AACM Test 2

Under what circumstances must an operator select TWO destination alternate aerodromes for inclusion in both the Operational flight plan and ATS flight plan?. When the destination aerodrome lacks a published instrument approach procedure and the flight is conducted under IFR. When meteorological conditions at the estimated time of use will be below the operator's established aerodrome operating minima, or when meteorological information for the destination is unavailable. When the flight duration exceeds three hours and the destination aerodrome has less than three operational navigation aids. When the aircraft is a twin-engine turbojet and the destination is more than 60 minutes flying time from the nearest suitable aerodrome.

Extended range operations by aeroplanes with two turbine engines (ETOPS) require en-route alternate aerodromes to be specified in: The operational flight plan only, as the ATS flight plan is primarily for air traffic control purposes and does not require alternate information. The ATS flight plan only, since the operational flight plan is solely for the operator's internal use and does not need to include en-route alternates. Both the operational flight plan and the ATS flight plan, as these alternates are essential for both operational control and air traffic services coordination. The aircraft technical log, which serves as the primary record for all operational planning decisions.

The margin of time for the estimated time of use of an aerodrome, as required for alternate aerodrome planning, must be: Determined by the pilot-in-command based on the latest meteorological observations and trends at the time of departure. Established by the aerodrome operator and published in the Aerodrome Manual for all operators using that facility. Approved by the Civil Aviation Authority, which also requires specification of incremental values for cloud base and visibility that are acceptable to the CAA. Calculated using the aircraft's fuel consumption rate at holding speed and the distance to the most distant alternate.

The incremental values for cloud base and visibility that must be added to the operator's established aerodrome operating minima for alternate aerodromes are intended to: Compensate for potential errors in weather forecasting and ensure that an adequate margin of safety is observed when determining whether an approach and landing can be safely conducted. Provide additional fuel savings by allowing the pilot-in-command to select lower minima when operating under Visual Flight Rules. Comply with international noise abatement procedures that require higher approach minima for certain aircraft types at specific aerodromes. Facilitate the use of non-precision instrument approach procedures at aerodromes where precision approaches are not available.

Regarding the cargo compartment fire suppression time capability, flights must be planned such that: The diversion time to any suitable aerodrome does not exceed the fire suppression time capability by more than 30 minutes, allowing for an adequate operational margin. The diversion time to an aerodrome where a safe landing could be made does not exceed the fire suppression time capability as identified in the aeroplane documentation, reduced by a 15-minute operational safety margin. The total flight time from departure to destination does not exceed the time specified in the fire suppression system certification by more than 10 percent. The crew is familiar with the fire suppression system's capabilities and has procedures to manually activate the system in the event of automatic system failure.

The level of Rescue and Firefighting Service (RFFS) protection available at any aerodrome intended to be used must be: Assessed by the operator to ensure that an acceptable level of protection is available for the specific aeroplane intended to be used, with this information contained in the operations manual. Verified by the Civil Aviation Authority through an on-site inspection conducted within 30 days of any planned operation. Published in the Aeronautical Information Publication and updated whenever the aerodrome's firefighting capability changes. Determined by the aerodrome operator and communicated to the pilot-in-command through the aerodrome briefing.

What is the distinction between the requirements for selecting two destination alternates versus selecting a single destination alternate?. Two alternates are required when the destination weather is below minima OR meteorological information is unavailable; one alternate is required when the destination weather is at or above minima but a reasonable certainty of VMC approach does not exist. Two alternates are required only for international flights; one alternate is sufficient for domestic flights regardless of weather conditions. Two alternates are required only when the aircraft has a maximum certificated take-off mass exceeding 5,700 kg; one alternate is sufficient for all lighter aircraft. Two alternates are required for all IFR flights; one alternate is sufficient for VFR flights regardless of weather conditions.

The Cargo Compartment Fire Suppression Time Capability, when identified in the relevant aeroplane documentation, must be considered in flight planning by: Ensuring the aircraft does not operate beyond a point where the diversion time exceeds the fire suppression capability plus 15 minutes. Ensuring the diversion time to any aerodrome where a safe landing can be made does not exceed the fire suppression capability minus a 15-minute safety margin. Ensuring the pilot-in-command is aware of the fire suppression time capability and incorporates it into the fuel planning for the flight. Ensuring the fire suppression system is tested and verified operational before each flight that may exceed the designated time capability.

The phrase "separate runways" in the context of destination alternate exemption means: Two or more runways at the same aerodrome configured such that if one runway is closed, operations to the other runway(s) can be conducted, with at least one having an operational instrument approach procedure. Runways located at different aerodromes within 25 nautical miles of the destination, providing alternative landing options in the event of an emergency. Runways with different surface materials (e.g., asphalt and concrete) that can be used interchangeably depending on aircraft type and weight. Runways with independent air traffic control frequencies and separate approach lighting systems that can operate simultaneously.

The requirement to establish a margin of time for the estimated time of use of an aerodrome is specifically intended to: Allow for adjustments to the flight plan when delays occur due to air traffic congestion or adverse weather. Ensure that when determining whether to proceed to an alternate aerodrome, the operator accounts for the uncertainty in weather forecasts and the potential for conditions to deteriorate. Provide the pilot-in-command with flexibility to change destination without obtaining ATC clearance. Comply with the minimum fuel requirements established in the Ninth Schedule.

The flight crew compartment door on an aeroplane equipped with such a door must be closed and locked: From the time the aircraft pushes back from the gate until it arrives at the destination gate. From the time all external doors are closed following embarkation until any such door is opened for disembarkation. From the time the last passenger boards until the first passenger disembarks. From engine start until engine shutdown.

Following an act of unlawful interference, the pilot-in-command of a Macao registered aircraft must submit a report: Within 24 hours to the Civil Aviation Authority only. Without delay to the Civil Aviation Authority and, when applicable, to the designated local authority of another State or Region. Within 48 hours to the International Civil Aviation Organization and the Macao Police. Immediately to the nearest air traffic control unit, which will forward the report to the appropriate authorities.

For the purpose of calculating the total weight of the aircraft, the respective total weights of passengers and crew entered in the load sheet shall be: Calculated using standard average weights as published in the Operations Manual. Estimated based on the passenger's stated weight at the time of booking. Determined using the maximum weight allowance specified in the Certificate of Airworthiness. Computed from the actual weight of each person, with each person separately weighed.

What exception exists to the requirement that each person be individually weighed for load sheet calculations?. There is no exception; all persons must always be weighed individually. The pilot-in-command may waive individual weighing if passengers are known to the operator. In the case of an aircraft with a total seating capacity of 12 or more persons, standard weights may be used subject to specific conditions. Children under the age of 2 years may be estimated at 5 kg without weighing.

According to the standard weight table, the weight for adult males is: 70 kg. 75 kg. 80 kg. 85 kg.

According to the standard weight table, the weight for adult females is: 55 kg. 60 kg. 65 kg. 70 kg.

A Macao aeroplane with two turbine engines shall not fly in extended range operation for commercial air transport unless: The operator has obtained specific approval from the aircraft manufacturer for such operations. The operator has obtained written authorization/specific approval from the Civil Aviation Authority. The flight duration does not exceed 120 minutes at normal cruise speed. The aircraft is equipped with at least three independent navigation systems.

During take-off and landing, all flight crew members required to be on flight deck duty shall be: At their stations and ready for any emergency. At their stations, but may stand if the aircraft is below maximum take-off weight. At their stations only if the aircraft is operating under Instrument Flight Rules. At their stations, with seat belts fastened and safety harnesses properly secured as applicable.

During the en-route phase, flight crew members required to be on flight deck duty. May leave their stations at any time without restriction. Must remain at their stations at all times, regardless of circumstances. May remain at their stations except when absence is necessary for operational duties or physiological needs. May leave their stations only with permission from the pilot-in-command.

The use of breathing oxygen by flight crew members is required: Whenever the aircraft is above 10,000 feet. Whenever they are performing duties essential to safe operation and circumstances prevail for which oxygen supply is required in Scale K of the Fifth Schedule. Only during emergency descent situations. Only when the cabin altitude exceeds 14,000 feet.