GOM Flashcards
How will you determine the currency of your manuals?
APCL Aircraft Publications Currency List
What are the 4 pillars of the Safety Management System SMS?
PRAP Policy Risk Management Assurance Promotion
List all required items in the crewmember flight kit.
Pilot Certificate Medical Certificate FCC Radio Station License Mesa ID Card Passport Logbook Pen Glasses, if required Training Folder, if required Flashlight Jeppesen Inflight Publications Required Manuals
If the FO does not yet have 100hrs SIC in the type of airplane, in what situations must the captain make all takeoffs and landings?
WXCGVORS
Visibility less than 3/4 (Mesa 1SM) RVR less than 4,000’ (Mesa 5,000’) Contaminated Runway Braking Action less than “Good” Crosswind > 15kts Windshear in the vicinity Special Airports Any other condition determined by PIC
After the FO has consolidated (reached 100hrs flight time), when must the captain make the takeoff and/or landing on any given flight?
Visibility less than 1SM or 5,000’ RVR
How long is the temporary certificate issued under Exemption 11152 valid for?
72 hours
In which of the following situations is the flight deck considered sterile? Taxi Boarding at the Gate All flights below 10,000’ MSL Descending through FL180 on a STAR
Taxi
Not All flights below 10,000’ MSL because it could be in cruise below 10,000’
How many LEOs are required to carry 2 low risk prisoners on a flight of 3 hours?
1
How many LEOs are required to carry 1 low risk prisoner on a flight of 4.5 hours?
2
How many LEOs are required to carry 1 high risk prisoner?
2
How many LEOs are required to carry 2 high risk prisoners?
Mesa does not carry more than 1 high risk prisoner.
The CRM cornerstone is
Authority with Participation,
Assertiveness with Respect
Write an example of an assertive statement.
OSSPA Opening, Statement of Concern, State the Problem, Propose a Solution, Achieve an Agreement
What are the 6 components of CRM utilized by Mesa Airlines?
CCDTMS Can’t Call, Damn Too Much School Communication Coordination Decision-Making Task and Information Management Mission Planning Situational Awareness
What is a threat?
An event or error introduced outside of the crew’s influence that, if not managed properly, can reduce safety margins.
Which of the following statements is true regarding takeoff below 1600 RVR?
HIRL and CL lights must be operational
A minimum of 2 operational RVR reporting systems are required
If more than 2 RVR reporting systems are operational, only the TDZ and mid reports are controlling
All are above are true
A minimum of 2 operative RVR reporting systems are required
Which of the following are true regarding Exemption 17347?
The main body of the TAF for all airports must be forecasting at least the required ceiling and visibility.
The conditional phrase for the destination and first alternate must not be forecasting ceiling or visibility lower than 50% of that required.
The second alternate airport TAF must be forecasting at least the derived alternate minimums and not have any conditional phrases indicating lower than that required.
All of the above
When must SMGCS Surface Guidance Movement and Control System procedures be used?
Surface visibility below 1200 RVR
If equipment or components are missing from the aircraft but do not affect safe operation, they can be deferred in accordance with the:
CDL
Which of the following items IS permitted in a passenger’s carry-on baggage only?
Alcoholic beverages exceeding 70% ABV
A lighter which does not contain unabsorbed liquid fuel
Small arms ammunition
Spare lithium batteries for portable electronic devices
a lighter which does not contain unabsorbed liquid fuel
spare lithium batteries for portable electronic devices
What is the maximum amount of small arms ammunition permitted in check baggage per person and in total?
11lbs per package limited to 110lbs per total aircraft
Which statement is true regarding the carriage of motorized wheelchairs powered by lithium ion batteries?
The battery must be removed from the wheelchair and carried carry-on baggage.
T/F The captain is not required to be notified if the aircraft is carrying Category B infectious/biological substances.
False
The preferred configuration for deicing operations is:
Engines running and APU off
How many ARTCCs exist over the continental US?
20
What equipment is required for flight in RVSM airspace?
1 Autopilot, 2 ADCs, 2 Mode-C Transponders, 1 Altitude Alerting System
T/F Canada: No person may operate an aircraft at an indicated airspeed of more that 200kts if the aircraft is below 3,000’ AGL within 10NM of a controlled aerodrome.
True
T/F Canada: No person shall operate an aircraft at an indicated airspeed of more than 200kts if the aircraft is below 3,000’ AGL within 10NM of a controlled aerodrome.
T/F ATC can waive the above speed restriction.
True, True
In Canada, the following IAP fix reports are mandatory:
IAP Outbound
IAP Inbound
Intercepting the FAC Inbound
Canada: General declarations
Submitted electronically
Not required from the US to Canada
Mexico: T/F The maximum airspeed is 250kts within 30NM from any airport at or below 10,000’AGL
True
Mexico: T/F The maximum airspeed is 200kts when operating IFR within 10NM of an aerodrome when below 3,000’AGL.
True
Mexico: Change to QNE (29.92) when climbing through
18,500’ MSL
Mexico: Change to QNH (local altimeter setting) when descending through
FL195
Classes of Airspace in Mexico
A FL200and above D TMA Terminal Control Area E Controlled airways which extend from the MEA to FL200 F Advisory Service Areas G Uncontrolled Airspace
During ground deicing, the holdover time begins
At the start of the final application of the deicing/anti-ice process
As a FO, what is the lowest visibility you can perform a takeoff?
1SM
The 3 methods used to defer maintenance discrepancies are
MEL, CDL, and NEF Manuals
As a FO, can you perform a takeoff using less than standard condition, provided the CA is an IOE check airman?
Yes
If a pilot has participated in scuba diving, they must wait to fly until
24hrs
A dispatch release is valid from
2hrs from the proposed time of departure
Marginal Conditions
500-1 Above the lowest landing minimums
Wait __ hrs before returning to work after donating blood
72hrs
T/F: Exemption 17347 - the main body of the forecast must show the required weather
True
T/F Exemption 17347 - The remarks section of the TAF may show no less than 50% of the required weather (per the derived alternate mins)
True
Refueling with one engine running is permitted T/F
False
The major responsibility for Operation Control of a Mesa Airlines aircraft is:
The Director of Operations and the PIC
Pre-takeoff contamination check (related to holdover times) is allowed T/F
False
What limitations exist for a high minimums captain?
add 100’ and 1/2SM to landing minimums, alternate not below 300-1
What limitations exist for a low-time SIC?
WXCGVORS Windsear X-wind over 15kts Contaminated rwy G braking action less than “Good” Visibility less than 3/4 (1 for Mesa) Other per PIC RVR 4,000’ (5,000’ for Mesa) Special Airport
What are the minimum IOE requirements?
25hrs
What does an “O” mean in the remarks of a MEL?
The operation can be completed by a crewmember
T/F Mesa will provide a child restraint system
False
A passenger must be at least ___ years old to occupy an exit row seat
15
The illusion experienced with a nose up pitch during acceleration
stomatogravic illusion
CAT II mins are as low as
1200 RVR
Can CAT II approaches be flown with the tower closed?
No
If there is cargo on board, we must be dispatched within ___ minutes from landing.
60
when conducting a CAT II approach, the DH is determined using the
radar altimeter
Takeoff is authorized down to ___ RVR if 2 transmissometers are operational
500 RVR
the min vis for the FO to takeoff is
1SM
What equipment is required for RVSM?
tbd
What equipment is required for CAT II?
tbd
What is the Mesa Airlines Emergency Procedures ABCs?
ATIS
ATC
Advise FA
Build
Bug - FMS Frequencies, Minimums, Speeds
Brief
Checklist
Security Briefing Items
The security briefing prior to each flight provides the crew with the opportunity to become familiar with the unique circumstances which may affect the flight and how the ISC In-Flight Security Coordinator will handle security issues.
The following must be covered during the security portion of the crew member briefing:
- Passenger manifest review (LEO/SSR)
- FAM, FFDO, and LEO identification
- The preferred methods of signaling duress in the cabin
- Security directives/alerts
- Question/answer
- See something, say something
What are the 4 security threat levels and what triggers each level?
Threat Level 1: Disruptive, Suspicious behavior
Action: lockdown if away from gate
Notify: GSC, SOC, LEO, TSA
Threat Level 2: Physically Abusive behavior
Action: lockdown if away from gate, divert flight
Notify: GSC, SOC, LEO, TSA
Threat Level 3: Life-threatening behavior
Action: at gate disable aircraft and escape, divert flight and lockdown squawk 7700 or 7500
Notify: PA, GSC, SOC, LEO, TSA
Threat Level 4: Attempted or actual breach of the flight deck
Action: same as threat level 3
After a security related incident has been reported, can you depart if it has been resolved?
No. TSA must provide permission to depart whenever a LEO has been requested even if the request is later canceled. Permission is not required for non-security related issues (drunk passenger, smoking passenger…)
LRBL if landing is not possible within 30min
Descend to maintain no more than 1PSI difference, slow to approach speed and configure for landing, disable all non-essential power to the nearby area
As close as possible to the center of the second row window from the last window on the aircraft left.
Pax should be removed from the last row and 4 rows fore of the LRBL.
What direction is RVSM airspace flown?
Odd Altitudes: FL 290-410 fly east
Even Altitudes: FL 300-400 fly west
East is Odd, West is Even
What equipment is required for RVSM operation?
Autopilot, altitude alerting system, 2 transponders (1 must be operational), 2 ADCs (both must be operational)
What is an aircraft upset defined as? Be specific.
Pitch Up > 25deg
Pitch Down > 10deg
Bank Angle > 45deg
Within the above parameters but flying at airspeeds inappropriate for the conditions
What is the best method to avoid wake turbulence in flight?
Fly above the flight path or fly 1,000’ below the flight path (depending on aircraft class)
How would you recover from a nose-low inverted stall?
PUSH to reduce AOA, then once the wings are unloaded (and you’re flying inverted), roll wings level
Where are the pilot manual effective dates checked - which documents?
MCL Manual Currency List
APCL Aircraft Publications Currency List
What is required to act as PIC or SIC at Mesa?
No pilot may act as Pilot-in-Command (PIC) or Second-in-Command (SIC) at Mesa Airlines, Inc. unless the pilot:
1. Holds an airline transport pilot (ATP) certificate.
a. A Pilot must be 23 years of age if the ATP certificate was obtained under aeronautical experience requirements of 61.159, 61.161, or 61.163; or
b. A pilot must 21 years of age if an ATP was obtained under aeronautical experience requirements of 61.160.
2. Holds an FAA issued appropriate aircraft type rating for the aircraft being flown.
3. Is employed by Mesa Airlines, Inc.
B. The Pilot-in-Command (PIC) must be at least age 23 and have 1,000 hours as Second-in-Command (SIC) in operations unless qualified prior to July 31, 2013. A pilot may credit 500 hours of military time obtained as Pilot-in-Command (PIC) of a multi-engine turbine-powered, fixed wing airplane in operation requiring more than one pilot.
What currency is required as an ATP holder?
- Mesa Airlines, Inc. requires that no person may serve as PIC or Second- in-Command (SIC) if they have not met the required proficiency and currency requirements. It is the responsibility of crewmembers to advise their supervisors if they are approaching non-currency or flight duty time legality limitations.
No PIC or first officer may serve in that capacity under FAR 121 unless they have made at least three takeoffs and three landings in an approved visual simulator or in the type airplane in which that person is to serve within the preceding 90 days, in accordance with FAR 121.439.
Pilots are required to satisfactorily complete the online portion of their Recurrent Ground Training on or before their Due Month; for AQP, on or before the fifth month of any AQP online training cycle (i.e. May and November). Permission must be obtained from the Chief Pilot to extend this training into their Late Grace Month.
When can first officers with less than 100hrs not make any takeoffs or landings?
In accordance with FAR 121.438(a), if the first officer has fewer than 100 hours of flight time as SIC in operations under FAR 121 in the type airplane being flown, and the PIC is not an appropriately qualified check pilot, the PIC must make all takeoffs and landings in the following situations:
WXCGVORS
a. At special airports designated by the Administrator or at special airports designated by the certificate holder.
b. In any of the following conditions:
1 The prevailing visibility value in the latest weather report for the airport is at or below 3⁄4 mile. NOTE: All takeoffs with less than one mile visibility will be made by the PIC.
2 The runway visual range for the runway to be used is at or below 4,000 feet. NOTE: All takeoffs with less than 5,000 RVR will be made by the PIC.
3 The runway to be used has water, snow, slush or similar conditions that may adversely affect airplane performance.
4 The braking action on the runway to be used is reported to be less than “good.”
5 The crosswind component for the runway to be used is in excess of 15 knots.
6 Windshear is reported in the vicinity of the airport.
7 Any other condition in which the PIC determines it to be prudent to exercise the PICs prerogative.
For Special Airport Qualifications refer to section 7.34 Special Airport Qualification Procedures.
What is Mesa’s limit on scuba diving?
Crewmembers shall not participate in scuba diving within a 24 hour period prior to reporting to duty.
What is Mesa’s limitation on blood donations?
It is recommended that crewmembers not donate blood unless it is absolutely necessary. In no case will a crewmember report for duty within 72 hours of giving blood.
What is Mesa’s limitation regarding benadryl?
Crewmembers must not participate in any operation of Mesa Airlines, Inc. aircraft if they have taken either Benedryl or Phyribenzamine within the preceding 12 hours.
What is Mesa’s limitation regarding the use of antihistamines?
The use of any over-the-counter antihistamine cold remedy or any other over- the-counter antihistamine within 12 hours before flight is prohibited. The use of any prescription antihistamine within 12 hours before flight is prohibited except in consultation with an Aviation Medical Examiner.
What are Mesa’s limitation regarding eye dilation?
Belladonna, aanthine, atrophine or atrophine-like drugs are often given for dilating pupils of the eye for some internal disorders. The dilation of the pupils has a serious effect on vision. Therefore, these drugs should not be used unless absolutely necessary. If they are used, flight crewmembers should not return to flight duty within 12 hours after use unless a medical release is obtained.
What is the FAR limit and Mesa’s limitation regarding the use of alcohol?
According to the FARs, no person will act as a flight crewmember, flight attendant, flight instructor, aircraft dispatcher, ground security coordinator, aviation screener, air traffic controller, or perform aircraft maintenance / preventative maintenance duties:
- While under the influence of alcohol or drugs of any kind, or under the residual effects of alcohol or prescription drugs, that might affect the performance of duties.
- Within eight hours after consumption of any alcoholic beverage.
- While having a 0.04% by weight or greater alcohol in the blood content.
Mesa Airlines, Inc. company policy prohibits any employee from performing safety/security sensitive duties while having a 0.02% by weight or greater alcohol in the blood content.
Mesa Airlines, Inc. prohibits all employees in safety sensitive positions from consuming any alcoholic beverage within twelve hours of duty.
When does Mesa require notification of Medical Certificate renewal?
A crewmember’s FAA Medical Certificate that expires in a given month must be renewed by the 25th day of that month unless prior arrangements are made with the Chief Pilot’s office. It is the crewmember’s responsibility to send a legible copy of the new medical certificate to the Manager of Crew Qualifications no later than the 25th day of the month, 23:59 PHX time (unless prior arrangements have been made with the Chief Pilot’s office). It is recommended that the pilot contact the Manager of Crew Qualifications to ensure that the certificate copy has been received. Failure to provide a current medical certificate to Mesa Airlines, Inc. without an extension granted by the crewmember’s supervisor will result in immediate suspension of the pilot from active line status.
a. Fax: (888) 228-4659.
b. Voice: (888) 269-7893.
c. Email: crewquals@mesa-air.com.
Can you work without a passport?
No. All crewmembers are required to have a valid passport in their possession while on duty.
What procedures are in place if a pilot loses/misplaces their airman or medical certificates?
When a pilot loses/misplaces their airman or medical certificate(s) prior to a scheduled departure and insufficient time exists to contact the FAA in Oklahoma City, Airman Certification Branch, the following procedures will apply:
Following positive verification of the pilot’s identity, the Crew Scheduling Supervisor or authorized authority will confirm the pilot’s legality and issue the Mesa Airlines, Inc. Temporary Airman Certification Letter (Form #OP002). This letter will serve as the pilot’s temporary certificate(s) for a period of 72 hours from the time of issue.
A pilot who operates a flight using this procedure must ensure that a request for a legal replacement document from the FAA confirming the applicable certificate is received within 72 hours of the initiation of any flight conducted. The pilot must send a copy of the document received from the FAA to the Mesa Airlines, Inc. Manager of Crew Qualifications within 24 hours of the receipt of that document. This request may be made at the FAA’s website (www.faa.gov).
This procedure may only be exercised when the affected pilot operates totally within the 48 contiguous states and the District of Columbia.
What are the 4 Pillars of Safety (SMS Safety Management System)?
Safety Policy
Safety Policy is a statement of commitment to Mesa Airlines, Inc.’s safety objectives, assigned responsibilities and standards through its management and employees. See the Mesa Airlines, Inc. Safety Policy Statement at the beginning of the manual following the cover page.
Safety Risk Management (SRM)
SRM component provides a decision-making process for identifying hazards and mitigating risk based on a thorough understanding of Mesa Airlines, Inc.’s operating environment. SRM includes decision-making regarding management acceptance of risk to operations. The SRM component is Mesa Airlines, Inc.’s way of fulfilling the commitment to consider risk in operations and to reduce it to an acceptable level. In that sense, SRM is a design process, a way to incorporate risk controls into operations or to redesign controls where existing controls are not meeting expectation.
Safety Assurance (SA) SA provides the necessary processes to meet safety objectives and ensure mitigations, or risk controls, developed under SRM are working. SA is a process to watch what is going on and review what has happened to ensure that objectives are being met. Thus, SA requires monitoring and measuring safety performance of operational processes and continuously improving the level of safety performance.
Safety Promotion
Safety Promotion, the last component, is designed to ensure employees have a solid foundation regarding their safety responsibilities, the safety policies and expectations, reporting procedures, and a familiarity with risk controls. Thus, training and communication are the two key areas of safety promotion.
What is the SMS Safety Management System?
SMS is a CFR Part 5 regulatory requirement and an FAA approved program designed to make commercial aviation safer by allowing the technical information available from various programs to be reviewed on a regular basis to identify trends and potential hazards to safe, efficient operations. Recommendations are made from the review committee which will be integrated into the airline training programs and manual library.
What is FOQA?
The fundamental objective of the Flight Operations Quality Assurance (FOQA) Program is to identify, reduce and eliminate, if necessary, safety risks, as well as improving compliance to Mesa Airlines, Inc. Standard Operating Procedures and the Federal Aviation Regulations. More information about this program can be found in the Mesa Airlines, Inc. Safety Program Manual.
What is AQP Reporting?
The Advanced Qualification Program (AQP) authorizes airlines to develop proficiency-based training programs based on an analysis of those tasks in which a crewmember must be proficient to safely operate transport category aircraft utilizing Crew Resource Management/Threat and Error Management. Data gathered from the results are used to enhance training and awareness.
What is ASAP?
The Aviation Safety Action Program (ASAP) is based on a three party agreement and safety partnership between the Federal Aviation Administration (FAA), MASA and the Air Line Pilot Association (ALPA). Each party is committed to improving safety by applying a systematic approach comprised of technical operations personnel promptly identifying and correcting potential safety hazards.
b. The primary purpose of the MASA Aviation Safety Action Program (ASAP) is to identify safety events and implement corrective measures that reduce the opportunity for safety to be compromised. This ASAP applies to all pilots of MASA and only to events that occur while acting in that capacity. Reports of events involving apparent non-compliance with 14 CFR that is not inadvertent or that appears to involve an intentional disregard for safety, criminal activity, substance abuse, controlled substances, alcohol or intentional falsification are excluded from the program.
c. The ASAP Submitter Guide is available on the company website under the Safety tab. More information about this program can be found in Chapter 3 of the Mesa Airlines, Inc. Safety Program Manual, found on the Mesa Airlines, Inc. Technical Publications website.
d. The Pilot ASAP Memorandum of Understanding (MOU), which includes all information associated with the Pilot ASAP program, is available on the Mesa Airlines, Inc. ASAP home page at: http:// mesa-safety.wbat.org/.
ASAP Reports do not replace Occurrence Reporting requirements.
What is the Continuing Analysis and Surveillance System?
The intent of the Continuing Analysis and Surveillance System is to effectively monitor, analyze and implement changes to processes and procedures related to the performance and effectiveness of the inspection and maintenance programs, and any alterations to those programs.
Performance goals and statistics are set by codeshare partners and satisfaction of these goals is an integral part of providing exemplary customer service to the passengers onboard Mesa Airlines, Inc. flights. The following performance figures are tracked carefully and used to rate Mesa Airlines, Inc.’s performance as an air-carrier:
- Departure D-0 - The departure of flights at or before scheduled departure time.
- STAR/Head Start Flights - The on-time performance of those flights operated as first flights of the day (also defined as all flights departing prior to 0900 LCL time).
- Arrival A-14 - The arrival of flights no later than 14 minutes past scheduled arrival time.
- Minimum Service Times - The maximum amount of time an aircraft turn can be accomplished in for the delay to be coded as a late inbound aircraft. Activities during MST operations should be in accordance with documents provided on the Pilot Lounge. Flights not meeting MST guidelines will be coded as a delayed flight due to the root cause of the delayed turn.
- Controllable Completion Factor - the percentage of flights operated that are not canceled due to circumstance within the control of Mesa Airlines, Inc. This does not include those cancellations due to weather or damage caused to the aircraft by personnel of other than Mesa Airlines, Inc.
- Total Completion Factor - the ratio of flights operated to flights scheduled.
- Customer Service Scores - Feedback provided by passengers booking on Mesa Airlines, Inc. operated flights are compiled and converted into a score based on the likelihood of a passenger to recommend the service of our airline to a friend or acquaintance.
Who is responsible for preflight planning, delay, and dispatch release of a flight?
The Pilot-in-Command (PIC) and the aircraft dispatcher are jointly responsible for the preflight planning, delay and dispatch release of a flight in compliance with the Federal Aviation Regulations and the MASA036A Operations Specifications.
- The aircraft dispatcher is responsible for:
a. Monitoring the progress of each flight.
b. Issuing necessary information for the safety of the flight.
c. Canceling or redispatching a flight, if in the opinion of the aircraft dispatcher or the PIC, the flight cannot operate or continue to operate safely as planned or released. - The PIC of an aircraft is responsible for:
a. The command of the aircraft and crew and the safety of the passengers, crewmembers, cargo and airplane.
b. The full operational control and authority in the operation of the aircraft without limitation over other crewmembers and their duties during flight time, whether or not the PIC holds valid certificates authorizing the performance of the duties of those crewmembers.
c. In-flight Security Coordinator for all in-flight events.
d. The PIC is responsible for continuously monitoring navigational performance and verifying present position, by using navigational accuracy, including RNP, FMS alert and/or navigational radio accuracy checks.
e. The PIC is responsible for monitoring weather information during en route phase of flight, to include current weather and forecast for destination airport, or any alternate airport as required.
f. Verification of airworthiness of each aircraft that is assigned.
1) No open discrepancies.
2) ARROW.
a) Airworthiness Certificate
b) Registration
c) Radio License
d) Operating Limitations
e) Weight and Balance
3) AML onboard – tail number verified, weight and balance, VOR check.
Who is responsible for operational control?
Mesa Airlines, Inc. is responsible for Operational Control
Operations always retains full responsibility for these functions. Operational Control is authorized both individually and collectively by the Director of Operations to the following personnel:
a. Chief Pilot.
b. Regional Chief Pilot(s).
c. System Operations Control (Dispatch) who communicate to the personnel listed above.
The specific operational control system utilized by Mesa Airlines, Inc. is the Flight Dispatch System.
1. System Operations Control (SOC)
System Operations Control is the central clearing house for operational information for Mesa Airlines, Inc. All pilots are required to contact System Operations Control when necessary to obtain the most up-to-date information and to provide information that could affect the operations of Mesa Airlines, Inc. Such information will include but is not limited to: severe or unforecast weather, weather below the limits allowed by the FARs or Operations Specifications, any unsafe condition that might affect any Mesa Airlines, Inc. flight, any emergency condition, any condition of a crewmember including the absence of a crewmember if known and any condition of a Mesa Airlines, Inc. aircraft that would require any maintenance action. Pilots will contact SOC for information concerning the status of flights including cancellations, delays, reassignments and plane swaps. SOC will attempt to notify crewmembers of cancellations and delays as soon as the delay or cancellation is known. However, Mesa Airlines, Inc. procedure requires crewmembers to contact SOC to confirm the cancellation/delay and course of action including reassignment or release from duty. If crewmembers are informed of a cancellation or delay, they are required to contact SOC. No crewmember is released from duty unless released by SOC.
How does SOC maintain contact with flights?
System Operations Control maintains operational air-to-ground communication through the following: 1. Station Frequencies. 2. ARINC. 3. ACARS.
FDP Flight Duty Period
Flight Duty Period (FDP) means a period that begins when a flight crewmember is required to report for duty with the intention of conducting a flight, a series of flights or positioning or ferry flights, and ends when the aircraft is parked after the last flight and there is no intention for further aircraft movement by the same flight crewmember. A FDP includes the duty performed by the flight crew on behalf of Mesa Airlines, Inc. that occurs before a flight segment or between flight segments without a required intervening rest period. Examples of tasks that are part of the FDP include deadhead transportation, training conducted in an aircraft or flight simulator and airport/standby reserve, if the above tasks occur before a flight segment or between flight segments without an intervening rest period.
Theater
Theater means a geographical area in which the distance between the flight crewmember’s FDP departure point and arrival point differs by no more than 60° longitude.
Acclimated
Acclimated means a condition in which a flight crewmember has been in a theater for 72 hours or has been given at least 36 consecutive hours free from duty.
Augmented
Augmented flight crew means a flight crew that has more than the minimum number of flight crewmembers required by the airplane type certificate to operate the aircraft to allow a flight crewmember to be replaced by another qualified flight crewmember for in-flight rest. Mesa Airlines, Inc. operates Unaugmented flights only.
Window of Circadian Low
Window of Circadian Low means a period of maximum sleepiness that occurs between 0200 and 0559 during a physiological night.
Can a crewmember accept an assignment that exceeds the FDP table limits?
Mesa Airlines, Inc. may not assign and no flight crewmember may accept an assignment for a flight operation if the scheduled FDP will exceed the limits in the FDP Table (refer to Table 2-1) in this section.
Except as provided for in 14 CFR Part 117.15, Mesa Airlines, Inc. may not assign and no flight crewmember may accept an assignment for an unaugmented flight operation if the scheduled FDP will exceed the limits of 14 CFR Part 117.13 in the FDP Table in this section.
- If the flight crewmember is not acclimated:
a. The maximum FDP in the FDP Table in this section is reduced by 30 minutes.
b. The applicable FDP is based on the local time at the theater in which the flight crewmember was last acclimated.
Rest Period
- Before beginning any reserve or FDP, a flight crewmember must be given at least 30 consecutive hours free from all duty within the past 168 consecutive hour period.
- Mesa Airlines, Inc. will not assign, and no crewmember may accept, a Mesa Airlines, Inc. flight unless the pilot has been given a rest period of 10 consecutive hours immediately before beginning the reserve or FDP, measured from the time the flight crewmember is released from duty. The 10 hour rest period must provide the flight crewmember with a minimum of eight uninterrupted hours of sleep opportunity.
- Mesa Airlines, Inc. may not assign and no flight crewmember may accept assignment to any reserve or duty with Mesa Airlines, Inc. during any required rest period.
- If a flight crewmember determines that a rest period under paragraph E.(2) of this section will not provide eight uninterrupted hours of sleep opportunity, the flight crewmember must notify Mesa Airlines, Inc. immediately. The flight crewmember cannot report for the assigned FDP until he or she receives a rest period specified in paragraph E.(2) of this section.
- If a flight crewmember engaged in deadhead transportation exceeds the applicable FDP in the FDP Table, the flight crewmember must be given a rest period equal to the length of the deadhead transportation but not less than the required rest in paragraph E.(2) of this section before beginning a FDP.
What is the report time based on for the FDP?
- Mesa Airlines, Inc. may not schedule and no flight crewmember may accept an assignment or continue an assigned FDP, if the total flight time will exceed (14 CFR Part 117.11):
The report time is based on the time at the crewmember’s home base. For example, if the crew was assigned to show at 0530L in CLT, but they are based in PHX, their show time would be adjusted to 0230 (during standard time) or 0330 (during Daylight Saving Time). In either case, they could only fly for eight hours.
3. A flight is not permitted to depart if any ground delay will cause the flight crew to exceed flight time limitations upon landing at the destination. If unforeseen operational circumstances arise after takeoff that are beyond Mesa Airlines, Inc.’s control, such as weather deviations, ATC delays and/ or holding, a flight crewmember may exceed the maximum flight time specified in the Maximum Flight Time Table in this section and the cumulative flight time limits described previously to the extent necessary to safely land the aircraft at the next destination airport or alternate, as appropriate.
The maximum FDP hours for line holders per the FDP Table is based on the number of flight segments and the scheduled report time. As with flight time limitations, the report time is based on the time at the crewmember’s home base.
*Deadheads do not count as flight segments. *Deadheads prior to flight segments count as part of flight duty period.
For purposes of Table B, the number of flight segments refers to number of scheduled flight segments. Diversions, gate returns and air returns do not count as a flight segment for Table B purposes.
If a known delay (i.e., late boarding, late arriving aircraft with subsequent late departure) will take the crew beyond the FDP limit, but not to exceed 2 hours (120 minutes), prior to push back:
a. The captain will confirm with the first officer that both crewmembers are “fit for duty.”
b. The PIC MUST contact dispatch
If an unknown delay will take the crew beyond the FDP limit after pushback:
a. The PIC will confirm with the first officer that both crewmembers are “fit for duty.”
1) The PIC MUST contact dispatch
If after pushback where an extension of FDP has been issued/ accepted, and an unforeseen further delay is encountered, and the flight crew feels that the FDP extension is no longer possible, the PIC MUST contact dispatch via telephone, email, ACARS, text message or any other suitable method that indicates a time stamp with the statement, “We are not fit for duty, and we can no longer accept a FDP extension.” After returning to gate, and when time permits, the flight crew will contact Crew Tracking.
If an unknown delay will take the crew beyond FDP limit after takeoff:
a. After all critical phases of flight have been accomplished and safety permitting, the PIC will confirm with the first officer that both crewmembers are “fit for duty.”
b. After all critical phases of flight have been accomplished and safety permitting, the PIC MUST contact Dispatch. If the FDP extension will exceed 2 hours (120 minutes), the flight may continue to the destination, or alternate, if delays are encountered after departure due to weather deviations, ATC delays and/or holding and the flight crew will exceed the extended FDP.
An FDP extension greater than 30 minutes may occur only once prior to receiving the prescribed rest period (at least 30 hours rest within the past 168 consecutive hour period).
What is the FDP limit for short call reserve?
For short call reserve:
a. The reserve availability period may not exceed 14 hours.
b. For a flight crewmember who has completed a reserve availability period, a pilot cannot be scheduled and no flight crewmember may accept an assignment of a reserve availability period unless the flight crewmember receives the required rest in 14 CFR Part 117.25(e). Reference paragraph E.(2) of this section.
c. For an unaugmented operation, the total number of hours a flight crewmember may spend in a FDP and a reserve availability period may not exceed the lesser of the maximum applicable FDP in the FDP Table in this section plus four hours, or 16 hours, as measured from the beginning of the reserve availability period.
4. For long call reserve, if Crew Tracking contacts a flight crewmember to assign him or her to a FDP that will begin before and operate into the flight crewmember’s window of circadian low, the flight crewmember must receive a 12 hour notice of report time from Mesa Airlines, Inc.
5. A pilot’s reserve status may be shifted from long-call to short-call only if the flight crewmember receives a rest period as provided in E.(2) of this section. (14 CFR Part 117.25(e))
What is a Split Duty?
Split Duty (14 CFR Part 117.5)
For an unaugmented operation only, if a pilot is provided with a rest opportunity (an opportunity to sleep) in a suitable accommodation during his or her FDP, the time that the pilot spends in the suitable accommodation is not part of their FDP if all of the following conditions are met:
1. The rest opportunity is provided between the hours of 22:00 and 05:00 local time.
2. The time spent in the suitable accommodation is at least three hours, measured from the time that the crew reaches the suitable accommodation.
3. The rest opportunity is scheduled before the beginning of the FDP in which that rest opportunity is taken.
4. The rest opportunity that the pilot is actually provided may not be less than the rest opportunity that was scheduled.
5. The rest opportunity is not provided until the first segment of the FDP has been completed.
6. The combined time of the FDP and the rest opportunity provided in this section does not exceed 14 hours.
All flight crewmembers share a joint responsibility with Mesa Airlines, Inc. to track accurate time and duty records. How should you verify the times are accurate?
b. All flight crewmembers will be granted access to Crew Web through Mesa Airlines, Inc.’s website, www.mesa-air.com.
c. All flight crewmembers are required to log into crew web to reconcile flight times, verify codings and report any discrepancies. Any discrepancy must be reported within five days.
When must a FDP exceedance be reported to the FAA?
The Director of Operations, or designee, must report the following to the FAA within 10 days:
a. Any FDP that exceeded the maximum FDP permitted in the FDP Table in this section, as applicable, by more than 30 minutes; and
b. Any flight time that exceeded the maximum flight time limits permitted in the FDP Table in this section and in the Maximum Flight Time Table in this section and 14 CFR Part 117.11, as applicable.
c. Any FDP or flight time that exceeded the cumulative limits specified in 14 CFR Part 117.23.
When and where should crewmembers check in for a scheduled flight?
Crewmembers will check in for their trips up to 24 hours in advance of their scheduled show time, but no later than two hours prior to scheduled show time via Crew Web.
What should be done if the captain doesn’t arrive at the gate 45min prior to departure?
In the event that the PIC has not reported at the time and location specified on the schedule within 10 minutes of the assigned showtime, the first officer will be responsible for contacting System Operations Control.
It is suggested that crews should plan to arrive at the aircraft at least one hour prior to departure on days where deice operations are probable. If conditions warrant, stations will deice the aircraft 45 minutes prior to departure at the gate. Pooling or dripping deice fluid can cause a safety hazard while performing preflight duties.
What are the components of the preflight briefing?
a. Crew coordination
1) Introductions (FULL).
2) Verification of crewmembers with release (FULL/ ABBREVIATED).
3) Passenger load expected/expected passenger distribution (FULL/ABBREVIATED).
4) Review of emergency signals (FULL/ABBREVIATED).
5) Cargo load expected (if applicable).
b. Mission planning
1) Flight time (FULL/ABBREVIATED).
2) Anticipated delays (FULL/ABBREVIATED).
3) Anticipated turbulence (FULL/ABBREVIATED).
4) Anticipated weather (enroute, destination) (FULL/ ABBREVIATED).
5) Special equipment in use/to be used (FULL/ ABBREVIATED).
c. Aircraft specific information
1) Repairs (FULL/ABBREVIATED).
2) MEL (FULL/ABBREVIATED).
3) Cabin equipment preflight status (FULL/ABBREVIATED-IF AIRCRAFT SWAP).
d. Security Information
1) Passenger manifest review (LEO/SSR) (FULL/ ABBREVIATED).
2) FFDO on mission (FULL/ABBREVIATED).
3) Security directives/alerts (FULL/ABBREVIATED).
4) Question/answer (FULL/ABBREVIATED).
5) Flight Deck Communication signals for use in abnormal situations or if intercom becomes inoperative (FULL).
When is sterile cockpit required?
The sterile cockpit phase of flight begins when the parking brake is released for aircraft movement and terminates after climbing through 10,000 feet MSL.
What are the levels of turbulence?
Turbulence is separated into four levels of intensity. Each different level of intensity can be described from both “reaction of the aircraft,” as well as the “reaction inside the aircraft.”
a. If turbulence is anticipated on climb out, the PIC will brief the flight attendant(s) to remain seated with seat belt and shoulder harness fastened until advised by interphone when it is safe to get up.
b. The levels of intensity are as follows:
Light - Turbulence that momentarily causes slight, erratic changes in altitude and/or attitude (pitch, roll, yaw). - Unsecured objects may be displaced slightly. Food service may be conducted. Little or no difficulty is encountered when walking.
Moderate - Changes in altitude and/or attitude occur but the aircraft remains in positive control at all times. It usually causes variations in indicated airspeed. - Unsecured objects are dislodged. Food service and walking are difficult. Food service must cease.
Severe - Large, abrupt changes in altitude and/or attitude. It usually causes large variations in indicated airspeed. Aircraft may be momentarily out of control. - Unsecured objects are tossed about. Food services and walking are impossible. Food service must cease immediately.
Extreme - Turbulence in which the aircraft is violently tossed about and is impossible to control. - All unsecured objects could become projectiles. Walking in the cabin is not possible. Emergency may be declared.
What is the Standard Emergency Briefing?
“If we have an engine fire or failure prior to V1, the pilot noting the malfunction will call, ‘ABORT, ABORT,’ and I (captain) will abort the takeoff. If you see any
other malfunction, bring it to my attention and I (captain) will state, ‘ABORT, ABORT,’ or ‘CONTINUE’.”
Can the first officer give the takeoff brief?
If the PIC elects to delegate the takeoff briefing to the first officer, the PIC retains full responsibility for ensuring the briefing is complete in accordance with the guidelines above.
For the takeoff brief: The first officer will inform the PIC if he has less than 100 hours in the aircraft for the purpose of compliance with FAR 121.438(a) for SIC limitations. Refer to Chapter 1 of this manual for a list of limitations.
When should the DP be referenced for rate of climb requirements?
Crews will review any Rate of Climb (ROC) requirements for the SID (DP) to be used based on anticipated ground speed by referencing the appropriate table for the chart. Briefing will include the requirement to monitor ROC until reaching the applicable altitude on the chart. The conversion equation is: ground speed divided by 60 multiplied by climb gradient in feet per nautical mile is equal to vertical speed required (GS/60xFPNM=VS).
What items are required to be in the pilot’s flight bag?
Airman Certificate Medical Certificate FCC Restricted Radiotelephone Operating Permit Mesa ID EFB - FD Pro Manuals Training Folder Flashlight Extra Pair of Corrective Lenses Passport Pen Logbook
What kind of flashlights must be onboard the aircraft?
There must be at least two flashlights (two “D” cell or equivalent) onboard the aircraft.
How must the iPad be operated?
The iPad must be operated in “Airplane Mode” only, with the orientation lock activated.
4. The iPad must be operated using the most current version of Apple iOS.
When the EFB is not in use, it must be stowed in the storage bin only, it is never permitted to be loose in the flight deck.
Apple iBooks or Adobe Reader applications may be accessed for Mesa Airlines, Inc. manuals reference during non-critical phases of flight only, including when the aircraft is stationary with the parking brake applied. Only Mesa- supplied applications are permitted to be used.
EFBs must be brought to the flight deck at the beginning of each working day with a full charge (95% charge or greater). No crewmember may commence any flight segment with less than a 40% charge. EFB internal batteries will be considered as primary power. The AC outlet on the aircraft shall not be used to charge or power the EFB. Reference the Failure procedure in this section if the EFB is not sufficiently charged.
Use of Wi-Fi, data, cellular network and/or Bluetooth (uploading or downloading) is not permitted after the main cabin door has been closed.
a. In the event that one crewmember’s EFB or iPad mount fails in flight, the crew shall rely on the use of the of the other crewmember’s EFB and/or paper charts (as applicable) for enroute navigation and approach phases of flight.
1) Once on the ground if not in domicile, the crewmember will print the necessary charts to complete the flight(s) to a domicile and advise SOC that charts will be carried according to the approved procedure. This will be logged in the remarks section on the crewmember’s Flight Release of those flights as; “Captain or First Officer’s EFB is inoperative, paper charts have been provided for this leg.”
2) Once in a domicile, the crewmember must contact a Regional Chief Pilot for a spare iPad if available. If a spare iPad is unavailable, the crewmember will be replaced.
MASA 036A Operations Specifications on iPad EFB are for reference only. The official copy of the MASA 036A Operations Specifications resides in electronic form on the Mesa Airlines, Inc. Technical Publications Website.
Can crewmembers stow bags behind the CA and FO seats or between the aft center pedestal and the cockpit door?
No. Flight crews are prohibited from storing their carry-on bags (i.e. lunch boxes, laptop bags, etc.) behind the flight compartment seats or between the pedestal and the flight deck door. Rollerboards or luggage is prohibited from being stored anywhere in the flight deck.
How many lap children can be held per adult?
There may only be one lap child per adult.
How can the seat be used as a floatation device?
Each passenger bottom seat cushion serves as a flotation device for use after ditching. To operate:
A. Pull up on the cushion to remove it from the seat.
B. Take the cushion to the nearest usable exit.
C. Place arms through the straps to hug it to chest when exiting the aircraft.
Unaccompanied Minor
A UM is a minor (or child) who has not reached their thirteenth birthday, but who is five years or older. Those who have reached their thirteenth birthday travel as an adult without restrictions in accordance with Domestic General Rule 50.
B. Children under five years of age are not accepted for unaccompanied travel.
Can the jumpseat be occupied if there are seats available in the main cabin?
No, unless otherwise indicated in this section, the flight deck jumpseat may only be occupied by authorized individuals if no seat is available in the aircraft cabin. (with exceptions including non-line pilots and dispatchers)
If a person is denied flight deck access in the interest of safety, what must be done?
A Mesa Airlines, Inc. Safety Report Form must be completed any time flight deck access is denied in the interest of safety.
Can flight attendants sit in the pilot seats?
No. Flight attendants are not permitted to occupy either the Captain’s or First Officer’s seat.
What form will an ASI present to jumpseat a flight?
ASI must present valid FAA Form 110A (Aviation Safety Inspector’s Credential).
c. The ASI must be given free and uninterrupted access to the pilot’s compartment of that aircraft.
d. The ASI is not required to state the purpose of the observation nor are crewmembers allowed to question the purpose of the jumpseat occupation.
e. The ASI is NOT restricted from international flights and may occupy the Flight Deck jumpseat on any international flight.
The Form 110A consists of:
- Name and picture of the ASI.
- Form number.
- A blue text background.
- An expiration date.
Who is responsible for briefing a jumpseater?
The PIC is responsible for determining that all individuals using the jumpseat have complied with the pertinent provisions of this section and, further, that jumpseat riders are thoroughly briefed prior to flight on sterile cockpit procedures, evacuation, oxygen use, the selection of personal electronic devices to the off position, and any other information pertinent to the flight.
When is the priority cutoff for a jumpseater?
The priority cutoff for the jumpseat will be 15 minutes prior to departure (i.e. a junior pilot reports 55 minutes prior to departure, then a senior pilot arrives 10 minutes prior). The junior pilot will get the jumpseat.
What is the jumpseat priority on Mesa aircraft dba United?
Jumpseat Priority United Express Flights (Mesa operated)
1) Mesa pilots D.O.H.
2) Mesa dispatchers D.O.H.*
3) United Express / United Airlines / Continental Airlines pilots T.O.C.
4) OAL pilots T.O.C.
5) United Express / United Airlines / Continental Airlines dispatchers T.O.C.
6) OAL dispatchers T.O.C.
* Dispatchers may only bump pilots when doing their required FAA observation rides.
The following are not authorized to occupy the Flight Deck jumpseat on international flights:
a. Mesa Airlines, Inc. pilots who are not conducting company business.
b. Mesa Airlines, Inc. maintenance personnel.
c. Dispatch personnel.
d. Pilots, dispatchers, or maintenance personnel of other airlines.
What must be done if the crew is notified of dangerous goods onboard?
The crew is notified of dangerous goods, the PIC must advise Dispatch via ACARS or telephone of the contents.
Can COMAIL and COMAT be used as ballast?
Comail and Comat used as ballast must be counted as actual weight and recorded only as “Comail” or “Comat”.
Can service animals be seated in an exit row?
Service animals and the passenger may not be seated in an exit seat.
Service animals may need to be in a person’s lap to perform a service and therefore may sit in that person’s lap for all phases of flight including ground movement, take off and landing provided that the service animal is no larger than a lap-held child (a child who has not reached his or her second birthday).
What are some limitations on refueling?
Aircraft engines must never be operated or running during fuel servicing (also referred to as “Hot Refueling”). All engines must be shut down during fueling.
The APU should not be started or shutdown intentionally during refueling. Should an auto shutdown occur ground power should be connected to continue or stop the refueling and restart the APU if possible.
Can the cabin door be closed if the aircraft is still being fueled?
No. At all times during fueling with passengers onboard the aircraft, a means of egress must be available and maintained. When at the gate, the main cabin door must remain open and the jetbridge or airstairs connected, or the door-stairs and handrails extended, if equipped.
External power should not be connected or disconnected during fuel servicing.
In the event of a medium or large fuel spill:
1. The fueler will alert the crew to evacuate during a spill or fire.
When must personal electronic devices be OFF per GOM?
Both the captain and first officer shall verify that personal electronic devices are selected to the OFF position during taxi, takeoff, landing and operations other than cruise below 10,000 feet MSL.
If it becomes necessary to contact Dispatch or Maintenance Control while taxing, the crew is permitted to use an electronic device provided the airplane is not in motion. Both crewmembers must verify the electronic device is selected to the OFF position before the airplane is allowed to taxi.
Who should be contacted in order to use the EEMK?
When directed by MedLink, contents of the EEMK may be accessed. In the event that MedLink cannot be contacted, the flight attendant may access the blue airways compartment of the EEMK.
Who can use the EEMK?
Other than the flight attendants, Mesa Airlines, Inc. restricts the use of the EEMK to a licensed MD, DO or licensed medical professional. Proper identification and credentials of the medical professional must be documented by the medical professional on forms located within the EEMK.
Where is the EEMK located?
E-175: Overhead bin, row 24, aircraft left.
Who is responsible for the AED seal?
The flight attendant will ensure that the AED is sealed. If seal is not present or if the seal is broken, the flight attendant will notify the PIC and take inventory of the AED contents. If all contents are present, re-seal with the seal located in the Fly-Away kit.
When could flights be operated under part 91?
E. Positioning Flights
The purpose of a positioning flight is to relocate an airworthy aircraft for future use. If a positioning flight is operated between cities regularly served by Mesa Airlines, Inc., customers may be carried. If revenue is generated during the flight, the flight must be operated under FAR Part 121. If revenue is not generated, the flight will be operated under FAR Part 91 and the remarks section of the release will be annotated “FAR Part 91 flight”. If the flight is operated under Part 91, the PIC must ensure System Operations Control and Crew Scheduling are provided the out, off, on and in times.
F. All Other Non-Revenue Flights
All ferry flights, non-revenue positioning and training flights shall be operated in accordance with Part 91 Flight Rules. System Operations Control will issue a release for these flights. Time will be allowed for a pre-flight briefing regarding the flight for any persons who will occupy the flight deck seats and their roles.
What is the prohibition on use of PEDs?
During all flight time, which commences at taxi (movement of aircraft under its own power) and ends when the aircraft is parked at the gate, no flight crewmember may use, nor may any PIC permit the use of, a personal wireless communications device (as defined in 49 U.S.C. 44732(d)) or laptop computer while at a flight crewmember duty station unless the purpose is directly related to operation of the aircraft, or for emergency, safety-related or employment-related communications, in accordance with approved air carrier procedures.
2. The PIC may allow the use of PEDs by individuals who occupy the flight deck jumpseat at the appropriate times.
Regulations allow for the use of small Portable Electronic Devices (PEDs) during all phases of flight to include taxi, takeoff, climb, cruise, descent, landing and taxi to the gate. Portable electronic devices must be in airplane mode and not able to transmit or receive signals. Larger items over two pounds (laptops, etc.) must be stowed prior to closing the main cabin door until reaching 10,000 feet and after descending through 10,000 feet until the aircraft is at the gate. Portable electronic devices cannot be unsecured (must be hand held or secured, not loose or on the seat beside them). The flight attendants must ensure that cords or accessories do not impede emergency egress. Electronic devices prohibited for use at any time during all phases of flight are radios, televisions, remote control and GPS devices.
How does aircraft WiFi work?
On E-175 the control button is located in the FWD galley above the PRA system.
1. Aircraft with Wi-Fi installed have an automatic system which enables data above 10,000 feet and automatically disables data below 10,000 feet.
2. The Wi-Fi is always on and enabled. When on, ON is illuminated green. When off, OFF is illuminated white. The flight attendant(s) will notify the captain prior to turning system on any time it has been turned off.
Wi-Fi is intended for passenger use only. All crewmembers are strictly forbidden to use Wi-Fi while on duty.
What are the prohibitions regarding lithium ion batteries?
Batteries not installed in electronic devices are not permitted in checked baggage. The rule limits passengers to not more than two large spare rechargeable lithium-ion batteries in carry-on baggage.
Carry-on baggage containing lithium-ion batteries which do not fit in the cabin must never be moved to the cargo compartment.
When will the FA open the cabin door on the EJET?
Never. A crewmember will always open and close the main cabin door with the exception of the E-JET where the door is opened by ground personnel and closed by the flight attendant.
When should the OUT/OFF/ON/IN times be transmitted to SOC?
Flight crews shall ensure their OUT, OFF, ON and IN (OOOI) times have been transmitted to SOC within 15 minutes of the triggering event. This will allow System Operations Control, Station Operations and Mesa Airlines, Inc. partners to better ascertain the status of all flight operations.
When should SMGCS charts be used? What are the 2 levels?
Whenever surface visibility is <1200 RVR, flight crews must follow the taxi routes and procedures depicted on the appropriate Surface Movement Guidance and Control System (SMGCS) charts for the airport (if available). They will be addressed at two levels; operations < 1200 to 600 RVR and < 600 RVR. SMGCS charts are found in the Jeppesen manual when applicable.
- In any case, during low visibility taxi (< 1200 RVR), adhere to the
following procedures:
a. All crewmembers (including jumpseat riders), will be heads up during aircraft movement.
b. System checks and tests which are normally accomplished during taxi, should be accomplished while the aircraft is stationary. Maximize holding time on a ramp or taxiway to efficiently complete required task.
c. All crewmembers must be familiar with the taxi route prior to aircraft movement. If in doubt, stop the aircraft and query ATC.
What are Runway Status Lights (RWSL)?
RWSL tell pilots and vehicle operators to stop when runways are not safe. Embedded in the pavement of runways and taxiways the lights automatically turn red when other traffic makes it dangerous to enter, cross, or begin takeoff.
Flight crews must not ignore the illuminated red in-pavement RWSLs when issued a clearance by ATC. Illuminated RWSLs mean that aircraft/ vehicles must stop or remain stopped and contact ATC for further direction relaying to ATC that the RWSLs are illuminated.
When checking the MDCU FMS page during taxi, what is important to tell the PIC?
Keep other crewmembers in the loop by announcing when going “heads down” and also reporting “back up – are there any changes?”
What lights should be illuminated for line up and wait and for takeoff?
If cleared to “Line Up and Wait,” turn on all exterior lights, except landing lights.
When “Cleared For Takeoff,” turn on all exterior lights, including landing lights.
What is a rejected takeoff above 80kts recommended for?
A rejected takeoff above 80 knots is recommended for items such as a configuration warning, any indication of fire, engine failure, thrust reverser deployment or the perception that the aircraft is unsafe, unable to fly or will collide with another aircraft.
If the rejection was due to an EICAS message or anything aircraft related a maintenance write up is required.
If a rejection was due to non aircraft related issues a write up is not required.
However, an occurrence report is always required for a rejected takeoff.
A rejected takeoff above 80 knots is not recommended solely for illumination of a MASTER CAUTION light, blown tire or nose gear vibration.
When should the lower than standard takeoff criteria be referenced?
Weather minimums used for takeoff will in no case be less than the minimums specified in the Mesa Airlines, Inc. Operations Specifications. (Standard conditions for takeoff under FAR 121 flight rules (two engines) are one statute mile visibility or 5000 feet Runway Visual Range (RVR).) If actual weather conditions at the departure airport are below these minimums, takeoff may be accomplished providing actual weather conditions comply with the “Lower than Standard” take off criteria set forth in Mesa Airlines, Inc. Operations Specifications.
The certificate holder is authorized to use lower than standard takeoff minima in accordance with limitations and provisions of the operations specifications.
What are the RVR requirements for takeoff?
Runway Visual Range (RVR) Requirements: RVR reports, when available for a particular runway, shall be used for all takeoff operations on that runway. All takeoff operations, based on RVR, must use RVR reports from locations along the runway as follows:
- For operations at or above RVR 1600 (500m):
a. The touchdown zone (TDZ) RVR report, if available, is controlling.
b. The mid RVR report may be substituted for an unavailable TDZ report. - For operations below RVR 1600 (500m)
a. A minimum of two operative RVR reporting systems are required.
b. All available RVR reports are controlling.
Extremely long runways (e.g., DEN 16R) utilize four RVR sensors: TDZ, mid, rollout and far end. When a fourth far-end RVR value is reported, it is not controlling and is not to be used as one of the two required operative RVR systems.
TDZ RVR 1600 (500m) (beginning of takeoff roll) or visibility or Runway Visibility Value (RVV) 1/4 statute mile, provided one of the following visual aids are available:
1) High intensity runway lights (HIRL)
2) Operative runway centerline (CL) lights
3) Serviceable runway centerline marking (RCLM)
In circumstances when none of the above visual aids are available, visibility or RVV 1/4 statute mile may still be used, provided other runway markings or runway lighting provide pilots with adequate visual reference to continuously identify the takeoff surface and maintain directional control throughout the takeoff roll.
For operations below RVR 1600 (500m), a minimum of two operative RVR reporting systems are required. All available RVR reports are controlling, except a far-end RVR report, which is advisory only.
The certificate holder authorizations listed in the table above are dependent upon the following criteria:
1) TDZ RVR 1200 (350m) (beginning of takeoff roll), mid-RVR 1200 (350m) (if installed) and rollout RVR 1000 (300m), if authorized, may be used provided RVR equipment and one of the following visual aids combinations are available:
a) Daylight Hours: Serviceable RCLM or HIRL or operative CL lights.
b) Night Time Hours: HIRL or operative runway CL lights.
2) TDZ RVR 1000 (300m) (beginning of takeoff roll), mid-RVR 1000 (300m) (if installed) and rollout RVR 1000 (300m), if authorized, may be used provided RVR equipment and one of the following visual aids combinations are available:
a) Operative runway CL lights, or
b) HIRL and serviceable RCLM.
3) TDZ RVR 600 (175m) (beginning of takeoff roll), mid-RVR 600 (175m) (if installed) and rollout RVR 600 (175m), or TDZ RVR 500 (150m) (beginning of takeoff roll), mid-RVR 500 (150m) (if installed) and rollout RVR 500 (150m), if authorized, may be used provided RVR equipment and all of the following visual aids are available.
a) HIRL.
b) Operative runway CL lights.
When will the sterile cockpit signal be turned on or off?
On E-JET aircraft, the sterile cockpit signal will be generated with a single tone, achieved by turning the Sterile switch to off position. The flight attendant(s) shall remain seated until 10,000 feet MSL, unless briefed otherwise by the PIC.
The critical phase of flight is reentered when descending through 10,000 feet MSL. On E-JET aircraft, the PM will turn the Sterile switch on, which will generate a single tone.
What pitch should be maintained for .82M, 250kts below 10k, and approach below 200kts?
Technique for RA flying
.82 Mach - Pitch 2deg
250kts below 10k - Pitch 4deg
Approach below 200kts - pitch 5-7deg
How should a RA be flown and how much time is allotted to maneuver?
To achieve the required vertical rate (normally 1,500 feet per minute climb or descent) first adjust the aircraft’s pitch using the suggested guidelines shown in the table below then refer to the VSI and make all necessary pitch adjustments to place the VSI in the green arc:
For the TCAS to provide safe vertical separation initial VS response is required within five seconds of when the RA is first displayed.
Evasive maneuvering must be limited to the minimum required to comply with the RA. Excessive responses to RAs are not desirable or appropriate because of other potential traffic and ATC consequences. From level flight, proper response to an RA typically results in an overall altitude deviation of 300 to 500 feet in order to successfully resolve a traffic conflict.
If a TCAS RA response requires deviation from an ATC clearance, expeditiously return to the current ATC clearance when the traffic conflict is resolved, the TCAS “clear of conflict” message is heard or follow any subsequent change to clearance as advised by ATC.
When can Mesa EJET pilots hand fly?
Pilots are encouraged to exercise manual flying skills during low workload situations. Some examples are: flying into or out of an outstation, flying a visual approach at any airport. RNAV departures and arrivals, RVSM, etc. must still be flown with the autopilot engaged.
When can a crewmember leave the cockpit and at what altitude will the other crewmember don and use oxygen?
During non-critical phases of the flight, and not below 10,000 feet mean sea level (msl), one crewmember at a time may leave the flight station for physiological needs only. Such absence from the flight deck will be as brief as possible. If a crewmember leaves the flight deck above FL 410, the other crewmember will don and use the oxygen mask.
When should 121.5 be monitored?
The flight crew will monitor VHF emergency frequency (121.5 MHz), except when carrying out communications on other VHF channels, or when airborne equipment limitations or flight deck duties do not permit simultaneous guarding of two channels.
What is ARINC?
ARINC Air-to-Ground Voice Network
1. Mesa Airlines, Inc. is authorized access to the ARINC domestic air to ground voice network. This is accomplished by calling an ARINC operations center on the appropriate frequency for the area in which the aircraft is currently operating. The ARINC VHF radio network chart located in the aircraft lists all appropriate frequencies. When contacting the ARINC operator provide call sign. This service should only be used for non-routine matters related to the operation of the aircraft.
What is ACARS Free Text?
For aircraft equipped with an operable ACARS unit, the “free text” function should be utilized as the primary transmission method for all pertinent communication matters relating to the flight.
What is SELCAL?
Function of the Selective Calling System (SELCAL) is similar to an ordinary paging device. SELCAL hardware alerts an aircraft’s flight crew of an incoming radio transmission without requiring the flight crew to continuously monitor voice transmissions on that radio frequency. The hardware consists of a ground based audio tone encoding device and an aircraft installed decoder that monitors the audio output of both COM radios. The ground-based audio tone encoding device transmits a duplex tone code corresponding to the four letter SELCAL designation of the desired aircraft decoder. When the aircraft decoder receives its unique tone code, an alert tone (chime) and flashing lights are activated thus alerting the flight crew. Decoder reception and alerts operate regardless of flight crew volume selection, thus precluding the need for the flight crew to continuously monitor the radio frequency.
The flight crew is responsible to tune the appropriate radio frequency for the geographical area in which the flight is operating to ensure reception of a SELCAL page. Flight crews in aircraft with operating ACARS are not required to have SELCAL in the active frequency but are encouraged to do so as a backup. However, when ACARS is inoperative or on aircraft without SELCAL installed, the crews must comply with the item above.
In aircraft without SELCAL installed, the appropriate ARINC frequency will be monitored at all times during cruise flight without operative ACARS.
When should the no smoking and fasten seal belt signs be illuminated?
The “No Smoking” sign will remain illuminated at all times.
The “Fasten Seat Belt” sign will be illuminated at all times except:
1. When the aircraft has come to a complete and final stop at a boarding gate, the left engine has been shut down and it is safe for passengers to start deplaning.
2. Inflight cruise altitudes when smooth air conditions are met and expected to continue.
3. At the discretion of the PIC during extended ground delays.
In the event the PIC turns off the seat belt sign in-flight, the appropriate announcement is made by the PIC, SIC or Flight Attendants:
“Ladies and Gentlemen, the captain has turned off the seat belt sign; however, when in your seat, we recommend for your added safety that you keep your seat belt securely fastened.”
When leaving cruising altitude and beginning a gradual descent, the Pilot Monitoring (PM) shall ensure that the fasten seat belt sign is illuminated and indicate that the cabin must be secured for landing by issuing the following PA announcement: “Flight attendant(s) please secure the cabin for arrival.” In addition and time/work load permitting, the flight crewmember who advises the flight attendant(s) to secure the cabin shall first provide the arrival airport conditions (weather, gate assignment, etc.), flight progress (ETA) and any other specific information that furthers good customer service.
A friendly, informal and cordial tone should be used at all times. Do not begin a message with “Your attention, please” or other such phrases unless immediate attention of all cabin occupants is needed.
What should vertical speed be limited to below 2,500’AGL?
When operating an aircraft below 2500 feet AGL, vertical speed should not exceed 1500 FPM to restrict rates of descent for the purposes of reducing terrain closure rate and increasing recognition/response time in the event of an unintentional conflict with terrain.
What is the stabilized approach criteria? Be specific.
- Flights will be stabilized by 1,000 feet HAT.
- An approach is considered to be stable when all of the following conditions are met:
a. All appropriate briefings and checklists have been accomplished.
b. The aircraft is in the planned landing configuration. (The planned landing configuration is gear down and locked, final landing flaps, and flight spoilers are retracted.)
c. The aircraft is on the correct track.
The correct track includes normal maneuvering required to align with the final approach course. In VMC conditions this may include turns below 1,000 feet (HAT) but must be aligned by 500 feet (HAT). However, all of the criteria for stabilized approach must be met by 1,000 feet (HAT).
d. The aircraft is not more than the planned approach speed +10 KIAS, while correcting to the proper speed, and not less than VREF.
Adjustments may be made for ground speed when applicable. Momentary excursions (deviations which last only a few seconds with every indication that it will return to a stabilized criteria) are acceptable.
e. The power setting is appropriate for the aircraft configuration.
At no point except for rollout and flare should the thrust levers be reduced to idle below 1,000 feet AGL. If this occurs then a go- around is mandatory.
f. The rate of descent is no greater than 1,000 fpm.
If an expected rate of descent greater than 1,000 fpm. is planned, a special approach briefing should be performed.
If an unexpected sustained rate of descent greater than 1,000 fpm. is encountered during the approach, a missed approach or go- around should be performed.
g. After glidepath intercept, or after the FAF, the pilot flying (PF) requires no more than normal corrections to maintain the correct track and desired profile to landing within the touchdown zone.
Normal bracketing corrections relate to bank angle of not more than 30°, rate of descent ±300 fpm. deviation from target, and power management in the range required to maintain a constant rate of descent and speed. Normal bracketing corrections occasionally involve momentary overshoots made necessary by atmospheric conditions. Such overshoots are acceptable. Frequent or sustained overshoots caused by poor pilot technique are not normal bracketing corrections.
E. Stabilized Approach Requirements
- At 1,000 feet AGL if the criteria in Stabilized Approach Criteria are not met then a go-around shall be executed unless:
a. The proper speed is not met but can reasonably be expected to be achieved by 500 feet AGL (VMC conditions only) and the power is set appropriately. - The PM will verify the Stabilized Approach Criteria and if all conditions are met will call “1000 feet above _____, stabilized” (visual or instrument approaches). If conditions are not met the PM will call “1,000 feet, go- around.”
- The PM should call out any deviations approaching 1,000’ HAT to help mitigate the necessity of a go-around.
What external lights should be ON on the ground, crossing a taxiway, or inflight below 10,000’?
When operating on the ground, all Mesa Airlines, Inc. aircraft will illuminate, at a minimum, position and anticollision lights.
Turn on all exterior lighting when crossing any runway.
While inflight, the PIC (Pilot-in-Command) shall consider illuminating all lights practical while operating in congested airspace and while below 10,000 feet MSL.
Can CAT II approaches be flown without an operational control tower? Or SE?
No. Category II approaches are not authorized without an operating control tower. Single engine Category II approaches are not authorized.
What exterior lights should be on for CAT II approaches?
Use of landing lights during Category II approaches, particularly at night, significantly reduces contrast. This can make identification of required visual elements difficult, if not impossible. It is recommended that the landing lights and taxi lights to remain off for all Category II approaches until desired for landing. High ambient light levels on the flight deck reduce contrast and make identification of required visual elements difficult. Flight deck lighting should not be set brighter than is required for instrument legibility.
When can the Inner Marker be inoperative on a CAT II Approach?
CAT II Inner Marker
An Inner Marker must be installed to assist in the determination of DH. The Inner Marker may be inoperative for operations at or above 1600 RVR or for aircraft with operative radar altimeters.
Can a high minimums captain conduct a CAT II approach?
No High Minimums Captain may conduct a Category II approach, except with a company check pilot who is authorized to conduct Category II operations.
Qualifications/Currency
Both pilots must be currently Category II qualified.
