Vol 1.25 Routine Operations Flashcards
What should a pilot say if a passenger has concerns about the weather?
25.01 pg. 1 - The pilot should give a clear description of the weather and what to expect enroute. The pilot should, however, reassure the passengers that the flight will not depart if there is any uncertainty regarding the safe outcome of the flight.
Where do the majority of bird strikes occur?
Below 3000’AGL
What do birds instinctively do to avoid a predator? What does this mean for avoiding bird strikes?
25.01 pg. 1 - Birds instinctively DIVE when trying to evade a predator. So to best avoid bird strikes one should try and climb over them not duck under them. So if descending level off, if level begin climbing, if climbing increase the rate of climb.
What time of year are birds most prevalent?
25.01 pg. 1 - Spring and fall migratory seasons
What can be done to lesson the impact of bird strikes?
25.01 pg. 1 - Fly at a slower speed. Vol 1 recommends slowing to early to 210kias if safe and practical during approach to lessen the birds force of impact
What does Frontier consider to be a terrain sensitive airport? What does Frontier do to help pilots identify terrain sensitive airports?
25.01 pg. 1 - An airport is terrain sensitive if terrain contours are published on any procedure (SID, STAR, or approach) at that airport. Frontier adds a “Mountainous terrain” flag to the airport information pages AIP to help pilots identify a terrain sensitive airport.
When are terrain contours published on a navigational chart?
25.01 pg. 1 - When terrain in the plain view exceeds 4000’ above airport elevation, or when terrain rises to 2000’ above airport elevation within 6nm of the airport.
When are pilots required to use a headset rather than use the aircraft speakers?
25.01 pg. 2 - Below 18,000’ MSL a headset must be used. Above 18,000’MSL each pilot has discretion to use either the headset or the aircrafts speakers.
What are the critical phases of flight?
25.01 pg. 2 - Ground operations including taxi, takeoff and landings, and all other operations conducted below 10,000’ AFE except cruise flight are all critical phases of flight.
What are the pilots responsibilities during critical phases of flight?
25.01 pg. 2 - During critical phases of flight duties are limited to those required for the safe operation of the aircraft. BOTH pilots need to be positioned so that they can access the controls with full authority, NOT just the pilot flying. No distractions are permitted and all electronic devices must be in airplane mode.
What items are always restricted during all phases of flight?
25.01 pg. 3 - Using personal electronic devices for anything not pertaining to the safe operation of the flight, reading material not essential or pertinent to the conduct of the flight, or using anything that would decrease cockpit visibility (e.g. non-transparent sun shades, view limiting devices, etc.).
When must a TCAS RA be responded to?
25.01 pg. 3 - Always, even if it conflicts with an ATC instruction. The only exception is if the captain determines its unsafe to comply with the instruction
What should the captain do if the first officer has to use VHF to obtain the IFR clearance?
25.01 pg. 3 - Workload permitting, he must listen in to the clearance being given
What’s the earliest an IFR clearance can be obtained?
25.01 pg. 4 - 30 minutes prior to departure
When is it suggested that the seat belt sign be turned/left off?
25.01 pg. 4
-Until the captains “before start” flow is accomplished
-During climb, cruise, and descent when, in the opinion of the captain, no significant turbulence is anticipated
-After coming to a full stop on the ramp with the parking brake set
Note: the parking brake MUST be set to turn off the seat belt sign if an engine is still running at the gate. See “25.30 Opening the Main Cabin Door with an Engine Running” for more information.
When is the seat belt sign required to be turned/left on?
25.01 pg. 4
-While the aircraft is in motion on the ground
-During takeoff, initial climb, descent below 18,000’, and during landing
-Prior to entering an area of expected moderate or greater turbulence
-After entering an area of moderate or greater turbulence until conditions improve
What should the captain do if moderate or greater turbulence is known or suspected along the route of flight?
25.01 pg. 4 - The PIC should direct the cabin crew to be seated as soon as practical. Upon being seated the cabin crew will contact the flight deck to confirm all crew members are seated. If no call is received it should be assumed that at least one cabin crew is still standing and the PIC’s best judgement should be used while operating in the turbulent are.
Do they FA’s always need to make a PA when the seat belt signs are turned on/off?
25.01 pg. 5 - Generally they are required to make a PA. The exception being when the crew cycles the seat belt sign to indicate entering or leaving sterile cockpit
What does 14 CFR 121.99 say about communicating with ATC and dispatch?
It states that when conducting domestic and flag (not supplemental, though other requirements for supplemental operations may exist) operations, each aircraft must show that they can communicate with both ATC and dispatch along the entire route of flight. The system for communicating with ATC must be independent of the one for communicating with dispatch. This requirement can be met by using ACARS for communicating with dispatch. If ACAR’s is MEL’d then the appropriate ARINC frequency MUST be tuned AND monitored.
Can Frontier dispatch an aircraft along a route or flight segment with a known ARINC failure?
25.10 pg. 1 - Yes, but only if company communications can be maintained with Frontier station radios for that portion of the flight
Can a flight be continued if ARINC fails in flight?
25.10 pg. 2 - Yes. Using ATC to maintain company communication if necessary.
When are ops frequencies expected to be set and monitored?
25.10 pg. 2 - When preparing the aircraft for departure
What reports can no longer be made automatically if ACARS is inop? How can we manually make those reports?
25.10 pg. 2 - The departure and arrival reports cannot be sent automatically if the ACARS is inoperative. The reports can be given as follows.
-Departure report - contact operations with “out” time (brakes released and cabin doors closed), and “off” time, fuel on board at pushback in thousands of pounds, and ETA in UTC for the destination.
-example: “The times are 32, 38, fuel out 12.0, and ETA for Kansas City is 2155Z”
Arrival report - contact operations and tell them the “on” time and the “in” time as well as the fuel on board in pounds.
-example: “The times are 01, 04, and fuel on board is 6.9”
When should an ETA revision report be sent?
25.10 pg. 2 - Workload permitting, An ETA revision report should be sent via ACARS with the updated ETA when the ETA generated at WHEELS UP changes by +/-15 minutes.
What is included in the FOB message?
25.10 pg. 3 - The FOB at the aircrafts previous arrival (based on the ACARS recorded IN time) as well as the IN time and date. This should be used to perform the fuel reliability check. It can also be used to see how long the aircraft has been sitting on the ground.
When should the ACARS in range report be made?
25.10 pg. 3 - 45 minutes prior to arrival. A subsequent report should not be made unless an error message is received or the report information has significantly changed. If a response is not received by 30 minutes from ETA, the in range report should be made via radio on the appropriate ops frequency.
Should medical assistance be required upon arrival, should that be included in the in-range report?
YES!
What should be included in the in range report if the ACARS is inop?
25.10 pg. 3
-ETA
-Specials (wheelchairs, aislechairs, UM’s, etc)
-Estimated fuel at arrival, if tankering fuel
-Conditioned air if needed
-Emergency medical assistance required
What’s the “on the ground” report?
25.10 pg. 3 - Once on the ground, the crew shall call operations and advise they are on the ground
What is the post-flight report for?
25.10 pg. 4 - It helps the company keep track of pilot currency by tracking their takeoff and landings
When is an APU usage report required?
25.10 pg. 4 - An APU usage report is required when the APU is started early for whatever reason (No AC, no ground power, etc). Usually the APU is started no more than 10 minutes prior to departure or when the final aircraft loading has been received.
When is a request for a blockout delay automatically requested?
25.10 pg. 4 - When the aircrafts OUT time is later than the scheduled departure time by more than 3 minutes. According to the book the request is sent 30 minutes after the OFF time is recorded but I believe its actually 20 minutes
When is a ground delay report required?
25.10 pg. 4 - when there’s a delay after blockout exceeding 15 minutes
When must a TOGA report be submitted?
25.10 pg. 4 - When a TOGA takeoff is performed for any reason
Where can a comprehensive list of reports to dispatch be found?
Vol 1 25.10 pg. 5-6
When does the flight deck door need to be closed and locked prior to departure?
25.10 pg. 7 - Before the main cabin door is closed and prior to pushback
What does the captain need to hear from the FA’s prior to pushback?
25.10 pg. 7 - He needs to hear “Cabin secure” over the inter phone. If he does not recieve this call he cannot initiate pushback. It may be necessary to call them in case they forget to give the ‘cabin secure’ call.
What should the pilots state on the PA when approaching the takeoff runway? What should the FA’s communicate back if necessary?
25.10 pg. 7
Pilots: “Flight attendants prepare for takeoff.”
The FA’s will call the cockpit only if they are not prepared for takeoff, e.g. a passenger is up in the restroom.
The exact phraseology is not meant to exclude added courtesies, but the the exact wording must be in the announcement to avoid misinterpretation, e.g. “Ladies and gentlemen we are number 2 for departure, flight attendants prepare for takeoff.”
When should the seat belt sign be cycled to notify the FA’s of passing through sterile?
25.10 pg. 7
-During climb when passing through 10,000’AFE
-During descent when passing through 10,000’AFE or 30NM from the destination, whichever occurs first
When should the pilots notify the FA’s for landing? What should they say?
25.10 pg. 7 - They should make a call, “Flight attendants prepare for landing” when passing the final approach fix. The exact phraseology is not meant to exclude added courtesies, but the the exact wording must be in the announcement to avoid misinterpretation, e.g. “Ladies and gentlemen welcome to Phoenix, flight attendants prepare for landing.”
How many people are required on the flight deck at all times during operation? Who can take the place of a pilot during a bathroom break?
50.20 pg. 9, brief mention in 25.10 pg. 7
2 people are always required in the flight deck. A flight attendant OR an alternate crew member (ACM) may take the place of a pilot during a break.
What can be used to satisfy the ACM briefing requirements outside of a verbal briefing?
50.20 pg. 9 - The ACM briefing card
How long is the flight deck door allowed to be open during a crew member swap? What should be said if the door is open for longer than the permitted time?
50.20 pg. 9 - The door is allowed to be open for 3 seconds. If the door is open too long the phrase “three seconds” should be used to prompt them to close the door.
What should be said if any threat to the flight deck is detected while the flight deck door is open?
50.20 pg. 9 - “Door, door, door.”
Does the galley cart need to be in position blocking the forward galley in order to conduct a pre-takeoff contamination check?
50.20 pg. 10 - No
What the flight deck entry/exit procedure for the pilots?
50.20 pg. 9-10
1.) Call FA’s on inter phone to request a break/swap
1A.) A galley cart is not required for a bathroom break per the manual, its at the captains discretion. It’s worth mentioning however that the manual suggests you use it for a bathroom break, but recommends that you do not use it when exiting the flight deck on the ground, e.g. for a pre-takeoff contamination check.
2.) FA’s do all there preparations and then knock on the cockpit door
3.) The pilot or ACM will verify that the area is secure and positively identify the FA’s via the viewing port. If for any reason the area doesn’t seem secure or the FA’s are under duress, the door cannot be opened
4.) Door is opened to allow the FA to enter
5.) Door is closed and the Pilot or ACM will again check that the galley area is clear
6.) Door is opened and Pilot or ACM exits
Same process in reverse for reentering
When is the intercom cockpit call buzzer sound inhibited?
25.10 pg. 7 - During takeoff and landing. Even though the buzzer is inhibited, the amber “ATT”, “CALL” and white “ON” emergency call lights are never inhibited
Check vol 3 for more specific info?
Can the overhead panel EVAC switch be selected to CAPT & PURS?
25.10 pg. 7 - No. It must be selected to CAPT only
What is the captains responsibility to airworthiness and the aircraft logbook?
25.20 pg. 1
-Correct tail number
-No open write ups
-No discrepancy between MEL/CDL/NEF items on the logbook and on the flight release
-All MEL/CDL requirements and special maintenance procedures are complied with
-Notify MCC through the dispatcher of any mechanical irregularities or aircraft damage and entering them in the logbook
-No missing logbook pages
What should be done if a logbook page is missing?
25.20 pg. 1 - A discrepancy must be entered in the logbook for the missing pages, and positive contact must be made with MCC through the responsible dispatcher. MX will complete all required to tasks to ensure the aircraft is airworthy and then the plane can be returned to service.
Can Frontier Airlines operate an aircraft with a missing or illegible airworthiness certificate and/or aircraft registration?
25.20 pg. 1 - They can on a temporary basis under exemption 18053A. This temporary basis last for 3 days, excluding weekends and federal holidays, up to a total of 5 days. When this is done a logbook entry is required stating that the aircraft is being operated without the particular certificate/registration under the provisions of exemption 18053A.
Can MCC aid the flight crew on aircraft system resets on the ground? In flight?
25.20 pg. 2 - On the ground, yes. In flight, no. The exception to the in-flight rule is during an emergency, in which case MCC may give enough guidance only to help the aircraft make a safe landing.
Can the same system be reset twice on one flight?
25.20 pg. 2 - No. Only one system reset of the same system is authorized per flight leg. This does not preclude MCC from helping with an unsuccessful reset attempt, which would then only be considered one attempt.
What should be done following a successful system reset?
25.20 pg. 2
The captain shall:
-Make a successful system reset entry in the logbook including the captains signature
Ex: “VENT AVNCS SYS FAULT. Reset system successfully per QRH. -signature”
-Contact MCC through the dispatcher to review the logbook for accuracy and maintenance tracking purposes
Is a spurious/ temporary fault that corrects itself considered a reset?
25.20 pg. 12 - No.
If MCC helps the flight crew with a reset, can the logbook say “__________ reset successfully per MCC”?
25.20 pg. 12 - No. If MCC helps to reset, a reference to the correct MCC manual must be entered in the logbook, e.g. “______________ reset successfully reset per AMM XX-XX-XX-XXX-XXX.”
What should be done following an unsuccessful system reset attempt?
25.20 pg. 2
The captain shall:
-Contact MCC through the responsible dispatcher to identify if other system reset guidance is available
-If not other guidance is available, or the further guidance is unsuccessful, the captain will enter the fault as a discrepancy for appropriate maintenance action.
What’s the Cabin Condition Report?
25.20 pg. 3
It’s a report of the cabin interior given to the flight crew by the FA’s of discrepancies. It can be discarded once all items are entered into the logbook
What side of the logbook page is the captain responsible for?
25.20 pg. 4 - The left side (discrepancies)
What should be done if the captain makes a mistake filling out the discrepancy section of the logbook?
25.20 pg. 4
-For a single word or phrase error, a single line should be drawn through the incorrect entry and the correct entry written adjacent to the lined-out item.
-If correcting an entire entry block, a diagonal line shall be drawn through the entry, and write “Entered in Error” or “EIE” on the diagonal line. If necessary, enter the correct information on the next available block.
What should be done if making corrections to the logbook on behalf of another pilot?
25.20 pg. 4 - Corrections are made in the same way as if the pilot were correcting his own errors. The only difference is that the initials and employee ID number of the correcting pilot should be included with the correction.
What happens to the white copy of logbook pages after maintenance?
25.20 pg. 4
The white sheet is removed by Frontier maintenance as part of the reliability program. At stations with contract maintenance, the mechanic must electronically transmit the white copy to MCC, along with any other associated paperwork, before the aircraft can be returned to service.
Is a logbook entry required for every calendar day?
25.20 pg. 5 - No. It’s only required if a maintenance action is performed on that particular day.
Can multiple entries be made on a single logbook page?
25.20 pg. 5 - Yes, but ONLY if they occurred on the same calendar day
What information is required to be filled out when starting a new logbook page?
25.20 pg. 5
-AC number e.g. 301
-Todays date (based on Denver time)
What’s required to be filled out for an airworthiness sign off?
25.20 pg 6
Essentially the entire top two lines of the page. A/C number, date based on MST Denver, type of maintenance check, station, check date MM/DD/YY HH:MM, airworthiness release signature, and employee ID.
What required to be filled out when oil is added to the aircraft?
25.20 pg. 6
Essentially the top banner (A/C number and date in MST-Denver time), and the entire oil added section (oil added position, qts, station, date, and employee ID)
What’s required to be filled out by the captain for a discrepancy entry in the logbook?
25.20 pg 7
-Top banner (A/C number and date in MST-Denver time)
-Left side of the line above the “discrepancies” box
-Includes FR?, Flight #, Station, Employee ID, and Previous page
-Discrepancies box with type of discrepancy or comment, and if deferred, the appropriate MEL, CDL, or NEF reference number, and/or control number
What does VBM mean in the logbook?
Void by maintenance
What are all the reasons for which the flight crew may need to make a logbook entry?
25.20 pg. 8
-A discrepancy
-A flight crew placarding (FCP)
-A system reset
-A follow-up required (check the FR? Box as well)
-An overweight landing
What should be done if a discrepancy or comment is too long to fit in one discrepancy box?
25.20 pg. 8
Start by filling out the discrepancy box as normal and then continue on subsequent boxes. Be sure to check the “previous item” or “previous page” boxes as appropriate.
Can multiple discrepancies be entered in the same discrepancy box in the logbook?
25.20 pg. 9 - No. Each must have their own line. Even if the items are similar or the same (for example multiple tray tables broken) they each must be written up in their own discrepancy box.
What should you do if you don’t know how to enter an item in the logbook?
25.20 pg. 9
MCC can provide assistance with the correct wording for the logbook. This should be easy as you already have to call MCC through the dispatcher any time you make a logbook entry.
When is the captains signature required when writing something in the discrepancy section of the logbook?
25.20 pg. 9
The captains signature is NOT required when writing in an actual discrepancy. It is required however for a computer reset, follow-up required, or flight crew placard.
What must be done if a discrepancy or malfunction is discovered prior to blockout?
25.20 pg. 10
The discrepancy must be either repaired or MEL/CDL/NEF’d prior to block out. The flight crew must obtain an ARTR if an item is deferred.
What should be done if a discrepancy or malfunction is discovered after block-out but before advancing the thrust levers for takeoff?
25.20 pg. 10
The flight crew must consult the eQRH and/or contact both dispatch and MCC to determine if a reset may be performed. If a reset cannot be performed or is unsuccessful, the flight may continue without returning to the gate if the item may be deferred using flight crew placarding (FCP) procedures. If FCP procedures are not possible, a return to the gate is required for maintenance to address the issue.
What should be done if a discrepancy is discovered in flight?
25.20 pg. 10
All irregularities occurring in flight must be entered in the aircraft logbook upon arrival. Dispatch/MCC should be notified via ACARS in flight if maintenance action will be required on the ground, in order to expedite maintenance action. Again, when making the logbook entry on the ground after arrival, MCC must still be contacted through the dispatcher.
What needs to be done if the decision is made to use flight crew placarding procedures?
25.20 pg. 11
MCC will provide the info needed to defer the discrepancy including MEL/CDL/NEF number, Control number, the MCC controllers name and employee ID number, station, and statement that the aircraft may continue. The captains signature IS required. MCC will instruct you to retrieve the appropriate placard, what to fill out, where to place it, and if required, instructions on how to install a circuit breaker collar.
Can the flight crew ever remove a circuit breaker collar?
25.20 pg. 11
No, this must always be done by maintenance personnel.
What should be entered following the completion of an FR procedure?
25.20 pg. 12
An entry in the discrepancy section of the logbook with a statement about which action was completed and according to which manual.
Ex: Accomplished MEL 80-11-01A FR action per the MEL/CDL manual prior to departure. -Signature
What should be done if when inspecting the logbook, a previous captains signature is found missing? Is the aircraft considered airworthy?
25.20 pg. 13
The aircraft IS considered airworthy but the write-up is considered incomplete. On a new discrepancies section the captain should write the log page number and item number where the captains signature is missing, the fact that it was missing previous captains signature, and then sign his name. This will close out the write up. Do NOT sign the original write up.
Note: This procedure can only be done if no maintenance action was required and nothing was entered on the right/maintenance section of the logbook for that entry. It can also only be done if the signing captain is sure that everything else was done correctly, and it’s ONLY missing the captains signature.
Where can a list of other aircraft irregularities and associated required reports be found?
25.20 pg. 15-16
What are some examples of non-ecam related aircraft irregularities/occurrences that require a report/logbook entry?
25.20 pg. 15-18
-Aborted takeoff if it was the result of a mechanical fault. Include details of the aborted TO, e.g. speed, temp, weight, etc. An incident report is required within 36 hours of completing the sequence.
-Airframe vibration. Airframe vibration report and logbook entry required.
-Unsatisfactory autoland. Logbook entry only required if unsatisfactory due to aircraft associated problem.
-Bird/wildlife/lightning strikes. Logbook entry required.
-Flight through extreme dust conditions. Logbook entry required.
-Engine failure/shutdown in flight. A logbook entry and incident report are required
-Flap overspeed. Logbook entry and incident report required.
-Gear pin instillation and removal
-Hail. Logbook entry if hail is suspected to have caused damage to the aircraft
-Overweight/hard landing (load report 15). Logbook entry and incident report required. If the hard landing happened in an overweight condition, two entries are required. One for the hard landing and one for the overweight landing.
-Odor, smoke/fume event. Cabin odor form must be filled out as well as a logbook entry. The odor form is available in the diversion kit.
-Nosewheel vibration report and logbook entry
-RVSM deviation of 300ft or more due to aircraft system failure requires a logbook entry as well as an incident report. Deviations due to meteorological phenomena do not require a logbook entry but may still require an incident report
-Taxi outside of hard surface or defined taxi area. Logbook entry required as well as maintenance inspection. Aircraft must be towed off unless the aircraft did not move off of a hard surface and the captain determines it’s safe to taxi. Incident report required.
-Severe or greater turbulence requires a logbook entry and incident report
-Volcanic ash. Flight through ash requires a logbook entry and an incident report. Additionally the location of ash, altitude, and time of occurrence (UTC) should be communicated to dispatch as soon as possible.
Who has operational control of an aircraft when a discrepancy is entered in the logbook?
25.20 pg. 18
MCC has operational control of the aircraft until it is returned to service.
When can the A/C out of service placard be removed?
25.20 pg. 18
It can be removed by maintenance or by the flight crew when directed by dispatch
Can an item be deferred if it is not listed in the MEL/CDL/NEF manuals?
25.20 pg. 19
It could possibly be deferred under the guidance of an engineering authorization.
What are the two ways that damage to fan blades are addressed?
25.20 pg. 20
Either an “X” in black is drawn next to the damaged area indicating that the damage is within limits, or the damage is blended. If damage is discovered and no “X” or evidence of blending is present, the captain must log the damage and contact MCC.
