OM Flashcards
Supplement
published when considered necessary to explain detailed procedures of flight standards
Information
issued when temporary notice concerning the provision in this manual is necessary
who is responsible for keeping the manual up to date
Flight standards department
company clearance
the content of an operational flight plan approved by the captain and the flight dispatcher
critical phase
the significant phase such as taxiing, taking-off, climbing, final approach and landing
Dispatcher Release Message DRM
a message required for flight which is sent by the flight dispatcher and includes the operational flight plan approved by the flight dispatcher on duty
flight watch
means that the flight dispatcher watches the flight progress and provides the flight crew members with necessary operational information
operational control
shall mean the exercise of authority by the captain and flight dispatcher over the initiation, continuation, diversion or termination of flight.
operational flight plan
the plan to achieve the safety flight based on considerations with regard to airplane performance, operational limitations, and expected conditions on the route to be flown and the airports of intended landing. This includes: flight number flight leg airplane type route altitude alternate airport required FOB
other designated airports
those airports which are designated by the company to be used in scheduled flight operations, other than regular airports
regular airports
shall mean the airports to be used for the cities as departure, destination, or intermediate points among airports designated for scheduled flights by the company
Capt will turn seat belt sign on:
during taxiing
during takeoff and landing
when turbulence which endangers pax or cabin attendants are anticipated or encountered
when capt considers it necess
seat belt sign on, cabin attendant actions:
conduct minimum safety measures, immediately sit down to designated seats or nearest seats and fasten their seatbelts
request pax to keep their seatbelts fastened by announcement
preparation of operational flt plan
flight dispatcher
in accordance with Civil Aeronautics Law, OM, AOM and MEL/CDL Manual
planning shall be completed by the time the capt reports
check for mental and physical condition
by capt and ground personnel will exchange information with flight crew to confirm mental and physical condition
confirmation of the airplane condition and documents
capt shall confirm the following points: airplane maintenance condition journey log and radio log airplane exterior conditions devices and equip on board airplane security items and pre-flt security check documents to be carried in airplane
pre-flt security check
exterior check
check that no suspicious objects are on/in the airplane
cabin check
the cabin attendants perform, or flt crew where no cabin attendants onboard
documents in pouch
airworthiness certificate registration certificate designation for operating limitations radio station licence aircraft earth station licence (SATCOM) emergency documents air operator certificate 2 fuel cards
what has precedence over an RA
stall warning, alerts and GPWS alerts
basic policy
capt and flight dispatcher shall:
1) secure the safety of operations
2) maximum efficiency of operations
3) maintaining schedule
4) pax comfort
Any disagreement between capt and flt dispatcher, the safer opinion shall be adopted. If either of them regards the flight as unsuitable, the flight concerned shall not be undertaken.
Capt has final responsibility
The flt dispatcher shall support the capt, by using avail personnel, equipment, and related authorities so that the flt can be conducted in a safe and efficient manner.
The capt and flt dispatcher shall not undertake the flt where flight crew members are found to be unfit to perform their duties.
Operational control station
Tokyo International Airport
taxi fuel
means the amount of fuel required in the period from engine start until takeoff. This fuel is not included in the estimated takeoff weight.
burn off fuel
means the amount of fuel required to fly to, and land at, the destination airport from takeoff at the departure airport
contingency fuel
5% of burn off fuel or the amount where 15 mins holding is possible under ISA/ 1500’ condition, whichever is greater.
In planning this fuel is assumed to be consumed by the time that the airplane lands at the destination airport.
However, in calculating the allowable landing weight, this fuel is not considered to be consumed
alternate fuel
means the amount of fuel required to fly to, and land at, the alternate airport after go-around at the destination airport.
If two or more alt airports are selected, the most distant alternate airport shall be used for fuel planning
reserve fuel
means the amount of fuel required to fly for 30 mins at 1500’ ISA with alternates or 2 hours at crz spd no alternates pre-flt or inflt 30 mins with no alternates. VFR us 45mins at crz spd.
Planned Contingency Fuel PCF
means the fuel of which quantity the Company specifies the standard in advance for each route considering increased fuel consumption that may be caused by the specified reason on specific route or airport.
extra fuel
means the fuel loaded when the capt and flt dispatcher consider it necessary to meet the Company basic policy: ATC wx at dest/alt, or en-route fuel loading proc others, if any
minimum required fuel on board
burn off
contingency
alternate
reserve
minimum fuel for VFR
burnoff
reserve (45 mins at crz spd)
company position report
using ACARS: Call sign The name of the point passed and the time altitude ETA next posn other necessary matters
airport use for China and Taiwan
airplane using China as dep/dest shall never select Taiwan as alt.
airplane using Taiwan as dep/dest shall never select airport in China as alt.
maintenance release at diversion airports
absence of qualified maintenance personnel may be replaced by captain’s verification as far as all the conditions below are met:
maintenance action limited to minor preservation
qualified maintenance personnel is not able to attend due to various reasons
MOC (Maintenance Operations Control) is trying to comprehend airplane condition
MEL/CDL shall not be applied, unless MOC and Capt judge to be no problem.
minor preservation?
simple preservation works such as replacement of standard part or equipment which does not include torquing or adjusting of clearance and complex assembly work
FOB calculations
taxi fuel - ramp wt burn off fuel - climb - est TOW crz - est wt in crz descent - est TOD wt contingency fuel - holding under ISA/ 1500' with est LW at dest
alternate fuel and reserve calc
alternate fuel
for climb - the wt which burn off fuel and contingency fuel are deducted from est takeoff wt or est wt at re-clear fix
crz and descent as per normal at speed and power specified in AOM.
reserve fuel
alt selected - est LW at alt based on holding data under ISA/ 1500’
no alt selected, est LW at dest and alt and speed for dest shall be used:
in crz phase, alt and speed for alt airport to be used
for holding, based on holding under ISA/1500’
PCF calc
specified in RM
for flt plan based on holding data under ISA/ 1500’ for est LW at dest
extra fuel calc
holding data under ISA/ 1500’ at est LW at dest
why contingency fuel
fuel increase due to the variation in wind, temperature, flight level, flight weight, airplane performance, or the use of anti-ice and so on.
why PCF? can it be removed?
It is a kind of extra fuel regulated by the company as standard.
It can be removed where the Capt and flt dispatcher agree for reasons such as:
flt plan is planned at lower flt level which the PCF was designed to cover.
one engine inoperative drift down path
The net flt path allows the airplane to continue flt from the cruising alt to an airport where a landing can be made clearing all terrain and obstructions within 5nm either side of track by 2000’
The following reqmts must be considered:
the eng fails at the most critical point enroute
airplane passes over critical obstruction
winds shall be considered
fuel jettisoning may be allowed
alt airport is specified in the company clearance and meets wx minima
net flt path data in AOM is used for the consumption of fuel and oil after engine failure
METAR AUTO
do not use QNH
do not use for judgement of Company minima in flt
Can use at RODN Kadena
wx info for dep alt airport
if CIG is less than minima, and aircraft are still landing can use that info to show actual wx is above ldg minima??
crosswind for takeoff and ldg
takeoff - within limit at takeoff clearance
landing - within limit at landing clearance
prior 500’ and above limit must check at 500’ or GA
landing clearance after 500’, if the value at 500’ was ok can continue if the flt crew members judge that the airplane can land safely with the normal manipulation
60 mins range OEI
424nm
Use of fuel onboard
confirm fuel on board that was approved in company clearance was loaded.
capt may use a part of extra fuel, PCF and taxi fuel for APU etc at his/her discretion. However, the FOB must be at or above the minimum reqd FOB at the block-out time.
fuel low stage
MAYDAY MAYDAY MAYDAY FUEL - when est fuel on ldg is less than 30 mins
MINIMUM FUEL - when fuel remaining has reached the stage where little or no expected delay can be accepted, though it does not result in state of emerg like mayday, no ATC priority
approval proc for operational flt plan
flt dispatcher provides DRM including operational flt plan - means an approval by flt dispatcher
Capt approves plan by inputting approval into POBS or by signing DRM
Where diversion and ACARS only way to approve if Capt agrees
Changing company clearance: can be by ACARS or oral communication
IFR operations in class G airspace
except an unavoidable situation such as an emergency, the use of class G shall not be conducted.
The following are exempted:
US military airspace in Japan
operations according to special procedures in RM
self contained navigation
the navigation performed when flight is made with inertial navigation system as a primary navigation equipment flying over areas where navaids or landmarks can not be effectively used in navigation for a distance of 550km or more (300nm)
Two sets of INS are required at the time of departure
self contained navigation decision point
point considered to be the best point from which the flight will return or divert in case the number of INS functioning normally becomes less than two.
The point is normally located in an area where ground reference or navaids are available.
critical DME
means a DME causing a hinderance to navigation to be based on DME/DME or DME/DME/IRU in a specific RNAV route when it became impossible to use.
DME GAP
means a segment on the route where the combination of DME signal which meet designated navigation accuracy required cannot be received
MAX 14NM
RNAV 1/2/PRNAV
RNAV 1 = PRNAV
ie 1nm 95% of the time
RNAV 5/BRNAV
are the same ie 5nm 95% of the time
NOTES FOR RNAV/RNP OPS
when airplane within navaids coverage, or GPS signal avail, those signals shall be provided to the system
confirm nav database is valid and suitable for flt area
if RNAV system becomes inoperative or its navigation accuracy becomes unreliable, advise ATC unit and follow their instructions such as RV
RVSM equip
two individual altitude measurement systems (2 ADC)
one automatic altitude control sys
one alt alert sys
one SSR altitude reporting Tx (MODE C)
ETOPS
operations conducted by two engine airplane over a route which contains a point farther than 60 mins flying time at OEI cruise speed (wind calm) from an adequate airport
adequate airport
operationally avail from earliest poss time to latest poss time for emerg landing based on ETD
adequate runways for landing
adequate ATC, lighting and comms, wx service, navaids, landing aids, and fire fighting systems which are adequate for the operation
suitable airport
an adequate airport avail at the same times as adequate airport:
wx conditions must be at or above minima in S-4-15
runway of sufficient length given wx conditions
enroute alternate airport
selected for ETOPs operational flt plan from suitable airports with OEI range. RFFS min cat 4, or avail to be augmented within 30 mins.
Departure and dest are used as enroute alt airport
critical fuel
specified in AOM
the amount of fuel on board the airplane which is considered when preparing the ETOPs operational flt plan and which enables the airplane to fly safely to the prescribed enroute alternate airport in the event of decompression and OEI failure at the critical point where fuel consumption is considered most vital to continued operations
