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AJX - Command Oral > JCAB Q's - Nagasaki (May '17) > Flashcards

JCAB Q's - Nagasaki (May '17) Flashcards

1
Q

Is the controllability of steering varied by the taxi speed?

A
  1. Tiller = 65o turning
  2. Rudder pedals = 7o
  3. Tiller overrides rudder

At higher speeds you must use caution in regards to using the tiller as it becomes very sensitive. It is recommended that when on a straight taxiway that rudder pedals are used, as they provide enough ability for steering.

At lower speeds the tiller is the best method for turning, especially under slippery conditions where the speed must be kept to 3kts. Caution to be used to avoid nose wheel skidding or slipping.

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2
Q

If a passenger hits a CA, what do you have to do?

A

Classified as Category 1 Behaviour so in principle issue a Warning Letter.

A measure for Category 1 and 3 to firmly tell (WARN) the passenger that their behaviour is unlawful

CA shall warn them verbally, or present a Warning Letter to the passenger after obtaining the Captains permission
Written in 12 languages and says that the unruly behaviour is a violation of the Civil Aeronautics Law
Report to ground staff/operations and request assistance: Flight, Details of behaviour and Pax info
On the ground

Request assistance from Ground Staff. On the ground as the PIC you do not have the authority to offload the passengers. However as the PIC has the full and final responsibility for the safety of all persons on board and the safe operation of the aircraft, I will be stating to the Ground staff that they ARE to be offloaded. Along with this, passengers bags will be required to be offloaded, new W/B will be required to be sent to the aircraft as well. Getting witness statements and if necessary contact the Company directly and request Police to attend to the aircraft.

In Flight
Take necessary actions to ensure the safety of flight and of the passengers and crew:

Restrain passengers if necessary
Have them seated separately until landing
Contact the company and advise them of the situation and to have Police and Station Manager to meet the aircraft upon arrival
Divert to nearest Suitable airport if the safety of the flight is in danger
Get Cabin Crew to take eyewitness statements
Call upon ANA Staff/DH Crew to assist CA’s if necessary
Inform ATC of the fact that passengers are restrained if required

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3
Q

Do you have any authority on the passenger on board?

A

(Article 73-4)
The PIC from the moment all external doors are closed for TO until any such door is opened for disembarkation any person which impedes safety of aircraft or persons on board can adopt measures to restrain to suppress these acts or disembark the offending passenger.

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4
Q

How about the controllability of Rudder?

A

It is recommended that when on a straight taxiway that rudder pedals are used, as they provide enough ability for steering.

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5
Q

List up the three of the specific characteristics of Narita airport.

A
  1. Minimum flap operation
  2. Gear down procedures
  3. Curfew operations
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6
Q

What is the local procedure such as speed control and lowering the gear for?

A
  • Speed control removed from RM.
  • Gear lowering requirement on 34L prior to 11.9DME
    34R prior to 13.6DME, and recommended by NOTAM for 16L/R not between to 5.5-4DME
  • Minimum flap operation at 4.0 DME
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7
Q

It says the landing flap should be set at or later than 4NM on Final. How do you think of
this procedure in relation to the Stabilized approach? If unable to comply, is the pilot’s
request necessary?

A

Jepp Ref Noise Abatement Procedures
The final authority to apply these procedures rests on each PIC, who may use other appropriate procedures if determined to be necessary in the interest of safety.
4nm=1400’ AMSL approx.
No need to request

Also, new procedures for stabilized callouts which give the pilots the option of not being stabilized at 1000’ AGL due to local procedure such as NRT flap at 4.0 DME.

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8
Q

PIC Authority -

Which Law?

A

Article 73.

AUTHORITY to direct, supervise and delegate tasks to crew members in performing their duties.

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9
Q

What is the difference between Simultaneous Parallel approach and Parallel approach?

A

Prescribed radar separation is provided between aircraft on the adjacent runway (RJAA 2nm-since grater than 4,300’ separation between runway centerlines)
Simultaneous parallel ILS approaches no radar separation is provided by establishing a no transgression zone (NTZ) between 2 runways. With track monitoring provided.

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10
Q

What kind of items does “Obligation to Report (Article 76)” have?

A

Article 76 classifies items into four groups:

Article 76 (1) Accidents 
Article 76 (2) Accidents to other aircraft 
Article 76 (3) Any malfunction to a group facility or any other incident on the ground 
Article 76-2 Any dangerous situation occurring on the aircraft

OM S-8-3 lists the items that are required to be reported and should be used when required.

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11
Q

When XXX VOR/DME is unserviceable, how do you fly RNAV1 SID?(e.g. the same situation is applicable on RJGG departure, CHITA-1 Dep when KCC U/S)

A

IRS as the nav system. As long as DME Gap doesn’t exceed 14nm. Or GPS as long as no RAIM hole exists.

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12
Q

The difference in the required navigation sensors between RNAV1 and RNAV5?

A

RNAV 1:

  1. GPS
  2. DME/DME/IRS

RNAV 5:

  1. GPS
  2. DME/DME
  3. VOR/DME
  4. INS or IRS
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13
Q

Regarding “Obligation to Report (Article 76)”, any reporting items based on voluntary
action by the company other than specified by Law?

A

OM S-8-3 lists the items that are required to be reported and should be used when required. ASR (2) items required by the company

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14
Q

The required onboard equipment for Basic-RNP1? Why are two sets required?

A
  1. FMS x 2
  2. IRS x 2
  3. GPS x 2
  4. EHSI x 2

The nanufactures and software designers determine what is required in order to achieve the monitoring and tracking requirements. The JCAB then stipulate what is required by Law and AJX/ANA then follow these
requirements

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15
Q

Do you have any authority on the passenger on board? (Article 73-4)

A

The PIC from the moment all external doors are closed for TO until any such door is opened for disembarkation any person which impedes safety of aircraft or persons onboard can adopt measures to restrain to suppress these acts or disembark the offending passenger.

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16
Q

What is the MEA of this route?

A
  1. Highest MEA is FL270 on M750
  2. ENVAR to MOMPA
  3. Minimum altitude for obstacle clearance to between NAVAIDS that assures acceptable navigation signal coverage
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17
Q

The difference R, C and S of Wheelchair PAX?

A

OM S-7

WCHC

  1. Wheelchair Cabin
  2. Can not walk, move from seat to another seat no evacuate them selves
  3. Needs Assistance OM S-7-5
  4. Maximum of 2 without an Attendant
  5. Not limited by shall be adjusted for passenger handling

WCHS

  1. Cannot go up/down stairs

WCHR

  1. Can walk and go up/down stairs
  2. Requires wheelchair to move in an airport facility
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18
Q

Max allowable number of WCHR,C,S PAX?

A

Maximum of 2 without an Attendant for WCHC

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19
Q

How is he/she do EVAC if he/she doesn’t have an “Attendant”?

A
  1. CA will assist in evacuation or EE (Evacuation Escort) shall be secured if WCHC exceeds max number of 2
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20
Q

What is the characteristics of Lithium-ion Battery?

A

OM S-6-7

  1. Very small
  2. High energy density
  3. Can catch fire due to structural damage due from an external shock or overcharging
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21
Q

What is the procedure when this battery catches fire in the cockpit?

A
  1. Apply firefighting procedures with extinguisher right away
  2. Don smoke goggles and oxygen mask
  3. Immediately call for CA to come to cockpit via PA system
  4. Turn off device immediately
  5. Disconnect external charging source if being used
  6. Once fire is out, submerge device in water or non-flammable liquid after its cooled enough in a suitable container such as cockpit waste bin, galley unit or draw

OM S-6-7

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22
Q

Any cautious point when using Halon Extinguisher?

A
  1. Fumes can be toxic

2. Use smoke goggles and O2 mask if available

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23
Q

The main reason why B767 occurs flap placard overspeed frequently?

A
  1. Heavy weight landings
  2. Gusty conditions
  3. Windshear
  4. Pilot technique
  5. Incorrect flap setting or not bugging speed back in time
  6. Vref 30 manoeuvring speed intentionally higher at high gross weights to secure manouevring margin
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24
Q

Any overspeed protection system equipped with B767?

A

Flap Load Relief System:

  1. Protects the flaps from excessive air loads
  2. If the flap placard limit is exceeded with the flaps in the 25 or 30 position, the flaps automatically retract to 20
  3. When airspeed is reduced, the flaps automatically re-extend
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25
Q

What is your counter measure for overspeed of flaps?

A
  1. Set final landing flap early in gusty conditions
  2. Watch PM is setting correct flap
  3. If planning a Flap 30 landing utilised all stages of flaps from 20-30.
  4. Bug back to next manoeuvring speed as soon as flap is selected and flap indicator is running
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26
Q

The main reason why B767 occurs pitch low landing in FOQA?

A
  1. High approach speeds at heavy weights in strong wind conditions
  2. Excessive speed added to Vref for Approach

AOR 4-1-11-(2)

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27
Q

What is your counter measure to avoid Low Pitch landings?

A
  1. Experience and talking to others no more then bug 10

2. Getting to bug +20 will result in 0* pitch at heavy weights

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28
Q

Explain “Calculating Standard for Fuel Loading”

A

Requirement by Law:

  1. Burn off
  2. Contingency
  3. Alternate
  4. Reserve
  5. Taxi

Company additional:

  1. PCF
  2. Extra
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29
Q

What is the sum of RSV and ALT used for?

A

Diversion to ALT airport and to land with required RSV

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30
Q

Narita T/O Minimum?

A

16L 200’/1600m
16R 0’/200m
34L 200’/800m
34R 0’/400m

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31
Q

What/Where is the obstacle in relation to T/O Minimum?

A

FPDM

16L Tree 1,220'/370m 180' 
Tree 1,330'/410m 183' 
16R Tree 5,480'/1,670m 238' 
34L Tree 2,740'/840m 179' 
34R Tree 5,760'/1,760m 236'
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32
Q

When GPS RAIM Hole exists at the airport, how do you fly for departure climb?
(e.g. the same situation is applicable on RJGG departure, CHITA-1 Dep when GPS RAIM
Hole exists)

A

Using DME/DME/IRS as long as no DME Gap exceeds 14nm (ie Critical DME are in service) as nav sensor.

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33
Q

In case that GPS cannot be used for a Navigation Sensor, any procedure?

A

Navigation is done by IRS. As long as DME Gap doesn’t exist then procedure is fine to do.

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34
Q

If you forget to enter POS SHIFT on FMS for the inter-section T/O, what happens?

A

If GPS is updating sensor then POS SHIFT is inhibited. If not entered then map is updated to the threshold of the departure runway.

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35
Q

How do you know the DME GAP on RNAV5 Routes?

A

Published in route manual

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36
Q

The difference between RNAV1 and Basic-RNP1?

A

Onboard alerting and monitoring, required equipment, Radar service requirement and SOP.

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37
Q

The difference regarding the RNAV 1 and RNP 1 procedures?

A

RNAV 1

Onboard alerting and monitoring not required
Deviations will be monitored by ATC
Aircraft equipment: F-I-D or F-I-G
Can navigate by D/D/I or GNSS

RNP 1

Onboard alerting and monitoring is required
Deviations monitored by Flight Crew
Decision to continue the procedure is dependant on “UNABLE RNP” message
Aircraft equipment : F(2)-I(2)-G(2)-EHSI(2)-Autopilot
Only navigate by GPS
Must enter or verify RNP value according to the procedure
Must verify that GPS updating

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38
Q

The difference regarding the onboard equipment in between RNAV1 and 2 and RNP1?

A

RNAV1/2
1xFMS 1xIRS 1xDME or 1xGPS

RNP1
2xFMS 2xIRS 2xGPS 2xEHSI

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39
Q

Is there any NOTAM in relation to RAIM? What is described?

A

NOTAMS:
GPS Constellation Status : Orbital Plan and Total number of Satellites (if less than 24 then cannot do RNAV5, but no problems as navigate by NAVAIDS)
GPS RAIM for Approach/Terminal Prediction: ensure countries and destination and if applicable alternate
On Flight Plan: RAIM FOR TERMINAL INFORMATION : NIL or specified Time

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40
Q

Explain the mechanism of RWSL. (RWSL also implemented in RJTT)

A

AIM-J 1-16 / 12-25 and RMB ATC Japan 43

A fully automated warning system that provides runway status information to pilots and surface vehicle operators when it is unsafe to enter, cross or takeoff from a runway.

Lights automatically indicate to aircraft or vehicles that the runway is occupied

Consists of:

  1. Runway Entrance Lights (REL)
  2. Takeoff Hold Lights (THL)
  3. Maybe replaces with Variable Message Sign (VMS)
  4. Not controlled by ATC and operated by Multilateration
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41
Q

Explain any restricted airspace along your route.

A

Hong Kong FIR

Nil

RCTP FIR

1.10 restricted areas

  1. 4 on the west side of M750
  2. 6 on the east side of M750
  3. Highest if FL400
  4. Activated by NOTAM

Japan FIR

  1. 1 South Western corner: FL370, continuos operations in VMC only
    1. west of MOMPA: UNL: 2300-0800
  3. 2 East of MIDAI until half way between MADOG and MEXIR, east side of track: Unlimited NOTAM and 21-09MF
  4. 2 west of BILLY: up to FL493: activated by NOTAM
  5. 1 east of BAFFY: UNL: continuously
  6. MT Fuji: up to FL160
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42
Q

How do you know if the restricted airspace is HOT or COLD?

A

NOTAM or charted

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43
Q

How does ATC control the NTZ on Simultaneous Parallel Approach?

A

By Radar using Track monitoring which is continued after transferring to tower. Terminates when the tower has the aircraft visual. Simultaneous Parallel App Requires 4,300’ or more separation between runway centerlines.

44
Q

How about for Parallel Approach?

A

Through prescribed radar separation minima. In RJAA 2nm separation since more than 4,300’ separation between runway centerlines

45
Q

What is the floor of GPWS warning detection area?

A

For mode 2B, varies between 200’ and 789’ RA based on barometric descent rates.

AOM 6-15-20-(34)

Warning:

“CAUTION TERRAIN/OBSTACLE” - 40 to 60 seconds from projected impact
“TERRAIN TERRAIN PULL UP” - 20 to 30 seconds from projected impact

46
Q

What kind of Warning is it expected?

A

“CAUTION TERRAIN/OBSTACLE” - 40 to 60 seconds from projected impact
“TERRAIN TERRAIN PULL UP” - 20 to 30 seconds from projected impact

47
Q

The requirements for letting FO manipulate aircraft control?

A

Weather conditions at departure or destination equal to or great than BASIC 1 captain minima
1/2 times or less the max X wind
DRY, DAMP or WET(GROOVED)
No system malfunction
Allowable landing weight not restricted landing on rwy 2,300m or more

48
Q

Any procedures for switching the control?

A

OM 8-12
The Captain and co-pilot shall make clear call out upon transferring of control
During flight the Captain shall resume control when the co-pilot doesn’t conform to the requirement(outside co-pilots limitations), or co-pilot manipulation is not appropriate.
At or below 300’ in final app phase the captain shall takeover immediately if the co-pilot manipulation is not satisfactory. Instead of just giving instruction or advises

49
Q

Any decision standard for G/A when long touch down?

A

If landing outside the touchdown zone 750-2000’ make a GA

50
Q

GA on PAR approach?

A

If the aircraft goes below the Lower Safety Alignment Limit,
Final Controller will give the aircraft the instruction of G/A.

51
Q

If Lost communication occurs soon after Takeoff, what is the lost communication
procedures? Which altitude are you climbing to?

A

Altitude:
If failure occurs at or after MEA or initial assigned altitude then 7 minutes AFTER squawking 7600 climb to Flight Plan filed cruise altitude
If failure occurs prior to reaching MEA, climb to MEA then 7 minutes AFTER reaching MEA, climb to Flight Plan filed cruise altitude
Try to establish communications using all available methods:

52
Q

If that happens during Radar Vector, what are you going to do?

A

When being vectored if the target point has been specified then proceed to that point, if not specified proceed to the nearest fix on the route after selecting 7600

53
Q

How do you decide Lost Communication on PAR APCH?

A

The final controller transmits more than 1 time every 5 seconds. If 5 seconds elapses wth no transmission from the final controller than Lost Comm would be presumed.

54
Q

Any restrictions when MEL is applied?

A

The MEL should only be used in such cases where repairs or replacement cannot be made within a scheduled stay time due to lack of spare parts, facilities, personnel and or time. If the PIC made judgment that the inoperative item should be repaired considering overall circumstances the AE(OM) shall repair it before departure regardless of the conformity with MEL requirement.

55
Q

Any limitation of the number of MEL items simultaneously?

A

No Limitation. However interrelationship between inoperative items and the effect on the aircraft operation and crew workload shall be considered to maintain acceptable level of safety.

56
Q

If no consensus has been formed between Pilots and Mechanics when applying MEL,
What are you going to do?

A

If a consensus has not been reached between Pilot and Mechanics the MEL cannot by applied. The final judgement on the application of the MEL is from the PIC

57
Q

The flow of issuing the Prohibition Order?

A 
Verbal Instruction from CA 
Report to Captain and deliver Prohibition Order Letter 
Confirm behaviour again ask Police on stby 
Keep witness or evidence 
Take restraint 
Emergency landing 
Handover to Ground personnel/Police 
Submit ASR with copy of PO letter
58
Q

The relation between the Prohibition Order and PIC?

A

Cat 2 is a violation against against Aviation Law 73-4 and 164-15 of the Regulations and punishable.
The Prohibition Order comes after reporting to the Captain. So it is issued under the command of the captain

59
Q

When do you decide Minimum Fuel?

A

If the current FMC route and calculated fuel prediction has arrival fuel at Reserve plus Alternate fuel. I would declare Minimum fuel situation.

60
Q

If you want the priority for arrival, what are you going to do?

A

AIM J 791. Says Declare an emergency.

PAN-PAN, PAN-PAN, PAN-PAN fuel remaining 50 minutes request approach clearance without delay.

61
Q

When do you decide Emergency for Low Fuel? How much Fuel Quantity in pound do you
decide?

A

If on the current FMC route and calculated fuel prediction has arrival fuel below 5000lbs I would declare Emergency for Low Fuel.

62
Q

Explain Authority and Responsibility of PIC.

A

CAL Article 73: The PIC shall direct and supervise those who perform their duties on board the aircraft

OM - 10 Authority and Responsibility of the Captain

Captain shall have full and final authority for exercising judgement and taking actions to ensure the safety of the flight
During flight, the Captain shall assume the full responsibility for the safety of all persons and cargo on board the aircraft and foe the safe operation of the the aircraft
The captain shall direct and supervise all other crew members on board his aircraft in performing their duties
The Captain may delegate a part of his duty to another flight crew member
The Captain shall not leave the flight deck for the purpose of taking rest unless the Deputy Captain takes the pilot seat
A flight crew member qualified for the Area/Airport shall take the pilot seat during takeoff and landing
The Captain shall be on the flight deck during takeoff and landing to the extent possible even if they are not in charge of manipulating the aircraft
When the Captain leaves the flight deck they shall be required to give instructions to their proxy about items anticipated, and receive reports related to the operations during their absence immediately upon their return
The Captain shall assume the responsibility for keeping the Journey Log and Radio Log

63
Q

The passengers began fighting each other. What are you doing?

A

This situation is classified as Category 1 Behaviour:

Punishable offence against current law (e.g. criminal law) represented by the following behaviours:

Hijacking or damaging an aircraft
Violence against crew members or passengers, damage to property

A Warning Letter will be issued to both passengers:

A measure for Category 1 and 3 to firmly tell (WARN) the passenger that their behaviour is unlawful
CA shall warn them verbally, or present a Warning Letter to the passenger after obtaining the Captains permission
Written in 12 languages and says that the unruly behaviour is a violation of the Civil Aeronautics Law
Report to ground staff/operations and request assistance: Flight, Details of behaviour and Pax info

64
Q

What is the company operation policy for RTO decision?

A

RTO Policy–Go Mindedness
The idea of Go-mindedness is that except for the occurrence of a hinderance where there is a serious doubt that the airplane can safely fly, it is safer to continue the takeoff than to reject from a point near V1
To reduce unnecessary high speed RTO’s

65
Q

Explain Category Ⅰ,Ⅱ and Ⅲ.

A

Category 1

Punishable offence against current law (e.g. criminal law) represented by the following behaviours:

Hijacking or damaging an aircraft
Violence against crew members or passengers, damage to property

Category 2

Violation of the Aeronautics Law and a “Prohibition Order” will be issued:

Operating the handle or other mechanism of a cabin door or emergency exit
Smoking in the lavatory
Action that interfere with the duties of the crew members and which may hinder the safety of the a/c
Using an electronic device prohibited by the notification of MLIT
Not fastening the seat belt when ordered to by the Captain
Not returning the back of the seat table, foot rest to the original position during takeoff or landing (critical phase)
Leaving baggage where it may obstruct during an emergency evacuation
Operating, moving or damaging emergency equipment or devices

Category 3

Behaviours specified that are violation of the Aeronautics Law but NOT TO BE PUNISHED, including behaviours to disturb good order on board or behave against discipline on board. Eg:

Smoking in no-smoking area (except lavatory)
Shouting or making noise with out reasonable reason

66
Q

What are you doing if they don’t stop fighting?

A

On the ground

Request assistance from Ground Staff. On the ground as the PIC you do not have the authority to offload the passengers. However as the PIC has the full and final responsibility for the safety of all persons on board and the safe operation of the aircraft, I will be stating to the Ground staff that they ARE to be offloaded. Along with this, passengers bags will be required to be offloaded, new W&B will be required to be sent to the aircraft as well. Getting witness statements and if necessary contact the Company directly and request Police to attend to the aircraft.

67
Q

Difference between Warning Letter and Prohibition Order?

A

Warning Letter

A measure for Category 1 and 3 to firmly tell (WARN) the passenger that their behaviour is unlawful
CA shall warn them verbally, or present a Warning Letter to the passenger after obtaining the Captains permission
Written in 12 languages and says that the unruly behaviour is a violation of the Civil Aeronautics Law
Report to ground staff/operations and request assistance: Flight, Details of behaviour and Pax info
Prohibition Order Letter

Issues for Category 2
CA shall present a Prohibition Order Letter to the passenger after obtaining the Captains permission
Written in 12 languages and mentions the procedure to fine the passenger against the Regulations
Report to ground staff/operations and request assistance: Flight, Details of behaviour and Pax info

68
Q

What is the obligation of all Pilots instead of PIC regarding Maintaining Watch?

A

Article 71-2 Says Any person who is piloting an aircraft shall, while in flight, maintain a watch so as to not collide with other aircraft or objects when weather permits.

69
Q

What kind of situations are you making decisions of RTO?

A

Engine failure, takeoff configuration warning, any Fire warning.

70
Q

What is Contingency Fuel?

A

The fuel that is carried to allow for difference in actual Temperatures, Wind strength, Flight level, flight weight, aircraft performance or use of anti ice.
for example
Greater of: 5% of Burn Off Fuel or the amount required for 15 minutes holding under ISA conditions
Estimated Landing Weight at Destination
Assumed to be consumed by the time the aircraft lands at Destination, but for weight calculation it is not considered to be consumed

71
Q

What is PCF? Difference from CON?

A

PCF is a standard amount of fuel the company has decided for each route. Its based on statistical processing of actual results.
Difference from Contingency Fuel is that PCF is a Specified Amount as opposed to Contingency Fuel which will vary depending on the the Burn Off Fuel and Flight time.

72
Q

What situation do we need to select two alternate airports?

A

When the weather at the destination airport is forecast to below the Landing Minima intermittently at the ETA

However in the case where the CIG and VIS indicates AT or ABOVE 1500’ and 5000m at the ETA of the first Alternate Airport, the second Alternate Airport is not required

73
Q

What did you check regarding GPS availability?

A

NOTAMS:
GPS Constellation Status : Orbital Plan and Total number of Satellites (if less than 24 then cannot do RNAV5, but no problems as navigate by NAVAIDS)

GPS RAIM for Approach/Terminal Prediction: ensure countries and destination and if applicable alternate

On Flight Plan: RAIM FOR TERMINAL INFORMATION : NIL or specified Time

74
Q

What was updated in Jan 2016?

A

Operational Standard for the use of GPS when flying under Instrument Flight Rules.
GPS can be used as the main Nav system for RNAV in operations where GNSS or GPS is required, DME Gap exceeds 14nm during RNAV1 or 2 flight or DME Gap exceeds 100nm for RNAV5 flight.

75
Q

When “UNABLE RNP” message has been seen, what are you doing?

A

ANP exceeds RNP
Means that the navigation performance regarding navigation accuracy is not being satisfied,
RNP operation can not be continued
Verify the ANP and if exceeded, notify ATC and follow their instructions

nothing to do with Cross Track Error

76
Q

What is the points when conducting Basic-RNP1 in Hong Kong? What do you confirm?

A

Database is current
Correct SID/STAR is loaded and depicted on the EHSI and LEGS page
Sequence of waypoints is correct
RNP1 is displayed
GPS NAV is updating
Confirm that all required equipment is operational

77
Q

What is the Engine Failure Reference Procedure?

A

These are established as the reference for takeoff with one engine failure at airports of which surrounding geographic conditions are relatively rigorous, etc. taking in consideration the following conditions:

Engine failure at V1
V2 climb
Acceleration and flap retraction at 1000’ AFE unless otherwise specified
Turn at 15* AofB until flaps up manoeuvring speed and at 25* AofB after that
No visibility of the ground surfaces or obstacles

Regarding missed approach, EFRP are established in case the obstacle clearance is insufficient with one engine failure. Eg. VHHH

SID’s do not take into account an Engine Failure and therefore climb gradients may not necessarily be met.

78
Q

What is the Obstacle Limit Weight? Explain the climb gradient in each case of two
engines and single engine.

A

The weight that the aircraft can still satisfy the below requirements.
Requirements
Clear all obstacles in an area 300 feet plus 0.125D where D is the horizontal distance the aircraft has travelled from the runway threshold by 35ft
If heading change is 15* or less, obstacles greater than 2000 feet on either side of the intended track need not be cleared
If heading change greater than 15*, obstacles greater than 3000 feet on either side of the intended track need not be cleared

The requirement is 2.4% in the second segment which is most limiting.

79
Q

What are you doing when Radio Communication failure happens soon after initiation of
radar vector on BEACH-1 Departure from RJAA? Explain in each case of metrological
condition: VMC or IMC?

A

MC

Maintain VMC
Squawk 7600
Land at nearest airport with which a safe landing is possible
Try to establish communications using all available methods:
3 VHF radios
2 HF radios
SATCOM
ACARS with the company
“TRANSMITTING IN THE BLIND”
If landing at a Towered airport, look for light signals from the tower and acknowledged accordingly

IMC

Squawk 7600
Route:
Follow the assigned route in the ATC clearance
When being vectored if the target point has been specified then proceed to that point, if not specified proceed to the nearest fix on the route

Altitude:
If failure occurs at or after MEA or initial assigned altitude then 7 minutes AFTER squawking 7600 climb to Flight Plan filed cruise altitude
If failure occurs prior to reaching MEA, climb to MEA then 7 minutes AFTER reaching MEA, climb to Flight Plan filed cruise altitude
Try to establish communications using all available methods:
3 VHF radios
2 HF radios
SATCOM
ACARS with the company

“TRANSMITTING IN THE BLIND”
If landing at a Towered airport, look for light signals from the tower and acknowledged accordingly

80
Q

In case you are requested to apply a MEL at the aircraft, what is the standard procedure?

A

PIC Actions
Make the disposition whether appropriate MEL will be applied or not in accordance with the explanation of discrepancy, cause, appropriate MEL from AE(OM) and from Flight Dispatcher if operational restriction is required, with considering operational circumstances.
Check that the required maintenance actions have been accomplished. Make sure the conclusion of the flight dispatcher is appropriate and revised flight plan meets MEL requirement. Exercise judgement whether or not to commence the flight with MEL items.
Confirm again the record of applied MEL is correctly written on the Journey Log and Radio Log before departure.

81
Q

What does AE (Authorized Engineer) do?

A

The AE(OM) has the responsibility and authority to perform the maintenance action required by the MEL, to confirm that every maintenance requirement of the MEL is satisfied, and to release the aircraft without deferral.

82
Q

What was the problem in your company’s case of the inappropriate application of CDL?

A

Received notice just prior to leaving STC about the necessity to apply CDL
Given a new flight plan and copy of CDL but failed to confirm that the CDL number and title matched the flight plan
Ship side received briefing from Engineer
The CDL notified by the assistant dispatcher was different from the CDL explained by the Engineer
Crew did not pick up the error as both where related to a flaps issue
Crew confirmed that the Journey Log records and placard attachment where correct and in line with the explanation received from Engineer
There were descriptions about performance penalties but the crew failed to recheck this ship side as they had already checked it at STC
Wasn’t until arriving at the destination that the mistake was discovered
The flight plan had been created with the incorrect CDL as a result of the maintenance personnel at the office entering the incorrect information into the system
3 people need to check its correct: PIC-Engineer-Flight dispatch
Mutual confirmation
Navigation log specifies CDL#, Correction to Fuel burn and Fuel penalty

83
Q

What is the maximum allowable altimeter reading difference?

A

Three checks of the altimeters are required:

Confirm the difference between primary altimeter and field elevation is within 75’
Confirm the difference between the two primary altimeter is within 40’
In flight confirm the difference between the two primary altimeters is within 200’

84
Q

About the mutual confirmation of the main altimeters.

A

In flight confirm the difference between the two primary altimeters is within 200’ for RVSM airspace

85
Q

Is there any message shown when the difference exceeds the maximum allowable?

A

“ALT DISAGREE”

Aircraft does not meet RVSM airspace requirements
Contact ATC immediately and comply with their instructions

Follow checklist

86
Q

What was the problem in your company’s case of the PAR APCH including CRM?

A

What was the problem

Aircraft started descent early and without ATC instruction
ATC will issue “Begin descent” to aircraft even if the aircraft has visual references for landing

CRM

A good briefing is essential
It is essential to have mutual understanding of the procedure and expected ATC instructions
Set up early and have checklist completed early, prior to 10nm
Monitor MCP and FMA and EADI

87
Q

What is the relation to the Obligation of Report of PIC?

A

CAL Article 76 - Obligation to Report

PIC is obligated to report certain matters. These can be classified into four groups:

Article 76 (1) Accidents 
Article 76 (2) Accidents to other aircraft 
Article 76 (3) Any malfunction to a group facility or any other incident on the ground 
Article 76-2 Any dangerous situation occurring on the aircraft
88
Q

What case do you have to report?

A

OM S-8-3 lists the items that are required to be reported and should be used when required.

89
Q

What about in case of “Monitor Vertical Speed” of TCAS RA?

A

Any TCAS RA must be reported as stipulated by RMB. ASR.

90
Q

What is the point when leveling off such a low altitude with regard to procedure and
FMS?

A

Good briefing on technique and actions of PM
500’ thrust reduce 80%
700’ begin level off
“ALT CAP” - order Speed On and set pre briefed speed
Be careful not to descend

91
Q

What are you doing when the alternate airport has been closed?

A

Captain and Flight Dispatcher will:

If possible change the alternate airport on the basis of fuel endurance

or

Utilise the No Alternate Airport requirements:
Flight time to destination not more than 6 hours
WX forecast for at least 1 hour before ETA to 1 hour after ETA is:
Ceiling will be greater of 1500’ above DH/MDA or 2000’ AFE
Visibility will be greater of 5000 or RVR/VIZ + 3200m

or

Change the destination

92
Q

What is the requirement for continue flying to the destination airport?

A

Captain and Flight Dispatcher will check:

If the Alternate Airport weather is forecast to be at or above a ceiling of 1500’ and visibility of 5000m at the ETA

or

If able to hold over the destination, taking into account fuel remaining, until the weather conditions are forecast to improve

If either of these are possible flight may continue to Destination.

If either of these are not possible then the following applies:

Change the Destination Airport or
Select and Additional Alternate Airport

93
Q

What are the counter measures when climbing and descending?VMo MMo.

A

Modify CLB/DESCENT speeds when flying into or out of high wind speeds
Use V/S during climb
On descent start early when coming out of strong tailwinds so that the descent rate is gradually increasing
Be aware that VNAV will only command a gradual pitch increase (passenger comfort) if speed approaches limits and takes time to recognise the situation

94
Q

Explain the important point of using speedbrake in this case.

A

If using Speed Brake near VMO/MMO be aware that when stowing the speed brake, the aircraft will have a tendency to pitch down, this can result in overspending the aircraft
Use CAUTION!!

95
Q

When do you make a decision to continue/go around if RVR goes worse? Approach Ban

A

OM 5-3-5 (2)
A specified point on the approach where a pilot may not continue beyond unless:
The weather is at or above the minima weather concerned for the Capt
RVR is above 200m
Also regards to equipment failure

Points

FAF, OM, 1000’AFE, as specified in the Pink Pages

96
Q

When do you make a decision to continue/go around if the wind gets close to maximum
crosswind.

A

OM S-3-7
Confirm reported wind when receiving landing clearance. Confirm wind at 500’
App and landing can be continued despite the wind report if the flight crew members judges can land safely with normal manipulation.

97
Q

Is there any restricted airspace around VHHH?

A

Penny Bay GND-4000’ active continuously R-12

98
Q

Is there any other cautionary point than the obstacles regarding VHHH?

A

Terrain, Traffic.

99
Q

What is the cautionary point when rough air?

A

Windshear.

100
Q

Please show me the effectiveness of EFB such as iOS version No., etc.

A

Make sure everything is up to date effective dates by NOTAM.

101
Q

Explain the Duty of the PIC?

A

Captains duties OM 8-11

Prior to departure
Conf prior to departure
-state of maintenance of said aircraft and equipment
-TOW, LW, CG and loading of AC
-Information furnished by the MLITT - flight information - ie notams
-Weather for route of flight
-loaded quantity and quality of fuel and lubricating oil
-safety of the loads
-health of the crew
-document check and hand carry items (OM, Licences, CIQ, RM, flashlight, EFB & charge device)
-Op Flt Plan check and agree with dispatcher
-agree with dispatches intention and amend by mutual agreement
-brief crew, check pax briefed and brief jump seater - remember brief jump seater on belt policy and sterile
cockpit and emer pros including hijacking.
Conf prior to dep, Health, handies (docs) Ofp, brief crew,JS and conf pax briefed

In flight

  • conduct flight per state rules
  • normally manipulate - or delegate to FO
  • direct and supervise
  • revise company clearance as nec

Post flight

  • debreif
  • submit reports
  • direct pax through CIQ when no gnd staff present
  • notify maintenance of snags
102
Q

Describe the Validity of Command?

A

OM 3-3-4:
All crew members are considered under the Captains command from the moment they report for flight duty until such time as they are relieved of all duties assigned to them. All CA are considered under the Captains command from the moment they report for flight duty at the prearranged place where Preflight Briefing is performed or if the briefing is performed on the aircraft, from the moment the Captain comes onboard the aircraft until they complete entry formalities after completing all duties assigned to them

103
Q

What is the Authority and Responsibility of the Captain?

A

OM 8-10
Full and final responsibility
- for safety of flight
- all persons and cargo on board
- direction and supervision of crew
- delegations of tasks
- log book and GD
-shall not leave flight deck unless - dept capt takes seat if leaving for purpose of rest
- instructions given to proxy - comms - div etc
shall be in Flight Deck for TO and landing and have area/airport qualed pilot in pilots seat

104
Q

If a passenger smokes in the Lavatory, what do you have to do?

A

Issue a Prohibition Order Letter since its a case where it is unruly behavior after recognizing it as unruly behavior. Passengers are briefed prior to flight and also the lavatory is placarded with no smoking signs. OM 6-S-39

105
Q

What are you doing if the above fight (between 2 passengers) happens after the all door close?

A

In Flight
Take necessary actions to ensure the safety of flight and of the passengers and crew:

Restrain passengers if necessary
Have them seated separately until landing
Contact the company and advise them of the situation and to have Police and Station Manager to meet the aircraft upon arrival
Divert to nearest Suitable airport if the safety of the flight is in danger
Get Cabin Crew to take eyewitness statements
Call upon ANA Staff/DH Crew to assist CA’s if necessary
Inform ATC of the fact that passengers are restrained if required

106
Q

What are the contents of Circular Notice regarding GPS published in Jan. 2016?

A

Operational Standard for the use of GPS when flying under Instrument Flight Rules.
GPS can be used as the main Nav system for RNAV in operations where GNSS or GPS is required, DME Gap exceeds 14nm during RNAV1 or 2 flight or DME Gap exceeds 100nm for RNAV5 flight.

AJX - Command Oral (11 decks)

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