OMA / OMB Flashcards
When do we not need a destination alternate
o Flight < 6 hours
o Vis 5 km +
o Ceiling 2,000 feet or Circling + 500 feet if greater.
o Two Separate Runways
When can we consider runways to be separated?
o Separate Approach Procedures based on Separate Approach Aids
o If they cross a blockage on one does not prevent the planned operation on the other.
When do we require two destination alternates?
o If destination weather is unavailable.
o If destination weather is below planning minima for ETA ±1 hour
o Landing not assured at destination as Landing depends on Specific Wind Component / runway state.
When planning for an alternate, the TAF indicates in a prob/tempo that the weather will be below limits.
Can this alternate be used?
SAM EDIT: I’M NOT SURE THIS IS SO SIMPLE.
OMA TABLE 8.1.6.1 shows the applicability criteria.
For me it means:
Tempo / Prob which shows improvement AT DEST ALT should be disregard
If deterioration and transient / showery / short-lived then mean wind and dust exceeding limits may be disregard
If it is a persistent (haze, mist, fog) then mean wind should be within required limits.
. o Yes
o Prob/tempo can be disregarded
What is the planning minima for a Take-off alternate?
o At or above the minima for the expected instrument approach.
o Any limitation related to one engine inop or dispatch under MEL shall be taken into consideration.
Within what distance must a Take-off alternate be?
o 1 hour still air flight time at 1 eng inop cruise speed
o 320 nm
Within what distance must a cruise alternate be?
o A319 - 380 nm
o A320 - 400 nm
What is the planning minima for a destination alternate if only a non-precision approach is available?
o MDA + 200 feet
o RVR + 1,000 m
How long is a tempo forecast expected to last?
o Individually less than one hour each episode
o In aggregate less than half of the period specified.
How much extra fuel should be carried for LVPs?
o Half an hour
o About 1,000 kg
What is the final reserve?
o 30 minutes holding fuel
o 1,500 feet above Destination Alternate Aerodrome
o ISA Conditions
o Expected weight overhead the Destination Alternate Aerodrome.
If planning to tanker maximum fuel, what are the maximum landing weight considerations to base your tanker figure around?
o MLW – (1% of MLW)
o A320 LW = MLW – 660 kg = 65,340 kg
o A319 LW = MLW – 610 kg = 60,390 kg
When can you not tanker fuel?
o When you expect to land on a contaminated or slippery runway.
o When expecting to land on a performance limited runway.
For fuel planning, what is the associated fuel usage associated with –
Engine Anti Ice
o 1 kg/min or 2kg/min in the hold
For fuel planning, what is the associated fuel usage associated with –
Engine + Wing Anti Ice
o 2 kg/min or 3 kg/min in the hold
For fuel planning, what is the associated fuel usage associated with –
Taxi Fuel
o Single Engine: 7 kg/min
o Two Engines: 10 kg/min.
For fuel planning, what is the associated fuel usage associated with –
APU Fuel
o 2 kg/min (120 kg/hour)
For fuel planning, what is the associated fuel usage associated with –
Trip fuel adjustment for increased track mileage, or reduced track mileage
o Reduction of mileage: 4 kg / nm
o Increase in mileage: 5 kg / nm
What is contingency fuel?
o 5% of trip fuel, or
o 5 minutes holding at 1,500 feet above destination aerodrome, ISA conditions
What is contingency fuel carried for?
o Unforeseen adverse circumstances:
o Unfavourable Flight Level
o Unfavourable Track
o Unfavourable Unforecast Wind
What is the minimum RFF category for departure, destination and alternates?
o Departure/Destination: 4 (temporary downgrade <72 hours)
o Alternates: Non UK: 4
UK: 5
When can we continue to fly to destination knowing we will get there below CNR?
o Landing at destination assured
o EAT or Maximum Delay Known
What is the fuel for landing for Normal, Caution and Emergency phases? And what would your actions be?
o Normal: CNR
o Caution: May be below CNR at destination.
Re-plan with a closer alternate
Decrease speed (Cost Index Minimum)
Obtain direct routes
Fly optimum Flight Level
Land & refuel.
o Emergency: Below Final Reserve Fuel at destination.
o May land with less than final reserve fuel: “PAN” call reporting fuel remaining in minutes
o WILL land with less than final reserve fuel: “MAYDAY” call reporting fuel remaining in minutes.
What are the limitations of LMC’s?
Eg max changes, when should a new load sheet be required, new perf calculations be done?
o New load sheet required if +10 or -20 Pax o New Performance calculation if; Positive LMC & TOGA Take-off planned Positive LMC > 250 kg MACTOW changed by more than 2%