Operations

Question 1

Minimum climb gradient

Answer 1

All Allegiant aircraft in all conditions at all weights can maintain
725 ft/nm at green dot.

If aero data climb gradient is more than required by the SID/ODP, the standard departure profile is flown.

If aero data climb gradient is less than required by the SID/ODP,
A recommended technique:
Climb at green dot
Reference the rate of climb (ft/nm) table on the SID
(It’s acceptable for the rate of climb to dip below that required so long as the average rate of climb throughout the takeoff is above what is required)

If required climb gradient is greater than 725 ft/nm, the procedure may not be flown unless an alternate all conditions climb gradient capability is provided. Example: 10-7 says V2+10 will give you 753 ft/nm.

For missed approach, all aircraft can comply with 725 ft/nm, however rate of climb may need to be adjusted. Consult “Groundspeed in knots to feet per nautical mile” table in the Jepps or Bulletin 23-02.

Question 2

Takeoff minimums
Ops Specs
C078

Answer 2

RVR at or above 1600:
TDZ RVR, if available, is controlling
MID RVR may be substituted for an unavailable TDZ report

RVR below 1600:
A minimum of two operative RVR’s are required
All available RVR’s are controlling
(If a fourth far end RVR is reported, it’s not controlling and not to be used as one of the two required RVR’s)

TDZ RVR 1600
One of the following:
HIRL
CL
RCLM
Adequate visual reference to continuously identify the takeoff surface and maintain directional control throughout the takeoff roll.

RVR 1200/1200/1000
One of the following:
Daylight- RCLM or HIRL or CL
Night - HIRL or CL

RVR 1000/1000/1000
One of the following:
CL, or
HIRL and RCLM

RVR 500/500/500
All of the following:
HIRL
CL
_____________________________________
GOM 11.4.8.1 08/24/23 page 205
Allegiant flights may depart using the lowest APPLICABLE minimum shown on the Jeppesen 10-9A/bottom of 10-9, provided the actual minimums used for takeoff are not less than those listed in Ops Specs C078.

Question 3

High min captain

Answer 3

Until the captain has 100 PIC (121) on type, MDA/DH and visibility will be the higher of:

MDA/DA/DH 300 ft and 1 sm

The MDA/DA/DH and visibility landing minimums increased by
100 ft and 1/2 sm (or the RVR equivalent)
up to the alternate minimums

Question 4

Passenger announcements
GOM
11.5.3.1
Page 263
7/01/19

Answer 4

The following announcements should be made:

Departure time announced - if not off the blocks at scheduled departure time.

Minor delay -
Lengthy or uncertain delay -
Takeoff delay -
In range -
Periods of turbulence -
Seat belt sign -
Landing delay or diversion probability

Question 5

Pushback communication with towbar

Answer 5

GC: ground crew to flight deck
FD: go ahead
GC: tow bar is secure, bypass pin installed, ready to pull chocks
FD: brakes are set, bypass pin confirmed, cleared to pull chocks
GC: copy, pulling chocks
GC: chocks are removed, ready for pushback
FD: brakes released, clear to push
GC: copy, starting push
GC: clear to start engines
FD: copy, clear to start engines
GC: pushback complete. Set brakes
FD: brakes are set. Cleared to disconnect tug and headset. Show me the pin
GC: copy, disconnecting tug and head set. Will show the pin

Question 6

Holding speeds

Answer 6

Maximum holding speeds for civil turbojet aircraft:

At 6,000 feet or less - 200 KIAS

Above 6,000-14,000 feet - 230 KIAS
(May be restricted to 210 KIAS when depicted on a low altitude enroute chart. Aircraft with an operational requirement to hold at airspeeds in excess of 210 KIAS must advise ATC prior to entering the holding pattern)

Above 14,000 feet - 265 KIAS

Question 7

Holding leg lengths

Answer 7

At or below 14,000 feet - the inbound leg will be flown for 1 minute.

Above 14,000 feet - the inbound leg will be flown for 1 1/2 minutes.

Question 8

Inflight crew formation briefing
GOM 11.4.5.5
Page 163
8/24/23

Answer 8

After reviewing the MX logbook:

Expected weather
MEL/NEF information
Security concerns
Flight time
Any other items the PIC deems necessary

Will not delay or interfere with passenger boarding

If time constraints prevent assembling the inflight crew (because of preflight or boarding duties) the PIC will brief the lead FA. The lead FA will then disseminate the briefing information. The PIC may delegate the pre departure briefing to the SIC. Only relevant changes need to be briefed on subsequent flight segments with the same lead FA.

Question 9

Circuit breaker policy
QRH C/B TRIPPED
QRH System Reset - General

Answer 9

On the ground: Do not reengage the CB of the fuel pump(s) of any tank (even if directed by MX). For all other CB, if the flight crew coordinates the action with MX, the CB can be reengaged, provided the cause is identified.

In flight: Do not reengage a CB unless the Captain judges it necessary to do so for the safe continuation of the flight. Only one reengagement should be attempted.
__________________________________
Warning: only perform one reset at a time, unless indicated differently.

Guidelines to reset a system:
-set the related normal cockpit control to OFF, or pull the corresponding circuit breaker
-wait 3 seconds if a normal cockpit control is used, or 5 seconds if a circuit breaker is used (unless a different time is indicated)
-set the related normal cockpit control to ON, or push the corresponding circuit breaker
-wait 3 seconds for the end of the reset

On ground:
Reset ECU or EIU only when engine shut down
Reset BSCU only when aircraft stopped
Reset ELAC or SEC only when listed in the system reset table
Other systems not listed in the system reset table can be reset following the guidelines listed above.

In flight:
Warning- the flight crew can attempt a system reset only when:
-an ECAM/OEB/FCOM/QRH procedure requests to reset the system, or
-the system reset table permits
Caution- do not pull the following circuit breakers:
SFCC
ECU or EEC or EIU

Note: before taking any action on the cockpit CB’s, both the PF and PM must crosscheck and ensure that the CB label corresponds to the affected system.

Question 10

Engine mode selector to IGN

Answer 10

Takeoff:
Runway has standing water
Heavy rain is falling, or
Heavy rain or severe turbulence is expected after takeoff

Question 11

Powerout communication

Answer 11

GC: ground crew to flight deck
FD: go ahead
GC: ready to pull chocks
FD: brakes are set. Cleared to pull chocks
GC: copy. Pulling chocks
GC: chocks are removed. Cleared to start engines
FD: copy. Cleared to start engines
After engine start
FD: cleared to disconnect headset
GC: copy. Disconnecting headset

Question 12

Capture type towbarless communication

Answer 12

GC: ground crew to flight deck
FD: go ahead
GC: bypass pin installed. Will be using capture type towbarless tug
GC: area is clear. Are we clear to capture nose gear?
FD: brakes are set. Bypass pin confirmed. Clear to capture nose gear
GC: capture is complete. Ready to pull chocks
FD: clear to pull chocks
GC: copy, pulling chocks
GC: chocks are removed. Ready for pushback
FD: brakes released. Clear to push
GC: copy, starting push
Begin push
GC: clear to start engines
FD: copy, clear to start engines
GC: pushback complete. Set brakes
FD: brakes are set. Cleared to disconnect tug and headset. Show me the pin.
GC: copy, disconnecting tug and headset. Will show the pin.

Question 13

Scoop type towbarless pushback communication

Answer 13

GC: ground crew to flight deck
FD: go ahead
GC: bypass pin installed. Will be using scoop type towbarless tug. Ready to pull chocks
FD: brakes are set, bypass pin confirmed. Cleared to pull chocks
GC: copy. Pulling chocks
GC: chocks are removed. Ready for scoop
FD: brakes released. Clear to scoop
GC: copy. Starting scoop
GC: scoop is complete, ready for pushback
FD: clear to push
GC: copy. Starting push
GC: clear to start engines
FD: copy. Clear to start engines
GC: pushback complete. Set brakes
FD: brakes are set. Cleared to disconnect tug and headset. Show me the pin
GC: copy. Disconnecting tug and headset. Will show the pin

Question 14

Takeoff abort decision

Answer 14

Prior to 80 knots:
Captain’s discretion, depending on the circumstances
The CA should seriously consider discontinuing the takeoff if any ECAM warning/caution is activated

Warnings that are not essential are inhibited from 80 knots to 1,500 feet (or 2 minutes after liftoff, whichever occurs first). Therefore, any warning received during this period must be considered as significant.

Above 80 knots and below V1:
Captain should be go minded. Very few situations should lead to the decision to reject the takeoff.
1. Fire warning, or severe damage
2. Sudden loss of engine thrust
3. Malfunction or conditions that give unambiguous indications that the aircraft will not fly safely
4. Any red ECAM warning
5. Amber ECAM cautions:
-F/CTL SIDESTICK FAULT
-ENG FAIL
-ENG REVERSER FAULT
-ENG REVERSER UNLOCKED
-ENG 1(2) THR LEVER FAULT

Exceeding the EGT red line or nose gear vibration should not result in the decision to reject the takeoff above 80 knots.

In case of tire failure between V1 minus 20 and V1, unless debris from the tires has caused serious engine abnormalities, it is far better to get airborne, reduce the fuel load, and land with a full runway length available.

The V1 call has precedence over any other call.

Above V1:
Takeoff must be continued, because it may not be possible to stop the aircraft on the remaining runway.

Question 15

Emergency equipment - preliminary cockpit preparation

Answer 15

Life jackets stowed
Axe stowed
PBE
Portable fire extinguisher
Oxygen masks stowed
Escape ropes stowed

Question 16

CVR test

Answer 16

RCDR GND CTL pushbutton…ON
In order to perform the test, ensure the parking brake is on.
Loudspeaker volume…OFF (both sides)
ACP INT/RAD switch…(CA and FO)…set to INT
Interphone volume reception knob (CA and FO)…Release
Turn down volume to the minimum
CVR TEST pushbutton…Press and maintain

Depending on the CVR model, the audio test signal is:
A continuous tone, or
A short tone, or
A short tone and a beep every 4 seconds, or
Two short tones and a beep every 4 seconds

____________________________________
RCDR GND CTL ON
Parking brake ON
Loud speakers OFF
INT/RAD switches INT
Interphone volume Minimum

Question 17

Oxygen mask test

Answer 17

Warning: To prevent hearing damage to ground crew connected to the intercom system, inform them that a loud noise may be heard in the headset when performing the oxygen mask test.

On the oxygen panel:
CREW SUPPLY pushbutton…Check ON

On the glareshield:
Loudspeakers…ON

On the ACP:
INT reception knob…press out-adjust
INT/RAD switch…INT

On the mask stowage box:
Press and hold the RESET/TEST button in the direction of the arrow
Check that the blinker turns yellow for a short time, and then goes black
Hold the RESET/TEST button down, and press the emergency pressure selector
Check that the blinker turns yellow and remains yellow as long as the emergency pressure selector is pressed
Listen for oxygen flow through the loudspeakers
Check that the RESET/TEST button returns to the up position and the N/100% selector is in the 100% position
Press the emergency pressure selector again and check that the blinker does not turn yellow. This ensures that the mask is not supplied.
Check that the emergency pressure selector is not turned right in the direction of the arrow (permanent overpressure). This ensures that the oxygen permanent overpressure is not supplied.

Or (other mask type)…

Question 18

Emergency conditions
GOM
11.11.1.2
page 388
3/15/22

Answer 18

The following should be considered emergency conditions:

1. Fire warnings on board the aircraft
2. Failure or malfunction of an aircraft or any component which interferes with the continued safe operation
3. Captain requesting priority handling from ATC
4. Inability to establish the aircraft’s position
5. Flight more than twenty minutes overdue without contact at the destination, intermediate station, or other checkpoint
6. Communications or navigation facilities impaired to the point where navigation and/or let down and approach are impaired and other options are not available
7. Any circumstance or condition which has or will jeopardize safety of flight and/or which requires deviation from prescribed methods, procedures, or weather minimums in the interest of safety

Question 19

Cancel approach
FCOM PRO-NOR-SOP-19-A
Page 4752

Answer 19

If at or above the FCU altitude:
Announce “Cancel Approach”
To disarm any AP/FD mode, press APPR pushbutton or LOC pushbutton
(Note: valid only for ILS or FINAL APP guidance)
Select lateral mode as required (NAV or HDG mode)
Select vertical mode as required (level off or adjust VS)
Select SPEED and adjust

If F-PLN has no destination anymore:
Perform a LAT REV at the last waypoint and redefine the destination in the NEW DEST field.
Note: 1. The FMS does not automatically string the previous flown approach in the active F-PLN when the aircraft overflies the last waypoint. The FMS has no more destination in the F-PLN.
2. Because the thrust levers are not set to the TOGA detent, the FMS remains in approach phase.

Question 20

New arrival procedures
Bulletin 24-13
Effective 06/01/2024

Answer 20

Change: ground crews will no longer chock the main landing gear until advised by the flight crew that it is safe to approach as commanded with the “chocks in” hand signal

Procedure
Ramp arrival procedure

1. Marshaller signals stop with an “X”
2. PIC sets the parking brake and signals ground crew with the clenched fist.
   Note: once the aircraft is stopped with the “X” being displayed by the marshaller, wing walkers will chock the nose gear.
3. Engine shutdown sequence
   If APU operative:
   a. Flight deck shuts down both engines, confirms spool down, sets beacon to OFF, and signals for main wheel chocks to be inserted.
   b. Marshaller visually confirms beacon OFF, engines have spooled down and commands wing walkers to insert chocks.
   c. Marshaller will resume stop “X” signal while chocks are being inserted.
   d. Marshaller signals flight deck that main chocks have been inserted.
   e. TBC

Question 21

Altimeter tolerance
Cockpit preparation
FCOM
Page 4678

Answer 21

Maximum difference between PFD’s:
+- 20 feet

ISIS and PFD’s
+- 100 feet

Mechanical standby indicator and PFD’s:
+- 300 feet

For flights planned to operate in RVSM airspace, check that the difference between the airport elevation and the altitude indications displayed on the PFD’s by ADR1 and ADR2 does not exceed:
75 feet

Question 22

Pilot flying cockpit preparation order of operations

Answer 22

Review logbook

Set up EFB and be ready for the OEB check

When preliminary cockpit preparation is complete:

All IR’s on

FMGS/ACARS initialize (D,I)

Overhead panel flow including: CVR test, ELEC test, Fire tests,

Center panel flow

Pedestal flow including cockpit door test

ATIS obtain

FMGS prepare then FO checks

ATC clearance

Glareshield flow

Lateral console flow including O2 mask test

Instrument panel flow that finishes with PRESS pb press, STS pb press

Departure briefing

Before start checklist

Question 23

Approach preparation

Answer 23

A - ATIS, performance, ADFP
B - Build
B - Brief
A - Approach checklist

Question 24

Ice shedding

Answer 24

SOP after start

During ground operation in icing conditions and less than +3C, ice shedding should be done every 30 minutes.
If ground conditions permit:
70% N1 for 30 seconds every 30 minutes
If during thrust increase aircraft starts to move, immediately retard thrust to IDLE.
Taxi in time of previous flight must be considered unless engine was deiced before engine start.
When in freezing rain, freezing drizzle, freezing fog, or heavy snow, ice shedding may be enhanced by additional run ups:
70% N1 (momentarily/no hold time) at intervals not to exceed 10 minutes.

SOP takeoff

Engine acceleration just before takeoff is always required in icing conditions with OAT +3C or less even if a clearing run was done on the taxi out. If unable to hold 70% N1 without slipping, power setting should be as high as practical.

SOP after landing -Same as after start