Part A 8.2

Deicing: After each application of anti/deicing fluid, the ground handling agent will complete a certificate including the commencement time in. Local. UTC.

Deicing. If Deicing takes place after the door are closed, the agent shall pass the relevant information via. Headset or VHF. Headset. VHF.

One-step deicing is carried out with a mixture of. Type II. Type III. Type II or IV and water. Type IV. Type I. Type I or III and water.

Two-step deicing is carried out with. A dilute deicing mix followed by a 100% anti icing step. A 100% deicing step followed by a 100% anti icing step. A dilute deicing mix followed by a dilute anti icing step. A 100% deicing step followed by a dilute anti icing step.

Early Deicing can be done before the crew reports only under all of these conditions. Light frost only present. Ice or snow present. OAT between +5 and -14. No precipitation present. No precipitation present or forecast. OAT between +10 and -14.

A functional flight control check is required after de-icong or anti-icing. This control check must use an external observer. True. False.

A functional flight control check is required after de-icong or anti-icing. This control check must not use an external observer. True. False.

Main types of deicing fluids use by DHL are. Type I. Type II. Type III. Type IV.

Type I fluid is. Orange. Green. Yellow. Straw.

Type II fluid is. Orange. Green. Yellow. Straw.

Type IV fluid is. Orange. Green. Yellow. Straw.

Required information following deicing:

Within the terminal control area ATC will expect a rate of descent of at least. 500fpm. 1000fpm. 1500fpm.

RVSM airspace us from FL____ to FL ____ inclusive. 290, 410. 280, 420. 280, 410. 290, 430.

The following are required to be RVSM approved. Operator. Aircraft.

There are ____ items required to be operational prior to entry into RVSM airspace. 3. 4. 5. 6.

5 requirements for RVSM entry.

How many Autopilots are required to be serviceable prior to RVSM entry?. 1. 2. 3.

How many ADCs are required to be serviceable prior to RVSM entry?. 1. 2. 3.

How many altitude alerting devices are required to be serviceable prior to RVSM entry?. 1. 2. 3.

How many ATC transponders are required to be serviceable prior to RVSM entry?. 1. 2. 3.

How many main altimeters are required to be serviceable prior to RVSM entry?. 1. 2. 3.

For RVSM an altitude keeping device is defined as at least one autopilot operational in CMD mode with any of the following modes. ALT HOLD. VNAV PATH. FLCH. VS.

If the minimum equipment requirements for RVSM entry are not met, you must. Inform ATC. Do not enter RVSM. Replan avoiding RVSM airspace. Enter RVSM airspace.

Failure of equipment within RVSM airspace: Single altimeter failure: Notify ATC. Notify ATC and exit RVSM. Notify ATC and consider exit from RVSM airspace.

Failure of equipment within RVSM airspace: both main altimeters fail: Notify ATC. Notify ATC and exit RVSM. Notify ATC and consider exit from RVSM airspace.

Failure of equipment within RVSM airspace: All altitude keeping devices fail: Notify ATC. Notify ATC and exit RVSM. Notify ATC and consider exit from RVSM airspace.

When nearing an RVSM flight level, with 1500ft to go, vertical speed should be reduced to a maximum of. 1500 and ideally between 1000 and 500. 1500. 1000. 500.

Altitude deviations greater than _____ must be reported to ______. 300, ATC and the authority. 400, ATC and the authority. 300, ATC and the company. 400 ATC and the company.

The main difference between RNAV and RNP is that. RNP requires on board performance monitoring and alerting. RNAV requires on board performance monitoring and alerting.

RNAV 5 navigational requirements can be met by. 1 navigation system. 2 navigation systems.

RNAV 1 navigational requirements can be met by. 1 navigation system. 2 navigation systems.

For the purposes of RNAV 1 and 5, navigation system means: 1 FMC, 1 CDU, 1 IRU in NAV with automatic DME/DME updating and 1 EHSI map display. 1 FMC, 1 CDU, 1 IRU in NAV mode and 1 EHSI map display. 2x FMC, 2x CDU, 2x IRU in NAV with automatic DME/DME updating and 2x EHSI map display.

A navigation system consists of. 1x FMC. 1x CDU. 1x IRU in NAV. DME/DME updating. VOR/DME updating. 1 EHSI map display. 1 x GPS.

Radio updating that ceases for a period not exceeding ____ is not considered to have failed. 2 hours. 1 hour. 30mins. 90mins.

SLOP shall only be flown. R1. R2. R3. R4. R5.

Preflight, set all altimeters to QNH. Both main altimeters should read. Within 40ft of each other. Within 75 feet of aerodrome elevation. Within 75 feet of each other. Within 40 feet of aerodrome elevation.

Preflight, set all altimeters to QNH. The standby altimeter should read. Aerodrome elevation +/-300. within 75 feet of aerodrome elevation. Within 40ft of aerodrome elevation. Within 75ft of the main altimeters.

Metric altitude conversions. If figures are not multiples of 100, figures should be rounded. Down. Up. Up or down. Up or down to the nearest 100ft.

A metric altitude conversions results in a restriction of 4930ft. This should be set as. 4900. 4930. 5000.

Whenever a GPWS warning is received, a maximum gradient climb must be initiated to MSA in all cases except. Mode 5 glideslope. Mode 3 don't sink. Mode 1 sink rate. Mode 2 terrain. Mode 4 too low.

A GPWS warning my be considered an alert under the following conditions. Daytime. Night time. 1nm clear of cloud. 5km visibility. 1000ft clear of cloud. 5nm visibility. 2000ft clear of cloud. It is immediately obvious that there is no danger.

At night or in IMC all GPWS warnings must be treated as genuine. True. False.

If a TA is recieved and the threat aircraft is SEEN and poses a threat of collision. The aircraft should be maneuvered as necessary. The aircraft must maintain its current profile unless an RA is recieved.

TCAS takes priority over stall warning, windshear or GPWS. False. True.

Fuel checks must be carried out at intervals of no less than. 1 hour. 2 hours. 30 mins.

When calculated usable fuel on landing is less than final reserve, the following phrase should be used. MAYDAY x3 FUEL. Minimum fuel. Fuel emergency.

When calculated usable fuel on landing is above final reserve fuel but any further delay would lead to landing below final reserve fuel the following phrase should be used. MAYDAY x3 FUEL. Minimum fuel. Fuel emergency.

If, as a result of an inflight fuel check, the expected usable fuel remaining on arrival at a destination is less than ALT +Final RESV fuel, the commander. Must decide whether to divert or continue so as to land with no less than Final RESV. Must divert to the destination alternate to land with no less than Final RESV. Must divert to any adequate aerodrome to land with no less than Final RESV.

If, as a result of an inflight fuel check, the expected usable fuel remaining on arrival at a destination with no alternate required is less than Final RESV fuel, the commamder. Must decide whether to divert or continue so as to land with no less than Final RESV. Must divert to the destination alternate to land with no less than Final RESV. Must divert to any adequate aerodrome to land with no less than Final RESV.

At or after the top of descent point, flight may continue to the destination landing with not less than Final RESV fuel. Provided actual or forecast weather is above alternate planning minima. True. False.

Should the commander find that he cannot arrive at destination with CMR he must. Consider diverting. Divert to the alternate. Divert to a suitable aerodrome.