Minimum F/A staffing (FOM 4.3.9)
|
Minimum
for flight (including boarding /
deplaning) |
Through
flights with passengers onboard |
||
|
3 |
1 |
||
|
3 |
1 |
||
|
4 |
2 |
Note: One additional F/A is added for transcontinental flight
and may be added for Caribbean flights.
Variance: 1% or
500 lbs. whichever is greater
Fuel Vendor Fuel Slip Tolerance (FOM 5.3.15):
Note: Fuel
slip may not be passed through sliding cockpit window (FOM 5.3.15)
Captain may increase GATE RELEASE fuel as needed. Relay new
fuel amount to dispatcher. Dispatch will check new fuel amount for load
problems then contact departure station. If fuel decrease is needed then
dispatch must agree.
Note: Do not takeoff with less than T.O. MIN Fuel
When refueling with passengers on board a flight attendant
must be stationed at main door and jetway or stairs must be attached to
aircraft. (FOM 5.3.13)
Loading Last Minute Baggage (FOM 9.5)
Right engine must be shut down. Load forward compartment
only.
The captain is NOT required to stop only because a passenger
leaves seat during taxi. Use judgment to determine if stopping will create a
greater possible hazard. When able stop and re-seat passenger.
The captain may decide when visibility is sufficient. During
low visibility operations only run checklists when aircraft stopped or on
straight taxiway with no “complex” intersections. If low visibility use SMGCS
if published for below RVR 1200. The lowest reporting RVR on the airport is the
controlling RVR for taxi out. (FOM
5.5.6)
Definition of Dispatch (FOM 5.4.3, glossary)
Aircraft pushed back, taxied or towed from blocks for
purposes of flight.
See table in FOM for dealing with MX discrepancies after
dispatch.
Operations will cease when: (FOM 10.3.2)
Ø Dry snow
exceeds 2 inches
Ø Wet
snow/slush/standing water – exceeds ¼ inch
(note: operations may continue with up to ½ inch with
dispatch concurrence)
Nil Braking action: (FOM 10.3.3)
Do not operate on any part of airport that has NIL braking
action report unless by Non-USAirways pilot. Then only with concurrence of
dispatcher and:
Ø Greater
than 8,000 ft. runway
Ø Crosswind
not over 5 kts.
Ø Captain
not on high mins.
1 statute mile or RVR 5000
Note: If
published Takeoff minimums are higher than standard you must use the higher
published minimums.
This information is available on Jepp charts (back of
airport taxi chart, usually 10-9) for airport and in QRH OPS DATA. You must use
the higher of the two for given situation. For example, Jepp lists ¼ mile for
KLAS but Ops Specs show 500 RVR, you are limited to ¼ mile. Also, note required
lighting and runway markings for specified RVR. Currently down to as low as 500
RVR
Note: Captain must make takeoff if less than 1600 RVR or ¼
mi. visibility (due to lack of reference if reject and change of control from
Capt. to F/O) (FOM 5.7.1)
Takeoff
Alternate (FOM 10.5.7, QRH OPS DATA)
Declare a takeoff alternate anytime weather conditions at
the departure airport are below CAT I landing minimum. Airbus is allowed
exception down to CAT IIIA minimums if available and useable at departure
airport. Takeoff alternate must be within 1 hr. from departure airport with
one-engine inoperative. For planning purposes use:
|
Type Aircraft |
Ave. KIAS |
Distance NM |
Fuel
Flow lbs./hr. |
Assumed
Altitude |
|
A319 |
320 |
373 |
6,900 |
11,000 |
|
A320 |
320 |
368 |
6,900 |
10,000 |
|
A321 |
320 |
373 |
8,200 |
11,000 |
Headsets / Boom Mikes (FOM 4.10.13, 4.10.14)
Headsets and Boom Mikes must be worn below 18,000 ft.
Oxygen (FOM 4.10.28)
When one pilot leaves their station the remaining pilot must
wear an oxygen mask when above FL250. Both pilots must wear oxygen anytime
cabin altitude exceeds 10,000’.
Through 6000 ft. 200
KIAS, 1 min.
Above 6,000 through 14,000 ft. 230 KIAS (210 KIAS where published), 1 min.
Above 14,000 ft. 265
KIAS, 1 min. and 30 secs.
Standard pattern – right hand turns
Non-Standard pattern – left hand turns
Destination weather must be at or above the lowest
authorized landing minima, compatible with aircraft type, at ETA.
Weather Below Minimums (FOM 5.10.15, 5.10.16)
You may not begin an approach (pass the FAF or begin final
approach segment on approach without FAF) with out reported visibility (RVR) at
or above the minimum visibility for that approach. If you are already on the
final approach segment and visibility is reported less than required for that
approach, you may continue the approach but you may not go below landing
minimums unless the visibility is reported at or above the required minimum
visibility.
Alternates (FOM 10.5.7)
Alternate weather minima (AWM) apply for both destination
and takeoff alternates. Minima is based on straight in precision or
non-precision approaches. For airports with at least two appropriate approaches
the approaches must be to separate, suitable runways (can be opposite ends of
same physical runway).
Note: IFR
alternate weather minima are restrictive for dispatch (filing) purposes. Once
committed to an alternate airport, standard approach minima apply.
|
Facility |
Ceiling |
Visibility |
|
1 nav
aid |
CAT I
HAT + 400
ft. |
CAT I
visibility min. + 1 sm |
|
2 or
more nav aids |
CAT I
HAT of highest of the two approaches +200 ft. |
CAT I
vis. mins. to highest app. mins. + 1/2 sm |
|
CAT II
or III with 2 or more nav aids |
CAT II –
300 ft HAT CAT III
– 200 ft HAT |
CAT II –
RVR 4000 or ¾ sm CAT III
– RVR 1800 or ½ sm |
Domestic alternate is required unless weather for
destination at ETA + 1hr. is at least:
Ø Ceiling:
2000 ft. above airport elevation
Ø Visibility:
3 sm.
Alternate weather must meet or exceed AWM for the planned
approach at the ETA. A second alternate will be filed if weather at both the
destination and first alternate is “marginal”.
Takeoff Alternate is required anytime weather at departure
airport is below CAT I minimums except Airbus when CAT II/III is available,
then Takeoff Alternate not required until weather minimums below CATIIIA.
ILS, ILS/DME, ILS/PRM, LDA w/ glideslope, LDA DME w/
glideslope, LDA PRM DME w/ glideslope, ASR/SRA, RNAV, VOR (with VNAV), VOR/DME
(with VNAV)
Approach Minima
(QRH
OPS DATA)
CAT I, decision altitude (DA), uses barometric altimeter
CAT II, decision height (DH), uses radar altimeter or inner
marker as published
CAT IIIA (Single, Fail-Passive), decision height (DH), uses
radar altimeter
|
Approach/ Min. Alt. |
TDZ Req. Vis. |
MID |
|
|
Circling/ Pub. MDA |
3 sm
visibility, min. ceiling 1000’ 1000’
HAA or MDA whichever is higher |
||
|
ASR Pub. MDA |
RC 2400 – ½ |
A May sub
if TDZ is inop |
A |
|
CAT I RNAV / Pub. DA |
RC 2400 – ½ |
A May sub
if TDZ is inop |
A |
|
CAT I
ILS/ Pub. DA |
RC 1800 – ½ |
A May sub
if TDZ is inop |
A |
|
CAT II / Nominal
100’ DH (as
published) |
RC 1600 |
A |
A |
|
CAT II / Nominal
100’ DH (as published) |
RC 1200 |
A May sub
if RO is inop |
RA |
|
Canadian CAT II / 100’ DH |
RC 1200 |
RC 700 |
|
|
CAT IIIA
/ 50’ DH
(single) 100’ AH
(dual) |
RC 700 |
RC 700 |
RA |
|
CAT IIIB
/ 100’ AH
(dual) |
RC 600 |
RC 600 |
RA |
|
CAT IIIB
/ 100’ AH
(dual) |
RC 300 Note:1
RVR may |
RC 300 be temp.
inop. |
RC 300 |
|
Canadian
CAT III 50’ DH
(single) 100’ AH
(dual) |
RC 600 |
RC 600 |
RA |
C = controlling, R = required, A = advisory
Use CAT C for straight in approaches (A321 CAT D), CAT C for
circling unless app. speed is greater than 140 KIAS, then use CAT D (FOM 5.10.3)
Amended Release (FOM 5.3.9)
A release must be amended or re-released when:
Ø 6 hrs.
passes from ETD without aircraft proceeding under its own power (International
only).
T.O. Min fuel, Decrease in Gate Release fuel, Destination (requires re-release), Alternate, New aircraft, MEL/CDL, Remarks
Ø Flight
takes off and returns to airport of departure (except when part of original
release)
A re-release is an amended release which changes the
destination airport. This is a planned change in a release and is co-ordinated
with dispatch. A re-release point will be designated and no earlier than two
hours prior to the re-release point and no later than the re-release point the
dispatcher will send a message containing:
Ø Re-release
point
Ø Re-release
destination
Ø Re-release
alternate
Ø Min
re-release fuel at re-release point
Ø Weather
and field conditions if any changes from original
F/A Emergency Notification – TEST Questions (FOM
7.5.4) Signals (FOM 4.6.12 & 7.19.2)
T – how much Time
E – type of Emergency
S – brace Signal
T – Take special instructions
Ø Emergency
– Emergency Call pb, to be used when cabin should be prepared for emergency
landing
Ø Brace
Signal – Prearranged signal, usually given at 1000 ft.
Least Risk Bomb Location (FOM 7.26.4): LRBL is center of RH aft cabin door
The TPS departure plan is highly recommended but NOT
required for departure. The TPS contains airport performance data and will help
the crew in determining what power and flap configurations will be needed for
departure. As long as a valid W&B message for the correct runway is
received the TPS is not needed.
If the W&B is sent with proper weights but not the
correct needed runway the pilot may use the TPS data for the needed runway
assuming that the actual W&B takeoff weight is at or less than the TPS
data. PTOW stands for Planned Takeoff Weight and ATOW for Assumed Takeoff
Weight (2000 lbs. difference). Use TPS quick reference guide on PH 4.6 to
determine if new W&B is needed.
The ATOW weight will be valid for any numbers with assumed
temps. The PTOW is for any numbers using TOGA. The TPS is valid if aircraft
weight is at or below given weight for power setting, the pressure setting is
within minus 0.1 “ or more of given and the temperature is at or below the
given for TOGA or at or below the assumed temp for FLEX.
If pilot wishes to use a TOGA setting instead of the given
FLEX you may just set TOGA and use given numbers otherwise.
If upper Thrust / V speed section weight is not valid lower
Airport Analysis section may be used if Weight and Balance data does not
include needed runway. Find needed runway and configuration that is at or below
Weight and Balance weight. Use TOGA thrust. Get V speeds from PH chapter 4.8.
ATC Clearance (FOM 5.1.2)
Request clearance no earlier than 20 mins. prior to
departure time. Departure clearance is good for 2 hrs. past scheduled departure
time. Call Clearance Control to extend valid clearance time if necessary.
Note: Notify dispatcher of High Mins. status if High Mins.
will affect operations.
Ø During
first 100 hrs. as Capt. PIC (does not include IOE time) use table on FOM 4-78 illustrating
exemption 5549 to determine status
Ø 100 hrs.
PIC in A320/319/321
§
No CAT III
§
For CAT II - Use table on FOM 4-78 illustrating exemption
5549 to determine status
Low Time F/O (FOM 4.12.8)
Note: Notify Captain at beginning of trip, low time F/O
may fly a “monitored” CAT II/III approach.
During F/O’s first 100 hrs. (including IOE) Captain must
make the takeoff or landing if:
Ø Contaminated
runway
Ø RVR less
than 4000 or ¾ mile vis or less
Ø Braking
action less than GOOD
Ø Crosswind
exceeds 15 knots
Ø Special
Qualification Airport
Ø Windshear
Ø Always at
Captains Discretion
Note: Captain must always make takeoff if less than 1600
RVR or ¼ mi. visibility (FOM 5.7.1)
Pairing Limitations (FOM 4.12.9)
US Airways will not pair two pilots together who
individually have less than 75 hrs. in type and position.
Consolidation of Learning (FOM 4.12.10)
Pilot must accumulate 100 hrs. in type and position
(including IOE) within 120 days of Type Rating or Proficiency Check. May be
extended to 150 with Line Check.