GENERAL FLIGHT REGULATION POLICIES

Question 1

What are the Company speed restrictions?

Answer 1

An aircraft speed shall not exceed 250 KIAS below 10,000ft AGL or
minimum clean speed, whichever is greater, unless a specific speed
assigned by ATC, in which case the speed shall not be greater than
250 KIAS below 5,000 ft AGL or minimum clean speed, whichever
is greater.

Question 2

What are the maximum allowable bank angles during takeoff?

Answer 2

• 10 degrees below 300 ft AGL
• 15 degrees at/above 300 ft AGL
• 30 degrees at/above 500 ft AGL

Question 3

What are the maximum permissible rates of climb/descent?

Answer 3

During climb or descent, the maximum vertical speed shall not exceed:
* 2,000 ft/min when within 2,000 ft of the cleared flight level/altitude
* 1,500 ft/min when within 1,000 ft of the cleared flight level/altitude
Higher rates are permissible during climb, cruise, descent, and approach only when:
* Both PF and PM confirm the absence of traffic in the vicinity that may compromise separation or result in a TCAS TA/RA; or
* When explicitly requested by ATC.
Flight crew shall be particularly vigilant concerning the flight guidance modes and aircraft performance when approaching the cleared altitude/flight level (i.e., high altitude level change, turbulence, etc.)

Question 4

Maximum vertical speeds approaching Terrain/Obstacles Below 10,000 feet AGL

Answer 4

Below 10,000 feet AGL, at no time must rates of descent exceed the following values:
* 5,000 ft/min down to an altitude 5,000 ft AGL
* 4,000 ft/min down to an altitude 4,000 ft AGL
* 3,000 ft/min down to an altitude 3,000 ft AGL
* 2,000 ft/min down to an altitude 2,000 ft AGL
* 1,500 ft/min down to an altitude 1,000 ft AGL

Question 5

What are the Company stabilisation approach criteria?

Answer 5

An approach is considered stabilized when the following parameters are met:
1. The aircraft is on the correct path
2. Pitch is within +10° and 0° degrees
3. Bank is not more than 7°
4. Speed is within target speed + 10 kt and VREF/VLS,
excluding minor deviations due to gusty conditions on
final approach
5. The aircraft is in the correct and briefed landing
configuration
6. Sink rate is not more than:
- 1,000ft per minute for CAT C aircraft, or - 1,200ft per minute for CAT D aircraft
If a higher rate of descent is required by aircraft configuration, approach procedure or other specific conditions, it shall be briefed during approach preparations.
7. Thrust/power setting and trim is appropriate for the aircraft configuration and attitude. Significant changes are only allowed for gust compensation. Brief reductions to idle power are acceptable as long as all other stabilization criteria are met.
8. All briefings and checklists have been completed with Speedbrakes lever in Arm position
9. ILS approaches shall be flown within one dot of glide slope and localizer. During Non-Precision approaches the course deviation must stay within ½ dot or 2.5 degrees for VOR approaches and 5 degrees (ADF) for NDB approaches.

Question 6

What is the latest point at which
the stabilization approach criteria must be met during precision and non-precision approaches?

Answer 6

• The stabilization approach criteria should be attained by 1500ft AAL (Recommended Altitude) in full landing
  configuration.
• 1000ft AAL is the latest point where the aircraft shall be in full landing configuration and the stabilized approach
  criteria met.
• A Go Around must be executed if the Stabilized Approach Criteria are not met at 1000ft AAL.
• Only as a consequence of particular speed instructions by ATC, a deviation from the stabilized speed criteria including the associated thrust setting (points 4 and 7) is permitted
  below 1000ft AAL down to 500ft AAL.
• In this case, the stabilized speed criteria and the associated thrust setting must be reached by 500ft AAL at the latest.

Question 7

What is the latest point at which the stabilization approach criteria must be met during a straight-in instrument approach which is cleared to be concluded visually?

Answer 7

Straight-in instrument approaches which are cleared to be concluded visually must meet the Stabilized Approach Criteria at
1,000ft AAL and adhere to the Stabilized Approach Criteria as described for standard Precision and Non-Precision Approaches

Question 8

What is the latest point at which the stabilization approach criteria must be met during circling approaches and visual circuits?

Answer 8

500ft AAL

Question 9

What is Etihad’s policy regarding orbits on final approach?

Answer 9

Orbit on the approach segment, below 2,000ft AAL, is prohibited for any purpose, including losing of height, speed or increasing the track miles, even when requested by ATC.

Question 10

What is Etihad’s policy regarding landing within the touchdown zone?

Answer 10

• The desired touchdown zone lies between 300 to 600m from the landing threshold
• If touchdown cannot be accomplished within the desired touchdown zone, a missed approach should normally be
  initiated with due regard to the remaining runway length.
• Spool up of engines, aircraft speed and pitch attitude must be considered carefully.

Question 11

What is Etihad’s policy regarding the decision to execute a go- around?

Answer 11

• A decision to initiate a ‘Go-around’ rests with the Commander as long as the aircraft is higher than 1,000ft AAL.
• Below 1,000ft AAL, a ‘Go-around’ shall be executed as soon as any active crew member calls out “GO-AROUND”, regardless of who is PF/PM.

Question 12

What is Etihad’s policy regarding consecutive missed approaches executed because of weather conditions?

Answer 12

If two consecutive missed approaches are executed for weather reasons, a third approach using the same runway/approach aid combination shall not be commenced unless a significant weather improvement occurs.

Question 13

When is the Sterile Cockpit Policy in force?

Answer 13

The Commander shall ensure that the “Sterile Cockpit Policy” is in
force:
* From commencement of push back (or engine start when no pushback is required), to Top of Climb (TOC).
* From Top of Descent (TOD) until engine shut down on stand.

Question 14

What is the No Contact Period and when is it valid?

Answer 14

During the no-contact period there shall be no contact with the flight deck from the cabin crew.
The no-contact period is from:
* The application of takeoff power until the undercarriage is retracted.
* The extension of the undercarriage prior to landing, until the aircraft has vacated the runway.

Question 15

What is the priority of tasks for the Pilot Flying (PF) in normal and abnormal situations?

Answer 15

During all phases of flight, the PF duties must be clearly assigned to one Cockpit crew member, who must refrain from performing non-essential duties. PF shall always prioritize tasks as follows:
* Aviate
* Navigate
* Communicate

Question 16

What is the priority of tasks for the Pilot Monitoring (PM)?

Answer 16

• Monitoring flight progress
• Assistance and supervision of PF
• Airspace observation
• Monitoring aircraft systems
• Operating aircraft systems in accordance with task sharing
• R/T communication and correct use of checklists.
• Keeping the necessary flight records.
• Setting, identifying and checking navigational aids according to the instructions of PF.

Question 17

What should be done in case of uncertainty about a clearance given by ATC?

Answer 17

Both Flight Crew members shall monitor ATC clearances and have a responsibility to query any clearance that is not understood, incorrectly received, or incomplete.

Question 18

Can a pilot request ATC for lateral or vertical flight path change if one pilot is absent from the cockpit?

Answer 18

It is mandatory that, when one pilot is absent from frequency no request for lateral or vertical change of the flight path is made to ATC.

Question 19

What are the applicable procedures when a pilot needs to leave the flight deck for
physiological reasons or otherwise?

Answer 19

Prior to leaving the cockpit, both pilots will cross check that the radio panels are configured with the active frequency on set 1 and the guard frequency (121.5) on set 2 including appropriate volume
setting.
During the absence from the cockpit, sterile cockpit rules apply and the remaining pilot at the controls should be wearing head phones and have the full seat harness securely fastened.
The remaining pilot must refrain from performing non-essential duties (i.e. reading of iPad, etc) and have unobstructed vision to the flight instruments at all times.

Question 20

What are the mandatory altitude checks and callouts during climb and descent phases of flight

Answer 20

Altitude awareness is achieved by the active attention of the Flight Crew. This awareness with associated continuous monitoring is the primary means of ensuring that cleared altitudes are adhered to and clearances are not infringed. The mandatory checks and calls are:
* “10000’ above airport elevation”
* Every 10000’ (FL200 and above, in climb and descent):
“Passing ALT/FL…, climbing / Descending FL/ALT…”
* 1000’ before reaching the cleared Altitude or Flight Level:
“one thousand to go”.

Question 21

What critical actions shall be crosschecked and confirmed by the flight crew?

Answer 21

• Engine thrust levers
• Fuel master or control switches
• Engine fire handles or switches
• Engine fire extinguisher switches
• IDG/CSD disconnect switch
• Aircraft configuration changes (Landing gear, flaps, speed brakes)
• Altimeter bug and airspeed bug settings, as applicable
• Altimeter subscale settings
• Altitude (window) settings
• Transfer of control of the aircraft
• Changes to the Automatic Flight system (AFS) / Flight Management System (FMS) and radio navigation aids during the departure and or approach phases of flight.
• Weight/mass and balance calculations and associated AFS/FMS entries.
• Performance calculations or inputs, including AFS/FMS entries.
• Systems reset