FOM Stuff

 

Minimum F/A staffing (FOM 4.3.9)

 

 

Standard Complement

Minimum for flight  (including boarding / deplaning)

Through flights with passengers onboard

A319

3

3

1

A320

3

3

1

A321

4

4

2

Note: One additional F/A is added for transcontinental flight and may be added for Caribbean flights.

 

Fuel (FOM 5.3.12)

 

Variance:       1% or 500 lbs. whichever is greater

 

Fuel Vendor Fuel Slip Tolerance (FOM 5.3.15):

Gallons: 150                          Liters:  600

 

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.

 

Taxiing

 

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)

 

      Dry snow exceeds 2 inches

      Wet snow/slush/standing water – exceeds ผ inch

(note: operations may continue with up to ฝ 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:

 

      Greater than 8,000 ft. runway

      Crosswind not over 5 kts.

      Captain not on high mins.

 

Standard Takeoff Minimums (FOM 10.5.3)

 

1 statute mile or RVR 5000

Note: If published Takeoff minimums are higher than standard you must use the higher published minimums.

 

Lower Than Standard Takeoff Minimums (QRH table pg. OD-1)

 

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 ผ mile for KLAS but Ops Specs show 500 RVR, you are limited to ผ 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 ผ 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’.

 

Max Holding Speeds and Leg Timing (FOM 5.8.3)

 

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 (FOM 10.5.5)

 

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 พ sm

CAT III – RVR 1800 or ฝ sm

 

Domestic alternate is required unless weather for destination at ETA + 1hr. is at least:

 

      Ceiling: 2000 ft. above airport elevation

      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.

 

 

Authorized Instrument Approaches (FOM 5.10.4)

 

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

CAT IIIA (Dual, Fail-Operational), alert height (AH), uses radar altimeter

CAT IIIB (Dual, Fail-Operational), alert height (AH), uses radar altimeter

Approach/

Min. Alt.

TDZ

Req. Vis.

MID

RO

Circling/

Pub. MDA

3 sm visibility, min. ceiling 1000’

1000’ HAA or MDA whichever is higher

ASR

Pub. MDA

RC

2400 – ฝ

A

May sub if TDZ is inop

A

CAT I

RNAV /

Pub. DA

RC

2400 – ฝ

A

May sub if TDZ is inop

A

CAT I ILS/

Pub. DA

RC

1800 – ฝ

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

(Not NOTAMed)

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:

      6 hrs. passes from ETD without aircraft proceeding under its own power (International only).

 

      a change is made in:

T.O. Min fuel, Decrease in Gate Release fuel, Destination (requires re-release), Alternate, New aircraft, MEL/CDL, Remarks

 

      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:

 

      Re-release point

      Re-release destination

      Re-release alternate

      Min re-release fuel at re-release point

      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

 

      Emergency – Emergency Call pb, to be used when cabin should be prepared for emergency landing

      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

 

Medical Diversions (FOM 7.6.1, pink MedLink insert in route manual):  Captain must contact MedLink prior to diverting. Flight Attendants can initiate call to MedLink by calling on GTE Airfone with *872 (*USA). Pilot can use phone patch to (602) 239-3627. Please note this service is available during layovers for crewmembers as needed at (602) 747-9622.

 


Takeoff Performance System (PH 4.4, 4.5, 4.6)

 

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.

 

If ATC changes the routing from what is filed the changed routing is shown as:

*****REVISED SEGMENT*****

on the PDC printout. The revised segment is what should be programmed into the FMGC.


High Min Capt. (FOM 4.13.7)

 

Note: Notify dispatcher of High Mins. status if High Mins. will affect operations.

 

High Mins. CAT I limits:

 

      During first 100 hrs. as Capt. PIC (does not include IOE time) use table on FOM 4-78 illustrating exemption 5549 to determine status

 

High Mins. CAT II/III limits:

 

      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:

 

      Contaminated runway

      RVR less than 4000 or พ mile vis or less

      Braking action less than GOOD

      Crosswind exceeds 15 knots

      Special Qualification Airport

      Windshear

      Always at Captains Discretion

 

Note: Captain must always make takeoff if less than 1600 RVR or ผ 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.

 

 

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