SUPY AND SLF NOTES
1. Fuel available-
2. METAR-
3.
TAF
MLW + TRIP FUEL -> X (limiting to max structural limit
weight)
X- ZFW(ACTUAL)= MAX FUEL AVAILABLE .
METEROLOGICAL ROUTINE Wx REPORT
Validity = 1 HR, until new metar is issued
Trend= issued validity is 2 hrs.
Terminal Area Forecast – Covers area within 5 Nm of airport
Validity = 9 hrs, Issued 3 times every 9 hrs.
OR
Validity = 24 to 30 hours, Issued every 6 hours
DZ= DRIZZLE BR= MIST SA= SAND
FU= SMOKE
PU= SPRAY GR= HAIL
DS= DUST STORM
RA= RAIN FG= FOG HZ= HAZE
DDU= DUST VA= VOLCANIC ASH
SN= SNOW
SS= SANDSTORM
4.Weather Window
• DESTINATION= ETA + 1HR
• T/O ALTERNATE= ETA + 30 MIN
• DESTINATION ALT= ETA
• ENROUTE = EA – LA
5.
NOTAM -
Notice to Airmen
Issued by CHENNAI, DELHI, MUMBAI, KOLKATA
Distributed in 5 series identified as follows
• SERIES 'A': Contain info in respect of changes/ unserviceability etc of aeronautical facilities,
likely to last for more than 2 hrs, direct importance to international aircraft
operations.
• SERIES 'B': Likely to last for more than 30 min but not more than 2 hrs.
• SERIES 'C': In respect of locations utilized by domestic flights only + for which no separate
'A' series international distribution is given
• SERIES 'D': for defense OPS
• SERIES'G': For international OPS , crossing two FIR'S or more, issued by international office
DELHI
6. VALIDITY OF FIC/ADC
FIC- 15 MINS BEFORE T/O AND 45 MINS AFTER DEP
ADC- 30 MINS PRIOR TO T/O AND ENDS AT TOUCHDOWN
-
1
5.ALTERNATE (DESTINATION + ENROUTE) Aerodrome operating minima for dispatch
Approach facility
Ceiling DA/H or MDA/H
1- For airport supporting one approach
And landing operation
Authorized DA/H or DA/H plus an Authorized visibly plus
Increment of 400 ft.
increment of 1500 m.
RVR
2. For airports supporting at least 2 app Authorized DA/H or MDA/H plus Authorized visibility plus
& landing operations each providing a
An increment of 200 ft
An increment of 800 m
Straight in approach & landing operations
to different suitable runways
3. For airports with a published CAT II or CAT II – a ceiling of at least 300 ft.
Cat III approach and landing operations CAT III- a ceiling of at least 200 ft.
And at least two approach and landing
operations each providing a straight in
approach and landing operations to
different suitable runways
CAT II – visibility of at
Least RVR 1200 m.
CAT III – a visibility of at
least RVR 550 m.
6.RVR
ILS CAT
DH
TDZ RVR
MID RVR
END RVR
CAT I
200 ft
550 m
125 m
125m
CAT II
100 ft
300 m
125 m
125 m
CAT III
50 ft
175 m
125 m
125 m
2
7. FUEL POLICY
a. TAXI FUEL- USED BEFORE T/O INCLUDEs - APU, STARTUP, TAXI TILL LINE UP
5 MINS, 10 MINS, 15 MINS
APU FUEL CONSUMPTION - 105KG/HR
B. TRIP FUEL: - BREAK RELEASE TO T/D DESTINATION
- Fuel for t/o
- Climb from airport elevation to TOC (longest SID or 3 mins of maneuvering fuel
for initial climb if SID is not given)
- TOC to TOD
- TOD to the point where the app is initiated taking into account the expected arrival
procedure (longest STAR OR 3 mins of maneuvering fuel)
C. CONTINGENCY: - 5% OF TRIP FUEL FROM CFP
10% OF TRIP FUEL FROM MANUAL FP
MIN 200KGS
•
•
•
•
IT CANNOT BE LESS THAN AMT REQ TO FLY 5 MINS AT HOLDING SPEED AT 1500 AGL IN ISA
COMPENSATE FOR UNFORSEEN FACTORS
FORECAST METERIOLOGICAL CONDITIONS
CHANGE OF PLANNED ROUTINGS OR EXTENDED DELAY
D. ALTERNATE: - MISSED APP, FOLLOWED BY DIVERSION TO ALTERNATE
A. FUEL FROM MISSED APP POINT AT DESTINATION TO MISSED APP ALT
B. FUEL FOR 3 MIN MISSED APP PROCEDURE TURN
C. MISSED APP ALT TO TOC
D. TOC TO TOD
E. FROM TOD TO WHERE APP IS INITIATED (USUALLY OVERHEAD)
F. FUEL FOR 8.5 MINS FOR EXECUTING AN APP AND LANDING AT ALTERNATE AERODROME
WHEN TWO ALTERNATE IS GIVEN- FUEL WILL BE CONSIDERED WITH GREATER AMOUNT OF FUEL.
E. FINAL RESERVE: - FUEL FOR 30 MINS AT HOLDING SPEED AT 1500FT ABOVE AERODROME ELEVATION IN
ISA
F. EDTO EXTRA: - EXTRA FUEL WILL BE ADDED TO THE CFP IF CRITICAL FUEL EXCEEDS F.O.B AT CRITICAL
POINT FOR AN EDTO FLIGHT.
G. EDTO APU EXTRA: - FUEL REQ TO OPERATE IN EDTO SEGMENT
H. MIN T/O FUEL: - ADDTION OF ALL ABOVE EXCEPT TAXI
I. MIN DISPATCH FUEL: - MIN T/O FUEL + TAXI
3
J. DEST HOLD: - FUEL FOR NON OPTIMUM LEVELS, SEASONAL ENROUTE WX AND TRAFFIC
K. DISPATCH REC FUEL: - DEST HOLDING FUEL FOR SPECIFIC OPERATING DAY WX, VIP MOVEMENTS AND
NOTAMS RECOMMENDED BY DISPATCH.
L. TANKERING: - SHOULD NOT EXCEED NEXT SECTORS MIN DISPATCH FUEL
M. MIN. DIVERSION FUEL: - ALT + FINAL RESERVE
N. TOTAL FUEL: - SUM OF MIN DISPATCH, DEST HOLD AND TANKERING FUEL ROUNDED OFF TO NEXT
HIGHER HUNDRED KGS
O. EXTRA FUEL: - MAX 200 KGS OTHERWISE MAKE SPECIAL REPORT.
FUEL POLICY- T OTAL FUEL-> TAXI + TRIP+ CONTIGENCY+ALT+EDTO EXTRA+ FINAL RESERVE
8. MEL/DDPG (DISPATCH DEVIATION PROCEDURE GUIDE)
MINIMUM EQUIPMENT LIST CONTAINING ITEMS OF EQUIPMENT WHICH MAY REMAIN INOPERATIVE IN
SERVICE FOR A VERY LIMITED PERIOD OF TIME WITHOUT ADVERSELY AFFECTING IN SAFETY AND
AIRWORTHINESS OF A/C
CAT A- SHALL BE REPAIRED WITH IN THE TIME INTERVAL SPECIFIED IN THE REMARKS COLOUMN OF THE
OPERATORS APPROVED MEL.
CAT B- SHALL BE REPAIRED 3 CONSECUTIVE CALENDER DAYS
CAT C- 10 CALENDER DAYS
CAT D- SHALL BE REPAIRED WITHIN 120 DAYS
'M'- SPECIFIC MAINTAINENCE PROCEDURE WHICH MUST BE ACCOMPANISHED PRIOR TO OPERATION
WITH THE LISTED ITEM INOP
'O'- SPECIFIC MAINTAINENCE OPS PROCEDURE WHICH MUST BE ACCOMPANISHED IN PLANNING FOR
&/OR OPERATING WITH THE LISTED ITEM INOP
FLIGHT DAY:- MEAN A 24HRS PERIOD( FROM MIDNIGHT TO MIDNIGHT IST), DURING WHICH AT LEAST
ONE FLIGHT IS INITIATED FOR THE AFFECTED AIRCRAFT.
9. WHEN YOU CANNOT DO ASSUME TEMP:•
•
•
•
•
•
•
CONTAMINATED RWY
TAILWIND MORE THAN 5 KTS
JAMMU, SRINAGAR, KATHMANDU, KABUL
WINDSHEAR
EEC ALTERNATE
LVTO
ANTISKID INOP
4
10. Wx RADAR:-
DURING CLIMB
DURING DESCENT
FROM ELEVATION TO 10000FT= TILT 5◦
35000FT= -1
15000FT.= TILT 4
30000FT= 0
20000FT= 3
25000FT= +1
25000FT= 2
20000FT= +2
30000FT= 1
15000FT= +3
35000FT= 0
10000FT= +4
Above= -1 DEG
5000FT till touch down = +5
11. Wx TEST:- AFTER REFUELLING CONSIDER OF FOLLOWING CLOURS
1. GREEN
2.
3.
4.
YELLOW
RED
MAGENTA
PROCEDURE: EFIS MODE SELECTOR- MAP, MAP CENTRE, VOR, APP
B. WX RADAR MODE- TEST
C. WX SWITCHES - ON (EFIS CONTROL PANEL)
A.
12. PWS TEST: - (RECYCLE) PREDICTIVE WINDSHEAR SYSTEM TEST
•
WX RADAR MODE- DESELECT TEST
•
WX RADAR (EFIS CONTROL PANEL)- ON
•
WX RADAR MODE - TEST
•
WINDSHEAR CAUTION (AMBER)
•
WINDSHEAR ALERT (RED)
•
PWS FAIL (COMMUNICATION DISPLAY MOMENTERLY THEN EXTINGUISHED)
5
13. AUTO LAND/ PILOT INCAPACITATION:ONE CALL RULE: - APPLICABLE BELOW 1000 FT AGL
TWO CALL RULE:- ABOVE 1000 FT AGL
C- CONTROL YOUR SIDE (AUTOPILOT)
E- EMERGENCY
C- CABIN CREW
A- AUTO LAND
80 KTS CHECK (V1- NO CALL)- TAKE CONTROL
II. 400 FT- AUTOPILOT, LNAV, +VE RATE GEAR UP, MAYDAY CALL
III. 800 FT- SET FLAPS UP MANEUVERING SPEED , CLEAN FLAPS, PASS SIGN ON, AFTER TAKEOFF
CHECKLIST
IV. CALL CCIC & BRIEF , ASK CC TO READ RELEVANT CHECKLIST
V. ASK FOR PRIORITY LANDING AND MEDICAL AID
VI. MAKE PA
VII. FOR APP SET COURSE , FREQ AND MINIMA
VIII. DECELLARATE ASAP
IX. FMC IF TIME ALLOWS
X. START APU ON APP DO AN AUTO LAND
XI. UNABLE TO VACATE RWY, ASK FOR ASSITANCE
I.
14. Windshear Criteria
In excess of
➢
➢
➢
➢
➢
15 KTS IAS
5DEG PITCH
500 FPM V/S
1 DOT DISPLACEMENT OF GLIDESLOPE
UNUSUAL THRUST LEVER POSN FOR SIGNIFICANT PERIOD OF TIME
Predictive Windshear: ACTIVE BELOW 1500FT, GPWS WINDSHEAR DETECTION BEGINS AT ROTATION.
Wx RADAR AUTOMATICALLY BEGINS SCANNING FOR WINDSHEAR WHEN:•
THRUST LEVERS SET FOR T/O , EVEN IF ENGINE IS OFF OR IRS IS NOT ALIGNED OR IN FLIGHT
BELOW 2300FT RA( PREDICTIVE WINDSHEAR ALERTS ARE ISSUED BELOW 1200 FT RA)
•
ALERTS AVAILABLE APPROX 12 SEC AFTER WINDSHEAR RADAR BEGINS SCANNING OF
WINDSHEAR
6
PREDICTIVE WINDSHEAR ALERT AREA
NEW PREDICTIVE WINDSHEAR CAUTION ALERTS ARE INHIBITED B/W 80 KTS AND 400 FT RA , AND NEW
WARNING ALERTS B/W 100 KTS AND 50 FEET RA.
15. TCAS INHIBITS BELOW
•
•
•
•
Increase descent rate inhibit below 1500 ft RA
Descend rates are inhibited below 1000 ft RA
All TCAS voice alerts are inhibited below 500 ft RA
ALL TCAS ALERTS ARE INHIBITED BY GPWS AND WINDSHEAR WARNINGS
16. CONVERSION OF MET VIS TO RVR:-(CMV)
RVR = Reported
Meteorological. Visibility x
Lighting elements in operation
HI approach and runway
lighting
Any type of lighting installation
other than above
No lighting
Day
1.5
Night
2.0
1.0
1.5
1.0
N/A
IT IS CONVERTED FROM THE REPORTED VISIBILITY AND CAN BE USED WHEN RVR IS NOT GIVEN
➢ MET VISIBLITY TO RVR CONVERSION IS NOT USED:i.
ii.
iii.
iv.
v.
FOR T/O
FOR CALCULATING ANY OTHER REQUIRED RVR MINIMUMS LESS THAN 800M
FOR VISUAL/ CIRCLING APP
WHEN REPORTED RVR IS AVAILABLE
APP LIGHTING IS LESS THAN 420 m.
7
17.Tail Strike Pitch Attitude
Aircraft
700
800
900
Landing Attitude
14.7
11
10
T/O Attitude (Flaps 5)
9.1
8
7.6
18. FDTL: - FDP(Flight Duty Period)- PERIOD WHEN FLIGHT CREW IS REQ RO REPORT FOR DUTY
THAT INCLUDES FLIGHT OR SERIES OF FLIGHT AND WHICH FINISHES WHEN A/C FINALLY COMES TO REST.
TWO PILOT OPS
FTL
7 CONSECUTIVE DAYS
35
30 CONSEC DAYS
125
365 CONSEC DAYS
1000
MAX FDP
12.5 hrs
MAX FTL
9hrs
2 NIGHT/3 DAY
MAX LDG
12 hrs
11.5 hrs
11 hrs
8
8
8
4
5
6
19. RTOW--------- MIN OF
➢ OTOW
➢ OLW + TRIP FUEL
➢ MZFW + T/O FUEL
DOW = DRY OPERATING WT
DOW= (42.5) *
PAY LOAD= RTOW-( DOW+ TAKE OF FUEL)
20. MADATORY MISSED APP: i. NAV AID FAILURE OR FLIGHT INSTRUMENT FAILURE
ii. ILS OR GS FULL DEFLECTION
iii. RNP BASED APP. RNP ALERT MSG SHOWN
iv. ON RADAR APP. COMM FAILURE
v. NAV INSTRUMENT SHOW SIGNIFICANT DISAGREEMENT
8
21. APP BAN POLICY:•
PIC SHALL NOT COMMENCE AN INST APP IF REPORTED RVR/VIS IS BELOW APPLICABLE
MINIMA
•
AFTER COMMENCE OF INST APP, THE REPORTED RVR/VIS FALLS BELOW THE APPLICABLE
MINIMA, THE APP SHALL NOT BE CONTINUED
•
BELOW 1000FT ABOVE AFE
•
INTO THE FINAL APP SEGMENT
•
IF AFTER ENTERING THE FINAL APP SEGMENT OR DECENDING BELOW 1000 FT ABOVE THE AFE,
THE REPORTED RVR/VIS FALLS BELOW THE APPLICABLE MINIMA, THE APP MAY BE
CONTINUED TO DA/H OR MDA/H AND LANDING MAY BE COMPLETED PROVIDED THAT THE
REQUIRED VISUAL REF IS EST AT THE DA/H OR MDA/H AND IS MAINTAINED.
•
THE TDZ RVR IS ALWAYS CONTROLLING IF REPORTED, AND RELEVANT THE MID POINT AND
STOP END RVR ARE ALSO CONTROLLING
22. STABILIZED APP CRITERIA:IN IMC-1000'
IN VMC- 500'
CORRECT FLIGHT PATH
ONLY SMALL HDG CORn AND PITCH IS REQ TO MAINTAIN FLIGHT PATH
SINK RATE NOT GREATER THAN 1000'
A/C MUST BE IN CORRECT LANDING CONFIG
A/C SPEED IS NOT MORE THAN Vapp +10kts AND NOT LOWER THAN Vapp - 5kts.
THRUST SETTING IS APPROPRIATE TO THE CONFIG
VII. ALL BRIEFINGS AND CHECKLIST HAS BEEN COMPLETED.
I.
II.
III.
IV.
V.
VI.
23. FUEL LEAK:a. FUEL USED + FUEL REMAINING= FUEL AT START
b. IF 230 KGS IN 30 MIN DIFF THEN FUEL LEAK IS SUSPECTED
c. FUEL FLOW INCREASING
24. STANDARD CALLOUTS:- CAT 2/ CAT 3A APP
IAS
ROD
Bank Angle
LOC
G/S
+10 kts/- 0 kts
>1000ft/min
7 deg
Expanded Scale – 0.5 dot
Standard Scale – 1.0 dot
1.0 dot
9
“Speed”
“Sink Rate”
“Bank”
“Localizer”
“Glideslope”
•
•
•
•
STABILIZED ON TARGET AIRSPEED TO WITHIN +10KTS UNTILL ARRESTING DESCENT RATE AT FLARE
ON A STABILIZED FLIGHT PATH USING NORMAL MANEUVERING
POSITIONED TO MAKE A NORMAL LANDING IN THE TDZ (FIRST 3000' OR FIRST THIRD OF THE RWY,
WHICHEVER IS LESS)
IF ABOVE CRITERIA FOR A STABILIZED APP CANNOT BE ESTABLISHED AND MAINTAINED , INITIATE
A GO AROUND.
25. CIRCULAR:- PRESSURIZATION CHECK EVERY 5000'
a. ROC
b. DIFF PRESS
c. CABIN ALT
d. FUEL BALANCE
26. ANTI ICE:- ENGINE START SWITCHES - CONT
THEN ENG ANTI ICE - ON
CONDITIONS:- TAT < 10 DEG AND VISIBLE MOISTURE UPTO 1.2KM AND SAT ABOVE -40 DEG
ENGINE ANTI ICE MUST BE ON DURING ALL FLIGHT OPS WHEN ICING CONDITIONS EXIST OR ARE
ANTICIPATED, EXCEPT DURING CLIMB AND CRUISE, WHEN TEMP IS BELOW -40DEG SAT. ENGINE ANTI ICE
MUST BE ON BEFORE, DURING DESCENT IN ALL ICING CONDITION, INCLUDING TEMP BELOW -40DEG SAT.
ON GND:•
OAT<10 DEG
•
VISIBLE MOISTURE
Above -40C, the visible moisture is in the form of ice crystal, they don’t get accumulated if you use anti ice
it will start getting accumulated.
Thrust during climb is high therefore N1 rotation is high, chances of getting ice sucked in the engine is less
and vice versa.
27. Engine- ground Idle parameters.
➢ N1 -20%
➢ EGT – 40%
➢ N2 – 60%
➢ FF- 0.3
28. Transit Checks
➢ IRS align
➢ FLT Alt/ Ldg Alt & Ignition
➢ MCP
➢ Baro/QNH
➢ RTO
➢ Fuel used & reset
➢ Radio/Nav frequencies.
➢ FMC
10
29. After liftoff, AT remains in THR HLD until 800 ft than changes to ARM & reduction to climb thrust can
be made by pressing N1 or automatic switching occurs if change in the FMC are done during CDU preflight.
30. During Reduced Thrust T/O
•
During climb second press TOGA below 800 ft will change the thrust limit mode to GA (full GA
thrust) but thrust levers will not move.
Above 800 ft, thrust levers will advance for full GA thrust
•
•
When Autopilot is selected at 400 ft
➢
➢
➢
➢
FD disengages
CMD annunciates
Pitch engages in LVL change
Pitch mode in FMA is MCP speed
•
•
•
Each start attempt is limited to 2 minutes of starter usage.
A minimum of 10 sec is needed between start attempts.
Starter usage is limited to 15 minutes for the first two extended engine motoring. A minimum of 2
minutes is needed between each attempts.
31.
32. FD can also be engaged in T/O Mode with FD switch off. If TOGA is pressed after 80 kts below 2000 ft
AGL & prior to 150 secs after lift off.
33. T/O Indication
➢ Prior to 60 kts
• Pitch - 10◦ nose down
• Roll – Hdg sel
• A/T – N1
• FMA – N1/Hdg Sel/TOGA
➢
➢
➢
➢
At 60 kts pitch is 15◦ nose up
EGT limit for T/O is 950◦C, allowed to exceed to 960◦C for 20 secx.
Once THR HLD annunciates, thrust levers can be positioned manually
AT lift off
• Pitch – 15 nose up
• Choose MCP speed (V2+20)
• Roll – Hdg Sel; 8◦ below 400 ft ; 10◦-30◦ above 400 ft
• Prohibited to use stab trim during rotation
11
34. 4 Amber light ------------- might lead to engine shutdown
•
Engine overheat (2)
•
Fuel filter bypass(1)
•
Oil filter bypass(1)
35. Fuel low- 907 kgs – 1134 kgs
Config (center tank)- 726 kgs – 363kgs
Imbalance – 453 kgs – 91 kgs
36. Max temp of oc – ISA + 39.5
37. Fuel quantity less than 1000kgs , center tank fuel pump off for t/o(company policy)
38. Engine ignition must be on for
1. T/o
2. Ldg
3. Operation in heavy rain
4. Anti ice operation
39. The instrument indication in the cockpit for dual engine flameout would be similar to dual generator
fail, except in case of dual flameout the engine parameters would all surrounding down whereas in dual
gen fail, engine instrument may not be effected.
40. Mach trim fail- limit airspeed to 280 kts/ .82 mach
41. If any window heat on light remains extinguished, the window heat system is inoperative observe max
airspeed limit of 250 kts below 10000ft.
42. PSEU/SPSEU light occurs on ground only
If light annunciates do not T/O and monitor
➢ Take off config warning
➢ Ldg config warning
➢ Ldg gear
➢ Air/gnd sensing
43. One DEU fails then go for display source NNC.
“Display source” annunciation indication, one DEU has failed
44. Engine control light illuminate on grd only
DO NOT T/O
45. Engine high vibration NNC to do when vibration more than 4.0 units
12
46. Oil quantity indication as low as zero is normal if wind milling N2 RPM is below approx 8%.
47. Engine oil pressure is in amber band with t/o thrust
•
Do not take off
•
Low oil pressure may not illuminate
48. Engine tailpipe fire occurs on ground with no fire warning
49. Illumination of equipment cooling supply at exhaust light may be an indication of pressurization
failure.
50. Wheel well fire:- ldg gear down – 270 kts/ .82 mach
Wait for 20 mins after wheel well light extinguished
Ldg gear lever up- 235 kts maximum
51. Elec light illuminate on grd only “DO NOT T/O”
FAULT IN STBY PWR OR DC SYSTEM
52. Engine cowl anti ice:Condition: duct overpressure occurs in engine cowl anti ice (REDUCE THRUST)
ENGINE COWL VALVE OPEN OR AMBER TAI INDICATION:- if engine anti ice is on then valve is failed closed,
avoid icing condition
If engine anti ice off:- then valve failed open, limit thrust on affected engine by 80% N1 if TAT is above 10c
53. If brake pressure indicator shows 0 psi that means accumulator nitrogen pressure is 0 and accumulator
brakes but if hydraulics are normal then normal braking is available.
54. CDS fault light will illuminate on grd before 2 nd engine start (DON NOT TAKE OFF)
55. ALT disagree: - it indicates the capt and FO altitude indication disagree by more than 200 feet.
56. Anti skid INOP light: •
Fault in parking brake system
•
Locked wheel protection not available
•
Auto brakes in OFF
•
Automatic speed brakes protection inop
57. Bleed trip off:- an engine bleed overheat or over pressure.
58. On the grd align light is also illuminated then the present posn entered in FMC is incorrect.
13
59. EVIDENCE OF UNREALIABLE AIRSPEED:•
SPEED/ATTITUDE IN CONSISTENT WITH CURRENT PATH & THRUST SETTING
•
SPD FAILURE FLAG
•
SPD LIMIT FAILURE FLAG
•
IAS DISAGREE ALERT
•
BLANK OR FLUCTUATING AIRSPEED DISPLAY
•
VARIATION B/W CAPT AND FO AIRSPEED INDICATION
•
RADOM DAMAGE OR LOSS
•
OVERSPEED WARNING
•
SIMULTANEOUSLY OVERSPEED AND STALL WARNING
[ DO NOT RE ENGAGE A/T AT ANY COST]
60. ENGINE FAIL -> DRIFT DOWN
1. Fly a/c
2. a/t disconnect
3. live eng MCT
4. alt 240
5. spd 240
6. LVL chg
7. Exit airway 90
8. Pan pan call (pm)
9. MEARDI (NNC)
10. Decision based on fuel, wind, ldg dist
11 engine inop- max alt – PI 13.8
LRC- PI 13.9
LRC fuel and time- PI 13.10
11. FMC work
CRZ page:- select engine on side of failed engine , refine MCP setting accordingly.
67 After VOR/LOC &G/S are both captured, APP mode can be exited by
•
Pressing TOGA switch
•
Disengaging A/P & turning off both FD
•
Returning VHF NAV receiver
68. 20 Nm to TOD ask for descend from ATC
Standard descent is ECON upto 10,000 ft than 240 kts.
14
69. MAYDAY
➢ Both engine fail
➢ Engine fire
➢ Manual reversion
➢ Electrical fire/smoke
➢ Loss of both engine generators
➢ Emergency descent
PAN PAN
➢ One engine fail
➢ Loss of system A/B
➢ Jam Stabilizer
➢ Flaps up landing
➢ TFR bus off
➢ Slow depressurization
➢ Wheel well fire
70. Turbine Failure
➢ Loud bang
➢ EGT exceeds 950◦C
➢ N1 (15% to 17%)
71. Seizure
➢ Loud bang
➢ Engine fail/ exceed
➢ N1 = 0
72. Engine Separation
➢ Loud bang
➢ All indicator zero or blank
73. Limit Surge or Stall
➢ Continuous Source
➢ EGT increases
74. Flameout
➢ No sound
➢ ENG FAIL on EGT gauge
➢ N1 (3-5%) wind milling
15
75. Where will you be before 10 Nm a BR waypoint
Before BR/-10
After BR Radial/10
76. Speed Control under radar environment for arriving Aircraft
Phase of flight
IAS
Initial descent up to FL 290
250 kts or actual which is higher
Below FL 290 up to FL150
250 kts or actual whichever is higher
Below FL150 & within 25 NM to 20 Nm 220 kts or minimum clean speed
from airport
whichever is higher
Within 20 Nm
180 kts
Intercept leg or 12 Nm from touchdown180-160 Kts
incase of straight in
10 NM -5Nm from touchdown
160-150 Kts
Within 5Nm from touch down
N/A
Status
As per ATC
As per ATC
Mandatory
Mandatory
Mandatory
Mandatory
N/A
77. LVTO
It is term used in relation tp flight ops refering to a T/O on Rwy where RVR is less than 400 m.
AOM-For T/O lower than that of Ldg, it can be authorized by DGCA.
T/O Alternate Minima – Wx condition at designated T/O alternate to be equal to or better than
company AOM but not lower than CAT 1 minima from ETA + 30 min.
LVTO Restriction –
•
Cannot be done in monsoon season
•
Heavy rain shower, thunderstorm, predictive windshear
•
No supervised T/O allowed
•
No reduce thrust allowed
LVP must be enforced.
ATC has to ensure CAT II/III landing.
Taxi speed 6 kts
If following items are MEL then no LVP
•
Windshield wipers
•
Window heat
•
Wx Radar
•
Reverser
•
Antiskid
•
AP
•
FD
•
RA
•
2 VHF Radio NAV
16
78. ASDA + TORA + Stopway
TODA = TORA + Clearway
79.
CAVOK
Visibility greater than 10 KM.
•
No cloud below 5000’ ft (NSC)
•
No Significant Wx
•
80. Turbulence Procedure
➢ Pax sign ON
➢ Yaw damper ON
➢ A/P disengage
➢ AP in CWS
➢ Eng start switches – FLT
➢ Thrust – set (N1 page), manually set the thrust, it is for reference only.
➢ Speed in climb/descent – 280 Kts/0.76M
Categories of Turbulence
TAT change
Category
3
Light
5
Moderate
9
Severe
81. TOC Checks
i.
1000 ft to go – PM = Cabin Stable
PF = Hand on Control
ii.
At TOC = 6 Checks of FL ( 2PFD, 2FMC, 1 Standby, 1 Pressurization)
iii.
CRZ Annunciation on upper DU
iv.
Cabin climb stabilized
v.
Cabin altitude check – 8000ft (Cross check with placard)
vi.
Differential pressure 7.7
vii.
To GEN to other at FL370
viii.
Check BAT, AUX, TR1, TR2, back to battery
ix.
Start Chrono
LOWER DU Check – For all engine parameters
17
T/O BRIEFING
WMTS/LBF 24KFC
1. Wx at departure, destination and alternate is within minima
2. No MEL affecting our flight
3. Taxi out will be…
4. SID…. And checked in FMC
5. NAV/Radios are set
6. This is LHS/RHS T/O Bleeds ON/OFF Full Thrust/Reduced thrust/AT, 24K full length/intersection.
STANDARD CALLOUTS
In case of any malfunction before 80kts, I will call reject and close the thrust levers, disconnect A/T apply
max brakes (less than 90kts) raise speedbrakes, apply max reversers, and stop the A/C, set the parking
brakes (above 90kts monitor RTO).
After 80kts reject will be only for any fire/engine fail or severe damage/aircraft unsafe to fly or predictive
windshear.
Co-pilot replies : “I will see speed of reject and monitor your actions and call out any omissions. I will call
out “Speedbrakes up” or, “Speedbrakes not up”, “Reversers, 60kts” Flaps 40 after aircraft comes to a
complete stop, I will inform ATC and cabin (crew at stations/normal duties) Pressurisation mode selector
to Manual . Outflow valve fully open.
In case I continue takeoff after V1 no actions below 400ft AFE except cancelling Fire Warning and Gear up.
Follow Engine out procedure, disregard SID call ATC and climb to… (MSA)
In case of Cabin Altitude “Intermittent Warning Horn” activation in air above 10,000ft flight altitude, we
will immediately don Oxygen masks, set regulators to 100%, Est crew communications, do the “Cabin
Altitude Warning or Rapid Depressurizaton” N.N.C. We will remove the oxygen masks only when the
cabin altitude is est at or below 10,000ft one by one, after checking that the other pilot is feeling OK.
APPROACH :- SPECIAL BRIEFING
1. Stall
PF
1. Hold the control column
2. Disconnect AP/AT
3. Smoothly apply nose down elevator to reduce AoA until buffet or stick shaker stops.
4. Roll in shortest direction to wings level
5. Advance Thrust levers as required
6. Retract Speedbrakes
7. No configuration change except during liftoff if flaps are up, call for flaps 1
PM
- Monitor Altitude and Airspeed
18
2. Windshear
PF
1. Disconnect AP
2. Press TOGA
3. Aggressively apply maximum thrust
4. Disconnect AT
5. Simultaneously roll wings level and rotate to 15 deg
6. Retract the Speed brakes, do not change gear or flap configuration
7. Follow FD TOGA guidance if available
PM - VS, Altitude, T winds, airspeed callouts.
No 360 on the finals.
3. GO AROUND – Below 1000ft mandatory G/A if anyone says G/A
1. TO GA, flaps 15 (flaps 1 for single engine)
2. Verify GA altitude, GA thrust
3. +ve Rate, Gear up
4. 400ft LNAV/Hdg Sel
5. Verify missed approach altitude set
6. 800ft acceleration ht, clean up the flaps
7. Flaps up No Lights – LVL Change/VNAV
19