focused on the big
picture.
Discuss Threats First: Personal? Environmental? Technical?

Answer 17

3.90.3
Operating Information
Crew Information

Question 18

If the takeoff weight increase provisions above cannot be complied with, the
Captain must contact Dispatch for a review of the Flight Plan to ensure FAR
reserve fuel and Method I/II Dispatch provisions (if required) are maintained.
Dispatch must respond with either a revised Flight Plan or a message (e.g.,
OKAY TO PROCEED). The Captain may always request a revised Flight Plan
based on a new takeoff weight.
Note: If the takeoff weight decreases by 2000 pounds or greater, consider
contacting Dispatch to update the Flight Plan and ensure flight is
optimized.

Answer 18

4.10.5
Dispatch
Flight Planning Policy

Question 19

Captain-Initiated Changes
Captains must contact Dispatch for any changes to the Flight Plan or fuel
changes greater than 2000 pounds. Changes to the planned fuel load within 45
minutes of departure (1 hour for flag flights) must be coordinated with Station
Operations, who alerts the fuelers. If the Captain coordinates with the
dispatcher to receive additional fuel (CAPT), it will not automatically be
annotated on the Flight Plan unless the request exceeded 2000 pounds, or the
Captain requests such action from the dispatcher (which will take several
minutes). If the new fuel value is not automatically updated, the Captain must
amend the copy of the Release with a write-in change to the PLAN GATE fuel
value. The final weights and HOWGOZIT will automatically reflect these fuel
adds.

Answer 19

4.50.3
Dispatch
Dispatch Release

Question 20

Consider accepting the Release before printing or downloading the Flight Plan
package to ensure that the included Release is signed. If the Release is
subsequently signed, selecting only the Release for print or download will
provide a single copy of the first page of the Flight Plan (showing the Captain’s
acceptance). Given that dispatch planning is based on a fully qualified Captain
(C3 minimum code), the Captain is required to alert the dispatcher if they are on
high minimums via the use of the HM code when accepting the Release. The
following options, in order of preference, are available to the Captain to accept a
Release:
Electronically Using CCS>Flight Planning>Sabre FPM, Pilot Mobile, or
ACARS.
Note: “Note to Dispatcher” is non-functional.
Verbally
Provide the Captain’s name, file number, approach minimum code (i.e., C3
or HM), pilot base, and authorization to the dispatcher to accept the
Release on the Captain’s behalf. The Captain must then carry a signed
copy to the destination (e.g., either manually sign the copy, print or
download to the Pilot EFB a copy showing the Captain’s electronic
signature).
If communication with Dispatch is not possible, as occasionally occurs at
remote stations, the Captain must:
1. Have the local station representative relay the information above to
Dispatch with a request for Dispatch to electronically sign the Release
for the Captain.
2. Confirm with the dispatcher that the Release was electronically
accepted on the Captain’s behalf once communication is
reestablished, which may occur after airborne.

Answer 20

4.50.6
Dispatch
Dispatch Release

Question 21

Flight Plan Considerations
Fuel should be planned conservatively to account for possible delays.
Inform Dispatch of any maintenance irregularity as early as possible to assist
in planning.
The Captain must monitor crew legality problems and keep Crew Scheduling
informed of any issues as early as possible for planning purposes.
Flight following is difficult and the pilots should alert the dispatcher of any
deviations or delays through any communications service available.

Answer 21

4.50.8
Dispatch
Dispatch Release

Question 22

NO REDISPATCH
If for any reason redispatch is not possible, the terms of the original dispatch
apply, and except in an emergency, the flight must continue to the intermediate
destination and land (OpSpec B044). If the flight continues to the intermediate
destination, the pilot must obtain an amended ATC clearance to do so.
Continuing to the planned destination beyond the redispatch point without a
Redispatch Message requires the use of Captain’s emergency authority.
If all available means to obtain the Redispatch Message from Dispatch have
been exhausted and the message has not been received by the redispatch
point, the Captain must consider all factors (weather, NOTAMS, fuel,
approaches, handling, etc.) and determine whether the safest course of action
is to continue to the planned destination or divert to the intermediate destination.
In either case, continue efforts to contact and coordinate with Dispatch.

Answer 22

4.60.3
Dispatch
Redispatch

Question 23

MRD CURRENCY
FAR 121.709 requires that after maintenance is performed on an aircraft, an
Airworthiness Release must be provided. This Airworthiness Release signifies
that maintenance was performed in accordance with the approved certificate
holder’s Maintenance Manual procedures, and further indicates the aircraft is in
condition for safe flight. Therefore, the Captain must ensure the current MRD is
on board and reviewed per the procedures in this chapter.

Answer 23

5.20.3
Maintenance
Maintenance Regulatory Guidance

Question 24

RECORDING AND REPORTING DEFECTS
FAR 121.563 requires the Captain to ensure that all mechanical irregularities
occurring during flight time are entered in the maintenance computer system
(the electronic logbook) at the end of that flight time. Therefore, prior to leaving
the aircraft, the Captain must ensure any known defects are reported and
recorded per the defect reporting procedures in this chapter.

Answer 24

5.20.3
Maintenance
Maintenance Regulatory Guidance

Question 25

If after review of the route, weather, MRD, DIL, and Log History, the Captain
believes the result of these combinations has rendered the aircraft inoperable
for the assigned routing, the Captain must address concerns with Dispatch and
TOMC. The dispatcher will initiate a conference call with the Captain, TOMC,
and any other personnel necessary to answer specific questions (e.g., the
FODM, operations manager, aircraft router, and the station).

Answer 25

5.40.3
Maintenance
Maintenance Release Procedures

Question 26

If the decision to reclassify the aircraft as Unable to Operate is ultimately made,
the dispatcher and Captain will arrive at a mutual understanding regarding the
specific operational or safety reasons. After this discussion, the dispatcher will
send an Unable to Operate meter. The Captain must submit an IOR detailing
the specific operational or safety reasons for the Unable to Operate decision.

Answer 26

5.40.4
Maintenance
Maintenance Release Procedures

Question 27

AFTER BLOCK-OUT AND PRIOR TO TAKEOFF
1. Send appropriate maintenance code or notify TOMC/HMC and confirm
receipt.
2. Verbally notify and coordinate action with the controlling Maintenance
authority (i.e., HMC or TOMC).
3. A new MRD is required prior to takeoff.
Note: If the flight deck printer is inoperative, the original paper copy of
the MRD, if available, may be amended by the pilots. TOMC will
make the required SCEPTRE entries and will give verbal
instructions for updating MRD to include:
Flight number
System to be deferred
MEL number
Dispatcher’s desk
Time stamp
TOMC Controller’s name
4. If the defect is a deferrable dispatch item, prior to takeoff:
A. TOMC is responsible for ensuring the Captain is notified of such.
B. The Captain must coordinate with Dispatch for an amended Release
(verbal, electronic, or printed).

Answer 27

5.50.5
Maintenance
Maintenance Reporting

Question 28

AFTER BLOCK-OUT AND PRIOR TO TAKEOFF
1. Report defect details to TOMC/HMC who then advises how to proceed.
2. If a return to gate is required, use the Prior To Block-Out procedures above.
3. If the defect is deferrable without the need for a technician, then prior to
takeoff:
A. Record the defect and deferral on a NRM Fallback Log coupon and
place it in the MRD pouch. See the Sceptre ELB ACARS Unavailable
Procedures.
B. If the deferral is an MEL item, TOMC/HMC provides a verbal MEL OPS
PLACARD briefing, unless the MEL is contained in the EFB.
Note: If the MEL procedure is overly complicated such that basic
note-taking is unreasonable, return to the gate and obtain a
printed MRD which includes OPS PLACARD information.
C. If a dispatch item, the Captain must coordinate with Dispatch for a
verbal or electronic amended release (TOMC/HMC conferences in
Dispatch).
Note: The combination of the existing MRD with the Maintenance-reviewed
NRM Fallback Log coupon is the new Maintenance Release.

Answer 28

5.90.3
Maintenance
Sceptre ELB ACARS Unavailable
Procedures

Question 29

AFTER BLOCK-OUT AND PRIOR TO TAKEOFF
1. Report defect to TOMC or GUM Maintenance.
2. If a return to gate is required, use the Prior To Block-Out procedures above.
3. If the defect is deferrable without the need for a technician, then prior to
takeoff:
A. Record the defect and deferral on a NRM coupon and place it in the
MRD pouch. See Sceptre ELB ACARS Unavailable Procedures for the
proper clearing format.
B. If the deferral is an MEL item, the Captain must review the Ops
Placard section of the applicable MEL card and comply with all
procedures.
C. If a dispatch item, the Captain must coordinate with Dispatch for a
verbal or electronic amended release (TOMC or GUM Maintenance
conferences in Dispatch).

Answer 29

5.95.2
Maintenance
Guam/Micronesia ACARS SATCOM
Unavailable Procedures

Question 30

UNITED TAKEOFF SAFETY POLICY
In the high speed regime, especially at speeds near V1, a decision to reject
should not be based on the perceived ability that the aircraft can be stopped.
The decision to reject should be made only if the failure involved would impair
the ability of the aircraft to be safely flown. Each FM provides guidance for what
may be an appropriate reason to reject a takeoff in either the low or high speed
environments. The “100 knots” callout is the alert that the aircraft is entering the
high speed phase of takeoff, and as such, the acceptable reasons to reject a
takeoff shrink dramatically to significant safety issues (e.g., fire, engine failures
and other FM critical issues). This Takeoff Safety Policy does not advocate that
a go decision be made at or just after the “100 knots” callout. When the aircraft
has entered the high speed regime, the Captain must make the decision to stop
or go, based on the nature and severity of the malfunction and the proximity to
V1. At or beyond V1, takeoff should be continued due to the possibility of
insufficient runway available to stop the aircraft if a stop decision is made.

Answer 30

6.40.1
Navigation
Takeoff

Question 31

ALLOWABLE TAKEOFF WEIGHTS
Note: After receipt of Final Weights, if a request for takeoff data is made that
is 2000 pounds or greater below the TOG on the Final Weight
Manifest, an ACARS Takeoff Data Warning message will be
generated. The Captain must review the takeoff data.
Before takeoff, the Captain must ensure the aircraft gross weight does not
exceed the maximum gross weight allowed by the performance calculations
used for the specific runway, flap, and bleed configuration used. Unless noted
otherwise, the runway length used for the takeoff calculation is based on the full
runway length published on the Jeppesen airport diagram pages (10-9, 20-9,
etc.). If an intersection takeoff is offered or desired, that data must be available
and verified before accepting the intersection takeoff.

Answer 31

6.40.2
Navigation
Takeoff

Question 32

Circle-To-Land Obstacle Clearance
WARNING: Comply with all circling restrictions on the applicable
approach chart and the airport information page (10-7).
The Captain must brief terrain and obstacles in the vicinity
of the airport in the arrival briefing.

Answer 32

6.100.11
Navigation
General Approach Procedures

Question 33

IFR CLEARANCE
The Captain must obtain a proper ATC clearance for departure from the
controlling authority (e.g., FSS, TRACON, ARTCC).

Answer 33

6.120.6
Navigation
No Tower Procedures

Question 34

TERMINAL AREA STORM AVOIDANCE
If storm activity in the terminal area is such that recommended cell clearance
cannot be maintained, the Captain must consider the following:
Circumnavigating around the area or landing at an alternate airport.
Holding at the gate, or delaying takeoff until the Captain determines that a
safe departure can be conducted.
Takeoffs, approaches, and landings should not be attempted when
thunderstorms are near the airport, unless the runway and flight path,
including any Engine Failure Procedures, are clear of the thunderstorm
effects and its associated gust front.

Answer 34

7.10.8
Adverse Weather
Adverse Weather

Question 35

FINAL DG SUMMARY ACKNOWLEDGEMENT
(49 CFR 175.33)
The Captain must acknowledge receipt of the Final DG Summary by sending an
ACARS MISC code DA prior to releasing the parking brake. An ACARS
Confirmation Message will be returned acknowledging receipt of the MISC code
DA. Do not delay pushback waiting for the ACARS Confirmation Message, as it
is not required for departure.

Answer 35

9.20.2
Dangerous Goods
Pilot Notification of DG

Question 36

MEDICAL OXYGEN NOTIFICATION

AC-52 or 54 Tags The green AC52 tag is used to notify the pilots of oxygen
bottles loaded in the cargo pit. The Captain must receive one stub for each
oxygen bottle in the shipment. The AC-54 tag is used to notify the Captain
that a medical oxygen bottle has been installed for use by a passenger in the
cabin. These tags are used when Airport Operations installs the bottles.

Answer 36

9.40.2
Dangerous Goods
Medical Oxygen

Question 37

WHEN TO FILE AN IOR/FSAP/FATIGUE REPORT
While it is typically not a requirement to file multiple types of reports for a given
issue, it is often highly recommended. For example, when an IOR is required
and the event also involved a potential pilot deviation, the Captain must file an
IOR, and both pilots are highly encouraged to file supporting FSAP Reports for
the potential deviation. When reporting events with a potential fatigue
component, an AlertSafe Fatigue Report is more appropriate and highly
encouraged. The Fatigue Report satisfies all FSAP reporting requirements via
the automatically generated FSAP.

Answer 37

12.30.2
Communications
Pilot Reporting Program

Question 38

PASSENGERS ON NRFO (FAR 91.533)
The Captain must provide Dispatch with each passenger name, employee
number, and confirm the load planning passenger count is correct. If more than
19 passengers are seeking travel, provide Dispatch seniority order of the
passengers. Dispatch is responsible for ensuring a list of the passenger names
is provided to the station to be retained along with a copy of the Flight Plan.

Answer 38

13.20.4
Non-Scheduled Operations
Non-Routine Flight Operations

Question 39

Special Flight Permit Flights (Ferry Flights) For flights released with a
Maintenance Ferry Document (MFD), only essential crewmembers and
authorized support personnel are allowed. The Captain must provide
Dispatch with each of the names, file numbers, and affiliation of the essential
crewmembers and authorized support personnel.

Answer 39

13.20.4
Non-Scheduled Operations

Question 40

To ensure the Dispatcher is aware of the high minimums restrictions, the
Captain must include the high minimums designation (HM) when signing the
Dispatch Release validation. Once the requirements outlined above are
satisfied, the Captain uses the fully qualified CAT III minimums code (C3).

Answer 40

14.10.5
Currencies and Qualifications
General

Question 41

FIRST OFFICER TAKEOFF AND LANDING LIMITATIONS
If less than 100 hours as First Officer in type, the First Officer must so advise
the Captain.
If the limitations in this table are not met, the Captain must conduct the takeoff
or landing.
The takeoff and landing limitations for a First Officer with less than 100 hours in
type do not apply if the Captain is a LCP.

Answer 41

14.10.7
Currencies and Qualifications

Question 42

Captain should then slowly apply increasing thrust while continuously observing
the marshaller. If the marshaller deems it advisable to stop the action, the Stop
signal is given. If this signal is given, the Captain must immediately close the
throttles. If breakaway is accomplished by use of additional thrust, the Captain
must exercise extra care to guard against causing damage as the aircraft turns
from the terminal.

Answer 42

16.20.29
Tables/Signals
Signals

Question 43

To acknowledge that the brakes are set or released, the Captain must either
repeat the signal or provide a thumbs-up. If the Captain signals a request to set
or release the parking brake, the marshaller will acknowledge with a thumbs-up
or will repeat the signal. Once the action is complete, the Captain must respond
with a thumbs-up.

Answer 43

16.20.33
Tables/Signals
Signals

Question 44

If the flight deviates from the terms of the Dispatch Release, as in a diversion to
other than a designated alternate, the Captain shall make every attempt to
confer with the dispatcher prior to taking action. If the Captain is unable to
contact the dispatcher, the Captain may deviate as necessary under the
Captain’s emergency authority and must contact the dispatcher as soon as
possible. Deviations from FAA regulations and/or United flight policies, by either
party, require the applicable Company reports as outlined in the
Communications chapter.

Answer 44

3.10.1
Operating Information
Authority & Responsibility

Question 45

CUSTOMER RESOLUTION OFFICIAL (CRO)
When crewmembers have any question concerning the handling of a passenger
pertaining to the issues listed above, the Captain should consult with the CRO.
Captains are urged to rely on and accept the advice and counsel of the CRO. If
questions or disagreements persist, the Captain shall consult with the FODM.
When a decision is made against the advice of the CRO, the Captain shall
provide detailed input to the CRO concerning what actions, mannerisms, or
conversations the Captain’s decision was based on. The CRO may need this
information when completing the CRO Report.
Captains are reminded that medical consultation is available through MedLink at
any time during the planning, boarding, and operating processes of a flight
operation.
A CRO is available at any station to address the issues listed above. If a CRO is
not present at the airport one will be available by phone. If a CRO is not readily
available for consultation the FODM should be consulted until a CRO is made
available.

Answer 45

3.50.4
Operating Information
Departure Procedures

Question 46

ENROUTE FUEL SUPPLY
After takeoff, if the forecasted fuel on board at the Critical Point (CP) is less than
the fuel required for that CP on the Flight Plan, the Captain shall contact the
dispatcher. A review of the fuel required should include the following:
ETOPS alternate to be used, including possible substitution of a closer
alternate
The most current winds and weather conditions
Reduced single-engine cruise speeds in case of diversion
After reviewing all applicable factors, the Captain and the dispatcher must
concur on a plan for the safe continued operation of the flight, which may
include continuation to destination.

Answer 46

4.70.6
Dispatch
ETOPS

Question 47

REQUIRED MAINTENANCE DOCUMENTS
FAR 121.701 requires each certificate holder to have an approved procedure for
keeping adequate copies of the aircraft’s logbook in the aircraft in a place
readily accessible to each pilot and shall put that procedure in the certificate
holder’s manual. Therefore, the Captain shall ensure the MRD and Log History
are on board.

Answer 47

5.20.1
Maintenance
Maintenance Regulatory Guidance

Question 48

MAINTENANCE DOCUMENT REVIEW
FAR 121.563 requires that before each flight, the Captain shall ascertain the
status of any defect reports from the preceding flight. Therefore, the Captain
preparing for departure must personally review the MRD to ascertain the
maintenance status of the aircraft.

Answer 48

5.20.2
Maintenance
Maintenance Regulatory Guidance

Question 49

Passenger Removal (SSI see FOM 11.80.1
Security
Passenger Removal

Question 50

EMERGENCIES AT LAYOVER LOCATIONS
Note: See Communications>International SOS/MedLink and/or the EFB
International SOS app.
If experiencing a medical emergency or other unusual situation at layover
locations (sudden illness, injuries, hospitalization), contact the FODM for
assistance. The FODM will coordinate proper care and transportation to the
pilot’s base, if required.
The FODM can aid pilots by providing phone numbers or setting up
communications with local Company personnel that may be able to assist in the
situation. Additionally, United contracts with International SOS (a medical and
transportation company for ill persons on trips) to provide crewmembers with
medical contacts in layover cities. The Captain should also be kept informed of
any injuries or illnesses while on a trip pairing.

Answer 50

1.110.1
Administration
Medical

Question 51

coordination, reduced confusion, and minimal errors. Since it is not feasible to
write specific procedures that will cover every facet of every emergency or nonnormal,
it is possible to establish certain guidelines. When dealing with
situations requiring the use of non-normal or emergency checklists as well as
extensive coordination with others (e.g., Dispatch, Maintenance, and flight
attendants), the following division of duties has historically resulted in desirable
outcomes. At the Captain’s discretion, a preferred technique is to designate the
First Officer as both the PF and the pilot responsible for routine ATC radio
communications. The Captain, meanwhile, accomplishes the necessary
checklists and coordinates with all available resources. The First Officer should
use available auto-flight systems and have the Captain confirm altitude and
routing clearances. The Captain should strive to keep the First Officer informed
on systems status, confirm checklists to be accomplished, obtain confirmation
prior to moving flight critical switches, announce checklist completion, and solicit
situational input.

Once checklists are complete, the situation is understood, and all relevant input
has been received, the Captain should provide a systems status briefing and recovery plan. If this recovery plan includes the intent to declare an emergency
(or a MAYDAY when flying internationally) during any flight phase, the Captain
should inform Dispatch. At the Captain’s discretion, PF and PM duties may
return as originally assigned.

Answer 51

2.10.1
Emergencies/Non-Normals
Inflight Emergencies

Question 52

The fallen servicemember will be escorted enroute by a uniformed service
member who will be plane-side for the loading and unloading of the casket.
There may also be family members of the fallen servicemember traveling in the
cabin. Additional honors may include an honor guard to render appropriate
honors plane-side and if local circumstances permit, the possibility of a water
cannon salute at final destination.
The Captain should:
Ensure all crewmembers are briefed as to the known details concerning the
conduct of the fallen servicemember’s transport.
Inform the passengers concerning the transport of the fallen servicemember.
The following example may be helpful when considering an appropriate PA
announcement:

Answer 52

3.50.5
Operating Information
Departure Procedures

Question 53

The Captain should:
Receive a briefing from the CPO as to who will deliver the flag.
Ensure all crewmembers are briefed that the flag is on board.
Inform the passengers concerning the transport of the flag. The following PA
example may be helpful:
“The U.S. Honor Flag is on board our flight today, on its way to (destination)
to Honor (Hero’s name) with (agency). United Airlines is a proud partner of
the Honor Network, and it is our honor to fly the U.S. Honor Flag across the
country to honor America’s First Responders and Military Heroes. The U.S.
Honor Flag has honored thousands of America’s Heroes since 9/11 and is on
an endless journey to ensure that the service and sacrifice of our Heroes are
never forgotten.”
Note: Upon arrival at the destination, the crew may be asked to participate
in a ceremonial arrival and presentation of the flag in the terminal.

Answer 53

3.50.6
Operating Information
Departure Procedures

Question 54

Pushback Using Hand Signals
Except as provided below, all pushback operations shall utilize headset
communications (i.e., flight interphone or radio). Pushback without headset
communications is only allowed in the following situations:
Note: When following the constraints listed below, hand signals and planned
pushback operations must be briefed with the ground crew.
Authorized by MEL, or
319-321 and737: If during daylight hours and an operative headset is not
readily available, or
Charter or diversion recovery operations from a non-United station and
headsets are not available.
The following operations are not authorized when using hand signals:
A ground air start (the APU must be operative).
An engine start during pushback.
A briefing is required between the Captain and the ground crew if planning on
accomplishing a hand signals-only pushback. The marshaller initiates a
pushback request by using the brakes off signal. When pushback clearance has
been received, release the brakes. Returning the brakes off signal indicates to
the marshaller the brakes are released, pushback clearance has been received,
and pushback can be initiated. The Captain should acknowledge each
subsequent hand signal by repeating it back to the ground crew.

Answer 54

3.50.22
Operating Information
Departure Procedures

Question 55

FLIGHT ATTENDANT BRIEFING
The Captain is required to conduct a predeparture briefing with only the Purser.
However, if time allows, the Captain may brief the entire crew.
The Captain should strive to conduct the briefing as early as possible to
minimize disruption to other predeparture duties of the pilots and flight attendants, and minimize potential delays to our passengers. Items to be briefed
include, but are not limited to the following:
Introductions
FAM / FFDO / LEO / Jumpseat
Flight Time
Short Taxi / Delays
Weather
Turbulence / Cabin Communication
Cabin Mx Items
Security / Unusual Circumstances
Flight Deck / Lav Door Procedures
Greater than 50 NM Offshore / Life Vests
FA Coordination (T.E.S.T.)

Answer 55

3.90.1
Operating Information
Crew Information

Question 56

FLIGHT ATTENDANTS LEAVING STATIONS
During extended holding periods on the ramp, taxiway, penalty box, etc., flight
attendants may leave their assigned stations to perform nonsafety related
activities only if authorized by the Captain. The Captain should advise the
Purser if an extended period of hold (approximately 5 minutes or longer) is
anticipated.

Answer 56

3.90.9
Operating Information
Crew Information

Question 57

Takeoff Weight Restricted
If questions arise regarding the status of a weight restriction, the Captain should
coordinate with the dispatcher. The dispatcher may be able to coordinate with
Load Planning or replan the flight with reduced or eliminated Contingency Fuel.
The Captain and dispatcher mutually agree to any reduction.

Answer 57

4.10.3
Dispatch
Flight Planning Policy

Question 58

If a Captain identifies an unacceptable risk(s) due to condition(s) or inoperable
aircraft component(s) for their assigned flight, and determines that the risk(s)
cannot be satisfactorily mitigated, the Captain should create a SCEPTRE ELB
entry to notify the pilots, on subsequent flights, of the decision not to operate.
The unable to operate FRM/MRM code generates a log page entry that will
populate the UNABLE TO OPERATE section until the associated MEL or LOG
page is cleared, 14 days or 20 items, whichever occurs first.

Answer 58

5.40.4
Maintenance
Maintenance Release Procedures

Question 59

If LAHSO not acceptable, the Captain should advise appropriate ATC
controller as soon as possible.

Answer 59

6.80.4
Navigation
Common Approach Procedures

Question 60

Data shows a high percentage of flight attendant turbulence injuries
occur in the cruise and descent phase of flight. The Captain should be
proactive in communicating any turbulence risks and/or mitigations to
the Purser. If the weather requires the flight attendants to remain
seated after takeoff or to be seated early on arrival, provide an
estimate of the duration and intensity.

Answer 60

7.10.1
Adverse Weather
Adverse Weather

Question 61

CAPTAIN’S RESPONSIBILITY
Successful charter operations depend on familiarity with the charter plan and
the operational and support requirements. The Captain should become familiar
with the details of the Flight Operations Charter Briefing Message at the earliest
opportunity.
For charter operations from a non-United station, it is helpful to meet at the
earliest opportunity with the United representative or the handling agent working
the flight and determine the most effective means of communicating with
Dispatch before departure.

Answer 61

13.10.2
Non-Scheduled Operations
Charter

Question 62

CAPTAIN’S JUDGMENT
In addition to the limitations imposed in the First Officer Takeoff and Landing
Limitations table, Captains are expected to use good judgment in the
assignment of flight deck duties so as to operate the flight at the highest level of
safety. The traditional alternating of flight segments between Captain and First
Officer may need to be interrupted if operational factors suggest the Captain
should serve as PF on a particular segment.

Answer 62

14.10.8
Currencies and Qualifications
General

Question 63

Coordination with Dispatch and TOMC is strongly advised for their operational
input, and to assess maintenance considerations of an overweight landing. The
time required for an overweight landing inspection is an important factor in
determining the most efficient utilization of aircraft and personnel. If a serious
emergency exists, the Captain may land regardless of the considerations listed
below.

Answer 63

2.30.4
Emergencies/Non-Normals
Diversion

Question 64

IRREGULAR WEATHER PROCEDURES AND SWAP
During irregular weather events, the NOC may implement the Severe Weather
Action Plan (SWAP). If an originating crew has lost flying due to these events,
the Captain may be asked to keep the entire crew together for up to 4 hours
past the originally scheduled departure time to allow for potential scheduling
changes.

Answer 64

3.40.3
Operating Information
Flight Planning

Question 65

PASSENGER-OPERATED ELECTRONIC DEVICES
The guidance for passenger-operated electronic devices (FAR 121.306) is
available from the Purser. During extended ground delays, the Captain may
coordinate with the Purser to allow the use of portable electronic devices that
would normally be prohibited at that time.

Answer 65

3.50.3
Operating Information
Departure Procedures

Question 66

COMPLIMENTARY LIQUOR
The Captain may authorize complimentary liquor (one drink) during a delay of 1
hour or more when United is responsible for the delay.

Answer 66

3.50.16
Operating Information
Departure Procedures

Question 67

The Captain may monitor ATC and Ramp after brake release and prior to
aircraft movement.
Once the Captain relays pushback clearance to the ground crew, the Captain
must deselect ATC and Ramp.
Note: LCPs are authorized to monitor both flight interphone and ATC and
Ramp communications when acting as an LCP.
The First Officer monitors and communicates with ATC and Ramp. It is
acceptable for the First Officer to monitor the flight interphone.

Answer 67

3.50.21
Operating Information
Departure Procedures

Question 68

CONFUSION DURING MARSHALLING
At any time during the marshalling process, the Captain may flash the taxi/
turnoff light two times to tell the marshaller to be more specific with the signals
being given. However, if confusion arises, the safest procedure is to stop the
aircraft and establish verbal communications by flashing the taxi/turnoff light
three times.

Answer 68

3.50.23
Operating Information
Departure Procedures

Question 69

CONFUSION WHILE PARKING
During the guidance process, the Captain may flash the taxi/turnoff light two
times to tell the marshaller to be more specific with the signals being given.

Answer 69

3.70.4
Operating Information
Parking

Question 70

REQUIRED FUEL
FUEL ON BOARD AT TAKEOFF
If ground delays are encountered after block departure which result in fuel used
in excess of taxi allowance, the Captain may consider a portion of the fuel that
exceeds FAR requirements as taxi fuel. If a significant amount of fuel is used for
these delays, contact Dispatch to discuss amending the Release. A takeoff shall
not be made with less than the following FAR required fuel on board:
Domestic BURNOUT, ALTERNATE (if required), RSV (45-Minute Reserve),
UNUSABLE (if required) (FAR 121.639).
Flag See Flag Operations.

Answer 70

4.40.1
Dispatch
Fuel Supply

Question 71

10% of Class II
In certain areas as an alternative to the 10% reserve fuel requirements, OpSpec
B043 authorizes flag operations using the fuel supply requirements described
below. The areas in which 10% of Class II fuel reserves may be used are
specified in OpSpec B050. If 10% of Class II reserves are used, planned
redispatching enroute is not permitted.
The dispatcher may not dispatch a flight and the Captain may not take off
unless there is sufficient fuel on board to accomplish all of the following:
Fly to and land at the destination.
Thereafter, to fly for a period of time equal to 10% of the flight time planned in
Class II Navigation airspace.
Thereafter, fly to and land at the most distant alternate listed in the Dispatch
Release. (If no alternate is listed, this factor does not apply.)
Thereafter, to fly for 45 minutes at normal cruising fuel consumption.

Answer 71

4.40.4
Dispatch
Fuel Supply

Question 72

PLAN GATE
The sum of all fuel planned for the flight (PLAN T/O + TAXI). The Captain may
elect to pushback with less than PLAN GATE providing MIN T/O will be
available at takeoff.

Answer 72

4.40.12
Dispatch
Fuel Supply

Question 73

MRD CURRENCY
Aircraft movement is not authorized without a current MRD. Do not release the
parking brake unless the MRD is current and has been reviewed. If the MRD is
broken after initial aircraft movement (e.g., pushback), the Captain may
continue to taxi, but may not take off until a new MRD is obtained.
A new MRD is required prior to initial aircraft movement (e.g., pushback) if:
Any new defects or service requests were reported.
Any items were fixed.
An ETOPS flight.
An ACARS MRD ALERT message indicating an invalid MRD is received.

Answer 73

5.40.2
Maintenance
Maintenance Release Procedures

Question 74

Pilot-Initiated Changes
Route/flight level changes require the prior approval of ATC. If circumstances
require, the Captain may exercise Captain’s emergency authority. When such
action is taken, advise ATC and, at the earliest opportunity, the controlling
dispatcher.
Before taking such emergency action, consider holding in the clear at the
approved altitude, making a 90° deviation from the airway, or reversing course,
the choice depending on traffic, weather, and terrain conditions existing at the
time.

Answer 74

6.20.2
Navigation
Air Traffic Control

Question 75

When local weather conditions are such that frozen precipitation can be
reasonably expected to adhere to and/or accumulate on the aircraft, the Station
will implement its winter operations plan. The Captain may request deice/antiice
support when it was not planned, or decide that such operations are not
required based on the aircraft’s condition. In the event an aircraft experiences
cold weather operations in a location where personnel are not trained in the
Company’s deice/anti-ice program, utilize all available resources to comply with
the clean aircraft concept.

Answer 75

7.30.1
Adverse Weather
Deicing/Anti-Icing

Question 76

REQUESTING DEICE/ANTI-ICE
To facilitate deicing operations, the Captain may use the SureWx application to
formulate a deicing/anti-icing plan. Once weather and holdover times are
reviewed and a deicing plan is formulated (e.g., Type I only or Type I and Type
IV), contact Station Operations for deicing/anti-icing requests. Reference the
airport information pages (10-7) for station-specific procedures. Deicing may
also be requested via the U-EHOT App, at participating airports, through the
“request deicing” feature. The feature will only be active and displayed on the UEHOT
App at a participating airport. See Adverse Weather>Deicing/Anti-
Icing>Operations in Ice Pellet or Small Hail Conditions for details on SureWx
application use.

Answer 76

7.30.7
Adverse Weather
Deicing/Anti-Icing

Question 77

DO NOT RESUSCITATE (DNR)
If a passenger or traveling companion presents a Do Not Resuscitate (DNR)
order, the Captain will be notified by the Purser.
If a passenger is not breathing and has a DNR order, only a medical
professional can interpret and honor the DNR. If no medical professional is
onboard to confirm the DNR, Basic Life Support should be performed unless
MedLink advises otherwise.

Answer 77

2.20.3
Emergencies/Non-Normals
Medical Emergencies

Question 78

SUBSEQUENT FIRST FLIGHTS OF THE DAY
If not arriving at the airport together (e.g., via Company transportation), the
Captain will designate an appropriate pilot meeting location for flight planning.
Some airports have alternative flight planning procedures and locations; see the
airport information pages (10-7) for details. If the Flight Plan is not available,
contact Dispatch.

Answer 78

3.40.2
Operating Information
Flight Planning

Question 79

Coordination Prior to Pushback
Using the flight interphone or hand signal communications, the ground crew will
communicate with the Captain. If accomplishing a hand signals-only pushback,
the Captain will accomplish a briefing with the ground crew prior to push. See
the following Pushback Using Hand Signals section.

Answer 79

3.50.21
Operating Information
Departure Procedures

Question 80

LOADING BAGS (AFTER GATE DEPARTURE)
Loading of bags after brake release or pushback may be accomplished on an
exception-only basis. The Captain will be advised via headset before Ramp
personnel approaches the aircraft to load bags. Ramp personnel, via headset,
will request that the parking brake be set, and communication be maintained
throughout the loading. Pilots should advise the Ramp Tower of a delay for
baggage loading after gate departure.

Answer 80

3.50.24
Operating Information
Departure Procedures

Question 81

The Captain will occupy the left seat up until initial cruise and anytime below
FL 180.

Answer 81

3.60.6
Operating Information
Enroute Procedures

Question 82

CAPTAIN’S ABSENCE FROM THE FLIGHT DECK
On a flight with a relief pilot(s) assigned, the Captain remains in command of the
flight, even when absent from their seat or from the flight deck.
On flights with two First Officers, the Captain will designate the chain of
command while the Captain and flying First Officer are absent from the flight
deck. The Captain will also give guidance which may include planned flight level
changes, cruising Mach number, the plan for redispatching, or any other matter
that may be of operational significance to the flight.
In the Captain’s absence, the designated relief pilot must, without delay, notify
the Captain if unable to conduct the flight within company policies and
procedures, or of any occurrence which could have an adverse effect on the
planned operation of the flight. Such occurrences include but are not limited to
the following:
Significant adverse change in fuel plan
Uncertainty as to the accuracy of navigation
An aircraft system malfunction that requires the use of an emergency or nonnormal
procedure
Hazard to a passenger or crewmember

Answer 82

3.80.3
Operating Information
Flag Operations

Question 83

If maintenance is required prior to block out, MTs will advise the Captain of
their presence on the aircraft. The Captain will communicate with the CSR
if MTs are on board. If repair time is estimated to be short, the CSR will
remain with the aircraft, unless time permits the accommodation of lastminute
passengers.

Answer 83

5.50.5
Maintenance
Maintenance Reporting

Question 84

FUEL SPILLS
Note: Based on the size of a fuel spill, fuelers may not always call for fire
coverage.
Captains always have the discretion to call for fire coverage in the event of a
fuel spill. If fire coverage is required, immediately contact station operations to
ensure that the airport fire department is notified. The Captain will determine
whether the aircraft is to be deplaned or evacuated.

Answer 84

8.10.2
Fueling and Load Planning
Fueling

Question 85

DG NOTIFICATION REQUIREMENTS PRIOR TO PARKING
BRAKE RELEASE
If DG is planned, do not release the parking brake until the Final DG
Summary is received either electronically or paper form. Although FAA and
ICAO regulations state that the Captain will be advised of the exact loading
location of DG (FWD, AFT, or OFF) prior to movement of the aircraft on its own
power, United follows a stricter interpretation of the policy.

Answer 85

9.20.1
Dangerous Goods
Pilot Notification of DG

Question 86

GENERAL
Accepted Portable Oxygen Concentrators (POCs) and United-provided medical
oxygen may be used by passengers during all phases of flight. The Captain will
be notified via the Pilot Reconciliation Report of the passenger’s name, seat
location, and passenger oxygen requirements. If a passenger with an accepted
POC is boarded and not included on the Pilot Reconciliation Report, a verbal
notification to the Captain is acceptable.

Answer 86

9.40.1
Dangerous Goods
Medical Oxygen