Vol 1.45 Non-routine Operations

Question 1

What should be done if before a flight the engines or landing gear need to be de-iced?

Answer 1

45.10 pg. 1 - A logbook entry should be made and you should contact MCC through the responsible dispatcher

Question 2

Which areas of contamination do not require deicing procedures?

Answer 2

45.10 pg. 1

-Thin hoarfrost on the upper surface of the fuselage
-A frost layer less than 1/8 in. or less on the underside of the wing, in the area of the fuel tanks
-Snow/slush on the landing gear acquired during taxi operation

Note: Do NOT allow the landing gear to be deiced with de-ice fluid

Question 3

Can you depart with moderate or greater freezing rain, or hail?

Answer 3

45.10 pg. 1 - No

Question 4

How do you determine snowfall intensity for determining your holdover time?

Answer 4

45.10 pg. 1 - By referring to the “snowfall intensities as a function of prevailing visibility” table (table 50). This is REQUIRED. You can’t use the snowfall intensity reported in the ATIS.

Question 5

When is undiluted type IV deicing fluid always required, as opposed to diluted fluid?

Answer 5

45.10 pg. 1 - In heavy or greater snow, light or great ice pellets, and small hail

Question 6

What are the three different types of required checks relating to deicing?

Answer 6

45.10 pg. 1

-Post-deice or post anti-ice check: A visual inspection from the cabin area verifying the upper wing surfaces have been satisfactorily deiced or anti-iced, if-required, based on the last application

-Pre-takeoff check (AKA wingtip check or PTOC): Must be performed if the aircraft can takeoff prior to the expiration of the holdover time. This check is completed from the flight deck.

-Pre-takeoff contamination check (AKA exit-row check or PTTOC): Must be performed within 5 minutes of takeoff if the holdover time expires or in conditions of heavy snow. Must be accomplished from the cabin. Normal flight deck door security procedures apply

Question 7

Can Frontier Airlines planes deice with the flaps/slats extended?

Answer 7

45.10 pg. 4 - Yes, but NOT anti-icing. So you can have the slats/flaps extended for the type 1 application, but not for the type 4 application.

Question 8

What color is type 1 fluid? Type 4 fluid? Which is used for de-icing and which for anti-icing?

Answer 8

45.10 pg. 4

Type 1: Is typically orange or pink in color. Is applied hot to deicing the aircraft
Type IV: Is green in color. Is applied cold to help it adhere to the aircraft for longer in order to maintain the anti-ice properties of the fluid

Question 9

Can the pilots direct the location where the deicer must spray the aircraft?

Answer 9

45.10 pg. 5 - No. The deicer is responsible for making sure the entire aircraft is clear of contamination

Question 10

Which area of the aircraft is deiced first and which is last?

Answer 10

45.10 pg. 6 - Starts at the front left side of the fuselage (or at the left wing tip if deicing at the gate), and going counterclockwise around the aircraft when view from above, until reaching the front left side of the fuselage.

Question 11

What should you do if they get type II or IV fluid (but not Type 1 fluid, as that’s thin enough to run off) anywhere forward of the forward passenger doors? Why?

Answer 11

45.10 pg. 9 - You have to return to the gate to have it removed by maintenance. The reason is that these fluids present operational problems for the heated windshield and sensors mounted to the forward fuselage.

Question 12

What is an allowance time? How is it different than a holdover time?

Answer 12

45.10 pg. 10 - An allowance time is the amount of time that undiluted type IV anti-icing fluid will provide protection in conditions involving ICE PELLETS. It is different than a holdover time in that it only applies to ice pellets, and if it exceeded you MUST return for a subsequent deicing/anti-icing.

Question 13

Can a plane takeoff if it’s exceeded its holdover time?

Answer 13

45.10 pg. 10 - It can takeoff after exceeding the holdover time if a pre-takeoff contamination check is performed and the surfaces are clear of contamination.

Question 14

Can you do a Flex takeoff in heavy snow?

Answer 14

45. 10 pg. 11 - No

Question 15

What should you do if Type IV fluid fails after operating in Heavy Snow?

Answer 15

45.10 pg. 11 - Let dispatch know the elapsed time between the beginning of the most recent anti-ice application to the failure of the fluid. Dispatch will use this info to determine if it continues to be practical to operate in heavy snow conditions or not.

Question 16

What factors can decrease your holdover time?

Answer 16

45.10 pg. 12

-Severe conditions
-High winds
-Jetblast from other aircraft
-Fuel temperature significantly lower than OAT

Question 17

Do holdover times still apply if freezing precipitation ceases?

Answer 17

45.10 pg. 12 - No. But the pre-takeoff (“wing tip check”) or pre-takeoff (“exit row check”) contamination checks are still required required regardless.

Question 18

Can you pause your holdover time for intermittent precipitation?

Answer 18

45.10 pg. 13 - No

Question 19

Can you depart if you need to complete a pre-takeoff contamination check (“exit row check”) but the cabin windows are contaminated in such a way that you can’t see through them well enough to ensure the wings are free on contamination?

Answer 19

45.10 pg. 14- No

Question 20

Does Stat-MD assume liability for a patient after you contact them?

Answer 20

45.20 pg. 1 - Yes

Question 21

If ARINC is unavailable, how else can Stat-MD be contacted?

Answer 21

45.20 pg. 1 - They can also be contacted via ACARS. When this occurs, be sure to let dispatch know first so they can alert Stat-MD to be on the look out for ACARS messages.

Question 22

Is it necessary to check a passengers credentials before allowing them to help a sick/injured patient?

Answer 22

45.20 pg. 1 - No, but common sense should be followed. If there’s ever a disagreement between Stat-MD and a doctor on board, remember that Stat-MD relieves us of liability. Additionally consider whichever is more conservative.

Question 23

Can the emergency medical kit (EMK) be used without consulting the captain first?

Answer 23

45.20 pg. 5 - No. The captain has to give the flight attendants or medical personal permission before they can open the EMK. If time permits, it’s recommended to get Stat-MD’s opinion before opening an EMK.

Question 24

If Stat-MD recommends a diversion do to a medical emergency, can they make diversion recommendations?

Answer 24

45.20 pg. 6 - Yes, based on the desirability of an areas medical facilities. Not based on the suitability of an airport.

Question 25

What code is used to send a free text to Stat-MD via ACARS?

Answer 25

45.20 pg. 6 - “STMD”

Question 26

Can a medical person access the flight deck during a medical emergency as long as the normal flight deck door security procedures are followed?

Answer 26

45.20 pg. 7 - No. under no circumstances may anyone who is not a flight attendant or ACM access the flight deck, even a medical emergency.

Question 27

What are the very general procedures for an incapacitated flight crew member? Where can more detailed procedures be found?

Answer 27

45.20 pg. 7 - Very generally, you should enlist help from the cabin crew or an ACM. If possible, have them removed from the flight deck so they can be attended to by cabin crew or a medically qualified passenger. Do NOT allow ANY passenger to access the flight deck, regardless of their credentials to treat an incapacitated crew member.

Question 28

Can maintenance control direct you in flight in troubleshooting a problem beyond what’s listed in the QRH?

Answer 28

45.30 pg. 1 - No, with the exception of declared emergencies with the intent to land at the nearest suitable airport

Question 29

When determining if you should hold or divert, how much fuel should you plan on having at the diversion airport when you land?

Answer 29

45.30 pg. 2 - You should plan to land with not less that the planned reserve fuel at the destination or alternate airport, as applicable. In other words. If you have an alternate, and begin holding enroute to the original destination, you should hold not longer than what will cause you to land at the alternate with less than the reserve fuel (45 minutes if cruise) before choosing to begin the diversion. If you have no filed alternate, you should divert no later than when you reach a point at which you could go somewhere else and reach that point with at least the reserve fuel. At all times you should plan to land with at least the minimum reserve fuel.

Question 30

What’s the ground delay limit before passengers need to be deplaned for domestic flights? For international flights?

Answer 30

45.30 pg. 2 - 3 hours for domestic flights, 4 hours for international flights

Question 31

What time should be used to determine the beginning of a tarmac delay on the ground on arrival? On departure?

Answer 31

45.30 pg. 2 - On arrival the timer starts when you touchdown, which is your ON time. On departure it begins 5 minutes after the last passenger boards the aircraft, since this time is not as easily known you should contact SOC for the time at which the delay began to determine when to administer water, food, etc. If a hold of greater than 30 minutes is anticipated at the gate, the cabin door should remain open, and passengers must be notified of their ability to deplane in order to prevent the start of a tarmac delay.

Note: The main cabin door may be closed (e.g., due to inclement weather), as long a passengers are notified that they have the option to deplane

Question 32

Do tarmac delays add together when more than one delay occurs on a given flight?

Answer 32

45.30 pg. 2 - No

Question 33

When do tarmac delays stop and/or reset?

Answer 33

45.30 pg. 2 - When the passengers are notified that they have the option to deplane or when the flight becomes airborne.

Question 34

What is considered an excessive tarmac delay?

Answer 34

45.30 pg. 2 - When passengers are unable to deplane, or are not notified of their ability to deplane, for more than 90 minutes prior to takeoff or after landing.

Question 35

When must the extended delay kit (EDK) be used during a tarmac delay?

Answer 35

45.30 pg. 2-3 - This is complicated. In pages 2 and 3 it mentions both 90 minutes and 120 minutes. But the checklists itself says 105 minutes. I think it’s best to understand the underlying regulation from the DOT. The DOT website says that during a tarmac delay, food and water must be distributed no later than 2 hours from the beginning of the delay. The only exemption to this if for the safety of the flight. For example if the aircraft is actively taxiing when the aircraft hits the 2 hours mark, it may not be possible due to safety, for the FA’s to get up an administer the food and water from the EDK. The checklist has you coordinate the distribution of the EDK around 105 minutes, no doubt to ensure that food is definitely distributed by the 2 hours mark.

Question 36

Can an aircraft depart without an extended delay kit (EDK)?

Answer 36

45.30 pg. 3 - Yes, but if they must return to a gate before reaching a tarmac delay of 2 hours or more, as that’s when the extended delay kit must be used.

Question 37

What resource should be used in order to ensure that tarmac delays are handled correctly?

Answer 37

45.30 pg. 3 - The tarmac delay program checklist, found in Docunet under checklists, should be used for tarmac delays whenever a ground delay could potentially lead to an excessive delay (tarmac delay of 90 minutes or more).

Question 38

During a tarmac delay, how often should the pilots make announcements to the passengers? What should they say during these announcements?

Answer 38

45.30 pg. 3 - Announcements should be made every 15 minutes. These announcements are written in the tarmac delay program checklist, and should be read as WRITTEN.

Question 39

When are passengers permitted to use their larger PED’s and cell phones on the ground?

Answer 39

45.30 pg. 3 - When the aircraft is parked, with the parking brake on.

Question 40

During a tarmac delay, after how much elapsed time do passengers need to be given access to a lavatory?

Answer 40

45.30 pg. 3 - After 30 minutes of delay the passengers need to be given access to a lavatory, but this cannot be done unless the aircraft is parked and the parking brake set. Only after the brake is set can the seat belt signs be extinguished for the purpose of allowing the passengers a chance to get up and use the restroom.

Question 41

What are the exceptions to the 3 or 4 hours tarmac delay limits, that require passengers to be deplaned?

Answer 41

45.30 pg. 3

-The PIC determines that there are safety or security reasons that would prohibit the aircraft from deplaning, or moving the aircraft to a place where they can deplane.
-ATC advises the captain that returning to the gate or repositioning to another disembarkation point to deplane passengers would significantly disrupt airport operations.

Question 42

How long does a tarmac delay need to be before the captain shall be required to submit an incident report?

Answer 42

45.30 pg. 4 - greater than 90 minutes

Question 43

Does a block turn back require an incident report?

Answer 43

45.30 pg. 4 - yes

Question 44

Who makes the decision to divert and where to?

Answer 44

45.30 pg. 4 - It should be a joint decision between the captain and the dispatcher. In an emergency where you may not be able to coordinate jointly on where to go, you should at least relay the diversion destination and ETA to the dispatcher via ACARS/ARINC or direct radio contact on the appropriate company radio frequency.

Question 45

What are the different kinds of diversion airports?

Answer 45

45.30 pg. 5 - They generally fall into one of two categories

1.) OpSpec C070 airports
-Whenever safe and practical diversions should be made to one of these airports. A complete list of
these airports can be found in the airport information pages in Docunet.
-These can be further broken down into Regular/Provisional airports, and Alternate/Refueling airports.
regular/provisional airports generally have Frontier ops personnel stationed there, even if not staffed
full time. Alternate/refueling airports do not have frontier ops and dispatch will need to coordinate
ground handling services at the airport
2.) Non-OpSpec C070 airports:
-Landing at one these airports can only be accomplished through the captain or dispatchers
emergency authority to protect the safety of the flight. The captain should coordinate a diversion to
one of these airports to the extent possible.

Question 46

Can a Frontier Airlines plane depart from an airport that not in OpSpec C070?

Answer 46

45.30 pg. 5 - Yes, under certain conditions.

-The airport and facilities are adequate for the operation of the airplane
-The takeoff can be accomplished in compliance with the aircraft operating limitations
-Weather conditions at the airport are equal to or better than the takeoff minimums for that airport
-When takeoff minimums are not prescribed, the weather must be better than 800’ and 2sm, 900’ and 1 1/2sm, or 1000’ and 1sm.

Question 47

How might you attempt to contact ATC in the event of a two way radio failure?

Answer 47

45.35 pg. 1 - It may be possible for ACARS to still be operational during a two way radio failure. In this event, after attempting to reestablish contact (using previous frequency, calling 121.5, calling ARINC, etc) unsuccessfully, you may use ACARS to speak with ATC through the dispatcher.

Question 48

What should you do if you completely lose contact with ATC, either through VHF/HF radios, ACARS, or other methods, and you’re in VMC and can maintain VMC for the remainder of the flight?

Answer 48

45.35 pg. 2 - Squawk 7600, continue under VFR, and land as soon as practicable. Prior to landing make visual contact with the tower (if present and operational) and obtain a clearance to land via light gun signals.

Question 49

What should you do if you lose two way contact with ATC while in IMC, or if it is not possible to remain in VMC?

Answer 49

45.35 pg. 2 continue flying according to the following

Route:
1.) By the route last assigned by ATC
2.) If being vectored, by the direct route from the point of radio failure to the fix, route, or airway specified
In the vector clearance
3.) In the absence of an assigned route, by the route that ATC has advised may be expected
4.) By the filed route

Altitude:
-The highest of the following
1.) The altitude assigned in the last ATC clearance received
2.) The minimum altitude for IFR operations (MEA, MOCA, etc.)
3.) The altitude ATC has advised may be expected in a further clearance

Leave the clearance limit:
1.) If the clearance limit is a fix from which an approach begins, commence descent and appraoch as close
as possible to the EFC time; or if an EFC time has not been received, as close as possible to the ETA in
the flight plan
2.) If the clearance limit is not a fix from which an approach begins, leave the clearance limit at the EFC
time; or in an EFC has not been received, proceed to the fix from which an approach begins and
commence approach as close as possible to the estimated time of arrival from the flight plan

Question 50

Where can I find interception procedures?

Answer 50

FOM Vol 1, 45.35 pg 2-5

Question 51

How should you notify the FA’s of an irregular situation when no evacuation is expected?

Answer 51

45.40 pg. 1 - With a cabin advisory. Call the FA’s via the normal call button and advise that you are providing a Cabin Advisory, then give the following.

1.) Identify the nature of the irregularity
2.) Advise of the new flight plan
3.) Remind the FA’s that an Emergency preparation is not anticipated

Question 52

How should you notify the FA’s of an irregular situation where the passengers may need to either brace or evacuate?

Answer 52

45.40 pg. 1 With an Emergency preparation call (AKA a “TEST”). Call the FA’s using the EMERGENCY button and say the following…

T - Type of Emergency
E - Evacuation anticipated?
S - review Signals to “brace”, “remain seated”, and “evacuate”
T - Time remaining until landing