Q-SOP NOTES

Question 0

WHAT ARE THE ABC’S

Answer 0

ATC-ADICE ATC OF PLANNED AND DECLARED EMERGENCIES
BACK- ADVISE CABIN CREW AND BRIEF USING TEST
COMPANY- ADVICE SOCC

Question 1

WHAT ARE COMS SET FOR ?

Answer 1

COM 1 FOR ATC

COM 2 COMPANY ATIS

Question 2

WHEN CONDUCTING A VISUAL APPROACH, WHAT SHOULD THE ALTITUDE BE SET FOR IN THE ALTITUDE SELECTOR ?

Answer 2

NO LESS THEN CIRCUIT ALTITUDE

Question 3

FMS PREPARATION

Answer 3

FLIGHT PLAN
ALTITUDE RESTRICTIONS
FLIGHT NUMNER
FUEL-ENTER THE ACTUAL FUEL ON BOARD

Question 4

ABC’s of Communication

To keep everyone informed of different situations, there are the ABC’s. These should be used after Flight Crew discussion for situations including holds, cautions, diversions, IROPS, etc.

Answer 4

ATC - Advise ATS of a plan and declare an emergency as appropriate
Back - Advise Cabin Crew by conducting a TEST Briefing
- Advise Passengers by using the scripted PA

Company - Advise SOCC via radio or ACARS

Question 5

Signal for Takeoff / Landing / Non-Normal Landing

Non-Catastrophic

Answer 5

P.A.: “CABIN CREW PLEASE BE SEATED FOR
TAKEOFF” (approx. 30 seconds prior to takeoff)
P.A.: “CABIN CREW PLEASE BE SEATED FOR
LANDING” (approx. 2 minutes before landing)

Question 6

PA for expected turbulence

Answer 6

P.A.: “CABIN CREW PLEASE SUSPEND SERVICE”

Question 7

PA for encountered turbulence

Answer 7

P.A.: “CABIN CREW PLEASE BE SEATED”

Question 8

Announcement when TEST briefing is required for non-

normal, precautionary, or emergency circumstances

Answer 8

P.A.: “PURSER TO THE FLIGHT DECK”

Question 9

PA during emergency descent

Answer 9

P.A. “ATTENTION,THIS IS THE CAPTAIN,
“EMERGENCY DESCENT FASTEN YOUR SEAT BELT”
(Statement will be made by the PF)
Followed by EMER CALL to Purser as soon as possible
and P.A. to passengers.

Question 10

Signal for Non-Normal Landing

Catastrophic

Answer 10

P.A.: “CABIN CREW PREPARE FOR
LANDING/DITCHING”
(Approximately 2 minutes before anticipated emergency
landing or ditching (catastrophic)).

Question 11

Signal to Cabin Crew to await further instructions

(i.e. in the event of a rejected takeoff when the aircraft
stops and remains on the runway)

Answer 11

P.A.: “ATTENTION, THIS IS THE CAPTAIN, REMAIN

SEATED…REMAIN SEATED”

Question 12

Signal to cancel possible evacuation:

Answer 12

P.A.: “CABIN CREW STAND DOWN”

Question 13

Issue resolved, returning to gate or runway threshold for

departure:

Answer 13

P.A.: “ATTENTION, THIS IS THE CAPTAIN” followed by
explanation and next course of action. (i.e. returning to
the gate)

Question 14

Signal to Evacuate

Answer 14

P.A.: “ATTENTION THIS IS THE CAPTAIN,
EVACUATE…EVACUATE…EVACUATE (_______ SIDE)”

Simultaneously with the PA, cycle the seatbelt sign 3
times. (3 chimes). Ensure the seatbelt sign is left in the
OFF position.

Question 15

Signal for Rapid Deplanement

Answer 15

EMER CALL to cabin crew: “RAPID DEPLANEMENT”

Note: Purser will make PA to passengers for further
instructions

Question 16

Flight Deck Door procedures

Answer 16

The cabin crew member will normally request access by placing an interphone call to the Flight Deck using the pre-briefed word of the day. In the event of an inoperative interphone system, they will
knock twice to request entry. In the event that a pilot needs to leave the flight deck for physiological reasons:

1. The pilot will contact a cabin crew member via
   interphone to advise they need to leave the
   flight deck.
2. The cabin crew member must ensure that no
   passengers are forward of row 1. He/she will
   replace the absent pilot in the flight deck.
3. The flight deck door must remain locked during
   this period and the cabin crew member will
   monitor the cabin via the viewing lens.
4. Prior to returning to the flight deck, the pilot will
   monitor the cabin to confirm the security of the
   cabin and there is no indication of a passenger
   planning to “rush” the cabin once the flight deck
   door is opened.
5. The returning pilot will then knock twice on the
   flight deck door. This is the discreet code to be
   used at the Company to communicate the “all
   clear” and it appears safe to open the flight
   deck door.
6. The flight deck door shall be locked again.

Question 17

Refuelling Procedures with Passengers On-Board

Answer 17

A flight deck crew member must be on the flight deck at all times during the fuelling procedure with
passengers on-board.
 The minimum number of cabin crew is on board.

 The cabin crew has been advised that fuelling will take place by switching the seatbelt sign OFF.

 The NO SMOKING sign is on. The no smoking rule shall be enforced. No striking of matches or use
of flame-producing devices is permitted.

 Photographic equipment is not used within 10 feet of the fuelling trucks or the fill or vent points of the
aircraft fuel system.

 No oxygen is to be administered.

 The designated evacuation exits during fuelling are the Airstair Door (1L) and the left side Rear Cabin Exit (2L). The escape routes through and from these exits must be unobstructed during fuelling.

 The flight deck and cabin must be informed of any situation endangering the safety of the aircraft and its occupants.

 The airstair door shall remain open during refuelling with passengers on board. Ensure that all other exits are unobstructed and a cabin crew complement appropriate to the number of passengers on the aircraft must be on board and positioned at or near each designated evacuation exit during fuelling.

 Promptly notify refuelling personnel if fuel vapours or any other hazards are detected in the cabin. If such conditions occur, the fuelling shall be discontinued.

 Emergency lighting is armed or ON.

 Use of personal electronic devices prohibited.

 Fuelling is suspended when there are lightning discharges within 8 kilometres of the aerodrome.

Question 18

Refuelling with APU Running

Answer 18

Continuous operation of the APU during refuelling is allowed provided that:

 Gravity refuelling is not permitted.

The left main fuel tank must contain sufficient fuel to ensure continuous running of the APU throughout the refuelling process. (1000 lbs.)

 In the case of fuel spillage either at the aircraft refuelling adaptor or at the wing tank vents, refuelling must be stopped immediately.

Question 19

The ORIGINATING BEFORE START checklist must be conducted:

Answer 19

 Prior to the first flight of each day
 Following an aircraft change
 Following a crew change
 Following maintenance action during through flights

The BEFORE START checklist must be conducted prior to starting the engines for each flight. When ready, the Captain will advise the Purser to close the passenger door and confirm the FUSELAGE
DOORS and FUELING ON warning & caution lights are extinguished. The Captain will then call for the START APPROVED CHECK.

Question 20

ENGINE START ( WHAT TO WATCH FOR ? )

Answer 20

When NHis indicated, select Condition Lever to START FEATHER, monitor NH and ITT, check engine accelerates to 64.2% NH and ITT does not exceed 920°C. Check engine START and START SELECT lights go out. Check oil pressure greater than 44 psi, ENG OIL PRESS, ENG FUEL PRESS and ENG HYD PUMP warning and caution lights go out.

Note: Engine SELECT light will remain illuminated for approximately 15 seconds after starter switches off.

Ensure MAIN, AUX and STBY battery loads are 0.4 or less prior to starting the second engine.

Question 21

WHEN ARE THE 24HR ICE PROTECTION TEST TO BE COMPLETED

Answer 21

The 24 hr Ice Protection System Checks are to be completed in cruise once per 24 hr period. If departing into icing conditions, verify that the check has been completed within 24 hrs of flight by referencing the
Journey Log. This test must be completed prior to entering icing conditions if outside of the 24 hr period.

Question 22

WHEN IS THE FUEL EFFICIENCY PROGRAM TO BE PRACTISED ?

Answer 22

Add ETE from OFP to OFF time to determine ETA. If ETA + 10 Minutes is less than the scheduled arrival time, the flight is eligible for the Fuel Efficiency Program.

Question 23

HOLDING

Answer 23

After receipt of a holding clearance, the PF will direct the PM to program the hold into the PF’s FMS. When complete, the PM will conduct a TSAFE briefing aloud so that the PF can confirm that the hold has been correctly programmed. When satisfied that the FMS has been programmed appropriately and there are no outstanding questions regarding the hold, the PF will command “ARM HOLD” or “DTO HOLD” as appropriate.

1. Type of entry
2. Speed
3. Altitude as appropriate
4. Fuel – destination, alternate and reserve
5. Expected approach or further clearance time

The PM will compare MIN DIV fuel from the OFP with fuel remaining and factor in fuel required to reach destination from the holding fix.
The recommended holding speed is 200 kts with Flap 0. If maximum endurance holding is required, refer to the performance data in the performance section of the AOM for holding IAS and Fuel Flow rate.
Note: Avoid holding in icing conditions. If required, hold at a minimum speed of 190 kts with Flap 0.

Note: The maximum holding speed for propeller/turboprop driven aircraft is 175 KIAS from the minimum holding altitude to 30,000 ft. Pilots are to advise ATC when holding at the Porter recommended speed of 200 KIAS.

Question 24

50 ft shall be added to the MDA to compensate for the additional height loss during the go-around initiation during approaches where:

Answer 24

1. There is a failure of an aircraft system that may affect the aircraft performance
2. The aircraft is above the normal maximum landing weight
3. The aircraft landing weight is limited by aborted landing climb performance
4. Height loss could be expected to be larger than normal

Note: for US operations, 50 ft must be added when conducting an SCDA approach with a published
MDA.

Question 25

Hands On Controls

Answer 25

For descent and approach, the PF’s hand will “shadow” the controls when the RAD ALT audio alert states
“Twenty-Five Hundred” (2,500 ft. AGL)

For departure, the PF’s hand may be removed from the control column after autopilot engagement and the RAD ALT display disappears from the PFD (2,500 ft. AGL)

Question 26

Steep Approach Procedures

Answer 26

The airplane is approved for manually flown steep approaches to a landing with visual reference to the runway using a suitable glide path system for day/night operations with a flap setting of 35 degrees only.

 A steep approach must not be commenced or continued with one engine inoperative.

 The minimum height for go-around following an engine failure is 300 feet AGL, Flap 35.

 Height loss in the go-around following an engine failure is 150 ft.

 Maximum landing weight is 58,000 lbs.

 Maximum tailwind component is 5 kts.

Prior to glideslope interception the aircraft must be configured as follows:

 Landing gear down 
 Flap 35 
 Condition levers to MAX 
 GPWS Landing Flap selected to 35 
 STEEP selected

Question 27

Windshear on Approach

Answer 27

1. Simultaneously, select go-around (disengaging the autopilot) and aggressively apply Normal takeoff power (NTOP). (Advance condition levers to MAX, if required). If required, advance power levers to
   MTOP (100%) or to the stops to arrest descent.
2. Increase the pitch attitude by rotating the aircraft smoothly and steadily to achieve VGA (1.13 VSR).
3. The stick shaker may activate at pitch attitudes lower than normal. Pitch attitude must be reduced just enough to silence the shaker.
4. Do not change aircraft configuration until the vertical flight path is under control.

Question 28

Windshear on Takeoff

Answer 28

1. Fly at V2 (1.13 VSR). If required, advance power levers to the stops to arrest descent.
2. Decrease the pitch attitude immediately if stick shaker or buffet occurs.
3. Do not change gear and flap configuration until the vertical flight path is under control