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071 02 01 01 Operating procedures
(01) Explain the general rules for the operations manual.
The operator is responsible for ensuring that the OM:
- Contains all instructions and information necessary for operations personnel to conduct their duty.
- Contents, including all amendments or revisions, do not contravene any part of the AOC or any applicable regulation.
- Must be approved by the Authority.
- Must be prepared in the English language, unless otherwise approved by the Authority or as prescribed by national law. It may be translated and used in full, or part, into another language.
- Can be issued in separate volumes.
- Is available for all operations personnel who must have easy access to a copy of each part applicable to their duties. Crew members must be supplied with a personal copy, or sections from, Parts A and B.
- Must be amended and kept up to date and all personnel must be informed of the revision relevant to their duties.
- Is up to date and all copies are amended with the revisions supplied by the operator.
Source:
Point ORO.MLR.100 ‘Operations manual — general’; AMC1 ORO.MLR.100
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(02) Explain the structure and subject headings of the operations manual.
Operations Manual (OM)
Subpart P of OPS contains the content requirements for the OM. The OM is provided for the guidance of personnel engaged in the operation. It consists of 4 parts:
A: Human
B: Aircraft
C: Route
D: Training
Part A – General and Basic Information. This part includes procedures and information relating to:
- Administration and Control of OM.
- Organization and Responsibilities.
- Operational Control and Supervision.
- Quality System.
- Crew Composition.
- Qualification Requirements.
- Crew Health Precautions.
- Flight Time Limitations.
- Operating Procedures.
- Dangerous Goods and Weapons.
- Security.
- Handling, Notifying and Reporting of Occurrences.
- Rules of the Air.
- Leasing
Part B – Aeroplane Operating Matters. This part includes procedures and information relating to:
- General Information and Units of Measurement.
- Limitations.
- Normal Procedures.
- Abnormal and Emergency Procedures.
- Performance.
- Flight Planning.
- Mass and Balance.
- Loading.
- Configuration Deviation List (CDL).
- Minimum Equipment List (MEL). Operator shall amend the MEL after applicable changes tothe MMEL (within an acceptable time scale).
- Survival and Emergency Equipment including Oxygen.
- Emergency Evacuation Procedures.
- Aeroplane Systems
Part C – Route and Aerodrome Instructions and Information. This is the section in which staff will find aerodrome operating minima and any special instruction for the calculation of minima and special data relating to aerodromes used as part of the operation.Part D – Training. All personnel are required to be competent to carry out their duties. This section details the training method and requirements to ensure that all personnel are competent.
Source:
Point ORO.MLR.101 ‘Operations manual — structure for commercial air transport’;
GM1 ORO.MLR.100(k) ‘Operations manual — general’
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(03) Explain the requirements for a journey log or equivalent.
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- Journey LogAn operator shall retain the following information for each flight in the form of a journey log:
- Aeroplane registration.
- Date.
- Name(s) of crew members(s).
- Crew member(s) duty.
- Place of departure.
- Place of arrival.
- Time of departure (off blocks).
- Time of arrival (on blocks).
- Flight hours.
- Nature of flight.
- Incidents, observations (if any), and
- Commander’s signature.
- Journey LogAn operator shall retain the following information for each flight in the form of a journey log:
A journey log can be replaced if relevant information is available in other documentation. All entries are to be made concurrently and are to be permanent in nature.
Source: Point ORO.MLR.110 ‘Journey log’; AMC1 ORO.MLR.110
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(04) Describe the requirements regarding the operational flight plan.
Operational Flight Plan (OFP)
An operator is to ensure that the OFP used and the entries during flight contain the following:
- Registration.
- Type and variant.
- Date of flight.
- Flight identification.
- Names of flight crew members.
- Flight crew members’ duties.
- Place of departure.
- Time of departure (off blocks and take-off).
- Place of arrival (planned and actual).
- Time of arrival (actual landing and block time).
- Type of operation (ETOPS, VFR, ferry flight etc.).
- Route and route segments with checkpoints/waypoints, distances, times and tracks.
- Planned cruising speed and flying times between checkpoints/waypoints. Estimate and actual times overhead.*
- Safe altitudes and minimum levels.*
- Planned altitudes and flight levels.*
- Fuel calculations (records of in-flight fuel checks)*
- Fuel on board when starting engines.
- Alternate(s) for destination and where applicable, take-off and en route. Initial ATS flight plan clearance and re-clearance.
- In-flight re-planning calculations, and
- Relevant met information.
* The items indicated must also be included for diversion routes and alternate airfields if applicable.
Information readily available in other documentation from other sources, or irrelevant to the operation may be omitted from the operational flight plan. A description of the layout and use of the operational flight plan must be included in the OM. All entries are made concurrently and are permanent in nature.
Source: Point ORO.MLR.115 ‘Record-keeping’
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(05) Explain the requirements for document-storage periods.
Storage Periods
Operators are to ensure that all records and relevant operational and technical information for each individual flight are stored in an acceptable form, accessible to the Authority, for the periods detailed below.
Information used for the preparation and execution of flights
Operational Flight Plan – 3 months
Mass and balance documentation – 3 months
Special load notification – 3 months
Aeroplane Technical Log – 36 months after the last date of entry
Route specific NOTAM briefing information if edited by the operator – 3 months
Reports
Journey Log – 3 months
Flight reports for recording details of any occurrence, as prescribed in OPS or any event which the Commander deems necessary to report/record – 3 months
Reports on exceedances of duty and/or reducing rest periods – 3 months
Source:
Point ORO.MLR.115 ‘Record-keeping’; AMC1 ORO.MLR.115;
GM1 ORO.MLR.115(c);(d)
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(06) Explain that all non-type-related operational policies, instructions and procedures required for a safe operation are included in Part A of the operations manual.
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Source:
Point ORO.MLR.101 ‘Operations manual — structure for commercial air transport;
AMC3 ORO.MLR.100 ‘Operations manual — general’ (main topics in Part A, e.g. General/Basic, etc.)
(07) State that the following items are included into Part A:
— de-icing and anti-icing on the ground;
— adverse and potentially hazardous atmospheric conditions;
— wake turbulence;
— incapacitation of crew members;
— use of the minimum equipment list (MEL) and configuration deviation list(s) (CDL);
— security;
— handling of accidents and occurrences.
Source:
Point ORO.MLR.101 ‘Operations manual — structure for commercial air transport’;
AMC3 ORO.MLR.100 ‘Operations manual — general’
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(08) State that the following items are included into Part A:
— altitude alerting system procedures;
— ground proximity warning system procedures;
— policy and procedures for the use of traffic alert and collision avoidance system (TCAS)/airborne collision avoidance system (ACAS).
Source:
Point ORO.MLR.101 ‘Operations manual — structure for commercial air transport’;
AMC3 ORO.MLR.100 ‘Operations manual — general’
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(09) State that rotor downwash is included into Part A.
Source:
Point ORO.MLR.101 ‘Operations manual — structure for commercial air transport’;
AMC3 ORO.MLR.100 ‘Operations manual — general’
071 02 01 02 Aeroplane/helicopter operating matters — type-related
(01) State that all type-related instructions and procedures required for a safe operation are included in Part B of the operations manual. They take account of any differences between types, variants or individual aircraft used by an operator.
Source: Point ORO.MLR.101 ‘Operations manual — structure for commercial air transport’
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(02) State that the following items are included into Part B:
— abnormal and emergency procedures;
— configuration deviation list (CDL);
— minimum equipment list (MEL);
— emergency evacuation procedures.
Source:
Point ORO.MLR.101 ‘Operations manual — structure for commercial air transport’;
AMC3 ORO.MLR.100 ‘Operations manual — general’
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(03) State that the following items are included into Part B:
— emergency procedures;
— configuration deviation list (CDL);
— minimum equipment list (MEL);
— emergency evacuation procedures.
Source:
Point ORO.MLR.101 ‘Operations manual — structure for commercial air transport’;
AMC3 ORO.MLR.100 ‘Operations manual — general’
071 02 01 03 Minimum equipment list (MEL) and master minimum equipment list (MMEL)
(01) Describe the following terms: ‘commencement of flight’, ‘inoperative’, ‘MEL’, ‘MMEL’, ‘rectification interval’.
Commencement of flight –
Inoperative –
Master Minimum equipment list is for each type.
MEL is written by the operator.
Rectification interval is the length of time operations can continue with an inoperative item.
Source:
GM1 ORO.MLR.105(a) ‘Minimum equipment list’; CS-MMEL;
GM2 ORO.MLR.105(d)(3)
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(02) Explain the relation between MMEL and MEL.
Source:
Point ORO.MLR.100 ‘Operations manual — general’; Point ORO.MLR.105 ‘Minimum equipment list’; AMC1 ORO.MLR.105(j);(g)
GM1 ORO.MLR.105(j)
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(03) Define the ‘extent of the MEL’.
Source: AMC2 ORO.MLR.105(d)(3) ‘Minimum equipment list’
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(04) Explain the responsibilities of the operator and the competent authority with regard to MEL and MMEL.
| (c) | The operator shall amend the MEL after any applicable change to the MMEL within the acceptable timescales. |
| (d) | In addition to the list of items, the MEL shall contain:
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Source:
Point ORO.MLR.100 ‘Operations manual — general’; Point ORO.MLR.105 ‘Minimum equipment list’; AMC1 ORO.MLR.105(c);
GM1 ORO.MLR.105(d)(3)
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(05) Explain the responsibilities of the flight crew members with regard to MEL.
Check all defects against MEL
Ensure listed conditions are met.
Refurbs to MEL is problem occurs after dispatch.
Source: Points CAT.IDE.A.105/CAT.IDE.H.105 ‘Minimum equipment for flight’
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(06) Explain the responsibilities of the commander with regard to MEL.
Source:
Point CAT.OP.MPA.175 ‘Flight preparation’;
Point CAT.IDE.A.105/CAT.IDE.H.105 ‘Minimum equipment for flight’
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071 02 02 00 Icing conditions
071 02 02 01 On-ground de-icing/anti-icing procedures, types of de-icing/anti-icing fluids
(01) Define the following terms: ‘anti-icing’, ‘de-icing’, ‘one-step de-icing/anti-icing’, ‘two- step de-icing/anti-icing’, ‘holdover time’.
- Anti-icing – precautionary measure – protects against the formation of ice, frost etc.
- De-icing – Removal of ice, snow, slush that has already formed.
- One-step – Heated anti-icing fluid then remains on the surface providing anti-icing
- Two-step – 1 de-ice, 2 – anti-ice
- Holdover time – estimated time the anti-icing will remain effective.
Source: ICAO Doc 9640 ‘Manual of Aircraft Ground De- icing/Anti-icing Operations’, Glossary
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(02) Describe ‘the clean aircraft concept’ as presented in the relevant chapter of ICAO Doc 9640.
- Do not take off with any ice, snow or frost on the external surfaces unless exempted by the AFM normally limited to:
- Hoar frost thin enough to see aircraft markings.
- Symmetrical areas where cold fuel has allowed frost to form.
- Enough gin onboard to last the journey.
Source: ICAO Doc 9640 ‘Manual of Aircraft Ground De-icing/Anti-icing Operations’, Chapter 2
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(03) List the types of de-icing/anti-icing fluids available.
Type I – High glycol, low viscosity, good de-icing, limited anti-icing. ORANGE.
Type II – Lower glycol, thickening agent, can be diluted. CLEAR OR STRAW.
TYPE III – For low take off speeds. Less thickening agent. YELLOW-GREEN
Type IV – Similar to type II, advanced thickening for longer HOT, higher speed shear off. EMERALD GREEN.
Source: ICAO Doc 9640 ‘Manual of Aircraft Ground De- icing/Anti-icing Operations’, Chapter 4, 4.1
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(04) Explain the procedure to be followed when an aeroplane has exceeded the holdover time.
No decent reference but;
- Make an inspection.
- Re-do de-ice/anti-ice procedure if necessary.
The source:
4.9 Current HOT tables are published by both TC and the FAA on their public websites, and can be found using the term ‘aircraft ground de-icing’ in the website search function.
Source: ICAO Doc 9640 ‘Manual of Aircraft Ground De- icing/Anti-icing Operations’, Chapter 4, 4.9
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(05) Interpret the guidelines for fluid holdover times and list the factors which can reduce the fluid protection time.
The operator publishes holdover times in the form of a table.
Reduction factors;
- Type and rate of precipitation
- OAT
- Humidity
- Wind and jet blast
- Skin temperature
- Composition of the fluid
Source: ICAO Doc 9640 ‘Manual of Aircraft Ground De- icing/Anti-icing Operations’, Chapter 5: 5.1, 5.2 and Attachment ( 5 tables)
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(06) Explain how the pre-take-off check, which is the responsibility of the pilot-in-command, ensures that the critical surfaces of the aircraft are free of ice, snow, slush or frost just prior to take-off. This check shall be accomplished as close to the time of take-off as possible and is normally made from within the aeroplane by visually checking the wings.
Visual check, if in any doubt, request assistance.
Source: ICAO Doc 9640 ‘Manual of Aircraft Ground De- icing/Anti-icing Operations’, Chapter 6, 6.4
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(07) Explain why an aircraft has to be treated symmetrically.
Weight and balance.
Source: ICAO Doc 9640 ‘Manual of Aircraft Ground De- icing/Anti-icing Operations’, Chapter 11
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(08) Explain why an operator shall establish procedures to be followed when ground de-icing and anti-icing and related inspections of the aircraft are necessary.
I would think this is obvious..no exact reference..
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Source: ICAO Doc 9640 ‘Manual of Aircraft Ground De- icing/Anti-icing Operations’, Chapter 1: Introduction 1.1 to 1.6
(09) Explain why a commander shall not commence take-off unless the external surfaces are clear of any deposit which might adversely affect the performance or controllability of the aircraft except as permitted in the flight manual.
Safety….
Source:
ICAO Doc 9640 ‘Manual of Aircraft Ground De-icing/Anti- icing Operations’;
Point CAT.OP.MPA.250 ‘Ice and other contaminants — ground procedures’
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(10) Explain the requirements for operations in icing conditions.
AMC1CAT.OP.MPA.255 Ice and other contaminants — flight procedures
FLIGHT IN EXPECTED OR ACTUAL ICING CONDITIONS — AEROPLANES
- (a) In accordance with Article 2(a)5. of Annex IV to Regulation (EC) No 216/2008 (Essential requirements for air operations), in case of flight into known or expected icing conditions, the aircraft must be certified, equipped and/or treated to operate safely in such conditions. The procedures to be established by the operator should take account of the design, the equipment, the configuration of the aircraft and the necessary training. For these reasons, different aircraft types operated by the same company may require the development of different procedures. In every case, the relevant limitations are those which are defined in the AFM and other documents produced by the manufacturer.
Source:
Point CAT.OP.MPA.250 ‘Ice and other contaminants — ground procedures’;
Point CAT.OP.MPA.255 ‘Ice and other contaminants — flight procedures’;
Point CAT.IDE.A.165 ‘Additional equipment for operations in icing conditions at night’;
Point CAT.IDE.H.165 ‘Additional equipment for operations in icing conditions at night’
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(11) Explain why safety must come before commercial pressures in relation to de-icing and anti-icing of aircraft.
(Consider time and financial cost versus direct and indirect effects of an incident/accident).
Source: N/A
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071 02 02 02 Procedure to apply in case of performance deterioration, on ground/in flight
(01) Explain that the effects of icing are wide-ranging, unpredictable and dependent upon individual aircraft design. The magnitude of these effects is dependent upon many variables, but the effects can be both significant and dangerous.
Source: ICAO Doc 9640 ‘Manual of Aircraft Ground De- icing/Anti-icing Operations’, Chapter 1
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(02) Explain that in icing conditions, for a given speed and a given angle of attack, wing lift can be reduced by as much as 30 % and drag increased by up to 40 %. State that these changes in lift and drag will significantly increase stall speed, reduce controllability, and alter flight characteristics.
Source: ICAO Doc 9640 ‘Manual of Aircraft Ground De- icing/Anti-icing Operations’, Chapter 1
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(03) Explain that ice on critical surfaces and on the airframe may also break away during take-off and be ingested into engines, possibly damaging fan and compressor blades.
Source: ICAO Doc 9640 ‘Manual of Aircraft Ground De- icing/Anti-icing Operations’, Chapter 1
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(04) Explain that ice forming on pitot tubes and static ports or on angle-of-attack vanes may give false altitude, airspeed, angle-of-attack and engine-power information for air-data systems.
Source: ICAO Doc 9640 ‘Manual of Aircraft Ground De- icing/Anti-icing Operations’, Chapter 1
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(05) Explain that ice, frost and snow formed on the critical surfaces on the ground can have a totally different effect on aircraft flight characteristics than ice, frost and snow formed in flight.
Source: ICAO Doc 9640 ‘Manual of Aircraft Ground De- icing/Anti-icing Operations’, Chapter 1
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(06) Explain that flight in known icing conditions is subject to limitations that are contained in Part B of the operations manual.
Source: AMC4 ORO.MLR.100 ‘Operations manual — general’
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(07) Explain where procedures and performances regarding flight in expected or actual icing conditions can be found.
Source: AMC4 ORO.MLR.100 ‘Operations manual — general’
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071 02 03 00 Bird-strike risk
071 02 03 01 Bird-strike risk and avoidance
(01) Explain that the presence of birds that constitute a potential hazard to aircraft operations is part of the pre-flight information.
Source: ICAO Annex 15, 8.1 Pre-flight information
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(02) Explain how information concerning the presence of birds observed by aircrews is made available to the aeronautical information service (AIS) for distribution as the circumstances dictate.
Should be reported to ATC, ATC add this to the AIS.
Source: ICAO Annex 15, Chapter 8
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(03) Explain that the Aeronautical Information Publication (AIP) Section En-route (ENR) 5.6 contains information regarding bird migrations.
Source: ICAO Annex 15, Appendix 1
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(04) Explain significant data regarding bird strikes contained in ICAO Doc 9137 ‘Airport Services Manual’.
- 90% occur on take off, approach and landing.
- 90% occur below 2000′
- 80% occur below 1000′
Source: ICAO Doc 9137 ‘Airport Services Manual’, Chapter 1
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(05) Explain why birds constitute a hazard to aircraft (damage to probes, sensors, engines, windscreens, airframes, degradation in vision, etc.).
Source: N/A, though history in ICAO Doc 9137, Chapter 1. For more information, refer to the EGAST safety promotion leaflet ‘Bird strike, a European risk with local specificities’, available at:
www.easa.europa.eu/system/files/dfu/EGAST_GA6-bird-strikes-final.pdf
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(06) Define the commander’s responsibilities regarding the reporting of bird hazards and bird strikes.
Report to ATC and and air safety report.
Source: Point CAT.GEN.MPA.105 ‘Responsibilities of the commander’
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(07) State that birds tend to flock to areas where food is plentiful. Such areas include: rubbish (garbage) facilities; open sewage treatment works; recently ploughed land; as well as their natural habitats.
Source: N/A
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071 02 04 00 Noise abatement
071 02 04 01 Noise-abatement procedures
(01) Define the operator’s responsibilities regarding the establishment of noise-abatement procedures.
Operator must ensure safety comes before noise abatement.
Nothing related in the source below.
Source:
Point CAT.OP.MPA.130 ‘Noise abatement procedures — aeroplanes’
Point CAT.OP.MPA.131 ‘Noise abatement procedures — helicopters’
(02) State the main purpose of noise-abatement departure procedure (NADP) 1 and NADP 2.
1 – Close in noise objective.
2 – Distant noise objective.
Source: ICAO Doc 8168 ‘Procedures for Air Navigation Services — Aircraft Operations’ (PANS-OPS), Volume 1, Part I, Section 7, Appendix to Chapter 3, 1.1
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(03) State that the PIC/commander has the authority to decide not to execute an NADP if conditions preclude the safe execution of the procedure.
Source: ICAO Doc 8168 ‘Procedures for Air Navigation Services — Aircraft Operations’ (PANS-OPS), Volume 1, Part I, Section 7, Chapter 3, 3.2.1 General
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071 02 04 02 Influence of the flight procedure (departure, cruise, approach)
(01) List the main parameters for NADP 1 and NADP 2 (i.e. speeds, heights and configuration).
NADP 1;
- Climb thrust not less than 800′
- Airspeed not less than V2 + 10 kt
- 3000′ all pitch reduced for acceleration.
NADP 2;
- Pitch reduced not less than 800′ with Tako off thrust.
- Accelerate to Vzf with positive rate.
- Reduce to climb thrust when retracting flaps
- 3000′ en-route climb speed
Source: ICAO Doc 8168 ‘Procedures for Air Navigation Services — Aircraft Operations’ (PANS-OPS), Volume 1, Part I, Section 7, Chapter 3, 3.3 and Appendix to Chapter 3
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(02) State that a runway lead-in lighting system should be provided where it is desired to provide visual guidance along a specific approach path for noise-abatement purposes.
Source: ICAO Annex 14, Volume 1, 5.3.7.1/Volume 2, 5.3.4.1
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(03) State that detailed information about noise-abatement procedures is to be found in Part ‘Aerodromes’ (AD), Sections 2 and 3 of the AIP.
Source: ICAO Annex 15, Appendix 1
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071 02 04 03 Influence by the pilot (power setting, low drag)
(01) List the adverse operating conditions under which noise- abatement procedures in the form of reduced-power take- off should not be required
Noise abatement procedures in the form of reduced power take-off should not be required in adverse operating conditions such as:
a) if the runway surface conditions are adversely affected (e.g. by snow, slush, ice or water, mud, rubber, oil or other substances);
b) whenthehorizontalvisibilityislessthan1.9km(1NM);
c) when the crosswind component, including gusts, exceeds 28 km/h (15 kt);
d) whenthetailwindcomponent,includinggusts,exceeds9km/h(5kt);and
e) when wind shear has been reported or forecast or when adverse weather conditions, e.g. thunderstorms, are expected to affect the departure.
Note.— Some operating manuals (or the flight manual) may impose restrictions on the use of reduced take-off power while engine anti-icing systems are operating.
Source: ICAO Doc 8168 ‘Procedures for Air Navigation Services — Aircraft Operations’ (PANS-OPS), Volume 1, Part I, Section 3, Chapter 1, 1.2.3 Reduced power take-off
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(02) List the adverse operating conditions under which noise- abatement procedures during approach should not be required.
2.1.3 Noise abatement should not be the determining factor in runway nomination under the following circumstances:
- a) if the runway surface conditions are adversely affected (e.g. by snow, slush, ice or water, mud, rubber, oil or other substances);
- b) for landing in conditions when the ceiling is lower than 150 m (500 ft) above aerodrome elevation, or for take- off and landing when the horizontal visibility is less than 1.9 km (1 NM);
- c) when the crosswind component, including gusts, exceeds 28 km/h (15 kt);
- d) when the tailwind component, including gusts, exceeds 9 km/h (5 kt); and
- e) when wind shear has been reported or forecast or when adverse weather conditions, e.g. thunderstorms, are expected to affect the approach or departure.
Source: ICAO Doc 8168 ‘Procedures for Air Navigation Services — Aircraft Operations’ (PANS-OPS), Volume 1, Part I, Section 7, Chapter 2, 2.1 Noise preferential runways
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(03) State the rule regarding the use of reverse thrust on landing.
Noise abatement procedures shall not contain a prohibition of use of reverse thrust during landing.
Source: ICAO Doc 8168 ‘Procedures for Air Navigation Services — Aircraft Operations’ (PANS-OPS), Volume 1, Part I, Section 7, Chapter 3, 3.5 Aeroplane operating procedures — landing
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071 02 04 04 Influence by the pilot (power setting, track of helicopter)
(01) List the adverse operating conditions under which noise- abatement procedures in the form of reduced-power take- off should not be required.
071 02 05 00 Fire and smoke
071 02 05 01 Carburettor fire
(01) Explain that the actions to be taken in the event of a carburettor fire may be type-specific and should be known by the pilot.
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071 02 05 02 Engine fire
(01) Explain that the actions to be taken in the event of an engine fire may be type-specific and should be known by the pilot.
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071 02 05 03 Fire in the cabin, in the flight crew compartment and in the cargo compartment
(01) Identify the different types of extinguishants used in handheld fire extinguishers and the type of fire for which each one may be used.
**Needs verification**
| Class | Material | Extinguisher | Notes |
| A | Solid fuels – Organic – wood, cloth, paper, plastics, seats. | Water, Foam, Halon, Dry Powder | Emits thick smoke, grey or brown. |
| B | Flammable Liquids – Petrol, Oils, Solvents, Duty Free! | Foam, Halon, Dry Powder | Halon best. Blanketing. Thick black smoke. |
| C | Flammable Gasses – Propane, butane | Halon, Dry Powder | Best HCFC/HFC |
| D | Flammable Metals – Sodium, magnesium, ALLOY WHEELS! | Specialist Powder, water spray atomiser | Correct power for metal. Never use Halocarbon. |
| E | Electrical | CO2 , Dry Powder | NOT WATER. |
| F | Fats & Oils | Smother, remove oxygen |
Water – White writing on red. (Training needed)
Foam – AFFF FOAM – Black on yellow
Halon / Haloncarbon / BCF Clean agents – white on green (irritant – follow up with water)
CO2 – White on black (asphyxiant)
Dry Powder – White on blue (Incapacitation, reduced visibility)
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(02) Describe the precautions to be considered when applying fire extinguishants.
Suitable extinguisher.
Toxic fumes.
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(03) Identify the appropriate handheld fire extinguishers to be used in the flight crew compartment, the passenger cabin and lavatories, and in the cargo compartments.
Must minimise toxic gas.
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071 02 05 04 Smoke in the flight crew compartment and in the cabin
(01) Explain which actions should be taken in the event of smoke in the flight crew compartment or in the cabin, why these actions may be type-specific, and why they should be known by the pilot.
Pilot should know so they can put masks on.
- Crew masks on 100% oxygen, set emergency.
- Establish communications
Procedures are type specific.
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071 02 05 05 Actions in case of overheated brakes
(01) Describe the problems and safety precautions in the event that brakes overheat after a heavy-weight landing or a rejected take-off.
Overheat – Advise relevant ground crew, monitor temperatures and pressures.
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(02) Explain the difference in the way steel and carbon brakes react to energy absorption and the operational consequences.
Carbon can absorb more heat energy than steel. Heat still affects tyres and airframe.
Steel brakes – small frequent brake applications.
Carbon brakes – fewer, firmer applications.
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071 02 06 00 Decompression of pressurised cabin
071 02 06 01 Slow decompression
(01) Explain what can cause, and how to detect, a slow decompression or an automatic pressurisation system failure.
Component failure i.e double engine failure.
Indications are;
- Air escaping sounds, hissing, or whistling etc.
- Ears popping
- Barotrauma
- Hypoxia
- Indicated cabin altitude increasing.
- Oxygen masks dropping
- Warning alarm
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(02) Describe the actions required following a slow decompression.
- Oxygen masks on.
- Close vents.
- Backup systems
- Descend
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071 02 06 02 Rapid and explosive decompression
(01) Explain what can cause, and how to detect, a rapid or an explosive decompression.
- Bang !
- Warning alarm
- Oxygen masks deployed
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071 02 06 03 Dangers and action to be taken
(01) Describe the actions required following a rapid or explosive decompression.
- Oxygen masks on
- Establish comms
- Emergency descent
- ATC
- Land
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(02) Describe the effects on aircraft occupants of a slow decompression and of a rapid or explosive decompression.
- Ears popping
- Hypoxia symptoms – Tingling lips, light headedness, euphoria, slurred speech, confusion, unconsciousness. death.
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071 02 07 00 Wind shear and microburst
071 02 07 01 Effects and recognition during departure and approach
(01) Explain how to identify low-level wind shear.
Airport systems;
LLWSAS and TDWR
Low level wind shear alert system and terminal doppler weather radar.
PIREPS of >15kt or downdraught of >500 ft/min
Visual clues: blowing dust or evidence of local outflow.
Onboard kit that compares wind velocity and ground speed.
Other clues;
- IAS fluctuations >15 kt
- GS fluctuations.
- Pitch ± 5°
- Glide slope deviation
- Heading variation ± 10°
- Erratic auto throttle
Source: ICAO Circular 186 ‘Wind Shear’
X
X
071 02 07 02 Actions to avoid and actions to take when encountering wind shear
(01) Describe the effects of wind shear and the actions required when wind shear is encountered at take-off and approach. Source: ICAO Circular 186 ‘Wind Shear’
- Temporary headwind = above GS
- Downdraught – loss of lift = sink, can be severe.
- Temporary tailwind = IAS reduction, loss of lift.
X
X
(02) Describe the precautions to be taken when wind shear is suspected at take-off and approach.
Take off – Delay, better runway, radar, MTOT, monitor speed trend.
Reject take off <V1 Above V1 hope for the best !
Approach – delay or divert.
Source: ICAO Circular 186 ‘Wind Shear’
X
X
(03) Describe the effects of wind shear and the actions required following entry into a strong downdraft wind shear.
- Temporary headwind = above GS
- Downdraught – loss of lift = sink, can be severe.
- Temporary tailwind = IAS reduction, loss of lift.
Source: ICAO Circular 186 ‘Wind Shear’
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X
(04) Describe a microburst and its effects.
- Occur close to the ground when you are low and slow.
- Effects as above.
Source: ICAO Circular 186 ‘Wind Shear’
X
X
071 02 08 00 Wake turbulence
071 02 08 01 Cause
(01) Describe the term ‘wake turbulence’.
Rotating air behind the wingtips of an aircraft.
Source: ICAO Doc 9426 ‘Air Traffic Services Planning Manual’, Part II
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X
(02) Describe tip vortex circulation.
Rotating air generated by the pressure differential and equalising at the wing tips. Slow speed produces more intense vortices.
On the ground they move away from the aircraft. Al light opposite wind can keep them stationary.
Strongest after take off and before touchdown
Source: ICAO Doc 9426 ‘Air Traffic Services Planning Manual’, Part II
X
X
(03) State when vortex generation begins and ends.
Begins on rotation and ends after nose gear touched down, ie when lift ceases.
Source: ICAO Doc 9426 ‘Air Traffic Services Planning Manual’, Part II
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X
(04) Describe vortex circulation on the ground with and without crosswind.
Above. (2).
Source: ICAO Doc 9426 ‘Air Traffic Services Planning Manual’, Part II
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X
071 02 08 02 List of relevant parameters
(01) List the three main factors which, when combined, give the strongest vortices (heavy, clean, slow).
High aircraft mass
Low airspeed
Clean configuration
Source: ICAO Doc 9426 ‘Air Traffic Services Planning Manual’, Part II
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X
(02) Describe the wind conditions which are worst for wake turbulence near the ground.
A light opposite wind, keeping vortex in place.
Source: ICAO Doc 9426 ‘Air Traffic Services Planning Manual’, Part II
X
X
071 02 08 03 Actions to be taken when crossing traffic, during take-off and landing
(01) Describe the actions to be taken to avoid wake turbulence, specifically separations.
| Departure – Same, crossing or separated by <760m | ||
| Leading | Following | Spacing (minutes) |
| S | H | 2 |
| S | M or L | 3 |
| H | M or L | 2 |
| M | L | 2 |
| Departure – Intermediate point or separated by <760m | ||
| Leading | Following | Spacing (minutes) |
| S | H | 3 |
| S | M or L | 4 |
| H | M or L | 3 |
| M | L | 3 |
| Departure – Displaced threshold | ||
| Leading | Following | Spacing (minutes) |
| S | H | 2 |
| S | M or L | 3 |
| H | M or L | 2 |
| M | L | 2 |
Source: ICAO Doc 4444 ‘Procedures for Air Navigation Services — Air Traffic Management’ (PANS-ATM), 5.8 Time- based wake turbulence longitudinal separation minima
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X
071 02 09 00 Security (unlawful events)
071 02 09 01 ICAO Annex 17 and Regulation (EC) No 300/2008
(01) Define the following terms:
‘aircraft security check’,Source: ICAO Annex 17, Chapter 1 Definitions
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X
(02) State the objectives of security.
2.1.1 Each Contracting State shall have as its primary objective the safety of passengers, crew, ground personnel and the general public in all matters related to safeguarding against acts of unlawful interference with civil aviation.
2.1.2 Each Contracting State shall establish an organization and develop and implement regulations, practices and procedures to safeguard civil aviation against acts of unlawful interference taking into account the safety, regularity and efficiency of flights.
2.1.3 Each Contracting State shall ensure that such an organization and such regulations, practices and procedures:
- a) protect the safety of passengers, crew, ground personnel and the general public in all matters related to safeguarding against acts of unlawful interference with civil aviation; and
- b) are capable of responding rapidly to meet any increased security threat.
2.1.4 Recommendation.— Each Contracting State should ensure appropriate protection of aviation security
information.
Note 1.— Guidance material on achieving civil aviation security objectives through application of the Standards and
Recommended Practices in the following chapters can be found in the Aviation Security Manual (Doc 8973 — Restricted).
Note 2.— The comprehensive aviation security training material to assist States in achieving civil aviation security objectives is contained in the ICAO Training Programme for Aviation Security comprising a series of Aviation Security Training Packages (ASTPs).
2.1.5 Recommendation.— Each Contracting State should employ security equipment, where appropriate, to the extent operationally, technically and financially practicable, to achieve civil aviation security objectives.
Source: ICAO Annex 17, 2.1 Objectives
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X
071 02 09 02 Use of secondary surveillance radar (SSR)
(01) Describe the commander’s responsibilities concerning notifying the appropriate ATS unit.
The pilot of an aircraft in a state of emergency shall set the transponder to Mode A Code 7700 unless ATC has previously directed the pilot to operate the transponder on a specified code. In the latter case, the pilot shall continue to use the specified code unless otherwise advised by ATC. However, a pilot may select Mode A Code 7700 whenever there is a specific reason to believe that this would be the best course of action.
Source: ICAO Annex 17, Attachment to Annex 17
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X
(02) Describe the commander’s responsibilities concerning operation of SSR.
The pilot of an aircraft in a state of emergency shall set the transponder to Mode A Code 7700 unless ATC has previously directed the pilot to operate the transponder on a specified code. In the latter case, the pilot shall continue to use the specified code unless otherwise advised by ATC. However, a pilot may select Mode A Code 7700 whenever there is a specific reason to believe that this would be the best course of action.
Source: ICAO Annex 17, Attachment to Annex 17
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X
(03) Describe the commander’s responsibilities concerning departing from assigned track or cruising level.
121.5
Transponders or datalink
Regional procedures
Fly at a level that differs by by 500′ in 1000′ separation
Fly at a level that differs by by 1000′ in 2000′ separation
Source: ICAO Annex 17, Attachment to Annex 17
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X
(04) Describe the commander’s responsibilities concerning the action required or being requested by an ATS unit to confirm SSR code and ATS interpretation response.
If possible…?
Continue to fly assigned level and heading….
Source: ICAO Annex 17, Attachment to Annex 17
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X
071 02 09 03 Security (Regulation (EC) No 300/2008 and ICAO Annex 17)
(01) Describe the relationship between Regulation (EC) No 300/2008 and ICAO Annex 17.
Basis for common interpretation of ICAO Annex 17
Source: Regulation (EC) No 300/2008, Articles 1 and 2
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X
(02) Explain the requirements regarding training programmes.
Operator must establish, maintain and conduct training programs to deal with unlawful interference.
Source: Regulation (EC) No 300/2008, Annex: 10 ‘In-flight security measures’ and 11 ‘Staff recruitment and training’;
ICAO Annex 17, 13.4 Training programmes
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X
(03) State the requirements regarding reporting acts of unlawful interference.
Commander or operator must without delay inform, local authority and the authority of the state of the operator.
The state where the aircraft lands must inform; The state of: registry, operator, concerned citizen’s state, ICAO
Source: ICAO Annex 17, 13.5 Reporting acts of unlawful interference
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X
(04) State the requirements regarding aircraft search procedures.
Operator must have a checklist concerning; finding bombs and weapons etc.
Source: ICAO Annex 17:
4.3 Measures relating to aircraft;
5.1 Prevention;
13.3 Aeroplane search procedure checklist
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X
071 02 10 00 Emergency and precautionary landing, and ditcing
071 02 10 01 Descriptions
(01) Describe the meaning of: ‘ditching’, ‘precautionary landing’, and ‘emergency landing’.
X
(02) Describe a ditching procedure.
- ATC
- Prepare cabin; PAX secure, life jackets on and not inflated, loose stuff stowed, prep survival kit.
- Jettison fuel
- Non relevant warning systems off – GPWS…
Basically, follow the checklist..
Watch swells and waves.
X
(03) Describe a precautionary landing procedure.
Ignore commercial pressure, PAN etc.
X
(04) Describe an emergency landing procedure.
X
(05) Explain the factors to be considered when deciding to conduct a precautionary/emergency landing or ditching.
……..
X
071 02 10 02 Cause
(01) List some circumstances that may require a ditching, a precautionary landing or an emergency landing.
X
X
071 02 10 03 Passenger information
(01) Describe the briefing to be given to passengers before conducting a precautionary/emergency landing or ditching (including evacuation).
Smoking
Seatbelts
Loose items
Tray table
Electronics
Relevant instructions.
Source: AMC1 CAT.OP.MPA.170 ‘Passenger briefing’
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X
071 02 10 04 Action after a precautionary/emergency landing or ditching
(01) Describe the actions and responsibilities of crew members after landing.
X
071 02 10 05 Evacuation
(01) Explain why the aircraft must be stopped and the engine(s) shut down before launching an emergency evacuation.
Passenger mince…
X
(02) Explain the CS-25 requirements regarding evacuation procedures.
All PAX must be out in 90 seconds with half the doors available.
> 44 PAX:
In the dark with only floor lights
Normal aircraft attitude for landing with gear down
No practice before hand
40% female
35 % over 50
15 email and >50
3 pretend under 2s
No “informed PAX” i.e cabin crew
A few other bits..
Source: CS 25.803 and Appendix J
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X
071 02 11 00 Fuel jettisoning
071 02 11 01 Safety aspects
(01) Explain why an aircraft may need to jettison fuel so as to reduce its landing mass in order to make a safe landing.
Source: ICAO Doc 4444 ‘Procedures for Air Navigation Services — Air Traffic Management’ (PANS-ATM),
15.5.3 Fuel dumping
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X
(02) Explain that when an aircraft that operates within controlled airspace needs to jettison fuel, the flight crew shall coordinate with ATC the following:
— route to be flown which, if possible, should be clear of cities and towns, preferably over water and away from areas where thunderstorms have been reported or are expected;
— the flight level to be used, which should be not less than 1 800 m (6 000 ft); and
— the duration of fuel jettisoning.
Source: ICAO Doc 4444 ‘Procedures for Air Navigation Services — Air Traffic Management’ (PANS-ATM), 15.5.3 Fuel dumping
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X
(03) Explain how flaps and slats may adversely affect fuel jettisoning.
They change the airflow pattern – there must be a placard by the jettison button.
Source: CS 25.1001 Fuel jettisoning system
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X
071 02 11 02 Requirements
(01) Explain why a fuel-jettisoning system must be capable of jettisoning enough fuel within 15 minutes.
So it can land ASAP within the weight envelope.
Source: CS 25.1001 Fuel jettisoning system
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X
071 02 12 00 Transport of dangerous goods by air
071 02 12 01 ICAO Annex 18 (4th Edition, July 2011)
(01) Define the following terms:
‘dangerous goods’,Source: ICAO Annex 18, Chapter 1 Definitions
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X
(02) Explain that detailed provisions for the transport of dangerous goods by air are contained in the Technical Instructions for the Safe Transport of Dangerous Goods by Air.
Source:
ICAO Doc 9284 ‘Technical Instructions For The Safe Transport of Dangerous Goods by Air’; ICAO Annex 18, Chapter 2, 2.2.1
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X
(03) State that in the event of an in-flight emergency, the pilot-in- command must inform the ATC of the transport of dangerous goods by air.
Source: ICAO Annex 18, Chapter 9, 9.5
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X
071 02 12 02 Technical Instructions for the Safe Transport of Dangerous Goods by Air (ICAO Doc 9284)
(01) Explain the principle of dangerous goods compatibility and segregation.
Incompatible goods must not be stored next to each other.
Source: ICAO Doc 9284 ‘Technical Instructions For The Safe Transport of Dangerous Goods by Air’
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X
(02) Explain the special requirements for the loading of radioactive materials.
Safe distance from passengers.
Must have a transport index which gives an idea of its intensity.
Source: ICAO Doc 9284 ‘Technical Instructions For The Safe Transport of Dangerous Goods by Air’
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X
(03) Explain the use of the dangerous goods list.
Comprehensive list that forms part of the technical instructions.
Source: ICAO Doc 9284 ‘Technical Instructions For The Safe Transport of Dangerous Goods by Air’
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X
(04)Identify the labels.
Source: ICAO Doc 9284 ‘Technical Instructions For The Safe Transport of Dangerous Goods by Air’
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X
071 02 12 03 Regulation (EU) No 965/2012 — Annex IV (Part-CAT) and Annex V (Part-SPA)
(01) Explain the terminology relevant to dangerous goods.
Mainly repeated from Annex 18 terminology.
Source:
Point SPA.DG.100 ‘Transport of dangerous goods’; Point SPA.DG.105 ‘Approval to transport dangerous goods’; Point SPA.DG.110 ‘Dangerous goods information and documentation’
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X
(02) Explain the scope of that Regulation.
CAT.GEN.MPA.200 Transport of dangerous goods
- (a) Unless otherwise permitted by this Annex, the transport of dangerous goods by air shall be conducted in accordance with Annex 18 to the Chicago Convention as last amended and amplified by the ‘Technical instructions for the safe transport of dangerous goods by air’ (ICAO Doc 9284-AN/905), including its supplements and any other addenda or corrigenda.
- (b) Dangerous goods shall only be transported by an operator approved in accordance with Annex V (Part-SPA), Subpart G, except when:
- (1) they are not subject to the technical instructions in accordance with Part 1 of those instructions; or
- (2) they are carried by passengers or crew members, or are in baggage, in accordance with Part 8 of the technical instructions.
- (c) An operator shall establish procedures to ensure that all reasonable measures are taken to prevent dangerous goods from being carried on board inadvertently.
- (d) The operator shall provide personnel with the necessary information enabling them to carry out their responsibilities, as required by the technical instructions.
(e) The operator shall, in accordance with the technical instructions, report without delay to the competent authority and the appropriate authority of the State of occurrence in the event of:
(1) any dangerous goods accidents or incidents;
- (2) the discovery of undeclared or misdeclared dangerous goods in cargo or mail; or
- (3) the finding of dangerous goods carried by passengers or crew members, or in their baggage, when not in accordance with Part 8 of the technical instructions.
- (f) The operator shall ensure that passengers are provided with information about dangerous goods in accordance with the technical instructions.
- (g) The operator shall ensure that notices giving information about the transport of dangerous goods are provided at acceptance points for cargo as required by the technical instructions.
Source: Point CAT.GEN.MPA.200 ‘Transport of dangerous goods’
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— > ?? (03) Explain why the transport of dangerous goods by air is subject to operator approval.
Source:
Point SPA.DG.100 ‘Transport of dangerous goods’; AMC1 ARO.OPS.200 ‘Specific approval procedure’
(04) Explain the limitations on the transport of dangerous goods by air.
Except as provided for in Annex IV (Part-CAT), the operator shall only transport dangerous goods by air if the operator has been approved by the competent authority.
SPA.DG.105 Approval to transport dangerous goods
To obtain the approval to transport dangerous goods, the operator shall in accordance with the technical instructions:
- (a) establish and maintain a training programme for all personnel involved and demonstrate to the competent authority that adequate training has been given to all personnel;
- (b) establish operating procedures to ensure the safe handling of dangerous goods at all stages of air transport, containing information and instructions on:(1) the operator’s policy to transport dangerous goods;
(2) the requirements for acceptance, handling, loading, stowage and segregation of dangerous goods;
(3) actions to take in the event of an aircraft accident or incident when dangerous goods are being carried; (4) the response to emergency situations involving dangerous goods;
(5) the removal of any possible contamination;
(6) the duties of all personnel involved, especially with relevance to ground handling and aircraft handling; (7) inspection for damage, leakage or contamination;
(8) dangerous goods accident and incident reporting.
SPA.DG.110 Dangerous goods information and documentation
The operator shall, in accordance with the technical instructions:
- (a) provide written information to the pilot-in-command/commander:(1) about dangerous goods to be carried on the aircraft;(2) for use in responding to in-flight emergencies;
- (b) use an acceptance checklist;
- (c) ensure that dangerous goods are accompanied by the required dangerous goods transport document(s), as completed by the person offering dangerous goods for air transport, except when the information applicable to the dangerous goods is provided in electronic form;
- (d) ensure that where a dangerous goods transport document is provided in written form, a copy of the document is retained on the ground where it will be possible to obtain access to it within a reasonable period until the goods have reached their final destination;
- (e) ensure that a copy of the information to the pilot-in-command/commander is retained on the ground and that this copy, or the information contained in it, is readily accessible to the aerodromes of last departure and next scheduled arrival, until after the flight to which the information refers;
- (f) retain the acceptance checklist, transport document and information to the pilot-in-command/commander for at least three months after completion of the flight;
- (g) retain the training records of all personnel for at least three years.
Source:
Point SPA.DG.100 ‘Transport of dangerous goods’;
Point SPA.DG.105 ‘Approval to transport dangerous goods’;
Point SPA.DG.110 ‘Dangerous goods information and documentation’
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X
(05) Explain the requirements for the acceptance of dangerous goods.
- Packaging
- Compatible
- Safe for expected conditions
- Tested and meets spec
- Labels and instructions in English
- Marked correctly
- 2 copies of DG transport documentation
- No damage.
Source:
Point SPA.DG.110 ‘Dangerous goods information and documentation’;
AMC1 SPA.DG.110(b) ‘Dangerous goods information and documentation’
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X
(06)Explain the requirements regarding inspection for damage, leakage or contamination.
In LO (4) above.
X
Source:
Point SPA.DG.105 ‘Approval to transport dangerous goods’;
AMC1 SPA.DG.110(b) ‘Dangerous goods information and documentation’: (a)(1)
(07) Explain the requirement for the provision of information to flight crew.
- (e) ensure that a copy of the information to the pilot-in-command/commander is retained on the ground and that this copy, or the information contained in it, is readily accessible to the aerodromes of last departure and next scheduled arrival, until after the flight to which the information refers;
Source:
Point SPA.DG.110 ‘Dangerous goods information and documentation’;
AMC1 SPA.DG.110(a);(b) ‘Dangerous goods information and documentation’
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X
(08) Explain the requirements for dangerous goods incident and accident reports.
- (e) The operator shall, in accordance with the technical instructions, report without delay to the competent authority and the appropriate authority of the State of occurrence in the event of
Source: Point CAT.GEN.MPA.200 ‘Transport of dangerous goods’
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X
(09) State that some articles and substances, which would otherwise be classed as dangerous goods, can be exempted if they are part of the aircraft equipment, or required for use during aeromedical flights.
Source: Point CAT.GEN.MPA.200 ‘Transport of dangerous goods’; ICAO Doc 9284 ‘Technical Instructions For The Safe Transport of Dangerous Goods by Air’, 2.2 Exceptions for dangerous goods of the operator
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X
(10) Explain why some articles and substances may be forbidden for transport by air.
If they cannot be carried safely…
Source:
Point CAT.GEN.MPA.200 ‘Transport of dangerous goods’; ICAO Doc 9284 ‘Technical Instructions For The Safe Transport of Dangerous Goods by Air’, 2.1 Dangerous goods forbidden for transport by air under any circumstance
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X
(11) Explain why packing must comply with the specifications of the Technical Instructions.
Seems like common sense to me…
Source: ICAO Doc 9284 ‘Technical Instructions For The Safe Transport of Dangerous Goods by Air’, Introductory chapter, 2.4 (for packing purposes, etc.)
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X
(12) Explain the need for an inspection prior to loading dangerous goods on an aircraft.
Seems like common sense to me…
Source:
Point CAT.GEN.MPA.200 ‘Transport of dangerous goods’; AMC1 SPA.DG.110(b) ‘Dangerous goods information and documentation’
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X
(13) Explain why some dangerous goods are designated for carriage only on cargo aircraft.
Unsafe for passengers probably.
These DGs are also accessible to the crew giving a greater range of options in an emergency.
Source:
ICAO Annex 18, 8.9 Loading on cargo aircraft;
ICAO Doc 9284 ‘Technical Instructions For The Safe Transport of Dangerous Goods by Air’, GENERAL PRINCIPLES
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X
(14) Explain how misdeclared or undeclared dangerous goods found in baggage are to be reported.
-
- (e) The operator shall, in accordance with the technical instructions, report without delay to the competent authority and the appropriate authority of the State of occurrence in the event of:(1) any dangerous goods accidents or incidents;
(2) the discovery of undeclared or misdeclared dangerous goods in cargo or mail; or
- (3) the finding of dangerous goods carried by passengers or crew members, or in their baggage, when not in accordance with Part 8 of the technical instructions.
- (e) The operator shall, in accordance with the technical instructions, report without delay to the competent authority and the appropriate authority of the State of occurrence in the event of:(1) any dangerous goods accidents or incidents;
Source: Point CAT.GEN.MPA.200 and related AMCs/GM
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071 02 13 00 Contaminated runways
071 02 13 01 Intentionally left blank
071 02 13 02 Estimated surface friction, friction coefficient
(01) Identify the difference between friction coefficient and estimated surface friction.
Fiction coefficient is 2 digits followed by the measuring device.
If no measuring device is available then estimated surface friction is used.
Source: ICAO Annex 15, Appendix 2
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X
(02) State that when estimated surface friction is 4 or 5, the expected braking action is good.
| Measured surface friction | Estimated surface friction | Meaning |
| 40 + | 5 | Good |
| 39-36 | 4 | Good to medium |
| 35-30 | 3 | Medium |
| 29-26 | 2 | Medium to poor |
| 25 and below | 1 | Poor |
| 0 | Less than poor |
Source: ICAO Annex 15, Appendix 2
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X
071 02 13 03 Hydroplaning principles and effects
(01) Define the different types of hydroplaning.
Dynamic – Tire rides up above the water – wheel can stop = no braking. Equivalent water depth must exceed the tyre tread depth and speed must be above VP (Hydroplane speed)
Viscous – Tire cannot penetrate and disrupt the residual layer of fluid left after most other water has been displaced. (Smooth, dusty or greasy runway). Touchdown point – can be burnt off.
Reverted Rubber – Heat turns to steam and makes rubber soft and gummy forming a seal around the tyre reducing braking action.
Source: NASA TM-85652 — Tire friction performance
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X
(02)
Compute the two dynamic hydroplaning speeds using the following formulas:
— spin-down speed (rotating tire) (kt) = 9 square root (pressure in PSI)
— spin-up speed (non-rotating tire) (kt) = 7.7 square root (pressure in PSI).
1 bar = 14.5 lb/ square inch
Source: NASA TM-85652 — Tire friction performance
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X
(03) State that it is the spin-up speed rather than the spin-down speed which represents the actual tire situation for aircraft touchdown on flooded runways.
Source: NASA TM-85652 — Tire friction performance
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X
071 02 13 04 Intentionally left blank
071 02 13 05 SNOWTAM and contamination on the aerodrome
(01) Interpret from a SNOWTAM the contamination and braking action on a runway, taxiways and apron.
Item F, G and H
F) Type: x/x/x Each third of the runway;
- Nil
- 1 Damp
- 2 Wet or water patches
- 3 Rime <1mm
- 4 Dry snow
- 5 Wet snow
- 6 Slush
- 7 Ice
- 8 Compacted or rolled snow
- 9 Frozen ruts or ridges
G) Depth in mm x/x/x Each third of the runway;
H) Braking action friction. x/x/x Each third of the runway;
| Measured surface friction | Estimated surface friction | Meaning |
| 40 + | 5 | Good |
| 39-36 | 4 | Good to medium |
| 35-30 | 3 | Medium |
| 29-26 | 2 | Medium to poor |
| 25 and below | 1 | Poor |
| 0 | Less than poor |
Source: ICAO Annex 15, Appendix 2
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X
(02) Explain which hazards can be identified from the SNOWTAM/METAR and how to mitigate them.
| Hazard | Mitigation |
| Landing – reduced braking action | Max flap/low approach speed, auto brakes high, anti skid, firm touch down, max reverse |
| Landing – reduced steering | Check crosswind, avoid excessive steering, reduce speed significantly before turning |
| Landing – Snow impacting aircraft structure | Leave flaps down for inspections |
| Take off – Increased drag | Maximum thrust and recommended flap setting |
| Take off – Reduced braking action | Antiskid or reject |
| Snow banks | Ensure width and height comply with AFM |
X
Helicopter bits omitted…