Questions and Answers - General Flashcards
When do we not need a destination alternate?
• Dispatched under Alternative Flight Planning Procedure
• Duration of flight < 6hrs
• Destination has 2 usable separate runways
• Forecast ETA+/- 1hr show
Ceiling @ 2000ft or circling height+500ft (greater of)
Visibility 5km+
• OR destination is isolated (not applicable for easyJet)
When can runways be considered separate?
- Separate landing surfaces that may overlap or cross
- If one runway is blocked, will not prevent the planned type of operations on the other
- Each runway must have its own approach procedure based on a separate navigation aid
When planning for an alternate, the TAF indicates in a PROB/TEMPO that the weather will be below limits. Can this alternate be used?
What about a PROB TEMPO?
- Depends if conditions are transient or persistent
- See ‘Application of Aerodrome Forecasts’ table
- LIDO may show alternates even if they should be discounted after analysis of the table
A PROB TEMPO may be disregarded completely
When are two destination alternates required?
- Conditions @ destination below minima/snow closed
- No weather forecast for destination
- Landing performance requirements cannot be assured due to dependence on specific wind component or rwy state
Planning minima for take-off alternate?
- 1 hours flying time, ISA conditions
- Single engine cruise speed
- Planned take-off weight
- No more than 320 NM
- Plan for CAT 3 SINGLE
Planning minima for destination alternate if only NPA available?
• NPA minima +200ft/+1000m
How long is a TEMPO forecast expected to last?
- Period of up to an hour at a time
* Up to half of the period of the TAF
What is the minimum RFF category (normal category 6) for:
Departure/Destination?
Alternates?
• Dep/Dest: CAT 5 (if indicated on OFP) or
CAT 4 (temp downgrade for up to 72hrs)
• Alternates: UK: CAT 5,
non-UK: CAT 4
What is final reserve fuel?
- 30 mins @ holding speed
- 1500ft overhead destination alternate
- Based on planned weight over destination alternate
- Approximately 1000kg
For planning to tanker fuel, what are max landing weights?
MLW – 1%
A319: 61,000kg – 610kg = 60,390kg
A320: 66,000kg – 660kg = 65,340kg
When should you not tanker fuel?
Other considerations when tankering?
Not permitted off or onto contaminated/slippery/icy runways
Ice forming on wings, and performance issues regarding climb gradients etc (not covered by LIDO – weights are)
What is extra fuel associated with:
1) EAI (cruise/hold)
2) EAI and WAI (cruise/hold)
3) Taxi
4) APU use
5) Trip fuel adjustment for increased/decreased track mileage
1) cruise: 1kg/min, hold: 2kg/min
2) cruise: 2kg/min, hold: 3kg/min
3) 10kg/min (2 engine), 7kg/min (1 engine)
4) 2kg/min
5) Increase: 5kg/NM, decrease: 4kg/NM
What is the fuel for holding and approach?
- Holding @1500ft: 40kg/min
* Approach: 17kg/min
What is contingency fuel carried for?
Covers deviations in cruise level, track, winds or any other unforeseen circumstances, including weather forecasts
What is the absolute minimum contingency fuel you may carry, and under what circumstances?
- The absolute minimum contingency fuel will be 3% of trip or 5 mins holding above destination (greater of), provided that an en-route alternate can be selected.
- This is normally only done if performance issues exist on departure
What is contingency fuel?
- 5% of trip fuel
- 5 mins holding fuel @ 1500ft above dest in std conditions
- Greater of
What are your considerations if you have overfuelled and are now overweight?
Options:
• Offload bags
• Burn fuel on the ground
• Defuel (cannot be done with passengers on board)
• Contact Duty Pilot, possibly able to authorise increase to MTOW
Can you burn contingency fuel on the ground?
Yes
Within what distance must a takeoff alternate be?
320NM
Within what distance must a cruise alternate be?
- A319: 380NM
* A320: 400NM
When can we fly below CNR and continue to destination?
- When given an EAT or known delay, landing at destination is assured, with at least final reserve fuel
- When NOT given an EAT, or delay unknown, landing at destination or an alternate is assured with at least final reserve fuel
You see you will land with less than CNR at destination. What should you do?
Check for fuel leak.
Try to save fuel:
• Request slower cruise speed from ATC (min cost index)
• Request direct routings,
• Consider more favourable/optimal level wrt winds
• Replan using a closer alternate if possible
• ULTIMATELY: divert to refuel
What are the low fuel states, and what are the calls?
1) Normal
2) Caution
3) Emergency
1) Normal: fuel on arrival is final reserve plus alternate (CNR) or more. (No calls)
2) Caution: when committing to land at any airport, any change to existing clearance MAY lead to landing with less than final reserve fuel. (“MINIMUM FUEL”)
3) Indicated fuel on arrival is less than final reserve fuel (“MAYDAY MAYDAY MAYDAY FUEL”)
What is the maximum LMC before a new loadsheet is required?
+10/-20 pax
When must performance figures be recalculated?
- +LMC and TOGA take off planned or
- +LMC >250kg or
- TOWCG >2%
• +LMC<250kg, reduce FLEX by 1°C
What is the minimum oil quantity?
9.5qt + 0.5qt per hour
When is the oxygen demonstration required?
- Cruise FL above FL250 or
* MFA anywhere above 14,000ft
When does positioning count as a sector?
If carried out position duty WITHIN a Flying Duty Period containing a claimed split duty, position journey will be counted as a sector when calculating allowable FDP
Can we extend a FDP by the use of a split duty?
Yes.
FDP must consist of two or more sectors, separated by less than (normal) minimum rest period. The FDP may be extended by:
• Less than 3 hrs rest: no extension
• 3-10 hrs rest: period equal to half of the rest taken
What are the maximum absolute limits on flying hours?
- 100 hours in 28 consecutive days
* 900 hours in 12 months
What are the maximum duty hours?
- 55 hours in 7 consecutive days
- 95 hours in 14 consecutive days
- 190 hours in 28 consecutive days
How many hours can we go into discretion to extend a FDP?
- Single sector/prior to last sector of multi-sector: 3 hours
- Two or more sectors: 2 hours
By how much can you reduce a rest period?
Minimum 10 hours in suitable accommodation
When must a Commander complete a ‘Commanders Discretion Report Form’?
- Reduction of rest by more than 1 hour
- When an FDP extension exceeds 2 hours
- When Commander extends cumulative limits
State four responsibilities of the Commander
- Be responsible for the safety of all crew, passengers and cargo
- Be responsible for the safety and operation of the aircraft
- Have the authority to offload any persons or cargo that may represent a potential hazard to the safety of the aircraft or its occupants
- Ensure all passengers have been briefed on the location of emergency exits and the location and use of relevant safety and emergency equipment
- Not allow a person to be carried in the aircraft who appears to be under the influence of alcohol or drugs to the extent that the safety of the aircraft or its occupants is likely to be endangered
- Have the right to refuse transportation of inadmissible passengers, deportees or persons in custody if their carriage increases the risk to the safety of the aircraft or its occupants
- Decide on acceptance of the aircraft with unserviceabilities in accordance with the configuration deviation list (CDL) or the minimum equipment list (MEL)
- Ensure that the pre-flight inspection has been carried out;
- Be satisfied that relevant emergency equipment remains easily accessible for immediate use.
What are the FO handling limits?
• Max crosswind: 20kt • Min RVR for take-off: 400m • No contaminated or slippery runway • No reported windshear • Approach minima: CAT 1 ILS, published NPA minima, circling 5000m vis • Min runway width: 45m • 3* FO: no FLAP 3 landings no tailwind landings
What is the procedure for reporting a birdstrike?
- Advise ATC - this could affect decision making
- Advise MOC – they will arranger for engineering inspection on arrival
- Complete Tech Log with relevant information
- Submit ASR via SafetyNet. Include additional fields that are required in lieu of the CAA Birdstrike Form CA1282
When can we use “For Info” in tech log and carry out a self-inspection following a birdstrike?
As long as there is no: • Structural damage (deformation or cracking) • Unusual odour reported in the cabin • Impact closer than 1m to (REPPS) Radome Engine Pack inlet Pitot head Static port
Which manuals do we use in easyJet?
• easyJet:
OM-A, OM-B, OM-C, OM-DF, CSPM,
• Airbus:
FCOM, FCTM, MEL, CDL, QRH
When may flex thrust NOT be used for take-off?
- When performance requires a TOGA take-off
- When runway is contaminated
- Flight planned with gear extended
- Windshear reported
What are the minimum take-off climb gradients?
- 2nd segment: 2.4% gross
- Final segment: 1.2% gross
- Engine out case accounted for
Can you dispatch with anti-skid inoperative?
No
What are the landing and approach climb gradients?
- Approach climb: 2.1%
- Landing climb: 3.2%
- Low visibility climb: 2.5%
What are the low visibility wind limits?
H: 30kt
X: 20kt (no sharklets/sharklets without automatic rollout)
15kt (sharklets with automatic rollout)
T: 10kt
What is the minimum RVR for take-off?
What conditions must be met for this?
• 125m/125m/125m • Lighting: HI REL spaced 60m or less HI CL spaced 15m or less • Other conditions: multiple RVRs LVPs in force 90m visual segment available from the cockpit (a/c design req)
What is the minimum RVR for take-off without special training?
150m
What visual segment is required for an LVO takeoff?
A 90 m visual segment (6 lights) is available from the cockpit at the start of the take-off run. (This is an aeroplane design requirement. All easyJet aeroplanes are compliant.)
CAUTION: displaced t/holds may have lighting of spacing > 15m. In this instance, move to where light spacing is 15m before assessment of visual segment.
Is the third segment RVR required for takeoff or landing?
Usually required for take-off
Otherwise only required if RVRs are relevant (I.e. speed is 60kt or more)
If third segment not available for take-off, the runway length may be reduced by 1/3 and performance be calculated for an equivalently shorter runway
Do you need RVRs for takeoff in LVPs or is met visibility okay?
RVRs are required:
Crew must ensure that a meteorological visibility to RVR/CMV conversion is NOT used for take-off, for calculating any other required RVR minimum less than 800 m, or when reported RVR is available
When do LVPs come into force?
Ceiling at or below 200ft, RVR at or below 600m
How much extra fuel is required when LVPs are in force at destination?
No company policy related to this. It would be prudent to take as much as is required for expected delays/holding due to restrictions on arriving traffic
If FO is not LVO qualified, what are the take-off limits in LVO conditions?
Min RVR for take-off 150m
During an approach in LVPs with a failure at 2000ft, can you continue? When must you go around?
Continue and sort the failure. You can continue beyond 1000ft provided:
• ECAM complete
• New minima have been inserted in PERF APPR page
• Approach rebriefed
• Reported RVRs acceptable given system downgrade
What must you go around for below 1000ft in LVPs?
- Alpha floor activation
- AP failure (manual GA) or ATHR failure
- Engine failure
- AMBER CAUTION
- Capability downgrade (triple click) except ISIS failure
On LVP approach, what happens at critical heights below 1000ft?
- 1000ft: Stability criteria met, approach ban respected
- 800RA: LDG INHIBIT
- 700RA: FMGC data lock
- 500RA: Stability criteria met
- 350RA: LAND FMA announced by CM1. Check inbound course
- 200ft: Below this, GA for RED AUTOLAND LIGHT
- 100ft: ALERT HEIGHT
- DH+100: 100 ABOVE announced by CM2
- DH: CONTINUE or GA/FLAPS announced by CM1
- 100RA: 100 announced by CM2
- 40RA: FLARE announced by CM2
- 30RA: Monitor thrust reduction entering flare
- 10RA: CM1 retard thrust levers to IDLE, monitor lateral guidance
- Touchdown: CM1 disengage AP
How many infants may be carried?
How many per accompanying adult?
- 10% of aircraft capacity
- A319: 16
- A320: 18
- 2 infants per accompanying adult
On a circling approach, when is the autopilot disconnected?
Disconnect the AP and remove the FDs at the latest before starting the descent toward the runway
Can we carry human remains?
• Carriage of human remains is not permitted
Can we carry human ashes?
- Carriage of ashes IS permitted
* Death certificate and cremation certificate required
Can we carry musical instruments? Particularly cellos
• Yes, provided they fit in the overhead lockers.
• Larger instruments (e.g. cellos) must have a seat purchased for them to travel on, and centre of mass should be not more than 30cm above top of seat cusion
Window seat
Not a restricted seat
Can we carry passengers on stretchers?
No
Which seats are restricted?
- Front row: A B C D
- Overwings
- Back row: C D
Who may not sit in restricted seats?
C – Children under 16 years H – Hearing, sight or other disability I – Infants on laps P – Pregnant, prisoners P – Physical size E – Elderly if frail D – Deportees
Who are include in Special Categories of Passengers?
• Persons requiring special conditions, assistance and/or devices when carried on a flight shall be considered as SCPs
• persons with reduced mobility (PRMs) whose mobility is reduced due to
any physical disability
sensory or locomotory
permanent or temporary, intellectual disability or impairment
any other cause of disability
age
• infants and unaccompanied children
• deportees, inadmissable passengers or prisoners in custody
Where would you find the list of dangerous goods which are acceptable to carry?
OMA 9.1
Exceptions are (shown in OMA 9.1.3):
• Items for airworthiness or operating reasons
• To provide, during flight, medical aid to a patient
What is the Recommended Max Altitude?
The MAX REC FL is the lowest of the maximum altitude that:
• gives a buffet margin of at least 0.3g
• can fly in level flight at MAX CRZ rating
• can maintain V/S of 300fpm at MAX CLB thrust
• can fly greater than GD speed and less than VMO/MMO
MAX REC FL should be considered the upper cruise FL
A higher CRZ FL may be entered, provided the buffet margin doesn’t reduce below 0.2g. If unable, message “CRZ ABOVE MAX FL”
What is the meaning of OPT ALT on the PROG PAGE of the FMGC?
- Cruise level for minimum cost when flying ECON MACH
- Only meaningful if wind and temperature profiles have been accurately entered
- Function of Cost Index
Can boarding commence with only three cabin crew? Considerations?
Boarding can commence with one less than normal crew provided:
• One flight crew member is on the flightdeck
• The operating SCCM is present
• Pre-flight safety briefing has been completed
• Pre-flight cabin checks (SEP and security) have been completed
• No fuelling is taking place
• When refuelling, 4 crew members are required.
• Electrical power is available
• One crew member is at each of the forward and aft doors
• MAXIMUM 50 passengers per cabin crew members present may board. The remaining passengers may board when the final crew member is present.
• In case of evacuation, Flight Crew member will assist at the front of the cabin
What is the minimum number of cabin crew? Restrictions?
- One less than normal crew
- Reduction must be authorised by the Duty Pilot or Network Duty Manager
- Can only be used to enable return to originating base OR a base where a substitution can be made
- Passengers may be reduced to ensure 50 passengers per operating cabin crew member (this excludes infants and removed cabin crew member)
What considerations if SCCM goes ill down route? Considerations and actions?
Replace with another SCCM if one is on board
Otherwise…
• Next most senior crew member will become acting SCCM
• Acting SCCM will be nominated by the Captain
• Acting SCCM will have MIN 12 months experience and 20 sectors on type
• Acting SCCM will familiarise themselves with their duties and procedures prior to departure and satisfy the Captain that their knowledge is adequate
• Captain will submit an ASR
Considerations if during the flight you are told SCCM has cut her head and is bleeding?
- Is she conscious? Do we need to divert?
- Does she require immediate medical attention? Ask for doctor of medicine.
- Is she fit to continue operating? This sector? Next sector?
- If unfit – determine who will replace her as SCCM. Brief them on the requirement to now act as SCCM.
- Alert OCC. If going to a crewed base, another SCCM will be available. Otherwise, consider operating next sector reduced crew (implications…)
CSPM:
• If during a flight a cabin crew member becomes incapacitated due to sickness or injury they will no longer be able to continue with their duties.
• If the cabin crew member is not fit enough to complete an in-flight service they are not fit enough to perform safety related duties. If this is the case the affected cabin crew member must not sit in their allocated crew seat for landing.
• If there is a free passenger seat in the cabin they should occupy this providing it is not a restricted seat.
• If there are no free passenger seats the Commander must decide on the best available option.
Consider the Crew Member using the jump seat if their condition will not impair operations on the flightdeck.
• The incapacitated crew member must not operate any further sectors and must be either offloaded or passenger back to base.
• If crew are required to operate with a crew complement below normal the procedure for operation with reduced cabin crew must be followed before the next departure.
• If the crew member’s condition improves during the course of the flight and they feel fully fit and able to carry out all safety related duties then they may continue with their duty and sit in their crew seat for landing. In this situation the crew member must confirm that they are also able to carry out any further sectors and complete their duty day and that they will not be offloaded after landing.
• The Cabin Manager must determine that the crew member has recovered sufficiently and is fully fit and able to carry out all safety related duties.
• If the incapacitated crew member is the Cabin Manager the Commander must make this decision.
What are the levels of bomb warnings?
- GREEN: A threat assessed as non-credible
- AMBER: Ground only, a threat of doubtful credibility
- RED: A credible and specific threat requiring immediate protective measures
You receive a RED bomb warning. Actions on stand?
- Disembark all passengers and crew with all cabin bag/baggage in controlled circumstances
- Give “security problem” as the reason for the disembarkation.
- Escape slides should only be used in extreme emergencies where steps or jetbridge are not available.
- Remove passengers to an area separated from other passengers.
- Inform ground staff and all other staff working around the area and the foot print of the aircraft to vacate the area.
- Remove the aircraft to a remote location and quarantine the aircraft.
- If there is sufficient time before estimated time of explosion carry out a search of the aircraft.
- Once “ALL CLEAR” has been given by Police, carry out a full search of the aircraft and catering and ensure all passengers, cabin and hold luggage is screened again and passengers reconciled to baggage before any re-embarkation is permitted
You receive a RED bomb warning. Actions during taxi?
- Advise airfield and passengers of a “security problem”
- Request details of remote parking requirements and immediate availability of passenger steps
- Advise airfield of the need to remove passengers from the vicinity of the aircraft to at least 200m in an upwind direction as quickly as possible
- Disembark passengers using steps making sure that they take all their cabin bag/baggage with them
- Only use escape slides if steps are not available, in which case use normal evacuation procedures
You receive a RED bomb warning. Actions in flight?
- If a specific threat is received in-flight, declare an emergency and divert to the nearest suitable airfield
- The choice of airfield should take into account landing performance requirements, approach aids, emergency facilities and the proximity of the approach paths over densely populated areas
- If a specific threat is received in-flight, follow the QRH checklist as if a bomb was found on board.
- If the threat is received in the climb, stop the cabin altitude from rising further and, if possible, discontinue the climb.
- Even though a threat has been assessed as RED, the likelihood of an explosive device being on board is low. Therefore, unless a suspicious article or explosive device has been found, the aircraft should be flown as normally as possible, in accordance with the requirements of the checklist and striking a reasonable balance between the need for a rapid landing and the risk arising from undue haste.
- Brief Cabin Crew to make a discreet search of aircraft toilets and galleys for any suspicious articles.
- If an immediate landing cannot be made, consider briefing the Cabin Crew to conduct a full search of the passenger cabin. If a suspicious item is found – see OMA 10.7.7.
- If operationally possible, reduce the cabin differential pressure by descending the aircraft to the cabin altitude. Do not raise the cabin altitude. Maintain this cabin altitude until top of descent. When MSAs and range considerations permit, descend aircraft to below 10000 ft.
- Minimise manoeuvres and try to avoid turbulence.
- Consider carefully the choice between flying fast to minimise airborne time and flying slowly to minimise air loads and damage in the event of fuselage rupture. In most cases the turbulent air penetration speed will be a reasonable compromise
- Announcements concerning return or diversion should indicate that the threat is to the airline and, although most likely a hoax, must be treated seriously.
- On landing, follow same procedures for threat received on taxiing
What do CC do when hearing “SCCM to the flightdeck/interphone” or triple chime?
- SCCM reports the flightdeck or interphone immediately
* Other crew await instructions (secure trollies etc)
What is a precautionary landing?
A landing where under normal circumstances an evacuation will not be necessary after landing.
After landing, crew will remain in their seats and await further instructions from the Commander – this will be either normal operations, SCCM to the FD, or evacuation.
What types of emergency landing are there? And what calls are made?
Pre-planned
Pre-planned – less than 10 minutes
Unplanned
Calls for pre-planned: @ 2000ft: “CABIN CREW TAKE UP LANDING POSITIONS”
@ 500ft: “BRACE, BRACE”
Calls for unplanned: “ATTENTION CREW, BRACE, BRACE”
When may a CC member initiate an evacuation?
• If there is an obvious, immediate life threatening situation i.e. catastrophic, any cabin crew member can initiate an evacuation, e.g.:
Ditching (landing on water)
Uncontrolled cabin fire/smoke
Severe structural damage to the aircraft (hole through fuselage)
abnormal aircraft attitude possibly accompanied by the sound of severe scraping as the aircraft comes to a stop).
• If there is no communication from the pilots in an emergency situation, after the aircraft has come to a complete stop, and if the senior cabin crew member finds the pilots incapacitated then the senior cabin crew member can initiate an evacuation.
What are the max EGT figures and time limits for start, MCT, TOGA?
Start: 725°C
MCT: 915°C
TOGA: 950°C TOGA 2 engines: 5mins, TOGA 1 engine: 10mins
What is the wake vortex separation minima for takeoff?
A380: 3 mins
Heavy: 2 mins
Add one minute for departure from intermediate position
What is the wake vortex separation minima for approach?
A380: 7NM
Heavy: 5NM
Upper-medium: 4NM
Medium: 3NM
What levels are RVSM airspace? What is the separation here?
FL290-FL410 inclusive
Vertical separation 1000ft
What equipment is required for RVSM? Where would you find the list?
• 2 ADR + 2 DMC • 1 transponder • 1 autopilot • 1 FCU channel (for altitude target selection and OPEN CL/OP DES mode selection) • 2 PFD (for altitude indication) 1 FWC (for altitude alert function)
List is in FCOM PRO-SPO-50
Tell me about allowable frost and icing on the airframe? When should you deice?
• The Commander shall ensure that all snow, ice, frost or slush is removed from the aeroplane before take-off except as permitted by the manufacturer and as specified in the type-specific manuals OMB/FCOM (clean aircraft concept)
• The exceptions to compliance with the clean aircraft concept, subject to FCOM PRO-SUP-91-30 alleviations, provisions and restrictions, include:
A coating of frost up to 3mm thick is permitted on wing lower surfaces, in the area cold soaked by fuel
Thin hoarfrost is acceptable on the
fuselage,
radome, and
engine cowl
Surface features (lines or markings) must be distinguishable. This must not be confused with rime ice, which may form on windward surfaces in freezing fog.
How do you remove contamination forward of the aircraft windscreens?
Mechanical methods only (brush)
What is the clean aircraft concept?
• The Commander shall ensure that all snow, ice, frost or slush is removed from the aeroplane before take-off except as permitted by the manufacturer and as specified in the type-specific manuals OMB/FCOM (clean aircraft concept)
Below what height above ground level must the cloud level be with temperature below 10C for performance to include ANTI-ICE ON for take-off?
- At or below one-engine out acceleration altitude
* (usually 1000ft AGL)
When must engine anti-ice be used in the climb, cruise and descent?
Climb, cruise: icing conditions exist or are anticipated, TAT less than 10°C and greater than -40°C SAT
Descent: icing conditions regardless of temperature, even if below -40°C
When must wing anti-ice be used? Can it be used on the ground?
- Air: WING A.ICE should be used to prevent ice formation or remove ice accumulation from the wing leading edges. WING A.ICE should be selected ON whenever there is indication that airframe icing exists, as evidenced by ice accumulation on the visual ice indicator
- Ground: WING A.ICE ON will run a 30s test sequence, then automatically switch off
What is SAT and TAT?
• SAT: Static air temperature – the temperature that would be read off a thermometer (ambient)
TAT: Total air temperature – the temperature of air brought to a rest in a freestream flow. The air is compressed and experiences an adiabatic increase in temperature. Therefore total air temperature is higher than the static (or ambient) air temperature
What are the MINIMUM allowed speeds with ice accretion?
• If there is evidence of significant ice accretion and to take account of ice formation on non-heated structure, the minimum speed should be:
CONF FULL: VLS+5kt
CONF less than FULL: VLS+10kt
• If there is evidence of ice accretion on de-iced parts of the airframe, with WING A.ICE inoperative, or unusable due engine fire, the minimum speeds should be:
CLEAN: VLS+15kt
CONF 1, 2, 3 or FULL: VLS+10kt
