General Information and rules (eigene Fragen) Flashcards
Definition Cat 1
Precision instrument approch and landing using an ILS, GLS, GNSS/GBAS with a DH not lower than 200ft and RVR not less than 550m
Definition Cat 2
precision instrument approach and landing using ILS with:
DH below 200ft but not lower than 100ft
RVR not less than 200m
Definition Cat 3A
DH lower than 100ft
RVR not less than 200m
Definition Contaminated Runway
- runway of which more than 25% of the runway surface is covered by the following:
surface water more than 3mm deep or by slush, loose snow, equivalent to more than 3mm of water
snow which has been compressed into a solid mass which resists further compression (compacted snow)
Ice, including wet ice
Damp runway
a runway where the sueface is not dry, but when the moisture on it does not give it a shiny appearance
Dry operating mass
Total mass of the aircraft ready for a specific type of operation excluding usable fuel and traffic load
Hold-over Time (HoT)
Estimated time the anti-icing fluid will prevent the formation of ice and frost and the accumulation of snow on the protected surfaces of an aeroplane
LVO Take-Off
Take-off with an RVR lower than 400m but not less than 75m
What is the Runway Visual Range (RVR) ?
Range over which the pilot of an a/c on the centre line can see the runway surface markings or the lights delineating the runway or identifying its centre line
Jet transport aircraft load factor range? (G-Load in cruise configuration)
Vertical load factor:
-1.0 to +2.5g (cruise configuration)
Definition for Aerodrome Categories
Cat A:
- approved instrument approach procedure
- at least one runway with no performance limited procedure for t/o and/or landing
- published curcling minima not higher than 1000ft above aerodrome leven; and
- night operations capability
Cat B: (does not meet Cat A requirements)
- non-standard approach aids/patterns
- unusual local weather conditions
- unusual characteristics or performance limits
Cat C:
- requires additional considerations to a Cat B
- CPT should visit airport as observer or take simulator training
LVO Qualification
CPT:
T/O: minimum RVR 125m
Land: Cat 2 or Cat 3 RVR minima
(If in his first 100hrs or 40 sectors RVR+100m)
FO:
T/O: minimum 550m RVR
Land: PF only until minima!
Rules on Alcohol and other Intoxicating Liquids
- Only light consumption within 24hrs preceding rostered duties
- No alcoholic drinks must be consumed 8hrs before reporting for a rostered duty!
- No residual ingested alcohol in the bloodstream in excess of 0.2 promille when reporting for duty!
Commanders Discretion
- maximum extension of fdp of 2 hrs (see FTL tabel OM-A chapter 7)
- Commanders discretion report must be filed
Rest periods
HOMEBASE?
OOB?
HOMEBASE:
-minimum rest period before starting an FDP: at least 12hrs or the time of preceeding duty period if longer
OOB:
-at least 10 hrs or the time of preceeding duty period if longer
Overweight Landing
Recommended in the following conditions:
- serious malfunction that affects airworthiness of the aircraft
- condition where expeditious landing would prevent a non normal situation developing into an unsafe situation
- serious illness on board requiring prompt medical attention
- if directed by QRH „land at the nearest suitable airfield“
(Autolands not recommended in overweight)
Take-off alternate aerodrome:
Time and distance?
-maximum 1 hour flying time at an OEI cruising speed, in still air conditions, being 416 and 427nm.
Max 400nm over water.
Selection of aerodromes:
Destination alternate aerodrome:
There shall be at least one destination alternate aerodrome for each Instrument Flight Rules (IFR) flight or:
• The duration of the planned flight from take-off to landing or in the event of in-flight replanning in accordance with CAT.OP.MPA.150(d), the remaining flying time to destination does not exceed 6 hours; and
• Two separate runways are available and usable at the destination aerodrome and the appropriate weather reports and/or forecasts for the destination aerodrome indicate that, for the period from one hour before until one hour after the expected time of arrival at the destination aerodrome, the ceiling will be at least 2000 ft or circling height + 500 ft, whichever is greater, and the ground visibility will be at least 5 km.
Two destination alternate aerodromes shall be selected when:
• The appropriate weather reports and/or forecasts for the destination aerodrome indicate that during a period commencing one hour before and ending one hour after the estimated time of arrival, the weather conditions will be below the applicable planning minima; or
• No meteorological information is available.
RFFS category for Malta Air B737-800?
The RFFS category for Malta Air B737-800 series aircraft is RFFS Category 7.
OR in case of temporary downgrade per NOTAM:
-Two categories below the Aeroplane RFFS Category, but
not lower than category 4.
(In flight, the Commander may decide to land at an Aerodrome where the Aerodrome RFFS Category is lower than specified above, if in his judgment and after due consideration of all the prevailing circumstances, to do so would be safer than to divert.)
Aerodrome Operating Minima General:
Heights in relations to?
Heights used for calculation of Circling minima are related to the aerodrome elevation. Circling altitude is temperature corrected then rounded up to the nearest 100 ft.
Heights used for calculation of non-precision procedures may be related to aerodrome or threshold elevation. Refer to OM C for respective reference datum applied.
Decision Height (DH) for precision approaches are related to the threshold elevation of the landing runway.
Minimum Descent Altitude (DA/MDA) is temperature corrected if required then an additional 40 ft is added.
CAT II Decision Heights are related to the threshold elevation.
CAT II Radio Altimeter setting heights are related to the highest terrain elevation underneath the approach path within a radius of 30 m around the point on centerline above which the nominal glide path height equals the DH.
CAT III Decision Height/Radio Altimeter setting heights are not calculated individually since the standard DH value is approved for the particular aeroplane type and is published in Table 8.14 and 8.15.
Classification of Aeroplanes:
The approach classification for Malta Air aircraft is Category C as derived from the table below:
A = VAT Less than 91 kt B From 91 to 120 kt C From 121 to 140 kt D From 141 to 165 kt E From 166 to 210 kt
Take-off – aeroplanes (without an approval for Low Visibility Take-Off (LVTO))?
Facilities
Day only: Nil** facilities: RVR/VIS (m)* =500m
Day: at least runway edge lights or runway centreline markings = 400m RVR/VIS*
Night: at least runway edge lights and runway end lights or runway centreline lights and runway end lights = 400m RVR/VIS*
- :The reported RVR/VIS value representative of the initial part of the take-off run can be replaced by pilot assessment.
- *: The pilot is able to continuously identify the take-off surface and maintain directional contr
Aerodrome Operating Minima NPA, APV, CAT I OPERATIONS?
ILS/MLS/GLS = 200ft GNSS/SBAS (LPV) = 200ft GNSS (LNAV) = 250 ft GNSS/Baro-VNAV (LNAV/VNAV) = 250ft LOC with or without DME = 250ft SRA (terminating at 1⁄2 NM) = 250ft SRA (terminating at 1 NM) = 300ft SRA (terminating at 2 NM or more) = 350ft VOR = 300ft VOR/DME = 250ft NDB = 350ft NDB/DME = 300ft VDF = 350ft
CAT 1 minimum RVR per aaproach light for 200ft DH?
FALS: 550m
IALS: 750m
BALS: 1000m
NALS: 1200m
(Values change with changing DH, OMA 8.1.4.4.6 Tabel 6 RVR vs DH)
Approach Lighting Systems?
FALS IALS BALS NALS
Class of lighting facility = Length, configuration and intensity of approach lights
FALS = CAT I lighting system (HIALS ≥720 m) distance coded centreline, Barrette centreline
IALS = Simple approach lighting system (HIALS 420 – 719 m) single source, Barrette
BALS = Any other approach lighting system (HIALS, MALS or ALS 210 – 419 m)
NALS = Any other approach light system (HIALS, MALS or ALS ≤210 m) or no approach lights
Minimum RVR for NDB, NDB/DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA, GNSS/LNAV with a procedure that fulfils the criteria in AM.
min RVR 750m
Minimum conditions for circling?
MDH (ft) ?
Visibility (m) ?
minimum MDH: 600ft
minimum Visibility: 2400m
Circling at Night conditions?
Wind?
Ceiling minimums?
New Captains?
- At night, the maximum reported surface crosswind component for a circling approach is 20 kts. Gust values shall not exceed 40 kts.
- At night, the ceiling required before commencing an approach shall be Circling Minimums +300’,
- „New” Captains may not conduct Circling approached at night.
Minimum RVR for visual Approaches for Malta/Ryanair
Malta Air will not use an RVR of less than 800 m for a visual approach.
Conversion of Reported Meteorological Visibility to RVR
- A conversion from meteorological visibility to RVR/CMV will not be used:
a. when reported RVR is available;
b. for calculating take-off minima; and
c. for any RVR minima less than 800 m. - When the RVR is reported as being above the maximum value assessed by the aerodrome operator, e.g. ‘RVR more than 1500 m’, it will not be considered as a reported value for (1)(a).
- When converting meteorological visibility to RVR in circumstances other than those described in (1) above, the conversion factors specified in Table 9 will be used
Conversion of reported meteorological visibility to RVR/CMV:
HI approach and runway lights:
1.5 Day / 2.0 Night
Any type of light installation other than above: 1.0 Day / 1.5 Night
No lights:
1.0 Day / not applicable Night
Effect on Landing Minima of Temporarily Failed or Downgraded Ground Equipment:
The commander will not consult such instructions after passing XXXX? ft above the aerodrome. If failures of ground aids are announced at such a late stage, the approach may be continued at the commander’s discretion.?
1000ft and later
Take-off alternate aerodrome?
Malta Air only selects an aerodrome as a take-off alternate aerodrome when the appropriate weather reports and/or forecasts indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable landing minima. The ceiling is taken into account when the only approach operations available are non-precision approaches (NPA) and/or circling operations. Any limitation related to OEI operations is also taken into account.
a destination aerodrome other than an isolated destination aerodrome
Malta Air only selects the destination aerodrome when:
- the appropriate weather reports and/or forecasts indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable planning minima as follows:
i. RVR/visibility (VIS) specified in accordance with CAT.OP.MPA.110; and
ii. for an NPA or a circling operation, the ceiling at or above MDH; or
-two destination alternate aerodromes are selected.
a destination alternate aerodrome, fuel En-Route Alternate (fuel
ERA) aerodrome, En-Route Alternate (ERA) aerodrome:
Malta Air only selects an aerodrome for one of these purposes when the appropriate weather reports and/or forecasts indicate that, during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the planning minima in the table below.
APPROACH TYPE
1) For CAT II and CAT III approaches
2) CAT 1 Approaches
3) NPA (Non precision approaches)
4) APV BARO-LNAV/VNAV
5) Circling
PLANNING MINIMA
1) CAT I RVR minima
2) Non precision RVR/Visibility and ceiling minima
3) NPA minima plus 1,000 m/200 ft
4) NPA or CAT I minima, depending on the DH/MDH
5) Circling minima
Malta/RyanAir Fuel Policy:
No Malta Air revenue flight shall be planned to arrive at destination with less than XXXX kg of fuel. This means that the DEST Fuel in the PROGRESS page of the FMC shall indicate not less than XXXX kg at dispatch.
1800kg
Taxi Fuel calculation?
How much fuel per minute?
Taxi Fuel = Engine Start Fuel + ([Taxi FF × Taxi Time] + [APU FF × Taxi Time] + [Anti Ice OFF × Taxi Time] = 13 kgs/min for Malta Air 737-800 Taxi Fuel figure.
Trip fuel definition?
Trip fuel, which includes:
i. fuel for take-off and climb from aerodrome elevation to initial cruising level/altitude, taking into account the expected departure routing;
ii. fuel from top of climb to top of descent, including any step climb/descent;
iii. fuel from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure; and
iv. fuel for approach and landing at the destination aerodrome.
Contingency fuel defintion:
The higher of:
-EITHER:
A. 5% of the planned trip fuel or, in the event of in-flight replanning, 5% of the trip fuel for the remainder of the flight;
B. not less than 3% of the planned trip fuel or, in the event of in-flight replanning, 3% of the trip fuel for the remainder of the flight, provided that an En-Route Alternate (ERA) aerodrome is available;
-OR an amount to fly for 5 minutes at holding speed at 1500 ft (450 m), above the destination aerodrome in standard conditions.
Alternate fuel definition?
fuel for a missed approach from the applicable DA/H or MDA/H at the destination aerodrome to missed approach altitude, taking into account the complete missed approach procedure;
fuel for climb from missed approach altitude to cruising level/altitude, taking into account the expected departure routing;
fuel for cruise from top of climb to top of descent, taking into account the expected routing;
fuel for descent from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure; and
fuel for executing an approach and landing at the destination alternate aerodrome;
(where two destination alternate aerodromes are required, sufficient fuel to proceed to the alternate aerodrome that requires the greater amount of alternate fuel.)
Final Reserve Fuel Defintion?
fuel to fly for 30 minutes at holding speed at 1500 ft (450 m) above aerodrome elevation in standard conditions, calculated with the estimated mass on arrival at the destination alternate aerodrome or the destination aerodrome, when no destination alternate aerodrome is required.
Additional Fuel which permits?
-the aeroplane to descend as necessary and proceed to an adequate alternate aerodrome in the event of engine failure or loss of pressurisation, whichever requires the greater amount of fuel based on the assumption that such a failure occurs at the most critical point along the route, and
A. hold there for 15 minutes at 1500 ft (450 m) above aerodrome elevation in standard conditions; and
B. make an approach and landing, except that additional fuel is only required if the minimum amount of fuel calculated in accordance with (1)(b) to (1)(f) is not sufficient for such an event; and
-holding for 15 minutes at 1500 ft (450 m) above destination aerodrome elevation in standard conditions, when a flight is operated without a destination alternate aerodrome.
Fuel Policy Location of the Fuel En-route Alternate (FUEL ERA) Aerodrome?
The fuel ERA aerodrome is located within a circle having a radius equal to 20% of the total flight plan distance, the centre of which lies on the planned route at a distance from the destination aerodrome of 25% of the total flight plan distance, or at least 20% of the total flight plan distance plus 50 NM, whichever is greater. All distances will be calculated in still air conditions
PIC Extra Fuel:
(The penalty for carriage of extra fuel is approximately 2.5% of extra fuel per hour of flight. (i.e. on a 4 hour sector up to 10% of the extra fuel uplifted will be burned off due to the increased aircraft weight).)
The following guidelines will be used in helping to determine when to load PIC Extra Fuel:
- Thunderstorms are forecast;
- Operational landing limits are forecast or reported to be 2/3 or less of the forecast RVR, for example landing RVR 600 m and forecast is 900 m RVR or less.
- An unscheduled runway closure, affecting the arrival rate, for example: Freezing precipitation (runway treatment) – Moderate to heavy intensity snowfall (snow removal);
- Crosswinds in excess of 2/3 of limiting value;
- Contaminated/Slippery runway limitations (it may be desirable to reduce landing weight and not increase by loading extra fuel in these conditions);
- Forecast en-route adverse meteorological conditions.
Fuel or weight penalty calculation? (Taking 2500kgs fuel more for example)
The following formula may be used to calculate the additional Trip Fuel burn when ATOW exceeds FPL TOW on non-tankering sectors:
2.5% of the additional weight (fuel in this example) carried in kg, multiplied by the flight time in hours. For the B737-NG, 2.5% of the additional fuel carried in kg, multiplied by the flight time in hours, e.g. 1500 kg additional weight (fuel) carried for a 2 hr flight = 0.025 × 1500 × 2.0 = 75 kg.
Mass and Balance:
Last minute changes to the paper loadsheet?
ensure that:
- any last minute change is entered on the loadsheet and entered in the FMC and is brought to the attention of the Commander
- the maximum last minute change allowed is <=500kgs whether passengers cargo or fuel or any combination thereof; and
- new mass and balance documentation is prepared if this maximum number is exceeded, i.e. for > = 501 Kg.
(last minute changes are easily recorded on the LID and entered in the OPT W&B App. There is no maximum limit to the electronic LMC weight adjustment as any change will trigger an entirely new calculation within the App.)
Mass and Balance Loading
Dry Operating Mass includes?
- Crew and crew baggage;
- Catering and removable passenger service equipment; and
- Tank water and lavatory chemicals.
Mass and Balance
Loading Mass Values for Crew Members?
- Malta Air uses standard masses, including hand baggage, of 85 kg for flight crew/technical crew members and 75 kg for cabin crew members to determine the dry operating mass.
- Malta Air corrects the dry operating mass to account for any additional baggage. The position of this additional baggage is accounted for when establishing the centre of gravity of the aeroplane.
Mass and Balance
Loading Mass Values for Passengers and Baggage?
(When determining the mass of passengers by using standard mass values, the standard mass values in Table 11, ‘30 and more’, ‘all adult’ mass, is used. The standard masses include hand baggage and the mass of any infant carried by an adult on one passenger seat. Infants occupying separate passenger seats are considered as children.)
All flights except holiday charters: 84kg
Holiday charters: 76kg
Children: 35kg
Standard masses for passengers – aircraft with total number of passenger seats of 20 or more?
Domestic: 11kg
Within the European region: 13kg Intercontinental: 15kg
All other: 13kg
Mass and Balance:
Loading Fuel Density?
If the actual fuel density is not known, Malta Air uses standard fuel density values for determining the mass of the fuel load. Such standard values are based on current fuel density measurements for the airports or areas concerned. For JET A1 (Jet fuel JP 1) Malta Air uses .79.
Shear Value on OFP:
How is it calculated?
Theoretically there is no upper limit to the value but generally it will appear as a single digit. The wind shear value is calculated from wind speed and direction samples taken 2,000 ft above and 2,000 ft below the datum level.
The lower the number the less the chance of turbulence.
Moderate turbulence can be encountered whenever the shear value is equal to or greater than 3. Severe turbulence can be anticipated whenever the shear value is equal to or greater than 5.
The following documents, manuals and information shall be carried on each Malta Air flight, as originals or copies unless otherwise specified?
a. the Aircraft Flight Manual (AFM), or equivalent document(s);*
b. the original certificate of registration;
c. the original Certificate of Airworthiness (CofA);
d. the noise certificate, including an English translation, where one has been provided by the TM CAD;
e. a certified true copy of the Air Operator Certificate (AOC);
f. the operations specifications relevant to the aircraft type, issued with the AOC;
g. the original aircraft radio licence, if applicable;
h. the third party liability insurance certificate(s);
i. the journey log for the aircraft;
j. the aircraft technical log, in accordance with Annex I (Part-M) to Regulation (EU) No 1321/2014;
k. details of the filed ATS flight plan, contained in the LIDO OFP;
l. current and suitable aeronautical charts for the route of the proposed flight and all routes along which it is reasonable to expect that the flight may be diverted (Navtech);
m. procedures and visual signals information for use by intercepting and intercepted aircraft (Navtech FSB);*
n. information concerning search and rescue services for the area of the intended flight, which shall be easily accessible in the flight crew compartment (Navtech FSB);*
o. the current parts of the operations manual that are relevant to the duties of the crew members, which shall be easily accessible to the crew members;
p. the MEL;
q. appropriate notices to airmen (NOTAMs) and Aeronautical Information Service (AIS) briefing documentation;
r. appropriate meteorological information;
s. mass and balance documentation;
t. the operational flight plan;
u. notification of Special Categories of Passenger (SCPs) and special loads; and
v. any other documentation that may be pertinent to the flight or is required by the States concerned with the flight.
Note: * Item so marked are carried in an electronic format.
