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.
Taxi & T/O Procedures
Take-off Performance
Gradient requirements depicted on SID and approach charts are for All Engines Operating.
The minimum climb gradient up to acceleration altitude with All Engines Operating is 11.55 % (KMG RWY04, max RTOW ISA +15)
If terrain clearance cannot be achieved on 1 engine, an Engine Inoperative procedure will be published on the Port Page.
Taxi & T/O Procedures
Simplified Performance Charts
Simplified RTOW Charts are designed in case ACARS RTOW, including backup methods, are not available.
The data is conservative and may not be usable for heavier weights and/or shorter runways.
Group A Charts provides sufficient takeoff performance for airports that require a lower climb gradient.
Group B Charts provide increased departure performance for airports that require a higher than normal climb gradient. Dedicated Simplified RTOW charts meet all takeoff gradient requirements for the captioned airport runway.
Note:
1.Simplified RTOW Charts shall not be used if the applicability of the airport/runway is in doubt.
2.Dedicated Simplified RTOW Charts may be available for specific airports / runways to cater for special operations such as freighter or charter flights to offline airports, or where inclusion in either Group A or Group B would impose significant performance penalties at other airports within the groups.
The use of Simplified RTOW Chart is prohibited:
• If temporary obstacles are present in the takeoff direction.
• If WIP affects the runway length.
• For contaminated or slippery runways.
• Performance-related MEL dispatch (except reverser inoperative).
Charts are provided for
minimum QNH values of 990 hPa and 1005 hPa Charts
maximum tailwind component of 5 knots
Maximum rated thrust (TOGA)
PACKS OFF
REVERSER INOPERATIVE Charts are valid for reversers inoperative
ENGINE ANTI-ICE Charts are based on Engine Anti-ice ON
Taxi & T/O Procedures
EOSID Procedures
Takeoff procedures for all engine and engine inoperative operations are provided on the “Departures” section of the Port Page.
If no specific guidance is provided, any published SID procedure is acceptable for use; Alternatively, where obstacles are too limiting, an engine inoperative procedure will be published on the port page and must be followed to avoid obstacles during an engine failure.
Visual, above MSA or under RADAR CONTROL, it is permissible to depart from these Engine Inoperative Procedures provided that obstacle clearance can be assured; ACARS RTOW data is only valid if the relevant SID or Engine Inoperative procedure is flown.
Engine Inoperative Flap Retraction Altitudes will only be published on the Port Page if they are higher than 1 500 ft AAL.
For cold weather operations, ISA –15 °C and below, ACARS RTOW will automatically increase the Engine Inoperative Flap Retraction Altitude.
Taxi & T/O Procedures
Wet / Contaminated Runway
The regulations for takeoff on a wet/contaminated runway require full credit to be taken for thrust reversers and the screen height to be reduced from the dry runway screen height of 35 ft to not less than 15 ft.
This allows a lower V1 in order to improve the chance of stopping on a wet/contaminated runway.
Thrust reversers are not required for dispatch on wet/contaminated runways; However, if available, full reverse thrust must be used when rejecting take-off on a wet/contaminated runway.
ACARS RTOW and the associated backup is the only authorized method for performance calculation. Actual runway surface conditions should be entered directly into the program using the applicable code.
Provided takeoff performance can be computed using ACARS RTOW, dispatch with the specified wet/contaminated runway conditions is permitted. However, the reduced cross-wind tables listed in LIM-12 must still be observed.
Taxi & T/O Procedures
T/O technique X-Wind, T-Wind
In case of tailwind, or if crosswind is greater than 20kts:
‐ PF applies full forward stick up to 80 kt and gradually release the stick to reach neutral at 100 kt
‐ Captain sets takeoff thrust in 1 step
Taxi & T/O Procedures
Noise abatement
The Standard noise abatement procedure, as annotated on a Port Page, shall be flown in accordance with NADP 1 .
NADP 1/ ICAO A - Maintain SRS climb to 3 000 ft AAL, followed by acceleration and flap retraction.
NADP 2/ ICAO B - Maintain SRS climb to standard acceleration altitude, followed by normal acceleration and flap retraction. CLB thrust is set after first flap retraction (the flap Automatic Retraction System complies with this requirement). Thereafter, maintain Green Dot speed until 3 000 ft AAL.
In all cases the THR RED altitude on the PERF T/O page shall be standard.
Noise abatement procedures should not be conducted in conditions of significant turbulence or windshear.
Taxi & T/O Procedures
Departure Speed Selection
The aircraft shall be operated in compliance with state speed limit requirements, if a greater speed is required for operational reasons, a request shall be made to ATC.
The maximum speed is the greater of 250 kt until:
‐ The highest applicable sector MSA, and
‐ In all cases, 3 000 ft AAL.
Miscellaneous
Passenger Address
The PA system is primarily a safety tool for communication between the flight deck and the cabin; As a public relations tool it can enhance the image of the airline
a. The Captain will make all introductory announcements.
b. Announcements should be concise
c. English should be used only
d. PA announcements are not to be made during climb or descent
Pre-Departure
Sequence of events leading up to a welcoming PA:
a. Captain completes a welcoming PA few minutes before door closed
b. FA1 informs the Captain when all passengers are on board
c. Where appropriate he should use this as an opportunity to explain any delays. Where an extended delay is expected the Captain should liaise with the Ramp Coordinator to ensure a coordinated approach to delay management.
d. The FA1 will wait for the Captain to do his welcoming PA before starting the greeting announcement and safety demonstration.
The Captain’s welcome announcement should ask passengers to pay particular attention to the safety briefing. This briefing clearly lays out the Company policy on wearing seatbelts during flight. If turbulence is forecast, the Commander should emphasise the importance of observing the seatbelt sign for passengers own safety.
Prior to Top of Descent
This should include the revised ETA and weather at destination. This opportunity may be taken to bid farewell to the passengers and to thank them for choosing to fly with Dragonair.
Miscellaneous
Flight Deck Security
No person, other than the flight crewmembers assigned to a flight, must be admitted to the flight deck unless this person is:
- an operating crewmember
- a representative of the authority responsible for certification, licensing or inspection if required to perform his official duties
The final decision regarding the admission to the flight deck of any person rests with the Commander, he shall request identification of such persons before granting admission.
