Captain and Dispatcher Responsibilities

Captain and Dispatcher Responsibilities

• Captain and Dispatcher are jointly responsible for preflight planning
• They both determine the suitability of weather, field, traffic, and airway facilities
• Both have authority to delay flight
• PIC cannot continue to the planned destination if they or the dispatcher determine the flight cannot be safely completed

Alternate Airport Requirements (123++ 1500/2 MOISTTRS 3585)

• An alternate airport is required 1 hour before to 1 hour after ETA with less than 2000ft ceilings and 3 miles visibility
• For flag operations and using the 123 rule, an alternate is needed if conditions are below 2000ft above field elevation or 1500ft above the IAP to be used, with visibility less than 3SM or 2SM above the lowest applicable visibility
• Marginal weather is when the ceiling is within 100ft and the visibility is within 1/2SM of the minimums for the destination airport
• Marginal weather is when the ceiling is within 100ft and the visibility is within 1/2SM of the derived alternate minimums for the first alternate
• Meeting both "Marginal" criteria necessitates filing a second alternate
• File a Method 2 alternate if unable to meet terrain clearance requirements of Method 1; requiring maintaining 2000ft above terrain within 5 miles of the route centerline
• Method 2 requires that with engine failure at cruise altitude, the aircraft can divert to a suitable airport from a normal cruise altitude along the driftdown flight plan
• An alternate airport must be listed on the release if the departure or destination airport is not a regular "R" airport in the AIP "Blue Pages"
• For flights exceeding 6.0 hours, an alternate must be listed attributed to IRS reliability limitations
• An alternate must be listed for international flights if the destination airport has a single runway
• A suitable alternate must be listed if there are severe icing conditions forecast +/- 1 hour of ETA
• Dispatch will provide an alternate and an additional 45 minutes of contingency fuel if thunderstorms are forecast +/- 1 hour of arrival
• Crew will contact dispatch to discuss a course of action if the alternate is not provided with forecast thunderstorms
• A takeoff alternate is required if the departure airport's weather is below CAT I landing minimums
• Takeoff alternate requirements: within 1 hour normal cruise speed, single engine, still air and within 330 NM of the departure airport
• File an alternate with a suitable non-RNAV approach if the destination airport only has RNAV approaches
• With conditional words such as “BECMG” , “PROB” , “TEMPO” in the forecast for either or both airports dispatch the flight with two alternates and state it is under exemption 3585
• For 3585 exemptions, the destination airport requires 1/2 the visibility for the instrument approach
• The 1st alternate, needs at least 1/2 the required derived alternate minimums for ceiling and visibility
• The 2nd alternate needs to be at or above derived alternate minimums

Fuel Requirements for 3585

• Fly to the destination
• Fly to and land at the most distant alternate using expected ATC routing
• Fly for 45 minutes at normal cruising fuel consumption

Optimized Flaps (3 and 4)

• Flaps Optimized is during enroute icing conditions impacting approach climb limit weight
• Flap setting is changed from "Flap Full" to "Flaps 3" for go-arounds with ice
• Flaps Optimized ensures adequate approach climb performance

Method 1 vs Method 2

• Method 1 requires takeoff at a weight ensuring aircraft's net altitude capability clears obstructions within 5 SM of the route centerline by 1000ft if engine failure occurs from V1 to destination
• Method 2 requires maintaining 2000ft above terrain within 5 miles of the centerline if the aircraft weight cannot meet the terrain clearance needs of Method 1
• Method 2 requires that if engine failure occurs at cruise altitude, the aircraft can divert to a suitable airport from a normal cruise altitude

Takeoff Alternate Requirements

• A takeoff alternate is required if weather at the departure airport is below CAT I landing minimums
• A takeoff alternate must be within 1 hour normal cruise speed, single engine, still air and within 330 NM of the departure airport

Autopilot and Approaches

• The approach must be coupled with the autopilot if visibility is less than 3/4 SM or 4000 RVR
• 15% additional runway length must be available over the Landing Field Length specified if visibility is under 3/4 SM
• The approach must be briefed and flown as an autoland with the captain acting as the pilot flying when visibility is 1/2 SM or 2400 RVR or less
• To conduct an autoland you need to have a CAT II or CAT III runway available, the aircraft must be autoland capable and both crew members need to be trained for autoland

Required Flight Release Paperwork

• Dispatch or Flight Release
• Flight Plan
• Latest available weather (METAR/TAF)
• NOTAM Reports
• Performance Information (AWP or TLR)
• Weight and Balance manifest

Flight Attendant Notification for Evacuation

• Use the Emergency call button on the inter-phone to call the cabin
• Inform the Flight Attendant they are in a TEST situation and brief the flight attendant on the information

Lowest RVR for Frontier Departure

• Authorized RVR value for Frontier departure is 500/500/500 RVR with HIRL and CL lights

Required Exterior Inspections

• Exterior inspections are required pre and post flight

Crew Briefing Requirements

• Crew briefings should be conducted before the first flight of the day
• The Captain should brief a new crew member prior to flight, if there is a crew change
• In the event a crew cannot be briefed, the captain needs to brief the first officer and flight attendant "A"
• Flight attendents not briefed by the captain should stop by the flight deck prior to departure to identify themselves

Derived Decision Altitude

• Derived Decision Altitude is required for approaches with an MDA or MDH
• DDA is the published MDA or MDH plust 50ft
• This ensures that the aircraft will not descend below the published MDA or MDH if required visual references are not observed

Pilot Flying on the Ground

• The captain is the always the pilot flying on the ground for ECAM actions

PF Responsibilities during ECAM

• Thrust Levers
• Control of flight path and airspeed
• Aircraft configuration
• Navigation
• Communications

Circle to Land Approaches

• Frontier is unauthorized to conduct Circle to Land approaches
• To perform a circle to land maneuver a minimum of 3 SM and 1000ft ceilings must be present if the circle to land IAP is greater than 1000/3
• Frontier does not have any aircraft listed in OPS SPECS C070 for circle to land maneuvers at a published MDA below 1000ft HAA

Aircraft Airworthiness Sign Off

• The aircraft airworthiness sign off is good for 3 days

Computer Resets

• A successful reset must be logged in the aircraft logbook as a “CR” (Computer Reset) item
• A computer/system must be logged in the aircraft logbook as a discrepancy when it cannot be successfully reset

Wing Walkers

• Parking at the gate, the marshaller is responsible for guiding the aircraft. One or more wing-walkers may be used at the discretion of the marshaller

Cockpit Altitude Differences

• The max altitude difference between PFD 1 & 2 is +/- 20ft
• The max altitude difference using the standby system Steam Gauge is +/- 300ft from PFD
• The max altitude difference using the ISIS system is +/- 100ft from PFD

Residual Ground Speed Checks

• Residual ground speed checks are required after every flight
• A logbook writeup and MCC notification is required if the residual ground speed is 15 knots or greater
• There should also be a complete realignment of the IRS if this is the case
• ADIRU must be considered failed if the residual ground speed is 21 knots or greater, additionally log it and notify MCC

Drift Checks

• A drift check is required after each flight to Alaska or any international destination, or anytime the aircraft is flown in Class II airspace.
• If the drift check falls into the shaded band on the chart in Vol. 2 3.20 pg. 4 no logbook entry is required.
• If the check falls in the shaded band, a drift check is required to be completed on the next flight leg even if the leg would not normally require one to be done.

Marginal Weather

• Marginal weather exists if the ceiling is within 100 ft or visibility is within 1/2 SM of minimums for the destination airport
• Marginal weather exists when the weather at the alternate airport is within 100 ft and 1/2 SM of derived alternate minimums
• A second alternate is required if the destination and first alternate are determined to be marginal

RNAV 1 Specification

• RNAV 1 on SIDS and STARS must maintain a total system error of not more than 1 NM 95% of the total flight time, known as RNP 1.0
• During RNAV operations, pilots are required to maintain route centerlines, unless authorized to deviate by ATC or under emergency conditions, limiting cross-track errors/deviations to 0.5 NM.

Approaches and MDA

• Frontier may not fly to a published MDA
• Use Derived Decision Altitude and constant Flight Path/Angle descent to the DDA for an approach

Takeoff Checklists

• The after takeoff checklist is completed first
• The Abnormal checklist is completed second

Single Engine Autolands

• If the flight crew considers it safest in an emergency, they can us their emergency authoirty to perform one
• Frontier limitations disallow single engine autoland approaches
• Single engine auto-lands are done in the “CONFIG FULL” configuration

Flaps on Single Engine Approaches

• "FLAPS FULL" should not be selected on a single engine approach until the aircraft is established on the final descent to an assured landing
• If a level off is expected during the final approach the approach and landing should be preformed "FLAP 3"

FMA Mode Changes

• Callouts for colors on the FMA include blue, magenta, green and white, as well as CAT status and AP status on an IAP

Callout - "Continuing"

• “Continuing” is called if the the approach lights are in sight

Actions at Minimums

• For a non-precision approach visual: disengage A/P and FDs

Parking Brake Malfunction

• Release the parking brake handle and restore braking with the pedals if the aircraft starts to move while the parking brake is on.

Leaving the Cockpit

• A Frontier pilot or mechanic shall be at the duty station any time the parking brake is released, or at the discretion of maintenance when work is being perfored.

Required Pilot Equipment

• Airman Certificate
• FCC Permit
• Medical Certificate
• Flashlight
• EFB with Vol 1 and 2
• Passport
• Government issued photo ID
• Jeppesen charts

Duty Report Time

• Report 1 hour before dispatch when in domicile
• Report 45 minutes prior to departure out of domicile
• Report NLT than 1 hour prior to departure for international flights and Alaska
• Reserve as defined within the guild lines

Medical Certificate Submission

• Medical certificates are due no later than the 20th of the month in which its due

Lost Certificate Protocol

• Call the SOC for a copy of the certificates and exemption 5487 - This limits you to domestic flights only
• Request a new/temporary certificate from the FAA within 72 hours

Overwater Restrictions

• Stay within 162 NM from shoreline and not to exceed 30 minutes of flying time when the aircraft is not certified for overwater operations

Approved Weather Sources

• WSI
• Jeppesen Weather

Preflight Inspection

• 3 Day inspection sign off
• Security sign off
• Open write ups ( NO OPEN WRITE UPS)
• MEL’s match the release and MEL stickers in the airplane

Mexico Holding Speeds

• 0 - 6000 ft = 200 KIAS
• 6001 - 14000 ft = 210 KIAS
• Above 14000 ft = 230 KIAS

US Holding Speeds

• 0 - 6000 ft = 200 KIAS
• 6001 - 14000 ft = 230 KIAS
• Above 14000 ft = 265 KIAS

CAT 1 Drop Precautions

• Deploy SMGCS charts for taxi
• You need a Takeoff Alternate from dispatch
• Contact dispatch for an ARTR
• Confirm Red Stop Bar Lights at the runway

ARTR Trigger - (SHAFT ME MI CAPT)

• A Supplemental Operation Crew change
• If old, the release is more than one Hour Old
• An alternate will become required at Destination
• Adding Fuel more than 2000 LBS or +/- 400 LBS of fuel with no AWP
• A MEL will be Added to aircraft after release was sent
• Flight plan Miles Increase (greater than 100 miles)
• CAPT signs the release and there is a Captain change

New Release Indicators

• A new release is required when there are supplemental operations when there is a captain change
• A new release is required when there is a captain change during normal operation after captain being replaced has signed the release

New TLR Report Indicators

• You need a new TLR report if the QNH drops more than .10 QNH from the TLR

Flex Takeoff Restrictions

• MEL prevents it
• Contaminated Runway
• OAT is greater than Flex Temp
• Windshear
• Special Departure Procedures (ie. KSNA noise abatement)
• Performance will not allow a Flex takeoff
• When the 25% reduction limit is exceeded

Engine Failure Procedures

• Standard (Simple) - Runway Heading
• Simple-Special (Special) - Heading to a DME than direct to a fix
• Complex-Special (Complex) - An escape route that can be found in the AIP or Jepp chart 10-7

Minimum Engine Oil

• The minimum engine oil quantity required for flight is 9.5 quarts + 0.5 quarts per hour of flight time planned

Weight and Balance Protocol

• Obtain from ACARS AWP (ACARS Weight and Balance Performance)
• Use the Airbus weight and balance worksheet
• If ACARS is unavailable, the Captain can work with CLP to make a FWB manifest: Captain MUST sign one copy and leave it at the station
• Retrieve flight crew read back form from Diversion kit

Sink Rate Warning

• The required response to a “SINK RATE” aural warning is “GO AROUND” because vertical speed has become greater than 1000 FMP and the approach is no longer stabilized

Autoland

• An immediate missed approach is required for an AUTOLAND warning
• Excessive ILS beam deviation (1/4 Dot localizer, 1 Dot glideslope)
• The loss or disconnect of both autopilots
• ILS transmitter failure
• The difference between both RA indications is greater than 15 ft

Circuit Breaker Protocol

• When on the Ground reengaging the fuel pump C/Bs of any fuel tank or LiveTV C/Bs is prohobited
• In the air do NOT re-engage any C/B unless the captain think it necessary; do not reengage a tripped circuit more than once
• Only re-engage after consulting MOC and if the cuase of the trip has been identified
• In flight, never reengange the LiveTV circuit

RNAV Minimums

• CANNOT use LPV minimums
• CAN use LNAV/VNAV minimums
• CAN use VNAV minimums
• CANNOT use LNAV or VNAV minimums if a minimum climb gradient is published for the missedpproach

Transition Altitude Terminology

• Climbing, PF: "PULL STANDARD" and "STATE ALTITUDE PASSING". PM: "STANDARD PULLED, ALTITUDE CHECKED"
• Descending, PF: "PUSH QNH" "STATE ALTITUDE PASSING". PM: " QNH PUSHED, ALTITUDE CHECKED

Preliminary Cockpit Numbers

• Minimum battery voltage is 25.5 volts which ensures a charge above 50% on the batteries
• During initial Engine fire testing, the pilot can expect the fire switch light, master warning ligths and FIRE warning on ECAM
• One the Apu is tested the APU fire P/B, CRC Chime, APU Fire Waring on ECAM, SQUIB and DISCH ligths should illuminate.
• If the APU is test without power only one half of the APU switch will illuinate withthe SQUIB and DISCH ligths.

Charging Brake Accumulators

• To charge the brake accumulator it is necessary to pressurize the YELLOW HYDRAULIC system
• Ensure by selecting the YELLOW ELECTRIC pump switch to on, and making sure ground personnel are clear

Gate Hydraulics

• The YELLOW ELECTRIC pump will pressurize the GREEN and YELLOW hydraulic system VIA the PTU (Power Transfer Unit) if there is greater than a 500 PSI difference betweem the hydrosystems

Alternate Brake Check

• Y ELEC PUMP... Check Off
• CHOCKS ...... Check Installed
• PARKING BRAKE…OFF
• BRAKE PEDALS PRESS. Apply maximum pressure to both pedals
• BRAKE PRESSURE… 
Check: Pressure build-up should occur symmetrically and without delay on both sides. With full deflection of the brake pedals, pressure MUST be between 2000 and 2700 PSI on the triple indicator gauge.
• BRAKE PEDALS… Release
• PARKING BRAKE…On

"Pressure Zero" Meaning

• When performing the brake check during taxi, the FO announces "Pressure Zero", indicates that GREEN pressure has taken over YELLOW pressure
• The Triple Brake indicator pressure should read ZERO telling the pilots that the Green System is supplying the brakes

Taxi with One Engine

• Start the #2 engine at least 2 minutes prior to takeoff to allow for engine stabilization and to alliviate the risk of THERMAL SHOCK to the engine
• Running the # 2 also allows to the CENTER FUEL TANK pumps to run for the 2 minutes required prior to takeoff to insure they are operating properly

Operating Engine Anti-Ice

• ENGINE ANTI ICE MUST be turned on when there is visible moisture and the OAT/TAT is at or below 10 Degrees C
• The Ai MUST also be on: during ground operations with visible moisture or slush, standing water, ice, or snow present on taxiways and runways
• The anti ice MUST also be on any time the aircraft is in a descent in icing conditions, even if the SAT is below -40 C

Ground Icing conditions

• Visible moisture
• Temperature below 10 degrees C
• Visibility less than 1 SM

FACs

• These Flight Augmentation Computers: do -
• Control the Flight Envelope
• Generate speed tape symbologies ( Green DOT, S Speed, F Speed)
• Windshear Alerts
• Low Energy warnings
• Yaw Damping, Turn Coordination, Rudder travel limiter

Speed Brake Inop Conditions

• Speed brakes will be automatiaclly inop in these situtations
• SEC 1 and SEC 3 both have faults
• An Elevator (L or R) has a fault ( in this case only 3 & 4 are inhibited )
• Flaps are configured FULL
• Thrust levers above MCT position
• ALPHA FLOOR Activation

Bank Index with Engine Failure

• Centering the BETA TARGET with the Bank Index, in the event of engine failure the Beta target index chagnes to blue, centering it with the roller indec will equalize SL to optimize performace

Blue Hydraulic Power

• If you loose the BLUE hydraulic fluid, the RAT is inoperable. it’s inop without the fluid

Checklist Tow Bar

• The Captain wait to call for the "After Start" checklist until they visually confirm that Tow Bar Removal

NW STRG DISC colors

• A green with with engine off
• Amber with both engines running

Anti Skid after Normal braking?

• With ANTI & N/W STRG switch on you can have Anti-Skid after you loose "NORMAL" Braking
• The BSCU then controls through the alternate servo valves

When AC lost

• First the RAT
• Low speeds, display
• Last ditich efforts; AC power

Thrust

• For Aircraft, a recommend THRUST, for to much movement on The Ramp would have to EXCEED 40% N1

Autotune Frequency and pilot intervention

• No intervention
• The pilots tuner frequencies will not be effective and are unable to affect the function of the FMGC

Setting RMP

• Turn the lights on and off, inop

Engine Fire Warnings

• For engine fire warning The First Officers

Flight Path Vector

• Use for managing - SELECTED and SELECTED; allow FPA

Supplying AC Power

• Is BAT voltage check when the first day for the day, YES

System Supplying the A\C Battery

• No if supplied AC power check required
• If first engine reaches 1400', then
• Yes if first engine starts the systems
• Yes for AUTO if BAT
• Both

Battery

• Bat should be ON if APU
• Then ECAM of batteries should turn 1 and 2 off

When Trust

• Should start when trust is levers IDLE

Ground Crew Leaks

• Run until 5 mins, idle

Powers

• Abort, master switch

When ICe Protected?

• Outward 3 SLATS
• No if first

EPE

• No primary for high
• Yes for 3 or high

Flaps 3

• Perf
• 11

Single

• QRH

93

• Normal
• Alternate side sticks Flare
• Reverse with A\P

Autothrottle

• Reverse
• No manual Side sticks

Alpha

• For Auto or MAX
• Reverse
• Can not
• Toggle

A\C

• BATT Contracions
• Test

Push

• Inop

Green for Big

• Normal or
• Auto breaking

E\C

• Should run and run
• Always the PTU if 5 hundi

PTU

• First or mix
• Parking

Brakes

• Fail or more reverse

A message for

• Affecting to all leg
• E

What to do with CPT

• Failure and
• Restore and selec

Raining

• Data

Turning

• Pushing