Manuals Flashcards
What is the order of priority of easyJet’s various operating manuals?
- OFP Company NOTAMs, Crew Alerts, Crew Bulletins and OFP Briefing Pack attachments.
- Notices to Crew (NTC) – Operational Information, which are, specified as superseding Operating Manuals.
- Airbus OEBs.
- Operations Manual (OM-A, OM-B, CSPM, EFB Ops Data).
- Airbus FCOM/QRH.
- Airbus FCTM.
- Various Guidance Material.
What are all the on-board Electronic manuals we use in easyJet?
- OMA.
- OMB.
- Route Manual
- OMDF.
- NTC.
- CSPM.
- FCOM.
- QRH.
- FCTM.
- MEL.
- CDL.
What is the onboard paper documentation we use in easyJet?
- 2 Normal Checklist – stowed in Capt and F/O center pedestal side stowage.
- 2 eQRH Supplement – stowed in Capt and F/O documentation stowage.
- Certificates Folder – Wardrobe (Austrian AOC/UK AOC).
- Documents Folder – Wardrobe.
- Aircraft Tech Log – Loose.
Where can we find info regarding Flight Time limitations?
OM A Chapter 7
Where can we find info on Dangerous goods?
OM A Chapter 9
How many chapters are in OM A? And what are they?
13.
1 – Organization and Responsibilities
2 – Operational Control and Supervision
3 – Management System
4 – Crew Composition
5 – Qualification Requirements
6 – Crew Health Precautions
7 – Flight Time Limitations (FTL)
8 – Operating Procedures
9 – Dangerous Goods and Weapons
10 – Aviation Security
11 – Handling, Notifying and Reporting Accidents, Incidents and Occurrences and Using the CVR
12 – The Rules of the Air
13 – Leasing
How many chapters are in OM B?
12
1 – Limitations
2 – Normal Procedures
3 – Abnormal and Emergency Procedures
4 – Performance
5 – Flight Planning
6 – Mass and Balance
7 – Loading
8 – Configuration and Deviation List
9 – Minimum Equipment List
10 – Survival and Emergency Equipment Including Oxygen
11 – Emergency Evacuation Procedures
12 – Aeroplane Systems
What are the rectification intervals of an MEL?
Inoperative items, deferred in accordance with the MEL, must be rectified at or before the expiration of the repair interval that is established by the following letter designators given in the “Repair Interval” column:
Repair Interval A, B, C and D.
Describe MEL Repair Interval A.
Repair Interval A: No standard interval is specified, however, items in this category shall be rectified in accordance with the dispatch conditions stated in the MEL. Where a time period is specified in calendar days, it shall start at 00:01 on the calendar day following the day of discovery. Where a time period is specified in number of flights or flight hours, it shall start at the beginning of the first flight following the discovery of the failure.
Describe MEL Repair Interval B.
Repair Interval B: Items in this category shall be rectified within three (3) consecutive calendar days, excluding the day of discovery. For example, if it were recorded at 13:00 on January 26th, the 3-day interval begins at 00:01 on January 27th and ends at 23:59 on January 29th.
Describe MEL Repair Interval C.
Repair Interval C: Items in this category shall be rectified within ten (10) consecutive calendar days, excluding the day of discovery. For example, if it were recorded at 13:00 on January 26th, the 10-day interval begins at 00:01 on January 27th and ends at 23:59 on February 5th.
Describe MEL Repair Interval D.
Repair Interval D: Items in this category shall be rectified within one hundred and twenty (120) consecutive calendar days, excluding the day of discovery.
Until when is the MEL applicable?
MEL Preamble 1.1.1
The provisions of the MEL are applicable until the aircraft commences the flight, i.e. the point when an aeroplane begins to move under its own power for the purpose of preparing for takeoff.
Regarding MELs, what happens when a failure occurs after the commencement of the flight?
If a failure occurs after the commencement of the flight, any decision to continua should be handled as follows:
- If a “GO” failure (MEL permits dispatch without any limitation) occurs during the taxi, the flight crew can continue the flight
- If a “GO-IF” failure (MEL permits dispatch under certain limitations and/or Operational Procedures and/or Maintenance Actions) occurs during taxi, the flight crew should assess the situation and make a decision to return to the gate or continue the flight depending on:
o Limitations and procedures given in the MEL
o MEL Operational Procedures
o Availability of Maintenance at the next station if required by the MEL (MOC may be contacted for support)
o Operational conditions for the flight (e.g. weather, NOTAM, etc)
- If a “NO-GO” failure (MEL does not permit dispatch with such failure) occurs during the taxi, the flight crew should assess the situation and make a decision to return to the gate or continue the flight considering that the aircraft can no longer be dispatched without repair after the termination of the actual flight and depending on:
o Limitations and procedures given in the FCOM/QRH
o Availability of maintenance at the next station
o Operational conditions for the flight
What are the criteria and procedure for dispatch under MEL?
The decision of the commander to have inop items corrected before the flight will take precedence over the provisions contains in the MEL. The commander may request requirements above the minimum listed, whenever in his/her judgment such added equipment is essential to the safety of a particular flight under the special condition prevailing at the time.
The MEL cannot take into account all multiple unserviceabilities. Therefore, before dispatching an aircraft with multiple MEL items inop, it must be assured that any interface or inter-relationship between inop items will not result in a degradation in the level of safety and/or an undue increase in crew workload. It is particularly in this area of multiple discrepancies and especially discrepancies in related systems, that good judgement, based on the circumstances of the case, including climatic and en-route conditions, must be used.
