8.3 FLIGHT PROCEDURES

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Questions and Answers

What action must be taken if a flight crew detects an approach anomaly?

Notify the passengers.

Call the control tower immediately.

Adjust the autopilot settings.

Report it in the Aircraft Technical Logbook. (correct)

What should the flight crew do if the temperature deviates from ISA limits during descent?

Continue using VNAV guidance to any altitude.

Switch to manual flying mode immediately.

Abort the approach.

Use VNAV only if temperature is within VNAV limitations. (correct)

When determining cold weather altitude corrections, what is the responsibility of CM1 and CM2?

Only CM1 calculates the corrections.

Both pilots should use the autopilot for calculations.

Independently calculate and agree on the corrections. (correct)

Consult the flight manual for standard procedures.

What is a mandatory action for approaches not in the Navigation Database?

Employ basic autopilot lateral and vertical modes. Signup and view all the answers

What must CM1 and CM2 do after entering altitude data into the FMS?

Make an independent approach validation check. Signup and view all the answers

Which altitude adjustment is NOT allowed when compensating for a displaced threshold?

Combining corrections for cold weather and displaced thresholds. Signup and view all the answers

In approaches where VS mode is utilized, which additional checkpoints should be called out?

All mandatory altitudes and distance check points on the approach chart. Signup and view all the answers

What must the flight crew confirm about the autopilot before using it?

It complies with the established policy. Signup and view all the answers

What is the recommended action when turbulence is imminent?

Advise all persons to secure their seat belts and remain in their seats. Signup and view all the answers

How should pilots respond if wind shear is encountered?

Follow the standard procedures and techniques for recovery. Signup and view all the answers

What is a potential effect of flying along the edge of a jetstream?

Increased likelihood of turbulence. Signup and view all the answers

What should be done when clear air turbulence is present?

Adjust cruising level if possible to avoid turbulence. Signup and view all the answers

What must be reported to ATS when wind shear is encountered?

The existence of wind shear as soon as possible. Signup and view all the answers

What should be considered when operating in precipitation like snow or rain?

Slower taxying speeds are necessary due to reduced braking performance. Signup and view all the answers

Which of the following is NOT a risk when turbulence is likely?

Turbulence will always be avoidable. Signup and view all the answers

What wind speed can jetstreams reach?

Up to 300 kt. Signup and view all the answers

What action should be taken regarding auto-thrust during an encounter with thunderstorms?

Disconnect auto-thrust to avoid thrust variations. Signup and view all the answers

Why should the autopilot remain engaged during a thunderstorm encounter?

It is likely to produce lower structural loads. Signup and view all the answers

What should be done with cockpit lighting during a thunderstorm encounter?

Turn the cockpit lighting fully on to reduce blinding. Signup and view all the answers

How should a pilot respond if a thunderstorm is overhead at the destination airport?

Hold clear and divert if necessary. Signup and view all the answers

In regards to de-icing systems during thunderstorms, pilots should:

Check the operational status and follow standard procedures. Signup and view all the answers

In which scenarios should the radio altimeter be set to the Decision Height?

During Category II approaches Signup and view all the answers

What does Required Navigation Performance (RNP) specifically define?

The navigation performance accuracy in airspace Signup and view all the answers

What should pilots do when transitioning into metric altimetry airspace?

Adjust cruising level to correspond with metric FL cleared by Air Traffic Control Signup and view all the answers

How is the containment value for RNP 10 defined?

10 nautical miles from the intended position for 95% of the total flying time Signup and view all the answers

What is the correct action to take when exiting metric altimetry airspace?

Revert to ICAO altitude reporting in feet when instructed Signup and view all the answers

Which of the following is NOT included in the RNP value?

Reliability of the navigation system Signup and view all the answers

If Air Traffic Control cannot issue landing clearances in feet in a metric altimetry region, what procedure should be followed?

Set up the approach in the FMC as per normal standard operating procedures Signup and view all the answers

What should be done when approaching the Transition Level in metric altimetry airspace?

Change to QNH approaching the Transition Level Signup and view all the answers

What is a characteristic of the NAT HLA airspace?

It extends from FL285 to FL420 in the North Atlantic Region Signup and view all the answers

What defines the eastern boundary of the NAT HLA?

The eastern boundaries of control areas such as Shanwick Oceanic Signup and view all the answers

What is a common requirement for metric altimeter settings on certain aircraft?

The metric function should be selected for normal operation if equipped Signup and view all the answers

When does the altimeter begin using metric functions after entering metric altimetry airspace?

After Air Traffic Control clears the flight to the metric Flight Level Signup and view all the answers

What is the role of the containment value in RNP?

To define the acceptable deviation from the intended route Signup and view all the answers

Which airspace is excluded from the NAT HLA definition?

Airspace east of 60º West and south of 38º30’ North Signup and view all the answers

What is the correct setting for the metric altimeter when landing in a metric region if clearances are given in QFE?

The altimeter must remain set at STD Signup and view all the answers

What does RNP measure in relation to user/navigation systems?

The navigational accuracy required in airspace Signup and view all the answers

What must the usable fuel remaining at the Predetermined Point (PDP) include at a minimum?

Trip fuel, contingency fuel, and two hours of normal cruise fuel Signup and view all the answers

What action must the Commander take if fuel at the PDP is less than the required amount?

Continue to the destination if certain conditions are met Signup and view all the answers

What is required of the Commander when facing unanticipated circumstances that may lead to low landing fuel?

Request delay information from ATC Signup and view all the answers

How long of fuel consumption must the Commander account for above the destination aerodrome?

Two hours of normal cruise consumption Signup and view all the answers

Which of the following is NOT a requirement when planning a flight using the PDP procedure?

Add fuel for taxi time at the destination Signup and view all the answers

What characterizes a low fuel state according to the procedures?

Fuel level must be sufficient to reach any aerodrome safely Signup and view all the answers

When is the Commander expected to make a recalculation of required fuel?

When approaching the new Decision Point Signup and view all the answers

Which of the following statements is true regarding flights to isolated aerodromes?

AEROTRANSCARGO does not operate to isolated aerodromes Signup and view all the answers

Study Notes

Special Maintenance Considerations - Fluid Residues

Account for side effects of fluid use, including dried/rehydrated residues, corrosion, and lubricant removal.
Maintenance schedules address these side effects.
Repeated use of Type II, III or IV anti-icing fluid can cause residue buildup in aerodynamic quiet areas, cavities, and gaps.
These residues can rehydrate and freeze, potentially blocking crucial flight control systems.
Repetitive use of Type II, III, or IV anti-icing fluid should be avoided whenever possible.
If fluid residue is detected, no takeoff should be permitted until the residue has been removed.

Flight Procedures - Flight Rules Policy

All flights should operate under IFR with a filed IFR flight plan, typically not cancelled in flight.
Exceptions might include limited VMC flight portions or visual approaches under suitable circumstances.
Commercial air transport flights generally use the most convenient airways.
Air Traffic Services must be available and used for all flights.
Demonstration or aerial photography flights sometimes require visual meteorological conditions but are generally flown under IFR whenever practical.
Simulating abnormal or emergency situations using artificial IMC conditions is forbidden for commercial air transport flights.

Aircraft are equipped with sophisticated flight management computers for automatic navigation.
All navigation equipment should be regularly checked and monitored throughout the flight.
Ground-based navigation aids should only be relied upon after pilots have visually and aurally confirmed the signal.
When flight management computers are used as the primary navigation system, both pilots must independently verify the routing using a defined cross-checking process. This is crucial for procedures like NAT HLA and RNAV arrivals and departures where crew modifications to the route or procedure are usually restricted.
RAIM predictions must be considered in GPS-dependent operations.
Flight crew should be prepared to revert to standard VOR, ADF, and DME equipment when needed.
Both pilots must monitor ground-based navigation aid data when using an area navigation autoflight function for instrument approaches based on ground-based aids.
Additional information on navigation equipment use is available in Operations Manual Part C.

Unless authorized by the authority or directed by ATC, flight along the defined center line of an established airway or directly between navigation facilities and points is generally preferred.
Instrument departure, arrival, and approach procedures approved by the aerodrome State must be followed.
Occasionally, an ATC clearance may deviate from established procedures (e.g., radar vectors) provided obstacle clearance criteria are met and operating conditions fully considered.
AEROTRANSCARGO uses Jeppesen Enroute and Aerodrome Charts.

Noise Abatement Departure Procedures

Aerotranscargo procedures for each aircraft type minimize the impact of aircraft noise during departures and arrivals.
Safety is primary, but noise abatement is integral to the procedures.
Procedures are simple and efficient with no significant increase in crew workload.
Two climb profiles (NADP 1 and NADP 2) aim to meet close-in and distant noise abatement objectives.
Each climb profile defines a vertical path dependent upon pilot actions (engine thrust, acceleration, flap/slat retraction in the specific order and timing) for close-in or distant objectives.
A single set of action sequences for close-in and distant profiles is defined for each aircraft type.
Each NADP climb profile has two AAL altitudes, either the point for power reduction and/or acceleration, and end of noise abatement procedure height.

Approach Procedures - Approach other than ILS

LNAV/VNAV beyond the final approach fix (FAF) is permitted under specific conditions.
The approach route must be line selectable from the navigation database, and the approach chart title should match the FMS label.
Certain enhanced approaches may permit use of line selectable approaches even when the FMS label and chart title do not match.
Modifications to waypoints at/beyond the FAF are only allowed within FCOM/OM-B procedures.
Pilots need to validate the coding of the approach before any modification.
RNP value of 0.3 should be assumed for approaches without explicit RNP values (this can be overridden if the specific ILS approach has a higher required RNP value).
VOR and NDB approaches are possible, even if ground stations are out of service or under test, or if aircraft equipment is not operational, with the same requirements applicable to RNAV approaches.
The PM shall monitor flight path against the approach chart and alert the PF to any deviations and prior to crossing each position, call out mandatory altitudes and distances.

Weather Conditions & Flight Continuation

Before take-off, the captain must confirm that weather conditions and runway conditions permit safe take-off and departure.
In particular, the RVR or visibility during take-off needs to meet the required minimums.
During flight, crews must monitor weather conditions at the destination and any alternates.
Flight can't continue beyond the relevant point unless weather conditions at destination or alternate meet planned minima.
When planning alternative fuel procedures are in use, the Commander must not continue beyond the decision point in paragraph 8.1.7.3.1 or the predetermined point in paragraph 8.1.7.3.2 unless the expected weather and minima at the destination and alternates meet planned minima.

Operations in certain airspace types must meet navigation performance criteria/operational criteria.
These operations require CAA-RM approval.
Airspace defined for specified navigational performance categories include North Atlantic NAT HLA, B-RNAV airspace (5, 5), P-RNAV airspace (1, 1 / GNSS ARCH, 0.3), RNP-10 operations, and other RNAV airspace.
RVSM airspace requires compliance with specified equipment and operational criteria.

Required Navigational Performance (RNP)

RNP values specify only the navigation accuracy of combined user and system combinations in a specific airspace area.
RNP values don't indicate other system requirements (reliability etc.)
RNP airspace containment values detail the permissible distance from the intended position within 95% of flight time.
Minimum NA performance specifications apply to various areas.

The North Atlantic Region airspace (NAT HLA) is between FL 285 -FL 420, latitude 27° north in the New York FIR, south boundary of Santa Maria Oceanic, North Pole, bounded east by Santa Maria, Shanwick, Reykjavik control areas, and west by Reykjavik CTA, Gander Oceanic CTA, and New York Oceanic CTA.
NAT HLA requirements replace RNP values.
It is effectively RNP 12.6 nm.

RNAV 5 (B-RNAV) Airspace

RNAV 5 is a navigational performance specification.
Only approved aircraft may operate under IFR using the ATS routes of states where RNAV 5 procedures apply.
RNP for RNAV 5 operations is 5 nm.

RNP 1 (P-RNAV) Airspace

RNP 1 is mandated for specific routes within terminal areas, including SIDs, STARs, or approach transitions.
RNP value for RNP 1 operations is 1 nm.

RNP 10 Airspace

RNP 10 is appropriate for remote and oceanic routes, including those in the EUR-SAM corridor and some South American routes;
RNP required for RNP 10 airspace operations is 10 nm.

Other RNAV Airspace

Other airspace often defined by specific operational requirements for departures and arrivals (RNP variable)
Specific equipment and procedures are applicable and contingency plans need to be applied in these airspaces.

RVSM Airspace

Vertical separation between aircraft is 1000 ft compared to ICAO standards of 2000 ft at or between FL290 and FL410 (inclusive)
Specific equipment, procedures, including contingency procedures are necessary within this airspace.

Weather Conditions for Continuation of Flight and Re-planning Requirements - Before Take-off

Takeoff is not allowed without confirmation that the departure and runway weather conditions meet safety requirements.
Specifically RVR (runway visual range) or visibility must meet required minimums.

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Description

This quiz covers essential maintenance considerations regarding fluid residues in aviation and outlines flight rules policies. Key topics include the management of anti-icing fluids, maintenance schedules, and adherence to IFR flight operations. Understanding these principles is crucial for safe flight operations.

8.3 FLIGHT PROCEDURES - Quiz

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