FOM VOL 1 Flashcards
How many separate Volumes does the Flight Operations Manual (FOM) Consist of?
(FOM VOL1, Sec 1.01)
3;
Vol I: Policy/Procedures Non-AC related.
Vol II: Operating Policy/Procedures for specfic aircraft.
Vol III: Aircraft/Systems information Specific to type.
What is the difference between a Bulletin/Pilot Alert?
(VOL1, Sec 1.01)
BULLETINS; incorporate changes temporary in nature. Issued to inform of short term or transitional procedures. They supersede any related information in the manual.
PILOT ALERTS; are not issued as part of the FOM. They are disseminated electronically and emphasis or clarify policies/procedures. They do not modify policy or procedures in the FOM.
What are some of the PIC/SIC Duties and responsibilities?
(FOM VOL1; Sec, 5.10, FOM VOL 1; 20.20)
– The CA is the PIC. During flight time is in command of the aircraft, crew and is responsible for the safety of the pax, crew, cargo, and airplane. Has full control and authority in the operation of the aircraft, without limitation over the crewmembers and their duties during flight time whether or not they hold valid certificates authorizing them to perform the duties of those crewmembers.
- No person may operate a civil aircraft unless it is in an airworthy condition for safe flight. The pilot in command will discontinue the flight when unairworthy mechanical, electrical, or structural conditions occur.
- The PIC is responsible for following the dispatch release and the flight plan to the fullest extent possible. If a flight plan has not been filed, the CA must contact dispatch and arrange for it to be filed. The CA will review the MEL/CDL and or any approved company technical information relating to the aircraft and its status. the CA has the authority to deviate from the flight plan as necessary due to weather conditions, winds, passenger comfort, or safety of flight.
The First Officer is second in command. Should the CA become incapacitated, the FO will assume the CA duties and remain in his/her seat.
Do all cabin seats need to be assigned for flight deck or flight attendant jump seat is to be utilized.
(FOM; VOL 1, Sec 10.10)
No,
-The flight deck and flight attendant jumpsuits may be utilized on a discretionary basis; All cabin seats need not be assigned in order to assign the jumpsuits.
Must a frontier employee have the letters ACM on their badge in order to occupy the flight deck jumpseat?
Yes,
Unless the frontier employee possesses a signed letter of authorization from frontier flight ops management. The CSA must verify the employment of the ACM via the employee verification database available on www.myfrontier.org.
Can a mechanic sit in the flight deck jump seat for travel?
(FOM, VOL1, 10.10)
Yes,
But frontier mechanics must be on duty in order to access the flight deck jumpseat.
Can pilots and dispatchers of other airlines use our flight deck jumpseat privilege?
(FOM, VOL1, Sec 10.10)
Yes,
Pilots and dispatchers of other airlines may be authorized to occupy the flight deck jumpseat on domestic flights if there is a reciprocal agreement in place. Eligibility must be verified by the CSA through CASS.
Can crewmembers /employees use the flight attendant jumpseat on international flights?
(FOM, VOL1, Sec 10.10)
Yes,
– crewmembers and employees who are eligible to use the cabin jumpseat on domestic flights may do so on international flights.
Who can occupy the flight deck jumpseat on international flights?
(FOM, VOL1, Sec 10.10)
– Frontier employees with a CM authorization (either via Frontier ID “ACM” or a letter of authorization) may utilize the flight deck jumpseat on international flights.
Who must fill out the ACM authorization form?
(FOM, VOL1, Sec 10.10)
All persons (except FAA Inspector’s) requesting access to the flight deck or cabin jumpseat.
The captain is the final authority over flight deck access and he/she have the right to deny access to any person without exercising their emergency authority with the exception of?
(FOM; VOL1, Sec 10.10)
- FAA air carrier inspector
- DOD evaluator
- US Secret Service agent
- Representative of the NTSB
What is required for the ACM briefing for persons sitting in the flight deck jumpseat?
(FOM; VOL1, Section 10.20)
Show the briefing card will sufis but It is the responsibility of the Captain to ensure that all flight deck ACM’s, with the exception of frontier pilot ACM’s trained on the type of aircraft, or briefed on sterile cockpit, flight deck door security, emergency equipment operation, and cockpit evaluation procedures. The jumpseat briefing card maybe used to satisfy this briefing requirement.
What are the alcohol limits for flight crew?
-Within 10 hours of consuming any alcohol beverage
-While under the influence of alcohol
-While having an alcohol concentration of 0.04 or greater in a blood or breath specimen
-While using any drug that affects personal faculties in anyway contrary to safety
Company policy may be more restrictive and includes time prior to and during:
-Reserve period
-Company assigned Deadhead or travel
-Ground School or training events
Employees with knowledge of an accident involving an aircraft for which they performed a safety sensitive or security related function at or near the time of the accident may not use alcohol for ____ Hours after the accident unless he or she has been given post accident test for drugs and alcohol, or if Frontier Airlines has determined that their performance cannot have contributed to the accident?
10hrs
When will pilots Don and use the O2 masks?
Cabin pressure altitude above 10,000’
Is landing at night without runway lights permitted?
NO, runway lights must be available and operational for all night operations.
Is operation of the aircraft (movement under its own power) permitted on any surface if breaking action is Nil?
No, if surfaces reported as NIL rather than closed, Frontier Airlines prohibits the operation of its aircraft over any portion of the ramp, taxiway or runway that is considered to be BREAKING ACTION NIL (BRAN).
When do “Braking Actions Advisories” going to affect?
When tower controllers receive runway breaking action reports Which include poor or Nill
Or
Whenever weather conditions are conducive to deteriorating or rapidly changing runway breaking conditions.
Are intoxicated person’s allowed to board the aircraft?
No, person who appears to be intoxicated shall be allowed boarding
Is the flight crew able to store baggage for passengers on the flight deck
At the CA’s discretion, for any eligible jumpseat ACM’s (working/not working crewmembers of Frontier Airlines).
Does frontier Airline carry HAZMAT for commercial transportation?
NO
How are dangerous goods that require flight crew notification communicated to flight crew?
Either on appropriate forms, or the weight and balance worksheet.
When can cellular phones be used on plans?
At the gate, inbound taxi, outbound taxi/tarmac delays. Cellular communications are not authorized once the main cabin door os closed.
When are radio reports required?
-Deviation from ATC Clearance or instruction for an emergency or in response to a TCAS Resolution Advisory (RA).
-When vacating any previously assigned altitude or flight level for a newly assigned altitude of flight level.
-When unable to climb/descend at a rate of at least 500 ft./min.
-When an approach has been missed. (Request clearance for specific actions, to Altn airport, to another approach).
-Change in the average air speed (at cruising altitude) and it varies by 5% or 10 minutes (which ever is greater) from the filed in the flight plan.
-The time and altitude or flight level upon reaching a holding fix or point at which cleared.
-When leaving any assigned holding fix or point.
-Pilots encountering WX conditions not forecasts or hazardous conditions or irregularity in a ground NAV facility in flight essential to safety of flight.
-Any malfunction or anomalies of NAV, or COMM equipment, complete or partial loss of ILS receiver. Reports should include call sign or flight number, equipment affected, and nature or extend of assistance required.
When are position reports required while not in radar contact?
Compulsory reporting points,
Aircraft not in regular contact,
Whenever ATC requests,
Final approach fix inbound,
FAF inbound; Non-Precision APP or OM or Fix in LIEU of OM; Precision APP
ETA error more than 3min.
What shall a position report consist of?
-Aircraft call sign in flight number, position with regard to reporting point
-UTC time over the reporting point
-Flight level and altitude
-Name and ETA over the next reporting point
-Name of next to succeeding reporting point
Lost COMM Procedure
Sqk 7600
VMC:
-Land as soon as practicable
Route(AVE-F)
Assigned
Vectored
Excepted
Or As filed route
Altitude: (MEA)
Minimum ifr altitude
Expected altitude
Assigned altitude
Highest of these three criteria
-If clearance limit is a fix from which an approach begins, commence descent and approach as close as possible to the EFC time; if an EFC is not received, as close as possible to the ETA from the filed flight plan.
-If clearance limit is not a fix from which an approach begins, leave clearance limit at the EFC time or if an EFC has not been received, proceed to a fix from which an approach begins and commence approach as close as possible to the ETA from the flight plan.,
What do you do if you loose WX radar en-route?
(Vol 1,Sec 10-30)
The flight may be continued to it’s planned destination provided thunderstorms or hazardous WX can be avoided visually.
Special Airport Requirements
(Vol 1, Sec 10.40)
Preceding 12 months
-CA or FO made an entry to the airport, including a T/O and Landing
-CA qualified by use of pictorial means
NOTE: Currency requirements do not apply w/1000’ ceiling above lowest MEA/MOCA or initial approach ALT prescribed by the INST plate, and at least 3sm Vis.
When is the First Officer flying restricted (FO High Mins)
< 100hrs: Includes OE
-RVR for runway is <4000’ (RVR is controlling over visibility)
-Visibility < 3/4 SM
-Wet, Slippery, or Contaminated runways
-Braking Action < Good
-cross wind >15kts
-LLWS Advisory Alerts in affect, another Aircraft reports Windshear
-Special Airport
-Captains Prerogative
FO takeoff Mins
Recommended CA does T/O when Visibility is < 1/2 SM or 1800’ RVR
Captains are considered on High Mins when and what are they
<100 hrs; Does not include OE
-Increase DA or MDA by 100’
-Increase Visibility by 1/2 SM or RVR equivalent
Dispatch WX requirements for High Min CAs
Destination:
For approach, +1/2 SM to minimums
(unless dispatch under Exemption 21515 as described below)
Alternate:
MDA or DA visibility need not be increased (100’ and 1/2sm) above those applicable to the airport when determining an alternate airport mins (i.e. 400’ & 1sm or 200’ and 1/2sm). This includes takeoff, enroute, first and second alternate airports. However, when conducting an instrument approach at an alternate airport, the MDA/DA and visibility requirements must be increased by adding 100’ and 1/2sm or RVR equivalent.
What approaches are High CA mins not allowed to do
CAT III operations
What is Exemption 21515
Ref: FOM VOL I, Section 10.40
Exemption 21515 provides relief from 121.652(a) and (c), permitting high minimum CA subject to higher minimums to be dispatched and operate to CAT I/CAT II minimums . (Table 10.40.3)
RVR < 1000’, Approach not authorized
1000’ -1800’ RVR Crews may do CAT II using Procedure B
RVR > 1800’, Crews may execute using Procedure A or B
Do we use Exemption 20144 to dispatch High Min CAs
No
If the flight crew diverts and then finishes their sequence of flights, does the diversion add a segment to our total segments for the day
No
May a flight be continued if before takeoff you know you will exceed flight time limits
No, F9 may not schedule a flight crew member, nor may a flight crew member accept or continue an assigned flight duty period if the total flight time will exceed flight time limits.
Is domicile time used when calculating flight time and duty limits
Yes, Crew members will use the local time of their domicile when beginning a flight segment for the purpose of calculating flight time and duty limits for Table 10.50.01/.2 unless directed otherwise by Dispatch or Crew Scheduling.
Is a Dead Head leg at the end of a sequence counted toward the flight duty period limit
No
Are Flight time extensions permitted prior to takeoff
No, Prior to Takeoff, flight time extensions are not permitted. A pilot may not depart, nor may the Company dispatch a flight with a known condition that would extend the flight time to the point a flight time limit would be exceeded.
Are flight Duty Extensions permitted prior to Takeoff
Yes, If unforeseen operational circumstances arise, flight duty period extensions may occur with the concurrence of the crew member, the PIC, and the Company. An extension of more than 30 mins is permitted only once between required 30 hour rest periods.
Prior to takeoff: A Flight duty extensions of up to 2 hours may occur if the following conditions can be met.
- Only one extension greater than 30 mins may occur between required 30 hour rest periods.
- The extension may not cause the crew member to exceed a cumulative FDP limit.
Each crew-member must be provided with a minimum of ____ consecutive rest (Free of all Company assigned duty) within the past 168 consecutive hour period. (Rolling Week)
30 Hours
When must the crew-member update their iOS, Lido mPilot, FlySmart+/eQRH, and company approved DMS application
Prior to reporting for Duty
(PAGE 45, Study Guide Vol 1)
How many hours of rest is required between flight duty or reserve availability periods? How many hours of uninterrupted sleep opportunity is required?
10 Hours
When must the EFB be secured
Only during critical phases of flight
If the CA of FO lost their EFB, may they barrow a fellow crew-member EFB to conduct a flight
Yes
Explain how you would handle an EFB failure before departure, during taxing, or between legs of a trip
Ref: VOL 1, Section 10.70, pg. 15; EFB Failure flow chart
When is the PIC the (ISC) “In Flight Security Coordinator
Cabin doors Shut to Cabin door open
Must we land at the nearest suitable airport for an inflight engine shutdown
The PIC must land at the nearest suitable airport in point of time. At which a safe landing can be made.
When is a crew briefing performed to flight attendants
Must the CA brief all Flight Attendants
No, Just the FO and at least 1 Flight Attendant, Preferably “A.” The FA’s not briefed by the CA should at some point make an attempt to introduce themselves to the Flight Deck Crew prior to departure.
Should the Crew briefing to flight attendants take place near passengers
No
Must all Flight attendants be on board and remain onboard during passenger boarding and de-boarding
Yes
Are Pilots permitted to stand in for a flight attendant during passenger boarding and de-boarding
No
May a pilot in uniform stand in for a flight attendant on a through-flight situation
Yes
Who has operational control to refuse a passenger
CRO/CA
Who is required to board passengers with disability or those passengers who require assistance
CSA’s or contract venders
Must a passenger provide a physician’s statement stating the use of a POC is necessary? Must the CA be notified?
Yes/Yes, CA must also be notified of the contents of the physician’s statement including the magnitude and nature of the passenger’s oxygen needs.
When are the flight crew required to report for duty
-1 hour prior, Domicile/International
-45min prior, away from domicile
-Reserve flight crew members are required to report for duty as defined within the guidelines of the duty assignment
*If not all crew members are present 45 min prior to departure, call crew scheduling
Where can you find what manuals/equipment are required to be on board for each flight
FOM VOL.1, Sec 20.10 pg. 2; Table 20.10.1
Will dispatch provide flight paperwork for all company flights including operations conducted under 14 CFR 91 Rules
Yes
Briefly explain the joint responsibility of the Captain and the Dispatcher
Who has the authority to delay a flight
Both Captain and Dispatcher
Who has the authority to cancel a flight
SOC (System Operations Control)
When is an alternate required
-1,2,3 rule for Domestic/Flag, A/C dispatched under IFR will have at least 1 alternate airport for each destination on the dispatch. However, no alternate is required if +/- 1 hour to ETA at destination the WX reports; CEILING; 2000’ AFE (Domestic), >2000’ AFE or 1500’ above lowest IAP minimum (FLAG)
VISIBILITY; 3sm (Domestic), >3sm or 2sm more then lowest visibility minimum (FLAG)
- Takeoff Alternate: DEP wx < CAT1 mins;(1hr, normal cruise, SE, still air) 330nm max.
- Marginal WX: 100’ & 1/2sm for that airport, Destination <CAT1 and Alternate (derived alternate mins) is marginal. A 2nd Alternate is required.
-Severe Icing: +/- 1hr ETA
-Supplemental Ops: Always
-Flag Operations > 6hrs: Always
-Exemption 20144: Remarks; BECOMG, PROB, TEMPO @ ETA, provided main body Wx at time of arrival is above Mins. Conditional remarks: 1/2 mins for IAP expected, 1st ALT; > 1/2 expected mins for airport, 2nd ALT; >= ALTR mins for airport.
* sufficient fuel; to fly to destination, fly to and land at most distant alternate, taking expected ATC routing into account, then 45 minutes at normal cruise.
* “BECMG,“ Deteriorating; is valid first minute of the period. Improving; not valid until the last minute of the period.
Take off Alternate
WX @ Departure airport is < CAT 1 min for that airport; Max 1hr normal cruise, SE, Still Air, max 330nm
Marginal WX
Ceiling is within 100’ or Visibility is within 1/2sm for that airport
Based on CAT1 mins, when marginal WX at Destination and Alternate, at least one additional alternate is required
RNAV only airports
When dispatched to airports based solely on availability of RNAV (GPS or RNP) must always have an Alternate with a suitable (GPS or RNP) approach available
Severe Icing
Severe Icing forecast within 1hr of arrival, an alternate is required
Driftdown Alternate
Method 2 dispatch, and alternate is required
Supplemental Operations/Offline Charter
Always need an Alternate
Flag Operations
> then 6hrs; Alternate Always required
Exemption 20144
Flight may be dispatched under 20144 w/use of “BECMG, PROB, TEMPO” in remarks stating WX could be below minimums at ETA provided the main body of the reports destination ceiling and visibility for the alternate will be at or above minimums at ETA. This exemption is subject to the following:
2 Alternates must be listed in the dispatch, and the remarks section must show flight dispatched under exemption 20144.
Conditional remarks on WX reports or forecast indicate worst WX are forecast to be:
-Destination wx, 1/2 minimum visibility required for IAP expected
-1st Alternate not < 1/2 required alternate minimum ceiling and visibility for the airport
-2nd Alternate is above the alternate minimums for that airport
-Fuel to fly to destination, fly and land at most distant alternate, expected ATC routing, then 45 minutes normal cruise
-PIC must contact Dispatch enroute for current WX at destination/alternates and coordinate to continue or divert
-BECMG TAF that is DETERIORATING valid first minute of period, BECMG TAF that is IMPROVING not valid unit last minute of period.
-Valid for domestic flights, not FLAG or SUPPLEMENTAL operations
Explain how to derive alternate minimums
Is Exemption 20144 used for Flag/Supplemental Operations or High Captain’s Mins
No
What flight paperwork is required before a revenue flight may block out
-Dispatch or Flight release
-Flight Plan
-Current WX (METAR/TAF at time CA signs release)
-NOTAMS
-Performance (AWP or TLR)
-WB (AWP or Load Planning)
Is the TLR required paperwork
FOM VOL1, SEC 20.30;
When AWP is available, the TLR is only required when the special ACARS runway entry codes are necessary due to runway NOTAMS (shortened runway, temporary obstacle in departure path).
Understand Dispatch Release
Reference FOM VOL 1, Section 20.32 pgs 1-11
On the fuel section of the dispatch release below, what does Fuel DEN, Brake RLS, ENRT BURN, TAXI BURN mean
Fuel DEN: Planned Ramp Fuel load
BRAKE RLS: Required fuel at Take off
ENRT BURN: Fuel used from Take off to Landing at destination
TAXI BURN: in pounds fuel used only for taxi for departure
If the planned route is changed by ATC by ______ NM, the CAPTAIN must get an ARTR
100 NM
What is the NET Altitude as related to Method 1 and Method 2? How much higher is the service ceiling above the net altitude
For 2 ENG aircraft, net altitude is the altitude which the aircraft can maintain a 1.1% climb gradient at current weight.
Service Ceiling or 0% climb gradient is approximately 5000’ higher than the net altitude capability. The difference between the net and actual altitude is the operating safety margin.
Explain Method 1
Method 1 performance ensures the aircrafts net altitude capability will clear all obstructions 5sm on either side of intended route by 1000’ until reaching destination. AC must also have a positive net gradient at 1500’ above destination airport. These requirements provide actual aircraft capability of approx. 6000’ above most critical obstruction and 6500’ AFE at Green Dot and planned positions.
Planning purposes only
Explain Method 2
Method 2 performance ensures an aircraft with an engine failure can divert to at least one suitable airport (drift down alternate) from cruise altitude by the aircrafts net driftdown altitude will clear all obstacles 5sm on either side of the route by 2000’ until reaching diversion airport. These requirements provide actual aircraft altitude capability of approximately 7000’ over most critical obstruction and 6500’ AFE at Green Dot.
Planning purposes only
If an engine fails at cruise altitude, when does the method 2 performance analysis assumes the pilot will make the initial turn to the driftdown alternate airport?
Method 2 dispatch performance analysis assumes the aircraft diverts to the suitable airport when it is a beam the airport along the plan route and that the suitable airport is no more than 130NM from the abeam point. If the beam point is behind the aircraft, reverse course in proceed back along the plan route to the beam point and then direct to the driftdown airport.
What pilot action does Method 2 assume will be taken if an engine fails prior to reaching flight plan cruise altitude and diverting to the takeoff alternate is required?
If a takeoff alternate is required, flight plan routing is determined utilizing a method 1METW to ensure adequate terrain clearance from the departure airport direct to the takeoff alternate. If the flight encounters an engine failure before reaching the flight plan cruise altitude, the flight planning analysis assumes the flight crew will comply with the following:
– Reverse course and proceed back to the departure airport.
– After returning to the airport, the analysis assumes the flight crew will proceed direct to the takeoff alternate airport.
These assumptions are for planning purposes only
What is considered “suitable airport” for deciding where to land if an engine failure occurs in flight?
For in-flight purposes, a legal suitable airport is one where a safe landing can be made. When determining airport suitability, consider the following: actual and forecast weather, location of airport in reference to terrain, available navigate and approaches, approach minimum‘s, length of runways, NOTAMs, Emergency equipment, and passenger handling facilities.
At the beginning of descent (TOD), the nearest airport in a point of time is usually the destination airport, even if the suitable airport is closer in distance, unless an emergency descent is required.
Are the correct crew names (including the captain) required on the release? (FOM VOL I, Sec 20.32)
The correct crew names (including the captain) are not required unless the release is for a supplemental operation. If a crewmember changes on the supplemental flight, the captain will need to obtain an ARTR.
How early may the flight crew block out?
(FOM VOL I, Sec20.32)
Crews may block out prior to the dispatch release time once all revenue passengers and cargo have been boarded. However, a block out time of more than 10 minutes early must be coordinated with dispatch.
When is an ARTR are required?
(FOM VOL: I, 20.32)
- If a crew member changes on the supplemental flight, the captain will need to obtain an ARTR
- In excess of one hour past the dispatch release time
- Alternate added or changed: Once the flight is underway, selection of a different alternate requires the dispatcher to provide an ARTR to ensure the aircraft has an adequate fuel supply and the airport is operationally suitable
- Fuel added more than 1000 pounds. Or less than brake release: the captain may add up to 1000Lbs over the plan fuel at his/her discretion. An amount greater than 1000Lbs shall require an ARTR from dispatch. If the CA wishes to reduce the fuel load below the brake release fuel, he or she must contact dispatch to obtain an ARTR.
- MEL/CDL/NEF added or removed: MEL/CDL/NEF items must be shown on the dispatch release prior to advancing the thruster levers for takeoff. Contact dispatch to obtain an a RTRF there is a disparity between the aircraft logbook and the release, or if an item is deferred in accordance with MEL/CDL manual procedures after blackout.
- Enroute deviation greater than 100NM: If the planned route is changed by ATC prior to takeoff, and the resulting stage length increases by more than 100NM, the Captain must obtain an ARTR.
If a CA is reassigned/replaced after signing the release, the replacement captain will need to obtain a new copy (print out or fax) of the release and sign of a new copy. True or false
(FOM VOL I, Sec 20.32)
True
By what means must the ARTR be delivered (i.g.,phone, acars, etc?)
FOM VOL I,Sec 20.32
By any available means, (Phone, Radio, ACARs, Aviobook, MCWebb etc).
For the ARTR to be valid, what must the flight crew do?
FOM VOL I,Sec 20.32
For an ARTR to be valid, amendments must be acknowledged by the CA via ACARs, phone call, or radio to dispatch, or via a company agent?
What should the CA note on the ARTR?
FOM VOL I,Sec 20.32
ARTR#, time of issuance, and dispatcher initials.
How else could the flight crew obtain the required dispatch release information if there is no means to obtain a print out of the release through normal methods (e.g., via MCWeb or a company agent)?
FOM VOL I,Sec 20.32
Use the manual dispatch release form contained in the diversion/forms kit on board each aircraft. The information required to fill out the form may be obtained from dispatch by any available means (most commonly by a telephone or ACARS). Text items and numbers shown in light blue illustrate what required information must be filled in.
What are some examples of when Contingency fuel may be added?
FOM VOL I,Sec 20.33
– Forecast weather conditions which may delay a flight
– Anticipated traffic delays
– fuel for a possible missed approach
– fuel considered unusable due to MEL/CDL restriction
– any other conditions that may delay landing of the aircraft
– international flights additional fuel of 10% of the flight time during which the aircraft position cannot be reliably fixed at least once an hour will be included.
Note: The reason for any additional contingency fuel, above a standard amount, will be noted in the remarks section of the release.
What does ALTN fuel on the flight plan consist of?
FOM VOL I,Sec 20.33
– Climb to Cruise flight altitude
– Cruise flight to the most distant alternate initial approach fix
– Planned at cost index of 0
– One approach and landing at the most distant alternate airport.
How much flight time does reserve fuel allow for?
FOM VOL I,Sec 20.33
Reserve fuel of 45 minutes a flight time (based on last cruise altitude in the flight plan) is included for all operations.
What does BRAKE RLS fuel on the flight plan consist of
FOM VOL I,Sec 20.33
Total fuel burn, Contingency, ALTN and reserve fuel. Brake Release is the minimum fuel that must be on board to push the thrust levers up for takeoff.
When does frontier add extra fuel as shown on the flight plan?
FOM VOL I,Sec 20.33
Extra fuel is used for the possibility of extended taxi time.
What is the difference between taxi fuel and taxi in on the flight plan?
FOM VOL I,Sec 20.33
- Taxi Fuel; added for a normal taxi burn. (The TAXI outfield)
- Taxi In; is a time value to assist with the determining flight time limits. (Estimated taxi time from landing to the gate).
What does ramp fuel represent on the flight plan?
FOM VOL I,Sec 20.33
Ramp Fuel: Is the total of Brake Release, Extra, Tanker and Taxi fuel.
What is the purpose of the Takeoff in Landing report (TLR)?
FOM VOL I, Sec 20.36
- For planning purposes
- To serve as a back up for when AWP is unavailable
- A means of determining ACARs runaway codes for runways shortend due to construction, temporary obstacle, etc.
Is the TLR valid if the actual QNH is more than .10 below the PQNH?
FOM VOL I, Sec 20.36
No, the takeoff data is based on this QNH and is valid when is the actual QNH is no less than .10 below PQNH. (This restriction does not apply to the Landing Data section)
* If QNH falls below this value, CA must use AWP or request new TLR/performance data by any means
How does a simple-special engine failure procedure differ from a standard procedure?
FOM VOL I, Sec 20.36
- The simple-special procedure differs from standard procedures in that a turn to a NAVAID or heading is required before reaching 1000’ AFE
- Flap Retraction Altitude (FRA) remains 1000’ AFE unless otherwise specified in the FRA column of TLR
Are simple-special procedures mandatory to follow if both IMC/VMC? If so, to what altitude?
FOM VOL I, Sec 20.36
Yes, they are mandatory in IMC/VMC. However, they are only mandatory in VMC until reaching 1000’ AFE unless otherwise specified.
And IMC, if radar vectors are not available, comply with a simple special procedure until 3000’ AFE at which time you may proceed on course (if applicable).
What is the HOLD procedure in regards to a special ENG failure procedure on the TLR?
FOM VOL I, Sec 20.36
Unless otherwise noted, hold STD on the inbound radio using direct entry. (STD= right turns and 1minute legs)
When is a Complex special procedure issued?
FOM VOL I, Sec 20.36
Complex special-procedure is issued when an engine failure procedure is too complex to fit in a simple special table and or other considerations must be taken into account.
Are complex special procedures mandatory in both IMC and VMC?
FOM VOL I, Sec 20.36
Yes, and the procedure must be flown in it’s entirety regardless of IMC or VMC.
Where can you find the Standard, Simple-Special, and Complex-Special engine failure procedures?
FOM VOL I, Sec 20.36
– Standard engine failure procedures are located in TLR and AWP solution.
– Simple special engine failure procedures are located in the TLR and the AWP solution.
– Complex special engine failure procedures are located in the SID section of the Commercial Navigation Charting application (Lido)
How do you determine actual landing performance?
FOM VOL I, Sec 20.36
Either through AWP solution or using the QRH planning distance performance section. The landing report of the TLR is for planning purposes only.
What are some strategies for dealing with a weight restricted flight?
FOM VOL I, Sec 20.37
– Obtaining a child count
– Increasing the PMTOW or reducing tanker fuel (if any).
– Removing weight in the following order of priority
1. COMAT (not AOG).
2. Space available non-rev passengers and bags. Lowest priority seniority removed first
3. Positive space Nonrev passengers and bags
4. Revenue passengers and bags
5. AOG COMAT
(VOL 1; Section 20.37)
Can we add bags to the cargo compartment after blockout?
FOM VOL I, Sec 20.37
Yes, as long as there is coordination between the loadmaster and the flight crew, late bags may be accommodated after block out and prior to ENG start. The crew must ensure the weight and balance manifest (obtained via AWP or load planning) is adjusted, as necessary, to account for the late bags.
What weight is used for “Cabin seat Baggage” for example, a passenger decides to purchase an additional seat for his guitar.
FOM VOL I, Sec 20.37/FOM VOL II, 5.20
Cabin Seat Baggage = 90 LBS
Is the final flight information list required for departure?
FOM VOL I, Sec 20.37
No
What are the four methods to get weight and balance information for departure?
FOM VOL I, Sec 20.37
- AWP solution (Primary Method)
- Arrow data cFDP application along with the TLR for takeoff performance data
- Weight and Balance manifest provided by Centralized Load Planning. (CLP)
- Computer Generated W&B Manifest from CLP.
Note: except in Denver, or computer generated weight and balance manifest must be signed by the captain and left with the departure station.
Must the CA sign the Computer Generated Weight and Balance Manifest?
FOM VOL I, Sec 20.37
Yes, except in Denver, all computer generated weight and balance manifest must be signed by the CA and left with the departure station or given to the Charter Coordinator. In the ladder case, the Charter Coordinator will mail a copy of the manifest to SOC. In Denver, the load planner signed the final copy that is archived.
Must the Captain sign the manual weight and balance Flight Crew Readback form?
No, the load planner will sign and archive the weight and balance manifest
How much fuel is required prior to departure
FOM VOL I, Sec 20.38
Departure fuel will not be less than required:
– to fly to airport to which it is dispatched
– there after to fly to and land at the most distant alternate, where required
– there after to fly for 45 minutes at last flight plan cruise altitude
Must consider:
– one instrument approach and possible missed approach at destination
– wind and other weather conditions forecast
– anticipated traffic delays
– any other known conditions that may delay landing of the aircraft
– increased fuel consumption for higher than normal crew speeds for flights which are behind scheduled departure
*International flights (including flights to Alaska) will be dispatched with additional fuel, as required by OPS spec B043, to fly for a period of 10% of that portion of the end route time with the aircraft position cannot be “reliably fixed“ at least once each hour. This fuel will be shown in Contingency fuel.
The captain may add up to ___________ lbs over the plan fuel at his/her discretion. An amount greater than that requires an __________ from dispatch.
FOM VOL I, Sec 20.38
1000lbs / ARTR
If AWP is not being used to generate a weight and balance manifest, load planning must be notified prior to push back if the fuel on board the aircraft varies by more than ___________ lbs from the fuel load shown on the manual weight and balance manifest.
FOM VOL I, Sec 20.38
400lbs
If no fuel slip is provided or the fuel reliability check is not accurate, can we still depart
FOM VOL I, Sec 20.38
Yes, compare the FOB to release fuel; as long as the FOB is no less than 500lbs from the release fuel, no crew action is required and the fuel is considered reliable.
The fuel reliability check must be within what limits 
300 gallons (divided by 6.7) or 1100 L (divided by 1.77)
(FOM VOL.I, section 20.38)
While refueling, may the APU be started and conditioned air be used
FOM VOL I, Sec 20.38
Yes, but avoid electrical power transfers
What are the takeoff minimums under part 91
FOM VOL I, Sec 20.40
There are none
Is Visibility the only requirement to consider for takeoff minimums under part 121
FOM VOL I, Sec 20.40
Mostly yes. Visibility is normally the only requirement for takeoff minimums.
However, if a ceiling value as specified as required on the SID chart or the back of the airport diagram, it must be complied with if we are using that SID or a particular runway that requires ceiling minimum’s.
What are the standard takeoff minimums
Reference: (FOM VOL. I, Section 20.40)
Visibility: 1 SM or 5000 RVR
If takeoff mins are not published, what minimum should be used
Ref: (FOMVOL. I, Sec 20.40)
Standard takeoff minimum may be used or any lower than standard takeoff minimums authorized in Ops Spec C078
When refueling at the gate with passengers on board, should the main cabin door be open
FOM VOL I, Sec 20.40
Yes. When we fueling at the gate, the main cabin door should remain open until fueling is complete.
What is the lowest authorized RVR F9 can depart a runaway
500/500/500 RVR with HIRL and CL Lights.
When is a Takeoff alternate required
FOM VOL I, Sec 20.40
When WX conditions at the departure airport is below CAT I landing minimum for that airport. (CAT 1 = 1800 RVR or 1/2 sm or better).
What is the maximum distance to takeoff alternate can be at Frontier
FOM VOL I, Sec 20.40
When a takeoff alternate is required, a maximum time of 1+00 (normal crew speed, single engine, still air) and the maximum distance of 330 NM may be used.
When does SMGCS go into effect
FOM VOL I, Sec 20.40
When RVR is 1200ft or less SMGCCS goes into effect.
What are “Follow-Me Services”
FOM VOL I, Sec 20.40
At most airports that authorize CAT II/III operations below 600 RVR, “follow me” vehicles are available in the event that crews need additional guidance to the gate due to restrict visibility
What is considered severe icing
FOM VOL I, Sec 20.40
“Severe Ising” is defined as the rate of accumulation of ice where de-icing/anti-icing equipment fails to reduce or control that hazard.
What is Frontiers Severe Icing policy regarding Alternate Airports
FOM VOL I, Sec 20.40
If severe icing conditions are forecast at the destination within one hour of the scheduled arrival time a suitable alternate must be listed on the release.
Operations are prohibited:
-In Moderate or Heavy freezing rain and heavy freezing drizzle
-In known severe icing conditions, except under emergency authority of the CA
What type of instrument approach procedures is Frontier authorized to conduct
FOM VOL I, Sec 20.50
Reference Table 20.50.1, VOL I Section 20.50
-Non-Pre No Vert Guidance- LDA,LDA/DME, LOC, LOC/DME, VOR, VOR/DME, VOR/DME RNAV, RNAV (GPS), RNAV (GNSS), GPS
with Vertical Guidance- LDA w/Glide Slope, LDA/PRM, LDA/DME PRM, RNAV (GPS), RNAV (GNSS), RNAV PRM
-Precision App- ILS, ILS/DME, ILS/ PRM
What is a DDA
FOM VOL I, Sec 20.50
Derived Decision Altitude (DDA) must be utilized when conducting an approach with a published MDA(H). DDA is derived by adding 50’ to the published MDA(H). This will ensure the aircraft will not descend below the published MDA(H) if the required visual references for continuing the approach are not observed and a missed approach is necessary.
Note: A circling manuever uses a MDA not a DDA
What is Frontiers circle-to-land maneuvering minimum’s
FOM VOL I, Sec 20.50
To perform a circle to land maneuver, the pilot must:
- Have a ceiling and invisibility that is higher of either reported ceiling and visibility of at least 1000’/ 3sm; or reported weather is at least equal to the chart circling minimums for the approach to be used.
- Use the higher MDA of either:
-1000’ (HAA)
- MDA of the charted circling to land minimums for the approach to be used
- Clear of Clouds
-If visual reference to the airport is lost, a Missed Approach must be executed!!!
Note: Only Circling Maneuvers require BOTH visibility/ceiling to start approach, All others only require visibility to begin the approach.
If weather deteriorates below approach minimum after reaching the FAF, may the approach be continued
FOM VOL I, Sec 20.50
If weather deteriorate inside of the FAF, operations based upon a DH/DA may continue to the DH/DA and land if the specified visual reference is subsequently established by the pilot no later than DH/DA.
Operations based upon Alert Height (AH) may continue to land after passing the FAF regardless of reported weather conditions if equipped with a fail operational (CAT III DUAL) landing/rollout system which did not indicate a malfunction prior to passing the Alert Height (AH).
Is Frontier authorized to conduct Special Authorizations (SA) CAT II approaches, how about (SA) CAT I approaches?
FOM VOL I, Sec 20.50/FOM VOL II, Sec 6.30
(SA) CAT II, Yes
(SA) CAT I, No
Is Frontier authorized to conduct Land and Hold Short Operations (LAHSO)?
Yes
How does the flight crew determine if an airport is “Terrain Sensitive”
FOM VOL I, Sec 25.01
When terrain contours are published on any SID, STAR, or approach procedure at that location. A mountain symbol may also be inserted in the Airport Information Pages (AIP) found on the top of the first page of an airport that meets the train to the airport policy criteria.
Must all briefings include terrain if the airport is “Terrain Sensitive”?
FOM VOL I, Sec 25.01
No, if terrain is not a threat to a specific flight this terrain briefing may not be required.
When is sterile cockpit required
FOM VOL I, Sec 25.01
During critical phases of flight
- Ground operations involving taxing (when in motion).
- Takeoff and landing operations; and all other flight operations conducted below 10,000’ AFE, except cruise flight
The seatbelt sign is required to be turned/left on when
FOM VOL I, Sec 25.01
- While the aircraft is in motion on the ground
- During takeoff, initial claim, descent below 18,000’ and landing
- Prior to entering an area of expected moderate or greater turbulence
- After entering an area of moderate or greater turbulence until conditions improve
During the enroute phase of flight, the flight crew should tune and monitor what frequency on the #2 radio (when available)
FOM VOL I, Sec 25.10.7
121.5; If ACARS is MEL’d, then monitor ARINC
If ACARS is unavailable, what information should be relayed to station operations on departure after takeoff, prior to arrival, and at the gate after arrival
Departure: Out/Off times and fuel on board
Arrival (in range call): ETA, specials, and fuel on board
At the gate arrival: On/Times and fuel on board
If a TOGA takeoff is performed, what report should be submitted? Why does frontier track TOGA takeoffs?
FOM VOL I, Sec 25.10
ACARS TOGA Report
- To meet the requirements of Frontier’s engine monitoring program, each aircraft must perform a max power takeoff (or TOGA takeoff) at specified intervals.
Where can you find a comprehensive list of items/events that normally require contact with, or a report to, dispatch
FOM VOL I, Sec 25.10
On the reports to dispatch tables located in FOM VOL. I, section 25.10, pgs 5–6
When is the sterile cockpit chime given to the flight attendant for departure and arrival
FOM VOL I, Sec 25.10
When passing through 10,000’ AFE or 30 nautical miles from the destination airport which ever occurs first?
A “Cabin Check” on the ECAM appears during Taxi prior to departure. How do you signal to the flight attendants that the “Cabin Ready” indication has not been received
FOM VOL I, Sec 25.10
Seatbelt signs off, then back on
How are the flight attendants notified to prepare for takeoff or landing if the PA becomes an operative during flight
FOM VOL I, Sec 25.10
Pushing the Forward and Aft Call Buttons signifies the aircraft has been cleared for takeoff and landing
What is the flight crew responsible for when reviewing the aircraft logbook
FOM VOL I, Sec 25.20
- Reviewing the aircraft logbook and placards prior to flight to determine the effect of MEL/CDL/NEF/INFO on the planned operation the CA shall find the last airworthiness sign up and from that page forward:
- Determine whether the maintenance status of the aircraft is acceptable for flight by checking the aircraft logbook for any open or deferred items. Flight is not permitted with an open right up in the aircraft logbook
- Verify all MEL/CDL/NEF items are listed on the release. Note: TDI/INFO only items are not required on the release.
- Ensure compliance with MEL/CDL requirements and special maintenance and operational procedures, as necessary.
What is the procedure if one or more pages is discovered to be missing from the logbook
FOM VOL I, Sec 25.20
- A discrepancy must be entered in the logbook for the missing pages, contact maintenance control through the responsible dispatcher.
- Maintenance will complete specified task to ensure that no open discrepancies exist and/or schedule maintenance tasks are overflown, return the aircraft service, and make the entry in the corrective action column. Once these procedures have been completed, the flight may depart as normal.
Flight Crews are authorized to attempt system reset under what guidance?
FOM VOL I, Sec 25.20
- Aircraft QRH
- FOM VOL II
- Maintenance Manual guidance as directed by MCC
- For additional information on system reset procedures, reference the QRH>QRH procedures>System Reset and FOM VOL II, Sec 5.05
Troubleshooting (isolating, BITE checking, etc.) Faulty computers/systems is prohibited in-flight.
True or False?
FOM VOL I, Sec 25.20
True. When the aircraft is inflight, the flight crew is limited to attempting a system reset only as described in the aircraft QRH
How many successful system Recents are authorized per flight leg
FOM VOL I, Sec 25.20
- Only one successful system reset (of the same system) is authorized per flight leg.
Note: This does not preclude a crew attempting an additional reset directed by MCC after the crew attempts a reset. In this case, it would be considered one attempt to reset the system.
What must a CA do following a successful system reset?
FOM VOL I, Sec 25.20
- Make a successful system reset entry in the logbook (Fig.25.20.10)
Note: a corresponding maintenance entry is not authorized. - Must include the CA signature
- Contact MCC through the responsible Dispatcher to review the logbook for accuracy and maintenance tracking purposes
What must the CA do following an unsuccessful system reset?
FOM VOL I, Sec 25.20
- Contact MCC through the responsible Dispatcher to identify if other system reset guidance is available.
- If no other guidance is available, Or the system reset is unsuccessful, crew will enter fault as a discrepancy for appropriate maintenance action.
After a successful System Reset with the assistance of MCC, a logbook entry should be made with the phraseology “system reset per MCC”.
True or False?
- False. The entry must identify the authorizing manual reference the system reset was approved through.
- Must be documented as “Authorized Per” specific manual
(“Reset system successfully per AMM XX-XX-XX”)
What is a Cabin Condition Report (CCR)
FOM VOL I, Sec 25.20
The CCR is a form used by flight attendants to notify flight crew of cabin discrepancies. The form may be discarded once all items are entered into the aircraft logbook.
- May be presented to flight crew during preflight or completion of flight
Who must be notified after entering a discrepancy in the logbook
FOM VOL I, Sec 25.20
Dispatcher/MCC
What is the procedure to rectify an error entered in the logbook
FOM VOL I, Sec 25.20
Single word or phrase errors are corrected by drawing a line through them; adding the correct information adjacent to the lined out item.
Correcting entire block entry, a diagonal line through the entry and right “Entered In Error” or (EIE) on the diagonal line.
DO NOT USE CORRECTIVE FLUIDS!
Is a logbook page required to be completed for each calendar day?
FOM VOL I, Sec 25.20
No. If no maintenance action has been performed, a log page is not required to be completed for each calendar day.
When crews required to start a new logbook page, what 2 items must be entered along with the associates discrepancy/write–up
FOM VOL I, Sec 25.20
- A/C number
- Today’s date: (Based on mountain standard time – Denver)
All times and dates on logbook with pages are in what time zone
FOM VOL I, Sec 25.20
Mountain Standard Time (Denver)
What aircraft logbook entries are permitted by the flight crews?
FOM VOL I, Sec 25.20
A Discrepancy
A Flight Crew Placarding (FCP)
A System reset
A Follow-up Required
An Overweight Landing
Should multiple items be written up in a single entry block?
FOM VOL I, Sec 25.20
No. Each entry block should reference only one item, even when items are similar
When making an entry into the logbook, when is the CA signature required
FOM VOL I, Sec 25.20
Computer Reset, Follow-up Required, or Flight Crew Placard (FCP).
Must a flight return to the gate if a discrepancy or malfunction occurs after block out and prior to advancing the first levers for takeoff
FOM VOL I, Sec 25.20
If a discrepancy or malfunction occurs after block out prior to Takeoff, crews should consult the eQRH/contact dispatch and MCC to determine if a computer reset may be performed. If the system cannot be reset, or the reset is unsuccessful, the flight may continue without returning to gate for maintenance action if the item can be deferred using Flight Crew Placard procedures.
Must logbook discrepancies entered at the gate be resolved prior to block out
FOM VOL I, Sec 25.20
Yes, discrepancies and malfunctions that are discovered or reported while aircraft is at the gate shall be addressed prior to block out. The discrepancy or malfunction shall either be repaired or deferred using the MEL/CDL/NEF program or other approved means.
Discrepancies occurring during flight must be entered in the aircraft logbook upon arrival. Crews are encouraged to notify MCC as soon as possible to minimize delay.
What are the colors of the three types of deferral placards
FOM VOL I, Sec 25.20
MEL/CDL/Info only: Orange
MEL/CDL-FR: Green
NEF: Pink
May the flight crew use different type/color placard if the correct color placard is not available when deferring an item
FOM VOL I, Sec 25.20
Yes, if the appropriate placard is not available, a different color may be used until the correct one is available.
What should the flight crew do in cases where circuit bakers must be collared in accordance with MEL, CDL, or NEF procedures but no collars are available
FOM VOL I, Sec 25.20
Contact MCC through the responsible dispatcher.
Note: zip ties are acceptable and are to be installed.
If circuit breaker collars are not available during initial placarding, contact frontier engineering department for EA permitting and alternate part/method of collaring the circuit breaker
Is the flight crew authorized to install circuit breaker collars
FOM VOL I, Sec 25.20
Yes
Is the flight crew permitted to remove circuit breaker collar
FOM VOL I, Sec 25.20
No
Where can you find a list of aircraft irregularities that require a logbook entry and or and irregularity report
FOM VOL I, Sec 25.20
FOM VOL. I, Section 25.20 pg. 13–16
-Aborted/reject to takeoff
-Airframe vibration report
-Auto land
-Bird, wildlife and lightning strikes
-Brake overheat
-Extreme dust conditions
-Engine failure/shut down in-flight
-Flap over speed
-Gear pins
-Hail
-Overweight and hard landing (load 15 report)
-Odor, smoke/fume event
-Nose with vibration report
-RVSM operations: altitude deviation of 300’ or more
-TAXI outside of defined movement area or off of hard surface
-Severe or greater turbulence encountered
-Volcanic Ash
How long does the flight crew have to submit an incident report
FOM VOL I, Sec 25.20
36 hours
First flight of the day, you walk into the flight deck and noticed the red out of service placard over the threats levers. Should the flight crew begin the preliminary cockpit preparation and power up the aircraft
FOM VOL I, Sec 25.20
Not until receiving maintenance approval do not operate any control switch or circuit breaker on and out of service aircraft unless specifically authorized to do so by mechanics performing maintenance.
Explain the difference between the MEL, CDL, NEF, and an ODM item
FOM VOL I, Sec 25.20
MEL: the MEL program allows for a temporary change in type design to address missing or in operative equipment in order to maintain the validity of the airworthiness certificate.
CDL: the CDL program allows for continued operations with missing secondary air frame and engine parts.
NEF: The NEF program allows the deferral of an operative, damaged or missing items that will have no effect on the safe operation of the aircraft, and which are not required by certification standards or operating rules. NEF items are most commonly generated from a cabin condition report (CCR), but may also include items found on the flight deck and in the cargo compartment.
Other Deferred Maintenance (ODM): Referrals that our crew visibility in nature utilize and info only placard to notify air crewmembers that the items on the placard has been documented and is being tracked by maintenance department.
Info-Only Placard: Deferrals that are not addressed in the MEL/CDL/NEF manual. Refer to the MEL general – deferral placard section for more information on deferral placard procedures for other deferral maintenance (ODM) items.
What are the minimum hand/light signals the flight and groundcrew much discuss prior to push back if headsets are unavailable
FOM VOL I, Sec 25.30
Hand/Light signals for break release, clear to push, and emergency stop.
What is SWAP
FOM VOL I, Sec 25.30
a vehicle may be equipped with a “Severe Weather Aircraft Parking Systems,” used to Marshall aircraft into parking positions, utilizing light signals
Where can you find a list of pictures for hand signals for communication between the flight crew and the ramp crew
FOM VOL I, Sec 25.30
FOM VOL. I, section 25.30
What is an Advanced Visual Docking Guidance System (A–VDGS) and is frontier authorize to utilize it.
FOM VOL I, Sec 25.30
F9 is authorized to use the Advanced Visual Docking Guidance System (A-VDGS) which uses an eye-safe infrared laser and 3-D scanning to detect and measure nose, engine, and wing positions to verify the aircraft type and safely guide the aircraft to the correct stop position
Is frontier permitted to depart an airport, VFR and then pick up an IFR clearance
FOM VOL I, Sec 25.40
Yes, the following conditions must exist:
– Must maintain the 91.155 cloud clearance requirements.
– Reported ceiling and visibility to be 1000 feet or greater, 1sm visibility (2sm night).
– Remain in VMC until IFR clearance received.
– Must obtain IFR clearance ASAP, but no further than 50 nautical miles from departure airport.
What is the required navigation performance (RNP) for an RNAV
SID or STAR? What is the RMP for Q and T routes
FOM VOL I, Sec 25.40/FOM VOL I, Sec 25.50
SID/STAR: Total system error if not more than 1NM 95% of the total flight time (i.e., RNP 1.0).
RNP Q/T route: Total system error for not more than 2NM 95% of the total flight time (i.e., RNP 2.0)
What are the requirements to accept an RNAV departure?
FOM VOL I, Sec 25.40
The pilot must:
-Be able to engage the RNAV flight guidance no later than 500’ AFE
-Maintain a total system error of not more than 1NM 95% of the total flight time (RNP 1.0)
-Use a flight Director and or auto pilot in LNAV mode (Managed NAV).
-Procedure must be retrieved from navigation database (DO NOT BUILD IT).
Can the flight crew accept an RNAV SID/STAR or RNAV approach if both GPS’s are unavailable (e.g., MEL’d)
FOM VOL I, Sec 25.40
Yes, RNAV 1 procedures require the use of RNAV systems with GPS or DME/DME/IRU. Procedures are authorized with GPS inoperative using DME/DME/IRU provided NAV Accuracy is “HIGH.”
-Most SID/STAR and approach plates will note GPS or DME/DME/IRU required.
What equipment is required to operate RVSM
FOM VOL I, Sec 25.40
Prior to entry:
– 2 primary altitude measuring systems.
– 1 automatic pilot system
– 1 altitude alerting device.
– 1 altitude reporting transponder.
Specific equipment:
– Flight warning (FWC)
– Flight control unit (FCU)
– Auto pilot.
– Transponder with altitude reporting capabilities
– 2 PFD
– 2 ADR’s
– 2 DMC’s
What are Q and T routes
FOM VOL I, Sec 25.50
Q and T routes are RNAV routes within high and low altitude enroute structure requireing system performance by GPS/and or DME/DME/IRU systems. A/C operating on domestic RNAV routes must maintain a total system error bounded by the RNP value of 95% of the total flight time (RNAV 2 = 2nm or RNP 2.0)
What is Class I and Class II navigation?
FOM VOL I, Sec 25.50
Class I navigation is any enroute flight operation conducted within service volumes of VOR, VOR/DME and or NDB navigation facilities.
Class II navigation is outside Class I
The A320 series A/C is capable of maintaining an “IRS ONLY” navigation accuracy of RNP 10 or better for how long since its last position update
FOM VOL I, Sec 25.50
6.2 hours, may be relevant when opperating to Cancun and loss of both GPS occurs. Class II A/C will down grade to IRS ONLY navigation during spots of CLASS II navigation. (no GND Base facilities available). When entering back to CLASS I, the A/C with upgrade to DME/DME/IRU navigation
What is RNP 10
FOM VOL I, Sec 25.50
RNP 10 is a navigational specification applicable to oceanic and remote area operations that allows 50nm lateral separation over specific areas when operational requirements have been met.
All aircraft conducting RMP 10 operations will have a 95% cross-track error (XTK) of less than 10nm. This includes positioning error, Flight Technical Error, path definition error and display error. All aircraft will also have 95% along-track positioning error of less than 10nm.
Where is frontier authorized to conduct RNP 10 operations
FOM VOL I, Sec 25.50
– Gulf of Mexico.
– The Atlantic airspace between the U.S. east coast and Caribbean destinations.
Is frontier authorized to conduct extended, ranged operations (ETOPS)
FOM VOL I, Sec 25.50
No
Must autopilot be engaged in RVSM
FOM VOL I, Sec 25.50
Yes, an auto pilot must be engaged and functioning properly, unless turbulence or other circumstances require disengagement
If the aircraft exhibits and assigned altitude deviation of 300 feet or more while in RSM, the flight crew should notify ATC, “unable RVSM” due to (state reason). True or false?
FOM VOL I, Sec 25.50
True
When must an approach, be briefed and flown as an autoland with the captain acting as the flying pilot
FOM VOL I, Sec 25.60
When:
- ATIS reported RVR/visibility is at or below 2400 RVR or 1/2 SM
- Cat II or CAT III runway is available
- Aircraft is autoland capable.
– Both crewmembers are trained
Is Frontier authorized to conduct CAT II/III operations outside of the United States
FOM VOL I, Sec 25.60
No
Are both visibility and ceiling required for landing minimums
FOM VOL I, Sec 25.60
Visibility is the only requirement for landing minimums. An approach can be made if the required visibility is reported, regardless of the ceiling. The only exception to this is minimums for a circling maneuver.
What speed should be flown for maximum endurance
FOM VOL I, Sec 25.70
Green Dot
When should minimum fuel be declared to ATC
FOM VOL I, Sec 25.70
When any change to existing clearance results in landing with less than planned reserve fuel. This is not a declaration of an emergency situation nor imply a need for traffic priority but merely and advisory.
When should a fuel emergency be declared to ATC? When must a fuel emergency be declared to ATC
FOM VOL I, Sec 25.70
The CA SHOULD declare a fuel emergency, when there is need for traffic priority to ensure a safe landing. Report remaining fuel in minutes
The CA WILL declare a fuel emergency, when calculated fuel at landing at the nearest suitable airport is less than PLANNED FINAL RESERVE fuel.
“MAYDAY, MAYDAY, MAYDAY, Fuel.”
Where can a list of required logbook entries and incident reports be found
FOM VOL I, Sec 30.10
(FOMVOL. I, Section 30.10)
Is a post flight exterior inspection required after each flight
FOM VOL I, Sec 30.10
Yes, if the crew is to keep the aircraft for the next flight, the pre-flight exterior inspection will suffice for the inspection as well. If the crew is to leave the aircraft, the crew leaving the flight must accomplish a Post flight exterior inspection. The oncoming crew accomplishing the preflight exterior inspection does not satisfy this requirement.
For international flights, the crew must ensure that all customs clearance requirements have been met prior to performing the walk around inspection. If it is impractical for the crew to perform the Post flight exterior inspection (the aircraft has been repositioned), the crew shall contact MCC through the responsible dispatcher to request a post exterior inspection .
How does a flight crewmember submit a company ASAP, fatigue, report, or incident report
FOM VOL I, Sec 30.10
ASAP, fatigue and incident reports are to be submitted through ProSafeT application on the EFB or MyFrontier.org>My Limks> ProSafeT.
What flight rules are international flights operated under? How does the flight crew know what rules of flight will be operating under
FOM VOL I, Sec 35.10
International flights are conducted under domestic, supplemental, or flag rules and will be noted on the dispatch release.
(FOM VOL. I, section 35.10).
All flights between the United States and foreign countries, shall carry an international briefcase. Who is responsible to ensure it is on board prior to departure
FOM VOL I, Sec 35.10
- International briefcase contains all documents, required by the United States and the destination country for exit and entry.
- The “A“ flight attendant shall verify that the international briefcase contains all required forms in sufficient quantity for the round-trip.
What is the required aircraft equipment to dispatch a flight from the United States to an international destination
FOM VOL I, Sec 35.20
GPWS
TCAS
ACARS
What is the required aircraft equipment to dispatch a flight from an international destination to the United States?
(FOM VOL. I, Section 35.20)
ACARS
If necessary, ACARS may be in-operative for dispatch with the approval of the Director of Operations, the Director of Safety, the Chief Pilot, or an assigned design acting in their behalf
Aircraft not equipped with long range. Communication equipment, (HF radios) must remain on routing that remain within VHF radio coverage and not within New York oceanic FIR (KZWY) airspace. True or False
(FOM VOL. I, Section 35.30).
True.
Atlantic: To ensure adequate VHF capability, crews must remain west and south of the New York, CTA/FIR, when operating aircraft, not equipped with long range, communication systems (LRCS) refer to operations and international airspace procedures when operating in the New York oceanic portion of the west Atlantic.
(LRCS) refers to operations and international airspace.
What are the required reports to dispatch when conducting a flight under Ops Spec B043 (international flights)
FOM VOL I, Sec 35.30
- 15 minutes beyond the ETA generated by the MGC at wheels up.
- Anytime the assigned cruise altitude varies by 4000’ from planned for longer than 15 minutes.
- Anytime the flight deviates more than 100nm from the flight planned route.
Is frontier authorized to perform a visual approach and international airspace
FOM VOL I, Sec 35.30, pg 3
No, we must request a VMC approach.
An ICAO “Visual Approach” is the equivalent of a “Contact Approach” under U.S. FAR’s Frontier does not conduct contact approaches.
What does the omission of Specified approach procedure by ATC indicate
FOM VOL I, Sec 35.30
The omission of a specified approach indicates that any authorized procedure may be used at the CA discretion
What is WAT
FOM VOL I, Sec 35.35
The West Atlantic (WAT) is an extensive network of routes linking points in the United States, Canada, Bermuda, the Bahamas and the Caribbean. This airspace is contained within certain areas of the New York Oceanic, Miami Oceanic, and San Juan Oceanic.
Is frontier authorized to conduct operations in certain oceanic airspace outside the range of the HF radio communication
FOM VOL I, Sec 35.35
Yes, per Ops Spec B045 using a single HF radio. The areas within the West Atlantic (WAT).
Is HF radio required for operations in the Gulf of Mexico special provisions area
FOM VOL I, Sec 35.35
HF is not required for operations in the Gulf of Mexico Special Provisions area unless a component of the VHF Extended Range Network (VERN) is inoperative. No allowance is made for operations with a single VHF voice radio in the Gulf of Mexico special provisions area.
Prior to entering ORCA where HF communications will be necessary, ATC will provide two HF frequencies, a high and a low range, to flight crews for communication with radio stations operators. One will be identified as the primary frequency while the other is identified as the secondary. These are the two frequencies expected to provide the most reliable communication quality while the aircraft will be operating in this remote airspace, True or False
FOM VOL I, Sec 35.35
True
The quality of communications on HF frequency is directly related to the position of the sun, height and density of the ionosphere, electrical activity in the atmosphere, and sunspot or solar disturbances. True or False
FOM VOL I, Sec 35.35
True
What is SELCAL and what is its purpose
FOM VOL I, Sec 35.35
The Selective Calling System (SELCAL) is a signaling method to alert an individual aircraft that a ground station wishes to communicate with it. SELCAL signals can be transmitted over HF or VHF. While SELCAL is functional and available in domestic operations and VHF frequencies. It is mostly used in oceanic operations HF frequencies. Properly working SELCAL relieves the crew from maintaining a listening watch on assigned HF frequencies during oceanic operations.
In case the SELCAL system is inoperative, a logbook discrepancy is required at the completion of the flight. True or False
FOM VOL I, Sec 35.35
True
Prior to entering airspace outside of the service area of VHF communication, the flight crew must confirm operation of the HF radio, as well as verified the SELCAL function is operative. True or False.
FOM VOL I, Sec 35.35
True
A position report shall consist of what elements
FOM VOL I, Sec 35.35
– Position fix the aircraft is passing.
– Time: UTC time over the reporting point
– Altitude: Flight level or altitude
– Position: Name of the next compulsory reporting point
– Time: ETA over next compulsory reporting point
– Position: Name of the succeeding compulsory porting point
– Any additional pertinent remarks (e.g., turbulence significant meteorological conditions).
Prior to crossing a FIR boundary for international flights, the flight crew should obtain the latest weather for the destination and alternate. True or false
FOM VOL I, Sec 35.35
True
May direct clearance off the flight planned route be accepted during Class II Operations.
FOM VOL I, Sec 35.35
Yes, provided:
– GPS primary or NAV ACCURACY HIGH.
– Course appears reasonable.
– Abeam points are selected for fuel scoring procedures while in Class II Airspace.
– Course and distance checks listed above are resumed upon rejoining the flight plan route while in Class II Airspace.
What is SLOP and what is its purpose
FOM VOL I, Sec 35.35
Strategic Lateral Offset Procedures. The strategic lateral offset procedure has been designed to include offset to mitigate the effects of turbulence of preceding aircraft.
How far can the SLOP deviate off centerline and which side of course should the offset occur
FOM VOL I, Sec 35.35
Strategic lateral offset shall be established at the distance of 1NM or 2NM to the right of the centerline relative to the direction of flight.
Where is frontier authorized to conduct SLOPs
FOM VOL I, Sec 35.35
Gulf of Mexico and WAT airspace
Is the flight crew required to notify ATC when conducting SLOP
FOM VOL I, Sec 35.35
Pilots are not required to advise ATC nor request authorization to apply SLOP in the Gulf of Mexico non-radar environment airspace or WAT non-radar environment airspace. If the flight crew desires to continue SLOP once entering radar environment airspace, they must obtain clearance from ATC to exiting the non-radar environment. If SLOP is desired to be conducted in areas of radar environment, ATC approval must be obtained. This includes those areas of the Gulf of Mexico control area (CTA) where ATC radar surveillance is available. Otherwise, SLOP must only be initiated and terminated within the non-radar environment.
Who prepares the international documentation (APIS, Passenger, Manifest, General Declaration, and Cargo Manifest)
FOM VOL I, Sec 35.40
The Ops Agent
What information must each crewmember provide to the gate agent at least 45 minutes prior to scheduled departure time?
FOM VOL I, Sec 35.45
Passport
If an international flight diverts and does not clear customs, what does the flight need to continue to its destination
FOM VOL I, Sec 35.45
A permit to proceed
Be familiar with how to handle diversions on international flights (FOM VOL I, international operations)
Be familiar with how to deal with international diversions for each of the countries that frontier serves. Since each country is unique with its own policies, there is not one single procedure to follow. However, there are two common principles discussed in all international diversions.
Coordination with dispatch/SOC as soon as possible is essential when diverting on international flights
Do not open any door open parentheses cabin or cargo), window or any exterior compartment (fuel doors, etc.) until customs or immigration officials has cleared the flight to do so. When possible, cruise should wait until dispatch has communicated to the crew that they have received authorization to open any door, or take any services. Failure to keep the aircraft “sterile” could result in a U.S. Custom fine. However, the Captain still has the right to exercise his/her emergency authority.
What is the ICAO phraseology that should be used for declaring an emergency
FOM VOL I, Sec 35.70/FOM VOL I, Sec 35.90/ FOM VOL I, Sec45.35
Mayday: aircraft in distress.
Pan : Aircraft is in an urgency condition
Low Visibility Ground Ops
RVR <1200’ Service Movement and Guidance Control Systems (SMGCS) will be implemented if installed and Operational
“Follow Me” services are available at MOST airports that authorize CAT II/III Ops <600’ RVR. Vehicles will be available to guide AC to within visual reference of gate and ground personnel.
Use of Landing Minimum Limits
PIC Shall Not begin an approach if visibility is <3/4sm; 4000’ RVR;
Unless 15% additional runway is available for landing at destination airport.
Standard IFR T/O Minimum
1sm - 5000’ RVR
Lower than Standard T/O Minimum
Lowest Authorized RVR
TDZ MID RO (Roll-Out)
1200’ 1200’ 1000’
*RCLM (day light only) or HIRL, or CL Lights
1000’ 1000’ 1000’
*RCLM/HIRL, or CL Lights
500’ 500’ 500’
*HIRL/CL Lights
Note: <1600’ RVR, Min of two RVR reports systems are required. All available are controlling except Far-End RVR report.
Takeoff Alternate
WX is <CAT I Minimums at departure airport a T/O Alternate is needed.
1 Hour normal cruise, Single Engine, Still Air and no >330nm.
Alternate Minimiums
1 Operational NAV Facility, Straight in non-precision/CAT I Precision approach.
Marginal Weather
Ceiling within 100’ or 1/2sm of Minimums for that airport based on CAT I mins and at first Alternate based on derived alternate mins are marginal, an additional alternate is needed.
PIC Emergency Authority
In an emergency situation that requires immediate action, the PIC may take any action they consider necessary. They may deviate from operational procedures and methods, WX requirements, FAR’s to the extent required in the interest of safety. They MUST keep ATC/Dispatch informed of progress of flight and submit an Incident Report within 36hrs. If priority is given by ATC, the PIC will submit a detailed report of the emergency with 48hrs to the requesting ATC manager.
Exemption 21515 Procedure A
-CAT I to published DA
-A/C capable for coupled APP
-CA/FO have at least 75hrs as PIC or SIC in A/C
-< 3/4sm or 4000 RVR, Max X-wind 15kts braking action good or better
Exemption 21515 Procedure B
-CAT II to published DH
-CA has 300hrs as PIC or SIC in turbo jet A/C
-Airport must be CAT II autoland capable
-CA or FO must have 75hrs of PIC/SIC in A/C
-CATII/III procedures use to autoland or missed approach
Are Flight Duty period extensions permitted after Takeoff
Yes, After Takeoff a flight duty period may be extended to the extent necessary to safely land the A/C at the next destination airport or alternate airport as appropriate
How many hours of rest is required between flight duty/reserve periods? How many hours of uninterrupted sleep opportunity must be provided?
10hrs, 8hrs
Were can flight crews find coded departure routes
Aviobooks library
Exemption 20295
VOL I, Section 20.20
Exemp. 20295 allows dispatch to destinations in the contiguous U.S., DC without designating an alternate when within +/- 1hr of ETA the minimum ceiling and visibility are lower then 2000’ AGL/3sm. Dependent on availability of CAT I or CATII/III visibility at destination. This exemption allows reduction of ceiling/visibility minimum requirements to designate a destination alternate to:
CAT I: 1000’ AGL/3sm
CAT II: 1000’ AGL/2sm
CAT III: 1000’ AGL/2sm
Limits/Restrictions with Exemption 20295
Must include following:
- Crew/Aircraft CAT I/II/III capable w/reduced minimum (Ceiling/Visibility)
- Operable ILS at ETA, w/reduced minimums per table 20.20.1
-Dispatch prohibited when TS are reported/forecast +/- 1hr ETA
-Not permitted in conjunction w/exemption 20144
-Only authorized to destination within the contiguous U.S. and D.C.. Use of this exemption is prohibited anywhere else.
*Exemption 20295 can be used to travel from airports outside Lower 48/D.C. to destination within said areas.
- Alternate must be filed when: WX forecast below requirements in table 20.20.1 within +/- 1hr of ETA
Required reports for Exemption 20295
CA must inform Dispatch as soon as practical:
- Lateral deviation >100nm (Pre-departure/enroute reroute or deviations)
- Vertical deviations >4000’
- ETA exceeding planned ETA by >15 minutes
-Fuel consumption in excess of planned having negative affect on fuel requirements
-Fuel system component failure or apparent malfunction the may have a negative impact
-Significant WX/Turbulence from planned or forecast
-Assigned holding; Enroute or arrival
-Unplanned or sustained use of deicing or anti-icing equipment
What passenger count will be used as a primary means for determining the amount of passengers on board for the purpose of calculating weight and balance?
FOM VOL I, Sec 20.37
FA Cabin count
How is the A/C fan blade damage which has been determined to be within limits by MX recorded and mapped
FOM VOL I, Sec 25.20
Record/mapped and marked with an “X” by authorized personnel
Crews discovering this damage should look for these markings to determine the damage is known.
What are some pilot responsibilies when using the Advanced Visual Docking Guidance System
FOM VOL I, Sec 25.30
- Both pilots must clear the parking/safety area, do not proceed if its not clear
- Verify correct A/C type/Running Arrows are displayed
- Don’t move A/C nose past the jet-bridge unless A-VDGS is displaying centerline indicator
- Stop when “WAIT” or “STOP” message is displayed
Is F9 allowed to conduct LAHSO
FOM VOL I, Sec 25.60
Yes
When may the CA accept a LAHSO clearance
FOM VOL I, Sec 25.60
- Clean/Dry runway
- Ceiling/Visibility minimum 1500’/5sm
- Operating PAPI/VASI; mins 1000’/3sm
- NOT AUTHORIZED if Windshear reported
- Tail wind < 3knots
- Touchdown 1st 3rd of Available Landing Distance (ALD) in no case beyond 3000’ from approach end of runway or “Go Around” (RLP)
- LAHSO not to be conducted below Rejected Landing Procedure (RLP) ceiling/visibility minimum
- Notes:
LAHSO ALD published in Airport Operation Information (AOI), Lido.
LAHSO runway aliases for ACARS landing performance are found on the TLRi
When will the CA not accept a LAHSO Clearance
FOM VOL I, Sec 25.60
- <1000’ AFE
- If MEL/CDL impacts landing distance
- If any failure occurs during flight that impacts landing distance
- CA determines not acceptable
What is the APU burn rate when supplying conditioned air under max generator load
FOM VOL I, Sec 25.70
Appx 275lbs/hr
What’s the difference between a “REPO” and “Ferry Flight”
FOM VOL I, Sec 40.20/FOM VOL I Sec, 40.30
Reposition Flight:
- Prior to or upon completion of a revenue flight
- New A/C aquistion or sale/lease return
- Sending for or returning from scheduled MX checks or reconfiguration
Ferry Flight (Special Flight Permit):
- A/C does not meet airwothyness requirements, but is capable of safe flight
- Flying an A/C to a MX base for repair, alterations, or MX or to a point of storage
- Evacuating an A/C from an area if impending danger
- If an A/C is airworthy, it will be operated as REPO without a SFP
What flight rules do REPO operate under
FOM VOL I, Sec 40.20
14 CFR 91 rules, although 14 CFR 121 are not applicable. to Part 91 operations. The company is to provide the same level of preflight planning and support to all F9 Flights.
What crew members are required for all REPO flight
FOM VOL I, Sec 40.20
CA/FO
How many PAX are permitted onboard a REPO flight with no FA/s
FOM VOL I, Sec 40.20
19
Are Non-Revenue PAX (other than required flight crew) permitted on REPO flights
FOM VOL I, Sec 40.20
Yes, under Part 91 rules, Non-Rev PAX are permitted with the approval of the CA/Cheif Pilot or his or her designee. The names will be communicated to SOC/Dispatch before the flight
If FA are not aboard a REPO flight and NON-REV pax are being transported. What additional responsibilities does the CA have
FOM VOL I, Sec 40.20
CA will ensure the emergency systems and equipment are inspected, available, accesabile and their serviceability prior to the flight
- Brief:
All occupants on Arming/Disarming of doors and slides for T/O and landing, Turbulance encounters, Medical situations, stowage of bags for T/O and Landing, and Emergency exits. The Safety information card (in seat backs) will address Restrictions to onboard smoking, fasten seatbelt sign, Exit row responsibility, Emergency Exits.
*If FA’s are on board, they will perform briefing and ensure the cabin is ready for takeoff as usual
*Briefing is not required id the CA determines the PAX are familiar with policies and procedures outlined in briefing
Who is authorized to perform operations check flight
FOM VOL I, Sec 40.40
Qualified Check Airman Captain or designated OCF pilot at one of the pilot stations is required. The Director of Operations or Chief Pilot may approve a deviation from this requirement
When are Allowance Times used Versus Hold Over Times
FOM VOL I, Sec 45.10
- Allowance Times are used in conditions involving ice pellets
- Hold Over Times are used in Conditions involving Frost, Ice or Snow
If the Engines/Landing gear need to be de-iced, what actions must be taken
FOM VOL I, Sec 45.10/FOM VOL II, Sec 5.45
A logbook entry is required + Notifing the responsible Dispatcher and MCC
For the preflight, cold weather, check, certain areas of the aircraft are permitted to have frost, or frost, or slush/snow with certain tolerances. What are those areas and what are their tolerances?
FOM VOL I, Sec 45.10/FOM VOL II, Sec 5.45
- thin hoarfrost on the upper surface of the fuselage
- frost layer 1/8 inch or less on the underside of the wing, in the area of the fuel tanks.
- Snow/slush on the landing gear acquired during taxi operations. Do not allow the landing gear to be deiced with de-ice fluid.
Should the engines and APU be running or shut down during de-ice or anti-ice
FOM VOL II, Sec 5.45
The aircraft may be deiced or anti-iced with its engines, and APU stopped, with the APU running, or with the engines running, as authorized. However, the flight crew should not start the engines or APU, while the fluid is being sprayed on the aircraft.
How does the flight crew determine snowfall intensity when determining what hold overtimes to use?
FOM VOL I, Sec 45.10
To determine snowfall intensity, the snowfall intensity as a function of prevailing visibility table (table 50) is required
What conditions require application of undiluted type IV fluid?
FOM VOL I, Sec 45.10
Heavy snow and ice pellets
If the holdover time expires, may the flight crew takeoff
FOM VOL I, Sec 45.10
Yes, so long as airplane passes the pre-takeoff contamination check (exit road check) within five minutes of advancing the thrust levers for takeoff
If the holdover time expires, may the flight crew takeoff
FOM VOL I, Sec 45.10
Yes, so long as airplane passes the pre-takeoff contamination check (exit road check) within five minutes of advancing the thrust levers for takeoff
May the flight crew takeoff if an allowance time expires
FOM VOL I, Sec 45.10
Mostly, no. If an allowance time expires, the aircraft must return for secondary deicing/anti-icing. Some extensions are permitted if precipitation stops prior to the allowance time expiring.
Reference the deice/anti-ice card for details.
Are pre-takeoff (wingtip checks) and pre-takeoff contamination (exit road check) checks applicable to allowance times.
FOM VOL I, Sec 45.10
No. Pre-takeoff checks (wing tip checks) and pre-takeoff condition checks (exit row check) are not required and may not be used to extend an allowance time.
Is deicing with the flaps/slats extended permitted? Is anti-icing with the flaps/slats extended permitted.
FOM VOL I, Sec 45.10
Frontier Airlines is authorized to deice with flaps/slats extended, but must retract flaps/slats prior to Anti-ice
What types of de-ice fluid does frontier use? And what are the respective colors of those fluids?
FOM VOL I, Sec 45.10
Type one de-ice usually orange or pink
Type two anti-ice green
Type three frontier does not use.
Type four anti-ice green
What is a pre-takeoff check (wingtip check) and when must it be performed?
FOM VOL I, Sec 45.10/FOM VOL II, Sec 5.45
- A pre-takeoff check (PTOC) is a check of the representative surface area (left wing tip to include sharklet or wingtip fence) for frozen precipitation. It is performed prior to takeoff and within the hold overtime.
- Frontier Airlines is authorized to make this inspection from the flight deck, unless it is not possible to view the representative surface area, including sharklet, or wingtip fence. If it is not possible for the flight crew to view the representative area from the flight deck, the flight crew must conduct the pre-takeoff inspection through the cabin windows in a position that allows clear inspection.
What is the representative surface regarding a pre-takeoff check
FOM VOL I, Sec 45.10
The representative surface is defined as the outboard, upper surface of the wing, and in between the front and rear spars. While the sharklett and wingtip fences are not part of the representative surface, they should be included in the pre-takeoff check
What is a pre-takeoff contamination check (exit row check.) and when must it be performed?
FOM VOL I, Sec 45.10
A pre-takeoff contamination check (exit row check) is required in conditions of heavy snow, or if the hold overtime has been exceeded. The check must be accomplished within 5 minutes of beginning to takeoff roll. Multiple checks may be necessary in order to meet this requirement if takeoff delays are encountered.
A pre-takeoff contamination check is accomplished from the cabin as follows:
-Turn the wing lights on and dim the cabin lights if necessary.
-inspect the wings through the cabin windows in a position that allows clear inspection of the upper surfaces of both wings. The exit row are generally ideal for this purpose.
Note: flight deck door, security procedures must be used
In a pre-takeoff, contamination check, the observer must be able to determine the wings to include sharklet or wingtip fence and control surfaces are clear of any accumulation of snow, ice, or other frozen contamination, and that the anti-ice fluid has not failed (see below). If the view through the window is obscured, so that it is not possible to make this termination, aircraft may not takeoff.
What is Post De-ice Check or Post Anti-Ice Check and when must it be performed?
FOM VOL I, Sec 45.10
Post De-ice check or Post Anti-Ice Check is a visual inspection from the cabin area, verifying the upper wing surfaces have been satisfactory deiced, or anti-iced (if required).
To accomplish this post de-ice/anti-ice check, one crewmember will go to the cabin, at or near the completion of the last process, at a position that will allow clear view of the upper surface of both wings through cabin windows.
If the icing is the only process required, the cabin inspection will be conducted at the end of the de-ice application.
If de-icing and anti-icing is required. The cabin inspection will occur at the end of the anti-ice application.
What must the flight crew do if Type II or Type IV fluids are applied forward of the passenger/Service doors
FOM VOL I, Sec 45.10
If this occurs, the pilot must return the aircraft to the gate and must contact maintenance control center (MCC) to clean the windshield and sensors. These fluids present operational problems for heated windshield and sensors mounted on the forward fuselage.
What 3 elements must a flight crew record when given the post de-ice/anti-ice report from the de-ice crew
FOM VOL I, Sec 45.10
- Brand and type of fluid used.
- The percentage of fluid within fluid/water mixture.
- Local time in the hours and minutes that the last anti-ice application began
Can the flight crew takeoff if the holdover time expires for heavy snow conditions?
FOM VOL I, Sec 45.10
No hold overtime exist for heavy snow. The flight crew must perform the pre-takeoff contamination (exit row check) within 5 minutes of advancing the thrust levers for takeoff.
If flight crew inspection shows that the anti-ice fluid has failed, secondary de ice/anti-icing is required. The aircraft must be completely deiced before a new anti-ice treatment can be applied.
True or False?
FOM VOL I, Sec 45.10/FOM VOL II, Sec5.45
True
How does the flight crew determine whether the anti-ice fluid is no longer providing proper protection?
How does the flight crew determine whether the anti-ice fluid is no longer providing proper protection?
FOM VOL I, Sec 45.10
Type I, II and IV fluids are no longer affective when the surfaces are losing their gloss, turning white, or have visible snow, or other precipitation remaining on the surface without melting. If this is observed, the fluid is no longer providing protection, and takeoff shall not be attempted.
Pg 93 of study guide
Explain how to handle medical emergency scenario on the ground or in flight
FOM VOL I, Sec 45.20
Reference, FOM VOL I, SEC 45. 20 pgs 1-4
What medical kit must be authorized by the captain before it can be used?
FOM VOL I, Sec 45.20
Emergency medical kit (EMK)
What are the benefits of contacting STAT–MD for medical concerns?
FOM VOL I, Sec 45.20
– Provide medical expertise and dealing with medical event.
– Shift the burden of liability off of the pilot and frontier and onto STAT–MD
- Once contacted, STAT–MD assumes liability for the patient. This service is paid for on a subscription basis, not on a per call basis. Do not hesitate to contact STAT – MD when dealing with a medical concern .
How can the flight crew contact STAT–MD?
FOM VOL I, Sec 45.20
Pre-flight:
STAT – MD may be reached by phone, 800–611–8752 or 412-647–5652
In flight:
Via ARINC phone patch (primary method)
Via ACARS in the text message addressed to STMD (alternate method.)
What is a Tarmac Delay?
FOM VOL I, Sec 45.30
Tarmac delay is the elapsed time that an aircraft is held on the ground either before takeoff, or after landing with no opportunity for the passengers to deplane
When does the Tarmac Delay start for arrivals?
FOM VOL I, Sec 45.30
– 3 hours for domestic flights
– 4 hours for international flights: (any flight between a US and foreign destination, regardless of the rules, under which the flight is released)
When does tarmac clock start for departures?
FOM VOL I, Sec 45.30
Departures: time starts for departures five minutes after the last passenger is boarded. If a ground delay occurs after departure from the gate, the actual start time should be obtained from SOC.
Holding on the gate: if a delay of 30 minutes or more, is anticipated/incurred at the gate, the main cabin door should remain open, and passengers must be notified of their ability to deplane in order to prevent the start of a tarmac delay.
When are crews required to activate the TDP checklist?
FOM VOL I, Sec 45.30
Crew shall initiate the TDP checklist, whenever a ground delay could potentially lead to an excessive tarmac delay (90 minutes or more).
During any delay situation, pilot will update passengers every 15 minutes as described in the TDP checklist. The announcements on the checklist are to be read as written in order to protect the company from legal action. These announcements are designed to queue the cabin crew to perform appropriate actions at specific points during the delay.
Where can the flight crew find the tarmac delay program checklist?
FOM VOL I, Sec 45.30
The tarmac delay program (TDP) checklist can be accessed through the company approved document management system.
(AvioBook)
What is an EDK?
FOM VOL I, Sec 45.30
Extended Delay Kit (EDK) Each aircraft is supplied with an EDK containing food items. The kit is only to be used when a Tarmac Delay will reach two hours. It may not be used for any other purpose. The Cab crew is responsible for ensuring the EDK is on board and has not expired.
May a flight depart if the Extended Delay Kit (EDK) is missing, expired or partially used without a logbook write up? If so, does this change the time limit for the tarmac delay?
FOM VOL I, Sec 45.30
Yes, and yes, if an EDK is missing, expired or partially used, coordinate with dispatch to obtain a replacement. Missing and deficient kits are not valid logbook entries. The flight may depart without a usable extended delay kit, but must return to the gate within two hours, in the event of an extended Tarmac Delay.
Should diversion decisions be made by the captain and first officer alone?
FOM VOL I, Sec 45.30
The decision to divert is to be made as a joint decision between the captain and dispatcher. However, the captain remains the final authority for the safe conduct of the flight.
What is required if a flight diverts to an alternate that is different from that published on the dispatch release?
FOM VOL I, Sec 45.30
ARTR to ensure the aircraft has an adequate fuel supply, and the airport is operationally suitable.
Landing at an airport, not listed in ops specs C070 may only be accomplished through captain or dispatcher emergency authority to protect the safety of the flight.
True or False?
FOM VOL I, Sec 45.30
True
Who normally makes the decision to permit passengers to disembark after diverting to an alternate airport?
FOM VOL I, Sec 45.30
SOC. If SOC is not available to make the decision, the captain may choose to keep de-plainning passengers once the conditions for allowing passengers to disembark and VOL. Section 45.30 have been considered.
What is the Lost Comms Procedure?
FOM VOL I, Sec 45.30
- Transponder: squawk 7600
- Visual conditions: if failure occurs in VMC, or the aircraft enters, and can maintain VMC for the remainder of the flight, - continue under the VFR and land as soon as practical. Prior to landing, make visual contact with the tower and obtain clearance to land via light gun signals.
Instrument conditions: if the failure occurs in MC, or it’s not possible to remain in the MC conditions, then continue the flight according to the following:
ROUTE:
– By the route assigned in the last ATC clearance of received;
– if being radar vectored, by the direct route from the point of radio failure, to the fix, route, or airway specified in the vector clearance;
– in the absence of an assigned route, by the route, that ATC has advised, may be expected in a further clearance; or
– in the absence of the previous, by the route filed in the flight plan.
ALTITUDE: At the highest of the following altitudes for the route segment being flown.
– The altitude assigned in the last ATC clearance received
– The minimum altitude for the IFR operations or
- The altitude ATC has advised may be expected in a further clearance,
LEAVE CLEARANCE LIMIT:
– If the clearance limit is a fix from which approach begins, commence, descent, and approach, as close as possible to the EFC time; or if an EFC has not been received, as close as possible to the ETA from the flight plan.
– If the clearance limit is not a fix from which an approach begins, leave the clearance limit at the EFC time; or if an EFC has not been received, proceeded to the fix, from which, in approach, begins, and commence approach as close as possible to the ETA from the flight plan.
Where can you find information on how to respond if the flight has been intercepted by US military or law-enforcement aircraft?
FOM VOL I, Sec 45.35 Interception Procedures.
When should the flight crew issue a “cabin advisory” versus an “emergency preparation” to the flight attendants?
FOM VOL I, Sec 45.40
Will the passengers need to brace or evacuate:
Yes; call the FA’s using emergency call button,
- T.E.S.T.
Type of emergency
Evacuation anticipated.
Signals to brace, remain seated, and or evacuate (3 times)
Time remaining until landing
No; use the normal call button advise you are providing a cabin advisory.
Identify nature of irregularity.
Advise of a new flight. Plan line
Remind FA’s that emergency preparation is not anticipated
When are security searches required?
FOM VOL I, Sec 50.20
– First flight of the day
– International flights (not including Alaska)
– Private Charters
* following the charter and prior to operating as part 121 revenue flight.
* aircraft may be repositioned under part 91 without a search
What should the flight crew do if a suspicious item is found on board while at the gate?
FOM VOL I, Sec 50.20
– If a suspicious item is found, GSC must be contacted. LEOs may also be contacted when appropriate.
– Do not handle any object that may be or may contain an explosive device or biological threat. LEOs must assess the threat and determine disposal procedures.
How does the flight crew know when a security search needs to be completed? In other words, who is responsible to know when a security search is due?
FOM VOL I, Sec 50.20
The security search form will normally be left on the clip located to the left of the captain’s seat for pilots to fill out if a security search is required. Stations are responsible for determining when an aircraft security inspection/search is required.
What section of the security form does the pilot fill out?
FOM VOL I, Sec 50.20
Section 4: flight deck inspection portion
Is a flight to Puerto Rico, considered an international flight or purposes of a security search.
FOM VOL I, Sec 50.20
No
What portions of the flight deck is the flight crew responsible for when performing in the flight deck security inspection?
FOM VOL I, Sec 50.20
CA/FO: are responsible for
-trash receptacles
- storage bins
- coat closet
- seatbelts/pockets
- seat cushions
- oxygen mask receptacles
How many people are required in the cockpit during aircraft operation, main cabin door closed?
FOM VOL I,Sec50.20
There must be a minimum of two people on the flight deck at all times. One of those people may be a working flight attendant, or in an ACM. Except in an emergency, and off duty or deadheading crewmember seated in the cabin is not authorized to access the flight deck during Flight
Be able to explain flight deck entry procedure?
FOM VOL I, Sec50.20
Who must fill out the “Notice to Armed Individual” form?
FOM VOL I, Sec50.20
LEO’s. FAM’s and FFDO’s are not required
Must the captain sign the “Notice to Armed Individual“ form?
FOM VOL I, Sec 50.40
Yes
Must the captain be informed of all individuals on board carrying firearms?
FOM VOL I, Sec 50.40
Yes
Must all armed individuals know where the other armed individuals are located?
FOM VOL I, Sec 50.40
Yes.
The presence of FAMs, FFDOs and LEOs must not be revealed to any person without a “ need to know. “ Every armed individual “needs to know “the identity and location of other armed individuals on the aircraft and on the flight deck.
– The gate agent is responsible for notifying the FAM team leader of the presence and location of all FFDOs and LEOs on board.
– The PIC is responsible for notifying, all other armed individuals, including FFDOs, the presence and location of all armed individuals (including FAMs) on the aircraft.
- The PIC is responsible for notifying that a flight attendant of the seat, location of the FAMs team leader, and all armed individuals .
Does frontier carry high risk or low risk prisoners?
FOM VOL I, Sec 50.40
No frontier will not transport any prisoners under any circumstances.
What is the captains two primary responsibilities regarding armed individuals?
FOM VOL I, Sec 50.40
The captain must ensure that:
– All crewmembers are aware of armed individuals onboard the aircraft.
– Each armed individual is aware of all other armed individuals onboard the aircraft.
What is the purpose of the flight attendant emergency whistle (EW)?
The EW is used to alert fellow flight attendants, and passengers of any impending physical confrontation, violence, hijacking, or other threat occurring on board the aircraft (threat level 2,3,4 events).
In the event that the pilots hear the whistle or other indication of a physical disturbance, and no communication with the flight attendant in the cabin is established, the captain will declare an emergency and land at the nearest suitable airport.
What are the 4 levels of threat?
FOM VOL I, Sec 50.50
Level 1: Verbal.
Level 2: Physical.
Level 3: Imminent threat of death or serious bottling injury.
Level 4: Attempted or actual breach of the flight deck.
Where can the flight crew find flight operations contact information?
FOM VOL I, Appendices
FOM VOL I, Appx. B
www.myfrontier.org > my departments > flight operations > contact list
