этапы отбора и ответы. Этапы отбора и ответы. REV2. Этапы отбора в Аэрофлот
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Briefingshttps://www.skybrary.aero/index.php/Flight_Preparation_and_Conducting_Effective_Briefings_(OGHFA_BN) Briefings are an essential part of flight preparation and represent a critical moment for team building, leadership establishment and an opportunity to gather and select all operational data pertinent to the upcoming flight. In-depth takeoff, cruise and approach/go-around briefings should be conducted before each flight to ensure understanding among crewmembers and the effective application of crew resource management (CRM). A thorough briefing should be conducted regardless of how familiar the crewmembers are with the flight plan and each other. This is one of the most critical moments for developing crew synergy because vital and often irreversible decisions are made (e.g., dispatch fuel quantity, loading, deicing, routing). By the end of the flight-preparation phase, the crew should have a shared mental model of the flight plan and possible problems that might arise in normal operations. Also, the crew should agree upon procedures to be used in case of unexpected events that might disrupt the normal pattern of flight operations. Briefings should help both the pilot flying (PF) and the pilot not flying (PNF) understand the desired sequence of events and actions, as well as the condition of the aircraft and any special hazards or circumstances involved in the planned flight sequence. To achieve the safety and efficiency benefits of good flight preparation, all crewmembers should strive for high-quality briefings. When conducting any briefing, the following objectives should be met: Define and communicate action plans and expectations under normal and abnormal conditions Confirm applicable task sharing (i.e., crewmembers’ roles and responsibilities) Brief each subject area to its appropriate level of detail Promote questioning and feedback Ensure full understanding and agreement on the correct sequence of actions Communicate objectives to other crewmembers (cabin crew) and develop synergy Enhance the preparedness of the flight crew and cabin crew for facing unusual requirements or responding to unexpected conditions The quality of the flight crew/cabin crew and flight crew takeoff and approach briefings shapes crew performance throughout the flight. Preflight briefings should start at the dispatch office when the dispatcher gives the flight plan to the flight crew for review and the crew’s final decision on the route, cruise flight level and fuel quantity. The on-board crew formation briefing and the flight crew takeoff and approach briefings should include the following: Crew familiarization with the departure and arrival airports and routes The maintenance state of the aircraft (e.g., inoperative items, recent repairs) Fatigue state of crewmembers (e.g., short-haul/multi-sector operations) Takeoff, departure, approach and landing conditions (e.g., weather, runway conditions, special hazards) Lateral and vertical navigation, including intended use of automation Communications Status of cabin from the cabin crew Status of abnormal procedures as applicable (e.g., rejected takeoff, diversion, missed approach/go-around) Review and discussion of takeoff and departure hazards Briefings should be conducted during low-workload periods. The takeoff briefing should be conducted while the aircraft is at the gate or other parking position. The descent preparation and the approach and go-around briefings should typically be completed 10 minutes before reaching the top-of-descent to prevent increasing workload and rushing the descent preparations. Предполётный осмотр самолётаPreflight walk-around is necessary to inspect outside parts of the aircraft in order to ensure that all blanks and covers have been removed, there are no foreign objects and significant defects. Moreover, the major parts and control surfaces of the aircraft work properly, no fluid leaks. Inspection includes all hatches check, nose cone, nose strut of undercarriage and wheel bay/well, gear locks, bottom of center wing section, right strut, engine inlet and nacelle, semispan wing and wing devices, fuel coupling, then aft body from bellow, empennage. Port side is inspected as well as/much the same. ICAO documents 4444. Air Traffic Management. Separation methods and minima, Separation in the vicinity of aerodromes, Procedures for aerodrome control service. 8168. Aircraft operations. Contains the next information - Departure procedures, Arrival and approach procedures, En-route criteria, Holding procedures, Noise abatement procedures. 9432. Manual of radiotelephony. Standard phraseology for different phases of flight, Distress and urgency procedures. ATC Clearanceshttps://www.bfsaa.se/en/blog/learn-to-talk-like-a-pilot-part-3-clearances Clearances are issued by Air Traffic Control (ATC) to the crew aboard an aircraft for a variety of different purposes. A few examples are: Departure clearance Taxi clearance Takeoff clearance Approach clearance Landing clearance One thing that is common for all clearances given is that ATC always starts their instructions by stating the callsign of the aircraft the instructions are intended for. The Pilots always read back the instructions and ends with their callsign. This ensures what is known as "closed-loop communication" between Pilots and ATC. Flare outThe landing flare also referred to as the round out is a maneuver or stage during the landing of an aircraft. The flare follows the final approach phase and precedes the touchdown and roll-out phases of landing. In the flare, the nose of the plane is raised, slowing the descent rate, and the proper attitude is set for touchdown. Alternate Aerodromehttps://www.skybrary.aero/index.php/Alternate_Aerodrome ICAO defines an Alternate aerodrome as "an aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing where the necessary services and facilities are available, where aircraft performance requirements can be met and which is operational at the expected time of use". Alternate aerodromes may be designated as Take-off , En-route or Destination alternates. ICAO defines each of these as follows: A Take-off alternate is an aerodrome at which an aircraft would be able to land should this become necessary shortly after take-off and it is not possible to use the aerodrome of departure. A take-off alternate aerodrome should be specified in the operational flight plan if either the meteorological conditions at the departure aerodrome are below the applicable landing minima or in case it should not be possible to return to the departure aerodrome for some other reason. For aeroplanes with two engines, such an alternate must be within one hour's flight time at the one-engine-inoperative cruising speed. Aeroplanes with three or more engines are permitted two hours of flight time for the same purpose and under the same conditions. An En-route alternate is an aerodrome at which an aircraft would be able to land in the event that a diversion becomes necessary while en route. An en-route alternate aerodrome is only required for EDTO (Extended Range Operations) operations by aeroplanes with two turbine engines. A Destination alternate is an aerodrome at which an aircraft would be able to land should it become either impossible or inadvisable to land at the aerodrome of intended landing. At least one destination alternate aerodrome must be designated and specified in the both operational and ATS flight plans if a flight under IFR is going to be made unless one of the following applies: after taking all relevant factors into account, it is reasonably certain that VMC will prevail for the approach and landing there is more than one independently useable runway is available which can be expected to be useable at the ETA and at least one of those runways has an instrument approach procedure the aerodrome is isolated, in which case a destination alternate is not required and instead additional fuel must be carried. a Point of No Return (PNR) must be determined and this must not be passed unless an assessment of the prevailing weather, traffic and other operational conditions indicates that a safe landing can be achieved at the ETA. Two destination alternate aerodromes must be designated and specified in the operational and ATS flight plans if either the destination weather forecast for the ETA indicates that conditions will be below the applicable aerodrome operating minima or no appropriate destination weather forecast for the ETA is available. Almost all flights require Destination Alternates but Take-off and En-route alternates are only required in specific circumstances and the departure aerodrome may also be an en-route or destination alternate for the same flight. Aerodrome Operating Minimahttps://www.skybrary.aero/index.php/Aerodrome_Operating_Minima_(AOM) Aerodrome operating minima (AOM) are criteria used by pilots to determine whether they may land or take off from any runway. AOM consist of two parts: one relating to the cloud base and one relating to the visibility and/or Runway Visual Range (RVR). Pilots must determine the standards applied at airports where they intend to operate and make due allowance for any differences. The international standards for AOM are defined in ICAO Doc 8168 - Procedures for Air Navigation Services (PANS-OPS) and are employed in most countries throughout the world. AOM are defined as: (ICAO Annex 6 Part 1) "The limits of usability of an aerodrome for: take-off, expressed in terms of RVR and/or visibility and, if necessary, cloud conditions; Take-off minima normally consist of a visibility and/or RVR element only; however, if an obstacle exists in the Net Take-off Flight Path (NTOFP) which must be avoided by a visual manoeuvre, the minimum cloud base will also be specified. landing in Precision Approach and landing operations, expressed in terms of visibility and/or RVR and Decision Altitude/Height (DA/H) as appropriate to the category of the operation; landing in approach and landing operations with vertical guidance, expressed in terms of visibility and/or RVR and DA/H; and landing in Non-Precision Approach and landing operations, expressed in terms of visibility and/or RVR, Minimum Descent Altitude/Height (MDA/H) and, if necessary, cloud conditions." AOM are calculated by the operator based on information supplied by the national authority and are published in the Flight Operations Manual. An instrument approach may not be continued beyond the DH/DA or MDH/MDA unless the required visual references for the runway are distinctly visible and identifiable. Where a landing is to be made on a runway other than the runway to which the approach is being flown, appropriate Circling Approach minima (MDH and visibility) apply. Technical Logbook Technical logbook provides a complete history of aircraft inspections, flight hours or hours of operation, modifications, and major repairs. Also, provide management with information related to the aircraft’s and equipment’s service age. Как проходит заправка ВС?Refueling of aircraft is carried out only by fuel prepared for use, with provision of fire safety measures. Fueling of the aircraft is performed in the absence of passengers on board. In exceptional cases and with the observance of safety measures, fuel can be fueled with passengers on board. Fueling is carried out with the help of centralized systems, special-purpose vehicles and other refueling facilities that have not closer than 5 m from the aircraft. When fueling (fuel draining), DO NOT: - to make refueling in conditions of thunderstorm activity; - to connect and disconnect from the power sources of electric power; - to make fueling (fuel draining) with spilled fuel in the parking lot; - to heat engines, products and systems, passenger cabins and cabin crew; - use open fire, defective electric lamps (lanterns) for control of work during filling (draining); - pass or stop under the airplane of any type of transport; - refuel when the wheel brakes overheat The required amount of fuel for the flight is determined by the calculation of SITA. The final decision on the required amount of fuel for the flight is taken by the captain. Before refueling, the specialist responsible for refueling the aircraft must: - check the fuel sludge for lack of water and mechanical impurities - check the installation of the ground filling agent and the cable (wire), which is equalizing the electrical potentials of the aircraft and the fuel. - carry out refueling of the specified amount of fuel in compliance with the established feeding regime Посадка в UUEE без радиосвязиRadio communication is considered lost if within 5 minutes the crew (dispatcher) does not answer at any communication channel. In the event of loss of radio communications, the pilot-in-command shall: - enable a distress signal; - take measures to restore communication with the dispatcher of the ATS unit throughother aircraft, or other traffic service points; - use the emergency frequency of 121.5 MHz; - transmit, on a signal of urgency, information on the decision taken, location, flight altitude, without waiting for ATC confirmation; - listen to the communication channels and the frequency of the OM ATC instructions and information. In case of radio communication loss, the crew of the aircraft is in all cases obliged continue to transmit established position reports, actions, flight conditions. In case of radio communication loss immediately after take-off, the pilot-in-command is obliged to make an approach according to the established scheme and to land at the departure aerodrome. In cases when landing at the departure aerodrome after take-off is not possible (according to meteorological conditions or if the aircraft mass exceeds the maximum landing weight, and there are no conditions for draining fuel, etc.), the captain has the right: - to follow the destination aerodrome in accordance with the conditions given the ATS unit; - to follow the alternate aerodrome at the level specified by the ATS unit or at the nearest lower FL (in accordance with the rules vertical separation), but not lower than the lower (safe) FL. In the case where the flight is carried out at the lower (safe) FL, to the alternate aerodrome, you must follow the nearest upper level. In case of radio communication loss during climbing to a specified flight level (altitude), the pilot-in-command has the right to land at the departure aerodrome in accordance with the established descent and approach procedure. If it is not possible to land at the departure aerodrome, the aircraft commander decides to proceed to the destination aerodrome or to the alternate aerodrome in accordance with the above-mentioned point. If a radio communication is lost after reaching assigned FL (altitude), flight to the destination aerodrome or to the alternate aerodrome located on the route is performed at this FL (altitude), and return to the departure aerodrome at the nearest lower FL. In the case where the flight is carried out at the lower (safe) FL, the departure aerodrome must be followed at the nearest upper FL. In the event of radio communication loss during the descent phase, the pilot-in-command is required to maintain the flight level (altitude) established by the ATS unit and perform a flight to the landing aerodrome at that FL (altitude), followed by an approach and landing in accordance with the established scheme. |