SkyWest FOM Questions with correct Answers

SkyWest FOM Questions with correct Answers Flight time limit in 1 FDP 9 hours (reporting domicile local time) 8 hours otherwise Flight time limit in 672 consecutive hours (28 days) 100 hours Flight time limit in 365 consecutive days 1000 hours FDP begins When a flight crewmember is required to report for duty with the intention of conducting a flight, a series of flights, or reposition/ferry flights FDP ends When the aircraft is parked after the last flight and there is no intention for further aircraft movement by the same flight crewmember FDP limit in 168 consecutive hours (7 days) 60 hours FDP limit in 672 consecutive hours (28 days) 190 hours FDP limit in 1 duty day 13 hours or less (see Figure 2, Table B) FDP max extension in 1 duty day 2 hours (90 minutes is typically automatic) Split duty conditions 1. The rest opportunity is provided between the hours of 2200 and 0500 local time. 2. The time spent in the suitable accommodation is at least three hours, measured from the time the flight crewmember reaches the suitable accommodation. 3. The rest opportunity is scheduled before the beginning of the FDP in which that rest opportunity is taken. 4. The rest opportunity the flight crewmember is actually provided may not be less than the rest opportunity that was scheduled. 5. The rest opportunity is not provided until the first segment of the FDP has been completed. 6. The combined time of the FDP and the rest opportunity provided in this paragraph does not exceed 14 hours. When the SIC has fewer than 100 hours of flight time (including IOE) as SIC in the type airplane being flown, and the PIC is not an appropriately qualified pilot check airman, the PIC must make all takeoffs and landings in the following conditions: 1. At FAA Special PIC Qualification Airports or at SkyWest special airports 2. Reported visibility is 3/4 mile or less 3. Reported RVR for the runway to be used is 4000 feet or less 4. The runway to be used has water, snow, slush, or similar conditions that may adversely affect airplane performance. 5. Reported braking action for the runway to be used is less than GOOD or RCC is 5 or less 6. The crosswind component for the runway to be used is > 15 knots. 7. Windshear is reported in the vicinity of the airport 8. Any other condition in which the PIC determines it to be prudent to exercise the PIC's prerogative SIC crosswind component limit 20 knots (may be waived when the PIC is a qualified Company check airman.) Green on green definition Either the PIC or the SIC must have at least 75 hours of line operating flight time, either as PIC or SIC for that type airplane High Minimums Captain (PIC has < 100 hours as PIC in type) 1) MDA/DH and visibility minimums in SkyWest Ops Specs for regular, alternate, or refueling airports are increased by 100 feet and one half mile (or RVR equivalent). a) At an alternate, when conducting the approach, do not add 100 feet and one-half mile to the minimums. The minimums for that approach are 300 feet and one mile visibility, or published, whichever is higher. b) Category II not authorized c) The 100 hours of PIC experience required above may be reduced (not to exceed 50 percent) by substituting one landing in operations under 14 CFR Part 121.652(b) in the type of airplane for one required hour of PIC experience, if the pilot has at least 100 hours as PIC of another type airplane in operations under 14 CFR Part 121.652(b). FAA Special PIC Qualification Airports (Operations Specification C050) 1) Asheville Regional, NC; KAVL 2) Aspen-Pitkin Co/Sardy Field, CO; KASE 3) Burbank/Bob Hope Airport;Glendale-Pasadena, CA; KBUR 4) Binghampton Regional, NY; KBGM 5) Burlington Intl, VT; KBTV 6) Butte/Bert Mooney, MT; KBTM 7) Charleston/Yeager, WV; KCRW 8) Cody Yellowstone Regional, WY; KCOD 9) Durango-La Plata Co, CO; KDRO 10) Eagle County Regional, CO; KEGE 11) Flagstaff/Pulliam, AZ; KFLG 12) Guadalajara, Mexico; MMGL 13) Gunnison Co, CO; KGUC 14) Hailey/Friedman Memorial, ID (Sun Valley); KSUN 15) Hayden/Yampa Valley, CO; KHDN 16) Jackson Hole, WY; KJAC 17) Juneau Intl, AK, Alaska (U.S.); PAJN 18) Ketchikan Intl, AK, Alaska (U.S.); PAKT 19) Klamath Falls Intl, OR; KLMT 20) Loreto, Mexico; MMLT 21) Mammoth Lakes, CA; KMMH 22) Missoula Intl, MT; KMSO 23) Ontario Intl, CA; KONT 24) Palm Springs Regional, CA; KPSP 25) Reno/Tahoe Intl, NV; KRNO 26) Roanoke Regional Woodrum Field, VA; KROA 27) San Diego Intl-Lindbergh Field, CA; KSAN 28) San Francisco Intl, CA; KSFO 29) Sitka Rocky Gutierrez, AK, Alaska (U.S.); PASI 30) Washington/National, DC; KDCA 31) West Yellowstone, Yellowstone, WY; KWYS SkyWest Special PIC Qualification Airports see SkyWest Online (FO folder) > Bulletin > Airports > Briefing Guides 1) Aspen-Pitkin Co/Sardy Field, CO; KASE* 2) Butte/Bert Mooney, MT; KBTM 3) Eagle County Regional, CO; KEGE* 4) Gunnison Co, CO; KGUC 5) Jackson Hole, WY; KJAC 6) Juneau Intl, AK, Alaska (U.S.); PAJN 7) Ketchikan Intl, AK, Alaska (U.S.); PAKT 8) Hailey/Friedman Memorial, ID (Sun Valley); KSUN 9) Cranbrook, BC, Canada; CYXC 10) Mammoth Lakes, CA; KMMH Marginal weather Weather conditions at the destination and first alternate is at or forecast to be, at the estimated time of arrival, equal to the lowest authorized minima for that destination and alternate airport. While enroute to the destination airport, forecast weather at the planned alternate airport(s) listed in the dispatch release must be at or above alternate planning minimums. If the weather changes after the point of dispatch (PIC signs and accepts the manifest), the flight may: a) Continue to the destination on the basis of the original release without adding an alternate, if there will be no adverse affect on the safety of the flight; or b) Add an alternate within the fuel range of the aircraft; or c) Stop for enroute fuel if the alternate is out of the range of the aircraft. Alternate Exemption 3585 1) The release must include an additional alternate airport, when the destination or first alternate airport weather forecast includes conditional language indicating below authorized minimums at the estimated time of arrival. Conditional language includes TEMPO (temporary) or PROB (probability). a) Destination airport - Conditional language must indicate the forecast weather conditions will not be less than one-half of the lowest weather minimum visibility established for the instrument approach procedure expected to be in use. b) First alternate airport - Conditional language must indicate the forecast weather conditions will not be less than one-half of the alternate weather minimum ceiling and visibility for that airport. c) Second alternate airport - The forecast weather conditions must indicate in the main body and conditional language that weather conditions will be at or above the alternate airport weather minimum ceiling and visibility for that airport. Alternate Exemption 3585 - enroute considerations The PIC, while enroute, must ensure by way of air-to-ground communication with the dispatcher and/or other appropriate facilities, that the most current METAR and TAF for the destination and alternate airports are received. This current weather information must be used when making a decision to proceed to an alternate airport for landing. Alternate Exemption 3585 - conditions and limitations Does not apply to secondary alternates or to international destinations. Does not apply to high minimum captains. Weather Analysis a) Both the PIC and the dispatcher must check weather over the intended route and at the destination and alternates. This check must be made immediately upon receiving the scheduled routing so the CS ground operations agent can be assured of the maximum load that can be carried. In all cases, safety is the governing factor. b) The weather check made by the PIC and dispatcher considers the following: (1) Weather reports for the route flown and a reasonable area beyond the destination to indicate weather developments and the presence of adverse weather phenomena. (2) At least the latest METAR and current forecast for the departure, destination, and alternate cities. (3) Study of the latest winds aloft report data. c) The dispatcher keeps the PIC informed of any SIGMETS or any information that may affect the safety of flight. Forecasts Obtained from a Non-NWS Source Forecasts issued by WSI are the only non-NWS source authorized for use in making flight-related decisions. Forecasts from Delta and United Airlines may be used in conjunction with a NWS/WSI TAF as supplementary information to enhance situation awareness. A WSI TAF may be used even though a NWS TAF may have a more recent issue time. Weather report - missing elements Wind Speed and Direction: A flight may not depart or land at an airport with a missing wind report. Visibility: A flight may not depart or land at an airport with a missing visibility report. Sky Condition (Ceiling): A flight may depart under IFR with a missing sky condition unless required by the SID/DP. A flight may be dispatched to and land at an airport with a missing sky condition report unless required by the instrument approach procedure. A visual approach is allowed with a missing sky condition report in accordance with Ops Spec C077 Terminal Visual Flight Rules, Limitations, and Provisions. Temperature: For airports in the United States, in the event of a missing temperature report, the dispatcher must obtain an airport temperature using the NWS Real Time Mesoscale Analysis (RTMA) system. Crews may request an RTMA temperature from the dispatcher as needed to determine takeoff or landing performance. RTMA is only available for U.S. cities. Mexico, Canada, and Bahamas flights may not depart or land with a missing temperature report. Altimeter: A flight may not depart or land at an airport with a missing altimeter report. NOTE - Local altimeter setting is required unless the current published approach plate lists an alternate source. Weather report - NOTAM unreliable In the event an element is NOTAM'd "Unreliable", a flight may depart or land if all required elements are included in the latest observation. Fuel supply - PIC questions dispatcher's fuel figures A fuel increase must be coordinated with the dispatcher. A fuel decrease of 200 lb or 50 percent of the contingency fuel, whichever is the most restrictive, may be made by the PIC without consulting the dispatcher. Fuel decreases exceeding the above amount may not be made without the concurrence of the dispatcher. A request for a fuel decrease must not be accepted by the dispatcher from anyone except the PIC of the flight involved. Fuel supply - MINTO MINTO (minimum takeoff) fuel must be onboard at the start of the takeoff roll. This is calculated by the dispatcher to be the minimum FAR fuel needed to complete that flight leg. Fuel supply - PIC reports to dispatcher ASAP ETA at the destination exceeds 15 minutes beyond the flight plan ETA Cruise altitude varies by 4,000 feet from the flight plan The airplane exceeds 100 miles from the flight-planned route Fueling limitations Fueling and defueling must always be accomplished with the aircraft outdoors. Passengers may enplane and deplane during fueling and defueling operations except when operations are conducted on the left side of the aircraft. Areas outside of all emergency exits must remain unobstructed in the event an emergency evacuation or expedited deplaning of passengers is warranted. When fueling/defueling is accomplished with passengers onboard, ensure direct person-to-person contact between the fueling contractor and a crewmember takes place to: (1) Ensure the MCD remains open, or (2) Ensure another communication method is established. No fueling service may take place within 300 feet of any operating weather radar or within 200 feet of high frequency radio equipment. No fueling may take place while the aircraft engines are operating with the exception of irregular fueling operations described in the aircraft SOPM. The fueling contractor is responsible for removing any spilled fuel and/or liquids immediately from the servicing area using approved methods. Cleanup of fuel spills must be in accordance with local policy and procedures. When a spill is observed, the fuel servicing must stop immediately. A CS agent or fueling contractor notifies the crewmember. The crew must determine if the spill constitutes an emergency and whether or not emergency evacuation or expedited deplaning of passengers is warranted. A fire crew must be notified when a spill: • Covers over 10 feet in any direction, or • Covers over 50 square feet in area, or • Continues to flow, or • Is otherwise a hazard to persons or property. No fueling service may take place when the aircraft has not been chocked or when the rotating beacon is turned on. Refueling procedures for airports not listed in Ops Spec C070 Airports Authorized for Scheduled Operations. (1 Required information in a release 14 CFR Part 121.687 Identification number of the aircraft Trip or flight number Departure airport, intermediate stops, destination airports, and alternate airports Statement of the type of operation (IFR or VFR) Minimum fuel supply (MINTO) Weather reports, forecasts or combination thereof, for the destination, intermediate, and alternate airports that are the latest available at the time the release is accepted by the PIC and dispatcher. Open MEL and/or CDL items on the DMI log as outlined in Flight Operations Manual SP 3100 Chapter 06 Airworthiness (Airworthiness Acceptance paragraph)