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B-777 STUDY GUIDE
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 to 0HB777studyguide@eim.ae
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1. QRH NON-NORMAL MEMORY ITEMS................................................................ 7
UNANNUNCIATED CHECKLISTS ......................................................................................................................... 7
AIRSPEED UNRELIABLE ...................................................................................................................................... 8
ABORTED ENGINE START L,R ............................................................................................................................ 9
ENGINE AUTOSTART L,R .................................................................................................................................... 9
ENG LIM/SURGE/STALL L,R .............................................................................................................................. 10
ENG SVR DAMAGE/SEP L,R .............................................................................................................................. 11
FIRE ENG L,R ...................................................................................................................................................... 12
DUAL ENG FAIL/STALL (RR) .............................................................................................................................. 13
DUAL ENG FAIL/STALL (GE) .............................................................................................................................. 14
STABILIZER ......................................................................................................................................................... 15
CABIN ALTITUDE ................................................................................................................................................ 15
2. FCOM SUPPLEMENTARY PROCEDURES ....................................................... 17
3. QRH NON-NORMAL MANEUVERS ................................................................... 25
APPROACH TO STALL RECOVERY .................................................................................................................. 25
REJECTED TAKEOFF ......................................................................................................................................... 25
TRAFFIC AVOIDANCE ........................................................................................................................................ 27
UPSET RECOVERY ............................................................................................................................................ 28
FOM EMERGENCY PROCEDURES ................................................................................................................... 29
FCOM STANDARD ENGINE OUT PROCEDURE............................................................................................... 29
4. QRH & FCTM FLIGHT PATTERNS .................................................................... 31
180° CIRCULAR TURNAROUND ........................................................................................................................ 31
180° HAMMERHEAD INTO TURNAROUND ....................................................................................................... 32
180° HAMMERHEAD FROM TURNAROUND ..................................................................................................... 33
TAKEOFF - VNAV ................................................................................................................................................ 34
TAKEOFF ............................................................................................................................................................. 35
TAKEOFF – BASIC MODES ................................................................................................................................ 36
ILS APPROACH ................................................................................................................................................... 37
INSTRUMENT APPROACH USING VNAV ......................................................................................................... 38
INSTRUMENT APPROACH USING V/S OR FPA ............................................................................................... 39
VISUAL TRAFFIC PATTERN ............................................................................................................................... 40
CIRCLING APPROACH ....................................................................................................................................... 41
GO-AROUND AND MISSED APPROACH .......................................................................................................... 43
5. FCOM LIMITATIONS .......................................................................................... 45
AIRPLANE GENERAL.......................................................................................................................................... 45
TAKE OFF CROSSWINDS .................................................................................................................................. 46
LANDING CROSSWINDS .................................................................................................................................... 47
WEIGHTS ............................................................................................................................................................. 48
DOORS................................................................................................................................................................. 49
AIR SYSTEMS ..................................................................................................................................................... 49
AUTO FLIGHT ...................................................................................................................................................... 49
AUTOMATIC LANDING ....................................................................................................................................... 49
RADIOS ................................................................................................................................................................ 50
ENGINES.............................................................................................................................................................. 50
AIRPLANE STRUCTURE..................................................................................................................................... 51
FLIGHT INSTRUMENTS, DISPLAYS .................................................................................................................. 51
FLIGHT MANAGEMENT, NAVIGATION.............................................................................................................. 51
FUEL SYSTEM ..................................................................................................................................................... 52
GEAR DOWN DISPATCH .................................................................................................................................... 52
WARNING SYSTEMS .......................................................................................................................................... 52
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6. LIMITATIONS AND POLICIES ........................................................................... 53
PREFLIGHT .......................................................................................................................................................... 53
LIDO ROUTE MANUAL ........................................................................................................................................ 57
TAXI ...................................................................................................................................................................... 66
REJECTED TAKEOFF ......................................................................................................................................... 66
TAKEOFF ............................................................................................................................................................. 67
CLIMB ................................................................................................................................................................... 69
CRUISE ................................................................................................................................................................ 70
DESCENT ............................................................................................................................................................. 72
HOLDING.............................................................................................................................................................. 72
APPROACH .......................................................................................................................................................... 73
MISSED APPROACH ........................................................................................................................................... 76
LANDING .............................................................................................................................................................. 76
POST FLIGHT ...................................................................................................................................................... 79
BOEING FCOM BULLETINS................................................................................................................................ 80
EMIRATES FCOM BULLETINS ........................................................................................................................... 82
7. FUEL POLICY..................................................................................................... 85
8. PERFORMANCE ................................................................................................ 87
9. SOP GUIDE ........................................................................................................ 89
PREFLIGHT CHECKS.......................................................................................................................................... 89
WALK AROUND COMPONENT LOCATOR GUIDE ...........................................................................................90
BRIEFINGS........................................................................................................................................................... 97
BEFORE START PROCEDURE .......................................................................................................................... 98
START PROCEDURE .......................................................................................................................................... 98
BEFORE TAXI PROCEDURE .............................................................................................................................. 98
BEFORE TAKEOFF PROCEDURE ..................................................................................................................... 98
TAKEOFF PROCEDURE ..................................................................................................................................... 99
CLIMB/CRUISE PROCEDURE ............................................................................................................................ 99
TOP OF CLIMB PROCEDURE ............................................................................................................................ 99
DESCENT PREPARATION .................................................................................................................................. 99
APPROACH PROCEDURE................................................................................................................................ 100
ILS PROCEDURE ..............................................................................................................................................100
INSTRUMENT APPROACH USING VNAV........................................................................................................100
GO-AROUND PROCEDURE ............................................................................................................................. 101
AFTER LANDING PROCEDURE ....................................................................................................................... 101
TURNING ONTO THE PARKING STAND PROCEDURE .................................................................................101
SHUTDOWN PROCEDURE...............................................................................................................................101
SECURE PROCEDURE .....................................................................................................................................102
DEPARTURE SOP .............................................................................................................................................104
ARRIVAL SOP ....................................................................................................................................................105
EMIRATES MANAGEMENT MODEL ................................................................................................................. 106
MEL & CDL GUIDELINES ................................................................................................................................. 107
RTO ACTIONS ...................................................................................................................................................108
ENGINE MALFUNCTION AFTER V1 ................................................................................................................. 109
EICAS MESSAGE PROCEDURE ...................................................................................................................... 110
ENGINE FAILURE AT CRUISE ALTITUDE ....................................................................................................... 110
ENGINE FAILURE AT CRUISE ALTITUDE MANUAL PROCEDURE ...............................................................110
ENGINE HANDLING AFTER AN AIRSTART.....................................................................................................111
ENGINE OUT PROCEDURE ............................................................................................................................. 111
LANDING PROCEDURE – G/S INTERCEPT FROM ABOVE ...........................................................................111
PRESSURIZATION PROBLEMS ....................................................................................................................... 112
ILS PRM APPROACHES ...................................................................................................................................113
LOW VISIBILITY OPERATIONS ........................................................................................................................ 114
VNAV APPROACHES TO MDA, DA, &SAAAR RNP ........................................................................................116
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CONTAMINATED RUNWAYS ........................................................................................................................... 118
COLD WEATHER OPERATIONS ...................................................................................................................... 120
DE-ICE PROCEDURES ON THE GATE ........................................................................................................... 122
DE-ICE PROCEDURES ON A REMOTE DE-ICING BAY ................................................................................. 123
HOT WEATHER OPERATIONS ........................................................................................................................ 124
SEVER TURBULENCE OPERSTIONS ............................................................................................................. 124
THUNDERSTORM AVOIDANCE ....................................................................................................................... 124
WINDSHEAR ...................................................................................................................................................... 126
EGPWS .............................................................................................................................................................. 128
QFE OPERATIONS............................................................................................................................................ 129
DIVERSION PROCEDURE ................................................................................................................................ 130
DIVERSION CONSIDERATIONS ...................................................................................................................... 131
INHIBITS DURING TAKEOFF............................................................................................................................ 132
INHIBITS DURING LANDING ............................................................................................................................ 133
ETOPS FUEL REQUIREMENTS ....................................................................................................................... 134
ETOPS ALTERNATE WEATHER REQUIRMENTS .......................................................................................... 135
MNPS PROCEDURES ....................................................................................................................................... 136
NAT CROSSING PROCEDURES ...................................................................................................................... 137
10. LESSONS LEARNED ..................................................................................... 139
11. REPORTS AND FORMS................................................................................. 145
MOR REPORT ................................................................................................................................................... 145
AIR SAFETY REPORT....................................................................................................................................... 145
CAPTAIN’S SPECIAL REPORT ........................................................................................................................ 146
PASSENGER / AIRCREW ACCIDENT REPORT ............................................................................................. 147
CONFIDENTIAL HUMAN FACTORS REPORT................................................................................................. 147
GROUP SAFETY REPORT ............................................................................................................................... 147
MISSING PASSENGERS REPORT .................................................................................................................. 148
CAPTAINS DISCRETION REPORT .................................................................................................................. 148
C15 ..................................................................................................................................................................... 148
FMS NAVIGATION REPORT ............................................................................................................................. 148
FMS NAVIGATION DATA REPORT .................................................................................................................. 148
GEN DEC ........................................................................................................................................................... 148
OM-C RAIG FEEDBACK FORM ........................................................................................................................ 148
E6 LOCKER STOWAGE WAYBILL FORM........................................................................................................ 148
PED INTERFERENCE ....................................................................................................................................... 149
VOYAGE REPORT REQUIREMENTS .............................................................................................................. 149
12. PA ANNOUNCEMENTS ................................................................................. 151
HOLDING PA ..................................................................................................................................................... 151
GO-AROUND PA ............................................................................................................................................... 151
WEATHER DIVERSION PA ............................................................................................................................... 151
TECHNICAL DIVERSION PA............................................................................................................................. 151
SICK PASSENGER DIVERSION PA ................................................................................................................. 151
FIRE PA .............................................................................................................................................................. 152
EMERGENCY DESCENT PA ............................................................................................................................ 152
DEICING PA ....................................................................................................................................................... 152
PARTIAL OR ALL GEAR UP LANDING PA....................................................................................................... 152
PRECAUTIONARY DISEMBARKATION ........................................................................................................... 153
SABOTAGE / BOMB THREATS ON GROUND ................................................................................................. 154
SABOTAGE / BOMB THREATS IN FLIGHT ...................................................................................................... 155
SUSPICIOUS ARTICLE DISCOVERED ............................................................................................................ 155
WORLD TIME ZONE MAP ................................................................................................................................. 156
DAYLIGHT SAVINGS TIME ............................................................................................................................... 157
CABIN CREW BRIEFING................................................................................................................................... 158
WELCOME ABOARD PA ................................................................................................................................... 158
TOP OF DESCENT PA ...................................................................................................................................... 158
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QRH NON-NORMAL MEMORY ITEMS
It is a requirement to know all of the checklists in the Unannunciated Chapter of the QRH; however, only a few of them
have RECALL items.
Checklist
UNANNUNCIATED CHECKLISTS
Conditional Statement
ABORTED ENGINE START L,R
AIRSPEED UNRELIABLE
AUTOMATIC UNLOCK
Remarks
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)
Airspeed or Mach indication suspected to be unreliable.
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.
BOMB ON BOARD
Specific threat that a bomb is on board, or suspected or confirmed bomb on board.
DITCHING
Airplane ditching and evacuation are required.
DUAL ENGINE FAIL/STALL
Engine speed for both engines is below idle.
ENGINE IN-FLIGHT START L,R
Engine start is needed after a shutdown with no fire or apparent damage.
ENGINE LIMIT/SURGE/STALL L,R
ENGINE SVR DAMAGE/SEP L,R
FIRE ENGINE TAILPIPE L,R
FUEL JETTISON
FUEL LEAK
GEAR LEVER LOCKED DOWN
LOCK FAIL
Engine indications are abnormal or are approaching or exceeding limits, abnormal engine noises
are heard, or there is no response to thrust lever movement.
Engine has severe damage, vibration, or has separated.
An engine tailpipe fire is reported on the ground with no engine fire warning.
Remember it is a FOM requirement to call the Fire Department for assistance ASAP FOM 20.3.2
Fuel jettison is required.
- This Unannunciated Checklist is to be used when Fuel Jettison is required. There are other
Checklists triggered by EICAS messages.
- The EICAS message should be left displayed until the Fuel Jettison has been completed. The
Checklist may be covered on the Lower EICAS display as it will be the displayed again when the
checklist is displayed.
TM B777 Part 1 Chapter 4 page 10
An in flight fuel leak is suspected or confirmed.
Landing gear lever cannot be positioned to UP.
Flight deck door lock fail light illuminated indicates flight deck door lock has failed, or flight deck
access system switch is OFF.
OVERWEIGHT LANDING
A landing at greater than maximum landing weight is required.
SMOKE/FUMES AIR COND
A concentration of air conditioning smoke/fumes are identified.
SMOKE/FUMES/FIRE ELEC
Electrical smoke/fumes/fire is identified.
SMOKE/FUMES REMOVAL
Smoke/fumes removal is required.
TAT PROBE ICING
Airplane TAT probe or engine TAT probe icing is suspected.
VOLCANIC ASH
WINDOW DAMAGE L,R
Static discharge around the windshield, bright glow in the engine inlets, smoke or dust on the flight
deck, or acrid odor indicates the airplane is in volcanic ash.
Arcing, delamination, shattered, or cracked condition of any flight deck window is observed.
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For Expanded Procedures see
FCTM 7.6, or Study Guide Chap. 9
SOP, Pressurization Problems
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2. FCOM SUPPLEMENTARY PROCEDURES
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FCOM SUPPLEMENTARY PROCEDURES (Relevant Procedures)
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2. FCOM SUPPLEMENTARY PROCEDURES
EXPANDED SUPPLEMENTARY PROCEDURES
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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
• 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
REFUELING
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
ELECTRICAL SAFETY CHECK PROCEDURE
NOTES
• This procedure must be performed by reference to FCOM SP.6.2 in the event one has to
power up an unpowered aircraft. This must not be performed by recall
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EXPANDED SUPPLEMENTARY PROCEDURES
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7. ENGINES, APU
APU GROUND PNEUMATIC START
CONDITION:
• 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
CHECKLIST:
• SP 7.1
NOTES:
• 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
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EXPANDED SUPPLEMENTARY PROCEDURES
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ENGINE CROSSBLEED START
CONDITION:
• Air from an engine is used to start the other engine when APU air is not available
REASON:
• APU is inop or APU Bleed Air is not available
CHECKLIST:
• 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)
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
NOTES:
• If APU is inop then an ENGINE START WITH EXTERNAL ELECTRIC POWER must also be
performed. See FCOM SP.7.3
• 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 procedure
• Before connecting the ground air conditioning cart, switch the packs and recirculation fans off.
• Do SP procedure asking for air when applicable
• Start one engine at a time
• Start in bay
• Disconnect Ground Pneumatics and reinstate Packs
• Get clearance to push and start 2nd engine
• The second engine may have to be started using an Engine Crossbleed Start
• Advise the Purser to reinstate the power to the cabin if required (See ENGINE START WITH
EXTERNAL ELECTRIC POWER)
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ENGINE START WITH EXTERNAL ELECTRIC POWER
This Procedure has been removed from the 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.
REASON:
• APU is inoperative or APU GEN inoperative.
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
MANUAL ENGINE START
CONDITION:
• 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)
REASON:
• The Autostart is inoperative or selected off.
CHECKLIST:
• 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 fOil pressure increases gEGT
below 100ºC and hN3 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 recall 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 recall 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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EXPANDED SUPPLEMENTARY PROCEDURES
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MANUAL OVERRIDE ENGINE START
CONDITION:
• The engine start valve must be manually opened and closed with a tool
REASON:
• The engine starter valve has failed.
CHECKLIST:
•
FCOM SP.7.4
NOTES:
• 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)
APU INOP DISPATCH
NOTES:
• Considerations:
• MEL - Backup generators must operate. ETOPS limited to 120minutes. 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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QRH NON-NORMAL MANEUVERS
QRH MAN 1.1
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
QRH MAN 1.2
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3. QRH NON-NORMAL MANEUVERS
QRH MAN 1.8
FCOM L.10.9
FCOM 10.10.31
Weather RADAR and TCAS are not displayed in
CTR APP, CTR VOR, and PLAN modes on the ND.
FCOM 15.20.17
The STATUS message TCAS displays if the
ADIRU is off or not aligned.
ADVISE ATC
FOM 13.4
ADVISE ATC
FOM 13.4
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QRH MAN 1.9
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Emergency Procedures
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FOM 20.2
FCOM NP.40.5
FCOM NP 50.2
FOM 20.3.4
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4. QRH & FCOM FLIGHT PATTERNS
QRH FCOM FLIGHT PATTERNS
Min width of pavement
for a 180 turn 772
Min width of pavement
for a 180 turn 773
155.8 feet, 47.5 meters for nose gear
FCOM 1.10.5
183.8 feet, 56 meters for nose gear
FCOM 1.10.7
FCTM 2.7
EMIRATES B-777
4. QRH & FCOM FLIGHT PATTERNS
Page 32 of 158
Min width of pavement
for a 180 turn 772
Min width of pavement
for a 180 turn 773
28 April 2008
STUDY GUIDE
155.8 feet, 47.5 meters for nose gear
FCOM 1.10.5
183.8 feet, 56 meters for nose gear
FCOM 1.10.7
180 Degree Turns in less than 45 m FCTM 2.12
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.
EMIRATES B-777
Page 33 of 158
Min width of pavement
for a 180 turn 772
Min width of pavement
for a 180 turn 773
4. QRH & FCOM FLIGHT PATTERNS
155.8 feet, 47.5 meters for nose gear
FCOM 1.10.5
183.8 feet, 56 meters for nose gear
FCOM 1.10.7
28 April 2008
STUDY GUIDE
EMIRATES B-777
Page 34 of 158
4. QRH & FCOM FLIGHT PATTERNS
28 April 2008
STUDY GUIDE
This diagram is for reference only. Boeing has removed it from the current QRH.
EMIRATES B-777
Page 35 of 158
4. QRH & FCOM FLIGHT PATTERNS
28 April 2008
STUDY GUIDE
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Page 36 of 158
4. QRH & FCOM FLIGHT PATTERNS
28 April 2008
STUDY GUIDE
This diagram is for reference only. Boeing has removed it from the current QRH.
Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC… Identified
P PA Completed
EMIRATES B-777
Page 37 of 158
4. QRH & FCOM FLIGHT PATTERNS
28 April 2008
STUDY GUIDE
4. QRH & FCOM FLIGHT PATTERNS
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.
CHECKING OF RAW DATA FCTM 5.27
LOC, LOC B/C, LDA, SDF, IGS
Page 38 of 158
A/P Off by
50´below
MDA
Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC… Identified
P PA Completed
EMIRATES B-777
28 April 2008
STUDY GUIDE
V/S 1 click = 100fpm
FPA 1 click = .1°
Both F/Ds Off
PNF F/D ON
4. QRH & FCOM FLIGHT PATTERNS
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.
CHECKING OF RAW DATA FCTM 5.27
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.
Page 39 of 158
FCTM 5.45
Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC… Identified
P PA Completed
EMIRATES B-777
28 April 2008
STUDY GUIDE
Use PROG page 2 to Display cross track info
and to give Headwind / Crosswind components.
Recommendation
- 5,000m or 3sm visibility
- 1,000 feet vertically from cloud
- 2,000m or 1.5 nm’ horizontal from cloud
4. QRH & FCOM FLIGHT PATTERNS
Company VMC FOM 0.1
- Missed Approach Procedure
- Terrain awareness and EGPWS concerns
- Confirm missed approach procedure with
ATC
- Cat D 205 kts.
- 3 sectors must be flown
- Downwind leg must commence abeam the
upwind threshold.
- The required visual reference must be
maintained throughout the approach.
- Significant met and terrain considerations
that may cause optical illusions.
- Where possible instrument approach aids
should be utilized.
Briefing Points FOM 15.10.5.5
Page 40 of 158
FOM 15.10.5.5
Min Altitude
1,500 AAL
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28 April 2008
STUDY GUIDE
FOM Chap 19 page 6
Min Visibility 5000 M
or Jepp Min if higher
FOM Chap 19 page 6
Min Altitude higher of 1,000 AAL rounded
up to nearest 100 or Jepp Minima
If Approach is an ILS use V/S to descend. If
not it is difficult to change from G/S/S to ALT.
Recommendation
Page 41 of 158
F/Ds OFF
PNF F/D ON
Use PROG page 2 to Display cross track info and
to give Headwind / Crosswind components.
Recommendation
EMIRATES B-777
4. QRH & FCOM FLIGHT PATTERNS
28 April 2008
STUDY GUIDE
Use PROG page 2 to Display cross track info
and to give Headwind / Crosswind components.
Recommendation
FOM Chap 19 page 6
Min Visibility 5000 M
or Jepp Min if higher
FOM Chap 19 page 6
Min Altitude higher of 1,000 AAL rounded
up to nearest 100 or Jepp Minima
Page 42 of 158
PNF F/D
ON
If Approach is an ILS use V/S to descend. If
not it is difficult to change from G/S/S to ALT.
Recommendation
EMIRATES B-777
4. QRH & FCOM FLIGHT PATTERNS
28 April 2008
STUDY GUIDE
This diagram is for reference only. The procedure is still valid; however, Emirates have cancelled the FCTM Vol 2.
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 43 of 158
Caution for Single Engine Go-Around
The acceleration altitude on a missed approach will be
Jeppesen published missed approach altitude. FOM 15.11
EMIRATES B-777
4. QRH & FCOM FLIGHT PATTERNS
28 April 2008
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EMIRATES B-777
Page 44 of 158
4. QRH & FCOM FLIGHT PATTERNS
INTENTIONALLY BLANK
28 April 2008
STUDY GUIDE
EMIRATES B-777
Page 45 of 158
5. FCOM LIMITATIONS
FCOM LIMITATIONS
.
-
Max Speed to Extend Landing Gear 270KIAS /M.82
Aircraft Placard
-
The Overhead rest compartment must not be occupied
when the aircraft is below 25,000 feet. FCI 2006/77
28 April 2008
STUDY GUIDE
EMIRATES B-777
5. FCOM LIMITATIONS
Page 46 of 158
28 April 2008
STUDY GUIDE
.
FCOM SP 16.2
FCOM L.10.2
- Take-off from an icy runway is not allowed.
- Icy runway is more that 25% of the runway surface area
within the required length and width being used is covered
by ice, including wet ice. FCI 2006/03
RTOW User Manual
FCI 2006-103 - Assumed Temperature Method is not permitted SLUSH,
SNOW, STANDING WATER, it is permitted for takeoff
on a wet runway.
AFM Section 1 page 9A
– Max Tire Speed for Takeoff is 235 mph – 204kts
FCOM SP 16.3
EMIRATES B-777
Page 47 of 158
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STUDY GUIDE
5. FCOM LIMITATIONS
.
FCOM L.10.3
FCOM 16.4
VREF Adjustments
FCTM 1.16
A/T Engaged
- VREF + 5 knots.
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 4.15
EMIRATES B-777
5. FCOM LIMITATIONS
Page 48 of 158
.
TRENT 877 FMC IDENT 777-200
TRENT 892 FMC IDENT 777-200.1
TRENT 892 FMC IDENT 777-200.1
GE90-110B1L1 FMC IDENT 777-200.2
TRENT 892 FMC IDENT 777-300
GE90-115B FMC IDENT 777-300.1
Landing Weight + Trip Fuel + Under load = Allowed Take-off Weight
28 April 2008
STUDY GUIDE
GE90-115BL1 FMC IDENT 777-300.2
EMIRATES B-777
Page 49 of 158
5. FCOM LIMITATIONS
.
.
.
.
FOM 15.10.5.1 FCI 2007-98
28 April 2008
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EMIRATES B-777
28 April 2008
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5. FCOM LIMITATIONS
Page 50 of 158
FCOM L.10.7 Engine Limit Display Markings. Maximum and minimum limits are red, caution limits are amber.
The Limits in the table below are from the AFM are provided for reference only.
777-200
777-200ER 777-300
777-200LR
777-300ER
777-300ER/ULR
AFM
RR Trent 877
RR Trent 892
GE90-110B1L1
GE90-115B
GE90-115BL1
Max Rated Thrust
76,900 lbs
90,000 lbs
110,000 lbs
115,000 lbs
115,000 lbs
Thrust Bump
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
NO
Max EGT
920°C 20 seconds 920°C 20 seconds
TOGA
Max Cont.
Starting
In-flight Starting
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)
1095°C 30 seconds
1095°C 30 seconds
1095°C 30 seconds
(All Altitudes)
(All Altitudes)
(All Altitudes)
900°C 5 minutes*
1090°C 5 minutes*
1090°C 5 minutes*
1090°C 5 minutes*
*10 minutes allowed in the event of loss of thrust on one engine during take-off
850°C
1050°C
1050°C
1050°C
700°C
750°C
750°C
750°C
700°C
825°C
825°C
825°C
Jet A -40°C
Jet A1 -47°C
FOM Chap 11 page 10
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Page 51 of 158
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STUDY GUIDE
5. FCOM LIMITATIONS
.
AFM Section 1 page 7
– MMO is .89
Non Normal Ops. ( Not an Emirates approved procedure)
. QNH/QFE Selection is on the APPROACH REF page
EMIRATES B-777
Page 52 of 158
.
.
.
5. FCOM LIMITATIONS
28 April 2008
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EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 53 of 158
28 April 2008
STUDY GUIDE
LIMITATIONS AND POLICIES
Item
www.flightcrew.emirates.com
http://emirates.pelesys.com/
www.emiratesstaff.com
www.flyzed.com
Uniform Policy
Sickness Notification
Transport to CBC
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Minimum requirements for
Preflight Planning / Briefing
New Commander
Restrictions
Emergency Procedures
FO Restrictions
Minimum Width of Runway
-200LR,-300s OPT
OPT Laptop
Printing from EFB
OPT T/O
Performance Preference
T/O Bump
Assumed Temperature Not
Authorized
New OFP
FMS Auto Init Failure
Cockpit Printer Paper
End of Roll Indication
Door Entry code
Door Emergency Code
Upper Crew Rest Area
Oxygen
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
User ID UAEFLEET Password uae4XzB
- Access to the Emirates training website
- Sign-on with Staff number (s-----) and pelesys password_____________
- Access to the Emirates travel website
- Sign-on with Staff number (------) and PIN_____________
- Website providing information on ZED flights
- Sign on with Userid _____________and Password_____________
th
Summer 15 Apr – 31 Oct Jacket only required for Layover Flights, Jacket may be
carried at the discretion of the commander.
st
th
Winter
1 Nov – 14 Apr Jacket required for all flights.
- Every effort should be made to provide Crew Scheduling with early notification,
whenever sickness occurs prior to a flying or standby duty. Any crew member
reporting sick less than 4 hours before the commencement of duty will be required to
explain the reason for the late notification to his Chief Pilot.
- 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.
- OFP for accuracy and validity
- NOTAMS and weather for departure, destination, alternate, and enroute airfields within
st
the 1 hour of flight.
- Relevant FCIs
- Two Recently Trained Pilots must not fly together until they have completed a 45 day
consolidation period.
- 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.
- The commander should conduct the landing in non-normal situations where the
aircrafts performance is affected…
No ops on contaminated runways.
No crosswinds in excess of 20 knots.
Take-off vis. Is more than 500 meters.
Minimum width of runway for Emirates operations is 45 meters. In cases where runway is
less than 45 meters approval of the VPFOT is required.
Minimum width of cleared runway for operation on Contaminated Runways 30 Meters.
- For MACTOW C of G 26% and greater use alternate C of G.
-
To Reset OPT to original page, ALT TAB
The OPT T/O PERF page can be printed
Select an invisible button at L8, “SEND TO FLT DECK PRINTER”, “COMPLETE”.
-200LR, -300ER/ULR
-300ER
-200, -200ER, -300
1) PACKS ON
1) PACKS ON
1) PACKS ON
2) APU to PACKS or PACKS OFF
2) APU to PACKS or
2) PACKS OFF
3) T/O BUMP
PACKS OFF
- Available on the 772LR, 773-ER/ULR
- Additional thrust is provided from PA -2,000 to+3,000 and temperatures between 32°C
and 53°C.
- Alternate EEC mode operation; MEL 73-21-02
- Contaminated Runways;
- Potential Windshear conditions exist.
- At Pilots discretion full thrust can be used.
- If the ZFW changes by 3000 kgs the commander may request a new OFP
nd
After 2 failure send message to DXBOVEK
A single line means there is 5 meters of paper left.
A double line means there is 2 meters of paper left.
1 ENT Generates a doorbell tone in the cockpit
- 345 ENT will open the Door after 30 seconds. If denied keypad is inhibited for :10 min.
- Must only be used if Pilot Incapacitation is suspected.
Door Entry Code 123 ENT
Must not be occupied when the aircraft is below 25,000 feet.
Minimum for DXB departures 1500psi
Out stations approximate min 1,000 psi. If lower check manual for dispatch requirements.
Reference
FOM Chap 14 page 3
FOM 2.8
FOM 14.2
FOM 12.2
FOM 4.2
FOM 18.17.2
FCI 2007-97
FOM Chap 3.4.10
FCI 2007-080
FOM Chap 15 page 5
FOM 18.13
FCOM Bulletin 10R3
Instructor Technique
FCOM 11.40.42
FCOM NP.21.26
FCOM SP2.1
FCOM 11.40.42
RTOW Chart User’s Manual 1-10
FOM15.4 FCOM SP.16.1
FCOM.SP.16.19
FOM 11.4.1
FCOM SP. 5.3
FCOM S.P.1.2
FCOM S.P.1.2
FOM 10.10
FCOM 1.47.2
FCOM 1.46.5
Daily Inspection Sheet
FCOM PD Crew Oxygen
EMIRATES B-777
Page 54 of 158
28 April 2008
STUDY GUIDE
Item
Limit / Policy
Reference
Useful Telephone
Numbers
SMNC ............................................................................................................................. 971 4 229 6061
971 4 218 2200
FDM ......................................................................................... FDM@emirates.com
971 4 229 8089
971 4 218 4410
DISPATCH ..............................................................................................Duty Manager 971 4 708 1012
Dispatch General 971 4 708 1014
971 4 299 1042
MCC .........................................................................................mcc@emirates.com
971 4 208 5540
971 4 208 5539
971 4 208 5710
971 4 208 5711
FAX 971 4 224 4380
Crew Control ................................................................................................................... 971 4 218 2221
971 4 218 2220
CBC ................................................................................................................................ 971 4 218 4407
971 4 218 4408
CS Transport .................................................................................................................. 971 4 218 4537
971 4 218 4540
971 4 218 4539
971 4 218 4538
Medlink ....................................................................................................................... 001 602 236 3627
Ed Davidson ........................................................................................................Office 971 4 703 6408
Mobile 971 50 550 8351
Caution
With the move to the
new HQ these numbers
may have changed
PIC Responsibility for the
Passengers.
Passenger Care
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6. LIMITATIONS AND POLICIES
INAD
DEPO
Prisoners
Disabled Passengers
Wheel Chair Codes
Pregnant Passengers
Falcons
Human Eyes
Aircraft Designators
The PIC becomes responsible for the Passengers when he accepts the release of the
aircraft from an authorized member of the ground staff, the aircraft doors are closed, and
the boarding ramps are withdrawn.
Flight and Cabin Crews must be on board whenever passengers are on board or
embarking/disembarking at all stations. One member of Flight Crew will be sufficient to
meet the above requirement.
- INAP Inadmissible Passengers are not limited to any number and do not require
special authorization to travel.
- For INAD pax a C15 form must be completed by ground staff and given to the Purser
and PIC.
- Emirates Security evaluates each DEPO and determines if they may travel
unaccompanied or require an escort.
- No more than 1 unaccompanied DEPO should be carried on any flight with an
exception permitted for families.
- If more than one unaccompanied DEPO is to be carried, prior approval and
authorization Chief of Group Security is required.
- No more than a total of 8 DEPOs and Prisoners should be carried on any flight.
- If the total number of DEPOs and Prisoners exceeds 8 the Chief of Group Security or
his deputy must give permission and provide Flight Operations with the required
criteria.
- For DEPO pax a C15 form must be completed by ground staff and given to the Purser
and PIC and their travel documents and tickets are handed to the Purser or SFS.
- Emirates Security evaluates each Prisoner and determines if they may travel.
- Prisoners are escorted at all times and remain under close supervision of the escort.
- For prisoner pax a C15 form must be completed by ground staff and given to the
Purser and PIC and there travel documents and tickets are handed to the Purser or
SFS.
- Ambulatory Passengers… no Restrictions
- Non-Ambulatory Passengers… must be able to feed themselves and manage own
body functions… if not the must be accompanied by an able body person/attendant.
- PIC must be advised of all passengers who could require special assistance in the
event of an evacuation.
WCHR Pax can exit aircraft, use steps but cannot walk
long distances.
When ordering a wheelchair
WCHS Pax can exit aircraft, but cannot use steps but or
use the appropriate code.
walk long distances.
WCHC Pax are completely immobile and require
wheelchairs to and from their cabin seats.
th
- No Letter is required up to the end of the 27 week;
th
- When a pregnancy has entered the 28 week a medical certificate or letter is required
stating fitness to fly and confirming the delivery date.
- The letter must be returned to the passenger after verification.
th
- No approval required from Medical services up to the end of the 36 week.
nd
- Multiple pregnancies accept up to the end of the 32 week.
- The number of falcons on a wide body aircraft should not exceed 15
- Economy or Business 1 per seat, if additional seat purchased an additional 2.
- First Class 2 per seat, if additional seat purchased an additional 3.
- SVPFO or rep may grant exceptions for VIP passengers.
- Treated as unaccompanied valuables and stored in lockable stowage in the cabin.
- E6 Locker Stowage waybill form will be filled out and Captain advised via NOTOC.
Standard aircraft identifications
The following new ICAO aircraft designators are
are required in the Tech Log.
shown in the ICAO ATS-FPL:
Boeing 777-200 ................. B772
B-777-200ER ...... B772
B-777-200LR .....B77L
B-777-300 ........... B773
B-777-300ER ......B77W Boeing 777-300 ................. B773
FOM 16.1.1
FOM 16.1.3
FOM 16.1.6
FOM 16.1.6
FOM 16.1.6
FOM 16.1
FOM 16.10.3
FOM 16.1.8
FOM 16.2.3
FOM 16.2.3
Company NOTAMS
FOM 15.3.2
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Page 55 of 158
6. LIMITATIONS AND POLICIES
28 April 2008
STUDY GUIDE
Item
Limit / Policy
Reference
Daily Inspection
- The Validity period of a Daily check is 48 hours.
- The inspection must not expire before the planned arrival time.
FOM Chap 15.3.3
(sufficient time to divert and recover the aircraft should be considered)
MEL Repair Intervals
MEL Deferred Defect DD
Types
Stations without an
Authorized Engineer
Use of Conti. Fuel
P
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STATUS messages
Dispatch
Use of MEL after Dispatch
A ................................................................................................... Specified Interval
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.
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
The PIC is authorized to certify the Tech Log for:
1) Refueling
2) Transit Checks
3) Transfer of acceptable Defects to the ADD section
Contingency fuel can be used after the fueler disconnects.
- 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.
- The moment at which the Ground Engineer is released prior to taxi.
- ETOPS Items are to be considered as Inflight Dispatch Items
- MEL does not apply.
- Continuation of flight is at Captain’s discretion.
- Consult EICAS complete required FCOM/QRH procedures.
- Contact Company and review situation. (FMGS or RM Chapter 10)
- Review MEL for considerations. Return to the stand if:
o Failed equipment does not allow the continued safety of the flight.
o If maintenance actions are required.
o Continuing the flight with the failed equipment is determined inappropriate.
MEL Preamble
MEL Definitions
2.00-01-00.2
Tech Log Page Divider
FOM 16.3.3.2
FOM 11.1.2.3
FCOM 15.10.2
MEL Section 1
General
EICAS Mess. page 2
MEL Preamble
FOM 19.1.6
MEL Section 2
Introduction
MEL Preamble
(e.g. can the problem be repaired or dispatched from the destination airport) Check Performance for return flight
MEL Concession
- Used to dispatch an aircraft with unserviceabilities not normally permitted by the
MEL.
- Initiation of a request must be the Commander’s exclusive prerogative.
- The aircraft commander must receive a written copy of any concession prior to
dispatch and this copy is to be kept with the aircraft Technical Log.
Tire location for entering
defects
Window Locations for
reporting window heat
problems
Power Outlets
Circuit Breakers
QRH Checklists by Recall
MEL Section 0
Introductions
Concessions
FOM 15.3.2
FCOM 14.10.6
1
2
MEL 30-41
3
Medical Power Outlets locations are described in FCOM AIRPLANE GENERAL.
- A ground reset of a CB by the flight crew should only be done after maintenance
has determined that it is safe to reset the CB. Any tripped CB event must be
recorded in the Tech Log or Cabin/IFE Defect Log.
- Flight crew reset of a tripped CB in flight is not recommended; however, if not
prohibited by manufacture’s instructions a tripped CB may be reset after a 2 min
cooling period if in the captains judgment the Tripped CB would have a significant
adverse effect on safety.
- Flight crew cycling of CBs to clear non-normal conditions is prohibited unless
directed by a non-normal checklist or FCOM procedure/bulletin.
- Resetting of buss tie sws on ground after ELEC BUS ISOL EICAS message comes
on 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 1.30.26
FOM 17.11
EKIB-8R1
QRH CI.2.5
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Page 56 of 158
Item
Flight Time Limitations
Take-off/Landing
Requirements
Days Off
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Documents Required on
Board
Prioritization of Manuals
FOM Part A Chapters
FOM Part B Chapters
MEL Chapters
FCN Validity
6. LIMITATIONS AND POLICIES
28 April 2008
STUDY GUIDE
Limit / Policy
- 100 hours in 28 days
- 900 hours in 12 months
- At least one take-off and landing as PF in an aircraft or simulator within the preceding
35 days. Emirates Policy
- In exceptional circumstances the SVP-FO or his nominated deputy can alleviate all
recency requirements except CARS-OPS 1.970.
- 3 take-offs and landing as PF in the preceding 90 days. CARS-OPS 1.970
- May be exceeded up to 120 days by flying under supervision of a Training Captain.
- Beyond 120 days the recency requirement must be satisfied by simulator training.
- Crew Members shall not be on duty more than 7 days between days off, but may be
th
positioned to the usual operating base on the 8 day provided they are allocated at least 2
consecutive days off.
- Crew members shall have 2 days off in any consecutive 14 days following the previous 2
consecutive days off.
- Crew members shall have a minimum of 7 days off in any consecutive 28 days.
- Crew members shall have an average of at least 8 days off in each consecutive 28 day
period, averaged over three such consecutive periods.
AIRCRAFT DOCUMENTS
CREW DOCUMENTS
1) C of R
1) Crew Licenses
2) Crew Passports
2) C of A Check Date
3) Certificates of vaccination.
3) Original Copy of Noise Certificate
4) Copy of LPC/OPC
4) Original Air Operator Certificate.
5) Company ID card
5) Aircraft Radio Station License Check Date
6) Third party liability insurance certificates. Check Date
MANUALS
FLIGHT SPECIFIC DOCUMENTATION
1) FOM
1) OFP
2) FCOM Vol 1
2) Aircraft Tech/Journey Log
3) QRH
3) Filed ATS flight plan
4) MEL
4) NOTAMs
5) Weather
6) Load and Trim Sheet
7) Notice of Special Pax C15
8) NOTOC
9) Maps and Charts
10) FCIs
11) Forms Binder
The FOM shall take precedence over all Manuals.
The FCOM shall have second priority after the FOM.
FCIs may supersede any document except the AFM.
Jeppesen Manual takes precedence over OM-C/RAIG
0) Definitions and Abbreviations
1) Duties and Responsibilities
2) Company Regulations
3) Training, Checking, Qualifications, Recency
4) Flight Crew Rostering
5) Administrative Instructions and Forms
10) Safety and Security
11) Fuel Policy
12) Flight Preparation & Planning
13) General Flight Rules
14) General Crew Procedures
15) Normal Operations
16) Handling Operations
17) Use of Equipment
18) Adverse and AWO
19) Special Operations
20) Abnormal Operations
21) Flight Time Limitations
0) Introduction, Concessions, ETOPS Sensitive Items, Autoland
1) EICAS Messages
2) MEL
3) CDL… Now relocated to the AFM
4) MISC
- 3 months from date of issue.
Reference
FOM 21.1
FOM 3.4.4.1
FOM 21.20.4
FOM 2.1
FOM 2.1
FOM 13.4
FOM
FOM
MEL
FOM 2.1
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 57 of 158
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STUDY GUIDE
LIDO Route Manual.
GENERAL PART
PFL
IFL
ADR
MET
NAV
COM
RAR
LAT
ABB
SAI
BUL
ADM
Preflight
Inflight
Aerodromes
Meteorology
Navigation
Communication
Rules and Regulations
Legends and Tables
Abbreviations
Special Airline Info
Bulletin
Administration
- Approach add-ons for failed or downgraded ground equipment.
NETWORK PART
CRAR
AOI
Country Rules and Regulations
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
Visual Approach Chart
Minimum Radar Vectoring Chart
Familiarization Chart
Tempo Chart
- Contains differences to ICAO Standard. (Aerodrome specific differences located on the AOI page).
‐ General 1-10 .. Airport Hours
Airport Information (RFF, PCN)
Operation Pref Runway, Rwy/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
Deicing
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
maneuvering 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.
‐ Lists departure frequencies, changeover instructions, and departure gradients >3.3%.
‐ Details of SID.
‐ Altitudes in red represent Minimum Terrain Clearance altitudes up to the IAF.
‐ At or above 9600, at 9600, at or below 9600.
‐ 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 PART
RFC
Route Facility Chart
RFC Supp.
IOI
RFC Supplement
Intermediate Operational Inform.
‐ Enroute Charts are oriented to True North. (Some may be oriented for polar grid navigation)
‐ 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
‐ HF frequencies and IFR cruising altitudes
‐ Chart NOTAMS
EMIRATES B-777
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6. LIMITATIONS AND POLICIES
METAR / TAFOR Abbreviations
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6. LIMITATIONS AND POLICIES
Application of TAF
28 April 2008
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FOM 12.2
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No Forecast Weather
If no forecast is available for a selected airfield, it must be considered as being below
Company minima for planning purposes.
FOM Chap 12 page 12
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6. LIMITATIONS AND POLICIES
Page 60 of 158
Item
Critical Phases of Flight
Cabin Spraying Procedure
Cargo Smoke after
Cargo Hold Spray with no
evidence of smoke
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Alternate Airport Planning
Minima
Take-off Alternate
28 April 2008
STUDY GUIDE
Limit / Policy
Reference
1) Taxi to 10,000 AAL.
2) Approach to Land below 20,000 AAL, and Landing.
3) All other Flight Operations below 20,000 feet.
- No Distractions permitted.
- Sterile Cockpit procedures.
- Restricted Electronics Devices must be switched off
- 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.
- “ATTENTION CREW AT STATIONS”.
- On ramp have Ground Personnel inspect Cargo Hold.
o Aerobridges must be connected and/or Passenger Doors armed. FOM 20.3
- On taxiway or runway request Fire Department to inspect Cargo Hold.
o Aerobridges must be connected and/or Passenger Doors armed. FOM 20.3
- Next call “CABIN CREW REVERT TO NORMAL OPERATIONS” or “EVACUATION
CHECKLIST”.
- Weather required before Dispatch:
APPROACH
MINIMA
AVAILABLE
CAT III
CAT I
CAT II
CAT I + 100 ft / 300 m
CAT I
Non-precision 600 feet / 2,000 meters
Company circling minima-higher of Jepp, or 1,000 feet/5,000 m.
Non-precision
or, if no circling available- NP approach + 200 feet / 1,000 m.
Circling
1,200 / 5,000 meters
- Nav aids required to designate an airport as an Alternate: (Terminal radar is a Nav Aid)
o
Wx CAVOK One Serviceable Nav Aid.
o
Wx less than CAVOK 2 serviceable Nav aids
- Weather required after Airbourne:
o
Only Jeppesen chart minima need be considered.
- When Performance or Met conditions preclude a return to the departure airport a
take-off alternate airport must be selected.
- Within a distance of NON-ETOPS aircraft 420nm
ETOPS aircraft
840nm For USA Ops 420nm
FOM 0.1
(as long as no ETOPS MEL restrictions apply)
-
Required weather 1 hour before and 1 hour after ETA above applicable landing
minima. CAT II and III minima are applicable and ceiling is required for non-precision
approaches. USA Ops require weather above USA Alternate Minima.
Any limit. related to one engine inoperative operations must be taken into account.
FOM 13.1
FOM 15.2
FOM 17.1
OM-C RAI G Chap 2
Pg. 79
Personal Procedure
FOM 12.4
FOM 12.4
USA Departure and T/O Alternate
Planning Minima
FOM 19.10
NAV aid NOTAM
Ground checked only
Night Operations
HAIL and LIAL
unserviceable
May be used for enroute navigation, but not as an approach aid.
- Runway edge and stop end lights are required for takeoff.
- For night operations at least runway edge, threshold, and runway end lights must be
on.
Add 900 meters to the minimum visibility to a minimum of 1500 meters for planning
purposes.
FOM 17.4
FOM 15.7.1
FOM 17.5
FOM 17.5
EMIRATES B-777
Item
Limit / Policy
Reference
B-772
B-772ER
B-772LR
PCN Values
(Medium subgrade @ MLW)
B-773
B-773ER
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LMC
Minimum Number of
Cabin Crew
Engine/Tailpipe Fires
Admission to the Flight
Deck
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Page 61 of 158
Rigid .............37
Flex...............34
Rigid .............42
Flex...............36
Rigid .............47
Flex...............41
Rigid .............53
Flex...............46
Rigid ............55
Flex...............47
All weights including fuel may be amended.
Less than 300 kgs. no changes required.
Max change of 8 passengers.
Max change of 3 crew.
300 kgs. to 1,000 kgs. adjust the ZFW TOW LW.
More that 1,000 absolute numerical number request new computer loadsheet.
More than 1,000 absolute numerical number changes on a manual loadsheet only require a
new trim sheet.
- MAC must not change by more than 1.2%.
PASSENGER WEIGHTS
Child ....................................... 38kg
Crew without bags ........... 85kg
Infant....................................... 10kg
Crew with bags .............. 100kg
Bag ......................................... 20kg
Male ................................. 85kg
Female ............................. 70kg
Live animals are classed as A B C D E and limits are in FOM 16.2.3
- Dangerous Goods must never be loaded in the BULK cargo hold. FOM 16.2.4
International Mail will only be offloaded after all other cargo. FOM 16.2.3
- Perishable cargo will be loaded in the AFT or BULK cargo holds.
FOM 16.2.3
- Perishables packed with cooling agents can be loaded in the FWD or
AFT compartments but can not be loaded in the BULK compartment.
772 8 Cabin Crew
773 10 Cabin Crew
- The use of mini-suits 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.
- Can be reduced by 1 if the associated cabin door is considered inoperative. See for MEL for
further restrictions.
- For any engine/tailpipe fires, the Fire Department must be called to assist as soon as
possible.
Authorized persons include:
- His Highness the Chairman.*
- UAE GCAA Inspectors.
- Vice Chairman and Group President.*
- Ops staff on the Gen Dec.
- Flight Dispatchers on official duty.
- President of Emirates Airline.*
- Engineers and if required Traffic Personnel.
- Exec VP Eng. and Ops.*
- Auditors from other airlines…
- Div. Senior VP Flt Ops.*
- Trainee Cabin Crew for their “supp. visit
* This authorization and approval is not
applicable whilst the aircraft is in UK or
- Emirates Group Staff on Duty or
Canadian airspace.
emergency travel….”This authorization
and approval is not applicable whilst the
aircraft is in Canadian airspace.
- When a training captain is on board to fulfill a training requirement, he will take precedence
over any other requirement for the seat.
- The Commander decides on the assignment of any vacant crew seats.
- Vacant cabin jump seats are not to be used for takeoff and landing.
- If a person carried on a jump seat is not a part of the operating crew they must be in
possession of a valid passenger or staff ticket.
FOM 15.13
Jeppesen Manual
Airport Directory
Page 18-19
FOM 20.3.7
FOM 16.2.2
FOM 16.2.3
FOM 16.2.4
FOM 14.4.2
AFM page 12A
MEL 52-11-1
FOM 20.3.2
FOM 14.5
FCI 2007-95
FCI 2007-62
FOM 14.5.2
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Item
6. LIMITATIONS AND POLICIES
Limit / Policy
- Is renewed annually at the annual recurrent training program.
Before Dispatch….Above ETOPS Enroute weather Planning Minima
ETOPS Alternate Wx
After Dispatch…….SA and FT indicate weather will remain at or above Aerodrome
Requirements
Operating Minima
ETOPS Pre-Dispatch Alternate Wx Requirements
ETOPS Validity
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Reference
FOM19.1.1
FOM 19.1.4
FOM 19.1.4
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Page 63 of 158
Item
Limit / Policy
-
Cargo Heat
-
Instructions for the location and temperature requirements of live animals.
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.
(Letter from Capt Sameer Moorjani, Deputy chief Pilot Airbus)
BULK and AFT Compartments are heated.
Low +4°C-+10°C.
High +18°C -+24°C.
28 April 2008
STUDY GUIDE
Reference
FCOM 2.10.4
Cargo Locations
Dangerous Goods
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- Items labeled “CARGO AIRCRAFT ONLY” are prohibited from carriage on Emirates
aircraft.
- Flight crew shall have completed initial or recurrent Dangerous Goods training within
the preceding 24 calendar months.
- For Emirates operations Dangerous Goods must never be loaded in the BULK cargo
hold of the aircraft.
- Perishables packed with cooling agents cannot be loaded in the Bulk hold.
- Dry ice is limited to a total of 1,000 kgs in the FWD and/or AFT cargo holds
- No Dry Ice is allowed in the BULK cargo hold.
- When there is a flight crew change at a Transit Station the NOTOC must remain on
board. After the aircraft arrives at the destination where the Dangerous Goods are to
be offloaded, the NOTOC is no longer required.
- 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.
FCOM 2.10.4
FOM 16.2.4
FCI 2008-003
(See ICAO ERG page 5… CHEMTREC 1 202 843 7616 / 1 800 242 9300, or CANUTEC 1 613 996 6666)
RFF Requirements
ETOPS
Suitable Airport
ETOPS Verification Flight
ETOPS
Re-routing or Diversion
Decision Making
Destination ........................................................................................................ CAT 9
Destination Alternate ........................................................................................ CAT 8
ETOPS Suitable Alternate more than 180 minutes away (200LRs & 300ERs only) . CAT 7
ETOPS Suitable Alternate ................................................................................ CAT 6
ETOPS Adequate Alternate .............................................................................. CAT 4
Destination and Destination Alternates may be lowered by 1 Category by the VPFO.
All may be lowered by 2 categories by the GCAA.
- 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
Crosswind Limit
ETOPS 80%
Crosswind Limit
Dry
40
32
Slippery
35
28
Contaminated
20
16
Ice
15
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
JEPP landing minimas.
• Engineering will make an entry in the Defect Column of the inbound flight “ETOPS
VERIFICATION FLIGHT REQUIRED” they will then sign it off and move it to the
ADD section of the Tech Log.
• After completing 90 minutes of the flight the captain will record in the Defect column
of the Tech Log “ETOPS VERIFICATION FLIGHT SATISFACTORY”.
Rerouting or Diversion Required
• Failures occur requiring a diversion to the nearest airport in accordance with the
FCOM.
• Failures occur requiring a non-ETOPS routing in accordance with the FCOM. (NAT
MNPS, RNP, RVSM)
• Excessive fuel consumption exceeding available ETOPS critical fuel reserves.
• Weather at nominated suitable airport(s) go below the company operating minima or
become unsuitable for an reason prior to reaching entry point.
Note that the MEL is not applicable after dispatch inflight and should not be
considered limiting at this stage. It should be used for crew information only.
FOM Chap 12 page 13
FCI 2007-81
FCI 2008-06
FOM Chap 0 Page 9
FOM Chap 19 Page 6
FOM 19.1.5
FOM 19.1.6
FCOM SP 20
FCOM SP 21
FCOM SP 22
EMIRATES B-777
Marshalling Signals
Hand signals from the CAA Visual Aids Handbook
Description of Signal
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Page 64 of 158
Meaning of Signal
Handy Info
Description of Signal
Meaning of Signal
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Description of Signal
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Page 65 of 158
Meaning of Signal
Description of Signal
Meaning of Signal
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6. LIMITATIONS AND POLICIES
Page 66 of 158
Item
Taxi fuel consumption
Icing Conditions
CM2 Taxi Restrictions
Minimum Width of Runway
Maximum taxi speed
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limitations
Width of Main Gear
Limit / Policy
28 April 2008
STUDY GUIDE
Reference
2500 kgs/hr
Rule of Thumb
- OAT is 10C or below and;
- visible moisture is present, (Visibility is less than 1 sm or 1600 M).
- or standing water, ice, or snow is present
- If OAT is 3°C or Below do an engine run-up to 50% N1 for approximately 1 sec
duration every 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.
Minimum width of runway for Emirates operations is 45 meters. In cases were runway
is less than 45 meters approval of the VPFOT is required.
Minimum width of cleared runway for operation on Contaminated Runways 30 Meters.
30 kts.
10 kts. for a slippery surface
Crews may exceed these limits when backtracking on an active runway.
Code
Max Wing Span
Max Width of Main Gear
A
15m
4.5m
B
15m-24m
4.5m up to but not including 6m
C
24m-36m
6m up to but not including 9m
D
36m-52m
9m up to but not including 14m
E
52m-65m
9m up to but not including 14m
F
65m-80m
14m up to but not including 16m
11 Meters
FOM SP.16.8
FOM 15.6
FCI 2007-052
FOM Chap 15 page 5
FOM 18.13
FOM Chap 15 page 22
FCI 2007-68
JEPPESEN
Introduction
Chart Glossary
Page 1
FCOM SP.1.8
200 and 300 Wingspan
772 ............................... 25.9 Meters
199’11” 60.9 Meters
200LR / 300ER Wingspan
212’7” 64.8 Meters
FCOM 1.10.3
Turning radius for a 772
155.8 feet, 47.5 meters for nose gear
FCOM 1.10.4
Turning radius for a 773
183.8 feet, 56 meters for nose gear
FCOM 1.10.4
Wheel Base
777-200 .......................................... 38.4
777-300 .......................................... 43.6
777-300ER ..................................... 43.7
180° less than 45 meters
Not an Emirates
approved procedure
Tiller Steering
NITS Briefing to Purser
Passenger briefing also
773 .................................. 31.2 Meters
FOM SP.16.5
Is not recommended above 30 kts.
FCOM SP.1.8
FCOM 1.10.2
FCTM 2.12
FCTM 3.5
NATURE
INTENTION
TIME
SPECIAL CONSIDERATIONS
Prior to 80 knots
R
T
O
RTO Decision Making
-
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
After 80 knots
-
Fire or fire warning
Engine Failure
Predictive Windshear Warning
If the airplane is unsafe or unable to fly
QRH MAN.1.2
Instructor Briefing
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Page 67 of 158
Item
FO Restrictions
Takeoff Minima
USA Operations
6. LIMITATIONS AND POLICIES
28 April 2008
STUDY GUIDE
Limit / Policy
Reference
No ops on contaminated runways.
No crosswinds in excess of 20 knots.
Take-off vis. Is more than 500 meters.
- Refer to 10-AWO for Takeoff Minima.
- If 10-AWO is not published the Standard min. in the Jepp. Airport pages apply.
- For lower than standard minima see FOM Chap 19 page 29.
- 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 Jeppesen Airways Manual.
- Where special State approval has been obtained for a reduction in take-off minima to
below that in the Jeppesen it will be shown on the 10-AWO chart.
- The company minima for take-off will never be less than that shown below.
FOM 3.4.10
FCI 2007-080
FOM Chap 19.10
Minimum Vis. for Takeoff
FOM 15.7.1
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A
K
E
O
F
F
- When no reported met visibility or RVR is available the Captain may determine that
sufficient visibility reference exists. Runway edge lights = 60 meters - Centerline lights = 15 meters
- When Performance or Met conditions preclude a return to the departure airport a
take-off alternate airport must be selected.
- Within a distance of
NON-ETOPS aircraft
420nm
ETOPS aircraft
840nm For USA Operations 420nm
- Required weather 1 hour before and 1 hour after ETA above applicable landing
minima. CAT II and III minima are applicable and ceiling is required for nonprecision approaches.
USA Ops require weather above USA Alternate Minima, at the time of
departure and ETA, ceiling and visibility are required.
- Any limit. related to one engine inoperative operations must be taken into account.
USA Alternate Minima
Take-off Alternate
FOM 15.6
FOM Chap 12 page 12
Company NOTAM
FOM 19.10
FOM 19.10
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6. LIMITATIONS AND POLICIES
Page 68 of 158
Item
Limit / Policy
28 April 2008
STUDY GUIDE
Reference
Prior to 80 knots
Reject Takeoff Items
-
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
QRH MAN.1.2
Instructor Briefing
After 80 knots
Maximum speed
Night Operations
Icing conditions
T
A
K
E
O
F
F
Min Altitude for turns
Max bank angle
Tail Strike
-
Fire or fire warning
Engine Failure
Predictive Windshear Warning
If the airplane is unsafe or unable to fly
Below 10,000 AAL in climb and descent 250kts IAS or VREF30 +80 whichever is greater.
Between 10,000 AAL and 5,000 AAL speed may be increased by crew’s discretion with
ATC approval.
- Below 5,000 AAL compliance is mandatory.
- Runway edge and stop end lights are required. for takeoff.
- For night ops. at least runway edge, threshold, and runway end lights must be on.
- OAT is 10C or below and;
- visible moisture is present, (Visibility is less than 1 sm or 1600 M).
- or standing water, ice, or snow is present
- If OAT is 3C or below do an engine run up to 50% N1 for approximately 1 sec duration
every 60 minutes.
- If Engine Anti-ice is required and the OAT is 3°C or below, the take-off must be preceded
by a static run-up (RR 50%N1) (GE to as high a setting as practical) to confirm stable
engine operation before the start of the take-off roll.
- Turns shall not normally be initiated below 500 AGL, unless specifically required by the
SID, obstacles, or noise abatement procedure.
- For all phases of flight while carrying passengers is 30°.
777-200 – Accomplish TAIL STRIKE checklist and land at the nearest suitable airport.
777-300 – If no EICAS message continue the flight
Standard Engine Out
Procedure
FMS Offsets
Max Wind
Noise Abatement
Procedures
FOM Chap 15 page 5
FCI 99/2005
FOM 15.7.1
FOM 17.5
FOM SP.16.5
FOM SP.16.8
FOM 16.10
FOM 15.7.3
FOM 15.7.3
FCOM Bulletin 12
FCOM NP.50.2
Offsets are not available while on a SID, STAR, or Transition.
If the surface mean wind speeds of 60 kts or above are reported, takeoff or landing is not
authorized and the airfield must be considered closed
FCOM 11.42.15
FOM 18.15 page 24
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6. LIMITATIONS AND POLICIES
Page 69 of 158
Item
Best Rate of Climb Speed
Best Angle of Climb Speed
RVSM Operations
Limit / Policy
VREF 30 + 140
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.
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
28 April 2008
STUDY GUIDE
Reference
FCTM 4.4
FCTM 4.4
FCOM SP21
FCOM SP21
ALTEON CBT
FOM 19.8
FCI 2007-85
Instructional Technique
(Not required if operating in VNAV)
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As of November 21, 2007 it has been reported that China will implement RVSM airspace. Please check Jeppesen Charts to confirm that these
levels are available.
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Item
OFP items be completed
Crew Oxygen inop. in flight
Minimum Speed at Altitude
LRC
Optimum Altitude
Optimum Altitude
Maximum Altitude
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VNAV Cruise Altitudes
Least Risk Bomb Location
Hijack Communication
Hijacking Procedures
Flight Deck
APU only pressurization
Pass. Ent. System
6. LIMITATIONS AND POLICIES
Limit / Policy
- TOC fuel remaining.
- At significant waypoints ETA, revised ETA, and ATA.
- At :30 intervals Fuel Remaining, Wind, SATor ISA deviation
- TOD fuel.
- If diverting fuel remaining at time of diversion.
Get portable oxygen bottles from cabin and descend to FL 250.
Check Hold Speed
Use Cost Index of 140 or select LRC on FMS Cruise page. The FMC does not apply wind
corrections to LRC.
578-Weight in Metric Tons.
Maint. Communication
ATC Satellite Coms.
Medical Assistance
SATCOM
Reference
FOM 15.1
FOM 17.6
Instructor technique
CBT
FCTM 4.7
Rule of Thumb
Increases 100 feet every :10 minutes.
Rule of Thumb
OPT ............ - With ECON speed selected, displays altitude which minimizes trip cost
based on weight and cost index.
- 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
• Temperature
• 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 maneuver 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 constant altitude cruise over a fixed distance taking into
account the route of flight, entered winds, and temperature forecast. The
FMC evaluates altitudes up to 9,000 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.
Door R4 (772) or R5 (773) Center of Life Raft
Cabin crew will use the phrase ”A Passenger Demands to come to the Flight Deck”.
1) Ensure cockpit door is closed and remains locked.
2) Select Transponder to 7500.
3) Advise ATC with as much info as possible.
(Attempted Hijacking or Actual…has the cockpit door been breached)
4) Plan to land ASAP at a suitable airport of choice.
5) Advise Network Control Center use SATCOM if available.
- Max altitude to pressurize the aircraft 22,000 feet
The Captain must be advised prior to and after repairs are made.
Replacement by Cabin Crew
Oxygen requirements
28 April 2008
STUDY GUIDE
Flight Crew
- Flight Crew must use oxygen whenever the cabin altitude is above 10,000 feet.
- A pressurized flight may be operated up to FL 250 with an inop. oxygen system
provided portable oxygen bottles are readily available for each Flight Crew Member..
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 OMC RAIG Chap 3.
MEDLINK via: SATCOM, or Telephone 001 602 239 3627
If MEDLINK not available: Portishead Radio for free medical advice… See Jepp.
Above 82° North SATCOM is unavailable
FCOM 11.42.26
FCTM 4.5
Removed from FOM
FOM 10.9.6.2.1
FOM 10.9.6.2
MEL 36-11-1
FOM 17.1
FOM 17.6
FOM 17.9
OMC RAIG
FOM 16.1.2
FCTM 4.15
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Item
Controlled Rest on the
Flight Deck
Pilot Incapacitation
Action in the Event of a
Pilot Incapacitation
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Safe Cruise Altitudes
6. LIMITATIONS AND POLICIES
Limit / Policy
- Hand over duties and establish wakeup arrangements.
- Brief the Purser/SFS. ( they are to check pilots every :15 minutes)
- No more than :40 minutes sleep should be taken.
- Both pilots must remain at their stations.
- :10 minutes should be allowed after wakeup.
- There shall be a post rest operational briefing.
Pilot Incap. 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 system malfunction.
- During Low Visibility Approaches any call not repeated is assumed to be an
incapacitation. The remaining pilot may continue the approach
1) Assure a safe condition of flight.
2) Take over the controls immediately.
3) Engage the Autopilot.
4) Summon a Cabin Crewmember immediately for assistance.
5) Remove the incapacitated Pilot form the controls.
6) Analyze flight operational aspects.
a) The condition of the incapacitated pilot.
b) The remaining flight time of the planned flight leg.
c) The suitability and knowledge of enroute airfields for an emergency landing.
Jeppesen MORA
- MORA Altitudes of 6,000 or lower have an obstacle clearance
of 1,000 feet.
- MORA Altitudes of 7,000 or greater have an obstacle
clearance of 2,000 feet.
TERR DISPLAY
Altitudes in hundreds of feet of the highest and lowest terrain
displayed on the ND
28 April 2008
STUDY GUIDE
Reference
FOM 14.7
CCEM Section 200
FOM 20.7
FCTM 2
FOM 20.7
Jeppesen Text
FCOM 10.40.21
Direction of MECCA
Requirement to land at
nearest Suitable Airport
ETOPS
Re-routing or Diversion
Decision Making
ETA changes >:30 minutes
:20 Minutes prior to TOD
VHF Com Range
Enter ISLAM into 1L LEGS Page 1 . Ensure to ERASE after entry
In the following cases a landing must be effected at the nearest Suitable Airport that is
considered safe and operationally acceptable:
1) Any fire on board an aircraft, including engines, if fire fighting is not possible or not
effective.
2) Persistent smoke of unknown origin.
3) Failure of an engine on a two-engine aircraft. EK continuation policy FOM 20.3.1.2
4) Total loss of electrical power
5) Dual hydraulic failure.
6) Structural damage
7) Positive bomb threat (Red Threat)
8) Non-normal checklist has the words “Plan to land at the nearest suitable airport.
9) Any other situation determined by the crew to have a significant adverse effect on
safety if the flight is continued.
In dire emergencies the commanders are authorized to land below charted
minima. A written report shall be submitted.
Rerouting or Diversion Required
•
System failure requiring diversion See above
•
ETOPS equipment failure
•
Excessive fuel consumption exceeding available ETOPS critical fuel reserves.
•
Weather at nominated suitable airport(s) go below the company operating
minima or become unsuitable for an reason prior to reaching entry point.
Advise Dubai Network Control, they may authorize increased speed if fuel allows.
- The Purser shall be informed via interphone or personally, when :20 minutes remain
to Top of Descent.
√Altitude in feet = Reception range in nm
FOM 20.1
QRH CI 2.2
FOM 20.1
FOM 19.1.6
FCOM SP 20
FCOM SP 21
FCOM SP 22
FOM Chap 15 page 27
FOM Chap 15 page 7
Rule of Thumb
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Item
CPDLC
Clearances
28 April 2008
STUDY GUIDE
6. LIMITATIONS AND POLICIES
Page 72 of 158
Limit / Policy
-
Reference
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.
Follow Interception Procedures from the
Jeppesen Emergency Section,
Political/Military Orders for Unscheduled
Landings.
Interception
Procedures
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- Follow ICAO Communication Failure Procedures Emergency Section of Jepp.
- Light signals from tower in ATC section of Jepp. Airway Manual
Loss of
Communications
Distress Calls
Seat Belt Sign
Maximum speed
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FOM 20.3.5
Spurious TCAS
warnings
Maximum
descent rates
VNAV PATH
A/T ON
Holding Speeds
Holding Speed
Not available in
FMC
FOM 20.6
- Notification of ATC of an engine failure after take-off shall be a PAN instead of a MAYDAY. The call of
MAYDAY should be restricted to instances where the aircraft is believed to be in imminent danger.
- If no answer on assigned frequency use the following frequencies:
o Any other aeronautical en-route frequency.
o 121.5
o HF 2182
- When logged onto CPDLC send an Emergency Report page, this will place ADS into emerg. mode.
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 10,000 AAL in climb and descent 250kts IAS or VREF30 +80 whichever is greater.
- Between 10,000 AAL and 5,000 AAL speed may be increased by crew’s discretion with ATC approval.
Below 5,000 AAL compliance is mandatory.
FOM 20.3.4
FOM 20.2
FOM 17.7
FOM 15.1
FCI 99/2005
- To avoid spurious TCAS warnings descent rates should be reduced to 1,000 fpm passing through 500
feet above assigned altitude.
- When the Auto-flight system is operating in VNAV it is designed to take into account TCAS
performance when determining vertical rates for capture.
- 5,000 fpm to 5,000
- 3,000 fpm to 3,000
- 2,000 fpm to 1,000
- 1,000 fpm below 1,000 unless briefed.
VNAV varies speed to maintain the path up to the following limits:
- 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 reset the
target speed to 314 knots (VMO/MMO-16 knots) and the scratchpad message DRAG REQUIRED
displays again.
ICAO
FAA
Altitude
Max Airspeed
Altitude
Max Airspeed
0-14,000
230 kts
0 - 6,000
200 kts
FOM 15.9.1
FOM 19.8
FCI 2007-85
14,001 - 20,000
FCTM 4.21
240 kts
6,001 - 14,000
230 kts
210 in Wash. and KJFK FIRs
265 kts
20,001 - 34,000
265 kts
Above 14,000
Above 34,000
0.83M
Use Flaps Up Maneuvering 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
FOM 15.9.1
FCOM 11.31.23
FCTM 4.22
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Approach Authorization
Stabilized flight
Stabilized Approach
Criteria
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Special Criteria for
Sidestep maneuver, Offset
NPA, Circle to Land, &
Visual Approaches
ALAR
Approach and Landing
Accident Reductions
Four Levels of Automation
Emirates Automation
Policy
Radar vectors to final
6. LIMITATIONS AND POLICIES
Limit / Policy
- It is prohibited for Emirates aircraft to conduct approaches to runways which there are no
appropriate Jeppesen charts.
- Approach charts for a particular runway are not required if a visual approach and landing
can be completed.
- For AWO the flight must be stabilized by 1,500 feet AAL.
- 1,000 ft AAL is the cut-off point, at which the approach is to be discontinued if stable
approach criteria are not met.
- If a reasonable certainty exists that the aircraft will become stabilized by 500 ft AAL, the cutoff may be amended to 500 ft AAL. This is permitted only if both the following conditions are
met at 1,000 ft AAL:
i. The Landing Checklist is completed, and
ii. The threshold or the associated approach lights of the intended landing runway were
clearly visible and identified prior to the 1,000 ft AAL point.
1) The aircraft is on the correct flight path.
2) ILS approaches must be flown within one dot of the G/S and LOC.
3) Only small changes in heading and pitch are required to correct flight path.
4) Rate of descent is no greater than 1,000 fpm; if an approach requires a rate of descent
greater that 1,000 fpm a special briefing should be conducted.
5) Power setting is appropriate for the aircraft configuration and is not below the minimum
power for approach as defined by the AFM.
6) The aircraft is in the correct landing configuration. (Landing Gear Down and Landing Flap
Selected prior to 1,500 AAL. Not applicable to circling approaches).
7) The aircraft speed is not more than VREF +20 kts indicated airspeed and not less than
VREF; or as adjusted by minimum ground speed techniques.
8) All briefings and checklists have been completed.
9) Unique approach procedures or abnormal conditions requiring a deviation from the above
elements of stabilized approach require a special briefing..
1) The runway of intended landing must be in sight and a go-around is mandatory if this
visual contact is lost.
2) The 1,500 ft AAL configuration Selection does not apply.
3) 500 feet AAL is the cutoff point by which the approach is to be discontinued if a stable
approach criteria are not met.
4) Wings shall be level by 300 feet AAL
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.
1) Full – LNAV VNAV
2) Basic – CDU/MCP manipulation
3) Manual with F/D
4) Manual without F/D
Use the highest level of automation as appropriate
5,000 meters visibility required
Aircraft Categories
Minimum alt. for an orbit
Circling Minima
Visual Circuit Approach
Max bank angle
28 April 2008
STUDY GUIDE
Reference
FOM 15.10.3
FOM 18.17.5
FOM 15.10.1.2
FOM 15.10.1.3
FOM 15.10.1.4
Personal
Procedures
from SEP
Training
FOM 17.2
FOM 15.10.2
FOM 15.10.2
- Minimum visibility required prior to starting the approach.
- For CAT I and non-precision approaches only the touchdown RVR need be considered.
1,500 feet AAL or circuit altitude whichever is higher. The autopilot must be engaged.
- Pilot initiated must be daylight VMC.
- ATC initiated may be accomplished in IMC Day or night.
1,000 AAL rounded up to the nearest 100 ft or pub Jepp minima whichever is higher.
5,000 Meters or pub Jepp minima whichever is higher.
- Min wx 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
- For all phases of flight while carrying passengers is 30°.
FOM 15.10.5.7
FOM 15.10.2
FOM 15.10.2
FOM 0.1
FOM 15.7.3
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28 April 2008
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6. LIMITATIONS AND POLICIES
Page 74 of 158
Limit / Policy
- For VNAV approaches, RNP appropriate for approach (if required) ....... Verify/Enter
- For GPS approaches the RNP or 0.3 must be manually entered if not defaulted to this
value.
- Some SIDS from DXB specify RNP of 5.0
Reference
FCOM SP.4.5
RNP Requirements
FOM 15.10.5.2
FCOM SP.20.1
Deceleration Planning
Delayed Flap Approach
HAIL and LIAL
unserviceable
Approach Ban Point
- 310 ⇒ 250 knots level flight, no speedbrakes:
60 seconds and 6 nm.
- 250 ⇒ Flaps up maneuvering speed:
50 seconds and 4 nm.
- 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.
Add 900 meters to the minimum visibility to a minimum of 1500 meters for planning
purposes.
-
-
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.
-
Manual Approaches
Practice or Training
Approaches
NPA Slant Range
Requirements
FOM 17.5
The ABP is the FAF inbound or where the final approach course is intercepted. For
circling approaches it is the IAF.
The ABP is the FAF or the published G/S intercept.
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.
-
Factoring Approach
Minima
FCTM 5.13
Modified to EK Specs
- ABP – Is the OM or equivalent point, for circling Approaches it is the IAF.
See 10-AWO for RVR requirements
and Approach Ban Point.
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FCTM 4.19
FCTM 2.20.2
FOM 15.10.3
FOM 19.10
FCI 2008-009
When can it be used?
- As long as the charted minima of
RVR/Visibility for approach does not have
suffixes “R” for RVR or “V” for Visibility,
and only meteorological visibility is
FOM 15.10.3
reported and equivalent RVR (Factored
Visibility) can be obtained by multiplying
the reported visibility by the factors in the
FCI 2008-015
table.
- Factored Vis must not be used for takeoff,
for AWO, or when RVR is available.
- RVR when reported overrules MET VIS for all approaches.
- RVR for a particular runway shall not be used for other runways.
Manual approaches may only be flown down to a landing when the weather is at or above
FOM 15.10.5.1
CAT I minima.
- It is not permitted to carry out a practice or training NDB,VOR, or LOC (with or without a
FCI 2007-093
DME) if there is a valid ILS (LOC and G/S) radiating, or an RNAV approach is available.
- 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
AGL(ft)
Distance from
Threshold (NM)
Horizontal Vis (meters)
required to see Rwy Threshold
Horizontal Vis (meters) required to see
900M (3000 ft) Approach Lighting System
100
200
300
400
500
600
800
1000
0.33
0.66
1.00
1.33
1.66
2.00
2.66
3.33
620
1240
1850
2460
3090
3700
4930
6170
Overhead
340
950
1560
2190
2800
4030
5270
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Overweight Landings
Vs. Fuel Jettison
New Commander
Restrictions
FO Restrictions
6. LIMITATIONS AND POLICIES
Limit / Policy
The FMC transition to ON APPROACH under the following conditions:
- 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 bee 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 off of ON APPROACH under the following conditions:
- 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:
- 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
- Set DA/MDA in the MCP and select altitude intervention without delay to enable continued
descent on the final approach pant. Execute a missed approach if the deviation above path
becomes excessive enough to prevent achieving a stabilized approach.
- When it becomes necessary to land at an airport other than the originally planned destination,
jettison or overweight landing above the MLW is permitted if it is a Non-normal operation.
- Overweight landing above MLW and RLW is permitted for Emergencies.
- Malfunction that renders the aircraft unairworthy.
- Condition where safety could be compromised. If landing is delayed.
- Serious illness of crew or passengers.
- Performance issues should be considered:
LANDING CLIMB LIMIT WEIGHT
LANDING DISTANCE
BRAKE ENERGY
ENGINE INOP GO-AROUND CLIMB GRADIENT (if Engine is inop)
- Brief for higher Descent rates if required.
If Overweight Landing completed
Tech Log entry required actual landing weight, flap setting and estimated rate of descent at
touchdown
- Two Recently Trained Pilots must not fly together until them have completed a 45 day
consolidation period.
- 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.
No ops on contaminated runways.
No crosswinds in excess of 20 knots.
Take-off vis. Is more than 500 meters.
- Should deviation from a cleared altitude be required ATC approval must be obtained prior.
28 April 2008
STUDY GUIDE
Reference
FCOM 11.31.25
FCTM 5.38
FOM 20.3.7
Airmanship
FOM 4.2
FOM 18.17.2
FOM 3.4.10
FCI 2007-080
(Does not apply to DA / MDA)
Cold Weather Corrections
SRA Approaches
Fly-by Maneuver
Max Approach attempts
- If NPA altitudes are corrected VNAV guidance shall not be used.
- Temp. Correction Requirements:
□
ISA minus 15°C or colder Enroute MSA.
□
ISA minus 30°C or colder DA or MDA.
□
ISA minus 45°C or colder All minimum procedure altitudes.
- In mountainous regions during any Cold Temperature Operations, corrections to all approach
procedure altitudes must be applied
- Some approach procedures planned for Emirates have a TLIM (Limiting Temperature)
published. They may be flown down to this temperature without applying corrections.
- If below the TLIM the aircraft may fly down to the LMAV MDA for that approach.
Flight crews are not permitted to execute SRA approaches.
Flight crews are not permitted to execute fly-bys for the purpose of ground observation.
The number of approaches to any airport is limited to 2, unless there is a significant
rd
improvement in the weather conditions and there is a good possibility of landing off a 3
approach.
FOM 13.3
FCI 2007-049
FCI 2007-053
FOM 15.11
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Missed Approach Climb
Gradient
Missed Approach
Acceleration Altitude
CM2 Taxi Restrictions
Maximum taxi speed
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Icing Conditions
VREF Corrections
Night Operations
Minimum Width of
Runway
FO Restrictions
6. LIMITATIONS AND POLICIES
28 April 2008
STUDY GUIDE
Limit / Policy
Prior to dispatch the max landing weight is calculated to meet:
- The Engine Inop 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.
- Jeppesen M/A Climb Gradients is not published unless it is above 2.5%.
- This will be exceeded by almost all ALL ENGINE MISSED APPROACHES.
- The acceleration altitude on a missed approach will be the Jeppesen published missed
approach altitude.
- 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.
30 kts.
10 kts. for a slippery surface
Crews may exceed these limits when backtracking on an active runway.
- OAT is 10C or below and;
- visible moisture is present, (Visibility is less than 1 sm or 1600 M).
- or standing water, ice, or snow is present
If OAT is 3C or Below do an engine run up to 50% N1 for approximately 1 sec duration every 60
minutes.
A/T Engaged
- VREF + 5 knots.
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
- For night operations at least runway edge, threshold, and runway end lights must be on.
Minimum width of runway for Emirates operations is 45 meters. In cases were runway is less
than 45 meters approval of the VPFOT is required.
Minimum width of cleared runway for operation on Contaminated Runways 30 Meters.
No ops on contaminated runways.
No crosswinds in excess of 20 knots.
Take-off vis. Is more than 500 meters.
Reference
FCI 2007-089
QRH PI
FCI 2007-089
FOM 20.3.6
FOM 20.3.6
FOM 15.11
FOM 15.6
FCI 2007-052
FOM 15.6
FCI 2007-68
FOM SP.16.5
FOM SP.16.8
FCTM 1.16
FOM 17.5
FOM 15.1
FOM 18.13
FOM 3.4.10
FCI 2007-080
EMIRATES B-777
Page 77 of 158
Item
Approach Lighting System
Old FCTM Vol 2
L
A
N
D
I
N
G
VASI, T-VASI,
and PAPI
FCTM 6.3
FCTM 6.6
6. LIMITATIONS AND POLICIES
Limit / Policy
28 April 2008
STUDY GUIDE
Reference
EMIRATES B-777
Page 78 of 158
Item
Overweight Landings Vs.
Fuel Jettison
6. LIMITATIONS AND POLICIES
Limit / Policy
- When it becomes necessary to land at an airport other than the originally planned
destination, jettison or overweight landing above the MLW is permitted if it is a
Non-normal operation.
- Overweight landing above MLW and RLW is permitted for Emergencies.
- Malfunction that renders the aircraft unairworthy.
- Condition where safety could be compromised. If landing is delayed.
- Serious illness of crew or passengers.
- Performance issues should be considered:
LANDING CLIMB LIMIT WEIGHT
LANDING DISTANCE
BRAKE ENERGY
ENGINE INOP GO-AROUND CLIMB GRADIENT (if Engine is inop)
- Brief for higher Descent rates if required.
If Overweight Landing completed
Tech Log entry required actual landing weight, flap setting and estimated rate of
descent at touchdown
Landing on a Slippery Runway
Hydroplaning Technique
L
A
N
D
I
N
G
Emergency Landings
Evacuation Video
Hard Landings
28 April 2008
STUDY GUIDE
Reference
FOM 20.3.7
Airmanship
FCTM 6.36
- When an emergency landing or ditching is imminent, the Captain (or his
delegate) shall announce:
o :02 minutes before touchdown (approx 1,000’ AGL) “ATTENTION
CREW AT STATIONS”.
o :30 seconds before touchdown (approx 200’ AGL) “BRACE, BRACE”.
- The commander initiates the evacuation:
o “(LH, RH, FWD, REAR, OVERWING, ALL AVAILABLE) EXITS,
EVACUATE, EVACUATE”.
- If evacuation is likely and sufficient time is available the Commander must order
the showing of the Emergency Briefing Video.
Hard Landings
- 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, and must be reported in the aircraft Technical Log as a “Hard
Landing”.
- During certification, FAA regulations require the demonstration of landings at
maximum certified landing weight.
- If flight crews suspect that a hard landing has occurred, ensure that the
following are carried out:
o raise an ASR
o make a Tech Log entry
o advise MCC and/or local engineer
o ensure timely follow up action is initiated before leaving the aircraft.
- On occasion, Engineering may receive an automated downlink from the aircraft
after a landing that is indicative of a hard landing. The Commander is the only
person who determines if the landing was indeed “Hard” as defined above. The
“Hard Landing” entry the tech log will be the instruction for an engineering
inspection to be carried out. Terms such as “Firm” or “Bounced” are not
acceptable.
- 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.
FOM 20.4
FOM 20.5.1
FOM 20.3.7
FCI 2008-008
Personal Procedure
EMIRATES B-777
Page 79 of 158
Item
P
O
S
T
F
L
I
G
H
T
Engine Out Taxi After Landing
Transit or turn-around stops with
a Cabin Crew change
6. LIMITATIONS AND POLICIES
Limit / Policy
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:
Taxiways or aprons that may be wet or slippery.
Tight turns or operations in confined areas.
Significant uphill taxi at high gross weight and thrust settings required to
accommodate that maneuver.
Specific airfield restrictions in navigation charts or OM-C.
Use of the APU.
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.
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 no
allow crew to remain on board for this handover are listed in the OM-C RAIG.
28 April 2008
STUDY GUIDE
Reference
FCI 2008-005
FOM 15.14
FOM 16.1.3
EMIRATES B-777
Page 80 of 158
Item
EAD-24R2
6. LIMITATIONS AND POLICIES
28 April 2008
STUDY GUIDE
WHITE FCOM BULLETINS (BOEING)
Notes
To inform crews of false PWS warnings
PWS warnings Kansai airport Osaka
Japan.
EAD-40R4
Procedure to follow to discriminate between nuisance alerts and actual problems.
Stabilizer Green band nuisance EICAS
message.
EAD 43R1
Electronic Checklists not completing
correctly.
EAD-46R1
Intermittent contacts on the switch may not close to complete the checklist item. If so confirm correct
position of switch and override checklist item.
When Starting the APU, hold the start switch in start for 1 second.
APU Start Failures Due to APU Start
Switch.
EAD-50R2
Electrical Load Management System
ELMS AIRINC Communications Faults.
EAD-53R3
777 Fuel Quantity Indication System
Fluctuations.
EAD-54R1
ELMS P110, ELMS P210, ELMS P310 Status Messages.
Some of the airplane systems will appear faulted when they are not and some airplane systems may
not display EICAS alert or status messages.
- If EICAS alert messages display perform the associated non normal checklist as required
- During Fuel Balancing make sure the fuel is being balanced in the correct direction.
- Once Fuel Jettison is initiated it must be terminated manually.
- Fuel Jettison is not possible if both ELMS P110 and ELMS P210 are displayed.
Do not use synoptic displays to perform procedures.
To advise crews of fuel quantity indicating system fluctuations.
- Typical Fuel Flow is 55kgs per minute an internal FQIS anomaly will result in 270 kgs per minute in
the L, R, or C tanks. The erroneous fuel indication and resultant messages have been observed to
recover in several minutes but may repeat throughout the flight.
- If signs of fuel leak observed
- Visual observation of fuel spray.
- Excessive engine flow.
- Control wheel deflection
Complete the Fuel Leak Checklist
To direct the crew to remove discontinuities after entering the departure procedures in the FMC.
FMC Departure Routing Anomaly.
EAD-55R2
Fuel temperature blanking indication.
EAD-58R2
Incorrect turn during a SID
EAD-60R2
New Ice Shedding Procedures for Trent
800 Engines in Freezing Fog.
EAD-62
False Engine Out Indication.
EAD-64R1
GE90-115B Flameouts Following RTOs.
EAD-67
FMC Performance Predictions Anomaly.
EAD-68R2
Fuel Quantity Blanking on the Progress
2/3 page of the CDU.
EAD-69
Fuel Flow Blanking with GE-90-100.
To inform crews of a Fuel Quantity Processor Unit FQPU anomaly that may cause blanking of the fuel
temperature indication.
- If fuel temperature blanks use the TAT as a conservative indication of the fuel temperature.
- The FUEL TEMP LOW EICAS will not display. Maintain the TAT greater than 3°C above the fuel
freeze point.
- Jet A -40°C, Jet A1 -47°C FOM Chap 11 page 10
If during a turn the A/P should start a turn in the opposite direction to that displayed on the map, use
HDG SEL or TRK SEL to fly the correct course.
Condition Freezing Fog and Visibility 300 meters or less.
- If Take-off within :45 minutes total taxi time, accomplish normal procedures.
- If Takeoff cannot be achieved within :45 minutes of taxi time complete the procedure below every
:45 minutes before takeoff.
- 0°C to -6°C run-up the engines to 50%N1 for 60 seconds.
- -7°C to -13°C run-up the engines to 59%N1 for 60 seconds. Takeoff Config sounds at 60%N1.
- If OAT is less that -13°C engines must be manually deiced.
- Taxi in time from previous flight may be included if in same conditions.
- Further exceptions included in Bulletin.
To inform crews of a Loss of N3 Indication anomaly on Rolls-Royce engines.
If the N3 Engine display arcs blank and the digital display shows 0.0.
- Operations above FL200: Climbs and Descents not affected. During Cruise disconnect the A/T
and set power for the desired speed.
- Approach to an Autoland (LAND2/LAND3): continue the approach and landing, manual landings
are not affected.
Crews should avoid abrupt thrust lever movement in the forward thrust range during the time period
immediately following thrust reduction to idle.
To inform crews of a FMC performance predictions anomaly following ABEAM PTS selection.
- After Selecting ABEAM PTS review the ALT/OAT on the WIND page, reenter the correct altitude
and the SAT.
- Does not apply to the 777-300ER or the 777-200LR.
- Procedures for entering a Manual Fuel Quantity.
- Procedures for Fuel Jettison if required.
Nuisance Blanking that only occurs at or near idle during descent.
EMIRATES B-777
Page 81 of 158
Item
EAD-71
Generator OFF light On After Engine
Start with no EICAS message
EAD-75
Honeywell Flight Management Computer
Anomaly
6. LIMITATIONS AND POLICIES
28 April 2008
STUDY GUIDE
WHITE FCOM BULLETINS (BOEING)
Notes
After Engine Start, flight crews should check that the generator OFF lights on the electrical panel are
not illuminated. If they are on, maintenance action is required.
To prevent exceeding a speed restriction when accompanied by an AT-OR-ABOVE altitude
constriction, use speed intervention (enter speed constraint in the MCP Speed Window) until the
constrained waypoint is sequenced. After passing the waypoint select VNAV as desired.
EMIRATES B-777
Page 82 of 158
Item
EKIB-2
Loss of Engine Thrust Control.
EKIB-4
Electrical Power Transfers – APU to
External Power
EKIB-5
6. LIMITATIONS AND POLICIES
28 April 2008
STUDY GUIDE
EMIRATES INFORMATION BULLETINS
Notes
Continue Takeoff or remain airborne until the ENGINE LIMIT/SURGE/STALL checklist can be
completed
If there is a Power interruption during the power transfer, displays will revert to the default settings.
Change displays to the required settings when required.
Keep the crossfeed valve closed unless directed to open the valve by a non-normal checklist.
Fuel Crossfeed
EKIB-8R1
Procedures for resetting Bus Tie
switches on the ground only.
EKIB-9
Use of Rudder on Transport Airplanes.
EKIB-10R3
Alternate C of G on Takeoff
EKIB-12
Continued Flight after tail strike during
takeoff when no EICAS TAIL STRIKE
message is displayed.
EKIB-15
Inadvertent Over Speeds.
EKIB-16
Flight Crew Considerations for Engine InFlight Shutdown.
EKIB-17
ENG IDLE DISAGREE message and
slow engine acceleration during in-flight
starting.
EKIB-19
Flight Crew Considerations for an Engine
Surge.
EKIB-21
777-300ER Maneuver Margin and the
FMC CRZ CG Value.
EKIB-22
GE-90 In Service Observations /
Differences
EKIB-23
If the ELEC BUS ISLN L and ELEC BUS ISLN R EICAS message occurs during an engine start
pushback or taxi phases, flight crews may re-set the Bus Tie switches without checking for the
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.
For 777-200LR, 777-300, 777-300ER, 777-300ER/ULR aircraft use alternate C of G in the OPT if the
C of G is 26% or greater.
- 777-200 accomplish the TAIL STRIKE checklist and land at the nearest suitable airport.
- 777-300 continue the flight.
Leave the AFDS engaged unless it is apparent that a significant overspeed will occur and the AFDS is
not correcting. (.05>VMO or 20kts)
Loss of an engine Parameter does not require engine shutdown as long as there are no accompanying
indications of an engine malfunctions.
In-flight Starts above 20,000 feet the engine may accelerate slowly as it approaches idle speed. This
could be misinterpreted as a hung start. When the engine approaches idle it will respond normally to
thrust lever movement.
Promotes awareness of Engine Surges and encourages a methodical analysis of the problem prior to
taking action.
The Default CRZ C of G in the FMC is set to 7.5 to avoid high altitude, cruise speeds that result in a
vibration that is uncomfortable to passengers.
- 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.
- Center the Captains steering and wait at least 5 seconds prior to applying greater than 60% N1.
CONFIG GEAR STEERING EICAS
message during takeoff
EKIB-24
Magnetic Variation Difference Event.
EKIB-25
Occurrences of Un-powered Right
Transfer Bus during triple channel
autoland bus isolation
EKIB-26
Intermittent failure of the HDG REF switch cause the Left and right FMS to operated in different
heading modes. One in NORM one in TRUE.
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..
Autoland should not be used for Overweight Landings.
Over Weight Landings Using the
Autoland System
EKIB-28
IF MCP selections not working try alternate selections. Consider cycling the AFDS OFF then ON.
AFDS MCP Faults
EKIB-29
Rudder Deflection
EKIB-30
TCAS Operation and Display of Traffic
Failure of one PCU may result in the deflection of 1 degree of rudder trim. This is considered normal
and the flight can continue normally.
Near terminal areas in high congestion areas the Interference Limiting (IL) area prevents TCAS from
tracking and displaying traffic that is not deemed as a threat.
EMIRATES B-777
Page 83 of 158
Item
EKIB-31
6. LIMITATIONS AND POLICIES
28 April 2008
STUDY GUIDE
EMIRATES INFORMATION BULLETINS
Notes
If OPT VR = V2 in the OPT Enter the Data in the FMS as VR and V2 +1
VR and V2 Speeds – OPT vs. FMS
EKIB-32R1
EAI operational check after engine start
EKIB-33R1
Use of Barometric Vertical Navigation for
Instrument Approach Operations Using
Decision Altitude
EKIB-34
ELMS Power Panel Damage Due to
Arcing Power Contactor
EKIB-35
Excessive Ground Returns displayed on
Rockwell Collins Weather Radar
EKIB-36
GSM connectivity onboard 777 aircraft
Whenever icing conditions are forecast enroute crews are required to perform an operational check of
EAI valves during initial taxi. Cycle each engine EAI switch to ON, look for the green EAI annunciation
on the EICAS and switch back to AUTO. Additional thrust of 3%N1 may be required to open the
valves.
- VNAV Approaches to DA require GPS Displayed on ND and QNH set on Altimeters.
- F/D or A/P must be used.
- There is no requirement to add 50 feet to DA.
- VNAV pitch mode must be used.
- Maximum descent rate of 1,000 fpm is not to be exceeded.
- Use dual electrical sources to power the aircraft during ground operations as much as possible in
the following order of priority:
o Primary and secondary external power.
o APU generator Power and primary external power.
- If conditions permit, and two independent ground power sources are available, the APU should be
switched off to conserve fuel.
- 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.
- Controlled by CCP Panel in the F3 Galley, the VCC IFE master switch, and the IFE PASS/SEATS
switch in the Flight deck.
- System available above 16,5000 feet, welcome text sent to all registered phones. On Selected
routs the system may be used after the Purser makes PA above 20,000 feet. FCI 2008-33
- Use of mobile phones in the flight deck during preflight and after landing is at the commanders
discretion. FCI 2008-13
EMIRATES B-777
Page 84 of 158
6. LIMITATIONS AND POLICIES
INTENTIONALLY BLANK
28 April 2008
STUDY GUIDE
EMIRATES B-777
28 April 2008
STUDY GUIDE
7. FUEL POLICY
Page 85 of 158
FUEL POLICY
Item
Limit / Policy
Company
Policy
Standby Fuel
Tank Capacities
The company policy is to plan fuel requirements on Minimum Total Cost and Maximum Payload
Center Tank
Scavenge
Trip Fuel
Contingency
Fuel
Use of Conti.
Fuel
Decision Point
Procedure
Reference
FOM 11.1
3 tons below flight plan fuel.
FOM 11.4.1
777-200
28,300 / 37,700 / 28,300 ........................................... 94,300
777-200ER
29,100 / 79,300 / 29,100 ......................................... 137,500
777-200LR A6-EWD
31,300 / 82,900 / 31,300 / Aux 5,700 ...................... 151,200 No Aux Tank FCI 2008-004
777-300
29.100 / 79,300 / 29,100 ......................................... 137,500
777-200LR / 300ER/ULR
31,300 / 82,900 / 31,300 ......................................... 145,500
With the main tank pumps on a scavenge system operates automatically
-200....................................................... 9,100
to transfer any remaining center tank fuel to the main tanks. Fuel transfer
-200ER, 300 ........................................ 13,100
begins when either main tank is less than…
-200LR, -300ER, -300ER/ULR ............ 23,900
Departure Cruise Approach and Landing.
The higher of 1 or 2
1. Either
a. 5% of Trip Fuel (min of 600 kgs)
b. 3% of Trip fuel (min of 600 kgs)
i. Enroute Alternate planned:
ii. Within a circle at 25% of trip distance from destination or 20% of trip distance + 50nm whichever is greater.
iii. Circle will have a diameter of 20% of the flight planned distance
c. :20 minutes flying time if fuel consumption monitoring is valid and used.
2. Additional fuel for :05 at holding speed at 1500 feet
Contingency fuel can be used after the fueler disconnects.
FCOM 12.20.5
FCOM 12.20.3
FOM Chap 11
FOM Chap 11
FOM 11.1.2.3
A Trip can be planned with less than the above contingence
fuel if it will have the greater of the following two fuels.
+3%
+5%
Alternate Fuel
Final Res. Fuel
Taxi Fuel
Additional Fuel
Extra Fuel
Fuel Tankering
Fuel Tankering
Calculations
Fuel Uplift
Check
Refueling with
Pax onboard
Refueling with
One Engine
Running
Fuel checks
Fuel
Conversion
- Missed approach, climb, cruise, descent,, approach, and landing, plus an additional 5%,
- Calculated on a minimum distance of 100 nm.
- If Destination weather is forecast below landing minima ±1 hour.
- Two alternates are required. (Fuel for the furthest alternate is required)
:30 holding fuel at 1500 AAL
Based on a statistical database. APU ops for :30, Start and taxi.
-
ETOPS
The forecast weather should be at or above tha 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.
- Tanking planned to1% below MLW.
Pilots Discretion
-
Fuel Tankering is planned to MLW less 1%.
It is the commanders 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 & Y =Max Fuel Available.
How much do we require?
Return Fuel + APU and Taxi Fuel + Trip Fuel there = Required Fuel for round trip
- 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%
1)
Establish communication with the Engineer. By means that remain available during refueling;
2)
Inform the Cabin Crew of the beginning and ending of fueling, and indicate fueling has been completed by illuminating the
“FASTEN SEATBELT” sign
3)
Listen for possible fire warning from the ground engineer.
4)
Liaise with the Purser to determine the two safest and most practical passenger/cabin doors intended for a possible
evacuation. (Ensure 2 exits are available for exit)
5)
Be prepared to initiate a passenger evacuation if necessary.
6)
Be familiar with the ‘Refueling when Passengers are Embarking, On Board , or Disembarking” outlined in the CCEM..
Defuelling with passengers onboard must not take place.
There is no guidance given in the FCOM, Some information is given in the FOM. Before trying this procedure I suggest contacting
the SMNC and FCDM for guidance.
-
At intervals not exceeding 1:00.
Flight Log requirements require fuel checks every :30 minutes
-
US Gallons to Liters ....................... 3.785
FOM Chap 11
FOM Chap 11
FOM 12.4
FOM Chap 11
FOM Chap 11
FOM 11.1.2.6
FOM 12.4
FOM Chap 11
FOM Chap 11
FCI 2007-002
Common
Sense
FOM 11.4.3
FOM Chap 11
FCI 2007-004
FOM 11.2.3.4
FOM Chap 11
FOM 15.1
-
IMP Gallons to Liters ..................... 4.545
EMIRATES B-777
7. FUEL POLICY
Page 86 of 158
Item
Limit / Policy
Fuel at
Touchdown
Not less than:
In-flight fuel
management
for commitment
to destination
Communications
Fuel Jettison
Taxi Fuel Burn
APU Fuel Burn
-
-
-
28 April 2008
STUDY GUIDE
Destination
=
Alternate fuel + Final reserve fuel
Commitment to destination
=
Final reserve fuel
Alternate
=
Final reserve fuel
The commander shall declare an emergency when the actual fuel onboard is less than final reserve fuel.
It is permissible to continue to destination with less than Alternate + Final Reserve fuel provided:
If max delay known or the EAT at the destination is received from ATC, the flight can 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.
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 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 to 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
If the aircraft MAY land with less than Final Reserve Fuel use PAN PAN PAN. The “MIN FUEL ADVISORY” may be used
in the USA in place of the PAN PAN PAN
If the aircraft WILL land with less than Final Reserve Fuel use MAYDAY MAYDAY MAYDAY
Ensure adequate weather minimums exist at airport of intended landing.
Get ATC Clearance
Do a PA to the Passengers.
Fuel jettison above 4,000 feet AGL ensures complete fuel evaporation.
Downwind drift of fuel may exceed 1 mile 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.
At least 10.4 kgs will remain in main tanks after jettison is complete due to stand pipes in the tanks.
Use the Unannunciated Checklist for Fuel Jettison.
Jettison Time Rule of Thumb 2/3 of Jettison Fuel = time in minutes
GE Engines 2,000 kgs/Hour
RR Engines 1,600 kgs/hour
Ground consumption 240 kgs/hour
In-flight consumption 140-270 kgs/hour dependant on Altitude and Weight
Reference
FOM 11.3.4
FOM 11.3.3
FCI 2007 002
FCTM 1.08.16
Rule of Thumb
Rule of Thumb
QRH PI 47.8
7EMIRATES B-777
28 April 2008
STUDY GUIDE
8. PERFORMANCE
Page 87 of 158
PERFORMANCE
772
772ER
772ERA6-EML
MTW
MTOW
MLW
248,115
247,207
201,848
VREF Flap 30
MZFW
287,804
286,897
208,652
FLAPS UP
0’ PA
2,000 PA
4000’ PA
MLW
MTOW
MLW
MTOW
FLAP 20
FLAP 30
FLAP 20
FLAP 30
300 nm
400 nm
500 nm
300,278
299,370
237,682
341,101
340,194
251,290
350,173
349,266
251,290
138kts
140kts
139kts
149kts
150kts
150kts
199,580
209,106
224,528
237,682
237,682
PCN DISPATCH LIMITATIONS
MLW, Medium Subgrade
Rigid
Flex
Rigid
Flex
Rigid
Flex
Rigid
Flex
Rigid
Flex
Rigid
Flex
Rigid
Flex
37
34
42
36
42
36
47
41
53
46
55
47
55
47
Wt
KIAS
FF/Eng
240T
234kts
3460
260T
243kts
3690
See QRH PI for Optimum Altitude
260T
280T
243kts
3690
238kts
3510
280T
253kts
3920
300T
251kts
3870
300T
251kts
3870
220T
224kts
3170
240T
234kts
3460
240T
234kts
3460
260T
229kts
3270
260T
243kts
3720
280T
242kts
3610
280T
242kts
3610
200T
216kts
2890
220T
224kts
3170
220T
224kts
3170
240T
223kts
3030
240T
234kts
3500
260T
233kts
3360
260T
233kts
3360
180T
209kts
2630
200T
216kts
2890
200T
216kts
2890
220T
217kts
2800
220T
224kts
3220
240T
226kts
3110
240T
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)
44°C
40°C
47°C
42°C
34°C
39°C
38°C
N/A
38°C
30°C
40°C
36°C
32°C
29°C
N/A
N/A
N/A
N/A
30°C
29°C
26°C
NORMAL LANDING DISTANCE Unfactored
Flap 30, Wet Runway, Autobrake 4, 2,000 AMSL, 15kt tailwind, ISA+30
2100m
2100m
2263m
2300m
2400m
2600m
2400m
2989m
2600m
3000m
2100m
2300m
2400m
3000m
NON-NORMAL LANDING DISTANCE ENGINE INOP Unfactored
QRH PI
200 nm
344,276
343,369
223,167
195,044
QRH PI
100 nm
263,990
263,083
213,188
HOLDING FUEL CONSUMPTION @ FL 100
QRH PI
773ULR
136kts
QRH PI
Ground
Distance
773ER
190,508
Jeppesen Manual Airport Directory
Weight
MLW
773
WEIGHT LIMITATIONS
FCOM LIMITS
QRH PI
772LR
1823m
1659m
2072m
1880m
Wet Runway, Max Manual Braking, Max available reverse, 2,000 AMSL, 15kt tailwind
1858m
1883m
1930m
2095m
2177m
1690m
1712m
1785m
1872m
1927m
2285m
2155m
2531m
2433m
2663m
2069m
1954m
2362m
2172m
2413m
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)
220T 3.6%
4.8%
280T 2.5%
5.7%
280T 2.5%
5.4%
320T 2.7%
8.0%
2177m
1927m
2717m
2467m
- Basic minimum requirement 2.1%.
- If decision height is below 200 feet 2.5%.
- Charted gradient if higher. FCI 2007-035
320T 0.0%
3.7%
340T 2.3%
6.3%
SHORT TRIP FUEL AND TIME
350T 2.0%
6.3%
Fuel
FCOM PD 40 knot HW, MLW @ start of diversion (Add 4.2T for holding and an approach)
3.1T
:25
FL180
4.8T
:40
FL310
6.2T
:52
FL360
7.8T
1:06
FL360
9.1T
1:21
FL360
3.1T
:25
FL170
4.9T
:40
FL290
6.6T
:53
FL350
8.0T
1:06
FL350
9.6T
1:21
FL350
3.2T
:25
FL170
5.0T
:40
FL290
6.6T
:53
FL350
8.0T
1:06
FL350
9.7T
1:21
FL350
3.2T
:26
FL160
5.0T
:41
FL270
6.4T
:53
FL350
8.0T
1:06
FL370
9.5T
1:21
FL370
3.2T
:24
FL160
5.2T
:40
FL260
7.0T
:53
FL320
8.8T
1:06
FL330
10.5
1:21
FL330
3.6T
:25
FL160
5.5T
:40
FL260
7.4T
:53
FL340
9.0T
1:06
FL350
10.8
1:21
FL350
Time
Flt Lvl
3.6T
:25
FL160
5.5T
:40
FL260
7.4T
:53
FL340
9.0T
1:06
FL350
10.8
1:21
FL350
7EMIRATES B-777
28 April 2008
STUDY GUIDE
8. PERFORMANCE
Page 88 of 158
772
772ER
772ER
772LR
773
773ER
773ULR
A6-EML
Fuel
SHORT TRIP FUEL AND TIME GEAR DOWN
Ground
Distance
Flt Lvl
FCOM PD 40 knot HW, MLW @ start of diversion (Add 6.3T for holding and an approach)
4.8T
:31
FL190
8.4T
:53
FL240
12.1T
1:15
FL220
15.8T
1:37
FL220
19.7T
2:00
FL220
100 nm
200 nm
300 nm
400 nm
500 nm
5.0T
:31
FL170
8.7T
:53
FL210
12.6T
1:15
FL210
16.5T
1:37
FL200
20.7T
2:00
FL180
5.1T
:31
FL170
8.9T
:53
FL120
12.9T
1:15
FL210
16.9T
1:38
FL200
21.4T
2:00
FL180
4.9T
:29
FL210
8.3T
:49
FL270
11.6T
1:08
FL290
15.0T
1:27
FL290
18.3T
1:45
FL290
5.6T
:31
FL180
9.7T
:52
FL240
14.0T
1:12
FL250
18.0T
1:33
FL240
21.1T
1:56
FL240
5.6T
:30
FL190
9.5T
:50
FL240
13.4T
1:09
FL260
17.3T
1:28
FL260
21.3T
1:46
FL260
HOLDING FUEL CONSUMPTION GEAR DOWN @ FL 100
FLAPS 1
FLAPS UP
FCOM PI
FCOM PD
0’ PA
2,000 PA
4000’ PA
Time
5.6T
:30
FL190
9.5T
:50
FL240
13.4T
1:09
FL260
17.5T
1:28
FL260
21.3T
1:46
FL260
Wt
Total FF/Hour
240T
11430 kgs/hr
260T
12340 kgs/hr
260T
12340 kgs/hr
280T
11,840kgs/hr
280T
13210 kgs/hr
300T
12950 kgs/hr
300T
12950 kgs/hr
220T
10550 kgs/hr
240T
11430 kgs/hr
240T
11430 kgs/hr
260T
10,940kgs/hr
260T
12320 kgs/hr
280T
12080 kgs/hr
280T
12080 kgs/hr
200T
9690 kgs/hr
220T
10550 kgs/hr
220T
10550 kgs/hr
240T
10,200kgs/hr
240T
11480 kgs/hr
260T
11280 kgs/hr
260T
11280 kgs/hr
180T
8870 kgs/hr
240T
10890 kgs/hr
200T
9690 kgs/hr
260T
11800 kgs/hr
200T
9690 kgs/hr
260T
11800 kgs/hr
220T
9,460kgs/hr
280T
11,640kgs/hr
220T
10640 kgs/hr
280T
12650 kgs/hr
240T
10500 kgs/hr
300T
12620 kgs/hr
240T
10500 kgs/hr
300T
12620 kgs/hr
220T
10000 kgs/hr
240T
10910 kgs/hr
240T
10910 kgs/hr
260T
10,680kgs/hr
260T
11750 kgs/hr
280T
11740 kgs/hr
280T
11740 kgs/hr
200T
9130 kgs/hr
220T
10040 kgs/hr
220T
10040 kgs/hr
240T
9,860kgs/hr
240T
10890 kgs/hr
260T
10910kgs/hr
260T
10910kgs/hr
180T
8290 kgs/hr
200T
9200kgs/hr
200T
9200kgs/hr
220T
9,060kgs/hr
220T
10000 kgs/hr
240T
10100kgs/hr
240T
10100kgs/hr
LANDING CLIMB LIMIT WEIGHT GEAR DOWN (Flap 20 Approach, Flap 30 Landing)
205.9T
48°C
190.2T
48°C
Max Weight and temp from chart (Big reductions for operating in icing conditions)
211T
211T
249.4t
209.9T
256.3T
54°C
54°C
54°C
54°C
54°C
204.2T
205.3T
205.3T
241.5t
247.1T
50°C
50°C
50°C
50°C
50°C
256.3T
54°C
247.1T
50°C
181.2T
198.1T
198.1T
234.8t
197.1T
239.0T
239.0T
46°C
46°C
46°C
46°C
46°C
46°C
46°C
Landing Climb Limit Weight 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 QRH PI
- To be used when conducting a one engine approach and the climb gradient is in question.
- Jeppesen 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.
- 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)
EMIRATES B-777
28 April 2008
STUDY GUIDE
9. SOP GUIDE
Page 89 of 158
-
Preflight Checks.
DOCUMENTS FILE FOM2.1
1) C of R
2) C of A Check Date
3) Original or a copy of the Noise Certificate.
4) Original or a copy of the Air Operator Certificate.
5) Aircraft Station License Check Date
6) Original or a copy of the Third Party Liability Insurance Certificates.
Check Date
EMIRATES B-777
Page 90 of 158
9. SOP GUIDE
Walk Around Component Locator Guide.
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Page 96 of 158
CM1
CM2
Minimum Requirements for Preflight Planning FOM 12.2
- 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 FOM 12.2
- 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
• Ensure ADIRU OFF :30 sec, then ON
• Nav Charts
• Check lighting set for walk around
• Laptop
• Check EICAS Messages, ENGINE, and STATUS pages
• Aircraft Documents
• Check DOORS page, 2 Doors open or armed if refueling
• Emergency Equip.
• COM / MASTER / MANAGER / DATALINK RESET
• Flight Deck Door Key
• IDENT page / Position Ent / Route Request / ATIS Request
• Camera
(wait :10 minutes after registering IN time before making a ROUTE REQUEST)
• Overhead Panel / CBs
• Start EFB / Check Camera
• Park Brake set if required to check brake wear indicators.
• Check for 5 Gear Pins
• Adjust seat and organize documents
Aircraft Documents
Flow
1 FCOM NP.21.9
Clear for Boarding if Tech Log OK.
2
Remind the Purser that you are refueling with
3
passengers on board.
4
Laptop Check
5
Walk Around (If checking brakes ensure park brake set)
6 FMC Initialize FCOM SP.11.5
↓
• Ident
↓
• POS – Check UTC time
↓
• Route
↓
• Perf (Default C of G) 200,200ER, 300-30%//200LR-14%//300ER ULR-7.5%
↓
• DEP/ARR
↓
• RTE (POS page 2 check RNP) (Verify or enter correct RNP (FCOM
↓
SP 20) See Jepp SID chart or RNP 1.0
↓
•
LEGS
↓
Check Departure (Use Plan Mode on ND)
↓
Load winds or Insert the Average wind
↓
Load descent winds
↓
• Nav Rad
↓
• Prog (Check ground distance)
↓
• Route 2 Copy
↓
• FMC COM (Check for incomplete entries)
Flow
1 FCOM NP.21.21
• FIX (Optional insert MSA restrictions and EOP waypoints)
2
• Resting Page RTE page 2
3
7 EFB initialize flight and clear FAULT, MEMO, MSG items
FMC Check
………..Checklist Reset……Datalink Initialize
•
Ident
8
•
POS – Check UTC time
Seat and Rudder adjusted
•
Route
Laptop Initialize
•
Perf – Enter Step Size
Get ATIS
•
Thrust limit
Calculate RTOW
•
T/O page 2 (Noise abattement restrictions)
•
Legs
Departure…{Check against PLAN mode}
6 Electrical Lights
Wind
8 Hydraulic Lights
•
Nav Rad
3 Fuel Pump Lights
•
Prog (Check ground distance) 2 Bleed Air Lights
RTO Brakes
•
Route 2 Copy
6 EICAS (may vary)
•
Fix
5 EICAS Com Msgs. Seatbelts On
APU Running
Resting Page PERF INIT
SAAPD
Autobrake RTO
Check FO Setup
Park Brake On
Seat Adjust
Doors Manual
Laptop (Check RTOW calculations)
Call Load Control and request Final Load and C of G
Confirm that fuel is acceptable….check 3x Upper EICAS, Fuel Page, Prog 2
Advise ground crew to inform the Fueler
Advise Load Control of the Final Fuel
Fueling Complete……………Seat Belt Sign On
Calculate ATOW and ALW
Calculate ATOW and ALW
Compute Perf. Data
Transfer T/O Data to the CFP
Cross Check Perf. Data
EMIRATES B-777
28 April 2008
STUDY GUIDE
9. SOP GUIDE
Page 97 of 158
Briefings
FCOM 50.1 FOM 15.4
CM1
CM2
CM1
REJECT BRIEFING
On Subsequent flights on the same day with the same crew it may be
abbreviated with the comment “Standard Reject Briefing, V1 __kts”
• 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), raise the speedbrake lever, and apply maximum reverse thrust.
• Once the aircraft has stopped on the runway I will set the parking brake, PA announce “ATTENTION CREW AT STATIONS”,
together we will assess the problem and I will call for the appropriate RECALL 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 “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 asses the aircraft,
and check the GEAR page for brake temperatures and tire pressures. If appropriate PA announce “CABIN CREW REVERT TO
NORMAL OPERATIONS”. Request ATC Clearance and taxi clear of the runway.
FCOM 50.1 FOM 15.4
EMERGENCY BRIEFING
PF
• If a malfunction occurs after V1, we will continue the take-off.
• No actions other than raising the gear, application of TO/GA and silencing any aural warnings will be completed until the aircraft is
safely established in the climb above 400 feet AGL.
• Recall 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.
FOM 15.4 Requirements
• Initial flight path including Engine Out Procedure.
• 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. ¾ of Fuel To Jettison = time to Jettison
• OVERWEIGHT LANDING checklist.
PF
Both pilots conduct a diligent self brief and Check FMS
“Are You Ready for a Briefing”
Select RTE Page read RWY / SID / TRANSITION
C
Chart
T
Terrain
W Weather
O Operational
FOM 15.4
FCI 2007-77
NORMAL BRIEFING
Preflight Checklist
Complete Checklist – Display Doors on MFD
Final Load Data Received – record on Flight plan – Calculate ATOW & LW
Monitor Actions
CDU Set
PERF INIT
THRUST REF
T/0 PAGE 2
T/0 PAGE 1
APP REF
ZFW enter
Fuel Quantities check CDU / EICAS / CFP
Gross Weight Call compare CDU with OPT
Confirm Gross weight
Call Assumed Temp / TOGA as appropriate
Set Assumed Temp and verify TO Thrust
Call out assumed thrust and verify Climb Thrust
Call EO Accel Height
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)
T/O page 1 set Flap & C of G
Enter the Takeoff speeds TO Speeds
Call out the Takeoff Flap
Call the Takeoff Speeds & confirm takeoff speeds entered
Call Flap 30 VREF and confirm with the OPT -0+1
Compare Flap 30 VREF with the OPT -0+1
Set MCP set V2, Select LNAV VNAV and confirm
armed on PFD
Set Initial Heading & Initial Altitude
Resting page Take-off Page 1
IF “PRE FLIGHT COMPLETED” NO DISPLAYED
Flight deck windows closed and locked
T/0 PAGE 1
Captains PA
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 & Transp).
EMIRATES B-777
28 April 2008
STUDY GUIDE
9. SOP GUIDE
Page 98 of 158
CM1
CM2
After Cabin Secure received
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.
Command CM2 to request push and start
Call ATC for start and pushback clearance
Before Start Procedure After Start Clearance is given.
Call “Cancel EICAS”
Set the Trim
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
Hydraulic Panel Pressurize right system first to prevent fluid transfer.
Fuel Panel Main pumps on, if FUEL IN CENTER EICAS displayed Center Tanks On
Beacon
“Recall” Call out the displayed messages ENGINE SHUTDOWN TCAS OFF
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
“BEFORE START CHECKLIST COMPLETE”
Engine Display Push
“Clear to Pushback, Facing ____”.
“Pushback Facing ____, Release Brakes.”
“Parking Brake Released, Blocks Off At ____”
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
Position Fuel Control Selectors to Run
Observe Oil Press increase by initial EGT rise If not Abort Start
Observe Gen OFF light not illuminated after start. EAD-71
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.
Observe Gen OFF light not illuminated. EAD-71
APU Selector Off
Engine Anti-Ice as required
“Recall” Read off remaining EIAS messages
“Checked”
Ground Engineer Dismiss “2 Good Starts, “Confirm Tow bar
Disconnected and Steering bypass pin removed”
“Clear to Disconnect, Hand Signals on the Left/Right”
Verify ground equipment is clear
Call Flaps __
Flight Controls Check
Check EAI valves if required EKIB-32
Call for “BEFORE TAXI CHECKLIST”
Display Checklist
Ground Equipment Clear
Position Flap Lever
“BEFORE TAXI CHECKLIST COMPLETE”
Before Takeoff Procedure May be done by CM1 or CM2
Brief Taxi Clearance
Clear Left
Release parking brake Engine Anti-Ice Select On- Auto EKIB-32
Call “TAKEOFF REVIEW”
Obtain Taxi Clearance
Turn on Taxi light and Turn Off lights On
Clear Right
Takeoff Review
CDU Flap __ Required, Flap __ Selected, Flap __ Indicated EICAS
ND RWY __
PFD V2 ___
TOGA, TOGA
LNAV, VNAV Armed
5,000
249 Track
FMS SOBRA 1G, Set (PNF) LEGS or (PF) T/O page 1 or CLIMB
Transponder 1326
TAKEOFF REVIEW COMPLETE
Display Checklist
When Takeoff Review Is Complete And Cabin Ready Received
Wx or Terr On
Call for “BEFORE TAKEOFF CHECKLIST”
“CHECKLIST COMPLETE”
Wx or Terr On
Complete Before Takeoff Checklist
“BEFORE TAKEOFF CHECKLIST COMPLETE”
EMIRATES B-777
28 April 2008
STUDY GUIDE
9. SOP GUIDE
Page 99 of 158
PF
PNF
Takeoff Procedure.
When Cleared to Lineup on runway
Release Brakes
Confirm Correct Runway
Align A/C on Runway MLG Steering centered for :05 before takeoff.
Verify Runway heading with ND ± 10°. FOM 15.7.2
EKIB23
Landing and Strobe Lights On
PA “CABIN CREW PREPARE FOR T/O”
Confirm Correct Runway
Verify Runway heading with ND± 10°. FOM 15.7.2
Cleared for Takeoff
CM1 Starts 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”
“AP ON” After 200 AGL
“400”
“THR REF, VNAV SPEED”
Call all FMA changes and engage Autopilot ASAP
At Acceleration height start Flap retraction “FLAPS ___”
Verify climb thrust set
Call “AFTER TAKEOFF CHECKLIST”
Verify VNAV engaged
Position Flaps as commanded
When flaps selected UP Checklist Display Push Engine A/I
AUTO
“AFTER TAKEOFF CHECKLIST COMPLETE”
Climb/Cruise Procedure.
10,000 AAL
Seat Belt Selector as required.
or “Cabin Crew Cleared for Duties”
All Landing Lights Off
NAV page manual selections off,
POS page 2 RNP Manual Selection Deleted
Approaching Transition set Altimeters
“TRANSITION”
“STANDARD FL ___”
“CHECK”
When FUEL LOW CENTER EICAS is displayed turn CENTER
FUEL PUMPS 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.
-
Record Fuel on Flight Plan
Set RADAR for Cruise
Complete Flight times on the CFP
Enter winds if required
Descent Preparation and Procedure.
Transfer Control
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 dest. and insert Trans LVL
Set Baro Mins, QNH, and RNP(Ensure CM1 pre-selects STBY ALT QNH)
Set VREF (Ensure CM1 sets Standby ASI)
Set Auto Brake
Transfer control back
APPROACH BRIEFING
Both pilots conduct a diligent self brief and Check FMS
“Are You Ready for a Briefing”
Call for “DESCENT CHECKLIST”
Landing PA
Complete prior to 10,000 MSL
Rough Calculation 3 x Altitude + 20 nm
Get ATIS
Confirm FMS
Review all Alert Messages and Operational Notes.
Verify VREF (Ensure CM1 sets Standby ASI)
Set Baro Minimums (Ensure CM1 sets Standby ALT)
Check CDU
C
Chart
T
Terrain
W Weather
O Operational
F
Fuel
FCI 2007-075
“DESCENT CHECKLIST COMPLETE”
- At TOD record fuel on Flight Plan
When Passing lesser of 20,000 AAL or TOD, Seat Belt Sign On
EMIRATES B-777
28 April 2008
STUDY GUIDE
9. SOP GUIDE
Page 100 of 158
PF
PNF
Approach Procedure.
Approaching transition level, set altimeters
Verify correct arrival and approach procedures selected
Confirm Approach Briefing
At 10,000 (ASL or AAL) select Landing , Taxi and Runway lights On
Checklist display push
Transition Check
When cleared to an altitude and below 10,000 AAL
“APPROACH CHECKLIST”
“APPROACH CHECKLIST COMPLETE”
T
C
C
L
P
Transition
Checklist
Cabin Ready
LOC… Identified
PA Completed
ILS Procedure.
Call for Flaps according to schedule
On LOC intercept heading…. Verify ILS Tuned and Identified
LOC and G/S pointers displayed
Arm App Mode
At G/S Alive…………….Set Missed approach altitude,
- Landing Gear Down “GEAR DOWN, FLAPS 20”
Arm the Speedbrake
- Flap 20
- Speed Brake Armed
- Set Speed
2500
“Check”
CABIN READY received from Purser
PA “CABIN CREW PREPARE FOR LANDING”
On LOC intercept heading…. Verify ILS Tuned and Identified
LOC and G/S pointers displayed
Landing Gear Down, Flaps 20, Checklist display
POSITION Flaps
Before 1,500 AGL
- Flap 30
- Set Speed
- Landing Checklist
Call “FLAPS __ LANDING CHECKLIST”
“LANDING CHECKLIST COMPLETE”
Before 1,000 AGL
CHECKLIST COMPLETE”
At G/S intercept set missed approach altitude on MCP
“LAND 3, FLARE and ROLLOUT ARMED”
At FAF/OM “FAF or OM ____ feet”
“MISSED APPROACH ALTITUDE SET”
1000
“Check”
500“Check”
Plus 100“Check”
Minimums “LANDING” or “GO-AROUND”
“Check”
Instrument approach using VNAV.
Call for Flaps according to schedule
On Intercept Heading…. ARM LNAV or LOC
Approx 2-3 nm before the FAF and after ALT, VNAV PATH, or
VNAV ALT
Set MDA +50 in MCP
Select VNAV
Engage Speed intervention
Approaching the Glide Path
“GEAR DOWN, FLAPS 20”
Arm the Speedbrake
Beginning the final descent
Call “FLAPS __ LANDING CHECKLIST”
300’ below Platform Altitude and M/A Altitude
Set M/A Altitude in MCP
2500
“Check”
1000
“Check”
500“Check”
Plus 100“Check”
Minimums “LANDING” or “GO-AROUND”
CABIN READY received from Purser
PA “Cabin Crew Prepare for Landing”
On LOC intercept heading…. Verify NAV Aid Tuned and Identified
LOC or VOR pointers displayed
Call “APPROACHING GLIDE PATH”
Position Landing Gear Down
Flaps 20, Checklist Display
Position Flaps
“LANDING CHECKLIST COMPLETE”
At FAF/OM “FAF or OM ____ feet”
“MISSED APPROACH ALTITUDE SET”
“Check”
Set MCP below platform altitude, and set and missed approach altitude by at 300 feet below FAF Altitude for a VNAV Approach and 300
feet above MDA for a V/S approach
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9. SOP GUIDE
Page 101 of 158
PF
PNF
Go-Around Procedure
Push TOGA
Call “GO-AROUND, FLAPS 20”
“THR,TOGA,TOGA”
Position Flaps to 20
Verify rotation to go around Attitude and thrust increase
Verify thrust adequate and adjust if required
“POSITIVE CLIMB”
Position Landing Gear Up and ensure F/Ds on
“GEAR UP”
Above 200 select A/P ON
(If F/Ds not on the can be reengaged by hitting the TOGA switch twice)
Verify MA Altitude is set
Above 400 select LNAV or HDG/TRK SEL
At Flap Retraction Altitude (Jep. Missed Approach Altitude) set
Position Flaps
speed to the maneuvering speed for the desired flap setting
Display Checklist
Call for “FLAPS __” according to flap schedule
After Flap Retraction select FLCH or VNAV as required
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
After Landing Procedure
After CM1 positions Speed Brake Lever Down.
Monitor Roll and Proper Auto Brake Operation
Call “SPEEDBRAKES UP” or “NO SPEEDBRAKES”
Call “AUTOBRAKES” if displayed on the EICAS
Call “60 KNOTS”
Move the Reverse levers to the reverse idle detent.
When reverse idle achieved stow the reverse thrust levers.
Taxi instructions received and understood.
Position Engine Anti-Ice as required
Stow the Speed Brakes
Start APU at an appropriate time.
CM1 Stops Clock
Position Strobes Off
Select Wx Radar Off
Landing Taxi lights as Required
Select Wx Radar Off
Position Auto Brakes Off
Flap Lever Up
Checklist Push
Call “AFTER LANDING CHECKLIST”
“AFTER LANDING CHECKLIST Complete”
Turning on to Parking Stand.
Notify Cabin Crew
“CABIN CREW PREPARE DOORS FOR ARRIVAL”
Turn Off Runway Turnoff and Taxi lights
Display to DOORS synoptic page
CM1
CM2
Shutdown Procedure.
Park Brake Set
Fuel Control Cutoff
Cabin Doors Disarmed
N1 below 10%, Seat Belt Selector Off
EFB Close
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)
Flight Director Off
When Wheel chocks are in release the Parking Brake.
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
Fuel Pumps Off
Beacon Off
Flight Director Off
Checklist Push
EFB Close
Transponder Standby
“SHUTDOWN CHECKLIST Complete”
APU Selector Set
Flight Deck Access System Off
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9. SOP GUIDE
Page 102 of 158
CM1
CM2
Secure Procedure.
Call “SECURE PROCEDURE”
ADIRU OFF
Emergency Lights Off
Packs Set
EFB Power sw Push
Checklist Push
EFB Power sw Push
Call “SECURE CHECKLIST”
“SECURE CHECKLIST Complete”
Laptop computer Stowed power supply connected if below 30%
Flight Deck Door key check
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 Aircraft and Cabin Log Books signed for next flight.
Reset Flight instruments
R Com to RVHF, FLT, SPKR Volumes set to 12:00
Transponder Standby 2000
Seat Belt Stowed
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EMIRATES B-777
Departure SOP
Cleared to line up on runway
.
28 April 2008
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9. SOP GUIDE
Page 104 of 158
SPEED,
VNAV PATH
28,000’ ASL
27,000’ ASL
FL 270 Climbing FL280
20,000’ ASL
FL200 Climbing FL280
Standard FL ___
Check
Transition Altitude
Transition
Lights Off
Seatbelts Off
After T/O Checklist
DEPARTURE BRIEFING
Reject Briefing
Emergency Briefing
CAT of Aircraft and Airport
NOTAMS
Route Briefing Notes
NOTAMS
Threats
Pushback and Taxi
Departure
Display the Checklist
Engine AI Auto
10,000 Climbing FL280
Flap Up
Flap 1
Takeoff,
THRUST REF
Hold
400’ AAL
A/P On
Gear Up
LNAV
400
Rotate
TAKE OFF REVIEW
Flap __
Rwy ___
V2 ___
TOGA,TOGA, LNAV VNAV Armed
5,000
249 Track
SID
PF CDU T/O
PNF, CDU LEGS
Transponder ____
TO Review complete
Display Checklist
PF Procedures
Prior to Takeoff the duties
of the PF will be completed
by CM1.
PNF Procedures
THRUST SET,
80 Knots
Ldg Lts & Strbs On
PA Cabin Crew
Verify Rwy Hdg
1,000’ AAL
After T/O Checklist
Complete
THR REF
VNAV
V1
Taxi Clearance
Brief Taxi
Taxi lights ON
Release park brake
Call For T/O Review
10,000’ AAL
Positive Climb
PF Calls
All Calls will be responded
to with an action call or
“Check”
PNF Calls
Auto Callouts
V1
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9. SOP GUIDE
Page 105 of 158
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
FL200 Descending 8,000
Seatbelt Sign On FL 200 or
TOD whichever is lower
20,000’ ASL
QNH ____ 15,000
Transition
Complete Briefing
Call for Descent Checklist
ARRIVAL BRIEFING
Messages, Notes, RBN, NOTAMS
Threats
CAT of Aircraft and Airport & why
STAR
Approach amd Missed Approach
Fuel and diversion plans
Autobrakes and Reverse Thrust
Taxi intentions
Missed Approach Calls
10,000 Descending 8,000
10,000 Procedure
Landing, Taxi, and Rwy
Turn Off lights On
Display Checklist
Transition Altitude
Approach Checklist
Check
Check FMC
ILS idendtified
Landing Gear Down, Flap 20
SPEED-ALT CAP, ALT HOLD
ILS identified
10,000’ AAL
Flap 1………Flap
9,000 Descending 8,000
Cabin Ready
PA
Cabin Crew
Prepare for
Landing
Arm the Speedbrakes
LOC armed, G/S armed, LOC CAP,
G/S CAP, missed approach altitude set
2500
FAF
Flap 30, Landing Checklist
1000
LAND 3, FLARE and ROLLOUT ARMED
1,000’
M/A Altitude Set
Landing
or G/A
500
Plus
100
PF Procedures
For the purposes of this
explanation the PF will
remain so even during
control transfers.
PNF Procedures
PF Calls
All Calls will be
responded to with an
action call or “Check”
PNF Calls
Auto Callouts
2500
1,000’ AAL
Speedbrakes Up or
No Speedbrakes
60 knots
Minimums
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STUDY GUIDE
9. SOP GUIDE
Emirates Management Model
Emirates Management Model
FLY
FLY
Examples
EFATO
- Protect the airplane
- Protect the controls
- Protect yourself…
NAVIGATE
NAV
- Diversion?
- Hold?
- Approach?
COMMUNICATE
COM
- Who do I need to speak with Urgently
ASSESS
ASS
RTO
- 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.
- Is it Time Critical???
ACTION
ACT
Engine Failure in Cruise
- Recall – Checklist - EICAS – Normal Checklists…
MAN
MANAGE
- Other Pilot – Purser – Company – ATC – fuel – weather –
diversion - …
- Several Acronyms available…
o D
o I
Decisions, Divert, Dump…
o S
o C
o S
Setup
Inform (PNF, Purser, Pax, ATC Company) ( Send Position Report
and Diversion Message) or (ACARS Message to DXBOWEK)
Rapid Depress with TCAS
Checklists
Special Requirements
When making decisions that enter gray areas consider the following:
FOM 1.01 Flight Operations Mission Statement
To operate Emirates aircraft in the safest and most efficient manner.
SLR
Is it SAFE, LEGAL, and do you have a REASON.
Tips for dealing with differences with other crew member:
A........... ASK what he/she is thinking.
S ........... If required SUGGEST a better option.
I ............. If required INSIST on the change.
Uncontrollable Fire after T/O
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9. SOP GUIDE
MEL & CDL Guidelines
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9. SOP GUIDE
Page 108 of 158
RTO Actions
Stop the Aircraft
Alert the Crew
PA
“Attention Crew
at Stations”
Call for required Recall
CM2
CM1
Set the park brake
Access the situation
Complete the
required Recall
FLT Instruments, CM2,
Purser, ATC, and
Emergency Services.
NO
Evacuation
Decision
PA
“Cabin Crew revert to
Normal Operations”
CM2 READ AND DO
YES
Turn on the STORM LIGHTS
“Passenger Evacuation Checklist”
CM2 Challenge
required PA
CM1 Respond
“Left/Right/All Available Exits Evacuate Evacuate”
Evacuation Switch Pull
Horn Silence
-
CM1
Supervise A/C Evacuation L/H.
If necessary, open R1 door.
After evacuation, abandon A/C, take command
until arrival of rescue units.
-
CM2
Supervise A/C Evacuation R/H.
If necessary, open R2 door.
Abandon A/C after complete evacuation of
passengers and direct them away.
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9. SOP GUIDE
Page 109 of 158
Engine Malfunction After V1
FCTM 3.27 QRH MAN 2.1 FCOM NP.50.1 FOM 20.3.4
PF
PNF
When Cleared to Lineup on runway
Release Brakes
Confirm Correct Runway
Align Aircraft on Runway MLG Steering centered for
Verify Runway heading with ND ± 10°.
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
“400” (An awareness call of a Lateral Mode Selection)
Select Speed Intervene (If Required)
Select TRACK and follow the Engine Out Procedure.
“WHAT IS THE PROBLEM”
(If Required)
Call Engine Indications and Report the Problem.
Stabilize the Flight Path and Navigation
Call for Required Recall
Caution:
- If TOGA selected it will
lock onto the current
track and you will be
unable to change this
until above 400’ AAL.
- 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.
Complete required Recall
Example Of Recall Procedure
“FIRE ENGINE LEFT”
Confirm the correct A/T switch
“CONFIRMED”
Guard the Operating Thrust Lever
“CONFIRMED”
Guard the Operating Fuel Control Switch
“CONFIRMED”
Guard the Operating Fire Switch
“CONFIRMED”
“LEFT A/T OFF CONFIRM”
Switch the A/T OFF
“OFF”
“LEFT THRUST LEVER CLOSE CONFIRM”
Close the Thrust Lever
“CLOSED”
“LEFT FUEL CONTROL SWITCH CUTOFF CONFIRM”
Select the Fuel Control Switch to CUTOFF
“CUTOFF”
“LEFT FIRE SWITCH PULL CONFIRM”
Pull the Fire Switch
“PULLED” Discharge bottles as required
“FIRE OUT”
Recall Complete and above Engine Out Acceleration Height and Turns Complete FOM 20.3.4
- Close the Speed Window or Set Speed to Flaps Up Speed.
- Retract the Flap.
- 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. FOM 20.3.4
- 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 (PNF, Purser, Pax, ATC Company)
S Setup
C Checklists
S Special Requirements
After 400 feet and required Recall actions complete, contact
ATC with PANPAN for a Failure or MAYDAY MAYDAY for
FIRE, SEVERE DAMAGE, SEPARATION. Tell them to
standby.
TAC OFF Trim Settings
Take-off .......... 12 units
Downwind ........ 6 units
Approach ......... 3 units
Rule of Thumb
Rudder Trim should = Fuel Flow
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9. SOP GUIDE
Page 110 of 158
EICAS Message Procedure
TM B777 Part 1 Chapter 4 page 10
PF
PNF
EICAS
“(EICAS MSG) RECALL”
Complete the Recall Items“
“(EICAS MSG) RECALL COMPLETE”
“ADDITIONAL NON-NORMALS”
Complete the Checklist Items“
“(EICAS MSG) CHECKLIST COMPLETE”
“NO ADDITIONAL NON-NORMALS”
“(EICAS MSG) CHECKLIST”
“REVIEW EICAS”
Read all EICAS messages
Call for any further checklists if required
“CANCEL EICAS”
“CLEAR CHECKLISTS”
Cancel EICAS
Clear Checklist
Engine Failure or Fire at Cruise Altitude
PF
“ENGINE OUT DRIFT DOWN PROCEDURE”
Ensure VNAV Engaged
FCTM 4.11 FCOM SP23 FCOM 11.31.31
PNF
“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
“ENGINE FAILURE L/R CHECKLIST”
Complete the Checklist Items“
“ENGINE FAILURE CHECKLIST COMPLETE”
“REVIEW EICAS”
Read all EICAS messages
Call for any further checklists if required
“CANCEL EICAS”
“CLEAR CHECKLISTS”
Cancel EICAS
Clear Checklist
PF
PNF
“EICAS”
“FIRE ENGINE L/R RECALL”
Complete the Recall Items“
“FIRE ENGINE L/R RECALL COMPLETE”
“ENGINE OUT DRIFT DOWN PROCEDURE”
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
Ensure VNAV Engaged
“ENGINE FIRE L/R CHECKLIST”
Complete the Checklist Items“
“FIRE ENGINE L/R CHECKLIST COMPLETE”
“REVIEW EICAS”
Read all EICAS messages
Call for any further checklists if required
“CANCEL EICAS”
“CLEAR CHECKLISTS”
Cancel EICAS
Clear Checklist
Engine Failure or Fire at Cruise Altitude Manual Proc.
PF
PNF
“ENGINE FAILURE”
Select CONT Thrust
Select a Lower Altitude
Select FLCH
Adjust Speed
Disconnect A/T and ensure CONT Thrust
Adjust the Speed and Altitude settings.
Select E/O on the VNAV Cruise page
Advise D/D Speed and D/D Altitude
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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.
Engine Out Procedure
FCOM NP.50.2
Landing Procedure – G/S Intercept from Above
FCOM NP.21.42
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9. SOP GUIDE
Page 112 of 158
Pressurization Problems
- 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
- Flight Crew requires Oxygen Masks for Cabin Altitudes above 10,000 PA. FOM 17.6
- Passengers require Oxygen Masks for Cabin Altitudes above 15,000 PA. FOM 17.6
PF
PNF
If the cabin is uncontrollable or the “CABIN ALTITUDE” EICAS Warning comes ON
“CABIN ALTITUDE RECALL”
- OXYGEN MASKS. ................................................................ ON
Remove headset, place on shoulder
O2 mask on
Headset on
- CREW COMMUNICATIONS. ................................. ESTABLISH
“RAPID DESCENT” Descent Accomplish
• Set a lower Alt.
• HDG SEL
• FLCH
• 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
“CABIN ALTITUDE CHECKLIST”
At 2,000 Reduce the Speed to LRC
At 1,000 Stow the Speed brake.
Establish LRC or 300 knots
- OXYGEN MASKS. ........................................................................ ON
Remove headset, place on shoulder
O2 mask on
Headset on
- CREW COMMUNICATIONS. ......................................... ESTABLISH
- CABIN ALTITUDE AND RATE. ............................................. CHECK
IF CABIN ALTITUDE UNCONTROLLABLE:
- PASS OXYGEN SWITCH. ................ PUSH AND HOLD 1 SECOND
- DESCENT. .................................................................. ACCOMPLISH
- Lights On
- Notify ATC and request Altimeter Setting
- Call out Altitudes
- Read the checklist aloud
- Call 2,000 Above Level Off Altitude
- Call 1,000 above Level Off Altitude
After aircraft has leveled off at a safe altitude at or below 10,000
CM1
CM2
- 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 “PURSER REPORT TO THE FLIGHT DECK”
- Make a PA to the Passengers and advise the new cruising
level. FOM 20.3.5
FCTM 7.6
- Remove Mask
• Close Left O2 door and reset O2
• Establish Communications
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Page 113 of 158
ILS PRM Approaches
FCTM 7.22 FOM Chap 19 Special Operations USA OPS page 26 TM 5.2
- ILS PRM Approaches are designed for closely separated runways at YSSY and some US Airports.
- Minimum Separation between runways is:
o
1,500m in Australia
o
4,300ft in the USA
- Training requirements are:
1
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 Jeppessen All User Page.
- When ATIS advises that ILS PRM approaches are in use Pilots should brief for the PRM approach:
o
Brief using the “Attention All Users” 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.
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”
- 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.
- Breakout Procedure:
PF
PNF
Disengage A/P
Manoeuver as per ATC Instructions
“F/Ds OFF”
“SET HDG ___°, SET ALTITUDE _____ FT”.
After Breakout Complete
“F/DS ON, A/P ON”
Reconfigure AC as required.
Turn Both F/Ds Off
Set MCP as instructed
Complete requested Actions
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Low Visibility Operations
Item
TAKE-OFF
Reduced TO visibility
Less than 400 meters
AWO TO General rules
Take-off Alternate
Reference
- Low Visibility Procedures must be in force
FOM 18.17.3
CAT C aircraft 125 meters
CAT D aircraft 150 meters
- See 10-AWO Chart
- All RVR are required to be above minimum RVR
- If no RVR available the Captain can determine Visual reference
Runway edge lights = 60 meters - Centerline lights = 15 meters
- MP RVR can be substituted for a inop TD or SE RVR
Above 80 kts loss of visual reference should not cause an RTO.
Reduced thrust is permitted.
If it is not possible to return to the departure airport a TO Alt is required.
Non ETOPS 420 nm
ETOPS 840 nm. USA Operations use 420 nm
Wx should be above landing minima, ceiling is required for a non-precision approach.
USA require weather to be above Alternate Minima (ceiling and visibility required from time of departure to ETA)
NZ and Australia require T/O Alternate if wx below CAT I landing minima.
Recency Requirements
AWO qualifications remain valid between PPCs.
10-AWO
- CAT II III approaches are only authorized at airports with JEP 10-AWO chart.
- * RVR Stop End SE requirements are at Captain’s Discretion but not below 75 meters when stop end
of runway is required by landing distance.
The Aircraft must be stabilized by 1,500 AGL.
Stabilization Point
Lighting Requirements
Downgrading
Approaches
Non-Normal
Procedures
LANDING
FCOM SP 17
Remark
LVP
Approach Ban Point
Prior to 1,500’
- Normal Procedures
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 SINGLE SOURCE - DISPLAYS – RAD ALT - ILS is displayed G/A.
- G/S scales on the PFD change color 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 G/A
- Continue the approach unless there is a Master Caution Aural and Light.
N NO AUTOLAND A AUTO THROTTLE S SPEEDBRAKE A AUTO PILOT
- G/S scales on the PFD change color to amber and flashing on the pointer below 200’RA G/A.
- ABP – Is the OM or equivalent point, for circling Approaches it is the IAF.
-
-
FOM 18.17.5
FCOM SP.17
FOM 12.4
FOM 19.10
FOM 18.17.3
FOM 18.17.5
FOM 17.5
Pelesys CBT
FCOM SP.17
FCOM SP.17
FCTM 2.20.2
FCTM 5.21
The ABP is the FAF inbound or where the final approach course is intercepted. For
circling approaches it is the IAF.
The ABP is the FAF or the published G/S intercept.
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.
-
FOM 18.17.3
FCTM 3.15
FOM 15.17.1
FOM 18.17.2
- A partial unservicability of a Visual Aid of up to 50% has no effect; however, the complete failure of
the first ½ of the runway lights has to be considered as a total failure.
- Unservicability in excess of 50%. The visual aid has to be considered as unserviceable.
- For approach add ons for failed or downgraded equipment refer to LIDO General Part, RAR (Rules
and Regulations)
- During Setup Preselect CAT I Baro Min. 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
See 10-AWO for RVR
requirements and Approach Ban
Point.
28 April 2008
STUDY GUIDE
If the RVR is varying between distances less than and greater than the minimum RVR
the approach may be continued.
FCTM 2.20.2
FOM 15.10.3
FOM 19.10
If south of 60° long. And no RVR or runway visibility (PIREP) for the runway of
FCI 2008-009
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.
CAT II 3 consecutive lights + a lateral element CAT IIIA 3 consecutive lights CAT IIIB 1 centerline light
FOM 18.17.5
-
Visual Ref. at DH
Auto Callouts
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.
If Auto callouts fail the PNF will make the required callouts (50-40-30-… not required)
Autoland Limitations
Maximum Allowable Wind Speeds
Crew Incapacitation
FOM 20.7
FCTM 2
Glideslope
HW 25 knots TW 15 knots CW 25 knots
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 director system (AFDS) autoland status annunciation must display LAND
2 or LAND 3.
FCOM L.10.5
EMIRATES B-777
28 April 2008
STUDY GUIDE
9. SOP GUIDE
Page 115 of 158
Equipment Required For LVO
Approach
Type
NO
AUTOLAND
F/D
FCTM 4.20.14, 5.18-19
LAND 2
LAND 3
YES
FAIL OPERATIONAL
-
CAT IIIB
NO
NO
NO
-
YES
FAIL PASSIVE
-
CAT IIIA
NO
NO
-
-
CAT II
NO
-
NO
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
A
S
A
NO AUTOLAND
AUTO THROTTLE
SPEEDBRAKE
AUTO PILOT
YES
FAIL PASSIVE
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
A
S
A
NO AUTOLAND
AUTO THROTTLE
SPEEDBRAKE
AUTO PILOT
CAT II, IIIA, or IIIB with DH Callouts
Condition
PF
500 feet
PNF
“500”(Auto callout from baro altimeter)
500 feet
“TWO HUNDRED” radio altimeter
200 feet RA 0 DH
-
-
NO AUTOLAND
AUTO THROTTLE
SPEEDBRAKE
AUTO PILOT
YES
FAIL OPERATIONAL
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
A
S
A
NO AUTOLAND
AUTO THROTTLE
SPEEDBRAKE
AUTO PILOT
YES
FAIL OPERATIONAL
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
A
S
A
NO AUTOLAND
AUTO THROTTLE
SPEEDBRAKE
AUTO PILOT
PF
PNF
“500”(Auto callout from baro altimeter)
“CHECK”
“CHECK”
At Decision Height
-
N
A
S
A
CAT IIIB Callouts
Condition
“CHECK”
200 feet RA with
DH
-
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
“TWO HUNDRED” radio altimeter
“LANDING” or
“GO-AROUND”
“MINIMUMS”” radio altimeter
“LANDING” or
“GO-AROUND”
“50” FLARE (NO FLARE)
“40”
“30”
“20” IDLE
(NO IDLE)
“10” ROLLOUT(NO ROLLOUT)
FOM Chapter 15 page 35
EKIB-25
Occurrences of unpowered
Right Transfer Bus during triple
channel autopilot autoland bus
isolation…
EKIB-26
Autoland System should NOT
be used for overweight landings
“50” FLARE (NO FLARE)
“40”
“30”
“20” IDLE
(NO IDLE)
“10” ROLLOUT(NO ROLLOUT)
FOM Chapter 15 page 34
FOM 20.2
L HYD SYS
Auto Land will not be possible due to
the reduced control of the Stabilizer
EMIRATES B-777
Page 116 of 158
9. SOP GUIDE
28 April 2008
STUDY GUIDE
VNAV Approaches to a MDA, DA, & SAAAR RNP
- It is not permitted to carry out a practice or training NDB,VOR, or LOC approach if there is a valid ILS (LOC and
G/S) radiating, or an RNAV approach is available. FCI 2007-093
FCTM 5.25 – 5.40 FOM 15.10.5.2 FCOM SP.4.5 FCOM SP20.1 FCN 2008-004
Validation Criteria For VNAV Approach To MDA FOM 15.10.5.2
1.
2.
3.
4.
5.
6.
7.
The Approach must be Database selectable.
Lateral track on the LEGS page should be ± 1° of the published track.
The Distance between FAF to the Runway/MAWP should be within 1 mile of published distance.
No minimum crossing altitude is infringed.
Approach angle greater than or equal to the charted value.
Altitude at the RWY or MAWP is appropriate.
Vertical or lateral modification of waypoints at or beyond the FAF is not permitted; however, a speed constraint may be
added at the FAF only.
8. Check that RNP is appropriate for the approach. RNP 0.3 is required for GPS approaches. PROG PG4 . FCOM SP.4.5
9. Not authorized for QFE Operations. FCOM NP 21.42
10. Approaches to MDA are not authorized to use VNAV if altitudes corrected for cold temperatures. FOM Chap 13 Page 6
Additional Validation Criteria For VNAV Approach To DA EKIB 33R1 FCI 2007-086
1.
2.
3.
4.
5.
6.
7.
8.
9.
GPS must be displayed on the ND.
VNAV Approaches to DA require a current QNH altimeter setting for the landing airport to be inserted into the main aircraft
altimeters. (remote altimeters settings are not permitted)
F/D and or A/P in VNAV mode must be used.
RNP 0.3 is required. PROG PG4
There is no requirement to add 50 feet to the DA.
VNAV guidance is required. Selected vertical guidance (V/S, or FPA) must not be used.
Pilot deviation of +100 or -50 feet is acceptable.
A maximum rate of descent of 1,000 fpm (777-300 may reach 1200 fpm at high altitudes) is used to detect a miscoded approach
Approaches to DA are authorized to use VNAV to published MDA limits (MDA +50) if altitudes corrected for cold
temperatures.
Additional Criteria for RNP SAAAR Approach and Departure FCN 2008-004
1.
2.
3.
4.
5.
6.
7.
Pilots must be RNP SAAAR qualified.
2 A/Ps and 2 F/Ds are required.
Deviation Due to weather is not possible.
Stabilization during a turn may be required due to a RF (Radial Fix, Arc) approach, this is acceptable.
The Approach must be flown in LNAV/VNAV, using the A/P and F/D.
GPS is required.
Correct entry of QNH upon the PF/PNF Altimeters is essential.
Non-Normal Procedures for RNP SAAAR Approaches FCN 2008-004
1.
2.
3.
4.
5.
6.
7.
AUTOPILOT If unable to re-engage, GO-AROUND, unless runway in sight.
AUTOPILOT DISC If unable to re-engage, GO-AROUND, unless runway in sight.
FMC LNAV and VNAV lost, GO-AROUND, unless runway in sight.
NAV ADIRU INERTIAL LNAV and VNAV lost, GO-AROUND, unless runway in sight.
GPS GO-AROUND, unless runway in sight.
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.)
EMIRATES B-777
Page 117 of 158
28 April 2008
STUDY GUIDE
9. SOP GUIDE
SETUP
1.
2.
3.
4.
5.
6.
7.
8.
Select a Database Approach.
Check the Validation Criteria
Modify Speed at FAF to be VREF30+20.
Set Baro Minimums to DA, or MDA +50 feet as required.
Verify landing airport QNH has been set.
PF briefs from the CDU, PNF confirms with the chart.
PNF must monitor Raw Data.
If available the autopilot and flight director must be engaged. (SAAAR RNP Approach must have A/P and F/D)
PROCEDURE FCOM NP.20.43
PF
1.
On Intercept Heading Arm LNAV or LOC.
2 nm before the FAF and after ALT, VNAV PATH, or VNAV ALT is
annunciated
2.
3.
4.
5.
Set MCP to DA or MDA +50 as required.
Select VNAV.
Open the speed window.
Check that VNAV PATH is annunciated.
-
If VNAV ALT displayed consider selecting the next lower constraint and
selecting altitude intervention.
PNF
Monitor Approach on Raw Data
For NDB approaches monitor in MAP CENTERED mode.
Call “APPROACHING GLIDE PATH”
6.
Approaching Glide Path call “GEAR DOWN” “FLAP 20”,arm
the Speed Brake.
7. Beginning final descent call “FLAPS__” “LANDING
CHECKLIST”.
8. SAAAR RNP approaches confirm ANP does not exceed RNP
9. Set the Missed Approach Altitude when 300 feet below the
platform altitude.
10. Auto Pilot by 50 feet below MDA for approaches to MDA.
Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC… Identified
P PA Completed
CHECKING OF RAW DATA FCTM 5.27
LOC, LOC B/C, LDA, SDF, IGS
- Raw data must be monitored.
VOR, TACAN, NBD, RNAV, GPS…etc.
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.
EMIRATES B-777
Page 118 of 158
9. SOP GUIDE
28 April 2008
STUDY GUIDE
Contaminated Runways
Do not use Braking Action
or Runway Braking
Coefficient as reported in
SNOWTAMs, etc. as a
basis for performance
corrections for Takeoff and
Landing. FOM 18.3
EMIRATES B-777
9. SOP GUIDE
Page 119 of 158
28 April 2008
STUDY GUIDE
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. FOM SP.16.1
FOM 18.13
- The OPT Contamination and Depth entries can be used and are much more conservative.
- When deciding if Assumed Thrust can be used the Runway Categorization chart FOM 18.13 can be used.
- Take-off from an icy runway is not allowed. FOM 18.13
- Icy runway is more that 25% of the runway surface area within the required length and width being
used is covered by ice, including wet ice. FOM 18.13
- The available cleared or treated runway width shall not be less than 30 meters. FOM 18.13
- Less than 3 mm of standing water on a grooved or porous runway is considered dry. FOM 18.13
- Flights may be dispatched if Captain and a qualified person agree that the snow on the surfaces is light,
not adhering, and will blow off on the taxi or early on the take-off roll; however , it should be blown off
using dry unheated air. FOM 18.2
- Aircraft will not be dispatched until the flight crew and a qualified deicing person are satisfied the critical
surfaces are clean.
- Flight Crew do the Initial CSI during the walk around. A qualified Engineer will do the Secondary
Inspection after deicing is complete.
- Decision of flight crew or qualified person can not be overridden.
- Engine-on de-icing is only permitted at designated stations. See OM-C Aerodrome specific information
- Must have a verbal communication “ALL EQUIPMENT IS CLEAR OFF THE AIRCRAFT. YOU MAY CONTACT GROUND OR APRON
CONTROL” prior to moving the aircraft after de-icing. FOM 18.2
- If precipitation has occurred at any time since the final fluid was applied to the aircraft, a PCI is mandatory if the minimum holdover time is
exceeded. PCI must be done within :05 min of take-off. FOM 18.3
- If the maximum Holdover time is exceeded it is still permissible to takeoff if the PCI shows no signs of contamination.
- The use of Engine Anti Ice is recommended while taxing on contaminated taxiways even if it is not required for take-off.
- Contaminated Runway Takeoff procedure – Apply slight nose down pressure to 80 knots. FCTM 3.15
- TOGA thrust is required for Contaminated Runway take-offs. FOM 15.4
- F/Os are not permitted to do Contaminated Runway Operations. FOM 3.4.10
- Fuel Tankering is not recommended when Take-off or Landing runway is contaminated or expected to be so. FOM 11.1.4
FOM SP 16.2
LIDO MANUAL
EMIRATES B-777
Page 120 of 158
9. SOP GUIDE
28 April 2008
STUDY GUIDE
Cold Weather Operations
•
•
•
•
•
•
-
-
T/O in light freezing rain is permitted
T/O in moderate or heavy freezing rain is not permitted.
T/O in heavy falls of wet snow is not permitted.
T/O in ice pellets is not permitted. FCI 2007-092
Take-off from any icy runway is not allowed.
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. FOM 18.13
• Take-off may not be attempted if frost, snow, ice, or contaminants are adhering to the lifting surfaces of flight controls of the aircraft.
• All fuselage vents, leading edge devices, control surfaces, wings, horizontal stabilizers, vertical stabilizers, or any other stabilizing
surfaces of the aircraft must be completely clean of all adhering contaminants.
• Regulations provide that a light coating of frost is permissible on top of the fuselage and up to 3mm (1/8 inch) thickness of frost is
permitted on the under surface of the wing due to fuel cold soaking. FOM 18.13
• F/Os are not permitted to do Contaminated Runway Operations. FOM 3.4.10
Aircraft with an inop. APU may not be dispatched into airports where de-icing may be required. FOM 18.1
Prior to deicing communication with Crew and Passengers is mandatory. FOM 18.1
• Cabin Crew during Pre-flight, and Passengers prior to Engine Start..
Tech Log Entry is required if the aircraft is de-iced.
If Cabin Crew or Passengers express concern a PCI must be completed. FOM 18.1
If PCI required it must be completed no earlier than :05 minutes prior to takeoff. Emirates De/Anti Acing Sheet
Partial Deicing is permitted provided: FCI 2005-117
(Use phrase “Local Wing Frost Removal”)
• The aircraft is treated symmetrically with deicing fluid.
• If anti-icing applied it must be applied to the entire wing or stabilizer.
• The Commander is satisfied the aircraft is Clean.
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.16.5
ENGINE ANTI ICE
FCOM SP.16.7
- 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).
- Do not use ENGINE ANTI-ICE when OAT is above 10°C.
- GROUND RUN-UP REQUIREMENTS: Bring up ENGINE EICAS page to check vibrations and Oil Temp above 50°C.
• When engine anti-ice is required and the OAT is 3°C or below periodic engine runs are required during taxi out and ground holding
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) FCOM SP.16.16
• RR ENGINES 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.16.10
• 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.16.10
- FREEZING FOG REQUIREMENTS: EAD 60R2
• RR ENGINES operation in Freezing Fog:
□ 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% 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 can not 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.16.12
• RR ENGINES during flight iif 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.
EMIRATES B-777
Page 121 of 158
Altimeter Corrections in Cold Temperatures
•
•
•
•
FOM Chap 13 Page 6
FCOM SP 16
ISA -15ºC or colderCorrections must be applied to
published Minimum Safe Altitudes.
ISA -30ºC or colder Corrections must be applied to
published Approach Minima.
ISA -45ºC or colder Corrections must be applied to
published Procedure Turn, Final Fix, Intermediate Fix, and
Missed Approach Altitude.
In Mountainous Regions All approach procedure altitudes
must be considered.
OM-C Appendix L page 4
28 April 2008
STUDY GUIDE
9. SOP GUIDE
OM-C Appendix L page 3
EMIRATES B-777
28 April 2008
STUDY GUIDE
9. SOP GUIDE
Page 122 of 158
De-ice Procedures on the Gate
Initial Critical
Surface
Inspection
FOM 18.1
- 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
SP.2.1 ................ Ground Air Conditioning Cart Use
When Ready for De-ice (Doors Closed)
Welcome Aboard PA and Deice PA
SP.16.1-4 ........... Wet or Contaminated Runway Conditions
SP.16.7 .............. Engine Anti-ice Operation on the Ground
Accomplish Supplementary Procedures
Follow the De-ice sheet
SP.16.7-8 ........... Taxi Procedures
SP.16.8-9 ........... De-icing / Anti-icing
SP.16.10 ............ Before Takeoff Procedure
Deice Aircraft
Secondary Critical Surface Inspection
Complete Deice Worksheet
Make Tech Log Deice Entry
SP.16.11 ............ Engine Anti-ice Operation In-flight
EAD 60R2 ......... New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog
Get Verbal Clearance
“All Ground Equipment is clear of the Aircraft,
you may contact Ground or Apron Control”
Check Slot Time
Pushback & Engine Start
Delay Flaps
10 kts taxi speed
Asymmetric Thrust
Exercise Nose Wheel Steering
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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28 April 2008
STUDY GUIDE
9. SOP GUIDE
Page 123 of 158
De-ice Procedures on Remote Deicing Bay
Initial Critical
Surface
Inspection
FOM 18.1
- 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
:
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
SP.2.1 ................ Ground Air Conditioning Cart Use
Pushback & Engine Start
SP.16.1-4 .......... Wet or Contaminated Runway Conditions
SP.16.7 .............. Engine Anti-ice Operation on the Ground
Accomplish Supplementary Procedures
Follow the De-ice sheet
Deice Aircraft
Secondary Critical Surface Inspection
Complete Deice Worksheet
Make Tech Log Deice Entry
SP.16.7-8 .......... Taxi Procedures
SP.16.8-9 .......... De-icing / Anti-icing
SP.16.10 ............ Before Takeoff Procedure
SP.16.11 ............ Engine Anti-ice Operation In-flight
EAD 60R2 ......... New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog
Get Verbal Clearance
“All Ground Equipment is clear of the Aircraft,
you may contact Ground or Apron Control”
Delay Flaps
10 kts taxi speed
Asymmetric Thrust
Exercise Nose Wheel Steering
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
EMIRATES B-777
Page 124 of 158
Hot Weather Operations
-
28 April 2008
STUDY GUIDE
9. SOP GUIDE
FCOM SP.16.17 Recurrent Training Phase II 2006
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
• Altimeters under read.
o ISA +15 Altimeters will under read by 10%.
o ISA +30 Altimeters will under read by 20%.
• Brake cooling times are increased.
• Cockpit and passenger comfort become a concern.
o Increase Airflow.
o Turn off unnecessary electronics (lights).
o Close shades.
o Close doors.
o Use Ground Air Cart or APU.
Severe Turbulence Operations
FCOM SP.16.17
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.
Thunderstorm Avoidance
-
FOM 18.25 UK CAA AIC 81/2004
SL-FL 200 Avoid strong radar returns by 10 nm.
Above FL 200 Avoid strong radar returns by 20nm.
Fly over storms clouds by at least 5,000 feet
Do not fly under a CB.
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Windshear
REACTIVE WINDSHEAR FCOM 15.20.23
WINDSHEAR “WINDSHEAR, WINDSHEAR, WINDSHEAR”
- GPWS provides an immediate windshear alert when an excessive downdraft or tailwind is occurring.
GPWS WINDSHEAR ALERT AND PWS
FCOM 15.20.24
- 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 canning 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.1.11
- New PWS caution alerts are inhibited from 80 knots till 400 feet RA. FCOM 15.20.31
PWS WINDSHEAR WARNINGS
- New PWS warning alerts are inhibited from 100 knots till 50 feet RA. FCOM 15.20.31
EAD-24R2
Be aware of False PWS warnings
at the Kansai Airport Osaka, Japan
PWS RECOVERY
QRH MAN.1.11
TAKEOFF WINDSHEAR “WINDSHEAR AHEAD, WINDSHEAR AHEAD”.
•
•
•
•
Prior to V1 reject take-off.
After V1 perform windshear escape maneuver.
If insufficient runway rotate at VR, once airborne execute the windshear escape maneuver.
If insufficient runway to reach VR, initiate normal rotation 2,000’ before runway end.
Yellow edge lights define the last 2,000 feet of the runway
LANDING
•
WINDSHEAR “GO-AROUND, WINDSHEAR AHEAD”.
Perform windshear escape maneuver or at pilot’s discretion, perform a normal go-around.
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OTHER WINDSHEAR INDICATIONS
QRH MAN 1.12
WINDSHEAR RECOVERY PROCEDURE
QRH MAN 1.12 1.13
Make a PIREP
TAKE-OFF PRECAUTIONS
-
FCOM SP.16.19-.21
Use Max Take-off Thrust. (RTOW CHART USER MANUAL 1-10)
Use Flap 20 or 15.
Use Longest Runway.
Use the FD after Take-off.
Consider increasing VR to MTOW VR ( not above VR+20).
Make a PIREP
SIM NOTE
If you see or hear a thunderstorm treat
it as a possible windshear condition
APPROACH PRECAUTIONS
-
Use Flap 25 or 30.
Stabilize Approach early, use the most suitable runway.
If Autothrottle is disengaged apply wind correction factors to a maximum of 20 knots.
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EGPWS
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QRH MAN.1.8-.9
Ground Proximity Caution
Ground Proximity Warning
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QFE Operations
FCOM SP.10.1
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 PEK 4
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9. SOP GUIDE
Diversion Procedure
DIVERSION
-
FOM 15.12 FOM 15.2.9
Coordinate diversion with Company and ATC
o ADVISE COMPANY – Send Position Report, a Diversion
Message, and contact SMNC via ACARS. Use Sat Com if
required.
o WEATHER- Forecast or trend must show weather above
Jeppesen landing minima.
o FUEL- Consider availability and time required to refuel.
o 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.
o APRON PARKING- First choice Alternates may fill up quickly
and parking availability may make it unable to accept
additional aircraft.
o INFOM CREW AND PASSENGERS
T
O
Terrain
Ops Hours
W
N
Weather
NOTAMS
C
A
R
P
Charts
Authorized
Route Manual
Performance
Jeppeen Airport Directory
Alternate Selection
DIVERSION
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
o D Decisions, Divert, Dump… (Consider Performance E/O G/A Climb Gradients, Landing Distances…)
o I Inform (PNF, Purser, Pax, ATC Company) (Send Position Report and Diversion Message) or (ACARS Message to DXBOWEK)
o S Setup
o C Checklists
o S Special Requirements
If Returning to Gate Consider:
- Complete AFTER LANDING FLOW/CHECKLIST…
- Fuel (Sufficient?)(Can you consider a faster speed?)
- Deicing
- Flight Time Limitations
- Curfew
- Flight Plan Validity
- Slot
- Tech Log (New page required for ADD or Fuel)
- PAs
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Diversion Considerations
Emirates Destination
-
Have Flight Dispatch or SMNC send the following info to the Alternate Airport. FOM 15.12
o ETA at the airport.
o Number of passengers on board.
o Expected duration at the alternate airport.
o Any maintenance requirements.
o Any Medical assistance required
GROUND HANDLING FOM 16.3.4
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. FOM 16.1.6
o PIC will liaise with local staff to ensure local regulations are not infringed.
Airport With No Company Support
Consult the Route Manual for additional information and ground contacts. Advise a handling agent if available ASAP. FOM 15.12
GROUND HANDLING FOM 16.3.5
o Co-ordinate passenger handling with Contracting Agent Staff and contact SMNC.
o It is the responsibility of the PIC to arrange for the safe and efficient conduct by ground staff to:
- Safeguard aircraft, passengers, and cargo.
- Servicing of Aircraft. (Transit Check)
□ FOM 16.3.3.2 If assistance is unavailable the PIC can certify the TEC LOG for:
- Refueling. FCOM SP.1.5 Refueling procedure, FOM 16.3.6 Fuel Purchase & Credit Card…
- TRANSIT checks. Transit Checklist located in Blank Forms Folder.
- Transfer defects into the ADD if they are acceptable and in accordance with the MEL.
- Organize Ground duties
□ Passenger service (meals, hotel, accommodation, etc)
□ Liaise with SMNC or nearest Emirates Station.
□ Handling of cargo and mail according to instructions from Operations Control.
- Crew members may be delegated to handle responsibilities.
- If Passengers to be disembarked.
□ Inform Station Staff of any Deportees to ensure the instructions for custody are carried out. FOM 16.1.6
□ Two Cabin Crew members should escort passengers to terminal.
□ 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 FOM 16.3.5 .
Terminate Flight
o
o
o
o
o
o
o
o
o
Advise SMNC.
If flight duty limits exceed arrange accommodation and transport for crew.
Calculate rest periods separately and crew sched. FOM 21
Activate the Captains Credit Card. FOM 16.3.6 Retain Bills and receipts and submit with Report FOM 16.3.6
Do not leave airport until suitable arrangements for passengers, and aircraft security are made.
Arrange for aircraft Maintenance / Catering / Cleaning / Security.
If maintenance required from outside contractor obtain written permission from QA Dubai FOM 16.3.3.2
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, and If Crew or Passengers are
seriously ill etc…
Continue Flight
OPERATIONAL PROCEDURES FOM 15.12 , FOM 16.3.5 OM-C 9.3
o Make Arrangements for a CFP.
o Diversion Master Logs are available. AAN-DXB, AUH-DXB, BAH-DXB, DOH-DXB, FJR-DXB, MCT-DXB, RKT-DXB, SHJ-DXB.
o Have SMNC file an ATC Flight Plan.
o Fill out DIVERSION FLIGHT LOADSHEET from blank forms folder. Instructions in RAIG Appendix E-F-G,
(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 FOM 16.3.3.2
o Arrange for payment of Fuel, Handling, and Landing Fees if required.
o Record the following details in the VOYAGE REPORT:
- Name of the diversion airport.
- Date and time of landing/takeoff.
- 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).
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...
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Inhibits During Takeoff
FCOM 15.20.30
Landing Config Warning Alert inhibited from VR till 800RA
V1
80 Kts
800’ RA
VR
400’ RA
Autobrakes arm at 85 kts
ENGINE FAIL Call starts at 65 kts.
Stops 6 knots before V1
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 15.20.3
Altitude Alerting inhibited from G/S capture or Landing Flap selected and Landing gear down.
800’ RA
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
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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9. SOP GUIDE
ETOPS Fuel Requirements
FCTM Vol 2 3.10.6
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9. SOP GUIDE
ETOPS Alternate Weather Requirements
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9. SOP GUIDE
MNPS Procedures
1115Z
N4300.0
W02200.0
-
1035Z
N4300.0
W01200.0
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 and ER connect the NAT to Domestic airspace. If given a reroute request a new NAR or ER.
AUSOTS – Use Master CFP – Check Track and Distance – Plot Position 2-3 degrees after waypoint.
OM-C Ch 8 Pg 6
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Oceanic Crossing Procedures NAT / MNPSA
B777
Preflight Checks
FCOM SP.22.2
OM-C RAIG 2.11
PF
PNF
•
•
•
•
•
•
•
•
•
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.
Plotting Chart is available.
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.
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 Preflight Announcement required for USA flights:
Ladies and Gentlemen:
US Regulations require me to inform you that during this flight today you should not congregate in groups in any area of the
cabin. I would also ask you to use only those lavatories dedicated to your own class of service, Thank you.
• Obtain Oceanic Clearance :50 Prior to Entry (Jepp AT1/2 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 (Must be compared with the FMC)
• Track and distance check of MNPSA sector
(PF selects Heading to TRUE and reads FMC, PNF confirms with Flight Plan
(acceptable tolerance 2 miles and 2º)
• Plot the Clearance.
• Crosscheck Entry Waypoints and next two Waypoints against CFP.
• Check weather at ETOPS alternates above aerodrome operating minima.
Reclearance
• Verify Clearance
• Track and Distance check of MNPSA
sector
Prior to Oceanic
Entry
If re-cleared on a different track than planned:
• request revised enroute CFP from DXBOVEK.
weight / time and fuel at deviation wpt / cleared FL / Track or routing.
• Load new waypoints into RTE 2
• Follow normal loading and verification procedures.
• Compare FMS tracks and distances to new CFP.
• Activate RTE 2 and check new route fuel.
• If new CFP not available select FMS Print function.
• If Print inop use reclearance form in spare forms folder.
• Prepare a new Plotting Chart.
• At Exit Point ensure clearance for new domestic routing.
•
•
•
•
•
•
•
•
•
•
•
•
•
At each
Oceanic
Waypoint
After Waypoint
Wx Avoidance
JEPP Chart AT 1/2
In-flight Cont.
Procedure
JEPP Chart AT 1/2
At Oceanic Exit
OMC RAIG 2.11 FCOM SP.22
•
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.
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.
•
•
2-3 degrees after waypoint plot the
FMS position.
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)
If clearance unavailable avoid weather
•
Up to 10 nm maintain cleared altitude.
•
Beyond 10 nm
North of track descend 300 feet
South of track climb 300 feet
Request ATC Clearance… If unable Clearance:
•
Turn 90º Left or Right off the track.
•
Turn on all lights and broadcast intentions on 123.45 and 121.5.
•
Parallel Track by 15nm. Descend or Climb 500 feet. Consider descending below NAT below FL290.
•
Divert to Alternate.
•
•
•
•
Cancel the SLOP and return to centerline.
If route changed obtain new domestic clearance.
Request mach number if it differs from Oceanic sector.
Send an ACARS revised ETA.
(Wx only
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OM-C 10.2.11.14
Station
CPDLC
Logon
ENOB
:15-:25
ADS Only
Bodo
CZQX
:15-:45
Gander
Oceanic Clearance
Communications
- Contact via VHF/HF.
- CPDLC clearance not available.
- VHF/HF is primary for communications.
- Call Island Radio at OE for SELCAL and Prim
Entry Point / ETA / Mach Number /
and SEC frequencies.
Requested FL / Alt Route / Max FL
- Manual CPDLC logon with next sector
required.
- Arrange domestic route and FL
- Contact next Oceanic CTA at FIR for
clearance to the required entry
SELCAL.
point..
- Contact next domestic frequency :10 prior to
the boundary.
- CPDLC is primary for communications, HF is
- Available via CPDLC send
secondary.
request to CYQX, or via VHF/HF,
- Contact next Oceanic CTA at FIR for
see Jeppesen. 1:30 - :30 Before
SELCAL.
OCA.
Entry Point / ETA / Mach Number /
- Contact next domestic frequency :10 prior to
Requested FL / Alt Route / Max FL
the 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.
EK___ OMDB Via CARPE Track B (or Random Route
- Read back
Position
Reports
- ADS is the Primary
means of position
reporting.
- Voice position report not
required unless advised.
- Revise estimate if ≥:03.
- Expect “position reports
not required”
- ADS is the Primary
means of position
reporting.
- Revise estimate if ≥:03.
Coordinates) Expect FL 330 from CARPE M.83 TMI ___
KZWY
:15-:45
New
York
BIRD
:15
Reykjavik
LPPO
:15-:45
Santa
Maria
EGGX
:15-:45
Oceanic
Clearance
required before
logon.
accepted.
Shanwick
- Arrange domestic route and FL clearance to the required entry point.
- Contact New York Clearance via
- CPDLC is primary for communications,
VHF.
VHF/HF is secondary.
- CPDLC clearance not available.
- Contact next Oceanic CTA at FIR for
Entry Point / ETA / Mach Number /
SELCAL.
Requested FL / Alt Route / Max FL
- Contact next domestic frequency :10 prior to
the boundary.
- Arrange domestic route and FL
clearance to the required entry
point..
- Contact via VHF/HF.
- Voice is primary.
- CPDLC clearance not available.
- SELCAL check required.
Entry Point / ETA / Mach Number /
- Contact next Oceanic CTA at FIR for
Requested FL / Alt Route / Max FL
SELCAL.
- Contact next domestic frequency :10 prior to
- Arrange domestic route and FL
the boundary.
clearance to the required entry
- If HF Communications Lost, continue to
point..
adhere to clearance and do not invoke radio
communications failure procedures.
- CPDLC is primary for communications, HF is
- Contact via VHF/HF.
secondary.
- CPDLC clearance not available.
Entry Point / ETA / Mach Number /
- SELCAL check required.
Requested FL / Alt Route / Max FL
- Manual CPDLC logon with next sector
required.
- Arrange domestic route and FL
- Contact next Oceanic CTA at FIR for
clearance to the required entry
SELCAL.
point..
- Contact next domestic frequency :10 prior to
- Aircraft must not enter Santa
the boundary.
Maria Oceanic Airspace
without a clearance.
- CPDLC is primary, voice is backup.
- Contact via ACARS using ORCA
- SELCAL check required.
(Oceanic Route Clearance Authorization) or
- Contact next Oceanic CTA at FIR for
VHF/HF. 1:30 - :30 Before OCA.
Entry Point / ETA / Mach Number /
SELCAL.
Requested FL / Alt Route / Max FL
- Contact next domestic frequency :10 prior to
the boundary.
DOUGAL/1255 M083F350/2ND
NAT D F350 MAX F370
- Arrange domestic route and FL
clearance to the required entry
point.
- Aircraft must not enter
Shanwick Oceanic Airspace
without a clearance.
- Voice reports are
required in New York FIR
unless advised.
- ADS is the Primary
means of position
reporting.
- Revise estimate if ≥:03.
- Voice report still required
unless advised.
- Expect “voice reports not
required”
- ADS is the Primary
means of position
reporting.
- Revise estimate if ≥:03.
- Expect “position reports
not required”
- ADS is the Primary
means of position
reporting.
- Voice position reports still
required unless advised.
- Revise estimate if ≥:03.
- Expect “voice reports not
required”
- ADS is the Primary
means of position
reporting.
- Revise estimate if ≥:03.
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10. LESSONS LEARNED
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Lessons Learned
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.
1. BRIEFINGS: TM B777 Part 1 Chapter 4 page 9
There is no requirement for either crewmember to refer to the CDU legs page whilst briefing.
2. STANDARD CALLS: TM B777 Part 1 Chapter 4 page 9
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.
3. STANDARD CALLS: TM B777 Part 1 Chapter 4 page 9
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.
4. AWARNESS CALLS: TM B777 Part 1 Chapter 4 page 9
At any time a crew member may give awareness calls in the interest of maintaining good situational
awareness and flight safety.
5. THRUST LEVERS: TM B777 Part 1 Chapter 4 page 10
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.
6. THRUST LEVERS: TM B777 Part 1 Chapter 4 page 10
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.
7. DELAYED FLAP APPROACH: TM B777 Part 1 Chapter 4 page 10 FCTM 5.13 FOM Chap 15 page 29
Delayed final flap selection on ILS and VNAV Non-ILS approaches is an approved technique. Company Flap
selection and stabilization requirements must be met.
8. NON-ILS APPROACHES: TM B777 Part 1 Chapter 4 page 10
If the FAF is too close to the runway to permit a stabilized approach crew should consider establishing the
final approach pitch mode and configuring for the approach earlier than normal ; however the MDA should not
be set until approx 2nm before the FAF. All intermediate altitudes prior to the FAF shall be set on the MCP as
per normal procedures.
9. EICAS ALERT MESSAGE MANAGEMENT: TM B777 Part 1 Chapter 4 page 10
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.
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10. USE OF CANCEL/RECALL SWITCH: TM B777 Part 1 Chapter 4 page 10
- When Recalling EICAS messages the crewmember shall push the switch, announce “RECALL” and
read out any messages.
- When an EICAS message is displayed the PNF 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 PNF will
review any remaining messages on the EICAS and then cancel them when requested by the PF.
11. COMMUNICATION DURNING NON NORMAL OPERATIONS: TM B777 Part 1 Chapter 4 page 10
It is accepted that PF and PNF 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”.
12. ACCELERATION FOLLOWING ENGINE FAILURE DURING TAKE OFF: TM B777 Part 1 Chap 4 page 10
- Configuration changes are approved during recall 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.
13. STANDARD ENGINE OUT PROCEDURE: TM B777 Part 1 Chapter 4 page 11
- 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.
14. NON-STANDARD ENGINE-OUT PROCEDURE: TM B777 Part 1 Chapter 4 page 11
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.
15. LAND AT THE NEAREST SUITABLE AIRPORT: TM B777 Part 1 Chapter 4 page 11
“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.
16. FLIGHT DIRECTOR USAGE: TM B777 Part 1 Chapter 4 page 11
When the FCTM calls for both Flight Directors to be turned OFF and the PNF’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.
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17. EVACUATION COMMAND SWITCH: TM B777 Part 1 Chapter 4 page 12
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.
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18. CIRCLING APPROACH AND AUTOPILOT USE: TM B777 Part 1 Chapter 4 page 12
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.
QRH MAN.2.5
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19. When using a Supplementary Procedure consider communicating with all concerned:
Ground
Engineer
CM1
CM2
Cabin
Crew
ATC
20. When starting engines at gate or when no push back is required, arm the doors prior to starting the engines.
21. 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.
22. If you have to return to the gate after starting the engines. Do the BEFORE TAXI and AFTER LANDING
Checklist to ensure the aircraft is configured correctly. Ensure all are included in your communications…
Purser, Pass, Maintenance, SMNC, Station.
a. 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.
23. Some missed approaches have a two stage climb requirement… LHR ILS27L, ZRH ILSDME14. FOM 15.11
states the acceleration altitude on a missed approach will be the Jeppesen 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.
24. There are no specific instructions on the use the FIX pages; however, they can be used to increase situation
awareness… e.g.
a. 25nm circle around the MSA point, and the MSA altitude in R5 position.
b. For departure insert the transition altitude in the R5 position.
c. For arrival insert the transition level in the R5 position.
d. For arrival insert the time for :20 minutes prior to top of descent in the R5 position.
e. Departing OMDB Rwy 12, OSTIN for the EFATO procedure.
f. 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.
g. For VNAV approaches insert the IAF with a 2 nm circle as a reminder to configure the MCP.
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25. 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)
Distance from
Threshold (NM)
Horizontal Vis (meters)
required to see Runway
Threshold
Horizontal Vis (meters) required to see
900M (3000 ft) Approach Lighting System
100
200
300
400
500
600
800
1000
0.33
0.66
1.00
1.33
1.66
2.00
2.66
3.33
620
1240
1850
2460
3090
3700
4930
6170
Overhead
340
950
1560
2190
2800
4030
5270
26. 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
27. 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.
28. 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.
29. 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.
30. After a Depressurization and Rapid Descent remember to make a PA stating the level off altitude.
FOM 20.3.5
31. Leave the Right VHF on 121.5, If you need to contact company use the center radio. FOM 17.9
32. If Conducting a Visual or Circling approach off of a ILS approach, Fly it as a LOC approach. ILS approaches
lock onto the G/S below 1,500 AAL and will not level off at the required altitude.
33. 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
34.
If you are departing and receive a Final Load Data with a reduction of pax 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 cannot 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 access the threat of connecting baggage)
35. 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 Determin if a lower autobrake setting can be used:
- Consult the QRH NORMAL CONFIGURATION LANDING DISTANCE TABLE FOR FLAP 30.
- Find the Landing Distance for your Weight / Altitude / Wind / Temp / and Reverser condition.
- Apply a VREF adjustment to your current VREF.
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36. 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. (If the bomb is on a pressure switch it may go
off while the aircraft is pressurized and the damage would be increased)
37. 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.
38. 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 ACCESS the situation… Get information prior to giving the NITS
briefing. Ensure the Purser writes down your briefing and get a readback to ensure understanding.
39. 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
40. 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
41. Positive Climb Recognition. During 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
42.
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REPORTS AND FORMS
AIR SAFETY REPORT
FOM Chap 10 page 5 37 items
MOR REPORT
FOM Chap 10 page 5
File an ASR when off-loading a
DEPO/Prisoner passenger FOM 16.1.6
FCI 2006/97
ASR ACARS REPORTING PROCEDURE
Send an ACARS message to DXBOWEK
EKGS
ASR***
Refer to the FCI for the relevant ASR ***
codes
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CAPTAIN’S SPECIAL REPORT FOM Chap 5 page 7
FOM Chap 16 page 4
FOM Chap 16 page 7
FOM Chap 16 page 13
FOM Chap 17 page 14
FOM Chap 10 page 15
FOM Chap 10 page 16
FOM Chap 15 page 7
FOM Chap 12 page 4
FOM 14.5.1
Death on Board FOM 16.1.12
Captains must document the incident on a CSR
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PASSENGER / AIRCREW ACCIDENT REPORT FOM Chap 10 page 7
CONFIDENTIAL HUMAN FACTORS REPORT FOM Chap 10 page 7
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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MISSING PASSENGERS REPORT
FOM Chap 5 page 7
March 12 2005
Aircraft departing Dubai will
receive an automated Missing
Passenger Report.
CAPTAIN’S DISCRETION REPORT
FOM Chap 5 page 7
FMS Navigation Data Report
FOM 15.10.5.2
Any Coding or approach anomaly must be reported on the
FMS Navigation Database Report, contained within the
Flight Documentation Folder. Indicate on the VR that the
report has been made.
C15 FOM Chap 16 page 9
GEN DEC
FOM 5.3
-
Required for all International Flights.
All Crew Members must be listed.
Blank Form in Aircraft Documents Folder may be used.
In Dubai computer generated form can be requested
from CBC.
- Not Required for flights crossing the Tasman Sea.
OM-C RAIG Feedback Form
FOM 2.1
E6 Locker Stowage Waybill Form
FOM Chap 16 page 22
To be filled out for valuable personal effects, and human
Eyes. Goods to be locked in appropriate stowage position
FOM Chap 26 page 23 Captain to be advised via NOTOC.
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PED Interference
FOM Chap 10 page 7
FOM Chap 17 page 3-4
FOM 19.9
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Voyage Report Requirements
-
Any discrepancies or missing pages of the manual must be promptly reported to the
Manager Aeronautical Services & ATM via the Voyage Report. FOM Chapter 13 page 4
If Local Security attempts to breach the security of the aircraft without displaying a security
pass it should be noted on the Voyage Report. FOM Chapter 10 page 16
If the fuel uplift check is in excess of ±5% or + 2000, - 1000 it should be noted on the
Voyage Report. FOM Chapter 11 page 13
Out of date charts should be removed and returned with the ships papers.
FOM Chapter 13 page 4 .
Completion of a NAT MNPSA Route Familiarization form must be annotated on the Voyage
Report. FOM Chapter 19 page 32
If the EMK has been opened the Captain should make an entry on the Voyage Report.
FOM Chapter 13 page 4 .
If a Captain Special report is filed an entry should be recorded on the Voyage Report.
FOM Chapter 13 page 4 .
If the crew is requested to place additional documents on the aircraft they must do so and
annotated the voyage report when they are correctly inserted. FOM Chapter 12 page 4
If the passenger restraining devices are used a Special Report is to be filed and details
recorded on the Voyage report. FOM Chap 16 page 13
Diversion Detail should be annotated on the Voyage Report. FOM Chap 16 page 33
If Forward facing cameras are switched off the reasons must be recorded on the Voyage
Report. FOM Chap 17 page 4
If the FMS Navigation Database Report has been filled out.
Log any significant event occurring during flight. FOM Chap 5 page 6
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PA ANNOUNCEMENTS
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.
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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.
AFTER RAPID DESCENT
Ladies and Gentlemen, this is the Captain. We have descended rapidly from our cruising altitude and are now flying
at ________ feet. The reason for this was a depressurization of the aircraft.
OPTION MASKS REQ. The use of the oxygen masks is still required for approximately ___ minutes, until we can
descent to ____ feet.
OPTION MASK NOT REQ. The use of the oxygen masks is no longer required. We are now carrying out all necessary
procedures to rectify the problem and I will come back to you when we have decided on
our further course of action.
In the meantime I ask you to cooperate with the cabin crew as they prepare the cabin for a normal landing. Thank
you for your attention.
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:
- :02 minutes prior to TD (1,500’) – “ATTENTION CREW AT STATIONS”
- :30 seconds prior to TD (400’) – “BRACE BRACE”
EVACUATION COMMAND
“LEFT / RIGHT / FORWARD / REAR / OVERWING / ALL AVAILABLE EXITS EVACUATE EVACUATE”.
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12. PA ANNOUNCEMENTS
PRECAUTIONARY DISEMBARKATION
QRH MAN.1.7
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12. PA ANNOUNCEMENTS
SABOTAGE / BOMB THREATS ON GROUND
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12. PA ANNOUNCEMENTS
SABOTAGE / BOMB THREATS IN FLIGHT
28 April 2008
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SUSPICIOUS ARTICLE DISCOVERED
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World Time Zone Map
12. PA ANNOUNCEMENTS
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Daylight Savings Time
Daylight Saving (Summer) Time
Northern Hemisphere (2008/2009)
Daylight Saving (Summer) Time
Southern Hemisphere (2008/2009)
EUROPE
DST START 2008 DST END 2008 DST START 2009
AUSTRALIA / OCEANIA
European Union and rest of Europe
(except Iceland) - (time is GMT)
30-Mar, 01:00h
26-Oct, 01:00h
29-Mar, 01:00h
Russia (time is local)
30-Mar, 02:00h
26-Oct, 03:00h
29-Mar, 02:00h
Australia (States & Territories below):
• Australian Capital Territory (Canberra)
• New South Wales (Sydney)
06-Apr, 03:00h 05-Oct, 02:00h
• Victoria (Melbourne)
• Tasmania (Hobart)
05-Apr, 03:00h
NORTH AMERICA
DST END 2008 DST START 2008
DST END 2009
U.S.A. (except Hawaii, Arizona)
09-Mar, 02:00h
02-Nov, 02:00h 08-Mar, 02:00h
Australia - South Australia (Adelaide)
06-Apr, 03:00h 05-Oct, 02:00h
05-Apr, 03:00h
Canada (except Saskatchewan)
09-Mar, 02:00h
02-Nov, 02:00h 08-Mar, 02:00h
Australia - Western Australia (Perth)
30-Mar, 03:00h 26-Oct, 02:00h
29-Mar, 03:00h
Mexico (except Sonora)
06-Apr, 02:00h
26-Oct, 02:00h
Australia - Lord Howe Island
30-Mar, 03:00h 26-Oct, 02:00h
29-Mar, 03:00h
Saint Pierre and Miquelon (Fr.)
09-Mar, 02:00h
02-Nov, 02:00h 08-Mar, 02:00h
New Zealand (Wellington, Auckland)
06-Apr, 03:00h 28-Sep, 02:00h
05-Apr, 03:00h
Greenland (Denmark)
29-Mar, 22:00h
25-Oct, 23:00h
New Zealand- Chatham Island
06-Apr, 03:45h 28-Sep, 02:45h
05-Apr, 03:45h
Chile (Santiago)
30-Mar, 00:00h 12-Oct, 00:00h
15-Mar, 00:00h
Chile- Easter Island
29-Mar, 22:00h 11-Oct, 22:00h
14-Mar, 22:00h
Argentina
DST Start 30-Dec-2007, 00:00h
16-Mar, 00:00h -
-
Brazil (states below):
• 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
17-Feb, 00:00h 02-Nov, 00:00h
22-Feb, 00:00h
Falkland Islands (Malvinas) (Stanley)
20-Apr, 02:00h 07-Sep, 02:00h
19-Apr, 02:00h
Paraguay (Asuncion)
09-Mar, 00:00h 19-Oct, 00:00h
08-Mar, 00:00h
Uruguay (Montevideo)
09-Mar, 02:00h 05-Oct, 02:00h
08-Mar, 02:00h
06-Apr, 02:00h 07-Sep, 02:00h
05-Apr, 02:00h
05-Apr, 02:00h
28-Mar, 22:00h
CENTRAL AMERICA / CARIBBEAN
SOUTH AMERICA
Cuba (Havana)
16-Mar, 00:00h
26-Oct, 01:00h
Bahamas (Nassau)
09-Mar, 02:00h
02-Nov, 02:00h 08-Mar, 02:00h
08-Mar, 00:00h
Bermuda (Hamilton)
09-Mar, 02:00h
02-Nov, 02:00h 08-Mar, 02:00h
Guatemala (Guatemala)
CANCELLED
-
Turks and Caicos Islands
(Cockburn Town)
09-Mar, 02:00h
02-Nov, 02:00h 08-Mar, 02:00h
Armenia (Yerevan)
30-Mar, 02:00h
26-Oct, 03:00h
29-Mar, 02:00h
-
ASIA
Azerbaijan (Baku)
30-Mar, 04:00h
26-Oct, 05:00h
29-Mar, 04:00h
Gaza Strip, West Bank
(Bethlehem, West Bank)
01-Apr, 00:00h
04-Oct, 02:00h
01-Apr, 00:00h
Iraq (Baghdad)
CANCELLED
-
-
Iran (Tehran)
21-Mar, 00:00h
20-Sep, 00:00h -
Israel (Tel Aviv, Jerusalem)
28-Mar, 02:00h
05-Oct, 02:00h
27-Mar, 02:00h
Jordan (Amman)
27-Mar, 00:00h
31-Oct, 01:00h
26-Mar, 00:00h
Lebanon (Beirut)
30-Mar, 00:00h
25-Oct, 00:00h
29-Mar, 00:00h
Syria (Damascus)
04-Apr, 00:00h
30-Sep, 00:00h -
Egypt (Cairo)
25-Apr, 00:00h
28-Aug, 00:00h 24-Apr, 00:00h
Tunisia (Tunis)
30-Mar, 02:00h
26-Oct, 03:00h
AFRICA
29-Mar, 02:00h
AFRICA
Namibia (Windhoek)
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CABIN CREW BRIEFING
12. PA ANNOUNCEMENTS
28 April 2008
STUDY GUIDE
FOM 12.2
- 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.
- 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.
WELCOME ABOARD PA
Good …... L&G, this is your Captain ………… speaking.
Joining me is Senior. FO ……….…., and our Cabin Crew, led by
Purser ……... Seniors …….…in the Business Class Cabin/………in Economy. It is out Pleasure to welcome you
on board EK flight ….. To ….. /…...
Our route today is via …., …., .....
The planned flight time is ...Hrs ...min, 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
temp of …*C.
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
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.
CAPTAINS PREFLIGHT ANNOUNCEMENT REQUIRED FOR USA FLIGHTS OM-C RAIG 2.8
Ladies and Gentlemen:
US Regulations require me to inform you that during this flight today you should not congregate in
groups in any area of the cabin. I would also ask you to use only those lavatories dedicated to your
own class of service.
We are now completing the paperwork and expect to depart shortly. Please relax & enjoy our “award winning” inflight service. We shall update you with the arrival details just prior to descent. Thank you.
TOP OF DESCENT
Good Morning / Afternoon / Evening Ladies and Gentlemen. This is your 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 ___°C. Thank you for flying on Emirates
Airlines.