Frage  |
Antworten |
What are the operationally important components of the EASA fuel scheme? Lernen beginnen
|
|
Taxi + trip + contingency + destination alternate if required + final reserve + additional if required; extra and discretionary fuel are added when applicable.
|
|
|
What is the key difference between contingency fuel and Final Reserve Fuel? Lernen beginnen
|
|
Contingency covers unforeseen variation in planned trip consumption; Final Reserve is a protected reserve intended to remain available until landing.
|
|
|
Under the basic EASA fuel scheme for Performance Class A aeroplanes, how is contingency fuel normally calculated? Lernen beginnen
|
|
The higher of 5% of planned trip fuel or 5 minutes at holding speed at 1,500 ft above destination, unless an approved alternative fuel scheme is used.
|
|
|
What is Final Reserve Fuel for a turbine-engined CAT aeroplane? Lernen beginnen
|
|
30 minutes at holding speed at 1,500 ft above the relevant aerodrome in standard conditions.
|
|
|
What does destination alternate fuel include? Lernen beginnen
|
|
Missed approach at destination, then climb, cruise, descent, approach and landing at the selected alternate.
|
|
|
What is the purpose of additional fuel? Lernen beginnen
|
|
To protect a critical scenario such as engine failure or loss of pressurisation when the other planned fuel components are insufficient.
|
|
|
What does the basic additional-fuel critical scenario provide for? Lernen beginnen
|
|
Flight from the most critical point to a fuel ERA, then 15 minutes holding at 1,500 ft, approach and landing.
|
|
|
What is the difference between extra fuel and discretionary fuel? Lernen beginnen
|
|
Extra fuel covers anticipated delays or specific operational constraints; discretionary fuel is added solely at the commander’s discretion.
|
|
|
What is the key decision principle during an in-flight fuel check? Lernen beginnen
|
|
Reassess whether the flight can still reach a safe landing aerodrome while protecting the required Final Reserve Fuel.
|
|
|
What is the difference between MINIMUM FUEL and MAYDAY FUEL? Lernen beginnen
|
|
MINIMUM FUEL means further delay or clearance change may cause landing below FRF; MAYDAY FUEL means landing at the nearest safe aerodrome below FRF is already predicted.
|
|
|
Does MINIMUM FUEL automatically give ATC priority? Lernen beginnen
|
|
No. It is not an emergency declaration.
|
|
|
Should a crew wait until Final Reserve Fuel is actually being consumed before declaring MAYDAY FUEL? Lernen beginnen
|
|
No. The declaration is based on predicted fuel at landing.
|
|
|
What is the fundamental difference between an MMEL and an MEL? Lernen beginnen
|
|
The MMEL is the type-level master document; the MEL is the operator-specific approved document used for dispatch.
|
|
|
What is the purpose of the MEL? Lernen beginnen
|
|
To define the conditions under which safe dispatch is permitted with specified equipment inoperative; it is an alleviating document, not a target operating condition.
|
|
|
What do (O) and (M) mean in an MEL? Lernen beginnen
|
|
(O) requires an operational procedure; (M) requires a maintenance procedure.
|
|
|
What are the standard MEL rectification intervals? Lernen beginnen
|
|
A: as specifically stated; B: 3 calendar days; C: 10 calendar days; D: 120 calendar days, normally excluding the day of discovery.
|
|
|
Why must multiple deferred defects be considered together? Lernen beginnen
|
|
Their combined effect may create operational consequences or hazards not present when each defect is considered separately.
|
|
|
How can an MEL item affect the operation beyond the failed system itself? Lernen beginnen
|
|
It may change performance, procedures, fuel requirements, route/aerodrome capability or approvals such as RVSM or LVO.
|
|
|
What is the practical difference between MEL and CDL? Lernen beginnen
|
|
MEL deals mainly with inoperative equipment; CDL permits operation with specified external parts missing, subject to limitations and performance penalties.
|
|
|
What is the clean-aircraft principle? Lernen beginnen
|
|
Take-off must not commence with contamination that can adversely affect performance or controllability, except where specifically permitted by approved aircraft procedures.
|
|
|
What is the operational difference between de-icing and anti-icing? Lernen beginnen
|
|
De-icing removes existing contamination; anti-icing provides temporary protection against further accumulation.
|
|
|
How do one-step and two-step de/anti-icing differ? Lernen beginnen
|
|
One-step removes contamination and provides protection in one treatment; two-step removes contamination first and applies anti-icing protection separately.
|
|
|
When does Holdover Time start? Lernen beginnen
|
|
For one-step treatment, at the start of de/anti-icing; for two-step treatment, at the start of the second anti-icing step.
|
|
|
Is Holdover Time a guaranteed safe period? Lernen beginnen
|
|
No. It is an estimate and actual protection may end earlier as conditions change.
|
|
|
What conditions can make a published HOT unreliable or invalid? Lernen beginnen
|
|
Changes in precipitation type/intensity, temperature, wind, aircraft surface temperature or other conditions outside the HOT assumptions.
|
|
|
What should be done if frozen contamination begins accumulating before HOT expires? Lernen beginnen
|
|
The protection has failed; the aircraft must not take off without the required reassessment or treatment.
|
|
|
What are the current wake-turbulence categories? Lernen beginnen
|
|
SUPER: designated types; HEAVY: ≥136,000 kg except SUPER; MEDIUM: >7,000 kg and <136,000 kg; LIGHT: ≤7,000 kg MCTOM.
|
|
|
Which aircraft append wake category to the callsign on initial radiotelephony contact? Lernen beginnen
|
|
HEAVY and SUPER aircraft use “HEAVY” or “SUPER” as applicable.
|
|
|
What is RVSM and where is it normally applied? Lernen beginnen
|
|
1,000 ft vertical separation between appropriately approved aircraft from FL290 through FL410 inclusive.
|
|
|
What aircraft systems are fundamental for RVSM operation? Lernen beginnen
|
|
Two independent altitude-measurement systems, altitude alerting, automatic altitude control and an altitude-reporting SSR transponder.
|
|
|
What should be done if required RVSM equipment fails before entering RVSM airspace? Lernen beginnen
|
|
Do not enter as RVSM; advise ATC and obtain an appropriate clearance.
|
|
|
What is an important RVSM cross-check between primary altimeters? Lernen beginnen
|
|
At least two primary altitude indications should agree within ±200 ft; otherwise the altimetry system is treated as defective and ATC is notified.
|
|
|
What is the purpose of EDTO/ETOPS planning? Lernen beginnen
|
|
To ensure that an aircraft operating far from suitable aerodromes can safely divert following relevant failures.
|
|
|
Which two scenarios are especially important in extended-diversion planning? Lernen beginnen
|
|
Engine failure and loss of pressurisation.
|
|
|
Why can depressurisation become the fuel-critical extended-diversion scenario? Lernen beginnen
|
|
The required low-altitude diversion can greatly increase fuel consumption.
|
|
|
What is the EASA Window of Circadian Low (WOCL)? Lernen beginnen
|
|
02:00–05:59 in the time zone to which the crew member is acclimatised.
|
|
|
How may a planned maximum daily FDP be extended without in-flight rest? Lernen beginnen
|
|
By up to 1 hour, no more than twice in any 7 consecutive days, subject to the applicable sector/WOCL limitations.
|
|
|
What additional rest is required with a planned 1-hour FDP extension? Lernen beginnen
|
|
Either pre- and post-flight rest are each increased by 2 hours, or post-flight rest alone is increased by 4 hours.
|
|
|
What are the key EASA split-duty rules worth remembering? Lernen beginnen
|
|
The ground break is at least 3 consecutive hours, counts fully as FDP, and the basic FDP may be extended by up to 50% of the qualifying break.
|
|
|
When is suitable accommodation required during split duty? Lernen beginnen
|
|
For a break of 6 hours or more or a break encroaching the WOCL.
|
|
|
How does positioning before an operating sector affect FTL? Lernen beginnen
|
|
Positioning after reporting and before operating counts as FDP but does not count as a sector; all positioning counts as duty.
|
|
|
What are the basic minimum-rest rules at and away from home base? Lernen beginnen
|
|
At home base: the longer of 12 hours or the preceding duty; away from home base: the longer of 10 hours or the preceding duty.
|
|
|
What is commander’s discretion intended for? Lernen beginnen
|
|
Unforeseen circumstances in actual operations, not routine roster planning.
|
|
|
How far may FDP normally be increased using commander’s discretion? Lernen beginnen
|
|
Up to 2 hours; up to 3 hours with augmented flight crew, subject to the applicable conditions.
|
|
|
What is the most important limitation behind every FTL calculation? Lernen beginnen
|
|
Being legally within an FDP limit does not by itself mean a crew member is fit to operate; fatigue and alertness remain safety considerations.
|
|
|
