GOM, Mixed Items Flashcards
Basic Empty Weight
• The BEW is the weight of the standard aircraft
including:
• Unusable Fuel
• Full Operating Fluids
• Engine Oil
Basic Operating Weight
• The BOW is the BEW of the aircraft after adding the
following:
• Required Crewmembers
• Lavatory Water, Potable water
• Flight Kits (20lbs) FA’s (10lbs)
• Galley Supplies
• Required Gojet Publications
• Misc items ( magazines, etc )
2-3.1.3 Maximum Gross Takeoff Weight
14CFR 121.693(b)(c)
Maximum Gross Takeoff Weight
Maximum Gross Takeoff Weight
MATOW (max takeoff weight)
Must always be the lowest of:
- Certified Max T/O weight
- Single engine climb limit weight
- Max runway weight limit
- Max T/O weight for landing
Average Crewmember Weights
- Flight crewmembers : 190 lbs
- Flight Attendants: 170 lbs
- ACM: 190 lbs
Average Passenger Weights
- Adult Summer: 190 lbs (May1-Oct31)
- Adult Winter: 195 lbs (Nov1-April 30)
- Child Summer: 82 lbs (May 1-Oct31)
- Child Winter: 87 lbs (Nov1-Apr30)
Infant: 0-1 years (Not weighed)
Children: 2-12 years
Adults: 13 years plus
Average Baggage Weights
- Carry On: 30 lb (GOM 2-3.5)
- Checked Baggage: 30 lbs
- Overweight, Oversized Bag: 60 lbs
- Bag > 100 lb==>Shipped viaAir Freight
- Musical Instrument <= 165lb ===> may checked at Actual Weight
- Pilot & Flight Attendant overnight roller bag: 30 lbs
- (Note: Pilot and flight attandants flight kits are 20 and 10 and are included in BOW)
Cargo Load Report
CLR
Cargo Totals are entered into ACARS by crew …..
See page 4.4 of Gojet Supplementry Information Guide
CRJ7/M-SDRWZ/S
- CRJ7/M - Aircraft type and wake turbulence classification
- S Standard Equipment (ILS/VOR)
- D DME
- R RNAV capable
- W RVSM capable
- Z Additional information/RNAV Accuracy
- /S Transponder type (S)
Q: R + RVSM
Normal Rest
121.471 Flight time limitations and rest requirements:
All flight crewmembers.
9 for FT< 8
10 for 8 =
11 for 9 =
============================
FAR 121.471(b) provides:
Except as provided in paragraph (c) of this section, no certificate holder conducting domestic operations may schedule a flight crewmember and no flight crewmember may accept an assignment, for flight time during the 24 consecutive hours preceding the scheduled completion of any flight segment without a scheduled rest period during that 24 hours of at least the following:
(1) 9 consecutive hours of rest for less than 8 hours of scheduled flight time.
(2) 10 consecutive hours of rest for 8 or more but less than 9 hours of scheduled flight time.
(3) 11 consecutive hours of rest for 9 or more hours of scheduled flight time.
Reduced Rest
Reduced Rest
(1) A rest required under paragraph (b)(2) of this section may be scheduled for or reduced to a minimum of 8 hours if the flight crewmember is given a rest period of at least 11 hours that must begin no later than 24 hours after the commencement of the reduced rest period.
(2) A rest required under paragraph (b)(1) of this section may be scheduled for or reduced to a minimum of 8 hours if the flight crewmember is given a rest period of at least 10 hours that must begin no later than 24 hours after the commencement of the reduced rest period.
(3) A rest required under paragraph (b)(2) of this section may be scheduled for or reduced to a minimum of 8 hours if the flight crewmember is given a rest period of at least 11 hours that must begin no later than 24 hours after the commencement of the reduced rest period. (4) A rest required under paragraph (b)(3) of this section may be scheduled for or reduced to a minimum of 9 hours if the flight crewmember is given a rest period of at least 12 hours that must begin no later than 24 hours after the commencement of the reduced rest period
Irregularity Reports
• Submitted to DOS within 24 hrs
Mechanic’s Codes
• MC1: Minor problem; servicing and boarding
permitted
• MC2: Cleared to service and loading, but not
passenger boarding
• MC3: Major problem; do not service and do not load
MEL Categories
MEL Categories
- A Time interval specified
- B 3 calender days
- C 10 calender days
- D 120 calender days
NEF Categories
NEF Categories
- 1 10 days
- 2 20 days
- 3 30 days
- 4 120 days
- 5 180 days
Airspeed Limitations
Airspeed Limitations
• Class A Mach 1
• Class B 250 knots below 10,000
• Class C 200 knots ( 2500’ and 4 nm of airport )
• Class D 200 knots
Must Contact Dispatcher When:
Must Contact Dispatcher When:
- Emergency Exists
- Hazardous Weather Encounter
- Actual 10 minutes behind schedule
• Estimated 15 minutes behind schedule
> MX or DMI change, ground or in flight
> Change in flight plan added more than 15min. or new Alt. will compromise fuel.
Gojet Holding Speeds
Holding Speeds
• 0-6000’ 200 knots / 1 minute legs
• 6001-14000’ 230 knots / 1 minute legs
• 14,001 and above 265 knots / 1 ½ minute legs
Gojet Holding Speeds
- 0-15,000 Vref Flaps 0 + 30 knots
- 15,001-31,000 225 Knots
- 31,000 + .70 Mach or Drift down speed (highest)
Holding Procedures
Holding Procedures
Think “SAFE”
• S Speed for holding
• A Altitude for holding
• F Fuel for holding
• E EFC time
• Slow to holding speed 3 minutes to the fix
• Contact dispatcher immediately, even when holding
ahead is suspected
High Mins Captains
(has not served 100 hrs as Captain under part 121 in the type of airplane)
High Mins Captains
- Must make all takeoffs and landings
- No Takeoff on Runway at NIGHT without operational Runway Lighting
- DA or MDA increased by 100’
- Visibility Mins (on chart) increased by ½ mile
Note: to legal dispatche and initiate an instrument app: only visibility elements must satisfied.
However, while flying an app. then increased landing minimums should be followed.
Increased minimums NOT for Deriving Mininmums for ALT
BUT NEVER land when weather is below 300’ and 1 mile
High Mins Captains Reduced Time
(has not served 100 hrs as Captain under part 121 in the type of airplane)
100 hours can be reduced but not more than 50 h
1 landing for 1 hour
First Officer Takeoff/Landing Restrictions
General Restriction
General Restriction
A first officer shall not:
• Takeoff if weather below Straight in CAT I IFR mins for that airport
• Takeoff and land when the Runway Condition Code of 2 or less (POOr or NILL)
- Takeoff and land on runways shorter than 4500’
- Takeoff or land when the captain deems it necessary
First Officers in Consolidation (<100 hrs in type)
First Officers in Consolidation (<100 hrs in type)
A first officer in consolidation shall not Takeoff and land:
• at SPECIAL USE AIRPORT
• Prevailing Visibility <= 3/4 mile or RVR < 4000
• Runway Contaminated by water, snow, sluch or similar condition
• Runway Condition Code of 4 (“GOOD to MEDIUM”) or less
• Crosswind exceeds 15 knots
• Windshear is reported in visinity of runway
• Captain deems it necessary
Fuel Burn
(Source: Gojet Supplementry Information Guide)
Fuel Burn
Fuel Required for:
- Takeoff from “brake release”, and climb
- Cruise (including wind)
- Descent
- Approach & Landing
(Source: Gojet Supplementry Information Guide)
Fuel
Alternate Burn?
(Source: Gojet Supplementry Information Guide)
Fuel burn from the destination to most distance alternate (if required), and
includes fuel calculation for:
- missed approach at destination
- climb
- cruise
- descent
- approach at alternate
(Source: Gojet Supplementry Information Guide)
(Ref SOP Sec 7)
Alternate Cruise Altitude for Alternate Fuel Planning?
Depending on the distance from the destination to the alternate, Lufthansa plans the alternate cruise altitude between 5000’ MSL and FL200 at Long Range Cruise Mach/Speed
(Source: Gojet Supplementry Information Guide)
When the Alternate is not required the “ALTN” fuel filed will reflect:
200 lbs of fuel
for
a missed approch and climb to 1500 above the destination airport
Reserve Fuel
(Source: Gojet Supplementry Information Guide)
IFR operation:
14CFR 121.639 requires fuel reserves to be equal to an amount sufficent to fly 45 min at normal cruise fuel consumption
The Lufthansa system calculates reserve fuel using the fuel flow at Long Range Cruise (LRC) speed, the weight of aircraft, and the temp. at the last cruise segment before top of descent.
Holding Fuel
(Source: GoJet Supplementry Information Guide)
fuel added for expected enroute holding.
the reason for addition of holding fuel will be identified in Remarks Section of the OFD/Dispatch Release.
Example: “Expect holding in LGA due to demand.”
Add Fuel
(Source: GoJet Supplementry Information Guide)
Unusable additional fuel used as ballast weight.
Minimum Fuel
(Source: GoJet Supplementry Information Guide)
BARHA
Fuel Burn + Alternate Burn (or 200lbs of missed if no Alt.) +
Reserve Fuel (45 min) + Holding Fuel (if required) + Add Fuel (if required) = Minimum Fuel
Min amount of fuel required to initiate the takeoff roll for a particular flight segment.
check GOM 3-2.5.5.
Taxi Fuel
(Source: GoJet Supplementry Information Guide)
Taxi-Out fuel computed using estimated taxi times with
One Engine Running & APU On
Taxi fuel enables to taxi from gate to runway without burning into its Minimum Fuel for takeoff.
Contingency Fuel
(Source: GoJet Supplementry Information Guide)
Fuel added for other operational considerations, such as, but not limited to;
- Departure delays,
- VIP movements,
- anticipated enroute weather deviations (both lateral and vertical)
Captains Fuel
(Source: GoJet Supplementry Information Guide)
Captain has final authority of fuel required for that flight.
- However, any additioanl fuel uplifted beyond Load Plan Fuel must be coordinated with dispatch.
- there are more details????
- *
Load Plan Fuel
(Source: GoJet Supplementry Information Guide)
Load Plan Fuel=> Min Fuel + Taxi Fuel + Contingency Fuel + Captain’s fuel + any extra fuel for preferential fueling through the next station (tankering).
———————
Load planning fuel is requested by the dispatcher and concurred by the captain and must provide enough fuel for all ground operations prior to departure.
LP fuel may also include preferential fueling through the next station taking into consideration passenger and cargo load, and weight limitations for takeoff and landing.
Supplemental Oxygen
Crewmembers
14 CFR § 121.333 - Supplemental oxygen for emergency descent and for first aid; turbine engine powered airplanes with pressurized cabins.
Crewmembers
- Minimum of 2 hours Oxygen
- Enough oxygen necessary to perform an emergency descent from 41,000 ft. to 10,000 ft. in 10 minutes, followed by 110 minutes of cruise at 10,000ft.
- Altitudes above FL250, when one pilot leaves his/her station, the remaining crewmember must put on and use their oxygen mask until the other pilot returns.
Supplemental Oxygen
Passengers
§ 121.333 Supplemental oxygen for emergency descent and for first aid; turbine engine powered airplanes with pressurized cabins.
Passengers
- Cabin Pressure altitudes above 10,000’-14,000’, enough oxygen for that part of the flight at those altitudes that is more than 30 minutes duration, for 10% of the passengers.
- Cabin pressure altitudes above 14,000’- 15,000’, enough oxygen for that part of the flight at those altitudes for 30% of the passengers.
- For flights at cabin pressure altitudes above 15,000’, enough oxygen for each passenger carried during the entire flight.
- For first-aid treatment of occupants who for physiological reasons might require undiluted oxygen following descent from cabin pressure altitudes above FL250, a supply of oxygen must be provided for 2% of the occupants for the entire flight after cabin depressurization at cabin altitudes above 8,000’, but in no case to less than one person.
Supplemental Oxygen
Passengers
An appropriate number of acceptable oxygen dispensing units, but in no case less than two, must be provided, with a means for the cabin attendant to use this supply as specified in GOM 4-8.3.1.
Note: Chemical oxygen generators provide 13 minutes of continuous flow oxygen through an automatic drop-down mask system to all cabin passengers.
• What is a contaminated runway?
- A runway with more than 25% of runway surface area
( within reported lenght or width being used) is covered by frost, ice, and any depth of snow, sluch or water.
GOM 3-5.3.1
Takeoff on a contaminated runway is prohibited when:
- Standing Water is: .50 inch
- Slush or Wet Snow is: .59 inch
- Dry Snow is: 3.0 inch
Note:
Landing on a contaminated runway is not recommended when:
• Standing Water is: .75 inch
• Slush or Wet Snow is: .88 inch
• Dry Snow is: 3.75 inch
Landing on a contaminated runway is not recommended when:
Landing on a contaminated runway is not recommended when:
• Standing Water is: .75 inch
• Slush or Wet Snow is: .88 inch
• Dry Snow is: 3.75 inch
Note: Takeoff prohibited when:
- Standing Water is: .50 inch
- Slush or Wet Snow is: .59 inch
- Dry Snow is: 3.0 inch
Deice Conditions
Deice Conditions
• Normal Conditions exist when contamination adheres
to the aircraft, but the condition producing it no longer
exists, OR precipitation is actively falling but not
adhering to the aircraft
• Ground Icing Conditions exist when precipitation or
conditions pose a safety threat unless fully understood.
They require type IV anti-ice and generally include:
snow, freezing rain, freezing fog, snow pellets, frost…
Deice Methods
Deice Methods
-
Manual Method: Brooms/squeegees
2• One Step Method: Type I only
3• Two Step Method: Type I then Type II
4• Forced Air Method: Warm blown air
5• Water Method: Warm water removal
6• Infrared Method: Not Approved
Configuration for de-ice operations is on Page 29, WOP.
Configuration for de-ice operations is on Page 29, WOP.
When is type I / IV fluid tested?
WOP 2.18
WOP 2.19
When is type I fluid tested?
- Deicing Equipment: Whenever fluid is added
- Bulk Storage Tank: Whenever bulk fluid is received
When is type II / IV fluid tested?
- Deicing Equipment: Annually in accordance with United Airlines ADAP
- Bulk Storage Tank: Upon receipt, then annually until depleted
Winter Operation
Icing checks
Checks
Pre Takeoff Check (Whenever Ground Icing Condition Exist)(During Holdover)
Done from the cockpit, within the holdover time, to determine
fluid effectiveness. It has failed when ice is visible on wipers, or nose
Visual Pre Takeoff Contamination Check (After Holdover)
Once Holdover time has been exceeded, you can still takeoff
provided this check is done 5 mins prior to departure. It’s done from row 11 or 12 by the captain, or someone he delegates. Pass when fluid is glossy, fails if it’s dull.
Tactile Check (At Gate, Prior To Departure)
Done by the captain or designated person before type II/IV
application. Must be done immediately after application. Should always be done, but only required during light freezing rain or drizzle
Holdover Chart
Holdover Chart
• Used when precipitaion intensity is known, IE ATIS, or
other approved weather source
• The PIC determines the type of freezing precipitation
• When two values are given, you must consider
Precipitation Intensity: ?
Moisture Content: ?
Precipitation Intensity:
Light-use low end, moderate-use
high end of listed number
Moisture Content:
Dry-use high end, medium-use
average, wet-use low end
When SNOW intensity is grossly different than reported weather,
use the ………
When SNOW intensity is grossly different than reported weather,
use the Rasmussen Chart!
The holdover chart does not address situations where …
The holdover chart does not address situations where an allowance time is issued, such as Heavy Snow or Ice Pellets. Moderate freezing rain or Hail is prohibited regardless.
When Alternate is required?
Takeoff?
and
Destination?
Takeoff:
When the departure airport weather is below the captains landing minimums.
(weather @ departure airport < lnd min for lowest app)
- Must not be more than 1 hour at normal cruise speed, in still air, with one engine operating. (250nm)
Destination:123 rule
Waht is Marginal Rule?
Marginal Rule
If Destination is less than 1000 ft and 3 miles at ETA
AND
the 1st Alternate is less than 600 ft and 2 miles at ETA.
Determining Destination Alternate
1,2,3 Rule
1hr before to 1hr after your ETA, the ceiling at least 2,000ft and visibility at least 3sm.
Determining if a 2nd Alternate is needed
Marginal Rule
If Destination is less than 1000 ft and 3 miles at ETA
AND
the 1st Alternate is less than 600 ft and 2 miles at ETA.
Exemption (17347) (3585) – ref the GOM.
GOM 3-2.4.19
Not authorized for Canada
high minimums Captains.
Derived Minimums (Alternate Airports)
(To determine if the alternate is legal to file)
- 1 Nav. approach – add 400 & 1sm
- 2 Nav. approach – add 200 & 1/2sm to the higher of the two approaches
Notes:
- @ ETA to ALT, we should meet Drived Minimums
- Canada: 2 pices of pavement
What is Exemption 3585? (17347)
Exemption 3585 allows 121 carriers (and perhaps others) to dispatch to destinations in certain cases with weather below minimums.
How to determine or evaluate the Alternate to see if we can choose it?
both
1st & 2nd
Alternate Evaluation
TAF
Main Body
Conditional
Main Body:
Main line,
FM,
BCMG @ the end of period
Conditional
the rest
Maximum T/O Weight Limit Codes
????
TS - takeoff structural limit
- LS - landing structural limit
- L+ - landing limit, based on other conditions
- CL - climb (WAT) limit
- –O – obstacle limit
- T+ - takeoff limit, based on other conditions
- EE – maximum enroute takeoff weight
Takeoff Minimums - Ops Specs CO56-1 and CO78-1
Takeoff Minimums - Ops Specs CO56-1 and CO78-1
Land and Hold Short Operations
- The runway must be dry
- WX must be 1500ft. / 5sm. or 1000ft. / 3sm. with PAPI or VASI
- No windshear report within 20 minutes prior to issuance of LASHO
- LASHO only issued to runways with visual or electronic vertical guidance
- LASHO will not be accepted if issued below 1,000ft. AGL
- Must have LASHO lights at night
- Aircraft must have stabilized approach
- Must touchdown in the first 1/3 of the ALD but in no case beyond 3,000ft. from the approved end of the runway
- Review of rejected landing procedure for accepting LASHO
- Aircraft must not have any MEL’s affecting stopping ability
- NO tailwind
- CA has final authority in accepting the LASHO
- CA shall determine the capability for LASHO after notification of LASHO
- CA will advise ATC when unable to accept LASHO
Braking Actions (GOM3-1.7.7.3)
Braking Actions (GOM3-1.7.7.3)
Nil < 10
Poor 11-25
Fair 26-39
Good > 40
Instrument Approaches
Instrument Approaches
- The pilot must be able identify one of the following to continue an ILS approach passed the DH or MAP.
- The approach light system, except for the pilot may not descend below 100ft. above the TDZE using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.
- Threshold
- Threshold markings
- Threshold lights
- REIL’s
- VASI
- TDZ or TDZ markings
- TDZ lights
- The runway or runway markings
- The runway lights
Visibility less than ¾ sm correction
Visibility less than ¾ sm correction
If the landing is to be accomplished on a runway when the visibility is ¾ sm or RVR 4000 a 15% additional runway length over the landing field length is required. To comply with this limitation the flight crew must apply the wet runway penalty to that runway.
Visibility < 3/4sm correction
> If landing expected on a runway with vis. < 3/4sm (4000RVR) a 15% added runway length over the landing field is required. (use wet runway penalty)
Visibility / RVR
Visibility / RVR
1/4 1,600
1/2 2,400
5/8 3,200
3/5 4,000
7/8 4,500
- 5,000
1 ¼ 6,000
Wet Runway
< 1/8in water, no drying areas
Max. Allowable Depths & Restrictions
GOM 3-1.7.7.1
Max. Allowable Depths & Restrictions
GOM 3-1.7.7.1
Contaminant T/O Landing
Standing water .50in. .75in.
Slush .59in. .88in.
Wet snow .59in. .88in.
Dry snow 3.0in. 3.75in.
Contamination Levels GOM 3-5.3.3.1
Contamination Levels GOM 3-5.3.3.1
T/O on contaminated runways
Prohibited when:
> Crosswind component exceeds 15kts.
> Tailwind T/O when vis. Is below std. T/O mins. or when Acft’s stopping ability is degraded.
> Standing water >.5in (12.7mm)
> Slush > .59in.
> Wet snow >.59in (15mm)
> Dry snow >3.0in (76.2mm)
No Reduced Thrust when:
No Reduced Thrust when:
> If wings or cowl anti-ice are on
> Contaminated runway
> forecast of Windshear or downdrafts
> Anti-skid is inoperative
> Engine cannot achieve full rated thrust
CF34-8C5B1 Norm 12670/APR 13790
Flight into Conditions
Flight into Conditions
Moderate or Heavy FZG rain is Prohibited
Hail or Heavy Ice Pellets is Prohibited
Flight in forecast severe icing Prohibited
Low Fuel-Advise ATC GOM 3-1.6.7
Low Fuel-Advise ATC GOM 3-1.6.7
> Min. Fuel = <45min./2400lbs
> Emerg. Fuel = <30min./1600lbs
Take-Off Config. OK
Take-Off Config. OK
- Brakes
- Flaps
- Fuel
- Runway
- Trims
- Spoilers
Canada Speed Limits-CAR 602.32
Canada Speed Limits-CAR 602.32
Below 10,000ft. Max 250Kts.
Below 3,000ft.AGL and 10nm of controlled airport 200Kts. unless told by ATC
Dispatch codes GOM 3-2.6.25
Dispatch codes GOM 3-2.6.25
CRJ7/M Medium wake turbulance
> D DME > G GPS/GNSS
> E3 PDC ACARS
> L ILS > O VOR
> R RNAV > V VHF
> W RVSM > Z Add’l info item 18
> /S transponder type
> PBN Performance based Navigation
Takoff Runway Analysis Report
Takoff Runway Analysis Report
GOM 3-5.3.3.1
>POAT – The Takeoff Report is valid when the actual OAT is no less than POAT - 10°C.
>PQNH - The Takeoff Report is valid when the actual QNH is no less than 0.10” below PQNH
ACARS Limit Codes
GOM 3-5.3.17.5
> C - ? > V - ?
> B - ? > F - ?
> O - ? > A - ?
> T – ? > D - ?
> F - ?
> S – ?
> E - ?
> F - ?
ACARS Limit Codes GOM 3-5.3.17.5
> C - Climb > V - Vmcg
> B - Brakes > F - Field
> O - Obstacle > A - Max AFM Wt
> T – Tires > D - Dry Runway Wt
> F - Field
> S – Max Structural Take-off Wt
> E - End of Shortened Runway
> F - Units of Short Dis. F=FT, M=meters
ACARS Landing Limit Codes
GOM 3-5.5.3.1
>A?
>B? > C?
>F? >T?
>S?
ACARS Landing Limit Codes
GOM 3-5.5.3.1
>A Maximum AFM Chart Weight
>B Brakes > C Climb
>F Field >T Tires
>S Structural
Max. T/O Weight Limit Codes
> TS – ?
> LS – ?
> L+ - ?
> -0 - ?
> T+ - ?
> EE - ?
Max. T/O Weight Limit Codes
> TS – Takeoff structural limit
> LS – Landing structural limit
> L+ - Landing limit based on other conditions
> -0 - Obstacle limit
> T+ - Takeoff limit based on other conditions
> EE - Max. enroute takeoff weight
Takeoff Performance Limit Codes
> TS – ?
> ST – ?
> -0 – ?
> FL – ?
> BE – ?
> MC – ?
> FP – ?
Takeoff Performance Limit Codes
> TS – Tire Speed
> ST – Structural
> -0 – Obstacle
> FL – Field Length
> BE – Brake Energy
> MC – Min. Control Speed
> FP – Flt. Path, Level Alt. Limit
Determining Bingo Fuel/Entering -ld
Determining Bingo Fuel/Entering -ld
Consider Divert Stations
Notify Dispatch-Fix, FOB, ALT. EFC
Obtain WX-ACARS ATIS Flight Watch 122.0
Dist.to Alt. = Dist. / Groundspeed
Burn to Alt. = Fuel Flow X ETE = Fuel Burn
Fuel Management Page 3
Determine Bingo Fuel
Determine Bingo Fuel
Alt. on Release. = PPOS. to Dest. + Fuel to Alt. +2400lbs.
No Alt. = PPOS to Dest. + 2400lbs. or
PPOS. to Alt. + 2400 whichever is greater.
Check Maximum Landing Weight
If divert- FMS Dest. Brief F/A, Ops, ETA
Two Way Comm. Failure GOM 1-8
Two Way Comm. Failure GOM 1-8
VFR Failure: Remain VFR and land as soon as practical.
IFR Failure: Continue as follows
*Route:
> Assigned: Last assigned by ATC
> Vectored : Direct from failure to fix
> Expected: Absence of Assigned then the route ATC has issued to expect.
> Filed: if none of above, the route filed
*Altitude:
> Minimum IFR alt. or
> Expected: Alt. or FL ATC has advised may be expected in further clearance.
> Assigned Alt. or FL in the last ATC clearance received.
Transponder code 7600
Descent Speeds
Descent Speeds
Long Range M.70 / 250kts
Normal M.74 / 290kts
High Speed M.77 / 320kts
Engine Oil GOM 3-4.2.5.1 & SOP 3-16.3
>in writeup = Remark
Corrective Action block is not required to be completed.
FCOM CSP B−013−061
FCOM CSP B−013−061
*Not Running < 40% Do Not Dispatch
*Running < 17% Do Not Dispatch
Stabilized Approach Parameters
Anytime one of the following conditions is exceeded when below 1000 ft above airport elevation during visual approaches or 1000 ft above the touchdown zone elevation during instrument approaches in IMC.
- airspeed + or - 5 knots
- localizer or glide slope deviation exceed one dot deflection
- one dot deflection for VOR approaches
- descent rate greater than 1000 ft per min
- aircraft not properly configured
Circle to Land Minimums
Circle to Land Minimums
GoJet will not conduct circling approaches with weather conditions less than 1,000 ft ceilings and
3 miles visibility.
Fuel Supply
Emergency
Fuel Supply
Emergency
Captains shall declare an emergency and request ATC for an immediate landing when their fuel supply falls below 30 minutes duration.
ACARS Limit Codes
Takeoff
C -?
B - ?
O - ?
T -?
F - ?
V - ?
A - ?
D - ?
Landing Limit Codes
A - ?
B - ?
C - ?
F- ?
T - ?
ACARS Limit Codes
Takeoff
C - climb
B - brakes
O - obstacle
T - tire
F - field
V - Vmcg
A - maximum AFM chart weight
D - dry runway weight check
Landing Limit Codes
A - maximum AFM chart weight
B - brakes
C - climb
F- field
T - tires
WOP 2.7.1
If Ground Icing cond. exist, …..
WOP 2.7.1
If Ground Icing cond. exist, Type I must be heated to 140F/60C, no exceeding 180F/93C.
Winter Ops Overview
Takeoff during freezing drizzle and light freezing rain is permitted
Takeoff during moderate and heavy freezing rain is prohibited.
Winter Ops
Moderate or heavy freezing rain – Prohibited
Hail – Prohibited
Heavy Ice Pellets – Prohibited
Flight into reported or forecasted
severe icing – Prohibited
SWOA
page 92 WOA
restirictaions apply if snow, ice or sluh exists on runway for takeoff or landings
My own note
SPECIAL WINTER OPERATION AIRPORTS
1- FICON NOTAM less than 1 hour old is required but should be updated if weather conditions dictate moderate or heavy snow
2- A recent pilot report from an equivalent aircraft type of “Medium” or “Good” braking action may be used in lue of FICON NOTAM
3- Approach to the Runway must have vertial guidance, ILS, VASI, PAPI
4- Landing with more that 3 knots tailwind is prohibited.
Type I Color
Anti Ice
Orange to Pink Color
Type IV Color
Anti Ice
Green
