PCA DISCUSSION ITEMS Flashcards
Pre-Flight Briefing
Fuel Planning
The total amount of fuel on board the aircraft must be sufficient for the intended flight and contingencies, including depressurisation and engine shutdown.
The Total Fuel for the flight is specified on the Computer Flight Plan (CFP):
- Line Ops review all sectors on a regular basis to ensure adequate fuel is planned
- Recommended extra fuel is added where experience on a route has shown that flight level restrictions or destination holding are common
The policy is to load CFP fuel, the company accepts responsibility for any diversion.
The Commander retains final responsibility for adjusting the Total Fuel if, in his opinion, it is operationally justified.
Pre-Flight Briefing
Notams, Company notams and weather
Cathay Pacific Flight Dispatch is responsible for providing the documentation for all flights:
- CFP
- Meteorological data
- NOTAM summaries
- Company NOTAM (information of short-term nature frequently reviewed and updated)
- Additional information pertinent to the flight
Operational documents are available at Flight Dispatch in Hong Kong or are delivered to the aircraft to permit onboard briefing.
The briefing documents for each flight will be uploaded to the web-based Centralised Flight Dispatch (CFD) system where they may be previewed by operating crews.
Pre-Flight Briefing
CFP
The CFP is the primary working document aboard the aircraft and is to be used for recording the details and progress of the flight.
The Fuel Progress Log of the CFP shall be used in flight as a record of fuel used and compared to the fuel available.
Pre-Flight Briefing
FCN and operational notices
Fleet Operational and Flight Crew Notices are available at Flight Dispatch and on Dragonet.
Fleet Operational Notices are held on aircraft flight deck, updated on a weekly basis.
It is the responsibility of all crew to ensure that they are fully conversant with all applicable Fleet Operational Notices and Flight Crew Notices.
The Confidential Operational Notices folder contains strictly confidential sensitive security information.
This information is not to be removed or copied.
Aircraft Documents
FCOMs, Ops Manuals and FDF
FCOM: ‐ System Descriptions (DSC, organized by ATA) ‐ Procedures PRO ABN : Abnormal/Emergency PRO NOR SOP : Normal PRO NOR SRP : System Related PRO SPO : Special Operations PRO SUP : Supplementary ‐ Limitations (LIM) ‐ Performance (PER, organized by phase of flight) ‐ Operations Engineering Bulletins (OEB) ‐ Flight Crew Bulletins (FCB)
OPERATIONS MANUAL:
Part A: General / Basic (Policy Procedures and Requirements)
Part B: Airplane Operating Matters (Type specific, covers FCOM, QRH, MEL)
Part C: Route and Airport Instructions and Information
Part D: Training
Aircraft Documents
Nav Bag content
Nav Bag 1:
Part C HKG, NEA, SEA, PRC
Operational notices
Nav Bag 2: Part A Vol 7 IATA dangerous goods regulations IATA dangerous goods training program
Aircraft Documents
Stationary wallet
Document Envelope PART C GEN T1 PART C GEN T2 Emergency Response Guidance for DGs Extra Crew Seat Travel Briefing Card Spare Post Flight Documents Envelopes Spare Refuel Record Forms
Aircraft Documents
Document Envelope
Aircraft library check list Article 11(1) Dispatch Form Autoland Discrepancy Form Commander Administrative Report Commander Discretion Report Extension of FDP Commander Discretion Report Reduction of Rest Crew Confidential Report Emergency Announcement Landing/Ditching FMGEC Reset /Time out Feedback FMGEC Vertical FPLN Performance Feedback FMGEC Lateral FPLN Navigation Feedback Map Shift Feedback Loadsheet No Change of Traffic Load Non Standard Fuel Order Confirmation sheet Normal Check list Navtech Feedback form Post Flight Document Envelope Refuel Record Form RVSM metric conversion card Take off Data Record CSQ forms folder (ASR, QDR, CFR, SCR, VAR, FDAP) Emergency Sim Card
Aircraft Documents
CSQ FORMS FOLDER
ASR, Air Safety Report QDR, Quality Discrepancy Report CFR, Cockpit Crew Fatigue Report SCR, Corporate Safety Confidential Report FDAP, Flight Data Analysis Program VAR, Volcanic Activity Report
Aircraft Documents
Mandatory Documents
HKCAD 360 requires the carriage, of the following documents on each flight:
operational flight plan,
Aircraft Maintenance Log,
the filed ATS flight plan,
appropriate NOTAM / AIS briefing documentation,
appropriate meteorological information,
mass and balance documentation,
notification of special categories of passenger(s) such as security personnel, if not considered as crew, handicapped persons, inadmissible passengers, deportees and persons in prescribed in Chapter 9,
current maps and charts and associated documents,
any other documentation which may be required by the states concerned with this flight, such as cargo manifest, passenger manifest, etc and forms to comply with the reporting requirements of the HKCAD.
Flight documents to be retained on ground for at least the duration of the flight are:
A copy of the operational flight plan
Copies of the relevant parts of the Aircraft Maintenance Log
Company NOTAM
Mass and Balance documentation (Loadsheet)
Special loads notification
Fuel receipt
Aircraft Documents
TECH LOG/ADD/SADD/PADD
The AML must be completed after every flight.
All technical defects must be entered with a full description including when and how the defect occurred and any other information that may be helpful in diagnosing and rectifying the problem.
Entries shall be legible and printed in ink. Where corrections are to be made to an AML entry, the error will be crossed out with a single line so as to ensure the error remains legible.
After each flight, ensure the following are entered in the AML:
a. Warnings or cautions on the EWD,
Flags on PFD or ND.
Failure indications seen on SD pages.
Observed faults (e.g. Logo Light etc)
b. Class 2 messages shown under “Maintenance” on the STATUS page, when the flight is terminating at a manned station.
c. There is no requirement for flight crew to transfer any faults from the PFR to the AML. However, pilots should peruse the PFR to ensure that all items in para a. have been entered in the AML.
d. Cases of Hard (suspected or actual) Landings, Overweight Landings, bird strikes, lightning strikes, overspeeds or other exceedences, regardless of whether the station is manned or unmanned.
e. If an AML entry requires submission of an ASR/MOR, ensure the entry is annotated with “ASR/MOR Raised”.
f. Smoke or abnormal smell. An ASR/MOR should also be raised for such events. In addition, for the A320/1 only, a Smoke/Smell Malfunction Report form, held in the Spare Documents Wallet, shall be submitted for such events (to be placed in the flight documents envelope)
g. If the Commander raised a (P)(S)ADD on the previous sector, make a “For Info” entry.
PADD: Items with a performance limitation or which affect aircraft utilization
SADD: Identifies items with one or more of the following:
a. Requiring verification, inspection or maintenance before each flight
b. Having a sector or flight or time limitation in either MEL, CDL, or AMM.
c. Affects normal transit servicing.
d. Is the subject of a Maintenance Concession/Engineering Concession/DDO that is not the subject of a performance limitation.
e. Toilets inoperative.
f. APU defects, rendering the APU incapable of starting engines, supplying air conditioning or electrical power.
g. Manual operation of cargo doors.
Items classified with an “S” must be repaired at the earliest opportunity
Aircraft Documents
MEL
The MEL has six sections:
‐ General (GEN) : HDA Policy.
‐ How to Use (HOW): General information and organization of the manual.
‐ MEL Entries (ME) : List the ECAM alerts and indicates the associated MEL item (if any) to apply for dispatching the aircraft. This section is a user-friendly entry point when an ECAM alert reports a system failure.
‐ MEL Items (MI) : This section is approved by the EASA and lists all the MEL items with the associated dispatch conditions.
‐ MEL Operational Procedures (MO) : This section gives the operational procedures that are associated with the MEL items.
‐ Configuration Deviation List (CDL): Contains additional certified limitations for operation of the A330 aircraft without certain secondary airframe and engine parts.
Aircraft Documents
CAR
ACARS CAR is the primary means, a Commander’s Report Form is available in the stationary wallet as a backup.
All items must be completed for each sector:
Delay codes are listed on the clipboard; The primary cause of delay is to be recorded and expanded in Remarks section if necessary.
Takeoff and landing for Commander and First Officer must be recorded.
Flight crew members must be recorded. Cabin crew names may be omitted if a General Declaration is placed inside the Flight Documents Envelope.
Comment is used to communicate information that might be of value to subsequent crews or to the company.
Addresses can be found on the reverse of the clipboard.
The following information should also be annotated as required:
a. Significant events and delays
b. Completion of an MOR, Air Safety Report or Crew Confidential Report
c. Training detail carried out
d. Extension of Duty or Split Duty as defined in the Flight Time Limitation
The Commander‟s signature is required.
Aircraft Documents
Loadsheet, Balance Sheet
The primary Loadsheet is the ACARS Loadsheet.
A Computer Loadsheet is used at CLC Stations where delivery by ACARS is not available due to equipment or communications problems.
Loadsheets are usually delivered directly to the aircraft ACARS printer, or the Boarding Gate Printer in the case of a backup Computer Loadsheet.
At ports supporting CLC, two copies of the Computer Loadsheet shall always be printed as a backup.
Computer Loadsheets use the same terminology as ACARS Loadsheets. The layout of the Computer Loadsheet is the same as that of the ACARS loadsheet.
Whilst it is not expected that Flight Crew should be able to complete a Manual Loadsheet, they shall be familiar with the method of construction and the requirements for cross-checking.
Taxi & T/O Procedures
Brakes
Brake wear:
Carbon brake wear depends on the number of brake applications and on brake temperature,
It does not depend on the applied pressure, or the duration of the braking. Therefore, the only way the pilot can minimize brake wear is to reduce the number of brake applications.
Break use:
PF should allow the aircraft to accelerate to 30 kt and use one smooth brake application to decelerate to 10 kt using GS indication.
Brake temperature:
The FCOM limits brake temperature to 300 °C before takeoff without brakes fan and 150 °C if the fans are running. This limit ensures that in case of hydraulic fluid leakage any hydraulic fluid that may come into contact with the brake units will not be ignited in the wheelwell. This limit does not ensure that, in the case of a high energy rejected takeoff, the maximum brake energy limitation will be respected. Thermal oxidation increases at high temperatures. Therefore, if the brakes absorb too much heat, carbon oxidation will increase.
This is the reason why the brakes should not be used repeatedly at temperatures above 500 °C during normal operation.
Brake anomalies:
ACCU PRESS, if pressure drops under 1500 PSI the flight crew should be aware that the Parking Brake can become less efficient. This explains the amber range on the hydraulic pressure gauge of the ACCU PRESS.
Braking problems during taxi, do the Loss of braking memory items.
