OM - A CHAPTER 8 Flashcards
List of Documents, forms and additional information to be carried onboard?
Certificate of Airworthiness
Airworthiness Review Certificate
Certificate of Registration
Operational Flight Plan
Load Form
Technical Log
In EFB:
Air Operator Certificate
Noise Certificate
Radio Licence
Third Party Insurance Certificate
OM-A 8.1.12
Commanders Responsibility?
Aircraft airworthy
Aircraft equipment, configuration and all calculations in accordance with MEL and CDL
Required documents onboard
(eg. Airworthiness Review Certificate Certificate of Registration Operational Flight Plan Load Form Technical Log)
Ground facilities & Services available and adequate
Fuel, Oil & Oxygen according to OM.
MSA, Aerodrome operating minima and Alternate Aerodromes are within planning regulations.
Weight within limits at Take Off Roll, comply with MSA /MFA
MSA - Minimum Sector Altitude
Safe Altitude around a Navigation station or Aerodrome.
Radius is 25 Nm, and may be valid for various sectors or approach.
RNAV Approach, MSA may be replaced by TAA (Terminal Arrival Altitude)
1000 ft obstacle clearance to intermediate Approach segment
MORA - Route MORA
MFAs on OFPs
Provide 1000 ft clearance for terrain up to 5000 ft and
2000 ft of clearance of terrain above 5000 ft.
20 Nm of route segment centreline
Minimum MFA on OFPs is 2000 ft
Minimum Grid Altitude - MGA
The Lowest Safe Altitude flown off-track.
1000 ft for terrain up to 6000 ft
2000 ft for terrain above 6000 ft
Lowest MGA is 2000 ft - can be omitted over Water.
Shown in 100s of feet
Low Altitude Temperature Correction
Applied when surface Temperature -10 C or below.
(unless otherwise specified on AD chart)
Add temperature correction to: To DA (except VNAV - has temperature limit) Non Precision Approach to Minimum Altitudes after passing the FAF
(OM - 8.1.1.3.1)
Pressure Correction
When lower than standard 1013 hp, 30 ft per hPa below 1013 hPa
Temperature Correction
True Altitude under ISA corrections
Temp. higher than ISA - True Altitude Higher than indicated
Temp. lower - True Altitude lower than indicated
Elevation of Aerodrome the elevator altimeter source.
When low temperature, pressure, watch out below.
Approved Aerodromes
Runway length performance Pavement strength Instrument Procedures ATC services Weather reporting Nav Aids Lighting
Rescue & Firefighting Service - RFFS
A320 - cat 6
A321 - cat 7
Cat 5 may be permitted at low volumes airports - OFP
Temporary downgrade - ATC, NOTAM, ATIS - 2 categories below aeroplane RFFS category
Alternates:
Non UK: Cat 4
UK AD: Cat 5
Commander may decide to land at an aerodrome regardless of RFFS category if it is considered safer to do so than divert.
Isolated Aerodrome
Fuel to fly for 2 hours are Cruise Consumption incl. Final Reserve above destination AD. (easyJet does not do this)
Suitable Aerodrome
AD adequate for the operation and
Meteorological conditions satisfy the planning minima for the expected landing time and
meet the Approach, Runway and Aircraft capabilities and Crew qualifications (MET conditions)
Weather Planning Minima:
Weather Reports and Forecasts for Destination & Alternates:
1 hour before and ending 1 hour after ETA.
Non - Precision & Circling Approaches shall take ceiling into consideration. (in addition to RVR / Visibility)
CMV / RVR conversion shall NOT be used at Planning stage.
Take-off Alternate
Perf / Met conditions makes it impossible to return to the departure Aerodrome.
Met. Conditions are suitable for return at departure AD, when they are above minima for the instrument Approach in use.
Wx reports at Take-off Alternate SHALL be at or above minima for instrument approach.
Limitation to one engine INOP or MEL, SHALL be taken into a account. (Cat 3 Single – Cat 3 A for 1 engine inop)
AD as Take Off Alternate shall be, 1 hour Still Air Flight time at ONE Engine INOP Cruising Speed. (MCT)
Max distance 320 Nm
Destination Planning: - 2 Alternates
2 Alternates required when:
- The weather reports or forecasts at destination are below the applicable planning minima
- No Meteorological information is available
- The Landing performance requirements cannot be assured at a destination aerodrome due to specific wind component or Runway state
Destination Planning: Alternates Planning Minima
CAT II / III – Planning Cat 1 RVR
OTS CAT II – Planning Cat 1 RVR
LTS CAT I – Planning Cat 1 RVR
CAT I – Planning NPA RVR/VIS & Ceiling at or above MDH
APV – NPA Minima
NPA – Planning NPA RVR / VIS + 1000 m & Ceiling shall be at or above MDH + 200 ft
Circling – Planning Circling
No Destination Alternate Procedure:
TO to LANDING, or replanning in flight, remaining flight time not exceed 6 hours.
2 Separate Runways available and usable and appropriate Weather Reports / Forecasts for AD.
Wx Report / Forecast, 1 hour before and after ETA, the Ceiling will be at least 2000 ft or Circling height + 500 ft, whichever is greater.
And visibility at least 5 km
Separate Runways, if one is blocked, it will not prevent the planned type of operations on the other runway. (Separate approach procedure / separate Nav Aid)
The fuel required is:
- Taxi Fuel.
- Trip Fuel.
- Contingency Fuel.
- Additional Fuel not less than the fuel necessary to fly for 15 minutes at 1500 ft (450 m) above aerodrome elevation in ISA.
- Final Reserve Fuel.
- Extra Fuel if required by the Commander.
Aerodrome Categories
Cat A Non Complex
Cat B – Complex – specific briefing, Audio Visual etc (CCI etc)
Cat B Restricted – Complex and threat levels, specific restrictions (CCI etc)
Cat C – Special Crew qualification required (Visit or training)
Take-off Minima
Reported RVR or Visibility equal or better than VIS / RVR required for Runway
Wx at Departure airport equal or better than Minima for Approach and Landing at that airport or suitable Take-off Alternate (planning minima)
When no Vis / RVR reported or no RVR reported, Commander can determine this visually.
Normal RVR 400 m – LVP not in force
LVP in force: 150 m RVR (multiple RVR) Edge and Centre lights.
125 m RVR – High intensity RWY Centreline lights 15 m or less and high intensity Edge lights 60 m or less.
A 90 m Visual segment available from Cockpit
CMV should not be used for Take off
Conversion Met Vis to RVR / CMV
RVR not in forecast, conversion may be required.
RVR/CMV not reported in TAF. Forecast Visibility shall be used (not RVR/CMV for planning)
In FLIGHT, Met Vis should be converted to RVR/CMV if no RVR reported.
Conversion not to be used when: (VIS to RVR/CMV)
- RVR available
- Calculating Take Off minima
- For RVR less than 800 m (after conversion)
Visual Approach minima:
2500 ft cloud Ceiling or Circling minimum if higher
5000 m Visibility
Company Minima
CAT 3B Company = NO DH
CAT 3B with RA = 25 ft RA
CAT 3A Company = 50 ft RA
When CAT 3B published, CAT 3A always allowed with minimum 200 m RVR & 50 ft RA
Fuel Policy
- Taxi Fuel
- Trip Fuel
- Contingency Fuel
- Alternate Fuel
- Additional Fuel
- Final Reserve Fuel
- Extra Fuel (if required by Commander)
Taxi Fuel
Engine Start, APU & Taxi. (Max Ramp weight may not be exceeded)
Trip Fuel
Take-off & Climb – full routing departure (SID)
Cruise including Step Climbs
Descent & Arrival – full Arrival procedure (STAR)
Approach & Landing at Destination
Contingency Fuel
Contingency fuel is for deviations between planned and actual operating conditions. (track, wind, weather, altitudes, unforeseen)
After Push-back / Engine start can use Contingency Fuel.
- If no Statistical Contingency Fuel (SCF) data available:
5% of Planned Trip Fuel &
5 minutes at holding speed at 1500 ft above the destination Aerodrome in Standard Conditions. - If Statistical Contingency Fuel data available:
95% coverage or 99% coverage based on operational factors and
An amount to fly 5 minutes at holding speed at 1500 ft above destination Aerodrome.
Statistical Contingency Fuel: eg Cont 95
95% of flights have used no more than the 95% SCF value. (eg only 1 in 20 have used more)
Planned Contingency Fuel must still be minimum of 5 mins in all cases.
Alternate Fuel
Fuel to reach Alternate Aerodrome
Missed Approach point, full MAProcedure to Climb, Cruise and Descent
With full Arrival at Alternate AD.
Approach and Landing
If 2 Alternates required, then fuel to the one that needs the most fuel.
Final Reserve Fuel
To Fly for 30 minutes at Holding Speed at 1500 ft above destination Alternate Aerodrome in Standard conditions or at Destination when no Alternate is required.
Minimum Additional Fuel
- Holding 15 minutes at 1500 ft above Aerodrome, when flight is operated without a destination alternate.
- Engine Failure or Loss of Pressurisation, at most critical point along route.
Descend and proceed to adequate / alternate AD
Hold there for 15 minutes at 1500 ft
Make Approach and Landing
(Can be calculated by OFP FRF divided by 2.
Extra Fuel
At discretion of Commander.
Should be calculated in terms of Endurance (Time) eg. 1000 kg = 30 minutes
Used when:
Thunderstorms
Destination Weather is forecast / reported close to Operational landing limits.
Unscheduled Runway closure (Snow, RWY treatment)
Crosswind / Contaminated Limits
ATC Delays
Additional Approaches at Destination
Icing Conditions en-route – Engine Anti Ice / Wing Anti Ice
Penalty of Extra Fuel is 3% extra fuel per hour of flight due to increased Aircraft weight.
Landing Assured
- No forecast Weather deterioration
- Single Failure of Ground or Airborne equipment can’t prevent landing.
(eg Cat 1 minima available at a Cat 2 or Cat 3)
Minimum Fuel Call
If any further change to current clearance would result in landing with Less than Final Reserve Fuel.
If it is determined that Fuel Landing will be less than Final Reserve Fuel, than declare Emergency Mayday
Reduced Contingency Fuel
If SCF data available:
Contingency can be reduced to 90% coverage – CONT90 and
Fly for 5 minutes at Holding Speed at 1500 ft above Destination Aerodrome
If SCF data NOT available, CONT Fuel can be reduced to the greater of:
3 % of the planned Trip Fuel and
5 minutes at Holding Speed at 1500 ft above Destination Aerodrome, providing the Enroute Alternate Fuel (ERA)
And
ERA Aerodrome within a circle Radius of 20% of the Total Flight Plan distance. The Centre on the planned Route at a distance of destination Aerodrome of 25% of the Total Flight plan distance or at least 20% of total Flight Plan distance plus 50 NM (the greater of the 2)
Oil Consumption
Should cover the Flight Time with Fuel + 15 minutes.
CEO: 9.5 & 0.5 quarter per hour
NEO: 10.6 & 0.45 quarter per hour
Zero Fuel Weight
Zero Fuel Weight
DOW + Traffic Load
(DOW excludes all usable fuel, but includes unusable fuel and catering etc)
Take of Weight
TOW
DOW + Traffic Load + Reserve Fuel + Trip Fuel
Landing Weight
DOW + Traffic Load + Reserve Fuel
Passenger and Baggage masses
Adult male: 93 kg
Adult female: 75 kg
Children (2-12 year old): 35 kg
Checked Baggage:
Domestic: 11 kg
EU: 13 kg
Carry on luggage : 5 kg
Technical Log Page & Daily Inspection
Daily inspection procedure, certified before midnight, but valid from 0001 UTC the next day, if the following has been adhered too:
Daily Inspection certified after last flight that calendar day and
Daily Inspection after 1800 UTC
It will then be valid for 47:58 hours, until 23.59 the following day.
Defect Procedure
Enter Defect in Tech Log Call MOC – advice Technical Documentation FCOM / FRM etc. Consult MEL / CDL If required raise ASR
Acceptable Deferred Defects (ADD)
Defects in Tech Log shall be cleared prior to next flight when possible.
If not
The defect is to be transferred to the Aircraft Status Report, if
1. Allowable deficiency specified in the MEL, or, if not in the MEL
2. Evaluated by an appropriate authorised engineer not being an airworthiness / safety item
Normally a Maintenance Action by Authorised Engineer.
Commander may defer a defect that does not require Maintenance Procedure after consultation with MOC.
Non-Deferrable Defects Away from Base
Defects not listed in the MEL
MOC contacted to establish extent of defect and action required.
MOC will seek suitably approved Part 145 with appropriate Rating, action will be taken to have defect repaired and certified.
If no approved Part 145 Maint Organ. is available, MOC will position a contracted Part 145 Maint Organ Staff.
Acceptable Deferred Defect Procedures – Level 1
If item in MEL / CDL, requires operational limitations (Cat 1, RVSM etc) or requires in flight Certification, it will be entered on Aircraft Status Report –
Technical Log pages and Item number. (do not abbreviate)
Level 1 defects with AMOS work order number / unique.
Must specify a limit for deferring rectification, if MEL / CDL, then MEL / CDL reference number, Repair interval and expiry date or other limiting criteria shall be stated.
Commanders Authority to Defer a Defect - Procedure A
When “DEFECT” entered, but no Engineering is available, and aircraft can continue within the MEL / CDL without any maintenance procedure, Commander is authorised to transfer the defect to ADD Level 1 using following procedure:
- Inform MOC that defect will be deferred by Commander.
- Entry in Action Taken – with MEL / CDL reference number, repair interval and ADD Level 1 AMOS work order number from MOC
- Record and Print name in the ACTION TAKEN column
- Transfer the defect to Aircraft Status Report and incl the TL page number
- Leave the COMPLETE Pink TL page at Departing Station and start Next Sector on a new TL page
ADD Level 2 (Acceptable Deferred Defect)
Defect does not affect Airworthiness (eg. Cabin dirty, carpets etc)
MEL Repair Interval A
No standard Interval / Time specified.
Can be in Days, Number of Flights, or Flight Hours
Starts Following Day 00.01 or First Flight after failure
MEL Repair Interval B
3 calendar days excl. day of Discovery.
example discovery 26.th of January, begins 27.th January at 00.01
MEL Repair Interval C
10 Calendar Days – starts at 00.01 day after discovery
MEL Repair Interval D
120 Days, excluding day of Discovery
Dispatch without Authorised Engineer Procedures
3 Procedures available – must contact MOC
1. Procedure A: No maintenance action required, by MEL to Flight.
- Procedure B: Flight Crew Authorisation
- Procedure C: Single Event Authorisation
Flight Crew Authorisation – Procedure B (FCA)
When Engineering cover not available, or only Limited Engineering available.
Commander may carry out engineering related tasks. Procedure B – MEL Items Preamble. Not require Specialist knowledge / tools or test equipment.
Contact MOC first.
1. Function checks from Cockpit / Flight Deck
2. Tripping / Resetting of CB’s (Ground only)
3. Accessing information on CFDS MAINT PAGES to relay to MOC
4. Visible Verification:
Closure of access Panels / Cowlings
Tyre Inspection guidance from MOC
Check for leaks
Only allowable for ONE SECTOR.
Tech Log after sector: Refer to TLP xxxxx(FCA) and repeat defect text.
Engineer much check on arrival at Destination
Cabin Defect Log
All defects that would affect Airworthiness must be transferred to the Aircraft Tech. Log Defects Report, referencing the Cabin Defects Log Page and item number.
Commander Sign Commanders Box, for items transferred to Tech Log
FOR INFO – Tech Log Entry
Items which does not require immediate engineering action.
Must inform MOC (is not an OPEN DEFECT)
Examples QRH System Resets, no need to contact MOC and ACTION TAKEN & CRS columns shall be crossed out.
Limited Bird-strike Inspections under MOC Guidance CANNOT be used if:
Dent or Crack to any structure, hydraulic, pneumatic or other systems
Engines
Radome
1 m upstream of Air Con Pack intake
1 m upstread of Pitot, Static, Angle of Attack probe
Unusual odours (Pax or Crew)
FOR INFO can be used for:
Transient indication which disappears
Cleanliness or General condition of Aircraft, Flight Deck or Cabin.
Further Reporting on an existing Deferred Defect at request of Maintenance
Must contact MOC, except Crew Reset QRH /FCOM
If MOC agrees, in Action Taken – Reviewed and Nil Defect Confirmed
MOC must clear all other FOR INFO’s, except Reset
Fuelling Procedures
Fuel Quantity required
Strobe Lights are NOT operated during fuelling
APU procedures followed
Consult Ground Handler / Refueller before starting APU
Correct procedure with Pax onboard
Refuelling with PAX on Board
Seat belt signs switched OFF
Crew Ready : Precautionary Rapid Disembarkation CSPM – Chapter 3
Fasten Seat Belt Sings OFF & NO SMOKING be ON
All Doors disarmed
Seat-Belts unfastend
Rear Passenger Open with steps in position if possible
One Cabin Crew member at each Main set of Exits
Flight Crew:
2 Ways Communication with refueller
Clear evacuation route from Aircraft available
Fuel Card in the FO window (after Door open 1L)
One Pilot on Flight Deck, 2 way Communication with refueller / cabin crew
Visual contact with refueller / ground crew, seated in the Right Hand seat
Refuelling in Progress sign QRH displayed
If no visual contact, eg. Ambulift, etc, refuelling must be temporary suspended, or alternative Emergency Communication must be agreed with refueller.
Alternative:
Dispatcher or PM, maintaining Visual contact 2 way / communication with refueller
Or
Suspend Refuelling until Ambulift has moved
Urgent Communication Ground to Flight Deck, Bang three times on fuselage on the FO side - & Verbal Communication
Active Frost
Aircraft surface temperature at or below 0 C &
At or below dew point
Clear ice
Slow freezing of large super-cooled water droplets
CU clouds, at or just below freezing.
On Ground: on upper wing surface. (precipitation and Sub Zero fuel temp)
Hidden below Slush, Snow or Frost.
Temperature below + 15 C
Precipitation while on Ground
Warm fuel added on Turnaround.
Long Airborne time /fuel on landing below 0 C
Large amount of Fuel remaining in wings on Landing. Sub zero fuel with Wing skin
Frost / Hoar
Expect frost to form on your aircraft if temperatures are cold enough and there is sufficient moisture. Specifically:
The aircraft skin temperature is below freezing.
Note:
The aircraft skin temperature can be colder than ambient due to radiation cooling or cold soaked fuel.
The air temperature is close to the dew point temperature (within 3°C).
The dew point is below freezing.
And either one of these conditions is/was present:
A cloudless sky with calm winds.
A warm front bringing warm, moist air.
De – Icing Application Process – 1 & 2 Step
One-Step Process – Mixture of Water and De / Anti – Icing fluid in Single Application to remove Contamination and provide Anti – Icing protection.
Two Step Process – Contamination first removed from surfaces by applying Heater Water or Type I fluid.
Then Type II or Type IV fluid for Anti-Icing protection.
Noise Abatement Procedure
NADP 2
V2 + 10 / 20 kts SRS Mode – until 1000 ft, Retract Flaps / Slats – Thrust Levers CL
1000 / 1000 Standard Profile
NADP 1 1000 ft – Thrust Levers … CL CLIMB at V2 + 10/20 kts – SRS MODE 3000 ft – Accelerate to enroute Climb Speed / Retract Flaps / Slats on Schedule 1000 / 3000
RVSM Airspace
FL290 – FL410
Prior to NAT HLA Entry
A Time check shall be done. Flight Crew shall ensure that Aircraft main clock is set to GPS time if available.
A NAV accuracy check shall be done if not GPS Primary.
An RVSM Altimeter check.
A SELCAL check shall be done (if HF is to be used for primary communication).
As applicable an Oceanic Clearance shall be obtained and acknowledged prior to NAT HLA entry, on VHF if possible.
Definition of Icing Conditions:
Definition of Icing Conditions: When OAT (Ground / Takeoff) or the TAT is at or below 10 C and visible moisture in any form is present.
Clouds Fog w/ Visibility of 1600 m or less Rain Snow Sleet Ice Crystals Also Operating Ramps / Taxi ways / Runway surfaces: Standing Water Slush Snow
Icing requirement Aircraft:
Clean Wing
Light Frost under the wing, only 3 mm of frost on the Underside of the wing is acceptable.
Thin Hoarfrost is acceptable on Upper Surface of the fuselage, radome and engine exterior.
Diversion NAT HLA
Max Exterior Light
Look out for Traffic & TCAS
121.5 & 123.45 – Call Sign – Position – Flight Level – Intention - Action
Procedure:
Turn 45 degrees Left or Right
Climb or Descent 500 ft from Actual Level
Weather Deviation NAT HLA
Max Exterior Lights
Look Out / TCAS traffic
121.5 & 123.45
Call Sign / Position / Flight Level / Intention / Action
Maintain Flight Level – deviate within 10 Nm Lateral
If more than 10 Nm deviation, Level Change of 300 ft
Track 0 - 179 – EAST – DEV + 10 Nm -
Left Dev Descent 300 ft & Right Dev Climb 300 ft
Track 180 – 359 - WEST – DEV + 10 Nm
Left Dev Climb 300 ft & Right Dev Descend 300 ft
RNP – Required Navigation Performance or RNAV (Area Navigation) specifications:
Lateral Navigation accuracy required. RNP-x where X nm has to have accuracy over 95% of the time.
Airbus computes EPE (Estimated Position Error) compared with RNP.
Required vs Estimated on Prog Page.
GNSS
IRU
DME / DME
RNP & RNAV Alerting / Monitoring
RNP requires an on-board Navigation Performance Monitoring and Alerting System.
Amber: GPS PRIMARY LOST / NAV ACCUR DOWNGRAD
RNAV does NOT require Monitoring / Alerting function.
Enroute PBN
RNAV 10 and RNP 4 @ Oceanic / Remote areas
RNAV 2 and RNP 2 – Oceanic / Remote areas – Enroute
RNAV 5 – Basic RNAV in Europe (B-RNAV) – Enroute Standard
Departure & Arrival PBN
Above MFA – RNAV 5
RNAV 1 and RNP 1 for Departures and Arrivals below MFA
(Some Go – Arounds require RNAV 1)
Approach - PBN
RNP APCH at least spec 0.3
RNAV Visual
3 D Approaches
Any Approach flown fully managed (RNAV, RNP, ILS)
VNAV minima if Approach fully managed
LNAV minima, can still be fully managed
Final approach Data-Block (BRICK) on display on all 3D Approaches
2D Approaches
Selected Vertical guidance (incl LOC Approach)
(used if Cold temperature correction)
OAT below limits, correction required & altitudes LNAV minima
PBN – Aircraft Checks:
FMGC Database
Consider RAIM check
Check Waypoints, Tracks, Distance and Constraints
Track Variations up to 3 degrees max
Distances between waypoints may be displayed as shorter due to turn anticipation
Prior to Procedures - PBN
Database errors = ASR
Climb / Descent winds for predictions of constraints
Specific NavAids requirements (check)
GPS Primary & RAIM availability if GNSS required
RNP value and Confirm NAV ACCURACY HIGH
RNP value can be set manually
RNAV Visual Approach – Autopilot limit
A/P can be used to 500 ft AGL
RNAV Approach with RF Leg – Minima to use
CEO RNP 0.30 approved
NEO RNP 0.10 approved
Departure or Arrival – downgrades:
NAV ACCUR DOWNGRAD on Both sides
FMS1 / FMS2 POS DIFF (MCDU and ND)
NAF FM/GPS POS DISAGREE (ECAM)
MAP Shift
Loss of NAV mode (loss of CLB mode)
RNP 1: XTX on ND more than 0.5 Nm in RF legs
Loss of Specified Navigation source: (GPS PRIMARY LOST if GNSS is sole required Navigation source)
During RNP – 1: XTK on ND more than 0.5 Nm in RF legs
ACTIONS:
Advice ATC “Unable RNAV due equipment, request re-clearance”
New Lateral & Vertical clearance
Approach (PBN)
GPS PRIMARY LOST (Triple Click) if GNSS required
XTK more than 0.3 Nm
NAV FM / GPS POS DISAGREE (ECAM)
NAV ACCUR DOWNGRAD (both FMGS)
Or
RNAV Approach in FINAL APP mode:
Deviates 75 ft below the Vertical Path (V/DEV more than ¾ dot
Discontinue the Approach, unless Visual reference
GPS PRIMARY LOST /NAV ACCUR DOWNGRAD, approach continue using AP / FD associated with the other.
RVSM – Pre-Flight Altimeter check
Primary Altimeter vs Elevation max 75 ft
RVSM - Levels
FL290 – FL410 (separation 1000 ft)
Equipment required for RVSM Airspace
2 Primary Altimeters
1 Automatic Altitude Control System (AutoPilot w/ Altitude hold)
1 Altitude Alerting System (Aural alarm)
1 SSR – Secondary Surveillance Radar Transponder w/ Altitude reporting system.
Primary Altimeters must be within 200 ft before entering RVSM Airspace
(Altimeter being used, should be the one connected to the reporting Transponder to ATC – Sys 1 & Sys 2)
RVSM – Contingency Procedures
ATC should be notified for the following equipment failures:
Automatic Altitude Control System
Loss of Redundancy of Altimeter systems
Loss of Thrust on an Engine – descent required
Any equipment failure, making it unable to maintain cleared Flight Level
Total Loss of Transponder Altitude reporting capability
Greater than Moderate Turbulence
Policy and Procedures use of TCAS / ACAS
ACAS II
Provides collision Avoidance Advice in the Vertical plane. 2 forms;
TA - Traffic Advisories
RA - Resolution Advisories
Traffic Advisory Actions: (TA)
Alerts Crew that an RA might follow
Visual search on that part of the sky TA indicates Traffic
ATC assistance can be requested regarding change of Flight Path
Do NOT manoeuvre on TA only
Resolution Advisory Actions (RA)
Respond immediately following RA indications, unless risking safety of the Aeroplane
- Stall warning, Windshear and GPWS alerts have Precedence over ACAS
2.Visual traffic, may not be the same causing the RA.
Follow RA, even if conflict with ATC instructions
Don’t manoeuvre opposite of an RA
Radio ATC of any RA, example “Radar, TCAS RA”
When recovered, Clear of Conflict.
When clear return to previous clearance and notify ATC
In – Flight Fuel Checks
Flights less than 1 hour, once per Flight.
Longer Flights, Once per hour and note on the OFP. Every 30 minutes a visual check without taking note.
Differences acceptable due to:
APU Consumption
FQI Errors on Block Fuel on FOB (Water freezing in tanks also affect FQI)
FU indication tolerance
In -Flight Fuel Management
Arrive Destination Aerodrome with minimum of required Alternate Fuel + Final Reserve Fuel
Final Reserve Fuel, if no Alternate required.
If the Fuel is expected on arrival at Destination to be less than:
1. Alternate Fuel + Final Reserve Fuel, taking into account fuel to Alternate airport, and landing with minimum Final Reserve Fuel
2. Final Reserve if no Alternate required. To save fuel if required: Decrease Aircraft Seed. (Green Dot) Direct routing. Close to optimum Flight Level Closer Alternate Airport Land & Refuel
Landing Assured:
A landing is “assured” if, in the judgement of the Commander, it could be completed in the event of any forecast deterioration in the weather and plausible single failures of ground and/or airborne facilities, e.g. CAT II/III to CAT I.
Low Fuel State (minimum FUEL & MAYDAY FUEL_
MINIMUM FUEL – to ATC when having committed to Land at a specific Aerodrome, any change to existing clearance may result in Landing with less than planned Final Reserve Fuel.
Not an emergency situation, but can occur, as may result in Landing with less than FRF.
MAYDAY MAYDAY MAYDAY FUEL, when calculated usable Fuel upon Landing will be Less than the Planned Final Reserve Fuel
Lightning Strike Actions
In Flight :
Check Radio Communication & Nav Equipment & Weather Radar
Record Lightning strike in Tech Log. Inspection must be by qualified Engineer.
Thunderstorms Avoidance:
At least by 20 Nm (Upwind side)
If 6/10 TS coverage, circumvent the whole area.
In Terminal area, at least 3 Nm avoidance.
Avoid overflight, unless minimum 5000 ft clearance Above the storm.
Lateral Avoidance:
- 000 ft – 10 Nm
- 000 ft – 15 Nm
- 000 ft – 20 Nm
Weather Radar tilted down during overflight.
Thunderstorms Operational Procedures
Crew Safety Belts fastened and secure
Seat Belt signs ON. (All PAX strapped in)
1 Pilot Fly the AC, the other Monitor Flight Instruments.
Try to maintain safe Flight Path & Height
Fly turbulence Speed – FCOM / QRH
Autopilot be engaged / ATHR should be disconnected.
FCOM Procedures – Heavy Rain / hail, sleet – Windshear / Downburst conditions.
WX Radar monitor for safe path.
Cockpit Light fully on
Microbursts
Can exists when Thunderstorms.
2 Nm or less in diameter.
Violent / short lived descending air.
Horizontal winds exceeding 60 kts within 150 ft of the ground.
Last 1 to 5 minutes.
High based Cumulus clouds with little or no Precipitation, or
Large Cumulonimbus build ups with Heavy Rainfall
Icing Conditions – Limitations – Take Off
Take Off prohibited Mod / Heavy Freezing Rain (FZRA , + FZRA)
Heavy Snow, Ice Pellets, Small Hail / Hail (+SN, - PL, PL, - GS, GR) if Pre TakeOff Contamination Check cannot determine if adhering to aircraft
Classification of Turbulence
Classification of intensity may be defined as follows:
Intensity
Aircraft Reaction
Reaction Inside Aircraft
Light
Turbulence that momentarily causes slight, erratic changes in altitude and/or attitude.
Occupants may feel a slight strain against seat belts or shoulder straps. Unsecured objects may be displaced slightly. Food service may be conducted and little or no difficulty is encountered in walking.
Moderate
Similar to light turbulence but of greater intensity. Changes in altitude and/or attitude occur but the aircraft remains in positive control at all times. It usually causes variations in indicated airspeed.
Occupants feel definite strains against seat belts or shoulder straps. Unsecured objects are dislodged. Food service and walking are difficult.
Severe
Turbulence that causes large, abrupt changes in altitude and/or attitude. It usually causes large variation in indicated airspeed. Aircraft may be momentarily out of control.
Occupants are forced violently against seat belts or shoulder straps. Unsecured objects are tossed about. Food service and walking is impossible.
Extreme
Turbulence in which the aircraft is violently tossed about and is practically impossible to control. It may cause structural damage.
Volcanic Ash Operations / Limitations
Operations from Ash Contaminated airfields not permitted.
Over - Flight – May be planned up to 100 Nm
Under-Flight – (may be planned case by case, destination & alternate should be free of ash and within 320 Nm
Not permitted in Actual Contamination by visible Ash
Not permitted in easyJet No Fly Zone (MACC)
Forecast Low – MACC CYAN Operations Unrestricted (over-flight & under-flight)
Forecast Medium – MACC GREY
Day / VMC without restrictions
IMC / Night – only if Satellite information is available to verify position of visible / discernible Ash – and Ash is avoided
Engine Monitoring purpose, All Ops required Crew send ACARS message on completion of Sector
Message format is: VOLCN no ash seen / encountered
Over-Flight – No restrictions
Under-Flight – No restrictions, should remain 5000 ft below know ash Layer
Forecast High – MACC RED or Contaminated Airspace.
Not Operate Flights known High Contamination / High Ash Concentration.
If Satellite confirms Ash below LOW Contamination, then no restrictions.
OM - A 8.3.8.6.2
Initial Crew Response to Volcanic Ash Encounter
If Visible Ash is encountered:
Make 180 degree Turn
Notify Air Traffic Control
Apply Volcanic Ash - QRH Procedure
When out of Volcanic Ash
Check Engine & Systems
If Abnormal indications, consider Divert and/or declaring Emergency
Report Volcanic Ash by:
Push Event Button
Approx. Position (Bearing/Distance/Vertical height) of ash in relation to Aircraft.
Special Air Report must be made to ATC in accordance with the MODEL VAR instructions.
Temperature Inversion effect
Normal SAT decrease 2 C for each 1000 ft
Large Temperature Inversions can degrade Take Off Performance after Take Off and also Go Around Climb Performance.
Cruising level may also be reduced with Temperature inversion.
Lower Level – poor visibility / fog for prolonged periods.
Airspeed and Pitch may vary rapidly – intervene as required.
Wake Turbulence - Departures
Wake Turbulence Separation Minima – Departures
Leading Aeroplane
Minimum Wake Separation at the Time Aeroplanes are Airborne
A380
3 minutes
Following aeroplane departing from same position
or
From a parallel runway separated by less than 760 m
Heavy
2 minutes
Medium (ICAO)
Medium Upper (UK)
Medium Lower (UK)
Note
A380
4 minutes
Following aeroplane departing from an intermediate point on the same runway
or
Following aeroplane departing from an intermediate point of a parallel runway separated by less than 760 m
Heavy
3 minutes
Medium (ICAO)
Medium Upper (UK)
Medium Lower (UK)
Note
A380
3 minutes
Crossing runways if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft (A380) at the same altitude or less tan 300 m (1’000 ft) below
A380
3 minutes
Following aeroplane departing on the same runway after an A380 landing when operating on a runway with a displaced landing threshold.
NOTE: Separation for Wake Turbulence reasons alone is not necessary
Wake Turbulence Separation Final Approach
Wake Turbulence Separation Minima – Final Approach Leading Aeroplane Distance (NM) ICAO UK A380
7
7
Heavy
5
5
Upper Medium (UK)
N/A
4
Medium
and
Lower Medium (UK)
Separation for wake turbulence reasons alone is not necessary. The minimum distance for separation based on radar will be 3 NM or 2.5 NM depending on the ground based radar installation at the aerodrome in use.
European Wake Turbulence Categories – A320 – Upper Medium
LEADER
FOLLOWER
Upper Medium
A319/A320/A321
Wake Turbulence Category
Example Leader Aircraft Types
Time Based:
Departure
Distance Based:
Approach and Departure
Super Heavy
AN124
A380
140 sec
5 nm
Upper Heavy
A332
B744
100 sec
4 nm
Lower Heavy
MD11
B763
80 sec
3 nm
Upper Medium
B739
A320
N/A
MRS
Lower Medium
E190
AT45
N/A
MRS
Light
SF34
LJ45
N/A
MRS
MRS (Minimum Radar Separation) = 3 nm, this may be reduced to 2.5 nm on final approach. Separation reverts to MRS when a wake turbulence restriction is not required.
Pilots are required to maintain the speed on final approach as assigned by ATC. If for any reason, this speed cannot be maintained then the pilot should inform ATC as soon as possible.
Flight Crew to Leave Flight Deck Procedure
Flight Crew to Leave Flight Deck Procedure
1. Flight Crew shall contact the Cabin Crew
2. One Cabin Crew member required to guard the door, facing pax / cabin
3. PF shall wear Seat Belt w/ full Harness & Headset on
4. Pilot check Monitor before leaving – check Cabin member guarding door
5. Cabin Crew guard on re-entry
(not required on non-revenue flights)
Controlled Rest on Flight Deck
Unplanned rest under Low Workload
One Crew member at a time
Harness used, and seat position far from controls.
Rest Period max 45 minutes
20 Minutes recovery period.
Non resting pilot Alert with Alarm system
Cabin Crew checks. CC informed.
Cabin Crew member should check every 20 minutes crew Alert
On longer sectors, more than one rest allowed.
Terminate 30 minutes before top of Descent
Fatigue Report Form must be completed.
Incapacitation of Crew Members
Incapacitation of Crew Members
Notice – deviation from SOP’s
Deviation must be challenged.
“Two Communications Rule” ;
High suspicion of subtle incapacitation when
1. Any time Crew does not respond to 2 Verbal Communications
2. Any time Crew does not respond to Verbal Communication associated with significant deviation from flight profile.
ACTION:
If Visual with Runway – and all prepared for the Approach – and safe Landing – then continue the Approach and Land.
If not the case
Control aircraft & Autopilot
Call Cabin Crew member to:
1. Restrain incapacitated Crew member, so clear of Controls or Switches - fitting shoulder harness, seat slide fully Aft.
2. Oxygen if required
3. Check if a Medical Doctor w/ Passengers
Declare Emergency and inform ATC, nearest suitable airport with Medical Assistance – Radar Vectors
Crew member could read checklist / brief.
Medical data to ATC, and request Ambulance to meet at the aircraft on arrival.
Make PA if time permits
Flight Crew no longer take part in more duties.
Taxi normal to ramp after Landing
After Flight, Medical Advice must be sought before remaining Crew members continue further flying.
Headset Policy
On Ground:
When receiving ATC Departure Clearance via Voice
When Engines are Running
From Start Up to Top of Climb and
From Top of Descent until Aircraft Parked
Whenever unnecessary from the Commander
Fuel Temperature Limitations
Fuel Freezing Point + Engine Manufacture Margin
JET 1 A: - 43C Max + 54 C
When Fuel Temperature Lower than – 40 C in Inner or Outer Cell consider:
1. Descending to Lower Level
2. Increase MACH to increase TAT
When Fuel Temperature is Higher than + 45 C in inner Cell or + 55 C in Outer Cell, Galley Off
If in Icing Conditions Speeds with Wing Anti Ice & Inop Anti Ice
Wing Anti – Ice operative:
Conf Clean, 1, 2, 3 Minimum Speed Vls + 10 kts
Conf Full Vls + 5 kts
Wing Anti-Ice Inoperative
Vls + 10 kts / Green dot
Icing Conditions Definition (Ground / Airborne)
On Ground / Take-Off: When OAT or the TAT in Flight, is AT or BELOW 10 C & Visible Moisture in ANY form is present. Examples Visible Moisture: Clouds Fog w/ Visibility of 1600 m or less Rain Snow Sleet Ice Crystals
Icing Conditions on Ground during Taxi
OAT below 10 C / Ramps, Taxiways or Runways Surface: Snow Standing Water Slush May be ingested by engines or freeze on: Engines Nacelles Engine Sensor Probe
Clean Aircraft Concept
Clean of ALL: Frost Snow Slush or Ice Accumulation Except the following 1. Wing Lower surface (areas cold soaked by fuel) Frost up to 3 mm is allowed
- Thin Hoar Frost is allowed
On Upper surface of fuselage (Vents & Ports must be clear) - Frost is permitted on Engine Cowls
- Frost is permitted on Radome, when practical Cabin Windows should be free of Frozen material
Missed or Discontinued Approach
- Not below DA, MDA or DH, unless required visual reference attained & maintained.
Discontinued if
1. Stable Approach Criteria not met OM B
2. Failure of Aircraft equipment for Approach type or
Failure of Ground equipment for Approach type
Unless Visual has been obtained
Max number of Attempted Approaches
No more than 2 successive Approaches when Go – Around due to Weather, unless Significant improvement of weather or in case of Emergency.
Third approach may be flown when a Go-around for Non-Weather reasons and Landing is assured.
Approach Ban
Approach Ban
Instrument Approach can start regardless of RVR / VIS.
If RVR less than minimum, the Approach shall NOT be continued:
1. Below 1000 ft above Aerodrome or
- Into Final Approach Segment, when DA / H or MDA / H is more than 1000 ft above the Aerodrome.
If NO RVR, can use CMV, however RVR can not be less than 800 m when using CMV.
After Passing 1000 ft above AD, if RVR / VIS falls below minimum, the Approach may be continued to DA/H – MDA/H.
Below DA/H – MDA/H if Visual Reference Obtained.
For Non Precision Approach Reported Ceiling does NOT need to be considered for start and continue Approach.
Controlling RVR – Approach
The Touchdown RVR is ALWAYS controlling for ALL Instrument Approach with MDA / DA or DH.
If Reported and Relevant, the Mid Point and Stop End RVR are also Controlling.
Minimum RVR values for Approach are:
Touchdown: As Published on Approach Chart for Type of Approach
Roll-out Guidance: Mid-Point 75 m & Stop End 75 m
No Roll-out Guidance: Mid- Point 125 m & Stop End 125 m
CAT 3 B with NO DH, requires ONE RVR value of Airport
Relevant RVR:
Take-off RVR of Runway to V1 - and Rejected Take-off down to 60 kts
Landing RVR High Speed down to 60 kts
Non – Precision Approaches
RVR / CMV: 750 m MDH: 250 ft Autopilot Lowest: 250 ft LOC only / SRA / RNAV / VOR / NDB / LDA CDFA to Decision Altitude
Visual Reference – NPA Elements of the Approach Light System Threshold Threshold Markings Threshold Lights Threshold Identification Lights The Visual Glideslope Indicator The Touchdown Zone / Zone Markings The Touchdown Zone Lights Runway Edge Lights Others VNAV must not be used when need to apply Cold Temperature Correction’s to Minimum Altitudes / eg AD is – 10 Cor less. Nav Database must be current when flying “overlay” approach.
RNP APCH
RNAV (GNSS) Approach, GPS must be available
RNAV (VOR/DME) or (DME/DME) Approach, VOR and/or DME must be available.
RNAV with baro – VNAV approaches (LNAV/VNAV), support Vertical Guidance based on Barometric Vertical Navigation
Criteria to fly RNAV:
Nav Database
All Waypoints depicted in the Approach to be flown.
Same sequence of WPT as published procedure chart.
Updated to current AIRAC cycle
If discrepancies between Nav Database and Approach chart, the RNAV must not be flown.
(Slight differences in Track is acceptable, 3 degrees or less are acceptable)
Modifications in FMC database are not allowed, other than temperature corrections to minimum Altitudes when required.
Conventional Nav Aids displayed when available.
GNSS Altitude not to be used.
RAIM check 15 minutes before ETA until 15 minutes after ETA.
Aerodrome should only be selected as Destination Alternate, if an Instrument Approach procedure that does NOT rely on GNSS is available at the Aerodrome or at the Destination Aerodrome.
VNAV Minima can’t be used when requires Cold Temperature Correction
RNAV In Flight Preparation
Database checked vs Approach Chart for accuracy and sequencing. Descent Path Angle must be verified when use in VNAV RNP Value Checked OM – B equipment Check 1 FMGC 1 GPS 2 IRS 1 MCDU 1 Flight Director 1 PFD on PF side 2 ND’s (1 side can be switch PFD & ND) 2 FCU Channels
RNAV Approach in LNAV
Vertical Guidance not used when Cold Corrections required.
Use VS or FPA in this case.
When no nominal descent path is coded, a Selected mode such as VS or FPA must be used.
EPE will be monitored against RNP.
APV (Approach with Vertical Guidance)
Vertical Path Deviation information
RNAV GNSS / GPS approaches or RNAV (RNP) approaches with a Descent path angle using LNAV / VNAV.
Procedures with a DA.
Inaccuracies due to Barometric Altimeters, non standard temperatures, when Temp Lower than Standard, the Aircrafts True Altitude will be Lower than its Barometric indicated Altitude.
A minimum Airport Temperature is published on the Approach Chart.
LNAV / VNAV approaches are NOT permitted below this published Temperature.
Autopilot shall be used when flying with VNAV minima.
If NO LNAV minima is published, the procedure can NOT be flown if the Temperature is lower than the published minima.
Extreme care must be used to set the correct QNH / EPE will be monitored.
LPV minima shall NOT be used.
Approach MUST be discontinued and Missed Approach executed if:
EPE exceeds RNP
Systems are degraded below the minimum required.
Missed Approach Waypoints to the Missed Approach must be checked before selecting LNAV mode.
CAT 1 Approach
DH: 200 ft / RVR 550 m
Autopilot Lowest: 160 ft
ILS – CAT 1
Visual Reference
Approach Light System
Threshold, Markings, Lights & Identification Lights,
Visual Glide Slope Indicator (PAPI)
Touchdown Zone, Zone Markings, Zone Lights
Runway Edge Lights
Lower than Standard Cat 1 Operations
RVR: 400 m / 450 m – Lowest DH: 200 ft
Autoland is Mandatory and LVP’s must be in force
Visual Reference, same as CAT II
A Segment of at least 3 consecutive Lights being:
- The Centre Light or the Approach Lights
- Touchdown Zone Lights
- Runway Centre Line Lights
- A combination of these
Lateral Element of the Ground Pattern:
- An Approach Lighting Crossbar , or
- The Landing Threshold, or barette of Touchdown Zone Lighting.
Circling Approach
Normal Stable Approach Criteria:
Below 400 ft (RA) - Maximum Bank Angle 15 degrees & + / - 30 degrees of Final Approach Track
Required Visual Reference:
Runway environment, such as the Runway Threshold / Approach Lighting or other markings identifiable with the Aerodrome.
Night Circling without Vertical Guidance (ILS / PAPI /VASI) is prohibited.
Circling with Prescribed Tracks
Familiar with Terrain and Visual cues, to be used in Weather conditions at or above minima. (Audio / Visual briefing)
Beginning a Level Flight phase, the Instrument Approach Track should be maintained until reaching the Divergence point, if no required Visual Reference a missed Approach shall be flown.
Once established on the Prescribed Tracks, Visual Reference does not need to be maintained, but Obstacles and Ground shall remain in sight while on the Prescribed Tracks.
The missed Procedure for Normal Instrument Approach applies, Prescribed Tracks allows a Go-Around to achieve a Safe altitude, joining Downwind Leg of the Prescribed Track Procedure or the Instrument Missed Approach trajectory.
Navigation Primary by Visual Reference to the surface, Radio Navigation is Advisory only.
Descent below MDA ONLY when required Visual Reference for Landing Runway has been achieved until Touch Down.
Low Visibility Take-Off - LVTO
RVR below 400 m – Captain – LHS Take Off
LVTO minimum is RVR 125 m
Requires:
Runway Edge and Centreline Lights and multiple RVR information (Relevant RVR’s) and
1. High Intensity Runway Centreline Lights spaced 15 m or less and High intensity Edge Lights spaced 60 m or less are in Operation.
- A 90 m Visual segment is available from the Cockpit at the start of the Take-Off run.
Cat II Operations
DH: 100 ft & RVR: 300 m Planned to use Autoland (Manual disconnect latest 80 ft / 80%) Visual Reference CAT II Approach 3 Consecutive Lights of: 1. Centre Lights of the Approach Lights 2. Touchdown zone Lights 3. Runway Centre Line Lights 4. Runway Edge Lights and a Lateral element of
- An Approach Lighting Crossbar
- Landing Threshold or a Barette of the Touchdown Zone lights.
Other than Standard Category II Operations (OTS CAT II)
DH: 100 ft & RVR 350 m Autoland is required Visual references same as CAT 2 Standard (Due to less lighting than CAT 2 – offset by Autoland.) 1. Centre Lights of the Approach Lights 2. Touchdown zone Lights 3. Runway Centre Line Lights 4. Runway Edge Lights and a Lateral element of
- An Approach Lighting Crossbar
- Landing Threshold or a Barette of the Touchdown Zone lights.
CAT 3 A
CAT III A DH: 100 ft or less, minimum 50 ft (Company standard) RVR: 200 m With Roll Out: 200 / 75 / 75 No Roll Out: 200 / 125 / 125
Visual Reference 3 Consecutive Lights:
- Centreline of the Approach Lights
- Touchdown Zone Lights
- Runway Centre Line Lights
- Runway Edge Lights
CAT 3 B with DH – Fail Operational
RVR 75 m
DH: 25 ft
Visual Reference
1 Centreline Light
CAT 3 B without DH – Fail Operational
RVR 75 m
DH: NO DH
No Visual Requirement
Fail Operational
A Flight Control System is Fail Operational,
In the event of a failure Below ALERT HEIGHT,
the Approach, Flare and Landing can be completed Automatically.
In event of a failure, the Automatic Landing System will operate in Fail Passive mode.
(eg. Loss of one Autopilot, redundancy in the Second Autopilot to land the Aircraft automatically)
Fail Passive
In the event of a failure, there is no Significant out-of-trim condition or deviation of Flight Path or attitude, but the Landing is not completed Automatically.
A Fail-Passive failure, the Pilot assumes control of the Aircraft.
(eg. 1 Autopilot lost, can still land Automatic, this is Fail Passive condition, however if this Autopilot fails, the pilot needs to take over control.)
Alert Height:
Radio Height based on Aircraft and its Fail Operational Landing System.
Operational use, failure Above the Alert Height of one of the Redundant systems in the aircraft, the approach would be discontinued and a Go-around, unless reversion to a higher decision height is possible.
If Failure Below Alert Height, it would be ignored, and the approach continued.
Taxiing in Low Visibility Conditions
10 kts or less
Control checks and Check lists when not moving.
Good lookout, Cat 2/3 Holding Points / Markings / Lights
Punctuality Policy
Punctuality Policy
Crew Report: STD - 35 Latest at the Aircraft
Green Light Boarding: First Wave Departures customers, should be released at a time to enable them to board at : STD - 25
Dispatcher / Gate Agent don’t need signal from Cabin Crew to confirm ready.
(exception Technical Problem, Minimum Cabin Crew required not onboard, Commander or SCM advices Dispatcher, boarding held until confirmed.
Early Departures:
Max 10 minutes ahead of schedule in any circumstances, so long as the Dispatcher has confirmed that boarding and loading have been completed.
Non – revenue flights, OCC must be consulted for revised slots etc.
Early departure from Stand to Remote Holding
Early Arrivals
Early Departure, may result in Slot infringement at destination. Could give a financial penalty.
Should manage arrival to be no earlier than STA – 15
Consider reducing Cost Index for punctuality
Offloading Passengers Late to Boarding Gate
If Pax Reports to Gate after closed, but before their baggage being offloaded, the Dispatcher is accountable for deciding if Pax should be accepted.
Decision based on best outcome of Punctuality.
If Baggage located, Dispatcher most likely refuse travel to Pax.
If Not located, Dispatcher will assess what will give the earlier Door Closed time. Dispatcher consults and agrees with the Commander.
Boarding Policy
Board on Time and be Ready with doors closed by STD -3 minutes, for an on-time departure.
Circling Approach Minima
Minima: Cat C aircraft: MDH 600 ft / Min MET Vis: 2400 m
MDH should NOT be lower than the highest of:
- Published Circling OCH for airplane category.
- Minimum circling height from Table 7, Lido 1.5.7.15.2
- DH/MDH of preceding Instrument Approach procedure
