EMIRATES B-777
Page 1 of 292
B777 STUDY GUIDE
01 June 2019
01 June 2019
STUDY GUIDE
Seattle confirms that Emirates will be the first airline to take delivery of B777X aircraft in mid 2020
B777-9 Toys
- Folding Wing Tips - Ability to change Code E/F
- HUD - LVO Take-off and RNP
- AIMS/Tablet Crosstalk Function
- IAN - One press APP function
- Touchscreen Displays
B777-9 Challenges
- Thrust limited rather than Buffet limited
- FWT - RTO < 85kts Code E/F environment
- De-icing with FWT up – damage threat
- FWT MEL - Code F A/C with Code E taxi out
- Higher PCN - issues with ETOPs ALTNs
- 180 deg turns - 3.4m increase in paved area
- Service Entry restrictions
- ETOPS 180/LVO - CAT 1/RNPAR - VMC
Oct 2018 - Airport Assessments (400+)
May 2019 - GCAA MFF Agreement
Jan 2020 - POV Aircraft DWC (2 month trial)
Feb 2020 - TRI/E Training
Mar 2020 - First Sim Delivered (replace Sim 1)
May 2020 - Line Pilot Training
Jun 2020 - First Operational Flight
Emirates’ 777X fleet to feature
dual HGS™ from Rockwell Collins
The pages following are designed to be a study guide. This information is not updated, any differences between this guide and the Company Manuals are
unintentional, the Company Manuals are controlling.
Selected personal techniques have been added in green highlighted text and are additional to company SOP and are not intended to change existing SOP.
If errors are found, corrections are required, or you have additional information to add to the guide please forward your comments
The B-777 Study Guide is now available for download from the www.crewrosters.com website. Simply logon and select DOWNLOADS.
Non-members of www.crewrosters.com can receive an email subscription. Send your request to B777studyguide@eim.ae . Annual subscription fee is 100AED.
Revision Cycle….. March, June, September, December
B777studyguide@eim.ae
EMIRATES B-777
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STUDY GUIDE
Page 2 of 292
LIST OF REVISIONS
Date
03 Sept 2016
08 Sept 2016
08 Sept 2016
4 Oct 2016
4 Oct 2016
15 Oct 2016
01 Nov 2016
01 Nov 2016
08 Dec 2016
18 Dec 2016
26 Jan 2017
26 Jan 2017
27 Jan 2017
28 Feb 2017
20 Mar 2017
20 Mar 2017
26 May 2017
26 May 2017
30 May 2017
30 May 2017
07 Aug 2017
22 Aug 2017
Change
Pages
Table -C - Wet Snow – Slush Equivalence…. Table updated
RNAV-RNP-AR Validation Criteria modified to include:
- Checking the QNH at the FAF
- Temperature is within Temp Limits… Check Wind is within Wind limits if it is published
RNAV-RNP-AR Non-Normal Procedures modified to include:
VERIFY POSITION GO-AROUND, unless runway in sight
Communication with EK NCC/NETWORK CONTROL CENTER CO930/16 COMPANY NOTAM added
B777 change to PACKS off takeoff procedure CO928/16 Company NOTAM added
54
162-163
Note added to point out change in SOP requiring a Fire Overheat test on the first flight of the day.
Guidance on calculating Go-Around Performance added from FCOM Revision 52… Adding .6% to the
required GA performance if a turn is required.
Runway Assessment and Condition Reporting in the USA added. FCI 2016-051
Policy on Cold Soaked Fuel Tankering and Upper Wing Ice added. OMA8.1.7.3.3.1
EK TR 114 Table E – Correlation of Runway Condition and Performance Basis – Enroute.
Thanks to Laurent Righi for the assistance
Crosswind limits for ETOPS suitable Airports updated and RFF requirements for ETOPS operations
updated. Thanks to Laurent Righi for the assistance
Fire sock instructions added from Dangerous goods CBT
Revised Turnback Procedures in the NAT NAT Document 007 v.2017-1 added.
154
158
Entry of Take-off Data in the FMC has changed the VREF Flap 30 check … Old method -0+1 knot changed to ±1 knot
APP REF
Call Flap 30 VREF and confirm with the OPT ±1 knot FCOM NP.21.35 Revision 52
EKIB-56R1 Avoid a manual DATALINK SYSTEM RESET within less than 10 minutes of engine shutdown. Premature reset may prevent
Added to Pre-flight Setup
Two Recently Trained Pilots must not fly together until they have completed 90 days of consolidation line
flying
IFTAR PA updated and reference to great App for calculating inflight IFTAR timings added.
Clarification of Approach Titles used for VNAV Approaches added by the company
References to Supplementary Procedures updated
Guidance on Space Weather updated with New info from RAIG
Precautionary disembarkation Checklist updated.. Thanks to Dennis Daley for pointing out the change
Diagram revised to emphasis GA decision making below 200’RA is driven by the Master Caution as per
subsequent CPDLC logon…
FCOM SP.17.4
31 Aug 2017
31 Aug 2017
Stable Approach Criteria and Requirements updated to FCI 2017-029
OMA 8.3.0.4.4.2 Engine Failure After V1… Revised to FCI 2017-030
31 Aug 2017
New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog… Cancelled
due system upgrades… Now added to FCOM SP.16.10
EAD-60R4
162
64
157
155
204
142
55
91
91
236
154,169
62,126
275
198
19-24
115-117
277
194
122-123
185
140
EKIB-4 Electrical Power Transfers – APU to External Power… Cancelled due system upgrades
EKIB-24 Magnetic Variation Difference Event… Cancelled due system upgrades
EKIB-28 AFDS MCP Faults… Cancelled due system upgrades
EKIB-46R1 Flight Deck Effects of 777/Rolls-Royce Thrust Reverser Inner Wall Failures…
138
EKIB-53
138
31 Aug 2017
EKIB-56R1 Revised
139
31 Aug 2017
EKIB-57
139
31 Aug 2017
EKIB-58
139
31 Aug 2017
31 Aug 2017
31 Aug 2017
31 Aug 2017
31 Aug 2017
31 Aug 2017
31 Aug 2017
31 Aug 2017
31 Aug 2017
31 Aug 2017
6 Nov 2017
01 Dec 2017
01 Dec 2017
01 Dec 2017
Cancelled due system upgrades
o RUNWAY POS EICAS Advisory
o RUNWAY SYS EICAS Advisory / RUNWAY SYS Status
… Cancelled due system upgrades
CPDLC stuck when connection remains active after landing (Block Point V17.1 and V17A)
FMC changing to descent mode during departure
Global Positioning System (GPS) Loss of Signal and GPS Signal Interference
Flight Deck Stowage updated
SOP Calls updated to include the verification call “ Speed Checked, Flaps XX”
New Correlation of Runway Condition, Runway Category and Performance Basis – Dispatch
Now includes Frost/Rime
Correlation of Runway Condition and Performance Basis – Enroute… Updated
GFLASH instructions added
The Minimum width of a taxiway for the 777 is corrected from 20 meters to 21.9… Thank you to Captain
Jalyn Jarvi for finding this mistake.
Stabilization Criteria Diagram added to simplify the process
Communications regarding Low Fuel State updated as per FCI 2017-042
Scheduled Time of Arrival Adherence policy modified to FCI 2017-043
138
138
138
147
162-164
54
55
63
101
123
144
143
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Page 3 of 292
Date
01 Dec 2017
01 Dec 2017
29 Dec 2017
31 Dec 2017
21 Jan 2018
21 Jan 2018
21 Jan 2018
24 Feb 2018
24 Feb 2018
10 Mar 2018
16 Mar 2018
16 Mar 2018
18 Mar 2018
6 April 2018
19 April 2018
04 May 2018
04 May 2018
04 May 2018
9 May 2018
9 May 2018
9 May 2018
9 May 2018
11 May 2018
12 May 2018
12 May 2018
27 May 2018
27 May 2018
20 June 2018
29 June 2018
21 July 2018
21 July 2018
21 July 2018
22 July 2018
22 July 2018
22 July 2018
21 Aug 2018
7 Sept 2018
10 Oct 2018
10 Oct 2018
10 Oct 2018
13 Oct 2018
Change
Approach Selection chart updated to FCI 2017-049
References and phone number for Medlink changed to Ground Medical Support as per FCI 2017-054
The verbal risk based briefing should be conducted between :20 minutes to TOD and TOD. An additional
Mini Brief should be conducted between 10,000 ft. AAL and 5,000 ft. AAL. FCI 2017-064
Table E – Correlation of Runway Condition and Performance Basis – Enroute
Updated
Thank you Luiz Ogg for helping find this correction… Ray
Info regarding approaches to LPV minima added and advice the Emirates is not allowed to fly them
highlighted. Emirates Non-ILS Approach Titles Brochure
Stable Approach Criteria changed: FCI 2017-056
- The correct flight path is restricted to intercepting the Glide Slope from above to the charted FAF/FAP
or Descent Point or cleared ATC approach intercept altitude.
- A check of distance to threshold and height above TDZE shall be performed at either glideslope
intercept or FAF/FAP/Descent Point.
- NOTE 2 now requires a check of distance to threshold and height above TDZE shall be performed at
either glide slope intercept or the FAF/FAP/Descent Point.
Glide Slope Intercept from above procedure changed as per FCI 2017-056 FCI 2017-059
Restrictions on Inexperienced Flight Crew and New Captains added.
Admission to the Flight Deck updated by FCI 2018-004
Low Take-off Weight Precautions … Cargo Fleet Newsletter Jan 2018
Thanks to Dennis Daley for catching my error… FCOM Performance Inflight Landing Distances for NonNormal Configuration are OLD
Intercept of Glideslope from above updated to the new procedure… Thanks to Zaheer Karanjia for the
finding the correction…
Coverage of ILS Signals added
RFF for 777 Pax ETOPS airport updated to 5… FCI 2018-007
Classification of Airports changed to remove AA Adequate Alternates… They are now considered as
Critical Airports. FCI 2018-012
Crosswind limits now changed… gusts are now included… FCOM L.10.3 L10.4
Use the handset on the aft aisle stand for all normal cabin interphone and PA system communications
when flight deck speakers are in use. FCOM L10.15
Guidance on calculating landing distance for Autoland with a Non-Normal Configuration. FCOM NP.21.49
Non-ILS Approaches using VNAV… The requirement to verify crossing altitude(s) match the approach
chart value within 100 feet added.
Discontinue Approach Procedure added.
FAF/FAP/Descent Point check height and distance check changed… Now includes the distance to the
threshold and the height above the TDZE
New Standard Call added to Approaches using V/S or FPA… Deviations greater than 100 feet will be
called “___Feet HIGH/LOW”.
Landing Procedure – Non-ILS approach using VNAV
Landing Procedure – Non-ILS approach using RNAV RNP AR
Landing Procedure – Non-ILS approach using V/S or FPA
Procedures rewritten to include new calls for FAF, OM, and monitoring requirements for crossing
altitudes.
QRH OI Operational / Performance Changes added… great section for guidance on last minute changes
before take-off…. New section in QRH OI
QRH OI on Pre-Departure Fault Resolution guide changed and moved to QRH OI.3.1 .
Guidance on Low Oil Quantity added
Guidance on Engine Vibration added
Guidance applying for Live Leave added
Annex 7.E.1 Long Range Variation amended to FCI 2018-015 to Accommodate for some 3 crew operations
FDM name and email change to CDM
New definition of pilots completing type conversion or command training as Inexperienced… and
requirement for 90 days of consolidation line flying without operating with another inexperienced pilot.
Take-off and Landing recency requirements changed slightly
Crew Compliment for Long Range operations updated
RFF for ETOPS/Driftdown and Depressurization Alternates: Passenger Aircraft 5
Augmenting Flight Crew Additional Responsibilities
North Atlantic Procedures updated
The CDU monitoring pages for RNAV PNP pages have changes… PF monitors LEGS… PM monitors
PROG page 4… Thanks to Philipp Hildebrand for pointing out this change
EAD-121 Collins Multiscan Weather Radar Display Anomaly… Added
EKIB-59 Flight Plan Display
EKIB-60 VNAV Descent on approach without a valid Descent Path
Take-off Crosswind limits now include gusts… brief explanation that Performance calculations do not
include gusts.
124
111
158
Pages
205
198
122-123
189
62,126
67
109
132
159
128
86,91
228
54,56,205
57
131
160,162,164
166
159,160,162,164
45,160,162,164
160-165
104
103
19
20
61
75
64
62, 126
71
75
86, 91
75
236
161,163,201
140
139
139
54
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STUDY GUIDE
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Date
13 Oct 2018
13 Oct 2018
22 Oct 2018
FCI 2018-025
23 Nov 2018
30 Nov 2018
30 Nov 2018
30 Nov 2018
28 Jan 2019
3 Feb 2019
13 Feb 2019
24 Feb 2019
24 Feb 2019
15 April 2019
27 April 2019
27 April 2019
30 May 2019
Change
Additional information for the CM2 to check on the COM / MASTER / MANAGER /SYSTEM INFORMATION
154
Deleted note with instructions increase the V2 when V2 was equal to Vr. The current FMC AIMS
Blockpoint versions installed in the 777 fleet accept V2 equal to Vr. FCOM NP.21.35
- FO Take-off and Landing restrictions updated to include gusts.
- CAT B** changed to B* and reference changed to OMC 11.1.4
- During Nomination as Commander Training, a Training Captain may, at his discretion, allow the
trainee to conduct an Autoland, and to operate the aircraft to FCOM crosswind (including gusts)
limitations.
- CO1187/18 COMPANY NOTAM FAA guidance if the visibility is being reduced by snow along with other
forms of obscuration such as fog, haze, smoke, etc, this table does not need to be used to estimate
the snowfall intensity for hot determination during the presence of these obscurations.
Go-around procedure modified to FCN 2018-044
Rejected Landing procedure added as per FCN 2018-044
Policy for guarding Flight controls and Thrust Levers added… FCOM NP.11.3 FCN 2018-044
De-icing Procedures Flow Chart re introduced due to pilot requests…
Advanced Fire Fighting Procedures For Lithium Batteries… Dangerous Goods CBT
Guidance on Wake Turbulence Recovery added
Chinese Airspace Considerations added. RTGS Presentation
RNAV Visual Flight Procedures KJFK. RTGS Presentation
North Atlantic Inflight Contingency Procedures updated
Displaced Threshold guidance updated to latest FCI and Company NOTAM amended text.
HIMALAYAS DARD PROCEDURES added from distance learning
Dubai OMDB SID Climb Constraints Special Crew Briefing
155
page. FCOM NP.21.21
Pages
62, 105, 126, 132
206
166
167
62
210-211
93
106, 129
88-89
199
238-240
48
112
108
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TABLE OF CONTENTS
TABLE OF CONTENTS
01 June 2019
STUDY GUIDE
LIST OF REVISIONS ................................................................................................ 2
1. QRH NON-NORMAL.......................................................................................... 9
UNANNUNCIATED CHECKLISTS ......................................................................................................................... 9
MEMORY ITEMS ................................................................................................................................................. 10
AIRSPEED UNRELIABLE ................................................................................................................................. 10
ABORTED ENGINE START L,R ....................................................................................................................... 11
ENGINE AUTOSTART L,R ................................................................................................................................ 11
ENG LIM/SURGE/STALL L,R ............................................................................................................................ 12
ENG SVR DAMAGE/SEP L,R ........................................................................................................................... 13
FIRE ENG L,R ................................................................................................................................................... 14
DUAL ENG FAIL/STALL (GE) ........................................................................................................................... 15
DUAL ENG FAIL/STALL (RR) ........................................................................................................................... 16
STABILIZER ...................................................................................................................................................... 17
CABIN ALTITUDE.............................................................................................................................................. 18
QRH Procedures .................................................................................................................................................. 19
Guidance on Low Oil Pressure .......................................................................................................................... 19
Guidance on Engine Vibration ........................................................................................................................... 20
2.
FCOM SUPPLEMENTARY PROCEDURES .................................................... 21
3.
QRH & FCOM FLIGHT PATTERNS ................................................................ 37
4.
FCOM LIMITATIONS ....................................................................................... 53
APPROACH TO STALL RECOVERY .................................................................................................................. 31
REJECTED TAKEOFF ......................................................................................................................................... 31
TRAFFIC AVOIDANCE ........................................................................................................................................ 33
UPSET RECOVERY ............................................................................................................................................ 34
OMA EMERGENCY PROCEDURES ................................................................................................................... 35
FCOM STANDARD ENGINE OUT PROCEDURE............................................................................................... 35
180° CIRCULAR TURNAROUND ........................................................................................................................ 37
180° HAMMERHEAD INTO TURNAROUND ....................................................................................................... 38
180° HAMMERHEAD FROM TURNAROUND ..................................................................................................... 39
TAKEOFF - VNAV ................................................................................................................................................ 40
TAKEOFF ............................................................................................................................................................. 41
TAKEOFF – BASIC MODES ................................................................................................................................ 42
ILS APPROACH ................................................................................................................................................... 43
INSTRUMENT APPROACH USING VNAV ......................................................................................................... 44
INSTRUMENT APPROACH USING V/S OR FPA ............................................................................................... 45
INSTRUMENT APPROACH FLIGHT PATTERN – RNAV (RNP) AR .................................................................. 46
DISPLACED THRESHOLD GUIDANCE TABLE ................................................................................................. 47
CIRCLING APPROACH ....................................................................................................................................... 48
VISUAL TRAFFIC PATTERN ............................................................................................................................... 50
GO-AROUND AND MISSED APPROACH .......................................................................................................... 51
AIRPLANE GENERAL.......................................................................................................................................... 53
TAKE OFF CROSSWINDS .................................................................................................................................. 54
LANDING CROSSWINDS .................................................................................................................................... 55
DOORS................................................................................................................................................................. 56
AIR SYSTEMS ..................................................................................................................................................... 56
AUTO FLIGHT ...................................................................................................................................................... 56
AUTOMATIC LANDING ....................................................................................................................................... 56
RADIOS ................................................................................................................................................................ 56
AIRPLANE STRUCTURE..................................................................................................................................... 58
FLIGHT INSTRUMENTS, DISPLAYS .................................................................................................................. 58
FLIGHT MANAGEMENT, NAVIGATION.............................................................................................................. 58
FUEL SYSTEM ..................................................................................................................................................... 58
FUEL SYSTEM ..................................................................................................................................................... 58
GEAR DOWN DISPATCH .................................................................................................................................... 58
WARNING SYSTEMS .......................................................................................................................................... 58
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TABLE OF CONTENTS
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5.
LIMITATIONS AND POLICIES ........................................................................ 59
6.
7.
FUEL POLICY ............................................................................................... 143
SOP GUIDE ................................................................................................... 149
PREFLIGHT .......................................................................................................................................................... 59
TAXI ...................................................................................................................................................................... 97
REJECTED TAKEOFF ....................................................................................................................................... 105
TAKEOFF ........................................................................................................................................................... 105
TAKEOFF ........................................................................................................................................................... 106
CLIMB ................................................................................................................................................................. 110
CRUISE .............................................................................................................................................................. 111
HOLDING............................................................................................................................................................ 123
APPROACH ........................................................................................................................................................ 130
APPROACH ........................................................................................................................................................ 131
MISSED APPROACH ......................................................................................................................................... 132
PARKING ............................................................................................................................................................ 138
CUSTOMS INBOUND DXBG ............................................................................................................................. 139
EMIRATES FCOM BULLETINS ......................................................................................................................... 140
BOEING FCOM BULLETINS.............................................................................................................................. 142
PREFLIGHT CHECKS ........................................................................................................................................ 149
WALK AROUND COMPONENT LOCATOR GUIDE ......................................................................................... 150
BRIEFINGS......................................................................................................................................................... 157
BEFORE START PROCEDURE ........................................................................................................................ 158
START PROCEDURE ........................................................................................................................................ 158
BEFORE TAXI PROCEDURE ............................................................................................................................ 158
BEFORE TAKEOFF PROCEDURE ................................................................................................................... 159
TAKEOFF PROCEDURE ................................................................................................................................... 159
CLIMB/CRUISE PROCEDURE .......................................................................................................................... 160
TOP OF CLIMB PROCEDURE .......................................................................................................................... 160
DESCENT PREPARATION ................................................................................................................................ 160
Alternate MCP altitude setting technique ........................................................................................................... 161
ILS PROCEDURE .............................................................................................................................................. 161
ILS PROCEDURE .............................................................................................................................................. 161
NON_ILS APPROACH USING VNAV ................................................................................................................ 162
NON_ILS APPROACH USING RNAV RNP AR ................................................................................................. 164
NON_ILS APPROACH USING V/S or FPA........................................................................................................ 166
DISCONTINUE APPROACH PROCEDURE...................................................................................................... 168
GO-AROUND PROCEDURE ............................................................................................................................. 168
REJECTED LANDING PROCEDURE ................................................................................................................ 169
AFTER LANDING PROCEDURE ....................................................................................................................... 170
TURNING ONTO THE PARKING STAND PROCEDURE ................................................................................. 170
SHUTDOWN PROCEDURE............................................................................................................................... 171
SECURE PROCEDURE ..................................................................................................................................... 171
DEPARTURE SOP ............................................................................................................................................. 172
ARRIVAL SOP .................................................................................................................................................... 173
AIRCRAFT DIFFERENCES ............................................................................................................................... 174
777-300 Differences .........................................................................................................................................174
777-200LR Differences ....................................................................................................................................175
777F Differences ..............................................................................................................................................176
777-300ER/ULR Differences............................................................................................................................182
Blockpoint Software Explained ........................................................................................................................183
EMIRATES DECISION MAKING MODEL .......................................................................................................... 184
Pilot Monitoring Intervention Model .................................................................................................................... 185
RTO ACTIONS ................................................................................................................................................... 186
ENGINE MALFUNCTION AFTER V1 ................................................................................................................. 187
ENGINE OUT PROCEDURE ............................................................................................................................. 188
EICAS MESSAGE PROCEDURE ...................................................................................................................... 188
ENGINE OUT DRIFTDOWN PROCEDURE ...................................................................................................... 188
ENGINE OUT DRIFTDOWN MANUAL PROCEDURE ...................................................................................... 188
PRESSURIZATION PROBLEMS ....................................................................................................................... 189
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TABLE OF CONTENTS
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ENGINE HANDLING AFTER AN AIRSTART .................................................................................................... 190
LANDING PROCEDURE – G/S INTERCEPT FROM ABOVE........................................................................... 191
ILS PRM APPROACHES ................................................................................................................................... 192
SOIA (Simultaneous Offset Instrument Approaches) or LDA/PRM Approaches ............................................... 193
LOW VISIBILITY OPERATIONS ........................................................................................................................ 194
LVO MALFUNCTION GUIDANCE ..................................................................................................................... 196
SINGLE SOURCE MALFUNCTION GUIDANCE ............................................................................................... 197
EFFECT ON LANDING MINIMA OR FAILED OR DOWNGRADED EQUIPMENT ........................................... 197
RUNWAY LIGHTING SYSTEMS AND MARKINGS .......................................................................................... 199
VNAV APPROACHES ........................................................................................................................................ 200
CONTAMINATED RUNWAYS ........................................................................................................................... 205
COLD WEATHER OPERATIONS ...................................................................................................................... 208
DE-ICING / ANTI-ICING .................................................................................................................................. 210
DE-ICE PROCEDURES ON THE GATE ......................................................................................................... 212
DE-ICE PROCEDURES ON A REMOTE DE-ICING BAY .............................................................................. 213
ENGINE ANTI-ICE ........................................................................................................................................... 215
FAN ICE REMOVAL ........................................................................................................................................ 215
TECH LOG ENTRY: Flaps After Landing ........................................................................................................ 215
ALTIMETER CORRECTIONS IN COLD TEMPERATURES........................................................................... 216
RUNWAY AWARENESS ADVISORY SYSTEM ................................................................................................ 217
HOT WEATHER OPERATIONS ........................................................................................................................ 218
THUNDERSTORM AVOIDANCE ....................................................................................................................... 219
WEATHER RADAR ROCKWELL COLLIN WXR-2100 MULTISCAN™ .......................................................... 220
WINDSHEAR ...................................................................................................................................................... 224
GPWS ................................................................................................................................................................. 227
QFE OPERATIONS ............................................................................................................................................ 228
DIVERSION PROCEDURE ................................................................................................................................ 229
DIVERSION CONSIDERATIONS ...................................................................................................................... 231
INHIBITS DURING TAKEOFF............................................................................................................................ 232
INHIBITS DURING LANDING ............................................................................................................................ 233
ETOPS FUEL REQUIREMENTS ....................................................................................................................... 234
ETOPS ALTERNATE WEATHER REQUIRMENTS .......................................................................................... 235
SPECIAL AIRSPACE EXPLAINED .................................................................................................................... 236
MNPS PROCEDURES ....................................................................................................................................... 238
OCEANIC CROSSING PROCEDURES ............................................................................................................ 240
8. LESSONS LEARNED ...................................................................................... 243
9. REPORTS AND FORMS ................................................................................. 267
MOR REPORT ................................................................................................................................................... 267
ASR REPORT .................................................................................................................................................... 268
CAPTAIN’S SPECIAL REPORT ........................................................................................................................ 272
VOYAGE REPORT ............................................................................................................................................ 273
PASSENGER / AIRCREW ACCIDENT REPORT.............................................................................................. 274
CONFIDENTIAL HUMAN FACTORS REPORT................................................................................................. 274
GROUP SAFETY REPORT ............................................................................................................................... 274
COMMANDER'S DISCRETION REPORT ......................................................................................................... 275
C15 ..................................................................................................................................................................... 275
GEN DEC ........................................................................................................................................................... 275
OM-C RAIG FEEDBACK FORM ........................................................................................................................ 275
E6 LOCKER STOWAGE WAYBILL FORM........................................................................................................ 275
PORTABLE ELCTRONIC DEVICES (PEDs) ..................................................................................................... 276
DATA LINK IRREGULARITY REPORTING ....................................................................................................... 276
ADDITIONAL REPORTING................................................................................................................................ 277
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10. PA ANNOUNCEMENTS ................................................................................ 279
IFTAR PA ............................................................................................................................................................ 279
HOLDING PA ...................................................................................................................................................... 279
GO-AROUND PA ................................................................................................................................................ 279
WEATHER DIVERSION PA ............................................................................................................................... 279
TECHNICAL DIVERSION PA ............................................................................................................................. 279
SICK PASSENGER DIVERSION PA ................................................................................................................. 279
SUSPECTED COMMUNICABLE DISEASE PA ................................................................................................. 279
FIRE PA .............................................................................................................................................................. 280
EMERGENCY DESCENT PA............................................................................................................................. 280
DEICING PA ....................................................................................................................................................... 280
PARTIAL OR ALL GEAR UP LANDING PA ....................................................................................................... 280
PRECAUTIONARY DISEMBARKATION ........................................................................................................... 281
SABOTAGE / BOMB THREATS ON GROUND ................................................................................................. 282
SABOTAGE / BOMB THREATS IN FLIGHT ...................................................................................................... 283
SUSPICIOUS ARTICLE DISCOVERED ............................................................................................................ 283
WORLD TIME ZONE MAP ................................................................................................................................. 284
DAYLIGHT SAVINGS TIME ............................................................................................................................... 285
EHRAM PA ......................................................................................................................................................... 286
CABIN CREW BRIEFING ................................................................................................................................... 287
PA CONSIDERATIONS...................................................................................................................................... 287
WELCOME ABOARD PA ................................................................................................................................... 288
GROUND DELAY > 4 HOURS PA, Flight to and from USA .............................................................................. 288
TOP OF DESCENT PA ...................................................................................................................................... 288
INDEX................................................................................................................... 289
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QRH NON-NORMAL
01 June 2019
STUDY GUIDE
1. QRH NON-NORMAL
UNNANNUNCIATED CHECKLISTS
It is a requirement to know all of the checklists in the Un-annunciated Chapter of the QRH; however, only a few of them have MEMORY items.
UNANNUNCIATED CHECKLISTS
Conditional Statement
Checklist
Remarks
1 Aborted Engine Start L,R
QRH 7.1
2 ADS-B Out Failure
3
4
5
Airspeed Unreliable
Automatic Unlock
Bomb On Board
Ditching
QRH 10.1
QRH 1.1
QRH 0.1
QRH 0.3
6
7 Dual Engine Fail/Stall
8
9
QRH 7.2
QRH 7.4
Engine In-Flight Start L,R
QRH 7.28
Engine start is needed after a shutdown with no fire or apparent damage.
QRH 7.31
Engine Limit/Surge/Stall L,R
QRH 7.6
10 Engine Response RR Engines
11
QRH 7.13
Engine Severe Damage/Separation L,R
One or more of these occur:
• Engine indications are abnormal
• Engine indications are quickly nearing or show an exceedance
• Abnormal engine noises are heard, possibly with airframe vibration
• There is no response to thrust lever movement or the response is abnormal
• Flames in the engine inlet or exhaust are reported
Condition: One or both engines do not reach commanded thrust or roll back, and fuel system icing is suspected (indicated
EPR is below commanded EPR and fuel temperature is below -10 degrees C).
Objective: To clear ice from the fuel system by reducing engine fuel flow while descending, then checking for proper
engine response.
Engine has severe damage, vibration, or has separated.
QRH 7.10
12 Evacuation
14 Fuel Jettison
15 Fuel Leak
Located on the QRH Back Cover.
QRH Back Cover.2
13 Fire Engine Tailpipe L,R
QRH 8.5
QRH 12.17
17 Ice Crystal Icing QRH 3.12
18 Jammed Flight Controls
19 Lock Fail
Landing gear lever cannot be positioned to UP.
QRH 14.7
QRH 3.14
Procedures to follow when Ice Crystal or TAT Probe Icing is suspected. See EKIB-47
QRH 9.14
Procedures to follow if Flight Controls are jammed or restricted in roll, pitch, or yaw.
QRH 0.5
QRH Back Cover.1
QRH 8.6
23 Smoke or Fumes Removal
24 Volcanic Ash
QRH 7.53
Company NOTAM
Flight deck door lock fail light illuminated indicates flight deck door lock has failed, or flight deck access system switch is
OFF.
A landing at greater than maximum landing weight is required.
Precautionary Disembarkation
22 Smoke, Fire or Fumes
- Keep in mind that, if such event should occur, the crew may perform NNC by memory, if desired.
CO429/12 QRH CI.2.5 FCOM EAD 101
QRH 1.12
20 Overweight Landing
An engine tailpipe fire is reported on the ground with no engine fire warning.
The pilot flying may also direct reference checklists to be done by memory if no hazard is created by such action, or if the
situation does not allow reference to the checklist. QRH CI
Remember it is OMA 8.2.2.4.1.6 requirement to immediately call the tower for the fire serves for Undercowl Fires.
Fuel jettison is required.
- This unannunciated checklist is to be used when Fuel Jettison is required. There are other Checklists triggered by
EICAS messages.
- Fuel Jettison Time is displayed on the FUEL Synoptic page.
An inflight fuel leak is suspected or confirmed.
QRH 12.10
16 Gear Lever Locked Down
21
During Ground Start, an abort engine start condition occurs.
Do an ABORTED ENGINE START checklist if there is no oil pressure rise after EGT increases FCOM 21.32 . Can also be
completed for FOD (If FOD consider not reengaging starter).
One or more of these occur:
•ATC reports ADS-B Out is lost or degraded
•On the CDU POS REF 3/3 page, the GPS L line is blank and the left transponder is selected
•On the CDU POS REF 3/3 page, the GPS R line is blank and the right transponder is selected
Airspeed or Mach indication suspected to be unreliable.
Memory Items include
FLAPS Extended 10º - 85% N1
Flaps Up 4º - 70%N1
QRH PI section provides suggested power settings
Flight deck door auto unlock light illuminated indicates correct emergency access code has been entered and flight deck
door is programmed to automatically unlock after a time delay.
QRH instructs Rotate to DENY and hold for 1 second.
Specific threat that a bomb is on board, or suspected or confirmed bomb on board.
Maintain you current altitude until this checklist is completed to the CABIN ALTITUDE is reset.
Consider descending to cabin altitude and configuring for landing before descending below that altitude (Just in case the
bomb is triggered by a decreasing cabin altitude).
Airplane ditching and evacuation are required.
2,000 AGL “THIS IS THE CAPTAIN, ATTENTION CREW AT STATIONS”
500 AGL “THIS IS THE CAPTAIN, BRACE, BRACE”. OMA 8.3.16.7
Engine speed for both engines is below idle.
QRH 8.34
QRH 7.56
25 Window Damage FWD L,R
QRH 1.14
26 Window Damage Side L,R
QRH 1.15
Located on the QRH second last page.
Smoke, fire or fumes is identified.
Anytime the smoke or fumes becomes the greatest threat, do the SMOKE OR FUMES REMOVAL checklist
Smoke/fumes removal is required.
Do this checklist only when directed by the SMOKE, FIRE OR FUMES CHECKLIST.
Static discharge around the windshield, bright glow in the engine inlets, smoke or dust on the flight deck, or acrid odour
indicates the airplane is in volcanic ash.
The forward flight deck window has one or more of these:
• An electrical arc
• A crack
• A delamination
• Is shattered
The side flight deck window has one or more of these:
• An electrical arc
• A crack
• A delamination
• Is shattered
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AIRSPEED UNRELIABLE
QRH 10.1
1. QRH NON-NORMAL
MEMORY ITEMS
01 June 2019
STUDY GUIDE
Memory Items
FLAPS Extended
Flaps Up
10º - 85% N1
4º - 70%N1
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ABORTED ENGINE START L,R
1. QRH NON-NORMAL
01 June 2019
STUDY GUIDE
QRH 7.1
ENGINE AUTOSTART L,R
QRH 7.5
SYSTEM INFORMATION:
RR ENGINES: 2 Autostart attempts. On the first attempt
only one set of igniters is used, on the second attempt
both igniters are used. FCOM 7.20.11
GE ENGINES: 3 Autostart attempts. On the first attempt
only one set of igniters is used, on the second attempt
both igniters are used, on the third attempt the fuel flow is
adjusted. FCOM 7.20.12
INSTRUCTIOR NOTE: Moving the Fuel Control switch to
cut-off will remove the EICAS “ ENG AUTOSTART L/R” .
You will have to remember to call for this checklist and find
in the Non-Normal Checklist menu
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ENG LIM/SURGE/STALL L,R
QRH 7.6
1. QRH NON-NORMAL
01 June 2019
STUDY GUIDE
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ENG SVR DAMAGE/SEP L,R
QRH 7.10
1. QRH NON-NORMAL
01 June 2019
STUDY GUIDE
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FIRE ENG L,R
QRH 8.2
1. QRH NON-NORMAL
01 June 2019
STUDY GUIDE
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DUAL ENG FAIL/STALL (GE)
1. QRH NON-NORMAL
01 June 2019
STUDY GUIDE
QRH 7.2
INSTRUCTOR NOTE:
It can be difficult to tell when an engine has completed the start
cycle… An easy way to identify that the start is complete and the
engine is running is when the Red EGT Start Limit Bar disappears.
INSTRUCTOR NOTE:
When one engine starts and one remains failed, the failed engine
continues to try to start itself indefinitely. If you wish to configure
the aircraft for landing you will have to call for an additional
checklist… ENGINE FAIL or ENGINE SEVERE DAMAGE
/SEPARATION… This will secure the engine and set the flaps
correctly for landing.
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DUAL ENG FAIL/STALL (RR)
1. QRH NON-NORMAL
01 June 2019
STUDY GUIDE
QRH 7.4
INSTRUCTOR NOTE:
It can be difficult to tell when an engine has completed the start
cycle… An easy way to identify that the start is complete and the
engine is running is when the Red EGT Start Limit Bar disappears.
INSTRUCTOR NOTE:
When one engine starts and one remains failed, the failed engine
continues to try to start itself indefinitely. If you wish to configure
the aircraft for landing you will have to call for an additional
checklist… ENGINE FAIL or ENGINE SEVERE DAMAGE
/SEPARATION… This will secure the engine and set the flaps
correctly for landing.
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STABILIZER
QRH 9.1
1. QRH NON-NORMAL
01 June 2019
STUDY GUIDE
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CABIN ALTITUDE
QRH 2.1
1. QRH NON-NORMAL
QRH 2.2
01 June 2019
STUDY GUIDE
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STUDY GUIDE
1. QRH NON-NORMAL
Page 19 of 292
NON-NORMAL PROCEDURES
Guidance on Low Oil Quantity
1. Boeing states that display of Secondary Engine Information is for pilot awareness only and does not require
any pilot action to be taken.
2. Monitor all parameters displayed to timely detect changes.
3. Liaise with MCC to obtain more information
4. Continue as normal, unless you note any of the below conspicuous additional clues:
•
Fluctuating engine parameters
•
Engine parameters nearing/exceeding a published limit (indication changing to amber or red)
•
Abnormal engine noise
•
Flames from engine exhaust or inlet
•
Abnormal throttle response
•
Abnormally Low Fuel Flow
5. In the absence of any other clue or parameter approaching or exceeding a limit (Note that a marked EGT
difference between left and right engine does not qualify as “approaching or exceeding a limit”) the engine
should be operated as normal.
6. If there are other clues or parameters approaching or exceeding a limit the pilot is expected to take action
7. If a thrust reduction is required and the aircraft is unable to maintain level flight anymore the situation shall
be treated as Single Engine OPS and a diversion will be required.
8. If it is safe to do so, the pilot should keep the engine (in line with the Boeing philosophy) running.
9. If the action to be taken is an Engine Shutdown than this will result in a Single Engine OPS and a diversion
will be required.
Scenario
Secondary Engine
Parameters
displayed due to
Low Oil Quantity
Additional Clue
Action
MCC
NONE
Continue to operate engine
as per normal ops
Liaise for
additional info
VP-NC
Assess if it is possible to
stabilise the engine at a
reduced thrust setting.
Secondary Engine
Parameters
displayed due to
Low Oil Quantity
YES
Secondary Engine
Parameters
displayed due to
Low Oil Quantity
YES
If, taking into account timely
available input from MCC
and VPNC, the commander
considers a diversion
advisable, keep the engine
running if a safe operation is
possible.
If it is not possible to
stabilise the engine at a
reduced thrust setting.
If, taking into account timely
available input from MCC
and VPNC, the commander
considers an Engine shut
down necessary, plan to
land at the nearest suitable
airport..
Liaise for
additional info
Liaise for best course
of action
Liaise for
additional info
Liaise for best
diversion option
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1. QRH NON-NORMAL
Page 20 of 292
Guidance on Engine Vibration
1. Boeing states that display of Secondary Engine Information is for pilot awareness only and does not require
any pilot action to be taken.
2. Monitor all parameters displayed to timely detect changes.
3. Liaise with MCC to obtain more information.
4. Continue as normal, unless you note any of the below conspicuous additional clues:
•
Fluctuating engine parameters
•
Engine parameters nearing/exceeding a published limit (indication changing to amber or red)
•
Abnormal engine noise
•
Flames from engine exhaust or inlet
•
Abnormal throttle response
•
Abnormally Low Fuel Flow
5. The Purser or any other member of the Cabin Crew may notify the pilot about tactile vibrations in the cabin.
In case of a high vibration level indication and if no report of tactile vibration in the cabin has been received
from the Cabin Crew, it is advisable to request the Cabin Crew to report any unusual engine behaviour. As
Cabin Crew are not trained to assess vibration or other abnormal engine behaviour, avoid characterizing to
the Cabin Crew what to look for as this may affect unbiased observations.
6. If the vibration displayed is associated with any of the above clues/changes AND/OR is noticeable in the
cabin, thereby causing concern and discomfort to the passengers the pilot is expected to take action.
7. If a thrust reduction is required and the aircraft is unable maintain level flight the situation shall be treated as
Single Engine OPS and a diversion will be required.
8. If it is safe to do so, the pilot should keep (in line with the Boeing philosophy) the engine running.
9. If the action to be taken is an Engine Shutdown than this will cause a Single Engine OPS and a diversion
will be required.
10. In the absence of reports of other clue or parameter approaching or exceeding a limit (Note that a marked
EGT difference between left and right engine does not qualify as “approaching or exceeding a limit”) the
engine should be operated as normal.
Scenario
Secondary
Engine
Parameters
displayed due to
ENG VIB
Additional
Clue
Action
MCC
NONE
Continue to operate engine as
per normal ops
Liaise for
additional info
Secondary
Engine
Parameters
displayed due to
ENG VIB
YES
Secondary Eng
Parameters
displayed due to
ENG VIB
YES
Assess if it is possible to
stabilise the engine at a
reduced thrust setting.
Consider the Eng
Limit/Surge/Stall NNC as a
template for subsequent
actions.
If, taking into account timely
available input from MCC and
VPNC, the commander
considers a diversion advisable
keep the engine running if a
safe operation is possible.
If, taking into account timely
available input from MCC and
VPNC, the commander
considers an Engine shut down
necessary, plan to land at the
nearest suitable airport.
VP-NC
Liaise for
additional info
Liaise for best course
of action
Liaise for
additional info
Liaise for best
diversion option
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2. FCOM SUPPLEMENTARY PROCEDURES
FCOM SUPPLEMENTARY PROCEDURES
(Commonly Used Procedures)
01 June 2019
STUDY GUIDE
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2. FCOM SUPPLEMENTARY PROCEDURES
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STUDY GUIDE
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2. FCOM SUPPLEMENTARY PROCEDURES
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2. FCOM SUPPLEMENTARY PROCEDURES
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2. FCOM SUPPLEMENTARY PROCEDURES
INTENTIONALLY BLANK
01 June 2019
STUDY GUIDE
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2. FCOM SUPPLEMENTARY PROCEDURES
Page 26 of 292
1. AIRPLANE GENERAL, EM EQUIP, DOORS, WINDOWS
HOT WEATHER OPERATION
COLD WEATHER OPERATION
SECURING FOR COLD WEATHER
AIRFRAME DE-ICING
OPERATION WITH DE-ICING / ANTI ICING FLUIDS
SEVERE TURBULENCE
•
•
•
•
•
•
•
•
•
•
•
•
•
•
01 June 2019
STUDY GUIDE
Turbulence Penetration Speed: 270 below 25000 ft. 280/0.82M at or above 25000ft – whichever the less
Seat Belt Sign - ON
No Smoking Sign - ON
PA: “CABIN CREW BE SEATED”
Advise Flight Attendants to secure Pax and Galleys, suspend service and sit down and fasten seat belts
Use Autopilot
Use V/S Mode during Climbs and Descents. VNAV/ALT may be used during cruise
Fly at Turbulence Penetration Speed
Select Manual Thrust. Thrust to be set slightly above Magenta EPR Target
Delay flap extension or divert
Secure Flight Deck of loose items
Fasten Shoulder Harnesses
Consider Altitude and Buffet Margins
Purser to advise when cabin is secure
WINDSHEAR
DOORS
EMERGENCY EQUIPMENT
REFUELLING
2. AIR SYSTEMS
GROUND AIR CONDITIONING CART USE
PACKS OFF TAKEOFF
3. ANTI-ICE, RAIN
ANTI-ICE USE
ENGINE ANTI ICE USE
WING ANTI-ICE USE
4. AUTOMATIC FLIGHT
6. ELECTRICAL
ELECTRICAL POWER DOWN
NOTES
•
•
This is the procedure to be followed if completing the SECURE CHECKLIST.
Refer to FCOM SP.6.1 for this eventuality
•
This procedure must be performed by reference to
aircraft. This must not be performed by recall
ELECTRICAL POWER UP
NOTES
FCOM SP.6.2
in the event one has to power up an unpowered
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Page 27 of 292
7. ENGINES, APU
APU GROUND PNEUMATIC START
CONDITION:
•
01 June 2019
STUDY GUIDE
The APU requires to be started using Ground pneumatics to provide duct pressure so that the APU air turbine starter
can be used to start the APU
REASON:
•
The electric start motor is unavailable. This may be due to starter motor or circuit problems
CHECKLIST:
•
•
•
FCOM SP 7.1
The Packs must be off before the manifold is pressurised. This is to ensure that the min duct pressure of 15 PSI is
achieved
After a normal APU start the ground pneumatics are disconnected before the Packs are put to Auto
NOTES:
ENGINE BATTERY START
CONDITION:
•
No Ground Power Unit or APU is available to provide the electrical power to start the engines. Pneumatics from the
APU or Ground cart is required to provide duct pressure.
REASON:
•
APU is inop or APU GEN inop and no GPU is available
•
SP 7.1
•
If using a ground cart, the FCOM SP ENGINE GROUND PNEUMATIC START and then the ENGINE CROSSBLEED START
procedures may need to be performed in the course of this checklist
Accomplish the drill by reference to the Supplementary Procedures. If Autostart is available, it should be used.
(Autostart is a normal engine start, which is to be accomplished in these procedures).
Read SP procedure. Careful planning is required
Find out if there is any slot time and plan accordingly
Ensure that extra fuel is on board for the increased ground run time (25 Kg per min) 500 Kg min
Ensure that the flight deck is set-up as far as possible including completing paperwork, loadsheet, RTOW figures etc.
to minimise delays after start
Loading should be complete and all passengers on board, doors closed
Ensure Ground Crew are ready, Pneumatic Air (if required) is available and Aircraft is clear
Get permission to start one engine in the bay and advise that it will run for a while until ready
Do SP procedure asking for air when applicable
Perform Ground Pneumatic Start if required
Start Left Engine in bay
Complete SP and restore pack operation for air conditioning
Complete cockpit set-up
Get start and pushback clearance
Pushback, set brake and start second engine (if no APU then this will require an ENGINE CROSSBLEED START )
If there are additional problems like Autostart inop. De-icing required or ENG START VALVE, this could become
quite complicated. Plan carefully and Take each stage slowly
CHECKLIST:
NOTES:
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
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2. FCOM SUPPLEMENTARY PROCEDURES
Page 28 of 292
ENGINE CROSSBLEED START
CONDITION:
01 June 2019
STUDY GUIDE
•
Air from an engine is used to start the other engine when APU air is not available
•
APU is inop or APU Bleed Air is not available
•
With the APU Bleed Valve OFF, and the aircraft clear, thrust is increased 5% on the operating engine to provide a
minimum 25 psi duct pressure from which the second engine is started (If the duct pressure is above 25psi at idle
thrust then a thrust increase to 5% N3 above idle is not necessary)
REASON:
CHECKLIST:
NOTES:
•
•
In this case a Ground Pneumatic Source starts the first engine on the stand. The second engine could also be
started but in some cases this may prove too much for the Tow Truck or the Tow Bar Pin
This case must be used if a 777 Tow Bar is not available
ENGINE GROUND PNEUMATIC START
CONDITION:
•
Ground pneumatics are used to start the engines
REASON:
•
APU is inop or APU Bleed Air is not available
CHECKLIST:
•
•
•
•
Select both packs to OFF. (The OFF lights will be illuminated, but packs must be selected off).
A min duct pressure of 25 psi (less 1 psi/1000 ft Press Alt)
Engine(s) are started normally
Ground Pneumatics must be disconnected then Packs are selected to Auto
•
•
•
•
•
•
•
•
•
•
Ensure Ground Crew are ready and Tow Truck and Pneumatic Air are available and Aircraft is clear
Get permission to start one engine in the bay
Read FCOM SP.7.2 ENGINE CROSSBLEED START procedure
Before connecting the ground air conditioning cart, switch the packs and recirculation fans off.
Do FCOM SP.7.3 ENGINE GROUND PNUEMATICSTART procedure asking for air when applicable
Start one engine at a time
Start in bay
Disconnect Ground Pneumatics AND Ground Electrics if required, then reinstate Packs
Get clearance to push and start 2nd engine
The second engine may have to be started using an FCOM SP.7.2 ENGINE CROSSBLEED START
NOTES:
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2. FCOM SUPPLEMENTARY PROCEDURES
Page 29 of 292
ENGINE START WITH EXTERNAL ELECTRIC POWER
01 June 2019
STUDY GUIDE
This Procedure has been removed from FCOM SP but I left this note in as helpful information.
CONDITION:
•
An Engine start is required while using a Ground Power Unit as the only AC power source.
•
APU is inoperative or APU GEN inoperative.
REASON:
CHECKLIST:
•
NOTES:
•
•
•
•
•
•
•
•
•
If APU is inop, this will also require an ENGINE GROUND PNEUMATIC START and possibly an ENGINE CROSSBLEED START
This will require a start on the stand. Either 1 or Both Engines
Get permission to start in the bay
If a 777 tow bar and pin is available, and tow truck is capable, start both on the stand
Refer to FCOM SP.7.3 ENGINE GROUND PNEUMATIC START if required
Disconnect GPU and Ground Pneumatics
Get Pushback clearance
Set Brake and start 2nd Engine if required using ENGINE CROSSBLEED START
FCOM SP.7.2
Advise purser to reinstate the power to the cabin if required
•
An engine start is required without the use of the Autostart System (Engine start using the autostart system is the
normal method to start the engine)
MANUAL ENGINE START
CONDITION:
REASON:
•
The Autostart is inoperative or selected off.
CHECKLIST:
•
FCOM SP.7.4 or Laminated checklist under glareshield
NOTES:
•
•
•
•
•
•
Read the checklist through together first as a crew, and then perform the checklist as an action list.
Start one engine at a time.
Don't forget that you only put the fuel control switch to run when Oil pressure increases EGT below 100ºC and
N3 at max motoring or 25%.
Unlike during an autostart the spar and engine fuel valves open as soon as the fuel control switches are placed to
Run. If the autostart switch is selected off and the fuel control switch is placed in Run before max motoring you'll get
an ENG AUTOSTART L/R caution. This should prompt you to carry out the memory items, which is to abort the
engine start. Clever!
The procedure lists the start parameters to be monitored in a sequential order. CM2 to keep CM1 in the picture as
each stage of the engine start approaches. E.g. Once fuel control switches are to Run, CM2 can say something like
"We're looking for EGT within 30secs, we have EGT rise it must remain within limits, now we need N1 rotation by
45%N3".
In the event of a start problem / need to abort the start, do the Memory items and call for the aborted engine start
checklist. Advise ground crew and decide next course of action i.e. restart or not. Contact EK engineering if
necessary.
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2. FCOM SUPPLEMENTARY PROCEDURES
Page 30 of 292
MANUAL OVERRIDE ENGINE START
CONDITION:
01 June 2019
STUDY GUIDE
•
The engine start valve must be manually opened and closed with a tool
•
The engine starter valve has failed.
•
FCOM SP.7.4
•
This procedure is used after the ENG START VALVE L/R has appeared or the aircraft is dispatched with the start
valve inoperative
Following the EICAS message ENG START VALVE L/R; complete the start on the good engine.
Put on EAI if required on the operating engine
Read the ENG START VALVE L/R checklist
Consult the MEL for dispatch
Advise the ground crew that a Manual Override Engine Start is required and ask them to get the Tool from the E&E
compartment
Read the SP
Arrange a system of hand signals and demonstrate this with the ground engineer while he still can speak to you
(when at the engine he may not be able to use his interphone)
REASON:
CHECKLIST:
NOTES:
•
•
•
•
•
•
•
APU INOP DISPATCH
NOTES:
•
•
•
•
•
•
Considerations:
MEL MEL 49-11-01 - Backup generators must operate. ETOPS limited to 180minutes. Etc.
Next stations - Is ground power available and ground cart for air start available. Is ground air conditioning required?
Consult EK engineering. Get them to advice ground staff at destination of requirements.
Use the FCOM SP ENGINE GROUND PNEUMATIC START and the FCOM SP ENGINE START WITH EXTERNAL ELECTRIC POWER to start
the engines at the stand. If a B777 tow bar is not available, then use the above procedure to start one engine.
Disconnect the Ground Pneumatic Air and GPU and push back.
Then, accomplish the S.P ENGINE CROSSBLEED START procedure using the running engine to provide duct pressure.
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3. QRH NON-NORMAL MANEUVERS
Page 31 of 292
QRH NON-NORMAL MANEUVERS
QRH MAN 1.1
Approach To Stall or Stall Recovery
Pitch Limit Indication FCOM 10.10.6
- Indicates pitch limit (stick shaker activation
point for the existing flight conditions).
- Displayed when the flaps are not retracted, or
at slow speeds with the flaps retracted.
Warning:
Autothrottle wake up will not work in the following
conditions.
FMA Indications
FCOM 4.20.9
Note: When the pitch mode is FLCH or TOGA, or the airplane is
below 400 feet above the airport on takeoff, or below 100 feet radio
altitude on approach, the autothrottle will not automatically activate.
****
****
****
****
FLCH
TOGA
Note: During a descent in VNAV SPD, the autothrottle may activate
in HOLD mode and will not support stall protection.
HOLD
****
VNAV SPD
Circling Approaches and Instrument Approaches using V/S or
FPA… Ask for:
F/D switch............Turn both OFF then turn the PM F/D switch ON
If this is done incorrectly the Autothrottle wakeup stall protection will
not work… Recommend the PF askes PM to select both switches off
then the PM F/D switch on to prevent incorrect selections.
No further aft trim
AIRSPEED LOW Displays A/T Advances
Stick Shaker activates, and the Slats automatically extend from
the midrange position to the fully extended position FCOM 10.10.6
FCTM 1.5
Rejected Take-off
QRH MAN 1.2
Low Speed RTO
- Prior to 80 knots the Auto-Throttles remain in TOGA and will have to be
disconnected to avoid reapplication of thrust.
- Auto Brakes arm at 85 knots, If the RTO is below 85 knots manual braking will
be required.
*** TRE Note
Slow acceleration can be
detected by monitoring the
Speed Trend Vector…
A normal trend vector will
be around 30-40 knots.
***
Master Caution Lights,
Aural Beeper, and Advisory
level Alert Messages
inhibited from 80 KTS to 400
RA or :20 seconds after
rotation.
For a RTO the inhibit lasts
until the speed is below 75
knots.
Master Warning Lights and
Fire Bell inhibited from V1
until 400 RA or 25 seconds
after V1.
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3. QRH NON-NORMAL MANEUVERS
Rejected Takeoff Continued
QRH MAN.1.4
01 June 2019
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3. QRH NON-NORMAL MANEUVERS
Page 33 of 292
QRH MAN 1.8
ADVISE ATC OMA 8.3.6
FCOM L.10.17
ADVISE ATC OMA 8.3.6
TCAS PHRASEOLOGIES
OMA 8.3.6 LIDO TEXT COM 70
EKIB-30 TCAS Change 7 prevents TCAS from actively tracking and displaying
aircraft that are NOT deemed as a threat to the aircraft …
FCOM 10.10.38 Weather RADAR and TCAS are not displayed in CTR APP, CTR
VOR, and PLAN modes on the ND.
QRH When Selection of TA is requested it is important as it will increase the corrective
RA of the intruder aircraft
OMA 11.3.2
File an ASR when a TCAS Resolution Advisory (RA) occurs.
New Transponder Panel
CLEAN UP TECHNIQUE
FLCH
Instructor Technique
A/P ON
ABOVE – altitude reporting traffic from 2,700 feet
below to 9,000 feet above current altitude displayed.
NORM (normal) – altitude reporting traffic from
2,700 feet below to 2,700 feet above current altitude
displayed.
BELOW – altitude reporting traffic 9,000 feet below
to 2,700 feet above current altitude displayed.
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Page 34 of 292
QRH MAN 1.10
01 June 2019
STUDY GUIDE
2 Excellent Videos are available in the Pelesys Learning System:
Select REFERENCE COURSES, Rolling Recurrent – Jet Upset
EMIRATES B-777
01 June 2019
STUDY GUIDE
3. QRH NON-NORMAL MANEUVERS
Page 35 of 292
NON NORMAL CHECKLIST CONFIRMATION CALLS
QRH CI
FCOM NP 50.1
OMA 8.3.1.6
OMA 8.3.0.4.4.2
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3. QRH NON-NORMAL MANEUVERS
INTENTIONALLY BLANK
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3. QRH & FCOM FLIGHT PATTERNS
Page 37 of 292
QRH FCOM FLIGHT PATTERNS
QRH OI.6.3
OVERSTEERING TECHNIQUE
FCTM 2.8
Min width of pavement for
a 180 turn 772LR & 777F
Min width of pavement for
a 180 turn 773
Min width of pavement for
a 180 turn 773ER/ULR
157.4 feet, 48.0 meters for nose gear
FCOM System Description 1
183.8 feet, 56 meters for nose gear
FCOM System Description 1
185.5 feet, 56.5 meters for nose gear
FCOM System Description 1
FCTM 2.10
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QRH OI.6.1
Min width of pavement for
a 180 turn 772LR & 777F
Min width of pavement for
a 180 turn 773
Min width of pavement for
a 180 turn 773ER/ULR
157.4 feet, 48.0 meters for nose gear
FCOM System Description 1
183.8 feet, 56 meters for nose gear
FCOM System Description 1
185.5 feet, 56.5 meters for nose gear
FCOM System Description 1
180 Degree Turns in less than 45 m FCTM 2.15
777-200 ......................... 38.4m
777-300 ......................... 43.6m
777-300ER .................... 43.7m
-
Non Normal Ops. (Not an Emirates approved procedure)
Can only be used after landing as the Aircraft and Runway must be inspected.
Line up outside tires on outside edge.
Come to complete stop.
Turn tiller to maximum steering angle.
Apply full inside brake.
Apply sufficient outside thrust to turn the aircraft.
Keep the inside brake locked until nose wheel clears the far edge of the turn.
Inspection of runway and aircraft required.
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3. QRH & FCOM FLIGHT PATTERNS
Page 39 of 292
QRH OI.6.2
Min width of pavement for
a 180 turn 772LR & 777F
Min width of pavement for
a 180 turn 773
Min width of pavement for
a 180 turn 773ER/ULR
157.4 feet, 48.0 meters for nose gear
FCOM System Description 1
183.8 feet, 56 meters for nose gear
FCOM System Description 1
185.5 feet, 56.5 meters for nose gear
FCOM System Description 1
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3. QRH & FCOM FLIGHT PATTERNS
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STUDY GUIDE
This diagram is for reference only. Boeing has removed it from the current QRH.
FCOM S.P.1.2.3
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Page 41 of 292
3. QRH & FCOM FLIGHT PATTERNS
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STUDY GUIDE
During takeoff prior to lift-off: FCOM 4.20.11
• With speed less than 50 KIAS, pushing a TO/GA switch activates the autothrottle in the thrust reference (THR REF) mode. The thrust levers advance to the selected thrust limit. If the
autothrottle is not active by 50 knots, it cannot be activated until above 400 feet.
• At 80 knots, the autothrottle mode annunciation changes to HOLD.
• With speed greater than 80 knots, pushing a TO/GA switch disarms LNAV and VNAV.
At lift-off:
• The pitch command target speed is V2 + 15. If current airspeed remains above the target speed for 5 seconds, the target airspeed is reset to current airspeed (limited to a maximum of V2 + 25).
• If an engine failure occurs on the ground, the pitch command target speed at lift-off is V2 or airspeed at lift-off, whichever is greater.
• The roll command maintains ground track.
After lift-off:
• existing speed, if airspeed is between V2 and V2 + 15
• V2 + 15, if airspeed is above V2 + 15.
• If a TO/GA switch is pushed:
• removes takeoff and climb derates and assumed temperature thrust reduction
• A/T in HOLD, the A/T activates in THR REF.
• At 50 feet radio altitude, LNAV engages, if armed. Roll commands bank to track the active route.
• At 400 feet, VNAV activates when armed. Pitch commands the current airspeed. The autothrottle sets the selected reference thrust and annunciates THR REF.
• At acceleration height or altitude capture below acceleration height, pitch commands speed to 5 knots below takeoff flap placard speed. As flaps are retracted, pitch commands an acceleration to 5
knots below the placard speed of the commanded flap position.
• When flaps are up, pitch commands an acceleration to VNAV climb speed. VNAV climb speed is the greater of:
• VREF + 80 knots, or
• speed transition associated with origin airport.
• At thrust reduction point (either an altitude or a flap position), the FMC changes the thrust limit to the armed climb limit (CLB, CLB 1, or CLB 2).
The TO/GA mode is terminated by selecting any other pitch and roll mode; automatic LNAV/VNAV engage terminates TO/GA mode.
Page 42 of 292
TOGA Functions During Takeoff
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3. QRH & FCOM FLIGHT PATTERNS
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STUDY GUIDE
This diagram is for reference only. Boeing has removed it from the current QRH.
Page 43 of 292
3. QRH & FCOM FLIGHT PATTERNS
Descending Level-off
- Select Level off Altitude on the MCP
- If above 1,500 AAL deselect APP, AFDS reverts to VS and TRK/HDG HLD
and the aircraft will continue to descend and will level off at the MCP Altitude.
Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC… Identified
P PA Completed
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STUDY GUIDE
- If VNAV ALT mode is displayed and the aircraft is
above the VNAV PATH. Set the MCP altitude to the
next lower altitude and select altitude intervention.
VNAV ALT mode above the approach path
FCTM 5.39
A/P Off by
200’ AGL
Checking raw data may be accomplished by :
- Pushing the POS switch on the EFIS control panel
and comparing the displayed data with the navaid
symbols on the map. Example: The VOR radials
and raw DME data should overlay the VOR/DME
stations shown on the MAP and the GPS position
symbol should nearly coincide with the tip of the
airplane symbol.
- Displaying the VOR and or ADF pointers on the map
display and using them to verify you position relative
to the MAP display.
VOR, TACAN, NBD, RNAV, GPS…etc.
- Raw data must be monitored.
Page 44 of 292
CHECKING OF RAW DATA FCTM 5.28
LOC, LOC B/C, LDA, SDF, IGS
Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC… Identified
P PA Completed
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3. QRH & FCOM FLIGHT PATTERNS
01 June 2019
STUDY GUIDE
Checking raw data may be accomplished by :
- Pushing the POS switch on the EFIS control
panel and comparing the displayed data with the
navaid symbols on the map. Example: The
VOR radials and raw DME data should overlay
the VOR/DME stations shown on the MAP and
the GPS position symbol should nearly coincide
with the tip of the airplane symbol.
- Displaying the VOR and or ADF pointers on the
map display and using them to verify you position
relative to the MAP display.
VOR, TACAN, NBD, RNAV, GPS…etc.
- Raw data must be monitored.
3. QRH & FCOM FLIGHT PATTERNS
PM should be comparing the aircraft position and
altitude to the charted crossing altitudes and
Calling them out so the PF can correct the profile
If the Vertical DEV is 100 feet greater than the
±xx feet from the chart value call
“__ Feet High/Low”.
Approximately 300 feet above MDA…
MCP altitude … Set Missed approach Altitude.
V/S 1 click = 100fpm
FPA 1 click = .1°
Both F/Ds Off
PM F/D ON
Page 45 of 292
CHECKING OF RAW DATA FCTM 5.28
LOC, LOC B/C, LDA, SDF, IGS
- If the next altitude constraint is not at
an even 100 foot increment set the
MCP altitude to the nearest 100 foot
increment below the altitude constraint.
- Consider establishing final approach
pitch mode and configuring for the
approach and landing earlier than the
FAF.
•
FCTM 5.44
Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC… Identified
P PA Completed
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STUDY GUIDE
FCTM 5.39
- If VNAV ALT mode is displayed and the aircraft is above the
VNAV PATH. Set the MCP altitude to the next lower altitude and
select altitude intervention.
VNAV ALT mode above the approach path
A/P Off by
200’ AGL
Checking raw data may be accomplished by :
- Pushing the POS switch on the EFIS control
panel and comparing the displayed data
with the navaid symbols on the map.
Example: The VOR radials and raw DME
data should overlay the VOR/DME stations
shown on the MAP and the GPS position
symbol should nearly coincide with the tip of
the airplane symbol.
- Displaying the VOR and or ADF pointers on
the map display and using them to verify
you position relative to the MAP display.
VOR, TACAN, NBD, RNAV,
GPS…etc.
- Raw data must be monitored.
Page 46 of 292
CHECKING OF RAW DATA FCTM 5.28
LOC, LOC B/C, LDA, SDF, IGS
Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC… Identified
P PA Completed
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3. QRH & FCOM FLIGHT PATTERNS
01 June 2019
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3. QRH & FCOM FLIGHT PATTERNS
OMC 5.4
If this is done incorrectly the Autothrottle wakeup stall protection will not work… Recommend the PF
askes PM to select both switches off then the PM F/D switch on to prevent incorrect selections.
Autothrottle wake up will not work in the following condition.
Circling Approaches and Instrument Approaches using V/S or FPA… Ask for:
F/D switch............Turn both OFF then turn the PM F/D switch ON
Warning:
3. QRH & FCOM FLIGHT PATTERNS
Circling Approaches at night are not authorized OMA 8.3.18.3
For these approaches, the parameters in 8.3.0.8.5.1 Stable Approach Criteria are modified as follows: OMA 8.3.0.8.5.4
a. The 1,500ft AAL Landing Gear and Flap configuration selection requirements do not apply.
b. The aircraft may continue through 1000ft whilst achieving lateral alignment.
c. Landing Checklist must be completed by 500ft AAL.
d. Wings shall be level by 300ft AAL.
At 500 ft AAL: if any of the parameters in 8.3.0.8.5.1 Stable Approach Criteria as modified above are not met, or if the approach
subsequently becomes unstable, then PM shall announce “GO AROUND” and an immediate go-around shall be flown. OMA 8.3.0.8.5.4
FCOM SP.4.6
F/D switch…Turn both OFF then turn the PM F/D switch ON.
FCOM SP.4.6
QRH MAN 2.5 FCOM SP.4.6 FCTM 5.53
Company Minimum Weather Requirements OMA 8.1.4.3.3
Ceiling – the higher of 1,200 ft AAL or the charted category D
minimum, rounded up by 200 ft.
Visibility – the higher of 5,000 m or the published minima.
Circling approaches are prohibited at night. OMA 8.3.0.8.8.6.3
Circling Approach Procedures OMA 8.3.0.8.8.6.3
i. On the instrument approach segment, the aircraft shall not
descend below 1000 ft AAL or the chartered D minimum,
whichever is the higher, rounded up to the nearest 100 ft.
Upon reaching this altitude, and provided the prescribed
weather minima shown in OMA 8.1.4.3.3 are achieved, the
aircraft may continue in level flight towards the MAPt until
visual contact is established, and can be maintained, with
the runway environment otherwise a go around shall be
performed.
ii. The descent on the final turn shall only be commenced if
the required minima, clearance from terrain and obstacles,
and contact with the landing runway threshold, or its
approach lighting aids or other specifically identifiable
markings, are achieved and can be maintained.
iii. The Missed Approach Procedure to be flown is the
published missed approach for the IAP. A missed
approach, from a circling approach, is initiated by a
climbing turn to the circling altitude or higher, within the
circling area and towards the landing runway, immediately
followed by interception and execution of the published
If Approach is an ILS use V/S or FPA to descend.
If not it is difficult to change from G/S to ALT.
Recommendation
Page 48 of 292
Disengage the autopilot after intercepting the
landing profile, but no later than 300 ft AGL.
Use PROG page 2 to Display cross track info and
to give Headwind / Crosswind components.
Recommendation
EMIRATES B-777
01 June 2019
STUDY GUIDE
Use PROG page 2 to Display cross track info
and to give Headwind / Crosswind components.
Recommendation
3. QRH & FCOM FLIGHT PATTERNS
Circling Approaches at night are not authorized OMA 8.3.18.3
For these approaches, the parameters in 8.3.0.8.5.1 Stable Approach Criteria are modified as follows: OMA 8.3.0.8.5.4
a. The 1,500ft AAL Landing Gear and Flap configuration selection requirements do not apply.
b. The aircraft may continue through 1000ft whilst achieving lateral alignment.
c. Landing Checklist must be completed by 500ft AAL.
d. Wings shall be level by 300ft AAL.
At 500 ft AAL: if any of the parameters in 8.3.0.8.5.1 Stable Approach Criteria as modified above are not met, or if the
approach subsequently becomes unstable, then PM shall announce “GO AROUND” and an immediate go-around shall be
flown. OMA 8.3.0.8.5.4
If this is done incorrectly the Autothrottle wakeup stall protection will not work… Recommend the PF
askes PM to select both switches off then the PM F/D switch on to prevent incorrect selections.
Autothrottle wake up will not work in the following condition.
Circling Approaches and Instrument Approaches using V/S or FPA… Ask for:
F/D switch............Turn both OFF then turn the PM F/D switch ON
Company Minimum Weather Requirements OMA 8.1.4.3.3
Ceiling – the higher of 1,200 ft AAL or the charted category D
minimum, rounded up by 200 ft.
Visibility – the higher of 5,000 m or the published minima.
Circling approaches are prohibited at night. OMA 8.3.0.8.8.6.3
Circling Approach Procedures OMA 8.3.0.8.8.6.3
iv. On the instrument approach segment, the aircraft shall not
descend below 1000 ft AAL or the chartered D minimum,
whichever is the higher, rounded up to the nearest 100 ft.
Upon reaching this altitude, and provided the prescribed
weather minima shown in OMA 8.1.4.3.3 are achieved, the
aircraft may continue in level flight towards the MAPt until
visual contact is established, and can be maintained, with
the runway environment otherwise a go around shall be
performed.
v. The descent on the final turn shall only be commenced if
the required minima, clearance from terrain and obstacles,
and contact with the landing runway threshold, or its
approach lighting aids or other specifically identifiable
markings, are achieved and can be maintained.
vi. The Missed Approach Procedure to be flown is the
published missed approach for the IAP. A missed
approach, from a circling approach, is initiated by a
climbing turn to the circling altitude or higher, within the
circling area and towards the landing runway, immediately
followed by interception and execution of the published
This diagram is for reference only.
The procedure is still valid; however,
Emirates have cancelled the FCTM Vol 2.
Warning:
FCOM SP.4.6
A/P off no later
than 300 ft. AGL
Page 49 of 292
PM F/D
ON
If Approach is an ILS use V/S or FPA to descend.
If not it is difficult to change from G/S to ALT.
Recommendation
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STUDY GUIDE
OMA 8.3.0.8.8.6.2
LIDO RM Gen Text RAR 680
- 5,000m or 3nm or 3.2sm visibility
- 1,000 feet vertically from cloud
- 1,500 meters’ horizontal from cloud
3. QRH & FCOM FLIGHT PATTERNS
Company VMC
- When a Visual Approach or Visual Circuit is to be conducted, the
following shall be included as part of the approach briefing:
a. Crew shall reference any available and valid electronic and
visual slope guidance.
b. A Visual Approach is not an IAP and has no published
missed approach procedure. If a visual approach is
accepted, the go around requirements must be established.
Briefing Requirements
-
-
a. If requested by ATC to ensure separation. ATC may also
require the sighting and/or following of an aircraft on
approach to the same or an adjacent runway.
b. If the crew determines it is more efficient to continue with the
visual approach rather than complete the full instrument
approach procedure.
Visual references with the runway environment or a preceding
identified aircraft in sight shall be maintained throughout the
approach and landing. OMA 8.1.4.3.4
The crew accepts responsibility for Traffic separation, Turbulence
separation, Navigation, and Terrain Clearance. OMA 8.3.0.8.8.6
OMA 8.3.0.8.8.6.1
Policy
- A crew may conduct a visual approach in the following conditions:
OMA 8.3.0.8.8.5.3
Min Altitude
1,500 AAL
Level Flight ……………………...62% N1
Descending on Glide Path……..46%N1
Approximate Power Settings
Page 50 of 292
For these approaches, the parameters in 8.3.0.8.5.1 Stable Approach Criteria are modified as follows: 8.3.0.8.5.4
i.
The 1,500ft AAL Landing Gear and Flap configuration selection requirements do not apply.
ii.
The aircraft may continue through 1000ft whilst achieving lateral alignment.
iii.
Landing Checklist must be completed by 500ft AAL.
iv.
Wings shall be level by 300ft AAL.
At 500 ft AAL: if any of the parameters in 8.3.0.8.5.1 Stable Approach Criteria as modified above are not met, or if the approach
subsequently becomes unstable, then PM shall announce “GO AROUND” and an immediate go-around shall be flown. OMA 8.3.0.8.5.2
Use PROG page 2 to Display cross track info
and to give Headwind / Crosswind components.
Recommendation
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01 June 2019
STUDY GUIDE
Commanders must therefore carefully evaluate the forecast and actual conditions at
their destination before committing in accordance with OM-A 8.3.7.2 FCI 2016-015
If the second approach is unsuccessful, the aircraft shall divert to the alternate
aerodrome, unless already committed to destination and unable to divert.
If the first approach is unsuccessful, the aircraft may hold until the situation improves
sufficiently for a second approach. If a second approach is to be conducted the
commander shall ensure that there is a high likelihood of a successful landing from
that approach.
Following a go-around or missed approach, it is the Commander’s responsibility to
determine if a subsequent approach is to be conducted to the same runway.
Subsequent Approaches Following a Missed Approach:
3. QRH & FCOM FLIGHT PATTERNS
- Then make the Standard calls for the Go-around and clean up as required.
Instructor Technique
Problem: When conducting a climbing go-around to an altitude that is close to your present altitude, The excessive performance
available in go-around mode can result in very high pitch attitudes and in overshooting the go-around Altitude.
Problem: When instructed to descend to an altitude for a go-around there is no set procedure.
Solution: Set the Missed Approach Altitude.
- ILS Approaches above 1500 AAL select APP to disable Approach mode.
- ILS Approaches below 1500 AAL select Auto Pilot OFF, both Flight Directors OFF then ON, then Auto Pilot ON
- Select V/S to descend or climb to the Go-around Altitude.
- Wait for ALT CAP , Then Continue to wait for ALT … Wait for The box to disappear from the ALT
Go Around From an Intermediate Altitude:
Loss of control prior to reaching stick shaker may
occur after an engine failure at light weights.
Minimum Recommended Speed is VREF+5.
Fleet Facts July/August 2007
Page 51 of 292
Caution for Single Engine Go-Around
The missed approach acceleration altitude is defined as the missed approach altitude published on the Lido instrument chart. Should the State limits for acceleration altitude
be lower than the missed approach altitude published on the Lido instrument approach chart, then this lower altitude will apply. Should the missed approach procedure have
a level off segment prior to the published missed approach altitude being reached, the commander may use his discretion to accelerate at this lower altitude providing any
speed restriction published in the Lido charts are complied with. OMA 8.3.0.9.1
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3. QRH & FCOM FLIGHT PATTERNS
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FCOM LIMITATIONS
4. FCOM LIMITATIONS
01 June 2019
STUDY GUIDE
At 20,200 the buffet protection can change from VREF30+80 to
1.3g maneuver capability and may cause the AIRSPEED
LOW EICAS message if you are flying near the min
maneuvering speed
Note: Maintain at least 15 knots above minimum maneuver
speed when climbing through FL200 to prevent the
EICAS caution message, “AIRSPEEDLOW” from
occurring. FCOM NP. 21.46
- Max Speed to Extend Landing Gear 270KIAS /M.82
Aircraft Placard
- The upper crew rest area should not be occupied when the amber
AIRFLOW OFF light is illuminated.
- The AIRFLOW OFF light will be illuminated when the airplane is
below 25,000 feet or during smoke detection mode.
FCOM 1.46.5
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4. FCOM LIMITATIONS
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STUDY GUIDE
FCOM L.10.2
FCOM SP 16.2
- Take-off is prohibited on icy runways considered contaminated as per
8.3.8.12.1 c unless the icy runway is treated with sand/chemicals and an
exemption for the respective airport has been granted. Exemptions shall
be granted on an airport-to-airport basis after review of local icy runway
sand/chemical treatment procedures. The conditions and limitations of
the exemption shall be included in the respective CCI page. OMA 8.3.8.12.4
FCI 2015-042 N.P.40.8
777 RTOW User Manual
Airbus QRH EK Supplement
FCOM 11.32.3
- Do not use assumed temperature reduced thrust if
conditions exist that affect braking such as slush, or
ice on the runway, or if potential windshear conditions
exist.
AFM Section 1 page 9A
– Max Tire Speed for Takeoff is 235 mph – 204kts
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4. FCOM LIMITATIONS
FCOM L.10.3
VREF Adjustments FCTM 1.11
A/T Engaged
- VREF + 5 knots.
- If a manual landing is planned with the autothrottle
connected in gusty or high wind conditions, consider
positioning the command speed to VREF +10 knots. This
helps protect against a sudden loss of airspeed during the
flare.
A/T Disengaged
- VREF + ½ the headwind component + All of the Gust
component to a maximum of 20 knots.
- Calculate HW as:
- 50% Direct HW
- 35% for 45°HW
- Interpolate between
AFM Section 1 page 9A
– Max Tire Speed for Landing is 260 mph – 226kts
Metric Winds 1 meter / second = 2 kts
FCTM 4.16
LIDO Text CRAR Canada
Emirates does not use CRFI information for calculating performance
or Limitations... Refer to FCOM SP 16.2 for further guidance.
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4. FCOM LIMITATIONS
.
.
.
Doors and Windows
FCOM 1.50.1
CAUTION: Do not operate the entry or cargo doors with winds at the
door of more than 40 knots. Do not keep doors open when wind
gusts are more than 65 knots. Strong winds can cause damage to
the structure of the airplane.
OMA 8.3.0.8.8.3.1
OMA 8.3.0.8.8.3.2
EMIRATES B-777
AFM
Max Rated Thrust
Max EGT
Thrust Bump
TOGA
Max Cont.
Starting
In-flight Starting
01 June 2019
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4. FCOM LIMITATIONS
Page 57 of 292
777-300
RR Trent 892
90,000 lbs
777-200LR
777F
GE90-110B1L1
110,000 lbs
777-300ER
GE90-115B
115,000 lbs
777-300ER as installed
777-300ER/ULR
GE90-115BL1
115,000 lbs
When TO B is selected, the thrust increase provides additional take-off thrust at runway pressure altitudes between -2000 and
3,000 feet at ambient temperature between 32°C and 53°C. FCOM 11.40.42
NO
920°C 20 seconds
900°C 5 minutes*
850°C
700°C
700°C
YES
NO
YES
(17,000 and Below)
(17,000 and Below)
(17,000 and Below)
(All Altitudes)
(All Altitudes)
(All Altitudes)
1095°C 30 seconds
1090°C 5 minutes*
1050°C
750°C
825°C
1095°C 30 seconds
1090°C 5 minutes*
1050°C
750°C
825°C
1095°C 30 seconds
1090°C 5 minutes*
1050°C
750°C
825°C
The word "Confirm" is added to checklist items when both
crewmembers must verbally agree before action is taken. During
an in-flight non-normal situation, verbal confirmation is required
for:
• an autothrottle arm switch
• an engine thrust lever
• a fuel control switch
• an engine or APU fire switch, or a cargo fire arm switch
• a generator drive disconnect switch.
This does not apply to the Dual Eng Fail/Stall checklist. QRH CI
Fuel Freezing Point
Jet A -40°C / Jet A1 -47°C OMA 8.2.1.4
Russian Fuel
RT or TS-1 -50°C Pelesys
TS-1 –is approved for GE Engines FCOM SP.23.4
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. ..
4. FCOM LIMITATIONS
01 June 2019
STUDY GUIDE
AFM Section 1 page 7
– MMO is .89
QNH/QFE Selection is on the APPROACH REF page
.
Non Normal Ops. ( Not an Emirates approved procedure)
CO131/12 COMPANY NOTAM - - SMART LANDING SYSTEM
SMART LANDING IS A CREW AWARENESS SYSTEM DESIGNED TO SUPPLEMENT
NORMAL CREW PROCEDURES AND THREAT MANAGEMENT (TEM). ALERTS DO NOT
NECESSARILY INDICATE A PROBLEM BUT ACT AS A REMINDER TO CREW TO
CONFIRM A SELECTION IS APPROPRIATE OR ENSURE THE ALERT MATCHES
THEIR EXPECTATION.
THREE ADVISORY/CAUTIONS HAVE CAUSED SOME INAPPROPRIATE ACTION BUT
WERE MERELY REFLECTING THIS PHILOSOPHY:
1."FLAPS,FLAPS" ADVISORIES MAY BE GENERATED WHEN USING FLAPS 20
FOR TAKEOFF.IF YOU ARE USING FLAP 20 THEN BRIEF THE POSSIBILITY
OF THIS CALL.
2."CAUTION,SHORT RUNWAY" ADVISORIES DURING LINE-UP OR APPROACH ARE
TRIGGERED WHEN NEARING SOME OF THE SHORTER RUNWAYS IN OUR
NETWORK. AGAIN,IF YOU ARE OPERATING TO/FROM ONE OF THESE BRIEF
THE EXPECTED CALL.
3."TOO HIGH" AND "UNSTABLE" ADVISORIES MAY OCCUR DURING AN
APPROACH TO A TEMPORARY DISPLACED THRESHOLD RUNWAY. SOME
INSTANCES OF VOLUME MISMATCH BETWEEN RAAS AND SAM ADVISORIES
HAVE ALSO BEEN REPORTED.ALL SETTINGS AND FEEDBACK WILL BE
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 59 of 292
LIMITATIONS AND POLICIES
Item
https://groupworld.emirates.com
https://ekp.emirates.com/ek
p/servlet/ekp/pageLayout
My Mint
www.emiratesstaff.com
AIRCREW
PROTECTION
INTERNATIONAL
www.flyzed.com
www.intellicast.com
EGHQ Dubai Wi-Fi
Uniform Policy
P
R
E
F
L
I
G
H
T
Sickness Notification
Transport to CBC
Baggage Weight Limits
01 June 2019
STUDY GUIDE
Limit / Policy
-
Standard sign-on procedure
To Access GABI sign-on with Staff number (s------) second password_____________
To Access LH FIV Web Applications / Flight Operations / LH Systems FIV
Access to the Emirates training website
Standard Emirates FOIP sign on procedures
Username is Staff number without s
Password is username without s
Access to the Emirates travel website
Sign-on with Staff number (------) and PIN_____________
Incredible insurance
Protection By Emirates Pilots… For Emirates Pilots.
Reference
www.ek.aircrewprotection.org
Website providing information on ZED flights
Sign on with User ID UAE and Password 176 .
Website providing aviation and public weather
The Satellite Infrared is great for a Global perspective. The Radar selection is great for US operations
- If you have a company provided PC, laptop or mobile device, connect to the corporate Wi-Fi network “Ahlan”. You must not connect any other device to this
network.
- “StaffNet” and “iLAB” can be used on your personal devices if there is a business requirement approved by your line manager.
- The “GUEST” Wi-Fi network is strictly for third parties visiting the Group, such as vendors or visitors. Employees are not allowed to use this network.
- Don’t use or install any other Wi-Fi network apart from the ones mentioned above. Sameer Shaikh IT Security Policies and Risk Manager
Summer 15th Apr – 31 Oct
Jacket only required for Layover Flights, Jacket may be carried at the
discretion of the commander.
1st Nov – 14th Apr Jacket required for all flights.
Winter
In Dubai
a. When a crew member becomes aware that his ability to safely perform his duties is impaired, he
shall immediately report this to the Crew Scheduling Department via EVITA. The pilot must speak
directly to a crew scheduler. This applies to any sickness, certified or not, prior to any duty.
b. A crew member who reports sick less than two hours prior to the commencement of any duty
shall be considered as absent. The crew member shall advise his Chief Pilot and Fleet Manager,
in writing, the reason for the late notification.
c. A crew member may declare himself sick (self-certify) for a maximum of 2 calendar days in any
single roster period, which need not be consecutive, or for a maximum of 2 consecutive days. Any
days in excess of this must be certified by an EK Clinic doctor. A crew member’s ability to selfcertify may be revoked at any time.
d. Sickness for any of the following requires EK Clinic doctor’s certification:
1. The last duty immediately prior to leave.
2. The first duty immediately following leave.
3. The first duty immediately following certified sick leave.
e. The crew member shall ensure that applicable external medical certificates are sent to the Fleet
Superintendent.
f. A crew member on sick leave shall remain contactable at all times and shall not leave Dubai or
avail of Staff Travel privileges without:
1. Declaration by the EK Clinic doctor that the crew member is fit to travel as a passenger, and
2. An Approval to Leave Base form completed by the crew member and approved by the Chief
Pilot or his designee.
g. Any period not covered by the correct procedure will be treated as unauthorised absence in
accordance with the Employee Regulations Manual and may result in disciplinary action.
Notification At an overseas location - Not on duty
I. A crew member who is at an overseas location, but is not on duty, is not permitted to selfcertificate for a future duty.
II. A crew member shall provide a medical certificate to the Fleet Superintendent and shall provide
a contact address and telephone number and remain contactable at all times until he returns to
Dubai.
III. Upon return to Dubai, a crew member shall be declared fit to fly by an Emirates doctor prior to
commencing duty.
Notification At An Overseas Location – On Duty
Crew members who become ill at an outstation station must inform the Commander as soon as
possible. If the Commander is not available the crew member must leave a message and inform the
Airport Services Manager or his representative. International SOS, Medical Assistance Company
acting on behalf of Emirates Medical Services shall be contracted to handle any medical emergency
for crew or staff whilst abroad.
Carriage of sick / unwell Crew Member
Sick crew members shall not be carried without advice from an Emirates medical representative
(e.g. Emirates Clinic, Ground Medical Support, International SOS doctor).
- Pickup time is STD -2:15
- If transport has not arrived :10 after expected pickup time call Central Services.
- If transport has not arrived :20 after expected pickup time make your own transport arrangements.
- Crew may only carry their own baggage and may only carry an approved carry-on bag. The
Commander shall be informed when an additional piece of checked-in or hand baggage is carried by
a crew member. The Captain will subsequently advise Load Control.
- Positioning crew are subject to the standard passenger baggage allowance for the class of travel
booked.
- The maximum permitted checked in weight for an individual operating crew member shall be 23kgs.
OMA 20.1.1.1
OMA 6.5.4
OMA 20.5.1.1
OMA 20.6
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 60 of 292
Item
Time Management
P
R
E
F
L
I
G
H
T
eSwap Protocols
Limit / Policy
01 June 2019
STUDY GUIDE
SDT-150 ...............................................................................................E-Gates and check-in for pilots
SDT-95 .................................................................................................. Cabin Crew start their briefing
SDT-85 .................................................................................................Pilots to complete their briefing
SDT-83 ...................................................................................................... Pilot to Cabin Crew briefing
SDT-80 ........................................................................................................... Departure to airside bus
SDT-70 .......................................................................................................................... Bus Departure
SDT-55 ........................................................ Flight and Cabin crew are required onboard OMA 8.2.2.1.2
SDT-55 .......................................... Ground Dispatcher or Station Manager to brief crew OMA 8.2.2.1.2
SDT-50 ............... DXB, FZFW after this time may be considered as the cause of the delay OMA 8.2.1.1
SDT-45 ................................ Auto-boarding shall normally commence for a remote stand OMA 20.12.1.1
SDT-45 ..............................................Auto-boarding shall normally commence for a gate OMA 20.12.1.1
SDT-25 ... Outstations, FZFW after this time may be considered as the cause of the delay OMA 8.2.1.1
SDT-25 ......................................................................................... Final Load Data should be provided
SDT-20 ................................................................... APU if not running, it should be started OMA 8.2.1.1
SDT-15 .................................. Missing Passenger’s checked bags offloading commences OMA 8.2.2.3.3
SDT-15-10 ........................................................................................................ Welcome on board PA
EDT-03 ...................................................................................................Door Closure time OMA 8.2.2.1
1. Try your swap in the eSwap system first! (see item 7 also)
2. Requests rejected for Company rules / FTL violations cannot be overruled.
3. fceswap@emirates.com is the only contact for swap correspondence. Do not contact or copy
Crewing or Fleet.
4. There is no notification process for actioned swaps. Check your roster for changes.
5. Use your company email address only. Emails from other addresses will be rejected by the system.
6. The emails are actioned only during office hours.
7. Submit your swap as early as possible but no later than 24hrs prior to duty start.
8. For IT issues contact ITSC@emirates.com or call 04 213 3555. IT issues may include:
•
log-on……access to the system / screens……no system response / crashing / freezing
Reference
EGHQ Guidelines
to Pilots Letter
Ed Davidson Letter
7/24/2008
FCI 2004-04
OMA 8.2.2.1.3.1
Email from
Capt Abbas Shaban
- Chief Pilot Technical
Operations
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 61 of 292
Item
P
R
E
F
L
I
G
H
T
Live Leave
Minimum
requirements for
Preflight Planning/
Briefing
LIDO Auto Dispatch
Limit / Policy
01 June 2019
STUDY GUIDE
Live Leave is leave awarded on a published roster. It’s awarded on request and on a resource available
basis.
Requests for leave on months not yet published will not be considered. If you want leave in the months
ahead please use the Monthly Rounds process to put your request on-hold in LASS.
Live Leave:
• is awarded on a first-come, first-served basis
• can be requested to extend booked leave
• can be requested if you are on Reserve
• is not available if you are undergoing training
• awarded in the Peak Period is not considered as Peak Leave
• will be displayed on rosters as VA
Requesting Live Leave:
1. You must have a positive leave balance in LASS to request Live Leave.
2. Email our dedicated email address for Live Leave: FCLiveLeave@emirates.com
Subject: Live Leave – Start Date (DDDMMM) - Fleet. e.g.: Live Leave - 12Jun - A380
Body:
- Your name
- Your staff no.
- Inclusive dates
3. If your leave is awarded you will see a roster change anytime up to `1800 2 days before your
requested start date.
4. As Live Leave is resource dependant, Scheduling may not be able to award it until close to the
date. Please do not contact Fleet or Scheduling to check up on a Request. If you need to know by
a certain date and the leave is not awarded by then you can cancel it.
Cancelling a Live Leave Request:
1. You can cancel up to 1800, two days before your requested Live Leave start date. E.g. Requested
Start date is 10 Sep; you can cancel up to 1800, 08 Sep.
2. Forward your original request email with a change in the Subject line to Cancellation
- Live Leave - Start Date – Fleet
Other Information:
1. You are deemed to have had Peak Leave if you have a total of 7 consecutive or 10 nonconsecutive days leave in the Peak Period.
2. You must have minimum gap of 7 days between blocks of leave.
- OFP for accuracy and validity
- NOTAMS and weather conditions for departure, destination, alternate airfields
- Enroute within the 1st hour of flight.
- A check of relevant FCIs
- The automatic dispatch function of LIDO can be identified by the OFP being annotated with the
dispatcher name: LIDO.
- If a performance limiting MEL is entered into the tech log during the turnaround, please contact Flight
Dispatch for a manual re-release.
Reference
OMA 8.1.15
FCN 2010-035
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 62 of 292
Item
Pilots Aged 60
or Older
Inexperienced
Flight Crew
Restrictions
New
Commander
Restrictions
P
R
E
F
L
I
G
H
T
FO
Restrictions
Guarding of
Flight Controls
and Thrust
Levers
OPT
777
777F
OPT Laptop
- A suitably qualified pilot, who is aged between 60 and 65 may act as a member of flight crew provided that
such a pilot is the only pilot in the flight crew who has attained the age of 60.
- On completion of any type conversion training or command training, pilots are initially considered to be
inexperienced in their new role
- Inexperienced pilots shall not operate together until they have completed 90 days of consolidation line flying.
- The period of 90 days of consolidation flying starts from the first rostered line flight after line training and ends
on the 90th day thereafter.
- a newly appointed captain shall operate as PF for at least the first ten sectors on completion of the NaC
course.
- Until a newly appointed captain has operated as PF for ten sectors, he is restricted from operating into Cat B*
airports.
- For the first six months after release to line, inexperienced pilots shall only operate flights with a maximum
crew complement of two pilots.
- Newly appointed captain shall be PF for at least the first ten sectors.
- Until the new appointed captain has operated as PF for ten sectors, he is also restricted from operating into
Cat B* airports.
- No CAT II III approaches until 50 hours or 20 sectors on type.
- + 100 meters for CAT II III Approaches until 100 hours or 40 sectors.
A First Officer may not conduct the takeoff if:
- The runway is contaminated.
- The crosswind component including gusts exceeds 20 knots.
- Take-off visibility is 500 meters or less.
- No take-off from a CAT B* OMC 11.4. or a CAT C airport.
A First Officer may not conduct the landing if:
- The approach is conducted is CAT II/III ILS.
- The runway is contaminated.
- The crosswind component including gusts exceeds 20 knots.
- The approach conducted was a CAT I ILS with autoland or CAT I GLS (GNSS LANDING SYSTEM) with
autoland.
- No landing at a CAT B* OMC 11.4 or a CAT C airport.
- The Commander should conduct the landing when in, or following, a non-normal/abnormal situation
where the aeroplane’s performance is affected. However, this does not prevent the delegation of the
conduct of the landing to another qualified pilot, when, in the opinion of the Commander, and after a
thorough assessment of the situation, he considers this to be a safer option.
During Nomination as Commander Training, a Training Captain may, at his discretion, allow the trainee to
conduct an autoland, and to operate the aircraft to FCOM crosswind (including gusts) limitations.
Whenever possible, the PF should guard the control wheel, thrust lever(s) and rudder pedals:
• Any time flaps are out of the UP detent during takeoff, climb, descent, landing and go around
Note: The thrust lever(s) should be guarded by 400 feet AAL during takeoff, unless otherwise needed for
performance (such as engine failure, windshear escape maneuver, etc.)
• From 1,000 feet above/below an assigned altitude until that altitude has been acquired
• All Ground Operations involving Taxi.
- For MACTOW C of G 26% and greater use alternate C of G.
- Crews operating on the 777F aircraft should select “ALT CG” option in the OPT “CG Position” window
whenever the reported T/O MAC on the Load Sheet is a value equal to or greater than 28%.
- To Reset OPT to original page, ALT TAB
Printing from EFB
OPT T/O
Performance
Preference
T/O Bump
APU to PACK
VREF Flap 30
Check
Input weight
appears Too Low
Assumed
Temperature Not
Authorized
Limit / Policy
01 June 2019
STUDY GUIDE
-
The OPT T/O PERF page can be printed
Select an invisible button at L8, “SEND TO FLT DECK PRINTER”, “COMPLETE”.
-300
-300ER
-200LR, -300ER/ULR, 777F
1) PACKS ON
1) PACKS ON
1) PACKS ON
2) PACKS OFF
2) APU to PACKS or PACKS OFF
2) APU to PACKS or PACKS OFF
3) T/O BUMP
- Available on the 772LR, Some 773-ER, 773-ER/ULR, 777F.
- Additional thrust is provided from PA -2,000 to+3,000 and temperatures between 32°C and 53°C.
- APU to pack takeoffs are prohibited at airport pressure altitudes above 6900 feet.
- RR Engine Aircraft ...................................................VREF30 = (ATOW/3) + 65
- GE Engine Aircraft ...................................................VREF30 = (ATOW/3) + 65
- An empty freighter aircraft can get this message from the OPT. If this happens follow the company
NOTAM to calculate the correct Take-off performance.
- Alternate EEC mode operation; MEL 73-21-02
- Contaminated Runways;
- Potential Windshear conditions exist.
- At Pilots discretion full thrust can be used.
Reference
OMA 4.1.2
OMA 4.0.4
FCI 024-2018
OMA 4.0.1.4
OMA 5.2.18.1
OMA 5.2.17.2
OMA 1.5.4.1
OMA 8.1.2.5
OMC RAIG
Chap 1 page 9
FCI 2018-025
FCOM NP.11.3
FCN 2018-044
EFB Man Sec 9
EFB Man Sec 9
Instructor
Technique
just fun, not
very useful
FCOM 11.40.42
FCOM NP.21.26
FCOM SP2.1
FCOM L.10.12
FCOM SP.7.6
FCOM NP.21.31
FCOM PD 777-200F
RTOW User’s
Manual
OMA 8.3.0.1.5
FCOM.SP.16.20
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 63 of 292
Item
New OFP
P
R
E
F
L
I
G
H
T
XFLASH
Messages
GFLASH
Messages
01 June 2019
STUDY GUIDE
Limit / Policy
-
If the ZFW changes by 2.0 tons or more the commander may request a new OFP.
To assign high priority to an ACARS free text message, address to “DXBOWEK” and start the free text with
the word; XFLASH followed by a space, then the rest of the message.
The “XFLASH priority identifier should be used by the crew for ACARS free-text messages in the following
circumstances, and only when airborne:
• Crew assistance or information required from NCC or Flight Dispatcher during an abnormal/non-normal or
emergency event.
• Operational requests for assistance regarding immediate planning and support requirements.
• Unusual safety or security events that in the Commanders view warrant the immediate attention of NCC.
• When Commanders are required to notify MCC of certain actions or airborne events, such as: use of
passenger restraints, severe turbulence, death or serious injury to passengers or crew on board.
SATCOM remains as an option to inform NCC where required, instead of ACARS “XFLASH” free text
message, should the commander desire.
The “XFLASH” priority identifier should not be used for routine requests to Flight dispatch or NCC.
Whenever sending an ACARS free text message end the message with the suffix “PLS ACK” (Please
Acknowledge).
The new 'GFLASH' priority identifier may be used by the crew in circumstances where crew assistance or info
is required from the flight dispatcher, when on the ground.
- Address the ACARS message to DXBOVEK
- Add the word GFLASH followed by a space, then the message.
'GFLASH' messages will be dealt with as flight dispatcher workload allows.
'GFLASH' is not -repeat not- to be used for loadsheet requests or loadsheet-related issues; such requests will
be disregarded because network control flight dispatchers are unrelated load control. Contact load control on
VHF or SATCOM voice.
Reference
OMA 8.2.1.1
OMA 8.1.14.3
FCI 2014-029
Company
NOTAM
CO890/17
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 64 of 292
Item
P
R
E
F
L
I
G
H
T
Useful
Telephone
Numbers
01 June 2019
STUDY GUIDE
Limit / Policy
Reference
Network Operations ...................................................................................................... MOC@emirates.com
971 4 708 5155 / 1080
CDM ................................................................................... CDMFlightCrew@emirates.com
971 4 708 5155/56 / 971 50 659 2284
EVITA ................................................................................................................................................................................971 4 708 8888
DISPATCH ................................................................................ dispatchdutymanagers@emirates.com Duty Manager 971 4 708 1012
Dispatch General 971 4 708 1014
DXB tech or passenger issue after doors are closed 971 50 950 9392
DXB EK Operations ........................................................... ( All ground handling issues that DNATA handles) +971 4 218 2214 / 2215
DXB Lost and found articles on aircraft ...... ( DNATA Rep to take over lost articles after flight) +971 4 505 7538 or +971 50 950 9248
DXB Ground Dispatcher Duty Mobile .......................... ( Tech issues or PAX discrepancy after doors closed) +971 4 218 2214 / 2215
DXB ATC Supervisor ....................................................................................................................................................... 971 4 244 4700
IT Services (Internet Problems) .......................................................itsc@emirates.com http://itsc 971 4 213 3444 / 971 4 213 3555
MCC ................................................................................................................................................ mcc@emirates.com 971 4 708 1034
Operations Engineer 777, Flight Operations Technical ........................................................................................971 4 708 4350 / 5388
Cargo Duty Manager .........................................................................................................................................................971 4 708 1090
Crew Control ...................................................................................................................................................boeingcrcn@emirates.com
Crew Service Centre .....................................................................................................................971 04 708 4444 csc@emirates.com
Leave Planner ................................................................................................. fcleaveplanners@emirates.com 971 4 708 4906 / 3127
Crew Rostering...................................................................................... swapsupport@emirates.com 971 4 708 4883 / 971 4 708 4884
CBC ...................................................................................................................................................................................971 4 708 5160
971 4 708 5161
971 4 708 5162
CS Transport .....................................................................................................................................................................971 4 708 3340
Welfare Office..........................................................................For assistance with Drug Facilitated Sexual Assault
971 4 708 1200
Security at Company Accommodation .................................................................
971 50 553 7375 / 56 681 3954 / 971 4 299 0202
Ground Medical Support ...............................................................................................................................................001 412 647 7596
John Alsford, SVP Fleet ....................................................................................... john.alsford@emirates.com Office 971 4 708 4233
Chief Pilot Boeing – Martin Eiba ...................... martinpeter.eiba@emirates,.com Office 971 4 708 4280 Mobile 971 56 656 9632
Deputy Chief Pilot Boeing – Michael Schreiber ........ michael.schreiber@emirates.com Off 971 4 708 4247 Mob 971 52 792 0113
Deputy Chief Pilot Boeing – Patrick O’Neal ............. patrick.oneil@emirates.com Office --------------------- Mobile 971 50 251 4716
Fleet Manager Boeing, Patricia Pargiter ........................ S343873@emirates.com Office 971 4 708 4255 Mobile 971 50 656 7294
Superintendent - Azza Abdulaziz ...................................................................... S413940@emirates.com Office 971 4 708 3150
Superintendent - Fiona Jeffery ................................ S340454@emirates.com Office 971 4 708 5177 Mobile 971 50 950 8869
Superintendent - Prakash Pancholi ......................... S209226@emirates.com Office 971 4 708 4266 Mobile 971 50 154 5007
Superintendent - Sharifa Badri ...................................................................... sharifa.badri@emirates.com Office 971 4 708 4281
777 Fleet Technical Team ................................................................................................................................. 777FTP@emirates.com
777 Fleet Technical Pilots ........................................................................................................ shared mailboxes 777btt@emirates.com
...................................................shared mailboxes Freighter Feedback FreighterFeedback@emirates.com
777 Fleet Technical Pilots
Capt Fali Vajifdar...............................................fali.vajifdar@emirates.com Office 971 4 708 4262 Mobile 971 50 644 9410
Capt Kurt Koerfgen ....................................... kurt.koerfgen@emirates.com Office 971 4 708 4263 Mobile 971 50 553 7568
Capt David Kilian..............................................david.kilian@emirates.com Office 971 4 708 4258 Mobile ---------------------Capt Ahmad Bin Huzaim ........................................................................................................... ahmad.binhuzaim@emirates.com
Senior VP Flt Training – Capt Martin Mahoney, ....... martin.mahoneyi@emirates.com Off 971 4 703 7501 Mob 971 50 950 9883
Vice President Flight Training - Hassan Al Hammadi, ............................ hassan.alhammadi@emirates.com Office 971 4 703 7503
Flight Training Support Manager, Lesley Briggs................ lbriggs@emirates.com Office 971 4 703 7505 Mobile 971 50 552 7917
Graham McNally, Training Manager Boeing......graham.mcnally@emirates.com
Office 971 4 703 7512 Mobile 971 50 644 8348
Shared Mailboxes
Tech pilots .............................................................................................................................................................. 777btt@emirates.com
Freighter Feedback ........................................................................................................................... FreighterFeedback@emirates.com
Fleet Admin .....................................................................................................................................................fleetadmin@emirates.com
HR Shared Services ........................................................................................................................................ AskHRSS@emirates.com
Flight Crew Leave planners ................................................................................................................... fcleaveplanners@emirates.com
Roster Swap Support .................................................................................................................................. swapsupport@emirates.com
Staff Travel ................................................................................................................................................personaltravel@emirates.com
Facilities ............................................................................................................................................BaytiCustomerCare@emirates.com
Crew Transport ...........................................................................................................................................FDCtransport@emirates.com
Flight Crew Licensing ................................................................................................................................................FCL@emirates.com
Captain
Ahmad Al Shehhi
Chief Pilot Boeing
Flight Dispatch Contact Numbers
Flight Dispatch
Special Briefing
Regional Restructuring
Effective November 7th
2013
OFP
Attachment
When contacting Dispatch via ACARS address DXBOWEK and on the first line FAOXXX (XXX= the desk name e.g. AF1)
- COMMUNICATION WITH EK NCC/NETWORK CONTROL CENTER
For any flight plan and aircraft performance related issues call the 'dispatch duty manager' directly on
+971 708-1010 or your Dispatch desk on the number listed in the dispatch briefing Info on the OFP.
B) For issues related to security, commercial, schedule, pax, FDP and/or other relevant flight operational
issues, contact the VPNC/MOC on +971 708-1000.
C) For technical assistance, contact maintenance/MCC on +971 708-1033/34/35. All entities above can be
contacted on VHF 132.6 in DXB/DWC.
D) for issues related to load sheets, W&B or NOTOC, contact load Control/LCC on 7081231. Load control
is contactable on vhf 131.6 in DXB/DWC.
- SVP-FOT 04SEP16
CO930/16 COMPANY NOTAM
A)
Coms with
Company
Company
NOTAM
Co 930/16
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 65 of 292
Item
01 June 2019
STUDY GUIDE
Limit / Policy
PIC
Responsibility for
the Passengers.
The PIC becomes responsible for the safety of all crew members, passengers and cargo on board, as soon as he arrives on
board, until he leaves the aircraft at the end of the flight;
Passenger Care
Flight and Cabin Crew shall be on board whenever passengers are embarking, on board, or disembarking. One member of
Flight Crew is sufficient to meet this requirement.
Who imperils the safety of the aircraft, passengers or crew,
A disruptive
Whose conduct or mental or physical state is such as to cause discomfort or make him objectionable to
passenger is
other passengers, or involve any hazard or risk to the passenger or to other persons or to property,
defined as a
Who fails to observe the instructions of Emirates staff.
passenger:
Reference
OMA 1.5.3
OMA 8.2.2.2
OMA 8.2.2.2.14
Reasons for
deplaning
Disruptive
Passengers
INAD
-
P
R
E
F
L
I
G
H
T
-
DEPO
-
-
Prisoners
Malaria
-
1. Apparent intoxication
2. Being obviously under the influence of drugs (except under proper medical care).
3. Threatening another passenger or a crewmember with physical violence.
OMA 20.12.3.1 Abusive or Suggestive Language
Although this type of behaviour is disturbing and offensive, it need not necessarily be a hazard to
ground staff, crew or to the safety or security of the aircraft. Provided it does not create the threat of
violence or physical attack, it is not considered an assault.
4. Indecent exposure or proposals
5. Theft.
6. Carrying an unauthorized deadly or dangerous weapon, either concealed or unconcealed.
7. Interfering with the safety of a crewmember or of the aircraft.
8. Conveying false information concerning the flight and its safety.
9. Committing or attempting to commit an act of aerial piracy.
An INAD is a person who is refused entry by the Immigration Authorities. This category of passenger will generally not
pose any threat to flights and therefore are not limited to any number, and do not need special authorisation to travel.
However, the Commander and Purser must be advised that the INAD, and any escort, are on board.
A deportee (DEPO) is a person who has been formally ordered by the authorities to be removed from that country.
DEPOs will only be accepted with written removal directions from the deporting authorities. These directions will give the
routing and the flight(s) on which the person is to be deported.
A deportee may be in one of two categories, either Escorted (DEPA); or Unescorted (DEPU)
No more than eight DEPA passengers should be carried on any flight without the special authorisation of Emirates Group
Security management.
No more than one DEPU should be carried on any one flight (with an exception permitted for families) without the special
authorisation of Emirates Group Security.
The Commander and Purser must be advised that the DEPO, and any escort or family members, are on board and the
Purser will retain the DEPO travel documents throughout the flight. If the DEPO is under restraint, the procedures for the
carriage of persons in custody apply (see paragraph OMA 8.2.2.2.11).
The Commander must ensure that a DEPO is not permitted to disembark the aeroplane at any point within the
jurisdiction of the deporting country, unless ordered to do so by that country’s authorities. When an aeroplane lands at
another station within the jurisdiction of the deporting country or returns to the point of departure, the Commander must
inform the station staff and the authorities of the INAD, DEPO, or Prisoner passenger’s presence. Station staff must
ensure that the authorities’ instructions for custody of these passengers, either on board the aeroplane or elsewhere
pending re-embarkation, are carried out.
A prisoner passenger is a person who is charged with a criminal offence and is wanted by the governmental authorities
of another country or is being sent home to the home country for trial/conviction. Prisoners shall be escorted at all times
and remain under close physical supervision and custody of the escort(s). Prisoners may be under some form of physical
restraint.
The Commander and Purser are to be advised that the person in custody and their escort(s) are on board.
Prisoners shall be seated discretely at the rear of the aeroplane, off the aisle, near a toilet and, if handcuffed, away from
emergency exits.
OMA 20.12.3.g
OMA 8.2.2.2.9
OMA 8.2.2.2.10
OMA 8.2.2.2.11
Distance
Learning
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 66 of 292
Item
Limit / Policy
a.
b.
c.
d.
e.
a.
b.
Disabled
Passengers
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Persons of Reduced
Mobility (PRM)
Wheel Chair Codes
Pregnant
Passengers
01 June 2019
STUDY GUIDE
Ambulatory Passengers are those that are able to reach an emergency exit during an evacuation without assistance;
Non Ambulatory Passengers / Persons of Reduced Mobility (PRM) are those passengers:
i. who require assistance in order to reach an emergency exit during an evacuation;
ii. who may require assistance to board or deplane;
iii. who is not able to move about the aircraft unassisted.
Where a non-ambulatory passenger cannot feed himself or manage his own bodily functions in the toilet, an
accompanying able bodied person / attendant must be provided;
The general conditions of carriage for Disabled Passengers / Persons of Reduced Mobility (PRM) are as follows:
i. The Commander and Purser will be advised of the details and conditions associated with the carriage of each
PRM;
ii. PRM passengers shall not be allocated, or occupy seats, where their presence could impede the crew in the
conduct of their duties, obstruct access to emergency equipment, or impede an emergency evacuation.
The rules governing acceptance for carriage of such passengers is divided into non-US operations and US
operations (to, from or transiting the US).
Non US acceptance criteria.
i. For those passengers that require medical clearance, Emirates Medical Services decide whether or not to
approve travel and will specify the conditions under which the passenger will be accepted, including any
special handling arrangements.
ii. Certificates of fitness to travel by air issued by private doctors or government hospitals do not constitute
approval to travel on an Emirates flight.
US Acceptance Criteria (to, from or transiting the US)
i. DOT regulations (14 CFR Part 382) mandate that a commercial air operator shall carry passengers with
disabilities on a non-discriminatory basis, from a point within US territory to a point outside US territory and
vice versa.
ii. A certificate of fitness to travel by air issued by a private doctor or government hospitals does constitute
approval to travel on an Emirates flight that originates, terminates or transits the US.
iii. The regulations mandate that each carrier designate a Complaints Resolution Officer (CRO) who are
individuals trained to be experts in ensuring that Emirates personnel correctly implement the provisions of the
Part 382 regulations.
iv. The CRO’s have the authority to direct Emirates personnel (except the Commander with respect to safety
matters) to take actions to resolve problems as quickly as possible before a violation occurs.
v. The Commander shall not refuse carriage once the passenger with a disability has been accepted, except on
the grounds of safety. If a passenger is refused carriage, the Commander shall submit a written report
justifying the offloading of the passenger, countermanding the decision of the CRO, within 24 hours of return
to Dubai and may be required to submit further reports as required by the DOT.
vi. In the event of any query in respect of the carriage of these passengers, the Commander shall contact the
Airport Duty Officer/Manager and request that they contact the CRO. In the unlikely event that the airport
CRO is not available, the Commander shall contact Manager Airport Services - NCC via VPNC.
Carriage of Service Animals in the Cabin
In order to comply with the US Air Carrier Access Act rule, Nondiscrimination on the Basis of Disability
in Air Travel, and relevant European and Canadian regulations, a policy has been implemented for on
board carriage of Guide Dogs (“Seeing Eye or Hearing Dog”). Whilst the policy is intended mainly for
implementation by other staff, flight crew need to be aware of the following:
a. Whenever possible, the Commander and cabin crew will be informed of the carriage of a service
animal.
b. At times when notification is not possible, the Senior Cabin Crew Member (SCCM) will coordinate
with Emirates Ground Services/Ground Handling staff for acceptance of the Guide Dog. The
SCCM will advise the Commander.
c. A maximum of one Guide Dog is permitted to travel in the cabin at any given time.
d. Additional Guide Dogs will be carried in the cargo hold, in accordance with the policy for carriage
of live animals.
For any additional information, refer to the Service Delivery Policies and Procedures Manual.
1. Service animals are not allowed to obstruct an aisle/emergency evacuation area.
2. Maximum of 1 Guide Dog is permitted in the cabin at any given time.
3. Carriers may require documentation for service animals if the flight is over 8 hours or the animal is an emotional
support or psychiatric service animal.
4. If another passenger is annoyed by a service animal, offer to relocate the passenger who is offended, if possible.
WCHR Pax can exit aircraft, use steps but cannot walk long
distances.
WCHS Pax can exit aircraft, but cannot use Steps but or walk long
When ordering a wheelchair use
the appropriate code.
distances.
WCHC Pax are Completely immobile and require wheelchairs to
and from their cabin seats.
a. No medical certificate or letter is required up to the end of the 28th week of an uncomplicated single
pregnancy.
b. Complications in pregnancy that require a medical certificate or letter, as determined by the
passenger's physician, include gestational diabetes, pre-eclampsia and eclampsia, placenta praevia,
intrauterine growth retardation and premature rupture of membranes.
c. When the pregnancy has entered the 29th week, a medical certificate or letter, issued by a qualified
doctor or midwife, stating fitness to fly and confirming the expected date of delivery, is required. The
certificate or letter must be returned to the passenger after verification, as it might be required at downline stations. If required, a photocopy may be retained.
d. No approval is required from Emirates Medical Services up to the end of the 36th week.
i. Uncomplicated single pregnancies – accept up to the end of the 36th week.
ii. Multiple pregnancies such as twins or triplets – accept up to the end of the 32nd week.
Reference
OMA 8.2.2.2.2
OMA 8.2.2.2.2.1
OMA 8.2.2.3.4.1
Distance
Learning Module
OMA 8.2.2.2.3
OMA 8.2.2.2.7
OMA 8.2.2.2.7.1
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 67 of 292
Item
Falcons
Human Eyes
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Limit / Policy
Carriage of falcons in the passenger cabin is permitted subject to the following conditions:
a. The total number of falcons carried on any one flight shall not exceed 15.
i. First Class – Two falcons per passenger (per seat) are permitted, with three additional falcons carried for
each extra seat that has been paid for.
ii. Business / Economy class – One falcon per passenger (per seat) is permitted, with two additional falcons
carried for each additional seat paid for;
- Human organs and blood are usually carried in small fibreboard boxes and must be loaded in the bulk hold.
They may be loaded in the passenger cabin with the Commander’s permission if the package is small and will
fit in the lockable stowage lockers.
- When loading in a bulk hold the package(s) must be properly restrained with nothing loaded on top of the
package. The package should be loaded last so that it can be offloaded immediately on arrival.
- The carriage of human eyes for transplant purposes will be treated as Unaccompanied Valuables and
consignments will be stowed in the lockable stowage in the cabin. Each consignment will be in a sealed
container.
a. Admission to the flight deck is under the authority of the Commander.
b. Only crew members assigned to the flight and those persons authorized in accordance with OMA 8.3.12.1 , and
OMA 8.3.12.2 may be admitted to, or carried on the flight deck.
c. The Commander shall request production of a valid ID card and / or written authority from such persons before
granting admission.
d. UAE GCAA Flight Operations Inspectors, acting in an official capacity shall not be denied access to the flight
deck at any time (See OMA 8.3.12.1 b. i )
e. Visits by passengers to the flight deck are not permitted.
f. When any person needs to leave the flight deck, the operating crew must ensure that the area outside the
flight deck door is clear of passengers, using the video monitor or the viewing lens in the door. If necessary,
the cabin crew should be contacted to clear the area..
g. Any authorised occupant of a jump seat shall be briefed in accordance with the requirements of OMA 8.3.13
All Airspace
Admission to the
Flight Deck
Radio Monitoring
Requirements
Headset Usage
Upgrading
Passengers
01 June 2019
STUDY GUIDE
Authorized persons include OMA 8.3.12.1.3
Canadian Airspace
UK Airspace
Reference
OMA 8.2.2.3.4.2
OMA
8.2.2.3.4.5.2
FCI 2014-046
OMA 8.3.12.1
OMA 8.3.12..2
Operations Staff listed on the Gen Dec: Operations Staff listed on the Gen Dec: Operations Staff listed on the Gen Dec:
Flight Safety Management, Service
Management, Service Delivery Quality
Management, Service Delivery Quality
Delivery Quality Inspectors, Service
Inspectors, Service Audit Managers
Inspectors, Service Audit Managers
Audit Managers.
Supernumerary crew members:
Supernumerary crew members:
Trainee, Onboard Product Pursers
Trainees, Onboard Product Pursers
Supernumerary crew members:
(OPPs) and Cabin Operations
(OPPs) and Cabin Operations Compliance
Trainees, Onboard Product Pursers
Compliance Auditors will normally utilise
Auditors will normally utilise cabin crew
(OPPs) and Cabin Operations
cabin crew jump seats but are authorised jump seats but are authorised by DSVPCompliance Auditors will normally utilise
by DSVP-FO to use the cockpit jump
FO to use the cockpit jump seats only
cabin crew jump seats but are
seats if there are insufficient cabin crew
authorised by DSVP-FO to use the
when there is no seat available in the
jump seats available.
cockpit jump seats if there are
passenger cabin (either a cabin crew jump
insufficient cabin crew jump seats
seat or a passenger seat).
available.
* If a UAE GCAA Flight Operations Inspector is conducting an in-flight audit on a flight that is augmented by two
Flight Crew, the inspector shall have full access to the cockpit at all times, including takeoff and landing. In such
OMA 8.3.12.1.b.i
circumstances, one of the augmenting crew members shall occupy the passenger seat allocated to the inspector
during the takeoff and / or landing.
Radio Monitoring
- When a third frequency needs to be monitored such as VHF Volmet, ATIS, inflight broadcast etc., the
VHF3/VHF Centre may be used for this specific requirement. However, as soon as the additional voice
frequency is no longer required, the DATA setting must be resumed for efficient use of ACARS.
- One VHF shall be used to continually monitor 121.5 Mhz.
Headsets
- Headsets and boom microphones shall be used for all phases of flight, except cruise, when loudspeakers may
be used.
OMA 8.1.14.3
- Headsets shall be used all the time when operating any radio other than the primary VHF.
- When a headset is utilized on a secondary frequency, the corresponding speaker shall be turned down.
- On the B777, the PM should not use the PTT button on the control wheel when PF is flying manually.
- When noise cancelling headsets are used with the noise cancelling function enabled, the intercom shall be used
by both crew members in ‘open’ or selected microphone (as directed by the Commander) unless otherwise
specified by FCOM.
- A headset is fitted at each flight crew station. If a headset/boom microphone becomes unserviceable, a
headset/boom microphone from an observer station may be used. Training, checking, or audit activities shall
not be conducted from observer stations without a serviceable headset/boom microphone.
- The responsibility of upgrading or downgrading a passengers’ class of travel is delegated to the Purser by the
Commander.
- Once on board, a passenger may be upgraded to a higher class of travel if space is available, and upon
payment of the difference in fare cost. Payment must be made by credit card.
- The Commander may also authorise upgrades for passengers for operational reasons. In all such cases,
OMA 20.12.2
details of the upgrade must be submitted on a Captain’s Special Report. This facility should be used sparingly
and in cases where the upgrade is to minimize a service failure on the part of EK. Prior coordination with the
Purser and / or Airport Services is required where practical and time permits.
- An on board upgrade should only be made to bona fide revenue passengers, and are not permitted for EK or
OAL staff passengers.
EMIRATES B-777
Item
Aircraft ICAO
Designators
Daily Inspection
Limit / Policy
QRH Checklists by
Memory
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Critical Phases of
Flight
Sterile Flight Deck
Phase
No Contact Period
MEL Chapters
1 2
5 6
9 10
Wheel Numbers
Window Locations
for reporting
window heat
problems
Circuit Breakers
Reference
The following new ICAO aircraft designators are shown in the ICAO ATS-FPL:
B-777-200LR ........... B77L
B-777-200F ..................……….B77L
B-777-300 ................ B773
B-777-300ER ...............B77W
- The Validity period of Daily Check is 48 hours for Boeing and 36 hours for Airbus.
- The inspection must not expire before the planned arrival time.
(sufficient time to divert and recover the aircraft should be considered)
Tire location for
entering defects
Power Outlets
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5. LIMITATIONS AND POLICIES
Page 68 of 292
1
2
13
14
LIDO Text
RAR 252
OMA 8.1.16
3 4
7 8
11 12
FCOM 14.10.6
MEL 30-41
3
Medical Power Outlets locations are described in FCOM AIRPLANE GENERAL.
- In flight, flight crew reset of a tripped circuit breaker is not recommended. However, a tripped circuit breaker may be reset
once, after a short cooling period (approximately 2 minutes), if in the judgment of the captain, the situation resulting from
the circuit breaker trip has a significant adverse effect on safety. On the ground, flight crew reset of a tripped circuit
breaker should only be done after maintenance has determined that it is safe to reset the circuit breaker.
- Flight crew cycling (pulling and resetting) of a circuit breaker to clear a non-normal condition is not recommended, unless
directed by a non-normal checklist.
- Resetting of buss tie switches on ground after ELEC BUS ISOL L and ELEC BUS ISOL R EICAS messages come on
simultaneously after engine start is permitted.
The Pilot flying may direct reference procedures to be done by recall if no hazard is created by such action, or if the situation
does not allow reference to a checklist
FCOM 1.30.32
QRH CI
EKIB-8R2
QRH CI.2.5
i.
ii.
iii.
iv.
All ground operations involving taxi. (Excluding extended remote holding)
Takeoff, departure climb and cruise below 10,000 ft AAL.
From 1000 feet above / below an assigned altitude, until that altitude has been acquired.
Cruise, descent and approach to land below 10,000 ft AAL.
Policy: - Not permit any crew member to perform any activity during take-off, initial climb, final approach and landing except
those duties required for the safe operation of the aeroplane.
- Restricted Electronics Devices must be switched off.
- On departure, the phase starts from final aircraft door closure and ends when the seat belt sign is OFF.
- On arrival, the phase starts when the seat belt sign is switched ON for descent and ends when the first aircraft door is
opened.
- In the event of an abnormal/emergency situation, Cabin Crew should contact the PURSER or CABIN SUPERVISORS who
will in turn inform the Flight Crew.
- On departure, the phase starts from the takeoff roll and ends when the landing gear retracts.
- On arrival, the phase starts from the extension of the landing gear and ends when the aircraft vacates the runway.
- Cabin Crew including the PURSER and CABIN SUPERVISORS shall not contact the Flight Crew.
Abnormalities/Emergencies should be communicated to the Purser / CABIN SUPERVISORS.
0)
Introduction, Concessions, ETOPS Sensitive Items, Autoland
3)
CDL
1)
EICAS Messages
4)
MISC
2)
MEL
A.......................................................................................................................................................................... Specified Interval
OMA 8.3.0.0
OMA 1.5.3.q
OMA 8.3.19
OMA 8.3.0.0.2
MEL
“Flight Day” means a 24 hour period (from midnight to midnight) UTC time during which at least one flight is initiated for the affected aircraft.
MEL Repair
Intervals
MEL Repair Interval
Extension
MEL Deferred
Defect DD Types
STATUS messages
Stations without an
Authorized
Engineer
B............................................................................................................................................................................................. 3 days
C........................................................................................................................................................................................... 10 days
D......................................................................................................................................................................................... 120 days
- The time period specified shall start at 00:01 UTC on the day following the day of discovery.
- Day of Discovery: The calendar day an equipment/instrument malfunction was recorded in the aircraft maintenance log
and or record. This day is excluded from the calendar days or flight days specified in the MEL for the repair of an
inoperative item of equipment. This provision is applicable to all MEL items, i.e. categories “A, B, C, & D.
6. REPAIR INTERVAL EXTENSION
6.1 The MEL is a dispatch guide and therefore if a periodicity for repair is valid at the time of dispatch, then the aircraft
operation is allowed to depart, but cannot depart again for the next flight unless the periodicity has been extended.
6.2 MEL repair intervals ‘B’, ‘C’ and ‘D’ may be extended one time up to 100% where positive repair action has been
identified and necessary equipment/spares are not available to accomplish the task.
6.3 A Concession must be applied for to VPEQA or nominated Deputy through Manager Maintenance Control (Dubai), Line
Maintenance Shift Manager or Base Maintenance Shift Manager as appropriate (Engineering Procedure Manual 0708 refers).
6.4 Extension of Repair Intervals A is only permitted by the UAE GCAA.
P ............................................................................................................ Performance Penalty, Autoland or ETOPS restriction
R.................................................................................................................................................................... Repeat Inspection
M .......................................................................................................................................................No Performance / Penalty
C............................................................................................................................................Passenger Cabin / Entertainment
L ............................................................................................................................................................................... Loan / Pool
N...................................................................................................................... Any other defects not covered by above codes
- STATUS messages are checked prior to engine start and the condition should be corrected or dispatched per the
operator’s MEL.
- There are no inflight crew procedures associated with STATUS messages.
- STATUS messages are inhibited from beginning of first engine start until :30 minutes after lift-off.
In the event that approved Engineering assistance is unavailable, and in coordination with VPNC and MCC, the Commander
is authorized to certify the Tech. Log is in respect of the following items.
i. Refuelling.
ii. Transit checks: Pre-flight check will be performed and signed in the tech log by the commander. As the transit check
can no longer be performed by the flight crew, the commander shall defer such transit check by
making an entry "PERFORM TRANSIT CHECK" and "TRANSIT CHECK DEFERRED TO NEXT
STATION" In the action field.
iii. The transfer of a defect or defects into the Allowable Deferred Deficiency (ADD) section of the Tech. Log, provided
that any defects that have to be transferred are acceptable to the Commander for the next planned sector, and that
the transfer is accordance with the terms and conditions of the Minimum Equipment List.
Note: A copy of the Commander’s Authorization document is in the aircraft documents folder.
MEL Preamble
MEL Definitions
2.00-01-00.2
MEL Preamble
Tech Log
Page Divider
FCOM 15.10.2
MEL General
OMA 8.1.11.2.2
OMA 8.1.17
Certificate for
Captains authority
located in Red
Binder
EMIRATES B-777
Page 69 of 292
Item
5. LIMITATIONS AND POLICIES
Limit / Policy
B777 Seat Adjustment Procedures
Seat Controls
Adjustment Sequence
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Reference
IPECO Document No. M291 Issue 3
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 70 of 292
Item
01 June 2019
STUDY GUIDE
Limit / Policy
Report of Volcanic Activity:
Reference
Encounters with volcanic ash can be extremely hazardous.
Ash Concentration Charts will be promulgated by the relevant Volcanic Ash Advisory Centre (VAAC)
identifying forecast contamination using areas of low, medium and high concentrations in 3 altitude
bands. This may be supplemented by SIGMETS provided by Meteorological Services.
Volcanic Ash
Operations can be conducted as a matter of course in, above or below:
•
Areas of forecasted Low Contamination at all times.
•
Areas of forecasted Medium Contamination in daytime/VMC.
•
Areas of forecasted Medium Contamination in IMC/Night and High Contamination subject to
assessment and Company approval.
Flights required to maintain VMC, may operate in IMC for intermittent and limited periods of time
provided conditions will return to VMC. If during these periods Volcanic Ash is encountered, consider
applying the FCOM procedure.
OMC Chap 9
FCI 2014-039
All these operations are supported by a GCAA accepted Safety Case. Specific engineering
requirements will be enacted for any flight operating within an area of forecasted or reported ash
contamination.
Emirates’ Flight Dispatch will ensure flights are operated with due consideration to the latest VAAC
reports while also ensuring crews are provided the latest information available.
Regional Volcanic Ash Advisory Centres (VAACs) will produce either;
a. SIGMET only
b. SIGMET and supplemental three level Ash Concentration charts
The procedures to allow some operations in, under and over the SIGMET area depend on the VAAC
product provided. All these operations are supported by a GCAA accepted Safety Case.
Regional Volcanic Ash Advisory Centres (VAACs) will produce either;
a. SIGMET only
b. SIGMET and supplemental three level Ash Concentration charts
The procedures to allow some operations in, under and over the SIGMET area depend on the VAAC
product provided. All these operations are supported by a GCAA accepted Safety Case.
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FCN 2016-021
OMC 9.6
SIGMET Only
SIGMET and Ash Concentration Charts
Volcanic Ash New
Procedures
Ash Concentration Charts will be promulgated by the relevant VAAC identifying forecast contamination using areas of:
•
Low 200 - 2000 micrograms per cubic meter
•
Medium 2000 – 4000 micrograms per cubic meter
•
High >4000 micrograms per cubic meter
concentrations in 3 altitude bands. An example shown below.
Note 1. Flights required to maintain VMC, may operate in IMC for intermittent and limited periods of time provided
conditions will return to VMC. If during these periods Volcanic Ash is encountered, consider applying the FCOM
procedure.
Note 2. Operations in Areas of forecasted Medium Contamination in IMC/Night and High Contamination subject to
assessment and Company approval.
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 71 of 292
Item
FMS Auto Init
Failure
Cockpit Printer
Paper
End of Roll
Indication
Use of
Contingency Fuel
Flight Time
Limitations
01 June 2019
STUDY GUIDE
Limit / Policy
Reference
After 2nd failure send message to DXBOVEK
FCOM SP. 5.4
A single line means there is 5 meters of paper left.
A double line means there is 2 meters of paper left.
Contingency fuel can be used after the fueler disconnects.
OMA 8.1.7.2
- 100 hours in 28 days
- 900 hours in 12 months
OMA 7.20
Note 1: Take-off may be performed on the
35th day, with the landing on the 36th
day.
Take-off/Landing
Requirements
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Days Off
Airport Categories
Prioritization of
Manuals
Operations
Specifications
FCN Validity
Note 2: A pilot shall not renew his take-off
and landing recency in the simulator
for 2 successive periods. The second
renewal shall include a training flight
with a TRI.
- Wherever possible, days off will be taken at home base.
- A single day off shall consist of 2 local nights, and will last at least 34 hours.
- A planned rest period may be included as part of a day off.
A crew member:
a. Shall not be on duty more than 7 consecutive days before a minimum of one day off is assigned.
b. Shall have 2 consecutive days off in any 14 consecutive days.
c. Shall have a minimum of 7 days off in any consecutive 28 days; and
d. Shall have at least 24 days off in any consecutive 84 days period.
A crew member who positions to home base on the eighth day in accordance with Section OMA 7.13 shall
be given a minimum of 2 days off immediately following return to home base.
Days off taken away from home base by crew members attending a training course (as a trainee or
trainer), meet the requirements of this paragraph.
A - All Flight Crew are authorised to operate to all Category A aerodromes.
B - Prior to operating to a Category B aerodrome, the Commander shall be briefed, or self-briefed on the
aerodrome concerned. This briefing will normally be accomplished by reference to the airfield briefing
material found in OM-C. This briefing is certificated when a pilot signs in for duty on the Check-In
Kiosks system in Dubai.
B**- Takeoff and landing shall be conducted by the Commander, except when CM1 is undergoing
Nomination as Commander Training when, the Commander at his discretion, may delegate the
takeoff and landing to the CM1.
C - Prior to operating to a Category C aerodrome, the Commander shall be briefed and either:
a. visit the aerodrome as an observer, or PM with another Commander, or as PF with a Training
Captain.
or
b. undertake instruction in a flight simulator with a dedicated visual database for that aerodrome.
This training shall be recorded in the pilots training record.
- The Commander shall be PF for take-off and landing at Category C aerodromes, unless CM1 is
undergoing Nomination as Commander Training, when the Commander may delegate the takeoff
and / or landing to CM1.
The period of validity of route and aerodrome competence qualification is 12 calendar months...
- Should a conflict exist between any Flight Operations document concerning operational policy or
procedural matters, OMA takes precedence over all other manuals. OMA 0.2.6
- FCIs may amend any part of the Operations Manual with the exception of the AFM. OMA 0.2.4
- Where a discrepancy between the paper and electronic version is noted, crew are advised that the version
with the most recent revision date shall take priority. OMA 0.2.7
- Where the company provides a manual or document at the place of use, in both electronic and hard copy
form, the form with the most recent date shall be deemed to be the valid version. Copies of operational
manuals, issued for personal study / reference shall not be used within the operational context. OMA 0.2.8
- Operations Specifications are issued to Emirates by the GCAA. They are contained in Section B or the
Engineering Documents Folder. (Red Binder in aft stowage of B777 cockpit)
- They contain, Approaches authorized by the GCAA - Ceiling and Visibility requirements for Take-off
Approach, and Landings – Allowance for inoperative Ground Components – and Wind Limitations.
- Attachments included: A) Areas of Operations B) Authorized Aircraft C) Authorized Airports
- Emirates is approved for Passenger and Cargo Operations
- Part E contains authorization for LVO/LVOTO(CAT II Ops Below 350 meters provided an Autoland is executed),
MNPS, ETOPS(GE Powered 207 minutes, RR powered 180 minutes), RNAV, RVSM, RNP(Boeing to 0.1), Dangerous
Goods, CPDLC/ADS, GPS/RNAV, PRM, and also specific State approvals.
- 3 months from date of issue.
OMA 5.2.16
OMA 7.18
OMA 8.1.2.5
OMA 5.2.8.4
OMC RAIG Chap 1
OMA 5.2.11.1
OMA 0.2.4
OMA 0.2.6
OMA 0.2.7
OMA 0.2.8
OMA 8.1.4.3.3
OMA 8.3.2.4.1
OMA 8.3.2.4.3.2
OMA 8.5
OMA21.5.5
Pelesys
No Reference
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Item
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5. LIMITATIONS AND POLICIES
Page 72 of 292
Limit / Policy
AIRCRAFT DOCUMENTS OMA 8.1.12.1
1) C of R
2) Certificate of Airworthiness No Date , and Airworthiness Review
Certificate Check Date
3) Original Copy of Noise Certificate
4) Original Air Operator Certificate.
5) Copy of Operations Specification
6) Aircraft Radio Station License Check Date
7) Third party liability insurance certificates. Check Date
CREW DOCUMENTS OMA 8.1.12.2
1) Licenses
2) Certificate of test
3) Medical Certificate
4) Passport with appropriate visas
5) Certificates of vaccination.
6) Company ID
7) UAE E-Gate or UAE ID card
8) a Valid Crew Member Certificate
Reference
Note: In the case of loss or theft of these documents, the operation is permitted to
continue until the flight reaches the base or a place where a replacement document
can be provided.
Documents
Required On
Board
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GPS
Inoperative
Considerations
Navigation
Specification
GENERAL DECLARATION (GD) OMA 8.1.12.3 All international flights must carry a GD. The GD will include the
names of all crew members, any GCAA inspectors and any Emirates Security escorts. Emirates Security
escorts may only travel as crew and be listed on the GD with prior approval of DSVPFO or his deputy.
- If a computer generated GD is not available, Commanders should complete a GD using the forms in the
Blank Forms folder.
- Inbound to Dubai, a spare computer generated GD can be requested from Network Control Centre prior to
landing. This will be available on arrival.
- On flights across the Tasman Sea (Australia/New Zealand) the GD is transmitted by the departing station as
part of the Departure Control System (DCS) prior to departure. Consequently a GD is not required on board
the aircraft.
MANUALS OMA 8.1.12.4
FLIGHT SPECIFIC DOCUMENTATION OMA 8.1.12.5
1) OMA Part 1
1) OFP
8) NOTOC
2) OMB (QRH, MEL FCOM Volume 1)
2) Aircraft Tech Log
9) Maps and Charts
3) OMC
3) Filed ATS flight plan
10) ERG for dangerous goods DOC
9481
4) OME
4) NOTAMs
11) IATA DG Regulation Manual
5) Weather
12) Any other docs required by
6) Load and Trim Sheet
states concerned.
7) Notice of Special Pass. C15
-
FCIs not listed but should be onboard
If you have a GPS issue before departure, the aircraft will (in the vast majority of cases) still meet
navigation accuracy requirements.
- Consult FCOM SP.20 for further guidance.
Toward the goal of reducing operational delays, the attached Navigation Specification by Flight Phase table
is issued. This serves as a central reference for Dispatch, Flight Crew and Flight Operations regarding
navigation equipment and capability required for operations in airspace around the world.
FCOM SP.20
FCOM SP.20.3
EMIRATES B-777
Page 73 of 292
GENERAL PART
PFL
IFL
ADR
MET
NAV
COM
LIDO Route Manual
Pre-flight
In-flight
Aerodromes
Meteorology
Navigation
Communication
RAR
Rules and Regulations
LAT
ABB
SAI
BUL
ADM
Legends and Tables
Abbreviations
Special Airline Info
Bulletin
Administration
NETWORK PART
RSI
CRAR
5. LIMITATIONS AND POLICIES
Regional Supplementary
Information
Country Rules and Regulations
CCI
AOI
Customized Company Information
1-10 Airport Operations Information
AFC
2-10 Airport Facility Chart
AGC
APC
2-20 Airport Ground Chart
3-30 Airport Parking Chart
LVC
EOSID
3-X0 Low Visibility Chart
4-01 Engine Out SID
SID
4-X0 Departure Chart
SIDPT
5-10 SID Procedure Text
STAR
6-10 Arrival Chart
STARPT
IAC
6-X0 STAR Procedure Text
7-10 Instrument Approach Chart
VAC
MRC
FAM
TEMPO
7-X0
8-10
9-10
X-X0
ENROUTE PART
RFC
Visual Approach Chart
Minimum Radar Vectoring Chart
Familiarization Chart
Tempo Chart
Route Facility Chart
LIDO Navigation Training Portal
(http://cbt.lhsysems.pl/ Username: EMIRATES Password: 62nt1YA3
- ACN and PCN information
-
In-flight contingencies LH Text NAV Intro 1.2
Loss of communications LH Text COM 10
Loss of communications LH RAR 250-300
Intercept Orders LH RAR 442
Noise Abatement Procedures LH RAR 640-650
Aircraft Groups for Taxiway dimensions LH RAR 760
Approach add-ons for failed or downgraded ground equipment. LH RAR 890
- Contains valuable Supplementary information is divided into Regions.
- CPDLC Logons, ATC Short Dialling codes, etc...
- Contains differences to ICAO Standard. (Aerodrome specific differences located on the AOI page).
- Country specific Communication Failure procedures
- A duplication of the information in the OMC Airport Pages.
- General
-
1-10 .. Airport Hours… Expressed in GMT, ‡ indicates that during periods of DST the effective
hours will be 1 hour earlier.
Airport Information ... (RFF, PCN)
Preferred Runway, Runway/Taxi restrictions APU restrictions.
Warnings
Arrival
1-20 .Speed
Communications ....... Com Failure Procedures
Arrival Procedures .... Vis approach, Diversions, LAHSO, and Reverse.
Warnings
Departure 1-30 ..Take-off Minima
Speed
Communications ....... Com Failure Procedures
ATC Slot, Clearance
De-icing
Departure Procedures
Warnings
Plan view, runway Information, and communication information
Quick reference for approach and landing, after take-off and in case of emergency.
Minimum Grid Altitude (MGA) provide 1,000 feet protection below 6,000 ASL and 2,000 feet
protection for 6,000ASL and above.
MGAs above 10,000 are in red. 101
- Taxiways with limitations are shaded in brown. Limitations detailed on the AOI pages.
- Parking bays with a solid arrow are pushback bays, with an open arrow are self-manoeuvring bays.
- Altitudes in red represent Minimum Terrain Clearance altitudes up to the IAF.
- At or above 9600, at 9600, at or below 9600.
- Altitudes in red represent Minimum Terrain Clearance altitudes up to the IAF.
- At or above 9600, at 9600, at or below 9600.
- Fly over Waypoints have a circle around them.
- Lists departure frequencies, changeover instructions, and departure gradients >3.3%.
- Details of SID.
- Fly over waypoints are underlined. E.g. ULUPO
- Altitudes in red represent Minimum Terrain Clearance altitudes up to the IAF.
- At or above 9600, at 9600, at or below 9600.
- Fly over Waypoints have a circle around them.
- Fly over waypoints are underlined. E.g. BUBIN
- Total approach distance indicators at the start of each transition to the FAF/FAP.
- Name of chart is in upper right side and required equipment is listed.
- Altitudes in brackets indicate obstacle clearance at cold temperatures.
- Enroute Charts are oriented to True North. (Some may be oriented for polar grid navigation)
- Minimum Grid Altitude (MGA) provides 1,000 feet protection below 6,000 ASL and 2,000 feet
protection for 6,000ASL and above.
RFC Supp.
IOI
RFC Supplement
Intermediate Operational Inform.
01 June 2019
STUDY GUIDE
- MGAs above 10,000 are in red. 101
- Fly Over Waypoints have a circle around them.
- HF frequencies, CPDLS/ADS availability, and IFR cruising altitudes
- Chart NOTAMS
EMIRATES B-777
FLIGHT DUTY LIMITATIONS FLOW CHART
Are you acclimatized?
Local Night:
01 June 2019
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5. LIMITATIONS AND POLICIES
Page 74 of 292
OMA 7.5
The Report Time for flight crew are as follows:
• Flight crew at Dubai: 1 hour 25 minutes prior to STD.
• Flight crew at outstations: 1 hour prior to STD.
• ULR Flights Flight crew at outstations: 1:15 hour prior to STD.
OMA 7 .6.1
For ULR Operations see
A period of 8 hours falling between 22:00 and 08:00 LMT OMA 7.5
OMA 7.C.1 Annex 7.C
Minimum Rest Period Flight Crew
OMA 7.16.1
Standby Duty Limits OMA 7.14.3
A. If a crew member is called out from standby to conduct an FDP before
completing 6 hours standby duty, then the total duty period permitted is
the sum of the time spent on standby and the FDP allowable from the
Tables in Section OMA 7.6.2 .
B. If a crew member is called out from standby to conduct a FDP after
completing 6 hours or more standby duty, the total duty period permitted
is the sum of all the time spent on standby and the allowable FDP from
OMA 7.6.2 , reduced by the amount of standby worked in excess of 6
hours.
OMA 7.B.1 ANNEX 7.B Variation 2 - 2 Pilot Crew
Is this a Two Flight Crew Flight with a
scheduled sector for more than 7 hours?
Is This an Annex 7.B
Variation 2 Flight?
Y
Y
N
N
OMA 7.9.3
Are you acclimatized?
OMA 7.5
Y
OMA 7.6.2.1
N
OMA 7.6.2.2
N
Is this a Variation 1,3, or 4 or flight?
Y
Annex 7.A: Variation 1 FDP Plus 30 minutes:
- Add :30 to the FDP limitation.
- Reduce the Commander’s discretion by :30. OMA 7 Annex 7.A
Annex 7.C: Variation 3 – Recovery at Outstation
Extension Of Flying Duty Period By Split Duty.
OMA 7.7.2
Annex 7.D: Variation 4 – FDP Plus 60 Minutes
Extension Of Flying Duty Period By IN-Flight Relief.
FDP Limitation
:
.
OMA 7.7.1
OMA 7 Annex 7.C :
Acclimatised except when any part of the duty falls within the period 0200 to 0559 (in the time zone that the crew
member is acclimatised to): Reduce the Commander’s discretion by 1:00 - Add 1:00 to the FDP limitation.
Unacclimatised at least 6 hours free of duty within the period 2200 to 0800 in the time zone where the crew member
is stationed: Reduce the Commander’s discretion by 1:00 - Add 1:00 to the FDP limitation.
OMA 7 Annex 7.D :
The allowable FDP obtained from The Acclimatised Table may be extended by 60 minutes and a
sector need not be considered as a multi-sector flight until the sector is scheduled for more than 7½
hours…
Reduce the Commander’s discretion by 1:00
Commanders Discretion To Extend A Flying Duty Period. OMA 7.15
A Commander may exercise his discretion to extend an FDP involving 2 or
more sectors up to a maximum of 2 hours prior to the first and subsequent
sectors, but this may be up to 3 hours prior to the start of a single sector
flight, or immediately prior to the last sector on a multisector flight.
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5. LIMITATIONS AND POLICIES
01 June 2019
STUDY GUIDE
ANNEX 7.E: LONG RANGE VARIATION
Reporting Time:
OMA 7.E.1
1. Flight Crew at base: 01 hour 25 minutes prior to STD.
2. Flight Crew at outstation: 01 hour 15 minutes prior to STD.
Augmenting Flight Crew Additional Responsibilities:
whilst on the flight deck, enhance flight safety and should participate in flight
deck briefings, actively monitor the flight path, ATC communications as well
as the actions of the PF and PM. To actively monitor the flight path and
follow the progress with the relevant Navigation Charts (EPT) the preferred
location is the first observer seat. When there is more than one additional
pilot, the Commander, having considered factors like experience, alertness
and training benefit, shall nominate which pilot should occupy the first
observers seat.
S1 Destinations that are categorised under Segment 1 (S1) have a scheduled
block time up to and including 16 hours during any part of the year, and shall
comply with any rules applicable to this specific segment. OMA 7.E.2
1.
For flights departing Dubai to an S1 destination, all crew members shall be acclimatised. OMA 7.E.2
2.
Minimum rest at outstation for all crew members shall be: at least as long as the preceding duty period, or 16 hours, whichever is greater.
3.
Minimum post-flight rest at home base for all crew members shall be: OMA 7.E.2
a) 34 hours free of duty including 2 local nights of rest if followed by a non – Long Range Variation pairing.
b) 54 hours free of duty including 3 local nights of rest if followed by another Long Range Variation pairing.
4.
The FDP for Long Range Variation flights to an S1 destination shall be no more than 18 hours unless an extension is applied. Refer to Section 7.E.7.
OMA 7.E.5
S2 Destinations that are categorised under Segment 2 (S2) have a scheduled block time over 16 hours during any part of the year; and shall comply with any rules
applicable to this specific segment. OMA 7.E.2
1.
For flights departing Dubai to an S2 destination, all crew members shall be acclimatised and shall have 54 hours free of duty including 3 local nights of rest,
prior to the LRV or a Long Range Variation Standby (LRVS). OMA 7.E.2
2.
Minimum rest at outstation for all crew members shall be: at least as long as the preceding duty period, or 20 hours, whichever is greater.
3.
Minimum post-flight rest at home base for all crew members shall be: OMA 7.E.2
a) 34 hours free of duty including 2 local nights of rest if followed by a non – Long Range Variation pairing.
b) 54 hours free of duty including 3 local nights of rest if followed by another Long Range Variation pairing.
4. For flights to an S2 destination, FDP shall be no more than 20 hours unless an extension is applied. Refer to Section 7.E.7. OMA 7.E.5
Exentions to Duty
1. Section 7.E.7 For 3 man crew operations, no extension is allowed beyond the FDP of 18 hours. OMA 7.E.7
2. Section 7.E.7 For 4 man crew operations, in Dubai in case of a projected delay not exceeding 4 hours. OMA 7.E.7
3. Section 7.E.7 For 4 man crew operations at outstation, an extraordinary extension of up to 22 hours can be exercised based on the following conditions:
OMA 7.E.7
a)
4.
5.
6.
Before crew are on-board: if the affected crew are provided with a quiet, comfortable, air-conditioned place not open to the public. Adequate
armchair furniture and lighting control shall be available to ensure the possibility of sleep for all crew members and access to food and drink shall
be ensured.
b)
After crew are on-board: The aircraft is acceptable as a quiet and comfortable place if passengers are not on-board.
c)
It is recognised that in rolling delay situations, these provisions cannot always be achieved. If a rolling delay situation does not permit above
stated provisions, the extension up to 22 hours can still be applied, but it shall be documented and reported to GCAA. The Commander can
decline the extension or limit its length, if he believes that it could lead to severe fatigue. The Commander shall consider the likely alertness of the
crew before making his decision.
Other Unforeseen Circumstances: The commander shall not extend the FDP beyond the limit of 18 hours for a 3-man crew or 22 hours for a 4-man crew.
However, in exceptional operational circumstances, DSVP-FO or his designee may authorise a waiver of the limitations contained within this variation after
assessment. In such cases a formal notification shall be presented to the GCAA. OMA 7.E.8
At outstations for 4 man crew operations, flight crew for a Long Range Variation may be revised to 1 Captain and 3 First Officers, subject to approval of
DSVP-FO or his designee. OMA 7.E.8
For flights that are planned with 4 flight crew, where flight crew sickness occurs at short notice, which would impact the departure of the flight inbound to
Dubai on a Long Range Variation flight sector only, the Commander may elect to complete the flight with only 3 flight crew (except when any member of the
flight crew is undergoing Line Training), subject to the following: OMA 7.E.8
1.
If the scheduled Commander falls sick prior to departure, the other Captain, will become the designated Commander.
2.
The flight should only be continued if the Commander is confident that the remaining flight crew are adequately rested prior to the flight to be able
to cope with the increased workload.
3.
Dispatch is not permitted with an aircraft system unserviceability that would require a higher than normal workload on behalf of the remaining flight
crew during approach and landing.
4.
Any flight dispatched with only 3 flight crew shall be limited to a maximum FDP of 18 hours and 15 hour flight time.
5.
If the flight is diverted en-route, or requires an en-route technical stop, the Commander will determine, following consultation with the crew,
whether the flight will be continued. Factors that shall be considered include the likely total duty period, the alertness state of the crew, likely
operational difficulties during and following diversion and the level of support available to re-dispatch the flight.
EMIRATES B-777
Page 76 of 292
5. LIMITATIONS AND POLICIES
Extension of a Flying Duty Period
01 June 2019
STUDY GUIDE
EMIRATES B-777
NOTAM Decoder
Contraction
ABN
ABV
ACC
ACCUM
ACFT
ACR
ACT
ADJ
ADZD
AFD
AGL
ALS
ALT
ALTM
ALTN
ALTNLY
ALSTG
AMDT
AMGR
AMOS
P
R
E
F
L
I
G
H
T
AP
APCH
AP LGT
APP
ARFF
ARR
ASOS
ASPH
ATC
ATCCC
ATIS
AUTOB
AUTH
AVBL
AWOS
AWY
AZM
BA FAIR
BA NIL
BA POOR
BC
BCN
BERM
BLW
BND
BRAF
BRAG
BRAN
BRAP
BRG
BYD
CAAS
CAT
CBAS
CBSA
CCAS
CCLKWS
CCSA
CD
CDAS
CDSA
CEAS
CESA
CFR
CGAS
CHAN
CHG
CIG
CK
CL
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Decode
Airport Beacon
Above
Area Control Center (ARTCC)
Accumulate
Aircraft
Air Carrier
Active
Adjacent
Advised
Airport Facility Directory
Above Ground Level
Approach Lighting System
Altitude
Altimeter
Alternate
Alternately
Altimeter Setting
Amendment
Airport Manager
Automatic Meteorological Observing
System
Airport
Approach
Airport Lighting
Approach Control
Aircraft Rescue and Fire Fighting
Arrive, Arrival
Automatic Surface Observing System
Asphalt
Air Traffic Control
Air Traffic Control Command Center
Automatic Terminal Information Service
Automatic Weather Reporting System
Authority
Available
Automatic Weather Observing/Reporting
System
Airway
Azimuth
Braking action fair
Braking action nil
Braking action poor
Back Course
Beacon
Snow bank(s) Containing Earth/Gravel
Below
Bound
Braking Action Fair
Braking Action Good
Braking Action Nil
Braking Action Poor
Bearing
Beyond
Class A Airspace
Category
Class B Airspace
Class B Surface Area
Class C Airspace
Counterclockwise
Class C Surface Area
Clearance Delivery
Class D Airspace
Class D Surface Area
Class E Airspace
Class E Surface Area
Code of Federal Regulations
Class G Airspace
Channel
Change or Modification
Ceiling
Check
Centre Line
Source
ICAO
ICAO
ICAO
FAA
ICAO
FAA
ICAO
FAA
ICAO
FAA
ICAO
ICAO
ICAO
FAA
ICAO
FAA
FAA
ICAO
FAA
Contraction
CLKWS
CLR
CLSD
CMB
CMSND
CNL
CNTRLN
COM
CONC
CPD
CRS
CTC
CTL
DALGT
DCMSN
DCMSND
DCT
DEGS
DEP
Decode
Clockwise
Clearance, Clear(s), Cleared to
Closed
Climb
Commissioned
Cancel
Centerline
Communications
Concrete
Coupled
Course
Contact
Control
Daylight
Decommission
Decommissioned
Direct
Degrees
Depart, Departure
Source
FAA
ICAO
ICAO
ICAO
FAA
ICAO
FAA
ICAO
ICAO
FAA
FAA
ICAO
ICAO
FAA
FAA
FAA
ICAO
ICAO
ICAO
FAA
DEP PROC
Departure Procedure
FAA
ICAO
ICAO
ICAO
ICAO
FAA
ICAO
FAA
ICAO
ICAO
FAA
ICAO
FAA
ICAO
ICAO
DH
DISABLD
DIST
DLA
DLT
DLY
DME
DMSTN
DP
DRFT
DSPLCD
E
EB
EFAS
Decision Height
Disabled
Distance
Delay or Delayed
Delete
Daily
Distance Measuring Equipment
Demonstration
Dewpoint Temperature
Snowbank/s Caused by Wind Action
Displaced
East
Eastbound
En Route Flight Advisory Service
ICAO
FAA
ICAO
ICAO
FAA
FAA
ICAO
FAA
ICAO
FAA
FAA
ICAO
ICAO
FAA
FAA
ELEV
Elevation
ICAO
ICAO
ICAO
ICAO
ICAO
ICAO
FAA
ICAO
FAA
ICAO
FAA
FAA
FAA
FAA
FAA
ICAO
FAA
FAA
ICAO
FAA
FAA
FAA
FAA
FAA
FAA
FAA
FAA
FAA
FAA
FAA
FAA
FAA
ICAO
FAA
ICAO
ICAO
ENG
ENRT
ENTR
EXC
FAC
FAF
FAN MKR
FDC
FI/T
FI/P
FM
FNA
FPM
FREQ
FRH
FRI
FRZN
FRZN SLR
FSS
FT
GC
GCA
GCO
GOVT
GP
GPS
GRVL
HAA
HAT
HDG
HEL
HELI
Engine
En Route
Entire
Except
Facility or Facilities
Final Approach Fix
Fan Marker
Flight Data Center
Flight Inspection Temporary
Flight Inspection Permanent
From
Final Approach
Feet Per Minute
Frequency
Fly Runway Heading
Friday
Frozen
Frozen Slush on Runway
Automated/Flight Service Station
Foot, Feet
Ground Control
Ground Control Approach
Ground Communications Outlet
Government
Glide Path
Global Positioning System
Gravel
Height Above Airport
Height Above Touchdown
Heading
Helicopter
Heliport
ICAO
ICAO
FAA
ICAO
ICAO
ICAO
ICAO
FAA
FAA
FAA
ICAO
ICAO
ICAO
ICAO
FAA
FAA
FAA
FAA
ICAO
ICAO
FAA
ICAO
FAA
FAA
ICAO
FAA
ICAO
FAA
FAA
ICAO
ICAO
FAA
EMIRATES B-777
NOTAM Decoder
Contraction
HIRL
Source
FAA
Contraction
MM
FAA
MNM
Minimum
ICAO
HLDG
HOL
HP
HR
Decode
High Intensity Runway Lights
Hazardous Inflight Weather Advisory
Service
Holding
Holiday
Holding Pattern
Hour
ICAO
ICAO
FAA
ICAO
MNT
MOC
MON
MRA
ICAO
ICAO
FAA
ICAO
IAF
Initial Approach Fix
ICAO
MSA
IAP
INBD
ID
IDENT
IF
ILS
IM
IMC
IN
INDEFLY
INFO
INOP
INSTR
INT
INTL
INTST
IR
KT
L
LAA
LAT
Instrument Approach Procedure
Inbound
Identification
Identify, Identifier, Identification
Intermediate Fix
Instrument Landing System
Inner Marker
Instrument Meteorological Conditions
Inch, Inches
Indefinitely
Information
Inoperative
Instrument
Intersection
International
Intensity
Ice On Runway(s)
Knots
Left
Local Airport Advisory
Latitude
Limited Aviation Weather Reporting
Station
Pound(s)
Local Control
Local, Locally, Location
Located
Localizer Type Directional Aid
Light or Lighting
Lighted
Low Intensity Runway Lights
Low Level Wind Shear Alert System
Compass Locator at ILS Middle Marker
Landing
Localizer
Compass Locator at ILS Outer Marker
Longitude
Long Range Navigation
Loose Snow on Runway(s)
Left Turn
Magnetic
Maintain, Maintenance
Medium Intensity Approach Light System
Medium Intensity Approach Light System
with Sequenced Flashers
Medium Intensity Approach Light System
with Runway Alignment Indicator Lights
Missed Approach Point
Minimum Crossing Altitude
Minimum Descent Altitude
Minimum En Route Altitude
Medium
FAA
ICAO
ICAO
ICAO
ICAO
ICAO
ICAO
ICAO
ICAO
FAA
ICAO
ICAO
FAA
ICAO
ICAO
ICAO
ICAO
ICAO
ICAO
FAA
ICAO
MSAW
MSG
MSL
MU
MUD
MUNI
N
NA
NAV
NB
NDB
NE
NGT
NM
NMR
NONSTD
NOPT
NR
NTAP
NW
OBSC
Monitor, Monitoring, or Monitored
Minimum Obstruction Clearance
Monday
Minimum Reception Altitude
Minimum Safe Altitude, Minimum Sector
Altitude
Minimum Safe Altitude Warning
Message
Mean Sea Level
Mu Meters
Mud
Municipal
North
Not Authorized
Navigation
Northbound
Nondirectional Radio Beacon
Northeast
Night
Nautical Mile(s)
Nautical Mile Radius
Nonstandard
No Procedure Turn Required
Number
Notice to Airmen Publication
Northwest
Obscured, Obscure, or Obscuring
FAA
OBST
Obstruction, Obstacle
ICAO
FAA
FAA
ICAO
FAA
FAA
ICAO
FAA
FAA
FAA
ICAO
ICAO
ICAO
ICAO
ICAO
FAA
FAA
FAA
ICAO
ICAO
FAA
FAA
OM
OPR
OPS
ORIG
OTS
OVR
PAEW
PAX
PAPI
PAR
PARL
PAT
PCL
PERM
PJE
PLA
PLW
PN
PPR
PRN
Outer Marker
Operate, Operator, or Operative
Operation(s)
Original
Out of Service
Over
Personnel and Equipment Working
Passenger(s)
Precision Approach Path Indicator
Precision Approach Radar
Parallel
Pattern
Pilot Controlled Lighting
Permanent
Parachute Jumping Exercise
Practice Low Approach
Plow, Plowed
Prior Notice Required
Prior Permission Required
Psuedo Random Noise
ICAO
ICAO
ICAO
FAA
FAA
FAA
FAA
ICAO
ICAO
ICAO
ICAO
FAA
FAA
ICAO
ICAO
ICAO
FAA
ICAO
ICAO
FAA
PROC
Procedure
ICAO
PROP
Propeller
FAA
PSR
PTCHY
PTN
PVT
RAIL
RAMOS
Packed Snow on Runway(s)
Patchy
Procedure Turn
Private
Runway Alignment Indicator Lights
Remote Automatic Meteorological
Observing System
Remote Communication Air/Ground Facility
Runway Center Line
Runway Center Line Lights
FAA
FAA
ICAO
FAA
FAA
FAA
HIWAS
P
R
E
F
L
I
G
H
T
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5. LIMITATIONS AND POLICIES
Page 78 of 292
LAWRS
LB
LC
LOC
LCTD
LDA
LGT
LGTD
LIRL
LLWAS
LM
LDG
LLZ
LO
LONG
LRN
LSR
LT
MAG
MAINT
MALS
MALSF
MALSR
MAPT
MCA
MDA
MEA
MED
FAA
ICAO
ICAO
ICAO
ICAO
FAA
MIN
Minute(s)
ICAO
MIRL
MKR
MLS
Medium Intensity Runway Lights
Marker
Microwave Landing System
FAA
FAA
ICAO
RCAG
RCL
RCLL
Middle Marker
Decode
Source
ICAO
ICAO
FAA
FAA
ICAO
FAA
FAA
FAA
ICAO
FAA
ICAO
ICAO
ICAO
ICAO
ICAO
ICAO
FAA
FAA
FAA
ICAO
FAA
ICAO
ICAO
FAA
ICAO
ICAO
EMIRATES B-777
NOTAM Decoder
P
R
E
F
L
I
G
H
T
Contraction
RCO
REC
REIL
RELCTD
REP
RLLS
RMNDR
RMK
RNAV
RPLC
RQRD
RRL
RSR
RSVN
RT
RTE
RTR
RTS
RUF
RVR
RVRM
RVRR
RVRT
RWY
S
SA
SAT
SAWRS
SB
SDF
SE
SFL
SIMUL
SIR
SKED
SLR
SN
SND
SNBNK
SNGL
SNW
SPD
SSALF
SSALR
SSALS
SSR
STA
STAR
SUN
SVC
SVN
SW
SWEPT
T
TACAN
TAR
TDWR
TDZ
TDZ LGT
TEMPO
TFC
TFR
TGL
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Decode
Remote Communication Outlet
Receive or Receiver
Runway End Identifier Lights
Relocated
Report
Runway Lead In Light System
Remainder
Remark(s)
Area Navigation
Replace
Required
Runway Remaining Lights
En Route Surveillance Radar
Reservation
Right Turn
Route
Remote Transmitter/Receiver
Return to Service
Rough
Runway Visual Range
Runway Visual Range Midpoint
Runway Visual Range Rollout
Runway Visual Range Touchdown
Runway
South
Sand, Sanded
Saturday
Supplementary Aviation Weather Reporting
Station
Southbound
Simplified Directional Facility
Southeast
Sequence Flashing Lights
Simultaneous or Simultaneously
Packed or Compacted Snow and Ice on
Runway(s)
Scheduled or Schedule
Slush on Runway(s)
Snow
Sand / Sanded
Snow bank/s Caused by Plowing
(Windrow(s))
Single
Snow
Speed
Simplified Short Approach Lighting with
Sequence Flashers
Simplified Short Approach Lighting with
Runway Alignment Indicator Lights
Simplified Short Approach Lighting System
Secondary Surveillance Radar
Straight In Approach
Standard Terminal Arrival
Sunday
Service
Satellite Vehicle Number
Southwest
Swept or Broom(ed)
Temperature
Tactical Air Navigational Aid (Azimuth and
DME)
Terminal Area Surveillance Radar
Terminal Doppler Weather Radar
Touchdown Zone
Touchdown Zone Lights
Temporary or Temporarily
Traffic
Temporary Flight Restriction
Touch and Go Landings
Source
FAA
ICAO
FAA
FAA
ICAO
ICAO
FAA
ICAO
ICAO
ICAO
FAA
FAA
ICAO
FAA
FAA
ICAO
FAA
ICAO
FAA
ICAO
FAA
FAA
FAA
ICAO
ICAO
ICAO
FAA
FAA
Contraction
THN
THR
THRU
THU
TIL
TKOF
TM
TMPA
TRML
TRNG
TRSN
TSNT
TUE
TWR
TWY
UAV
UFN
UNAVBL
UNLGTD
UNMKD
UNMNT
UNREL
UNUSBL
VASI
VDP
VIA
VICE
Decode
Thin
Threshold
Through
Thursday
Until
Takeoff
Traffic Management
Traffic Management Program Alert
Terminal
Training
Transition
Transient
Tuesday
Airport Control Tower
Taxiway
Unmanned Air Vehicles
Until Further Notice
Unavailable
Unlighted
Unmarked
Unmonitored
Unreliable
Unusable
Visual Approach Slope Indicator System
Visual Descent Point
By Way Of
Instead/Versus
Source
FAA
ICAO
ICAO
FAA
ICAO
ICAO
FAA
FAA
FAA
FAA
FAA
FAA
FAA
ICAO
ICAO
FAA
FAA
FAA
FAA
FAA
FAA
ICAO
FAA
ICAO
FAA
FAA
FAA
VIS
Visibility
FAA
ICAO
FAA
ICAO
FAA
ICAO
VMC
VOL
VOR
VORTAC
W
Visual Meteorological Conditions
Volume
VHF Omni-Directional Radio Range
VOR and TACAN (Collocated)
West
ICAO
FAA
ICAO
ICAO
ICAO
FAA
WB
Westbound
ICAO
ICAO
FAA
ICAO
WED
WEF
Wednesday
With Effect From or Effective From
Within
With Immediate Effect or Effective
Immediately
FAA
ICAO
WKDAYS
WKEND
Monday through Friday
Saturday and Sunday
FAA
FAA
WND
Wind
FAA
WPT
Waypoint
ICAO
WSR
WTR
WX
Wet Snow on Runway(s)
Water on Runway(s)
Weather
FAA
FAA
ICAO
FAA
WI
WIE
ICAO
ICAO
FAA
FAA
FAA
FAA
FAA
FAA
FAA
ICAO
ICAO
ICAO
FAA
ICAO
FAA
ICAO
FAA
ICAO
ICAO
ICAO
FAA
ICAO
ICAO
ICAO
ICAO
FAA
ICAO
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5. LIMITATIONS AND POLICIES
METAR / TAFOR Abbreviations
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DECODING METAR / TAFOR
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OMC 9.4
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NOTES TO DECODING WEATHER
OMC 9.4
Note # 1. Cloud And Visibility OK.
Indicates no significant weather phenomena at or in the vicinity of the airport
Visibility: At least 10km or more
Weather: No Precipitation, thunderstorms, sandstorm, dust storm, shallow fog, or low drifting dust, sand or snow forecast.
Clouds:
No Cumulonimbus cloud and no other cloud forecast below 5000 feet
Note # 2. Significant Present, Forecast and Recent Weather.
◊ Intensity
◊ Precipitation
‘+’ indicates ‘heavy ‘
DZ Drizzle
‘+’ For fog indicates ‘well developed’
GR Hail (diameter 5mm or more)
‘-’ indicates ‘light’
GS Small Hail (diameter 5mm or less)
‘no symbol’ indicates ‘moderate’
IC Diamond Dust
PL Ice pellets
◊ Proximity
RA Rain
VC In the Vicinity (within 8km not at AD)
SN Snow
◊ Descriptor
SG Snow Grains
BC Patches
BL Blowing (> two metres above ground)
DR Low Drifting (< two metres above the
FZ
MI
PR
SH
TS
Supercooled
Shallow
Partial
Showers
Thunderstorms
ground)
Note # 4 NSC No Significant Cloud
Note # 3 Change Groups
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◊ BECMG: Becoming. Used where
changes are expected to reach or pass
through specified values at a regular or
irregular rate.
◊ TEMPO: Temporary fluctuations of less
than one hour, in aggregate less than the
half the time period indicated.
◊ PROB**: Probability is used to
indicate the probability of occurrence of
an alternative element or elements or
temporary fluctuations (Only 30 or 40
should be used)
Sig Wx Chart Decodes
◊ Obscuration
BR Mist (visibility 1000m to 3000 m)
DU Widespread Dust
FG Fog (visibility less than 1000m)
FU Smoke
HZ Haze
SA Sand
VA Volcanic Ash
Note: The upper visibility limit for
reporting DU, FU, HZ and SA is 5000
metres.
◊ Other
PO Well developed Dust or Sand
◊ FM**: From marks the beginning of a
new self contained part of the TAF
starting from the time **HR UTC. All
conditions given before the FM** are
superseded by the new conditions
following the FM**.
◊ NOSIG: No significant change;
But never implies a forecast for
RVR , temperature , dewpoint and
QNH
LH MET 70
The following conditions exist simultaneously:
1. No clouds below 5000 feet
2. No Cumulonimbus clouds
3. CAVOK and SKC not applicable
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State of the Runway
LH Text MET 380
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MOTNE (Metrological Operational Telecommunication Network Europe) Considered more accurate than
SNOWTAM reports as it is updated more frequently.
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SNOWTAM
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Application of TAF
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OMA 8.1.2.1.4.1
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No Forecast Weather
If no weather forecast is available for a Takeoff Alternate, Destination, or Alternate airfield, it must be
considered to be below Company minima for planning purposes.
OMA 8.1.4.4.4
EMIRATES B-777
Item
Limit / Policy
-
Cabin Spraying
Procedure
-
Cargo Spraying
Spraying should commence once catering is onboard and before passengers are boarded.
Packs are turned off and turned on 5 minutes after spray completed.
Overhead/Side lockers open all doors closed except L1.
3 Cans sprayed, 1 row / sec.
4 cans sprayed into Cargo hold, Aircraft Hold Disinfection Certificate completed and given to Purser… Cabin
Certificate completed by Purser.
Cargo Spraying is not required if the aircraft has a valid “Residual Disinsection Certificate”
The “Residual Disinsection Certificate” is located in the Aircraft Documents File .
The B777 cargo fire warning system is designed to increase sensitivity from 12% to 3% concentration
upon Right Engine Start.
- “THIS IS THE CAPTAIN, ATTENTION CREW AT STATIONS”.
- On ramp have Ground Personnel inspect Cargo Hold.
o Aerobridges must be connected and/or Passenger Doors armed. OMA 8.3.0.2.3
- On taxiway or runway request Fire Department to inspect Cargo Hold.
o Aerobridges must be connected and/or Passenger Doors armed. OMA 8.3.0.2.3
- Next call “THIS IS THE CAPTAIN, CABIN CREW REVERT TO NORMAL OPERATIONS” or
“EVACUATION CHECKLIST”.
A navigation aid shall not be used if it is reported as: a. On maintenance.
Cargo Smoke after
Cargo Hold Spray
with no evidence of
smoke
b. Unreliable.
c. On test.
d. The proper identification is not received.
e. Ground checked only.
NAV aid NOTAM
Night Operations
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Reference
OM-C RAIG 2.7.8
Weekly Safety
Summary
Personal
Procedure
OMA 8.3.2.1.1
- Runway edge and stop end lights are required for night operations.
OMA 8.1.4.1.1
- Alternates: B777 Passenger Aircraft 7
Personal
Procedure
- Departure and Destination:B777 Passenger Aircraft 9 8-RAIG 7-NOTAM / Cargo Aircraft (or Non-Revenue/Ferry) 6
/
B777F / Non-revenue/ Ferry
6
- ETOPS/Driftdown and Depressurization Alternates: Passenger Aircraft 5
B777F / Non-revenue/ Ferry) 4
Departure and Destination............................................................................................................. CAT 9
Note 1: One category below the minimum RFF category authorised in accordance with ICAO movement provisions.
Flight Operations Support applies/monitors this provision; authorisation in the RAIG without additional
annotation indicates compliance.
RFF Simplified
OMC RAIG
Aerodrome
Classification and
Authorization
RFF Dispensation
RFF Requirements
OMA 8.1.2.4.1
OMA 8.1.2.4.2
Takeoff, Enroute, and Destination Alternate ................................................................................ CAT 7
Note 2: The minimum RFF categories for Departure and Destination in case of temporary downgrade (the downgrade
of the level of RFF protection available at an aerodrome as notified, including by NOTAM, for a period of time
not exceeding 72 hours) can be lowered to these values. (B777passenger CAT 7) . (B777freighter CAT 6)
ETOPS Alternate .................................................................................. (B777passenger CAT 5) . (B777freighter CAT 4)
In-Flight: The pilot-in-command may decide to land at an aerodrome regardless of the RFFS category if,
in the pilot’s judgment after due consideration of all prevailing circumstances, to do so would be safer than
to divert. OMA 8.1.2.4.2
B-772
Rigid ........... 37 Flex........... 34 B777F
Rigid .....................59
Flex ...................... 50
B-772ER
Rigid ........... 42 Flex........... 36 B-773
Rigid ..................... 53 Flex .......................46
B-772LR
Rigid ........... 47 Flex........... 41 B-773ER
Rigid .................... 55 Flex .......................47
All destinations and alternates nominated in the OM-C/R&AI Guide or any Company produced OFPs meet
the conditions of either the charted requirements or a special dispensation granted by the relevant Airport
Authority.
PCN Values
required
(Medium subgrade
@ MLW)
The minimum available width of a runway used shall not be less than 45 meters unless a specific airport risk assessment
has been carried out and reflected in either the CCI page or a briefing package, where applicable. (all aircraft types
except A380)
Minimum width of cleared runway for operation on Contaminated Runways 30 Meters 45 Meters for A380
Runway Width
(Minimum)
•
•
•
•
•
Narrow Runway
Operations
Runway Width
(40m-45m)
Not for A380
LH Text ADR 460
OMA 8.1.2.3.2
OMA 8.1.2.3.1
OMA 8.3.8.12.4
Emirates approval for use of 40m-45m wide runways as Destination Alternates
Day and Night Operations.
• Must meet CCI requirements regarding narrow runway
operations.
Dry and Wet runways only (not contaminated)
• No Directional Control MEL Restrictions allowed. All
Electronic Glideslope and or PAPI must be available.
landing gear steering, thrust reverser, braking, and flight control
Autoland is not approved.
Aft Center of Gravity limited to a maximum of 30% MAC (B777 systems shall be operational.
• Must be an EK approved aerodrome in the RAIG
only)
Landing
Technique
Takeoff
Technique
Takeoff
Considerations
-
The approach appears steeper and there is a tendency to flare late.
De-crab technique (with removal of crab in flare) or Sideslip Technique
Touchdown in a crab. (Flight deck must be offset to the upwind wind of the centerline)
Ground maneuvering should be carefully considered.
The main limitation is to remain laterally on the runway with an EFATO
Narrow runways marginally increase V1 due to VMCG considerations.
Engine Failures before V1 must be rejected to maintain control of the aircraft.
Reduced thrust takeoff is preferred, Maximum Takeoff Flap is recommended.
Be aggressive in responding to Asymmetric Spin-up or Engine Failures on the takeoff roll.
Differential braking may be required for RTO below 65 knots.
Maintain runway Centerline. (no Offset for the centerline lights)
Takeoff with conditions which affect either directional control or braking capability is prohibited
Emirates Distance
Learning
OMA
OMC
MEL
CCI
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Item
Alternate Airport
Planning Minima
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- Weather required before Dispatch:
Approach Chart
Applicable Planning Minima
Minima
(Ceiling and RVR/Visibility Required)
(Best approach
OMA 8.1.4.4.3
available)
CAT III
CAT I
CAT II
CAT I + 100 ft / 300 m
CAT I
Non-precision 600 feet / 4,000 meters
Company Circling Minima, or if no circling approach available,
Non-precision
then the Non Precision Approach Minima plus 200 ft / 1000 M
Higher of 1,500 ft/8,000 m or CAT D minima rounded up by
Circling
500ft.
Notes: i. The appropriate airfield operating minima should be selected having taken into account airfield
conditions at the alternate.
ii. For the Company Circling Minima definition OMA 8.1.4.3.3
iii. Once airborne, only charted minima need be considered
Nav aids required to designate an airport as an Alternate: (Terminal radar is a Nav Aid) OMA 8.1.2.1.3
- Wx CAVOK One Serviceable Nav Aid.
- Wx less than CAVOK two serviceable Nav aids
Destination Forecast below Minima OMA 8.1.4.4.2.1
- If the destination airfield is forecast to be below the applicable planning minima, at the
expected time of arrival, the flight may be dispatched providing two destination alternates are
filed. The alternate fuel must be sufficient to proceed to the alternate airfield which requires
the greater amount of fuel.
No Weather Forecast Available OMA 8.1.4.4.4
- If no weather forecast is available for a Takeoff Alternate, Destination, or Alternate airfield, it
must be considered to be below Company minima for planning purposes
A suitable takeoff alternate shall be selected when performance, operational, or meteorological conditions
would preclude a return to the departure airport. The take-off alternate shall be located within:
1. one hour flight time at a one-engine-inoperative cruising speed (420nm.) in still air, standard
conditions, based on the actual take-off weight; or
2. two hours of flight time (840nm.), at a one-engine-inoperative cruising speed in still air, standard
conditions, based on the actual take-off weight, provided:
• The aircraft is ETOPS qualified as per Emirates Operating Specifications
• No MEL restriction prohibits 120 minutes ETOPS
• The departure airport is located outside the USA
An airfield shall not be designated as a Take-off Alternate unless the appropriate weather reports or
forecasts, or any combination thereof, indicate that, during a period commencing 1 hour before, and
ending 1 hour after the ETA at the aerodrome, the weather conditions will be at or above the applicable
landing minima.
- The ceiling must be taken into account when the only approaches available are non-precision
and/or circling approaches.
USA Operations OMA 8.1.2.1.1
If the weather conditions at the take-off airport are below Emirates landing minimums for that airport, takeoff may not be commenced unless an alternate airport has been nominated:
1. For aircraft with more than 2 engines: within 2 hours from the airport of departure, at 1 engine out
cruising speed;
2. For two-engine aircraft limited to one hour flight time at a one-engine-inoperative cruising speed
(420 nm) still air standard conditions based on the actual take-off weight. OMA 8.1.2.1.1
The ceiling and visibility at the take-off alternate must meet the requirements of the “Alternate Airport IFR
Weather Minimums”, indicated in Table 2 (under Flight Planning, earlier in this section) at the time of
departure as well as ETA at the take-off alternate. OMA 8.1.2.1.1
OMC RAIG 2.9.1.3.2 Alternate Minima
Alternate minima for Emirate’s operations to the USA are to be determined only by use of Table 2.
Note that the Alternate Minima published on the Airport page may not be compliant with Emirates authorised Alternate minima.
Reference
OMA 8.1.4.4.3
OMA 8.1.2.1.3
OMA 8.1.4.4.2.1
OMA 8.1.4.4.4
OMA 8.1.2.1.1
OMA 8.1.4.4.1
OMA 8.1.4.1
OMA 8.1.2.1.1
OMC RAIG
2.9.1.3.2
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Item
Limit / Policy
- Diversion Airport Considerations
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Considerations
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Airports classed D (destinations)
- OOMS MUSCAT - CAT A - OPIS ISLAMABAD - CAT A - OPKC KARACHI - CAT A - OPLA LAHORE - CAT A - OPPS PESHAWAR - CAT B - NOTAMs no night operations / Not a destination or enroute alternate
- ZBAA BEIJING – Capital - CAT A -Classified as A2 if Dest TPE/ICN (No pax disembarkation allowed)
- ZGGG GUANGZHOU - CAT B - Classified as A2 if Dest TPE/ICN (No pax disembarkation allowed)
- ZHCC ZHENGZHOU - CAT A - Classified as A2 if Dest TPE/ICN (No pax disembarkation allowed)
- ZLIC YINCHUAN - CAT B - Classified as A2 if Dest TPE/ICN (No pax disembarkation allowed)
- ZSPD SHANGHAI (Pudong) - CAT A - Classified as A2 if Dest TPE/ICN (No pax disembarkation allowed)
Airports classed A1 (fully capable) with all ground support facilities EK approved
- ZBHH HOHHOT/BAITA - QNH Meters - High Altitude 3556 – High Terrain - AD not to be used as destination alternate due to
political reasons
- ZBTJ TIANJIN BINHAI - QNH Meters - AD not to be used as destination alternate due to political reasons
- ZBYN TAIYUAN/WUSU - QNH Meters - AD not to be used as destination alternate due to political reasons
- ZGNN NANNING - QFE Meters - AD not to be used as destination alternate due to political reasons
- ZGSZ SHENZHEN - QNH Meters - AD not to be used as destination alternate due to political reasons
- ZHHH WUHAN - QNH Meters - AD not to be used as destination alternate due to political reasons
- ZLLL LANZHOU - QNH Meters - AD not to be used as destination alternate due to political reasons
- ZLXY XI’AN-Xianyang - QNH Meters – High Terrain - AD not to be used as destination alternate due to political reasons
- ZMUB ULAANBAATAR - QNH Meters - High Altitude 4364 – High Terrain - - AD not to be used as destination alternate due to
political reasons
- ZPPP KUNMING - QNH Meters - High Altitude 6903 – High Terrain - - AD not to be used as destination alternate due to political
reasons
- ZSHC HANGZHOU - QNH Meters - AD not to be used as destination alternate due to political reasons
- ZSNJ NANJING - QNH Meters - AD not to be used as destination alternate due to political reasons
- ZSSS SHANGHAI (Ho ngqiao) - QNH Meters - AD not to be used as destination alternate due to political reasons
- ZUUU CHENGDU - QNH Meters – High Terrain - AD not to be used as destination alternate due to political reasons
- ZWWW URUMQI - QNH Meters – High Terrain - AD not to be used as destination alternate due to political reasons
- ZYTL DALIAN - QFE Meters - AD not to be used as destination alternate due to political reasons
Airports classed CA (critical)
ZWSH KASHI - QNH Meters - High Altitude 4528 – High Terrain
ZWTN HOTAN - QFE Meters - High Altitude 4672 – High Terrain
Airports classed EA (emergency)
- ZLJQ JIAYUGUAN - No Approach Charts in EPT - Emergency Forced landing Aerodrome
- ZWTL TURPAN - No Approach Charts in EPT - Emergency Forced landing Aerodrome
Some D airports classed as A2 if used as alternates for ICN or TPE (tech stop only)
- RKSI Soeul/Incheon - CAT A - RCTP Taipei - CAT A -
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Considerations
RTGS Presentation
Limit / Policy
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Reference
Airways
- Airways in China 20nm wide (180 turn for DARD must be planned for wind and terrain). GT to PURP is 20nm wide… other
airways may be only 10nm wide, 180 degree turns may exceed 10nm if so limit descent to GRID MORA.
- DART Altitudes require Cold Weather corrections… See OMC 9.11 or LIDO GEN 1.7.7.4.2 or LIDO Gen 1.7.7.6
Diversions
- Non Emergency diversions must use OFP planned alternate only.
- If diverting to airfields not included in the FMC database, follow FCOM SP 11
- Depressurization analysis is done at MMO/VMO.
- Driftdown analysis is done at Optimum speed (EO speed).
Fuel
Number 3 fuel used in China is equivalent to Jet A-1 for cold weather ops
Common Problems
- Failure to report correctly at boundaries
- Incorrect clearance readback
- Loss of Comms
- Incorrect altimetry procedures causing altitude busts
- Ground manoeuvring errors
Strategies OMC 11.2.8.2.9.1
Airspace Requirements
- Within or in the vicinity (100 nm) of Chinese airspace crew shall wear headsets to ensure best possible readability.
- If controlled in-flight rest is required, the commander must ensure that the non-resting pilot is fully aware of route/airspace
procedures.
- Minimize distractions such as cabin crew social visits.
- Minimize time spent outside the flight deck.
RTGS Strategies
- Use ICAO standard RT and speak slowly and clearly.
- Be aware of FIR boundary and required RT calls as published in the LIDO
- Manage distractions
- Perform Radio Check regularly to verify two-way communication
- In any doubt, confirm and clarify the instructions with ATC: bear in mind they have issues with our spoken English, just as
we have with theirs!
Ground Manoeuvring Requirements
- Crews are to ensure that AOI/Ops Plan compliant runway exits and taxiways are planned and used after landing.
- Crew shall fully brief:
- Any restricted exits or taxiways.
- The planned exit and a contingency in the event that the planned exit is missed.
- Maintain situational awareness throughout all ground operations.
Fuel Policy Requirements
- Crews, operating flights to mainland Chinese airports, shall not commit to destination. This does not include Hong Kong
and Taipei.
- Unless in an emergency situation, crew shall divert to the alternates that are selected on the flight plan.
LIDO Text CRARS 3.36.7 Altitude Regulations
- IFR Cruising Levels in China
LIDO Text CRARS 3.36.10 Communications
- Fly on the specified airways;
- Report to the next ATSU expected crossing time, flight level and flight conditions;
- Request clearance to cross the FIR boundary 15-20min before crossing the boundary.
- Without such clearance, no ACFT is permitted to make entry into or exit from the FIR boundaries;
- While crossing the boundaries of controlled areas, make position reports to the ACCs you are entering and leaving.
LIDO Text CRARS 3.36.12 Emergency
- In case of emergency, the pilot shall operate the ACARS with an ADS EMERGENCY MODE to notify the ground facility
about the emergency, and resume voice communication with ATC authority by the most efficient method as soon as
possible.
- Flight crews shall fly via regulated WPTs to evacuate from route L888 when evacuating or diverting is decided in an
emergency condition.
- Flight crews shall be responsible for the obstacle clearance altitude and maneuvering track when an emergency descent is
executed in case of loss of cabin pressure.
- If unable to contact ATC and rapid descent required:
Deviation procedure for level change:
-
turn 30° right and track out 20km (i.e. deviate right of airway centerline by 10km or 5NM); then
turn left to track parallel the original route; then
climb or descend to the new level; and then
return to the original one (when appropriate).
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Cabin Crew
Engine/Undercowl Fires
Emergency Procedures
CRC
Crew Rest Compt.
Oxygen
Therapeutic O2 Bottles
Portable Oxygen
Concentrator Units
5. LIMITATIONS AND POLICIES
01 June 2019
STUDY GUIDE
Limit / Policy
- All weights including fuel may be amended. ( LMC for fuel is not allowed for Airbus aircraft)
- The LMC limit for an individual LMC or total LMC shall be 500 kg.
- After a LMC it is mandatory to check the following:
i. ZFW, TOW, and LW limits are not exceeded (Structural and Performance).
ii. Take-off performance calculations are validated using the revised TOW and TWOCG.
iii. Loading limitations are not exceeded.
- LMC less than or equal to 500 kg:
i. Enter the LMC value on the load sheet.
ii. No amendment to AZFW, ATOW, or ALW required.
- LMC greater than 500 kg:
i. New ACARS or computer loadsheet required.
ii. In case of a manual load sheet, ament load sheet figures and issue a new trim sheet.
PASSENGER WEIGHTS
Crew without bags.................... 85kg Child ........................... 38kg
Crew with bags ...................... 100kg Infant .......................... 10kg
Male ......................................... 85kg Bag............................. 20kg
Female ..................................... 70kg
Live animals are classed as A B C D E and limits are in OMA 8.2.2.3.4.3
- Dangerous Goods must never be loaded in the BULK cargo hold. OMA 21.5.5.1
International Mail will only be offloaded after all other cargo. OMA 8.2.2.3.4.5.4.d
- Perishable cargo will be loaded in the AFT or BULK cargo holds. OMA 8.2.2.3.4.5.3
- Perishables packed with cooling agents can be loaded in the FWD or AFT compartments but
cannot be loaded in the BULK compartment. OMA 21.5.5.4
772 8 Cabin Crew
773 10 Cabin Crew
- The use of mini-suites is prohibited unless an additional attendant above the minimum required
by the applicable operating rules is present and whose primary duty is to ensure that the minisuite doors are properly latched in the open position for taxi, takeoff, and landing.
Reference
OMA 8.1.8.5.2
OMA 8.1.8.3
OMA 8.1.8.4.1
OMA 4.2.2
AFM Limitations Page 12A
- Can be reduced by 1 if the associated cabin door is considered inoperative. See for MEL for
further restrictions.
- For any engine/undercowl fires, the flight crew will immediately call the tower for the fire
services.
- The Commander should conduct the landing in non-normal situations where the aircrafts
performance is affected…
- Door Entry Code 345 ENT
- The upper crew rest area should not be occupied when the amber AIRFLOW OFF light is
illuminated.
- The AIRFLOW OFF light will be ON when the airplane is below 25,000 feet or during smoke
detection mode.
- Minimum for DXB departures 1500 psi. Daily Inspection Sheet
- Out stations approximate min 1,000 psi. If lower check manual FCOM PD Crew Oxygen for
dispatch requirements.
- A pressurised flight may be operated up to FL250 if the crew oxygen system becomes
inoperative/empty, provided portable oxygen bottles are readily available for each flight crew
member on duty. OMA 8.8.1
- Above FL250 the quick donning crew oxygen system must be fully serviceable. OMA 8.8.1
- The Flight Crew must use oxygen whenever the cabin altitude is above 10,000 feet. OMA 8.8.1.2
- Passengers must use Oxygen when the cabin altitude is above 15,000 feet. OMA 8.8.3.1
- Bottles may be carried onboard.
- Stowage in:
• -200, -200ER- overhead stowage above seat 37AB, 37JK, and in LH aft most closet stowage.
• -200LR- overhead stowage above seat 37AB, 37JK, and 39JK.
• -300, -300ER, -300ER/ULR- overhead stowage above seat 46AB, 46JK, and in LH aft most
closet stowage.
- Bottles removed on return to Dubai.
- Are now permitted on the aircraft subject to conditions…
- Approved Portable Oxygen concentrators listed in OME 11.6.12.13.1
MEL 52-11-1
OMA 8.2.2.4.1.6
OMA 1.5.4.1
FCOM 1.47.2
FCOM 1.46.5
Daily Inspection Sheet
OMA 8.8
OMA 8.8.2
OMA 8.8.3.1
OMA 8.8.1
FCI 2012-031
OMA 8.8.4
FCOM 1.45.5
OMA 8.3.19.3.1
EMIRATES B-777
Item
ETOPS Definition
ETOPS Authorization
ETOPS Validity
ETOPS Alternate Weather
Requirements
ETOPS Diversion Fuel
from Critical Point
Limit / Policy
- ETOPS applies to flights by Twin-Engine Aircraft over a route that at any point is further than:
- :60 minutes from an Adequate airfield, at the Selected single engine speed schedule in Still Air
ISA conditions (420nm)
- The approved ETOPS Areas for Emirates Aircraft is contained in the Operations Specification.
(located in Section B of the Engineering Documents Folder)
- Is renewed annually at the annual recurrent training program.
Before Dispatch Above ETOPS enroute weather planning minima, one hour before the earliest
time of use to one hour after the latest time of use
After Dispatch SA and FT indicate weather will remain at or above Aerodrome Operating Minima
- Descent at the selected speed schedule to the required diversion level
- Cruise at the selected diversion speed
- Normal descent to 1,500 feet above the diversion airport
- :15 minutes holding
- First approach and missed approach as an instrument procedure
- Second approach and landing as a visual circuit.
Be aware that you will be landing with much less fuel than you are normally used to… If you had to
hold for :15 minutes fly the approach do a go-around and fly a visual approach you may not have
enough fuel to taxi to the parking stand
ETOPS Pre-Dispatch Alternate Weather Requirements
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Reference
OMA 8.5
Distance
Learning
OMA 8.5.1
OMA 8.5.5.2
ETOPS
eLearning
OMA 8.5.6.1
OMA 8.5.5.3 Use of Departure or Destination Airports as ETOPS Alternates
If no en-route alternate airports are available or necessary, departure and/or destination airports can be used instead of ETOPS en-route
alternates. In this case, normal (non-ETOPS) meteorological minima are applied to the destination and also the departure airport in case of return.
OMA 8.5.6.2 En-route Weather Monitoring
Flight crew shall monitor the forecast weather for any required ETOPS alternates whilst en-route. Once the aircraft has been dispatched, the
ETOPS alternates remain suitable if the forecasted weather reports indicate that the weather will remain at or above the Aerodrome Operating
Minima.
Should the weather at a selected alternate deteriorate below landing minima prior to entering the ETOPS segment, or whilst in the ETOPS
segment, another alternate shall be nominated that satisfies the weather requirements.
If this is not possible, the flight must not enter the ETOPS segment. If already in the ETOPS segment, the Commander shall decide whether to
continue or if fuel on board permits, re-route on a non-ETOPS route.
Airport Category and Minimum required RFF
ETOPS RFF Requirements
ETOPS
Suitable Airport
Type
ETOPS /Driftdown and Depressurisation Alternate
B777 Pass Ops
5
B777F / Non-revenue / Ferry
4
- An Adequate airport is considered Suitable for dispatch purposes when it satisfies the ETOPS
dispatch requirements in terms of ceiling and visibility minima within a period one hour before
the earliest time of use to one hour after the latest time of use. In addition, the forecast
crosswind component, including gusts, must be within the specific aircraft limitation.
Condition
Dry
Wet
Compacted Snow at or below 15°C
Contaminated (Comp Snow, Dry Snow, Wet Snow)
Contaminated (Slush, Water)
Ice
Crosswind Limit
45
40
35
25
17
15
ETOPS 80% Crosswind Limit
36
32
28
20
14
12
- Runway conditions should also ensure that a safe landing can be accomplished.
- An Adequate airport is considered Suitable for purposes of in-flight diversions when
meteorological conditions indicate that the ceiling and visibility are above the published LH LIDO
landing minima.
OMA 8.1.2.4.1
FCI 2018-007
OMA 8.5.5.2
OMA 8.5.6.1
FCOM L.10.4
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Item
Limit / Policy
Reference
•
OMA 8.5.7
•
ETOPS Certification
•
•
ETOPS Verification
Flight
ETOPS
Re-routing or
Diversion
Decision Making
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Perishable Goods
Cargo Locations
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Individual Aircraft max capabilities are specified in the Operations Specifications located in Section
B of the Engineering Documents Folder.
Flight Crew must ensure the under the “Maintenance Check Accomplished section” of the tech log
the ETOPS SUPPL has been signed off for the correct time period.
- In the event of a diversion en-route due to non- technical reasons, an ETOPS Supplementary
Check will remain valid for the subsequent leg provided, it is confirmed that the ETOPS status
has not been changed by technical log entries of the preceding flight.
180 minutes ETOPS Aircraft
207 minutes ETOPS Aircraft
RR Powered Aircraft.
• GE Powered B-777 Aircraft.
Engineering will make an entry in the Defect Column of the inbound flight…
Engineer
Instructions
Aircraft Tech Log
“ETOPS VERIFICATION FLIGHT REQUIRED”
They will then sign it off and move it to the ADD section of the Tech Log.
the Commander, in consultation with the Dispatch Duty Manager and the Senior Engineer Shift,
may elect to carry sufficient fuel to complete the sector via a non- ETOPS routing.
• After completing 60 minutes of the flight the captain will record in the Defect column of the Tech Log
“ETOPS VERIFICATION FLIGHT SATISFACTORY”.
During flight, either before or during an ETOPS segment, a re-routing or diversion is required when:
i. Failures occur requiring a diversion to the nearest airport, in accordance with the FCOM
ii. Failures occur requiring a non-ETOPS routing, in accordance with the FCOM.
iii. Failures occur resulting in excessive fuel consumption, exceeding the available ETOPS Critical
Fuel reserves.
iv. Weather minima at nominated suitable airport(s) go below the company operating minima or
become unsuitable for any reason prior reaching the entry point.
Note: The MEL is not applicable after dispatch, and should not be considered limiting at this stage. It
should be used for crew information only.
- Instructions for the location and temperature requirements of live animals. OMA 8.2.2.3.4.3
- Before commencement of loading, confirm the serviceability of the cargo hold ventilation and
temperature control. No AVI can be accepted if either of these two is inoperative regardless of
ambient temperatures on ground. OMA 8.2.2.3.4.3
- If NOTOC temperature requirements cannot be achieved it is OK to accept the Cargo. This
temperature is a target for the crew to try to achieve. The crew will not be held accountable. Sky
Cargo have made the decision to accept the cargo fully cognizant of the fact that the requested
temperature may not be achieved.
- BULK and AFT Compartments are heated.
Low +4°C-+10°C
High +18°C -+24°C
Carriage Temperature dependent Perishables will be loaded as follows:
- 777-200 and 777-300 in the Aft 3+4 Compartment and the Bulk Compartment
- 777F All Compartments are usable.
•
OMA 8.5.7.2
OMA 8.5.8.1
OMA 8.2.2.3.4.5.3
OMA 8.2.2.3.4.5.3
777-200
Distance
Learning
777-300
Protect The Hub
High Speed Flight and on Time Performance July 15, 2015 CO704/15 COMPANY NOTAM
PLEASE FLY PLANNED OFP SPEEDS IF OPERATIONAL CIRCUMSTANCES PERMIT, HOWEVER,
IF ETA ALLOWING FOR POSSIBLE HOLDING AND EXPECTED APPROACH IS MORE THAN 15
MINUTES EARLY, MANAGE CI TO ARRIVE NO EARLIER THAN STA-15.
OFP SHOWS LIKELY HOLDING TIMES DATA AT DXB TO ASSIST INBOUND PLANNING.ALWAYS
ADHERE TO CURFEWS RESTRICTIONS. IF THE FLIGHT IS RUNNING LATE THEN MAKE
EVERY EFFORT TO REGAIN SCHEDULE, INCLUDING USE OF HIGHER CI AS FAR AS FUEL
AND OPERATIONAL CIRCUMSTANCES ALLOW. CREWS SHALL NOT DEPART EARLY UNLESS
REQUIRED TO MEET THE PLANNED ETA DXB.
-DSVP-FO 15JUL15
Company NOTAM
CO704/15
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Item
Limit / Policy
- Items labelled “CARGO AIRCRAFT ONLY” are prohibited from carriage on Emirates passenger
aircraft. OMA 21.5.5
- Flight crew shall have completed initial or recurrent Dangerous Goods training within the preceding 24
calendar months. OMD 5.4.9
- For Emirates operations Dangerous Goods must never be loaded in the BULK cargo hold of the
aircraft. OMA 21.5.5.1
- Perishables packed with cooling agents cannot be loaded in the Bulk hold. OMA 21.5.5.4
- Dry ice is limited to a total of 1,000 kgs in the FWD and/or AFT cargo holds.
- The Maximum amount of Dry Ice on a B777F aircraft is 5700kgs (Including the 1000 kgs in the Lower
compartment) OMA 21.5.5.4
- No Dry Ice is allowed in the BULK cargo hold. OMA 21.5.5.4
- The NOTOC must be drawn to the attention of, and passed on to the joining commander in the event of
a crew change at transit stop. OMA 9.2.1.1
- In case the crew taking over is delayed or not available due to a longer turn around, the commander
leaving the aircraft must leave a message to refer to the ship’s papers left on board which will contain
the NOTOC. This will preclude the possibility of the new crew not being aware of the presence of
dangerous goods. OMA 9.2.1.1
- The best source to answer questions are the individuals who have compiled the NOTOC and who can
be reached under the EMERGENCY TELEPHONE NUMBER listed on the NOTOC form.
Flight Operations Update No.227 10 March 2016
Dangerous Goods
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- On flights to or from the USA the NOTOC must contain a telephone number that can be contacted
during an in-flight emergency to obtain information on any DG onboard. (See ICAO ERG page 5…
CHEMTREC 1 202 843 7616 / 1 800 242 9300, or CANUTEC 1 613 996 6666)
- Radioactive must list its category Cat I White, Cat II Yellow, Cat III Yellow. Distance Training
- The Maximum TI per pack is 10. Cargo Ops. Sup. page 11
- The Maximum TI for a Passenger Aircraft is 50 and for a Cargo aircraft is 200. Cargo Ops. Sup. page 11
- Any questions regarding Dangerous Goods can be directed to the Cargo Duty Manager +971 4 708
1090 Cargo Ops. Sup. page 9
Portable Oxygen Concentrator Units
- Are permitted to be carried and used by passengers, subject to conditions: in OMA 8.3.19.3.1
- Approved Portable Oxygen concentrators listed in OME 11.6.12.13.1
LITHIUM METAL BATTERIES UN3090 AND LITHIUM ION BATTERIES UN3480 MERCURY UN2809
RESTRICTIONS ON LITHIUM METAL BATTERIES UN3090, LITHIUM ION BATTERIES
UN3480 AND MERCURY UN2809 ARE NOW IN THE OPERATOR VARIATION
SECTION(CHAPTER 2) OF THE IATA DGR 57 EDN (ADDENDUM 1). CREWS TO NOW
USE IATA DGR AS PRIMARY REFERENCE AND CONOTAMS WILL ONLY HIGHLIGHT
FUTURE CHANGES.- MFOR 26JAN16 CO72/16
Emirates Operator Variations to Dangerous Goods Regulations
EK-02 The following dangerous goods will not be accepted for carriage as cargo on Emirates:
•
UN 3090- Lithium metal cells and batteries, including lithium alloy cells and batteries prepared in
accordance with Section IA, IB and II Packing Instruction 968. This prohibition includes lithium metal
batteries shipped under an approval in accordance with special Provision A88 and A99 and exemption in
accordance with Special Provision A201.
•
UN 3480-Lithium ion cells and batteries, including lithium polymer cells and batteries prepared in
accordance with Section IA, IB and II of Packing Instruction 965. This prohibition includes lithium ion
batteries shipped under an approval in c\accordance with Special Provision A88 and A99/
Note:
01 June 2019
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Reference
OMA 21.5.5
OMD 5.4.9
OMA 21.5.5.1
OMA 21.5.5.4
OMA 9.2.1.1
Cargo Operations
Supplement
Distance Training
OMA 8.3.19.3.1
COMPANY NOTAM
Dangerous Goods
Regulations
Manual
The prohibitions for lithium batteries do not apply to Lithium batteries (rechargeable and non-rechargeable)
covered by the provisions for Dangerous Goods carried by Passengers or Crew (see 2.3.2 to 2.3.5 and Table
2.3..A
Firesock
•
UN 2809- Mercury
Lithium Battery Firefighting Drill on the Flight Deck
The Flight Deck located laptop computers and/or electronic tablets are equipped with lithium batteries. If a
lithium battery OVERHEAT is suspected or occurs in the Flight Deck, the Flight Crew shall:
1. If necessary transfer control.
2. The Pilot Monitoring (PM) leaves seat and puts on fire gloves.
3. The Pilot Flying (PF) contacts Cabin Crew if available.
4. Power off the device and remove it from the Flight Deck. Once the device is in the cabin
environment/galley area, Cabin Crew to take over and follow procedures detailed in OM-E Section
4.2.6.8.
If there is fire;
1. The Pilot Flying (PF) dons oxygen mask set to 100%.
2. The Pilot Monitoring (PM) dons smoke hood and fights the fire immediately using Halon
extinguisher/s.
3. As soon as practicable, when the fire is suppressed remove the device from the Flight Deck using
a Fire Sock.
4. In the case of an Electronic Flight Bag (EFB), if fire or excessive heat prevents the removal of the
device from its stowage pour water on device and monitor. Do not use ice.
Advanced Fire Fighting Procedures For Lithium Batteries… Dangerous Goods CBT
- After the flame or fire is extinguished douse the device with water or another liquid to completely cool the cells
- Do not touch the device until it has cooled, approximately 15 minutes. The, using the gloves submerge the device
in a water filled container. Then place the device in the fire sock, seal it and place it on a non-flammable surface
such as a galley metal surface. Monitor continuously for the rest of the flight.
OME 4.2.6.9
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Passengers or
Crew
OM-E section 3
Limit / Policy
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Provisions for
Dangerous Goods
Carried by
Passengers or
Crew Cont.
OM-E section 3
Limit / Policy
5. LIMITATIONS AND POLICIES
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Item
Carriage of
Valuable Personal
Effects
Cockpit Entry
code
Flight Deck
Door Emergency
Code
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Limit / Policy
CARRIAGE OF VALUABLE PERSONAL EFFECTS OR VALUABLE CARGO IN THE CABIN
- The valuable personal effects or valuable cargo must be screened before carriage and will have a
“screened” sticker affixed on them before presentation to the crew under a Locker Stowage Bill.
- Airport Services department may process the parcels of/for the Dubai Royal Family through the
established screening system without requiring security personnel having to deliver them to the aircraft.
- A Locker Stowage Waybill (Form No. E6) must be prepared whenever this cargo is loaded on the
aircraft. The cargo and the Locker Stowage Waybill must be handed over only to the Cabin Crew Purser and not the PIC. NOTOC must be prepared for information of PIC. The Purser will sign on the
Locker Stowage Waybill and return the station’s copy. At destination the Purser will hand over the
cargo with the Locker Stowage Waybill and obtain signature from the cargo staff on their copy.
- Stowage Location – 3 Class Configuration Doghouse 2
– 2 Class Configuration Dog House 6 Freighter aircraft have a stowage locker in the Supernumerary area. OMA 21.5.5.6
- 1 ENT Generates a doorbell tone in the cockpit
- 345 ENT UNLK light flashes and continuous chime sounds… the door will open after 30 seconds.
- The QRH procedure is: FLT DECK DOOR lock selector . . . . . .Rotate to DENY and hold for 1 second
- If Denied the keypad is inhibited for :10 min.
- This code must only be used if Pilot Incapacitation is suspected.
Good Reader – Great App for reading PDF files… EK Manuals, LIDO charts, OFPs… etc… Also allows
the Highlighting of text, adding notes, drawing on charts.
Downloads HD - A program like safari that lets you surf the internet… If you download a file with this
program you can save it on its file manager, and then choose to open it with any other
program on the IPAD… Great for downloading the OFP and then opening it in Good
Reader.
Drop Box - Dropbox is a Web-based file hosting service operated by Dropbox, Inc. that uses cloud
storage to enable users to store and share files and folders with others across the Internet
using file synchronization.
FlightRadar24 - Shows live airplane traffic from different parts around the world. It uses the ADS feed
from ATC.
http://spring.emirates.com -Great website for downloading company programs like FABS (Flight
Availability and Booking Status), TOM (Trips on Mobile), ICREW,
HRDirectLite… etc. for IPAD, IPhone, Android, and Blackberry devices.
Other Recommended IPAD/IPhone Apps: Snowtam Crewrest PilotPad Pilot Toolbox LIDO/iRM
1.
EPT Training FCN 2017-004
2.
3.
EBT Tips
4.
5.
6.
7.
8.
9.
10.
Reference
OMA 8.2.2.3.4.5.1
OMA 21.5.5.6
FCOM SP.1.1
FCOM SP.1.2
OMA 10.4.2.1.3
FCOM 1.30.23
QRH 1.1
Computer based training is available for the EBT…
https://cbt.lidodvms.com/
User ID: EMIRATES
Password: 62nt1YA3
Change your sign-in page to a picture
You will have to start with a picture saved in your computer… If you do not have one in your personal one drive
use the camera to take a picture and save it where you can find in when required.
- Select Settings… Choose Accounts… Select Sign-in Options… Scroll down and select Picture Password…
Follow the instructions… Make sure you are very accurate with your finger gestures as it requires you to be
very accurate when you sign in using the picture.
Make the Enroute maps easier to read:
Select Settings… Select System… Select Display…Change the size of the text to 100% (should be default, if not
some buttons will not fit the required text)… Select Advanced display settings… Change the resolution to 1280x800…
This will fit the screen properly and when you view the Enroute Charts the text will be more visible. (you may have
to restart the tablet to have changes applied)
Modify the Quick Actions Menu
As we already know if you swipe left from the bottom right side of the screen the quick actions menu will appear.
These selections can be modified to make your more common selections appear on the top.
- Select Settings… Choose System… Select Notifications and Actions…on the top right side of the screen are
your quick actions, select and hold the button you want to move it to the desired location.
TBA
TBA
TBA
TBA
TBA
TBA
Shared Knowledge
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Limit / Policy
Reference
A recent discussion with a Senior TRE indicated that our pilot’s general knowledge of runway markings was varied and an increased awareness was required to
improve our safety particularly during Low Visibility Operations. This page is designed to refresh and standardize pilot knowledge.
Taxi Guidance Signs at
Taxiway Intersections
Visual Aids Handbook
LH TEXT LAT 850
Runway Location Signs
Visual Aids Handbook
LH TEXT LAT 850
Paved Taxiway Markings
Visual Aids Handbook
LH TEXT LAT 850
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Runway Taxi-Holding
Position Signs and
Associated Taxiway
Markings
Visual Aids Handbook
LH TEXT LAT 850
Stop Bar and Lead On
Lights
Runway Guard Lights
Visual Aids Handbook
LH TEXT LAT 850
Runway Status Light
System
KLAX
KLAX AOI 1-20
Rapid Exit Taxiway
Indicator Lights
Visual Aids Handbook
LH TEXT LAT 850
100 Meters
200 Meters
300 Meters
Low Visibility Operations
- After landing taxi clear of the active
runway and report clear if required.
- The runway is clear when the entire length
of the aircraft has passed the point where
the color coded centerline taxi lights are
steady green only.
FCOM SP.17.4
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Marshalling Signals
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Hand signals from the CAA Visual Aids Handbook
LH TEXT ADR 140
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Item
Taxi fuel consumption
Icing Conditions
CM2 Taxi Restrictions
Minimum Width of
Runway
Maximum taxi speed
180° less than 45 meters
Not an Emirates
approved procedure
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Flights
NITS Briefing to Purser
Passenger briefing also
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Limit / Policy
Reference
2500 kgs/hr
Icing conditions exist when OAT (on the ground) or TAT (in-flight) is 10°C or below and any of the
following exists:
• visible moisture (clouds, fog with visibility less than one statute mile (1600 m) or less, rain,
snow, sleet, ice crystals, and so on) is present, or
• standing water, ice, slush or snow is present on the ramps, taxiways, or runways
Engine anti-ice must be selected ON immediately after both engines are started and remain on
during all ground operations when icing conditions exist or are anticipated, except when the
temperature is below –40°C OAT.
When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed, to
minimize ice build-up. Use the following procedure: CM1
• Check that the area behind the airplane is clear.
• Run-up to a minimum of 50% N1 for approximately 1 second duration at intervals no greater
than 60 minutes.
- Not permitted to taxi if the parking guidance system requires the aircraft to be aligned and
stopped with the eye position of the left hand seat. In this case CM1 must taxi the aircraft from
final turn to the parking stand.
- Not permitted to do a 180° turn.
The minimum available width of a runway used shall not be less than 45 meters unless a specific
airport risk assessment has been carried out and reflected in either the CCI page or a briefing
package, where applicable. (all aircraft types except A380)
Minimum width of cleared runway for operation on Contaminated Runways
30 Meters
45 Meters for A380
30 kts.
10 kts. for a slippery surface
Crews may exceed these limits when backtracking on an active runway.
777-200 ........................ 38.4
Inspection of the main gear tires, the nose gear tires,
777-300 ........................ 43.6
and the pavement surface is recommended after
777-300ER ................... 43.7
completion of the pivot turn
- Applicable to all flights to and From USA.
- An aircraft may not remain on the tarmac for more than 4 hours without passengers being
permitted to deplane, where possible.
- Passengers are regularly kept informed of the status of extended delays.
- Timing starts the later of STD or the announced Revised Departure Time.
- On Gate with the door open…
- Passengers shall be notified every :30 minutes.
- On the Gate or at a remote stand and the doors are closed…
- Passengers shall be notified every :30 minutes.
- No announcements shall be made whilst taxiing or at the runway holding point.
Deplaning after departure
- The maximum delay shall be 4 hours from the datum time.
- The commander shall make the appropriate announcement every :30 minutes.
- If the 4 hour limit may be infringed, the commander shall contact ATC and advise them that
action is requested in order to comply with the 4 hour tarmac rule and to get an estimated
airborne time.
- If ATC advises that the aircraft will be airborne before the 4 hour time limit, the commander
shall continue as planned and make the required :30 minute delay status updates.
- If ATC advises that the aircraft will not be airborne before the 4 hour limit then the aircraft
will return to a gate or remote stand unless safety/security/ATC restrictions prevent this.
The commander shall make the appropriate PA… see PA section of Study Guide.
- In the event that 4. In the event that no passenger elects to deplane, the flight shall
continue irrespective of the total delay.
- In the event that a passenger wishes to disembark, they shall be notified that their baggage
will be offloaded and the flight will depart without them.
Commander records in the Journey Log
1. The timings and content of all pax announcements made in compliance with this regulation.
2. The time for the request to ATC if applicable and the time that the return to the gate/remote
stand is commenced.
3. A narrative of the conversation between himself and ATC if the decision is made to continue the
flight together with the justification including the result of the polling of passengers
announcement and the expected take-off time as advised by ATC.
Status of delay on arrival
- The passengers shall be notified of the status of a delay every 30 minutes if the aircraft is
delayed arriving on blocks.
- The clock starts at the actual touch-down time of the aircraft.
NATURE INTENTION TIME
(Give an actual time eg16:25GMT)
Rule of Thumb
FCOM SP.16.3
FCOM SP.16.5
FCOM SP.16.6
OMA 8.2.2.5.1
OMA 8.1.2.3.1
OMA 8.3.8.12.4
OMA 8.2.2.5
FCTM 2.15
OMC RAIG 2.9
Aircraft Doc Folder
SPECIAL CONSIDERATIONS
- Have the Purser write down your instructions.
- Give the Purser an actual time to ensure all crew members will be working to the same time target.
- Have the Purser Read back instructions to ensure understanding.
OME 5.3.2.1
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 101 of 292
Item
Aircraft Codes for
Taxiway limitations
Minimum Taxiway
width for 777
Main Gear Width
Height of Tail
Wheel Base
300 Wingspan
777F / 200LR /
300ER Wingspan
Turning radius for
a 772 & 777F
T
A
X
I
Dubai Standard
Taxi Routes
Dubai Airports
Handout
Limit / Policy
01 June 2019
STUDY GUIDE
ICAO Code FAA Code
Max Wing Span
Max Width of Main Gear
A
I
15m
4.5m
B
II
15m-24m
4.5m up to but not including 6m
C
III
24m-36m
6m up to but not including 9m
D
IV
36m-52m
9m up to but not including 14m
E
V B777 A330 A340
52m-65m
9m up to but not including 14m
F
VI A380
65m-80m
14m up to but not including 16m
ICAO SAROS Annex 14, Aerodrome Design Manuals Part 1 and 2 specify a minimum of 4.5 meters
between outer main wheels and taxi edge.
B777 width of main gear 12.9 meters + 9 meters = 21.9 meters…. The minimum width of a taxi way for a
B777 is 21.9meters
Lido Charts will show taxiways of less than 23 meters width as restricted… If they are ≥ 21.9 meters they
are acceptable for the B777… (LSGG is an airport that shows closed taxiways restricted but can be used)
11 Meters
Highest of all models ............. 18.7 Meters
772 & 777F ......................... 25.9 Meters
773 .......................... 31.2 Meters
199’11” 60.9 Meters
212’7” 64.8 Meters
B-772 155.8 feet, 47.5 meters for nose gear
B-77L 157.4 feet, 48 meters for nose gear
B-77F 157.4 feet, 48 meters for nose gear
B-773 183.8 feet, 56 meters for nose gear
B-77W 184.1 feet, 56.1 meters for nose gear
Reference
Lido Text
ADR 380
Capt Kurt
Koerfgen
FTP 777
EMIRATES
FCOM SP.1.9
FCOM SP.1.9
FCOM SP.1.11
FCOM 1.10.3
FCOM SP.1.10
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 102 of 292
Item
01 June 2019
STUDY GUIDE
Limit / Policy
Before Door Closure
The engineer is responsible for rectifying or deferring defects in accordance with the MEL.
After Door Closure and Before Takeoff
In all cases, if a failure or system degradation occurs after door closure or commencement of flight but prior to
takeoff, flight crews are to apply the applicable FCOM procedures and ensure the use of relevant bulletins, FCIs
etc. Upon completion of the appropriate checklist/procedure, the MEL must be consulted to
determine if dispatch relief is available.
Reference
Establish communications with Maintenance (In Dubai Line Maintenance on VHF 132.60 and at outstations other
appropriate maintenance personnel and MCC), Emirates Operations or Dispatch to review the situation.
T
A
X
I
MEL Items
Preamble FAILURES
PRIOR TO
TAKEOFF
The Captain shall resolve a defect by applying the appropriate MELs. In this case, he or she shall ensure that all
conditions listed below are complied with;
1. The MEL item associated with the defect can be identified. If the defect is not covered by the MEL, no
dispatch is allowed unless it is a non-airworthiness item.
2. All dispatch requirements and (O) procedures, if any, associated with the MEL item can be satisfied.
3. There must be no (M) procedure associated with the MEL item, unless the (M) procedure can be performed
by the flight crew, (annotated “M-CD”).
4. All actions required by the MEL must be crosschecked and confirmed by all crew members.
5. The aircraft Technical Log must be checked by the Pilot in Command for multiple inoperative items. The
interrelationship between those items and the resultant effect on aircraft operation and crew workload will be
considered by the PIC before making a go/no go decision.
6. The defect is entered into the Aircraft Technical Log at the earliest opportunity or during stabilized cruise. The
pilot in command will also enter in the Aircraft Technical Log Book, adjacent to the defect, under what
authority the defect has been deferred i.e. “deferred in accordance with MEL ATA Number……” the time of
day, his/her signature and Pilot’s License No. Any defect requiring the deactivation of a system by circuit
breaker will be annotated in the Aircraft Technical Log using the following text "CB NUMBER _____ PULLED
OUT AND NOT COLLARED."
7. If any doubts exist, this does not preclude the pilot from consulting maintenance to confirm that the ATA item
and procedure has been deferred correctly.
Maintenance Actions after Crew Deferral
Maintenance will rectify the defect or re-defer the defect to the deferred defect pages of the Technical Log as per
the MEL policies during the next transit attended by the maintenance crew.
MEL Preamble
FCN 2014-036
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 103 of 292
Item
T
A
X
I
Limit / Policy
01 June 2019
STUDY GUIDE
Reference
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 104 of 292
Item
T
A
X
I
Changes
Departure Runway
/ SID /
Performance /
Configuration
Limit / Policy
Operational / Performance Changes
01 June 2019
STUDY GUIDE
Reference
QRH OI.4
EMIRATES B-777
Item
R
T
O
RTO Decision
Making
QRH MAN.1.4
Inspection
required on RR
Engines
FO Restrictions
Takeoff Minima
T
A
K
E
O
F
F
01 June 2019
STUDY GUIDE
5. LIMITATIONS AND POLICIES
Page 105 of 292
Limit / Policy
Prior to 80 knots
-
Activation of the Master Caution system
System failure
Unusual noise or vibration
Tire failure
Abnormally slow acceleration***
Unsafe takeoff configuration warning
Fire or fire warning
Engine Failure
Predictive Windshear warning
If the airplane is unsafe or unable to fly
-
Fire or fire warning
Engine Failure
Predictive Windshear Warning
If the airplane is unsafe or unable to fly
After 80 knots
Reference
*** TRE Note
Slow acceleration can be
detected by monitoring the
Speed Trend Vector…
A normal trend vector will
be around 30-40 knots.
Master Caution Lights,
Aural Beeper, and Advisory
level Alert Messages
inhibited from 80 KTS to 400
RA or :20 seconds after
rotation.
For a RTO the inhibit lasts
until the speed is below 75
knots.
Master Warning Lights and
Fire Bell inhibited from V1
until 400 RA or 25 seconds
after V1.
After an RTO is performed on RR powered 777 airplanes where the thrust reversers were deployed, MCC
must determine if an inspection of thrust reversers is necessary
A First Officer may not conduct the takeoff if:
- The runway is contaminated.
- The crosswind component including gusts exceeds 20 knots.
- Take-off visibility is 500 meters or less.
- No take-off from a CAT B* OMC 11.4. or a CAT C airport.
- Refer to 10-AWO (or CCI page) for Takeoff Minima.
(if lights are inoperative modify by OMA 8.1.4.1.1 )
- If 10-AWO or CCI is not published the Standard min. in the LH AOI pages apply.
a. Takeoff shall not be commenced unless the weather conditions at the aerodrome of departure are equal to
or better than applicable minima for landing at that aerodrome unless a suitable take-off alternate
aerodrome is available.
b. If the reported meteorological visibility is below that required for take-off and RVR is not reported, a takeoff may only be commenced if the Commander can determine that the RVR / visibility along the take-off
runway is equal to or better than the required minimum.
c. When no reported meteorological visibility or RVR is available, a take-off may only be commenced if the
Commander can determine that the RVR / visibility along the take-off runway is equal to or better than the
required minimum. . Runway edge lights = 60 meters - Centerline lights = 15 meters OMA 8.1.4.1.2
- A pilot in command shall not take-off from an aerodrome under IFR unless the weather conditions are at or
above the weather minimums for IFR take-off prescribed in the AOI pages of the LH Airways Manual.
- Where special State approval has been obtained for a reduction in take-off minima to below that in the LH
Airways Manual it will be shown on the 10-AWO or CCI page.
- The Company Minima for takeoff for all aircraft types will never be less than that contained in the
Operations Specification, and are Ceiling - zero, and RVR as per the Table below:
EKIB-46R1
OMA 5.2.17.2
OMA 1.5.4.1
OMA 8.1.2.5
OMC 11.1.4
FC! 025-2018
OMA 8.1.4.1
OMA 8.1.4.1
OMA 8.1.4.1.2
OMA 8.1.4.1.1
Takeoff
RVR/Visibility
Special
Reduced
Visibility
Takeoff
Authorization
Where state approval has been obtained for a reduction in take-off minima to below that shown in the
above table, this will be shown on the applicable 10-AWO chart. OMA 8.1.4.1.2
LVO qualified crews may reduce the takeoff minima to 125m for Category C and 150m for Category D aircraft,
provided that the following requirements are met:
a. Low Visibility Procedures (LVP) are in force;
b. High intensity runway centreline lights spaced 15m or less and high intensity edge lights spaced 60m or
less are in operation; and
c. The required takeoff RVR as shown on the 10-AWO chart has been reported for all relevant RVR
reporting points.
OMA 8.1.4.1.2
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 106 of 292
Item
Limit / Policy
RADAR SEPARATION
- HEAVY Behind a HEAVY .................... 4nm
- HEAVY Behind a SUPER .................... 6nm
- B757 is treated as a Heavy
01 June 2019
STUDY GUIDE
NON-RADAR SEPARATION
- HEAVY Behind a HEAVY .................. 2 min
- HEAVY Behind a SUPER .................. 2 min
Reference
OMA 8.3.9
LIDO RAR 281
Australian Wake Turbulence Separation – Intermediate Departures
Wake
Turbulence
Separation
Wake
Turbulence
Recovery
T
A
K
E
O
F
F
Take-off
Alternate
Aircraft Categories
Separation Minima
Leading Aircraft
Following Aircraft
Minutes
Heavy
4
Super
Medium
4
Light
4
Heavy
2
Heavy
Medium
3
Light
3
Medium
Light
3
Wake Turbulence Recovery:
If the aircraft encounters wake turbulence, pilot input can amplify the effect of the vortices. All of the
following is therefore recommended:
- DO NOT USE THE RUDDER: Use of the rudder does not reduce the severity of the encounter, nor
does it enhance the ease of recovery.
- Keep the AP ON: The AP is able to correctly manage roll and pitch movements that are generated by
wake turbulence. However, if the aircraft sever wake turbulence, the AP may disconnect.
- If the AP was set to Off by the flight crew or automatically disconnected, release the controls and wait
for a reasonable stabilization of the aircraft
When the aircraft is stabilized perform both of the following:
- Roll wings level
- Establish again the trajectory.
A suitable takeoff alternate shall be selected when performance, operational, or meteorological conditions
would preclude a return to the departure airport. The take-off alternate shall be located within:
3. one hour flight time at a one-engine-inoperative cruising speed (420nm.) in still air, standard
conditions, based on the actual take-off weight; or
4. two hours of flight time (840nm.), at a one-engine-inoperative cruising speed in still air, standard
conditions, based on the actual take-off weight, provided:
• The aircraft is ETOPS qualified as per Emirates Operating Specifications
• No MEL restriction prohibits 120 minutes ETOPS
• The departure airport is located outside the USA
An airfield shall not be designated as a Take-off Alternate unless the appropriate weather reports or
forecasts, or any combination thereof, indicate that, during a period commencing 1 hour before, and ending 1
hour after the ETA at the aerodrome, the weather conditions will be at or above the applicable landing
minima.
- The ceiling must be taken into account when the only approaches available are non-precision and/or
circling approaches.
USA Operations OMC RAIG 2.8.1.5.2
If the weather conditions at the take-off airport are below Emirates landing minimums for that airport, take-off
may not be commenced unless an alternate airport has been nominated:
1. For aircraft with more than 2 engines: within 2 hours from the airport of departure, at 1 engine out
cruising speed;
2. For two-engine aircraft limited to one hour flight time at a one-engine-inoperative cruising speed (420 nm)
still air standard conditions based on the actual take-off weight. OMC RAIG 2.9.1.3.1
The ceiling and visibility at the take-off alternate must meet the requirements of the “Alternate Airport IFR
Weather Minimums”, indicated in Table 2 (under Flight Planning, earlier in this section) at the time of
departure as well as ETA at the take-off alternate. OMC RAIG 2.9.1.3.2
Alternate Minima OMC RAIG 2.9.1.3.2
Alternate minima for Emirate’s operations to the USA are to be determined only by use of Table 2.
OFP Attachment
RTGS PPT
OMA 8.1.2.1.1
OMA 8.1.4.4.1
Note that the Alternate Minima published on the Airport page may not be compliant with Emirates authorised Alternate minima.
OMA 8.1.4.1
OMC RAIG
2.9.1.3.1
OMC RAIG
2.9.1.3.2
EMIRATES B-777
Page 107 of 292
Item
Runway
Centerline
Offset
Maximum
speed
Night
Operations
Icing
Conditions
Min Altitude for
turns
Max bank angle
Tail Strike
T
A
K
E
O
F
F
Tail Strike
Prevention
Techniques
Engine Failure
after V1
5. LIMITATIONS AND POLICIES
01 June 2019
STUDY GUIDE
Limit / Policy
B777 and A330/340 pilots are to consider offsetting from the centerline just sufficiently to displace both nose
wheels to the right or left of the centerline lights.
Below 10,000ft AAL, the maximum speed shall be limited to the greater of 250kts IAS or flaps up maneuvering
speed / clean speed, unless:
a. the arrival or departure procedure requires a higher speed, or
b. Speed restrictions are waived by ATC.
This speed limit is mandatory below 5,000 ft AAL.
- Runway edge and stop end lights are required for night operations.
- Circling Approaches at night are not Authorized.
Icing conditions exist when OAT (on the ground) or TAT (in-flight) is 10°C or below and any of the following
exists:
• visible moisture (clouds, fog with visibility less than one statute mile (1600 m) or less, rain, snow, sleet, ice
crystals, and so on) is present, or
• standing water, ice, slush or snow is present on the ramps, taxiways, or runways
- Engine anti-ice must be selected ON immediately after both engines are started and remain on during all
ground operations when icing conditions exist or are anticipated, except when the temperature is below –
40°C OAT.
When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed, to minimize
ice build-up. Use the following procedure: CM1
• Check that the area behind the airplane is clear.
- Run-up to a minimum of 50% N1 for approximately 1 second duration at intervals no greater than 60
minutes.
- Turns shall not normally be initiated below 500 AGL, unless specifically required by the SID, obstacles, or
noise abatement procedure.
- For all flights, other than test flights where the Flight Test schedule may specify a requirement, the
maximum bank angle permissible 30°.
777-200 – Accomplish TAIL STRIKE checklist and land at the nearest suitable airport.
777-300 – If no EICAS message continue the flight
Take-off
•
Normal takeoff rotation technique.
•
Rotating at the appropriate time. Rotating early means less lift and less aft tail clearance
•
Rotating at the proper rate. Do not rotate at an excessive rate or to an excessive attitude
•
Using correct takeoff V speeds. Consider the use of greater flap setting to provide additional tail
clearance on some models
•
Use the proper amount of aileron to maintain wings level on takeoff roll. If, after reaching the normal
takeoff attitude, the airplane is not airborne, avoid the tendency to increase rotation rate either by
slowing or momentarily stopping rotation rate. Many tail strikes on takeoff occur when or just after
the main gear is airborne
Landing
•
Maintain airspeed of Vref + 5 knot minimum to start of flare and fly the approach at the “specified
target airspeed.”
•
The airplane should be in trim at start of flare; do not trim in the flare or after touchdown
•
Do not “hold the airplane off” in an attempt to make a smooth landing
•
Use only the appropriate amount of rudder/aileron during crosswind approaches and landing
•
Immediately after main landing gear touchdown, release the back pressure on the control wheel
and fly the nose wheel onto the runway
•
Do not allow pitch attitude to increase after touchdown
•
Do not attempt to use aerodynamic braking by holding the nose off the ground
Initial climb will be in accordance with the required Engine-Out (EOP) procedures, as detailed in the RTOW or
Laptop takeoff performance. These will involve one of the following:
a. Straight Out Departure
i. Maintain Runway Track (compensating for wind).
ii. Climb at V2 (or speed at failure) until minimum acceleration altitude or higher.
b. Turning Departure - Special Non-standard Engine-Out Procedure
i. Maintain R/W Track until designated Turning Point.
ii. Turn onto required track, heading or radial while climbing to minimum acceleration altitude or
higher (the turn must be completed before acceleration takes place even if maximum acceleration
altitude is exceeded).
Having completed the EOP procedure, proceed in accordance with FCOM procedures to the MSA and to a
convenient Holding Fix, or as advised by ATC.
ATC shall be notified and advised of the Commander’s intentions as soon as possible.
Reference
OMA 8.3.0.4.4
OMA 8.3.0.5.1
OMA 8.1.4.1.1
OMA 8.3.18.3
FCOM SP.16.3
FCOM SP.16.5
FCOM SP.16.6
OMA 8.3.0.5
OMA 8.3.0.4
EKIB 12
Capt Ahmad
AlShehi
Chief Pilot
Boeing
OMA 8.3.0.4.4.2
FCOM NP.50.2
FMS Offsets
Max Wind
Offsets are not available while on a SID, STAR, or Transition.
If the surface mean wind speeds of 60 kts or above are reported, the airfield must be considered closed
FCOM 11.42.15
OMA 8.3.8.1
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 108 of 292
Item
Limit / Policy
01 June 2019
STUDY GUIDE
Reference
Noise
Abatement
Procedures
Lido Text
RAR 1120-1130
T
A
K
E
O
F
F
Dubai/OMDB: KUTLI, EMERU, ANVIX6F SID Climb Constraints (B777)
A) If TOW is above TOW shown on below temp/TOW table, expect difficulties in complying with KUTLI, EMERU, ANVIX6F SID
climb requirements.
Dubai OMDB
SID Climb
Constraints
Special Crew
Briefing OFP
FMC may not correctly predict compliance with waypoint altitude constraints due to limited ability to
predict temporary loss of
Climb gradient during flap retraction/acceleration, temp inversions, and/or
turns. Therefore, do not rely solely on “UNABLE
NEXT ALT” CDU scratchpad msg to alert you to the
inability to comply with FMC CLB constraints.
B) For KUTLI, EMERU SIDs (only):
For TOW near TOW in abv table the following procedure to maximise CLB performance on KUTLI and EMERU SIDs has been
coordinated with DXB ATC:
1) Inform Clearance Delivery if it should become apparent during preflight preparations that you are unable to meet SID/ATC
CLB constraints (e.g. TOW is greater than WT in above table).
2) Consider requesting full RWY length.
3) For separation from VFR traffic, do not perform THR reduction or acceleration below 2,500 ft MSL.
4) Insert 2,500 ft in FMC for both ACCEL HT and THR reduction HT.
5) To avoid mil airspace, prioritise compliance with climb constraints at or below 6,000 ft MSL over compliance with climb
constraints abv 6,000 ft MSL.
6) Inform Departure Ctrl without delay should it become apparent after take-off that you are unable to meet SID/ATC climb
constraints.
C) For ANVIX6F SID (only):
For TOW near or abv TOW in abv table the following procedure to maximise climb performance on ANVIX6F SID (only) has
been coordinated with DXB ATC:
1) For separation from VFR traffic, do not perform THR Reduction or Acceleration below 2,500 ft MSL.
2) Insert 2,500 ft in FMC for both Acceleration Height and THR reduction HT.
These procedures remain in force during the peak summer period until this Special Crew Breifing is withdrawn. - FTBP 16MAY19
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 109 of 292
Item
Cold Weather
Corrections
T
A
K
E
O
F
F
Limit / Policy
01 June 2019
STUDY GUIDE
Reference
OMA 8.1.1.2 OMC Appendix L OMA 8.3.0.8.8.2.b FCOM NP 21.46
FCOM NP 21.46 When selecting the approach from the navigation database verify FMC LEGS page matches the charted approach. Speed modifications are allowed as long
as the maximum published speed is not exceeded. Lateral or vertical modifications at or beyond the FAF are not permitted, unless cold temperature or displaced threshold
adjustments are required.
Reduced
Runway
Separation
Minima
(RRSM)
for OMDB
Low Weight
Take-off
Precautions
Be aware of adjusted phraseology… When the RWY in use is occupied by other traffic, a clearance may be
given to another aircraft provided that the controller has reasonable assurance that following separation
criteria will be met.
SINGLE RUNWAY MODE PROCEDURE
Landing Following Landing
- The preceding aircraft has landed and has vacated the RWY, or has passed a point at least 2500m from
the threshold of the RWY.
Landing Following Departure
- The preceding aircraft is/will be airborne, or has passed a point at least 2500m from the threshold of the
RWY.
Departure Following Departure
- The preceding aircraft is airborne and has passed a point at least 2500m from the threshold of the RWY.
DUAL DEPENDANT RUNWAY MODE PROCEDURE
The procedures described in the previous section shall be applied in the same manner with the exception of
Landing Following Departure.
- A preceding departing aircraft must have passed abeam the upwind threshold of the landing runway, prior
to the landing aircraft crossing the threshold of the landing runway.
CONDITIONS FOR THE APPLICATION OF RRSM
Tailwind < 5kts, Vis >5km - Ceiling not lower than 1,000” - Pilot of following aircraft warned - Runway is dry Controller is able to assess separation - Wake turbulence separation is applied - Minimum separation
continues to exist between 2 aircraft immediately after takeoff.
• Using reduced thrust (the lowest thrust in accordance with OPT results)
• Requesting a higher altitude from ATC than the initial SID level off altitude (DWC ATC can normally
accommodate).
• Setting thrust reduction to 1000 ft. AGL.
• The use of “Speed Intervention” at 1000 ft. AGL. Setting the MCP speed to the speed for the current flap
setting. This will reduce the thrust to maintain the MCP window speed.
• Due to the limits of the AFDS control laws consider intervention if required.
• Captain being the PF.
AIP Supplement
001/10
Cargo Fleet
Newsletter
Jan 2018
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 110 of 292
Item
01 June 2019
STUDY GUIDE
Limit / Policy
Best Rate of Climb Speed
Best Angle of Climb Speed
RVSM Operations
Flaps Up Maneuver Speed + 60 knots until intercepting M.82
or
VREF 30 + 140 knots
On VNAV CLIMB page
- RVSM airspace is where aircraft are separated vertically by 1,000 feet between FL290 and
FL410 inclusive.
-
Required Equipment located in FCOM SP21.
Dispatch is to include the letter “W” in the ATC Flight Plan.
Pre-Flight the maximum allowable difference between the Captain’s or First Officers altitude
display and field elevation is 75 feet.
- In flight at least two main altimeter indications on standard setting must be within 200 feet in
flight.
- V/S speed must always be carefully monitored, although when the Auto-flight system is
operated in VNAV it is designed to take into account TCAS performance when determining
vertical rates for altitude capture.
If not climbing in VNAV when approaching cleared level, V/S should be monitored to keep speed
within 500-1000 ft per minute. Do not exceed 1500 ft per minute.
- ALT SEL SET and Select (Starts Climb and changes THRUST REF to CLIMB)
- V/S Select and Set
- IAS/MACH Selector to MACH if required
- Monitor Thrust to maintain IAS, reduce V/S if required
C
L
I
M
B
Metric Airspace
Overview
Dusty Conditions
Operating
Procedures
Reference
FCTM 4.4
FCTM 4.4
FCOM SP21
FCOM SP21
FCOM L.10.1
ALTEON CBT
OMA 8.3.2.4.5.1
Instructional
Technique
OMA 8.3.6.1
- Russia and China both use Metric Altimetry.
- Russia uses Meters/QFE below the Transition Level.
- China uses Meters/QNH at all levels. (Some Chinese use Meters/QFE below the transition Level)
Chinese Airspace
Russian Airspace
-
ATC Clearance prior to the boundry may be in Meters or Feet
Change to Metric Levels when instructed by ATC
Aircraft to be flown in Feet…Consult the Metric conversion table.
Cleared Altitude in meters should always be referenced to feet by
crew.
- Metric to Feet conversion tables are available on the enroute
charts and the Airport Charts.
Chinese Airports using Meters/QFE
- Below the Transition Level in Meters/QFE
- Pilot Shall request/obtain QNH.
- Consult the Conversion table on the LIDO Airport Charts.
- When Cleared below the TL to Meters QFE
- Deselect Meters
- Set the QNH on the Altimeter subscales
- Refer to the LIDO Chart Conversion Table
- Set desired feet on the MCP
- Initiate or continue descent
- Cruise Fight Levels in Feet
- Below the Transition Level in Meters/QFE
- Pilot Shall request/obtain QNH.
- Consult the Conversion table on the LIDO Airport Charts.
- When Cleared below the TL to Meters QFE
- Deselect Meters
- Set the QNH on the Altimeter subscales
- Refer to the LIDO Chart Conversion Table
- Set desired feet on the MCP
- Initiate or continue descent
CO186/15 - COMPANY NOTAM - PUFFS OF DUST DRNG CLB-OUT IN DUSTY OPERATING ENVIRONMENTS
DUE TO CURRENT HIGH LEVELS OF DUST IN THE GULF REGION THE ENVIRONMENTAL CNTRL SYS (ECS)
MAY EMIT A MOMENTARY PUFF OF TRAPPED DUST INTO CABIN AND FLIGHT DECK DRNG ECS MODE
CHANGES IN CLB AT AROUND FL250. IN ABSENCE OF ANY OTHER EICAS OR STATUS MSG IF PUFF
OCCURS AFTER T/O FRM A PARTICULARLY DUSTY APT AT AROUND FL 250 AND DISSIPATES QUICKLY NO
FURTHER CREW ACTION IS REQD. A PA TO THE PASSENGERS AND PREV BRIEFING FOR THE CC WILL
ALLEVIATE ANY CONCERN SHOULD THIS OCCUR.
- FTB777 22FEB15
Emirates
Distance
Learning
Co NOTAM
CO186/15
High Energy Climbs:
Instructor Technique
When climbing to an altitude, Adjusting the MCP to a much lower speed or increasing
headwinds can result in high rates of climb that cause an early Altitude Capture. In this
mode the Aircraft locks onto the Pitch Attitude and maintains this until the altitude is
attained. This can result in very low airspeeds below the best lift to drag speed and
approaching the Stall Speed. Normal manipulation of the MCP to V/S or FLCH will not
change this mode.
Solution: Select ALT HOLD , let the nose drop to a more reasonable level then select the MCP
to an appropriate selection, VNAV, FLCH, or V/S.
…or…
- Select The Auto Pilot Off and drop the nose to regain the lost speed then resume the
climb via Manual Flight or on the Autopilot.
Problem:
High Energy
Climbs
Instructional
Technique
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Item
OFP items be
completed
Rudder Trim Technique
Crew Oxygen Inop. in
flight
Minimum Speed at
Altitude
LRC
Optimum Altitude
Maximum Altitude
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VNAV Cruise Altitudes
Least Risk Bomb
Location
Hijack Communication
Hijacking Procedures
Flight Deck
APU only pressurization
Oxygen requirements
Maint. Communication
ATC Satellite Coms.
Medical Assistance
SATCOM
Limit / Policy
- All Data Items on the front page.
- At significant waypoints ETA, revised ETA, and ATA.
- Revised ATC clearance(s) Fuel checks are to be conducted and recorded at intervals not
exceeding 60 minutes.
- Set symmetrical thrust.
- Balance fuel if required.
- A/P engaged in HDG SEL or HDG HOLD and stabilized for 30 seconds.
- Trim the Rudder in the corresponding direction to zero the control wheel indices.
Get portable oxygen bottles from cabin and descend to FL 250.
01 June 2019
STUDY GUIDE
Reference
OMA 8.1.10.4
FCTM 1.24
OMA 8.8.1
Check Hold Speed
Instructor
technique
Use Cost Index of 140 or select LRC on FMS Cruise page. The FMC does not apply wind
corrections to LRC.
Increases 100 feet every :10 minutes.
CBT
FCTM 4.8
OPT ........... - With ECON speed selected, displays altitude which minimizes trip cost based on
weight and cost index.
WEIGHT
- With LRC, EO, CO, or SEL speed selected, displays altitude which minimizes trip
fuel based on weight.
- Does not reflect the effect of speed if speed intervention is selected.
- Provides 1.5 G Protection and 48° Bank Protection. 2,000 Above bank protection is
40°.
MAX ........... - Displays maximum sustainable altitude based on:
• Current gross weight
WEIGHT
• Temperature
TEMP
• Number of engines running
• Cruise reference thrust limit set by airline (CRS or CLB)
• Speed (ECON, LRC, SEL, EO, or CO) option
• Residual rate of climb default set by airline (range 100-999 fpm)
• Disregarding altitude or speed constraints
• Does not reflect the effect of speed intervention
• If the limit is due to buffet or manoeuvre limited altitude
o 777-200, 777-300 provide (FAA .2G margin or 33° bank protection)
(CAA/JAR .3G margin or 40° bank protection)
o 777-200LR. 777-300ER provide (CAA/JAR .3G margin or 40° bank
protection)
RECMD ...... - Displays the most economical altitude to fly for the next 500 nm based on gross
weight; selected cruise speed, including specified cruise speed segments; and
WEIGHT
constant altitude cruise over a fixed distance taking into account the route of flight,
TEMP
entered winds, and temperature forecast. The FMC evaluates altitudes up to 9,000
WIND
feet below the current CRZ ALT and up to MAX altitude. Recommended altitudes
are selected consistent with the step climb schedule and specified step size. If a
step size of zero has been selected, the recommended cruise level is selected
assuming a 2,000 feet step size. The recommended cruise level is set to CRZ ALT
when within 500 nm of the T/D
Note: The recommended altitude may be above or below cruise altitude. Refer to RTE
DATA and WIND pages for wind and temperature data.
Aft Right Hand Door
Cabin crew will use the phrase ”A Passenger Demands access to the Flight Deck”.
a. Ensure cockpit door is closed and remains locked.
b. Select Transponder to 7500.
c. Advise ATC with as much info as possible. (Hijacking or Attempted Hijacking)
(Attempted Hijacking or Actual…has the cockpit door been breached)
d. Plan to land ASAP at a suitable airport of choice.
e. Advise Network Control Centre use SATCOM if available.
- Max altitude the APU will pressurize the aircraft is 22,000 feet
Flight Crew
o The flight crew must use oxygen whenever the cabin altitude is above 10,000 ft.
o A pressurized flight may be operated up to FL250 if the crew oxygen system becomes
inoperative / empty, provided portable oxygen bottles are readily available for each flight crew
member on duty.
Passengers
- Passengers must use oxygen when the cabin altitude is above 15,000 feet.
- O2 masks deploy at approximately 13,500 feet cabin altitude.
For problems requiring assistance or coordination send message to DXBMCEK
Short Codes for ATC SAT phone numbers are located in LH Text RSI
Ground Medical Support via: SATCOM, or Telephone 001 412 647 7596
If Ground Medical Support not available: LH General Part COM 460 Stockholm Radio for free medical
advice HF 3494 ... HF 23210.
Above 82° North SATCOM is unavailable
Rule of Thumb
FCOM 11.42.27
FCTM 4.6
OME 10.3.2.2.3
OMA 10.4.7.2
OMA 10.4.7.1
MEL 36-11-1
OMA 8.8
OMA 8.1.14.3
LH Text RSI
OMA 8.2.2.2.8.1
FCTM 4.15
EMIRATES B-777
Item
Limit / Policy
Reference
If the comment ‘DRIFTDOWN/DEPRESSURIZATION PROCEDURES’ appears in the Dispatch Remark block indicating that
the ‘En-route Terrain Analysis for Driftdown and Depressurization’ module has been executed for this flight plan.
DEPRESSURIZATION
DARD in LIDO OFP
Driftdown and Rapid
Depressurization
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Page 112 of 292
Before DP (Depressurization Decision Point) follow the
published procedure or turn back toward departure airport for
as long as required to plan a diversion.
- Before diverting ensure terrain clearance.
- If departure airport is part of procedure you will have
sufficient fuel to return.
- If procedure uses a different airport you may not have
sufficient fuel to return to departure airport.
After DP (Depressurization Decision Point) follow the
published procedure or OFP towards the destination while
planning the diversion.
- Before diverting ensure terrain clearance.
- If the procedure has a nominated airport you will not have
sufficient fuel to continue to destination, track as directed
to the nominated airport.
- If a different airport is required continue on the OFP. Plan
the diversion, ensure terrain clearance, and ensure
sufficient fuel is available.
-
DRIFTDOWN ( Engine Failure)
Maintain the Flight Plan Route;
Plan a Diversion;
Ensure Terrain Clearance is adequate;
Fuel to return to departure airport or continue to
destination airport has not been assessed.
If No Driftdown Procedures Are Required
no driftdown diversion procedures appear in the Navigation
Log. If an engine failure occurs, the flight planned track
can be maintained as long as is required to plan a
diversion. Before deviating from the flight planned track,
crews must ensure that terrain clearance will be adequate
during the diversion. As no procedures are provided, the
fuel required to return to the origin, continue to the
destination or divert to an en-route airport has not been
assessed.
If Driftdown Procedures Are Published follow the
procedures as required.
EK Distance Learning
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PROCEDURES
EK Distance Learning
- The Depressurisation Escape Procedures are also applicable for Engine Out Driftdown as the Depressurisation Escape
Procedures will always be more conservative.
- The diversion route and altitude restrictions should be observed until either:
•
radar vectors are being received, or
•
an instrument approach can be commenced, or
•
the Minimum Terrain Clearance Altitude (MTCA) or Minimum Grid Altitude (MGA) on the relevant chart allows a
lower altitude to be flown, or
•
visual avoidance of terrain is assured
- North Himalaya terrain clearance considers discrete segments between two waypoints, within 10 nm either side of the flight
path centerline and includes a 10 nm semi-circular buffer around the waypoints at each segment end.
- The segment between GT30 and PURPA is analysed up to a corridor width of 20NM to the North West of the airway to
achieve terrain clearance at FL260.
- For depressurisation, the analysis is done at MMO/VMO and the descent profile is adjusted for the effect of statistical enroute wind (Comply with FCOM/QRH guidance for speeds to fly.)
- For driftdown, the analysis is done at the optimum speed for terrain clearance (for the B777, this is effectively EO SPD.
- In the event of depressurisation, crew shall apply cold temperature corrections as applicable.
- Crews need to be aware of the turn radius required to complete 180 degree turns at cruise altitude and cruise speeds (i.e.
high ground speeds). These turns may require more than 10nm. If the aircraft goes outside the 10 nm envelope limit,
descend to the grid MORA until the aircraft is back on the escape route.
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Item
Two Crew Rule
01 June 2019
STUDY GUIDE
Limit / Policy
Reference
CO293/15 COMPANY NOTAM All flights. Cockpit manning. Effective immediately. There shall never be fewer than two
crewmembers on the flight deck at any time. If a pilot leaves the cockpit in accordance with OM-A 8.3.10.1 then a Cabin
Crewmember (male, if possible) shall be stationed on the observers seat and briefed on use of cockpit access switch before
pilot exits. The pilot must return to the cockpit asap. Pursers and cabin crew must be briefed before departure.
Controlled Rest – Procedures
a. Planning
1. Handover of duties and wake-up arrangements must be reviewed.
2. To minimize controlled rest interruptions, other crew shall be made aware that controlled rest is planned / being taken.
3. Only one pilot may take controlled rest on the flight deck at any given time.
4. Controlled rest on the flight deck may only be taken in the operating seat.
5. Controlled rest shall not be planned or taken when changes of flight level, fuel transfer, or poor weather conditions are
expected.
b. Pre – Rest Period
1. A short period of time should be allowed for rest preparation. This should include an operational briefing, completion
of tasks in progress, and attention to any physiological needs of either crew member.
Controlled Rest on
the Flight Deck
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c. Rest Period
1.
2.
3.
4.
No more than 40 minutes should be taken, to avoid sleep inertia on wakening.
Personal equipment (such as eye shades, neck supports, ear plugs etc) is permitted for the resting pilot
Both pilots must remain at their stations.
The non-resting pilot must have a headset on while the other crew member is taking his/her rest.
OMA 8.3.1.2
Where a single pilot is acting as both the PF and PM an additional confirmation readback shall be
given to ATC prior to executing a clearance e.g.;
ATC – “Emirates 123, descend FL290”.
Pilot – “Descend FL290, Emirates 123” (Confirmation 1).
Pilot – “Emirates 123, leaving FL310 descending FL 290” (Confirmation 2).
OMA 8.3.10.8.1
d. Post Rest Period
1.
2.
Pilot Incapacitation
Action in the Event
of a Pilot
Incapacitation
There should be a period of at least 20 minutes after wake up without any duties or briefing to enable the resting pilot
to awake fully.
At the end of the post rest period, there shall be an operational briefing including confirmation that the resting pilot
either has his/her headset on, or the speaker is set to an acceptable volume and a confirmation with ATC of the
current clearance as follows; “Emirates 123, confirming clearance Victor 123 FL390”.
Pilot Incapacitation must be suspected when a Flight Crew Member does not respond to:
- Two verbal communications when above 1,000 AGL.
- One verbal communications when below 1,000 AGL.
- Any Verbal communication associated with a significant deviation from the intended flight path.
a. Assure a safe condition of flight
b. Take over the controls immediately
c. Ensure that autopilot is engaged
d. Declare an emergency
e. Summon a Cabin Crewmember immediately for assistance
f. Remove the incapacitated Pilot from the controls if practical
g. Evaluate all operational aspects of the flight
h. Determine the suitability of enroute airfields for an emergency landing
- The aircraft shall land, after declaring an emergency, as soon as practical.
- Where possible the diversion airport should have weather conditions at or above CAT 1 minima.
Note: This is not a limitation and in the event of incapacitation of the Commander, a First Officer may
conduct an autoland CATII/III minima.
- In LVO conditions, due consideration should be given to whether it would be safer for the remaining crew
member(s) to continue the approach and landing or to execute a missed approach and divert to an
airfield with weather conditions at or above CAT I. OMA 8.4.4.2.5
OMA 8.3.14
OMA 8.3.14.1
OMA 8.4.4.2.5
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Item
Requirement to
land at nearest
Suitable Airport
Safe Cruise
Altitudes
Direction of
MECCA
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IFTAR
Fasting Times
Limit / Policy
There are some situations where the flight crew must land at the nearest suitable
airport. These situations include, but are not limited to, conditions where:
- the non–normal checklist includes the item “Plan to land at the nearest suitable airport.”
- fire or smoke continues
- only one AC power source remains (main engine generator, APU generator, or backup power
system [both generators])
- any other situation determined by the flight crew to have a significant adverse effect on safety if
the flight is continued.
It must be stressed that for smoke that continues or a fire that cannot be positively confirmed to be
completely extinguished, the earliest possible descent, landing, and evacuation must be done.
Failure of an engine on a two-engine aircraft. EK continuation policy …
OMA 8.3.0.13.1.1 The commander shall divert to the nearest suitable aerodrome that is considered to be
safe and operationally acceptable, and in accordance with the diversion policy. OMA 8.3.0.10
MGA
- MGA Altitudes of 6,000 or lower have an obstacle clearance of 1,000 feet.
Minimum Grid Altitudes
- MGA Altitudes of 7,000 or greater have an obstacle clearance of 2,000 feet.
- MGAs above 10,000 are shown in red 131
TERR DISPLAY
TERR
Altitudes in hundreds of feet of the highest and lowest terrain
060
displayed on the ND
030
Enter ISLAM or KAABA into 1L LEGS Page 1 . Ensure to ERASE after entry
To calculate the Sunrise and Sunset of your current horizon follow the below guidance:
Beginning of the Fast at cruise altitude (subtract time)
1. Find the Sunrise time for the country you are flying over (for example 04:30)
2. Assuming your cruising altitude is 30,000 feet
3. Half of 30 is 15
4. your current horizon’s Sunrise is 04:30 – 15minutes = 04:15 (The fasting should start at least
1:40 hrs before the sunrise)
End of the Fast at cruise altitude (add time)
IFTAR can now be calculated by an application in the EFB
1. Find the Sunset time for the country you are flying over (for example 18:30)
2. Assuming your cruising altitude is 30,000 feet
3. Half of 30 is 15
4. your current horizon’s Sunset is 18:30 + 15minutes = 18:45
Arabic
Arabic for the
Radio
ETOPS
Re-routing or
Diversion
Decision Making
CPDLC Clearances
EFB Soft Reset
01 June 2019
STUDY GUIDE
Reference
QRH CI 2.3
OMA 8.3.0.13.1.1
Lido Text
LAT 240
FCOM 10.40.24
Ed Davidson
Letter
English
Salamo Aleko
Hello (for Arab countries, it can be said any time day or night)
Sabah Elkhair
Good morning (morning time till afternoon time)
Massa Elkhair
Good evening (starts from sunset)
Eaid Mubarak
Greetings for EAID (feast period)
Min Faddlak
If you please
Shokran
Thank you
During flight, either before or during an ETOPS segment, a re-routing or diversion is required when:
a. Failures occur requiring a diversion to the nearest airport, in accordance with the FCOM
b. Failures occur requiring a non-ETOPS routing, in accordance with the FCOM.
c. Failures occur resulting in excessive fuel consumption, exceeding the available ETOPS Critical
Fuel reserves.
d. Weather minima at nominated suitable airport(s) go below the company operating minima or
become unsuitable for any reason prior reaching the entry point.
Note: The MEL is not applicable after dispatch, and should not be considered limiting at this stage. It
should be used for crew information only.
- It is possible to load CPDLC route changes directly from the COM page.
- Select the COM page, clear the bottom line, and select the LOAD FMC button.
- If confirmed correct, execute the change on the CDU.
CF-19 EFB CLASS II New Soft Reset procedure OFP Crew Alert THIS PROCEDURE IS TO BE APPLIED
ON ANY KIND OF EFB CLASS II FAILURE AND SHOULD BE DONE BY FLIGHT CREW BEFORE
CONTACTING ENGINEERING:
- EFB SYSTEM POWER SWITCH OFF
- LDS - LAPTOP PWR SWITCH.SLIDE AND HOLD FOR APPROXIMATELY 10 SECONDS
- WAIT 1 MINUTE - EFB SYSTEM POWER SWITCH - ON
Capt. Mohamed
Samy
OMA 8.5.8.1
OFP Crew Alert
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5. LIMITATIONS AND POLICIES
01 June 2019
STUDY GUIDE
Limit / Policy
FMC Polar Regions
- Polar Operations are all flights conducted above 78° North Latitude.
- Regulatory Authorities must give specific approval to operate in Polar Regions. This approval includes:
• A Recovery Plan (Plan to care for the passengers at airport and recover them within 48 hours) is required and is reviewed
annually.
• The FAA requires operators to ensure anti-exposure suits are carried onboard. (Emirates has an Exemption)
• MELs are amended to include: Fuel quantity indicating system with temperature indication; APU with
electrical and pneumatic supply for a 2 engine aircraft; auto throttle; communication systems; and an
expanded medical kit with defibrillators.
- Polar Routes are available on some routes (Canada to Asia)
- Random tracks are required to flight plan as follows:
• North/South tracks are required to cross whole degrees of longitude every 5° of latitude.
• East/West tracks North of 70° are required to cross whole degrees of latitude every 20° of longitude.
• East/West tracks South of 70° are required to cross whole degrees of latitude every 10° of longitude.
- Polar routes should be plotted on a polar orientation chart with emergency alternate airfields
- Low atmospheric temperatures may cause operational difficulties with fuel freeze.
• Flights may be forced to remain at a lower altitude or take conventional southerly routes.
• For Polar operations with JET A, Flight Dispatch will determine whether a fuel freeze analysis should be
requested to take advantage of a potential lower fuel freeze point.
o Flight Dispatch will contact the fuel vendor and the vendor will perform the analysis and inform flight
dispatch, Flight Dispatch will advise the crew via datalink while enroute. The Flight Crew will then
insert values into the FMC as appropriate and conduct low fuel temperature procedures as per
AOM.
• For 777 Polar Operations with JET A-1 fuel such analysis provide no concrete benefit since the
specification limit of -47°C provides an adequate margin. For Polar Operations where JET A-1 is loaded,
enter -43°C under MIN FUEL TEMP into the CDU PERF INIT page(This is to accommodate any residual JET A fuel
that might be remaining in the tank).
• Fuel temperature changes enroute will average 3°C/hour but may be as high as 12°C/hour in extreme
cases.
• Flight Dispatch shall not plan you through areas of -65ºC or colder for more than 90 minutes.
• If fuel temp is too low FUEL TEMP LOW follow QRH procedures. A descent or climb may be appropriate
depending on conditions. An increase in speed may assist… M0.01 increase will increase TAT between
0.5°C and 0.7°C.
- If a diversion becomes likely, flight crew shall contact Flight Dispatch as soon as practicable and confirm with
Flight Dispatch that the diversion alternate is suitable. In the event that the aircraft is unable to depart from the
diversion alternate, the VNPC will activate the recovery plan.
- If communication with NCC is not possible see OMA 8.3.2.4.2.7 for guidance.
- Environmental conditions in the Polar Area can be extreme which may hamper ground and passenger
handling and hinder flight operations together with limited facilities. Flight crew should therefore take
into consideration the weather conditions, fuel/time available and the technical status of the aircraft
and consider continuing the flight to an airport outside the Polar Area according to the prevalent
situation.
- The commander will ensure, if required the safe deplaning of the passengers and provide for their
welfare and shelter until the recovery team becomes operational.
- Emergency Alternate weather should be greater than landing weather for one hour before until one hour after
earliest ETA.
- SATCOM is unavailable above 82° North Latitude. Weather for required airports should be checked prior to
crossing 82° North.
- If HF Communications are unavailable the Control agencies may be reached via SATCOM. The number is in
the LH Text RSI short code dialling.
Canadian Domestic Airspace
Northern Domestic Airspace
- Considered to be an area of magnetic unreliability. All
tracks, headings, and ATC clearances are referenced
to True North.
- Airbus Pilots should select TRUE, Boeing
automatically switches to TRUE if LNAV is the
primary roll mode. If using HEADING or TRACK
manually switch to TRUE.
- VOR stations orientated to True North will display
correctly only when TRUE is selected.
Southern Domestic Airspace
- ICAO standard procedures apply.
Reference
Distance
Learning
Polar Ops
FCOM SP23
OMA 8.3.2.4.2
OMC RAIG 2.11
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5. LIMITATIONS AND POLICIES
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Space Weather
Current space weather can be found at
http://www.swpc.noaa.gov/SWN/index.html
- Solar flare activity may at times limit the use of the polar region. OMC RAIG Chapter 2 page 150-154
Radio blackout levels and impact on Polar Operations
Radio blackout associated with solar flares occurs on the dayside region of Earth and is most intense when the sun is directly
overhead. Because of this Radio Blackout is more likely in equatorial regions, rarely affecting Polar Regions.
1 to 5 (R1 – R5) – No Restrictions
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STUDY GUIDE
Space Weather
Current space weather can be found at
http://www.swpc.noaa.gov/SWN/index.html
- Solar flare activity may at times limit the use of the polar region. OMC RAIG Chapter 2 page 150-154
Solar radiation levels and impact on polar operations
S1-S2 ................................................................................................................................................................................................................................................................................................................................................................. No restrictions
S3 .....................................................................................................................................................................................................................Require Polar operations to be conducted at or below FL310,
S4 and S5 .................................................................................................................................Require non-polar operations when the predictive percentage is 60% or above.
Require Polar operations to be conducted at or below FL310 if the predictive
percentage is below 60%
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5. LIMITATIONS AND POLICIES
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STUDY GUIDE
Space Weather
Current space weather can be found at
http://www.swpc.noaa.gov/SWN/index.html
- Solar flare activity may at times limit the use of the polar region. OMC RAIG Chapter 2 page 150-154
Geomagnetic Storm levels and impact on polar operations
S1-S2 ..................................................................................................................................................................................................................................................................................................................................................................No restrictions
S3, S4 and S5...................................................................................................................................................................... Require non-polar operations (due to possible navigation errors)
when the predictive percentage is 60% or above. No restrictions if
the predictive percentage is below 60
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Item
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Limit / Policy
Middle East & Africa
Amman
Bahrain
Emirates
Jeddah
Accra
Addis
Antananarivo
Bloemfontein
Cape Town
Durban
Johannesburg
Port Elizabeth
Windhoek
Cotonou
Dakar
Gabarone
Harare
Khartoum
Lilongwe
Lome
Luanda
Malabo
Mogadishu
Tripoli
Seychelles
443801
440801/2
447001
440301/2
462701
462401/2
464701
460101
460102
460103
460104
460105
465901/2
460106
466301
460107
467901/2
466201
465501
460108
460301
460109
466601
464201
466401
Western Europe
SATCOM
Short Dialling
Codes for ATC
01 June 2019
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5. LIMITATIONS AND POLICIES
Page 120 of 292
Reference
Asia
Ahmedabad
Bangkok
Calcutta
Chengdu
Chennai
Colombo
Delhi
Dhaka
Fukuoka
Hong Kong
Hyderabad
Karachi
Kota Kinabalu
Kuala Lumpur
Kunming
Lahore
Lanzhou
Mumbai
Nagpur
Singapore
Taipei
Trivandrum
Urumqui
Yangon
Male
North and South America
441906
456702
441902
441202
441905
441701/2
441903
440501
443101
441299
441909
446301
453301
453302
441204
446302
441205
441901
441907
456301
441290
441908
441208
450601
445501
Eastern Europe
Gander
431602/3
Anchorage
Atlantico
Baranquilla
Bogota
Cayene
Central Am
Guayaquil
Kingston
Paramaribo
Piarco
Puerto Montt
Punta Arenas
Santiago
Santo Domingo
Canaries
Iceland
Reykyavic
Nadi
Port Moresby
Tahiti
Atlantico
Baranquilla
Moncton
Montreal
436602
471001
473001
473002
463101
433401
473501
433901
476501
436201
472503
472504
472505
432702
424201
425105
425103/1
452001
455301
422790
471001
473001
431604
431605
Nassau
430801/2
Athens
Bordeaux
Bremen
Brest
Brindisi
Bruxelles
Copenhagen
Dusseldorf
Frankfurt
Lisbon
London
423701
422701
421102
422702
424701
420501
421901
421103
421104
426301
423202
Barnaul
427308
NY NAT
436695
Chita
Chulman
Kiev
Kolpashevo
Lvov
Magadan
Mirniy
Moskva
Murmansk
Norilsk
427313
427315
427396
427328
427397
427336
427339
427340
427341
427343
NY Oceanic
NY Waters
North Bay
Oakland
Toronto
Vancouver
Winnipeg
Bodo
Arctic Radio
Edmonton
436623
436695
431609
436625
431606
431607
431608
425701
431610
431601
Malmo
426501
Novosibirsk
427344
Malta
Marselle
Milan
Munich
Nicosia
425601
422703
424702
421105
420901
Odessa
Omsk
Petropavosk
Samarkand
Simferapol
427398
427348
427354
427358
427399
Oslo
Padua
425703
424703
Tallinn
Tiksy
427387/8
427368
Paris
Reims
Rhein
Rome
Santa Maria
Scottish
Shannon
Shanwick
Sondestrom
Stavanger
Stockholm
Swiss
Tirana
422704
422705
421106
424704
426302/5
423203
425001
423201
421902
425704
426502
426901/2
420101
Australia & New Zealand
Adelaide
Auckland
Brisbane
Melbourne
New Zealand
450301
451201
450302
450303
451202
LIDO Text
RSI
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Item
Limit / Policy
Loss of Communication
01 June 2019
STUDY GUIDE
Reference
OMA 8.3.1.3 FCI 2015-010
CO527/16 COMPANY NOTAM
Control wheel interphone switch latched position (B777-300ER new series - A6EPJ and higher)
Placing the interphone switch in the latched (INT) position turns Off the cockpit speakers. Removing the headset whilst leaving the interphone
switch in the latched position may result in the loss of communications. Both pilots should ensure their control wheel switches are in the
"center"(OFF) position prior to either pilot removing their headset. The cockpit speaker function should be verified by pushing and Holding the
"radio tuning switch" on the RTP. - FTPB 19may16
1.
2.
3.
4.
5.
When radio communication fails on an assigned frequency, the Pilot shall attempt to make contact on another set if
available. If unable, he shall then try to contact on any appropriate radio frequency or 121.5 MHz. A relay through
other stations (including another aircraft) with whom communications can be established should be attempted.
Crew must initiate radio calls when they suspect unusual radio communication silence or when an expected ATC
handover does not occur.
CPDLC and ADS shall also be utilised in those areas published and described in Lido Regional SUP INFO (RSI).
ACARS relay via Network Control shall also be attempted where other ATC communications fail.
If radio communication fails on the ground, the flight will not depart until rectified. If radio communication fails during
flight, follow the specific instructions for the country being overflown, or use the ICAO Communications Failure
procedures, as contained in the LIDO Route manual, General Part, COM 1.3.
In VMC, crew can expect light signals from the control tower for landing and taxi instructions. Refer to LIDO Route
manual, General Part, RAR 3.1.
Follow ICAO Communication Failure Procedures
- Set Transponder to Mode A7600
- If in VMC, the aircraft shall:
Loss of
Communications
•
•
•
continue to fly in VMC;
land at the nearest suitable Airport;
report its arrival by the most expeditious means to the appropriate ATC unit.
- If in IMC or when Conditions are such that it does not appear feasible to complete the flight in accordance with the
above, the Aircraft shall:
Period of maintaining speed and level:
a)
b)
c)
OMA 8.3.1.3
LIDO Text COM 1.3.2
:20 minutes ICAO standard (non radar controlled)
- When not radar controlled: Maintain the last assigned speed and LVL (or MEA if higher) for a period of :20
minutes following the failure to report its position over a Compulsory reporting point and there after adjust
LVL and speed in accordance with the filed FPL;
:07 minutes ICAO standard (radar controlled)
- When radar controlled: Maintain the last assigned speed and Level, (or MFA if higher) for a period of :07
minutes following:
•
•
•
C
R
U
I
S
E
LH Text COM 10
the time the last assigned Level or MFA is reached; or
the time the transponder is set to 7600; or
the Aircrafts failure to report its position over a compulsory reporting point, whichever is later and thereafter
adjust Level and speed in accordance with the filed Flight Plan.
When Radar Vectored or directed by ATC to proceed offset using RNAV without a specified limit: Proceed in
the most direct manner possible to rejoin the current Flight plan route no later than the next significant Point,
considering the applicable MFA.
d)
proceed according to the current Flight Plan route to the appropriate designated NAV-aid or fix serving the
destination aerodrome and, when required to ensure compliance with item e) below, hold over this aid or fix
until commencement of descent;
e)
commence descent from the Nav-aid or fix at (or as close as possible )to the EAT last received and
acknowledged, or as close as possible to the ETA resulting from the current Flight Plan;
f)
complete a normal instrument approach as specified for the designated Nav-aid or fix; and
g)
land, if possible within :30 minutes after the ETA specified in e) above or the last acknowledged EAT,
whichever is later.
- ATC can also be contacted via SAT COM… See LH Text RSI for Short Dialling Codes
Loss of
Communications
Signals
Visual Aids
Handbook
LH TEXT Gen Part
RAR 320
Interception
Procedures
LIDO text RAR 2.18.5 Action by Intercepted Aircraft
The intercepted aircraft shall immediately:
- follow the instructions given by the intercepting aircraft, interpreting and responding to visual signals
- notify the appropriate air traffic service unit
- attempt to establish radio communication with the intercepting aircraft or with the appropriate
intercept control unit, by making a general call on the emergency frequency 121.500MHZ, giving
identity of the intercepted aircraft and nature of flight
- Squawk A7700
- If equipped with ADS-B/C, select the appropriate emergency functionality.
- If any instructions received by radio from any sources conflict with those given by the intercepting
aircraft by visual signals or radio, the intercepted aircraft shall request immediate clarification while
continuing to comply with the visual/radio instructions given by the intercepting aircraft.
EMIRATES B-777
Page 122 of 292
Item
5. LIMITATIONS AND POLICIES
Limit / Policy
Areas of Applicability and Frequencies
AFRICA
126.9 RSI Africa R-82 (IFBP) – AFI Region
YANGON 128.95
RSI Middle East / Asia R-100
NOTAM areas
Format of Broadcast RSI Africa R-90
01 June 2019
STUDY GUIDE
Reference
Example:
∗ “ALL STATIONS”
∗ “THIS IS Emirates___(flight number)”
∗ “In the ___(name FIR) FIR”
∗ “FL....”
∗ “North-Eastbound on ___(airway)”
∗ “Estimate ___ (waypoint or crossing airway) ___ at ___ Z”
∗ “Emirates ___”
∗ “FL___”
∗ “in the ___ FIR”
IFBP
IATA
In-Flight
Broadcast
Procedure
C
R
U
I
S
E
TIBA
Traffic
Information
Broadcast
by Aircraft
VHF Com
Range
CPDLC will
not Log On
Distress
Calls
:20 Minutes
prior to
TOD
Collision Avoidance
RSI Africa R-90
If, on receipt of a traffic information broadcast from another aircraft, a pilot decides that immediate action is
necessary to avoid an imminent collision risk to his aircraft, and this cannot be achieved with the right-of-way
provisions, he should:
a) unless an alternative maneuver appears more appropriate descend immediately 500ft;
b) display all available aircraft lighting which would improve the visual detection of the aircraft;
c) as soon as possible reply to the broadcast advising action being taken,
d) notify the action taken on appropriate ATS frequency;
e) as soon as situation has been rectified resume normal flight level, notifying the action on the appropriate ATS frequency.
SLOP is promoted in AFI region.
Operating Procedure RSI Africa R-90
- A listening watch should be maintained on the designated FREQ, 10 MIN before entering the designated airspace until leaving this
airspace.
- A broadcast should be clearly pronounced in English:
a) 10 minutes before entering or crossing an FIR within IFBP region;
b) For a pilot taking off from an aerodrome located within the IFBP region as soon as appropriate;
c) 10 minutes prior to crossing or joining an ATS route, report crossing airway or waypoint. In the interest of reducing congestion
on the IFBP frequency, pilots may exercise discretion to omit closely spaced repetitive IFBP reports;
d) at not less than 20 minute intervals;
e) before a change in flight level;
f) at any other time considered necessary by the pilot.
Position Reporting
- A position report must be made on the next ATS frequency 15 MIN prior to leaving the airspace in which TIBA
procedure apply.
Flight Level Changes
RSI Middle East /
- Before a change in flight level, the broadcast should be in the following form:
Asia R-100
ALL STATIONS (call sign), (direction), (ATS route) (or DIRECTION FROM (position) TO (position),
LEAVING FLIGHT LEVEL (number) FOR FLIGHT LEVEL (number) AT (position and time).
Collision Avoidance: Same as IFBP
Areas if Applicability: Australia, New Zealand, Saudia Arabia.
Frequency: At or above FL200 128.950MHZ; below FL200 126.350MHZ.
Rule of
√Altitude in feet = Reception range in nm
Thumb
- Check Communications – Company – Flight Initialization, ensure Flight Number and Date are correct.
- Select FMC selector from AUTO to LEFT or RIGHT, then back to AUTO. Then retry CPDLC Log-on.
- The distress signal MAYDAY, and the urgency signal PAN PAN shall be used at the commencement of the first
distress or urgency communication.
OMA 8.3.1.4
- If no answer on assigned frequency use the following frequencies:
o Any other aeronautical en-route frequency…..121.5…..HF 2182
- When logged onto CPDLC send an Emergency Report page, this will place ADS into emergency mode.
- The Purser shall be informed via interphone or personally, when :20 minutes remain to Top of Descent.
OMA 8.3.21
EMIRATES B-777
Item
Metric Airspace
Overview
C
R
U
I
S
E
Seat Belt Sign
Maximum speed
Spurious TCAS
warnings
Maximum
descent rates
01 June 2019
STUDY GUIDE
5. LIMITATIONS AND POLICIES
Page 123 of 292
Limit / Policy
Reference
- Russia and China both use Metric Altimetry.
- Russia uses Meters/QFE below the Transition Level.
- China uses Meters/QNH at all levels. (Some Chinese use Meters/QFE below the transition Level)
Chinese Airspace
Russian Airspace
-
ATC Clearance prior to the boundry may be in Meters or Feet
Change to Metric Levels when instructed by ATC
Aircraft to be flown in Feet…Consult the Metric conversion table.
Cleared Altitude in meters should always be referenced to feet by
crew.
- Metric to Feet conversion tables are available on the enroute charts
and the Airport Charts.
Chinese Airports using Meters/QFE
- Below the Transition Level in Meters/QFE
- Pilot Shall request/obtain QNH.
- Consult the Conversion table on the LIDO Airport Charts.
- When Cleared below the TL to Meters QFE
- Deselect Meters
- Set the QNH on the Altimeter subscales
- Refer to the LIDO Chart Conversion Table
- Set desired feet on the MCP
- Initiate or continue descent
- Cruise Fight Levels in Feet
- Below the Transition Level in Meters/QFE
- Pilot Shall request/obtain QNH.
- Consult the Conversion table on the LIDO Airport Charts.
- When Cleared below the TL to Meters QFE
- Deselect Meters
- Set the QNH on the Altimeter subscales
- Refer to the LIDO Chart Conversion Table
- Set desired feet on the MCP
- Initiate or continue descent
- Seat belt sign must be on at or below 20,000 AAL.
- It may be delayed to between 20,000 AAL and 10,000 AAL if holding or other form of arrival delay is anticipated.
Below 10,000ft AAL, the maximum speed shall be limited to the greater of 250kts IAS or flaps up manoeuvring speed / clean
speed, unless:
a. the arrival or departure procedure requires a higher speed, or
b. Speed restrictions are waived by ATC.
This speed limit is mandatory below 5,000 ft AAL.
- Vertical speed must be carefully monitored, although the auto-flight system design takes into account TCAS performance
when determining vertical rates for altitude capture.
Altitude above Terrain
Descent to 5,000 ft AGL
5,000 ft AGL to 3,000 ft AGL
3,000 ft AGL to 1,000 ft AGL
1,000 ft AGL to landing
Rate of Descent
5000 fpm
3000 fpm
2000 fpm
1000 fpm
Emirates
Distance
Learning
OMA 8.3.11.2
OMA 8.3.0.0.3
OMA 8.3.2.4.5.1
OMA 8.3.0.7
VNAV varies speed to maintain the path up to the following limits:
-
VNAV PATH
A/T ON
-
With greater than 15 knots below the target speed, the autothrottle changes from IDLE/HOLD to SPD to provide thrust
to accelerate to the target speed.
With greater than 314 knots (VMO/MMO minus 16 knots), the scratchpad message DRAG REQUIRED displays. The
airplane may accelerate up to 319 knots (VMO/MMO – 11 knots) to maintain the path. If further correction is required,
VNAV may allow the airplane to rise up to 150 feet above the path. If VNAV can no longer maintain the airplane within
150 feet of the path without further acceleration, speed reversion occurs, the pitch mode changes from VNAV PATH to
VNAV SPD, VNAV resets the target speed to 314 knots (VMO/MMO-16 knots) and the scratchpad message DRAG
REQUIRED displays.
Altitude
H
O
L
D
I
N
G
ICAO
Max
Airspeed
230 kts
Altitude
FAA
Holding Speeds
0-14,000 (1 min inbound Leg)
14,001 - 20,000 (1½ min inbound Leg)
Holding Pattern
Descent Speeds
UAE
20,001 - 34,000 (1½ min inbound Leg)
265 kts
265 kts
Above 34,000 (1½ min inbound Leg)
0.83M
- Flaps are inhibited above approximately 20,000 feet.
CRAR ARABIAN PENINSULA UNITED ARAB EMIRATES: EN-ROUTE HOLDING PATTERNS
A STANDARD RATE OF DESCENT OF 1000FPM IN EN-ROUTE HOLDING PATTERNS WILL BE USED
UNLESS OTHERWISE INSTRUCTED BY ATC.
EAD-108
Hold Speed not
available in FMC
HOLD AVAIL
Standard Turn
Rate One Turn
240 kts
0 - 6,000 (1 min inbound Leg)
6,001 - 14,000 (1 min inbound Leg)
210 in Wash. and KJFK FIRs
Above 14,000 (1½ min inbound Leg)
Max
Airspeed
200 kts
230 kts
When in VNAV and capturing an altitude at or near the transition level or transition altitude, select FLCH, V/S or Altitude
HOLD prior to making the barometric setting change. After the level off is complete VNAV may be reengaged if desired.
Use Flaps Up Manoeuvring speed
777-200, 777-300 .................................................................................................. Above FL 250 use VREF 30 + 100 knots
777-200LR, 777-300ER ................................................................................. Above 10,000 feet use VREF 30 + 120 knots
Displays holding time available before reserve fuel to reach the destination.
- If you hold until this time you will not have sufficient fuel to conduct the approach and fly to the alternate with minimum
reserve fuel remaining.
- Suggest modifying reserve fuel to include the required fuel exit the hold and conduct the approach
A rate 1 turn is at 3°/sec the B777 has no turn coordinator to show this…
The bank angle required is IAS/10 + 10
FCOM 11.31.26
FCTM 4.24
CC183/15
CHART NOTAM
EAD-108
FCTM 4.25
FCOM 11.43.32
EK TM
EMIRATES B-777
Page 124 of 292
5. LIMITATIONS AND POLICIES
01 June 2019
STUDY GUIDE
Item
Limit / Policy
ALAR Approach and Landing Accident Reductions
-
Strategies for preventing and minimizing unstable approaches. Establish gates:
3 x Altitude +10 nm = Distance required to continue a clean descent.
250 knots and 5,000 feet at 25 nm from airport
Gear down at 2,500, Landing flap selected at 2,000
On Landing have touchdown targets to deal with long landings or extended flares…
Be Go-Around minded.
Think of the Landing checklist as a CONTINUE Checklist, you can still go-around.
Stabilization criteria are minimum criteria, not targets.
Reference
Personal
Procedures
from SEP
Training
Unique approach procedures or abnormal conditions that require a deviation from any of the elements of
a stable approach described below require a special briefing, and shall be briefed in advance.
If the requirements below, as applicable, are not met then an immediate go around shall be flown
Stable Approach
Criteria
A
P
P
R
O
A
C
H
Stable Approach
Requirements
CAT II and CAT III
Stable Approach
Requirements
Stable Approach
Criteria Exceptions
An approach is considered to be stable when all of the following conditions are met:
1. all briefings and checklists have been actioned.
2. the aircraft is in the planned landing configuration.
Note 1: Planned landing configuration is: landing gear down and locked, landing flap set and
speedbrake armed. If crew notice the speedbrake is not armed below 1,000ft they may
continue, after arming the speedbrake, at Commander’s discretion and provided all
other Stable Approach Criteria continue to be met. Late arming of the speedbrake
(below 1,000ft AAL) shall be reported via an ASR..
3. the aircraft is on the correct flight path. Intercepting glide slope from above is only authorized
down to the charted FAF/FAP, the charted Descent Point or the ATC cleared approach
intercept altitude.
Note 2: An aircraft is considered to be on the correct flight path if it is within the approach path
laid down in the fleet specific FCOM/FCTM. A check of distance to threshold and
height above TDZE shall be performed at either glide slope intercept or the
FAF/FAP/Descent Point..
Approach Parameter Deviation – Below 1,500 AGL FCOM NP.40.9
Localizer Excess Deviation Warning or 1 Dot on the PFD
“LOCALIZER”
Glideslope Excess Deviation Warning or ½ Dot on the PFD “GLIDESLOPE”
4. the aircraft speed is not more than final approach speed +10 KIAS and not less than VREF
Note 3: As adjusted by Ground Speed Mini (Airbus) where applicable and excluding
momentary excursions (a momentary excursion is defined as a deviation lasting only a few
seconds and where every indication is that it will return within the stabilised criteria).
5. Power setting is appropriate for the aircraft configuration
The landing gear should be down and locked, and the landing flap selected, no later than 1500 ft AAL.
At 1000 ft AAL: if the criteria in 8.3.0.8.5.1 Stable Approach Criteria are not met then a go-around
shall be flown, unless:
i. the aircraft speed does not meet the criterion but can reasonably be expected to be achieved by
500 ft AAL and the power set is appropriate to achieve this
and/or,
ii. the aircraft is in the planned landing configuration and all landing actions have been completed but
the landing checklist has not yet been completed. in which case the approach may be continued
to not less than 500 feet AAL while these criteria are achieved.
- At 500 feet AAL: if any of the criteria in 8.3.0.8.5.1 Stable Approach Criteria are not met then PM
shall announce “GO AROUND” and an immediate go-around shall be flown.
- If a stable approach destabilizes below 500 feet AAL then PM shall announce “GO AROUND” and
an immediate go-around shall be flown.
- If a valid “Long Landing” alert is activated then PM shall announce “GO AROUND” and an
immediate go-around shall be flown.
For CAT II and CAT III approaches, the aircraft shall meet all stable approach criteria by 1500 feet AAL.
If the approach destabilizes below 1500 ft. AAL then PM shall announce “GO- AROUND” and an
immediate go-around shall be flown.
Sidestep Offset-NPA, SOIA Approaches, and RNAV Visual with RF Leg final
i.
The aircraft may continue through 1000ft AAL whilst achieving lateral alignment.
ii.
Wings shall be level by 300ft AAL.
Circle to Land and Visual Circuit Approaches.
i.
The 1,500ft AAL Landing Gear and Flap configuration selection requirements do not apply.
ii.
The aircraft may continue through 1000ft whilst achieving lateral alignment.
iii.
Landing Checklist must be completed by 500ft AAL.
iv.
Wings shall be level by 300ft AAL.
At 500 ft AAL: if any of the parameters in 8.3.0.8.5.1 Stable Approach Criteria as modified above are
not met, or if the approach subsequently becomes unstable, then PM shall announce “GO AROUND”
and an immediate go-around shall be flown.
OMA 8.3.0.8.5.1
OMA 8.3.0.8.5.2
OMA 8.3.0.8.5.3
OMA 8.3.0.8.5.4
OMA 8.3.0.8.5
EMIRATES B-777
Page 125 of 292
Item
Continuous
Descent
Approaches
A
P
P
R
O
A
C
H
Deceleration
Planning
Orbits
Delayed Flap
Approach
Limit / Policy
5. LIMITATIONS AND POLICIES
o CDA is an arrival from Transition Altitude containing no level flight or one phase level flight not longer
than 2.5 nm.
o CDA profiles can be calculated by 3x Altitude + 1 nm per 10 knots of airspeed to lose prior to G/S
intercept…
o Required rate of Descent is ½ GS x 10
o When planning a CDA establish 2 profiles:
• G/S Intercept on speed to the runway.
• CDA point to G/S intercept point
o When flying a CDA approach calculate if the aircraft is above or below profile and correct if required.
- E.g. GS intercept point is 10nm @ 180 knots… Aircraft is at 19 nm @210 knots… What should our
altitude be?
Answer (210 – 180 + 30 knots to lose, or 3nm…19nm - 3nm – 10nm = 6 nm.. 6 x 300 +1800 ft…
1800 + 3000 = 4800 feet…. we should be at 4800 feet… are we high or low??? Then correct path.
o 310 ⇒ 250 knots level flight, no speedbrakes:
60 seconds and 6 nm.
o 250 ⇒ Flaps up maneuvering speed:
50 seconds and 4 nm.
o Deceleration in Level Flight
o Approach Flaps Extended:
10-15 kts per-nm.
o Landing gear down and Full Flaps:
20-30 kts per-nm.
o Deceleration on a 3° glide path:
o Landing gear down and Full Flaps:
10-20 kts per-nm.
Using Speedbrakes to aid in deceleration reduces these times and distances by approximately 50%
a. Orbits below the higher of circuit altitude or 1500 ft AGL are not permitted.
b. Descent below 1500 ft AGL is prohibited until the orbit is complete.
c. The Approach Stabilization criteria must be met.
d. The autopilot must be engaged throughout the orbit.
o Pilot Requested Orbits: Crew may only request an orbit if it can be conducted in daylight VMC whilst
maintaining constant visual contact with terrain.
ATC Requested Orbits: If ATC request an orbit while the aircraft is under radar control, this may be
accomplished in IMC or VMC, day or night. However, the following additional points must be considered:
a. The potential for loss of Situational Awareness.
b. The possibility of “GPWS / TCAS” warnings
o c. That crews are always responsible for Terrain Separation
o Final Flap selection may be delayed to accommodate ATC and conserve fuel. Intercept G/S with gear
down and flap 20, approaching 1,500 select landing flap. For noise sensitive areas Landing gear may
be delayed until 2,000’ AAL.
01 June 2019
STUDY GUIDE
Reference
UK CAA
Pelesys
FCTM 4.21
OMA 8.3.0.8.8.7
OMA 8.3.0.8.8.7.1
OMA 8.3.0.8.8.7.2
FCTM 5.16
Modified to EK
Specs
EMIRATES B-777
Item
Approach Wx
Ceiling, RVR
and MET VIS
Requirements
Non Precision
Approach (NPA)
Slant Range
Requirements
A
P
P
R
O
A
C
H
Use of Autoflight
Systems
01 June 2019
STUDY GUIDE
5. LIMITATIONS AND POLICIES
Page 126 of 292
Limit / Policy
Precision and Non-Precision Approaches
- An instrument approach in IMC may be commenced or continued down to the applicable approach minima
irrespective of the reported ceiling/vertical visibility.
- The approach may only be commenced if the reported visibility/RVR meets the relevant minima.
Note: If the reported visibility/RVR is less than the relevant minima, the approach may be commenced,
Reference
OMA 8.3.0.8.4.2
provided the Commander considers there is a reasonable expectation that it will meet the relevant
minima before reaching the Approach Ban Point.
- For a Non-Precision Approach, CAT I ILS or GLS (GNSS Landing System) only the visibility or touchdown
zone RVR need be considered.
OMA 8.3.0.8.4.1
Circling Approaches
- A circling approach may only be commenced if the ground reported weather conditions (ceiling and
visibility) are equal to, or better than the Circling Approach minima. Refer to OMA 8.1.4.3.3 .
- NPA approaches often require more visibility than the min visibility published on the approach plates. This is often
compounded by the lack of approach lights on these approaches.
Height
Distance from
Horizontal Vis (meters) required Horizontal Vis (meters) required to see 900M
AGL(ft.) Threshold (NM)
to see Runway Threshold
(3000 ft.) Approach Lighting System
appx. 6 x AGL ft. = vis required in meters
(appx. 6 x AGL ft.) - 1000 = vis required in meters
100
0.33
620
Overhead
200
0.66
1240
340
300
1.00
1850
950
400
1.33
2460
1560
500
1.66
3090
2190
600
2.00
3700
2800
800
2.66
4930
4030
1000
3.33
6170
5270
Flightpath Guidance
- The use of Flight Directors is mandatory unless unserviceable.
Flightpath Control
- The use of Autothrust is mandatory unless unserviceable.
- The use of Autopilot is mandatory above 10,000 feet AAL and in Cruise unless unserviceable.
- The use of Autopilot shall be planned an briefed based on perceived operational threats.
Flight Path Management
- Crosschecking of selections and ongoing monitoring is mandatory.
- FMS programmed (or captured) modes are preferred.
- PM programs FMS below 10,000 AAL.
• The most operationally suitable approach shall be planned in accordance with paragraph OMA 8.3.18.2.2
• The priorities of Safety then Efficiency shall be applied when selecting the approach type.
• Selecting an approach type solely for the purposes of practice/training is prohibited. OMA 8.3.18.2
• Only approaches that have an approach chart provided by Emirates shall be flown. OMA 8.3.0.8.8.1
The most preferred available approach type should normally be planned unless a less preferred
approach is
i. Safer, (e.g. performing an ILS to maximum tailwind limits may pose a greater safety risk
than another approach option for the reciprocal runway)
ii. Equally safe but more efficient.
OMA 8.3.18.2
OMA 8.3.18.2
OMA 8.3.18.3
Approach Type
Selection
OMA 8.3.0.8.8.1
OMA 8.3.0.8.8.6.3
Approach
Authorization
Circling approaches are prohibited at night OMA 8.3.0.8.8.6.3
Unless conducting a visual approach, it is prohibited to conduct an approach using navigational aids, or to
land on a runway for which appropriate charts are not available.
- Any ground facility relied upon for navigation and/or used as primary reference for an approach shall be positively
identified by the crew prior to use.
Navigation Aids
- A navigation aid shall not be used if it is reported as:
a. On maintenance.
b. Unreliable.
c. On test.
d. The proper identification is not received.
e. Ground checked only.
OMA 8.3.0.8.2
OMA 8.3.2.1.1
EMIRATES B-777
Item
Aircraft
Categories
Approach
Weather
Requirements
Company Circling
Minima
A
P
P
R
O
A
C
H
01 June 2019
STUDY GUIDE
5. LIMITATIONS AND POLICIES
Page 127 of 292
Limit / Policy
Reference
Aircraft
Straight-In
Circling
B777-200
C
D (205kts)
OMA 8.1.3.1
B777F
D
D (205kts)
B777-300
D
D (205kts)
An instrument approach in IMC may be commenced or continued down to the applicable approach minima
irrespective of the reported ceiling/vertical visibility.
The approach may only be commenced if the reported visibility/RVR meets the relevant minima.
Note: If the reported visibility/RVR is less than the relevant minima, the approach may be commenced,
OMA 8.3.0.8.4.2
provided the Commander considers there is a reasonable expectation that it will meet the relevant minima
before reaching the Approach Ban Point.
For a Non-Precision Approach, CAT I ILS or GLS (GNSS Landing System) only the visibility or touchdown
zone RVR need be considered.
Company Minimum Weather Requirements OMA 8.1.4.3.3
Ceiling – the higher of 1,200 ft AAL or the charted category D minimum, rounded up by 200 ft.
Visibility – the higher of 5,000 m or the published minima.
Circling approaches are prohibited at night. OMA 8.3.0.8.8.6.3
Circling Approach Procedures OMA 8.3.0.8.8.6.3
i. On the instrument approach segment, the aircraft shall not descend below 1000 ft AAL or the chartered D minimum,
whichever is the higher, rounded up to the nearest 100 ft. Upon reaching this altitude, and provided the prescribed
weather minima shown in OMA 8.1.4.3.3 are achieved, the aircraft may continue in level flight towards the MAPt until
visual contact is established, and can be maintained, with the runway environment otherwise a go around shall be
performed.
ii. The descent on the final turn shall only be commenced if the required minima, clearance from terrain and obstacles,
and contact with the landing runway threshold, or its approach lighting aids or other specifically identifiable markings,
are achieved and can be maintained.
iii. The Missed Approach Procedure to be flown is the published missed approach for the IAP. A missed approach, from
a circling approach, is initiated by a climbing turn to the circling altitude or higher, within the circling area and towards
the landing runway, immediately followed by interception and execution of the published MAP for the IAP.
ICAO PANS OPS
TERPS
Charted as
Charted as
Charted as
Circling Airspace
LAT 700
Visual Circuit
Approach
SRA Approaches
Fly-by
Confirmation
Max bank angle
Max Approach
attempts
ACFT Cat
A / Max 100KIAS
R nm
1.68
ACFT Cat
A <91kts
R nm
1.3
MDA 1001-3000 MSL R nm
1.3
MDA 3001-5000 MSL R nm
1.3
B / Max 135KIAS
2.66
B >91kts<121kts
1.5
1.8
1.8
C / Max 180KIAS
4.20
C >121kts<141kts
1.7
2.8
2.9
D / Max 205KIAS
5.28
D >141kts<166kts
2.3
3.7
3.8
E / Max 240KIAS
6.94
E >166kts
4.5
4.6
4.8
CAT A and E aircraft not charted in LIDO charts.
Great caution is required when circling with TERPS minima as the protected airspace is much smaller
- Visual Circuit Approach shall only be used for Base Training Flights and expeditious returns following
takeoff.
- Min weather is Company VMC
Company VMC In-flight visibility 5,000 meters, vertical distance from cloud 1,000 feet, Horizontal distance
from cloud 1.5 nm OMA 8.1.4.3.3
Flight crew accept responsibilities for traffic separation, wake turbulence separation, navigation, and Terrain
clearance. OMA 8.3.0.8.8.6
Flight crews are not permitted to execute SRA (Surveillance RADAR Approaches) approaches.
Fly-By confirmation maneuvers are prohibited.
- the maximum bank angle permissible 30°.
Following a go-around or missed approach, it is the Commander’s responsibility to determine if a
subsequent approach is to be conducted to the same runway.
If the first approach is unsuccessful, the aircraft may hold until the situation improves sufficiently for a
second approach. If a second approach is to be conducted the commander shall ensure that there is a high
likelihood of a successful landing from that approach.
If the second approach is unsuccessful, the aircraft shall divert to the alternate aerodrome, unless already
committed to destination and unable to divert.
Commanders must therefore carefully evaluate the forecast and actual conditions at their destination before
committing in accordance with OM-A 8.3.7.2 .
RAR 700
RAR 810
OMA 8.3.18.3
OMA 8.1.4.3
LIDO Gen Text
RAR 680
OMA 8.3.0.8.8.6
OMA 8.3.0.8.8.8
OMA 8.3.0.13.3
OMA 8.3.0.5
OMA 8.3.0.9.3
FCI 2016-015
EMIRATES B-777
5. LIMITATIONS AND POLICIES
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01 June 2019
STUDY GUIDE
- On completion of any type conversion training or command training, pilots are initially considered to be
inexperienced in their new role
- Inexperienced pilots shall not operate together until they have completed 90 days of consolidation line flying.
- The period of 90 days of consolidation flying starts from the first rostered line flight after line training and ends on
Inexperienced
the 90th day thereafter.
Flight Crew
- a newly appointed captain shall operate as PF for at least the first ten sectors on completion of the NaC course.
Restrictions
- Until a newly appointed captain has operated as PF for ten sectors, he is restricted from operating into Cat B*
airports.
- For the first six months after release to line, inexperienced pilots shall only operate flights with a maximum crew
complement of two pilots.
- Newly appointed captain shall be PF for at least the first ten sectors.
New
- Until the new appointed captain has operated as PF for ten sectors, he is also restricted from operating into Cat
Commander
B* airports.
Restrictions
- No CAT II III approaches until 50 hours or 20 sectors on type.
- + 100 meters for CAT II III Approaches until 100 hours or 40 sectors.
A First Officer may not conduct the landing if:
- The approach is conducted is CAT II/III ILS.
- The runway is contaminated.
- The crosswind component including gusts exceeds 20 knots.
- The approach conducted was a CAT I ILS with autoland or CAT I GLS (GNSS LANDING SYSTEM) with
autoland.
FO
- No landing at a CAT B* OMC 11.4 or a CAT C airport.
Restrictions
- The Commander should conduct the landing when in, or following, a non-normal/abnormal situation where
the aeroplane’s performance is affected. However, this does not prevent the delegation of the conduct of the
landing to another qualified pilot, when, in the opinion of the Commander, and after a thorough assessment
of the situation, he considers this to be a safer option.
During Nomination as Commander Training, a Training Captain may, at his discretion, allow the trainee to conduct
an autoland, and to operate the aircraft to FCOM crosswind (including gusts) limitations.
Approach Ban - The ABP Is the OM or equivalent point, for circling Approaches it is the IAF. OMA 8.3.0.8.6
Point
- The Approach Ban Point for each CATII / III is included on the CCI LVOPS MINIMA page. OMA 8.1.4.3.2.2
See 10-AWO or
The ABP is the FAF inbound or where the final approach course is intercepted. For circling
CCI page for RVR
approaches it is the IAF.
requirements and
Approach Ban
The ABP is the FAF or the published G/S intercept.
Point.
- An approach shall not be continued beyond the Approach Ban Point if the reported visibility/RVR at the
Approach Ban Point is less that the applicable minimum.
If the RVR is varying between distances less than and greater than the minimum RVR the
approach may be continued.
If south of 60° long. And no RVR or runway visibility (PIREP) for the runway of intended approach
is available, and ground visibility is reported to vary between distances less than and greater than the
minimum visibility the approach may be continued.
- After passing the Approach Ban Point, if the reported visibility/RVR falls below the applicable minimum, the
approach may be continued to the DH/Alert Height, or MDA.
Reference
OMA 4.0.4
FCI 024-2018
OMA 4.0.1.4
OMA 5.2.18.1
OMA 5.2.17.2
OMA 1.5.4.1
OMA 8.1.2.5
OMC 11.1.4
FCI 025-2018
OMA 8.3.0.8.4.2
OMA 8.3.0.8.6.1
OMA 8.3.0.8.6.3
FCTM 2.20.2
EMIRATES B-777
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STUDY GUIDE
Limit / Policy
Reference
- The ABP Is the OM or equivalent point, for circling Approaches it is the IAF. OMA 8.3.0.8.6
- The Approach Ban Point for each CATII / III is included on the CCI LVOPS MINIMA page. OMA 8.1.4.3.2.2
The ABP is the FAF inbound or where the final approach course is intercepted. For circling
approaches it is the IAF.
Approach Ban
The ABP is the FAF or the published G/S intercept.
Point
- An approach shall not be continued beyond the Approach Ban Point if the reported visibility/RVR at the
See 10-AWO or
Approach Ban Point is less that the applicable minimum.
CCI page for RVR
requirements and
If the RVR is varying between distances less than and greater than the minimum RVR the
Approach Ban
approach may be continued.
Point.
If south of 60° long. And no RVR or runway visibility (PIREP) for the runway of intended approach
is available, and ground visibility is reported to vary between distances less than and greater than the
minimum visibility the approach may be continued.
- After passing the Approach Ban Point, if the reported visibility/RVR falls below the applicable minimum, the
approach may be continued to the DH/Alert Height, or MDA.
Provided the charted minima of RVR / Visibility for approach does not have the suffixes “R” for RVR or “V” for
Visibility, and RVR is not reported, the Reported Met Visibility may be converted to RVR (Factored Visibility), using
the table below.
Conversion of
Reported Met
Notes a. Factored Met Visibility shall not be used for
Vis to RVR
calculating Takeoff Minima, for CAT II or
(Factored Met
CAT III operations, or when RVR is reported.
Vis))
b. Met Visibility shall not be used, or converted
OMA 8.3.0.8.4.2
OMA 8.3.0.8.6.1
OMA 8.3.0.8.6.3
FCTM 2.20.2
OMA 8.1.4.3.1.1
to RVR, if RVR is reported.
VNAV
APPROACH
The FMC transition to ON APPROACH under the following conditions: FCOM 11.31.31
- The aircraft is in the descent phase and the flaps are out of UP.
- A VFR approach has been created and incorporated in the active flight plan and:
- The airplane has sequenced the FAXXX or
- The airplane is enroute to a DIRECT-TO or INTERCEPT-TO the RWYYY waypoint and the airplane is
within 25 NM or the runway threshold.
- A published instrument approach has been selected and incorporated in the active flight plan and:
- The airplane has sequenced the first waypoint on the published approach or,
- The airplane is enroute to a DIRECT-TO or INTERCEPT-TO waypoint (DIRECT displays at 1L or the RTE
page) and the airplane is within 12 NM of the runway threshold.
The FMC transitions out of ON APPROACH under the following conditions: FCOM 11.31.31
- The Pilot selects TO/GA.
- The airplane lands.
- The airplane flies beyond the last waypoint in the approach (missed approach waypoint or runway). The VNAV
page title changes from “ACT xxxxx DES” to “ACT END OF DES”
When the FMC is ON APPROACH the following features are available: FCOM 11.31.31
- The IAS/MACH window can be opened and the command speed can be set while VNAV remains in the VNAV
PATH descent; VNAV commands the set speed.
- The MCP altitude can be set above the airplane altitude for the missed approach. When the desired MCP altitude
setting is at least 300 feet above the current airplane altitude, VNAV continues to command a descent.
- VNAV remains in VNAV PTH and follows the descent path unless the airplane accelerates to within 5 knots of the
current flap placard and the airplane rises more than 150 feet above the path. In this case VNAV PTH changes to
VNAV SPD.
If VNAV ALT has engaged beyond the FAF: FCTM 5.39
- Set DA/MDA in the MCP and select altitude intervention without delay to enable continued descent on the final
approach point. Execute a missed approach if the deviation above path becomes excessive enough to prevent
achieving a stabilized approach.
FCOM 11.31.31
FCTM 5.39
EMIRATES B-777
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Raw Data
Monitoring
Requirements
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Overweight
Landing
Policy
01 June 2019
STUDY GUIDE
Limit / Policy
- During localizer based approaches; LOC, LOC-BC, LDA, SDF, AND IGS, applicable raw data must be
monitored throughout the approach.
- During non-localizer based approaches where the FMC is used for course
or path tracking (VOR, TACAN, NDB, RNAV, GPS etc.), monitoring of raw
data is recommended, if available. Although continuous monitoring of raw
data during approaches is not required, ground based navigation aid(s)
should be checked for correct navigation no later than final approach.
- Checking of raw data for correct navigation before commencing the
approach may be accomplished by;
• pushing the POS switch on the EFIC control panel and comparing the
displayed raw data with navaid symbols on the map. Example: The
VOR radials and the RAW DME data should overlay the VOR/DME
stations shown on the MAP and the GPS position symbol should
nearly coincide with the tip of the airplane symbol (FMC position).
• displaying the VOR and ADF pointers on the map display and using
them to verify your position relative to the map display.
- Overweight landing can cause additional stress to the airframe and is, especially for the Boeing fleet, an
undesirable event. Every effort should be made to land a Boeing 777 either at or below MLW. If this is
inappropriate, flight crew should consider reducing the actual landing weight as much as possible to keep
the MLW excedance to a minimum.
Overweight Landing – Policy
a. Up until the point of commencing the take-off, it is not permitted to plan to land at a weight which exceeds
either the Maximum Structural Landing Weight (MLW) or Regulated Landing Weight (RLW).
b. Prior to departure, the estimated landing weight should be calculated based on the actual take-off weight
and the anticipated trip fuel burn. The RLW should be calculated based on the forecast conditions for the
expected time of arrival.
c. Flight Crew are required to monitor the estimated landing weight throughout the flight. If it becomes evident
that the aircraft will land at a weight which exceeds either the MLW or RLW, appropriate action should be
taken to reduce landing weight so that limiting weights are not exceeded.
d. Appropriate actions to reduce estimated landing weight include: (the list is not to be read as an order of
preference)
1. To fly faster than ECON speed
2. To fly at lower than optimum flight levels
3. Early descent
4. Descent with speed brake
5. Holding
6. Extended ATC track miles
7. Early Configuration
e. In the event the above methods are not feasible to reduce the fuel amount to the required MLW or RLW, the
use of Fuel Jettison may be evaluated with reference to the Non-Normal Checklist.
Note: In absence of an emergency, prior Flight OPS Management permission is required before fuel jettison
can be considered.
f. It is permitted to land an aircraft exceeding the:
1. MLW during Non-normal (Boeing)/Abnormal (Airbus) operations
2. MLW and/or RLW in an Emergency.
g. If a landing is made at a weight in excess of MLW, an entry shall be made in the Technical Log, which
includes the actual landing weight,
- Performance issues should be considered:
LANDING CLIMB LIMIT WEIGHT
LANDING DISTANCE
BRAKE ENERGY
ENGINE INOP GO-AROUND CLIMB GRADIENT (if Engine is inop)
Localizer Coverage
ICAO Annex 10 Vol 1
Glideslope Coverage
Reference
FCTM 5.28
OMA 8.3.0.11.2
OMA 8.3.0.11.2.1
ICAO Annex 10 Vol 1
Coverage of
ILS Facilities
LIDO Nav 3.2.1.1
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 131 of 292
Item
01 June 2019
STUDY GUIDE
Limit / Policy
RADAR SEPARATION
NON-RADAR SEPARATION
- HEAVY Behind a HEAVY .................... 4nm
- HEAVY Behind a HEAVY .................. 2 min
- HEAVY Behind a SUPER .................... 6nm
- HEAVY Behind a SUPER .................. 3 min
B757 is treated as a Heavy
DUBAI/DXB:WAKE TURBULENCE E-CATEGORISATION (RECAT)
Wake
Turbulence
Separation
A
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Turbulence
Recovery
Cold Weather
Corrections
UNDER THE RECAT PROGRAM, DXB ATC CAN APPLY MIN 3NM SEPARATION ON FINAL APPROACH FOR EK
A330/A340/B777 ACFT WHEN FOLLOWING HEAVY AIRCRAFT. CURRENT SEPARATIONS FOR A380 ARE
UNCHANGED."EMIRATES WAKE TURBULENCE TRIAL IN PROGRESS ON FINAL APPROACH" WILL BE NOTIFIED
ON THE ATIS. CREWS ARE ENCOURAGED TO MANAGE CONTINUOUS DESCENT PROFILES FROM DOWNWIND.
ACCURATE SPEED MANAGEMENT AND MINIMISING RWY OCCUPANCY AFTER LANDING ARE VITAL WITH THE
REDUCED SPACING. IF UNABLE TO COMPLY, MUST ADVISE ATC AS EARLY AS POSSIBLE.
PREFERRED RWY EXITS ARE K8/K9/M11/M12B FOR RWY 30L AND M7A/M9/N5A/N6 FOR RWY 12L. REFER TO
FOIP FOR MORE INFORMATION. - FOS 13APR15
Reference
OMA 8.3.9
LIDO RAR 281
COMPANY NOTAM
CO362/15
PARALLEL APPROACH SEPARATION AND DEPENDENT – APPROACH PEAK OFFLOADING (D-APO)
Dubai ATC will apply reduced minimum radar and wake separations between aircraft established on parallel approaches to
RWY 30L / R at Dubai International (OMDB)
- The reduced separation between the lead aircraft (lower on the Left RWY glide path) and the trailing aircraft (higher on the
Right RWY glide path) takes advantage of the runway-threshold stagger and minimal likelihood of wake vortex encounters
provided both aircraft follow the appropriate precision or nominal glide paths (ILS or RNAV).
- For the initial period, only Medium (M) wake category aircraft will be
offloaded to RWY 30R.
- During VMC, a minimum radar separation of 2.5 NM between aircraft
on parallel approaches may be applied within 10 NM of the runway
thresholds if no wake turbulence separation is required
Wake Turbulence Recovery:
If the aircraft encounters wake turbulence, pilot input can amplify the effect of the vortices. All of the following is
therefore recommended:
- DO NOT USE THE RUDDER: Use of the rudder does not reduce the severity of the encounter, nor does it
enhance the ease of recovery.
- Keep the AP ON: The AP is able to correctly manage roll and pitch movements that are generated by
wake turbulence. However, if the aircraft sever wake turbulence, the AP may disconnect.
- If the AP was set to Off by the flight crew or automatically disconnected, release the controls and wait for
a reasonable stabilization of the aircraft
Special
Crew
Briefing
RTGS PPT
When the aircraft is stabilized perform both of the following:
- Roll wings level
- Establish again the trajectory.
OMA 8.1.1.2 OMC Appendix L OMA 8.3.0.8.8.2.b FCOM NP 21.48
FCOM NP 21.46 When selecting the approach from the navigation database verify FMC LEGS page matches the charted approach. Speed modifications are allowed as long
as the maximum published speed is not exceeded. Lateral or vertical modifications at or beyond the FAF are not permitted, unless cold temperature or displaced threshold
adjustments are required.
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 132 of 292
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Missed
Approach
Climb
Gradient
Subsequent
Approaches
Following a
Missed
Approach
Missed
Approach
Acceleration
Altitude
01 June 2019
STUDY GUIDE
Limit / Policy
Prior to dispatch the max landing weight is calculated to meet:
- The Engine Inoperative Climb Gradient requirement for the higher of:
o 2.1% for a normal approach,
o 2.5% for an approach to less than DH of 200’,
o Published missed approach climb gradient.
- The aircraft must not be dispatched with an expected landing weight which exceeds the calculated
maximum landing weight,
For the actual landing:
- There is no requirement to use the runway which was the basis for dispatch.
- All engines operating:
o Follow the missed approach instructions.
- One Engine inoperative:
o If the missed approach gradient can be achieved follow the Missed approach procedure.
o If the missed approach gradient cannot be achieved
- Initiate the missed approach, track latterly to the departure end of the runway, and then track as per
the corresponding procedure for the EFATO.
- If in VMC and terrain/obstacle clearance can be maintained, a visual track can be flown. (the visual
track must be briefed before commencing the approach)
- Diversion.
- Once decision is made, advise ATC the missed approach procedure will not be flown.
- LH M/A Climb Gradients is not published unless it is above 2.5%.
- This will be exceeded by almost all ALL ENGINE MISSED APPROACHES.
Subsequent Approaches Following a Missed Approach OMA 8.3.0.9.3
- Following a go-around or missed approach, it is the Commander’s responsibility to determine if a
subsequent approach is to be conducted to the same runway.
- If the first approach is unsuccessful, the aircraft may hold until the situation improves sufficiently for a
second approach.
- If a second approach is to be conducted the commander shall ensure that there is a high likelihood of a
successful landing from that approach.
- If the second approach is unsuccessful, the aircraft shall divert to the alternate aerodrome, unless already
committed to destination and unable to divert.
- Commanders must therefore carefully evaluate the forecast and actual conditions at their destination before
committing in accordance with OMA 8.3.7.2
- The missed approach acceleration altitude is defined as the missed approach altitude published on the
Lido instrument approach chart. Should the State limits for acceleration altitude be lower than the missed
approach altitude published on the Lido instrument approach chart, then this lower altitude will apply.
Should the missed approach procedure have a level off segment prior to the published missed approach
altitude being reached the commander may use his discretion to accelerate at this lower altitude providing
any speed restriction published in the Lido charts are complied with.
Reference
QRH PI
FCOM PI
QRH PI
LIDO Text
LAT J-520
OMA 8.3.0.9.3
Modified by
FCI 2016-015
OMA 8.3.0.9.1
FCI 2010-028
EMIRATES B-777
Page 133 of 292
Item
Maximum taxi speed
Auto Landing Distance
Carbon Brake Life
Landing with one or
two wheel brakes
deactivated
MEL 32-45-01 A/B
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Low Landing Weights
B777F & B777-200LR
5. LIMITATIONS AND POLICIES
Limit / Policy
01 June 2019
STUDY GUIDE
Reference
30 kts.
10 kts. for a slippery surface
Crews may exceed these limits when backtracking on an active runway.
- Calculate actual autoland distance using the OPT Landing Module; or
- When the OPT is unavailable add 400 meters autoland margin to the calculated actual landing
distance retrieved from QRH/Performance Inflight Advisory Section.
Autobrakes 2 or 3 optimize brake wear, passenger comfort, and stopping performance. Since
autobrake settings apply the brakes dependent upon the deceleration rate, an autobrake setting of 1
will result in a higher probability that the autobrakes will modulate, especially when reversers are used.
Autobrakes 2 or 3 results in a continuous brake application, which can increase carbon brake life.
CO319/09 COMPANY NOTAM - WHEEL BRAKES
BEFORE CONDUCTING A LANDING WITH ONE OR TWO WHEEL BRAKES DEACTIVATED (MEL 32-45-01
A/B) CREW MUST CALCULATE ACTUAL LANDING DISTANCE USING OPT LANDING MODULE. WHEN THE
LATTER IS NOT AVAILABLE (BOEING 777-300ER, BOEING 777-200LR AND FREIGHTER) FLIGHT
DISPATCH MUST BE CONTACTED TO RETRIEVE ACTUAL LANDING DISTANCE BASED ON THE EXPECTED
WEATHER AND LANDING WEIGHT. - DCPB 11 JUNE 09
LANDING (General)
The airplane has an increased tendency to float.
Approach reference speeds for Flaps 20, 25, and 30 will be the same.
Pitch attitude is lower than normal. Flaps 25 is recommended to increase the pitch attitude.
Use autothrottles, if available.
Use VREF + 5 for landing. Do not use wind additives if autothrottles are engaged.
Landing Weights below 217,000 kilograms, but at or above 154,221 kilograms.
From approximately 217,000 kilograms down to 154,221 kilograms approach speeds remain constant as
weight reduces.
If an autoland is required or landing performance precludes a Flaps 25 landing, Flaps 30 shall be used
unless Flaps 20 is specified by procedure or checklist.
Dispatch will plan flights using necessary ballast or additional fuel in order to ensure flights arrive at
destination at or above 154,221 kilograms.
If in the event of holding, diversion, or other unanticipated circumstances the actual landing weight falls
below this value, crews shall apply below procedure for landing below 154,221 kilograms.
Landing Weights below 154,221 kilograms.
Below 154,221 kilograms approach speeds will increase as weight reduces.
If an autoland is required or landing performance precludes a Flaps 25 landing, Flaps 30 shall be used
unless Flaps 20 is specified by procedure or checklist.
Dispatch shall not plan flights to arrive at destination at weights below 154,221 kilograms.
Landing distances will be longer due to the higher VREF speed. For normal landing, expect an increase
in landing distance by 135 meters. For non-normal landing, expect an increase in landing distance by 190
meters. These numbers are conservative and representative for all landing distance tables.
CAUTION: The airplane accelerates and climbs rapidly due to excess thrust.
For go-around, request level off at 3,000 feet above field elevation or higher from ATC.
A lower level off altitude can result in an overshoot of the assigned altitude.
If the airplane weight decreases below 154,221 kilograms during landing flap maneuver speeds can
increase.
Follow the higher flap maneuver speeds.
During nose high attitudes, the FUEL PUMP L/R FWD EICAS messages can show.
VREF
If FMC or OPT VREF speeds are not available for landing weights below 154,221, use the VREF speeds
in the following table for landing.
OMA 8.2.2.5
OMA 8.3.0.11.1
QRH PI
FCTM 6.34
Info now removed
from FCTM but still
useful
Company
NOTAM
CO319/09
Expired
FCOM SP.27
Go Around and Missed Approach
Do not overpitch the airplane when initiating a go-around.
Full rated go-around thrust is not recommended unless required by procedures or environmental
conditions.
Icing Conditions
Icing conditions exist when OAT (on the ground) or TAT (in-flight) is 10°C or below and any of the
following exists:
• visible moisture (clouds, fog with visibility less than one statute mile (1600 m) or less, rain, snow,
sleet, ice crystals, and so on) is present, or
• standing water, ice, slush or snow is present on the ramps, taxiways, or runways
- Engine anti-ice must be selected ON immediately after both engines are started and remain on
during all ground operations when icing conditions exist or are anticipated, except when the
temperature is below –40°C OAT.
When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed, to
minimize ice build-up. Use the following procedure: CM1
• Check that the area behind the airplane is clear.
Run-up to a minimum of 50% N1 for approximately 1 second duration at intervals no greater than 60
minutes.
FCOM SP.16.3
FCOM SP.16.5
FCOM SP.16.6
EMIRATES B-777
Item
VREF Corrections
01 June 2019
STUDY GUIDE
5. LIMITATIONS AND POLICIES
Page 134 of 292
Limit / Policy
A/T Engaged - VREF + 5 knots.
- If a manual landing is planned with the autothrottle connected in gusty or high wind
conditions, consider positioning the command speed to VREF + 10 knots. This
helps protect against a sudden loss of airspeed during the flare.
A/T Disengaged - VREF + ½ the headwind component + All of the Gust component to a maximum of
20 knots and a minimum of 5 knots.
- Calculate HW as: - 50% Direct HW - 35% for 45°HW
Interpolate between
Actual Landing Distance
- Used in previous FCOM revisions in the Performance Inflight
ALT=Basic Flight Test Data
Chapter.
Operational Landing Distance - OLD is ALT+150m is the basis for FOLD calculations.
OLD=ALT+150m
Factored Operational Landing Distance
- FOLD is OLD x1.15 to provide an additional safety
FOLD=OLDx1.15
margin.
- FCOM Performance Inflight Landing Distances for
Normal Configuration are FOLD
- FCOM Performance Inflight Landing Distances for NonNormal Configuration are OLD
OPT Output Simplified
Dry Runway
Wet or Contaminated Runway
Normal Configuration
Adjusting the OPT for Autoland:
FOLD
FOLD
Non-Normal Configuration
FOLD
FOLD
Reference
FCTM 1.11
FCOM PI.18.4
QRH.PI.65.2
Distance
Learning
- When Selecting Autoland the OPT already incorporates Vref+5. In case of Autoland use of Vref
Additive 0 should be considered in situations where landing distance available is an issue.
- In case of Non-Normal Configuration, if Autoland is authorized and intended to be used, increase
reference landing distance by 400 meters. FCOM NP.21.49
Company Policy:
L
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Landing Distances
Explained
OLD
FOLD
Night Operations
Minimum Width of
Runway
FO Restrictions
- For any landing the Commander shall evaluate if there is sufficient runway available for a safe
landing.
- The available runway length shall not be less than the; Factored Operational Landing Distance
(FOLD) OMA 8.3.0.11.1
- Under exceptional circumstances, e.g. diversion, in-flight failure, etc., the flight crew may
disregard the Factored LD or the FOLD. However, in these circumstances, the flight crew must
ensure that the; Operational Landing Distance (OLD) is less than the actual Landing Distance
Available (LDA). OMA 8.3.0.11.1
- It is company policy to use FOLD as the basis for landing distance calculations in all nonexceptional circumstances.
- When landing on distance critical runways we can select up to Autobrakes MAX to ensure we meet
the FOLD requirements. As we do not train use of MAX MANUAL braking, we do not suggest it use
in order to meet the OPT FOLD requirements.
- If FOLD < LDA: the landing runway meets the normal landing distance requirements.
- If FOLD > LDA: the landing runway does not meet the routine landing distance
requirements. A landing should only be attempted in exceptional
circumstances.
- If OLD > LDA: the landing runway does not meet even the exceptional landing distance
requirements.
- If the runway is limiting, select an Auto Brake Setting so that FOLD < LDA.
- On long runways where a suitable intermediate exit is preferred, consider using an Auto
Brake Setting using OLD calculations (FOLD divided by 1.15) as a guideline. Ensure that
this setting does not increase FOLD > LDA.
- In exceptional circumstances and where OLD < LDA < FOLD the commander shall make a
safety assessment and decide if it is safer to land at the assessed runway or select another
runway that meets FOLD requirements.
- Only in extreme circumstances should a commander land on a runway when LDA< OLD
- Runway edge and stop end lights are required for night operations.
- Circling Approaches at night are not authorized. OMA8.3.18.3
The minimum available width of a runway used shall not be less than 45 meters unless a specific
airport risk assessment has been carried out and reflected in either the CCI page or a briefing
package, where applicable. (all aircraft types except A380)
Minimum width of cleared runway for operation on Contaminated Runways
30 Meters
45 Meters for A380
A First Officer may not conduct the landing if:
- The approach is conducted is CAT II/III ILS.
- The runway is contaminated.
- The crosswind component including gusts exceeds 20 knots.
- The approach conducted was a CAT I ILS with autoland or CAT I GLS (GNSS LANDING
SYSTEM) with autoland.
- No landing at a CAT B* OMC 11.4 or a CAT C airport.
- The Commander should conduct the landing when in, or following, a non-normal/abnormal
situation where the aeroplane’s performance is affected. However, this does not prevent the
delegation of the conduct of the landing to another qualified pilot, when, in the opinion of the
Commander, and after a thorough assessment of the situation, he considers this to be a safer
option.
During Nomination as Commander Training, a Training Captain may, at his discretion, allow the trainee
to conduct an autoland, and to operate the aircraft to FCOM crosswind (including gusts) limitations.
Distance
Learning
OMA 8.3.0.11.1
OMA 8.1.4.1.1
OMA 8.1.2.3.1
OMA 8.3.8.12.4
OMA 5.2.17.2
OMA 1.5.4.1
OMA 8.1.2.5
OMC 11.1.4
FCI 025-2018
EMIRATES B-777
5. LIMITATIONS AND POLICIES
Page 135 of 292
Item
Reduced Runway
Separation Minima
(RRSM)
for OMDB
L
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Overweight Landing
Policy
Approach Lighting
System
Visual Aids Handbook
Limit / Policy
01 June 2019
STUDY GUIDE
Be aware of adjusted phraseology… When the RWY in use is occupied by other traffic, a clearance
may be given to another aircraft provided that the controller has reasonable assurance that following
separation criteria will be met.
SINGLE RUNWAY MODE PROCEDURE
Landing Following Landing
- The preceding aircraft has landed and has vacated the RWY, or has passed a point at least 2500m
from the threshold of the RWY.
Landing Following Departure
- The preceding aircraft is/will be airborne, or has passed a point at least 2500m from the threshold of
the RWY.
Departure Following Departure
- The preceding aircraft is airborne and has passed a point at least 2500m from the threshold of the
RWY.
DUAL DEPENDANT RUNWAY MODE PROCEDURE
The procedures described in the previous section shall be applied in the same manner with the
exception of
Landing Following Departure.
- A preceding departing aircraft must have passed abeam the upwind threshold of the landing runway,
prior to the landing aircraft crossing the threshold of the landing runway.
CONDITIONS FOR THE APPLICATION OF RRSM
Tailwind < 5kts, Vis >5km - Ceiling not lower than 1,000” - Pilot of following aircraft warned - Runway is
dry - Controller is able to assess separation - Wake turbulence separation is applied - Minimum
separation continues to exist between 2 aircraft immediately after takeoff.
Overweight landing can cause additional stress to the airframe and is, especially for the Boeing fleet, an
undesirable event. Every effort should be made to land a Boeing 777 either at or below MLW. If this is
inappropriate, flight crew should consider reducing the actual landing weight as much as possible to keep
the MLW exceedance to a minimum. OMA 8.3.0.11.2
Overweight Landing – Policy OMA 8.3.0.11.2.1
a. Up until the point of commencing the take-off, it is not permitted to plan to land at a weight which
exceeds either the Maximum Structural Landing Weight (MLW) or Regulated Landing Weight (RLW).
b. Prior to departure, the estimated landing weight should be calculated based on the actual take-off
weight and the anticipated trip fuel burn. The RLW should be calculated based on the forecast
conditions for the expected time of arrival.
c. Flight Crew are required to monitor the estimated landing weight throughout the flight. If it becomes
evident that the aircraft will land at a weight which exceeds either the MLW or RLW, appropriate action
should be taken to reduce landing weight so that limiting weights are not exceeded.
d. Appropriate actions to reduce estimated landing weight include: (the list is not to be read as an order of
preference)
1. To fly faster than ECON speed
2. To fly at lower than optimum flight levels
3. Early descent
4. Descent with speed brake
5. Holding
6. Extended ATC track miles
7. Early Configuration
e. In the event the above methods are not feasible to reduce the fuel amount to the required MLW or RLW,
the use of Fuel Jettison may be evaluated with reference to the Non-Normal Checklist.
Note: In absence of an emergency, prior Flight OPS Management permission is required before fuel
jettison can be considered.
f. It is permitted to land an aircraft exceeding the:
1. MLW during Non-normal (Boeing)/Abnormal (Airbus) operations
2. MLW and/or RLW in an Emergency.
g. If a landing is made at a weight in excess of MLW, an entry shall be made in the Technical Log, which
includes the actual landing weight.
- Performance issues should be considered:
LANDING CLIMB LIMIT WEIGHT
LANDING DISTANCE
BRAKE ENERGY
ENGINE INOP GO-AROUND CLIMB GRADIENT (if Engine is inop)
Reference
AIP Sup 001/10
OMA 8.3.0.11.2
OMA 8.3.0.11.2.1
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Item
Final
Approach
PAPI/VASIS
use
OMA 8.3.0.11.5
Limit / Policy
01 June 2019
STUDY GUIDE
Reference
5. LIMITATIONS AND POLICIES
- Crews should consult the Lido General Text ADR section for notes and the correct interpretation of PAPI, T-, 2-Bar and 3-Bar
VASIS.
- On runways equipped with PAPI or VASIS, the visual glidepath indications should be adhered to as closely as possible for both
day and night operations, in combination with electronic glideslope information if available. On approaches where the electronic
glideslope (i.e. ILS/GLS) and visual glidepath are not coincident, during the visual portion of the approach, crews shall maintain
a visual aim point consistent with the electronic glideslope in order to prevent destabilisation of the approach and to avoid
potential GPWS activation.
- During VNAV/Managed approaches, temperature deviation above ISA or approach design may cause the aircraft to be above
the PAPI/VASI indicated approach path. When the PAPI/VASI indicates the aircraft is above the approach path, crews should
correct towards the PAPI/VASI approach path only if they can subsequently meet all of the requirements of the Stabilised
Approach Requirements in
OM-A 8.3.0.8.5.2
Approach
Lighting
System
Visual Aids
Handbook
L
A
N
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I
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G
VASI, TVASI, and
PAPI
FCTM 6.1 – 6.6
OMA 8.3.0.11.5
LIDO Text
ADR 41
ADR 42
ADR 50
On runways equipped with PAPI or VASIS, the visual
glideslope indications should be adhered to as closely
as possible for both day and night operations, in
combination with electronic glideslope information if
available. On approaches where the electronic
glideslope (ie ILS) and visual glidepath are not
coincident, during the visual portion of the approach,
crews shall maintain a visual aim point consistent with
the electronic glideslope in order to prevent
destabilisation of the approach and to avoid potential
GPWS activation
During VNAV / Managed approaches, once suitable
visual reference is established, crews shall not
descend below the visual glidepath. While VNAV /
Managed guidance may still be used for reference
once the aircraft is below DA / MDA, the primary
means of approach guidance is visual.
Condition
Factors in
Hard Landings
Effects Of Visual Illusions On Landings
Narrow / long runway
Runway or Approach terrain uphill
slope
Heavy rain
Wet Runway
Condition
Factors in
Long
Landings
Factors in
Misalignment
of Runway
Wide or short runway
Runway or Approach terrain downhill
slope
Low intensity lighting
Flying in haze
Rising Terrain Beyond
Condition
Drifting rain, snow or sand
Perception
Being too high
Unintended Action
Boeing ART 2011
Result
Push
Land short / Land hard
Being too high
Push
Land short / Land hard
Being farther away
Being farther away
Late Flare
Late flare
Land short / Land hard
Hard landing
Pull
Land long / overrun
Perception
Unintended Action
Being too low
Result
Being too low
Pull
Land long / overrun
Being farther away
Being farther away
Being Steep
Pull
Pull
Pull
Land long / Overrun
Land long / Overrun
Land long / Overrun
Perception
Aircraft drifting sideways
Unintended Action
Result
Undue drift correction
Off-runway landing
Touchdown Zone Markings (900 meters)
Aiming Point Markings
Long/Deep
Landings
OMA 8.3.0.11.7
LIDO Text ADR
190-200
- The aircraft shall be flown so as to land on the Touchdown Zone markings (TDZ).
- Touchdown should be at 1000ft or 300 meters from the threshold if TDZ markings are not available.
- If touchdown cannot be accomplished within the desired touchdown zone, a go-around should be
considered. OMA 8.3.0.11.7
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Item
5. LIMITATIONS AND POLICIES
Limit / Policy
01 June 2019
STUDY GUIDE
Reference
Loss of
Comms
Signals
Visual Aids
Handbook
LH TEXT
RAR 490
L
A
N
D
I
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G
Emergency
Landings
Hard
Landings
- When an emergency landing or ditching is imminent, the Captain (or his delegate) shall announce:
o at approx 2,000’ AGL “THIS IS THE CAPTAIN, ATTENTION CREW AT STATIONS”.
o at approx 500’ AGL “THIS IS THE CAPTAIN, BRACE, BRACE”.
- The commander initiates the evacuation:
o “THIS IS THE CAPTAIN, EVACUATE, EVACUATE”.
- Whenever a hard landing is suspected, the commander must report it in the aircraft Technical Log as: “Hard
Landing”. In addition, an ASR shall be submitted in accordance with the procedures detailed in Section 11.
- On occasion, engineering may receive an automated downlink from an aircraft, following an apparent hard
landing .The Commander is the only person who determines if the landing was indeed ‘hard’. The “Hard
Landing” entry in the tech log will be the instruction for an engineering inspection to be carried out. Terms
such as “firm” or “bounced” are not acceptable.
- Normal sink rates during touchdown are between 120 to 180 feet per minute. Touchdowns with sink rates of
360 to 420 feet per minute, while less comfortable are often mistakenly called “Hard landings”.
- A “Hard Landing” is defined as a landing with a sink rate of 600 feet per minute or higher,
- After an exceedance report on the COM page. Data on the Landing can be collected from the Maintenance
Panel:
o Select Other Reports
o All Reports
o Current Flight Leg
o Select the required report, DISPLAY, and PRINT if required.
- Data from this page is for information only. This data is only collected 4 times a second and may not give a
full picture of the landing.
OMA 8.3.16.7
OMA 8.3.0.11.8
OMA 11.3.2
Info removed from a
previous Revision of
the OMA
Personal Procedure
Reverse
Thrust and
Crosswind
FCTM 6.38
High Speed
Taxiway
runway exit
speeds
B777 FAQ Rev 06 01
July 2013
A „HST” is a long radius taxiway designed and provided with lighting or marking to define the path of aircraft,
travelling at high speed (up to 60 knots), from the runway centre to a point on the centre of a taxiway. Also
referred to as long radius exit, turn-off taxiway, (also Rapid Exit Taxiway).
Note: It is recommended not to use the tiller above 30kts and caution above 20kts.
- Not permitted to taxi if the parking guidance system requires the aircraft to be aligned and stopped with the
CM2 Taxi
eye position of the left hand seat. In this case CM1 must taxi the aircraft from final turn to the parking stand.
Restrictions
- Not permitted to do a 180° turn.
OMA 8.2.2.5.1
EMIRATES B-777
Item
01 June 2019
STUDY GUIDE
5. LIMITATIONS AND POLICIES
Page 138 of 292
Limit / Policy
Reference
ENGINE OUT TAXI – TWO ENGINE AIRCRAFT
Engine out taxi after landing on a 2 engine aircraft is recommended
for fuel conservation. Prior to shutting down an engine during after
landing consideration should be given to the following:
- APU operation.
- For operational environments such as uphill slope, soft asphalt,
high gross weights, congested ramp areas, specific airfield
restrictions, and wet/slippery ramps and taxiways, single engine
taxi is not recommended.
- If possible, make minimum radius turns in a direction that puts
the operating engine on the outside of the turn.
- Avoid thrust levels in excess of 40% N1. If greater thrust is required
and personnel, equipment or structures are close to the aircraft consider
restarting the second engine
Single
Engine Taxi
After
Landing
P
A
R
K
I
N
G
- Be prepared for a slow acceleration. When taxiing on a single
engine it may take more than twice as long for the aircraft to
accelerate to a comparable taxi speed than when taxing on two
engines. Therefore allow time for airplane response before
increasing thrust.
- When a thrust level of 40% N1 is clearly insufficient to get the
aircraft moving, consider re-starting the second engine. Restarting an engine will typically take less than 30 seconds and
will not count as an engine cycle as long as 40% N1 is not
exceeded.
- Give due consideration to personnel and equipment near the
aircraft that may be affected by the air blast associated with
increased thrust levels.
- Engine cooldown recommendations:
[RR Engines] • Run the engines for at least 1 minute.
• Use a thrust setting no higher than that normally used for all engine taxi operations.
[GE Engines] • Run the engines for at least 3 minutes.
• Use a thrust setting normally used for taxi operations.
- Engine out taxi following an overweight landing is not recommended due to higher thrust settings required.
However, if the aircraft has landed overweight with one engine inoperative it may be safe to taxi to a suitable
parking position, due to consideration of all the factors listed above.
FCOM NP.21.61
OMA 8.3.0.12.1.3
PAPA
AGNIS
Visual
Docking
Guidance
Systems
OMA 8.3.0.12.1
Accurate from Left Seat Only
Accurate from Left Seat Only
Safegate Safe Dock
RLG
Visual Aids
Handbook
LH TEXT
ADR 220 - 360
Parking
Brake
Transit or
turn-around
stops with a
Cabin Crew
change
Signatures
Required
DXB Lost
Items
- Both crew shall visually monitor and confirm that the aircraft does not move after the Parking Brake is set.
- The Parking Brake should normally remain set until released for pushback or by the engineer.
- If there is a requirement to release the Parking Brake whilst parked, then the crew or engineer shall only
release the Parking Brake after they have visually confirmed that adequate chocks are in position. Crew shall
than visually monitor and confirm that the aircraft does not move when tha Parking Brake is released.
The inbound crew must not leave the aircraft until the new crew has physically arrived and a crew to crew
handover has been conducted. Stations that do not allow crew to remain on board for this handover are listed in
the OM-C RAIG.
1. Tech Log
2. Master Flight Plan Signing Procedure…First Name Last Initial / Staff #
Eg. Joe Pilot / 123456
Signature
3. Voyage Report
OMA 8.3.0.12.2
FCI 2016-014
OMA 10.3.7.3
4. Cabin Log
If Passengers leave Items on the aircraft on arrival into Dubai and they are found by the crew, the crew must stay on the aircraft
until the item can be handed over to DNATA. Contact DNATA Found It +971 50 950 9964 for a quick pick up.
Traning
College
EMIRATES B-777
Page 139 of 292
DXB permitted
custom exempted
items
01 June 2019
STUDY GUIDE
- Gifts whose value does not exceed AED 3,000.
- The Number of cigarettes shall not exceed (400) cigarettes, (50) cigars, (500) grams of tobacco (minced
or pressed for pipes), minced or pressed tobacco for smoking, tobacco or mild-tasting tobacco.
Exceeding the above will be dutiable.
- Emirates Crew returning to EGHQ will be charged for all taxes and duty on any alcohol products.
-
C
U
S
T
O
M
S
5. LIMITATIONS AND POLICIES
- The amount of alcoholic beverages and beers shall not exceed 4 liters of alcohol beverages, or 2 cartons of beer
(each consisting of 24 cans, not exceeding 355 ml for each can or its equivalent).
Unofficial Policy is max CDs or DVDs of 10.
Passenger’s Personal belongings are permitted entry and shall be exempted from customs fees.
Still and moving image video cameras with their appropriate tapes, films and accessories.
Cash money, currencies and travellers cheques altogether less than AED 40,000 and the passenger’s
age shall not be less than 18 years old.
DXB permitted
- Radio systems, combined broadcasting apparatus, CD and DVD players with agreeable quantities.
custom exempted
- Agreeable quantities of projectors for displaying slides and films including accessories.
Luggage
- Telescopes.
- Computers including laptops.
- Sports equipment.
- Disabled
- Mobile telephone.
- Baby Strollers.
- Portable typing sets.
wheelchairs and
- Portable TV sets.
- Portable music equipment.
- Portable calculators.
cars
The following conditions shall be in force for the duty exemption for the above:
- Baggage and gifts must be of a personal nature and not in commercial quantities.
- The passenger should not be a frequent traveller with goods on a regular basis, or a member of the respective conveyance
crew.
- Passengers must be above 18 years of age for carrying allowable cigarettes or alcoholic beverages into the country.
- The aforementioned conditions apply to whoever accompanies the passenger.
1. All kinds of Narcotic drugs (Hashish, Cocaine, Heroin, Poppy Seeds, Hallucination Pills etc..).
Medicines containing Codeine
2. Goods intended to be imported from boycotted countries.
3. Goods from Israeli origin or bearing Israeli trademarks or logos.
4. Crude Ivory and Rhinoceros horn.
5. Gambling tools and machineries.
6. Three layers fishing nets.
7. Original engravings, prints, lithographs, sculpture and statues in any material.
DXB Banned
8. Used, reconditioned and inlaid tires.
Items
9. Radiation polluted substances.
10. Printed publications, oil paintings, photographs, pictures, cards, books, magazines stony sculptures
and mannequins which contradict Islamic teachings, decencies, or deliberately implying immorality or
turmoil.
11. Any other goods, the importation of which is prohibited under the authority of U.A.E. customs laws or
any other laws in the country.
12. Forged and duplicate currency
13. Cooked and home-made foods
Passengers (resident and non-resident) can bring into the country a maximum of three month supply of
medicine, for their personal use and an original prescription must be enclosed (stamped and signed by
official embassy of UAE in the country of origin, with details of the patient, description of disease ...etc) of
DXB Medicines
registered medical practitioner. All the medications should be in original packaging and not expired. No
For Personal Use
psychotropic medicines are allowed without prior approval from the Ministry of Health www.moh.gov.ae
even for personal use, in small quantity and/or with prescription. Seizure of such medicines will be
punishable under law.
The following items must be declared by the passenger to the Customs officials on arrival and non
declaration may be treated as smuggling which is an offence punishable by law.
1. Radios, striking appliances, self-defence equipment 1. and sharp edged knives and swords.
2. Domestic pets and skins of endangered animals subject to CITES Convention (hides, ivory & stuffed
animals).
3. Cash money (inclusive of currencies and traveller cheques) above AED 40,000 – USD 10,000 or the
equivalent in other currencies.
DXB Items that
4. Films, Books, Photographs, Visual & Compact Discs even if for personal one.
must be declared
5. Gifts of commercial value exceeding AED 3,000/-.
6. Weapons, ammunition and military equipment.
7. Medicines of all kinds even if for personal use.
8. Fireworks & explosives.
9. Trees, plants and soil
10. Narcotics of all kinds.
The importation of pets or domestic animals like cats and dogs requires import permit from the Ministry of
DXB Pet Rule
Environment and Water in advance and requires an online application to them www.moew.gov.ae
DXB
Customs
handout
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EKIB-8R2
Procedures for resetting Bus Tie
switches on the ground only.
Moving to new BCTM (Boeing
Crew Training Manual)
Use of Rudder on Transport Airplanes.
EKIB-12R1
Continued Flight after tail strike during
takeoff when no EICAS TAIL STRIKE
message is displayed.
EKIB-23
01 June 2019
STUDY GUIDE
EMIRATES INFORMATION BULLETINS
Notes
Item
EKIB-9
5. LIMITATIONS AND POLICIES
Moving to new BCTM (Boeing
Crew Training Manual)
CONFIG GEAR STEERING EICAS
message during takeoff
EKIB-25
Occurrences of Un-powered Right
Transfer Bus during triple channel
autoland bus isolation
EKIB-35R1
Moving to new BCTM
(Boeing Crew Training Manual)
Excessive Ground Returns displayed on
Rockwell Collins Weather Radar
Moving to new BCTM
EKIB-38R1 (Boeing Crew Training Manual)
Non-Fire Related Fire Warnings
EKIB-52
Upset Recovery
EKIB-54R1
Crew procedure for “Course-Reversal”
type approach entries
If the ELEC BUS ISLN L and ELEC BUS ISLN R EICAS messages occur simultaneous during engine
start, pushback or taxi phases of flight, flight crews may reset the Bus Tie Switches without checking for
correlated maintenance messages on the ground only. If at all possible, this procedure should be done
while in contact with engineering/MCC.
Do not cycle the rudder from full scale one side to full scale the other side. It is sufficient to damage the
aircraft.
777-200ER, 777-200LR, 777F, and 777-300ER aircraft should accomplish the checklist if a TAIL STRIKE
EICAS message is shown or if a tail strike is suspected. For the 777-300 the TAIL STRIKE checklist
should be accomplished only if there is a TAIL STRIKE EICAS message.
o Center the Captains steering and wait at least 5 seconds prior to applying greater than 60% N1.
Many EICAS messages will appear.
Above 1500 feet the system can be reset by pushing the APP button twice.
Below 1500 the Autopilot must be disconnected, FD switches cycled, and APP Selected again
A buss Isolation is not likely on the second attempt.
o If excessive ground returns occur in AUTO mode, deselect weather radar on both EFIS control
panels for more than one second. Reselect weather radar, as needed. Excessive ground returns will
be removed within 30 seconds.
o Emirates have experienced a number of non-fire related warnings in both cargo holds and lavatories.
The majority of these warnings occurred directly after cigarette smoke, hair spray, or insecticide
canisters were discharged in close proximity to smoke detectors.
o When confronted with such warning, Captains should consider whether strong evidence suggests
that the warning is spurious and should plan their actions accordingly.
o To provide increased flight crew awareness of the Upset Recovery non-normal maneuver and the
requirement to disconnect automation as the first step.
Operating Information
• On any non-RNAV approach, when a
course-reversal manoeuvre is being
performed for entry onto the Final
Approach Course (FAC) the course
reversal should be flown in TRK SEL.
• Depending upon the clearance received
and when within the FAC intercepts
criteria the LOC or APP or LNAV mode
should be armed to accomplish the FAC
intercept.
• For Non-ILS-Approaches –once
established on the FAC and prior to the
FAF the VNAV PTH mode should be
engaged. Approaching the FAF, be
prepared to initiate the descent with V/S or
FPA if the vertical path is not captured by
automation as expected.
• When manoeuvring in basic lateral mode,
crew should ensure adequate distance is
established on the FAC prior to the FAF.
Remain within the boundary of protected
airspace at all times.
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5. LIMITATIONS AND POLICIES
Page 141 of 292
Item
EKIB-56R1
CPDLC stuck when
connection remains active
after landing
(Block Point V17.1 and V17A)
EKIB-57
FMC changing to descent
mode during departure
EKIB-58R1
Global Positioning System
(GPS) Loss of Signal and
GPS Signal Interference
EKIB-59
Flight Plan Display
Notes
01 June 2019
STUDY GUIDE
EMIRATES INFORMATION BULLETINS
When a manual Datalink System Reset is performed while a CPDLC connection remains active, the system will remain
logged on to the last known ATC center and will not allow a new connection request until AIMS power has been cycled.
This prevents the crew from logging on to a new ATC center after take-off and causes the CPDLC function to be
unusable.
Avoid a manual DATALINK SYSTEM RESET within less than 10 minutes of engine shutdown. Premature reset may
prevent subsequent CPDLC logon.
DCMF RESET causing loss of Datalink capability (BP V17A only)
Boeing has received reports of intermittent loss of Datalink capability or inability to re-establish Datalink connectivity
automatically on airplanes installed with Blockpoint V17A.
To prevent this Datalink loss Boeing recommends the following actions:
• Do not use maintenance function (only) DCMF RESET on COMM / MANAGER 'MASTER' page.
• In the event of a partial or complete loss of datalink (as identified by not being able to either Send or Receive
datalink messages), switching DATA mode from the currently selected radio to the alternate radio (i.e. VHF-Center
to VHF-Right) may restore datalink operation.
• SEE EKIB-56R1 for step by step instructions
A fix for these issues is planned for a future AIMS Blockpoint upgrade.
A manually-entered speed/altitude constraint on the last waypoint of a SID must be re-entered if a runway change using a
SID with the same last waypoint occurs. Once the new departure runway and SID have been selected and discontinuities
are closed, the manually-entered speed/altitude climb constraint may be re-entered.
This Bulletin describes the flight deck effects associated with a loss of GPS signal or GPS signal interference
Explain problems with the flight plan display on routes with large course changes
and short legs.
Regardless of the unusual flight plan depiction, the lateral navigation (LNAV)
guidance provided by the FMF is smooth and will not follow the unusual depiction on
the Navigation Display. In most cases the unusual depictions are eliminated as the
flight progresses through these legs and the aircraft will follow a normal course.
However, if the aircraft ground-speed exceeds the ability of the aircraft to fly the
curved path, the aircraft track will deviate from the displayed route.
EKIB-60
VNAV Descent on approach
without a valid Descent Path
Flight crews should monitor the PFD, ND and CDU indications to ensure the FMC has a valid vertical path.
For cases where the loss of VNAV vertical descent path occurred, entering the last CRZ ALTITUDE on the VNAV CLB
page usually results in the performance predictions showing again. This will also generate a valid VNAV path.
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Item
EAD-69R1
Fuel Flow Blanking with GE-90-100.
EAD-88R4
Uncommanded Turns When LNAV is in use
EAD-90R2
Nuisance Visual and Aural smoke Alarm
Annunciations in Cabin Compartments.
EAD-98
Control Panel (MCP) Altitude Window Changing
Without Pilot Action
EAD-113R1
Uncommanded Autothrottle Movement on the
Ground
EAD-114
B777F - CARGO HEAT BULK EICAS Advisory
Message
EAD-117
VNAV Descent on Approach Without a Valid
Descent Path
EAD-121
Collins Multiscan Weather Radar Display
Anomaly
5. LIMITATIONS AND POLICIES
01 June 2019
STUDY GUIDE
WHITE FCOM BULLETINS (BOEING)
Notes
Nuisance Blanking that only occurs at or near idle during descent.
Improper sequencing may occur when within 1 nm of the active waypoint for small route modifications,
or within 4 nm of the active waypoint for modifications involving a large turn.
The following actions will limit incorrect waypoint sequencing:
• Avoid executing lateral OFFSET when approaching an active waypoint.
• Avoid entry of a vertical or lateral flight planning change when approaching an active waypoint.
• Avoid executing a DIR-TO with ABEAM selected when approaching an active waypoint.
If a premature waypoint sequence in the flight plan is observed prior to Executing the flight plan mod,
the mod can be Erased and the waypoint sequence and associated uncommanded turn will not occur.
Should an uncommanded turn occur when using LNAV, select HDG SEL to follow the flight plan, then
perform a DIRECT TO to the waypoint that had prematurely sequenced. Reengage LNAV as desired.
New Photoelectric smoke detectors have been producing erroneous smoke detections during power
transfers. If a smoke alarm is triggered crew is to follow normal procedures for smoke detection. If no
smoke source is present and the alarm occurred immediately after a power transfer, consider the alarm
a nuisance occurrence. Consult the appropriate information in the Flight Attendant Manual or FCOM to
reset the crew rest smoke detector function, which will also restore aft galley power and crew rest
ventilation.
This condition is corrected by Service Bulletin 777-26-0060. This bulletin will be cancelled when all affected airplanes are
modified with Service Bulletin 777-26-0060.
The following may help minimize the effects and magnitude of uncommanded MCP altitude changes:
o Confirm all altitude changes on the MCP with both crew members.
o Periodically check that the MCP altitude window and indication above the altitude display on the
PFR remain at the desired value.
o Place Altitude increment selector in the AUTO position following use in the 1000s position.
Boeing recommends the pilot flying keeps a hand on the thrust levers as much as possible during
ground operations. This action will allow the pilot to monitor the movement of thrust levers and prevent
thrust from advancing during an uncommanded autothrottle advancement.
If there is uncommanded autothrottle movement, retard the thrust levers and disconnect the
autothrottle.
On takeoff, the autothrottles will advance normally when the TO/GA switches are pushed.
If a CARGO HEAT BULK message is shown on a 777F before dispatch, the appropriate DDG and
maintenance procedures should be followed. If this message occurs after dispatch, the message may
be regarded as nuisance.
In order to avoid the FMC VNAV transitioning to ACT END OF DES mode, do one of the following:
•
Push either TO/GA switch for go-around, or
•
Climb at a rate greater than 600 fpm, or
•
After the MAP is sequenced, enter a cruise altitude on the VNAV CRZ page before selecting
another approach
Over oceanic regions operate the weather radar system in manual mode and adjust gain as required to
evaluate weather returns.
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FUEL POLICY
6. FUEL POLICY
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STUDY GUIDE
EMIRATES B-777
Item
Company Policy
Standby Fuel
Request new OFP
Tank Capacities
Center Tank
Scavenge
Center Tank Fuel
Limitations
Trip Fuel
Contingency
Fuel
DXB inbound
Additional Fuel
Decision Point
Procedure
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6. FUEL POLICY
Page 144 of 292
Limit / Policy
The company policy is to plan fuel requirements on Minimum Total Cost and Maximum Payload
3 tons below flight plan fuel.
If the ZFW changes by 2.0 tons or more the Commander may request a new OFP.
777-300 ...................................................................... 29.100 / 79,300 / 29,100 ..................................................................................... 137,500
777-200LR / 777F, 300ER/ULR ................................ 31,300 / 82,900 / 31,300 ..................................................................................... 145,500
With the main tank pumps on a scavenge system operates automatically to
-777-300 .............................................................. 13,100
transfer any remaining center tank fuel to the main tanks. Fuel transfer begins
-200LR, 777F, -300ER, -300ER/ULR ................ 23,900
when either main tank is less than…
Aircraft post modBB28-0078… Fuel scavenge starts :45 minutes after the
center tank pumps are turned off.
The center tank may contain up to 1360 kilograms of fuel with less than full main tanks provided center tank fuel weight plus actual zero fuel
weight does not exceed the maximum zero fuel weight, and center of gravity limits are observed.
Max Landing Fuel to ensure no fuel left in Center Tank:
300………………………..…….16,000
200LR or 300ER/ULR………...36,000
Stephan Prugner Upgrade Interview Question
Departure Cruise Approach and Landing.
Contingency fuel should be the higher of Provision (a) or Provision (b) below:
Provision (a)
a.
5% of the planned trip fuel or, in the event of inflight re-planning, 5% of the trip fuel for the remainder of the flight, OR
b.
3% of the planned trip fuel provided that an enroute alternate is available, in accordance with Section 8.1.7.2.3.1 below, OR
c.
An amount of fuel sufficient for 20 minutes flying time based upon the planned trip fuel consumption provided that a fuel
consumption monitoring programme for individual aircraft has been established and that valid data determined by means of such
a programme for fuel calculation are used, OR
d.
Statistical Contingency Fuel (STATCON), which ensures an appropriate statistical coverage of the deviation from the planned to
the actual trip fuel.
Provision (b)
An amount to fly for 5 minutes at holding speed 1,500 ft (450 m), above the destination airport in standard conditions.
CO1276/15 COMPANY NOTAM - DXB INBOUND SOP FUEL –
OFP ADDNL FUEL MARKED AS ATC FUEL INDICATES THE SOP FUEL INSERTED BY FLIGHT DISPATCH AS PER INSTRUCTION
AND CONSIDERING FOLLOWING PERIODS:
- PEAK 19:00 - 03:59Z
- OFF-PEAK 04:00 - 18:59Z
EXTRA OR ADDNL MAY BE ADDED FOR ADVERSE WEATHER OR OTHER EVENTS.THIS CO REPLACES CO190/15 DDM/10DEC2015
A Trip can be planned with less than the above contingence fuel if it will have the greater of the following two fuels…
5%
+ Hold
+Additional
+Extra
3%
Reference
OMA 8.1.7.1.1
OMA 8.2.1.1
OMA 8.2.1.1
FCOM 12.20.5
FCOM 12.20.2
FCOM L.10.16
OMA 8.1.7.2.2
OMA 8.1.7.2.3
Company
NOTAM
CO1276/15
+ Hold
+Additional
+Extra
OMA 8.1.7.3.2
Use of Conti.
Fuel
Additional Fuel
Taxi Fuel
Taxi Fuel Burn
APU Fuel Burn
Extra Fuel
Fuel Tankering
Fuel Tankering
Calculations
Contingency fuel can be used any time after the fuel bowser has been disconnected for departure.
-
ETOPS
The forecast weather should be at or above the applicable planning minima at the ETA±1 hour, or is expected to improve to those
minima within a time period for which supplementary fuel is carried.
Based on a statistical database. APU ops for :30, Start and taxi.
RR Engines 1,600 kgs/hour
GE Engines 2,000 kgs/Hour
Ground consumption 240 kgs/hour
In-flight consumption +2.5% for the APU Door being open and 90kg per hour. MEL 49-15-01B
Commander's discretion.
-
Fuel Tankering is planned to MLW less 1% or Performance limited landing weight less 1%.
It is the commander’s discretion to board required fuel, there is no restriction to MLW - 1%.
Fuel Tankering is not recommended if Take-off or Landing runway is contaminated.
How much fuel can we take? MTOW- AZFW = X MLW- AZFW + Trip + Taxi - 1% MLW = Y
Lesser of X or Y =Max Fuel Available.
How much do we require? Return Fuel + APU and Taxi Fuel + Trip Fuel there = Required Fuel for round trip
OMA 8.1.7.2
OMA8.1.7.2.6
OMA 8.1.7.2.1
Rule of
Thumb
FCOM PI.37.9
OMA8.1.7.2.7
OMA 8.1.7.3.3
Common Sense
Cold Soaked Fuel In order to prevent the formation of ice on the upper wing surface, with subsequent potential delays, de-icing costs and impact on anti-icing
holdover times, dispatchers have been instructed to apply the following restriction to fuel tankering.
Tankering and
Upper Wing Ice
If the destination OAT is likely to be less than 20°C at time of arrival, the aircraft shall
not be planned to land with more than the following fuel quantity:
The figure is a planning restriction only and does not apply to aircraft once airborne.
The restriction does not apply if:
a.
Fuel is being carried for operational reasons, such as destination alternate requirements, or lack of fuel availability at destination.
b. The flight is planned with a short flight time (up to 2 hours) or low altitude cruise where fuel is unlikely to become cold soaked.
OMA
8.1.7.3.3.1
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Item
-
-
Reference
Fuel On Board – Arrival Fuel + APU Burn = Calculated Uplift
Uplift x Specific Fuel Gravity = Actual Uplift
Actual Uplift - Calculated Uplift = Uplift Difference Tolerance + 2,000 kgs, - 1,000 kgs
Uplift Difference ÷ Calculated Uplift = % Difference Tolerance ±5%
US Gallons to Liters ........................................... 3.785
- IMP Gallons to Liters ............................................ 4.545
RR Engines
JET A, JET A1, JP-5, JP-8
Fuel Types
Fuelling
Operations with
Pax onboard
01 June 2019
STUDY GUIDE
Limit / Policy
Fuel Uplift Check
Fuel Conversion
6. FUEL POLICY
GE Engines
JET A, JET A1, JP-5, JP-8, TS1
The use of JP-4 and Jet B fuels is prohibited
- Refuelling and defuelling operations are collectively known as fuelling operations.
- Fuelling operations with wide cut gasoline type fuel (JET B, JP4 or equivalent) or when a mixture with these
types of fuel might occur, is prohibited if passengers are boarding, on board or disembarking.
- Fuelling operations with Kerosene (JET A, JET A1 JP8, TS1, RT, TH or equivalent as approved by the AFM), is
permitted when passengers are embarking, on board, or disembarking, in accordance with the following
procedures:
a. At least two passenger cabin doors on the main deck shall be designated and made available for a possible evacuation. If not
specified differently by the Captain these doors shall be (M)L1 and (M)L2.
b. At least one passenger cabin door on the upper deck (A380 only) shall be designated and made available for a possible evacuation.
If not specified differently by the Captain this door shall be UL1.
c. The designated doors shall be selected by the flight crew in liaison with the cabin crew.
1.
2.
3.
4.
5.
The Flight Crew shall:
There is no guidance given in the FCOM, some information is given in the OMA. Before trying this procedure, I suggest
contacting the SMNC and FCDM for guidance.
- At intervals not exceeding 1:00.
Scheduled Time
of Arrival
Adherence
On Time Perfomance Target
1) STD…. ±:03 minutes
2) STA…. STA to STA -:10 minutes
In case of a conflict and where tactical speed intervention cannot achieve the required result, or with any request to deviate
from the above policy, flight crew shall coordinate with EK NCCEK OPS/NCC is monitoring ETA adherence for parking
stand constraints and connectivity.
When flight is ready to depart ahead of STD-/+3 target and the planned estimated time of arrival (ETA) is also ahead of
STA -10 target the approval to depart earlier shall be requested from VPNC
Isolated Aerodrome Procedure
Emirates does not normally plan flights using the Isolated Aerodrome Procedure. If due to circumstances, the
destination aerodrome is located such that no destination alternate can reasonably be nominated, DSVP-FO or his
designee can authorize the application for specific flights only.
The following procedure applies:
1. Fuel on departure shall include:
i. Taxi Fuel;
ii. Trip Fuel from the departure aerodrome to the destination aerodrome;
iii. Contingency Fuel calculated in accordance with sub-paragraph
iv. Additional Fuel if required, but not less than fuel to fly for two hours at normal cruise consumption after
arriving overhead the destination aerodrome, including final reserve fuel
v. Extra Fuel if required by the commander.
2. Flight dispatch will depict a point of safe return (PSR) to an enroute alternate beyond which the flight shall not
proceed towards the destination unless the conditions outlined in 8.3.7.2 (In-flight fuel management) are met. An
In-flight recalculation within two hours before reaching the PSR shall be performed by flight dispatch and relayed
to the flight crew.
- Missed approach, Climb, Cruise (Cost Index 0), Descent, Approach, and Landing.
- The distance to the alternate airfield will be determined by planning for the most probable route but will never be less
than 60 track miles.
- If Destination weather is forecast below landing minima ±1 hour, 2 alternates are required. (Fuel for the furthest
alternate is required)
:30 holding fuel at 1500 AAL
Alternate Fuel
Final Res. Fuel
Fuel at
Touchdown
Not less than:
Polar Operations
-
AFM
OMA 8.2.1.5
OMA 8.2.1.10
OMA 8.2.1.1
OME 3.6
ACI 2014-022
Establish communication with the Ground Engineer by a means that remains available during fuelling operations.
Inform cabin crew of the completion of fuelling operations by illuminating the Fasten Seat Belt sign.
Listen for a possible fire, or spillage warning from the Ground Engineer or cabin crew.
Be prepared to initiate passenger evacuation, if necessary.
If the presence of fuel vapour is detected or reported inside the aircraft or any other hazard arises, fuelling operations shall be
stopped immediately.
Refuelling with 1
Engine Running
Fuel checks
Isolated
Aerodrome
Procedure
OMA 8.2.1.8
Destination .............................................................................. Alternate fuel + Final reserve fuel
Commitment to destination ...............................................................................Final reserve fuel
Alternate...........................................................................................................Final reserve fuel
For Polar operations with JET A, Flight Dispatch will determine whether a fuel freeze analysis should be requested to
take advantage of a potential lower fuel freeze point. Flight Dispatch will notify the fuel vendor sufficient in advance to
perform a fuel freeze analysis.
If a Fuel Freeze analysis is required Dispatch will provide the actual fuel freeze point at the beginning of the Dispatch
Briefing Info before any block with ETOPS information. Dispatch will also send a datalink message to the flight crew.
Flight crew will enter the MIN FUEL TEMP on the CDU PERF INIT page, a temperature 3°C warmer than the actual
fuel freeze point.
OMA 8.2.1.6
OMA 8.3.7.1
OMA 8.3.0.0.7
FCI 2017-043
OMA 8.1.7.3.1
FCI 2016-009
OMA 8.1.7.2.4
OMA 8.1.4.4.2.1
OMA 8.1.7.2.5
OMA 8.3.7.3
FCOM SP.23
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Item
In-Flight Fuel
Management
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STUDY GUIDE
6. FUEL POLICY
Limit / Policy
Flights to Chinese airports must not commit to destination. Company NOTAM CO343/16 .
◊ If, as a result of an in-flight fuel check, the expected fuel remaining on arrival at the destination is less than the required alternate fuel plus
final reserve fuel, the Commander must take into account the traffic and the operational conditions prevailing at the destination airport,
along the diversion route to an alternate airport and at the destination alternate airport, when deciding whether to proceed to the destination
airport or to divert, so as to land with not less than final reserve fuel. The commander shall declare an emergency when the actual usable
fuel on board is less than final reserve fuel.
◊ In line with above policy it is permissible to continue the flight towards destination (commitment to destination) when an en-route fuel check
shows that there will be less than Alternate + Final RSV fuel remaining at destination as long as following conditions are met:
a) If maximum delay (if any) known or an EAT (Expected Approach Time) at destination is received from ATC, the flight may continue
to destination or to hold, regardless of the number of runways as long as landing at destination is assured and it is possible to reach
the destination with at least final reserve fuel remaining at touchdown.
b) If maximum delay not known and EAT at destination not received, the flight may still continue towards destination if it is possible to
reach at least two airports at which landing is assured with at least final reserve fuel remaining at touchdown. Two separate and
independent runways at a single airport within a flying time of two hours may be considered to be equivalent to two airports,
provided that account is taken of fuel burn due any likely ATC delay.
◊ A landing is “assured” if, in the judgment of the Commander, it could be completed in the event of any forecast deterioration in the weather
and plausible single failures of ground or airborne facilities. Forecasts should be used to assess the probability of landing success when
more than two hours from the relevant airport. Within two hours, actual weather reports and trend information may be used.
Landing can be assured if weather is sufficient to do the next worst approach… e.g. If Precision approaches are in use, there
must be sufficient weather to do a NPA
◊ On a flight using the Decision Point Procedure, in order to proceed to the destination airport, the Commander must ensure that the usable
fuel remaining at the decision point is at least the total of:
a)
Trip fuel from the decision point to the destination airport; and
b)
Destination alternate fuel, if a destination alternate airport is required; and
c)
Final reserve fuel
Notwithstanding, if at the Decision Point, the “commitment to destination” requirements are met, it is permissible to continue the flight
towards destination.
Reference
OMA 8.3.7.2
FCI 2014-032
OMA 8.3.7.2.1
Simplified Requirements to Commit to Destination
Maximum delay known or an EAT at destination is received
from ATC
- Landing Assured.
- Land with Final Reserve Fuel.
If maximum delay not known or an EAT at destination is not
received from ATC
- Landing Assured.
- Reach 2 airports with at least Final Reserve Fuel.
or
-
Landing Assured
Two separate and independent runways at a single
airport within a flying time of 2:00 hours may be
considered to be equivalent to 2 airports, provided that
account is taken of fuel burn due any likely ATC delay
- Land with Final Reserve Fuel.
Low Fuel State
- The Pilot In Command shall request delay information from ATC when unanticipated circumstances may result in
Communications
landing at the destination aerodrome with less than the final reserve fuel plus any fuel required to proceed to an
alternate aerodrome or the fuel required to operate to an isolated aerodrome.
- The Pilot-in-Command shall advise ATC of a minimum fuel state by declaring “MINIMUM FUEL” when, having
committed to land at a specific aerodrome, the pilot calculates that any change to the existing clearance to that
aerodrome may result in landing with less than the planned final reserve fuel.
- A “MINIMUM FUEL” call to ATC does not imply that an aircraft is in an emergency, therefore, ATC are not required
to give priority to pilots who declare “MINIMUM FUEL”. ATC will, however, advise the flight crew of any additional
expected delays as well as coordinate when transferring control of the aeroplane to ensure other ATC units are
aware of the flight’s fuel state.
- ATC procedures at some locations require controllers to ask the pilot to confirm whether or not they wish to declare
an emergency. The intent is to allow ATC to manage the flight and not to persuade such a declaration which
remains entirely at crew discretion.
- The Pilot-in-Command shall declare a situation of fuel emergency by broadcasting “MAYDAY, MAYDAY, MAYDAY,
FUEL”, when the calculated usable fuel predicted to be available upon landing at the nearest aerodrome where a safe
landing can be made is less than the planned final reserve fuel.
A Low Fuel advisory message, generated by an automated aircraft monitoring system, is a manufacturer’s certification
requirement. It is not designed to establish a different/second level of minimum fuel required for landing since it covers only
the technical and procedural aspects of a specific amount of available fuel
OMA 8.3.7.4
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Item
Fuel Jettison
6. FUEL POLICY
01 June 2019
STUDY GUIDE
Limit / Policy
Reference
Thanks to
Mike LeBlanc
for the great photo
-
-
-
In Absence of an Emergency, prior Flight Ops Management permission is required before fuel jettison can be
considered.
Ensure adequate weather minimums exist at airport of intended landing.
Fuel jettison above 4,000 feet AGL ensures complete fuel evaporation.
Downwind drift of fuel may exceed 1 nm per 1,000 feet of drop.
Avoid jettisoning fuel in a holding pattern with other aircraft below.
Jettison Rates:
- Center Tank Fuel 2,500 kgs/min.
- No Center Tank Fuel 1,400 kgs/min.
- Note the time to jettison the fuel synoptic page.
- Jettison Time Rule of Thumb 2/3 of Jettison Fuel = time in minutes
At least 10.4 tons will remain in main tanks after jettison is complete due to stand pipes in the tanks, on newer
aircraft this has been modified and at least 7.6 tons will remain in main tanks after jettison is complete due to
stand pipes in the tanks
Use the Unannunciated Checklist "Fuel Jettison".
OMDB Fuel Jettison: Controllers Recommendation
• Over the Sea if possible, or above 6,000 QNH
• If above is not possible fuel may be jettisoned above 4,000 QNH… To jettison below this level the situation
must be unavoidable.
• A vertical separation of at least 1000’between aircraft should be maintained above the jettisoning aircraft. If
operationally unavoidable aircraft may cross below the jettisoning aircraft if 3000’seperation is provided.
It is OK to run the FUEL IMBALANCE checklist at the same time as the FUEL JETTISON checklist. The 2
systems are independent of each other.
OMA 8.3.0.11.2.1
FCTM 1.8.19
FCOM 12.20.8
Rule of Thumb
OMC RAIG
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7. SOP GUIDE
Preflight Checks
CO638/12 COMPANY NOTAM
3RD CF-19 LAPTOP ADDED TO BE USED AS
A BACKUP OR ON BOARD SPARE
DOCUMENTS FILE OMA 8.1.12.1
a. Certification of Registration;
b. Certificate of Airworthiness No Date , and Airworthiness Review Certificate Check Date CO559/12 Company NOTAM
c. Noise Certificate (a copy is acceptable);
d. Air Operator Certificate (true and certified copy);
e. Operations Specification relevant to the aeroplane type and issued in conjunction with the AOC certificate (copy);
f. Aeroplane Radio Station Licence. Check Date
g. Third Party Liability Insurance Certificates ( a copy is acceptable). Check Date
Note: In the case of loss or theft of these documents, the operation is permitted to continue until the flight reaches the base or
a place where a replacement document can be provided.
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7. SOP GUIDE
Walk Around Component Locator Guide.
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CM1
Minimum Requirements for Preflight Planning
CM2
OM A 1.5.3.x The Commander shall physically check the Licence, Medical Certificate, Certificate of Test and Passport of all Operating Flight Crew members and verify that all the details are correct.
OM A 1.6.3.3.j The FO shall Cross check the Commanders Flight Crew Licence, Medical Certificate, Certificate of Test and Passport and verify that all the details are correct.
- OM A 8.1.15 OFP - NOTAMs and Weather Departure, Destination, Alternates - Enroute NOTAMs and Weather for first hour of flight - Relevant FCI’s
- Delegation of Command.
Cabin Crew Briefing OMA 8.1.15.1
- The Purser should provide details of special passengers.
- Introduction of Pilots.
- Policy to enter the flight deck.
- Ensure all crew members are in possession of valid personal documents.
- Security Procedures.
- Details of the flight.
- Any other items particular to the flight.
- Augmented Flights: Rest Periods-Meal Arrangements-Use of Rest Facilities.
-
Preliminary Preflight Procedure CM1 or CM2
Check Power Established Use 2 power sources FCOM L.10.14
Check Air-conditioning Panel FCOM S.P.2.1
Ensure ADIRU OFF :30 sec, then ON
Check lighting set for walk around
Check EICAS Messages, ENGINE, and STATUS pages
•
•
•
•
•
• Overhead Panel / CBs
• Nav Charts
• Aircraft Documents
• Camera
• Park Brake set if required to check brake wear indicators.
EFB CLASS I and II Initialize Setup (CM1 or CM2)
Power switch or LDS-EFB switch ................................................................... ON
APU Oil Quantity can be checked without starting the APU by selecting the APU switch to ON and
waiting 10 seconds.
• Check DOORS page.
• Oxygen Test and Set (Hold the Reset/Test switch down for 5 seconds, verify the oxygen
pressure does not decrease more than 50 psig)
• COM / MASTER / MANAGER /SYSTEM INFORMATION
Boot up sequence may require 90 seconds for completion
Aircraft Registry Number .........................................................................Select
LIDO eRM ................................................................................................Select
LIDO eRM database .................................................................... Select/Verify
EAD 111R1 (Verify correct Tail Number, Airline EK, VER 41, ADM 554145))
EKIB-56R1 Avoid a manual DATALINK SYSTEM RESET within less than 10 minutes of engine
shutdown. Premature reset may prevent subsequent CPDLC logon
EFB CLASS III Initialize Setup (CM1 or CM2)
MENU key .................................................................................................. PUSH
Select IDENT PAGE .......................................... Confirm aircraft tail number
INITIALIZE FLIGHT button ......................................................................Select
FAULT, MEMO, MSG items .................................................... Check/Clear all
DATALINK RESET / Company Info Pages 1-3 update…
• IDENT page / Position Ent / Route Request / ATIS Request
The Database expires at 0900Z on the last day of the range. FCOM 11.40.8
(wait :10 minutes after registering IN time before making a ROUTE REQUEST) FCOM SP.5.4
• Start EFB / Check Camera… Check for 5 Gear Pins…Flight Deck Door Key
• Emergency Equip.
Aircraft Documents
- Clear for Boarding if Tech Log OK.
- Remind the Purser that you are refuelling with passengers on board.
Laptop Check (For EFB Class II Initialize setup see above)
Walk Around (If checking brakes ensure park brake set) FCOM NP.21.4
CM1 Pre-flight Procedure
1 FCOM NP.21.24 - 2 - 3
• Adjust seat and organize documents
Flow
FCOM NP.11.5 1 - 2 – 3 – 4 – 5 - 6 FCOM NP.21.10
At Step 3 a Fire/Overheat test is required only for the first flight of the day
FCOM NP.21.17 Alternate Procedure FCOM SP.11.8
FMC Initialize
• Ident
• POS – Check UTC time
• ROUTE
Carefully verify that the correct call sign is displayed on the FMC. If necessary manually
insert the call sign and make a note on the Voyage Report to record and correct the event.
• PERF (Default C of G) all 777 aircraft-30%
FMC Check
•
•
•
•
•
Ident
POS – Check UTC time
Route
Perf – Enter Step Size
Thrust limit
T/O page 2 (Noise abattement restrictions)
•
Legs
Departure…{Check against PLAN mode}
Wind (Check the uplink of CRZ/FL temperature is correct)
Nav Rad
Prog (Check ground distance)
6 Electrical Lights
Route 2 Copy
8 Hydraulic Lights
Fix
3 Fuel Pump Lights
Seatbelts On
•
•
•
•
See LH SID chart or RNP 1.0
• LEGS -
( Enter Wind in to check crosswind component)
•
Resting Page PERF INIT
Check FO Setup
Seat and Rudder Adjust
2 Bleed Air Lights
RTO Brakes
6 EICAS (may vary)
5 EICAS Com Messages.
S A D P A
APU Running
Doors Manual
Park Brake On
Autobrake RTO
WARNING: If the rudder pedal adjust crank is not stowed after use the rudder pedals may move
out of the desired position.
Laptop or EFB Set - Calculate RTOW
Final Pre-flight Procedure
Advise the Fueler OMA 8.2.1.1.e
-
-
FCOM Revision 48
• DEP/ARR
• RTE (POS page 2 check RNP) (Verify or enter correct RNP (FCOM SP 20)
Check Departure (Use Plan Mode on ND)
Load winds or insert the average wind Check the uplink of CRZ/FL
temperature is correct) - Load descent winds
• NAV RAD
• PROG (Check ground distance)
• Route 2 Copy
• FMC COM (Check for incomplete entries)
• FIX (Optional insert MSA restrictions and EOP waypoints)
• Resting Page RTE page 2
7 EFB initialize flight and clear FAULT, MEMO, MSG items
EFB CLASS II Reset procedure ( Ground or Flight) OFP Crew Alert THIS PROCEDURE IS TO BE
APPLIED ON ANY KIND OF EFB CLASS II FAILURE AND SHOULD BE DONE BY FLIGHT CREW
BEFOR CONTACTING ENGINEERING:
- LDS-EFB SWITCHES (ON FORWARD PANELS) .... OFF
- LDS – LAPTOP POWER SWITCH…SLIDE AND HOLD FOR APPROXIMATELY 10 SECONDS
--- WAIT 1 MINUTE --- EFB SYSTEM POWER SWITCH…………………………ON
………..Checklist Reset……Datalink Initialize
Seat and Rudder Adjusted
WARNING: If the rudder pedal adjust crank is not stowed after use the rudder pedals may move
out of the desired position.
Laptop or EFB Set - Get ATIS Calculate RTOW
After receiving FZFW (DXB EDT-50, Outstations EDT-25), calculate required Fuel
Advise Load Control of the Final Fuel via Datalink
CM2 Airfield information obtain.
- RTOW - both determine… If The RTOW is less than the structural MTOW it must be communicated to Load Control.
- Include RTOW, if different from MTOW, when providing final fuel figures to Load Control.
- Agree on input parameters with other pilot. Cross check the Runway Information against valid LIDO chart. Enter/verify applicable modifications as promulgated by NOTAM/ Co-NOTAM. Independently
calculate the RTOW (based on Max RWY length and Full C of G).
- Compare the OPT RTOW with the OFP ETOW. If required consider improved RTOW (Alternate C of G, APU to PACK, Packs Off, Take-off Bump)
ATOW independently calculate and crosscheck.
- Independently enter the data into the OPT to compute the performance data.
(777F) If the message ‘Input weight appears to be too low’ is generated on OPT, refer to ‘Performance Dispatch’ section (PD.40.1) for low takeoff weight calculation procedure.
(777F) For lateral imbalance check, refer to ‘Route & Aerodrome Information Guide, Performance Appendix’ section.
For detailed instructions on OPT calculations see 777 OPT User Manual
- Take-off Performance Crosscheck
- Runway Info ...................................................... CM2 Call ............................. CM1 Crosscheck
- Input Parameters .............................................. CM2 Call ............................. CM1 Crosscheck
- Computed Performance details ........................ CM2 Call ............................. CM1 Crosscheck
- Enter the independently calculated performance data onto the respective OFP
-
If only one Laptop/EFB is available, the crew member with the functioning Laptop/EFB will accomplish the initial calculation and enter the performance data on his/her OFP. The crewmember without the
functioning Laptop/EFB will then exit the OPT application and recalculate the performance data.
CM1 and CM2 Confirm that fuel is acceptable….check 3x Upper EICAS, Fuel Page, Prog 2
Fuelling Complete............................................................................................................................................................................................................................ Seat Belt Sign On
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Briefings Examples of Briefings
OMA 8.3.0.1.3
CM1
CM2
CM1
REJECT BRIEFING
EMERGENCY BRIEFING
NORMAL BRIEFING
Both pilots conduct a diligent self brief and Check FMS
“Are You Ready for a Briefing”
CM2
(If ACARS acceptance not possible the Captains Signature and Staff Number are required on all Load sheets) OMA 8.1.8.5e
FCOM NP.21.33
PERF INIT
ZFW enter
Fuel Quantities check CDU / EICAS / OFP
Gross Weight Call compare CDU with OPT
THRUST REF
Assumed Temp and verify TO Thrust
Climb Thrust ...............................ENTER or SELECT
For all engines verify Automatic selection or select Climb
if required for performance.
T/0 PAGE 1
Chart - Select RTE Page read RWY / SID / TRANSITION
Terrain
Weather
Operational
Complete Checklist – Display Doors on MFD
Final Load Data Receive – Loadsheet Verification Procedure FCOM NP. Appendix 1 Standard Calls
Commander Acceptance by ACARS OMA 8.1.8.5e
777F check lateral imbalance and revised MTOW and MLW limitations
CM1 must verify all data provided by CM2 with his OFP prior to any FMC entry.
T/0 PAGE 2
C
T
W
O
CM1
Preflight Checklist
CDU Set
On Subsequent flights on the same day with the same crew it may be
abbreviated with the comment “Standard Reject Briefing, V1 __kts”
• If a malfunction occurs after V1, we will continue the take-off.
• No actions other than raising the gear, application of TO/GA thrust if required, and silencing any aural warnings will be completed
until the aircraft is safely established in the climb above 400 feet AGL.
• Memory actions will be called for once the Flight Path and Navigation are stabilized.
• We will accelerate at ____ feet, retract flaps, and after retraction to ___ call for the appropriate checklist.
Additional requirements from OMA 8.3.0.1.2 Requirements
• Initial flight path including Engine Out Procedure, including appropriate speeds to provide obstacle clearance.
• Type of approach for immediate return or intentions if return to landing unavailable due to weather at departure airfield.
• Overweight Landing considerations
o Our Take-off Weight is ____, and our MLW is ____. Our options are:
• FUEL JETTISON ____ minutes. 2/3 Fuel To Jettison = Time to Jettison
• OVERWEIGHT LANDING checklist.
OMA 8.3.0.1.3.1
PF
(This text was removed from FCOM NP.50.1)
• This will be a LEFT/RIGHT seat take-off. If any malfunction occurs before V1 I will call STOP or GO.
• If the call is STOP, I will immediately and simultaneously close the thrust levers, disconnect the autothrottles, apply maximum manual
braking (or observe operation or RTO autobrakes), and apply maximum reverse thrust.
• Once the aircraft has stopped on the runway I will set the parking brake, PA “THIS IS THE CAPTAIN, ATTENTION CREW AT
STATIONS”, together we will assess the problem and I will call for the appropriate MEMORY ITEMS or CHECKLIST.
• I will verify thrust levers are closed, autothrottles are disengaged, and maximum braking.
• Call “AUTOBRAKES” if displayed on the EICAS, verify speedbrake lever up and call “SPEEDBRAKE UP”, or “NO
SPEEDBRAKE” as appropriate.
• I will verify reverse thrust applied call “REVERSERS NORMAL / NO REVERSER L/R / NO REVERSERS”, call “60 KNOTS”.
• Then inform ATC and carry out any required actions.
• If an evacuation is required I will call “EVACUATION CHECKLIST”.
• If no evacuation is required I will check the DOORS page to ensure no doors are open, Use the CAMERA page to assess the
aircraft. If appropriate PA “THIS IS THE CAPTAIN, CABIN CREW REVERT TO NORMAL OPERATIONS”. Request ATC
Clearance and taxi clear of the runway. After Clearing the Runway check the GEAR page for brake temperatures and tire pressures.
OMA 8.3.0.1.2
PF
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STUDY GUIDE
7. SOP GUIDE
T/O page 2, enter or Verify the
EO Accel Height
Accel Height (at or above EO Accel Height)
Thrust Reduction Height (at or above EO Accel Height)
Enter correct Flap setting
Enter correct C of G (from load sheet)
Enter the Takeoff speeds TO Speeds
Full allowable stabilizer nose down/nose up green band is only displayed when gross
weight, take-off thrust (Assumed Temperature), CG information and V1 speed have been
entered. FCOM.21.34
APP REF
Call Flap 30 VREF and confirm with the OPT ±1 knot
VNAV
CRZ ALT confirm, SPD RESTR enter as required
Resting page T/0 PAGE 1
Set MCP set V2, Select
LNAV VNAV as required and confirm on PFD
Set Initial Heading & Initial Altitude
Laptop Computer Stowed, Flight deck windows closed and
locked, CM1 should advise PUR to arm the doors.
INIT REF
Captains PA
Monitor Actions
Compare the called Gross Weight and ATOW (from OPT) allowing
for taxi fuel
Call OPT Assumed Temp / TOGA as appropriate(from OPT)
Call EO Accel Height (from OPT)
Call out the Takeoff Flap (from OPT)
Call the Takeoff Speeds (from OPT)
Compare Flap 30 VREF (from OPT)
Resting page RTE Page 2
Laptop Computer Stowed, Exterior Doors verify closed
FLT Deck Access Switch to Norm, Flight deck windows closed and
locked
ATC Clearance (Confirm CDU Dep. Proc., set MCP ALT & Transponder).
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CM1
After Cabin Secure received
CM2
- Once all doors and windows are closed and the surrounding the
aircraft is confirmed clear from all equipment, the Commander
should advise the Purser to arm the slides as per the FCOM.
Transfer Power to APU
Call Ground Engineer
“Confirm: Ground checks complete,
All doors and hatches closed,
B-777 tow bar connected,
and clear to pressurize hydraulics.
Note: All the before start actions commencing with the hydraulic system
pressurization upto the BEFORE START checklist until BEACON
light, may be accomplished prior to all the aircraft doors being closed,
provided clearance has been obtained from ground personnel.
Before Start Procedure
When the crew anticipates that the last remaining doors will be closed within the next few minutes, all the before start items commencing with the
hydraulic system pressurisation up to the BEFORE START checklist, but not including BEACON light, may be accomplished prior to all the aircraft
doors being closed provided clearance has been obtained from ground personnel. Doing so may improve our on-time performance and reduce the
time that an aircraft pushing-back may prevent other nearby traffic from moving. FCOM NP.21.36
Hydraulic Panel Pressurize right system first to prevent fluid transfer.
Fuel Panel Main pumps on, if FUEL IN CENTER EICAS displayed Center Tanks On.
“Recall” Call out the displayed messages ENGINE SHUTDOWN TCAS OFF
Call “Cancel EICAS”
Set the Trim
EFB Video Select as installed
Flight deck door closed and locked
If Starting before pushback or off gate and no pushback is
required “Cabin Crew Arm Doors”
BEFORE START CHECKLIST
“Clear to Pushback, Facing ____”.
“Pushback Facing ____, Release Brakes.”
“Parking Brake Released, Off Blocks At ____”
Cancel EICAS
Checklist Display BEFORE START
Flight Deck Door Closed and locked
Radios Set
Data on Central Radio
121.5 on Right
Transponder TA/RA
Complete the Checklist till the BEACON light switch
Pushback and Engine Start………………....………..Obtain Clearance
BEACON light switch ……………………………………………………ON
“BEFORE START CHECKLIST COMPLETE”
Engine Display Push
Start Clock
Start Procedure
Announce Start Sequence GE engines must be started individually
Call “START__ENGINE(S)”
GE engines are not allowed dual engine starts
When starting during a turning pushback Start the inboard engine
to reduce the resistance to the pushback tug.
Position Fuel Control Selectors to Run
Observe Oil Press increase by initial EGT rise
If not do the ABORTED ENGINE START checklist FCOM NP.21.38
Position Start Selector(s) to START
Observe Oil Press increase by initial EGT rise.
Before Taxi Procedure to be completed when red EGT Limits disappear.
APU Selector Off
Observe Gen OFF light not illuminated. EAD-71R1
Engine Anti-Ice as required
“Recall” Read off remaining EIAS messages
Verify that only expected alert messages are shown.
“Checked” (Ensure Cabin Doors are ARMED)
Ground Engineer Dismiss “2 Good Starts”
“Clear to Disconnect, Hand Signals on the Left/Right”
Verify ground equipment is clear
Verify the ground engineer has the steering pin and is giving the
thumbs up signal… Acknowledge with a return “Thumbs-up” Call
“Flaps __”
Flight Controls Check
Call for “BEFORE TAXI CHECKLIST”
PF
Update the taxi briefing as required
Display Checklist
Ground Equipment Clear
Verify the ground engineer has the steering pin and is giving the
thumbs up signal… Acknowledge with a return “Thumbs-up”
Position Flap Lever
“BEFORE TAXI CHECKLIST COMPLETE”
PM
Obtain the Taxi Clearance
Update the taxi briefing as required
Taxi and turnoff lights ................................................................. ON
BEFORE TAKEOFF CHECKLIST .................................... DISPLAY
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PF
PM
Before Takeoff Procedure May be done by CM1 or CM2
Ensure engine warm up requirements are met FCOM NP.21.41
- GE Engines – Engine Oil Temp above the bottom of the temperature scale, run the engines for at least :03 minutes
- RR Engines – The engine Oil Temperature must be above the lower amber band before takeoff.
- If engines shut down more than 1:30, run the engines for at least :05 minutes
- If the engines have been shut down for less than 1:30, run the engines for at least :03 minutes
Obtain Taxi Clearance
Brief Taxi Clearance
Turn on Taxi light and Turn Off lights On
Display Checklist (BEFORE TAKEOFF)
Clear Left
Clear Right
Release parking brake
Takeoff Review
Call “TAKEOFF REVIEW”
CDU Flap __ Required, Flap __ Selected, Flap __ Indicated EICAS
Update the take-off briefing if required
ND RWY __
PFD V2 ___
TOGA, TOGA
LNAV, VNAV Armed
5,000
249 Track
FMS SOBRA 1G,
Stab Trim Set (PM) LEGS or (PF) T/O page 1 or CLIMB
Transponder 1326
TAKEOFF REVIEW COMPLETE
When Takeoff Review Is Complete And Cabin Ready Received
Wx or TERR ON
Call for “BEFORE TAKEOFF CHECKLIST”
WX or TERR ON
Complete Before Takeoff Checklist
“FLAPS”
“................................ ___º”
“TAKEOFF REVIEW”
“....................... Complete”
“CABIN READY”
“........................Received”
“CHECKLIST COMPLETE”
“BEFORE TAKEOFF CHECKLIST COMPLETE”
Takeoff Procedure.
When Cleared to Lineup on runway
Release Brakes
Confirm Correct Rwy
Align A/C on Rwy MLG Steering centered for 5 seconds before takeoff.
EKIB23
B777 and A330/340 pilots are to consider offsetting from the centreline just sufficiently
to displace both nosewheels to the right or left of the centreline lights OMA 8.3.0.4.4
Verify Runway heading with ND ± 10°.
CM1 Starts Clock 1.05 EPR or 55 % N1
“TAKEOFF” push TOGA switch
“THRUST REF” • TO/GA roll command maintains runway track.
“CHECK”
“HOLD”
Verify Runway heading with ND± 10°.
Cleared for Takeoff
• TO/GA pitch command starts at a parked position of 8° and as
the aircraft accelerates it commands V2+15 (If the target speed
is exceeded for more than 5 seconds it will adjust to the new
speed, not to exceed V2+25)
• Rotation rates vary from 2° to 2.5° per second with rates being lowest on
longer airplanes. Liftoff attitude is achieved in approximately 4 seconds.
“GEAR UP”
• At 50 feet AGL LNAV engages.
“LNAV”
“AP ON” After 200 AGL
“THR REF, VNAV SPEED”
Call all FMA changes and engage A/P only after 200’ AAL
At Acceleration height start Flap retraction “FLAPS ___”
Verify climb thrust set
Call “AFTER TAKEOFF CHECKLIST”
Landing and Strobe Lights On
PA “CABIN CREW PREPARE FOR T/O”
Confirm Correct Runway
“CHECK”
Set Thrust prior to 80 kts
“THRUST SET”
“80 KNOTS”
V1 Auto Callout
“ROTATE”
“POSITIVE CLIMB”
“400”
• At 400 feet AGL VNAV engages. The speed window closes
and the speed bug moves the VNAV commanded speed.
Verify VNAV engaged
Position Flaps as commanded
When flaps selected UP - Checklist Display Push
When flaps retraction is complete – Set the Engine A/I AUTO
“AFTER TAKEOFF CHECKLIST COMPLETE”
B777 CHANGE TO PACKS OFF TAKEOFF PROCEDURE FCOM SP 2
For PACKS OFF takeoff (777 FCOM SP.2), position both PACK switches to AUTO after ENG THR is reduced from T/O to CLB and before
reaching 3000ft AAL.
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PM
Climb/Cruise Procedure.
The Cabin Crew should not be released until aircraft flaps have been fully retracted, the aircraft
is above 5000 feet and the Commander considers any likely turbulence to be light or none.
10,000’ or FL100
If airport elevation above 1,000 ASL use 10,000 AAL
Seat Belt Selector as required.
At the Captain’s discretion on flights of less than 2 hours duration the Cabin Crew may
be released for their in-flight duties, including removal of carts from galley stowages, by
cycling of the seatbelt sign (ON/AUTO – OFF – ON/AUTO) to create a low tone on the
PA.
On flights more than 2 hours duration Cabin Crew will be released by extinguishing the
seat belt sign, or an interphone call to the Purser, or a PA stating "Cabin Crew cleared
for duties” may be made.
All Landing Lights Off
Maintain at least 15 knots above minimum manoeuvre speed when
climbing through FL200 to prevent the EICAS caution message
AIRSPEED LOW from occurring.
Set the Altimeter
“Check”
At 20,200 the buffet protection can change from VREF+80 to 1.3g maneuver capability and may
cause the AIRSPEED LOW EICAS message if you are flying near the min maneuvering speed
Climb/Cruise Procedure continued
Climbing to a Flight Level AND Approaching Transition Altitude
“TRANSITION, ALTIMETERS RESET STANDARD”
When FUEL IN CENTER EICAS message shows, set both CENTER
FUEL PUMPS to ON.
When the FUEL LOW CENTER message shows, set both CENTER
FUEL PUMP switches to OFF.
Top Of Climb Procedure
-
Set RADAR for Cruise
Discuss Engine-Out drift down capability.
Discuss Depressurization Strategy.
Nominate Diversion Airports and check weather.
Check the ENGINE and STATUS pages followed by a look at all
other system pages.
- Complete Flight times on the CFP
- Complete a check of remaining Weather and NOTAMS.
Descent Preparation and Procedure
-
Record Fuel on Flight Plan
Set RADAR for Cruise
Complete Flight times on the OFP
Enter winds if required
Prior to Descent an up-to-date QNH shall be obtained, the Standby Altimeter shall then be set to the arrival
aerodrome QNH FCI 2015-011
Start before TOD, complete prior to 10,000 AAL
Transfer Control
Recall & Review all ALERT messages
Recall & Review all OPERATIONAL NOTES
DEP/ ARR Select
Select Approach and Transition
Confirm and Execute
Modify LEGS.
Set NAV RAD page.
RTE Copy as required
Set Fix page to 25nm circle around destination and insert
Transition Level
- Set Baro Mins, QNH, and RNP(Ensure CM1 pre-selects STBY ALT QNH)
- APPROACH REF page confirm correct Runway and set VREF
- Check the landing performance and determine appropriate
use of reverser.
Go-Around Performance Calculation:
-
OPT - Enter the Landing Weight and charted G/A% gradient, Minimum of
2.5%. If a turn is required add .6% to the required gradient.
- If the G/A gradient can be achieved: Follow the published Missed
Approach procedure.
- If the G/A gradient cannot be achieved: Follow the missed approach
track to the departure end of the runway and then track as per the
corresponding procedure for the engine-failure after take-off… Fuel
jettison may be considered or divert to a suitable airport.
- Set Auto Brake
- Transfer control back
APPROACH BRIEFING
Both pilots conduct a diligent self brief and Check FMS
“Are You Ready for a Briefing”
The verbal risk based briefing should normally be conducted in the 20 minute period
between the Arrival PA/Purser notification and TOD. For short turn-around flights only,
reference may be made during the departure briefing, to the relevant items of the arrival
briefing.
Call for “DESCENT CHECKLIST”
Landing PA
Between 10,000 ft. AAL and 5,000 ft. AAL on the approach crews are to conduct a short
mini brief to remind themselves of the threats and risks associated with the approach.
- Get ATIS
Rough Calculation 3 x Altitude + 20 nm
- Confirm FMS
- Review all Alert Messages and Operational Notes.
- Verify VREF
- Set Baro Minimums
- Check CDU
C
T
W
O
F
Chart
Terrain
Weather
Operational
Fuel
OMA 8.3.0.8.3
“DESCENT CHECKLIST COMPLETE”
- At TOD record fuel on Flight Plan
When Passing lesser of 20,000 AAL or TOD, Seat Belt Sign On
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PF
Approach Procedure
PM
Descending to an Altitude OR Cleared for Approach
Set the Altimeter
“CHECK”
When within 1,000 feet of Transition Level, or when the following
requirements have been met
- ATC has cleared the aircraft to an altitude.
- The aircraft is established in the descent
- There are no intermediate Flight Level restrictions.
“TRANSITION, ALTIMETERS RESET ____mb/in”
Verify correct arrival and approach procedures selected… Confirm Approach Briefing
10,000’ or FL100 If airport elevation above 1,000 ASL use 10,000 AAL
Select Landing , Taxi and Runway lights On
Select LOGO lights if Night time
Checklist display push
When at or below 10,000 feet AAL and cleared to an altitude.
“APPROACH CHECKLIST”
“APPROACH CHECKLIST COMPLETE”
Transition Check
T
Transition
C
Checklist
C
Cabin Ready
L
LOC… Identified
P
PA Completed
Mini Brief Between 10,000 ft and 5,000 ft on the approach crews are to conduct a short mini brief to remind themselves of the threats and risks
associated with the approach.
OMA 8.3.0.8.3.1
Alternate MCP Altitude Setting Technique
FCOM NP.21.47
Note: The following Alternate MCP altitude setting technique may be used during published Instrument Arrivals and Approaches where altitude
constraints are spaced to the extent that crew workload is adversely affected and unwanted level-offs are a concern.
•
Ensure all required altitude constraints are validated and displayed on the LEGS page.
When cleared for the approach or when cleared to descend to IAF or FAF altitude.
•
Set the IAF or FAF altitude in the MCP.
•
Ensure VNAV SPD or VNAV PTH are engaged at all times.
VNAV SPD mode does not guarantee altitude constraints will be met. To ensure compliance with all altitude constraints, VNAV PTH needs to be
engaged.
ILS Procedure
On LOC intercept heading:
Verify ILS Tuned and Identified
CABIN READY received from Purser
On LOC intercept heading…. Verify ILS Tuned and Identified
LOC and G/S pointers displayed
LOC and G/S pointers (or anticipation cues) displayed
ARM APP Mode
At G/S Alive ....................................... “GEAR DOWN, FLAPS 20”
Set the Speedbrake lever to ARMED
- Landing Gear Down
- Flap 20
- Speed Brake Armed
- Set Speed
“GLIDE SLOPE ALIVE”
Landing Gear Down
Check Speed then Select Flap “SPEED CHECKED FLAPS 20”.,
PA “CABIN CREW PREPARE FOR LANDING”
Checklist display,
ILS autotuning is inhibited for ten minutes after takeoff and during manual
tuning.
At G/S Capture .......... Set Missed approach altitude in the MCP
2500.................................................................................. “Check”
Before 1,500 AGL
- Flap 30
- Set Speed
- Landing Checklist
Call “FLAPS __ LANDING CHECKLIST”
Check Speed then Select Flap “SPEED CHECKED FLAPS XX”.
CHECKLIST COMPLETE”
“LAND 3, FLARE and ROLLOUT ARMED”
1000.................................................................................. “Check”
“Check”
500.................................................................................... “Check”
Plus 100 ........................................................................... “Check”
Minimums ................................... “LANDING” or “GO-AROUND”
“LANDING CHECKLIST COMPLETE” Before 1,000 AGL
At FAF/FAP/Descent Point “Final Fix __ NM __ feet” (height above TDZE)
At OM “OM __ feet” (check height is given as charted)
1000 “MISSED APPROACH ALTITUDE SET”
Possible lighting calls FCOM NP.40.10
“STROBE” “APPROACH LIGHTS” “RUNWAY LIGHTS”
“PAPI” “VASI” “RUNWAY IN SIGHT”
Landing Procedure – G/S Intercept from Above
Arm the APP mode.
Set the MCP altitude to the Charted FAF/FAP, Descent Point, or the
ATC cleared approach intercept altitude.
Select V/S mode.
Set appropriate
vertical speed.
WARNING: Ensure the localizer is captured before descending.
Max Vertical Speeds
5,000 fpm to 5,000 AGL
3,000 fpm from 5,000AGL to 3,000 AGL
2,000 fpm from 3,000 AGL to 1,000 AGL
1,000 fpm below 1,000 AGL unless previously briefed
Monitor progress of G/S capture
Call “GLIDESLOPE ALIVE”
At G/S captured, set the missed approach altitude in the MCP.
If G/S is not captured or or ALT engages at anytime, Discontinue Approach or Go-Around.
Caution: Before initiating the Discontinued Approach or Go-Around verify the MCP is set Correctly
Warning: Selection of TOGA when above the altitude set in the MCP window results in an unrestricted climb. If at or above the MCP altitude, carry out the Discontinued Approach Procedure.
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Non-ILS approach using VNAV
PM
FCOM NP.21.55
Use the autopilot during the approach to give:
autopilot alerts and mode fail indications - more accurate course and glidepath tracking - lower RNP limits.
This procedure is not authorized using QFE. Emirates does not use QFE
Note: The safety of the aircraft is entirely dependent upon PF/PM QNH entry into main aircraft altimeter and the aircraft’s onboard navigation
system. Be aware of altitude correction required in extreme temperature.
Call for Flaps according to schedule
Check speed and set Flap lever as directed
On Intercept Heading:
The recommended roll modes for the final approach are:
Verify that VNAV glidepath angle is shown on the final approach
• for a RNAV, or GPS approach use LNAV
segment of the LEGS page.
• for a VOR, or NDB approach use LNAV
• for a LOC approach use LNAV or LOC.
When on the final approach course intercept heading for LOC approaches:
•
verify that the localizer is tuned and identified and that the LOC pointer is shown.
Arm the LNAV or LOC mode.
WARNING: When using LNAV to intercept the localizer, LNAV might parallel the localizer without capturing it. The airplane can then
descend on the VNAV path with the localizer not captured.
Use LNAV, HDG SEL, TRK SEL, HDG HOLD, or TRK HOLD to
intercept the final approach course as needed.
Verify that LNAV is engaged or that the localizer is captured.
Approximately 2 NM before the final approach fix and after
Approximately 2 NM before the final approach fix, call
ALT, VNAV PTH, or VNAV ALT is annunciated:
“APPROACHING GLIDEPATH”.
•
verify that the autopilot is engaged
•
set MDA(H) on the MCP
•
select or verify VNAV
•
select or verify speed intervention.
Set the landing gear lever to DN.
Check Speed then Select Flap “SPEED CHECKED FLAPS 20”.
[-200, -200ER, -200LR, -300, -300ER, -300ER/ULR]
Verify that the cabin is secure PA “CABIN CREW PREPARE FOR
LANDING”.
[777F]
Notify the supernumeraries to prepare for landing.
Verify VNAV PTH annunciated.
Call: “GEAR DOWN” “FLAPS 20”
Set the SPEEDBRAKE lever to ARMED
VNAV ALT mode above the approach path
FCTM 5.40
If VNAV ALT mode is displayed and the aircraft is above the VNAV PATH. Set the MCP altitude to the next lower altitude and select altitude intervention without delay
to enable continued descent.
Beginning the final approach descent, call “FLAPS __” as
needed for landing.
At the FAF/FAP/Descent Point
The fix is stated and the distance to the threshold and height above
TDZE is crosschecked. “FINAL FIX __nm/__feet”
Check Speed then Select Flap “SPEED CHECKED FLAPS XX”.
At the OM
The fix is stated and check height is given as charted.
“OUTER MARKER __”
e.g. “OUTER MARKER One Thousand Two Hundred__”
•
Verify crossing altitude against chart value within 100 feet.
If Vertical deviation 100 feet greater than ± charted value…
Call “xx Feet High/Low”
Call “LANDING CHECKLIST”
Do the LANDING checklist.
When at least 300 feet below the missed approach altitude, set
the missed approach altitude on the MCP. FCTM 5.41
Monitor the approach.
2500 .................................................................................. “Check”
1000 ..................................................................................“Check”
1000 “MISSED APPROACH ALTITUDE SET”
“Check”
Possible lighting calls
500 .................................................................................... “Check”
“STROBE” “APPROACH LIGHTS” “RUNWAY LIGHTS” “PAPI”
Plus 100 ........................................................................... “Check”
“VASI” “RUNWAY IN SIGHT”
Minimums
“LANDING” or “GO-AROUND”
If suitable visual reference is established at MDA, or the missed
approach point, disengage the autopilot in accordance with
FCOM Limitations: Without LAND 2 or LAND 3 annunciated, the autopilot must be
disengaged below 200 feet AGL
Maintain the glidepath to landing.
Note: VNAV PATH guidance transitions to level flight once the missed approach fix is passed.
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FMC 5
1.
2.
3.
4.
5.
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STUDY GUIDE
7. SOP GUIDE
OMA 8.3.0.8.8.2
NP.21.60
Track ± 3°
Dist. ± 1 nm
Crossing Altitudes ± 10 feet
Glide Path (±0.10)
For other than ILS/LOC/GLS enter the appropriate RNP, minimum 0.30 PROG page 4
FCTM 5.49 EKIB 33R4 FCOM SP.4.10
DISPLAYS 4
1. PF select TERR, PM select TERR or WX
2. POS selected to monitor Raw Data
3. PF on LEGS page.
4. PM on PROG page 4.
Review the maximum IAS for each segment of the approach as determined by aircraft category and applicable regulatory airspeed requirements: FCOM SP4.8
Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC… Identified
P PA Completed
CHECKING OF RAW DATA FCTM 5.28
LOC, LOC B/C, LDA, SDF, IGS
- Raw data must be monitored.
VOR, TACAN, NBD, RNAV, GPS…etc.
VNAV ALT mode above the approach path
FCTM 5.39
- If VNAV ALT mode is displayed and the aircraft is above the VNAV PATH.
Set the MCP altitude to the next lower altitude and select altitude intervention.
Minimum Autopilot disengage height FCCOM.L.10.13
# Without LAND 2 or LAND 3 annunciated, the autopilot must be
disengaged below 200 feet AGL.
Checking raw data may be accomplished by :
- Pushing the POS switch on the EFIS control
panel and comparing the displayed data with
the navaid symbols on the map. Example: The
VOR radials and raw DME data should overlay
the VOR/DME stations shown on the MAP and
the GPS position symbol should nearly coincide
with the tip of the airplane symbol.
- Displaying the VOR and or ADF pointers on the
map display and using them to verify you
position relative to the MAP display.
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PF
Non-ILS approach using RNAV RNP AR
Pre-Approach Requirements
PM
FCOM NP.21.55
Airplane equipment required to begin the approach:
Verify the following messages are not shown
• Current Navigation Database
• EICAS Display
• AIR DATA SYS
• NAV ADIRU INERTIAL
• 2 A/P s or 2 F/Ds
• 2 GPS Receivers
• FMC L or FMC R
• NAV UNABLE RNP
• 2 NDs
SINGLE SOURCE F/D
• GND PROX SYS
• SGL SOURCE RAD ALT
• 2 PFDs
(alert not shown)
• GPS L, GPS R or GPS
• TERR POS
• 2 CDUs
Do the following prior to beginning the approach:
• Verify the NAV UNABLE RNP alert is not displayed
• Review RNP availability predictions
• Verify the approach RNP is equal to or greater than, 0.11
• Verify wind is within limits published for the approach (if applicable)
• Set current local altimeter (remote altimeter settings not allowed)
• Verify the reported airport temperature is within published limits for the approach
• Review the maximum IAS for each segment of the approach as determined by aircraft category and applicable regulatory airspeed
requirements.
Verify that LNAV is engaged
Approximately 2 NM before the final approach fix and after
Approximately 2 NM before the final approach fix, call
ALT, VNAV PTH, or VNAV ALT is annunciated:
“APPROACHING GLIDEPATH”.
•
verify that the autopilot is engaged
•
set MDA(H) on the MCP
•
select or verify VNAV
•
select or verify speed intervention.
Set the landing gear lever to DN.
Call: “GEAR DOWN” “FLAPS 20”
Check Speed then Select Flap “SPEED CHECKED FLAPS 20”.
Set the SPEEDBRAKE lever to ARMED
[-200, -200ER, -200LR, -300, -300ER, -300ER/ULR]
Verify that the cabin is secure PA “CABIN CREW PREPARE FOR
LANDING”.
[777F]
Notify the supernumeraries to prepare for landing.
Verify VNAV PTH annunciated.
VNAV ALT mode above the approach path FCTM 5.40 If VNAV ALT mode is displayed and the aircraft is above the VNAV PATH. Set the MCP altitude to the
next lower altitude and select altitude intervention without delay to enable continued descent.
Beginning the final approach descent, call “FLAPS __” as
needed for landing.
Call “LANDING CHECKLIST”
When at least 300 feet below the missed approach altitude, set
the missed approach altitude on the MCP. FCTM 5.41
At the FAF/FAP/Descent Point
Confirm that landing airport QNH has been set.
The fix is stated and the distance to the threshold and height above
TDZE is crosschecked. “FINAL FIX __nm/__feet”
Check Speed then Select Flap “SPEED CHECKED FLAPS XX”.
At the OM
The fix is stated and check height is given as charted.
“OUTER MARKER __”
e.g. “OUTER MARKER One Thousand Two Hundred__”
•
Verify crossing altitude against chart value within 100 feet.
If Vertical deviation 100 feet greater than ± charted value…
Call “xx Feet High/Low”
Do the LANDING checklist.
For RNAV RNP-AR Approaches If Required Call FCOM S.P.4.15
- From IAF to end of missed approach procedure – if XTK Error
reaches 0.1 x “XTK ERROR 0.1”
- From IAF to end of missed approach procedure – if XTK Error
reaches 1 x RNP or NPS amber indication “XTK ERROR GOAROUND”
- From FAF or DA, if vertical deviation greater than 75 feet
“VERTICAL ERROR GO-AROUND”
Monitor the approach.
FCOM SP.4.8
FCOM SP.4.13
Non-Normal Procedures for RNAV RNP-AR Approaches
1. AUTOPILOT / AUTOPILOT DISC If unable to re-engage, GO-AROUND, unless runway in sight.
2. FMC / NAV ADIRU INERTIAL LNAV and/or VNAV lost, GO-AROUND, unless runway in sight.
3. GPS / NAV UNABLE RNP / VERIFY POSITION GO-AROUND, unless runway in sight.
- ENG FAIL on Approach: Position of aircraft on the approach must be considered. Commander must decide whether to continue or
GO-AROUND. - IF DECISION IS TO CONTINUE APPROACH: Ensure LNAV/VNAV remains engaged.
- IF DECISION IS TO GO-AROUND: At 400 feet AAL select or verify LNAV is engaged. (A turn may be part of the
approach following selection of TOGA. Select/Verify LNAV as soon as possible to ensure proper tracking.)
2500 ..................................................................................“Check”
1000 ..................................................................................“Check”
1000 “MISSED APPROACH ALTITUDE SET”
“Check”
Possible lighting calls
500 ....................................................................................“Check”
“STROBE” “APPROACH LIGHTS” “RUNWAY LIGHTS” “PAPI”
Plus 100 ...........................................................................“Check”
“VASI” “RUNWAY IN SIGHT”
Minimums
“LANDING” or “GO-AROUND”
If suitable visual reference is established at MDA, or the missed approach
point, disengage the autopilot in accordance with
FCOM Limitations: Without LAND 2 or LAND 3 annunciated, the autopilot must be
disengaged below 200 feet AGL
Maintain the glidepath to landing.
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OMA 8.3.0.8.8.2
Simplified Validation of RNAV RNP AR Approaches
FMC 5
RNAV RNP-AR 6
1.
2.
3.
4.
5.
Track ± 3°
Dist. ± 1 nm
Crossing Altitudes ± 10 feet
Glide Path (±0.10)
For other than ILS/LOC/GLS enter
the appropriate RNP, minimum 0.30
PROG page 4
NP.21.60
FCTM 5.49 EKIB 33R4 FCOM SP.4.10
1. RNP select or verify (Minimum RNP 0.11 FCOM SP.4.8 ) . Enter 125 for the Vertical RNP.
(PROG page 4)
2. GPS Displayed on ND
3. QNH Checked (Confirm that landing airport QNH has been at the FAF)
4. REF NAV DATA page, Select or verify VOR/DME NAV-OFF or RAD NAV INHIBIT-ON.
5. Glide Path (+0.1 to -.01)
6. Temperature is within Temp Limits… Check Wind is within Wind limits if it is published.
DISPLAYS 4
1. PF select TERR, PM select TERR or
WX
2. POS selected to monitor Raw Data
3. PF on LEGS page.
4. PM on PROG page 4.
Review the maximum IAS for each segment of the approach as determined by aircraft category and applicable regulatory airspeed requirements: FCOM SP4.10
Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC… Identified
P PA Completed
CHECKING OF RAW DATA FCTM 5.28
LOC, LOC B/C, LDA, SDF, IGS
- Raw data must be monitored.
VOR, TACAN, NBD, RNAV, GPS…etc.
VNAV ALT mode above the approach path
FCTM 5.39
- If VNAV ALT mode is displayed and the aircraft is above the VNAV PATH.
Set the MCP altitude to the next lower altitude and select altitude intervention.
Minimum Autopilot disengage height FCCOM.L.10.13
# Without LAND 2 or LAND 3 annunciated, the autopilot must be
disengaged below 200 feet AGL.
Checking raw data may be accomplished by :
- Pushing the POS switch on the EFIS control
panel and comparing the displayed data with
the navaid symbols on the map. Example: The
VOR radials and raw DME data should overlay
the VOR/DME stations shown on the MAP and
the GPS position symbol should nearly coincide
with the tip of the airplane symbol.
- Displaying the VOR and or ADF pointers on the
map display and using them to verify you
position relative to the MAP display.
Note:
The approach must be flown in LNAV/VNAV, using Autopilot and Flight Director.
Note:
This procedure is not authorized using QFE.
Note:
RNP-AR approach without GPS is not permitted.
Note:
The safety of the aircraft is dependant upon PF/PM QNH entry into main aircraft altimeter and the aircraft’s onboard navigation system. Be
aware of possible limitations contained in the approach chart for extreme temperature.
WARNING: RNP-AR approaches or departures may place the aircraft below terrain peaks. Crew must therefore have particular awareness of terrain
on the approach/departure and recognize that deviation due to weather is not allowed during these Approaches/departures, below MSA.
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PF
Non-ILS approach using V/S or FPA FCTM 5.46
PM
FCOM S.P.4.6
Use the autopilot during the approach to give:
autopilot alerts and mode fail indications - more accurate course and glidepath tracking - lower RNP limits.
This procedure is not authorized using QFE. Emirates does not use QFE
Note: The safety of the aircraft is entirely dependent upon PF/PM QNH entry into main aircraft altimeter and the aircraft’s onboard navigation
system. Be aware of altitude correction required in extreme temperature.
Call for Flaps according to schedule
Check speed and set Flap lever as directed
On Intercept Heading:
The recommended roll modes for the final approach are:
Verify that VNAV glidepath angle is shown on the final approach
• for a RNAV, or GPS approach use LNAV
segment of the LEGS page.
• for a VOR, or NDB approach use LNAV
• for a LOC approach use LNAV or LOC.
When on the final approach course intercept heading for LOC approaches:
•
verify that the localizer is tuned and identified and that the LOC pointer is shown.
Arm the LNAV or LOC mode.
WARNING: When using LNAV to intercept the localizer, LNAV might parallel the localizer without capturing it. The airplane can then
descend on the VNAV path with the localizer not captured.
Use LNAV, HDG SEL, TRK SEL, HDG HOLD, or TRK HOLD to
intercept the final approach course as needed.
Verify that LNAV is engaged or that the localizer is captured.
Approximately 2 NM before the final approach fix and after
Approximately 2 NM before the final approach fix, call
ALT, VNAV PTH, or VNAV ALT is annunciated:
“APPROACHING GLIDEPATH”.
•
verify that the autopilot is engaged
•
set the MCP altitude window to the first intermediate
altitude constraint or MDA if no altitude constraint exists.
If the altitude constraint is not at an even 100 foot increment, set the MCP
altitude to the nearest 100 foot increment below the altitude constraint.
Call: “GEAR DOWN” “FLAPS 20”
Set the SPEEDBRAKE lever to ARMED
•
At or after the FAF select or verify V/S or FPA
If the charted FAF is too close to the runway to permit a stabilized approach,
consider establishing final approach pitch mode and configuring for approach
and landing earlier than specified in the FCOM procedure…. e.g. .2 nm prior
If V/S mode is used, initial selection of an appropriate V/S should be made
considering published recommended vertical. If no recommended vertical
speeds are available, set approximately -700 to -800 fpm.
•
Set the landing gear lever to DN.
Check Speed then Select Flap “SPEED CHECKED FLAPS 20”.
[-200, -200ER, -200LR, -300, -300ER, -300ER/ULR]
Verify that the cabin is secure PA “CABIN CREW PREPARE FOR
LANDING”.
[777F]
Notify the supernumeraries to prepare for landing.
If FPA mode is used, initial selection of an appropriate FPA should be made
considering the FPA published on the approach chart. If no descent angle or
glide path angle is available from the approach chart, set -3.0° initially. FPA
mode allows the pilot to select a flight path which automatically compensates
for headwind or tailwind component. This may permit reduced workload.
select or verify speed intervention.
Beginning the final approach descent, call “FLAPS __” as
needed for landing.
At the FAF/FAP/Descent Point
The fix is stated and the distance to the threshold and height above
TDZE is crosschecked. “FINAL FIX __nm/__feet”
Check Speed then Select Flap “SPEED CHECKED FLAPS XX”.
At the OM
The fix is stated and check height is given as charted.
“OUTER MARKER __”
e.g. “OUTER MARKER One Thousand Two Hundred__”
•
Verify crossing altitude against chart value within 100 feet.
If Vertical deviation 100 feet greater than ± charted value…
Call “xx Feet High/Low”
When stabilized in a descent profile can be managed by:
- Monitoring VNAV path deviation indication on the map display and adjust descent rate or FPA to maintain the airplane on the appropriate path;
- Select a descent rate or FPA that places the altitude range arc at or near the step-down fix or visual descent point (VDP).
- Using 300 feet per NM for a 3° path, determine the desired HAA which corresponds to the distance in NM from the runway end. The PM can then call out
recommended altitudes as the distance to the runway changes (Example: 900 feet - 3 NM, 600 feet - 2 NM, etc.). The descent rate or FPA should be
adjusted in small increments for significant deviations from the nominal path.
Call “LANDING CHECKLIST”
Do the LANDING checklist.
When you are approximately 300 feet above the MDA set the
missed approach altitude on the MCP. FCTM 5.46
2500 .................................................................................. “Check”
1000 ..................................................................................“Check”
1000 “MISSED APPROACH ALTITUDE SET”
“Check”
Possible lighting calls
500 .................................................................................... “Check”
“STROBE” “APPROACH LIGHTS” “RUNWAY LIGHTS” “PAPI”
Plus 100 ........................................................................... “Check”
“VASI” “RUNWAY IN SIGHT”
Minimums
“LANDING” or “GO-AROUND”
If suitable visual reference is established at MDA, or the missed
approach point, disengage the autopilot in accordance with
FCOM Limitations: Without LAND 2 or LAND 3 annunciated, the autopilot must be
disengaged below 200 feet AGL
Maintain the glidepath to landing.
Note: VNAV PATH guidance transitions to level flight once the missed approach fix is passed.
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7. SOP GUIDE
Instrument Approach Using V/S or FPA
QRH MAN.2.4
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FCTM 5.44
If the charted FAF is too close to the runway to
permit a stabilized approach, consider establishing
final approach pitch mode and configuring for
approach and landing earlier than specified in the
FCOM procedure…. e.g. .2 nm prior
CHECKING OF RAW DATA FCTM 5.28
LOC, LOC B/C, LDA, SDF, IGS
- Raw data must be monitored.
VOR, TACAN, NBD, RNAV, GPS…etc.
Minimum Autopilot disengage height FCOM.L.10.13
# Without LAND 2 or LAND 3 annunciated, the autopilot must be
disengaged below 200 feet AGL.
Checking raw data may be accomplished by :
- Pushing the POS switch on the EFIS control
panel and comparing the displayed data with
the navaid symbols on the map. Example: The
VOR radials and raw DME data should overlay
the VOR/DME stations shown on the MAP and
the GPS position symbol should nearly coincide
with the tip of the airplane symbol.
- Displaying the VOR and or ADF pointers on the
map display and using them to verify you
position relative to the MAP display.
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PF
Announce “DISCONTINUE APPROACH”
Select ALT HOLD
Select lateral mode as required.
Discontinued Approach
PM
Contact ATC
Verify/Set MCP ALT to Missed Approach Altitude
WARNING: Selection of TOGA when above the altitude set in the MCP window results in an unrestricted climb.
Select vertical mode as required
Pilot Technique
- After Altitude is fully captured… Execute a standard Go-Around
Procedure to reconfigure the aircraft and sequence the Checklists.
Go-Around Procedure
Push the TOGA switch
Call “GO-AROUND, FLAPS 20, SET THRUST”
Confirm forward thrust lever movement
Verify rotation to go-around attitude
Verify thrust increases and THR or THR REF on FMA or
manually advance thrust lever(s) if needed.
“THR,TOGA,TOGA”
Position Flaps to 20
Verify that the thrust increases and THR or THR REF is
shown, or that the thrust lever(s) have been manually advanced
Verify rotation to go-around attitude Call “THRUST SET”
Verify FMA changes and call out “CHECK”
Verify rotation to go around Attitude and thrust increase
Verify a positive rate of climb on the altimeter
Verify a positive rate of climb on the altimeter and call
Call “POSITIVE CLIMB”
“GEAR UP”
Position Landing Gear Up and ensure F/Ds on
Limit the bank angle to 15° if airspeed is below minimum manoeuvre speed.
(If F/Ds not on the can be reengaged by hitting the TOGA switch twice)
Above 200 select A/P ON
Above 400 select LNAV or HDG/TRK SEL
Verify MA Altitude is set
If an LNAV path is available, LNAV automatically arms and engages:
• above 50 feet radio altitude when autopilot is not engaged, or
• above 200 feet radio altitude when autopilot is engaged
Note: Route discontinuities after the missed approach will prevent LNAV from
engaging.
Verify that the missed APP route is tracked.
At Flap Retraction Altitude (LH Missed Approach Altitude) set
speed to the manoeuvring speed for the desired flap setting
Call for “FLAPS __” according to flap schedule
After Flap Retraction select FLCH or VNAV as required
Position Flaps
Check Speed then Select Flap “SPEED CHECKED FLAPS XX”.
Display Checklist
Caution for Single Engine Go-Around
Loss of control prior to reaching stick shaker may occur after an engine failure at light weights.
Minimum Recommended Speed is VREF+5.
Fleet Facts July/August 2007
Verify missed approach route tracked and missed approach altitude captured.
Call for “AFTER TAKEOFF CHECKLIST”
Complete checklist
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PF
Rejected Landing Procedure
PM
If a go-around is initiated before touchdown and touchdown occurs, continue with normal go-around procedures.
WARNING: After the reverse thrust levers are raised, a full stop landing must be made. If an engine remains in reverse, safe flight is not possible.
CAUTION:
• Autothrottle will not be available.
• An automatic go-around cannot be initiated after touchdown.
• F/D go-around mode will not be available until go-around is selected after becoming airborne.
• As thrust levers are advanced auto speedbrakes retract and autobrakes disarm.
• The takeoff configuration warning siren may sound momentarily if the flaps have not reached to flaps 20 and the thrust levers are advanced to
approximately the vertical position.
At the same time:
• disengage A/P if engaged
• manually advance the thrust lever(s)
Call “GO-AROUND, FLAPS 20, SET THRUST”
Position Flaps to 20
Verify that thrust lever(s) have been manually advanced *
Verify that the thrust is sufficient** for the go-around or adjust as
needed and call out “THRUST SET”
Once the speed is above Vref with a positive speed trend call
“ROTATE”
Rotate at VREF with a positive speed trend smoothly towards 15
degrees pitch attitude.
Verify rotation to go around Attitude
Once airborne push the TO/GA switch.
Verify and call out FMA changes.
Verify FMA changes and call out “CHECK”.
Note: Immediately challenge and resolve any missing or incorrect
FMA modes.
Verify a positive rate of climb on the altimeter and call “POSITIVE
CLIMB”.
Verify a positive rate of climb on the altimeter and call
“GEAR UP”
Set the landing gear lever to UP.
Limit the bank angle to 15° if airspeed is below minimum manoeuvre speed.
Verify that the missed approach route is tracked.
Note: If a go-around/missed approach is required, ensure LNAV is re-engaged immediately.
If an LNAV path is available, LNAV automatically arms and engages:
• above 50 feet radio altitude when autopilot is not engaged, or
• above 200 feet radio altitude when autopilot is engaged
Note: Route discontinuities after the missed approach will prevent LNAV from engaging.
Go-around remains the engaged roll mode until LNAV automatically engages or another mode is selected.
Verify that the missed APP route is tracked.
Verify that the missed approach altitude is captured.
Set speed to the maneuver speed for the planned flap setting.
Call for “FLAPS __” according to flap retraction schedule
After Flap Retraction select FLCH or VNAV as needed
Call “AFTER TAKEOFF CHECKLIST.”
Set the flap lever as directed.
Checklist display switch PUSH
Verify that climb thrust is set.
Call “AFTER TAKEOFF CHECKLIST.”
WARNING: TO/GA switches are inhibited on the ground including when below 2 feet RA for a time period greater than 3 seconds, and enabled
again when airborne (above 2 feet RA).
Note: * If THR or THR REF is not engaged during a Go-Around advance thrust to max thrust. Do not use an intermediate thrust setting.
Note: ** Thrust is sufficient for the go-around if the N1 or EPR indication is quickly nearing, or exceeding the eight o’clock position.
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STUDY GUIDE
After Landing Procedure
After CM1 positions Speed Brake Lever Down.
Monitor Roll and Proper Auto Brake Operation
Call “SPEEDBRAKES UP” or “NO SPEEDBRAKES”
Move the Reverse levers to the reverse idle detent.
Call “REVERSERS NORMAL” or “NO REVERSER LEFT ENGINE”
When reverse idle achieved stow the reverse thrust levers.
or “NO REVERSER RIGHT ENGINE” or “NO REVERSERS”
Taxi instructions received and understood.
Call “AUTOBRAKES” if displayed on the EICAS
Stow the Speed Brakes
Call “60 KNOTS”
CM1 Stops Clock
Select Wx Radar Off
Position Engine Anti-Ice as required
Start APU at an appropriate time. (:02 minutes prior to gate if possible)
Position Strobes Off
Landing Taxi lights as Required
Select Wx Radar Off
Position Auto Brakes Off
Flap Lever Up
Call “AFTER LANDING CHECKLIST”
Checklist Push
“AFTER LANDING CHECKLIST Complete”
Ensure engine cool down recommendations are met FCOM NP.21.59
- GE Engines – Run the engines for at least :03 minutes.
- RR Engines – Run the engines for at least :01 minutes.
Turning on to Parking Stand.
Notify Cabin Crew
“Cabin Crew prepare all doors and cross check”
Turn Off Runway Turnoff and Taxi lights
Display to DOORS synoptic page
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CM1
Shutdown Procedure.
If Towing is needed:
Nose gear steering .............................................. Verify locked out
Do not hold or turn the nose wheel tiller during the
pushback or towing. This can damage the nose
gear or tow bar.
Do not use airplane brakes to stop the airplane
during pushback or towing. This can damage the
nose gear or the tow bar.
Park Brake Set
Both crew shall visually monitor and confirm that the aircraft does not move after
the Parking Brake is set.
APU Running
Fuel Control Cutoff
Cabin Doors Disarmed
Engines Shutdown
N1 below 10%, Seat Belt Selector Off
Flight Director Off
EFB Close
CM2
Stop Clock…..Electrical Power Establish
Verify Cabin Doors Disarmed
Verify Engines have spooled down to 10% N1
Hydraulics Set C1&C2 Demand Pumps OFF, L Demand Pump OFF, C2&C1Electric
Primary Pumps OFF, R Demand Pump OFF. (prevents Fluid Transfer)
The Parking Brake should normally remain set until released for pushback or by
the engineer.
If there is a requirement to release the Parking Brake whilst parked, then the
crew or engineer shall only release the Parking Brake after they have visually
confirmed that adequate chocks are in position. Crew shall than visually monitor
and confirm that the aircraft does not move when tha Parking Brake is released.
In contact with Ground Engineer report the Aircraft Status.
Call “SHUTDOWN CHECKLIST”
Status Message Check disregard until :03 min after HYD PRESS SYS
L+C+R
LOG required defects
Check Power Established Use 2 power sources
FCOM L.10.14
Fuel Pumps Off
Beacon Off
Flight Director Off
Checklist Push
EFB Close
Transponder Standby
“SHUTDOWN CHECKLIST Complete”
ACARS Flight Summary Report ...................................................Send
APU Selector Set
Flight Deck Access System Off
Secure Procedure.
Call “SECURE PROCEDURE”
ADIRU OFF
Emergency Lights Off
Packs Set
EFB as required for Class I, II, or III
EFB as required for Class I, II, or III
EFB Class II Shutdown Procedure CM1 and CM2
Home Page (bezel key)........................................................................... Select CM1, CM2
Shutdown ............................................................................................. Select CM1, CM2
LDS-EFB switch....................................................................................... OFF CM1, CM2
CM1 switch located on the left forward panel and CM2 switch located on the right forward panel
Call “SECURE CHECKLIST”
Checklist Push
Electrical Supply During Ground Operations
FCOM .L.10.14
Use dual electrical sources to power the aircraft during ground
operations as much as possible.
If conditions permit, and two independent ground power sources are
available, the APU should be switched off to conserve fuel.
“SECURE CHECKLIST Complete”
Laptop computer Stowed power supply connected if below 30%
Flight Deck Door key check
If Towing required ensure the Nose Gear Steering is locked out.
Last Items Prior To Leaving Cockpit
3 minutes after HYD PRESS SYS L+C+R message is shown
record the STATUS and ALERT messages in the maint. Log.
L Com to RVHF, FLT, SPKR Volumes set to 12:00
Seat Belt Stowed.
Ensure all paperwork signed
1. Aircraft Tech Log Book 3. Voyage Report
(only required if Electronic report fails)
2. Cabin Log Book
4. Flight Plan
Reset Flight instruments
R Com to RVHF, FLT, SPKR Volumes set to 12:00
Transponder Standby 2000
Seat Belt Stowed
EKIB-56R1 Avoid a manual DATALINK SYSTEM RESET within less than 10 minutes of engine
shutdown. Premature reset may prevent subsequent CPDLC logon
OMA 8.3.0.12.4
(Only required if Electronic report fails)
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Departure SOP
Cruise Altitude FL 280
FL 270
FL 270 Climbing FL280
FL 200
Check
Logo Lights
"ON during hours of darkness
and if below 10,000 feet AAL."
DEPARTURE BRIEFING
Emergency Briefing
Brief and identify Threats
Charts
Terrain
Weather
Operational
Display the Checklist
Engine AI Auto
Ldg Lts & Strbs On
PA Cabin Crew
RAAS Approaching RwyXX
Verify Rwy Hdg OMA 8.3.0.4.4
Gear Up
LNAV
TAKE OFF REVIEW
Flap __
Rwy ___
V2 ___
TOGA,TOGA, LNAV VNAV Armed
5,000
249 Track
SID
Stab trim set for Take-off
PF CDU T/O
PM, CDU LEGS
Transponder ____
TO Review complete
Display Checklist
When the aerodrome elevation is greater than 1,000ft, the call shall be made at
the altitude or FL that represents 10,000AAL rounded up to the nearest 1,000ft
stating the current altimeter reading and the cleared altitude. OMA 8.3.3.4
400’ AAL
PF Procedures
Prior to Takeoff the duties of the PF
will be completed by CM1.
PM Procedures
Rotate
If airport elevation above 1,000 ASL use 10,000 AAL
1,000’ AAL
Speed Checked Flaps 1
A/P On
400
THRUST SET,
80 Knots
10,000’ or FL100
Speed Checked Flaps Up
THR REF
VNAV
V1
10,000 Climbing FL280
After T/O Checklist Complete
Flap 1
Climb to a Flight Level AND Approaching
Transition Altitude OMA 8.3.3.2
Transition
Lights Off
Seatbelts Auto
After T/O Checklist
Hold
Transition Altitude, Altimeters Reset Standard
Transition Altitude
Check
Flap Up
Takeoff,
THRUST REF
Taxi Clearance
Brief Taxi
Taxi lights ON
Release park brake
Call For T/O Review
SPEED,
VNAV PATH
Positive Climb
PF Calls
All Calls will be responded to with an
action call or “Check”
PM Calls
Auto Callouts
V1
Monitoring is a vital role of the non-flying pilot, if any action by the PF is not understood by the PM he shall attempt to resolve the
confusion with a prompt or question. If this initial communication is unsuccessful and the PM still has uncertainty or concern about
the safety of the aircraft then they can use the trigger word “Uncomfortable” to clearly express his concern. OMA 4.0.6
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28,000’ ASL
Advise
purser :20
to TOD
Arrival SOP
ATIS
PA
Transfer Controls
Set FMC DEP/ARR page
Confirm and Execute
Modify LEGS page,
Fix page as req
Set NAV/RAD page
Check MSGS and NOTES
Select VREF
Ensure CM1 sets STBY ASI
Set Minimums
Ensure CM1 sets STBY ALT
Set Auto Brake
Transfer Control Back
Seatbelt Sign On at 20,000 AAL
or TOD whichever is lower
ARRIVAL BRIEFING
Brief and identify Threats
Charts
Terrain
Weather
Operational
Fuel
Descent to an Altitude OR Cleared
for Approach OMA 8.3.3.2
mb/in
Check
10,000 Descending 8,000
10,000 Procedure
Landing, Taxi, and Rwy
Turn Off lights On
Logo Lights as Required
Display Checklist
Transition Altitude
Check
Altimeters Reset
Check FMC
Complete Briefing
Call for Descent Checklist
20,000’ ASL
Transition Level, Altimeters Reset
Approach Checklist
If airport elevation above 1,000 ASL use 10,000 AAL
Check
Speed Checked Flaps XX
“Final Fix __ NM __ feet” (height above TDZE)
10,000’ or FL100
Flaps XX__
9,000 Descending 8,000
Check
2500
“OM __ feet” (check height is given as charted)
Check
1000
1,000’
M/A Altitude Set
Logo Lights
"ON during hours of darkness
and if below 10,000 feet AAL."
1,000’ AAL
Check
Check
Landing
or G/A
500
Plus
100
PF Procedures
Minimums
Reversers Normal / No Reverser L/R
Engine / No Reversers
60 knots
For the purposes of this explanation the PF will
remain so even during control transfers.
PM Procedures
PF Calls
All Calls will be responded to with an action
call or “Check”
PM Calls
Auto Callouts
Speedbrakes Up or No Speedbrakes
2500
Monitoring is a vital role of the non-flying pilot, if any action by the PF is not understood by the PM he shall attempt to resolve the
confusion with a prompt or question. If this initial communication is unsuccessful and the PM still has uncertainty or concern about
the safety of the aircraft then they can use the trigger word “Uncomfortable” to clearly express his concern. OMA 4.0.6
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Aircraft Differences
7. SOP GUIDE
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STUDY GUIDE
-300 Differences A6-EMM-EMX
Airplane
General
Engines
o External Camera available to see wheel positions during taxi.
TRENT 892 (90,000 lbs)
o RR engines may be started at the same time.
o EAI on Takeoff Procedure (RR Engines) Run-up to a minimum of 50% N1 and confirm stable engine operation before the start of the takeoff
roll. FCOM SP.16.8
o After an RTO is performed on RR powered 777 airplanes where the thrust reversers were deployed, MCC must determine if an inspection of
thrust reversers is necessary. FCOM L.10.14
EAD 60R3
Weight
Limitations
o New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog.
Condition Freezing Fog and Visibility 300 meters or less.
o If Take-off within :45 minutes total taxi time, accomplish normal procedures.
o If Takeoff cannot be achieved within :45 minutes of taxi time complete the procedure below every :45 minutes before
takeoff.
o 0°C to -6°C run-up the engines to 50%N1 for 60 seconds.
o -7°C to -13°C run-up the engines to 59%N1 for 60 seconds. Takeoff Configuration sounds at 60%N1.
o If OAT is less that -13°C engines must be manually deiced.
o Taxi in time from previous flight may be included if in same conditions.
o The engine may be considered free of ice prior to engine start if:
o manually de-iced,
o visually inspected per the AMM, or
o the above core ice shed run-up procedure is conducted within 5 minutes before engine shutdown during taxi-in
o Further exceptions included in Bulletin.
o Engine cool down recommendations: RR Engines – Run the engines for at least :01 minutes. FCOM NP.21.59
FCOM L.10.6
Performance
Fuel
FCOM 12.20.6
FCOM 12.20.3
o
o
o
o
o
Cruise C of G Default 30%. FCOM NP.21.18
Approach Category D.
Use alternate C of G in the OPT if the C of G is 26% or greater. Emirates Flight Bag Manual Section 9
29,100 / 79,300 / 29,100 .................................. 137,500
With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than…13,100. Center tank quantity must be below 15,900.
o Max Landing Fuel to ensure no fuel left in Center Tank:…………………………………………………..16,000 Stephan Prugner Upgrade Interview Question
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-200LR Differences A6-EWA-EWJ
Airplane Gen
Engines
01 June 2019
STUDY GUIDE
o Wingspan increased to 64.8 meters with a distinctive rake wingtip.
FCOM NP
GE90-110B1L1 (110,000 lbs) (Takeoff Bump is available)
o GE engines MUST be started individually.
o EAI on Takeoff Procedure (GE Engines) Run-up to as high a thrust setting as practical and confirm stable engine operation before the start of
EAD-69R1
o
o
o
o
o
Weight
Limitations
the takeoff roll. FCOM SP.16.8
High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle.
No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if successful consider it a nuisance fault.
Engine Oil Gulping or Hiding is common.
Fuel Flow Blanking with GE-90-100. Nuisance blanking that only occurs at or near idle during descent.
Engine cool down recommendations: GE Engines – Run the engines for at least :03 minutes. FCOM NP.21.59
FCOM L.10.5
Performance
o Cruise C of G Default 30%. FCOM NP.21.18
o Approach Category C, Circling D.
o Use alternate C of G in the OPT if the C of G is 26% or greater. Emirates Flight Bag Manual Section 9
DESCENT PREPARATION AND PROCEDURE FCOM SP.27
LANDING (General)
o The airplane has an increased tendency to float.
o Approach reference speeds for Flaps 20, 25, and 30 will be the same.
o Pitch attitude is lower than normal. Flaps 25 is recommended to increase the pitch attitude.
o Use autothrottles, if available.
o Use VREF + 5 for landing. Do not use wind additives if autothrottles are engaged.
Landing Weights below 217,000 kilograms, but at or above 154,221 kilograms.
o From approximately 217,000 kilograms down to 154,221 kilograms approach speeds remain constant as weight reduces.
o If an autoland is required or landing performance precludes a Flaps 25 landing, Flaps 30 shall be used unless Flaps 20 is specified by
procedure or checklist.
o Dispatch will plan flights using necessary ballast or additional fuel in order to ensure flights arrive at destination at or above 154,221
kilograms.
o If in the event of holding, diversion, or other unanticipated circumstances the actual landing weight falls below this value, crews shall apply
below procedure for landing below 154,221 kilograms.
Landing Weights below 154,221 kilograms.
o Below 154,221 kilograms approach speeds will increase as weight reduces.
o If an autoland is required or landing performance precludes a Flaps 25 landing, Flaps 30 shall be used unless Flaps 20 is specified by
procedure or checklist.
o Dispatch shall not plan flights to arrive at destination at weights below 154,221 kilograms.
o Landing distances will be longer due to the higher VREF speed. For normal landing, expect an increase in landing distance by 135 meters.
For non-normal landing, expect an increase in landing distance by 190 meters. These numbers are conservative and representative for all
landing distance tables.
CAUTION: The airplane accelerates and climbs rapidly due to excess thrust.
o For go-around, request level off at 3,000 feet above field elevation or higher from ATC.
o A lower level off altitude can result in an overshoot of the assigned altitude.
o If the airplane weight decreases below 154,221 kilograms during landing flap maneuver speeds can increase.
o Follow the higher flap maneuver speeds.
o During nose high attitudes, the FUEL PUMP L/R FWD EICAS messages can show.
VREF
o If FMC or OPT VREF speeds are not available for landing weights below 154,221, use the VREF speeds in the following table for landing.
Fuel
FCOM 12.20.6
FCOM 12.20.3
Go Around and Missed Approach
o Do not overpitch the airplane when initiating a go-around.
- Full rated go-around thrust is not recommended unless required by procedures or environmental conditions.
o 31,300 / 82,900 / 31,300 ..................................145,500
o 31,300 / 82,900 / 31,300…5700 .................. 151,200 If the aux tank is installed.
o With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than…23,900. Center tank quantity must be below 15,900
Max Landing Fuel to ensure no fuel left in Center Tank:………………………...36,000
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B777Freighter Differences A6-EFD-EFS
Appendix 4 FCOM NP.70.1
- Out station briefing sheets are available on the crew portal… Select the flight you are doing then select the Layover Airport… Each selection for Crew Hotel, Station
Briefing, and Station Contacts has an option for Freighter…Selecting this link will bring up the correct briefing information.
- Navigation Bags are organized differently.
Captain Side
-
F/O’s Side
Destination and ME Charts
Destination and ME Charts
Alternates L to O
South American Kit Captain
Alternates A to C
En-route charts (RFC)
Alternates P to Z
South American Kit F/O
Alternates D to K
Other Airports
Cockpit Setup… 3 laptops stowed in lower stowage cabinet next to the observer seat FCOM NP.11.8, 21.2
The B777F is not equipped with ADF receivers.
The maximum number of Main Deck occupants (Supernumerary Area and MDCC) is 6-11 depending on the configuration.
Occupants of Supernumerary Area and MDCC are restricted… See OMA 21.2.1
International mail has loading priority over all other cargo and will be offloaded only after all other cargo, in the event of a flight being weight restricted.
On the 777F, it is the responsibility of the CM2 to arm the doors. Commander may delegate the door operation to a suitably qualified person on board. FCOM NP.21.35
When the MDCC is occupied the Commander shall make a PA to advise when the Seatbelt sign has been switched on.
On the 777F, it is the responsibility of CM2 to disarm the doors after completion of Shutdown Checklist. Commander may delegate the door operation to a suitably
qualified person on board. FCOM NP.21.62
Cabin Doors are now part of the Shutdown checklist. FCOM NP.21.62
Airplane
General
Freighter Doors
Pelesys
-
There are 2 crew entry doors located at L1 and L2.
3 Cargo Doors are located on the Right Side of the aircraft in the standard locations.
The Forward and Aft Doors are electrically operated, power is supplied by the ground
handling bus.
The Bulk Door is manually operated.
A Large Main Deck Cargo Door is located on the aft left side of the airplane.
Limitation: Do not operate the Main Carg0 Door in winds over 40 knots. Do not keep
doors open when wind gusts are more than 65 knots
A MDCD (Main Deck Cargo Door) Camera monitoring system at 1L allows an operator
to perform unassisted main deck cargo door operations from a remote control panel.
Flight Crews will not operate the Main Deck Compartment cargo door. OMA 21.3.1
After cabin door closure, crew and other aircraft occupants shall not open the access between the Supernumerary area and the MDCC to
investigate a smoke/dangerous goods/chemical or biological threat. OMA 21.3.2.1
Wingspan increased to 64.8 meters with a distinctive rake wingtip.
Tip Alarm System
Air Systems
The tip alarm sensor gives a signal to the main deck master cargo control panel when the nose landing gear shock strut extension reaches a
predetermined limit. The signal is an aural alarm in the control panel. Cargo loading operations are restricted to prevent movement in any
direction that can increase the tip condition. Full operation of the cargo handling system cannot start until the shock strut extension falls below
the predetermined limit and the signal from the sensor stops.
The warning can be overridden at the Master Cargo Panel located near to Main Deck Cargo Door.
-
The Air Synoptic page and the Air Conditioning controls are also slightly different.
Pelesys
-
-
The Lower Cargo Compartments have more advanced temperature control. They are located in the same position on the overhead
maintenance panel but now control the temperature between 4°C-27°C… The center position is 12 degrees.
The Lower Aft Temperature selector provides heat to both the AFT and BULK cargo compartments.
- L controls the temperature from 4°C-10°C
- H controls the temperature from 18°C-24°C
The MAIN DECK CARGO TEMP controls the temperature from 4-27 degrees.
The Main Deck (M/D) Flow selector set to HIGH provides additional air to the main cargo deck when carrying live cargo. In the NORM
position the humidification system operates automatically.
Set The Temp Selectors as per the Special Loads notification… LWR CARGO TEMP selection of OFF will trigger EICAS
LWR Cargo Temp Off… C will use slightly more fuel bet prevent the EICAS nuisance message.
EAD-114 B777F CARGO HEAT BULK EICAS Advisory Message
If a CARGO HEAT BULK message is shown on a 777F before dispatch, the appropriate DDG and maintenance procedures should be
followed. If this message occurs after dispatch, the message may be regarded as nuisance.
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B777 Freighter Differences continued
Communication
Pelesys
Engines
FCOM NP
EAD-69R1
Weight
Limitations
o
o
o
PA system only broadcasts to the Supernumerary Seating area, Lavatory, and Crew Rest areas.
o
There are 4 wing inspection call panels on the main flight deck. These panels have call
capability to the flight deck through the Flight Interphone. A portable handset must be
attached for two-way communication with the flight deck.
Cargo Interphone System
The Load Masters amplifier panel is located by the Aft of the Main
Deck Cargo Door. The Panel has two way call capability with the
Flight Deck.
o Only one SATCOM is installed on the 777F FCOM NP.70.1
GE90-110B1L1 (110,000 lbs) (Takeoff Bump is available)
o GE engines MUST be started individually.
o EAI on Takeoff Procedure (GE Engines) Run-up to as high a thrust setting as practical and confirm stable engine operation before the start
of the takeoff roll. FCOM SP.16.8
High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle.
No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if successful consider it a nuisance fault.
Engine Oil Gulping or Hiding is common.
Fuel Flow Blanking with GE-90-100.
o Nuisance blanking that only occurs at or near idle during descent.
o Engine cool down recommendations: GE Engines – Run the engines for at least :03 minutes. FCOM NP.21.59
o
o
o
o
FCOM L.10.6
EKIB-10R5
Performance
Fire Protection
Pelesys
o Crews operating on the 777F aircraft should select “ALT CG” option in the OPT “CG Position” window whenever the reported T/O MAC on
the Load Sheet is a value equal to or greater than 28%. EFB Manual Section 9 Win7/Win10 Appendix 1
o If the Lateral Imbalance is greater than 13,500 KG the MTOW and MLW will be restricted. Cargo Operations Manual for FlightCrew
o The Emirates Electronic Weigh and Balance Tool will not produce a load sheet unless the lateral imbalance is within limits… “ALL LIMITS
o
o
o
o
Main Cargo Fire Protection
o
The 777 Freighter has an additional CARGO FIRE ARM switch for the MAIN DECK.
-
The Main Deck is divided into 8 fire detection areas, 46 smoke detectors, each with dual photo sensors, monitor the main deck and
function the same as in the lower cargo compartments.
Pushing the MAIN DECK cargo fire arm switch, enables main deck fire suppression, turns off two packs, configures equipment cooling to
closed loop mode, shuts off all airflow to the main deck, shuts off airflow and heat to lower cargo compartments.
-
Fuel
FCOM 12.20.6
FCOM 12.20.3
OK” message confirms this.
Cruise C of G Default 30% FCOM NP.21.19
Approach Category D.
MTOW and MLW are corrected if a Lateral Imbalance exists… see Final Load Data. OMC Appendix G-F page 18
For OPT message “INPUT WEIGHT APPEARS TOO LOW”… See procedure in FCOM PD 40.1 FCOM SP.27
o
o
o
o
Pushing the Cargo Fire DEPR/DSCH switch initiates a controlled depressurization to a cabin altitude of approximately 23,000 feet with the
airplane altitude at 25,000 feet. The reduced oxygen content of the air suppresses the fire. When smoke is no longer detected, the cargo
fire warning light extinguishes and the EICAS message is removed.
Flight Crews are no longer required to send furl figures via ACARS… The Loadmaster will use the Emirates Electronic Weight and Balance
Tool
31,300 / 82,900 / 31,300 ............................... 145,500
With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than…23,900. Center tank quantity must be below 15,900
Max Landing Fuel to ensure no fuel left in Center Tank:………………………………….…...36,000
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B777 Freighter Differences continued
EVAS
Emergency Vision
Assurance
System
Distance Learning
LOCATION
- EVAS Units are customized for the Captain and the First Officer
o Captains have a Red label, First Officers have a Green label
o Location is just forward of the light bag stowage.
-
OPERATION
- Recalls required to Arm the Inflatable Vision Unit (IVU)
o During initial indication of smoke… Arm the EVAS Unit

Loosen the Strap.

Remove and Clear the Lid. (Untangle from hose if required)

Remove the IVU (the light and blower will turn on automatically)

Extend the Flexable hose (Ensure the hose is on the same side as the power unit to avoid
tangling the hose)

Attach the IVU to the glaresheild (Align the IVU to the Velcro Strip)
•
•
-
If the blower did not start automatically press the master switch to manually start the blower.
Strategically shutting off the blower will extend battery life
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7. SOP GUIDE
EVAS Deployment
1.
2.
Inflation is accomplished by holding the IVU on the
glareshield and sharply pulling on the wrapper tab.
Hold The IVU in Position, Tuck the Wrapper under the IVU.
3.
Gently rake the IVU towards you. If required move the
tunnel section in front of the yoke. Use both hands to
smooth out the windscreen portion.
4.
Place the ends in the upper most corner of the glareshield.
Hold in place while the IVU inflates. Assist the process by
smoothing the IVU during inflation. Inflation takes about :30
seconds.
5.
6.
The IVU provides a limited view of instrumentation.
Repositioning allows unit to view additional instruments or
radios. Safety dictates only the pilot monitoring should do
so.
The blower may be turned ON and OFF as required to keep
the unit inflated while viewing auxiliary devices.
7.
8.
9.
Three pockets allow for the viewing of document or tablets.
Once the emergency has been averted the unit can be
Deflated. Turn off the master switch, deflation can be
accelerated by pressing on the unit and moving the unit to a
location where it can not interfere with operations.
10. The unit can be redeployed if smoke returns.
LIMITATIONS
-
-
Cannot be repaired in the field
Limited view of instruments
o Not designed to see Engine Instruments, Controls, or
Overhead Panels
Not designed for prolonged flight
Batteries certified for 2 ½ hours
Designed for a single use
Transparent window degrades over time
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B777 Freighter SOP Changes
PRELIMINARY PREFLIGHT PROCEDURE
- The security checks are extended to include the supernumerary area, crew rest area, and galley area.
- When a Load Master is part of the crew he shall conduct the aircraft security check including the Main Deck Cargo Compartment (MDCC) and the
Lower Cargo Compartments.
- Check that catering meets crew requirements for the entire duty period and that water quantities are sufficient for the flight. Ensure that the waste
compartment has been serviced. Check the galley area is secure for take-off.
- Verify that a service check of the Emergency Power Assist System (EPAS) and Slide/Raft gas bottle has been accomplished according to approved
procedures once each flight day. Compliance is via the completion of a daily/service check by the Engineer.
- Do not store luggage behind Supernumerary Seats as this is a decompression panel and needs to be clear. Proper storage area is in the cargo area
attached to the front of the first pallet.
- Laptop Stowage area moved to the lower stowage compartment next to the second observer seat.
- The recharging of laptop batteries in the Supernumerary Area must be monitored at all times. Cargo Operations Supplement
- Flight Crew will not operate the Main Cargo Door.
FCOM NP.70.1
OMA 21
FCOM NP.21.2
PREFLIGHT PERFORMANCE CALCULATION
- Check the Final Load Data for Lateral Imbalance and respect the revised MTOW and MLW restrictions. OMC RAIG Appendix G-F
- If the Lateral Imbalance is greater than 13,499 KG the MTOW and MLW will be restricted.
- Confirm that the load sheet reflects the installed supernumerary configuration.
- Crews operating on the 777F aircraft should select “ALT CG” if the CG is equal to or greater than 28%. EFB Manual Section 9
- At very low take-off weights an OPT message “INPUT WEIGHT APPEARS TOO LOW” can be displayed. If this happens follow the FCOM procedure
to calculate the takeoff performance. FCOM NP.21.31 FCOM PD 777-200F
- Set the appropriate TEMP setting from the NOTOC, if required, for the FWD and AFT lower cargo and the FWD and AFT main deck cargo. Crew shall
not refuse carriage solely on the basis of temperature stated on the NOTOC. OMA 8.2.2.3.4.5.3
FCOM NP.70.1
EFB Manual Section 9
Win7/Win10
Appendix 1
FCOM NP.21.32
FCOM PD 77F
BEFORE START PROCEDURE
- On completion of the Preflight Performance Calculation, entry of data into the FMC, all doors closed, and all other Preflight Requirements have been
completed, the CM2 will close and arm the entry doors, and check the girt bar indicators are yellow.
- When the last cabin door is closed the Flight Deck Crew shall ensure that the access doors to the MDCC area are closed
NOTE: Commander may delegate the door operation to a suitably qualified person on board
FCOM NP.70.1
BEFORE TAKEOFF PROCEDURE
- The “CABIN READY”, will not be received. The below steps shall be actioned on completion of the takeoff review.
PF
PM
Select WXR/TERR switch ON.
Call “BEFORE TAKEOFF CHECKLIST”
FCOMNP.21.34
Select WXR/TERR switch ON.
Do the BEFORE TAKEOFF Checklist
DESCENT PREPARATION AND PROCEDURE
- Check the galley area is secure for descent and landing. Advise any Supernumerary personnel of descent prior to the top of descent.
LANDING (General) FCOM NP.70.1 FCOM SP.27 EK TR 107
o The airplane has an increased tendency to float.
o Approach reference speeds for Flaps 20, 25, and 30 will be the same.
o Pitch attitude is lower than normal. Flaps 25 is recommended to increase the pitch attitude.
o Use autothrottles, if available.
o Use VREF + 5 for landing. Do not use wind additives if autothrottles are engaged.
Landing Weights below 217,000 kilograms, but at or above 154,221 kilograms.
o From approximately 217,000 kilograms down to 154,221 kilograms approach speeds remain constant as weight reduces.
o If an autoland is required or landing performance precludes a Flaps 25 landing, Flaps 30 shall be used unless Flaps 20 is specified by procedure or checklist.
o Dispatch will plan flights using necessary ballast or additional fuel in order to ensure flights arrive at destination at or above 154,221 kilograms.
o If in the event of holding, diversion, or other unanticipated circumstances the actual landing weight falls below this value, crews shall apply below procedure for landing
below 154,221 kilograms.
Landing Weights below 154,221 kilograms.
o Below 154,221 kilograms approach speeds will increase as weight reduces.
o If an autoland is required or landing performance precludes a Flaps 25 landing, Flaps 30 shall be used unless Flaps 20 is specified by procedure or checklist.
o Dispatch shall not plan flights to arrive at destination at weights below 154,221 kilograms.
o Landing distances will be longer due to the higher VREF speed. For normal landing, expect an increase in landing distance by 135 meters. For non-normal landing, expect
an increase in landing distance by 190 meters. These numbers are conservative and representative for all landing distance tables.
CAUTION: The airplane accelerates and climbs rapidly due to excess thrust.
o For go-around, request level off at 3,000 feet above field elevation or higher from ATC.
o A lower level off altitude can result in an overshoot of the assigned altitude.
o If the airplane weight decreases below 154,221 kilograms during landing flap manoeuvre speeds can increase.
o Follow the higher flap manoeuvre speeds.
o During nose high attitudes, the FUEL PUMP L/R FWD EICAS messages can show.
VREF
o If FMC or OPT VREF speeds are not available for landing weights below 154,221, use the VREF speeds in the following table for landing.
CAUTION: If the aircraft landing weight drops below 154,211 the VREF will adjust itself upwards and you could then be below VREF on short final.
FCOM SP.27.1 When the airplane gross weight decreases below 154,221 kilograms, the VREF and Flap maneuver speeds increase progessively (by up to 11 knots) due to Vloc.
Go Around and Missed Approach
o Do not overpitch the airplane when initiating a go-around.
Full rated go-around thrust is not recommended unless required by procedures or environmental conditions.
AFTER FINAL TURN ON TO PARKING STAND
Runway turnoff and taxi lights ................................................................................................................................................................................OFF
Door display switch ................................................................................................................................................................................................Push
NOTE: The command to disarm doors is omitted.
PM
PM
FCOM NP.70.1
SHUTDOWN PROCEDURE
- After the aircraft is parked and engines are shutdown, the CM2 will disarm the entry doors.
- Verify that the doors are disarmed on the doors display and the door panel before opening.
- Flight Crew will not operate the Main Cargo Door.
NOTE: Commander may delegate the door operation to a suitably qualified person on board.
FCOM NP.70.1
OMA 21
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B777 Freighter SOP Changes Continued…
Suspected Inaccurately Loaded Aeroplane
Actions to be taken by the Commander
OMA 8.1.8.5.4
FCI 2016-021
OMA 8.1.8.5.4.1
Whenever the Commander suspects that the weight or balance of an
aeroplane is in error, either by virtue of its handling qualities or poor
performance, he should take the following actions: Recurrent Training CBT
a. Maintain safe operating envelope/buffet margins;
b. If time allows, contact VPNC and request additional support (Flight Operations Performance, Flight Dispatch, Tech Pilot);
c. The RAIG Performance Chapter F provides some considerations for inflight management;
d. Obtain accurate W/B info if possible;
e. Assess available trim margins;
f. Landing options Divert/Continue/Return?
g. Consider best landing configuration/Speed;
h. OMA 8.1.8.5.4
Actions to be taken by VPNC / Network Control
OMA 8.1.8.5.4.2
Whenever VPNC / Network Control receives a report of a suspected
inaccurately loaded aeroplane, they should take the following actions;
a. Provide additional support to the operating crew. The RAIG Performance Chapter F provides some considerations for inflight
management.
b. Make arrangements for weighing of all cargo and baggage at the destination aerodrome.
c. After the cargo and baggage weighing, and in liaison with Dispatch and MCC, decide which checks may be appropriate
(overweight landing / floor or tie down overload) before the aeroplane is released for service.
OMC / RAIG – Performance … Loading
OMA 8.1.8.5.4
RAIG Performance
Chapter F
FCI 2016-021
RAIG Performance Chapter F
I.1 Inflight Performance Considerations for a Suspected Inaccurately Loaded Aeroplane
Whenever the Commander suspects that the weight or balance of an aeroplane is in error, either by virtue of its handling qualities or
lack of performance, he should take the actions detailed in OMA 8.1.8.5.4 . To support the flight crew in the management of an
inaccurately loaded aeroplane, the following may be considered.
a. If possible, confirm the actual accurate weight and balance of the aircraft with VPNC/CLC.
b. If an accurate weight and balance is not available, estimate W&B from current aircraft performance and trim.
c. Assess the available trim margin.
d. Assess the available landing options (Continue/Divert/Return).
e. Assess if additional fuel burn or transfer or dumping will improve or worsen the aircraft state.
f. Consider the best landing configuration/speed. Additional speed will provide greater elevator authority.
g. If applicable, consider the impact on DriftDown/ETOPs.
POSTFLIGHT PROCEDURES
Please make sure the dry stores are sealed before you leave the aircraft, particularly at an outstation.
You will find the seals in the dry stores containers.
EKFOIP
25 Nov 2018
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-300ER Differences
Airplane
General
Engines
FCOM NP
EAD-69R1
Weight
Limitations
o External Camera available to see wheel positions during taxi.
o Wingspan increased to 64.8 meters with a distinctive rake wingtip.
GE90-115B or GE90-115BL1 (115,000 lbs) (Takeoff Bump is available if GE115-BL1 installed)
o GE engines MUST be started individually.
o EAI on Takeoff Procedure (GE Engines) Run-up to as high a thrust setting as practical and confirm stable engine operation before the start
of the takeoff roll. FCOM SP.16.8
High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle.
No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if successful consider it a nuisance fault.
Engine Oil Gulping or Hiding is common.
GE90-115B Flameouts Following RTOs.
o Crews should avoid abrupt thrust lever movement in the forward thrust range during the time period immediately following thrust
reduction to idle.
o Fuel Flow Blanking with GE-90-100.
o Nuisance blanking that only occurs at or near idle during descent.
o Engine cool down recommendations: GE Engines – Run the engines for at least :03 minutes. FCOM NP.21.59
o
o
o
o
FCOM L.10.7
Performance
Fuel
FCOM 12.20.6
FCOM 12.20.3
o
o
o
o
o
Cruise C of G Default 30%. FCOM NP.21.19
Approach Category D.
Use alternate C of G in the OPT if the C of G is 26% or greater. Emirates Flight Bag Manual Section 9
31,300 / 82,900 / 31,300 .................................. 145,500
With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than…23,900. Center tank quantity must be below 15,900
o Max Landing Fuel to ensure no fuel left in Center Tank:………………………………….…...36,000
Stephan Prugner Upgrade Interview Question
-300ER/ULR Differences
Airplane
General
Engines
EKIB-22
o External Camera available to see wheel positions during taxi.
o Wingspan increased to 64.8 meters with a distinctive rake wingtip.
o Crew Rest Compartment
GE90-115BL1 (115,000 lbs) (Takeoff Bump is available)
o GE engines MUST be started individually.
o EAI on Takeoff Procedure (GE Engines) Run-up to as high a thrust setting as practical and confirm stable engine operation before the start
of the takeoff roll. FCOM SP.16.8
High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle.
No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if successful consider it a nuisance fault.
Engine Oil Gulping or Hiding is common.
GE90-115B Flameouts Following RTOs.
o Crews should avoid abrupt thrust lever movement in the forward thrust range during the time period immediately following thrust
reduction to idle.
o Fuel Flow Blanking with GE-90-100.
o
o
o
o
EAD-69R1
Weight
Limitations
o Nuisance blanking that only occurs at or near idle during descent.
o Engine cool down recommendations: GE Engines – Run the engines for at least :03 minutes.
FCOM NP.21.59
FCOM L.10.10
Performance
Fuel
FCOM 12.20.6
FCOM 12.20.3
o
o
o
o
o
Cruise C of G Default 30%. FCOM NP.21.19
Approach Category D.
Use alternate C of G in the OPT if the C of G is 26% or greater. Emirates Flight Bag Manual Section 9
31,300 / 82,900 / 31,300 .................................. 145,500
With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than…23,900. Center tank quantity must be below 15,900
o Max Landing Fuel to ensure no fuel left in Center Tank:………………………………….…...36,000
Stephan Prugner Upgrade Interview Question
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7. SOP GUIDE
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Pros
Cons
Cons
Pros
- The cockpit voice recorder records any transmitted or received data link communications and flight deck audio as selected on the audio control panels. It also
records flight deck area conversations using an area microphone and crew member boom, oxygen mask, and hand microphones, independent of
microphone/interphone switch positions. All inputs are recorded continuously.
- Application of the abbreviation rules may create identical identifiers for different waypoints. Entering the same waypoint identifier in the route a second time
causes the FMC to extend the route back to the first entered waypoint. The second waypoint entry must be entered using latitude and longitude.
- The fuel used by each engine is calculated with its related fuel flow signal. FUEL USED displays on PROGRESS page 2. FUEL USED values are retained
through flight completion and are subsequently cleared at engine start or following a long-term power interrupt on the ground. If the fuel flow signal is invalid for
greater than two minutes after engine start or is invalid while on the ground, the display blanks.
- The FMC continually estimates the fuel at the destination airport when the active route is flown. The scratchpad displays the message INSUFFICIENT FUEL if
the estimate is less than the fuel reserve value; or, if no reserve value entered, then 4,000 lbs (1,814 kgs).
Cons
Blockpoint 16
Blockpoint 17
Pros
Cons
Pros
Blockpoint 15
Blockpoint 14
Blockpoint Software Differences
- The cockpit voice recorder records any transmitted or received flight deck audio as selected on the audio control panels. It also records flight deck area
conversations using an area microphone and crew member boom, oxygen mask, and hand microphones, independent of microphone/interphone switch
positions. All inputs are recorded continuously.
- Radio navaid updating is inhibited unless the RAD NAV INHIBIT toggle is selected to OFF on the REF NAV DATA page.
- Application of the abbreviation rules may create identical identifiers for different waypoints. Entering the same waypoint identifier in the route a second time
causes the FMC to extend the route back to the first entered waypoint. The second waypoint entry must be entered using latitude and longitude.
- The fuel used by each engine is calculated with its related fuel flow signal. FUEL USED displays on PROGRESS page 2. FUEL USED values are retained
through flight completion and are subsequently cleared at engine start or following a long-term power interrupt on the ground. If the fuel flow signal is invalid for
greater than two minutes after engine start or is invalid while on the ground, the display blanks.
- EAD-110 At higher Latitudes Drift angle between track and Heading may be inconsistent with Wind drift.:
- Application of the abbreviation rules may create identical identifiers for different waypoints. When entering a waypoint with the same identifier a second time, the
SELECT DESIRED WPT page displays. The page lists the latitude and longitude of waypoints with the same identifier and the type of facility or waypoint.
Select the latitude/longitude of the desired waypoint.
- The fuel used by each engine is calculated with its related fuel flow signal. FUEL USED displays on PROGRESS page 2. FUEL USED values blank after last
engine shutdown. If the fuel flow signal is invalid for greater than two minutes after engine start or is invalid while on the ground, the display blanks.
- The FMC continually estimates the fuel at the destination airport when the active route is flown. The EICAS message INSUFFICIENT FUEL displays if the
estimate is less than the fuel reserve value; or, if no reserve value entered, then 4,000 lbs (1,814 kgs). For a pending activation route or for the active route in a
modified state, the message displays in the scratchpad.
- New EICAS message ADS-B OUT L,R –Position Data is not available to the transponder.
- New EICAS message FUEL FLOW ENG L,R –Engine fuel flow is abnormally high.
- EAD 97 If ATC downlink communications will be used in flight, the following procedure should be used during preflight operations:
• With the FMC Selector in the Auto position, display POS REF page 3/3 on either CDU.
• Determine which FMC is active by noting the FMC that is listed as (PRI). This FMC is chosen on initial power up and is based on available
resources.
• Move the FMC Selector from the AUTO position to the active FMC (L or R) as indicated on POS REF page 3/3.
Note: After a company uplink is received, do not move the FMC selector switch until all pending company uplinks have been accepted or rejected.
Anytime, prior to selecting an approach from the FMC, move the FMC selector to the AUTO position. After selecting an approach, return the FMC selector
to the previously selected L or R positions. At Top of Descent (T/D) move the FMC selector to AUTO and leave it in AUTO if no further datalink
transmissions are required.
If operating with the FMC Selector in L or R and the selected FMC fails, the FMC EICAS message will show. If this occurs, move the FMC Selector to the
opposite FMC to restore FMC functionality.
After completion of the flight the FMC Selector should be moved back to the AUTO position.
- Application of the abbreviation rules may create identical identifiers for different waypoints. When entering a waypoint with the same identifier a second time, the
SELECT DESIRED WPT page displays. The page lists the latitude and longitude of waypoints with the same identifier and the type of facility or waypoint.
Select the latitude/longitude of the desired waypoint.
- The fuel used by each engine is calculated with its related fuel flow signal. FUEL USED displays on PROGRESS page 2. FUEL USED values blank after last
engine shutdown. If the fuel flow signal is invalid for greater than two minutes after engine start or is invalid while on the ground, the display blanks.
- The FMC continually estimates the fuel at the destination airport when the active route is flown. The EICAS message INSUFFICIENT FUEL displays if the
estimate is less than the fuel reserve value; or, if no reserve value entered, then 4,000 lbs (1,814 kgs). For a pending activation route or for the active route in a
modified state, the message displays in the scratchpad.
- New EICAS message ADS-B OUT L,R –Position Data is not available to the transponder.
- New EICAS message FUEL FLOW ENG L,R –Engine fuel flow is abnormally high.
- Displays a VERIFY REQUEST page for LEVEL REQUEST, ROUTE REQUEST, and SPEED REQUEST on CPDLC ATC pages.
- The EICAS caution message CHKL INCOMPLETE NORM shows to alert the crew when a critical normal checklist is not complete before the next phase of
flight begins. Three normal checklists can cause the message to show. Also, the normal checklist key changes color to amber to show that one or more normal
checklists is incomplete.
These are the three alerts:
• Before Takeoff Alert - Occurs if the BEFORE TAKEOFF checklist is not complete and the airplane is on the FMC takeoff runway, aligned for takeoff
• Approach Alert - Occurs if the APPROACH checklist is not complete, the airplane descends through the FMC transition level, and flaps are not in UP
• Landing Alert - Occurs if the LANDING checklist is not complete, and the airplane descends below 800 feet (or 500 feet by airplane option) above the
FMC landing runway.
The message CHKL INCOMPLETE NORM message shows until the normal checklist is complete or overridden. The checklist icon shows with the CHKL
INCOMPLETE NORM message to alert the flight crew to open the checklist, but there is no non-normal checklist for this EICAS message.
- If a climb is not initiated within 5 minutes after passing a planned or calculated step climb point, the EICAS message VNAV STEP CLIMB displays.
- New EICAS message AIR DATA SYS – Position data is not available to the transponder.
- New EICAS message ANAV AIR DATA SYS – Information from the air data sources in no longer being combined for display.
- New EICAS message VNAV STEP CLIMB – A step climb is bypassed without climbing or a lower cruise altitude is selected without adjusting the step climb.
- EAD 105 If the radio selected for data transmission no longer displays DATA the flight crew can correct the issue by reselecting DATA to the ACTIVE frequency
window. After selecting DATA on the RTP, a CPDLC connection may be established or re-established using normal CPDLC Log-On procedures.
If unable to re-establish CPDLC communications the flight crew shall revert to Voice communications.
- EAD 106R1 Anytime there is a power interrupt to the left AC bus, The Fuel Synoptic can give invalid indications and should not be used for situational
awareness. Depending on conditions, the fuel synoptic page on the Captain’s inboard display, First Officer’s inboard display, and the lower MFD can
display different fuel spar valve indications..
- CO615/14 COMPANY NOTAM - AIRCRAFT WITH AIMS BP V17:
For aircraft installed with aims BP V17 the tail number must be manually entered on the system information manager page after certain maintenance actions. If
the tail number is not entered prior to engine start, the field becomes inhibited and VHF Datalink and CPDLC functions will not be available. Crews must ensure
that the tail number is validated/ entered on the system information manager page prior to engine start. - FTP 29may14
- EAD-111R1 On the COMM / MANAGER / SYSTEM INFORMATION page verify TAIL NUMBER is correct or ATC Data Link will not work.
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Emirates Decision Making Model
Emirates Decision Making Model
FLY
FLY
- Protect the airplane
- Protect the controls
- Protect yourself…
NAV
Examples
EFATO
01 June 2019
STUDY GUIDE
CRMM 9.5
NAVIGATE
- Diversion?
- Hold?
- Approach?
COM
COMMUNICATE
- Who do I need to speak with Urgently
ASS
ASSESS
- If your current condition gets better or worse or there is
significant new information go back to FLY and start over.
- Slowly read the EICAS (stress control).
- Bring in other pilot, purser, Company, ATC as required.
RTO
- Is it Time Critical???
ACT
ACTION
- Memory Items – Checklist - EICAS – Normal Checklists…
MAN
Engine Failure in Cruise
MANAGE
- Other Pilot – Purser – Company – ATC – fuel – weather –
diversion - …
- Several Acronyms available…
E
x
a
m
p
l
e
s
o D ..... Decisions, Divert, Dump…
o I ...... Inform (PM, Purser, Pax, ATC Company) ( Send Position Report and
o
f
Boeing Non-Normal Situation Guidelines
M
a
n
a
g
e
M
o
d
e
l
s
Diversion Message) or (ACARS Message to DXBOWEK)
o S ..... Setup
o C ..... Checklists
o S ..... Special Requirements
o
o
o
o
o
R ..... Recognition of the Non-Normal
A ..... Airplane Control
A ..... Analyse
T...... Take Action
E ..... Evaluate
o
o
o
o
o
W .... Weight
W .... Weather
P ..... Purser
P ..... Passengers
C ..... Checklists
FCTM 8.1
When making decisions that enter grey areas consider the following:
OMA 1.1 Flight Operations Mission
To operate Emirates aircraft in the SAFEST and most EFFICIENT manner.
SLR
Rapid Depress with TCAS
Is it SAFE, LEGAL, and do you have a REASON.
Uncontrollable Fire after T/O
Tips for dealing Disruptive Passengers: OME 10.4.4.1
L ................................... Listen what he/she is thinking.
E ................................... Empathise a better option.
A ................................... Ask Open Questions on the change.
P ................................... Paraphrase on the change.
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Pilot Monitoring Intervention Model
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STUDY GUIDE
Emirates CRM Manual 9.5.1
Effective pilot monitoring depends upon shared situational awareness and, critically, shared responsibility for the PF task.
An intervention policy is necessary to address the issue of loss of situational awareness or inappropriate aircraft handling by
the PF. The hierarchy of intervention considers the actual or potential aircraft state and the time available for crew reaction,
providing four ways for the PM to take action to preserve flight safety. Where necessary, the PM shall apply the appropriate
intervention, up to and including taking over the PF duties, as follows:
At any time, the PM can use the trigger word “UNCOMFORTABLE” to clearly
express concern regarding the actual or future aircraft state. The hierarchy is also
relevant for crew positioned in the jump seats, such as augmenting pilots or
trainers. Emirates CRM Manual 9.5.1
Pilot Intervention Techniques (TRE
-
Technique)
Position Non Thrust Lever hand on knee with thumb and fingers raised to access the control column if required.
- With hand in this position you will be able to assess early, late, slow rotation, or incorrect crosswind technique on
Take-off and Landing.
If Takeover Required…
-
Clearly Announce “I HAVE CONTROL”
The Non Thrust Lever hand is in position to take control.
Move the Thrust Lever hand up from below lifting the Pilot hands off of the Thrust Levers and take control.
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RTO Actions
QRH MAN 1.5
Low Speed RTO
- Prior to 80 knots the Auto-Throttles remain in TOGA and
will have to be disconnected to avoid reapplication of
thrust.
- Auto Brakes arm at 85 knots, If the RTO is below 85
knots manual braking will be required.
Alert Phase (Aircraft Stopped)
Set the Park Brake
PA “This
is the Captain,
Attention Crew at Stations”
CM1
Access the situation
FLT Instruments, CM2,
Purser, ATC, and
Emergency Services.
Call for Memory
items or Checklists
as required.
QRH CI.2.5
CM2
Complete the
requested Memory
Items or Checklists
With the airplane stationary on the ground, the
Captain and First Officer take action based on the
pre-flight areas of responsibility. After moving the
control, the crewmember taking the action also states
the checklist response.
PA
Evacuation
Decision
End of Alert Phase
“This is the Captain,
Cabin Crew revert to
Normal Operations”
QRH Back Cover .2
PRECAUTIONARY
DISEMBARKATION
QRH Back Cover.1
YES
Turn on the STORM LIGHTS
“Passenger Evacuation Checklist”
required PA
“This is the Captain, Evacuate Evacuate”
Evacuation Switch ON….…Horn Silence Pull
CM1 OME 5.10.12.1
1. Shall be the last person to leave the Flight Deck, proceed to the
cabin and assist in passenger evacuation, as the situation dictates.
2. Check that all persons on board have been evacuated.
3. Leave the aircraft through the rear door (or any suitable exit if rear
door cannot be reached).
4. Take command on ground and give assistance as required.
CM2 OME 5.10.12.2
1. Proceed to the cabin, assist passengers and take the
emergency equipment.
2. Evacuate the aircraft through any suitable exit.
3. Assist on ground as necessary.
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Engine Malfunction After V1
PF
Release Brakes
Confirm Correct Runway
Align Aircraft on Runway MLG Steering centered for
Verify Runway heading with ND ± 10°.
FCTM 3.31 QRH MAN 2.1 FCOM NP.50.1 OMA 8.3.0.4.4.2
PM
When Cleared to Lineup on runway
Landing and Strobe Lights On
PA “CABIN CREW PREPARE FOR T/O”
Confirm Correct Runway
Verify Runway heading with ND± 10°.
:05 before takeoff.
Cleared for Takeoff
CM 1 Start Clock 1.05 EPR or 55 % N1
“TAKEOFF” push TOGA sw
“THRUST REF”
“CHECK”
Set Thrust prior to 80 kts
“THRUST SET”
“CHECK”
“80 KNOTS”
“HOLD”
V1 Auto Callout
“ROTATE”
“POSITIVE CLIMB”
“GEAR UP”
“LNAV”
Ensure Aircraft is in Trim
“AP ON” Above 200 AGL
400 Feet
Select TRACK and follow the Engine Out Procedure.
“WHAT IS THE PROBLEM”
(If Required)
“400” (An awareness call of a Lateral Mode Selection)
Call engine Indications and report the problem.
Stabilize the flight path and navigation
Call for required memory itemsl
Complete required memory items
Example Of Memory Items Procedure
Caution:
- If TOGA selected it will
lock onto the current
track and you will be
unable to change this
until above 400’ AAL.
“ENGINE SEVERE DAMAGE/SEPARATION LEFT MEMORY
ITEMS”.
(Provides Verbal confirmation) “CONFIRMED”
- If Thrust Levers
advanced for additional
thrust. Roll Modes LNAV
and HDG/TRK will be
available below 400’AGL
Caution:
- At 400’AAL THR REF
will engage and retard
them to the original T/O
Thrust… possibly D-TO.
(Retards the Thrust Lever to Idle and states)
(Physically identify the correct Thrust Lever and seek confirmation)
(Provides Verbal confirmation)
“IDLE”.
“CONFIRMED”
“LEFT A/T ARM SWITCH OFF”
(Physically identify the correct switch and seek confirmation)“CONFIRM?”
(Place the A/T Arm switch to the OFF position and state
“CONFIRM?”
“OFF”.
“LEFT THRUST LEVER IDLE”.
(Provides Verbal confirmation)
“CONFIRMED”
(Physically identify the correct Fuel Control Switch and seek confirmation)
“LEFT FUEL CONTROL SWITCH CUTOFF CONFIRM?”.
(Places the Fuel Control Switch to the cutoff and states)
“CUTOFF”.
(Physically identify the correct Engine Fire Switch and seek confirmation)
Provides Verbal confirmation)
“CONFIRMED”
“LEFT ENGINE FIRE SWITCH PULL CONFIRM?”
(Pulls the Engine Fire Switch and states) “PULL”
(State) “ENGINE SEVERE DAMAGE/SEPARATION LEFT
MEMORY ITEMS COMPLETE”
Memory Items Complete and above Engine Out Acceleration Height and Turns Complete OMA 8.3.0.4.4.2
- Accelerate and retract the Flaps to UP.
- After Flap retracted confirm MAX CON Thrust. Select FLCH if
required.
- Come up with a mini plan.
o Climb to MSA and proceed to a holding fix or follow ATC
instructions.
- Call for the required Non-Normal checklists
- Review the EICAS.
- Cancel the EICAS
- Call for the AFTER TAKEOFF checklist
D Decisions, Divert, Dump…
I Inform (PM, Purser, Pax, ATC Company)
S Setup
C Checklists
S Special Requirements
After 400 feet and required Memory Items complete, contact
ATC with PAN PAN for a Failure or MAYDAY for FIRE,
SEVERE DAMAGE, SEPARATION. Tell them to standby.
TAC OFF Trim Settings Rule of Thumb
Take-off ................................... 12 units
Downwind.................................. 6 units
Approach ................................... 3 units
or… Rudder Trim should = Fuel Flow
FCTM 7.4
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Engine Failure After V1
Initial climb will be in accordance with the required Engine Out
Procedures (EOP), as detailed in the EFB take-off performance module.
These will involve one of the following:
a. Straight Out Departure:
1. Maintain Runway Track (compensating for wind).
2. Climb at V2 (or speed at failure) until minimum acceleration
altitude or above.
b. Turning Departure – (Non-standard Engine Out Procedure)
1. Maintain Runway Track until designated Turning Point.
2. Turn onto required heading, track or course while climbing to
minimum acceleration altitude or above
3. Accelerate when:
i. Aircraft on the final EOP heading, track or course and at or
above the minimum acceleration altitude.
Or
ii. Aircraft is at or above the applicable MSA
Engine Out Procedure
OMA 8.3.0.4.4.2
FCOM NP.50.1
EICAS Message Procedure
PF
“(EICAS MSG) MEMORY ITEM”
“(EICAS MSG) CHECKLIST”
“REVIEW EICAS”
Call for any further checklists if required
“CANCEL EICAS”
“CLEAR CHECKLISTS”
PM
EICAS
Complete the Memory Items“
“(EICAS MSG) MEMORY ITEMS COMPLETE”
“ADDITIONAL NON-NORMALS”
Complete the Checklist Items“
“(EICAS MSG) CHECKLIST COMPLETE”
“NO ADDITIONAL NON-NORMALS”
Read all EICAS messages
Cancel EICAS
Clear Checklist
Engine Out Cruise Driftdown Procedure FCTM 4.13
PF
“ENGINE OUT DRIFT DOWN PROCEDURE”
Ensure VNAV Engaged
“ENGINE FAILURE L/R CHECKLIST”
“REVIEW EICAS”
Call for any further checklists if required
“CANCEL EICAS”
“CLEAR CHECKLISTS”
PM
“ENGINE FAILURE”
Select FMS CRUISE page
ENGINE OUT
Select a lower altitude on the MCP (Do Not Push)
Execute
Ensure VNAV Engaged
“MAYDAY,MAYDAY, MAYDAY” Turn on all exterior lights
Complete the Checklist Items“
“ENGINE FAILURE CHECKLIST COMPLETE”
Read all EICAS messages
Cancel EICAS
Clear Checklist
Engine Out Driftdown Manual Proc.
PF
Select CONT Thrust
Select a Lower Altitude
Select FLCH
Adjust Speed
Disconnect A/T and ensure CONT Thrust
FCOM SP24 FCOM 11.31.34
“ENGINE FAILURE”
FCTM 4.14
PM
Select E/O on the VNAV Cruise page
Advise D/D Speed and D/D Altitude
Adjust the Speed and Altitude settings.
- If FMC is inoperative use Turbulence Penetration airspeed to driftdown and Engine Out Long Range cruise tables in the QRH.
FCTM 4.13
The turbulent air penetration speed (in severe turbulence) is defined as: 270 knots below 25,000 feet, 280 knots or 0.82 Mach whichever is lower at
25,000 feet and above. Maintain a minimum speed of 15 knots above the minimum maneuvering speed at all altitudes when airspeed is below 0.82
Mach.
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Pressurization Problems
OMA 8.3.16.8.7
- The AIR Synoptic will display on the EICAS when the Cabin Altitude is above the normal
range (8,500 PA). The Cabin Altitude displays Amber for Cabin Altitudes above 8,500PA.
ALTEON CBT
- The CABIN ALTITUDE EICAS warning message displays and the Siren will activate when the cabin altitude is excessive (Above 10,000 PA). The Cabin
Altitude Displays Red for Cabin Altitudes 10,000 and above. ALTEON CBT
- The Oxygen masks deploy at Cabin Altitudes above 13,500 PA. ALTEON CBT
- The Flight Crew must use oxygen whenever the cabin altitude is above 10,000 feet. OMA 8.8.1
- Passengers must use Oxygen when Cabin Altitude is above 15,000 . OMA 8.8.3.1
- Passenger Oxygen will flow for :22 minutes OME 6.12.2
PF
PM
CM1
CM2
If the cabin is uncontrollable or the “CABIN ALTITUDE” EICAS Warning comes ON
“CABIN ALTITUDE MEMORY ITEMS”
- OXYGEN MASKS. ...............................................................ON
- OXYGEN MASKS. ...................................................................... ON
Remove headset, place on shoulder
Remove headset, place on shoulder
O2 mask on
O2 mask on
Headset on
Headset on
- CREW COMMUNICATIONS. ................................ ESTABLISH
- CREW COMMUNICATIONS. ........................................ ESTABLISH
- CABIN ALTITUDE AND RATE. ............................................ CHECK
IF CABIN ALTITUDE UNCONTROLLABLE:
- PASS OXYGEN SWITCH. ................ PUSH AND HOLD 1 SECOND
- DESCENT. ................................................................ ACCOMPLISH
“RAPID DESCENT” Descent Accomplish
• Set a lower Alt.
- Lights On
• HDG SEL
- Notify ATC and request Altimeter Setting
• FLCH
- Call out Altitudes
• Close Thrust Levers
• Speed Brake Deploy
• Set Speed to VMO (or present speed if structural damage)
• Adjust Heading per ATC request.
• Reselect Altitude to 10,000 or Min Safe Altitude
• Where time permits, the announcement “THIS IS THE
CAPTAIN, DESCENT, DESCENT” will be made to the cabin.
“CABIN ALTITUDE CHECKLIST”
- Read the checklist aloud
- Call 2,000 Above Level Off Altitude
At 2,000 Reduce the Speed to LRC
- Call 1,000 above Level Off Altitude
At 1,000 Stow the Speed brake.
Establish LRC or 300 knots
After aircraft has leveled off at a safe altitude at or below 10,000
- Take control of the aircraft and ask CM2 to go off Oxygen
- Transfer Control to CM2
- Remove Mask
• Close Left O2 door and reset O2
• Establish Communications
- Make a PA “This is the Captain, PURSER REPORT TO THE
FLIGHT DECK”
- Make a PA to the Passengers and advise the new cruising
level. QRH OI.2.1
- “This is the Captain. We have had to perform a rapid
descent”
a. If oxygen is still required:
“You must remain seated and continue to wear your
oxygen masks. Cabin Crew may move in the cabin
using portable oxygen”.
b. If oxygen is no longer required:
“You must remain seated, oxygen is no longer required
and you may remove your oxygen masks. Cabin Crew
may move in the cabin”.
- Remove Mask
• Close Left O2 door and reset O2
• Establish Communications
FCTM 7.6
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Boeing Alt vs Oxygen Requirements
7. SOP GUIDE
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STUDY GUIDE
Engine Handling after an Airstart
After an In-flight Restart there are additional items required to reconfigure the aircraft. These Items are not covered by the
checklist or SOP. A handy acronym to remember is AAA
A
A
A
ALL ENGINE select on the VNAV CRUISE page.
AUTO THROTTLE select ON
APU select OFF
Remember the company procedure of not applying power to an engine until the OIL Temp is above 50°C.
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Landing Procedure – G/S Intercept from Above
01 June 2019
STUDY GUIDE
FCOM NP.21.52
FCI 2017-059
Intercepting glide slope from above is only authorized down to the charted FAF/FAP, the charted Descent Point or
the ATC cleared approach intercept altitude.
A check of distance to threshold and height above TDZE shall be performed at either glide slope intercept or the
FAF/FAP/Descent Point.
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ILS PRM (Precision Radar Monitor) Approaches
OMD 5.16 Distance Learning
Independent Simultaneous Parallel ILS Approaches have a minimum separation between runway centerlines of 4300
feet.
Dependent Parallel ILS Approaches have a minimum separation between runway centerlines of 2500 feet, staggered
approaches are required, diagonal radar separation is maintained.
ILS PRM Approaches are designed for closely separated runways at YSSY and some US Airports.
- Minimum Separation between runway centerlines is:
o
1,500m in Australia
o
Less than 4,300ft but greater than 3,000ft in the USA
- Training requirements are:
ASA Video
FAA Video
Familiarization with PRM approach Procedures
Company Training
Familiarization with Breakout Procedures and Phraseology.
Pass an Exam
- ATIS will broadcast when PRM approaches are in use.
- If unable to fly a PRM approach you must advise ATC:
o
by 120 DME from Sydney Airport, or if departing from within 120 DME of Sydney on first contact with
ATC.
o
by a distance specified on the LH AOI Arrival page.
- When ATIS advises that ILS PRM approaches are in use Pilots should brief for the PRM approach:
o
Brief using the “PRM Briefing page on the LH AOI Arrival Page and the “ILS PRM Chart”.
o
Ensure VHF Radios are set up Left Radio to ATC Transmit and Receive, Right Radio to PRM freq Receive
only and volumes set equally. (Select the monitor freq. when instructed to contact Tower)
o
If PRM approaches are cancelled the approach may be continued after briefing
o
new minimums,
o
the monitor frequency is no longer required.
- If an Aircraft will penetrate the NTZ:
o
An Advisory Broadcast will be issue.
o
An Instruction to turn will be issued.
- If an Aircraft penetrates the NTZ:
o
A BREAKOUT ALERT will be issued.
“BREAKOUT ALERT EK418 TURN LEFT/RIGHT
IMMEDIATELY HEADING ___ CLIMB/DESCEND AND MAINTAIN ___ ALTITUDE”
o
A TRAFFIC ALERT will be issued.
“TRAFFIC ALERT EK203 TURN LEFT/RIGHT IMMEDIATELY HEADING ___ CLIMB/DESCEND
AND MAINTAIN ___ ALTITUDE”
- Breakouts manoeuvres must be hand flown. (The Pilot must establish a 3º/sec turn within 8 seconds).
- Descending Breakouts can be given if no other options are available. (Rate of descent expected will not exceed
1,000fpm)
- USE of TCAS on PRM Approaches:
o
When in contact with tower TA or TA/RA may be selected. During a missed approach or breakout
TA/RA should be reselected.
o
TA/RA should be selected. During a breakout ATC turn instructions should be followed and TCAS
Climb/Descent instructions are controlling.
o
If while complying with a breakout you receive a TCAS/RA. You should comply with the turn portion of the
breakout but follow the climb/descent portion of the RA.
o
Breakout Procedure: OMC Ch5 Pg 10
Climbing Breakout
PF
“A/P/FD” ............................................ “OFF”
Manoeuvre as per ATC Instructions
Announce “BREAKOUT LEFT/RIGHT”
“SET HDG ___°, SET ALTITUDE _____ FT”.
After Breakout Complete
“A/P F/D Engage”
Command .. Gear and Flap Retraction as Required
PM
Turn Both F/Ds Off
Set MCP as
instructed
Complete requested
Actions
Descending Breakout
PF
“A/P/FD”............................................ “OFF”
Manoeuvre as per ATC Instructions
Announce “BREAKOUT LEFT/RIGHT”
“SET HDG ___°, SET ALTITUDE _____ FT”.
After Breakout Complete
“A/P F/D Engage”
If descent rate becomes excessive:
Select ...................... V/S-1000 (max rate required)
Speed .............................. Set as appropriate
Command .. Gear and Flap Retraction as Required
PM
Turn Both F/Ds Off
Set MCP as
instructed
Complete
requested Actions
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STUDY GUIDE
SOIA (Simultaneous Offset Instrument Approaches) or LDA/PRM
-
-
-
-
SOIA refer to simultaneous PRM approaches to a set of
parallel runways using a straight-in ILS approach to one
runway and an offset localizer-type directional aid (LDA) with
a glide slope instrument approach to the other runway.
The LDA cannot be offset more than 3° from a parallel track.
The ILS approach is normally flown to ILS minimums and the
LDA approach is flown to minimums which allow visual
maneuvering to the final approach course.
The SIOA No Transgression Zone Ends at the LDA Missed
Approach Point.
SOIA approaches are identical to PRM approaches until the
LDA Missed Approach Point. At this point visual separation
between aircraft on adjacent courses must be applied.
A visual segment between the LDA MAP and the Runway is
required and is displayed on the approach chart.
At the LDA MAP aircraft will transition to align with the runway
centerline and be stabilized by 500 feet AGL.
Pilots should remain on the LDA course until passing the LDA
MAP prior to maneuvering to align with the runway centerline.
This will ensure the LDA aircraft will not penetrate the NTZ
while trying to align with the runway.
During SOIA Operations aircraft will be sequenced so that the ILS aircraft will be ahead of the LDA aircraft prior to the
LDA MAP.
Ceilings for the LDA approach is established so the LDA aircraft will have approximately :30 seconds to visually
acquire the ILS aircraft prior to reaching the LDA MAP.
If visual acquisition of the ILS aircraft is not made a missed approach must be made.
To continue the approach beyond the LDA MAP the LDA aircraft must call “TRAFFIC IN SIGHT”, ensure that the
runway is in sight and must keep both in sight for the remainder of the approach.
ATC is not required to acknowledge the “TRAFFIC IN SIGHT” call.
Past the LDA MAP pilots of the LDA aircraft are responsible for their own visual separation and wake turbulence from
the ILS aircraft.
ATC should be notified as soon as practical if visual contact with the ILS aircraft is lost. A Go-around should be flown
unless otherwise instructed by ATC.
FAA PRM/SOIA training website:
http://www.faa..gov/AVR/AFS/PRMtraining
Air Services Australia
www.airservicesaustrailia.com
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Low Visibility Operations
Item
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FCOM SP 17
Remark
Special Reduced LVO qualified crews may reduce the takeoff minima to 125m for Category C and 150m for Category D aircraft, provided that the
Visibility Take-off following requirements are met:
Authorization
a. Low Visibility Procedures (LVP) are in force;
b. High intensity runway centerline lights spaced 15m or less and high intensity edge lights spaced 60m or less are in operation;
c. The reported RVR is at or above the required takeoff RVR as shown on the LIDO CCI section for LVOPS Minima page.
TAKE-OFF
- See LVOPS Minima Chart in the CCI section. ( * on AWO chart is at Captains Discretion... Not below 125m CAT C or 150m CAT D OMA 8.1.4.1.2 )
- All RVR are required to be above minimum RVR - If Runway lighting is reduced refer to OMA 8.1.4.1.1
AWO TO General
- It shall be confirmed at take-off that the aircraft is aligned on the runway centerline lights.
- The Commander shall satisfy himself that, under the prevailing meteorological conditions, the visual references are
sufficient for the take-off to be completed safely.
- Above 80 knots loss of visual reference should not cause an RTO. Reduced thrust is permitted.
Take-off Alternate If it is not possible to return to the departure airport a Take-off Alternate is required.
- Within 420 nm for a Non ETOPS aircraft.
- Within 840 nm for an ETOPS aircraft (420 nm for USA Operations) provided:
i. The aircraft is ETOPS qualified as per Emirates Operating Specifications
ii. No MEL restriction prohibits 120 minutes ETOPS
iii. The departure airport is located outside the USA
Wx should be above landing minima, ceiling is required for a non-precision approach and / or a circling approaches.
USA require weather to be above Alternate Minima (ceiling and visibility required from time of departure to ETA)
Reference
OMA 8.1.4.1.2
OMA 8.1.4.1.1
OMA 8.1.4.1
LH CCI
OMA 8.4.4.1
FCOM SP.17
OMA 8.1.2.1.1
OMA 8.1.4.4.1
NZ and Australia require T/O Alternate if weather is below CAT I landing minima.
LVO Recency
LVOPS Minima
chart in the CCI
section
AWO qualifications remain valid between PPCs.
- Lower than Standard CAT I or Other than Standard CAT II operations are not permitted.
- CAT II III approaches are only authorized at airports with LVOPS Minima chart in the CCI section.
- OMDB operations… If the TOUCHDOWN ZONE RVR is inoperative, the regulations allow the visibility reading from the midpoint RVR
to be substituted for the TOUCHDOWN RVR reading. OMDB CCI C-05
Approach Minima
LANDING
Auto Landing
Distance
OMA 8.4.3.2
OMA 8.4.1
OMA 8.1.4.3.3
OMA 8.1.4.2
OMA 8.1.4.3.2.2
Before conducting an Auto Land crew must either:
- Calculate actual autoland distance using the OPT Landing Module; or
- When the OPT is unavailable add 400 meters autoland margin to the calculated actual landing distance retrieved from
QRH/Performance Inflight Advisory Section. DCPB 19Aug2009
Stabilization Point The Aircraft must be stabilized by 1,500 AGL.
OMA 8.3.0.11.1
QRH PI
OMA 8.3.0.8.5.3
Lighting
Requirements
- If a partial failure of lighting is reported the following applies:
a. Partial unserviceability of up to 50%: No effect. However, the complete failure of the first half of the runway lights has to be
considered as total failure.
b. Unserviceability in excess of 50%: The visual aid has to be considered as unserviceable.
- For approach add on for failed or downgraded equipment refer to LIDO General Part, RAR
OMA 8.1.4.1.1
Downgrading
Approaches
-
FCOM SP.17
Non-Normal
Procedures
During Setup Preselect CAT I Barometric Minimums. and set DH as per FCOM SP17.3 .
The minimum altitude to downgrade an approach is 200 AAL.
The higher minima must be briefed prior to commencing the approach.
Downgrading Calls “LAND 2” RESPONSE “CAT IIIA SET FIVE ZERO FEET”. Follow procedure FCOM SP17.3
Prior to ABP (Approach Ban Point)
-
Normal Procedures
Below ABP and Above AH (200’ AGL)
- Above AH failure of an operational system requires a GA.
- Check ASA if above required minimum continue or downgrade. if not G/A.
- ASA must be displayed by 500 AGL or G/A
- Check EICAS, if SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS a go-around must be flown, unless
suitable visual reference has been established.
- G/S scales on the PFD change colour to amber and flashing on the pointer
- Monitor to confirm corrective inputs are applied, if not G/A.
Below AH (200’ AGL)
- Below AH failure of an operational system is ignored.
- EICAS ALERT continue the approach.
EICAS ALERT and MASTER CAUTION
- Continue the approach unless there is a Master Caution Aural and Master Caution Light.
N NO AUTOLAND A AUTO THROTTLE S SPEEDBRAKE A AUTO PILOT
- A go-around must be flown, unless suitable visual reference has been established.
G/S Scales on the PFD
- If G/S scales on the PFD change colour to amber and flashing on the pointer below 200’RA……G/o Around.
FCOM SP.17
FCTM 2.20.2
FCTM 2.30.13
FCTM 5.21
EMIRATES B-777
Approach Ban
Point
See LVOPS
Minima chart for RVR requirements and Approach
Ban Point.
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ABP – Is the OM or equivalent point, for circling Approaches it is the IAF. It is included on the 10-AWO plate.
The ABP is the FAF inbound or where the final approach course is intercepted. For circling approaches it is the IAF.
LANDING
The ABP is the FAF or the published G/S intercept.
RVR values for TD, MP and RO (where available), shall be obtained before reaching the Approach Ban Point.
An approach shall not be continued beyond the Approach Ban Point if the reported visibility/RVR at the Approach Ban Point is less that
the applicable minimum.
If the RVR is varying between distances less than and greater than the minimum RVR the approach may be continued.
If south of 60° long. And no RVR or runway visibility (PIREP) for the runway of intended approach is available, and ground
visibility is reported to vary between distances less than and greater than the minimum visibility the approach may be
continued.
- After passing the Approach Ban Point, if the reported visibility/RVR falls below the applicable minimum, the approach may be continued
to the DH/Alert Height, or MDA.
Visual Ref. at DH CAT II 3 consecutive lights + a lateral element CAT IIIA 3 consecutive lights CAT IIIB with DH 1 centerline light
CAT IIIB without DH there is no requirement for visual contact with the runway prior to touchdown
Crew
Incapacitation
If Auto callouts fail the PM will make the required callouts (50-40-30-20-10… not required)
Autoland
Limitations
Maximum Allowable Wind Speeds HW 25 kts
TW 15 kts
CW 25 kts
OMA 8.3.0.8.6.1
OMA 8.3.0.8.6.3
FCTM 2.20.2
OMA 8.1.4.3.4
Incapacitations are assumed when a Flight Crewmember does not respond to:
- Above 1,000AGL to 2 verbal communications.
- Below 1,000AGL to 1 verbal communication.
- Any verbal communication associated with a significant deviation from the intended flight path.
- A system malfunction
The remaining pilot may continue the approach.
Auto Callouts
OMA 8.3.0.8.4.2
OMA 8.3.14
OMA 8.4.4.2.5
FCTM 1.18
Glideslope Maximum 3.25°
Minimum 2.5°
- Automatic Landings can be made using flaps 20 or 30, with either engines operative, or one engine inoperative. The autopilot flight
FCOM L.10.13
director system (AFDS) ASA must display LAND 2 or LAND 3.
OMA 8.3.0.8.8.3.1
- Each CATII approach, conducted in ordinary circumstances shall be planned and flown as a CATII approach followed by an Autoland.
OMA 8.3.0.8.8.3.2
- Each CATIII approach shall be planned and flown as a CATIII approach followed by an Autoland. Autoland is mandatory from a CAT III
approach
Equipment Required For LVO
Minimum ASA
CAT IIIB
LAND 3
Fail Operational
Auto Land Required
CAT IIIA
LAND 2
Fail Passive
Auto Land Required
LAND 2
Fail Passive
Auto Land Required
CAT II
CAT I
-
Minimum Equipment
3 Auto Pilots, 3 Radar Altimeters, 3 ILS receivers, 2 ASA.
Autothrottle Engaged.
No SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS displayed.
One or two engine, Flap 20 / 30.
Below AH Go-around for
N NO AUTOLAND A AUTO THROTTLE S SPEEDBRAKE A AUTO PILOT
2 Auto Pilots, 2 Radar Altimeters, 2 ILS receivers, 2 ASA
No SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS displayed.
One or two engine, Flap 20 / 30.
Below AH Go-around for
N NO AUTOLAND A AUTO THROTTLE S SPEEDBRAKE A AUTO PILOT
2 Auto Pilots, 2 Radar Altimeters, 2 ILS receivers
No SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS displayed.
One or two engine, Flap 20 / 30.
Below AH Go-around for
N NO AUTOLAND A AUTO THROTTLE S SPEEDBRAKE A AUTO PILOT
No Auto Pilots, No Radar Altimeters, 1 ILS receiver
CAT II, IIIA, or IIIB with DH Callouts
Condition
PF
500 feet
“CHECK”
200 feet RA with
DH
“CHECK”
At Decision Height
OMA 8.3.0.8.8.3.1
“LANDING” or
“GO-AROUND”
PM
500 feet
“TWO HUNDRED” radio altimeter
200 feet RA 0 DH
“MINIMUMS” radio altimeter
CAT IIIB Callouts
PF
“CHECK”
“LANDING” or
“GO-AROUND”
“50” FLARE (NO FLARE)
“40”
“30”
“20” IDLE
(NO IDLE)
“10” ROLLOUT(NO ROLLOUT)
OMA 8.3.0.8.8.3.2
CATIII approach is published and available.
- A CATIII approach may only be planned and conducted to a runway for which a CATIII
approach is published and available.
Occurrences of unpowered Right Transfer Bus during triple channel autopilot autoland bus
isolation…
Above 1500 AAL select APP twice to deselect and reselect the Approach.
Below 1500 disconnect A/P cycle F/Ds and reselect APP.
B777 FAQ 01 Feb 2011
Condition
“500”(Auto callout from barometric altimeter)
- A CATII approach may only be planned and conducted to a runway for which a CATII or
EKIB-25
FCTM 5.10-25 FCOM L.10.13
PM
“500”(Auto callout from barometric altimeter)
“TWO HUNDRED” radio altimeter
“50” FLARE (NO FLARE)
“40”
“30”
“20” IDLE
(NO IDLE)
“10” ROLLOUT(NO ROLLOUT)
OMA 8.3.1.7
- The Commander is permitted to deviate from prescribed rules, minima, regulations
and procedures as required for flight safety considerations during an emergency.
L HYD SYS
Auto Land will not be possible due to the reduced control redundancy of the Stabilizer
EKIB-26
Autoland System should NOT be used for overweight landings
If we lose either L or R auto throttle we can carry out a CAT 3B approach by manually matching the associated thrust lever to the thrust lever that is being controlled by the working auto
throttle servo.
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LVO Malfunction Guidance
Minimum Altitude for Stabilization 1,500 AAL
AFDS Self Test Starts
RVR Requirements
- An approach shall not be continued beyond the ABP if the reported visibility/RVR at the ABP is less than the applicable minimum. OMA 8.3.0.8.6.2
- After passing the ABP, if the reported visibility/RVR falls below the applicable minimum, the approach may be continued to DH/Alert Height or MDA if conducting a straight-in approach. OMA 8.3.0.8.6.3
- After the ABP and above Alert Height follow the downgrade procedure and comply with the revised minima. FCOM NP.17.3
Single A/T failure during a CAT IIIB Approach:
B777 FAQ
If we lose either L or R auto throttle we can carry out a CAT IIIB approach
by manually matching the associated thrust lever to the thrust lever that
is being controlled by the working auto throttle server?
L HYD SYS
Complete A/T failure during a CAT IIIB Approach:
FCOM L.10.13
If weather is sufficient, downgrade To CAT IIIA minima’s and
continue with manual Thrust Lever inputs or Go-around
AFDS Self Test Complete
ASA Displayed: FCTM Vol II 2.30.13
If ASA is not displayed by 500 ft RA Go-around
System Malfunction Above 200’ RA: FCOM L.17.3
If ASA unchanged and equipment not required Continue Approach or
If ASA has changed, equipment is not required. Downgrade and Continue Approach or
If ASA has changed and equipment is required Go-around
Auto Land will not be possible due to the
reduced control redundancy of the Stabilizer
EKIB-25
- Occurrences of unpowered Right Transfer Bus during triple
channel autopilot autoland bus isolation…
- Above 1500 AAL select APP twice to deselect and reselect
the Approach.
- Below 1500 disconnect A/P cycle F/Ds and reselect APP.
EKIB-26
Autoland System should NOT be used for overweight landings
SGL SOURCE DISPLAYS SGL SOURCE RAD ALT, or SGL SOURCE ILS: FCOM L.10.13
Go-around if RVR insufficient for CAT I. If RVR sufficient Continue Approach. Manual Flight or re-engage A/P,
Manual Landing.
ILS Deviation: FCTM Vol II 2.40.6
Below 500 RA the LOC or G/S scales will flash for deviations.
Monitor to confirm corrective inputs are being applied
Continue if corrective input sufficient or
Go-around if corrective input insufficient
ILS Transmitter Failure:
The ASA will remain Unchanged
FMA displays LOC and/or G/S
EICAS AUTOPILOT for degraded operation
Continue if runway visual or
Go-around
200 RA
ILS Deviation: FCTM Vol II 2.40.6
Below 500 RA the LOC or G/S scales will flash for deviations.
If Alert occurs below 200 RA Go-around
System Malfunction Below 200’ RA:
If no Master Caution Continue Approach.
FCOM L.17.3
If Master Caution CAUTION Go Around (If Visual you may continue)
Master Caution is inhibited below 200RA except for NO AUTOLAND AUTOTHROTTLE SPEEDBRAKE AUTOPILOT
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i
Single Source Malfunction Guidance
SGL SOURCE RAD ALT SGL SOURCE ILS SGL SOURCE DISPLAYS
Graphic Generator Fails:
EICAS SGL SOURCE DISPLAYS
Go-around if RVR insufficient for CAT I
If RVR sufficient Continue Approach
Manual Flight or re-engage A/P, Manual Landing.
CAUTION
L, C, or R RA Fails:
EICAS NO LAND 3 , STATUS L,C, or R RA FAIL
Go-around if RVR insufficient for CAT IIIA
L, C, or R ILS Fails:
EICAS NO LAND 3 , STATUS L,C, or R ILS FAIL
Go-around if RVR insufficient for CAT IIIA
Minimum Altitude for Stabilization 1,500 AAL
ASA…. LAND 3  LAND 2
ASA…. LAND 3  LAND 2
Second RA Fails:
Second ILS Fails:
CAUTION
EICAS SGL SOURCE RAD ALT,
STATUS L,C, or R RA FAIL
CAUTION
AUTOPILOT DISC
, ASA changes to FLT DIR
Go-around or downgrade to CAT I and Continue Approach
Manual Flight or re-engage A/P, Manual Landing.
QRH 10.10
Note: Autothrottle retard during flare is inoperative
CAUTION
CAUTION
EICAS SGL SOURCE ILS, STATUS L,C, or R ILS FAIL
AUTOPILOT DISC
, ASA changes to FLT DIR
Go-around or downgrade to CAT I and Continue Approach
Manual Flight or re-engage A/P, Manual Landing.
AFDS Self Test Starts
AFDS Self Test Complete
ASA…. LAND 3
Go-around or downgrade to CAT I and Continue Approach
Manual Flight or re-engage A/P, Manual Landing
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VNAV APPROACHES
The most operationally suitable approach shall be planned in accordance with OMA 8.3.18.3 .
The lowest applicable charted approach minimum is the value to be entered into aircraft systems, for all approach types
OMA 8.3.0.8.7 .
RNAV Approaches requiring Authorization (AR or SAAAR)
RNAV (RNP) is an RNP-AR approach
If an RNP-AR approach chart is contained in the Emirates Lido approach
chart database, on board your particular fleet, then the Emirates aircraft is
approved for RNP-AR by the state regulator. FCN 2012-042
RNAV Approaches Without Special Qualification
RNAV (GPS) and RNAV (GNSS)
An approach ‘other than ILS’ (for example RNAV, VOR, NDB) published
without ‘VNAV’ notation in the Lido plate minima box (but instead has
‘LNAV’ published in the plate minima box), can still be flown in
VNAV/Managed Vertical modes. The absence of ‘VNAV’ in the minima box
in this case refers to approach design criteria, not the actual aircraft FMS
vertical mode used to fly the approach. FCN 2012-042
LVP is a space-based navigation (GPS) system; however, “regular” GPS
equipment is not enough. These approaches are mainly flown by business jets.
According to the FAA: “The Localizer Performance with Vertical guidance (LPV) procedure
takes advantage of the accuracy of WAAS (Wide Area Augmentation
System) to provide and instrument approach procedure equivalent to a
Category I ILS approach. While an LPV approach, it provides the pilot
with more stable vertical guidance. An LPV approach can provide
minimums as low as 200 feet at qualifying airports.”
LIDO is publishing these LPV minima, where found on state procedures. This is because they
publish charts for a group of airlines and have decided to cater to one or two operators who asked
for this. However, in common with most airlines Emirates are NOT ALLOWED to fly LVP.
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RNAV Visual Flight Procedures RVFP
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STUDY GUIDE
OMA 8.3.2.4.3 FCOM NP.21.54
- An RVFP is not an Instrument Procedure and must only be flown when weather conditions meet certain minimums indicated on the RNAV Visual approach
chart.
- Pilots are responsible for separation from other aircraft during RVFP
- RVFP must be line selectable form the FMS database.
- RVFP should be requested on initial contact “REQUEST RNAV VISUAL RWY 29”…
- RVFP procedures have no defined minima. In lieu of an MDA enter an altitude of not less than 300 feet AAL. When no DA or MDA is published for a RNAV
visual approach, the autopilot shall latest be disconnected at or above 300 feet AAL.
RNAV Visual Flight Procedures KJFK
- Emirates has FAA approval; however, ATC has suspended RVFP due to improper communications which has led to frequency congestion.
Common Errors:
-
-
Requesting RNAV Visual Approach at the incorrect position.
Solution: Request RNAV Visual only on initial contact with Approach Control.
Crew expecting clearance for an RVFP after being assigned another procedure.
Solution: Once an approach has been assigned, the crew must accept this assignment and not request a different approach.
Crews using incorrect terminology when requesting the RVFP.
Solution: Specifically request the "RNAV Visual 13L" or "RNAV Visual 13R".
Crews requesting RVFP when the weather conditions are below the minimums listed on the procedure chart.
Solution: Ensure weather is greater than the minimums are shown on chart C2500 - 5.0V.
- Crews adding to radio congestion by asking for an approach clearance without first reporting the field or traffic to follow "in sight".
Solution: Identify either the preceding traffic (to follow) or the field and then call "in sight" before requesting a visual approach.
Example: (Pilot)
On initial contact with approach control include "Request RNAV Visual runway one three left"
(Approach Controller)
(Pilot)
(Approach Controller)
Important Points:
-
"Expect RNAV Visual runway one three left. Report airport (or preceding traffic) in sight"
"Airport in sight" / "Preceding traffic in sight"
"Proceed direct ASALT, cross ASALT at three thousand, cleared for RNAV Visual one three left"
ATC may use an RVFP only when visual approaches are in use and upon request by the flight crew.
ATC may suspend RVFP operations at any time.
Operators must train their pilots on RVFP
The RVFP must be coded in the aircraft RNAV system database and must be retrievable by name (i.e. line selectable). Pilots are not authorised to build these procedures
manually.
By accepting an RVFP clearance, pilots also accept the requirements and responsibilities associated with a visual approach clearance, e.g., visibility minimums and cloud
clearances.
Pilots must fly the published RVFP route and, unless otherwise cleared by ATC, comply with charted mandatory altitudes and speeds.
Conditions:
-
Select: RNV13L/13R from the Nav Database.
On initial contact with Approach Control, request RNAV Visual RWY 13L. Advise ATC, "Airport or preceding aircraft in sight" ASAP.
DVETO waypoint is for SANDY HOOK noise abatement.
VGSI and RNAV GP angle not coincident.
Expect direct ASALT after DVETO or COVIR waypoint.
-
As cleared by ATC.
Missed Approach:
Summary:
-
RVFP are not currently authorised at JFK for all carriers.
This distance learning module will contribute to the reinstatement of the RVFP.
When conducting this approach, pilots shall adhere to the published communication protocol.
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7. SOP GUIDE
Validation Criteria For VNAV Approach To MDA
01 June 2019
STUDY GUIDE
OMA 8.3.0.8.8.2 FCOM NP Appendix 5
Non-ILS Approach using VNAV is not authorized for QFE Operations. FCOM NP 21.54 Emirates policy is not to use QFE below the Transition Level
a. The approach must be line selectable from the navigation database.
b. Modifications of the waypoint at or beyond the FAF are only permitted in line FCOM Procedures. (Lateral or Vertical modifications at or beyond the FAF are not permitted,
unless cold temperature or displaced threshold adjustments are required. FCOM EKIB-33R4 )
c. The coding of the approach shall be validated prior to modification by the crew, as described below:
1. The final approach course shall be checked to be within 3° of the published course;
2. The distance from the FAF to RW/MAWP shall be checked to be within 1 nautical mile of the published distance;
3. No minimum-crossing altitude is infringed by more than 10’ (acceptable due to LIDO rounding policies);
4. Altitude at RW or MAWP is appropriate;
5. A difference of ±0.10˚, between the charted vertical profile and FMS database value is;
6. For RNP-AR approach
i. Airbus: A difference of ± 0.10°, between the charted vertical profile and the FMS database value is acceptable (e.g. charted vertical path 3.00°, maximum MCDU
displayed values 2.90° to 3.10°).
ii. Boeing: A difference of -0.01° and +0.10°, between the charted vertical profile and the FMS database value is acceptable (e.g. charted vertical path 3.00°,
maximum CDU displayed values 2.99° to 3.10°).
7. No other limitation exists that would invalidate the approach. FCOM NP Appendix 5
d. Prior to briefing for an approach other than ILS/LOC/GLS, the crew shall enter the appropriate RNP value into the FMS. If an RNP value is not published on the approach
chart, the crew shall enter an RNP value of 0.3. Some special ILS approaches may have an RNP requirement.
e. For VOR or NDB approaches, if ground based navaids are inoperative or on test, or if the aircraft equipment is not installed or is inoperative, the approach may still be
flown. The requirements to conduct the approach are the same as for an RNAV approach.
Note 1 For RNP-AR approaches, the requirements of paragraphs a. b. c. and d. shall be met.
Note 2 If any of the preceding conditions cannot be met then LNAV/Managed lateral and Selected vertical, or Selected lateral and Selected vertical, guidance modes
shall be used in accordance with FCOM procedures.
f.
The use of autopilot shall be in accordance with the policy defined in OMA 8.3.18 . (A/T is mandatory unless U/S, A/P is mandatory above 10,000 unless U/S)
g. Any apparent coding error or approach anomaly shall be reported on the FMS Navigation Database Report. Contained within the Flight Documentation Folder. Indicate on
the VR that the report has been made.
h. Flight crew must be aware of the effects of ISA deviation on the descent angle. If the temperature is lower or higher than the VNAV temperature limitation, the crew may
continue use of the VNAV flight Guidance function but only to the published LNAV minimums, unless the aircraft is equipped with compensated Baro-VNAV functionality.
i.
For any approach not in the navigation database, basic autopilot lateral and vertical modes should be used.
j.
On determining that Cold Weather Altitude Corrections are required, CM1 and CM2 will: FCOM NP.80.1
1. Independently calculate and agree on the altitude corrections and new heights for the approach.
2. The PF will enter the agreed data into the FMS which must be cross checked by the PM before executing the entry.
3. Both pilots shall make an independent approach validation check against the approach chart after the data entry to ensure that all hard altitude constraints are complied
with.
4. During the approach the PM will monitor the approach chart and must call out each hard altitude and distance/waypoint prior to reaching. The PF shall cross check this
altitude against his altimeter reading.
5. A combination of corrections due to displaced threshold and cold temperature is not allowed.
k. On determining that altitude corrections are required to adjust the vertical profile to compensate for a Displaced Threshold, CM1 and CM2 will:
FCOM NP.80.1
1.
2.
3.
4.
Independently calculate and agree on the altitude corrections and new crossing heights for the approach.
The PF will enter the agreed data into the FMC which must be cross checked by the PM before executing the entry.
Both pilots shall make an independent approach validation check against the approach chart after the data entry to ensure that all hard altitude constraints are complied
with.
During the approach the PM will monitor the approach chart and must call out each hard altitude and distance/waypoint prior to reaching. The PF shall crosscheck this
altitude against his altimeter reading.
Additional Validation Criteria For VNAV Approach To DA
DA on an RNAV, RNAV GPS, RNAV GNSS, or RNAV RNP approach is depicted as “VNAV minima” LH Text LAT 760
MDA on an RNAV, RNAV GPS, RNAV GNSS, or RNAV RNP approach is depicted as “LNAV minima”
- Navigation solution must include GPS, i.e. GPS Symbol displayed on ND. EKIB 33R4
- Flight Director and / or Autopilot in VNAV mode must be used. EKIB 33R4
- The PF must enter/verify the RNP on the PROG page / POS REF page. If an RNP value is not published on the approach chart, it is Emirates policy to
enter/verify a value of 0.3nm. EKIB 33R4
- The published MDA shall be used as the DA. The lowest applicable charted approach minimum is the value to be entered into aircraft systems, for all
approach types. There is no requirement to add 50ft to a published MDA. OMA 8.3.0.8.7
- VNAV Guidance must be used for operations to DA. Selected vertical guidance must not be used. EKIB 33R4
- A current altimeter setting for the landing airport is mandatory. Crew must confirm in the Landing phase that the correct QNH is inserted into main
aircraft altimeters. EKIB 33R4
- If the temperature on a given day is lower than the VNAV temperature limitation, the crew may continue use of the barometric VNAV function but only to
published LNAV MDA minimums. EKIB 33R4
- Lateral or Vertical modifications to any approach utilizing the FMC for navigation is prohibited, unless cold temperature or displaced threshold
adjustments are required. Cold temperature or displaced threshold adjustments are not permitted for RNP-AR approaches. EKIB 33R4
- Use of barometric VNAV to a DA is not authorized with a remote altimeter setting. Where remote altimeter minima are shown, the VNAV function may
be used but only to the published MDA. EKIB 33R4
- The crew should be knowledgeable of failures and mode reversions, which adversely impact the aircraft’s ability to conduct VNAV approach operations.
In addition, pilots/crew should be aware of contingency actions, i.e., reverting to LNAV MDA, following Vertical mode failures. EKIB 33R4
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Additional Criteria for RNP-AR Approach and Departure
OMA 8.3.0.8.8.9 FCOM NP.21.53
FCTM 5.47
FCTM 5.26 – 5.52
FCOM SP20
These approaches are identified by a special note on the approach chart referring RNP- AR (Authorization Required). Check the Company NOTAMS to verify.
1. Pilots must be RNP AR (SAAAR) qualified. OMA 8.3.0.8.8.9.6
2. Equipment required: EGPWS, 2 FMCs, CDUs (FMC L or FMC R EICAS alert not active), 2 GPS receivers, current navigation database, 2 Radio
altimeters (SGL SOURCE RAD ALT EICAS alert not active), AIR DATA SYS or NAV ADIRU INERTIAL EICAS alert not active, 2 PFD/ND displays,
A/P and F/D capable of LNAV and VNAV (SINGLE SOURCE F/D EICAS alert not active). FCOM SP.4.7
3. Select or verify VOR/DME NAV-OFF on the REF NAV DATA page (simulators only). AIMS BP 14 or later select or verify RAD NAV INHIBIT-ON on the
REF NAV DATA page. FCOM SP.4.9
4. The crew must select or verify the approach RNP (Minimum RNP 0.11 FCOM SP.4.8 ) The flight crew may enter 125 for the vertical RNP (PROG page 4)
FCTM 5.49 FCOM SP.4.10
Verify that the NAV UNABLE RNP EICAS alert is not active. FCTM 5.49 FCOM SP.4.8
Set current local altimeter (remote altimeter settings not allowed). FCOM SP.4.8
Verify the wind is within published limits for the approach. FCOM SP.4.8
Verify that the airport temperature is within published limits for the approach (If the actual temperature is outside the specified temperature range, then
the crew cannot fly the RNP AR procedure. FCOM SP.4.8 FCTM 5.49
9. Review the maximum IAS for each segment of the approach as determined by aircraft category and applicable regulatory airspeed requirements:
5.
6.
7.
8.
FCOM SP.4.8
10.
11.
12.
13.
14.
15.
16.
The Flight must be flown in LNAV/VNAV using Autopilot and Flight Director. FCOM SP.4.8
This procedure is not authorized using QFE. FCOM SP.4.8 Emirates policy is not to use QFE below the Transition Level
RNP-AR approach without GPS is not permitted. FCOM SP.4.8
Correct entry of QNH upon the PF/PM Altimeters is essential. FCOM SP.4.8
Deviation Due to weather is not possible. FCOM SP.4.8
Stabilization during a turn may be required due to a RF (Radial Fix, Arc) approach, this is acceptable. OMA 8.3.0.8.5.4
PF to Display TERR and CDU LEGS page, PM to display TERR or WXR and select CDU PROG page 4. FCOM SP.4.11
Non-Normal Procedures for RNP-AR Approaches
4.
5.
6.
7.
Simplified Validation of VNAV Approaches
FMC 5
1.
2.
3.
4.
5.
FCOM SP.4.13
AUTOPILOT / AUTOPILOT DISC If unable to re-engage, GO-AROUND, unless runway in sight.
FMC / NAV ADIRU INERTIAL LNAV and/or VNAV lost, GO-AROUND, unless runway in sight.
GPS / NAV UNABLE RNP GO-AROUND, unless runway in sight.
ENG FAIL on Approach: Position of aircraft on the approach must be considered. Commander must decide whether to continue or GO-AROUND.
- IF DECISION IS TO CONTINUE APPROACH: Ensure LNAV/VNAV remains engaged.
- IF DECISION IS TO GO-AROUND: At 400 feet AAL select or verify LNAV is engaged. (A turn may be part of the approach following
selection of TOGA. Select/Verify LNAV as soon as possible to ensure proper tracking.)
Track ± 3°
Dist. ± 1 nm
Crossing Altitudes ± 10 feet
Glide Path (±0.10)
For other than ILS/LOC/GLS enter
the appropriate RNP, minimum 0.30
PROG page 4
OMA 8.3.0.8.8.2
NP.21.60
RNP-AR 5
FCTM 5.49 EKIB 33R4 FCOM SP.4.10
1. RNP select or verify (Minimum RNP 0.11 FCOM SP.4.8 ) . Enter 125 for the Vertical RNP.
(PROG page 4)
2. GPS Displayed on ND
3. QNH Checked
4. REF NAV DATA page, Select or verify VOR/DME NAV-OFF or RAD NAV INHIBIT-ON.
5. Glide Path (+0.1 to -.01)
DISPLAYS 4
1. PF select TERR, PM select TERR or WX
2. POS selected to monitor Raw Data
3. PF on LEGS page.
4. PM on PROG page 4.
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7. SOP GUIDE
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SETUP
1.
2.
3.
4.
5.
6.
Select a Database Approach.
Check the Validation Criteria. FCOM NP Appendix 5
Modify Speed at FAF to be VREF30+20. (optional)
Set Barometric Minimums to DA or MDA as required.
Verify landing airport QNH has been set.
If available the autopilot and flight director must be engaged. (RNP-AR Approach must have A/P and F/D)
PROCEDURE
FCOM NP.21.53
FCOM L.10.12
FCTM 5.37
PF
PM
For RNP-AR Approaches If Required Call FCOM NP.40.9
- From IAF to end of missed approach procedure – if XTK Error
reaches 0.1 x “XTK ERROR 0.1”
- From IAF to end of missed approach procedure – if XTK Error
reaches 1 x RNP or NPS amber indication “XTK ERROR
GO-AROUND”
- From FAF or DA, if vertical deviation greater than 75 feet
“VERTICAL ERROR GO-AROUND”
1.
On Intercept Heading Arm LNAV or LOC.
2.
3.
4.
5.
6.
-
Verify A/P is engaged.
Set MCP to DA or MDA as required. (RNAV Visual Proc. set 300AAL)
Select VNAV.
Wait for speed window to close…Open the speed window.
Check that VNAV PATH is annunciated.
If VNAV ALT displayed consider selecting the next lower constraint and
selecting altitude intervention. FCTM 5.39
7.
Approaching Glide Path call “GEAR DOWN” “FLAP 20”, arm the
Speed Brake.
Call “APPROACHING GLIDE PATH”
Landing Gear Down, Flaps 20, Checklist display, Notify
cabin Crew to prepare for landing.
8.
Confirm that landing airport QNH has been set.
Confirm that landing airport QNH has been set.
2 nm before the FAF and after ALT, VNAV PATH, or VNAV ALT is annunciated
9. Beginning final descent call “FLAPS__” “LANDING CHECKLIST”.
10. Set the Missed Approach Altitude after established on the final descent
and more than 300 feet below the Missed Approach Altitude.
POSITION Flaps
LANDING CHECKLIST COMPLETE”
Before 1,000 AGL
Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC… Identified
P PA Completed
CHECKING OF RAW DATA FCTM 5.28
LOC, LOC B/C, LDA, SDF, IGS
- Raw data must be monitored.
VOR, TACAN, NBD, RNAV, GPS…etc.
VNAV ALT mode above the approach path
FCTM 5.39
- If VNAV ALT mode is displayed and the aircraft is above the VNAV PATH.
Set the MCP altitude to the next lower altitude and select altitude intervention.
Minimum Autopilot disengage height FCTM 5.39
# Without LAND 2 or LAND 3 annunciated, the autopilot must be
disengaged below 200 feet AGL.
Checking raw data may be accomplished by :
- Pushing the POS switch on the EFIS control
panel and comparing the displayed data with
the navaid symbols on the map. Example: The
VOR radials and raw DME data should overlay
the VOR/DME stations shown on the MAP and
the GPS position symbol should nearly coincide
with the tip of the airplane symbol.
- Displaying the VOR and or ADF pointers on the
map display and using them to verify you
position relative to the MAP display.
During RNAV (RNP) AR operations in close proximity to terrain on departure or approach, crews may experience occasional momentary terrain caution-level alerts. If
these alerts are of short duration and have ceased, crews should verify they are on the required path and consider continuing the procedure using LNAV and VNAV.
Depending upon where initiation occurs, the risks of terrain contact while executing a terrain avoidance maneuver may be higher than continuing on the required
track.
Terrain warning-level alerts always require immediate action. The most appropriate crew actions regarding airplane bank angle and track during a terrain avoidance
maneuver depend on where the maneuver is initiated. Operators should determine the most appropriate course of action for each leg of the procedure, if necessary,
so crews are prepared to react correctly at all times. FCTM 7.13
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7. SOP GUIDE
Contaminated Runways
01 June 2019
STUDY GUIDE
MOTNE (Metrological Operational Telecommunication Network Europe) Considered
more accurate than NOTAM reports as it is updated more frequently.
Do not use Braking Action
or Runway Braking
Coefficient as reported in
SNOWTAMs, etc. as a
basis for performance
corrections for Takeoff and
Landing. OMA 8.1.2.3.3
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7. SOP GUIDE
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Contaminated Runways
- Use the Correlation of Runway Condition, Runway Category and Performance Basis to determine proper entries for the OPT, QRH PI, and
crosswind limitations. FCOM SP.16.2
- Reduced Thrust Take-offs are not permitted on contaminated runways. OMA 8.3.0.1.5
- to assist in determining runway condition the Water Based Material OMA 8.3.8.12.2 can
OMA 8.3.8.12.2
be used.
- Take-off is prohibited on icy runways considered contaminated as per 8.3.8.12.1 c
unless the icy runway is treated with sand/chemicals and an exemption for the
respective airport has been granted. Exemptions shall be granted on an airport-toairport basis after review of local icy runway sand/chemical treatment procedures.
The conditions and limitations of the exemption shall be included in the respective
CCI page. OMA 8.3.8.12.4 FCI 2015-042 N.P.40.8
• A runway is considered to be Contaminated, if more than 25% of its surface is
covered with any depth of compacted snow or ice; or with more than 3 mm of
water, slush, wet snow or dry snow. OMA 8.3.8.12.1c
- Take-off is not permitted from runways covered with more than:
• 13mm of standing water, or slush.
• 100 mm of dry snow.
• 25 mm of wet snow. OMA 8.3.8.12.4
- The available cleared or treated runway shall not be less than 30 m (A380-45 m) OMA 8.3.8.12.4
- F/Os are not permitted to do Contaminated Runway Operations. OMA 5.2.17.2
- On the ground Engine anti-ice must be selected ON immediately after both engines are started and remain on during all ground operations
when icing conditions exist or are anticipated, except when the temperature is below –40°C OAT. FCOM SP.16.5
- TOGA thrust is required for Contaminated Runway take-offs OMA 8.3.0.1.5 . Reduced Thrust is allowed for take-off on a wet runway.
- Contaminated Runway Take-off procedure – Apply slight nose down pressure to 80 knots. FCTM 3.19
- Fuel Tankering is not recommended when Take-off or Landing runway is contaminated or expected to be so. OMA 8.1.7.3.3
LIDO MANUAL
U.S. NOTAM RSC
Hydroplaning Speeds
Pelesys Cont. Rwy Briefing
Take-off = 9 x √P
Landing = 7.7 x √P
772 – 185psi…
77L – 218psi…
77F – 218psi…
773 – 214psi…
77W - 218psi…
772 – 185psi…
77L – 218psi…
77F – 218psi…
773 – 214psi…
77W - 218psi…
(P is the tire pressure in psi)
122 kts
132 kts
132 kts
131 kts
132 kts
Pelesys Cont. Rwy Briefing
Canadian NOTAMJ… Expressed in plain language using imperial units of measurement.
Pelesys Cont. Rwy Briefing
(P is the tire pressure in psi)
104 kts
113 kts
113 kts
112 kts
113 kts
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Contaminated Runways
01 June 2019
STUDY GUIDE
7. SOP GUIDE
FCOM SP 16.2
FCOM SP 16.5
Runway Assessment and Condition Reporting in the USA
FCI 2016-051
- Take-off is prohibited on icy runways considered contaminated as per
8.3.8.12.1 c unless the icy runway is treated with sand/chemicals and an
exemption for the respective airport has been granted. Exemptions shall
be granted on an airport-to-airport basis after review of local icy runway
sand/chemical treatment procedures. The conditions and limitations of
the exemption shall be included in the respective CCI page. OMA 8.3.8.12.4
FCI 2015-042 N.P.40.8
FCOM SP16
FICON Field Condition NOTAMs
RwyCC Runway Condition Code
6
5
4
3
2
1
0
Boeing Performance Basis for OPT
Dry
Good
Good to Medium
Medium
Medium to Poor
Poor
Nil
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Cold Weather Operations
01 June 2019
STUDY GUIDE
ICING CONDITIONS
- Icing Conditions exist when TAT is 10°C or below and visible
moisture is present (less than 1600 meters visibility) or standing
water, ice or snow is present on the ramps, taxiways or
runways. FCOM SP.16.3
- To determine snowfall intensity, the visibility in snow vs.
snowfall intensity table is required.
Subject table is hereby amended with the following NOTE B added.
- NOTE B - FAA guidance for use of this table states the following - If the visibility is being reduced by snow along with other forms of
obscuration such as fog, haze, smoke, etc, this table does not need to be used to estimate the snowfall intensity for hot
determination during the presence of these obscurations. Use of this table under these conditions may needlessly overestimate
the actual snowfall Intensity. Therefore, the snowfall intensity being reported by the weather observer or automated surface
observing system - ASOS- may be used. CO1187/18 COMPANY NOTAM
- No aircraft shall be released for take-off from any station until the flight crew and/or the Qualified Person, are satisfied that the Critical Surfaces
are free from frost, ice and snow. OMA 8.2.4.5
CAUTION:
Flight Crew and Qualified Persons must be aware that even with ambient temperatures up to +15 degrees C, ice or frost can form
on a wing that contains cold-soaked fuel. In precipitation on the ground, clear icing - which can be very difficult to observe – may occur on top of
the wing. A tactile (by touch) inspection may be required. OMA 8.2.4.11
- No Aircraft shall be knowingly dispatched with an inoperative APU to an airport where de-icing may be required unless engine ground start facilities are
available. OMA 8.2.4.1
- The decision to de-ice may be made by a Qualified Person or by the flight crew; however, once the decision to de-ice has been made, it cannot be
over-ridden by the other party. OMA 8.2.4.5
DE-ICING RESTRICTIONS - T/O is not permitted in:
•
•
•
OMA 8.2.4.1
Moderate or Heavy Freezing Rain.
Continuous Heavy Snow, unless under the specific conditions for
Operations in Heavy Snow as per OMC 9.10.6
Small Hail, unless under the specific conditions for Ice Pellet and Small
Hail Allowance Time as per OMC 9.10.5 .
• Heavy Ice Pellets
• Hail
• Any frozen contaminate adhering to an of the aircraft critical
surfaces.
- A thin coating of frost up to 3mm (1/8") thick is permissible on wing lower surfaces only in an area cold soaked by fuel between the forward and aft
spars. OMA 8.2.4.5
- Thin hoarfrost is permitted on the fuselage OMA 8.2.4.5 .
- Thin enough to distinguish surface features underneath, such as paint lines, markings or lettering FCOM SP.16.4 .
REMOVAL OF LOCAL AREA CONTAMINATION
- Where no precipitation is falling or expected a “REMOVAL OF LOCAL AREA CONTAMINATION” de-icing may be carried out under OMA 8.2.4.7.1
- Both sides of the airplane must be treated identically with a heated fluid suitable for a One Step Procedure.
- After this check has confirmed that the treated areas are clean, the following statement shall be given to the Commander: “De-icing only.
Aircraft is clean. Holdover times do not apply.”
COLD DRY SNOW (Or Ice Crystals) ON A COLD WING
- Conditions may be encountered where cold dry snow (or ice crystals) are falling onto the cold wing of an aircraft. If wind causes the snow (or ice
crystals) to swirl and move across the surface of the wing and it is evident that the snow (or ice crystals) is not adhering to the wing surface, under
these circumstances the application of deicing/anti-icing fluid to the wing of the aircraft would likely result in the snow (or ice crystals) sticking to the
fluid. Under such operational conditions it may not be prudent to apply fluids to the wing. However, if snow or ice crystals have accumulated at any
location on the wing surface it must be removed prior to take-off. It cannot be assumed that snow or ice crystals on a wing will “blow off” during the
take-off. Refuelling with fuel warmer than the wing skin temperature may create a condition whereby previously non adhering contaminants may
adhere to the wing surfaces. OMA 8.2.4.5
- Snow is considered dry when the OAT is well below freezing with a large dew point spread and cannot be compacted into a snowball. Dry snow
falling on a cold soaked aircraft is not likely to adhere to the critical surfaces. OMA 8.2.4.7
LIGHT FREEZING RAIN
-
Light Freezing Rain is permitted
OMA 8.2.4.1
OCCASIONAL HEAVY SNOW
- Occasional Heavy Snow is permitted. OMA 8.2.4.1
- Operations during occasional heavy snow conditions require a PCI to be conducted immediately prior to take-off to ensure that contamination is
not adhering to the critical surfaces.
- This inspection is required irrespective of the time that has elapsed since anti-icing occurred. Such an inspection can only be carried out when
the applicable moderate snow holdover time is a minimum of :20 minutes.
- There must be at least :05 minutes of moderate snow holdover time remaining after the inspection has been accomplished. The take-off needs to
be initiated within :05 minutes of completion of the PCI.
- Further delay after the PCI must result in a return for de-icing/anti-icing. During variable snow conditions, the most conservative holdover table
cell time should be utilized, that is, the lowest time.
CONTINUOUS HEAVY SNOW
- Take-off in Continuous Heavy Snow Conditions is permitted subject to the following restrictions: OMC 9.10.7.2
a. The aircraft must be anti-iced with undiluted (100%) Type IV fluid.
b. The aircraft critical surfaces must be free of contaminants, or the aircraft must be properly de-iced before the application of the anti-icing fluid.
c. When appropriate, the de-icing service provider must accomplish an approved tactile and/or visual check of the aircraft critical surfaces within 5
minutes of take-off.
d. The check must be a visual or tactile check conducted from outside the aircraft.
e. If a definitive fluid failure determination cannot be made using the checks prescribed, take-off is not authorized. The aircraft must be completely
de-iced, and if precipitation is still present, anti-iced again before a subsequent take-off.
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LIGHT OR MODERATE ICE PELLETS
1.
2.
3.
4.
5.
6.
7.
OMC 9.10.6
The aircraft critical surfaces must be free of contaminants before applying antiicing fluid. If not, the aircraft must be properly deiced and checked to be free of
contaminants before the application of anti-icing fluid;
The allowance time is valid only if the aircraft is anti-iced with undiluted Type III or
Type IV fluid;
The Type III allowance times are only applicable for unheated anti-icing fluid
applications.
Due to the shearing qualities of Type III and Type IV fluids with imbedded ice
pellets, allowance times are limited to aircraft with a rotation speed of 100 knots or
greater, or 115 knots or greater as indicated in the allowance time tables:
If the takeoff is not accomplished within the applicable allowance time, the aircraft
must be completely deiced, and if precipitation is still present, anti-iced again prior
to a subsequent takeoff. If the precipitation stops at or before the time limits of the
applicable allowance time and does not restart, the aircraft may takeoff up to 90
minutes after the start of the application of the Type III or Type IV anti-icing fluid,
subject to the restrictions in 2(b) above;
A pre-takeoff contamination check is not required. The allowance time cannot be
extended by an internal or external check of the aircraft critical surfaces;
If ice pellet precipitation becomes heavier than moderate or if the light ice pellets
mixed with other forms of allowable precipitation exceeds the listed intensities or
temperature range, the allowance time cannot be used;
8.
9.
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STUDY GUIDE
If the temperature decreases below the temperature on which the allowance time
was based,
i. and the new lower temperature has an associated allowance time for the
precipitation condition and the present time is within the new allowance
time, then that new time must be used as the allowance time limit.
ii. and the allowance time has expired (within the 90 minute post anti-icing
window if the precipitation has stopped within the allowance time), the
aircraft may not takeoff and must be completely deiced and, if applicable,
anti-iced before a subsequent takeoff
If an intensity is reported with small hail, the ice pellet condition with the equivalent
intensity can be used, e.g. if light small hail is reported, the “light ice pellets”
allowance times can be used. This also applies in mixed conditions, e.g. if light
small hail mixed with light snow is reported, use the “light ice pellets mixed with
light snow” allowance times.
Caution: Takeoff is allowed up to 90 minutes after start of fluid application if the
precipitation stops at or before the allowance time expires and does not restart.
The OAT must not decrease during the 90 minutes to use this guidance in
conditions of light ice pellets mixed with either: freezing drizzle, freezing rain or
rain.
DE-ICING COMMUNICATION
- Prior to de-icing communication with Crew and Passengers is mandatory. OMA 8.2.4.5
- Cabin Crew during Pre-flight and Passengers prior to Engine Start. OMA 8.2.4.5
- Engine-on de-icing is only permitted at designated stations. See OM-C Aerodrome specific information or LH Station CCI pages OMA 8.2.4.9
- A qualified Engineer will do the Secondary Inspection CSI after de-icing is complete. OMA 8.2.4.5
- The contractor must signal to the Commander the following message or instruction: “All equipment is clear of the aircraft. You may contact ground or
apron control” OMA 8.2.4.9
- Tech Log Entry is required if the aircraft is de-iced. OMA 8.2.4.12
HOLD OVER TIMES
-
Hold over times are located on the De/Anti-Icing Worksheets from aircraft library or. OMC 9.12.3
To determine snowfall intensity, the visibility in snow vs. snowfall intensity table is required. OMC 9.12.3
Type I fluid and other specific Branded Fluid guidelines are located in OMC 9.10.2.1 .
The Captain is authorized to use the more conservative generic Type II or IV table whenever a Brand Specific Type II or IV fluid not identified in the
OMC is utilized. De/Anti-Icing Worksheet
PCI Pre-Takeoff Contamination Inspection
- If precipitation has occurred at any time since the final fluid layer was applied to the aircraft, a PCI is mandatory once the shortest time in the applicable
holdover time table cell is exceeded. OMA 8.2.4.8
- A PCI can only be used to extend holdover time when using Type II, III or IV anti-icing fluids and then, only when the applicable minimum holdover time
equals or exceeds :20 minutes. A PCI must not be applied to extend holdover time when using Type I fluids for anti-icing as these have very short
holdover time values and fluid failure occurs suddenly. OMA 8.2.4.8
- When the time that has elapsed since the beginning of holdover time is greater than the maximum holdover time for the conditions present and covered
in the applicable holdover time table cell, the PCI must be conducted from outside the aircraft. When a Pre-Take-off Contamination Inspection (PCI) is
required to be conducted from outside the aircraft by a Qualified Person, this will normally be carried out by the de-icing service provider’s personnel.
When the Commander anticipates that an external PCI is required (e.g. short holdover time), this should be coordinated as early as practicable with the
de-icing service provider, in coordination with Emirates station staff. OMA 8.2.4.11
- When a PCI is required it must be performed immediately (within five minutes of brake release) prior to take-off. OMA 8.2.4.1
- If Cabin Crew or Passengers express concern a PCI must be completed. OMA 8.2.4.4.1
- The Representative Surface is used for determination of the condition of the remainder of the Critical Surfaces. It is the inner portion of the wing from
the root, outward to the innermost engine pylon. The representative surface includes the entire chord length, i.e. from the leading to the trailing edge
OMA 8.2.4.8
OMA 8.2.4.7.2
CAUTION: When assessing the representative surface, flight crew must consider which side was treated first, and also the prevailing
wind/weather conditions when they are such that contamination is more likely to form on one side of the aircraft than on the other.
DE-ICING FLUID FAILURE
- Pre-Takeoff Assessment is required prior to take-off: OMA 8.2.4.11
- Anti-ice fluids are considered to have “failed” and to have lost their effectiveness when they become diluted with falling precipitation to the point where a
build-up of contaminant becomes visible in the fluid. The fluid begins to appear opaque rather than transparent and the inability to discern structural
details through the fluid becomes apparent. There is a distinct loss of shine or gloss on the surface of the fluid. Fluid failure is particularly difficult to
detect in the case of freezing precipitation as there is usually only a reduction in shine or gloss on the surface. OMA 8.2.4.6
- Under no circumstances shall an aircraft that has been anti-iced receive a further coating of anti-icing fluid directly on top of the existing film. If additional
anti-icing treatment is required before flight, a complete de-icing, with removal of all residues from the previous treatment, shall be performed prior to any
further anti-icing treatment being applied. OMA 8.2.4.7
COLD SOAKED FUEL TANKERING AND UPPER WING ICE OMA 8.1.7.3.3.1
-
-
In order to prevent the formation of ice on the upper wing surface, with subsequent potential delays, de-icing costs and impact on anti-icing holdover
times, dispatchers have been instructed to apply the following restriction to fuel tankering. If the
destination OAT is likely to be less than 20°C at time of arrival, the aircraft shall not be planned to land
with more than the following fuel quantity:
The figure is a planning restriction only and does not apply to aircraft once airborne.
The restriction does not apply if:
a. Fuel is being carried for operational reasons, such as destination alternate requirements, or lack of fuel availability at destination.
b. The flight is planned with a short flight time (up to 2 hours) or low altitude cruise where fuel is unlikely to become cold soaked.
AFTER LANDING
-
When Flaps / Slats are not retracted after landing where required by the FCOM when taxiing on contaminated runways / taxiways, an entry must be
made in the aircraft technical log. OMA 8.2.4.13
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DE-ICING / ANTI-ICING
OMA 8.2.4.6
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FCOM SP.16.6
OMA 8.2.4.11 Assessment
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The LOUT (Lowest Operational Use Temperature) is fluid concentration specific. A Fluid
must not be used when the outside air temperature or skin temperature is below the
LOUT of the fluid.
The LOUT for a given fluid is the higher (warmer) of:
- The lowest temperature at which the fluid meets the aerodynamic acceptance test for
a given aircraft type;
or
- The actual freezing point of the fluid plus its freezing point buffer of 10°C for Type I
and 7°C for Type II / III / IV.
The LOUT for the various fluid types and concentrations is now shown as the lowest
temperature for the given concentration in the specific brand name HOT tables. When
using a generic fluid table, confirm the LOUT for the applicable concentration with the
service provider. OMC Appendix K
Orange
Straw
Yellow
Green
Emerald
Green
Caution: The colour of deicing fluid is not a mandatory
requirement… Some
countries and suppliers are
not colouring their fluids by
these recommendations…
ASRs have reported these
issues at some stations in
Russia and China…
Orange
Straw
Yellow
Green
ASRs Captain Kurt Koerfgen
Melbourne is an exception and is the only station where hot water has been approved to remove frost when the OAT is ≥ 5ºC. PELESYS COLD WEATHER briefing
WARNING:
Under no circumstances shall an aircraft that has been anti-iced receive a further coating of anti-icing fluid directly on top of the existing film. If additional anti-icing treatment is
required before flight, a complete de-icing, with removal of all residues from the previous treatment, shall be performed prior to any further anti-icing treatment being applied.
Emerald
Green
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De-ice Procedures on the Gate
Initial Critical
Surface
Inspection
OMA 8.2.4.1
- A light coating of frost is permissible on the
top of the fuselage.
- 3mm of frost is permitted on the undersurface
of the wing due to cold soaking
NO
YES
Monitor surfaces for
future changes
Brief FO
&
Cabin Crew
Timeline Events
Pax Boarding Complete
:
GMT
Deicing Started
:
GMT
Pushback
:
GMT
Taxi
:
GMT
T/O Slot Time
:
GMT
Co-ordinate slot time and de-ice time with
Ground Staff and Engineer
De-ice Worksheet
Check holdover times
vs. expected taxi times vs. fluid types
Review Sequence of events
1. ……………………………..
2. ……………………………..
3. ……………………………..
4. ……………………………..
5. ……………………………..
6. ……………………………..
Brief Engineer, Cabin Crew,
& Ground Staff
Accomplish Normal Procedures
When Ready for De-ice (Doors Closed)
Welcome Aboard PA and Deice PA
Accomplish Supplementary Procedures
Follow the De-ice sheet
SP.2.1 .................. Ground
................ Wet or Contaminated Runway Conditions
SP.16.5
................ Engine Anti-ice Operation on the Ground
SP.16.5-6 ..............
Taxi Procedures
SP.16.6-7 ..............
De-icing / Anti-icing
SP.16.7
Deice Aircraft
Post Treatment Check
Complete Deice Worksheet
Make Tech Log Deice Entry
Get Verbal Clearance
“All Ground Equipment is clear of the Aircraft,
you may contact Ground or Apron Control”
Air Conditioning Cart Use
SP.16.2
................ Before Takeoff Procedure
SP.16.8-10
EAD 60R3
............ Engine Anti-ice Operation In-flight
............. New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog
SP.7.1 .................. APU
Ground Pneumatic Start
SP.7.3 .................. Engine
Ground Pneumatic Start
SP.7.2 .................. Engine
Cross Bleed Start
Check Slot Time
Pushback & Engine Start
Delay Flaps
10 kts taxi speed
Asymmetric Thrust
Exercise Nose Wheel Steering
Pre-Takeoff Assessment:
PCI required if:
Min Hold Over exceeded in precipitation
Passenger or Cabin Crew Report
(PCI must be done within :05 minutes prior to T/O)
Extend Flaps
Check Crosswind
Check cleared width
(min 30 meters)
Engine Run-up
Engine page displayed
Take-off
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De-ice Procedures on Remote Deicing Bay
Initial Critical
Surface
Inspection
OMA 8.2.4.51
- A light coating of frost is permissible on the
top of the fuselage.
- 3mm of frost is permitted on the undersurface
of the wing due to cold soaking
NO
YES
Monitor surfaces for
future changes
Brief FO
&
Cabin Crew
Timeline Events
Pax Boarding Complete
:
GMT
Pushback
:
GMT
Taxi
:
GMT
Deicing Started
:
GMT
Taxi
:
GMT
T/O Slot Time
:
GMT
Co-ordinate slot time and de-ice time with
Ground Staff and Engineer
De-ice Worksheet
Check holdover times
vs. expected taxi times vs. fluid types
Review Sequence of events
1. ……………………………..
2. ……………………………..
3. ……………………………..
4. ……………………………..
5. ……………………………..
6. ……………………………..
Brief Engineer, Cabin Crew,
& Ground Staff
Accomplish Normal Procedures
When Ready for Pushback
Welcome Aboard PA and Deice PA
Check Slot Time
Pushback & Engine Start
Accomplish Supplementary Procedures
Follow the De-ice sheet
SP.2.1
..................Ground Air Conditioning Cart Use
SP.16.2
.................Wet or Contaminated Runway Conditions
SP.16.5
.................Engine Anti-ice Operation on the Ground
SP.16.5-6 ...............Taxi
SP.16.7
Deice Aircraft
Post Treatment Check
Complete Deice Worksheet
Make Tech Log Deice Entry
Get Verbal Clearance
“All Ground Equipment is clear of the Aircraft,
you may contact Ground or Apron Control”
Procedures
SP.16.6-7 ...............De-icing
/ Anti-icing
.................Before Takeoff Procedure
SP.16.8-10
.............Engine Anti-ice Operation In-flight
EAD 60R3 ..............New
Ice Shedding Procedures for Trent 800 Engines in Freezing Fog
SP.7.1
..................APU Ground Pneumatic Start
SP.7.3
..................Engine Ground Pneumatic Start
SP.7.2
..................Engine Cross Bleed Start
Delay Flaps
10 kts taxi speed
Asymmetric Thrust
Exercise Nose Wheel Steering
Pre-Takeoff Assessment:
PCI required if:
Min Hold Over exceeded in precipitation
Passenger or Cabin Crew Report
(PCI must be done within :05 minutes prior to T/O)
Extend Flaps
Check Crosswind
Check Cleared Width
(min 30 meters)
Engine Run-up
Engine page displayed
Take-off
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ENGINE ANTI-ICE
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FCOM SP.16.5
Engine Anti-ice must be ON during all ground operations if icing conditions exist or are anticipated except when OAT is below -40°C.
Engine Anti-ice must be ON or AUTO during flight when icing conditions exist or are anticipated (OAT is 10°C and below in visible moisture).
Visible moisture: (clouds, fog with visibility less than one statute mile (1600 m) or less, rain, snow, sleet, ice crystals, and so on).
Do not use ENGINE ANTI-ICE on the ground when OAT is above 10°C.
Do not use ENGINE ANTI-ICE in flight when TAT is above 10°C.
GROUND RUN-UP REQUIREMENTS: FCOM SP.16.6
When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed, to minimize ice build-up. Use the following
procedure: CM1 - Check that the area behind the airplane is clear.
- Run-up to a minimum of 50% N1 for approximately 1 second duration at intervals no greater than 60 minutes. (inclusive of
Taxi In time in icing conditions)
- BEFORE TAKE-OFF PROCEDURE: FCOM SP.16.7
• RR ENGINES (Engine Oil Temperature Minimum of 50°C) when engine anti-ice is required and the OAT is 3°C or below take-offs require a static
run-up to a minimum of 50% N1 and stable engine operation checked prior to start of the take-off roll. FCOM SP.16.8
• GE ENGINES when engine anti-ice is required and the OAT is 3°C or below take-offs require a static run-up to a as high a thrust setting as
practical and stable engine operation checked prior to start of the take-off roll. FCOM SP.16.8
- Run-up to as high a thrust setting as practical, confirm stable engine operation, and if vibration indications are available, ensure
engine vibration indications are below 4 units before the start of the takeoff roll. FCOM SP.16.8
- FREEZING FOG REQUIREMENTS: EAD 60R3
• RR ENGINES operation in Freezing Fog with visibility 300 meters or less:
□ If takeoff can be achieved within :45 minutes total taxi time, use the existing procedure, accomplish a static run-up to a minimum of 50% N1 and
stable engine operation checked prior to start of the take-off roll.
□ If Take-off can not be achieved within :45 minutes accomplish the core ice procedure within the :45 minutes total taxi time.
- If OAT is 0°C-6°C run the engine to 50%N1 for :60 seconds every 45 minutes.
- If the OAT is -7°C to -13°C run-up the engine to 59% N1 for :60 seconds every :45 minutes.
- If the OAT is -13 or below there is no effective procedure and manual de-icing is required.
- Take-off is not permitted if total taxi time in freezing fog with visibility of 300 meters or less exceeds :60 minutes without the core ice
procedure being completed. The engine core must be manually deiced.
- If the take-off cannot be completed within :60 minutes total taxi time in fog a log book entry is required and a borescope inspection will be
required within 10 flights.
FAN ICE REMOVAL FCOM SP.16.9
• RR ENGINES during flight if fan icing is suspected fan blades must be cleared. One engine at a time quickly reduce the thrust to idle for 5 seconds if
this does not work advance the lever to 90% N1 momentarily.
• GE ENGINES During flight in moderated to severe icing conditions for prolonged periods with the N1 settings at or below 70% or when fan icing is
suspected due to high engine vibration. One engine at a time, reduce the thrust to idle then increase to a minimum of 70%N1 for 10-30 seconds.
TECH LOG ENTRY REQUIREMENT: Flaps After Landing Cold Weather Briefing
• When flaps/slats are not retracted after landing (where required by FCOM) when taxing on contaminated runways/taxiways, an entry shall be made
in the aircraft technical log as a highlight to Engineering staff and to avoid these surfaces being left in the extended position during turnaround..
EKIB-333R4
FCOM NP 21.46 When selecting the approach
from the navigation database verify FMC
LEGS page matches the charted approach.
Speed modifications are allowed as long as the
maximum published speed is not exceeded.
Lateral or vertical modifications at or beyond
the FAF are not permitted, unless cold
temperature or displaced threshold
adjustments are required.
OMA 8.1.1.2 Temperature Corrections
When operating in cold temperatures, altimeter temperature corrections shall be applied in
accordance with RAIG, Appendix L or an Emirates approved performance application.
7. SOP GUIDE
ALTIMETER CORRECTIONS IN COLD TEMPERATURES OMA 8.1.1.2
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OMC 9.11
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RAAS Runway Awareness Advisory System
(Smart Approach and Landing)
RAAS AUTOMATED CALLOUT
Routine Advisories
Non-Routine Advisories
FCOM 15.20.27
FCOM NP.40.7 - 40.11
OMA 8.3.0.8.5
FCOM L.10.17
Distance Learning
OMA 8.3.0.11.7
ADVISORY
CREW RESPONSES
- RAAS advisory conflicting with crew’s expectation do require
immediate verbal confirmation between crew regarding appropriate
action.
- RAAS advisory matching a crew expectation does not require a
verbal response from the crew.
High Speed Operations
1. Verify position and/or distance remaining/distance available.
2. Contact ATC for assistance if necessary.
Low Speed Operations
1. Stop.
2. Verify position.
3. Contact ATC for assistance if necessary.
o RUNWAY POS EICAS Advisory: As soon as the aircraft is moved and the line of sight to a sufficient number of GPS satellites is achieved, this message
should no longer be displayed. No Flight Crew action is required.
SYS EICAS Advisory / RUNWAY SYS Status: If occurring on the ground prior to take-off or on final approach this message Indicates that the Smart
EKIB-53 o RUNWAY
Runway and Smart Landing advisories are not available to the flight crew. If occurring during flight then Engineering will need to contact Honeywell to ensure
that the over-flown Airport/Runway is included in the next version of TDB or is to be added as soon as possible. No Flight Crew action is required other than
an information entry to the Tech Log. The entry should include the Airport/Location and the statement “Advise Honeywell.”
Approaching runway (on ground)
“CONFIRMED” (PF and PM)
T “APPROACHING RUNWAY XX”
“ON RUNWAY XX”
On runway (on ground)
A RAAS status can also be displayed on the Terrain Display. This is active only when the aircraft is on the ground. The procedure requires the Flight Crew to select the
X terrain display followed by a change in the displayed range to a higher or lower range. RAAS Status is displayed for two sweeps… The displayed Messages are as follows:
I
T
A
K
E
O
F
F
R
T
O
RAAS-OK
RAAS-N/AVBL
RAAS-RTO
RAAS-INOP
FCOM 15.20.32
“ON RUNWAY XX”
“ON RUNWAY XX FLAPS, FLAPS”
“ON RUNWAY XX, XXXX REMAINING” The aircraft is
on the runway, heading ±20° of runway heading, and take off
distance less than 2500 meters.
“CAUTION SHORT RUNWAY, CAUTION SHORT
RUNWAY” The aircraft is on the runway, heading ±20° of
runway heading, groundspeed exceeds 40kts, and take off
distance less than 2000 meters.
On runway (on ground)
On runway (on ground)
Confirm flap setting
On runway (on ground)
Confirm aircraft position
Insufficient runway length for take-off
(on ground)
Confirm aircraft position
“ON TAXIWAY, ON TAXIWAY”
“CAUTION TAXIWAY, CAUTION TAXIWAY”
“ON RUNWAY XX, ON RUNWAY XX”
“1200 REMAINING” “900 REMAINING”
“600 REMAINING” “300 REMAINING”
Taxiway Take-off
“30 REMAINING”
Runway end advisory
Extended Holding on Runway
Distance Remaining-Meters (RTO)
“APPROACHING RUNWAY XX”
Approaching runway (in air)
“APPROACHING RUNWAY XX,
1900 AVAILABLE” The aircraft is between 450 feet and 300
Approaching short runway (in air)
feet AAL, within 3nm or the runway, track is aligned with the
runway ±20°, the aircraft is positioned within +60 meters of the
runway width, and the runway is shorter than 2000 meters.
A
P
P
R
O
A
C
H
“CAUTION SHORT RUNWAY, CAUTION SHORT
RUNWAY” The aircraft is between 450 feet and 300 feet AFE,
- Confirm Runway.
Confirm aircraft position
Approaching short runway (in air)
Confirm aircraft position
Awareness of Unstable approach due
to improper flap position for landing
- Confirm the flap position.
- Refer to EK stabilization criteria. If unstable Go-Around
Excessive Approach Speed
“TOO FAST, TOO FAST” ND TOO FAST
Awareness of Unstable approach due
to excessive speed.
- Confirm airspeed.
- Refer to EK stabilization criteria. If unstable Go-Around
Excessive approach angle
“TOO HIGH, TOO HIGH” ND TOO HIGH
Awareness of Unstable approach due
to steep approach angle.
- Confirm vertical profile.
- Refer to EK stabilization criteria. If unstable Go-Around
Awareness of Unstable approach due
to proximity to runway and not
meeting other stabilized approach
criteria.
Awareness of improper Altimeter
Setting.
- Verify whether approach parameters are as expected / briefed and
take appropriate actions if necessary.
- Refer to EK stabilization criteria. If unstable Go-Around
- <500 “GO AROUND”
within 3nm or the runway, track is aligned with the runway ±20°,
and the runway is shorter than 2000 meters.
Flaps not in landing configuration
“FLAPS, FLAPS” ND FLAPS
(starts below 950AGL and within 5nm of runway)
(Starts at 600AGL if the aircraft is aligned with the runway)
(starts below 600AGL and within 5nm of runway)
(starts below 600AGL and within 5nm of runway)
Unstable Approach
“UNSTABLE, UNSTABLE” ND UNSTABLE
(starts below 450AGL)
Below Transition Altitude
“ALTIMETER SETTING” ND ALTM SETTING
L
A
N
D
I
N
G
“STOP” (PF)
Confirm aircraft position
- Confirm the altimeter setting.
If a VALID “LONG LANDING” alert is activated during touchdown the
PM shall announce “GO AROUND” and an immediate go-around shall
be flown.
“LONG LANDING, LONG LANDING”
“1200 REMAINING”
“900 REMAINING”
“600 REMAINING”
“300 REMAINING”
“30 REMAINING”
Awareness of position beyond
threshold before touchdown.
Distance Remaining-Meters (Landing
and Rollout)
Runway end advisory
“Valid” Long Landing alert: crew briefing for landing on a runway; with a
temporary displaced threshold, GPS failure, not in the RAAS database should
include the potential “Long Landing” alert and crew corrective action.
CO304/14 COMPANY NOTAM - WEIGHT ON WHEELS/SMART LANDING
WEIGHT ON WHEELS LOGIC MAY CAUSE SMART LANDING "LONG LANDING,
LONG LANDING" ALERTS AFTER TOUCHDN. IF "LONG LANDING" ALERT
OCCURS AFTER TOUCHDN APPLY BRKING AND REV APPROPRIATE FOR
OPERATIONAL CONDITIONS. FTPB31MAR14
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Hot Weather Operations
FCOM SP.16.15
- Weather is considered hot when temperatures are above 27°C.
- High Temperature and High Elevation will:
• Decrease FAF crossing altitudes.
• Increase Ground speed on approach and for touchdown.
• Increase Landing distance required.
• Engine Thrust is reduced.
• Field and Climb weights are reduced.
• Climb Performance will be reduced, consider reducing speed for improved
performance but not below the Best Lift/Drag Point (Best Angle of Climb speed for
Boeing).
• Altimeters under read.
- ISA +15 Altimeters will under read by 10%.
- ISA +30 Altimeters will under read by 20%.
- Jeppesen states the Altimeter will under read by 4% for every 10°C above
ISA.
• VNAV Approaches will result in Flight paths above the PAPI…
OM-C Appendix L
• Brake cooling times are increased.
• Try to Start Engines with the aircraft facing into wind.
• Cockpit and passenger comfort become a concern.
- Increase Airflow.
- Turn off unnecessary electronics (lights).
- Close shades.
- Close doors.
- Use Ground Air Cart or APU.
Turbulence Levels
Light Chop
Slight bumpiness
without changes in
attitude, altitude or
IAS.
OME 4.3
Light
Slight changes in
attitude or altitude
or changes in IAS
of 5 - 15 kts
OMC 9.5
Moderate Chop
Turbulence that is similar to light chop
but of greater intensity causing rapid
bumps or jolts without appreciable
changes in attitude or altitude.
Moderate
Turbulence that is similar to light, but of greater
intensity. Changes in attitude and or altitude
occur, IAS fluctuates 16 – 25 kts but the
aircraft remains in positive control at all times.
Severe/Extreme
Turbulence that causes large, abrupt
changes in attitude or altitude. Aircraft
may be momentarily out of control. IAS
fluctuates by more than 25 kts.
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Severe Turbulence Operations
FCOM SP.16.15 OMC 9.5
Seatbelt Signs On ...........................Advise passengers to fasten seat belts prior to entering area of known turbulence and have Cabin Crew check that all seat belts are
fastened
Structural Considerations .............Delay Flap extension as long as possible as the airplane can withstand higher gust loads in the clean configuration.
Climb ................................................Avoid VNAV or FLCH they may result in excessive pitch changes. V/S with A/T ON is recommended for climb and descent.
Cruise ...............................................During Cruise VNAV and ALT HOLD modes with A/T ON can be used. In Severe Turbulence in may be necessary to disconnect the A/T.
Set VNAV Speed or MCP Speed to the desired speed (M.82/280kts or 270kts below FL250) disconnect the A/T and set the EPR at or
slightly above the magenta VNAV target on the EPR/N1 indication. Change thrust setting only if required to modify an unacceptable speed
trend.
Descent ...........................................Avoid VNAV or FLCH they may result in excessive pitch changes. V/S with A/T ON is recommended for climb and descent.
OMA 8.3.8.2 OM-C Ch 9 .5
- Take-off or landing in the vicinity of heavy thunderstorm activity is prohibited OMA 8.3.8.1
- SL-FL 200 Avoid strong radar returns by 10 nm. OMA 8.3.8.2
- Above FL 200 Avoid strong radar returns by 20nm. OMA 8.3.8.2
- Fly over storms clouds by at least 5,000 feet
- Do not fly under a CB.
Weather Radar Turbulence Mode
Old RADAR: displays weather returns and turbulence. Turbulence display available
with display ranges of 40 NM or less. FCOM 11.10.13
Multi Scan RADAR: displays weather returns and turbulence within precipitation.
Turbulence displays out to 40 NM for all selected ranges. FCOM 11.10.15
60 to 1 Rule If the Weather RADAR is set to -1° down and weather returns
inside of 60nm will be at the same level as the aircraft
TAKEOFF DECISION MAKING TOOL
Thunderstorm Avoidance
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Rockwell Collin WXR-2100 MultiScan™ Weather Radar
Collins WXR-2100 Operators Guide
FCOM 11.20.12
Normal Weather Radar No Multi Scan
FCOM EKIB-50
Multi Scan Weather Radar
RADAR Theory:
- Bottom third of cloud is composed entirely of water an most efficiently reflects radar energy.
- Middle Third is composed of a combination of water and ice crystals. Reflectivity in this part of the storm begins to
diminish.
- Top third of the storm is composed entirely of ice crystals and is almost invisible to RADAR.
- Conventional Radars can only look at one part of the storm at a time… The Multi Scan Radar is able to scan all parts and combine their images on one
screen to provide a more complete picture.
RADAR The Ideal Beam:
- The Ideal Radar Beam would look directly below the aircraft, then follow the curvature of the earth out to the aircrafts maximum range…
- As this is not possible Collins has created the MultiScan emulates an ideal radar beam by taking information from different radar scans and merging
the information into a total weather picture. Rockwell Collins’ patented ground clutter suppression algorithms are then used to eliminate ground clutter.
- The result is the ability for flight crews to view all significant weather from 0 to 320 NM on a single display that is essentially clutter free.
RADAR Functionality:
- GAIN Control:
- During automatic operation, MultiScan uses variable gain that is based on atmospheric temperature profiles to compensate for variations in
geographic location, time of day, and altitude in order to optimize weather returns in all phases of flight.
- Gain is thus adjusted to suit the environment in which the aircraft is flying and provide the optimum weather picture in the prevailing conditions.
- Gain is held constant below the freezing level.
- As the aircraft ascends through the freezing level and the temperature decreases below 0° C, gain is increased.
- When temperatures fall below -40° C cloud tops are composed entirely of ice crystals and exhibit minimal reflectivity. Variable temperature based
gain increases the gain by approximately one color level in this region to provide more accurate high altitude weather returns.
- During automatic operation rotating the gain knob counterclockwise decreases receiver sensitivity. MIN gain is selected when the gain knob is
rotated fully counterclockwise and represents an approximately one and a half color level decrease in the color of the displayed weather.
Consequently, red returns may be displayed as yellow or green, yellow returns will be displayed as green or disappear entirely, and green returns
will no longer be displayed.
- Note that if a thunderstorm remains red when MIN gain is selected it indicates a storm exhibiting extreme reflectivity and is potentially a substantial
threat to the aircraft. However, the radar should only be operated at the MIN gain position for short periods of time to help identify thunderstorm
cores and areas of extreme reflectivity. The gain control should then be returned to the calibrated position. With gain set to MIN it is possible that a
thunderstorm that just crosses the red colour threshold will be displayed as green. Using MIN gain exclusively thus increases the possibility of
inadvertent thunderstorm penetration.
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- GROUND CLUTTER SUPPRESSION:
- Because MultiScan can examine the weather in front of the aircraft using multiple tilt settings and because the radar is able to look down into the
ground clutter to pick out significant weather, MultiScan is able to display all the weather from 0 – 320 NM that will affect the aircraft on a single,
essentially clutter-free display. And the whole process is entirely automatic, freeing the flight crew to concentrate on weather avoidance rather than
weather detection and interpretation.
- EKIB 35R1: If excessive ground returns occur in AUTO mode, deselect weather RADAR on both EFIS control panels for more than one second.
Reselect weather radar as needed. Excessive ground returns will be removed within :30 seconds.
- OVERFLIGHT PROTECTION:
- Over flight protection is designed to prevent thunderstorms that are in the
aircraft flight path from falling below the radar beam and off the radar
display during high altitude cruise.
- At extended ranges the upper radar beam scans the wet, reflective portion
of a thunderstorm in the same manner that conventional radars scan
weather today. As the aircraft approaches the storm and the cell begins to
fall below the upper radar beam, MultiScan utilizes 6,000 feet of bottom
beam information to keep the reflective part of the storm in view. Within
approximately 15 NM of the aircraft MultiScan compares the stored digital
image of the thunderstorm with the latest sweep information and displays
whichever return is greater. If a cell that is a threat to the aircraft begins to
fall below the radar beam MultiScan displays the stored digital image of
the storm, thus ensuring that any threat thunderstorm will remain on the
display until it moves behind the aircraft. Thunderstorm tops within 5,000
feet of the airplane remain on the radar display until it no longer poses a
danger. Over flight protection is operational above 22,000 feet MSL.
- MULTI SCAN INITIALISATION:
- When automatic is initially selected, the radar will first make a sweep that
looks along the aircraft’s flight path. This ensures that weather directly in
front of the aircraft will be immediately visible to the flight crew.
- The second sweep will be at a relatively low tilt angle. Significant ground
clutter may be visible. The ground clutter suppression algorithms begin to
have affect during the second sweep of the antenna and will be fully
initialized by the beginning of the fifth sweep (16 seconds).
- When the initialization process is complete, the flight crew will receive an
optimized weather picture with minimal ground clutter for any range scale
selected.
- In addition, Over Flight protection will be fully engaged to prevent
thunderstorms that are a threat to the aircraft from falling below the radar
beam.
- MultiScan has a “coast” feature that allows the pilot to momentarily switch
to manual, then back to automatic. If the pilot switches from auto to
manual, then returns to auto within :38 seconds, the radar will remember
the automatic settings and will not need to re-initialize.
- OPTIMIZED WEATHER DISPLAY:
- Because MultiScan emulates an ideal radar beam, the entire weather
picture from 0-320 NM is stored in computer memory.
- Furthermore, since ground clutter is eliminated with computer algorithms there is no need to compromise between a tilt angle that eliminates
ground clutter and a tilt angle that gives the best weather picture.
- The pilot simply selects the desired range scale and that portion of the optimum weather presentation is displayed on the weather radar display.
- TILT:
- During automatic operation on both Airbus and Boeing aircraft, the tilt displayed on the EFIS represents an average of the lower and upper beam
tilts.
- For instance, during take off the lower and upper beams are 4° apart. The lower beam is set to 3°, the upper beam is set to 7° and the displayed tilt
is 5°.
- As the aircraft climbs the difference between the beams decreases. At 10,000 feet AGL and higher, the difference between the upper and lower
beams is approximately 2°.
- On EFIS display systems that indicate TILT as a whole number, there may be a difference in the TILT value between the Captain and First Officer
NAV DISPLAY due to rounding in the display system.
- TURBULENCE MODE:
- Turbulence displays as MAGENTA and is only displayed out to 40nm. Radar determines turbulent areas by measuring precipitation velocity, it can
only function in the presence of precipitation. Consequently, the system is not capable of detecting clear-air turbulence.
- MAP MODE:
- When operating in automatic, MAP mode enables display of all radar echoes including terrain and weather information.
- The receiver sensitivity is decreased by approximately 10 dB (one color level) to accommodate terrain characteristics instead of weather.
- This mode enables identification of terrain features such as mountains, coastlines, bodies of water etc. No turbulence information is displayed.
- PAC Alert is not active in MAP mode.
- PATH ATTENUATION COMPENSATION (PAC) ALERT:
- If intervening rain fall creates an attenuated area, sometimes known as a radar shadow, PAC Alert
places a yellow arc on the outer most range scale to warn the pilot of the attenuated condition.
PAC Alert is operative only when AUTO and CAL gain are selected.
- WARNING: NEVER FLY INTO A RADAR SHADOW!
- CAUTION: PAC Alert is disabled for all non-CAL settings.
- PAC Alert is activated during both automatic and manual radar operation.
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Rockwell Collin WXR V2.0 New Features
Distance Learning
FCOM 10.40.21
- The Wx+T Selection now is for “Weather plus Threat”
- The new Radar Features include:
o A new Test Pattern:
o Track while scan adds 5 new analysis tools:
1. Core Threat Analysis:
• Make the colours displayed on the ND more representative of the actual thunderstorm threat. When the Track While Scan determines
that the convective activity is more intense than the precipitation level would normally indicate Core Threat Analysis increases the
colour level to more accurately represent the actual threat.
FCOM 10.40.21
2. Flight Path Hazard Analysis:
• A Thunderstorms threat to an aircraft varies depending on phase of flight.
• During take-off and landing cells need to be analysed for convective activity above the freezing level to determine their severity.
• Enroute pilots are more concerned with avoiding the non-reflective cell tops.
• When the aircraft begins it descent the radar looks at lower altitudes to detect weather into which the aircraft may be descending.
Thus it is no longer necessary to briefly go to manual when beginning descent as in previous versions the Multi Scan software.
3. Predictive Overflight:
• Thunderstorms can grow as rapidly fast as 6,000 fpm. These rapidly growing cells push a turbulence bubble above them as they grow
that can produce severe turbulence even though the aircraft is several thousand feet above the visible top.
• Predictive Overflight uses Track While Scan technology to detect and measure cell growth rate and then predicts the resulting Bow
Wave turbulence created by the storm.
• The Predictive Overflight Icon is used to warn flight crews of the potential turbulence threat of a cell that is growing towards the
aircrafts Flight Level.
FCOM 10.40.21
4. Two level Enhanced Turbulence:
• Measures Sever and Ride Quality Turbulence out to 40 nm. When the new FAA standards for Severe Turbulence levels are met solid
magenta is displayed. When the RADAR detects less sever ride quality turbulence consisting of light to moderate chop then speckled
magenta is displayed.
FCOM 10.40.21
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5. Associated Threat Assessment:
• Analysis individual thunderstorms and infers the additional threat associated with the cell based on its intensity and its lifecycle
development stage.
FCOM 10.40.21
• During the early developing cumulous stage and late dissipating stages threats are relatively minor; however, during the later
developing stages cells do become electrified around the freezing level. During the mature stage hail and turbulence may extend
outside the cell boundaries and severe cloud to cloud and cloud to ground lighting is possible. In addition at cruise levels hail may be
thrown out of the top or sides of the cell and in the downwind direction.
• Threat Tracks Associated Threat feature provides flight crew with a Mid-Altitude associated threat, a Mature Cell associated threat,
and Anvil associated threat that correspond each of these three scenarios.
Mid Altitude Associated Threat Warning… toward the end of the cumulous stage of thunderstorm development cells become
electrified but do not yet have extensive high altitude convective activity; never the less, these mid altitude cells do contain a
lightning potential. Multi Scan Threat Track Radar denotes this mid altitude lightning threat by placing Red speckles inside the
cell boundaries. This mid-altitude threat is displayed until the aircraft climbs 10,000 feet above the freezing level.
• Approximately 80% of lightning strikes occur within 3,500 feet of the freezing level.
• When electrified cells are present and when it is practical transit through the area near the freezing level as quickly as
possible. Also maintain an appropriate distance from electrified cells in accordance with company guidelines.
• Remember that the Mid Altitude Threat Icon will no longer be displayed once the aircraft climbs more than 10,000 feet
above the freezing level.
• Remember during descent the Mid Altitude Associated Threat Icon will not display until the aircraft descends below
10,000 feet above the freezing level.
Mature Stage… during the mature stage of thunderstorm development strong updrafts carry moisture aloft with the result that
there is high reflectivity at cold temperatures. These mature cells create lighting and hail potential and produce very strong
turbulence. What’s more because the strong updrafts associated with these thunderstorms can exit the top or sides of the cell
the potential danger area for hail and turbulence can extend well outside the cell boundaries. In the case of a mature cell
associated threat warning Multi Scan Threat Track extends the warning area outside the cell boundary to denote the increase
threat from the mature cell. The Associated Threat Icon for Mature Cells is displayed at all altitudes.
Anvil Top… above 25,000 feet Multi Scan Threat Track displays an Anvil Top Associated Threat. The RADAR uses cruise level
winds to extend the threat region downwind of the cell.
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Windshear
WINDSHEAR INDICATIONS QRH MAN 1.11
01 June 2019
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OMC Ch 9 Page 22
IMMEDIATE WINDSHEAR FCOM 15.20.25
WINDSHEAR “WINDSHEAR, WINDSHEAR, WINDSHEAR”
- Excessive windshear detected by GPWS. Enabled below 1,500 feet radio altitude. GPWS windshear detection begins at rotation.
-------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
GPWS WINDSHEAR ALERT AND PWS
FCOM 15.20.23
- The PWS alerts are enabled 12 seconds after the weather radar begins scanning for windshear.
- Prior to T/O the PWS alerts can be enabled by selecting WXR ON, or when the thrust of either engine is in the
takeoff range and the thrust reversers are not unlocked or deployed.
- In flight with WXR ON or OFF weather radar begins scanning for windshear below 2,300 feet RA and PWS alerts
are enabled below 1,200 feet RA.
- When windshear is not predicted by the PWS, weather radar returns are displayed only when WXR switch is ON.
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
PWS WINDSHEAR CAUTION
QRH MAN.1.10
FCOM 15.20.24
- New PWS caution alerts are inhibited from 80 knots till 400 feet RA.
FCOM 15.20.44
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PWS WINDSHEAR WARNINGS
- New PWS warning alerts are inhibited from 100 knots till 50 feet RA.
TAKE-OFF PRECAUTIONS
-
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FCOM 15.20.44
FCOM SP.16.22
Use Max Take-off Thrust is recommended unless the use of reduced thrust is required to meet a dispatch performance requirement.
Use Flap 20 or 15.
Use Longest Runway.
Use the FD after Take-off.
Consider increasing VR to MTOW VR (not above VR+20).
PWS RECOVERY DURING TAKEOFF
QRH MAN.1.10
WINDSHEAR “WINDSHEAR AHEAD, WINDSHEAR AHEAD”
• Prior to V1 reject take-off.
• After V1 perform windshear escape maneuver.
If windshear is encountered prior to V1, there may not be sufficient runway
remaining to stop if an RTO is initiated at V1. At VR, rotate at a normal rate
toward a 15 degree pitch attitude. Once airborne, perform the Windshear
Escape Maneuver.
If windshear is encountered near the normal rotation speed and airspeed
suddenly decreases, there may not be sufficient runway left to accelerate back
to normal takeoff speed. If there is insufficient runway left to stop, initiate a
normal rotation at least 2,000 feet before the end of the runway even if airspeed
is low. Higher than normal attitudes may be required to lift off in the remaining
runway. Ensure maximum thrust is set. Yellow edge lights define the last 2,000
feet of the runway
Runway Lighting
LIDO Text ADR 1.6
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LANDING PRECAUTIONS
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FCOM SP.16.23
- Use either Flaps 25 or 30 for landing
- Establish a stabilized approach no lower than 1000 feet above the airport to improve windshear recognition capability
- Use the most suitable runway that avoids the areas of suspected windshear and is compatible with the crosswind or tailwind limitations. Use ILS
G/S, VNAV path or VASI/PAPI indications to detect flight path deviations and help with timely detection of windshear
- If the autothrottle is disengaged, or is planned to be disengaged prior to landing, add an appropriate airspeed correction (correction applied in the
same manner as gust), up to a maximum of 20 knots • Avoid large thrust reductions or trim changes in response to sudden airspeed increases as
these may be followed by airspeed decreases
- Crosscheck flight director commands using vertical flight path instruments
- Crew coordination and awareness are very important, particularly at night or in marginal weather conditions. Closely monitor the vertical flight path
instruments such as vertical speed, altimeters and glide slope displacement. The pilot monitoring should call out any deviations from normal. Use
of autopilot and autothrottle for the approach may provide more monitoring and recognition time.
PWS RECOVERY DURING LANDING QRH MAN.1.11
WINDSHEAR “GO-AROUND, WINDSHEAR AHEAD”.
•
Perform windshear recovery procedure or at pilot’s discretion, perform a normal go-around.
WINDSHEAR RECOVERY PROCEDURE
QRH MAN 1.12 1.13
OMA 11.3.2
File an ASR when a go-around (below
1000ft) or windshear go around is flown.
EMIRATES B-777
GPWS
QRH MAN.1.2-1.3
GPWS Caution
CLEAN UP TECHNIQUE
FLCH
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GPWS Warning
Instructor Technique
A/P ON
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QFE Operations
FCOM SP.10.1
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Emirates are not currently using this procedure at any airports. The preferred
method is to set QNH when descending through the Transition Level and convert
QFE Levels to QNH altitudes using the airport specific conversion chart, or
conversion info on the Approach Chart.
OM-C, Route Manual, Chapter 1 Beijing C-04
Rule of Thumb
How to convert QFE to QNH
(Airport Altitude in feet/100) + QFEmb = QNHmb
Pelesys Polar Operations
(Airport Altitude in Meters/30) + QFEmb = QNHmb
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Diversion Procedure
If Returning to Gate Consider:
-
Complete AFTER LANDING LOW/CHECKLIST…
Fuel (Sufficient?)(Can you consider a faster speed?)
Deicing
Flight Time Limitations
Curfew
Flight Plan Validity
DIVERSION
OMA 8.3.0.10
Slot
Tech Log (New page required for ADD or Fuel)
PAs
Voyage report Record OUT and IN times.
After an RTO is performed on RR powered 777 airplanes where the thrust
reversers were deployed, MCC must determine if an inspection of thrust
reversers is necessary. EKIB-46R1
Coordinate diversion with VPNC and ATC… All factors should be considered…. See table below for guidance
T
Terrain
EGLL
EGBB
o
o
-
DIVERSION
Airport
o
o
o
o
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EGCC



O
Alternate Selection Process
Ops Hours
LIDO AOI



W
Weather



N
NOTAMS



C
Charts



A
Authorized?
OMC RAIG
Chapter 1.5



R
P
Route
Manual
Performance?






LIDO CCI
Landing Distance
Climb Gradient etc
ADVISE COMPANY – Send Position Report, a Diversion Message, and contact SMNC via ACARS. Use Sat Com if required.
WEATHER- Forecast or trend must show weather above LH landing minima.
FUEL- Consider availability and time required to refuel.
GROUND HANDLING FACILITIES- Consider the airports ability to handle a large aircraft and its passengers.
Confirm if B-777 tow bar is available and consider off gate parking.
APRON PARKING- First choice alternates may fill up quickly and parking availability may make it unable to accept additional aircraft.
INFORM CREW AND PASSENGERS
FMC DIVERSION PROCEDURE
o Input desired airport or choose an existing airport on the FMS Alternate page.
o Line Select R1-R4 to choose the desired Alternate Airport.
o Select DIRECT, OFFSET, OR OVER ____
o Select DIV NOW
o Execute.
ADDITIONAL CONSIDERATIONS
Decision: Consider available airports, weather, performance, E/O G/A Climb Gradients, Landing Distances, etc…
D
I
S
C
S
Diversion: If required… Reprogram the FMC
Dump:
Inform:
Setup:
Fuel Jettison as required… Consider quantity/time required and when to start the fuel jettison.
Pilot, Purser, Pax, ATC Company.
Set Up FMC and brief
Checklists: Descent and Approach Checklists
Special Requirements:
as required
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OMC 11.1.5.1
Destination Airport (D)
Alternate Airport (A1)
Fuel and Go/Planning Alternate (A2)
Critical Airport (CA)
Emergency Airport (EA)
Diversion During North Polar Area Operations
- Flight Crew shall use all available modes of
communication to contact NCC (Network
Control Centre) in order to co-ordinate the
choice of diversion airport ( SATCOM, HF
phone patch, or ACARS)
- If unable to contact NCC consult OMA 8.3.0.13.1.1
for further guidance regarding:
- Medical Diversion
- Technical Diversion
- Emergency Diversion
Notes:
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Destination (D) An airport served by an Emirates scheduled flight. It must be designated as
being available for such use in the Emirates Operations Specifications.
Fully Capable Alternate (A1) An alternate airport which has all ground/engineering handling
capabilities (as approved and accepted by Engineering/EK Airport Services sections) available
at the airport. This alternate will be designated A1.
Fuel and Go/Planning Alternate (A2) An alternate airport which has limited ground
handling/engineering capabilities with regard to parking stands, Customs/Immigration or other
ancillary facilities (as approved and accepted by Engineering/EK Airport Services sections)
however an aircraft can be re-fueled and re-dispatched with passengers/ cargo still on board.
This alternate will be designated A2 with a note outlining the limitation in the authorisation table.
Critical Airport (CA) A critical airport is an airport to which diversion can be accomplished
primarily in support of ETOPS operations (ref OM-A 8.5.5.5) and drift-down/depressurisation
strategies.
Emergency Airport (EA) Are those airports that do not meet any of the above classification,
but are still listed for certain routes, where the coverage from above categories of airports is
sparse. An Emergency airport is to be used ONLY in case of aircraft dire emergency.
1. D/A1/A2/CA are considered as ‘adequate’ airports.
2. Medical Diversion to CAs is not recommended due to the limited logistical support for subsequent flight
recovery. However CA maybe considered, at commander’s discretion and in consultation with VPNC, in
exceptional medical circumstances and with limited D/A1/A2 options.
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Diversion Considerations
Airports with Emirates Support
OMA 8.3.0.10.4
GROUND HANDLING OMA 8.3.0.10.4
o Co-ordinate passenger handling with Emirates Staff.
o Passengers onboard are PIC responsibility, in terminal are Station Staff responsibility.
o If passengers asked to disembark they shall take all personal belongings with them. (No hand bags left behind)
o Inform Station Staff of any Deportees to ensure the instructions for custody are carried out. OMA 8.2.2.2.10
o PIC will liaise with local staff to ensure local regulations are not infringed.
Airport With No Company Support
OMA 8.3.0.10.5
Consult the Route Manual for additional information and ground contacts. Advise a handling agent if available ASAP.
GROUND HANDLING
Pilots no longer authorized to complete Transit Check…
o Co-ordinate passenger handling with Contracting Agent Staff and contact SMNC.
Guidance provided for information only
o It is the responsibility of the PIC to arrange for the safe and efficient conduct by
TRANSIT CHECK GUIDANCE PELESYS VIDEO Transit Checklist
ground staff to:
- Ensure Ground Chocks are installed.
- Safeguard aircraft, passengers, and cargo.
- If the stop is for more than 2 hours or involves towing install the Nose
- Servicing of Aircraft. (Transit Check)
and Main Landing gear safety pins.
□ OMA 8.1.11.2.2 If assistance is unavailable the PIC can certify the TECH LOG for:
- If the aircraft is to be towed or pushed back verify with the ground crew
- Refuelling. FCOM SP.1.5 Refuelling procedure, OMA 20.2.2.5 Fuel Purchase &
that the towing lever is placed tow position with the lock pin installed.
Credit Card…
- If the Electrics are not powered a safety check is required to ensure
- TRANSIT CHECK: Pre-flight check will be performed and signed in the
correct position of all switches and controls prior to energizing the
tech log by the commander. As the transit check can no longer be
network. FCOM SP6.2
performed by the flight crew, the commander shall defer such transit
Additional walk around items:
check by making an entry "PERFORM TRANSIT CHECK" and
- Check inboard and outboard Aft Brake Rods
"TRANSIT CHECK DEFERRED TO NEXT STATION" In the action field.
- DME airport check lubrication of pivot joints on Main Landing Gear
- Check the Engine Oil Levels on the EICAS after the engines shutdown
- Transfer defects into the ADD if they are acceptable and in accordance
for more than :10 minutes but less than :30 minutes.
with the MEL.
- Check the Hydraulic levels.
Captains Authority to do Transit Check/ Refuel / transfer ADDs, is in Red
- Review the Tech Log and the Cabin Log.
Binder
- Operational Test of the Fire system using the FIRE/OVHT TEST switch.
- Organize Ground duties
- Check the Trash Compactor has been properly cleaned.
□ Passenger service (meals, hotel, accommodation, etc)
- Prior to refuelling you must obtain water free samples from the bowser.
□ Liaise with SMNC or nearest Emirates Station.
□ Handling of cargo and mail according to instructions from Operations Control. - RR engine aircraft must obtain the Fuel Temperature from the Fuel
Synoptic page and record it in the Tech Log. If it is below 0°C you must
- Crew members may be delegated to handle responsibilities.
contact MCC for further guidance.
- If Passengers to be disembarked.
□ Inform Station Staff of any Deportees to ensure the instructions for custody are - Check the Potable Water Levels and service if authorized and required.
- Prior to Departure complete one last walk around to ensure all doors are
carried out. OMA 8.2.2.2.10
closed, pins are removed and there is no damage.
□ Two Cabin Crew members should escort passengers to terminal.
- Confirm the Towing Lever is in the NORMAL spring loaded position after
□ Passengers shall be requested to take all personal belongings with them. (No
hand bags left behind)
□ Remaining Cabin Crew should check cabin and arrange storage of the sealed
bar boxes.
- Purser responsibilities OMA 8.2.2.2.10 .
o
o
o
o
o
o
o
o
o
removal of the Tow Bar.
- Any Questions contact MCC
Terminate Flight
Advise SMNC. OMA 8.1.14.2
If flight duty limits exceed arrange accommodation and transport for crew. OMA 8.3.0.10.4
Calculate rest periods separately and crew sched. OMA 7.16
Activate the Captains Credit Card. OMA 20.2.2.5 Retain Bills and receipts and submit with Report .
Do not leave airport until suitable arrangements for passengers, and aircraft security are made. OMA 8.3.0.10.4
Arrange for aircraft Maintenance / Catering / Cleaning / Security. OMA 8.3.0.10.4
If maintenance required from outside contractor obtain written permission from QA Dubai OMA 8.1.11.2.3
Get contact number for Airport Services Manager and ensure SMNC DXB can contact the Captain in the Hotel
ASR must be filed for landing at an airport other than destination for reasons other than weather, or if Crew or Passengers are seriously ill etc…
11.3.2
Continue Flight
OMA
OPERATIONAL PROCEDURES OMA 8.3.0.10.5 , OM-C 9.3
o Make Arrangements for a OFP. . Leave a copy with the Handling Agent.
o Confirm handling agent has filed ATC plan- or file locally (add flight no / dep time / reg / SEL)..
o Fill out DIVERSION FLIGHT LOADSHEET from blank forms folder. Instructions in OMC RAIG Appendix D- E-F-G- GF ,
(Max change 5 pax / 500 kgs). Leave a copy with the Handling Agent.
o Fill out TRIMSHEET from blank forms folder. Leave a copy with the Handling Agent.
o Complete the AIRCRAFT TECHNICAL LOG. Leave the pink copy with the Handling Agent.
o GENERAL DECLARATION. Leave a copy with the Handling Agent.
o If maintenance required from outside contractor obtain written permission from QA Dubai OMA 8.1.11.2.3
o Arrange for payment of Fuel, Handling, and Landing Fees if required.
o Record the following details in the VOYAGE REPORT and/or CSR: OMA 20.2.2.5
- Name of the diversion airport.
- Date and time of landing/take-off.
- Name of ground handling agency, if applicable.
- Information regarding the services rendered, give details of any settlements made in connection with any service, such as:
□ Ground handling.
□ Ground transportation of passengers and crew.
□ Technical service.
□ Other service (if possible furnish duplicates of Work Orders).
□ Submit all receipts and paper work regarding purchases to Fleet Admin within 45 days.
o ASR must be filed for landing at an airport other than destination for reasons other than weather, and If Crew or Passengers are seriously ill etc...
o Forms Required
Diversion
Load Sheet
Trim Sheet
Transit
Checklist
Diversion
Flight Log
Receipts
ASR
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Inhibits During Takeoff
FCOM 15.20.40
Landing Config Warning Alert inhibited from VR till 800RA
80 Kts
V1
800’ RA
VR
400’ RA
Autobrakes arm at 85 kts
ENGINE FAIL Call starts at 65 kts.
Stops 6 knots before V1
TOGA must be pushed prior to 50
knots or A/T operation is inhibited
until reaching 400 feet AGL
T/O Config Warnings inhibited above V1.
Master Warning Lights and Fire Bell inhibited
from V1 until 400 RA or 25 seconds after V1.
Master Caution lights, Aural Beeper and Advisory level Alert messages inhibited from
80 KTS to 400 RA or 20 sec after rotation, or RTO speed below 75 kts.
EICAS caution
and advisory
level messages
are Inhibited
from Start of
Start Until first
engine reaches
idle or start
Communications Alerts Inhibited from T/O Thrust till 400 RA. Cabin ALERT is exempt
Passenger Entry door memo messages are removed from T/O thrust till 60 seconds after landing
Status Cue inhibited from engine start till :30 minutes after Rotation. This inhibit is also cancelled by a RTO.
TAC is available above 70 knots
PWS starts when WX turned on or T/O power achieved.
New Cautions inhibited from 80 kts to 400 RA
New Warnings inhibited from 100 kts to 50’RA.
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Inhibits During Landing
FCOM 15.20.43
Altitude Alerting inhibited from G/S capture or Landing Flap selected and Landing gear down.
Status Cue and Com Alerts and aural chime inhibited from 800 RA to 75 kts ground speed. CABIN ALERT is exempted
G/S Capture or
Landing Flap
selected and
Gear Down
800’ RA
200’ RA
MASTER CAUTION lights and Aural Beeper inhibited from 200RA to 75 kts.
Exemptions include N A S A NO AUTOLAND,AUTOPILOT, SPEEDBRAKE,
AUTOTHROTTLE
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ETOPS Fuel Requirements
FCTM Vol 2 3.10.6
FCOM SP.24.2
Old Manual no longer published
OMA 8.5.4
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ETOPS Alternate Weather Requirements
OMA 8.5.6.1
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SPECIAL AIRSPACE EXPLAINED
North Atlantic MNPS NAT
- Oceanic Clearance is required to operate in NAT MNPS Airspace.
- Oceanic Control Areas (CTAs) include Reykjavik, Shanwick, Gander, Santa Maria, and
New York. Between FL 285 and FL420.
- To Operate in NAT MNPS airspace aircraft must be able to maintain a high degree of
Lateral, Longitudinal, and Vertical accuracy. Aircraft and Flight Crew must be certified by
State of Registry or State of the Operator. This is indicated by an X for NAT MNPS and a
W for RVSM in item 10 of the ICAO Flight Plan.
Equipment Required is detailed in FCOM SP21 (RVSM)and FCOM SP22 (NAT MNPS)
- Separation on the NAT MNPS is:
- Laterally 60nm or one degree of latitude. (Minimum RNP is 12.6)
- Longitudinal separation is :10 minutes when using Mach number technique.
- Vertical separation is 1,000 feet for RSVM aircraft. (Crews and aircraft must be certified for RVSM)
- Separate Organized Tracks are optimized for Direction of flight based on forecast winds aloft.
- Eastbound Tracks V,W,X,Y, and Z are created by Gander Oceanic and are valid for crossing 30 degrees west between 0100z
and 0800z.
- Westbound Tracks A,B,C,D,and E are created by Shanwick Oceanic and are valid for crossing 30 degrees west between
1130z and 1900z
- The use of the OTS is not mandatory.
RLat (Reduced Lateral) Separation Trial effective 12 Nov 2015
- Aircraft Lateral separation will be reduced to ½ degree (25 nm) of lateral separation and 5 minutes of
longitudinal separation
- Only flights with the necessary capabilities will be cleared on half degree tracks. No flights will receive a track
change onto a half degree track prior to entry.
- RLatSM Phase 1 applies only between the two core NOT OTS from FL350 to FL390.
- RLatSM Phase 2 (6-12 months later) will apply throughout the entire NAT OTS.
- RLatSM Phase 3 will encompass the entire ICAO NAT Region.
Required Equipment
- ADS-C (Emirates Aircraft are ADS C & B compliant)
- CPDLC
- RNP-4
- There is no change in SLOP
- Crews to respond to “Confirm Assigned Route” upon entry by selecting appropriate key rather than manually respond.
- Correct datalink operations important to minimise impact to ATC and Crews.
- All Emirates Aircraft are suitably equipped (Except A319).
- ACAS II (Prior to Departure).
- Prior to departure for flight on NAT OTS track at a flight level where RLatSM is applied, the ACAS II system shall be fully operational for the pilot flying (i.e., the TA
and RA visual display and audio function will be operative for the pilot flying). If the ACAS II system is not fully operational for the pilot flying, the operator has the
option of requesting clearance to operate on track and/or a FL where RLatSM is not applied. If the ACAS II system fails after departure, the aircraft may continue
on the cleared route.
OTS Track Message
- RLatSM tracks will be in Bold and be underlined.
Oceanic Clearance
- Every Oceanic Clearance received must be compared with the FMC.
- Whenever Flight Crew receive an Oceanic Clearance they must apply Procedures described under “ENROUTE BEFORE CROSSING THE OCEANIC ENTRY POINT
(OEP); OCEANIC CLEARANCE VS. FMC”
- Fly the Oceanic clearance not the flight plan.
- Unnamed Oceanic waypoints are identified by their latitude and longitude coordinates. Pilots are required to line select these waypoints into the scratchpad of the
FMC for proper identification.
- Ensure the Tracks and distances are checked.
Confirm Assigned Route
- :05 minutes after entry onto the track, Shanwick will send CPDLC message UM137 “Confirm Assigned Route”. Crew action is to send DM40 through enabled Menu
button. Do not use free text.
- You receive from ATC a CPDLC message CONFIRM ASSIGNED ROUTE… When you open the incoming message the DISPLAY REPORT prompt (bottom left
is displayed
- You select the DISPLAY REPORT and if you are currently operating on the active route the screen will display the ASSIGNED ROUTE: RTE1 (or RTE2)…. The
next step will be to select the SEND (bottom left) command key and you are done.
- You select the DISPLAY REPORT and if you are currently operating on the active route and have inserted and executed an offset (e.g. SLOP or weather
deviations) the screen will display instead of ASSIGNED ROUTE: RTE1 DEVIATING L, R nn NM OF ROUTE
Pilot Action When Notified By ATC of Possible Deviation from Cleared Track
- Pilots are advised that should they be notified that ATC systems indicate that aircraft is not flying the cleared route, they should immediately display the full degrees and
minutes loaded into the FMC for the NEXT and NEXT + 1 waypoints, and verify against the cleared route before responding.
- Voice message example: “SHANWICK CONFIRMS YOUR POSITION REPORT INDICATES INCORRECT ROUTING. CHECK FULL DEGREES AND
MINUTES LOADED INTO FMC. YOUR CLEARED ROUTE IS……”
- CPDLC message example: “YOUR POSITION REPORT INDICATES INCORRECT ROUTING. CHECK FULL DEGREES AND MINUTES LOADED INTO
FMC. YOUR CLEARED ROUTE IS……”
Contingencies
Turnback Procedures in the NAT NAT Document 007 v.2017-1 13.3.5 Before commencing any diversion across the flow of adjacent traffic or before initiating any turn-back
(180°), air-craft should, while subsequently maintaining a same direction 15 NM offset track, expedite climb above or descent below the vast majority of NAT traffic
(i.e. to a level above FL410 or below FL280), and then maintain a flight level which differs from those normally used: by 1000 ft if above FL410, or by 500 ft if below
FL410. However, if the pilot is unable or unwilling to carry out a major climb or descent, then any diversion or turn-back manoeuvre should be carried out at a level
500 ft different from those in use within the NAT HLA, until a new ATC clearance is obtained.
- Pilots must be aware that when crossing adjacent tracks without an ATC clearance, the potential vertical separation provided by the In-flight Contingency Procedure is
500 feet. Pilots must use all the steps called for in the Contingency Procedures to avoid conflict with other aircraft.
- Pilots must also be aware that when unable to obtain an ATC clearance, Weather Deviation Procedures call for a climb or descent of 300 feet based on direction of
flight and direction of deviation, and, in addition, guidance to the pilot is to adjust the path of the aircraft, if necessary, to avoid aircraft at or near the same flight level.
- Pilots must stringently follow all measures for avoiding conflict with other aircraft provided for in the ICAO Doc 4444 contingency and Weather Deviation Procedures.
Common Errors
- Failing to check the full lat. and long. of unnamed waypoints.
- Failing to check track and distances.
- Failing to check the next 2 waypoints.
- Changes must be communicated clearly to other members of the crew when they relieve flying members so that they understand the present cleared route as well as
RECLEARANCES.
Threats
- Vertical and Lateral separation.
- Track spacing reduces the distance and time a diverting aircraft has before approaching adjacent tracks.
- Reduces the time that a pilot has to obtain an ATC clearance. (4:04 minutes to adjacent track depending on the angle of deviation from cleared track).
- The margin for safety for aircraft crossing adjacent tracks is 150m (500feet) of vertical separation when executing In-flight Contingency Procedures.
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Canadian MNPS CMNPS
SPECIAL AIRSPACE EXPLAINED
- CMNPS airspace is between FL330 and FL410.
- ICAO Flight Plan Item 10 Y indicates certification for CMNPS, X is certified within both boundaries.
- Min Longitudinal separation is :15 minutes, can be reduced to :10 if Mach Number Technique is used.
Polar Track System PTS
- The Polar Track Structure consists of 10 fixed tracks in Reykjavik and associated extensions in the Bodo Oceanic
airspace. These routes are not mandatory; however, it is recommended that operations between FL310 and FL390
use the PTS tracks.
Arctic Control Area ACA
- The Arctic Control Area Track Structure is 5 fixed tracks which complement the Polar Track Structure in Reykjavik.
- These Tracks are not mandatory; however, when used, Air Traffic controllers are able to make more efficient use of the
airspace win optimum flight level and separation minima’s.
- These ACA Tracks are identified by letters O,P,Q,R, and S. An example would be ACAQ or ACAS.
Northern OTS NOR OTS
- The Northern Organized Track System (NOR OTS) was created to allow the optimal use of tracks for aircraft operating
westbound between Europe and Western America (not including Alaska).
- NOR OTS tracks will be published at 21:30UTC(summer) and 22:30 UTC (winter) in the form of a Track Definition
Message (TDM).
Australian OTS AUS OTS
- AUSOTS is the trial Australian Organized Track System
setup to utilize Flex Tracks for aircraft operating between
WSSS and Australian Airports YSBN, YBBN, and YMML.
- AUSOTS will be available for aircraft meeting RNP 10
requirements.
- A TCM will be issued by Air Services Australia for review by
selected airlines to determine the appropriateness of the
FIR Boundary Entry/Exit fix in regard to flight outside
Australian airspace.
Atlantic Ocean Random Routing RNAV Area AORRA
-
The AORRA includes the airspace between FL290 and FL 410 inclusive in the region shown.
RNP10 is required in AORRA airspace.
ADS/CPDLC will be used as primary communication and HF as backup.
Flights shall enter and exit via AORRA approved gates.
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North Atlantic High Level Airspace (NAT HLA)
-
7. SOP GUIDE
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airspace between flight level 285 and flight level 420 (in terms of normally used cruising levels, from FL290 to FL410 inclusive).
RVSM is applied from FL290 to FL410 inclusive throughout NAT HLA Airspace
PBCS (Performance Based Communication System) is required on NAT Tracks between FL 350-390 March 29, 2018
RLAT Reduced Lateral Separation Minima 30nm between 3 core tracks December 2015 expected to extend to all tracks shortly.
For Weather Avoidance and Contingency procedures see Oceanic Crossing Procedures NAT / MNPS in pages ahead
MNPS Procedures
FCOM SP22
-
Waypoints will only be entered as LAT LONG… no named waypoints will be
used. e.g. N51W051.
Oceanic Clearance is required prior to entering Shanwick or Santa Maria
Oceanic Airspace. If not enter hold.
NAR (North American Routes) and ER (European Routes) connect the NAT to
Domestic airspace. If given a reroute request a new NAR or ER.
-
-
AUSOTS – Use Master CFP – Check Track and Distance
OM-C Ch 8 Pg 5
MNPS Oceanic Checklist Expanded Edition
https://www.notams.faa.gov/downloads/MNPS_OCEANIC_CHECK_LIST_Expanded_Version.pdf
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Oceanic Crossing Procedures
Polar Operations above 78 North Latitude www.nat-pco.org
B777
Preflight Checks
PF
•
•
•
•
•
•
FCOM SP.22.2
FCOM SP.23
OM-C RAIG 2.9 & 2.10
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•
•
•
•
NAT / MNPS
OMC RAIG 2.9 & 2.11 FCOM SP.22 FCOM SP.23
PM
Item 10 of flight plan includes R (RNP) S (Standard Equipment) W (RVSM), and X (MNPS).
Item 15 of flight plan includes cruise TAS, oceanic entry point & cruise mach, and oceanic landfall and cruising TAS.
For Australian Flights Item 18 should be RMK/ADSB is aircraft is operating ADSB.
Check NAT Track message for Validity. If the flight on the OTS check that the waypoints agree with the OFP.
Check Suitability of ETOPS diversion alternates.
Verify with Dispatch whether a fuel freeze analysis is required. (If Jet A1 is loaded enter -43°C under MIN FUEL TEMP on CDU PERF INIT page)
If the OFP indicates temperatures below -65°C for more than 1:30 and you are operating with Jet A a fuel analysis is required.
Verify with Dispatch has evaluated solar flare activity and whether any restrictions apply.
Check Tech Log for restrictions to RNP, MNPS , RSVM, ETOPS and MEL considerations.
Altimeters crosschecked in tolerance (max allowable difference between Captain’s or FO’s altitude display and field elevation is 75 feet)
UTC time check with GPS. (777 Check GPS display on the ND)
CAPTAINS SECURITY ANNOUNCEMENT REQUIRED FOR FLIGHTS THAT TRAVERSE US AIRSPACE OMA 14.1.6.1
“US Regulations require me to inform you that during this flight today, you should not congregate in groups in any area of the cabin,
especially around the lavatories. I would also ask you to use only those lavatories dedicated to your own class of Service. In addition,
you must strictly observe the seat belt sign when it is illuminated and do not move about the cabin when the sign is on.”
• Before entering the Polar Region the accuracy of the ADIRU should be thoroughly checked by a comparison against the GPS
and or by using independent navigation aids. FCOM SP.23.1
• Entering the Polar Region - Set one Radio to 123.45. Check the fuel temperature as required. Check the accuracy of the
Verify Clearance
Track and
Distance check of
NAT HLA sector
•
•
•
•
•
•
•
•
At each Oceanic
Waypoint
After Waypoint
•
Reclearance
Prior to Oceanic
Entry
ADIRU.
Check airway MAG/TRUE reference and transition to TRU when required.
Above 82°N/S SATCOM may become unavailable. Arrange HF frequencies and SELCAL prior to 82°N/S.
Obtain Oceanic Clearance :50 Prior to Entry ( LH Text RSI for specific Instructions)
CPDLC request to Shanwick 1:30-:30 prior to Oceanic Entry. (:40-:30 best)
Entry Point / ETA / Mach/ FL / Highest FL include TMI and Clearance Sequence # in read back.
Verify Clearance (PF Calls the FMC Waypoints – PM Checks against the Oceanic Clearance) EK TR 96
Track and distance check of NAT HLA sector
PF selects Heading to TRUE and reads FMC, PM confirms with Flight Plan (acceptable tolerance 2 miles and 2º)
Crosscheck Entry Waypoints and next two Waypoints against OFP.
RLatSM Tracks will receive a Confirmation of route request… if via Data Link use the enabled menu button, do not use free
text.
Check weather at ETOPS alternates above aerodrome operating minima.
If re-cleared on a different track than planned:
• request revised enroute OFP from DXBOVEK. weight / time and fuel at diversion waypoint / cleared FL / Track or
routing.
• Load new waypoints into RTE 2
• Follow normal loading and verification procedures.
• Compare FMS tracks and distances to new OFP.
• Activate RTE 2 and check new route fuel.
• If new OFP not available select FMS Print function.
• If Print inoperative use reclearance form in spare forms folder.
• At Exit Point ensure clearance for new domestic routing.
•
•
•
•
•
•
•
•
•
Navigation accuracy check required if no ground stations will be received for 4 hours or more. POS page 2 GPS / ADIRU / FMS.
Set cleared Mach number.
Establish ADS CPDLC see OM-C, Chapter 10, FIRs.
Obtain HF frequency and establish HF SELCAL.
Set left VHF radio on 123.45 if not required for ATC.
Leave right VHF radio on 121.5.
Transponder set to 2000, 30 minutes into OCA.
Confirm aircraft at correct oceanic crossing altitude.
Consider use of SLOP for traffic avoidance. (0, R1. R2)
•
•
•
•
•
•
Check track and distance to next waypoint.
Confirm turn in correct direction.
Record Position on the OFP and Mark OFP with a \
Select PROG – POSITION REPORT and transmit Position to ATC. (Wx only required if requested)
Mark the OFP / to form an X.
Cross-check primary altimeters. (Should agree within 200 feet)
• Revised ETA required for 3 minutes or more.
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Request ATC Clearance for Weather Deviation:
• transmit “WEATHER DEVIATION REQUIRED” via voice: use “PAN PAN” call as appropriate or request deviation via CPDLC: use Urgency
Message if necessary.
• Comply with ATC Clearance issued or advise ACT of intentions and execute procedures as per diagram below
• Inform ATC when Weather Deviation is no longer required.
Actions to be taken if a revised ATC Clearance for Weather Deviation can1t be obtained:
Wx Avoidance
• for deviations of less than 5NM from the originally Cleared Route, maintain FL
• for deviations greater than or equal to 5NM from the originally Cleared Route, when the aircraft is approximately 5NM from route, initiate a level
change'↓ (Descend 300ft) or ↑ (Climb 300ft) as per diagram above
• if possible, deviate away from an organised track or route system
• alert other aircraft by broadcasting on 121.5 MHz & 123.45 MHz at suitable intervals
(A/C ldent, FL, Position [incl. OTS Track or ATS Route] and Intention)
• watch for conflicting traffic both visually and by reference to TCAS
• turn on all aircraft exterior lights
• when returning to track or route, the aircraft shall be at the assigned FL when it is within approximately 5NM of the centre line
• continue to attempt to contact ATC to obtain a clearance
If unable to continue the flight in accordance with the original ATC Clearance:
• a revised clearane shall be obtained, whenever possible, prior to initiating any action
• Transmit “MAYDAY” or “PAN-PAN” call as appropriate via voice and/or CPDLC: use Emergency or Urgency Message as necessary
Contingency Procedure to be followed until a revised clearance is received
In-Flight
Contingency
Procedure
• turn to the right or to the left by at least 30° to intercept and
maintain a parallel 5NM offset
• base the turn on aircraft position relative to:
o any OTS or route structure
o alternate airport
o SLOP being flown
o terrain
o other aircraft
• maintain FL if able or minimise the rate of descent
• watch for conflicting traffic both visually and by reference to TCAS
• turn on all exterior lights
• Squawk 7700
• alert nearby aircraft by broadcasting on 121.5 MHz & 123.45 MHz at suitable intervals (A/C ldent, nature of the distress condition, Intention,
Position [incl. OTS Track or ATS Route] and FL)
• Once established on a parallel, same direction track or route offset by SNM, either:
►descend below FL290, and establish a 500ft vertical offset from those FL normally used, and proceed as required by the operational
situation. If an ATC clearance has been obtained, proceed in accordance with the clearance; or
►establish a 500ft vertical offset (or 1000ft vertical offset if above FL410) from those FL normally used, and proceed as required by the
operational situation. If an ATC clearance has been obtained, proceed in accordance with the clearance
• continue to attempt to contact ATC to obtain a clearance
At Oceanic Exit
•
•
•
•
•
Cancel the SLOP and return to center line.
If route changed obtain new domestic clearance.
Request mach number if it differs from Oceanic sector.
Check airway MAG/TRUE reference and transition to MAG when required.
Send an ACARS revised ETA.
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OM-C 10.2.11.19
Station
CPDLC
Logon
ENOB
:15-:25
ADS Only
Bodo
BIRD
:15
Reykjavik
CZQX
:15-:45
Gander
Edmonton
Montreal
CZEG
:15-:45
CZUL
:15-:45
KZWY
:15-:45
New York
Anchorage
Santa
Maria
Shannon
LH Text RSI
- Contact via VHF/HF.
- CPDLC clearance is available.
- Available via CPDLC send request to ENOB, or
via VHF/HF, see LIDO. :20 - :15 Before OCA.
Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
- Read back to include TMI if on OTS.
- Arrange domestic route and FL clearance to the
required entry point.
- Contact via VHF/HF.
- Available via CPDLC send request to BIRD, or via
VHF/HF, see LIDO. At least :30 Before OCA.
Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
- Arrange domestic route and FL clearance to the
required entry point.
Position
Reports
Communications
- VHF/HF is primary for communications.
- Call Island Radio at OE for SELCAL and Prim
and SEC frequencies.
- Manual CPDLC logon with next sector required.
- Contact next Oceanic CTA at FIR for SELCAL.
- Contact next domestic frequency :10 prior to the
boundary.
- ADS is the Primary means
of position reporting.
- Voice position report not
required unless advised.
- Revise estimate if ≥:03.
- Voice is primary.
- SELCAL check required.
- Contact next Oceanic CTA at FIR for SELCAL.
- Contact next domestic frequency :10 prior to the
boundary.
- If HF Communications Lost, continue to adhere
to clearance and do not invoke radio
communications failure procedures.
- Available via CPDLC send request to CZQX, or
- CPDLC is primary for communications, HF is
via VHF/HF, see LIDO. 1:30 - :30 Before OCA.
secondary.
- Contact next Oceanic CTA at FIR for SELCAL.
Entry Point / ETA / Mach Number / Req FL
- Contact next domestic frequency :10 prior to the
Alt Route / Max FL / TMI in RMKs if on OTS
boundary.
- If “NO CLEARANCE RECEIVED WITHIN 15 MINUTES OF OCEANIC ENTRY POINT REVERT TO
VOICE PROCEDURES END OF MESSAGE” not received within :05 minutes of sending CPDLC
request for clearance, revert to voice procedures.
- If “CLA RECEIVED CLEARANCE CONFIRMED END OF MESSAGE” not received the clearance
must be confirmed on VHF.
- Clearance Delivery Frequencies are on NAT track message and are usable from 23:30-07:30 GMT.
Other times use current ATC.
- Read back: EK____ OMDB Via CARPE Track B (or Random Route Coordinates) Expect
FL 330 from CARPE M.83 TMI ___
- Arrange domestic route and FL clearance to the required entry point.
- Aircraft Entering from radar controlled airspace
None
should not identify themselves as ADS
equipped on initial contact. The Term ADS after
the aircraft call sign should only be used leaving
radar coverage and approaching the Edmonton
ADS airspace.
None
- Voice report still required
unless advised.
- Expect “voice reports not
required”
- ADS is the Primary means
of position reporting.
- Revise estimate if ≥:03.
OLD PROCEDURE
- Contact New York Clearance via VHF.
- Available via CPDLC send request to KZWY, or
via VHF/HF, see LIDO. 1:30 - :40 Before OCA.
Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
- Arrange domestic route and FL clearance to the
required entry point
- CPDLC is primary for communications, VHF/HF
is secondary.
- Contact next Oceanic CTA at FIR for SELCAL.
- Contact next domestic frequency :10 prior to the
boundary.
- Expect “position reports
not required”
- ADS is the Primary means
of position reporting.
- Revise estimate if ≥:03.
- Voice reports are required
in New York FIR unless
advised.
- ADS is the Primary means
of position reporting.
- Revise estimate if ≥:03.
NOTAM 1A17/13
PAZA
CPDLC
No ADS
LPPO
:15-:45
EISN
:05-:15
EGGX
:15-:45
Shanwick
Oceanic Clearance
For procedures and frequencies see
Oceanic
Clearance
required before
logon
accepted.
- Beginning on 5 February 2013, the FAA will consider the airport clearance which an aircraft receives on
the ground at its departure aerodrome to be the route portion of the oceanic clearance.
- Altitude and speed assignment will occur prior to entry into the New York center oceanic CTA.
- As is the current operating procedure, unsolicited en-route route, altitude or speed changes may occur
due to changing traffic situations.
- At all times, the last assigned route, altitude and speed are to be maintained and should be considered
your new oceanic profile. Having received all three components, the requirement to receive an oceanic
clearance will have been met.
- Contact via VHF/HF.
- Available via CPDLC send request to LPPO, or
via VHF/HF, see LIDO. 1:30 - :40 Before OCA.
Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
- Arrange domestic route and FL clearance to the
required entry point..
- None, use Shanwick
- Contact via ACARS using ORCA (Oceanic Route
Clearance Authorization) or VHF/HF. 1:30 - :30
Before OCA.
Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
- Arrange domestic route and FL clearance to the
required entry point.
- Aircraft must not enter Shanwick Oceanic
Airspace without a clearance.
-
- CPDLC is primary for communications, HF is
secondary.
- SELCAL check required.
- Manual CPDLC logon with next sector required.
- Contact next Oceanic CTA at FIR for SELCAL.
- Contact next domestic frequency :10 prior to the
boundary.
- Expect “position reports
not required”
- ADS is the Primary means
of position reporting.
- Voice position reports still
required unless advised.
- Revise estimate if ≥:03.
- Only used above FL285
- Departing Shannon log on passing FL 260
- Arriving in Ireland log of descending through
FL280
- CPDLC is primary, voice is backup.
- SELCAL check required.
- Contact next Oceanic CTA at FIR for SELCAL.
- Contact next domestic frequency :10 prior to the
boundary.
-
- Expect “voice reports not
required”
- ADS is the Primary means
of position reporting.
- Revise estimate if ≥:03.
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This Chapter is a collection of Lessons learned from the Training Manual, Simulator, Instructor Technique, and shared experience from other pilots.
It is intended to collect information from several sources, it is not intended to change company SOP but enhance safety.
The FAQ (Frequently Asked Questions) are a great source of guidance and are located on the
company FOIP Main Menu – Manuals – FAQ – Boeing 777. Revision 07 01 Feb 2014
1.
No Requirement to check EO drift down Alt at TOC
At the TOC do I have to check the EO drift down altitude, insert DARD segments in route 2 or insert range rings etc?
Answer:
No; however, it is important to maintain general situation awareness and the above techniques can assist on an
individual basis.
Background: Some cruise scans are miss-interpreted as SOP.
Reference:
NIL
2. Conducting Autoland
When conducting an Autoland, is it permissible to remove the 5kt Vref Additive from OPT?
Answer:
YES, but only from OPT. The approach must still be flown with Vref+5
Background: Based on AUTOLAND certification requirements, Boeing internally (transparent to crews) applies in OPT a 5 kt Vref
autothrottle additive to all AUTOLAND computations.
Emirates decided to have OPT (visibly to crews) default to a 5 kt Vref autothrottle additive for all landing computations
in line with 777 FCTM guidance.
In case of AUTOLAND computations, we are now effectively applying 5kt Vref autothrottle additives twice, which
increases landing distance, does nothing to enhance safety, and may limit maximum LAW on short runways
unnecessarily.
To remedy this situation, it is therefore permissible to remove the (visible) 5 kt VREF ADD for AUTOLAND calculations
only and leave this field blank.
Reference:
FOP, OPT User’s Manual
3. Flap 25 Landings
May I land using Flap 25?
Answer:
Flight Operations department and the Boeing Fleet Management follow the manufacturer’s recommendation and thus
promote Flaps 30 landings. The emphasis here is on safety. However, should Flap 25 be deemed the more appropriate
selection for landing, the crew shall take into account the higher approach speed and additional landing distance
required.
Background: For normal landings, when conditions permit, use flaps 30 to minimize landing speed and landing distance. Flaps 25
provide better noise abatement and reduced flap wear. Aft body clearance is approximately the same for either flap
setting.
Reference:
FCTM 1.4
4. High Speed Taxiway runway vacate speed
At what speed may I exit when vacating the runway via a HIGH SPEED TAXIWAY?
Answer:
A „HST” is a long radius taxiway designed and provided with lighting or marking to define the path of aircraft, travelling
at high speed (up to 60 knots), from the runway centre to a point on the centre of a taxiway. Also referred to as long
radius exit, turn-off taxiway, (also Rapid Exit Taxiway).
Note: It is recommended not to use the tiller above 30kts and caution above 20kts.
Background: The high speed taxiway is designed to expedite aircraft turning off the runway after landing, thus reducing runway
occupancy time.
Reference:
http://www.faa.gov/air_traffic/publications/atpubs/PCG/
FCTM 3.5
5. Use of Fix Pages on ETOPS Segments
Is it SOP to use the Fix Pages during ETOPS flight segments?
Answer:
No. However, for situational awareness, FIX pages and the FMC ALTERNATE Page are a beneficial tool to monitor
distances or ETA and predicted arrival fuel for selected/ nominated airports.
Background: Due to Datalink requirements, additional waypoints (e.g. ETP‟s etc.) are not to be entered into the FMC active route so
use of the fix pages may be useful.
Reference:
Nil
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6. Use of Fix Pages for ETOPS ETA’s
Do we have to enter the ETAs into the FMC fix pages from the OFP for Entry, Exit and ETPs?
Answer:
No. ETA‟s for ETOPS waypoints such as ENTRY, EXIT, and ETP‟s are to be calculated using information available
on the OFP in the ETOPS information section. If desired for situational awareness, the ETAs for these ETOPS
waypoints may be transferred from the OFP to the FMC ETA – ALT line of the FIX pages.
Background: Nil
Reference:
Nil
7. Interruption of NNC upon reaching “land at nearest suitable airport”
Should Non-Normal check list completion be delayed in order to ascertain which airport to land at?
Answer:
No. In the majority of cases this is not the time to stop the checklist in order to determine which airport to land at.
Instead, this checklist step should be acknowledged by the PF and the process of determining the nearest suitable
airport should take place once all the NNC's have been accomplished and the EICAS messages have been reviewed.
Background: Some NNC's contain the step ' Land at the Nearest Suitable Airport'.
Reference:
QRH CI2.2
FOM 20.3.1.2
8. Selection of Non Normal Checklists
What primary reference is used to guide the appropriate selection of non-normal checklists?
Answer:
The primary means to identify and select NNC is from EICAS. When calling for NNC‟s to be accomplished, the EICAS
and the icon [] associated with the EICAS alert messages should be used and not the Non Normal Checklist queue.
The EICAS and observed faults (e.g. bird strike) are the principle means of recognizing if a Non normal situation exists.
Generally checklists are called for in the order of checklists for which memory items were accomplished, followed by
warning level alert messages, then caution and then advisory level alert messages.
The PM is responsible for checklist reading and tasks asked for by the PF. When the PF calls for a checklist to be
accomplished, the PM selects the appropriate NNC from the NNC queue. The PM then overrides any remaining latched
NNC‟s in the checklist queue. These NNC‟s need not be accomplished since they do not have a corresponding EICAS
message and icon. They are consequential messages.
When all the Icons have been removed from the EICAS (checklists with icons all completed), the PF calls for an EICAS
review - do not press CANC/RECALL button, just read the EICAS. The displayed EICAS messages shall be reviewed
and then cancelled. There is no requirement to recall all previously displayed EICAS messages
Background: With regards to EICAS, the PF calls for Non-Normal checklists to be accomplished by looking at the EICAS alert
messages with a rectangle icon [] as these checklists have procedural steps, notes, or other information of which the
flight crew should be aware. EICAS alert messages without rectangle icons are informational and unless
CONSEQUENTIAL should be actioned to read the condition statement.
Reference:
9.
FCOM NP11.3
QRH CI2.6
Responsibility for Radio Calls during Non-Normal situations.
Who is responsible for radio calls during non-normal situations?
Answer:
PM; however, the Commander may use his discretion if he determines it appropriate, to assign the radio calls to the PF.
Background: It is not Boeing philosophy for the PF to take charge of the R/T communications when Non-Normal checklists are in
use. The PM is responsible for communications during both normal and non-normal situations.
Reference:
FCOM NP 11.3
10. “LNAV Available” Call
Should we always call “LNAV available”?
Answer:
No. The “LNAV available” is solely an awareness call thus shall only be made if the PF fails to consequently arm
LNAV.
Background: When a “Direct to leg” has been utilized LNAV must be armed in order for FMC modes to engage.
Reference:
Text
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11. Sighting of the Steering bypass pin
When does the flight crew signal to the engineer that they have sighted the steering bypass pin?
Answer:
According to Boeing NP the engineer is dismissed prior to Flaps selection. There is no requirement to sight the pin.
Emirates FOM states that pin sighting is required prior to taxi. This should not interfere with SOP but can be achieved
when appropriate. Flight Control check can be done whilst the pin is being sighted since there is no Flight Control
observation needed. Both pilots should sight the pin and the engineer is to be released with the commander‟s
permission.
Background: On the Boeing there has developed a procedure whereby the F/O will bring to the Captains attention the Engineer
holding the Steering Bypass pin, as soon as he sees him, and as the Captain is still doing the flight control check. This
inevitably leads to unnecessary discussion about when to release the engineer and also leads to an interruption of
observation of the flight control check. Sometimes it leads to the F/O releasing the engineer without any input from the
Captain.
Reference:
FCOM NP21.33 , FOM15.2.6
12. Use of conservative ambient conditions
Can I use expected, slightly more conservative ambient conditions for the performance calculation rather than the
reported ones?
Answer:
That depends
Background: While it is not acceptable to use more optimistic than officially reported ambient conditions for actual takeoff
calculations, crews are allowed to make small allowances (e.g. increase temperature by up to two degrees and/or
decrease pressure by up to 1 hPa/0.03 in Hq) if it is likely that prevailing conditions during takeoff will be more limiting
than current reported ones.
Reference
CP Boeing
13. Aids acceptable for ETOPS En-route Alternate Weather Planning Minima
OM-A 8.5.6.1 lists Airfield Facilities, Approach Procedures Available and associated Planning Minima.
Does it have to be a ground based navigational aid, and where do RNAV approaches fit in there?
Answer:
For the purpose of this section, FMC RNAV approach capability satisfies the requirement for an approach aid or
operational navigation facility.,
Background: Previously a # symbol indicated which Limitations needed to be memorised. Boeing removed the # with revision 35.
Reference:
VP-FOS
MRAQ14
OFP Taxi Fuel
14. Do I have to use the taxi fuel figure shown on the OFP?
Answer:
No.
Background: OFP taxi fuel figures are based on statistical data. When the expected taxi route or time suggests that a higher or lower
figure may be more appropriate, crews are expected to make the required adjustments to the taxi fuel figure to ensure
that they do not take off above the maximum RTOW, or unnecessarily start depleting their contingency fuel before
takeoff. (The FOM does however make provision to allow the use of contingency fuel from the time the fuel bowser has
been disconnected.) Crews should ensure that the maximum structural weight is not exceeded if additional taxi fuel is
required. This may result in the requirement to reduce the limited Take-Off weight.
Reference:
CP Boeing
15. Unused Taxi Fuel
Is it acceptable to “buffer” the Actual Take-Off Weight used in the takeoff calculations to account for possible unused
taxi fuel?
Answer:
Yes
Background: On occasion it may be difficult to accurately assess the expected taxi time or route. In this case it is acceptable to use a
slightly higher takeoff weight than shown on the loadsheets to account for the fact that some of the planned taxi fuel
may not have been consumed prior to takeoff.
It is vital however that any agreed adjustment is done prior to the performance data entry into the OPT / EFB and
subsequent calculation which are to be done independently.
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16. Topping up Contingency Fuel on DP Flight Plans
Is it good practice to “top-up” DP flight plan Contingency Fuel (CONT) to a normal Contingency Fuel level if the ZFW
changes to allow so?
Answer:
That depends.
Background: On routes were our statistical data indicate that we consistently arrive with most of the CONT fuel intact, the Company
may choose to adopt DP flight plans in order to reduce aircraft weight en route and thus reduce fuel consumption. In
this case it is not recommended to increase the CONT to a higher (3%, 5% or 20 minute CONT) level.
- There are occasions however when we are forced to resort to DP flight plans in order to protect payload.
Not using a DP plan would force us to leave non-revenue passengers, freight, passenger baggage, or even full-fare
passengers behind.
In such case, if the final ZFW should allow us to carry more fuel, it is recommended to increase CONT up to a normal
level. This level would be the lower of a) 3% CONT, or b) the equivalent of 20 minutes CONT. As the flight has been
dispatched as DP flight, there is no requirement to increase CONT to a 5% level as the DP ERA also satisfies the
requirements of a 3% CONT ERA.
Route Fuel Statistics attached to every LIDO Briefing package will give you a good indication which sort of CONT would
be appropriate.
If statistics indicate that on average only an irrelevant amount of CONT is used and hardly any flights ever use more
than 50% of CONT, then increasing CONT to a higher level should not be necessary.
As always, the commander should exercise good judgment and consider all relevant factors when deciding on the final
fuel load.
17. Flight Beyond DP below MIN DP Fuel
If I arrive at the DP with less than MIN DP FUEL, am I legally obliged to divert?
Answer:
Not necessarily.
Background: You may apply provisions of the In-flight Fuel Management to DP flight plans. As per FOM 11.3.3. it is permissible to
continue towards your destination even if a fuel check should reveal that there will be less than Alternate and Final
Reserve remaining at destination as long as the conditions of either one of two In-Flight Fuel Management scenarios
are met. As the first scenario requires an Estimated Approach Time (EAT), which may be difficult to obtain at this stage,
the more likely second scenario (max delay not known and EAT not received yet) provides to the following two options:
- You must be able to reach a minimum of two airports at which in the judgment of the commander "landing is
assured" with at least Final Reserve remaining at touchdown.
- If you can reach within two hours a single airport with at least two separate and independent runways that otherwise
satisfies above requirements and you take any additional fuel burn due to likely ATC delays into consideration, then
this single airport may be considered equivalent to two airports.
Reference:
FOM 11.3.3.
18. Idle Reverse and Single Engine Taxi
If you only use idle reverse on landing can you disregard the 3 min / 1 min cool down period on the engines in order to
commence Single Engine taxi sooner?
Answer:
No
Background: This question was asked of Airbus / Boeing / GE when the SE taxi policy came into place back in 2008.
Boeing and Airbus replied that it is GE/RR that required this cool down period. The response from GE was that even
though idle reverse on landing is used, you still need to comply with the 3 min cool down period on the engines.
Idle reverse on landing does not have a considerable cooling effect on the core engine and therefore the cool down
period only starts when the aircraft is on ground with the engines in ground idle. Not complying with this may result in
costly repairs due to oil coking and fuel nozzle degradation.
Reference:
Boeing technical
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19. Conducting a PCI on the Freighter
How do we carry out a PCI on the freighter?
Answer:
Use windows on main deck.
The freighter has three 5 inch windows, two forward and one aft of the wing on the right side. 1 full side window on the
left side aft of the wing. When the aircraft is fully loaded there is approximately 15 inches down each sidewall, which will
probably limit most pilots from performing a PCI check. If the commander is in doubt about the condition of the airplane
after the HOT has expired a return to stand and 2nd de-icing must be accomplished. A standard PCI may be
accomplished if a partial load permits or the aircraft is empty.
Reference:
FTP777 - Simon Lawrence
20. Applying Performance Limited Weight Restriction from a MEL item
How do I apply a Performance Limited Weight restriction from an MEL item?
Answer:
Use OPT
How do I apply a Performance Limited Weight restriction from an MEL item?
We have had several instances when crews incorrectly and unnecessarily applied MEL weight penalties that reduced
available payload and limited Company revenue potential.
Remember; the OPT is the only accepted means for calculating takeoff and landing performance.
OPT permits users to enter inoperative MEL items and will calculate takeoff and landing performance for such
conditions.
As always; if OPT should calculate a performance limited weight that is above the structural maximum weight, OPT will
display the structural maximum weight in such case.
Both the MEL and CDL will list performance weight penalties when applicable. Keep in mind that such performance
penalties apply to performance limited weights and not structural maximum gross weights.
This is often indicated in the MEL specific operations procedure (denoted by an "O" symbol) by wording such as
"Reduce the Performance Limited Weight (PLW) by…" (e.g. MEL 36-11-05) or "Observe the appropriate performance
adjustments." (e.g. MEL 27-61-03).
Only in a few cases maximum gross weight will have to be reduced as a result of an MEL item. This is typically
indicated by text such as "Observe Maximum Gross Weight limits" (e.g. MEL 27-11-03-02).
OPT will also steer you clear of some of the traps in the MEL text, which may appear confusing and difficult to interpret
on occasion.
Here is one example:
Consider an inoperative Spoiler Power Control Unit (PCU) addressed in MEL 27-61-03
If the airplane in question is a Passenger aircraft, MEL 27-61-03-01 applies, which only mentions performance
adjustments (e.g. 4990 kgs) that need to be applied.
If the airplane in question is a 777 Freighter, MEL 27-61-03-02 applies, which mentions performance adjustments
(e.g. 4990 kgs) and reduced maximum gross weight limits (326,722 kgs instead of 347,451 kgs).
If you use OPT and select MEL 26-61-03, you will be automatically offered with the correct applicable MEL and the
MEL that applies to any other 777 variant will be suppressed.
OPT will even consider when both performance and gross weights are affected and compute the lower of the (MEL)
performance limited weight or (MEL) reduced maximum gross weight.
In summary:
OPT calculations will display the lower of a) performance limited weight and b) certified maximum gross weight.
OPT is only acceptable means to calculate takeoff/landing performance even with inoperative MEL items.
The term "performance limited" in the MEL may serve as an indicator that you are faced with a
penalty that needs to be applied to performance limited weights.
Conversely, the term "reduced maximum gross weight" may serve as an indication that this MEL
penalty reduces structural weight(s)..
But in each case, you are expected to let OPT do this calculation for you.
Reference: 777 MEL and 777 FCOM Normal Procedures
Reference:
777 MEL
and
777 FCOM Normal Procedures
21. Rotate calls during Increased VR rotations
When applying the increased VR rotation technique in the event of possible windshear when do I call “Rotate”?
Answer:
Currently there is no SOP stipulating when to make the Rotate Call when applying the increased VR technique. When
applying this technique, crew should be aware that there is a possibility for different expectations and should therefore
brief and agree on appropriate calls prior to take off.
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22. Flap settings for increased VR rotation technique
When applying the increased VR rotation technique in the event of possible windshear which flap setting should I use
when calculating the Performance Limit Weight in order to find the Max VR”?
Answer:
Unless performance is limited by obstacle clearance and/or climb gradient, select flaps 20 for takeoff. Flaps 15 too may
be used as a precautionary setting and will provide nearly equivalent performance to flaps 20. The Vr calculation should
be based on the actual flap setting selected for the takeoff.
Also, just to be clear, the Vr for the actual gross weight must also be known such that a check can be made to ensure
that the Vr for the performance limited gross weight does not exceed the Vr for the actual gross weight by more than 20
knots. If the Vr for the performance limited weight exceeds the Vr for the actual weight by more than 20 knots, then the
recommended Vr in windshear conditions would be the Vr for the actual weight plus 20 knots.
Background: Observations during simulator exercises have highlighted that some crews use optimum flaps, while others force the
flap setting to either 15 or 20 when calculating the performance limited weight figures. Boeing was approach for a
definitive response.
23. Single Auto-throttle Cat 3B approaches
If we lose either L or R auto throttle can we carry out a CAT 3B approach by manually matching the associated thrust
lever to the thrust lever that is being controlled by the working auto throttle server?
Answer:
Yes. The 777 autoland systems were demonstrated to support fail operational approach and autoland to CAT IIIB
weather minima with only one autothrottle (L or R) operative.
Reference:
Boeing message EAD-EAD-10-0142-03B dated 02-Mar-10
24. OFP Shear Rate values
Does Shear rate (SR) on the OFP indicate when to expect turbulence?
Answer:
No. The numeric value of Shear Rate represents the change of wind speed per 1000 ft. High values of Shear Rate
imply the possibility of turbulence, but do not directly represent it. Shear Rate can be a useful tool when selecting more
efficient cruising levels and also may serve as one possible indicator of turbulence. Other factors such as predicted
turbulence or convective areas on Significant Weather charts, or proximity to Jet Streams are needed to further validate
suspected turbulence. Shear Rate alone, without any other supporting indicator, will not give you a valid representation
of expected turbulence.
Reference:
OM-C, Appendix J
25. Disconnection of Autopilot during Non-ILS Approaches
When should I disconnect the autopilot for a Non-ILS approach?
Answer:
Unless a go-around has been initiated, the autopilot must be disconnected latest during an approach at the DA (if a DA
is used) or at the minimum of 200 AAL (if a MDA is used.)
Background: Recent developments in the SAAAR approval process required a clarification as to when the autopilot should be
disconnected on SAAAR/ AR approaches. As we also have been authorized to use a DA in lieu of a MDA on Non-ILS
approaches, the question of the latest disconnect altitude on such approaches has arisen.
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26. Engaging roll modes below 400’ on Engine Out Procedures
May I engage a roll mode below 400‟ during an EOP?
Answer:
Yes
Background on Roll Modes below 400’:
The current phase 5 PPC has highlighted a misunderstanding with regards to engaging roll modes below 400‟ during
Engine out Procedures. Examples include LIMC RWY 35 where the SID requires an immediate turn, whilst the EOP is
straight ahead and; Dubai RWY 30R where in a heavy aircraft we may need to commence the EOP left turn prior to
reaching 400‟.
In a technical notice from Boeing they clarify the procedure described in FCTM pg 3.33 as follows
“If the crew wants to fly straight ahead following an engine failure on takeoff without an engine out SID
available they should select HDG SEL or TRK SEL below 400' AGL if necessary due to the emergency
situation”.
This complies with the statement in the FCTM “If ground track is not consistent with the desired flight path, use HDG
SEL/TRK SEL/LNAV to achieve the desired track”. Ultimately the EOP safety cone and terrain clearance is the priority
and pilots should make every attempt to regain the centreline of the prescribed EOP track until above a safe altitude.
For these reasons crews need to take a practical approach and brief each take off with consideration for the various
implications and options available. Examples include pressing the TOGA switches below 400‟ which could either assist
or constrain as below:
- disarm LNAV/VNAV modes and hence would prevent the LNAV engagement and subsequent turn onto the SID
in the case of LIMC and as such assist the straight ahead EOP.
Conversely
- inhibit the ability to engage HDG/TRK below 400‟ if the Engine failure occurred after the turn had commenced,
or in the case of Dubai inhibit the ability to make the turn until 400‟ unless reverting to manual flight, (In this
case pushing the thrust levers forward rather than pressing TOGA may be more suitable).
27. T/O Bump with an unserviceable APU
May I use the Take-off bump procedure when the APU is unserviceable?
Answer:
Yes
Take Off Bump
1. Whenever more thrust is needed, attempt to use the APU-to-Pack procedure BEFORE using the T/O Bump
procedure. T/O Bump increases heat and thus wear and tear on the engines; therefore APU-to-Pack reduces
bleed load from the engines, which then can be used to increase thrust, without increasing wear on the engines.
2. Hence: Use the APU-to-Pack option first, if that is insufficient, THEN use T/O Bump. Be aware that as far as the
FMC set-up is concerned, T/O Bump will need to be selected on the FMC before the APU-to-Pack option.
3. The APU-to-Pack option is naturally not available when the APU is inop. In that case it is permissible to use T/O
Bump without the APU-to-Pack option whilst applying the procedure on S.P.7.8 (the two paragraphs following T/O
Bump).
4. If the APU is not available, crews should disregard all the later comments and instructions that refer solely to the
APU. (In case of an inop APU, there is nothing written that would preclude a combination of Thrust Bump and a
Packs Off Takeoff as described in S.P.2.1)
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28. Level Off above 10,000’ – Cabin Altitude checklist
How do I apply the step “when at level off” from the Cabin Alt checklist if I am restricted to an altitude above
10,000‟?
Answer:
Follow remainder of procedure
Cabin Altitude Checklist over the Himalayas
A question was received in regards to the Northern Himalaya route and a potential level off at an intermediate
altitude of 28000 FT (for approximately 30 NM either side of waypoint GT30). For performance reasons, this is
NOT a route that we operate the older -200/-200ER/-300 on.
As the -200/-200ER/-300's are the only airplanes where AIMS 14 has not been released and incorporated (and
where thus additional steps could be required when at level off), this becomes a highly hypothetical question and
the debate whether to open the valves at FL280, or not, has insignificant bearing on our daily operations.
This is the scenario that we would need:
1. We fly a -200/-200ER/-300 over the Northern Himalaya route (which we normally don't)
2. Then we have a depressurisation right over GT30 that forces us to level off at FL280 (for approx 30 miles) on
either side of GT30.
3. Then we would establish that the cabin is not controllable (which means that the cabin altitude is rising and
will eventually meet the airplane altitude).
4. Next we would establish that none of the packs is working as the Pack L+R message is blank and both
PACKS OFF lights are illuminated.
5. And then the checklist would tell us to open the outflow valves as we have determined in a previous step that
the cabin is uncontrollable and will rise to 28,000 anyway.
Frankly, if one had to level off at FL280, we would hope that the cabin would stabilize somewhere below the mask
dropping altitude and then we would wait with the controllable/not controllable decision until we have a clear
indication.
Boeing's response indicates that once the masks are dropped and hence the cabin has been deemed
uncontrollable they have no objections for the crew to “follow the remainder of the procedure”. If both packs fail
simultaneously and we have no additional leakage in the pressurized area, one would expect a cabin climb rate
with both outflow valves fully closed (to maintain cabin altitude) of around 700 FPM, which should give some more
time with the decision.
Of course, this would not cover the case where both packs stop working just as we pass GT30 and at the same
time a gaping hole opens in the fuselage. It is doubtful that Boeing ever considered this scenario.
In regard to a level-off at 15,000 FT, such as over Iran/ Turkey or other high elevation areas it appears to be
Boeings intention that the crew could go ahead on pre-AIMS B.P.14 with the checklist as described and open the
outflow valve if PACK L+R message are blank and both PACK OFF lights illuminate. For all other conditions, and
all AIMS B.P.14 airplanes, the procedure ends with the level off.
Reference:
Cabin Altitude Checklist over the Himalayas
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29. OPT Temperature Correction for EO Acceleration Altitude
Does the OPT correct for cold temperature for take-off Engine Out Acceleration altitude?
Answer:
Yes. Recent recurrent training has raised the question regarding the OPT‟s correction for Cold Temperatures of the
Engine Out Acceleration altitude when doing the take-off performance calculation.
Background: The setup of OPT via the administrator tool allows for the selection of inputting the airline's POLICY minimum
acceleration height and the OUTPUT minimum acceleration height for a given calculation in terms of either geometric
or pressure height. Depending on the administrator's selection, both will be either geometric, or both will be pressure.
Currently they cannot be mixed.
Most OPT users, but not all, choose pressure height for this selection because that is what the crew will see on their
altimeter displays. The selection chosen by Emirates is also 'pressure'. Obstacle heights, from the airport database,
are always assumed to be input in terms of geometric height because the aircraft must clear these geometric heights by
the required minimum margins.
An example was used for LIMC which resulted in the following. When OPT did its calculations for airport LIMC, the
acceleration height was limited by obstacle clearance considerations, not the minimum policy height of 1000 FT AGL
pressure height. The output acceleration heights, in terms of pressure height, were therefore adjusted to be different for
the 15 deg. C day relative to the -15 deg. C day to provide the same geometric height required for obstacle clearance.
The adjusted pressure heights in both cases were greater than the 1000 FT policy minimum, and therefore the values
of 1140 FT and 1280 FT were displayed.
When OPT did its calculations for airport LIRF, the minimum acceleration height was limited by the policy minimum
height of 1000 FT AGL pressure height. This height was greater than the minimum heights required for obstacle
clearance considerations. Since the policy minimum level off height was already in terms of pressure height it did not
change in the displayed output for 15 deg. relative to -15 deg. C; it is 1000 FT AGL in both cases.
However, in the behind-the-scenes calculations of OPT (not displayed), the geometric heights at which the aircraft
leveled off did indeed change to match whatever geometric heights corresponded to the 1000 FT AGL pressure height.
This is because, for example, on a hot day the geometric height to which the aircraft would need to climb to reach a
pressure height of 1000 FT AGL is greater than on a cold day.
If OPT had been set up in the administrator tool to use geometric height for policy minimum height and output minimum
heights, the output acceleration height would not have changed with temperature for either the LIMC runs where the
minimum height was obstacle-limited or for the LIRF runs where it was limited by the policy minimum acceleration
height. Most airlines don't choose this selection because it would not provide the crew with the required pressure height
to clear all obstacles when the minimum height is based on obstacle considerations.
It seems that most airlines choose the policy minimum height, and ouput minimum height, in terms of pressure height
above AGL because it does not matter if the geometric height is higher or lower than the policy minimum in terms of
pressure height. Obstacle clearance considerations will still be in place to protect against terrain/obstacle clearance
issues (because these are always input in terms of geometric).
30. Calculated vs. Totalizer Fuel – OFP recording
At each waypoint crew record the fuel figures on their OFP. But there are different opinions which fuel figure should be
used. Some state that the Fuel Totalizer figure should be used while others state that the Calculated Fuel on the FMS
should be used due to better accuracy?
Answer:
Calculated tends to be more accurate
Background: When comparing CALCULATED versus TOTALIZER fuel quantities, neither one is considered to be inherently more
accurate than the other; especially when considering all various possible scenarios. That is, depending on the given
situation it is possible one could be more accurate, while the other is more accurate in a different situation. This is one
of the reasons for including checks between the values provided by the two sources of information.
Boeing 'FLEET TEAM Digest' number 777-FTD-28-09005 provides information stating that the FQIS (which feeds the
TOTALIZER values) has an maximum error of +/- 1% with full tanks, improving to +/- 0.5% of full scale readings for a
near empty tank in both level flight and ground operations. The fuel flow transmitters, on the other hand, have a stated
error of less than 0.5% during cruise conditions. Also page 11.42.48 of the FCOM notes minimum accuracies that can
be assumed for both the TOTALIZER and the CALCULATED quantities.
Having said the above, it is Boeing‟s general opinion (but not specifically documented because as stated above, on the
777 neither is inherently more accurate at all times) that if one value had to be selected over the other, the
CALCULATED values may have a tendency to be somewhat more accurate more often than the TOTALIZER values.
This assumes no failures in either system and of course no fuel leaks which, for example, would not be picked up by
the CALCULATED values if the leak is upstream of the fuel flow meters. The CALCULATED values, driven by fuel flow
measurements, are also the primary drivers for things such as calculation of FMC gross weight and the fuel remaining
values shown on Progress Page 1.
Reference:
Boeing Information, Flight Team Digest
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31. Applicability of temperature corrections to RNAV approaches with published temperature limits
Some RNAV approach charts e.g. JFK have temperature deviation limits published on the charts. Are cold temperature
corrections still applicable?
Answer:
No. Charts that publish temperature deviation limits are certified between the chart temperatures and therefore terrain
clearance is achieved and no temperature correction is required.
32. DARD 180 degree Turn allowance on Northern Himalaya routes
Does DARD consider the wider 180 degree turn radius over the Himalayas?
Answer:
Yes. From a procedure design point of view, for the Northern Himalayan routes only, we have assessed the terrain
clearance to the wider width of 10.4 nm rather than 5 nm to allow for the possibility of the turn and altitudes close to the
terrain elevation.
Reference:
Performance Engineering
33. Why does the laptop computer fail to charge so often on 777F aircraft?
Answer:
If everything else fails: Read the manual (e.g. FCOM NP.70.1, Procedural Differences 777F “Preliminary Preflight
Procedure” or Cargo Crew Operations Manual, Appendix A).
Background: The electrical system on the 777F differs from that of previously certified 777 passenger aircraft. Due to revised FAA
certification criteria, the electrical outlet next to the observer seat is not powered in flight. To charge a laptop in flight on
the 777F crew should use electrical outlets close to the connector of the handheld microphone. Placards on the rear of
the cockpit near the 1st Observer seat draw the crews attention to this fact.
Note that protection features in these outlets have a tendency to trip during power changes (e.g. from APU generator to
engine generators and v.v.) and it may be necessary to remove and reinsert the plug to reset the protection circuits.
34. Why do we see occasional uncommanded change In Climb Derate Settings or a reduction in Assumed
Temperature (Tass)?
Answer:
The FMC may override a crew inserted Tass if the crew entered value exceeds the maximum certified (25% or 40%)
thrust reduction for the aircraft. This process also prompts the FMC to recalculate the Climb Derate, which may be
different from the crew inserted derate.
Background: We receive occasionally reports that the FMC reverts without crew intervention to default derate climb thrust (CLB 2)
settings, after crews had previously inserted an assumed temperature and full climb thrust setting (CLB), or that the
entered Assumed Temperature is reduced without crew input (e.g. Tass reduced from 65C to 63C).
Boeing have confirmed that this may occur when the OPT calculates an assumed temperature based on an OAT entry
that is higher than the actual OAT sensed by the FMC. If the takeoff weight is low enough, OPT calculations may result
in an assumed temperature that represents the maximum allowable takeoff thrust reduction (depending on 777 model
either 25% or 40%). When the FMC subsequently performs internal crosschecks and finds that – based on the
temperature actually sensed by the FMC – the thrust reduction at assumed temperature entered by the crew exceeds
the maximum allowable thrust reduction, the FMC will overwrite the entered assumed temperature and replace it with a
lower assumed temperature that respects the maximum allowable reduction.
If such a change occurs, it would be as if an assumed temp was re-entered as a different value. In such case, the
internal derate CLB arm logic is triggered again and the armed level may bounce back down to CLB 2, overriding any
previously entered full CLB thrust ratings.
While Emirates has decided for cost saving reasons not to use derate climb thrust settings on GE powered 777s for
weights above MLW, a uncommanded reversion to a CLB 2 derate climb thrust or a slight reduction in Assumed
Temperture under above mentioned conditions does not constitute a malfunction of the FMC, gives no reason for
concern and does not require further crew or maintenance intervention
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35. Removed pending clarification
36. If due to changing conditions after dispatch the calculated FOLD should exceed the Landing Distance
Available (LDA), what shall the crew do?
Answer:
In the absence of an emergency; if after exhausting all reasonable means (e.g. most favorable runway, flap and
autobrake settings, MANUAL landing rather than AUTOLAND) to reduce landing distance the LDA is still less than the
FOLD, a diversion may be necessary.
But ultimately the commander shall determine what is overall the safest course of action and – if needed - exercise his
Emergency Authority to land on a runway where the LDA is less than FOLD
Background: Emirates has introduced realistic operational landing distances (OLD/FOLD) to reduce the risk of runway overruns. If
because of these measures the Landing Distance Available (LDA) should become insufficient the Company accepts a
slightly increased risk of diversions in the interest of safety. In an Emergency situation the commander may still
exercise the Emergency Authority (OM-A 8.3.1.7) and determine the overall safest course of action under the prevailing
circumstances.
37. How can the WET runway FOLD sometimes be less than the DRY runway FOLD?
Answer:
WET FOLD calculations assume credit for reverse thrust.
Background: On occasion this reverser credit may be more than enough to offset the additional distance required for wet runways,
resulting in an overall marginally shorter distance than for dry, but otherwise identical conditions.
Reference: FOP
38. Is it acceptable to use fuel that has been taken (defueled) from an Emirates aircraft to fuel another
Emirates aircraft?
Answer:
YES
Background: The current policy is to transfer fuel from the aircraft into a fuel company tanker, which shall only be done once the fuel
is checked to be contaminant free with use of the test set we also use for water content checks. Only after confirmation
that the fuel sample is acceptable is the airplane defueled, and any fuel obtained this way can only be put back into one
of our aircraft, and cannot be resold to other operators.
The procedure for defuelling aircraft is in our AMM and the reuse of fuel is covered by fuel companies’ procedures in
accordance with International Airlines Technical Pool (IATP) guidelines.
In the future, Engineering may use Emirates equipment that would allow engineers to transfer fuel directly from one
aircraft to another, a procedure for which we will again apply common policy AMM procedures, enhanced by additional
steps to ensure that only uncontaminated fuel is transferred from one Emirates aircraft to another
Reference:
Senior Manager Line Maintenance
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39. What is the key difference between RNAV and RNP?
Answer:
RNAV and RNP systems are fundamentally similar. The key difference between them is that RNP requires on-board
performance monitoring and alerting whereas RNAV does not (monitoring is generally done elsewhere. i.e. ATC
surveillance).
Background:
1. RNAV
1.1. RNAV (sensor based)
RNAV is a method of navigation enabling aircraft to fly on any desired flight path within the coverage of referenced
NAVAIDS or within the limits of the capability of self-contained navigation systems, or a combination of these
capabilities.
Area Navigation (RNAV) permits aircraft operation on any desired course within the coverage and capabilities of
the aircraft on-board navigation equipment. The RNAV system must be capable of achieving specified levels of
accuracy and functionality. When an RNAV type is specified for a particular procedure or airspace, the aircraft’s
navigation system is required to maintain a track-keeping accuracy for the RNAV type for 95% of the flight time
(e.g., RNAV 5 requires the aircraft to be able to maintain positional accuracy within 5 miles of the desired track
95% of the time). Although there is no on-board performance monitoring and alerting required, ATC may perform
the actual role of monitoring positional accuracy in a radar/ADS-B environment.
1.2. RNAV specifications
An RNAV specification is designated as RNAV X, e.g. RNAV 1.
RNAV specifications do not include a requirement for on-board performance monitoring and alerting. Navigation
performance will be assured by combination of referenced NAVAIDS (e.g. GNSS, DME etc.) and the capability of
self-contained navigation systems, and monitored by radar or ADS-B surveillance.
Note: B-RNAV is equivalent to RNAV5, P-RNAV is equivalent to RNAV1
2. RNP
2.1. RNP (performance based)
RNP is “encapsulated” RNAV operations with added on-board navigation alerting and monitoring and identifies for
the pilot whether the operational requirement is, or is not being met during an operation.
RNP incorporates the concepts of containment region, containment integrity, containment continuity, and database
requirements. The concept of containment is the key factor distinguishing RNP from RNAV but RNP may have
additional functional requirements beyond those of RNAV (e.g. RF legs, curved approach paths).
2.2. RNP specifications
An RNP specification is designated as RNP X, e.g. RNP 4.
RNP specifications include a requirement for on-board performance monitoring and Alerting (e.g. ANP-RNP,
“Unable RNP” Alert).
The Pilot needs to confirm the RNP value on FMS and monitor Alerting for Performance monitoring.
All operations are expected to eventually become RNP specification, but at this time the RNAV specification is
kept to support the transition phase.
3. RNAV and RNP Specifications
For both RNP and RNAV designations, the expression “X” (where stated) refers to the lateral navigation accuracy
in nautical miles, which is expected to be achieved at least 95 per cent of the flight time by the population of
aircraft operating within the airspace, route or procedure.
4. RNP/RNAV Categories
Source: AFMAN 11-217v3, ICAO DOC9613 PBN Man
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40. Why did Emirates abandon the long-standing practice of full rate climbs?
Answer:
Updated information from engine manufacturers suggests that the benefit of reduced engine wear during reduced thrust
(DER) climbs outweighs the fuel burn penalty.
Background: In November 2013, Fleet abandoned the long-standing practice of using full thrust climbs on GE90 powered 777 and
now instructs crews to accept the default FMC climb derate.
The reason that Emirates had adopted full thrust climbs in the first place was that economical cruise altitudes were
reached quicker, thereby resulting in overall fuel savings. Fleet had made this decision based on previous assurances
that full rated climbs did not negatively affect engine wear.
GE has noted however that we - together with some other airlines - operate in a geographic zone (stretching from North
Africa, across the Middle East, Indian Subcontinent and all the way to China) where full thrust climbs result in increased
high pressure turbine (shroud) distress. In above geographical areas, contaminants in the air form a calciummagnesium-alumina-silicate (CMAS) deposit on parts of the turbine section under the peak temperatures encountered
in full thrust climbs. The large difference between the rate at which the underlying hot section materials and the CMAS
deposits on its surface expands and contracts under constantly changing turbine temperatures increases in-service
erosion, and increases engine wear and maintenance costs.
The rate at which CMAS deposits form primarily depends on the maximum temperature in the turbine section during
climb.
The use of Climb Thrust Derates will result in:
- Lower turbine temperatures
- Reduce temperature/CMAS related erosion of hot section components
- Lower turbine shroud deterioration
Minimizing highest operational temperatures has a benefit on:
- EGT deterioration rate
- Cruise fuel flow degradation
- Time that the engine can remain on wing before removal
- Maintenance costs
Therefore, use of default FMC Climb Thrust Derates will keep engines longer in peak condition, slow down engine
deterioration and improve overall reliability and maintenance costs.
41. What is the difference between cleared for takeoff on “runway heading” or “straight ahead”?
Answer:
Heading means runway heading – straight ahead means runway track.
Some pilots are unsure what a controller expects when an aircraft is cleared for takeoff and the pilot is instructed to
“climb straight ahead 3000 feet.”
As per CAP 493, “Straight Ahead” in a departure clearance means “track the extended runway centerline”, and when
given in a Missed Approach Procedure means “continue on Final Approach Track.” The previously used ”climb runway
heading” is officially no longer in use in the UK, but is still commonly used in other parts of the world.
For example, the FAA AIM defines Runway Heading as “the magnetic direction that corresponds with the runway
centerline extended... When cleared to ‘fly or maintain runway heading,’ pilots are expected to fly or maintain the
heading that corresponds with the extended centerline of the departure runway. Drift correction shall not be applied.”
Obviously, the major difference is the drift correction. In a strong crosswind not applying the correct drift correction in a
“straight ahead” takeoff clearance in the UK could lead to a noise violation, while applying drift correction in a “runway
heading” takeoff clearance in case of two closely spaced departure runways elsewhere might have to drift into the path
of parallel traffic. Either way, it behooves us to pay close attention to this subtle, but important detail.
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42. What is the Difference between ADS-B and ADS-C?
Answer:
ADS stands for Automatic Dependent Surveillance because:
- It is automatic as properly-equipped aircraft transmit their positions without any need for radar interrogation
- It is dependent as it depends on the aircraft having approved equipment on board to determine and transmit
aircraft position
- It results in surveillance as it allows ATC to accurately determine, track, and update the position of the aircraft.
The benefit is that ATC controllers have improved surveillance of aircraft movements and may reduce separation
standards; airspace can be utilized more efficiently, and ATC will be given a timely indication of unexpected aircraft
movements.
So much for the common part, but how do ADS-B and ADS-C differ?
ADS-B
ADS-B broadcasts the aircraft position to everybody who has the equipment to listen (ADS-B OUT).
For the time being, these are mainly ATC ground stations that receive broadcasted positions report together with
aircraft velocity and altitude once per second. As we have already equipment on board that reports altitude to ground
stations, it was only logical to bundle this information with existing transponder equipment. Suitable equipped (1090ES
capable) transponders receive GPS position information from the airplane and transmit this information in extended
squitter (ES) messages on a 1090 MHz frequency.
Hence, all we need to participate in ADS-B Out is a GPS receiver and transponder certified for ADS-B OUT.
ADS-B has also the potential for aircraft to listen in. In ADS-B IN aircraft can receive transmissions from ground
stations, and other aircraft that transmit ADS-B OUT. It has the potential to provide crews with information on
surrounding traffic and weather, but ADS-B IN should be considered the next step and is currently not available for use
on our Fleets.
The advantages of ADS-B are that it is simpler and cheaper than (SSR) radar to install and offers ATC controllers traffic
display and performance generally improved from (SSR) radar. In many cases ADS-B ground equipment can be
installed on existing infrastructure, minimizing installation costs in countries with limited resources. In the Gulf of
Mexico, ADS-B Receivers are installed on Oil Rigs and in New Zealand ADS-B antennas are co-located on existing
transmission towers.
The disadvantage is that ADS-B depends on the proper equipage of all aircraft. Having a few airplanes operate in the
system that are not ADS-B capable renders the system blind to this traffic and forces ATC to rely on earlier means to
control traffic. One response to this is to exclude traffic that cannot participate in ADS-B, which has resulted in an ADSB mandate recently being published for Australia and certain airways in South-East Asia. In other airspace (e.g.
Hudson Bay and Canadian Arctic and Oceanic ADS-B designated airspace) ATC may offer priority handling and
shortcuts to ADS-B equipped aircraft.
The other disadvantage is that ADS-B currently relies exclusively on transponder transmissions that are limited by the
same range restrictions as VHF transceivers (line of sight). In fact the basic architecture of the ADS-B system is more
likened to VHF radios than traditional surveillance technologies.
Future developments could include placement of ADS-B receivers on satellites (Iridum/Nav Canada and Eurocontrol)
which would effectively provide global surveillance coverage.
The function of ADS-B for our operations will only be impacted by a failure of the GPS, transponder failure or failure of
the ADS-B transmitter itself.
Satcom is not associated with the functioning of ADS-B
ADS-C
ADS-C has been in use for years over remote and oceanic areas and depends on satellites to communicate with ATC.
The ATC system establishes a “contract” (hence the C in ADS-C) with the aircraft to report information either on
demand (demand contract), at regular intervals (periodic contracts) or when defined events occur such as over
reporting points (event contract). Information that may be transmitted include position, time stamp, next waypoint (or
next +1), speed, and meteorological data.
ADS-C which is a surveillance technology is traditionally associated with CPDLC (Controller Pilot Datalink
Communications) for communication purposes and the collective package ADS-C/CPDLC is commonly referred to as
datalink. Information is transmitted from the aircrafts FMS via satellite to a ground station, through a Comms Service
Provider and then to ATC.
The advantage of ADS-C is that it can provide surveillance in areas where radar or ADS-B are not practical; it allows
the reporting of aircraft intent (e.g. next waypoints) and provides a data link between aircraft and ATC ground station.
The disadvantage of ADS-C is that it requires a higher level of aircraft equipment (FANS1/A or ATN data
communications equipment), the performance of ADS-C is affected by the performance of the communications media
(e.g. satellite coverage in polar areas), and participating operators will have to bear the additional costs associated with
the transmission of data through data link service providers. Transmissions also occur less frequently than in ADS-B,
so that ADS-C will not be able to offer reductions to the same separation levels as ADS-B.
For our Oceanic operations currently, a Satcom failure will impact the operation of ADS-C and CPDLC.
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43. What can Crew do to Improve Engine Anti-Ice Valve Performance?
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Follow below Boing Guidelines
Technical Discussion
The ENGINE ANTI-ICE (EAI) valve is controlled by an EAI controller that admits bleed air “muscle” pressure through a narrow bleed
servo line to drive the EAI valve OPEN. The EAI valve requires a signal from the controller to CLOSE. In the absence of a CLOSE
signal from the controller, the fail-safe position of the EAI valve is OPEN.
A large volume of low pressure bleed air passes through the EAI valve on its way to de-ice the cowl. The flow of this de-icing air
through the EAI valve also provides the power to CLOSE the EAI valve. If the bleed servo line pressure drops and can no longer drive
the EAI valve OPEN, the large flow of de-icing air will CLOSE the EAI valve.
To start de-icing the cowl:
- The controller admits muscle pressure to the bleed servo line (default position).
- The pressure in the bleed servo line must be sufficient to drive the EAI valve OPEN
- A sufficient amount of hot air must flow through the EAI valve to de-ice the cowl.
To stop de-icing the cowl:
- The controller shuts off muscle pressure to the bleed servo line.
- The pressure in the bleed servo line drops and can no longer keep the EAI valve OPEN.
- The flow of hot, low pressure de-icing air closes the EAI valve (default position).
As you can see, we have two opposing forces (defaults) here:
The bleed servo line attempts to OPEN the EAI valve.
The force of the de-icing air attempts to CLOSE the EAI valve.
Why might this be relevant to you?
If you switch the EAI on after engine start and receive an ANTI-ICE ENG L, R EICAS, the EAI may not be defective after all. At idle
engine speed you may simply have a case of insufficient muscle pressure in the bleed servo line to OPEN the EAI valve, which might
be remedied easily. Read below under “Suggested Crew Techniques” to see what you can do.
Emirates Engine Anti-Ice Valve Failures
We have noticed a higher than expected rate of Engine Anti-Ice (EAI) valve failures in our Fleet.
Failures are attributed commonly to causes like mechanical wear of valve components, contamination (accumulated debris) inside the
valve, or insufficient bleed (muscle) pressure at idle thrust conditions. Due to the location of our home base, we operate in a harsher
EAI environment than most other 777 operators.
Most alerts are not triggered by a total failure of the valve to move, but by a failure of the valve to fully reach the commanded position.
After a short time delay, disagreement between commanded and achieved valve position will then trigger an EICAS alert.
Suggested Crew Techniques
There are several techniques that flight crew can apply to improve valve operation, free a sticky valve, and possibly avoid a Return-ToGate (RTG):
1. Boeing SOPs state that ENGINE ANTI-ICE selectors should be positioned as part of the Before Taxi Procedure (NP.21.39).
Boeing SOPs do not state that ENGINE ANTI-ICE selectors need to be positioned “On” immediately after an engine has been
started.
Servo bleed pressure in the line supplying the engine anti-ice valve may be insufficient to open the engine anti-ice valve due
to low engine idle RPM resulting in low servo bleed pressure leading to a an EICAS alert. If an engine anti-ice valve fails to
reach a commanded “Open” position in idle conditions, increase thrust - conditions permitting – as per QRH 3.1 by
approximately 3% N1 above idle to increase servo bleed air (muscle) pressure in the bleed line that actuates the valve.
2. A further option is to exercise the ENGINE ANTI-ICE selector per the FCOM Bulletin 99, up to 5 times in an attempt to remove
contamination that may keep the valve from reaching the full commanded position, a technique that has already been
publicized in Flight Crew Operating Manual Bulletin EAD-99. Crew may resort to above (two) option(s) both on the ground and
in the air.
3. The After Landing Procedure (NP.21.59) directs crews to position the ENGINE ANTI-ICE selectors “as required”. There is no
requirement to have the ENGINE ANTI-ICE selector remain in the ON position immediately prior to performing the Shutdown
Procedure (NP.21.61.).
4. In fact, the ENGINE ANTI-ICE valve is designed to only open by bleed servo pressure and will close once bleed servo
pressure is removed. In case of an engine shutdown with the ENGINE ANTI-ICE selector in the “On” position, the
disagreement between valve and selector positions will set an fault condition that could lead to troubleshooting requirements
prior to the next departure, or to an EICAS alert at the subsequent engine start, either of which could require rectification
before flight and result in a delay. We have asked Boeing to look into improving the existing wording the relevant 777 SOP.
Reference: Source: Boeing Fleet TRM, Boeing Engineering, Boeing OMB
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44. Is it permissible to complete BEFORE START Checklist Items before all doors are closed?
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Answer:
YES
When the crew anticipates that the last remaining doors will be closed within the next 10 minutes, all the before start
items commencing with the hydraulic system pressurisation up to the BEFORE START checklist, but not including
BEACON light, may be accomplished prior to all the aircraft doors being closed provided clearance has been obtained
from ground personnel.
Reference:
SOP Review Committee
45. BRIEFINGS:
There is no requirement for either crewmember to refer to the CDU legs page whilst briefing.
46. STANDARD CALLS:
During approach the auto callout at 1,000ft should be acknowledged by the PF with the response of “check”. Additionally the standard
call “missed approach altitude set” is also required. For brevity it is acceptable to give one call of “check” after the missed approach
altitude standard call as long as the crewmembers concerned are aware that they are responding to two different callouts.
47. STANDARD CALLS:
To confirm in flight CDU changes the pilot making changes should ask confirm” and the other pilot should state “execute” when he agrees
with the change.
48. AWARNESS CALLS:
At any time a crew member may give awareness calls in the interest of maintaining good situational awareness and flight safety.
49. THRUST LEVERS:
During takeoff the CM2, when PF, should remove his hand from the thrust levers after the takeoff decision is made and the TOGA
switches activated, without delay.
50. THRUST LEVERS:
It is recommended that thrust levers be guarded:
During takeoff ................................................ From “Positive Climb” or after the autothrottle HOLD mode has disengaged.
During other phases of flight .......................... During significant thrust lever movement, and on approach.
51. DELAYED FLAP APPROACH:
FCTM 5.13 OMA 8.3.0.8.5.1
Delayed final flap selection on ILS and VNAV Non-ILS approaches is an approved technique. Company Flap selection and stabilization
requirements must be met.
52. EICAS ALERT MESSAGE MANAGEMENT:
An EICAS alert message associated with a checklist should be left displayed on the EICAS until the checklist is complete.
If there is a pause before completing a subsequent step in a checklist then the crew would be at liberty to clear the lower MFD if they
chose to. There are no adverse implications to this action as when the checklist switch on the MCP is selected the non-normal in
progress will appear and, if necessary, a prompt in the lower right corner for any further non-normal that may need addressing. Once the
non-normal requiring procedural steps has been completed, the EICAS relating to the event can be cancelled. The review and clearing
of the EICAS is the last step once all checklist items are complete.
If any further non-normal situations develop during this time, the EICAS has been designed to alert crew by the order and type of
message displayed on the Upper MFD, and as such no awareness should be compromised. Multiple EICAS recalls that then display a
host of messages that could not then be cleared under this philosophy would be limited. However, in the event that a recall should create
such a situation, the the crew is within its rights to deal with the EICAS as necessary as long as good judgment prevails.
53. USE OF CANCEL/RECALL SWITCH:
-
When Recalling EICAS messages the crewmember shall push the switch, announce “RECALL” and read out any messages.
When an EICAS message is displayed the PM announces “EICAS” and reads the message.
When an EICAS message has been reviewed the PF shall announce “Cancel EICAS”.
When all non-normal checklists are complete the PF shall ask for an EICAS review. The PM will review any remaining
messages on the EICAS and then cancel them when requested by the PF.
54. COMMUNICATION DURNING NON NORMAL OPERATIONS:
It is accepted that PF and PM duties may change during flight in normal and non-normal operations and the Commander is the final
authority for the disposition of all tasks. Communication protocols are in accordance with the guidelines found under Crew Duties in the
NP FCOM VOL 1 and crews must ensure that good R/T discipline is maintained at all times.
Additionally with reference to the standard confirm/confirmed call before stating confirmed the PF agrees that the action to take place and
that the control is correct. It should be understood by both pilots that a silent visual confirmation of the selection of the correct
control/switch is also carried before the PF responds “confirmed”.
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55. ACCELERATION FOLLOWING ENGINE FAILURE DURING TAKE OFF:
-
-
Configuration changes are approved during memory item actions, provided good awareness, management, task discipline, and
communication are maintained.
If acceleration in VNAV to flap limit speed minus 5kts or speed intervention are used engine thrust limitations and obstacle
protections must be considered.
Crews maneuvering for return to the departure airport must carefully consider all relevant factors when determining the
configuration management of the aircraft.
Depending on the circumstances several techniques are available to achieve the required aircraft acceleration.
56. STANDARD ENGINE OUT PROCEDURE:
-
Following an engine failure during takeoff the aircraft is normally accelerated on schedule until the flaps are up.
Acceleration in VNAV to flap limit speed minus 5kts or speed intervention are both acceptable techniques to delay aircraft
configuration changes.
57. NON-STANDARD ENGINE-OUT PROCEDURE:
Should the engine out procedure require a turn, or have a speed constraint, then speed intervention is the preferred technique to
maintain the required speed until aircraft acceleration is commenced.
58. LAND AT THE NEAREST SUITABLE AIRPORT:
“Plan To Land At The Nearest Suitable Airport” is a statement associated with some non-normal checklists. Flight Training
recommends that this planning process should normal take place after all NNCs are complete and the EICAS has been reviewed.
59. FLIGHT DIRECTOR USAGE :
When the FCTM calls for both Flight Directors to be turned OFF and the PM’s flight director selected back ON it is important that this is
done.
Doing so prevents the engagement of ATT and VS as AFDS modes following a go around. This situation occurs during the following:
•
Both flight directors were turned OFF prior to the go-around, and
•
A go-around was commenced using TOGA modes, and
•
The FD’s were not turned back ON after landing gear retraction, and
•
A Lateral mode is selected (LNAV or HDG SEL) causing the FD bars to disappear.
•
The FD is then selected ON without first re-engaging TOGA, the FD bars appear in the ATT and VS modes.
60. EVACUATION COMMAND SWITCH:
In the case of evacuation, the Captain(CM1) orders the evacuation when necessary. As part of the action “TO ADVISE THE CABIN
CREW TO EVACUATE”, it is deemed acceptable for the Captain to activate the evacuation command switch as per the philosophy of
crew duties FCOM NP.11.2 . As this switch falls under the CM2 area of it is expected that the CM2 either confirms or completes this action
as required.
61. CIRCLING APPROACH AND AUTOPILOT USE:
The circling approach is a visual continuation of an Instrument approach as such may be flown using the autopilot to the applicable visual
autopilot restrictions. The autopilot will; however, be disconnected in accordance with the guidance shown in the QRH Maneuvers
section.
Disengage the autopilot after intercepting the landing profile, but no later than 300 ft AGL.
FCOM SP.4.6
F/D switch…Turn both OFF then turn the PM F/D switch ON.
FCOM SP.4.6
Warning:
Autothrottle wake up will not work in the following condition.
Circling Approaches and Instrument Approaches using V/S or FPA… Ask for:
F/D switch............Turn both OFF then turn the PM F/D switch ON
If this is done incorrectly the Autothrottle wakeup stall protection will not work… Recommend the PF askes PM
to select both switches off then the PM F/D switch on to prevent incorrect selections.
QRH MAN.2.5 FCOM SP.4.6
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62. When using a Supplementary Procedure consider communicating with all concerned:
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Ground
Engineer
CM1
CM2
Cabin
Crew
ATC
63. When starting engines at gate or when no push back is required, arm the doors prior to starting the engines.
64. When taking-off into weather, request position and hold to examine weather, consider alternate departure procedures, turns after take-off,
different runways, or delaying take-off if weather is bad.
65. If you have to return to the gate after starting the engines. Do the AFTER LANDING Checklist to ensure the aircraft is configured correctly.
Ensure all are included in your communications… Purser, Pass, Maintenance, SMNC, Station.
- Once back on the gate your continued considerations are Fuel, Deice, ATC Clearance, Flight Time Limitations, Flight Plan Validity,
SLOT, Pas, Tech Log, Curfew…etc.
66. Some missed approaches have a two stage climb requirement… LHR ILS27L, ZRH ILSDME14.
OMA 8.3.0.9.1 states the acceleration altitude on
a missed approach will be the LH published missed approach altitude. Please ensure you achieve the second altitude on these missed
approaches prior to accelerating and retracting the flap. Also HKG has a speed requirement on the missed approach; ensure you are beyond
the speed restriction point prior to accelerating and retracting the flap.
67. There are no specific instructions on the use the FIX pages; however, they can be used to increase situation awareness… e.g.
•
•
•
•
•
•
•
25nm circle around the MSA point, and the MSA altitude in R5 position.
For departure insert the transition altitude in the R5 position.
For arrival insert the transition level in the R5 position.
For arrival insert the time for :20 minutes prior to top of descent in the R5 position.
Departing OMDB Rwy 12, OSTIN for the EFATO procedure.
Departing ZRH Rwy 16 EFATO procedure:
(AT KLO2.2D, LEFT TRK128, INCPT KLO 141R OUTBOUND; AT KLO 4.6D LEFT(<190KT) TO KLO, INCPT KLO253R.
HOLD S/W AT KLO21.0D, INBD073 RIGHT 1 MIN LEG)
- FIX page 1 KLO154/2.2, insert 128°
- FIX page 2 KLO, insert 141°, (can also insert 253°)
- FIX page 3 KLO141/4.6
- FIX page 4 KLO253/21.
For VNAV approaches insert the IAF with a 2 nm circle as a reminder to configure the MCP.
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68. Waypoints can be created from Place Bearing Place Bearing. E.g. OM090/DW180. This can be useful when creating a downwind leg to join
an approach.
FCOM 11.31.15
69. NPA approaches often require more visibility than the min visibility published on the approach plates. This is often compounded by the lack
of approach lights on these approaches. This should be considered before committing to an airport with a compromised aircraft.
Height
AGL(ft)
100
200
300
400
500
600
800
1000
Distance from
Threshold (NM)
0.33
0.66
1.00
1.33
1.66
2.00
2.66
3.33
Horizontal Vis (meters)
required to see Runway
Threshold
Horizontal Vis (meters) required to see
900M (3000 ft) Approach Lighting System
620
1240
1850
2460
3090
3700
4930
6170
Overhead
340
950
1560
2190
2800
4030
5270
appx. 6 x AGL ft = vis required in meters
(appx. 6 x AGL ft) - 1000 = vis required in meters
70. One engine inoperative operations have a choice of landing with Flap 20 or Flap 30. It is Emirates Policy to use flap 20 and only use Flap 30
if it is required for landing distance considerations.
Advised by EK TRE
71. EFATO: Prior to selecting the TOGA switch ensure the aircraft is tracking correctly. If not you will lock in the error and there will be no way to
correct the tracking until above 400 AAL.
72. When a non-normal checklists instructs “LAND AT THE NEAREST SUITABLE AIRPORT”… Just acknowledge this statement. There is
time after the checklist is complete to analyze and select a suitable airport.
73. Remember QRH landing distances are unfactored and require maximum manual braking. After calculating the required distance add on your
own factor for conservatism e.g. Suggest an additional 500 meters.
74. During Abnormal Operations requiring an Overweight Landing it is common practice to use high autobrake settings. This can result in
excessive brake temperatures and brake temperatures exceeding the FUSE PLUG MELT ZONE. Often it is possible to stop on the runway
with lower brake settings and much lower brake temperatures. To determine if a lower autobrake setting can be used:
• Consult the QRH NORMAL CONFIGURATION LANDING DISTANCE TABLE FOR FLAP 30 or FLAP 20.
• Find the Landing Distance for your Weight / Altitude / Wind / Temp / and Reverser condition.
• Apply a VREF adjustment to your current VREF.
75. After a Depressurization and Rapid Descent remember to make a PA stating the level off altitude.
76. Leave the Right VHF on 121.5, If you need to contact company use the center radio.
FOM 20.3.5
OMA 8.3.2.4.4.2
77. If conducting a Visual or Circling approach off of an ILS approach, Fly it as a LOC approach or use V/S or FPA to intercept the G/S. ILS
approaches lock onto the G/S below 1,500 AAL and will not level off at the required altitude.
78. If you desire a restart of an Engine after an Engine Failure. Time permitting contact SMNC and Engineering to determine why the engine
failed and if it is desirable or recommended to try a restart.
EK TRE
79. If you are departing and receive a Final Load Data with a reduction of passengers with baggage. The normal procedure is to coordinate with
the station and return to have the baggage unloaded. If there are operational reasons that complicate this (Curfew, Flight Duty Limits) there
is another option. You can contact SMNC and have Security do a check on the missing passengers and baggage. If the baggage has come
from highly secure airports and they can verify the baggage does not impose a threat they can issue a waiver that authorizes carriage of the
baggage without the passengers. Stephan Prugner gave this example of an actual flight during my upgrade interview . ( I can not find a reference in the
manual, the best explanation I was given is that if Security is qualified to determine the severity of a bomb threat they are qualified to assess
the threat of connecting baggage)
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80. A comparison of Aircraft Performance from type to type can be useful… The table below is just for familiarization…
772LR
772F
773
773ER
WEIGHT LIMITATIONS
FCOM LIMITS
773ULR
MTW
MTOW
MLW
344,276
343,369
223,167
348,358
347,451
260,815
300,278
299,370
237,682
341,101
340,194
251,290
350,173
349,266
251,290
MZFW
209,106
248,115
224,528
237,682
237,682
139kts
VREF Flap 30
151kts
LH Text General Part
Aerodromes
Flex
Rigid
Flex
Rigid
Flex
Rigid
Flex
Rigid
41
59
50
53
46
55
47
55
HOLDING FUEL CONSUMPTION @ FL 100
See QRH PI for Optimum Altitude
300T
280T
FLAPS UP
238kts
3510
244kts
260T
229kts
3270
238kts
240T
223kts
3030
MLW
MTOW
100 nm
200 nm
300 nm
400 nm
500 nm
243kts
3270
234kts
223kts
3720
224kts
KIAS
FF/Eng
300T
3870
251kts
3870
242kts
280T
3610
242kts
3610
260T
3500
220T
3030
251kts
233kts
260T
3360
233kts
3360
240T
3220
226kts
47
Wt
280T
240T
240T
Flex
300T
3920
260T
3510
229kts
2800
240T
3110
226kts
3110
LANDING CLIMB LIMIT WEIGHT (Flap 30 Approach, Flap 20 G/A)
MTOW, above this Temp Flap 20 Landing Flap 5 G/A is required (Big reductions for operating in icing conditions)
42°C
37°C
34°C
39°C
38°C
36°C
29°C
N/A
32°C
29°C
26°C
N/A
N/A
N/A
N/A
NORMAL LANDING DISTANCE Unfactored
Flap 30, Wet Runway, Autobrake 4, 2,000 AMSL, 15kt tailwind, ISA+30
2487m
2300m
2400m
3012m
2600m
3000m
2263m
2989m
2400m
3000m
NON-NORMAL LANDING DISTANCE ENGINE INOP Unfactored
QRH PI
Ground
Distance
253kts
260T
220T
MLW
MTOW
Weight
MLW
3760
280T
QRH PI
QRH PI
MLW, Medium Subgrade
47
217kts
FLAP 20
FLAP 30
FLAP 20
FLAP 30
150kts
Rigid
280T
0’ PA
2,000
PA
4000’
PA
150kts
PCN DISPATCH LIMITATIONS
QRH PI
QRH PI
149kts
1930m
1785m
2531m
2362m
Wet Runway, Max Manual Braking, Max available reverse, 2,000 AMSL, 15kt tailwind
2114m
2095m
2177m
2177m
1959m
1872m
1927m
1927m
2566m
2433m
2663m
2717m
2412m
2172m
2413m
2467m
G/A CLIMB GRADIENT ENGINE INOP
Flap 20, Gear Up, 30°C, 2,000 ASL Icing conditions reduce by
0.6% (0.7% for 773ER)
320T 2.7%
8.0%
320T 2.8%
6.1%
- Basic minimum requirement 2.1%.
- If decision height is below 200 feet 2.5%.
- Charted gradient if higher. FCOM PD
320T 0.0%
3.7%
SHORT TRIP FUEL AND TIME
340T 2.3%
6.3%
350T 2.0%
6.3%
Fuel
FCOM PD 40 knot HW, MLW @ start of diversion (Add 4.2T for holding and an approach)
3.2T
5.0T
6.4T
8.0T
9.5T
FL160
FL270
FL350
FL740
FL370
:26
3.6T
:41
5.6T
:53
7.2T
1:06
9.0T
1:21
9.8T
FL150
FL270
FL340
FL350
FL330
:26
3.2T
:41
5.2T
:53
7.0T
1:06
8.8T
1:14
10.5
FL160
FL260
FL320
FL330
:24
3.6T
FL160
5.5T
FL260
7.4T
FL340
9.0T
FL350
10.8
:40
:53
1:06
1:21
FL350
Time
FLT LVL
:25
3.6T
:40
5.5T
:53
7.4T
1:06
9.0T
1:21
10.8
FL160
FL260
FL340
FL350
FL350
:25
:40
:53
1:06
1:21
EMIRATES B-777
772LR
Ground
Distance
200 nm
1:08
FL290
15.0T
400 nm
1:27
FL290
18.3T
500 nm
1:45
FL290
FLAPS 1
FLAPS UP
FCOM PI
FCOM PD
0’ PA
2,000 PA
4000’ PA
13.4
1:08
FL250
17.2
1:27
FL250
19.6
1:45
FL250
14.0T
1:12
FL250
18.0T
1:33
FL240
21.1T
1:56
FL240
13.4T
1:09
FL260
17.3T
1:28
FL260
21.3T
1:46
FL260
HOLDING FUEL CONSUMPTION
GEAR DOWN @ FL 100
280T
11,840 kgs/hr
260T
10,940 kgs/hr
240T
10,200 kgs/hr
220T
9,460 kgs/hr
280T
11,640 kgs/hr
260T
10,680 kgs/hr
240T
9,860 kgs/hr
220T
9,060 kgs/hr
300T
12,670 kgs/hr
280T
11,840 kgs/hr
260T
10,930 kgs/hr
240T
10,190 kgs/hr
300T
12,530 kgs/hr
280T
11,630 kgs/hr
260T
10,680 kgs/hr
240T
9,860 kgs/hr
280T
13,210 kgs/hr
260T
12,320 kgs/hr
240T
11,480 kgs/hr
220T
10,640 kgs/hr
280T
12,650 kgs/hr
260T
11,750 kgs/hr
240T
10,890 kgs/hr
220T
10,000 kgs/hr
300T
12,950 kgs/hr
280T
12,080 kgs/hr
260T
11,280 kgs/hr
240T
10,500 kgs/hr
300T
12,620 kgs/hr
280T
11,740 kgs/hr
260T
10,910kgs/hr
240T
10,100kgs/hr
773ULR
Fuel
Time
Flt Lvl
5.6T
:30
FL190
9.5T
:50
FL240
13.4
1:09
T
FL260
17.5
1:28
T
FL260
21.3
1:46
T
FL260
Wt
Total FF/Hour
300T
12,950 kgs/hr
280T
12,080 kgs/hr
260T
11,280 kgs/hr
240T
10,500 kgs/hr
300T
12,620 kgs/hr
280T
11,740 kgs/hr
260T
10,910kgs/hr
240T
10,100kgs/hr
LANDING CLIMB LIMIT WEIGHT GEAR DOWN
(Flap 20 Approach, Flap 30 Landing)
Max Weight and temp from chart (Big reductions for operating in icing
249.4T
54°C
241.5T
50°C
234.8T
46°C
249.4T
54°C
241.5T
50°C
234.8T
46°C
conditions)
209.9T
54°C
204.2T
50°C
197.1T
46°C
256.3T
54°C
247.1T
50°C
239.0T
46°C
256.3T
54°C
247.1T
50°C
239.0T
46°C
QRH PI
To be used when considering an overweight landing to determine if approach can be made with flap 20 and landing with flap 25 or 30. If
not the approach must be made flap 5 and landing with flap 20.
ENGINE INOP Go-Around Climb Gradient
-
773ER
6.3T for holding and an approach)
5.1T
:29
5.6T
:31
5.6T
:30
FL200
FL180
FL190
9.5T
:49
9.7T
:52
9.5T
:50
FL230
FL240
FL240
Landing Climb Limit Weight
-
773
FCOM PD 40 knot HW, MLW @ start of diversion (Add
11.6T
300 nm
772F
SHORT TRIP FUEL AND TIME GEAR
DOWN
4.9T
:29
FL210
8.3T
:49
FL270
100 nm
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QRH PI
To be used when conducting a one engine approach and the climb gradient is in question.
LH does not publish the Missed Approach climb gradient until it is above 2.5%.
Normal Configuration Landing Distance Non-Normal Configuration Landing Distance
-
QRH PI
To be used to determine the UNFACTORED LANDING DISTANCE for various configurations and conditions.
Ensure bottom statements are understood and applied if applicable.
Non-normal landing distances assume max manual braking.
A conservative factor should be added to all unfactored distances to allow for average pilot abilities
(In the near future Emirates will be providing guidance on this factor)
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81. After the QRH Checklists are completed additional information for some Non-Normal situations is available from the FCTM Chapter 8. If time
is available consider consulting this source.
82. Prior to giving the purser a NITS briefing, ask questions… How are you? How is the crew? What information do you have? This is also a
chance to ASSESS the situation… Get information prior to giving the NITS briefing. When advising the time remaining refer to an actual time
(We will be landing at 16:25 GMT). Ensure the Purser writes down your briefing and get a read back to ensure understanding.
83. Bomb on board situations often require diversions to airports that are close and necessitate an immediate descent due to their proximity.
Resist starting the descent until after the BOMB ON BOARD Checklist has been completed. This will allow the pressurization panel to be
set correctly… (Do not complete the FMC Diversion procedure until after the BOMB ON BOARD checklist has been completed, the FMC
diversion procedure reschedules the pressurization and will start the cabin altitude to descent prior to the Bomb on Board checklist being
completed). (If the bomb is on a pressure switch it may go off while the aircraft is pressurized and the damage would be increased)
84. BOMB ON BOARD:
There are two types of triggers to consider, Timer, and Pressure. When receiving the threat stop your climb to freeze the cabin altitude
and start your clock to be aware of the time it takes you to get the aircraft on the ground. Complete the BOMB ON BOARD checklist to
establish a constant cabin altitude and note the cabin altitude for future reference. When descending, level off at or above Cabin Altitude
and configure the aircraft for landing (if the bomb is triggered by a decreasing pressure you are now configured prior to the explosion).
Continue the approach to landing. If on a missed approach try to keep the cabin altitude below the maximum cabin altitude you have
achieved ( to avoid the pressure trigger in the climb) Instructor briefing
85. An aid to recognize slow acceleration during the take-off is to check the speed vector. At 80 knots it should be indicating a trend to 115-120
knots.
Instructor briefing
86. Positive Climb Recognition. During rotation the cockpit rises approximately 150 feet prior to the aircraft coming off the ground. Altimeters,
VSI, and Radio Altimeters will indicate a climb while the aircraft is on the ground. Listening for the click of the autobrakes turning off can
provide useful information as to the actual lift off of the main gear. Instructor briefing
87. How long can you Hold?
The time available to hold on the HOLD page plans to exit the hold with minimum diversion fuel. If you hold until this time you will not
have sufficient fuel to fly the approach and divert. FCOM 11.43.30
Consider increasing the reserve fuel on the PERF INIT page to display more correct information
E.g. apply an additive= track miles to fly approach x 12.5 + 500kgs (additive for extra drag of flaps and gear)
88. Dubai Summer Operations
Capt. Kurt Koerfgen
Every year, Dubai summer brings a string of operational challenges that particularly affect us on the 777 where we - maybe more than other
fleets - routinely take maximum advantage of our aircraft's remarkable performance capabilities.
There may not be much that we as pilots can do about the negative effects of high temperatures and low air pressures on aircraft
performance, but we can do quite a bit to plan ahead and prepare ourselves for the summer months.
Here are a few considerations that may help you maintain a smooth and efficient operation, in particular on long-haul flights where we
often depart near maximum weights:
1. Compared to last summer, we now transmit fuel figures to Load Control at an earlier stage of our pre-flight preparations.
While that does help Load Control in their planning, it also puts the onus on the crew to determine the Regulated Takeoff Weight (RTOW)
first, before finalizing the fuel load.
- Fairly rare in the cooler months; during summer we cannot take for granted that the airplane is capable of taking off at maximum
structural takeoff weights.
- In the absence of a RTOW from the crew, Load Control may use whatever the dispatcher used as RTOW on the flight plan, or Load
Control may simply assume that maximum takeoff weight is not performance limited and base their load on structural maximum
weights.
- If you should later determine that you cannot take off at structural maximum takeoff weight, Load Control may already have finalized
the load and you can imagine the confusion, disruptions and potential for errors and delays when payload that has already been
accepted needs to be removed from the airplane shortly before departure.
- At weights above 349,266 kgs the 777 C.G. envelope also narrows to the extent that you may no longer fall within the
rearward C.G. range that is needed for ALTERNATE takeoff performance.
- Instead of only transmitting the lower FULL C.G RTOW to Load Control, you consider advising Load Control of both FULL CG and
ALTERNATE CG RTOWs.
To do so: Calculate the RTOW for both conditions and advise Load Control as usual of the FULL CG RTOW, but mention also that if
the takeoff CG should be 26% or more, than the higher ALTERNATE C.G. RTOW that you also provide may be used.
Both RTOWs could be higher than what the dispatcher showed on the flight plan, so it is advisable to give Load Control
also an updated minimum fuel figure for any higher than OFP takeoff weight(s) that you provide.
This will give Load Control more latitude in their load planning and the difference between the FULL and ALTERNATE RTOWs could
be 5 additional passengers with baggage - possibly staff.
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2. Be keenly aware that the morning breeze that may have indicated a nice headwind component on 12R while you were still going through
the briefing package is likely to change as the morning progresses and temperatures begin to rise.
- Frequently, the departure runway changes from 12R to 30R during the morning hours. Due to airspace structure, 30L is also the
preferred landing runway for DXB ATC, which 30R then becomes the duty takeoff runway. Takeoff performance on 30R is more
limiting than takeoff performance on 12R and on a hot day you may see difference of approximately 3.6 tons between the two. If a
change from 12R to 30R is probable, contact Dispatch to see whether it may be possible to delay any runway change from 12R to 30R
until after your departure and consider the effect that a runway change would have on your flight.
- Dispatch will also be able to advise you whether, in circumstances where takeoff from 30R would result in a loss of payload, runway
30L could be made available on request.
Do not ask ATC directly over VHF for runway 30L. Dubai ATC states that in order to succeed any such request must be coordinated
through Emirates Dispatch only.
- Wind and temperature changes throughout the day are fairly predictable in Dubai and when you review the METAR weather
observations from the last few days before your flight (e.g. http://www.aviationweather.gov/adds/metars/ providing observations for up
the last 36 hrs), it may give you a good indication how the temperatures are likely to rise, and the wind is going to change between the
time you arrive at the airplane and the time you commence your takeoff roll. Therefore consider the likelihood of ATC changing the
departure runway from 12R to 30R. Anticipate these changes and provide Load Control with an early but also realistic RTOW.
3. Summer conditions may require the use of APU to Pack takeoff and possibly also the use of Thrust Bump.
- Each one may be used on its own, but to keep engine EGTs low and reduce engine wear and tear, the APU to Pack feature should
be your first choice.
- If after applying the APU-to-Pack credit you should still find that performance is insufficient, the addition of Thrust Bump will provide
additional takeoff performance.
- Remember that neither option can be used in combination with reduced thrust takeoffs and that Thrust Bump is only available between
-2000 and +3000 feet pressure altitude and for temperatures between 32 and 53 degrees C.
4. Intersection Takeoffs
- Intersection takeoffs help ATC reduce delays at holding points and allow them to funnel more aircraft towards the departure runway
that are then tactically giving takeoff clearances based on their different departure routes.
- If you are unable to perform the takeoff from one of the ATC preferred intersections, ATC needs to know.
- Advise them early, when requesting your clearance and mention it again when requesting taxi so that ATC can plan accordingly and
minimize the traffic congestion at holding points.
5. Tire Wear
- You may recall that we experienced a nose gear tire failure on a 777-200LR taking off for North America last year.
- As a result, we developed a recommendation to take off slightly offset from the centerline to avoid repeated contact of nose wheel tires
with even hotter than ambient temperature runway centerline lights. This recommendation still applies this summer.
- A V2 of 188 KIAS that you may have obtained in Dubai for a 351 ton takeoff weight and 38C OAT will bring you close to the tire speed
limit.
- If you have not properly anticipated the wind change (see item 2 above) and told the OPT to expect a 6 kt headwind when you in fact
experience now a zero or worse headwind component, may result in another 7 mph tire speed.
- Keep in mind that that our takeoff speeds are KTS IAS, but the tire speed rating is expressed in mph and based on the actual
rotational speed of the tire - just like on your car.
- Besides FOD, the main enemy of tires is heat. Higher mph rotational speeds, higher OAT and hot centreline lights increase the risk of
tire failure.
- Stay familiar with the contents of the FCTM. The FCTM mentions that wheel or tire problems have historically caused almost as many
accidents and incidents as have engine events.
- Take steps to reduce the heat built-up in tires, taxi with appropriate speed and be mentally prepared to recognize and deal with a tire
failure during takeoff.
- If a tire failure should occur, consider continuing towards your destination unless there is an indication that other damage has
occurred. This would allow airplane weight to be reduced normally and would give you more time to plan and coordinate your arrival.
6. Ground Handling
- During the summer months temperatures may easily reach uncomfortable levels in the cabin.
- When a flight arrives at the parking stand and if ground power is available, the shutdown of the APU is the signal for ground crews to
connect ground air conditioning.
- At remote parking stands mobile ground air conditioning units are used, but some of these units may struggle to maintain a
comfortable cabin temperature level.
- This will be most apparent when you arrive at the aircraft and multiple passenger and service doors on both sides of the aircraft are
open to facilitate catering loading and passenger boarding.
- When you arrive in Dubai, it may be advisable on these stands to confirm with the ground engineer that they intend to connect both
ground electrics and ground air conditioning.
- When you depart from Dubai, an earlier (60 mins prior departure) APU start may be advisable and - when operationally feasible minimize the number of open doors and use a single door for boarding when possible. Even with a 90 ton ground cooling unit
you stand little chance of cooling down an airplane when multiple passenger doors and service doors on the right sides are
needlessly left open.
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8. LESSONS LEARNED
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STUDY GUIDE
89. EICAS GEAR DISAGREE Capt. Eoin O’Flynn – FTP 777 Flight Operations Update 198 16 April 2015
Analysis of ASRs, flight crew testimony and QAR data shows the A/T has acted consistently across the 3
recent EK ‘GEAR DISAGREE’ events, which have affected two different airframes. The flight data shows that
when GEAR DISAGREE is active on EICAS, the A/T system is signaled to limit IAS to 265KTS with no
associated changes to PFD Display (i.e VMO/MMO thresholds and IAS/Mach command speed bugs are not
affected). This unannounced limit can result in a thrust reduction and speed decay below commanded FMC
and MCP values. Full thrust authority remains, if required by overriding or disconnecting the A/T and adjusting
as necessary. QAR data has been forwarded to Boeing and EK Engineering for any update to our operational
documentation
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REPORTS AND FORMS
MOR REPORT
OMA 11.3.1
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AIR SAFETY REPORT
The Air Safety Report (ASR) system is the means by which Flight Crew
report safety issues and events. The correct use of the ASR system ensures compliance with the GCAA and company requirements for
the reporting of safety events. ATS and Dangerous goods events may have additional reporting requirements. Refer to Section 11.4.3 and
11.6.3 respectively.
ASRs shall be submitted using paper forms provided or the company Safety Data System known as SiD. Flight Crew shall submit an ASR
for any fault, failure, malfunction or defect which he believes may have affected the airworthiness or safe operation of the aeroplane,
and any incident that endangered, or could have endangered, the safety of operation.
To help flight crew identify and report events or conditions, the IATA Threat and Error management structure is provided.
The following paragraphs and tables list the:
a.
Latent Conditions. b.
Threats.
c.
Errors.
d.
Undesired Aircraft States.
e.
End States and Additional events. The aims of this list are to:
a.
Assist crew to think through the event in a structured manner to identify causes, contributing factors and how a re-occurrence
could possibly be prevented;
b.
Assist in improved
enhance ATQP input.
event
classification, creating
a
more comprehensive understanding of risk to the operation and
All events/items that are BOLD italics* shall be reported. The reporter may report all other events if they consider there may be a safety
benefit to doing so.
Note: If the first column in a table is listed as reportable in BOLD italics*
all sub items on the same row must be reported.
11.6.2.1 Latent Conditions
Latent Conditions (deficiencies in…)
Operations Planning and
Scheduling
Technology and Equipment
Flight Operations: Standard
Operating Procedures and
Checking
Flight Operations: Training
Systems
Cabin Operations: Standard
Operating Procedures and
Checking
Cabin Operations: Training
Systems
Ground Operations: SOPs
and Checking*
Ground Operations: Training
Systems
Deficiencies in crew rostering and staffing practices.
Issues with flight and duty time limitations.
Health and welfare issues.
Available safety equipment not installed (EGPWS, predictive wind-shear TCAS/ACAS, etc.).
Deficient or absent:
a. Standard Operating Procedures (SOPs),
b. Operational instructions and/or policies,
c. Company regulations,
d. Controls to assess compliance with regulations and SOPs.
Omitted training, language skills deficiencies, qualifications and experience of flight crews, operational needs
leading to training reductions, deficiencies in assessment of training or training resources such as manuals or CBT
devices.
Deficient or absent:
a. Standard Operating Procedures (SOPs),
b. Operational instructions and/or policies,
c. Company regulations,
d. Controls to assess compliance with regulations and SOPs.
Omitted training, language skills deficiencies, qualifications and experience of cabin crews, operational needs
leading to training reductions, deficiencies in assessment of training or training resources such as manuals or CBT
devices.
Deficient or absent:
a. Standard Operating Procedures (SOPs),
b. Operational instructions and/or policies,
c. Company regulations,
d. Controls to assess compliance with regulations and SOPs.
Omitted training, language skills deficiencies, qualifications and experience of cabin crews, operational needs
leading to training reductions, deficiencies in assessment of training or training resources such as manuals or CBT
devices.
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11.6.2.2 Threats and Events
Environmental Threats
Meteorology
Air Traffic Services
Wildlife/Birds/FOD*
Airport Facilities
Navigational Aids
Other External*
Airline threats
MEL item
Operational Pressure
Cabin Events
Ground Events
Dispatch/Paperwork
Maintenance Events*
Dangerous Goods*
Manuals/Charts/Checklists
Thunderstorms, including lightning strikes*.
Poor visibility/IMC.
Wind/wind shear/gusty wind, including severe turbulence events and wind shear go-arounds*.
Icing conditions.
Lack of Visual Reference.
Environmental situation, which can lead to spatial disorientation.
Unrealistic clearances/restrictions.
Reroutes.
Language difficulties.
Controller errors.
Failure to provide separation (air/ground), including any AIRPROX, TCAS RA activation, or wake turbulence
event*.
Any animal or Foreign Object strike (or suspected strike)/damage event.
Poor signage, faint markings, Runway/taxiway closures.
Contaminated runways/taxiways.
Poor braking action*.
Structures in close proximity to runway/taxiway.
Airport perimeter control/fencing.
Parking aids failure or incorrect indications*.
Wildlife control.
Ground navigation aid malfunction.
Lack or unavailability (e .g ., ILS).
NAV aids not calibrated – unknown to flight crew.
Laser directed at or striking aircraft, objects (rockets, missiles, bullets, UAVs) directed at, in proximity to, or striking
aircraft.
MEL items with operational implications.
Operational time pressure.
Missed approach/diversion.
Other non-normal operations.
Significant Cabin events (including lavatory smoke detection tampering, use of passenger restraint kit)*.
Significant Cabin crew errors (including inadvertent slide deployment)*.
Distractions/interruptions.
Aircraft loading events*.
Significant fuelling errors*.
Agent interruptions
Improper ground support and any ground damage event*.
Improper de-icing/anti-icing*.
Load sheet errors*.
Crew scheduling events.
Late paperwork changes or errors.
Inadequate aircraft repairs.
Significant technical log issues.
Maintenance errors.
Incorrect carriage of articles or substances capable of posing a significant risk to health, safety or property when
transported by air.
Incorrect/unclear chart pages or operating manuals.
Checklist layout/design issues.
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Aircraft Malfunction (Threats)
Extensive/Uncontained
Engine Failure*
Damage due to non-containment.
Contained Engine Failure/
Power plant Malfunction*
Gear/Tyre/Brakes*
Primary Flight Controls
Secondary Flight Controls
Structural Failure*
Fire/Smoke (Cockpit/Cabin/
Cargo)*
Engine overheat.
Failure affecting power plant components.
Brake and tyre failures.
Failure affecting aircraft controllability.
Failure affecting flaps, spoilers. Landing with reduced slat and/or flap*.
Failure due to flutter, overload, Corrosion/fatigue, Engine separation.
Fire or fire warning due to aircraft systems.
Other fire causes or warnings.
All avionics except autopilot and FMS.
Instrumentation, including standby instruments.
Any autopilot/FMS failure.
Single failure, Dual failure*.
Loss of two or more electrical power sources*.
Avionics, Flight Instruments
Autopilot/FMS*
Hydraulic System Failure
Electrical Power Generation
Failure
11.6.2.3 Errors
Aircraft Handling Errors
Manual Handling*
Ground Navigation
Automation
Systems/Radios/Instruments
Procedural Errors
Standard Operating
Procedures adherence/
Standard Operating
Procedures Cross-verification
Normal or Abnormal Checklist
Documentation
Other Procedural
Significant hand flying vertical, lateral, or speed deviations.
Approach deviations by choice (e.g. flying below the GS).
Missed runway/taxiway, failure to hold short.
Incorrect flaps, speed brake, auto brake, thrust reverser or power settings.
Attempting to turn down Incorrect taxiway/runway.
Missed taxiway/runway*/gate.
Incorrect altitude, speed, heading, auto throttle settings, mode executed, or entries.
Incorrect packs, altimeter, fuel switch settings, or radio frequency dialled.
Intentional or unintentional failure to cross-verify (automation) inputs.
Intentional or unintentional failure to follow SOP.
PF makes own automation changes.
Sterile cockpit violations.
Checklist performed from memory or omitted*.
Incorrect challenge and response.
Checklist performed late or at wrong time.
Checklist items missed.
Incorrect weight and balance information, Incorrect fuel information.
Incorrect ATIS, or clearance recorded.
Misinterpreted items on paperwork.
Incorrect or missing technical log entries.
Administrative duties performed after top of descent or before leaving active runway.
Incorrect application of MEL.
Communication Errors
With Air Traffic Control
With Cabin Crew/Ground Crew/
Dispatch/Maintenance
Pilot-to-Pilot Communication
Flight crew to ATC – missed calls, misinterpretation of instructions, or incorrect readbacks.
Incorrect clearance, taxiway, gate or runway communicated.
Errors in Flight to Cabin Crew/Ground Crew/Dispatch/Maintenance communication.
Lack of communication.
Within-crew miscommunication.
Misinterpretation.
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9. REPORTS AND FORMS
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STUDY GUIDE
11.6.2.4 Undesired Aircraft States
Undesired Aircraft State
Aircraft Handling*
Abrupt Aircraft Control.
Significant Vertical, Lateral or Speed Deviations (altitude deviations of 300 feet or more constitute a level bust. A
gross navigation errors is where an aircraft deviates 25 NM or more from cleared oceanic route).
Unnecessary Weather Penetration.
Unauthorised Airspace Penetration.
Operation Outside Aircraft Limitations.
Unstable Approach.
Continued Landing after Unstable Approach.
Landing bounced, hard, significantly off-centreline or beyond touch down zone.
Rejected Take-off after take-off power is established.
Controlled Flight Towards Terrain.
Other, including stall warnings, go-around below 1000 feet aal, any GPWS activation (Caution or Warning) and the
aircraft diverting for reasons other than weather.
Entering incorrect taxiway/runway.
Ground Navigation*
Runway/taxiway incursion.
Ramp movements to incorrect ramp or gate spot, including when under marshalling.
Loss of aircraft control while on the ground.
Systems – Fuel (aircraft landing with less than final reserve fuel*), Electrical, Hydraulics, Pneumatics, Air
Conditioning, Pressurization/Instrumentation.
Incorrect Aircraft Configurations
Landing Gear.
Flight Controls/Automation.
Engine.
Weight & Balance.
11.6.2.5 End States
End States
Controlled Flight into Terrain
(CFIT)*
Loss of Control In-flight*
Runway Collision*
Mid-air Collision*
Runway Excursion*
Damage*
Undershoot*
Hard Landing*
Gear-up Landing/Gear
Collapse*
Tail strike*
Off Airport Landing/Ditching*
Emergency declaration*
Evacuation/precautionary
disembarkation*
In-flight collision with terrain, water, or obstacle without indication of loss of control.
Loss of aircraft control while in-flight.
Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle, person or
wildlife on the protected area of a surface designated for the landing and take-off of aircraft and resulting in a
collision.
Collision between aircraft in flight.
A veer off or overrun off the runway or taxiway surface.
Occurrences during (or as a result of) ground handling operations.
Collision while taxiing to or from a runway in use (excluding a runway collision).
Foreign object damage.
Fire/smoke/fumes.
A touchdown off the runway surface.
Any hard landing (technical log entry required).
Any gear-up landing/collapse resulting in substantial damage (without a runway excursion).
Tail strike.
Any controlled landing outside of the airport area.
An emergency is declared.
An evacuation or precautionary disembarkation occurs.
11.6.2.6 Additional
Additional
Incapacitation*
Fatigue*
Crew member unable to perform duties due to physical or psychological impairment.
Crew member unable to perform duties due to fatigue.
Note: Every instance shall be reported by using the Fatigue Report Form. An Air Safety Report may be
submitted in addition.
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STUDY GUIDE
9. REPORTS AND FORMS
CAPTAIN’S SPECIAL REPORT
OMA 20.14.1
OMA 10.2.1
OMA 10.3.1
OMA 1.1.1
OMA 20.2.2.5
OMA 20.12.2
OMA 6.5.6
OMA 8.1.2.2
OMA 8.1.14.3
OMA 20.12.4.3.2 Formalities Regarding a Presumed Death on Board
OMA 20.13.2
SAFA/SANA Inspections
OMA 8.3.0.12.4
OMA 8.2.2.2.15
OMA 1.1.1
OMA 8.2.3.1
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9. REPORTS AND FORMS
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OMA 8.1.12.6
OMA 8.2.2.2.15
OMA 10.3.5
OMA 8.3.0.10.1
OMA 20.12.4.1.2
OMA 20.13.2
OMA 20.14.1
VOYAGE REPORT
FCI 2015-005
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9. REPORTS AND FORMS
PASSENGER / AIRCREW ACCIDENT REPORT
01 June 2019
STUDY GUIDE
OMA 11.3.2 File an ASR
The Captain should ensure the Purser has filed a PAAR (Passenger/Aircrew Accident Report.
CONFIDENTIAL HUMAN FACTORS REPORT
OMA 11.3.5
Group Safety Report
Memo from Tim Jenkins SVP Safety
Accidents or incidents involving contract Staff must be
reported. Reporting procedures are located in the Group
Safety Manual on the Group World website
This manual was not printable off this website.
Contact Group Safety
Airport Safety Supervisor DXB +971 50 456 3341
Group Safety Duty Manager ( for serious incidents or incidents
at outstations +971 4 343 6879
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COMMANDER'S DISCRETION REPORT
OMA 7.15.1
C15
OMA 8.1.12.5
GEN DEC
This notification is normally a Passenger Report form, it is also known as a C15 form.
OMA 8.1.12.3
OM-C RAIG Feedback Form
OMA 8.3.2.4.4.6
E6 Locker Stowage Waybill Form
OMA 8.2.2.3.4.5.1
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Portable Electronic Devices (PEDs)
OMA 8.3.19
OMA 8.3.19.6
Data Link Irregularity Reporting
OMA 8.3.2.4.4.6
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9. REPORTS AND FORMS
Additional Reporting
OMA 8.1.12.6
OMA 8.2.1.8
OMA 8.3.0.8.8.2
OMA 20.12.4.1.3
OMA 20.12.4.2
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9. REPORTS AND FORMS
INTENTIONALLY BLANK
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10. PA ANNOUNCEMENTS
PA ANNOUNCEMENTS
IFTAR
SunFlight is an IPad IPhone App for calculating inflight sunrise and sunset times.
01 June 2019
STUDY GUIDE
FCN 2017-021
May 26, 2017- June 24, 2017
- The IFTAR PA must be made as the sun is setting on the aircraft in Arabic first.
‫ ﻮﻧد إﻢﻜﻣﻼﻋ ﻪﻧﺄﺑ ﺪﻗ ﺎﺣن اﻵن ﺪﻋﻮﻣ اﺎﻄﻓﻹر ﺐﺴﺣ اﺖﻴﻗﻮﺘﻟ اﻲﻠﺤﻤﻟ ﺔﻘﻄﻨﻤﻠﻟ اﻲﺘﻟ ﺮﺒﻌﻧ‬،‫ﺪﻴﺳاﻲﺗ وﺎﺳدﻲﺗ‬
‫ﻰﻨﻤﺘﻧ ﻢﻜﻟ ﴼﻣﺎﻴﺻ ﻮﺒﻘﻣﻻً وإﺎﻄﻓرﴽ ﴼﺌﻴﻨﻫ‬. ‫أﻮﺟاﺎﻬﺋ اﻷن‬.
English:
Ladies and Gentlemen, if you're fasting for Ramadan, it is now Iftar time according to the area we're flying over. We
hope you enjoy your Iftar meal’.
HOLDING
Ladies and Gentlemen, this is the Captain. We have just been informed by Air Traffic Control to join a holding
pattern. The reason for this is heavy inbound traffic to ________. We expect to remain in the hold for about _____
minutes and we will therefore land at _____. Thanks for your attention.
GO AROUND
Ladies and Gentlemen, this is the Captain. We have had to discontinue our approach. The reason for this was _____.
OPTION 2nd Approach: We will now prepare for another approach and expect landing in approximately ___
minutes. Thank you for your attention.
OPTION DIVERSION: We are now proceeding to our alternate airport _____, where the weather is more suitable. We
expect to land in approximately ___ minutes.
The company and handling agents have been notified of our diversion and will provide
assistance on arrival. Please follow the instructions of the cabin crew, and thank you for your
attention.
WEATHER DIVERSION
Ladies and Gentlemen, this is the Captain. Due to the deterioration of the weather at our destination ______, we will
have to divert to our alternate airport_____, where the weather is more suitable. We expect to land in approximately
___ minutes.
The Company and handling agents have been notified of our diversion and will provide assistance on arrival. Please
follow the instructions of the cabin crew, and thank you for your attention.
TECHNICAL DIVERSION
Ladies and Gentlemen, this is the Captain. Due to a technical fault in one of our systems, we have secured the
problem and have decided as a precaution, to divert / return to ________ Airport where we expect to carry out a
normal landing in approximately ___ minutes. Listen carefully to all cabin crew announcements and cooperate with
them as they prepare the cabin for landing.
JETTISON OPTION
As part of our normal procedure we have to jettison fuel to reduce the aircraft's weight for landing. You may therefore see
fuel spraying from our wingtips. This is normal so don't be alarmed.
The Company and handling agents have been notified of our diversion and will provide assistance on arrival, thank
you for attention.
SICK PASSENGER DIVERSION
Ladies and Gentlemen, this is the Captain. Unfortunately, one of our passengers has become seriously ill during the
flight. In order to provide all necessary medical care as soon as possible, we will divert / return to ________ Airport,
where expect to land in approximately ___ minutes.
JETTISON OPTION
As part of our normal procedure we have to jettison fuel to reduce the aircraft's weight for landing. You may therefore see
fuel spraying from our wingtips. This is normal so don't be alarmed.
The company and handling agents have been notified of our diversion and will provide assistance on arrival. .
Please follow the instructions of the cabin crew, and thank you for attention.
PA FOR SUSPECTED COMMUNICABLE DISEASE
OMA 6.3.4
FCI 2015-033
- If crew suspect pax with symptoms of communicable disease:
- PA to be made by flt crew, inflight: Ladies and gentlemen, a passenger has unfortunately been taken ill on our flight
today. As a normal procedure the health authority at ________ requires contact details for all passengers. Cabin
crew will distribute forms for you to complete. Before we land they will collect the completed forms.
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01 June 2019
10. PA ANNOUNCEMENTS
STUDY GUIDE
- PA by flt crew, prior to landing: Ladies and gentlemen, when we arrive in __________ health officials will board the
aircraft to assist the sick passenger. Please remain seated until the cabin crew advise you that it is ok to leave the
Aircraft. - MF(A)12Nov14
Page 280 of 292
FIRE
May I have your attention, Ladies and Gentlemen, this is the Captain with an important safety announcement. We
have a technical problem with one of our engines / in the passenger cabin.
We will divert / return to ________ airport, where we expect to carry out a normal landing in approximately ___
minutes. Please listen carefully to all cabin crew announcements and follow their instructions.
Air Traffic Control and fire fighting services are aware of our situation and will provide all necessary assistance on
arrival. Thank you for your attention.
LOSS OF PRESSURIZATION
OMA 8.3.10.6.5
QRH OI.2.1
Ladies and Gentlemen, this is the Captain. We have had to perform a rapid descent followed by:
If oxygen is still required: “You must remain seated and continue to wear your oxygen masks. Cabin Crew may
move in the cabin using portable oxygen”.
If oxygen is no longer required: “You must remain seated, oxygen is no longer required and you may remove your
oxygen masks. Cabin Crew may move in the cabin”.
DE-ICING
DEICING BRIEFING REQUIRED PRIOR TO DEICING THE AIRCRAFT
Ladies and Gentleman, this is the Captain. Due to the weather conditions the aircraft will be cleared from
snow and ice by spraying it with an Anti Icing fluid.
OPTION AT GATE This procedure will take place while we are still parked at the gate and will last for
approximately ___ minutes.
OPTION REMOTE DE-ICING To accomplish this procedure we will taxi to a De-Icing area closer to our
takeoff runway.
After Anti Icing is finished you may notice a strange smell in the cabin. This is quite normal as some
vaporized fluid may have been drawn into the passenger cabin by the air-condition system. This smell will
dissipate quickly. Thank you for your attention.
PARTIAL OR ALL GEAR UP LANDING
Ladies and Gentlemen, this is the Captain. I have to inform you that a fault has occurred in our landing gear. We are
now carrying out the specified procedure for landing with this situation.
JETTISON OPTION
As part of our normal procedure we have to jettison fuel to reduce the aircraft's weight for landing. You may
therefore see fuel spraying from our wingtips. This is normal so don't be alarmed.
We expect to land in ____ in approximately ___ minutes and the cabin crew will now begin to prepare the cabin.
Please listen carefully to their announcements and follow their instructions.
In case the landing gear will not be firmly locked in the correct position the landing may be very rough and you may
experience some abnormal bumps and loud noises. After landing remain seated and strictly follow the orders of the
cabin crew, who undergo regular training to handle such situations.
Air Traffic Control and ground services are fully aware of our situation and will provide all necessary assistance on
arrival. Thank you for your attention.
EMERGENCY LANDING / DITCHING IS IMMINENT/PROBABLE:
- 2,000 AGL – “THIS IS THE CAPTAIN, ATTENTION CREW AT STATIONS”
- 500 AGL – “THIS IS THE CAPTAIN, BRACE BRACE”
EVACUATION COMMAND
“THIS IS THE CAPTAIN, EVACUATE EVACUATE”.
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10. PA ANNOUNCEMENTS
PRECAUTIONARY DISEMBARKATION
QRH Back Cover.1
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10. PA ANNOUNCEMENTS
SABOTAGE / BOMB THREATS ON GROUND
OMA 10.4.5.3.1
QRH OI.2.1
OMA 10.4.5.3.2
QRH OI.2.1
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10. PA ANNOUNCEMENTS
SABOTAGE / BOMB THREATS IN FLIGHT
OMA 10.4.5.3.3
QRH OI.2.1
SUSPICIOUS ARTICLE DISCOVERED
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World Time Zone Map
10. PA ANNOUNCEMENTS
01 June 2019
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Daylight Savings Time
01 June 2019
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10. PA ANNOUNCEMENTS
Page 285 of 292
www.worldtimezone.com/daylight.htm
IDO Route Manual LAT 1350
Daylight Saving Time (Summer Time) in Northern Hemisphere (2016/2017)
EUROPE
DST START 2017
AUSTRALIA / OCEANIA
DST START 2017 DST END 2017
DST START 2018
Australia (States & Territories below):
• Australian Capital Territory (Canberra)
• New South Wales (Sydney)
• Victoria (Melbourne)
• Tasmania (Hobart)
• Australia - South Australia (Adelaide)
03-Apr, 03:00h
01-Oct, 02:00h
01-Apr, 03:00h
Australia - Lord Howe Island
03-Apr, 02:00h
01-Oct, 02:00h
01-Apr, 02:00h
Fiji- Suva
17-Jan, 02:00h
05-Nov, 02:00h 21-Jan, 02:00h
New Zealand (Wellington, Auckland)
03-Apr, 03:00h
24-Sep, 02:00h
01-Apr, 03:00h
New Zealand- Chatham Island
03-Apr, 03:45h
24-Sep, 02:45h
01-Apr, 03:45h
Samoa (Apia)
03-Apr, 04:00h
24-Sep, 03:00h
01-Apr, 04:00h
Tonga (Nukualofa)
15-Jan, 02:00h
05-Nov, 02:00h 21-Jan, 02:00h
European Union and rest of Europe
(except Iceland) - (time is UTC/GMT)
26-Mar, 01:00h
29-Oct, 01:00h
25-Mar, 01:00h
Ukraine
26-Mar, 03:00h
29-Oct, 04:00h
25-Mar, 03:00h
U.S.A. (except Hawaii, Arizona)
12-Mar, 02:00h
05-Nov, 02:00h 11-Mar, 02:00h
Canada (except Saskatchewan)
12-Mar, 02:00h
05-Nov, 02:00h 11-Mar, 02:00h
Mexico (except Sonora)
02-Apr, 02:00h
29-Oct, 02:00h
NORTH AMERICA
01-Apr, 02:00h
Mexico-USA border 10 municipalities in
Mexico observing USA DST rules:
Tijuana, Ensenada, Mexicali, Tecate,
12-Mar, 02:00h
Ciudad Juarez, Ojinaga, Ciudad Acuña,
Piedras Negras, Anahuac, Nuevo
Laredo, Reynosa, Matamoros
05-Nov, 02:00h 11-Mar, 02:00h
Saint Pierre and Miquelon (Fr.)
12-Mar, 02:00h
05-Nov, 02:00h 11-Mar, 02:00h
Greenland (Nuuk)
25-Mar, 22:00h
28-Oct, 23:00h
Cuba (Havana)
12-Mar, 00:00h
05-Nov, 01:00h 11-Mar, 00:00h
Bahamas (Nassau)
12-Mar, 02:00h
05-Nov, 02:00h 11-Mar, 02:00h
Bermuda (Hamilton)
12-Mar, 02:00h
05-Nov, 02:00h 11-Mar, 02:00h
24-Mar, 22:00h
CENTRAL AMERICA / CARIBBEAN
ASIA
Gaza Strip (Gaza)
West Bank (Bethlehem, West Bank)
25-Mar, 00:00h
25-Mar, 00:00h
Daylight Saving Time (Summer Time) in Southern Hemisphere (2016/2017)
DST END 2017 DST START 2018
SOUTH AMERICA
Brazil
Brazil States observing DST:
Rio Grande do Sul , Santa Catarina, Parana, Sao
Paulo, Rio de Janeiro, Espirito Santo, Minas
Gerais, Goias, Matto Grosso, Matto Grosso do
Sul, Distrito Federal, Tocantins
19-Feb, 00:00h 15-Oct, 00:00h
18-Feb, 00:00h
Chile (Santiago)
14-May, 00:00h 13-Aug, 00:00h
-
28-Oct, 01:00h
-
Chile- Easter Island
13-May, 22:00h 12-Aug, 22:00h
-
26-Mar, 00:00h 01-Oct, 00:00h
-
28-Oct, 01:00h
-
Paraguay (Asuncion)
AFRICA
02-Apr, 02:00h 03-Sep, 02:00h
-
Amundsen-Scott (South Pole)
02-Apr, 03:00h 24-Sep, 02:00h
01-Apr, 03:00h
McMurdo Station (USA)
02-Apr, 03:00h 24-Sep, 02:00h
01-Apr, 03:00h
Scott Station (N.Z.)
02-Apr, 03:00h 24-Sep, 02:00h
01-Apr, 03:00h
Iran (Tehran)
22-Mar, 00:00h
22-Sep, 00:00h -
Israel (Tel Aviv, Jerusalem)
24-Mar, 02:00h
29-Oct, 02:00h
23-Mar, 02:00h
Jordan (Amman)
31-Mar, 00:00h
27-Oct, 01:00h
-
Lebanon (Beirut)
26-Mar, 00:00h
29-Oct, 00:00h
25-Mar, 00:00h
Mongolia (Ulaanbaatar)
cancelled
-
-
Syria (Damascus)
31-Mar, 00:00h
27-Oct, 00:00h
30-Mar, 00:00h
Morocco (Rabat)
26-Mar, 02:00h
01-Jul, 02:00h
27-May, 03:00h
29-Oct, 03:00h
Western Sahara (El Aaiun)
26-Mar, 02:00h
01-Jul, 02:00h
27-May, 03:00h
29-Oct, 03:00h
AFRICA
Namibia (Windhoek)
ANTARTICA
EMIRATES B-777
Page 286 of 292
EHRAM
10. PA ANNOUNCEMENTS
01 June 2019
STUDY GUIDE
On all flights operating to Jeddah, a special P.A. announcement should be made during the flight for Muslim customers
travelling for `Hajj’. The following procedures should be followed: Onboard Update Hajj 2009
1. Purser to liaise with the Captain and obtain information regarding flying over the `EHRAM’ Zone (Qarn Al Manzel)
2. Ensure the EHRAM P.A. announcement is made twice. The first P.A. to be made one hour prior to crossing of the `EHRAM ZONE’, and the second P.A.
30 minutes before reaching the 'EHRAM ZONE'
3. The purpose of this P.A. announcement is to advise our Muslim customers how much time is available to perform `EHRAM’, which is done by wrapping
their waist and shoulders with un-stitched white Ehram clothes (male customers only)
4. The P.A. announcement should be made by a male cabin crew member only
5. On the commercial flights and extra Hajj Flights to JED, the Purser must check with the JED Ground Staff after the doors are opened to ask IF
commercial customers will disembark first, and then Hajj customers, or vice-versa and make the appropriate PA.
“N.B. If operating a flight to/from Medina, then DO NOT make the EHRAM PAs
“Ladies and Gentlemen, will pass abeam the Ihram Zone 1 hour (:30 minutes) from now”.
EMIRATES B-777
Page 287 of 292
CABIN CREW BRIEFING
OMA 8.1.15.1
10. PA ANNOUNCEMENTS
- Introduction of Pilots.
- Ensure all crew members are in possession of valid
personal documents.
- Details of the flight.
- Augmented Flights.
o
Rest Periods.
o
Meal Arrangements
o
Use of Rest Facilities.
01 June 2019
STUDY GUIDE
- Delegation of Command.
- The Purser should provide details of
special passengers.
- Policy to enter the flight deck.
- Security Procedures.
- Any other items particular to the flight.
FLIGHT CREW PAs TO PASSENGERS
OMA 8.3.16.8
COMMUNICATION
◊ It is the Captain’s responsibility to maintain contact with the passengers in order to keep them informed about details of the flight and any deviations from
normal operation.
◊ The Public Address system (PA) is a very effective service tool. Full use shall be made of the PA within the guidelines set out below whenever flight deck
workload permits, to promote greater confidence in Emirates service.
◊ Pilots must keep in mind that due to the increased security requirements, the PA is often the only contact that pilots have with passengers and there is little
or no recourse on any misconceptions created.
RESPONSIBILITY FOR INFORMATION
◊ As long as the doors are still open, it is the duty of the ground staff to inform the Captain about delays exceeding five (5) minutes. The Captain in turn will
provide appropriate information for the passengers, either personally, via the Purser, or the Emirates Ground Staff.
◊ In case of delayed boarding, information shall be sought from the ground staff as to announcements already made to the passengers (e.g., reason for
delay).
◊ Ideally the Welcome PA should be made when all passengers are on board; however, to facilitate an On Time Departure, this PA may be made to 10-15
minutes prior to ETD, in coordination with the Purser and when it is established that most of the passengers are on board.
◊ At ETD, should the aircraft not be pushing back or a delay is expected, a PA is to be made from the flight deck, with information and regular updates, as
required, on the circumstances.
◊ As soon as the doors are closed, it is the full responsibility of the Captain or the designated crewmember to inform passengers about all substantial
irregularities, such as departure or languages in which one is not sufficiently fluent be delegated to the Purser.
◊ Other than for delays, routine announcements from the flight deck should be restricted to the welcoming and farewell addresses, and to emergencies,
abnormal situations, or when turbulence is encountered or expected.
COMMUNICATION PROCEDURES FOR NORMAL OPERATIONS
◊ It is Company policy for the Captain to make the initial announcement to welcome passengers on board the aircraft. Ideally this should be given before
leaving the blocks. This may be delegated to the First Officer or any Augment Crew on the flight deck, if the Captain is occupied with other, more urgent
duties.
◊ Information shall be provided about:
• The flight plan routing - reference to be made to the Air show map display in the cabins.
• Forecast enroute weather - in very brief terms.
• Forecast destination weather - in very brief terms.
• Expected flight time
• Any other relevant information
• Passengers should be advised to keep their seat belts fastened at all times whilst seated during the flight. This is a CAR requirement.
◊ After the initial announcement, if made by the Captain, PA duties may be handed over to the First Officer.
◊ Cabin Crew are advised to make announcements only after the Captain or his delegate has made his “Welcome Aboard” announcement and introduced
the Purser to the passengers.
◊ The farewell or top of descent PA should be made after the actual destination weather and traffic conditions have been received, to provide passengers
with a more accurate ETA. This announcement should be given close to the top of descent, and in co-ordination with the Purser.
PROCEDURES FOR OFF-SCHEDULE OPERATION
◊ For Off-Scheduled or Re-Scheduled departures, relevant information shall be transmitted before passengers start impatient inquiries; but not before a
sound explanation of the circumstances can be given.
◊ If the departure will be delayed more than STD + 5 minutes, a PA shall be given explaining reasons and estimated time of delay.
◊ A delay should not be mentioned repeatedly. After one announcement and one apology, further information should refer to “Remaining flight time” or “ETA”
only.
◊ Information shall be based on the following principles:
• Reason for Off-Schedule departure.
• Realistic statement of the expected time of the delay.
◊ In case of prolonged delay, the Captain shall inform the passengers via the Purser of all arrangements that concern them in such a way that absolutely no
misunderstanding between the Flight and Cabin Crew, and passengers will arise.
◊ During extended ground stays in case of irregularities, personal contact between crew and passengers may assist in handling the situation.
◊ It is of great importance that the Captain and station personnel are always aware of each other’s whereabouts and those of all crewmembers and
passengers.
◊ The Station personnel shall transmit changes to departure time to all concerned as soon as possible.
◊ When a diversion becomes necessary, passengers shall be informed as soon as possible. If onward transportation or accommodation will be required,
passengers should be informed that this will be arranged by ground personnel.
◊ Information regarding passenger connections should be requested on the Company frequency for flights that have an arrival delay of more than 20
minutes. Passengers may then be advised about the status of their onward connections prior to landing. Such transmissions are subject to cockpit
workload.
PA CONSIDERATIONS OMA 8.3.16.8.3
-
Avoid expressions like “Bad Weather”, “Heavy Turbulence”, “Going Down”.
When referring to the Gulf use the term “Arabian Gulf”, or “The Gulf”… Do not use the term “Persian Gulf”… When flying into and over Iran use the
term “The Gulf” so as not to offend the Iran or the Gulf States. Ed Davidson Letter 23 Feb 2010 .
EMIRATES B-777
WELCOME ABOARD PA
Good …... L&G, this is the Captain
Joining me is Senior. FO
Our Cabin Crew, led by our Purser
Cabin Supervisors
01 June 2019
STUDY GUIDE
10. PA ANNOUNCEMENTS
Page 288 of 292
and
It is our Pleasure to welcome you on board EK flight
speaking.
.
.
in the Business Section and Economy Section.
To
/
Our route today is via
/
/
/
The planned flight time is
:
with a final cruising level of
ft.
You can follow our progress, on the sky show channel of your video screen.
The forecast en-route WX is expected to be mainly smooth, and Destination WX will be
with an expected high of
°C / ______°F and expected low of
°C / ______°F
/
/
.
.
,
As always, for your own safety, please keep your seat belts fastened at all times whilst seated, just in case we
encounter any unexpected bumps
DEICING BRIEFING REQUIRED PRIOR TO DEICING THE AIRCRAFT
Due to the weather conditions the aircraft will be cleared from snow and ice by spraying it with an Anti Icing fluid.
OPTION AT GATE This procedure will take place while we are still parked at the gate and will last for
approximately ___ minutes.
OPTION REMOTE DE-ICING To accomplish this procedure we will taxi to a De-Icing area closer to our takeoff
runway.
After Anti Icing is finished you may notice a strange smell in the cabin. This is quite normal as some vaporized fluid
may have been drawn into the passenger cabin by the air-condition system. This smell will dissipate quickly.
CAPTAINS SECURITY ANNOUNCEMENT REQUIRED FOR FLIGHTS THAT TRAVERSE US AIRSPACE OMC Chap 11
US Regulations require me to inform you that during this flight today, you should not congregate in groups in any
area of the cabin, especially around the lavatories. I would also ask you to use only those lavatories dedicated to
your own class of Service. In addition, you must strictly observe the seat belt sign when it is illuminated and do not
move about the cabin when the sign is on.”
We are now completing the paperwork and expect to depart shortly. Please relax & enjoy our “award winning” in-flight
service. We shall update you with the arrival details just prior to descent. Thank you.
Ground Delays greater than 4 hours Flights to and from USA
IF ATC ADVISED THE AIRCRAFT WILL NOT BE AIRBOURNE BEFORE THE 4 HOUR LIMIT OMC Chap 11
“Ladies and Gentlemen, in accordance with US Department of Transportation regulations, we are required to offer
passengers the opportunity to deplane after a tarmac delay of no more than 4 hours. Therefore, if any passenger
wishes to postpone their travel today and deplane the aircraft, would you please immediately make yourself known
to a member of our cabin crew. We will return to the gate where you and your baggage will be offloaded. If all
passengers wish to continue to Dubai, we will do our very best to get underway as soon as possible.”
TOP OF DESCENT Good Morning / Afternoon / Evening Ladies and Gentlemen. This is the Captain/First
Officer Speaking. Our current position is ___, We are cruising at ___ feet and will be starting our descent shortly. The
Weather in ___ is ___. We anticipate landing at ___. The Local time in ______ is
:
. If your final destination is
Dubai we hope enjoy your stay, if you are connecting to another Emirates flight we hope you have a short connection
time and would like to remind you to be at the departure gate at least :35 prior to departure to ensure you make the
flight and assist us with an on time departure.
IF A REMOTE PARKING POSITION IS ASSIGNED IN DUBAI OMA 8.3.16.8.4
Today we are parking at an off-concourse stand. On deplaning please board the waiting buses that will transport
you quickly and efficiently to the arrival Halls for your connecting flight or to baggage claim. Announcements on
the bus will provide further information.
Thank you for flying on Emirates Airlines.
EMIRATES B-777
Page 289 of 292
INDEX
:20 Minutes prior to TOD .......................................................................................... 122
180° CIRCULAR TURNAROUND .............................................................................. 37
180° less than 45 meters .......................................................................................... 100
200 and 300 Wingspan ............................................................................................. 101
200LR / 300ER Wingspan ........................................................................................ 101
60 or Older Rule ......................................................................................................... 62
777-200LR Differences ............................................................................................. 175
777-300 Differences ................................................................................................. 174
777-300ER/ULR Differences .................................................................................... 182
777F Differences ...................................................................................................... 176
ABORTED ENGINE START L,R .................................................................................. 9
Additional Fuel .......................................................................................................... 144
Admission to the Flight Deck ...................................................................................... 67
AFDS LIMITATIONS................................................................................................... 56
After Landing Procedure ........................................................................................... 170
Aircraft Categories .................................................................................................... 127
Aircraft Codes for Taxiway limitations ...................................................................... 101
Aircraft Differences ................................................................................................... 174
Aircraft ICAO Designators .......................................................................................... 68
AIRCREW PROTECTION INTERNATIONAL ............................................................ 59
Airport Categories ....................................................................................................... 71
Airport Classification ................................................................................................. 229
AIRSPEED UNRELIABLE ............................................................................................ 9
Alternate Airport Planning Minima ............................................................................. 87
Alternate Fuel ........................................................................................................... 145
Alternate MCP altitude setting technique ................................................................. 161
ALTIMETER CORRECTIONS IN COLD TEMPERATURES ................................... 216
ANVIX SID ................................................................................................................ 108
AORRA ..................................................................................................................... 237
Approach Authorization ............................................................................................ 126
Approach Ban Point ................................................................................. 128, 129, 195
Approach Lighting System ................................................................................135, 136
Approach Type Selection ......................................................................................... 126
Approach Weather Requirements ....................................................................126, 127
APU only pressurization ........................................................................................... 111
APU to PACK .............................................................................................................. 62
Arabic for the Radio .................................................................................................. 114
Arctic Control Area Tracks ........................................................................................ 237
ARRIVAL SOP GRAPHIC ........................................................................................ 173
ATC Satellite Coms .................................................................................................. 111
Atlantic Ocean Random Route RNAV Area ............................................................. 237
Augmenting Flight Crew Additional Responsibilities .................................................. 75
AUSOTS ................................................................................................................... 237
Australian OTS ......................................................................................................... 237
Auto Landing Distance .....................................................................................133, 194
Autoflight Policy ........................................................................................................ 126
Autoland Limitations ................................................................................................. 195
AUTOMATIC LANDING LIMITATIONS...................................................................... 56
AUTOMATIC UNLOCK ................................................................................................ 9
B777 Seat Adjustment Procedures ............................................................................ 69
Baggage Weight Limits ............................................................................................... 59
Before Start Procedure ............................................................................................. 158
Before Takeoff Procedure ........................................................................................ 159
Before Taxi Procedure .............................................................................................. 158
Best Angle of Climb Speed....................................................................................... 110
Best Rate of Climb Speed ........................................................................................ 110
Blockpoint Software Differences .............................................................................. 183
Boeing Alt vs Oxygen Requirements ........................................................................ 190
BOMB ON BOARD ....................................................................................................... 9
Briefings .................................................................................................................... 157
Cabin Crew Briefing .................................................................................................. 156
Cabin Crew- Minimum Number of .............................................................................. 90
Cabin Smoke .............................................................................................................. 86
Cabin Spraying Procedure ......................................................................................... 86
Canadian MNPS ....................................................................................................... 237
Canadian NOTAMJ................................................................................................... 206
Carbon Brake Life ..................................................................................................... 133
Cargo Heat.................................................................................................................. 92
Cargo Locations .......................................................................................................... 92
Cargo Spraying Procedure ......................................................................................... 86
Carriage of Valuable Personal Effects ....................................................................... 96
CAT II and CAT III Stable Approach Requirements ................................................. 124
CAT II, IIIA, or IIIB with DH Callouts ......................................................................... 195
CAT IIIB Callouts ...................................................................................................... 195
CDA Continuous Descent Approaches .................................................................... 125
Changes Departure Runway / SID / Performance / Configuration .......................... 104
Chinese Airspace Considerations .............................................................................. 88
Chinese Diversions ..................................................................................................... 88
Circling Airspace ....................................................................................................... 127
CIRCLING APPROACH .......................................................................................48, 49
Circling Minima ......................................................................................................... 127
Circuit Breakers .......................................................................................................... 68
Climb/Cruise Procedure ........................................................................................... 160
CM2 Taxi Restrictions ......................................................................................100, 137
CMNPS ..................................................................................................................... 237
INDEX
01 June 2019
STUDY GUIDE
Cockpit Access Policy ................................................................................................ 67
Cold Soaked Fuel Tankering and Upper Wing Ice .......................................... 144, 209
Cold Weather Corrections ................................................................................ 109, 131
Cold Weather Operations ......................................................................................... 208
Commit to Destination .............................................................................................. 146
Communications Failure ................................................................................... 121, 137
Company Fuel Policy................................................................................................ 144
Comunication with Company...................................................................................... 64
Contaminated Runways ........................................................................................... 205
Contingency Fuel ................................................................................................ 71, 144
Contingency Fuel, Use of ......................................................................................... 144
Continuous Heavy Snow ......................................................................................... 208
Controlled Rest on the Flight Deck .......................................................................... 113
Conversion of Reported Met Vis to RVR.................................................................. 129
Coverage of ILS Facilities ........................................................................................ 130
CPDLC Clearances .................................................................................................. 114
CPDLC will not Log-on ............................................................................................. 122
CRC ............................................................................................................................ 90
CRC LIMITATION ....................................................................................................... 53
Crew Oxygen inop. in flight ...................................................................................... 111
Critical Phases of Flight .............................................................................................. 68
Customs .................................................................................................................... 139
Customs-DXB Banned Item ..................................................................................... 139
Customs-DXB Items that must be declared ............................................................. 139
Customs-DXB Medicines For Personal Use ............................................................ 139
Customs-DXB permitted custom exempted items ................................................... 139
Customs-DXB permitted custom exempted Luggage .............................................. 139
Customs-DXB Pet Rule ............................................................................................ 139
Daily Inspection .......................................................................................................... 68
Dangerous Goods ...................................................................................................... 93
Dangerous Goods Emirates Operator Variations ...................................................... 93
Dangerous Goods, Provisions for Dangerous Goods Carried by Passengers or Crew
.............................................................................................................................. 94, 95
DARD in LIDO OFP .................................................................................................. 112
Daylight Savings Time .............................................................................................. 285
Days Off ...................................................................................................................... 71
Deceleration Planning .............................................................................................. 125
Decision Point Procedure ......................................................................................... 144
De-ice Procedures on Remote Deicing Bay ............................................................ 213
De-ice Procedures on the Gate ................................................................................ 212
DE-ICING / ANTI-ICING ........................................................................................... 210
De-Icing Local Area .................................................................................................. 208
Delayed Flap Approach ............................................................................................ 125
DEPARTURE SOP GRAPHIC ................................................................................. 172
DEPO .......................................................................................................................... 65
Descent Preparation and Procedure ........................................................................ 160
Destination Forecast below minima ........................................................................... 87
DHIMALAYAS DARD PROCEDURES .................................................................... 112
Disabled Passengers.................................................................................................. 66
Discontinue Approach Procedure ............................................................................ 168
Displaced Threshold Guidance Table ........................................................................ 47
Disruptive Passengers ............................................................................................... 65
Distress Calls ............................................................................................................ 122
DITCHING .................................................................................................................... 9
Diversion Considerations ......................................................................................... 231
Diversion Procedure ................................................................................................. 229
DNATA Found It ....................................................................................................... 138
Documents Required On Board ................................................................................. 72
Door Emergency Code ............................................................................................... 96
Door Entry code.......................................................................................................... 96
DOOR LIMITATIONS ........................................................................................... 56, 58
Driftdown and Rapid Depressurization..................................................................... 112
Dry Ice ........................................................................................................................ 93
DST ........................................................................................................................... 285
DUAL ENGINE FAIL/STALL ........................................................................................ 9
Dubai OMDB SID Climb Constraints ........................................................................ 108
Dusty Conditions Operating Procedures .................................................................. 110
DXB inbound Additional Fuel ................................................................................... 144
DXB Lost Items ......................................................................................................... 138
DXB Standard Taxi Routes ...................................................................................... 101
EAD .......................................................................................................................... 142
EFB Class II Battery Charge Procedure ................................................................ 114, 156
EFB Class II initialization and Setup ........................................................................ 156
EFB Soft Reset ......................................................................................................... 114
Effects of Visual Illusions on Landing....................................................................... 136
EGPWS .................................................................................................................... 227
EHRAM PA ............................................................................................................... 286
EICAS Message Procedure ..................................................................................... 188
EKIB .......................................................................................................................... 140
Electrical Limitations ................................................................................................... 56
Emergency Landings ................................................................................................ 137
Emergency Procedures .............................................................................................. 90
Emergency Vision Assurance System ..................................................................... 178
EMERU SID .............................................................................................................. 108
Emirates Decision Making Model ............................................................................. 184
EMIRATES B-777
Page 290 of 292
INDEX
EMIRATES INFORMATION BULLETINS ................................................................ 140
ENGINE ANTI-ICE ................................................................................................... 215
Engine Failure after Take-off EFATO ........................................................................ 35
Engine Failure after V1 ............................................................................................ 107
Engine Handling after an Airstart ............................................................................. 190
ENGINE IN-FLIGHT START L,R ................................................................................. 9
ENGINE LIMIT/SURGE/STALL L,R ............................................................................. 9
Engine Limitations ...................................................................................................... 56
Engine Malfunction After V1..................................................................................... 187
Engine Out Cruise Driftdown Procedure .................................................................. 188
Engine Out Driftdown Manual Procedure ................................................................ 188
Engine Out Procedure .............................................................................................. 188
ENGINE SVR DAMAGE/SEP L,R ............................................................................... 9
Engine Vibration ......................................................................................................... 20
Engine/Undercowl Fires ............................................................................................. 90
EPT Tips ..................................................................................................................... 96
Equipment Required For LVO .................................................................................. 195
eSwap Protocols ........................................................................................................ 60
ETOPS Alternate Weather Requirements ......................................................... 91, 235
ETOPS Authorization ................................................................................................. 91
ETOPS Definition ....................................................................................................... 91
ETOPS Diversion Fuel from Critical Point ................................................................. 91
ETOPS Fuel Requirements ...................................................................................... 234
ETOPS Re-routing or Diversion Decision Making ............................................. 92, 114
ETOPS RFF Requirements ........................................................................................ 91
ETOPS Suitable Airport ............................................................................................. 91
ETOPS Validity ........................................................................................................... 91
ETOPS Verification Flight .......................................................................................... 92
EVAS ........................................................................................................................ 178
Extension of a Flying Duty period .............................................................................. 76
Extra Fuel ................................................................................................................. 144
Factored Met Vis ...................................................................................................... 129
Factored Operational Landing Distance .................................................................. 134
Falcons ....................................................................................................................... 67
FAN ICE REMOVAL................................................................................................. 215
Fasting Times ........................................................................................................... 114
Fault Resolution Guide ............................................................................................. 103
FCN Validity................................................................................................................ 71
Final Approach ......................................................................................................... 136
Final Reserve Fuel ................................................................................................... 145
FIRE ENGINE TAILPIPE L,R ....................................................................................... 9
Firesock ...................................................................................................................... 93
Flight Deck Access ..................................................................................................... 67
Flight Duty Limitations Flow Chart ............................................................................. 74
Flight Time Limitations ............................................................................................... 71
Fly-by Confirmation .................................................................................................. 127
FMS Auto Init Failure.................................................................................................. 71
FMS NAVIGATION LIMITATIONS ............................................................................. 58
FMS Offsets.............................................................................................................. 107
FO Restrictions ................................................................................... 62, 105, 128, 134
FOLD ........................................................................................................................ 134
FPA Approaches ...................................................................................................... 166
Freezing Rain, Light ................................................................................................. 208
Fuel Checks for OFP ................................................................................................ 145
Fuel Consumption for APU ...................................................................................... 144
Fuel consumption for Taxi ........................................................................................ 144
Fuel Conversions from US Gallons .......................................................................... 145
Fuel Jettison ............................................................................................................. 147
FUEL JETTISON .......................................................................................................... 9
FUEL LEAK .................................................................................................................. 9
Fuel Limitations .......................................................................................................... 56
Fuel Policy ................................................................................................................ 143
Fuel Required at Touchdown ................................................................................... 145
FUEL SYSTEM LIMITATIONS................................................................................... 58
Fuel Tank capacities ................................................................................................ 144
Fuel Tank Scavenge ................................................................................................ 144
Fuel Tankering ......................................................................................................... 144
Fuel Types ................................................................................................................ 145
Fuel Uplift Check ...................................................................................................... 145
Fuel, Commit to Destination ..................................................................................... 146
Fueling Operations with Passengers Onboar(d ....................................................... 145
G/S Intercept from Above ......................................................................................... 191
GEAR LEVER LOCKED DOWN .................................................................................. 9
GFLASH messages .................................................................................................... 63
Glideslope Coverage ................................................................................................ 130
GO-AROUND AND MISSED APPROACH ................................................................ 51
GO-AROUND FROM AN INTERMEDIATE ALTITUDE ............................................ 51
Go-Around Policy ..................................................................................................... 132
Go-Around Procedure .............................................................................................. 168
GPS Inoperative Considerations ................................................................................ 72
GPWS LIMITATIONS ................................................................................................. 58
GROUND CAMERA LIMITATIONS ........................................................................... 58
Ground Delays on USA Flights ................................................................................ 100
Guarding of Flight Controls and Thrust Levers .......................................................... 62
Guidance on Engine Vibration ................................................................................... 20
Guidance on Low Oil Quantity ................................................................................... 19
Hard Landings .......................................................................................................... 137
Headset Usage ........................................................................................................... 67
01 June 2019
STUDY GUIDE
Heavy Snow Contiuous ............................................................................................ 208
Heavy Snow Occasional .......................................................................................... 208
Height of Tail ............................................................................................................ 101
HF Radio Limitations .................................................................................................. 56
High Energy Climbs ................................................................................................. 110
High Speed Taxiway runway exit speeds ................................................................ 137
Hijacking Procedures ............................................................................................... 111
Holding Pattern Descent Speeds UAE .................................................................... 123
Holding Speeds ........................................................................................................ 123
Hot Weather Operations .......................................................................................... 218
Human Eyes ............................................................................................................... 67
Hydroplaning Speeds ............................................................................................... 206
IATA In-Flight Broadcast Procedure ........................................................................ 122
Ice Pellets ................................................................................................................. 209
Icing Conditions ................................................................................ 100, 107, 133, 208
IFBP ......................................................................................................................... 122
IFTAR PA ................................................................................................................. 279
IFTAR Times ............................................................................................................ 114
ILS APPROACH ......................................................................................................... 43
ILS PRM Precision Radar Monitored Approaches .................................................. 192
ILS Procedure .......................................................................................................... 161
ILS Signal Coverage ................................................................................................ 130
In Flight Fuel Management ...................................................................................... 146
INAD ........................................................................................................................... 65
Incapacitation ........................................................................................................... 113
Incapacitation (Low Visibility) ................................................................................... 195
Index ......................................................................................................................... 289
Inexperienced Flight Crew Restrictions ............................................................. 62, 128
INHIBITS DURING LANDING GRAPHIC ................................................................ 233
INHIBITS DURING TAKEOFF GRAPHIC ............................................................... 232
INPUT WEIGHT APPEARS TOO LOW B777F ................................................. 62, 176
Instrument Approach Displaced Threshold Guidance Table ..................................... 47
INSTRUMENT APPROACH FLIGHT PATTERN – RNAV (RNP) AR ....................... 46
INSTRUMENT APPROACH USING V/S OR FPA .................................................... 45
INSTRUMENT APPROACH USING VNAV ............................................................... 44
Intercept G/S from Above ........................................................................................ 191
Interception Procedures ........................................................................................... 121
Intervention Model .................................................................................................... 185
IPad Apps ................................................................................................................... 96
Isolated Aerodrome Procedure ................................................................................ 145
Jump Seat Policy ....................................................................................................... 67
KJFK ......................................................................................................................... 201
KJFK RNAV Visual Flight Procedures ..................................................................... 201
KUTLI SID ................................................................................................................ 108
Land at nearest Suitable Airport .............................................................................. 114
Landing Distances Esplained................................................................................... 134
LANDING LIMITATIONS ........................................................................................... 55
Landing Procedure – G/S Intercept from Above...................................................... 191
Landing with one or two wheel brakes deactivate ................................................... 133
Last Items Prior To Leaving Cockpit ........................................................................ 171
Least Risk Bomb Location ....................................................................................... 111
Lessons Learned...................................................................................................... 243
LIDO A.O.S. ............................................................................................................... 61
LIDO Airline Operations Support ............................................................................... 61
LIDO Auto Dispatch ................................................................................................... 61
LIDO Route Manual ................................................................................................... 73
Light Freezing Rain .................................................................................................. 208
Lighting required for Night Operations ....................................................... 86, 107, 134
Lighting requirements............................................................................................... 194
Lithium Metal Batteries............................................................................................... 93
Live Leave .................................................................................................................. 61
LMC ............................................................................................................................ 90
Local Area De-Icing.................................................................................................. 208
Localizer Coverage .................................................................................................. 130
LOCK FAIL ................................................................................................................... 9
Long/Deep Landings ................................................................................................ 136
Loss of Communications .......................................................................................... 121
Loss of Communications Signals ..................................................................... 121, 137
Loss of Income Protection(AIRCREW PROTECTION INTERNATIONAL) ............... 59
Lost and Found Items .............................................................................................. 138
LOUT ........................................................................................................................ 211
Low Fuel State Coommunications ........................................................................... 146
Low Landing Weights 777F ..................................................................................... 176
Low Landing Weights B777F & B777200LR .......................................................... 133
Low Oil Quantity ......................................................................................................... 19
Low Visibility Operations .......................................................................................... 194
Low Weight Take-off Precautions ............................................................................ 109
Lowest Operational Use Temperature ..................................................................... 211
LRC .......................................................................................................................... 111
LVO MALFUNCTION GUIDANCE ........................................................................... 196
LVO OPERATIONS WITH DOWNGRADED EQUIPMENT .................................... 197
LVO Recency Requirements ................................................................................... 194
Maint. Communication ............................................................................................. 111
Malaria ........................................................................................................................ 65
Marshalling Signals .................................................................................................... 98
Max Approach attempts ........................................................................................... 127
Max bank angle ................................................................................................ 107, 127
Max Wind ................................................................................................................. 107
EMIRATES B-777
Page 291 of 292
INDEX
Maximum descent rates ........................................................................................... 123
Maximum speed ...............................................................................................107, 123
Maximum taxi speed .........................................................................................100, 133
MECCA ..................................................................................................................... 114
Medical Assistance ................................................................................................... 111
MEL after Dispatch ................................................................................................... 102
MEL Deferred Defect .................................................................................................. 68
MEL Repair Intervals .................................................................................................. 68
Mercury Batteries ........................................................................................................ 93
METAR / TAFOR Abbreviations ................................................................................. 80
METAR / TAFOR DECODING ................................................................................... 81
Metric Airspace .................................................................................................110, 123
Min Altitude for turns ................................................................................................. 107
Minimum alt. for an orbit ........................................................................................... 125
Minimum requirements for Preflight Planning ............................................................ 61
Minimum Requirements for Preflight Planning ......................................................... 156
Minimum Speed at Altitude....................................................................................... 111
Minimum Taxiway Width for 777 .............................................................................. 101
Minimum Width of Runway ...............................................................................100, 134
Missed Approach Policy .......................................................................................... 132
Missed Approach Acceleration Altitude ..............................................................51, 132
Missed Approach Climb Gradient ............................................................................. 132
MNPS In-Flight Contingency Procedure .................................................................. 241
MNPS Preflight Procedures ...................................................................................... 240
MNPS Procedures .................................................................................................... 238
MNPS Weather Avoidance ....................................................................................... 241
MOTNE ....................................................................................................................... 83
Narrow Runway Operations ....................................................................................... 86
NAT HLA ................................................................................................................... 238
NAT MNPS ............................................................................................................... 236
NAT RLatSM ............................................................................................................. 236
NAV aid NOTAM......................................................................................................... 86
Navigation Aids ......................................................................................................... 126
Navigation Specification ............................................................................................. 72
New Commander Restrictions ............................................................................62, 128
New OFP .................................................................................................................... 63
NITS ..................................................................................................................100, 264
No Contact Period ...................................................................................................... 68
Noise Abatement Procedures................................................................................... 108
Non-ILS approach using RNAV RNP AR ................................................................. 164
Non-ILS approach using V/S or FPA ........................................................................ 166
Non-ILS approach using VNAV ................................................................................ 162
Non-Normal Checklist Confirmation Calls .................................................................. 35
Non-Precision Approach Slant Range...................................................................... 126
NOR OTS.................................................................................................................. 237
North Atlantic HLA .................................................................................................... 238
Northern OTS ........................................................................................................... 237
NOTAM Abbreviations ................................................................................................ 77
NOTAMJ ................................................................................................................... 206
NOTOC ....................................................................................................................... 93
NPA Slant Range...................................................................................................... 126
Occasional Heavy Snow ........................................................................................... 208
Oceanic Crossing Procedures NAT / MNPS ........................................................... 240
OFP items be completed .......................................................................................... 111
Oil Quantity Low ......................................................................................................... 19
OLD ........................................................................................................................... 134
Operational Landing DistanceOLD ........................................................................... 134
Operations Specifications ........................................................................................... 71
OPT ............................................................................................................................. 62
Orbits ........................................................................................................................ 125
OVERWEIGHT LANDING ............................................................................................ 9
Overweight Landing Policy ...............................................................................130, 135
Oxygen ........................................................................................................................ 90
Oxygen concentrator Unit ........................................................................................... 93
Oxygen Concentrator Units ........................................................................................ 90
Oxygen Operation with Crew Oxygen Inoperative ................................................... 111
Oxygen requirements ............................................................................................... 111
PA CABIN CREW BRIEFING ................................................................................... 287
PA CONSIDERATIONS ........................................................................................... 287
PA DE-ICING ............................................................................................................ 280
PA EHRAM ............................................................................................................... 286
PA FIRE .................................................................................................................... 280
PA GO AROUND ...................................................................................................... 279
PA Ground Delay > 4 Hours PA, Flights to and from USA ...................................... 288
PA HOLDING ............................................................................................................ 279
PA IFTAR .................................................................................................................. 279
PA LOSS OF PRESSURIZATION ........................................................................... 280
PA PARTIAL OR ALL GEAR UP LANDING ............................................................ 280
PA PRECAUTIONARY DISEMBARKATION ........................................................... 281
PA SABOTAGE / BOMB THREATS IN FLIGHT ...................................................... 283
PA SABOTAGE / BOMB THREATS ON GROUND ................................................. 282
PA SICK PASSENGER DIVERSION ....................................................................... 279
PA SUSPECTED COMMUNICABLE DISEASE ...................................................... 279
PA SUSPICIOUS ARTICLE DISCOVERED ............................................................ 283
PA TECHNICAL DIVERSION................................................................................... 279
PA TOP OF DESCENT ............................................................................................ 288
PA WEATHER DIVERSION ..................................................................................... 279
PA WELCOME ABOARD PA ................................................................................... 288
01 June 2019
STUDY GUIDE
PAPI .......................................................................................................................... 136
PAPI/VASIS use ....................................................................................................... 136
Parking Brake ........................................................................................................... 138
Passenger Restraining Devices ............................................................................... 272
PCN ............................................................................................................................ 86
Perishable Goods ....................................................................................................... 92
Persons of Reduced Mobility...................................................................................... 66
PIC Responsibility for the Passengers ....................................................................... 65
Pilot Incapacitation ................................................................................................... 113
Pilot Monitoring Intervention Model .......................................................................... 185
Pilots Aged 60 or Older .............................................................................................. 62
Polar Operations ....................................................................................................... 116
Polar Operations (Fuel) ............................................................................................ 145
Polar Operations Radiation Levels ...........................................................117, 118, 119
Polar Track System .................................................................................................. 237
Policy for the use of Autoflight Systems ................................................................... 126
Portable Oxygen Concentrator Units ................................................................... 90, 93
Power Outlets ............................................................................................................. 68
Pre-Departure Fault Resolution Guide ..................................................................... 103
Preflight Checks ....................................................................................................... 149
Pregnant Passengers ................................................................................................. 66
PRESSURIZATION LIMITATIONS ............................................................................ 56
Pressurization Problems .......................................................................................... 189
Prioritization of Manuals ............................................................................................. 71
Prisoners ..................................................................................................................... 65
PRM ............................................................................................................................ 66
PRM/LDA Approaches ............................................................................................. 193
Protect the Hub ........................................................................................................... 92
QFE Operations ........................................................................................................ 228
QRH ABORTED ENGINE START L,R ....................................................................... 11
QRH AIRSPEED UNRELIABLE ................................................................................. 10
QRH CABIN ALTITUDE ............................................................................................. 18
QRH Checklists by Recall .......................................................................................... 68
QRH DUAL ENGINE FAIL/STALL GE ....................................................................... 15
QRH DUAL ENGINE FAIL/STALL RR ....................................................................... 16
QRH ENGINE AUTOSTART L,R ............................................................................... 11
QRH ENGINE LIMIT/SURGE/STALL L, R ................................................................. 12
QRH ENGINE SEVERE DAMAGE/SEPERATION L, R ............................................ 13
QRH FIRE ENGINE L, R ............................................................................................ 14
QRH NON-NORMAL .................................................................................................... 9
QRH STABILIZER ...................................................................................................... 17
QRH UNANNUNCIATED CHECKLISTS ..................................................................... 9
RAAS ........................................................................................................................ 217
RADAR Functionality ................................................................................................ 220
RADAR The Ideal Beam .......................................................................................... 220
RADAR Theory ......................................................................................................... 220
Radio Monitoring Requirements ................................................................................. 67
Rapid Exit Taxiway Indicator Lights ........................................................................... 97
Rate One Turn .......................................................................................................... 123
Raw Data Monitoring Requirements ........................................................................ 130
Recency Requirements .............................................................................................. 71
Red Warning, Aircraft at the Gate ............................................................................ 282
Red Warning, During Aircraft Taxi ........................................................................... 282
Reduced Lateral Separation Minima ........................................................................ 236
Reduced Runway Separation Minima RRSM in OMDB .................................. 109, 135
Refueling with One Engine Running ........................................................................ 145
Rejected Landing Procedure .................................................................................... 169
REPORT…Additional Reporting .............................................................................. 277
REPORT…ASR ........................................................................................................ 268
REPORT…C15 ........................................................................................................ 275
REPORT…CAPTAIN’S SPECIAL REPORT ........................................................... 272
REPORT…COMMANDER'S DISCRETION REPORT ............................................ 275
REPORT…CONFIDENTIAL HUMAN FACTORS REPORT ................................... 274
REPORT…Data Link Irregularity Reporting ............................................................. 276
REPORT…E6 Locker Stowage Waybill Form ......................................................... 275
REPORT…GEN DEC............................................................................................... 275
REPORT…Group Safety Report .............................................................................. 274
REPORT…MOR REPORT ...................................................................................... 267
REPORT…OM-C RAIG Feedback Form ................................................................. 275
REPORT…PASSENGER / AIRCREW ACCIDENT REPORT ................................ 274
REPORT…PED Interference ................................................................................... 276
REPORT…Voyage Report ....................................................................................... 273
Request for new OFP ............................................................................................... 144
Residual Disinsection Certificate ................................................................................ 86
Return to the Gate .................................................................................................... 229
Reverse Limitations .................................................................................................... 56
Reverse Thrust and Crosswind ................................................................................ 137
RFF Requirements ..................................................................................................... 86
RLatSM ..................................................................................................................... 236
RNAV AR and SAAAR Approaches ......................................................................... 200
RNAV RNP AR Approaches ..................................................................................... 164
RNAV Visual Flight Procedures ............................................................................... 201
RNAV Visual Flight Procedures KJFK ..................................................................... 201
RNP-AR Approaches................................................................................................ 203
RRSM Reduced Runway Separation Minima in OMDB .................................. 109, 135
RTO ............................................................................................................................ 31
RTO ACTIONS ......................................................................................................... 186
RTO Decision Making............................................................................................... 105
EMIRATES B-777
Page 292 of 292
INDEX
RTO Inspection - RR Engines .................................................................................. 105
Rudder Trim Technique ........................................................................................... 111
Runway Awareness Advisory System ..................................................................... 217
Runway Centerline Offset ........................................................................................ 107
Runway Guard Lights ................................................................................................. 97
Runway Lighting Systems And Markings................................................................. 199
Runway Location Signs .............................................................................................. 97
Runway Reports (METAR) ......................................................................................... 83
Runway Status Light System ..................................................................................... 97
Runway Taxi-Holding Position Signs ......................................................................... 97
Runway Width (40m-45m) ......................................................................................... 86
Runway Width (Minimum) .......................................................................................... 86
RVSM ....................................................................................................................... 110
RWSL ......................................................................................................................... 97
S.P.…APU GROUND PNEUMATIC START ............................................................. 27
S.P.…APU INOP DISPATCH .................................................................................... 30
S.P.…ELECTRICAL POWER DOWN ....................................................................... 26
S.P.…ELECTRICAL POWER UP .............................................................................. 26
S.P.…ENGINE BATTERY START ............................................................................ 27
S.P.…ENGINE CROSSBLEED START .................................................................... 28
S.P.…ENGINE GROUND PNEUMATIC START....................................................... 28
S.P.…MANUAL ENGINE START .............................................................................. 29
S.P.…MANUAL OVERRIDE ENGINE START .......................................................... 30
S.P.…SEVERE TURBULENCE ................................................................................. 26
S.P…ENGINE START WITH EXTERNAL ELECTRIC POWER ............................... 29
Safe Cruise Altitudes ................................................................................................ 114
SATCOM .................................................................................................................. 111
SATCOM Short Dialling Codes for ATC .................................................................. 120
Scheduled Time of Arrival Adhearance ................................................................... 145
Seat Belt Sign ........................................................................................................... 123
Secure Procedure .................................................................................................... 171
Severe Turbulence Operations ................................................................................ 219
Shutdown Procedure ................................................................................................ 171
Sickness Notification .................................................................................................. 59
Sig Wx Chart Decodes ............................................................................................... 82
Signatures required .................................................................................................. 138
Single Engine Taxi After Landing ............................................................................. 138
SINGLE SOURCE MALFUNCTION GUIDANCE .................................................... 197
Smart Approach and Landing .................................................................................. 217
SMART RUNWAY AND SMART LANDING ADVISORY SYSTEM .......................... 58
SMOKE OR FUMES REMOVAL.................................................................................. 9
SMOKE, FIRE OR FUMES .......................................................................................... 9
SNOWTAM ................................................................................................................. 84
SOIA (Simultaneous Offset Instrument Approaches) .............................................. 193
SRA Approaches ...................................................................................................... 127
STA Adhearance ...................................................................................................... 145
Stable Approach Criteria .......................................................................................... 124
Stable Approach Criteria Diagram ........................................................................... 125
Stable Approach Criteria Exceptions ....................................................................... 124
Stable Approach Requirements ............................................................................... 124
STALLS ...................................................................................................................... 31
Standard Taxi Routes in DXB .................................................................................. 101
Standard Turn .......................................................................................................... 123
Standby Fuel ............................................................................................................ 144
Start Procedure ........................................................................................................ 158
STATCON Fuel ........................................................................................................ 144
Stations without an Authorized Engineer ................................................................... 68
STATUS messages .................................................................................................... 68
Sterile Flight Deck Phase ........................................................................................... 68
Stop Bar and Lead On Lights ..................................................................................... 97
Straight Out Departure ............................................................................................. 107
STRUCTURAL LIMITATIONS ................................................................................... 58
Subsequent Approaches Following a Missed Approach ......................................... 132
Surveillance RADAR Approaches ............................................................................ 127
T/O Bump ................................................................................................................... 62
TAF-Application Of ..................................................................................................... 85
Tail Strike.................................................................................................................. 107
TAKEOFF ................................................................................................................... 41
TAKEOFF – BASIC MODES ...................................................................................... 42
TAKEOFF - VNAV ...................................................................................................... 40
Take-off Alternate ............................................................................................... 87, 106
TAKEOFF LIMITATIONS ........................................................................................... 54
Takeoff Minima ......................................................................................................... 105
Takeoff Procedure .................................................................................................... 159
Takeoff RVR/Visibility ............................................................................................... 105
01 June 2019
STUDY GUIDE
Takeoff Special Reduced Visibility ........................................................................... 105
Take-off/Landing Requirements................................................................................. 71
Taxi Fuel ................................................................................................................... 144
Taxi fuel consumption .............................................................................................. 100
Taxi Guidance Signs .................................................................................................. 97
Taxiway Markings ...................................................................................................... 97
Taxiway Width (minimum for 777) ........................................................................... 101
TCAS .......................................................................................................................... 33
TCAS warnings ........................................................................................................ 123
TECH LOG ENTRY…Flaps After Landing .............................................................. 215
Telephone Numbers................................................................................................... 64
Temperature Dependant Perishable Goods .............................................................. 92
Therapeutic O2 .......................................................................................................... 90
Thunderstorm Avoidance ......................................................................................... 219
TIBA ......................................................................................................................... 122
Time Management ..................................................................................................... 60
Tire location ................................................................................................................ 68
TOGA Functions During Takeoff................................................................................ 42
Touchdown Zone ..................................................................................................... 136
Traffic Information Broadcast by Aircraft ................................................................. 122
Transit Check Guidance .......................................................................................... 231
Transit or turn-around stops with a Cabin Crew change ......................................... 138
Transition to PAPI or VASISFinal Approach ............................................................ 136
Transport to CBC ....................................................................................................... 59
Trip Fuel ................................................................................................................... 144
Turbulence Levels .................................................................................................... 218
Turning Departure .................................................................................................... 107
Turning on to Parking Stand .................................................................................... 170
Turning radius for a 772 ........................................................................................... 101
Turning radius for a 773 ........................................................................................... 101
Turning radius for a 77F ........................................................................................... 101
Turning radius for a 77L ........................................................................................... 101
Turning radius for a 77W ......................................................................................... 101
T-VASI ...................................................................................................................... 136
Two Crew Rule ......................................................................................................... 113
Uniform Policy ............................................................................................................ 59
Unserviceable Lighting ............................................................................................. 194
Upgrading Passengers............................................................................................... 67
UPSET RECOVERY .................................................................................................. 34
US NOTAM RSC ...................................................................................................... 206
USA Alternate Planning Minima......................................................................... 87, 106
V/S Approaches ....................................................................................................... 166
Valuable Personal Effects .......................................................................................... 96
VASI ......................................................................................................................... 136
VASIS/PAPI use ....................................................................................................... 136
VHF Communications Range .................................................................................. 122
Vibration (Engine) ...................................................................................................... 20
Visual Circuit Approach ............................................................................................ 127
Visual Docking Guidance Systems .......................................................................... 138
Visual Reference required at Minima....................................................................... 195
VISUAL TRAFFIC PATTERN .................................................................................... 50
VNAV APPROACH .................................................................................................. 129
VNAV Approach (Simplified Validation Procedures) ....................................... 163, 203
VNAV Approaches ................................................................................... 162, 200, 202
VNAV Cruise Altitudes ............................................................................................. 111
VNAV PATH ............................................................................................................. 123
Volcanic Ash............................................................................................................... 70
VOLCANIC ASH .......................................................................................................... 9
Volcanic Ash New Procedures................................................................................... 70
VREF Corrections .............................................................................................. 55, 134
Wake Turbulence Recovery............................................................................. 106, 131
Wake Turbulence Separation .......................................................................... 106, 131
Walk Around Component Locator Guide ................................................................. 150
Weather Radar Rockwell Collin WXR-2100 MultiScan™ Weather Radar ........... 220
Weather Requirements to fly an Approach .............................................................. 126
Wheel Base .............................................................................................................. 101
Wheel Chair Codes .................................................................................................... 66
WHITE FCOM BULLETINS (BOEING).................................................................... 142
Width of Main Gear .................................................................................................. 101
WINDOW DAMAGE L,R .............................................................................................. 9
Window Locations ...................................................................................................... 68
Windshear ................................................................................................................ 224
World Time Zone Map.............................................................................................. 284
XFLASH messages .................................................................................................... 63