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STUDY GUIDE
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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 B777studyguide@eim.ae
The B-777 Study Guide is now available for download from the
www.crewrosters.com website. Simply logon and select DOWNLOADS.
EMIRATES B-777
28 September 2011
STUDY GUIDE
Page 2 of 250
LIST OF REVISIONS
Date
Jun 11,2010
Jul 08, 2010
Jul 14, 2010
Jul 15, 2010
Jul 15, 2010
Jul 16, 2010
Jul 16, 2010
Jul 26, 2010
Jul 27, 2010
Jul 27, 2010
Jul 27, 2010
Jul 27, 2010
Aug 02, 2010
Aug 06, 2010
Aug 09, 2010
Aug 09, 2010
Aug 16, 2010
Aug 16, 2010
Aug 16, 2010
Aug 16, 2010
Aug 28,2010
Aug 28,2010
Sep 05, 2010
Sep 05, 2010
Sep 05, 2010
Sep 05, 2010
Sep 05, 2010
Sep 05, 2010
Sep 05, 2010
Sep 05, 2010
Sep 05, 2010
Sep 15, 2010
Sep 15, 2010
Sep 17, 2010
Sep 17, 2010
Sep 17, 2010
Sep 17, 2010
Sep 17, 2010
Sep 17, 2010
Sep 17, 2010
Sep 17, 2010
Sep 17, 2010
Sep 17, 2010
Change
Pages
All references changed to the OMA Revision 1... Performance Chapter moved to rear of manual
Entire Performance Section replaced with Revision 2, June 2010 Performance Chapter moved to end of
Document. this should allow for further revisions of the Performance section with less page interruption to
the Study Guide.
EKIB-43 "Undetected Erroneous Radio Altitude" added
A new table added to assist in the selection of an Alternate Airport for Diversion.
Wake Turbulence Separations updated.
Note about treating Snow Grains SG as Snow on the holdover Table added. PELESYS COLD WEATHER briefing
Requirement to file a Captains special Report if a SAFA (Safety Audit Foreign Airlines) inspection is carried
out. Flight Operations Weekly Update #97-15 July 2010
All references to a CAT B* airport removed and replaced by CAT C airport. OMA 8.1.2.5
Letter from John Alsford SVP Fleet regarding communicating significant events and the importance of
advising VPNC in addition to filing of an ASR added
Destination Alternate minima modified to include company policy for destinations forecast below minima.
Most pages changed
Policy for Alternates with no weather forecast available added. OMA 8.1.4.4.4
Standby fuel for a ULR flight is now 10 tons below the minimum fuel figure. OMA 8.2.1.7
Company NOTAM CO491/10 .
Policy for Resetting and Cycling of CBs updated to Match QRH CI .
AOS Implementation (Auto dispatch function of LIDO OFPs) added. FCN 2010-035
PA announcement for flights inbound to USA modified to match latest instruction from Ed Davidson.
NAT Crossing info updated to include the CPDLC Oceanic clearance info for New York, Santa Maria, and
Reykjavik... Reference for LIDO also updated
SAT COM Short Dialling Codes for ATC reference changed... all info removed from OMC and now
available in LIDO Text RSI section.
Guidance added on where to find the Holdover tables... Type I fluid and Specific Brands are located in
OMA Appendix K .
Basic Arabic added for your use if desired. Thanks to Captain Mohamed Samy.
Cross Wind KOCH chart reference changed to Airbus QRH (It was the best I could find, even shows
tailwinds)... A CRFI (Canadian Runway Friction Index) Crosswind limitation chart added because it is the
only helpful chart in the OBL available to Boeing Pilots. LIDO Text CRAR Canada
Standby fuel for ULR flights is now 3.0 tons. OMA has been corrected by Company NOTAM CO491/10 .
IFBP updated with current reference from the LIDO RSI sections, Format of IFBP procedure added.
Collision Avoidance guidance added. TIBA Procedures Added
Guidance for the verbal confirmation of selections during in-flight non-normal situations added. QRH CI
2,000 AGL “ATTENTION CREW AT STATIONS” 500AGL “BRACE, BRACE,BRACE”. OMA 8.3.16.7
added to DITCHING.
Comment that The pilot flying may also direct reference checklists to be done by memory if no hazard is
created by such action, or if the situation does not allow reference to the checklist added to the FIRE
ENGINE TAILPIPE. QRH CI
Additional Registration added to the list of 773ULR aircraft with higher GTOW. FCI 2010-021
The Procedure for the OPT Message “Input weight appears to be too low” now located in the
QRH PD 777-200F .
A Brief description of a new section added to the LIDO Text Manual added... RSI Regional Supplementary
Information. Useful information such as ATC short dialling codes for SAT COM, CPDLC sign on
procedures, Oceanic Clearance procedures, are hidden here.
Frustration over strange codes in NOTAMS has inspired me to add this section for quick reference. I
apologize for adding pages to the middle and reordering pages in the remainder of the book and hope this
section is helpful to others also
Reference for the NITS Briefing added from CCEM Section 300 .
Reference for the Location of the Least Risk Bomb location found in the CCEM Section 300 .
Passenger Oxygen will flow for :22 minutes CCEM Section 500
Flight Crew are now expected to be onboard no later than STD-55. OMA 8.2.2.1.2
The new weight limitations added for the -300ER/ULR (A6-ECL- A6-ECP). FCOM L.10.5
Page added to explain MNPS areas and some of the Organized Track systems. Pelesys
EKIB-44 and EKIB-45 added
Updated to Revision 39 of FCOM to include the max demonstrated takeoff and landing crosswind.
Calculation of OPT takeoff data procedure changed to reflect FCOM Rev 39 .
Reference : 200LR If there is more than 100kgs in the aux tank, AUXILARY FUEL sws ON - Removed to
reflect change in FCOM Rev 39 .
FMS Data entry for GE aircraft... The requirement to select CLM Thrust is only required when the TOW is
above the MLW FCOM Rev 39 .
After Take-off Procedure clarified.... Checklist displayed after Final Flap is selected. Engine Anti-Ice is
selected to AUTO after Flap Retraction is complete FCOM Rev 39 .
Before Landing Procedure revised to ensure the “Cabin Crew Prepare for Landing” call comes after
Landing Gear is selected down. FCOM Rev 39
Name change to Non-ILS Approach using VNAV
References To SAAAR Approaches changed to RNP-AR Approaches
72
OMA 8.1.4.4.2.1
207-235
109
172
97
158
191
58, 63, 82,97, 101
190
72
112
62
58
206
180
87,92
159
89
51
112
93
34,54
9
52
58
65
New Pages added
66-68... Following
pages renumbered
84
91
148
58
142
182
113
49
126
128
127
129
131
131
158,159
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Date
Mar 15, 2011
Mar 15, 2011
Mar 15, 2011
Mar 25, 2011
Mar 25, 2011
Mar 25, 2011
Mar 29, 2011
Mar 29, 2011
Mar 29, 2011
Mar 29, 2011
Mar 29, 2011
Mar 29, 2011
Mar 30, 2011
Mar 31, 2011
Apr 07, 2011
Apr 07, 2011
Apr 07, 2011
Apr 08, 2011
Apr 08, 2011
Apr 08, 2011
Apr 08, 2011
Apr 08, 2011
Apr 08, 2011
Apr 08, 2011
April 23,2011
April 23,2011
April 23,2011
April 23,2011
May 30,2011
May 30,2011
May 30,2011
July 01, 2011
July 01, 2011
July 01, 2011
July 07, 2011
July 07, 2011
July 07, 2011
July 07, 2011
July 07, 2011
July 07, 2011
July 07, 2011
July 07, 2011
July 07, 2011
July 07, 2011
July 07, 2011
July 07, 2011
July 07, 2011
July 07, 2011
Sept 06, 2011
Change
Cold Weather Operations modified to reflect changes in FCI 2010-043 .
The PA “CABIN CREW PREPARE FOR LANDING” repositioned to between Set the Flap to 20 and
Checklist Display switch PUSH. Effective 07th April 2011. FCI 2011-007
The RNAV (RNP) SAAAR/AR requirement to set Vertical RNP limits in the FMC to 125 added.
This is written in the FCTM as “the flight crew may enter 125 feet for the vertical RNP”; however during
recurrent ground school we were told that Richard Norriss has said this is required.
A detailed list of CPDLC and ADS areas and their Log on details has been provided by Peter de
Waard. Thanks for the great work Peter
ETOPS Crosswind Limits modified to reflect 80% of the new FCOM limitations.
All GE engine aircraft Differences corrected to state…
Before Start Procedure: For GE Engines select CLB for all takeoffs above MLW
Guidance added: B777 FAQ 01 Feb 2011
If we loose either L or R auto throttle we can carry out a CAT 3B approach by manually matching the
associated thrust lever to the thrust lever that is being controlled by the working auto throttle server.
Guidance added: B777 FAQ 01 Feb 2011
Maximum speed to vacate the runway on a high speed taxi defined as up to 60 kts.
Info added: The OPT corrects the Engine Out Acceleration altitude for cold weather corrections.
FO Restrictions updated to restrict approaches conducted as a CAT I ILS with autoland or a CAT I
GLS (GNSS LANDING SYSTEM) with autoland. FCI 2011-008
The Approach Type selection Policy refined to reflect GLS Approaches and exemptions in the OMA.
FCI 2011-008
The Definitions for Runway surface conditions have been changed. Note added… FCOM revision
coming. FCI 2011-009
Description of Severe Turbulence added. OMC 9.5
Tips for dealing with Disruptive Passengers… LEAP CCEM 315 page 4
Polar operations corrected procedure for the requirement to have fuel analysis completed. FCOM
SP.23.3
Authorized Fuel types added. AFM FCOM SP.23.3
EAD 84R1 modified to specify corrections by AIMS BP V14 and BP V15
EAD 85R2 and 87R1 No major changes
EKIB-16 cancelled. EKIB-19 cancelled. EKIB 22R1 (no major changes). EKIB-29 cancelled. EKIB31 cancelled. EKIB-32R2 cancelled. EKIB-34R1 cancelled.
EKIB-41R3 describes fixes introduced with AIMS BP V15.
The limitation on operating the RADAR when personnel are within 50 feet is removed.
Guidance given for Display and FMC selections during RNP AR approaches. FCOM NP.21.63
Minimum width of pavement for a 180º turn changed for the 777-300ER, 777-300ER/ULR, 777-200LR
and 777F changed.
Windshear Precautions for Takeoff.
Takeoff with less than full rated thrust is not recommended if windshear conditions exist or are
suspected, unless the use of reduced thrust is required to meet dispatch requirements.
Description of disruptive Passengers added.
Supplementary Procedures table of contents updated.
CPDLC sign-on for Seychelles changed to FSSS
Center Fuel Tank Limitations added
CABIN ALTITUDE Checklists modified to QRH Revision 40…. No changes to Memory Items.
Supplementary Procedures Table of Contents updated
Electrical supply During Ground Operations
New Procedures Navaid Inhibit or Enable
RNAV Visual Approach DXB RWY 30L/R added.
The EAI Check is now to be done when passing the lesser of 20,000 feet AGL or TOD
LMC is changed to reflect OMA Revision 2
Stable Approach Criteria and Requirements changed to match OMA Revision 2
Flight Duty Time Limitations Flow Chart Added. Pages 66-69 reorganized
Guidance offered on Runway Centerline Offset during Takeoff. Flt Ops Weekly Update # 132
Stabilisation Requirements added.
Contact Details for LIPS (Loss of Income Protection) added.
All Destination and Alternates in the OMC / R&AI Guide meet or have special dispensation for PCN
requirements
Electrical Supply During Ground Operations FCOM SP.6.1 added.
Daylight savings Time Table updated
The requirement for a 90 meter visual segment during LVO Take-offs is removed.
Pilots are no longer required to carry a copy of the most recent PPC/IR certificate.
The requirement to ensuring the selected doors are not on the side of the aircraft where refuelling is
being conducted has been deleted.
Company Speed restrictions during climb between 5,000 AGL and 10,000 AGL may be exceeded if
Speed restrictions are waived by ATC
Admission to Flight Deck policy changed… The UK Restriction to Emirates Group Staff Employees on
Duty Travel or Emergency Travel has been removed
“A System Malfunction” has been removed from the list of items that trigger a Flight Crew
Incapacitation.
Action in the Event of a Pilot Incapacitation simplified
Weight Limitations, Registrations for the -300ER/ULR fleet updated. EK TR 94
162
Pages
131
158
96
96-110 reorganized
78
137, 140-142
153
109
165
58, 86, 102, 106
101
161
169
144
94
117
114
114
112
113
49
158
35, 36, 37
173
59
22-23
96
116
18-19
22, 126, 133
103
130
77
100
66
88
45, 46, 47
57
75
133
209
152
64
116
88, 99
61
92
92
52
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Date
Sept 06, 2011
Sept 06, 2011
Sept 06, 2011
Sept 06, 2011
Sept 06, 2011
Sept 06, 2011
Sept 06, 2011
Sept 06, 2011
Sept 06, 2011
Sept 06, 2011
Sept 06, 2011
Sept 06, 2011
Sept 06, 2011
Sept 06, 2011
Sept 28, 2011
Sept 28, 2011
Sept 28, 2011
Sept 28, 2011
Sept 28, 2011
EKIB-82R2 …Corrected
EICAS messages.
Change
to highlight simultaneous occurrence of ELEC BUS ISLN L and ELEC BUS ISLN R
added. 2 additional pages added to the Study Guide.
remains the same… Text changed to reflect to remove BP V15… FOs to continue
to cycle The FMC selector from AUTO to L or R then back to AUTO during the pre-flight setup.
The VNAV Validation criteria have changed… OMA 8.3.0.8.8.2 instructs us to follow manufactures
guidance. I could not fine the guidance in the FCOM. The FCTM only requires “A published GP angle on
the LEGS page for the final approach segment”.
VNAV Approach procedures and references updated.
The Cold Fuel Operations Procedure for RR Engines is removed. FCOM TR 92
EKIB-46 EKIB-47
EKIB-48 EKIB-49
EAD-85 R3 …Condition
Cockpit Stowage diagram updated. FCOM TR 92
PA for ground delays greater than 4 hours added. FCN 2011-049
Melbourne is an exception and is the only station where hot water has been approved to remove frost
when the OAT is ≥ 5ºC. PELESYS COLD WEATHER briefing
Additional info added on Ice Pellets and Deicing.
Flight Plan Signing procedure added. FCN 2011-042
Sig Weather Chart Decodes added… LH MET 70
Info added on Hydroplaning Speeds, US NOTAM RSC, and Canadian NOTAMJ. Pelesys Cont. Rwy Briefing
Guidance for approaches to Displaced Thresholds has been changed to allow the use of VNAV for B777
aircraft. OMC 5.4
Great Apps for the IPad… just a place to share hand apps… Feel free to share Apps you would like to
recommend and I will add them here for us all to share…
Explanation of Airport Hours… Expressed in GMT, ‡ indicates that during periods of DST the effective hours will be 1 hour
earlier.
Modified the simplified validation of VNAV approaches to include FP to have FMC PROG page 4 and
PNF to have FMC LEGS page displayed.
EA-87R2 EAD-90 EAD-91 EAD-92 added.
The Correlation of Runway Condition, Runway Category, and Performance Basis table updated.
Pages
112
114
113
160
159-160
120,128,131,132,138,
139,143
121
84, 214
164
165
110
72
163
44
80
65
160
115-116
50,163
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TABLE OF CONTENTS
TABLE OF CONTENTS
28 September 2011
STUDY GUIDE
LIST OF REVISIONS ................................................................................................ 2
1. QRH NON-NORMAL MEMORY ITEMS ............................................................. 9
UNANNUNCIATED CHECKLISTS ......................................................................................................................... 9
AIRSPEED UNRELIABLE .................................................................................................................................... 10
ABORTED ENGINE START L,R .......................................................................................................................... 11
ENGINE AUTOSTART L,R .................................................................................................................................. 11
ENG LIM/SURGE/STALL L,R .............................................................................................................................. 12
ENG SVR DAMAGE/SEP L,R .............................................................................................................................. 13
FIRE ENG L,R ...................................................................................................................................................... 14
DUAL ENG FAIL/STALL (GE) .............................................................................................................................. 15
DUAL ENG FAIL/STALL (RR) .............................................................................................................................. 16
STABILIZER ......................................................................................................................................................... 17
CABIN ALTITUDE ................................................................................................................................................ 18
2.
3.
FCOM SUPPLEMENTARY PROCEDURES .................................................... 21
QRH NON-NORMAL MANEUVERS ................................................................ 29
4.
QRH & FCTM FLIGHT PATTERNS ................................................................. 35
5.
FCOM LIMITATIONS ....................................................................................... 49
APPROACH TO STALL RECOVERY .................................................................................................................. 29
REJECTED TAKEOFF ......................................................................................................................................... 29
TRAFFIC AVOIDANCE ........................................................................................................................................ 31
UPSET RECOVERY ............................................................................................................................................ 32
OMA EMERGENCY PROCEDURES ................................................................................................................... 33
FCOM STANDARD ENGINE OUT PROCEDURE............................................................................................... 33
180° CIRCULAR TURNAROUND ........................................................................................................................ 35
180° HAMMERHEAD INTO TURNAROUND ....................................................................................................... 36
180° HAMMERHEAD FROM TURNAROUND ..................................................................................................... 37
TAKEOFF - VNAV ................................................................................................................................................ 38
TAKEOFF ............................................................................................................................................................. 39
TAKEOFF – BASIC MODES ................................................................................................................................ 40
ILS APPROACH ................................................................................................................................................... 41
INSTRUMENT APPROACH USING VNAV ......................................................................................................... 42
INSTRUMENT APPROACH USING V/S OR FPA ............................................................................................... 43
DISPLACED THRESHOLD GUIDANCE TABLE ................................................................................................. 44
CIRCLING APPROACH ....................................................................................................................................... 45
VISUAL TRAFFIC PATTERN ............................................................................................................................... 47
GO-AROUND AND MISSED APPROACH .......................................................................................................... 48
AIRPLANE GENERAL.......................................................................................................................................... 49
TAKE OFF CROSSWINDS .................................................................................................................................. 50
LANDING CROSSWINDS .................................................................................................................................... 51
WEIGHTS ............................................................................................................................................................. 52
DOORS................................................................................................................................................................. 53
AIR SYSTEMS ..................................................................................................................................................... 53
AUTO FLIGHT ...................................................................................................................................................... 53
AUTOMATIC LANDING ....................................................................................................................................... 53
RADIOS ................................................................................................................................................................ 53
ELECTRICAL ....................................................................................................................................................... 54
ENGINES.............................................................................................................................................................. 54
AIRPLANE STRUCTURE..................................................................................................................................... 55
FLIGHT INSTRUMENTS, DISPLAYS .................................................................................................................. 55
FLIGHT MANAGEMENT, NAVIGATION.............................................................................................................. 55
FUEL SYSTEM ..................................................................................................................................................... 56
FUEL SYSTEM ..................................................................................................................................................... 56
GEAR DOWN DISPATCH .................................................................................................................................... 56
WARNING SYSTEMS .......................................................................................................................................... 56
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6.
LIMITATIONS AND POLICIES ........................................................................ 57
7.
8.
FUEL POLICY ............................................................................................... 117
SOP GUIDE ................................................................................................... 121
PREFLIGHT .......................................................................................................................................................... 57
TAXI ...................................................................................................................................................................... 81
REJECTED TAKEOFF ......................................................................................................................................... 86
TAKEOFF ............................................................................................................................................................. 86
TAKEOFF ............................................................................................................................................................. 87
CLIMB ................................................................................................................................................................... 90
CRUISE ................................................................................................................................................................ 91
DESCENT ............................................................................................................................................................. 99
HOLDING.............................................................................................................................................................. 99
APPROACH ........................................................................................................................................................ 100
MISSED APPROACH ......................................................................................................................................... 105
PARKING ............................................................................................................................................................ 110
CUSTOMS INBOUND DXBG ............................................................................................................................. 111
EMIRATES FCOM BULLETINS ......................................................................................................................... 112
BOEING FCOM BULLETINS.............................................................................................................................. 115
PREFLIGHT CHECKS ........................................................................................................................................ 121
WALK AROUND COMPONENT LOCATOR GUIDE ......................................................................................... 122
BRIEFINGS......................................................................................................................................................... 129
BEFORE START PROCEDURE ........................................................................................................................ 130
START PROCEDURE ........................................................................................................................................ 130
BEFORE TAXI PROCEDURE ............................................................................................................................ 130
BEFORE TAKEOFF PROCEDURE ................................................................................................................... 131
TAKEOFF PROCEDURE ................................................................................................................................... 131
CLIMB/CRUISE PROCEDURE .......................................................................................................................... 131
TOP OF CLIMB PROCEDURE .......................................................................................................................... 132
DESCENT PREPARATION ................................................................................................................................ 132
ILS PROCEDURE .............................................................................................................................................. 133
NON_ILS APPROACH USING VNAV ................................................................................................................ 133
GO-AROUND PROCEDURE ............................................................................................................................. 134
AFTER LANDING PROCEDURE ....................................................................................................................... 134
TURNING ONTO THE PARKING STAND PROCEDURE ................................................................................. 134
SHUTDOWN PROCEDURE............................................................................................................................... 135
SECURE PROCEDURE ..................................................................................................................................... 135
DEPARTURE SOP ............................................................................................................................................. 136
ARRIVAL SOP .................................................................................................................................................... 137
AIRCRAFT DIFFERENCES ............................................................................................................................... 138
777-200 Differences .........................................................................................................................................138
777-200ER Differences ....................................................................................................................................138
777-200ER A6 EML Only Differences .............................................................................................................139
777-200LR Differences ....................................................................................................................................139
777F Differences ..............................................................................................................................................140
777-300 Differences .........................................................................................................................................143
777-300ER/ULR Differences............................................................................................................................144
EMIRATES DECISION MAKING MODEL .......................................................................................................... 146
RTO ACTIONS ................................................................................................................................................... 147
ENGINE MALFUNCTION AFTER V1 ................................................................................................................. 148
ENGINE OUT PROCEDURE ............................................................................................................................. 149
EICAS MESSAGE PROCEDURE ...................................................................................................................... 149
ENGINE OUT DRIFTDOWN PROCEDURE ...................................................................................................... 149
ENGINE OUT DRIFTDOWN MANUAL PROCEDURE ...................................................................................... 149
PRESSURIZATION PROBLEMS ....................................................................................................................... 150
ENGINE HANDLING AFTER AN AIRSTART..................................................................................................... 151
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LANDING PROCEDURE – G/S INTERCEPT FROM ABOVE........................................................................... 151
ILS PRM APPROACHES ................................................................................................................................... 152
SOIA (Simultaneous Offset Instrument Approaches) or LDA/PRM Approaches ............................................... 153
LOW VISIBILITY OPERATIONS ........................................................................................................................ 154
LVO MALFUNCTION GUIDANCE ..................................................................................................................... 156
SINGLE SOURCE MALFUNCTION GUIDANCE ............................................................................................... 157
EFFECT ON LANDING MINIMA OR FAILED OR DOWNGRADED EQUIPMENT ........................................... 157
RUNWAY LIGHTING SYSTEMS AND MARKINGS .......................................................................................... 158
VNAV APPROACHES TO MDA, DA, & RNP-AR APPROACHES .................................................................... 160
CONTAMINATED RUNWAYS ........................................................................................................................... 162
COLD WEATHER OPERATIONS ...................................................................................................................... 164
DE-ICING / ANTI-ICING .................................................................................................................................. 164
ENGINE ANTI-ICE ........................................................................................................................................... 166
FAN ICE REMOVAL ........................................................................................................................................ 166
ALTIMETER CORRECTIONS IN COLD TEMPERATURES ........................................................................... 167
DE-ICE PROCEDURES ON THE GATE ......................................................................................................... 168
DE-ICE PROCEDURES ON A REMOTE DE-ICING BAY .............................................................................. 169
RUNWAY AWARENESS ADVISORY SYSTEM ................................................................................................ 170
HOT WEATHER OPERATIONS ........................................................................................................................ 171
THUNDERSTORM AVOIDANCE ....................................................................................................................... 171
ROCKWELL COLLIN WXR-2100 MULTISCAN™ WEATHER RADAR ........................................................... 172
WINDSHEAR ...................................................................................................................................................... 174
GPWS ................................................................................................................................................................. 176
QFE OPERATIONS ............................................................................................................................................ 177
DIVERSION PROCEDURE ................................................................................................................................ 178
DIVERSION CONSIDERATIONS ...................................................................................................................... 179
INHIBITS DURING TAKEOFF............................................................................................................................ 180
INHIBITS DURING LANDING ............................................................................................................................ 181
ETOPS FUEL REQUIREMENTS ....................................................................................................................... 182
ETOPS ALTERNATE WEATHER REQUIRMENTS .......................................................................................... 183
SPECIAL AIRSPACE EXPLAINED .................................................................................................................... 184
MNPS PROCEDURES ....................................................................................................................................... 185
OCEANIC CROSSING PROCEDURES ............................................................................................................ 186
9. LESSONS LEARNED ...................................................................................... 189
10. REPORTS AND FORMS ............................................................................... 197
MOR REPORT ................................................................................................................................................... 197
AIR SAFETY REPORT....................................................................................................................................... 198
CAPTAIN’S SPECIAL REPORT ........................................................................................................................ 199
PASSENGER / AIRCREW ACCIDENT REPORT.............................................................................................. 200
CONFIDENTIAL HUMAN FACTORS REPORT................................................................................................. 200
GROUP SAFETY REPORT ............................................................................................................................... 200
COMMANDER'S DISCRETION REPORT ......................................................................................................... 201
C15 ..................................................................................................................................................................... 201
GEN DEC ........................................................................................................................................................... 201
OM-C RAIG FEEDBACK FORM ........................................................................................................................ 201
E6 LOCKER STOWAGE WAYBILL FORM........................................................................................................ 201
PORTABLE ELCTRONIC DEVICES (PEDs) ..................................................................................................... 202
DAT LINK IRREGULARITY REPORTING ......................................................................................................... 202
VOYAGE REPORT REQUIREMENTS .............................................................................................................. 203
ACARS DELAY REPORTING PROCEDURE .................................................................................................... 204
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11. PA ANNOUNCEMENTS ................................................................................ 205
IFTAR PA ............................................................................................................................................................ 205
HOLDING PA ...................................................................................................................................................... 205
GO-AROUND PA ................................................................................................................................................ 205
WEATHER DIVERSION PA ............................................................................................................................... 205
TECHNICAL DIVERSION PA ............................................................................................................................. 205
SICK PASSENGER DIVERSION PA ................................................................................................................. 205
FIRE PA .............................................................................................................................................................. 206
EMERGENCY DESCENT PA............................................................................................................................. 206
DEICING PA ....................................................................................................................................................... 206
PARTIAL OR ALL GEAR UP LANDING PA ....................................................................................................... 206
PRECAUTIONARY DISEMBARKATION ........................................................................................................... 207
SABOTAGE / BOMB THREATS ON GROUND ................................................................................................. 208
SABOTAGE / BOMB THREATS IN FLIGHT ...................................................................................................... 209
SUSPICIOUS ARTICLE DISCOVERED ............................................................................................................ 209
WORLD TIME ZONE MAP ................................................................................................................................. 210
DAYLIGHT SAVINGS TIME ............................................................................................................................... 211
EHRAM PA ......................................................................................................................................................... 212
CABIN CREW BRIEFING ................................................................................................................................... 213
PA CONSIDERATIONS...................................................................................................................................... 213
WELCOME ABOARD PA ................................................................................................................................... 214
GROUND DELAY > 4 HOURS PA, Flight to and from USA .............................................................................. 214
TOP OF DESCENT PA ...................................................................................................................................... 214
TOP OF DESCENT PA ...................................................................................................................................... 214
12. PRACTICAL PERFORMANCE
By Captain Darryl Tarr, TRE B777
..................................... 215
SECTION 1 INTRODUCTION ............................................................................................................................ 216
SECTION 2: GENERAL...................................................................................................................................... 217
Airplane Flight Manual (AFM) ..........................................................................................................................217
Regulatory Requirements ................................................................................................................................218
Gross and NET Performance ...........................................................................................................................219
Gross and NET Gradients ................................................................................................................................219
Density Altitude ................................................................................................................................................220
True Airspeed ...................................................................................................................................................220
Low Altitude ......................................................................................................................................................221
Flap 15 for Manoeuvring ..................................................................................................................................221
Flap 25 for Landing ..........................................................................................................................................221
Human Factors .................................................................................................................................................221
Aircraft Model and Payload Comparison .........................................................................................................222
IDLE REVERSE THRUST during the Landing Roll Procedure .......................................................................223
Checklist Item Override ....................................................................................................................................223
Multifunction Display - MFD .............................................................................................................................224
SECTION 3: EICAS MANAGEMENT ................................................................................................................. 225
EICAS Alert Messages and Condition Statements ..........................................................................................225
Consequential EICAS Alert Messages ............................................................................................................225
SECTION 4: MINIMUM EQUIPMENT LIST / CONFIGURATION DEVIATION LIST (MEL/CDL) ...................... 227
SECTION 7: TIRE LIMIT SPEEDS ..................................................................................................................... 231
The Aircraft Tire ...............................................................................................................................................231
Optimization .....................................................................................................................................................233
Take-off Rotation ..............................................................................................................................................233
High Elevation Airports .....................................................................................................................................235
SECTION 8: GO-AROUND CLIMB GRADIENTS .............................................................................................. 236
Approach Climb ................................................................................................................................................237
Practical Solution for NORMAL Operations .....................................................................................................238
Approach Climb TABLE - NORMAL Operations ..............................................................................................239
Summary of Boeing Performance Tables ........................................................................................................240
Approach Climb Table - NON-NORMAL Operations .......................................................................................241
SECTION 9: VISUAL APPROACHES ................................................................................................................ 242
The Planning Stage ..........................................................................................................................................242
The Method ......................................................................................................................................................243
INDEX................................................................................................................... 247
EMIRATES B-777
1. QRH NON-NORMAL MEMORY ITEMS
Page 9 of 250
QRH NON-NORMAL MEMORY ITEMS
28 September 2011
STUDY GUIDE
It is a requirement to know all of the checklists in the Un-annunciated Chapter of the QRH; however, only a few of them have MEMORY items.
UNANNUNCIATED CHECKLISTS
Conditional Statement
Checklist
1 Aborted Engine Start L,R
2 Airspeed Unreliable
3 Automatic Unlock
4 Bomb On Board
5 Ditching
QRH 10.1
QRH 1.1
QRH 0.1
QRH 0.3
6 Dual Engine Fail/Stall
7
8
QRH 7.1
QRH 7.2
QRH 7.4
Engine In-Flight Start L,R
QRH 7.27
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.
QRH PI section provides suggested power settings
Flight deck door auto unlock light illuminated indicates correct emergency access code has been entered
and flight deck door is programmed to automatically unlock after a time delay.
QRH instructs Rotate to DENY and hold for 1 second.
Specific threat that a bomb is on board, or suspected or confirmed bomb on board.
Maintain you current altitude until this checklist is completed to the CABIN ALTITUDE is reset.
Consider descending to cabin altitude and configuring for landing before descending below that altitude
(Just in case the bomb is triggered by a decreasing cabin altitude).
Airplane ditching and evacuation are required.
2,000 AGL “ATTENTION CREW AT STATIONS” 500AGL “BRACE, BRACE,BRACE”. OMA 8.3.16.7
Engine speed for both engines is below idle.
Engine start is needed after a shutdown with no fire or apparent damage.
QRH 7.30
Engine Limit/Surge/Stall L,R
QRH 7.6
Engine indications are abnormal or are approaching or exceeding limits, abnormal engine noises are heard,
or there is no response to thrust lever movement.
One or both engines do not reach commanded thrust or rolls back after performing the Cold Fuel
Operations Supplementary Procedure or after operating at high thrust settings.
QRH 7.53
To clear ice from the fuel system by reducing engine fuel flow while descending, then checking for proper
engine response.
Engine Severe Damage/Separation L,R Engine has severe damage, vibration, or has separated.
Engine Response
9 [RR Engines] EK TR No.74
10
QRH 7.6
QRH 7.10
11 Fire Engine Tailpipe L,R
12 Fuel Jettison
QRH 8.5
15 Lock Fail
- This unannunciated checklist is to be used when Fuel Jettison is required. There are other Checklists
triggered by EICAS messages.
- Fuel Jettison Time is displayed on the FUEL Synoptic page.
An in flight fuel leak is suspected or confirmed.
QRH 12.12
13 Fuel Leak QRH 12.15
14 Gear Lever Locked Down
QRH 14.6
QRH 0.5
17 Smoke, Fire Or Fumes
QRH 8.6
18 Smoke 0r Fumes Removal
19 TAT Probe Icing
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.
A landing at greater than maximum landing weight is required.
QRH 1.10
16 Overweight Landing
An engine tailpipe fire is reported on the ground with no engine fire warning.
The pilot flying may also direct reference checklists to be done by memory if no hazard is created by such
action, or if the situation does not allow reference to the checklist. QRH CI
Remember it is OMA 8.2.2.4.1.6 requirement to immediately call the tower for the fire serves for Undercowl
Fires.
Fuel jettison is required.
QRH 8.27
QRH 3.12
Smoke, fire or fumes is identified.
Anytime the smoke or fumes becomes the greatest threat, do the SMOKE OR FUMES REMOVAL checklist
Smoke/fumes removal is required.
Do this checklist only when directed by the SMOKE, FIRE OR FUMES CHECKLIST.
Airplanes TAT probe or engine TAT probe icing is suspected.
TAT Icing may occur in temps between +5°C and -5°C in areas of super cooled water droplets.
Indications include A/T disconnecting and EPR indications blanking.
(Problem with original RR engines… Modifications have generally removed this issue)
20 Volcanic Ash
QRH 7.55
21 Window Damage L,R
22
QRH 7.58
QRH 1.12
Precautionary Disembarkation
QRH Back Cover.1
23 Evacuation
QRH Back Cover.2
Static discharge around the windshield, bright glow in the engine inlets, smoke or dust on the flight deck, or
acrid odour indicates the airplane is in volcanic ash.
Arcing, delaminating, shattered, or cracked condition of any flight deck window is observed.
Located on the QRH second last page.
Located on the QRH Back Cover.
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AIRSPEED UNRELIABLE
QRH 10.1
1. QRH NON-NORMAL MEMORY ITEMS
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STUDY GUIDE
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Page 11 of 250
ABORTED ENGINE START L,R
1. QRH NON-NORMAL MEMORY ITEMS
28 September 2011
STUDY GUIDE
QRH 7.1
ENGINE AUTOSTART L,R
QRH 7.5
SYSTEM INFORMATION:
RR ENGINES: 2 Autostart attempts. On the first attempt
only one set of igniters is used, on the second attempt
both igniters are used.
GE ENGINES: 3 Autostart attempts. On the first attempt
only one set of igniters is used, on the second attempt
both igniters are used, on the third attempt the fuel flow is
adjusted.
INSTRUCTIOR NOTE: Moving the Fuel Control switch to
cut-off will remove the EICAS “ ENG AUTOSTART L/R” .
You will have to remember to call for this checklist and find
in the Non-Normal Checklist menu
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Page 12 of 250
ENG LIM/SURGE/STALL L,R
QRH 7.6
1. QRH NON-NORMAL MEMORY ITEMS
28 September 2011
STUDY GUIDE
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Page 13 of 250
1. QRH NON-NORMAL MEMORY ITEMS
ENG SVR DAMAGE/SEP L,R
QRH 7.10
28 September 2011
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Page 14 of 250
FIRE ENG L,R
QRH 8.2
1. QRH NON-NORMAL MEMORY ITEMS
28 September 2011
STUDY GUIDE
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Page 15 of 250
1. QRH NON-NORMAL MEMORY ITEMS
DUAL ENG FAIL/STALL (GE)
28 September 2011
STUDY GUIDE
QRH 7.2
INSTRUCTOR NOTE:
It can be difficult to tell when an engine has completed the start
cycle… An easy way to identify that the start is complete and the
engine is running is when the Red EGT Start Limit Bar disappears.
INSTRUCTOR NOTE:
When one engine starts and one remains failed, the failed engine
continues to try to start itself indefinitely. If you wish to configure
the aircraft for landing you will have to call for an additional
checklist… ENGINE FAIL, ENGINE SEVERE DAMAGE
/SEPARATION… This will secure the engine and set the flaps
correctly for landing.
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Page 16 of 250
1. QRH NON-NORMAL MEMORY ITEMS
DUAL ENG FAIL/STALL (RR)
28 September 2011
STUDY GUIDE
QRH 7.4
INSTRUCTOR NOTE:
It can be difficult to tell when an engine has completed the start
cycle… An easy way to identify that the start is complete and the
engine is running is when the Red EGT Start Limit Bar disappears.
INSTRUCTOR NOTE:
When one engine starts and one remains failed, the failed engine
continues to try to start itself indefinitely. If you wish to configure
the aircraft for landing you will have to call for an additional
checklist… ENGINE FAIL, ENGINE SEVERE DAMAGE
/SEPARATION… This will secure the engine and set the flaps
correctly for landing.
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Page 17 of 250
STABILIZER
QRH 9.1
1. QRH NON-NORMAL MEMORY ITEMS
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STUDY GUIDE
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Page 18 of 250
CABIN ALTITUDE
QRH 2.1
1. QRH NON-NORMAL MEMORY ITEMS
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STUDY GUIDE
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Page 19 of 250
QRH 2.6
1. QRH NON-NORMAL MEMORY ITEMS
QRH 2.7
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1. QRH NON-NORMAL MEMORY ITEMS
INTENTIONALLY BLANK
28 September 2011
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Page 21 of 250
2. FCOM SUPPLEMENTARY PROCEDURES
FCOM SUPPLEMENTARY PROCEDURES
(Often Used Procedures)
28 September 2011
STUDY GUIDE
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Page 22 of 250
2. FCOM SUPPLEMENTARY PROCEDURES
28 September 2011
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Page 23 of 250
2. FCOM SUPPLEMENTARY PROCEDURES
28 September 2011
STUDY GUIDE
2. FCOM SUPPLEMENTARY PROCEDURES
EXPANDED SUPPLEMENTARY PROCEDURES
EMIRATES B-777
Page 24 of 250
28 September 2011
STUDY GUIDE
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
•
This procedure must be performed by reference to
aircraft. This must not be performed by recall
ELECTRICAL SAFETY CHECK PROCEDURE
NOTES
FCOM SP.6.2
in the event one has to power up an unpowered
2. FCOM SUPPLEMENTARY PROCEDURES
EXPANDED SUPPLEMENTARY PROCEDURES
EMIRATES B-777
Page 25 of 250
7. ENGINES, APU
APU GROUND PNEUMATIC START
CONDITION:
•
28 September 2011
STUDY GUIDE
The APU requires to be started using Ground pneumatics to provide duct pressure so that the APU air turbine starter
can be used to start the APU
REASON:
•
The electric start motor is unavailable. This may be due to starter motor or circuit problems
CHECKLIST:
•
•
•
FCOM SP 7.1
The Packs must be off before the manifold is pressurised. This is to ensure that the min duct pressure of 15 PSI is
achieved
After a normal APU start the ground pneumatics are disconnected before the Packs are put to Auto
NOTES:
ENGINE BATTERY START
CONDITION:
•
No Ground Power Unit or APU is available to provide the electrical power to start the engines. Pneumatics from the
APU or Ground cart is required to provide duct pressure.
REASON:
•
APU is inop or APU GEN inop and no GPU is available
•
SP 7.1
•
If using a ground cart, the FCOM SP ENGINE GROUND PNEUMATIC START and then the ENGINE CROSSBLEED START
procedures may need to be performed in the course of this checklist
Accomplish the drill by reference to the Supplementary Procedures. If Autostart is available, it should be used.
(Autostart is a normal engine start, which is to be accomplished in these procedures).
Read SP procedure. Careful planning is required
Find out if there is any slot time and plan accordingly
Ensure that extra fuel is on board for the increased ground run time (25 Kg per min) 500 Kg min
Ensure that the flight deck is set-up as far as possible including completing paperwork, loadsheet, RTOW figures etc.
to minimise delays after start
Loading should be complete and all passengers on board, doors closed
Ensure Ground Crew are ready, Pneumatic Air (if required) is available and Aircraft is clear
Get permission to start one engine in the bay and advise that it will run for a while until ready
Do SP procedure asking for air when applicable
Perform Ground Pneumatic Start if required
Start Left Engine in bay
Complete SP and restore pack operation for air conditioning
Complete cockpit set-up
Get start and pushback clearance
Pushback, set brake and start second engine (if no APU then this will require an ENGINE CROSSBLEED START )
If there are additional problems like Autostart inop. De-icing required or ENG START VALVE, this could become
quite complicated. Plan carefully and Take each stage slowly
CHECKLIST:
NOTES:
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
2. FCOM SUPPLEMENTARY PROCEDURES
EXPANDED SUPPLEMENTARY PROCEDURES
EMIRATES B-777
Page 26 of 250
ENGINE CROSSBLEED START
CONDITION:
28 September 2011
STUDY GUIDE
•
Air from an engine is used to start the other engine when APU air is not available
•
APU is inop or APU Bleed Air is not available
•
With the APU Bleed Valve OFF, and the aircraft clear, thrust is increased 5% on the operating engine to provide a
minimum 25 psi duct pressure from which the second engine is started (If the duct pressure is above 25psi at idle
thrust then a thrust increase to 5% N3 above idle is not necessary)
REASON:
CHECKLIST:
NOTES:
•
•
In this case a Ground Pneumatic Source starts the first engine on the stand. The second engine could also be
started but in some cases this may prove too much for the Tow Truck or the Tow Bar Pin
This case must be used if a 777 Tow Bar is not available
ENGINE GROUND PNEUMATIC START
CONDITION:
•
Ground pneumatics are used to start the engines
REASON:
•
APU is inop or APU Bleed Air is not available
CHECKLIST:
•
•
•
•
Select both packs to OFF. (The OFF lights will be illuminated, but packs must be selected off).
A min duct pressure of 25 psi (less 1 psi/1000 ft Press Alt)
Engine(s) are started normally
Ground Pneumatics must be disconnected then Packs are selected to Auto
•
•
•
•
•
•
•
•
•
•
•
•
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 )
NOTES:
2. FCOM SUPPLEMENTARY PROCEDURES
EXPANDED SUPPLEMENTARY PROCEDURES
EMIRATES B-777
Page 27 of 250
ENGINE START WITH EXTERNAL ELECTRIC POWER
28 September 2011
STUDY GUIDE
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.
•
APU is inoperative or APU GEN inoperative.
REASON:
CHECKLIST:
•
NOTES:
•
•
•
•
•
•
•
•
•
If APU is inop, this will also require an ENGINE GROUND PNEUMATIC START and possibly an ENGINE CROSSBLEED START
This will require a start on the stand. Either 1 or Both Engines
Get permission to start in the bay
If a 777 tow bar and pin is available, and tow truck is capable, start both on the stand
Refer to FCOM SP.7.3 ENGINE GROUND PNEUMATIC START if required
Disconnect GPU and Ground Pneumatics
Get Pushback clearance
Set Brake and start 2nd Engine if required using ENGINE CROSSBLEED START
FCOM SP.7.2
Advise purser to reinstate the power to the cabin if required
•
An engine start is required without the use of the Autostart System (Engine start using the autostart system is the
normal method to start the engine)
MANUAL ENGINE START
CONDITION:
REASON:
•
The Autostart is inoperative or selected off.
CHECKLIST:
•
FCOM SP.7.4 or Laminated checklist under glareshield
NOTES:
•
•
•
•
•
•
Read the checklist through together first as a crew, and then perform the checklist as an action list.
Start one engine at a time.
Don't forget that you only put the fuel control switch to run when Oil pressure increases EGT below 100ºC and
N3 at max motoring or 25%.
Unlike during an autostart the spar and engine fuel valves open as soon as the fuel control switches are placed to
Run. If the autostart switch is selected off and the fuel control switch is placed in Run before max motoring you'll get
an ENG AUTOSTART L/R caution. This should prompt you to carry out the memory items, which is to abort the
engine start. Clever!
The procedure lists the start parameters to be monitored in a sequential order. CM2 to keep CM1 in the picture as
each stage of the engine start approaches. E.g. Once fuel control switches are to Run, CM2 can say something like
"We're looking for EGT within 30secs, we have EGT rise it must remain within limits, now we need N1 rotation by
45%N3".
In the event of a start problem / need to abort the start, do the Memory items and call for the aborted engine start
checklist. Advise ground crew and decide next course of action i.e. restart or not. Contact EK engineering if
necessary.
2. FCOM SUPPLEMENTARY PROCEDURES
EXPANDED SUPPLEMENTARY PROCEDURES
EMIRATES B-777
Page 28 of 250
MANUAL OVERRIDE ENGINE START
CONDITION:
28 September 2011
STUDY GUIDE
•
The engine start valve must be manually opened and closed with a tool
•
The engine starter valve has failed.
•
FCOM SP.7.4
•
This procedure is used after the ENG START VALVE L/R has appeared or the aircraft is dispatched with the start
valve inoperative
Following the EICAS message ENG START VALVE L/R; complete the start on the good engine.
Put on EAI if required on the operating engine
Read the ENG START VALVE L/R checklist
Consult the MEL for dispatch
Advise the ground crew that a Manual Override Engine Start is required and ask them to get the Tool from the E&E
compartment
Read the SP
Arrange a system of hand signals and demonstrate this with the ground engineer while he still can speak to you
(when at the engine he may not be able to use his interphone)
REASON:
CHECKLIST:
NOTES:
•
•
•
•
•
•
•
APU INOP DISPATCH
NOTES:
•
•
•
•
•
•
Considerations:
MEL - 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.
EMIRATES B-777
3. QRH NON-NORMAL MANEUVERS
Page 29 of 250
QRH NON-NORMAL MANEUVERS
28 September 2011
STUDY GUIDE
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
FCTM 1.5
QRH MAN 1.2
*** TRE Note
***
Slow acceleration can be
detected by monitoring the
Speed Trend Vector…
A normal trend vector will
be around 30-40 knots.
Master Caution Lights,
Aural Beeper, and Advisory
level Alert Messages
inhibited from 80 KTS to 400
RA or :20 seconds after
rotation.
For a RTO the inhibit lasts
until the speed is below 75
knots.
Master Warning Lights and
Fire Bell inhibited from V1
until 400 RA or 25 seconds
after V1.
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Page 30 of 250
3. QRH NON-NORMAL MANEUVERS
Rejected Takeoff Continued
QRH MAN.1.3
28 September 2011
STUDY GUIDE
EMIRATES B-777
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STUDY GUIDE
3. QRH NON-NORMAL MANEUVERS
Page 31 of 250
QRH MAN 1.8
ADVISE ATC OMA 8.3.6
ADVISE ATC OMA 8.3.6
TCAS PHRASEOLOGIES
OMA 8.3.6 LIDO TEXT COM 70
FCOM L.10.9
EKIB-30 TCAS Change 7 prevents TCAS from
actively tracking and displaying aircraft that are
NOT deemed as a threat to the aircraft …
FCOM 10.10.31 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.
QRH When Selection of TA is made it is important as it
will increase the corrective RA of the intruder aircraft
CLEAN UP TECHNIQUE
A/P ON
Instructor Technique
FLCH
OMA 11.3.2 File an ASR when a TCAS Resolution
Advisory (RA) occurs.
EMIRATES B-777
3. QRH NON-NORMAL MANEUVERS
Page 32 of 250
28 September 2011
STUDY GUIDE
QRH MAN 1.9
2 Excellent Videos are available in the Pelesys Learning System:
Select REFERENCE COURSES, Rolling Recurrent – Jet Upset
EMIRATES B-777
28 September 2011
STUDY GUIDE
3. QRH NON-NORMAL MANEUVERS
Page 33 of 250
NON NORMAL CHECKLIST CONFIRMATION CALLS
QRH CI
FCOM NP 50.2
OMA 8.3.1.6
OMA 8.3.0.4.4.2
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3. QRH NON-NORMAL MANEUVERS
INTENTIONALLY BLANK
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4. QRH & FCOM FLIGHT PATTERNS
Page 35 of 250
QRH FCOM FLIGHT PATTERNS
FCTM 2.7
Min width of pavement for
a 180 turn 772
Min width of pavement for
a 180 turn 772LR & 777F
Min width of pavement for
a 180 turn 773
Min width of pavement for
a 180 turn 773ER/ULR
155.8 feet, 47.5 meters for nose gear
FCOM S.P.1.9
157.4 feet, 48.0 meters for nose gear
FCOM S.P.1.11 FCOM SP.1.12
183.8 feet, 56 meters for nose gear
FCOM S.P.1.13
185.5 feet, 56.5 meters for nose gear
FCOM S.P.1.17
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4. QRH & FCOM FLIGHT PATTERNS
Page 36 of 250
Min width of pavement for
a 180 turn 772
Min width of pavement for
a 180 turn 772LR & 777F
Min width of pavement for
a 180 turn 773
Min width of pavement for
a 180 turn 773ER/ULR
28 September 2011
STUDY GUIDE
155.8 feet, 47.5 meters for nose gear
FCOM S.P.1.9
157.4 feet, 48.0 meters for nose gear
FCOM S.P.1.11 FCOM SP.1.12
183.8 feet, 56 meters for nose gear
FCOM S.P.1.13
185.5 feet, 56.5 meters for nose gear
FCOM S.P.1.17
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 37 of 250
Min width of pavement for
a 180 turn 772
Min width of pavement for
a 180 turn 772LR & 777F
Min width of pavement for
a 180 turn 773
Min width of pavement for
a 180 turn 773ER/ULR
4. QRH & FCOM FLIGHT PATTERNS
155.8 feet, 47.5 meters for nose gear
FCOM S.P.1.9
157.4 feet, 48.0 meters for nose gear
FCOM S.P.1.11 FCOM SP.1.12
183.8 feet, 56 meters for nose gear
FCOM S.P.1.13
185.5 feet, 56.5 meters for nose gear
FCOM S.P.1.17
28 September 2011
STUDY GUIDE
EMIRATES B-777
Page 38 of 250
4. QRH & FCOM FLIGHT PATTERNS
28 September 2011
STUDY GUIDE
This diagram is for reference only. Boeing has removed it from the current QRH.
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4. QRH & FCOM FLIGHT PATTERNS
28 September 2011
STUDY GUIDE
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Page 40 of 250
4. QRH & FCOM FLIGHT PATTERNS
28 September 2011
STUDY GUIDE
This diagram is for reference only. Boeing has removed it from the current QRH.
EMIRATES B-777
Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC… Identified
P PA Completed
Page 41 of 250
4. QRH & FCOM FLIGHT PATTERNS
28 September 2011
STUDY GUIDE
- If VNAV ALT mode is displayed and the aircraft is
above the VNAV PATH. Set the MCP altitude to the
next lower altitude and select altitude intervention.
VNAV ALT mode above the approach path
FCTM 5.39
A/P Off by
50´below
MDA
Checking raw data may be accomplished by :
- Pushing the POS switch on the EFIS control panel
and comparing the displayed data with the navaid
symbols on the map. Example: The VOR radials
and raw DME data should overlay the VOR/DME
stations shown on the MAP and the GPS position
symbol should nearly coincide with the tip of the
airplane symbol.
- Displaying the VOR and or ADF pointers on the map
display and using them to verify you position relative
to the MAP display.
VOR, TACAN, NBD, RNAV, GPS…etc.
- Raw data must be monitored.
Page 42 of 250
CHECKING OF RAW DATA FCTM 5.28
LOC, LOC B/C, LDA, SDF, IGS
Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC… Identified
P PA Completed
EMIRATES B-777
4. QRH & FCOM FLIGHT PATTERNS
28 September 2011
STUDY GUIDE
Checking raw data may be accomplished by :
- Pushing the POS switch on the EFIS control panel
and comparing the displayed data with the navaid
symbols on the map. Example: The VOR radials
and raw DME data should overlay the VOR/DME
stations shown on the MAP and the GPS position
symbol should nearly coincide with the tip of the
airplane symbol.
- Displaying the VOR and or ADF pointers on the map
display and using them to verify you position relative
to the MAP display.
VOR, TACAN, NBD, RNAV, GPS…etc.
- Raw data must be monitored.
4. QRH & FCOM FLIGHT PATTERNS
PNF should be comparing the aircraft position
and altitude to the charted crossing altitudes and
Calling them out so the PF can correct the profile
V/S 1 click = 100fpm
FPA 1 click = .1°
Both F/Ds Off
PNF F/D ON
CHECKING OF RAW DATA FCTM 5.28
LOC, LOC B/C, LDA, SDF, IGS
- If the next altitude constraint is not at an even 100
foot increment set the MCP altitude to the nearest
100 foot increment below the altitude constraint.
- Consider establishing final approach pitch mode
and configuring for the approach and landing
earlier than the FAF.
Page 43 of 250
FCTM 5.45
Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC… Identified
P PA Completed
EMIRATES B-777
28 September 2011
STUDY GUIDE
EMIRATES B-777
Page 44 of 250
28 September 2011
STUDY GUIDE
4. QRH & FCOM FLIGHT PATTERNS
OMC 5.4
OMA 8.3.0.8.5.4
FCI 2011-020
At 500 ft AAL: if any of the parameters in 8.3.0.8.5.1 Stable Approach Criteria as modified above are not met, or if the approach
subsequently becomes unstable, then PNF shall announce “GO AROUND” and an immediate go-around shall be flown.
4. QRH & FCOM FLIGHT PATTERNS
For these approaches, the parameters in 8.3.0.8.5.1 Stable Approach Criteria are modified as follows:
a. The runway of intended landing must be in sight and a go-around shall be flown if visual contact is lost.
b. The 1,500 ft. AAL Landing Gear and Flap configuration selection criteria do not apply
c. Wings shall be level by 300 feet AAL.
OMA 8.1.4.3
Min Visibility 5000 M
or Circling Min if higher
OMA 8.1.4.3
Min Altitude higher of 1,000 AAL rounded
up to nearest 100 or Circling Minima
If Approach is an ILS use V/S to descend. If
not it is difficult to change from G/S to ALT.
Page 45 of 250
F/Ds OFF
PNF F/D ON
Use PROG page 2 to Display cross track info and
to give Headwind / Crosswind components.
Recommendation
Recommendation
EMIRATES B-777
28 September 2011
STUDY GUIDE
OMA 8.3.0.8.5.4
FCI 2011-020
At 500 ft AAL: if any of the parameters in 8.3.0.8.5.1 Stable Approach Criteria as modified above are not met, or if the approach
subsequently becomes unstable, then PNF shall announce “GO AROUND” and an immediate go-around shall be flown.
4. QRH & FCOM FLIGHT PATTERNS
For these approaches, the parameters in 8.3.0.8.5.1 Stable Approach Criteria are modified as follows:
a. The runway of intended landing must be in sight and a go-around shall be flown if visual contact is lost.
b. The 1,500 ft. AAL Landing Gear and Flap configuration selection criteria do not apply
c. Wings shall be level by 300 feet AAL.
Use PROG page 2 to Display cross track info
and to give Headwind / Crosswind components.
Recommendation
OMA 8.1.4.3
Min Visibility 5000 M
or Jepp Min if higher
OMA 8.1.4.3
Min Altitude higher of 1,000 AAL rounded
up to nearest 100 or Jepp Minima
Page 46 of 250
PNF F/D
ON
If Approach is an ILS use V/S to descend. If
not it is difficult to change from G/S to ALT.
Recommendation
EMIRATES B-777
28 September 2011
STUDY GUIDE
This diagram is for reference only. The procedure is still valid; however, Emirates have cancelled the FCTM Vol 2.
OMA 8.3.0.8.5.4
FCI 2011-020
LIDO RM Gen Text RAR 680
- 5,000m or 3nm or 3.2sm visibility
- 1,000 feet vertically from cloud
- 1.5 meters’ horizontal from cloud
Company VMC
4. QRH & FCOM FLIGHT PATTERNS
At 500 ft AAL: if any of the parameters in 8.3.0.8.5.1 Stable Approach Criteria as modified above are not met, or if the approach
subsequently becomes unstable, then PNF shall announce “GO AROUND” and an immediate go-around shall be flown.
OMA 8.3.0.8.8.5.2
- Missed Approach Procedure
- Terrain awareness including possibility of GPWS
alerts.
- The required visual references must be
maintained throughout the approach.
- Significance of Meteorological and/or terrain
conditions that may cause optical illusions.
- Where available, instrument approach aids should
be utilized for approach guidance.
- Cat D 205 kts.
- 3 sectors of the circuit must be flown to ensure
correct aircraft positioning prior to intercepting the
normal G/S of approximately 3 degrees.
- The downwind sector must be entered not below
1500 feet AAL abeam the upwind threshold.
Briefing Points
OMA 8.3.0.8.8.5.3
Min Altitude
1,500 AAL
Page 47 of 250
For these approaches, the parameters in 8.3.0.8.5.1 Stable Approach Criteria are modified as follows:
a. The runway of intended landing must be in sight and a go-around shall be flown if visual contact is lost.
b. The 1,500 ft. AAL Landing Gear and Flap configuration selection criteria do not apply
c. Wings shall be level by 300 feet AAL.
Use PROG page 2 to Display cross track info
and to give Headwind / Crosswind components.
Recommendation
EMIRATES B-777
28 September 2011
STUDY GUIDE
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
Page 48 of 250
Limit the bank angle to 15° if
airspeed is below minimum
maneuver speed. FCOM NP.21.45
The missed approach acceleration altitude is defined as the missed approach altitude published on the Lido instrument chart. Should the State limits for acceleration altitude
be lower than the missed approach altitude published on the Lido instrument approach chart, then his lower altitude will apply. Should the missed approach procedure have a
level off segment prior to the published missed approach altitude being reached, the commander may use his discretion to accelerate at this lower altitude providing any speed
restriction published in the Lido charts are complied with. OMA 8.3.0.9 FCI 2010-28
EMIRATES B-777
4. QRH & FCOM FLIGHT PATTERNS
28 September 2011
STUDY GUIDE
EMIRATES B-777
Page 49 of 250
FCOM LIMITATIONS
5. FCOM LIMITATIONS
28 September 2011
STUDY GUIDE
At 20,200 the buffet protection can change from
VREF+80 to 1.3g manoeuvre capability and may cause
the AIRSPEED LOW EICAS message if you are flying
near the min manoeuvring speed
Note: Maintain at least 15 knots above minimum
manoeuvre speed when climbing through FL200 to
prevent the EICAS caution message,
“AIRSPEEDLOW” from occurring. FCOM NP. 21.47
- Max Speed to Extend Landing Gear 270KIAS /M.82
Aircraft Placard
- The upper crew rest area should not be occupied when the amber
AIRFLOW OFF light is illuminated.
- The AIRFLOW OFF light will be illuminated when the airplane is
below 25,000 feet or during smoke detection mode.
FCOM 1.46.5
EMIRATES B-777
5. FCOM LIMITATIONS
Page 50 of 250
.
FCOM L.10.2
- Take-off is prohibited on icy runways.
FCOM SP 16.2
OMA 8.3.8.12.4
777 RTOW User Manual
FCOM 11.32.3 - Do not use assumed temperature reduced thrust if
conditions exist that affect braking such as slush, or ice
on the runway, or if potential windshear conditions exist.
AFM Section 1 page 9A
– Max Tire Speed for Takeoff is 235 mph – 204kts
28 September 2011
STUDY GUIDE
EMIRATES B-777
Page 51 of 250
28 September 2011
STUDY GUIDE
5. FCOM LIMITATIONS
FCOM L.10.3
FCOM 16.4
VREF Adjustments FCTM 1.11
A/T Engaged
- VREF + 5 knots.
- If a manual landing is planned with the autothrottle
connected in gusty or high wind conditions, consider
positioning the command speed to VREF +10 knots. This
helps protect against a sudden loss of airspeed during the
flare.
A/T Disengaged
- VREF + ½ the headwind component + All of the Gust
component to a maximum of 20 knots.
- Calculate HW as:
- 50% Direct HW
- 35% for 45°HW
- Interpolate between
AFM Section 1 page 9A
– Max Tire Speed for Landing is 260 mph – 226kts
Metric Winds 1 meter / second = 2 kts
Airbus QRH EK Supplement
FCTM 4.15
LIDO Text CRAR Canada
Emirates does not use CRFI information for calculating performance
or Limitations... Refer to FCOM SP 16.2 for further guidance.
EMIRATES B-777
Page 52 of 250
.
TRENT 877
28 September 2011
STUDY GUIDE
5. FCOM LIMITATIONS
FMC IDENT 777-200
GE90-115B or -115BL1 as installed
FMC IDENT 777-300.2 as installed
EMD-EMF
TRENT 892 FMC IDENT 777-200.1
EMG-EMK
ECC-ECF, ECJ-ECX, EGAEGC, EGE, EGF, EGH, EGI
TRENT 892 FMC IDENT 777-200.1
ECC-ECF, ECJ-ECX, EGAEGC, EGE, EGF, EGH, EGI
EML
GE90-110B1L1 FMC IDENT 777-200.2
EWA-EWJ
GE90-110B1L1
FMC IDENT 777-200.4
EFD-EFF
TRENT 892
EMM-EMX
FMC IDENT 777-300
GE90-115BL1
FMC 777-300.2
GE90-115BL1
FMC IDENT 777-300.2
EMIRATES B-777
Page 53 of 250
.
.
.
OMA
OMA
5. FCOM LIMITATIONS
28 September 2011
STUDY GUIDE
EMIRATES B-777
28 September 2011
STUDY GUIDE
5. FCOM LIMITATIONS
Page 54 of 250
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 as installed
AFM
RR Trent 877
RR Trent 892
777F
GE90-115B
777-300ER/ULR
EMD-EMF
GE90-110B1L1
GE90-115BL1
Max Rated Thrust
76,900 lbs
90,000 lbs
110,000 lbs
115,000 lbs
115,000 lbs
Max EGT
Thrust Bump
TOGA
Max Cont.
Starting
In-flight Starting
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
YES
920°C 20 seconds 920°C 20 seconds
900°C 5 minutes*
850°C
700°C
700°C
NO
YES
(17,000 and Below)
(17,000 and Below)
(17,000 and Below)
(All Altitudes)
(All Altitudes)
(All Altitudes)
1095°C 30 seconds
1095°C 30 seconds
1095°C 30 seconds
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
The word "Confirm" is added to checklist items when both
crewmembers must verbally agree before action is taken. During
an in-flight non-normal situation, verbal confirmation is required
for:
• an autothrottle arm switch
• an engine thrust lever
• a fuel control switch
• an engine or APU fire switch, or a cargo fire arm switch
• a generator drive disconnect switch.
This does not apply to the Dual Eng Fail/Stall checklist. QRH CI
Fuel Freezing Point
Jet A -40°C / Jet A1 -47°C OMA 8.2.1.4
Russian Fuel
RT or TS-1 -50°C Pelesys
TS-1 –is approved for GE Engines FCOM SP.23.4
EKIB-37 Thrust reverser Inspection on RR Engines following an RTO
- After an RTO is performed on RR powered 777 airplanes where the thrust reversers
were deployed, MCC must determine if an inspection of thrust reversers is necessary..
EMIRATES B-777
Page 55 of 250
.
5. FCOM LIMITATIONS
28 September 2011
STUDY GUIDE
AFM Section 1 page 7
– MMO is .89
.
QNH/QFE Selection is on the APPROACH REF page
Non Normal Ops. ( Not an Emirates approved procedure)
EMIRATES B-777
Page 56 of 250
.
.
5. FCOM LIMITATIONS
28 September 2011
STUDY GUIDE
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 57 of 250
LIMITATIONS AND POLICIES
Item
https://groupworld.emirates.com
http://emirates.pelesys.com
My Mint
www.emiratesstaff.com
LIPS
(Loss of Income
Protection)
www.flyzed.com
www.intellicast.com
EGHQ Dubai Wi-Fi
Uniform Policy
P
R
E
F
L
I
G
H
T
Sickness Notification
Transport to CBC
Baggage Weight Limits
Limit / Policy
28 September 2011
STUDY GUIDE
- Standard sign-on procedure
- To Access GABI sign-on with Staff number (s------) second password_____________
- To Access LH FIV Web Applications / Flight Operations / LH Systems FIV
- Access to the Emirates training website
- Sign-on with Staff number (s-----) and pelesys password_____________
- Username is Staff number without s
- Password is username without s
- Access to the Emirates travel website
- Sign-on with Staff number (------) and PIN_____________
- Incredible insurance
- Protection By Emirates Pilots… For Emirates Pilots.
- www.lipsek..org
- Website providing information on ZED flights
- Sign on with User ID UAE and Password 176 .
- Website providing aviation and public weather
- The Satellite Infrared is great for a Global perspective. The Radar selection is great for US operations
- Sign-on ...................... obtain from staff
- Password ................... obtain from staff
Summer 15th Apr – 31 Oct Jacket only required for Layover Flights, Jacket may be carried at the
discretion of the commander.
Winter
1st Nov – 14th Apr Jacket required for all flights.
In Dubai
I. If a crew member becomes aware that his ability to safely perform his duties is impaired, he shall
immediately report this to the Crew Scheduling Department. This applies to any sickness that
occurs prior to a flying or standby duty.
II. A crew member who reports sick less than four hours before the commencement of any duty will
be considered as absent on the roster and the crew member shall notify the Fleet Duty Manager
for the reason for the late notification.
III. A crew member may declare themselves sick (self-certification) for a maximum period not
exceeding two calendar days during any roster period. Any extension beyond the two calendar
days must be certified by an Emirates doctor. A crew member's ability to self-certificate may be
revoked at any time.
IV. A crew member may not self-certificate immediately prior to or immediately following leave. Any
sickness during this period requires a medical certificate issued by an Emirates doctor.
V. A crew member shall ensure that a copy of the medical certificate (when applicable) is held by
crew scheduling.
VI. A crew member who is declared sick shall remain contactable at all times and shall not leave
Dubai or avail of Staff Travel privileges without a completed Recommendation to Leave Base
form completed by an Emirates doctor and approved by the Fleet Manager.
VII. Any period not covered by the correct procedure will be treated as an unauthorized absence
from work and may be the subject of disciplinary action. Any such absences will result in the loss
of salary.
At an overseas location - Not on duty
I. A crew member who is at an overseas location, but is not on duty, is not permitted to selfcertificate for a future duty.
II. A crew member shall provide a medical certificate to the Fleet Superintendent and shall provide
a contact address and telephone number and remain contactable at all times until he returns to
Dubai.
III. Upon return to Dubai, a crew member shall be declared fit to fly by an Emirates doctor prior to
commencing duty.
Illness at an Outstation
Crew members who become ill at an outstation station must inform the Commander as soon as
possible. If the Commander is not available the crew member must leave a message and inform the
Airport Services Manager or his representative. International SOS, Medical Assistance Company
acting on behalf of Emirates Medical Services shall be contracted to handle any medical emergency
for crew or staff whilst abroad.
Carriage of sick / unwell Crew Member
Sick crew members shall not be carried without advice from an Emirates medical representative
(e.g. Emirates Clinic, Medlink, International SOS doctor).
- Pickup time is STD -2:15
- If transport has not arrived :10 after expected pickup time call Central Services.
- If transport has not arrived :20 after expected pickup time make your own transport arrangements.
- Crew may only carry their own baggage and may only carry an approved carry-on bag. The
Commander shall be informed when an additional piece of checked-in or hand baggage is carried by
a crew member. The Captain will subsequently advise Load Control.
- Positioning crew are subject to the standard passenger baggage allowance for the class of travel
booked.
- The maximum permitted checked in weight for an individual operating crew member shall be 23kgs.
Reference
OMA 20.1.1.1
OMA 6.5.4
OMA 20.5.1.1
OMA 20.6
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 58 of 250
Item
Limit / Policy
Time Management
Minimum
requirements for
Preflight Planning/
Briefing
LIDO Auto Dispatch
Pilots Aged 60 or
Older
P
R
E
F
L
I
G
H
T
New Commander
Restrictions
FO Restrictions
200LR,-300s
OPT
28 September 2011
STUDY GUIDE
777F
OPT Laptop
Printing from EFB
OPT T/O
Performance
Preference
T/O Bump
Input weight appears
Too Low
Assumed
Temperature Not
Authorized
New OFP
SDT-150 .............................................................................................. E-Gates and check-in for pilots
SDT-95 .................................................................................................. Cabin Crew start their briefing
SDT-85 ................................................................................................ Pilots to complete their briefing
SDT-83 ...................................................................................................... Pilot to Cabin Crew briefing
SDT-80 ........................................................................................................... Departure to airside bus
SDT-70 ..........................................................................................................................Bus Departure
SDT-55 ........................................................ Flight and Cabin crew are required onboard OMA 8.2.2.1.2
SDT-45 ................................Auto-boarding shall normally commence for a remote stand OMA 20.12.1.1
SDT-45 ............................................. Auto-boarding shall normally commence for a gate OMA 20.12.1.1
SDT-25 ........................ FZFW after this time may be considered as the cause of the delay OMA 8.2.1.1
SDT-25 ......................................................................................... Final Load Data should be provided
SDT-15-10 ........................................................................................................ Welcome on board PA
- OFP for accuracy and validity
- NOTAMS and weather conditions for departure, destination, alternate airfields
- Enroute within the 1st hour of flight.
- A check of relevant FCIs
- The automatic dispatch function of LIDO can be identified by the OFP being annotated with the
dispatcher name: LIDO.
- If a performance limiting MEL is entered into the tech log during the turnaround, please contact
Flight Dispatch for a manual re-release.
- A suitably qualified pilot, who is aged between 60 and 65 may act as a member of flight crew
provided that such a pilot is the only pilot in the flight crew who has attained the age of 60.
- 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.
A First Officer may not conduct the takeoff if:
- The runway is contaminated.
- The crosswind exceeds 20 knots.
- Take-off visibility is 500 meters or less.
- No take-off from a CAT B* or a CAT C airport.
A First Officer may not conduct the landing if:
- The approach is conducted is CAT II/III ILS.
- The runway is contaminated.
- The crosswind exceeds 20 knots.
- The approach conducted was a CAT I ILS with autoland or CAT I GLS (GNSS LANDING
SYSTEM) with autoland.
- No landing at a CAT B* or a CAT C airport .
- The Commander should conduct the landing in non-normal situations where the aircraft’s
performance is affected. However, the captain may elect to delegate this duty to his first officer
when, in his opinion and after thorough assessment of the situation, this is a safer option.
During nomination as Commander training; a Training Captain may, at his discretion, allow the trainee
to conduct an autoland and operate the aircraft to FCOM limits with respect to crosswind operations.
- For MACTOW C of G 26% and greater use alternate C of G.
-
Crews operating on the 777F aircraft should select “ALT CG” option in the OPT “CG Position”
window whenever the reported T/O MAC on the Load Sheet is a value equal to or greater than
28%.
To Reset OPT to original page, ALT TAB
The OPT T/O PERF page can be printed
Select an invisible button at L8, “SEND TO FLT DECK PRINTER”, “COMPLETE”.
-200, -200ER, -300
1) PACKS ON
2) PACKS OFF
-
-300ER
1) PACKS ON
2) APU to PACKS or PACKS OFF
-200LR, -300ER/ULR
1) PACKS ON
2) APU to PACKS or PACKS OFF
3) T/O BUMP
Available on the 772LR, Some 773-ER, 773-ER/ULR
Additional thrust is provided from PA -2,000 to+3,000 and temperatures between 32°C and 53°C.
An empty freighter aircraft can get this message from the OPT. If this happens follow the company
NOTAM to calculate the correct Take-off performance.
Alternate EEC mode operation; MEL 73-21-02
Contaminated Runways;
Potential Windshear conditions exist.
At Pilots discretion full thrust can be used.
If the ZFW changes by 2.0 tons or more the commander may request a new OFP.
Reference
EGHQ Guidelines to
Pilots Letter
Ed Davidson Letter
7/24/2008
OMA 8.1.15
FCN 2010-035
OMA 4.1.2
OMA 4.0.1.4
OMA 5.2.16.1
OMA 5.2.16.2
OMA 8.1.2.5
OMC RAIG
Chap 1 page 12
FCI 2011-008
EKIB 10R4
EKIB 10R4
Instructor Technique
just fun, not
very useful
FCOM 11.40.42
FCOM NP.21.26
FCOM SP2.1
FCOM 11.40.42
FCOM NP.21.32
FCOM PD 777-200F
RTOW User’s Manual
OMA 8.3.0.1.5
FCOM.SP.16.18
OMA 8.2.1.1
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 59 of 250
Item
Useful
Telephone
Numbers
P
R
E
F
L
I
G
H
T
PIC
Responsibility for
the Passengers.
Passenger Care
Disruptive
Passengers
INAD
DEPO
Prisoners
28 September 2011
STUDY GUIDE
Limit / Policy
Reference
The PIC becomes responsible for the safety of all crew members, passengers and cargo on board, as soon
as he arrives on board, until he leaves the aircraft at the end of the flight;
OMA 1.5.3
SMNC............................................................................................................................. smnc1@emirates.com
971 4 286 4111
971 50 624 4781
FDM .............................................................................................................................FDM@emirates.com
971 4 708 5155/56
971 50 659 2284
EVITA ....................................................................................................................................................................... 971 4 708 8888
DISPATCH ........................................................................ dispatchdutymanagers@emirates.com Duty Manager 971 4 708 1012
.................................................................................................................................................... Dispatch General 971 4 708 1014
........................................................................................... DXB tech or passenger issue after doors are closed 971 50 950 9392
DXB ATC Supervisor .............................................................................................................................................. 971 4 244 4700
MCC ........................................................................................................................................ mcc@emirates.com 971 4 708 1034
Operations Engineer 777, Flight Operations Technical .............................................................................. 971 4 708 4350 / 5388
Cargo Duty Manager ............................................................................................................................................... 971 4 708 1090
Crew Control .......................................................................................................................................... boeingcrcn@emirates.com
Nafessa Pereira Boeing Leave Planner ....................................................................... nafeesao@emirates.com 971 4 708 4903
Crew Rostering ........................................................................................................................................................ 971 4 708 4883
971 4 708 4884
CBC.......................................................................................................................................................................... 971 4 708 5160
................................................................................................................................................................................. 971 4 708 5161
................................................................................................................................................................................. 971 4 708 5162
CS Transport ............................................................................................................................................................ 971 4 708 4213
................................................................................................................................................................................. 971 4 708 4214
Welfare Office ................................................................ For assistance with Drug Facilitated Sexual Assault
971 4 708 1200
Medlink ................................................................................................................................................................. 001 602 236 3627
777 Fleet Technical Team ........................................................................................................ 777FleetTechnical@emirates.com
Hassan Al Hammadi, Chief Pilot Boeing ........................................ hassan.alhammadi@emirates.com Office 971 4 708 4236
971 50 644 6353 / 971 50 644 9574
Stefan Prugner, Deputy Chief Pilot Boeing ...................................................... s193502@emirates.com Office 971 4 708 4246
971 50 624 5948
Alex Bell, Assistant Deputy Chief Pilot Boeing ................................................. S380187@emirates.com Office 971 4 708 4241
971 50 950 9345
Patricia Pargiter, Fleet Manager Boeing .......................................................... S343873@emirates.com Office 971 4 708 4255
971 50 656 7294
Richard Norriss, Chief Flying Instructor Boeing ...................................... richard.norriss@emirates.com Office 971 4 703 7441
971 50 552 3160
Fiona Jeffery, Fleet Admin Superintendent Boeing.......................................... S340454@emirates.com Office 971 4 708 5177
971 50 950 8869
John Alsford, SVP Fleet ................................................................................ john.alsford@emirates.com Office 971 4 708 4233
Flight and Cabin Crew shall be on board whenever passengers are embarking, on board, or disembarking.
One member of Flight Crew is sufficient to meet this requirement.
In accordance with EK
Who endangers the safety of the aircraft, passengers, crew or themselves
procedures, a “disruptive
(It might become necessary to physically restrain the passenger). The use
passenger” is one:
of the Restraint Kit must be authorized by the Captain
Whose conduct causes discomfort to other people or damage to property.
Who fails to comply with the instructions of EK staff.
- An INAD is a person who is refused entry by the Immigration Authorities. This category of passenger will
generally not pose any threat to flights and therefore are not limited to any number, and do not need
special authorisation to travel. However, the Commander and Purser must be advised that the INAD, and
any escort, are on board.
- A deportee (DEPO) is a person who has been formally ordered by the authorities to be removed from that
country. DEPOs will only be accepted with written removal directions from the deporting authorities.
These directions will give the routing and the flight(s) on which the person is to be deported.
- A deportee may be in one of two categories, either Escorted (DEPA); or Unescorted (DEPU)
- No more than eight DEPA passengers should be carried on any flight without the special authorisation of
Emirates Group Security management.
- No more than one DEPU should be carried on any one flight (with an exception permitted for families)
without the special authorisation of Emirates Group Security.
- The Commander and Purser must be advised that the DEPO, and any escort or family members, are on
board and the Purser will retain the DEPO travel documents throughout the flight. If the DEPO is under
restraint, the procedures for the carriage of persons in custody apply (see paragraph OMA 8.2.2.2.11).
- The Commander must ensure that a DEPO is not permitted to disembark the aeroplane at any point
within the jurisdiction of the deporting country, unless ordered to do so by that country’s authorities. When
an aeroplane lands at another station within the jurisdiction of the deporting country or returns to the point
of departure, the Commander must inform the station staff and the authorities of the INAD, DEPO, or
Prisoner passenger’s presence. Station staff must ensure that the authorities’ instructions for custody of
these passengers, either on board the aeroplane or elsewhere pending re-embarkation, are carried out.
- A prisoner passenger is a person who is charged with a criminal offence and is wanted by the
governmental authorities of another country or is being sent home to the home country for trial/conviction.
Prisoners shall be escorted at all times and remain under close physical supervision and custody of the
escort(s). Prisoners may be under some form of physical restraint.
- The Commander and Purser are to be advised that the person in custody and their escort(s) are on
board.
- Prisoners shall be seated discretely at the rear of the aeroplane, off the aisle, near a toilet and, if
handcuffed, away from emergency exits.
OMA 8.2.2.2
CCEM 300 315
page 1, 3, 7
OMA 8.2.2.2.9
OMA 8.2.2.2.10
OMA 8.2.2.2.11
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 60 of 250
Item
Disabled
Passengers
Persons of Reduced
Mobility (PRM)
P
R
E
F
L
I
G
H
T
Wheel Chair Codes
Pregnant
Passengers
Falcons
Human Eyes
Limit / Policy
28 September 2011
STUDY GUIDE
a. Ambulatory Passengers are those that are able to reach an emergency exit during an evacuation
without assistance;
b. Non Ambulatory Passengers / Persons of Reduced Mobility (PRM) are those passengers:
i. who require assistance in order to reach an emergency exit during an evacuation;
ii. who may require assistance to board or deplane;
iii. who is not able to move about the aircraft unassisted.
c. Where a non-ambulatory passenger cannot feed himself or manage his own bodily functions in the
toilet, an accompanying able bodied person / attendant must be provided;
d. The general conditions of carriage for Disabled Passengers / Persons of Reduced Mobility (PRM) are
as follows:
i. The Commander and Purser will be advised of the details and conditions associated with the
carriage of each PRM;
ii. PRM passengers shall not be allocated, or occupy seats, where their presence could impede
the crew in the conduct of their duties, obstruct access to emergency equipment, or impede an
emergency evacuation.
e. The rules governing acceptance for carriage of such passengers is divided into non-US operations
and US operations (to, from or transiting the US).
a. Non US acceptance criteria.
i. For those passengers that require medical clearance, Emirates Medical Services decide
whether or not to approve travel and will specify the conditions under which the passenger will
be accepted, including any special handling arrangements.
ii. Certificates of fitness to travel by air issued by private doctors or government hospitals do not
constitute approval to travel on an Emirates flight.
b. US Acceptance Criteria (to, from or transiting the US)
i. DOT regulations (14 CFR Part 382) mandate that a commercial air operator shall carry
passengers with disabilities on a nondiscriminatory basis, from a point within US territory to a
point outside US territory and vice versa.
ii. A certificate of fitness to travel by air issued by a private doctor or government hospitals does
constitute approval to travel on an Emirates flight that originates, terminates or transits the US.
iii. The regulations mandate that each carrier designate a Complaints Resolution Officer (CRO)
who are individuals trained to be experts in ensuring that Emirates personnel correctly
implement the provisions of the Part 382 regulations.
iv. The CRO’s have the authority to direct Emirates personnel (except the Commander with
respect to safety matters) to take actions to resolve problems as quickly as possible before a
violation occurs.
v. The Commander shall not refuse carriage once the passenger with a disability has been
accepted, except on the grounds of safety. If a passenger is refused carriage, the Commander
shall submit a written report justifying the offloading of the passenger, countermanding the
decision of the CRO, within 24 hours of return to Dubai and may be required to submit further
reports as required by the DOT.
vi. In the event of any query in respect of the carriage of these passengers, the Commander shall
contact the Airport Duty Officer/Manager and request that they contact the CRO. In the unlikely
event that the airport CRO is not available, the Commander shall contact Manager Airport
Services - NCC via VPNC.
WCHR Pax can exit aircraft, use steps but cannot walk long
distances.
WCHS Pax can exit aircraft, but cannot use Steps but or walk long
When ordering a wheelchair use
the appropriate code.
distances.
WCHC Pax are Completely immobile and require wheelchairs to
and from their cabin seats.
a. No medical certificate or letter is required up to the end of the 28th week of an uncomplicated single
pregnancy.
b. Complications in pregnancy that require a medical certificate or letter, as determined by the
passenger's physician, include gestational diabetes, pre-eclampsia and eclampsia, placenta praevia,
intrauterine growth retardation and premature rupture of membranes.
c. When the pregnancy has entered the 29th week, a medical certificate or letter, issued by a qualified
doctor or midwife, stating fitness to fly and confirming the expected date of delivery, is required. The
certificate or letter must be returned to the passenger after verification, as it might be required at downline stations. If required, a photocopy may be retained.
d. No approval is required from Emirates Medical Services up to the end of the 36th week.
Carriage of falcons in the passenger cabin is permitted subject to the following conditions:
a. The total number of falcons carried on any one flight shall not exceed 15.
i. First Class – Two falcons per passenger (per seat) are permitted, with three additional falcons
carried for each extra seat that has been paid for.
ii. Business / Economy class – One falcon per passenger (per seat) is permitted, with two additional
falcons carried for each additional seat paid for;
- Human organs and blood are usually carried in small fibreboard boxes and must be loaded in the bulk
hold. They may be loaded in the passenger cabin with the Commander’s permission if the package is
small and will fit in the lockable stowage lockers.
- When loading in a bulk hold the package(s) must be properly restrained with nothing loaded on top of
the package. The package should be loaded last so that it can be offloaded immediately on arrival.
- The carriage of human eyes for transplant purposes will be treated as Unaccompanied Valuables and
consignments will be stowed in the lockable stowage in the cabin. Each consignment will be in a sealed
container.
Reference
OMA 8.2.2.2.2
OMA 8.2.2.2.2.1
OMA 8.2.2.2.3
OMA 8.2.2.2.7
OMA 8.2.2.3.4.2
OMA 8.2.2.3.4.5.2
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6. LIMITATIONS AND POLICIES
Page 61 of 250
Item
Aircraft Designators
Daily Inspection
MEL Repair
Intervals
MEL Deferred
Defect DD Types
Stations without an
Authorized
Engineer
P
R
E
F
L
I
G
H
T
GPS Inoperative
Departure
Considerations
Admission to the
Flight Deck
Limit / Policy
The following new ICAO aircraft designators are shown in the ICAO ATS-FPL:
B-777-200ER ...... B772
B-777-200LR ............ B77L
B-777-300........... B773
B-777-300ER ............ B77W
- The Validity period of Daily Check is 48 hours for Boeing and 36 hours for Airbus.
- The inspection must not expire before the planned arrival time.
(sufficient time to divert and recover the aircraft should be considered)
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
In the event that approved Engineering assistance is unavailable, and in coordination with VPNC and MCC,
the Commander is authorised to certify the Tech. Log is in respect of the following items.
i. Refuelling.
ii. Transit checks.
iii. The transfer of a defect or defects into the Allowable Deferred Deficiency (ADD) section of the Tech.
Log, provided that any defects that have to be transferred are acceptable to the Commander for the
next planned sector, and that the transfer is accordance with the terms and conditions of the Minimum
Equipment List.
Note: A copy of the Commander’s Authorisation document is in the aircraft documents folder.
If you have a GPS issue before departure, the aircraft will (in the vast majority of cases) still meet
navigation accuracy requirements.
- GPS is required for FANS operations (enroute to/from Australia, North and South America)(The aircraft
can be re-filed non-FANS if required)
- RNAV approaches require 2 GPS (Other approaches can be used with no problems) (SEY approaches)
a. Admission to the flight deck is under the authority of the Commander.
b. Only crew members assigned to the flight and those persons authorised in accordance with OMA 8.3.12.1 ,
and OMA 8.3.12.2 may be admitted to, or carried on the flight deck.
c. The Commander shall request production of a valid ID card and / or written authority from such persons
before granting admission.
d. UAE GCAA Flight Operations Inspectors, acting in an official capacity shall not be denied access to the
flight deck at any time (See OMA 8.3.12.1 b. i )
e. Visits by passengers to the flight deck are not permitted.
f. Access to the flight deck, and the use of any flight deck Jump Seat by a person other than those listed
below, is prohibited.
g. When a person on the flight deck is required to exit, that person must ensure the area outside the flight
deck door is not occupied by any passengers. This can be done using the video monitor or the viewing
lens in the door. If necessary, contact the cabin crew to facilitate the temporary relocation of any
passengers in the area prior to opening the flight deck door.
h. Any authorised occupant of a Jump seat shall be briefed in accordance with the requirements of OMA 8.3.13
*
Upgrading
Passengers
28 September 2011
STUDY GUIDE
Reference
LIDO Text
RAR 750
OMA 8.1.16
MEL Preamble
MEL Definitions
2.00-01-00.2
Tech Log
Page Divider
OMA 8.1.11.2.2
OMA 8.1.17
Certificate for
Captains authority
located in Red
Binder
Flight
Operations
weekly update
#109
Capt. Roger Hall
OMA 8.3.12.1
OMA 8.3.12..2
Authorized persons include
His Highness the Chairman.*
Vice Chairman and Group President.*
President of Emirates Airline.*
Exec VP Eng. and Ops.*
Div. Senior VP Flt Ops.*
This authorization and approval is not
applicable whilst the aircraft is in UK or
Canadian airspace.
-
UAE GCAA Inspectors.*
Ops staff on the Gen Dec.
Flight Dispatchers on official duty.
Engineers and if required Traffic Personnel.
Auditors from other airlines…
Trainee Cabin Crew for their “supp. visit
Emirates Group Staff on Duty or emergency travel….”This
authorization and approval is not applicable whilst the
aircraft is in Canadian airspace.
* If a UAE GCAA Flight Operations Inspector is conducting an in-flight audit on a flight that is augmented by
two Flight Crew, the inspector shall have full access to the cockpit at all times, including take off and landing.
In such circumstances, one of the augmenting crew members shall occupy the passenger seat allocated to
the inspector during the takeoff and / or landing.
- The responsibility of upgrading or downgrading a passengers’ class of travel is delegated to the Purser by
the Commander.
- Once on board, a passenger may be upgraded to a higher class of travel if space is available, and upon
payment of the difference in fare cost. Payment must be made by credit card.
- The Commander may also authorise upgrades for passengers for operational reasons. In all such cases,
details of the upgrade must be submitted on a Captain’s Special Report. This facility should be used
sparingly and in cases where the upgrade is to minimize a service failure on the part of EK. Prior
coordination with the Purser and / or Airport Services is required where practical and time permits.
- An on board upgrade should only be made to bona fide revenue passengers, and are not permitted for EK
or OAL staff passengers.
OMA 8.3.12.1.b.i
OMA 20.12.2
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 62 of 250
Item
FMS Auto Init Failure
Cockpit Printer Paper
End of Roll Indication
Use of Contingency
Fuel
STATUS messages
Dispatch
Use of MEL after
Dispatch
P
R
E
F
L
I
G
H
T
MEL Concession
Tire location for
entering defects
Window Locations for
reporting window
heat problems
Power Outlets
Circuit Breakers
QRH Checklists by
Memory
Critical Phases of
Flight
28 September 2011
STUDY GUIDE
Limit / Policy
Reference
After 2nd failure send message to DXBOVEK
FCOM SP. 5.3
A single line means there is 5 meters of paper left.
A double line means there is 2 meters of paper left.
Contingency fuel can be used after the fueler disconnects.
- 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.
- After dispatch and before takeoff, if an EICAS Alert (Warning, Caution, or Advisory) message is
annunciated, the flight crew should first accomplish any associated non-normal/abnormal procedure.
Then the following steps should be accomplished to determine whether the flight should continue or
return to stand:
Communications with maintenance established
- Establish communications with Maintenance (In Dubai Line Maintenance on VHF 132.60 and at
outstations other appropriate maintenance personnel and MCC), Emirates Operations or Dispatch to
review the situation. This review should include any impact on safety, maintenance, flight operations,
and customer service. The review should also reference the MEL, and any relevant FCI or Bulletins
before reaching a decision on whether to continue the flight or return to stand.
After communicating with maintenance, return to stand if:
- The failed equipment does not allow the continued safe operation of the flight.
- It is considered that the MEL defined maintenance procedure associated with the failed
equipment needs to be completed prior to continuing the flight.
- Continuing the flight with the failed equipment is determined inappropriate, even though
dispatch is granted under the MEL.
No Communications with maintenance established
- The flight crew must determine if the flight can be continued. In doing so, they must consider any
impact on safety, maintenance, flight operations and customer service. In addition, the nonnormal/abnormal procedures from the ECL/QRH and FCOM, and any references in the MEL should
be considered before the flight is continued.
- If the flight crew determines that maintenance action is required, the aircraft must return to stand.
- The Ops. Contact Frequencies and Numbers are available either through the contacts directory on
the Centre FMGS and under the Com. section in the Route Manual (FMGS or OMC RM Chapter 10).
- Used to dispatch an aircraft with unserviceabilities not normally permitted by the MEL. Or to exceed
Repair intervals.
- Exceedance of Repair Intervals B and C can be extended with a Concession issued by Emirates
Vice President Engineering Quality Assurance.
- Exceedance of Repair Intervals A and D are only permitted by the UAE GCAA.
- 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.
13 14
1 2
3 4
Wheel Numbers
5 6
7 8
9 10
11 12
1
2
OMA 8.1.7.2
FCOM 15.10.2
MEL General
MEL Preamble
MEL Preamble
MEL Preamble
FCOM 14.10.6
MEL 30-41
3
Medical Power Outlets locations are described in FCOM AIRPLANE GENERAL.
- In flight, flight crew reset of a tripped circuit breaker is not recommended. However, a tripped circuit
breaker may be reset once, after a short cooling period (approximately 2 minutes), if in the judgment
of the captain, the situation resulting from the circuit breaker trip has a significant adverse effect on
safety. On the ground, flight crew reset of a tripped circuit breaker should only be done after
maintenance has determined that it is safe to reset the circuit breaker.
- Flight crew cycling (pulling and resetting) of a circuit breaker to clear a non-normal condition is not
recommended, unless directed by a non-normal checklist.
- Resetting of buss tie switches on ground after ELEC BUS ISOL L and ELEC BUS ISOL R EICAS
messages come on simultaneously after engine start is permitted.
The Pilot flying may direct reference procedures to be done by recall if no hazard is created by such
action, or if the situation does not allow reference to a checklist
i. All ground operations involving taxi. (Excluding extended remote holding)
ii. Takeoff, departure climb and cruise below 10,000 ft AAL.
iii. From 1000 feet above / below an assigned altitude, until that altitude has been acquired.
iv. Cruise, descent and approach to land below 10,000 ft AAL.
Policy: - During critical phases of flight, flight crew shall not perform any nonessential activities. The
Commander shall not permit any nonessential activity during a Critical Phase of Flight,
which could distract any flight crewmember from the performance of his or her duties and
interfere in any way with proper conduct of those duties.
- Restricted Electronics Devices must be switched off.
FCOM 1.30.26
QRH CI
EKIB-8R2
QRH CI.2.5
OMA 8.3.0.0
OMA 1.5.3.w
OMA 8.3.18.3
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6. LIMITATIONS AND POLICIES
Page 63 of 250
Item
Flight Time
Limitations
28 September 2011
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.
Reference
OMA 7.20
Emirates Policy
Take-off/Landing
Requirements
P
R
E
F
L
I
G
H
T
Airport Categories
Days Off
- Take-off is allowed on the 35th day, with the Landing on the 36th day.
- The 35 day recency can be waived for operational reasons by the SVP-FO or his designee.
- 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.
A - All Flight Crew are authorised to operate to all Category A aerodromes.
B - Prior to operating to a Category B aerodrome, the Commander shall be briefed, or self-briefed on the
aerodrome concerned. This briefing will normally be accomplished by reference to the airfield briefing
material found in OM-C. This briefing is certificated when a pilot signs in for duty on the Check-In
Kiosks system in Dubai.
B*- Takeoff and landing shall be conducted by the Commander, except when CM1 is undergoing
Nomination as Commander Training when, the Commander at his discretion, may delegate the
takeoff and landing to the CM1.
C - Prior to operating to a Category C aerodrome, the Commander shall be briefed and either:
a. visit the aerodrome as an observer, or PNF with another Commander, or as PF with a Training
Captain.
or
b. undertake instruction in a flight simulator with a dedicated visual database for that aerodrome.
This training shall be recorded in the pilots training record.
- The Commander shall be PF for take-off and landing at Category C aerodromes, unless CM1 is
undergoing Nomination as Commander Training, when the Commander may delegate the takeoff
and / or landing to CM1.
The period of validity of route and aerodrome competence qualification is 12 calendar months...
- Crew Members shall not be on duty more than 7 days between days off, but may be positioned to the
usual operating base on the 8th 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 4 weeks.
- Crew members shall have an average of at least 8 days off in each consecutive 4 week period,
averaged over three such consecutive periods.
OMA 5.2.14
OMA 8.1.2.5
OMA 5.2.8.4
FCI 2010-016
OMC RAIG Chap 1
OMA 5.2.9
OMA 7.18
EMIRATES B-777
Item
Limit / Policy
AIRCRAFT DOCUMENTS OMA 8.1.12.1
1) C of R
2) C of A Check Date
3) Original Copy of Noise Certificate
4) Original Air Operator Certificate.
5) Copy of Operations Specification
6) Aircraft Radio Station License Check Date
7) Third party liability insurance certificates.
Check Date
Note: In the case of loss or theft of these documents, the operation is
permitted to continue until the flight reaches the base or a place where
a replacement document can be provided.
Documents
Required On
Board
P
R
E
F
L
I
G
H
T
28 September 2011
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6. LIMITATIONS AND POLICIES
Page 64 of 250
CREW DOCUMENTS OMA 8.1.12.2
1) Licenses
2) Certificate of test
3) Medical Certificate
4) Passport with appropriate visas
5) Certificates of vaccination.
6) Company ID
7) UAE E-Gate or UAE ID card
8) a Valid Crew Member Certificate
Reference
GENERAL DECLARATION (GD) OMA 8.1.12.3 All international flights must carry a GD. The GD will include the
names of all crew members, any GCAA inspectors and any Emirates Security escorts. Emirates Security
escorts may only travel as crew and be listed on the GD with prior approval of DSVPFO or his deputy.
- If a computer generated GD is not available, Commanders should complete a GD using the forms in the
Blank Forms folder.
- Inbound to Dubai, a spare computer generated GD can be requested from Network Control Centre prior to
landing. This will be available on arrival.
- On flights across the Tasman Sea (Australia/New Zealand) the GD is transmitted by the departing station as
part of the Departure Control System (DCS) prior to departure. Consequently a GD is not required on board
the aircraft.
MANUALS OMA 8.1.12.4
FLIGHT SPECIFIC DOCUMENTATION OMA 8.1.12.5
1) OMA Part 1
1) OFP
8) NOTOC
2) OMB (QRH, MEL FCOM Volume 1)
2) Aircraft Tech Log
9) Maps and Charts
3) OMC
3) Filed ATS flight plan
10) ERG for dangerous goods DOC
9481
4) CCEM
4) NOTAMs
11) IATA DG Regulation Manual
5) Weather
12) Any other docs required by
6) Load and Trim Sheet
states concerned.
7) Notice of Special Pass. C15
13) Forms Binder
FCIs not listed but should be onboard
Prioritization
of Manuals
Operations
Specifications
MEL Chapters
FCN Validity
- Should a conflict exist between any Flight Operations document concerning operational policy or procedural
matters, OMA takes precedence over all other manuals.
- FCIs may amend any part of the Operations Manual with the exception of the AFM.
- Where a discrepancy between the paper and electronic version is noted, crew are advised that the version
with the most recent revision date shall take priority.
- Where the company provides a manual or document at the place of use, in both electronic and hard copy
form, the form with the most recent date shall be deemed to be the valid version. Copies of operational
manuals, issued for personal study / reference shall not be used within the operational context.
- Operations Specifications are issued to Emirates by the GCAA. They are contained in Section B or the
Engineering Documents Folder. (Red Binder in aft stowage of B777 cockpit)
- They contain, Approaches authorized by the GCAA - Ceiling and Visibility requirements for Take-off
Approach, and Landings – Allowance for inoperative Ground Components – and Wind Limitations.
- Attachments included: A) Areas of Operations B) Authorized Aircraft C) Authorized Airports
- Emirates is approved for Passenger and Cargo Operations
- Part E contains authorization for LVO/LVOTO(CAT II Ops Below 350 meters provided an Autoland is executed), MNPS,
ETOPS(GE Powered 207 minutes, RR powered 180 minutes), RNAV, RVSM, RNP(Boeing to 0.1), Dangerous Goods,
CPDLC/ADS, GPS/RNAV, PRM, and also specific State approvals.
0) Introduction, Concessions, ETOPS Sensitive Items, Autoland
1) EICAS Messages
2) MEL
- 3 months from date of issue.
3)
4)
CDL
MISC
OMA 0.2.4
OMA 0.2.6
OMA 0.2.7
OMA 0.2.8
OMA 8.1.4.3.3
OMA 8.3.2.4.1
OMA 8.3.2.4.3.2
OMA 8.5
OMA21.5.5
Pelesys
MEL
No Reference
EMIRATES B-777
Page 65 of 250
GENERAL PART
PFL
IFL
ADR
MET
NAV
COM
RAR
RSI
CRAR
28 September 2011
STUDY GUIDE
LIDO Route Manual
Pre-flight
In-flight
Aerodromes
Meteorology
Navigation
Communication
Rules and Regulations
LAT
ABB
SAI
BUL
ADM
NETWORK PART
CCI
AOI
6. LIMITATIONS AND POLICIES
Legends and Tables
Abbreviations
Special Airline Info
Bulletin
Administration
Regional Supplementary
Information
Country Rules and Regulations
Customized Company Information
1-10 Airport Operations Information
AFC
2-10 Airport Facility Chart
AGC
APC
2-20 Airport Ground Chart
3-30 Airport Parking Chart
LVC
EOSID
3-X0 Low Visibility Chart
4-01 Engine Out SID
SID
4-X0 Departure Chart
SIDPT
5-10 SID Procedure Text
STAR
6-10 Arrival Chart
STARPT
IAC
6-X0 STAR Procedure Text
7-10 Instrument Approach Chart
VAC
7-X0
MRC
8-10
FAM
9-10
TEMPO
X-X0
ENROUTE PART
RFC
Visual Approach Chart
Minimum Radar Vectoring Chart
Familiarization Chart
Tempo Chart
RFC Supp.
IOI
RFC Supplement
Intermediate Operational Inform.
Route Facility Chart
- ACN and PCN information
- In-flight contingencies LH Text NAV Intro 1.2
- Loss of communications LH Text COM 10
- Loss of communications LH RAR 250-300
- Intercept Orders LH RAR 280
- Noise Abatement Procedures LH RAR 640-650
- Aircraft Groups for Taxiway dimensions LH RAR 760
- Approach add-ons for failed or downgraded ground equipment.
LH RAR 890
- Contains valuable Supplementary information is divided into Regions.
- CPDLC Logons, ATC Short Dialling codes, etc...
- Contains differences to ICAO Standard. (Aerodrome specific differences located on the AOI page).
- Country specific Communication Failure procedures
- A duplication of the information in the OMC Airport Pages.
- General 1-10 . Airport Hours… Expressed in GMT, ‡ indicates that during periods of DST the effective hours will
be 1 hour earlier.
Airport Information (RFF, PCN)
Preferred Runway, Runway/Taxi restrictions APU restrictions.
Warnings
Arrival
1-20 . Speed
Communications...Com Failure Procedures
Arrival Procedures Vis approach, Diversions, LAHSO, and Reverse.
Warnings
Departure 1-30 . Take-off Minima
Speed
Communications...Com Failure Procedures
ATC Slot, Clearance
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 selfmanoeuvring bays.
- Altitudes in red represent Minimum Terrain Clearance altitudes up to the IAF.
- At or above 9600, at 9600, at or below 9600.
- Altitudes in red represent Minimum Terrain Clearance altitudes up to the IAF.
- At or above 9600, at 9600, at or below 9600.
- Fly over Waypoints have a circle around them.
- Lists departure frequencies, changeover instructions, and departure gradients >3.3%.
- Details of SID.
- Fly over waypoints are underlined. E.g. ULUPO
- Altitudes in red represent Minimum Terrain Clearance altitudes up to the IAF.
- At or above 9600, at 9600, at or below 9600.
- Fly over Waypoints have a circle around them.
- Fly over waypoints are underlined. E.g. BUBIN
- Total approach distance indicators at the start of each transition to the FAF/FAP.
- Name of chart is in upper right side and required equipment is listed.
- Altitudes in brackets indicate obstacle clearance at cold temperatures.
- Enroute Charts are oriented to True North. (Some may be oriented for polar grid navigation)
- Minimum Grid Altitude (MGA) provides 1,000 feet protection below 6,000 ASL and 2,000
feet protection for 6,000ASL and above.
- MGAs above 10,000 are in red. 101
- Fly Over Waypoints have a circle around them.
- HF frequencies, CPDLS/ADS availability, and IFR cruising altitudes
- Chart NOTAMS
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 66 of 250
FLIGHT DUTY LIMITATIONS FLOW CHART
Are you acclimatized?
28 September 2011
STUDY GUIDE
OMA 7.5
For ULR Operations see
OMA 7 Annex 3
OMA 7 ANNEX 2
Is this a Two Flight Crew Flight with a
scheduled sector for more than 7 hours?
Y
Is This an Annex 2 Flight?
Y
N
N
OMA 7.9.3
Are you acclimatized?
OMA 7.5
OMA 7.6.2.1
Y
N
OMA 7.6.2.2
N
Is this a Variation 1 flight?
Y
Add :30 to the FDP limitation.
Reduce the commanders discretion by :30.
Extension Of Flying Duty Period By Split Duty.
OMA 7.7.2
Extension Of Flying Duty Period By IN-Flight Relief.
FDP Limitation
:
.
OMA 7 Annex 1
OMA 7.7.1
Commanders Discretion To Extend A Flying Duty Period. OMA 7.15
A Commander may exercise his discretion to extend an FDP involving 2 or
more sectors up to a maximum of 2 hours prior to the first and subsequent
sectors, but this may be up to 3 hours prior to the start of a single sector
flight, or immediately prior to the last sector on a multisector flight.
EMIRATES B-777
28 September 2011
STUDY GUIDE
6. LIMITATIONS AND POLICIES
Page 67 of 250
NOTAM Decoder
Contraction
ABN
ABV
ACC
ACCUM
ACFT
ACR
ACT
ADJ
ADZD
AFD
AGL
ALS
ALT
ALTM
ALTN
ALTNLY
ALSTG
AMDT
AMGR
AMOS
P
R
E
F
L
I
G
H
T
AP
APCH
AP LGT
APP
ARFF
ARR
ASOS
ASPH
ATC
ATCCC
ATIS
AUTOB
AUTH
AVBL
AWOS
AWY
AZM
BA FAIR
BA NIL
BA POOR
BC
BCN
BERM
BLW
BND
BRG
BYD
CAAS
CAT
CBAS
CBSA
CCAS
CCLKWS
CCSA
CD
CDAS
CDSA
CEAS
CESA
CFR
CGAS
CHAN
CHG
CIG
CK
CL
Decode
Airport Beacon
Above
Area Control Center (ARTCC)
Accumulate
Aircraft
Air Carrier
Active
Adjacent
Advised
Airport Facility Directory
Above Ground Level
Approach Lighting System
Altitude
Altimeter
Alternate
Alternately
Altimeter Setting
Amendment
Airport Manager
Automatic Meteorological Observing
System
Airport
Approach
Airport Lighting
Approach Control
Aircraft Rescue and Fire Fighting
Arrive, Arrival
Automatic Surface Observing System
Asphalt
Air Traffic Control
Air Traffic Control Command Center
Automatic Terminal Information Service
Automatic Weather Reporting System
Authority
Available
Automatic Weather
Observing/Reporting System
Airway
Azimuth
Braking action fair
Braking action nil
Braking action poor
Back Course
Beacon
Snow bank(s) Containing Earth/Gravel
Below
Bound
Bearing
Beyond
Class A Airspace
Category
Class B Airspace
Class B Surface Area
Class C Airspace
Counterclockwise
Class C Surface Area
Clearance Delivery
Class D Airspace
Class D Surface Area
Class E Airspace
Class E Surface Area
Code of Federal Regulations
Class G Airspace
Channel
Change or Modification
Ceiling
Check
Centre Line
Source
ICAO
ICAO
ICAO
FAA
ICAO
FAA
ICAO
FAA
ICAO
FAA
ICAO
ICAO
ICAO
FAA
ICAO
FAA
FAA
ICAO
FAA
Contraction
CLKWS
CLR
CLSD
CMB
CMSND
CNL
CNTRLN
COM
CONC
CPD
CRS
CTC
CTL
DALGT
DCMSN
DCMSND
DCT
DEGS
DEP
Decode
Clockwise
Clearance, Clear(s), Cleared to
Closed
Climb
Commissioned
Cancel
Centerline
Communications
Concrete
Coupled
Course
Contact
Control
Daylight
Decommission
Decommissioned
Direct
Degrees
Depart, Departure
Source
FAA
ICAO
ICAO
ICAO
FAA
ICAO
FAA
ICAO
ICAO
FAA
FAA
ICAO
ICAO
FAA
FAA
FAA
ICAO
ICAO
ICAO
FAA
DEP PROC
Departure Procedure
FAA
ICAO
ICAO
ICAO
ICAO
FAA
ICAO
FAA
ICAO
ICAO
FAA
ICAO
FAA
ICAO
ICAO
DH
DISABLD
DIST
DLA
DLT
DLY
DME
DMSTN
DP
DRFT
DSPLCD
E
EB
EFAS
Decision Height
Disabled
Distance
Delay or Delayed
Delete
Daily
Distance Measuring Equipment
Demonstration
Dewpoint Temperature
Snowbank/s Caused by Wind Action
Displaced
East
Eastbound
En Route Flight Advisory Service
ICAO
FAA
ICAO
ICAO
FAA
FAA
ICAO
FAA
ICAO
FAA
FAA
ICAO
ICAO
FAA
FAA
ELEV
Elevation
ICAO
ICAO
ICAO
ICAO
ICAO
ICAO
FAA
ICAO
FAA
ICAO
FAA
ICAO
FAA
FAA
ICAO
FAA
FAA
FAA
FAA
FAA
FAA
FAA
FAA
FAA
FAA
FAA
FAA
FAA
ICAO
FAA
ICAO
ICAO
ENG
ENRT
ENTR
EXC
FAC
FAF
FAN MKR
FDC
FI/T
FI/P
FM
FNA
FPM
FREQ
FRH
FRI
FRZN
FSS
FT
GC
GCA
GCO
GOVT
GP
GPS
GRVL
HAA
HAT
HDG
HEL
HELI
Engine
En Route
Entire
Except
Facility or Facilities
Final Approach Fix
Fan Marker
Flight Data Center
Flight Inspection Temporary
Flight Inspection Permanent
From
Final Approach
Feet Per Minute
Frequency
Fly Runway Heading
Friday
Frozen
Automated/Flight Service Station
Foot, Feet
Ground Control
Ground Control Approach
Ground Communications Outlet
Government
Glide Path
Global Positioning System
Gravel
Height Above Airport
Height Above Touchdown
Heading
Helicopter
Heliport
ICAO
ICAO
FAA
ICAO
ICAO
ICAO
ICAO
FAA
FAA
FAA
ICAO
ICAO
ICAO
ICAO
FAA
FAA
FAA
ICAO
ICAO
FAA
ICAO
FAA
FAA
ICAO
FAA
ICAO
FAA
FAA
ICAO
ICAO
FAA
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28 September 2011
STUDY GUIDE
6. LIMITATIONS AND POLICIES
Page 68 of 250
NOTAM Decoder
Contraction
HIRL
Source
FAA
Contraction
MM
FAA
MNM
Minimum
ICAO
HLDG
HOL
HP
HR
Decode
High Intensity Runway Lights
Hazardous Inflight Weather Advisory
Service
Holding
Holiday
Holding Pattern
Hour
ICAO
ICAO
FAA
ICAO
MNT
MOC
MON
MRA
ICAO
ICAO
FAA
ICAO
IAF
Initial Approach Fix
ICAO
MSA
IAP
INBD
ID
IDENT
IF
ILS
IM
IMC
IN
INDEFLY
INFO
INOP
INSTR
INT
INTL
INTST
IR
KT
L
LAA
LAT
FAA
ICAO
ICAO
ICAO
ICAO
ICAO
ICAO
ICAO
ICAO
FAA
ICAO
ICAO
FAA
ICAO
ICAO
ICAO
ICAO
ICAO
ICAO
FAA
ICAO
MSAW
MSG
MSL
MU
MUD
MUNI
N
NA
NAV
NB
NDB
NE
NGT
NM
NMR
NONSTD
NOPT
NR
NTAP
NW
OBSC
FAA
OBST
Obstruction, Obstacle
ICAO
FAA
FAA
ICAO
FAA
FAA
ICAO
FAA
FAA
FAA
ICAO
ICAO
ICAO
ICAO
ICAO
FAA
FAA
FAA
ICAO
ICAO
OM
OPR
OPS
ORIG
OTS
OVR
PAEW
PAX
PAPI
PAR
PARL
PAT
PCL
PERM
PJE
PLA
PLW
PN
PPR
Outer Marker
Operate, Operator, or Operative
Operation(s)
Original
Out of Service
Over
Personnel and Equipment Working
Passenger(s)
Precision Approach Path Indicator
Precision Approach Radar
Parallel
Pattern
Pilot Controlled Lighting
Permanent
Parachute Jumping Exercise
Practice Low Approach
Plow, Plowed
Prior Notice Required
Prior Permission Required
ICAO
ICAO
ICAO
FAA
FAA
FAA
FAA
ICAO
ICAO
ICAO
ICAO
FAA
FAA
ICAO
ICAO
ICAO
FAA
ICAO
ICAO
FAA
PRN
Psuedo Random Noise
FAA
PROC
Procedure
ICAO
PROP
Propeller
FAA
MAPT
MCA
MDA
MEA
MED
Instrument Approach Procedure
Inbound
Identification
Identify, Identifier, Identification
Intermediate Fix
Instrument Landing System
Inner Marker
Instrument Meteorological Conditions
Inch, Inches
Indefinitely
Information
Inoperative
Instrument
Intersection
International
Intensity
Ice On Runway(s)
Knots
Left
Local Airport Advisory
Latitude
Limited Aviation Weather Reporting
Station
Pound(s)
Local Control
Local, Locally, Location
Located
Localizer Type Directional Aid
Light or Lighting
Lighted
Low Intensity Runway Lights
Low Level Wind Shear Alert System
Compass Locator at ILS Middle Marker
Landing
Localizer
Compass Locator at ILS Outer Marker
Longitude
Long Range Navigation
Loose Snow on Runway(s)
Left Turn
Magnetic
Maintain, Maintenance
Medium Intensity Approach Light
System
Medium Intensity Approach Light
System with Sequenced Flashers
Medium Intensity Approach Light
System with Runway Alignment
Indicator Lights
Missed Approach Point
Minimum Crossing Altitude
Minimum Descent Altitude
Minimum En Route Altitude
Medium
Monitor, Monitoring, or Monitored
Minimum Obstruction Clearance
Monday
Minimum Reception Altitude
Minimum Safe Altitude, Minimum Sector
Altitude
Minimum Safe Altitude Warning
Message
Mean Sea Level
Mu Meters
Mud
Municipal
North
Not Authorized
Navigation
Northbound
Nondirectional Radio Beacon
Northeast
Night
Nautical Mile(s)
Nautical Mile Radius
Nonstandard
No Procedure Turn Required
Number
Notice to Airmen Publication
Northwest
Obscured, Obscure, or Obscuring
MIN
Minute(s)
ICAO
PSR
PTCHY
PTN
PVT
RAIL
RAMOS
FAA
FAA
ICAO
FAA
FAA
FAA
MIRL
Medium Intensity Runway Lights
FAA
RCAG
MKR
MLS
Marker
Microwave Landing System
FAA
ICAO
RCL
RCLL
Packed Snow on Runway(s)
Patchy
Procedure Turn
Private
Runway Alignment Indicator Lights
Remote Automatic Meteorological
Observing System
Remote Communication Air/Ground
Facility
Runway Center Line
Runway Center Line Lights
HIWAS
P
R
E
F
L
I
G
H
T
LAWRS
LB
LC
LOC
LCTD
LDA
LGT
LGTD
LIRL
LLWAS
LM
LDG
LLZ
LO
LONG
LRN
LSR
LT
MAG
MAINT
MALS
MALSF
MALSR
FAA
FAA
ICAO
ICAO
ICAO
ICAO
FAA
Middle Marker
Decode
Source
ICAO
ICAO
FAA
FAA
ICAO
FAA
FAA
FAA
ICAO
FAA
ICAO
ICAO
ICAO
ICAO
ICAO
ICAO
FAA
FAA
FAA
ICAO
FAA
ICAO
ICAO
FAA
ICAO
ICAO
EMIRATES B-777
NOTAM Decoder
P
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F
L
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H
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Contraction
RCO
REC
REIL
RELCTD
REP
RLLS
RMNDR
RMK
RNAV
RPLC
RQRD
RRL
RSR
RSVN
RT
RTE
RTR
RTS
RUF
RVR
RVRM
RVRR
RVRT
RWY
S
SA
SAT
SAWRS
SB
SDF
SE
SFL
SIMUL
SIR
SKED
SLR
SN
SNBNK
SNGL
SPD
SSALF
SSALR
SSALS
SSR
STA
STAR
SUN
SVC
SVN
SW
SWEPT
T
TACAN
TAR
TDWR
TDZ
TDZ LGT
TEMPO
TFC
TFR
TGL
THN
28 September 2011
STUDY GUIDE
6. LIMITATIONS AND POLICIES
Page 69 of 250
Decode
Remote Communication Outlet
Receive or Receiver
Runway End Identifier Lights
Relocated
Report
Runway Lead In Light System
Remainder
Remark(s)
Area Navigation
Replace
Required
Runway Remaining Lights
En Route Surveillance Radar
Reservation
Right Turn
Route
Remote Transmitter/Receiver
Return to Service
Rough
Runway Visual Range
Runway Visual Range Midpoint
Runway Visual Range Rollout
Runway Visual Range Touchdown
Runway
South
Sand, Sanded
Saturday
Supplementary Aviation Weather
Reporting Station
Southbound
Simplified Directional Facility
Southeast
Sequence Flashing Lights
Simultaneous or Simultaneously
Packed or Compacted Snow and Ice on
Runway(s)
Scheduled or Schedule
Slush on Runway(s)
Source
FAA
ICAO
FAA
FAA
ICAO
ICAO
FAA
ICAO
ICAO
ICAO
FAA
FAA
ICAO
FAA
FAA
ICAO
FAA
ICAO
FAA
ICAO
FAA
FAA
FAA
ICAO
ICAO
ICAO
FAA
FAA
Contraction
THR
THRU
THU
TIL
TKOF
TM
TMPA
TRML
TRNG
TRSN
TSNT
TUE
TWR
TWY
UAV
UFN
UNAVBL
UNLGTD
UNMKD
UNMNT
UNREL
UNUSBL
VASI
VDP
VIA
VICE
VIS
Decode
Threshold
Through
Thursday
Until
Takeoff
Traffic Management
Traffic Management Program Alert
Terminal
Training
Transition
Transient
Tuesday
Airport Control Tower
Taxiway
Unmanned Air Vehicles
Until Further Notice
Unavailable
Unlighted
Unmarked
Unmonitored
Unreliable
Unusable
Visual Approach Slope Indicator System
Visual Descent Point
By Way Of
Instead/Versus
Visibility
Source
ICAO
ICAO
FAA
ICAO
ICAO
FAA
FAA
FAA
FAA
FAA
FAA
FAA
ICAO
ICAO
FAA
FAA
FAA
FAA
FAA
FAA
ICAO
FAA
ICAO
FAA
FAA
FAA
FAA
VMC
Visual Meteorological Conditions
ICAO
ICAO
FAA
ICAO
FAA
ICAO
VOL
VOR
VORTAC
W
WB
Volume
VHF Omni-Directional Radio Range
VOR and TACAN (Collocated)
West
Westbound
FAA
ICAO
ICAO
ICAO
ICAO
FAA
WED
Wednesday
FAA
ICAO
FAA
WEF
WI
ICAO
ICAO
Snow
ICAO
WIE
With Effect From or Effective From
Within
With Immediate Effect or Effective
Immediately
FAA
WKDAYS
Monday through Friday
FAA
FAA
FAA
FAA
WKEND
WND
Saturday and Sunday
Wind
FAA
FAA
WPT
Waypoint
ICAO
WSR
Wet Snow on Runway(s)
FAA
FAA
WTR
Water on Runway(s)
FAA
ICAO
ICAO
ICAO
FAA
ICAO
FAA
ICAO
FAA
ICAO
ICAO
WX
Weather
ICAO
Snow bank/s Caused by Plowing
(Windrow(s))
Single
Speed
Simplified Short Approach Lighting with
Sequence Flashers
Simplified Short Approach Lighting with
Runway Alignment Indicator Lights
Simplified Short Approach Lighting
System
Secondary Surveillance Radar
Straight In Approach
Standard Terminal Arrival
Sunday
Service
Satellite Vehicle Number
Southwest
Swept or Broom(ed)
Temperature
Tactical Air Navigational Aid (Azimuth
and DME)
Terminal Area Surveillance Radar
Terminal Doppler Weather Radar
Touchdown Zone
Touchdown Zone Lights
Temporary or Temporarily
Traffic
Temporary Flight Restriction
Touch and Go Landings
Thin
FAA
ICAO
FAA
ICAO
ICAO
ICAO
ICAO
FAA
ICAO
FAA
ICAO
EMIRATES B-777
Page 70 of 250
6. LIMITATIONS AND POLICIES
METAR / TAFOR Abbreviations
P
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F
L
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H
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LH Text MET 30-50
28 September 2011
STUDY GUIDE
EMIRATES B-777
Page 71 of 250
6. LIMITATIONS AND POLICIES
DECODING METAR / TAFOR
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OMC 9.4
28 September 2011
STUDY GUIDE
EMIRATES B-777
Page 72 of 250
6. LIMITATIONS AND POLICIES
NOTES TO DECODING WEATHER
P
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Sig Wx Chart Decodes
LH MET 70
OMC 9.4
28 September 2011
STUDY GUIDE
EMIRATES B-777
Page 73 of 250
6. LIMITATIONS AND POLICIES
28 September 2011
STUDY GUIDE
MOTNE (Metrological Operational Telecommunication Network Europe) Considered more accurate than
SNOWTAM reports as it is updated more frequently.
LH Text MET 320
P
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SNOWTAM
LH Text MET 300
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 74 of 250
Application of TAF
OMA 8.1.2.1.4.1
FCI 2011-001
28 September 2011
STUDY GUIDE
JAR OPS 1.297
P
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F
L
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H
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No Forecast Weather
If no weather forecast is available for a Takeoff Alternate, Destination, or Alternate airfield, it must be
considered to be below Company minima for planning purposes.
OMA 8.1.4.4.4
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 75 of 250
Item
Cabin Spraying
Procedure
P
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F
L
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H
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Cargo Smoke after
Cargo Hold Spray
with no evidence of
smoke
NAV aid NOTAM
Night Operations
HIAL and LIAL
unserviceable
RFF Requirements
PCN Values required
(Medium subgrade @
MLW)
Minimum Width of
Runway
28 September 2011
STUDY GUIDE
Limit / Policy
-
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.
The B777 cargo fire warning system is designed to increase sensitivity from 12% to 3% concentration
upon Right Engine Start.
- “ATTENTION CREW AT STATIONS”.
- On ramp have Ground Personnel inspect Cargo Hold.
o Aerobridges must be connected and/or Passenger Doors armed. OMA 8.3.0.2.3
- On taxiway or runway request Fire Department to inspect Cargo Hold.
o Aerobridges must be connected and/or Passenger Doors armed. OMA 8.3.0.2.3
- Next call “CABIN CREW REVERT TO NORMAL OPERATIONS” or “EVACUATION
CHECKLIST”.
- A navigation aid reported “ground checked only” may be used for enroute navigation, but not as an
approach aid.
- Runway edge and stop end lights are required for night operations.
Add 900 meters to the minimum visibility to a minimum of 1500 meters for planning purposes.
Confirmed with Captain Warren Coles DCFI that this policy will be reintroduced back into next revision of the OMA.
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
Destination and Destination Alternate may be lowered by 1 Category by the VPFOS.
B-772
Rigid ....................... 37
B777F
Rigid ....................... 59
Flex ........................ 34
Flex......................... 50
B-772ER
Rigid ....................... 42
B-773
Rigid ....................... 53
Flex ........................ 36
Flex......................... 46
B-772LR
Rigid ....................... 47
B-773ER
Rigid ...................... 55
Flex ........................ 41
Flex......................... 47
All destinations and alternates nominated in the OM-C/R&AI Guide or any Company produced OFPs
meet the conditions of either the charted requirements or a special dispensation granted by the relevant
Airport Authority.
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
45 Meters for A380
Reference
OM-C RAIG 2.6.2
Weekly Safety
Summary
Personal
Procedure
OMA 8.3.0.8.8.1
OMA 8.1.4.1.1
Reference missing
from OMA
OMA 8.1.2.4
LH Text ADR 60
OMA 8.1.2.3.2
OMA 8.1.2.3.1
OMA 8.3.8.12.4
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6. LIMITATIONS AND POLICIES
Page 76 of 250
Item
Alternate Airport
Planning Minima
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Take-off Alternate
USA Alternate
Planning Minima
Limit / Policy
28 September 2011
STUDY GUIDE
- 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 / 4,000 meters
Company Circling Minima, or if no circling approach available, then the
Non-precision
Non Precision Approach Minima plus 200 ft / 1000 M
Circling
Higher of 1200 ft / 5000M or Charted Minima
Notes: i. The appropriate airfield operating minima should be selected having taken into account airfield
conditions at the alternate.
ii. For the Company Circling Minima definition OMA 8.1.4.3
iii. Once airborne, only charted minima need be considered
Nav aids required to designate an airport as an Alternate: (Terminal radar is a Nav Aid)
- Wx CAVOK One Serviceable Nav Aid.
- Wx less than CAVOK 2 serviceable Nav aids
Destination Forecast below Minima
- If the destination airfield is forecast to be below the applicable planning minima, at the
expected time of arrival, the flight may be dispatched providing two destination alternates are
filed. The alternate fuel must be sufficient to proceed to the alternate airfield which requires
the greater amount of fuel.
No Weather Forecast Available
- If no weather forecast is available for a Takeoff Alternate, Destination, or Alternate airfield, it
must be considered to be below Company minima for planning purposes
- A suitable takeoff alternate shall be selected when performance, operational, or meteorological
conditions would preclude a return to the departure airport. The take-off alternate shall be located within::
i. one hour flight time at a one-engine-inoperative cruising speed (420nm.) in still air, standard
conditions, based on the actual take-off weight;
or
ii. two hours of flight time (840nm.), at a one-engine-inoperative cruising speed in still air, standard
conditions, based on the actual take-off weight, provided:
i. The aircraft is ETOPS qualified as per Emirates Operating Specifications
ii. No MEL restriction prohibits 120 minutes ETOPS
iii. The departure airport is located outside the USA For USA Ops 420nm
- Required weather reports or forecasts, or any combination thereof, indicate that, during a period
commencing 1 hour before, and ending 1 hour after the ETA at the aerodrome, the weather conditions
will be at or above the applicable landing minima.
- The ceiling must be taken into account when the only approaches available are non-precision and / or
circling approaches.
o USA Ops require weather above USA Alternate Minima. at the time of departure as well as ETA at the
takeoff alternate.
o Any limit related to one engine inoperative operations must be taken into account.
Reference
OMA 8.1.4.4.3
OMA 8.1.2.1.3
OMA 8.1.4.4.2.1
OMA 8.1.4.4.4
OMA 8.1.4.1
OMA 8.1.2.1.1
OMA 8.1.4.4.1
FCI 2010-17
OMC 2.8.1.3.1
OMC 2.8.1.5.2
LIDO CRAR USA
Page C-50
OMC 2.8.1.3.2
FCI 2010-017
EMIRATES B-777
Page 77 of 250
Item
LMC
P
R
E
F
L
I
G
H
T
Minimum Number of
Cabin Crew
Engine/Undercowl Fires
Emergency Procedures
CRC
Crew Rest Compt.
Oxygen
Therapeutic O2 Bottles
Portable Oxygen
Concentrator Units
6. LIMITATIONS AND POLICIES
28 September 2011
STUDY GUIDE
Limit / Policy
- All weights including fuel may be amended. ( LMC for fuel is not allowed for Airbus aircraft)
- The LMC limit for an individual LMC or total LMC shall be 500 kg.
- After a LMC it is mandatory to check the following:
i. AFW, TOW, and LW limits are not exceeded (Structural and Performance).
ii. Take-off performance calculations are validated using the revised TOW and TWOCG.
iii. Loading limitations are not exceeded.
- LMC less than or equal to 500 kg:
i. Enter the LMC value on the load sheet.
ii. No amendment to AZFW, ATOW, or ALW required.
- LMC greater than 500 kg:
i. New ACARS or computer loadsheet required.
ii. In case of a manual load sheet, ament load sheet figures and issue a new trim sheet.
PASSENGER WEIGHTS
Crew without bags ................... 85kg Child........................... 38kg
Crew with bags ...................... 100kg Infant .......................... 10kg
Male ........................................ 85kg Bag ............................ 20kg
Female .................................... 70kg
Live animals are classed as A B C D E and limits are in OMA 8.2.2.3.4.3
- Dangerous Goods must never be loaded in the BULK cargo hold. OMA 21.5.5.1
International Mail will only be offloaded after all other cargo. OMA 8.2.2.3.4.5.4
- Perishable cargo will be loaded in the AFT or BULK cargo holds. OMA 8.2.2.3.4.5.3
- Perishables packed with cooling agents can be loaded in the FWD or AFT compartments but
cannot be loaded in the BULK compartment. OMA 21.5.5.4
772 8 Cabin Crew
773 10 Cabin Crew
- The use of mini-suites is prohibited unless an additional attendant above the minimum required
by the applicable operating rules is present and whose primary duty is to ensure that the minisuite doors are properly latched in the open position for taxi, takeoff, and landing.
Reference
OMA 8.1.8.5.2
OMA 8.1.8.3
OMA 8.1.8.4.1
OMA 4.2.2
AFM Limitations Page 12A
- Can be reduced by 1 if the associated cabin door is considered inoperative. See for MEL for
further restrictions.
- For any engine/undercowl fires, the flight crew will immediately call the tower for the fire
services.
- The Commander should conduct the landing in non-normal situations where the aircrafts
performance is affected…
- Door Entry Code 123 ENT
- The upper crew rest area should not be occupied when the amber AIRFLOW OFF light is
illuminated.
- The AIRFLOW OFF light will be ON when the airplane is below 25,000 feet or during smoke
detection mode.
- Minimum for DXB departures 1500 psi
- Out stations approximate min 1,000 psi. If lower check manual FCOM PD Crew Oxygen for
dispatch requirements.
- Bottles may be carried onboard.
- Stowage in:
• -200, -200ER- overhead stowage above seat 37AB, 37JK, and in LH aft most closet stowage.
• -200LR- overhead stowage above seat 37AB, 37JK, and 39JK.
• -300, -300ER, -300ER/ULR- overhead stowage above seat 46AB, 46JK, and in LH aft most
closet stowage.
- Bottles removed on return to Dubai.
- Are now permitted on the aircraft subject to conditions…
MEL 52-11-1
OMA 8.2.2.4.1.6
OMA 5.2.16.2
FCOM 1.47.2
FCOM 1.46.5
Daily Inspection Sheet
FCOM 1.45.5
OMA 8.3.19.3.1
EMIRATES B-777
Page 78 of 250
Item
ETOPS Validity
ETOPS Alternate Weather
Requirements
6. LIMITATIONS AND POLICIES
28 September 2011
STUDY GUIDE
Limit / Policy
- Is renewed annually at the annual recurrent training program.
Before Dispatch….Above ETOPS enroute weather planning minima, one hour before the
earliest time of use to one hour after the latest time of use
After Dispatch…….SA and FT indicate weather will remain at or above Aerodrome Operating
Minima
Reference
OMA 8.5.1
OMA 8.5.5.2
ETOPS Pre-Dispatch Alternate Weather Requirements
P
R
E
F
L
I
G
H
T
OMA 8.5.6.1
ETOPS
Suitable Airport
- 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
45
36
Dry
40
32
Wet
20
16
Contaminated
17
13
Ice
- Runway conditions should also ensure that a safe landing can be accomplished.
- An Adequate airport is considered Suitable for purposes of in-flight diversions when
meteorological conditions indicate that the ceiling and visibility are above the published LH LIDO
landing minima.
OMA 8.5.5.2
OMA 8.5.6.1
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 79 of 250
Item
ETOPS Certification
28 September 2011
STUDY GUIDE
Limit / Policy
•
•
•
•
Individual Aircraft max capabilities are specified in the Operations Specifications located in Section
B of the Engineering Documents Folder.
On the Day of Operation the Flight must be signed out in the tech log for 120, 180, or 207 minutes
ETOPS
180 minutes ETOPS Aircraft
207 minutes ETOPS Aircraft
RR Powered Aircraft and the B-777 Freighter
• All GE Powered B-777 Aircraft.
Engineering will make an entry in the Defect Column of the inbound flight…
Reference
“ETOPS VERIFICATION FLIGHT REQUIRED”
ETOPS Verification
Flight
P
R
E
F
L
I
G
H
T
ETOPS
Re-routing or
Diversion
Decision Making
Cargo Heat
Temperature
Dependant
Perishable Goods
Cargo Locations
They will then sign it off and move it to the ADD section of the Tech Log.
the Commander, in consultation with the Dispatch Duty Manager and the Senior Engineer Shift,
may elect to carry sufficient fuel to complete the sector via a non- ETOPS routing.
• After completing 60 minutes of the flight the captain will record in the Defect column of the Tech Log
“ETOPS VERIFICATION FLIGHT SATISFACTORY”.
During flight, either before or during an ETOPS segment, a re-routing or diversion is required when:
i. Failures occur requiring a diversion to the nearest airport, in accordance with the FCOM
ii. Failures occur requiring a non-ETOPS routing, in accordance with the FCOM.
iii. Failures occur resulting in excessive fuel consumption, exceeding the available ETOPS Critical
Fuel reserves.
iv. Weather minima at nominated suitable airport(s) go below the company operating minima or
become unsuitable for any reason prior reaching the entry point.
Note: The MEL is not applicable after dispatch, and should not be considered limiting at this stage. It
should be used for crew information only.
- Instructions for the location and temperature requirements of live animals. OMA 8.2.2.3.4.3
- If NOTOC temperature requirements cannot be achieved it is OK to accept the Cargo. This
temperature is a target for the crew to try to achieve. The crew will not be held accountable. Sky
Cargo have made the decision to accept the cargo fully cognizant of the fact that the requested
temperature may not be achieved.
- BULK and AFT Compartments are heated.
Low +4°C-+10°C
High +18°C -+24°C
Carriage Temperature Dependant Perishables will be loaded as follows:
- 777-200 and 777-300 in the Aft 3+4 Compartment and the Bulk Compartment
- 777F All Compartments are usable.
•
OMA 8.5.7.2
OMA 8.5.8.1
OMA 8.2.2.3.4.5.3
OMA 8.2.2.3.4.5.3
777-200
777-300
PELESYS
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 80 of 250
Item
Dangerous Goods
P
R
E
F
L
I
G
H
T
Carriage of
Valuable Personal
Effects
Laptop Stowage
Cockpit Entry
code
Flight Deck
Door Emergency
Code
IPad Apps
28 September 2011
STUDY GUIDE
Limit / Policy
- Items labeled “CARGO AIRCRAFT ONLY” are prohibited from carriage on Emirates passenger
aircraft. OMA 21.5.5
- Flight crew shall have completed initial or recurrent Dangerous Goods training within the preceding 24
calendar months. OMD 5.4.9
- For Emirates operations Dangerous Goods must never be loaded in the BULK cargo hold of the
aircraft. OMA 21.5.5.1
- Perishables packed with cooling agents cannot be loaded in the Bulk hold. OMA 21.5.5.1
- Dry ice is limited to a total of 1,000 kgs in the FWD and/or AFT cargo holds.
- The Maximum amount of Dry Ice on a B777F aircraft is 5700kgs (Including the 1000 kgs in the Lower
compartment) OMA 21.5.5.4
- No Dry Ice is allowed in the BULK cargo hold. OMA 21.5.5.4
- The NOTOC must be drawn to the attention of, and passed on to the joining commander in the event of
a crew change at transit stop.
- In case the crew taking over is delayed or not available due to a longer turn around, the commander
leaving the aircraft must leave a message to refer to the ship’s papers left on board which will contain
the NOTOC. This will preclude the possibility of the new crew not being aware of the presence of
dangerous goods.
- When there is a flight crew change at a Transit Station the NOTOC must remain on board until after the
aircraft arrives at the destination where the Dangerous Goods are to be offloaded and the NOTOC is
no longer required. The crew leaving the aircraft should leave a message to refer to the ships papers
left onboard which contain the NOTOC.
- On flights to or from the USA the NOTOC must contain a telephone number that can be contacted
during an in-flight emergency to obtain information on any DG onboard. (See ICAO ERG page 5…
CHEMTREC 1 202 843 7616 / 1 800 242 9300, or CANUTEC 1 613 996 6666)
- The Maximum TI per pack is 10. Pelesys DG course
- Radioactive must list its category Cat I White, Cat II Yellow, Cat III Yellow. Pelesys DG course
- The Maximum TI for a Passenger Aircraft is 50 and for a Cargo aircraft is 200. Cargo Ops. Sup. page 11
- Any questions regarding Dangerous Goods can be directed to the Cargo Duty Manager +971 4 708
1090 Cargo Ops. Sup. page 9
CARRIAGE OF VALUABLE PERSONAL EFFECTS OR VALUABLE CARGO IN THE CABIN
- The valuable personal effects or valuable cargo must be screened before carriage and will have a
“screened” sticker affixed on them before presentation to the crew under a Locker Stowage Bill.
- Airport Services department may process the parcels of/for the Dubai Royal Family through the
established screening system without requiring security personnel having to deliver them to the aircraft.
- A Locker Stowage Waybill (Form No. E6) must be prepared whenever this cargo is loaded on the
aircraft. The cargo and the Locker Stowage Waybill must be handed over only to the Cabin Crew Purser and not the PIC. NOTOC must be prepared for information of PIC. The Purser will sign on the
Locker Stowage Waybill and return the station’s copy. At destination the Purser will hand over the
cargo with the Locker Stowage Waybill and obtain signature from the cargo staff on their copy.
- Stowage Location – 3 Class Configuration Doghouse 2
– 2 Class Configuration Dog House 6 Freighter aircraft have a stowage locker in the Supernumerary area.
- 777 is the combination to open the lower stowage compartment next to the second observer’s seat.
- 1 ENT Generates a doorbell tone in the cockpit
- 345 ENT will open the Door after 30 seconds. If Denied the keypad is inhibited for :10 min.
- Must only be used if Pilot Incapacitation is suspected.
Good Reader – Great App for reading PDF files… EK Manuals, LIDO charts, OFPs… etc… Also allows
the Highlighting of text, adding notes, drawing on charts.
Downloads HD - A program like safari that lets you surf the internet… If you download a file with this
program you can save it on its file manager, and then chose to open it with any other
program on the IPAD… Great for downloading the OFP and then opening it in Good
Reader.
Drop Box - Dropbox is a Web-based file hosting service operated by Dropbox, Inc. that uses cloud
storage to enable users to store and share files and folders with others across the Internet
using file synchronization.
FlightRadar24 - Shows live airplane traffic from different parts around the world. It uses the ADS feed
from ATC.
National Geographic World Atlas HD - A great map of the world for orientation… If connected to the
internet can provide great detail and Satellite images.
Airports - Provides great satellite images of Airports. Also can download METARs and TAFs.
Reference
OMA 21.5.5
OMD 5.4.9
OMA 21.5.5.1
OMA 21.5.5.4
Cargo Operations
Supplement
Pelesys DG course
FCI 2010-032
OMA 8.2.2.3.4.5.1
OMA 8.2.2.3.4.5.1.1
OMA 21.5.5.6
FCOM NP.21.2
FCOM SP.1.2
FCOM SP.1.2
OMA 10.4.2.1.3
EMIRATES B-777
Page 81 of 250
Item
28 September 2011
STUDY GUIDE
Reference
6. LIMITATIONS AND POLICIES
Limit / Policy
A recent discussion with a Senior TRE indicated that our pilot’s general knowledge of runway markings was varied and an increased awareness was
required to improve our safety particularly during Low Visibility Operations. This page is designed to refresh and standardize pilot knowledge.
Taxi Guidance Signs
at Taxiway
Intersections
Visual Aids Handbook
LH TEXT Gen Part LAT 790
Runway Location
Signs
Visual Aids Handbook
LH TEXT Gen Part LAT 790
Paved Taxiway
Markings
Visual Aids Handbook
LH TEXT Gen Part LAT 790
T
A
X
I
Runway Taxi-Holding
Position Signs and
Associated Taxiway
Markings
Visual Aids Handbook
LH TEXT Gen Part LAT 790
Stop Bar and Lead
On Lights
Runway Guard Lights
Visual Aids Handbook
LH TEXT Gen Part LAT 790
Runway Status Light
System
KLAX
KLAX AOI 1-20
Rapid Exit Taxiway
Indicator Lights
Visual Aids Handbook
LH TEXT Gen Part LAT 790
100 Meters
200 Meters
300 Meters
Low Visibility Operations
- After landing taxi clear of the active
runway and report clear if required.
- The runway is clear when the entire length
of the aircraft has passed the point where
the color coded centerline taxi lights are
steady green only.
FCOM SP.17.4
EMIRATES B-777
Marshalling Signals
Hand signals from the CAA Visual Aids Handbook
Description of Signal
T
A
X
I
28 September 2011
STUDY GUIDE
6. LIMITATIONS AND POLICIES
Page 82 of 250
Meaning of Signal
LH TEXT Gen Part RAR 320
Description of Signal
Handy Info
Meaning of Signal
EMIRATES B-777
Page 83 of 250
Description of Signal
T
A
X
I
28 September 2011
STUDY GUIDE
6. LIMITATIONS AND POLICIES
Meaning of Signal
Description of Signal
Meaning of Signal
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 84 of 250
Item
Taxi fuel consumption
Icing Conditions
CM2 Taxi Restrictions
Minimum Width of
Runway
Maximum taxi speed
180° less than 45 meters
Not an Emirates
approved procedure
Tiller Steering
T
A
X
I
Ground Delays on USA
Flights
NITS Briefing to Purser
Passenger briefing also
28 September 2011
STUDY GUIDE
Limit / Policy
Reference
2500 kgs/hr
Icing conditions exist when OAT (on the ground) or TAT (in-flight) is 10°C or below and any of the
following exists:
• visible moisture (clouds, fog with visibility less than one statute mile (1600 m) or less, rain,
snow, sleet, ice crystals, and so on) is present, or
• standing water, ice, slush or snow is present on the ramps, taxiways, or runways
Engine anti-ice must be selected ON immediately after both engines are started and remain on
during all ground operations when icing conditions exist or are anticipated, except when the
temperature is below –40°C OAT.
When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed,
to minimize ice build-up. Use the following procedure: CM1
• Check that the area behind the airplane is clear.
• Run-up to a minimum of 50% N1 for approximately 1 second duration at intervals no greater
than 60 minutes.
- Not permitted to taxi if the parking guidance system requires the aircraft to be aligned and
stopped with the eye position of the left hand seat. In this case CM1 must taxi the aircraft from
final turn to the parking stand.
- Not permitted to do a 180° turn.
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
45 Meters for A380
30 kts.
10 kts. for a slippery surface
Crews may exceed these limits when backtracking on an active runway.
777-200 ................................................ Aircraft and Runway must be inspected after
777-300 ................................................ this procedure
777-300ER ...........................................
Is not recommended above 30 kts.
- Applicable to all flights to and From USA.
- An aircraft may not remain on the tarmac for more than 4 hours without passengers being
permitted to deplane, where possible.
- Passengers are regularly kept informed of the status of extended delays.
- Timing starts the later of STD or the announced Revised Departure Time.
- On Gate with the door open…
- Passengers shall be notified every :30 minutes.
- On the Gate or at a remote stand and the doors are closed…
- Passengers shall be notified every :30 minutes.
- No announcements shall be made whilst taxiing or at the runway holding point.
Deplaning after departure
- The maximum delay shall be 4 hours from the datum time.
- The commander shall make the appropriate announcement every :30 minutes.
- If the 4 hour limit may be infringed, the commander shall contact ATC and advise them that
action is requested in order to comply with the 4 hour tarmac rule and to get an estimated
airborne time.
- If ATC advises that the aircraft will be airborne before the 4 hour time limit, the
commander shall continue as planned and make the required :30 minute delay status
updates.
- If ATC advises that the aircraft will not be airborne before the 4 hour limit then the aircraft
will return to a gate or remote stand unless safety/security/ATC restrictions prevent this.
The commander shall make the appropriate PA… see PA section of Study Guide.
- In the event that 4. In the event that no passenger elects to deplane, the flight shall
continue irrespective of the total delay.
- In the event that a passenger wishes to disembark, they shall be notified that their
baggage will be offloaded and the flight will depart without them.
Commander records in the Journey Log
1. The timings and content of all passenger announcements made in compliance with this
regulation.
2. The time for the request to ATC if applicable and the time that the return to the gate/remote
stand is commenced.
3. A narrative of the conversation between himself and ATC if the decision is made to continue
the flight together with the justification including the result of the polling of passengers
announcement and the expected take-off time as advised by ATC.
Status of delay on arrival
- The passengers shall be notified of the status of a delay every 30 minutes if the aircraft is
delayed arriving on blocks.
- The clock starts at the actual touch-down time of the aircraft.
NATURE INTENTION TIME
(Give an actual time eg16:25GMT)
SPECIAL CONSIDERATIONS
Rule of Thumb
FCOM SP.16.3
FCOM SP.16.5
FCOM SP.16.6
OMA 8.2.2.5.1
OMA 8.1.2.3.1
OMA 8.3.8.12.4
OMA 8.2.2.5
FCTM 2.12
FCTM 3.5
FCN 2011-049
Aircraft Doc Folder
CCEM Section 300
EMIRATES B-777
Page 85 of 250
Item
Aircraft Codes
for Taxiway
limitations
Width of Main
Gear
Height of Tail
Wheel Base
200 and 300
Wingspan
777F/200LR /
300ER
Wingspan
Turning radius
for a
772 & 777F
T
A
X
I
Dubai Standard
Taxi Routes
Dubai Airports
Handout
6. LIMITATIONS AND POLICIES
Limit / Policy
ICAO
FAA Code
Code
A
I
B
II
C
III
D
IV
E
V
F
VI
11 Meters
28 September 2011
STUDY GUIDE
Reference
Max Wing Span
Max Width of Main Gear
15m
15m-24m
24m-36m
36m-52m
52m-65m
65m-80m
4.5m
4.5m up to but not including 6m
6m up to but not including 9m
9m up to but not including 14m
9m up to but not including 14m
14m up to but not including 16m
Highest of all models ..............18.7 Meters
772 & 777F .......................... 25.9 Meters
199’11” 60.9 Meters
212’7” 64.8 Meters
B-772 155.8 feet, 47.5 meters for nose gear
B-77L 157.4 feet, 48 meters for nose gear
B-77F 157.4 feet, 48 meters for nose gear
B-773 183.8 feet, 56 meters for nose gear
B-77W 184.1 feet, 56.1 meters for nose gear
LH RAR 760
FCOM SP.1.8
773 .......................... 31.2 Meters
FCOM SP.1.8
FCOM 1.10.2
FCOM 1.10.3
FCOM 1.10.4
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 86 of 250
Item
R
T
O
RTO Decision
Making
QRH MAN.1.2
Inspection
required on RR
Engines
FO Restrictions
Takeoff Minima
T
A
K
E
O
F
F
Limit / Policy
Prior to 80 knots
-
Activation of the Master Caution system
System failure
Unusual noise or vibration
Tire failure
Abnormally slow acceleration***
Unsafe takeoff configuration warning
Fire or fire warning
Engine Failure
Predictive Windshear warning
If the airplane is unsafe or unable to fly
-
Fire or fire warning
Engine Failure
Predictive Windshear Warning
If the airplane is unsafe or unable to fly
After 80 knots
28 September 2011
STUDY GUIDE
Reference
*** TRE Note
Slow acceleration can be
detected by monitoring the
Speed Trend Vector…
A normal trend vector will
be around 30-40 knots.
Master Caution Lights,
Aural Beeper, and Advisory
level Alert Messages
inhibited from 80 KTS to 400
RA or :20 seconds after
rotation.
For a RTO the inhibit lasts
until the speed is below 75
knots.
Master Warning Lights and
Fire Bell inhibited from V1
until 400 RA or 25 seconds
after V1.
After an RTO is performed on RR powered 777 airplanes where the thrust reversers were deployed, MCC
must determine if an inspection of thrust reversers is necessary
A First Officer may not conduct the takeoff if:
- The runway is contaminated.
- The crosswind exceeds 20 knots.
- Take-off visibility is 500 meters or less.
- No take-off from a CAT B* or a CAT C airport.
- Refer to 10-AWO (or CCI page) for Takeoff Minima.
(if lights are inoperative modify by OMA 8.1.4.1.1 )
- If 10-AWO or CCI is not published the Standard min. in the LH AOI pages apply.
a. Takeoff shall not be commenced unless the weather conditions at the aerodrome of departure are equal to
or better than applicable minima for landing at that aerodrome unless a suitable take-off alternate
aerodrome is available.
b. If the reported meteorological visibility is below that required for take-off and RVR is not reported, a takeoff may only be commenced if the Commander can determine that the RVR / visibility along the take-off
runway is equal to or better than the required minimum.
c. When no reported meteorological visibility or RVR is available, a take-off may only be commenced if the
Commander can determine that the RVR / visibility along the take-off runway is equal to or better than the
required minimum. . Runway edge lights = 60 meters - Centerline lights = 15 meters
- A pilot in command shall not take-off from an aerodrome under IFR unless the weather conditions are at or
above the weather minimums for IFR take-off prescribed in the AOI pages of the LH Airways Manual.
- Where special State approval has been obtained for a reduction in take-off minima to below that in the LH
Airways Manual it will be shown on the 10-AWO or CCI page.
- The Company Minima for takeoff for all aircraft types will never be less than that contained in the
Operations Specification, and are Ceiling - zero, and RVR as per the Table below:
EKIB-37
OMA 5.2.16.2
OMA 8.1.2.5
OMC RAIG
Chap 1 page 12
OMA 8.1.4.1
OMA 8.1.4.1
OMA 8.1.4.1.2
OMA 8.1.4.1.1
Takeoff
RVR/Visibility
-
Special
Reduced
Visibility
Takeoff
Authorisation
Where state approval has been obtained for a reduction in take-off minima to below that shown in the
above table, this will be shown on the applicable 10-AWO chart.
LVO qualified crews may reduce the takeoff minima to 125m for Category C and 150m for Category D aircraft,
provided that the following requirements are met:
a. Low Visibility Procedures (LVP) are in force;
b. High intensity runway centreline lights spaced 15m or less and high intensity edge lights spaced 60m or
less are in operation;
c. A 90m visual segment is available from the flight deck at the start of the takeoff run; and
d. The required takeoff RVR as shown on the 10-AWO chart has been reported for all relevant RVR
reporting points.
OMA 8.1.4.1.2
EMIRATES B-777
Page 87 of 250
Item
Limit / Policy
6. LIMITATIONS AND POLICIES
RADAR SEPARATION
- HEAVY Behind a HEAVY .................... 4nm
- HEAVY Behind a SUPER .................... 6nm
- B757 is treated as a Heavy
28 September 2011
STUDY GUIDE
NON-RADAR SEPARATION
- HEAVY Behind a HEAVY .................. 2 min
- HEAVY Behind a SUPER .................. 3 min
Reference
OMA 8.3.9
LIDO RAR 730
Australian Wake Turbulence Separation – Intermediate Departures
Wake
Turbulence
Separation
T
A
K
E
O
F
F
Take-off
Alternate
Aircraft Categories
Separation Minima
Leading Aircraft
Following Aircraft
Minutes
Heavy
4
Super
Medium
4
Light
4
Heavy
2
Heavy
Medium
3
Light
3
Medium
Light
3
- A suitable takeoff alternate shall be selected when performance, operational, or meteorological conditions
would preclude a return to the departure airport. The take-off alternate shall be located within::
iii.one hour flight time at a one-engine-inoperative cruising speed (420nm.) in still air, standard conditions,
based on the actual take-off weight;
or
iv.two hours of flight time (840nm.), at a one-engine-inoperative cruising speed in still air, standard
conditions, based on the actual take-off weight, provided:
iv. The aircraft is ETOPS qualified as per Emirates Operating Specifications
v. No MEL restriction prohibits 120 minutes ETOPS
vi. The departure airport is located outside the USA For USA Ops 420nm
- Required weather reports or forecasts, or any combination thereof, indicate that, during a period
commencing 1 hour before, and ending 1 hour after the ETA at the aerodrome, the weather conditions will
be at or above the applicable landing minima.
- The ceiling must be taken into account when the only approaches available are non-precision and / or
circling approaches.
o USA Ops require weather above USA Alternate Minima. at the time of departure as well as ETA at the
takeoff alternate.
o Any limit related to one engine inoperative operations must be taken into account.
OFP Attachment
OMA 8.1.4.1
OMA 8.1.2.1.1
OMA 8.1.4.4.1
FCI 2010-17
OMC 2.8.1.3.1
OMC 2.8.1.5.2
LIDO CRAR USA
Page C-50
USA Alternate
Planning Minima
OMC 2.8.1.5.2
FCI 2010-017
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 88 of 250
Item
Runway
Centerline
Offset
Maximum
speed
Night
Operations
T
A
K
E
O
F
F
Icing
Conditions
Min Altitude for
turns
Max bank angle
Tail Strike
Engine Failure
after V1
28 September 2011
STUDY GUIDE
Limit / Policy
Considerable investigation is underway with the tyre manufacturer and Dubai Airports but in the interim we
need to mitigate the risk of another failure caused by impact with runway lighting. The simplest way to achieve
this is to offset to the right or left of the centreline just sufficiently to displace both nose wheels from the
centerline lights. In the event of an emergency during the take-off roll the requirement to offset is cancelled
and the pilot may elect to return to the centreline as appropriate.
The A380 has a larger distance between the nose wheels making it easier to straddle the lights and also
requiring a larger offset to place both to one side of the centreline. For this fleet only, pilots should continue to
aim to straddle the centreline lights during takeoff.
Below 10,000ft AAL, the maximum speed shall be limited to the greater of 250kts IAS or flaps up maneuvering
speed / clean speed, unless:
a. the arrival or departure procedure requires a higher speed, or
b. Speed restrictions are waived by ATC.
This speed limit is mandatory below 5,000 ft AAL.
- Runway edge and stop end lights are required for night operations.
Icing conditions exist when OAT (on the ground) or TAT (in-flight) is 10°C or below and any of the following
exists:
• visible moisture (clouds, fog with visibility less than one statute mile (1600 m) or less, rain, snow, sleet, ice
crystals, and so on) is present, or
• standing water, ice, slush or snow is present on the ramps, taxiways, or runways
- Engine anti-ice must be selected ON immediately after both engines are started and remain on during all
ground operations when icing conditions exist or are anticipated, except when the temperature is below –
40°C OAT.
When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed, to minimize
ice build-up. Use the following procedure: CM1
• Check that the area behind the airplane is clear.
- Run-up to a minimum of 50% N1 for approximately 1 second duration at intervals no greater than 60
minutes.
- Turns shall not normally be initiated below 500 AGL, unless specifically required by the SID, obstacles, or
noise abatement procedure.
- For all flights, other than test flights where the Flight Test schedule may specify a requirement, the
maximum bank angle permissible 30°.
777-200 – Accomplish TAIL STRIKE checklist and land at the nearest suitable airport.
777-300 – If no EICAS message continue the flight
Initial climb will be in accordance with the required Engine-Out (EOP) procedures, as detailed in the RTOW or
Laptop takeoff performance. These will involve one of the following:
a. Straight Out Departure
i. Maintain Runway Track (compensating for wind).
ii. Climb at V2 (or speed at failure) until minimum acceleration altitude or higher.
b. Turning Departure - Special Non-standard Engine-Out Procedure
i. Maintain R/W Track until designated Turning Point.
ii. Turn onto required track, heading or radial while climbing to minimum acceleration altitude or
higher (the turn must be completed before acceleration takes place even if maximum acceleration
altitude is exceeded).
Having completed the EOP procedure, proceed in accordance with FCOM procedures to the MSA and to a
convenient Holding Fix, or as advised by ATC.
ATC shall be notified and advised of the Commander’s intentions as soon as possible.
Reference
Flt Ops
Weekly Update
#132
28 September
2011
John Alsford,
SVP - Fleet
OMA 8.3.0.5.1
OMA 8.1.4.1.1
FCOM SP.16.3
FCOM SP.16.5
FCOM SP.16.6
OMA 8.3.0.5
OMA 8.3.0.5
FCOM Bulletin 12
OMA 8.3.0.4.4.2
FCOM NP.50.2
FMS Offsets
Max Wind
Offsets are not available while on a SID, STAR, or Transition.
If the surface mean wind speeds of 60 kts or above are reported, the airfield must be considered closed
FCOM 11.42.15
OMA 8.3.8.1
EMIRATES B-777
Page 89 of 250
Item
6. LIMITATIONS AND POLICIES
28 September 2011
STUDY GUIDE
Limit / Policy
Reference
Noise
Abatement
Procedures
LH RAR 640-650
T
A
K
E
O
F
F
OMA 8.1.1.2
Cold Weather
Corrections
WARNING
• If FMS database Non-ILS Approach altitudes require manual correction at/inside the FAF,
Managed/VNAV vertical guidance shall NOT be used for the approach.
• IFR assigned altitudes accepted & read-back by a pilot must NOT be adjusted to compensate for cold
temperatures, i.e. if a pilot accepts “maintain 3000 ft,” an altitude correction must NOT be applied to 3000 ft.
CAUTIONS & NOTES
1. When altitude corrections are applied to a published Procedure Turn, FAF crossing altitude, or Missed
Approach altitude, pilots shall advise ATC how much correction is to be applied.
2. In a number of regions, RADAR vectored altitudes are temperature compensated by ATC (refer Lido text,
other regional information, or confirm with ATC). In such case, additional corrections are not required.
3. In mountainous regions during any Cold Temperature operations, corrections to all published approach
Procedure altitudes and Engine-Out Minimum Acceleration Altitude / Height must be carefully considered.
4. Temperature values from the reporting station nearest the position of the aircraft should be used. This is
normally the airport.
OMC Appendix L
OMA 8.3.1.2
OMA 8.3.0.8.8.2.1
FCOM NP 21.60
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 90 of 250
Item
T
A
K
E
O
F
F
Reduced Runway
Separation Minima
(RRSM)
for OMDB
Best Rate of Climb Speed
Best Angle of Climb Speed
RVSM Operations
28 September 2011
STUDY GUIDE
Limit / Policy
Be aware of adjusted phraseology… When the RWY in use is occupied by other traffic, a
clearance may be given to another aircraft provided that the controller has reasonable
assurance that following separation criteria will be met.
SINGLE RUNWAY MODE PROCEDURE
Landing Following Landing
- The preceding aircraft has landed and has vacated the RWY, or has passed a point at
least 2500m from the threshold of the RWY.
Landing Following Departure
- The preceding aircraft is/will be airborne, or has passed a point at least 2500m from the
threshold of the RWY.
Departure Following Departure
- The preceding aircraft is airborne and has passed a point at least 2500m from the
threshold of the RWY.
DUAL DEPENDANT RUNWAY MODE PROCEDURE
The procedures described in the previous section shall be applied in the same manner with
the exception of
Landing Following Departure.
- A preceding departing aircraft must have passed abeam the upwind threshold of the
landing runway, prior to the landing aircraft crossing the threshold of the landing runway.
CONDITIONS FOR THE APPLICATION OF RRSM
Tailwind < 5kts, Vis >5km - Ceiling not lower than 1,000” - Pilot of following aircraft warned Runway is dry - Controller is able to assess separation - Wake turbulence separation is
applied - Minimum separation continues to exist between 2 aircraft immediately after takeoff.
Flaps Up Maneuver Speed + 60 knots until intercepting M.82
On VNAV CLIMB page
- RVSM airspace is where aircraft are separated vertically by 1,000 feet between FL290 and
FL410 inclusive.
-
C
L
I
M
B
Required Equipment located in FCOM SP21.
Dispatch is to include the letter “W” in the ATC Flight Plan.
Pre-Flight the maximum allowable difference between the Captain’s or First Officers
altitude display and field elevation is 75 feet.
- In flight at least two main altimeter indications on standard setting must be within 200 feet
in flight.
- V/S speed must always be carefully monitored, although when the Auto-flight system is
operated in VNAV it is designed to take into account TCAS performance when determining
vertical rates for altitude capture.
If not climbing in VNAV when approaching cleared level, V/S should be monitored to keep
speed within 500-1000 ft per minute. Do not exceed 1500 ft per minute.
- ALT SEL SET and Select (Starts Climb and changes THRUST REF to CLIMB)
- V/S Select and Set
- IAS/MACH Selector to MACH if required
- Monitor Thrust to maintain IAS, reduce V/S if required
RSVM Worldwide Status Updated: 09:09 am ET October 11, 2007
LH Text NAV 240-250
- Correction to the Map Iraq is still Non RVSM… As of 10 March 2011 @0001UTC Iraq is now authorized for RVSM.
Reference
AIP Supplement
001/10
FCTM 4.4
FCTM 4.4
FCOM SP21
FCOM SP21
FCOM L.10.1
ALTEON CBT
OMA 8.3.2.4.5.2
Instructional
Technique
(Not required if
operating in VNAV)
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 91 of 250
Item
OFP items be
completed
Rudder Trim Technique
Crew Oxygen inop. in
flight
Minimum Speed at
Altitude
LRC
Optimum Altitude
Maximum Altitude
C
R
U
I
S
E
VNAV Cruise Altitudes
Least Risk Bomb
Location
Hijack Communication
Hijacking Procedures
Flight Deck
APU only pressurization
Oxygen requirements
Maint. Communication
ATC Satellite Coms.
Medical Assistance
SATCOM
28 September 2011
STUDY GUIDE
Limit / Policy
- All Data Items on the front page.
- At significant waypoints ETA, revised ETA, and ATA.
- Revised ATC clearance(s) Fuel checks are to be conducted and recorded at intervals not
exceeding 60 minutes.
- Set symmetrical thrust.
- Balance fuel if required.
- A/P engaged in HDG SEL or HDG HOLD and stabilized for 30 seconds.
- Trim the Rudder in the corresponding direction to zero the control wheel indices.
Get portable oxygen bottles from cabin and descend to FL 250.
Missing from Old FOM... important and will be added to the OMA in next revision
Check Hold Speed
Use Cost Index of 140 or select LRC on FMS Cruise page. The FMC does not apply wind
corrections to LRC.
Increases 100 feet every :10 minutes.
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 manoeuvre limited altitude
o 777-200, 777-300 provide (FAA .2G margin or 33° bank protection)
(CAA/JAR .3G margin or 40° bank protection)
o 777-200LR. 777-300ER provide (CAA/JAR .3G margin or 40° bank
protection)
RECMD .......- Displays the most economical altitude to fly for the next 500 nm based on gross
weight; selected cruise speed, including specified cruise speed segments; and
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”.
a. Ensure cockpit door is closed and remains locked.
b. Select Transponder to 7500.
c. Advise ATC with as much info as possible. (Hijacking or Attempted Hijacking)
(Attempted Hijacking or Actual…has the cockpit door been breached)
d. Plan to land ASAP at a suitable airport of choice.
e. Advise Network Control Centre use SATCOM if available.
- Max altitude to pressurize the aircraft 22,000 feet
Flight Crew
o Flight Crew must use oxygen whenever the cabin altitude is above 10,000 feet.
o 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 LH Text RSI
MEDLINK via: SATCOM, or Telephone 001 602 239 3627
If MEDLINK not available: LH General Part COM 650 Stockholm Radio for free medical advice HF
3494 ... HF 23210.
Above 82° North SATCOM is unavailable
Reference
OMA 8.1.10.4
FCTM 1.25
OMA 8.8.1.1
Instructor
technique
CBT
FCTM 4.7
Rule of Thumb
FCOM 11.42.26
FCTM 4.5
CCEM Section 300
OMA 10.4.8.2
OMA 10.4.7.1
MEL 36-11-1
OMA 8.8
OMA 8.1.14.3
LH Text RSI
OMA 8.2.2.2.8.1
FCTM 4.15
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 92 of 250
Item
Controlled Rest on
the Flight Deck
C
R
U
I
S
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Pilot Incapacitation
Action in the Event
of a Pilot
Incapacitation
28 September 2011
STUDY GUIDE
Limit / Policy
Controlled Rest – Procedures
a. Planning
i.
Handover of duties and wake-up arrangements must be reviewed.
ii.
To minimize controlled rest interruptions, other crew shall be made aware that controlled
rest is planned / being taken.
iii.
Only one pilot may take controlled rest on the flight deck at any given time.
iv.
Controlled rest on the flight deck may only be taken in the operating seat.
v.
Controlled rest shall not be planned or taken when changes of flight level, fuel transfer, or
poor weather conditions are expected.
b. Pre – Rest Period
i.
A short period of time should be allowed for rest preparation. This should include an
operational briefing, completion of tasks in progress, and attention to any physiological
needs of either crew member.
c. Rest Period
i.
No more than 40 minutes should be taken, to avoid sleep inertia on wakening.
ii.
Personal equipment (such as eye shades, neck supports, ear plugs etc) is permitted for the
resting pilot
iii.
Both pilots must remain at their stations.
d. Post Rest Period
i.
There should be a period of at least 20 minutes after wake up without any duties or briefing to
enable the resting pilot to awake fully.
At the end of the post rest period, there shall be an operational briefing.
Pilot Incapacitation must be suspected when a Flight Crew Member does not respond to:
- Two verbal communications when above 1,000 AGL.
- One verbal communications when below 1,000 AGL.
- Any Verbal communication associated with a significant deviation from the intended flight path.
a. Assure a safe condition of flight
b. Take over the controls immediately
c. Ensure that autopilot is engaged
d. Declare and emergency
e. Summon a Cabin Crewmember immediately for assistance
f. Remove the incapacitated Pilot from the controls if practical
g. Evaluate all operational aspects of the flight
h. Determine the suitability of enroute airfields for an emergency landing
Reference
OMA 8.3.10.3.1
OMA 8.3.14
OMA 8.3.14.1
OMA 8.4.4.2.5
The aircraft shall land, after declaring an emergency, as soon as practical.
Where possible the diversion airport should have weather conditions at or above CAT 1 minima.
Requirement to land
at nearest Suitable
Airport
In LVO conditions, due consideration should be given to whether it would be safer for the remaining
crew member(s) to continue the approach and landing or to execute a missed approach and divert to
an airfield with weather conditions at or above CAT I.
There are some situations where the flight crew must land at the nearest suitable
airport. These situations include, but are not limited to, conditions where:
- the non–normal checklist includes the item “Plan to land at the nearest suitable airport.”
- Failure of an engine on a two-engine aircraft. EK continuation policy OMA 8.3.0.13.1.1
- fire or smoke continues
- only one AC power source remains (main engine generator, APU generator, or backup power
system [both generators])
- any other situation determined by the flight crew to have a significant adverse effect on safety if
the flight is continued.
It must be stressed that for smoke that continues or a fire that cannot be positively
confirmed to be completely extinguished, the earliest possible descent, landing,
and evacuation must be done.
QRH CI 2.3
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 93 of 250
Item
Limit / Policy
MGA
Minimum Grid Altitudes
Safe Cruise
Altitudes
TERR DISPLAY
28 September 2011
STUDY GUIDE
- MGA Altitudes of 6,000 or lower have an obstacle clearance of 1,000 feet.
- MGA Altitudes of 7,000 or greater have an obstacle clearance of 2,000 feet.
- MGAs above 10,000 are shown in red 131
Altitudes in hundreds of feet of the highest and lowest terrain displayed on the
ND
Reference
LH LAT 180
FCOM 10.40.21
Direction of
MECCA
IFTAR
Fasting Times
C
R
U
I
S
E
Enter ISLAM or KAABA into 1L LEGS Page 1 . Ensure to ERASE after entry
To calculate the Sunrise and Sunset of your current horizon follow the below guidance:
Beginning of the Fast at cruise altitude (subtract time)
1. Find the Sunrise time for the country you are flying over (for example 04:30)
2. Assuming your cruising altitude is 30,000 feet
3. Half of 30 is 15
4. your current horizon’s Sunrise is 04:30 – 15minutes = 04:15 (The fasting should start at least
1:40 hrs before the sunrise)
End of the Fast at cruise altitude (add time)
1. Find the Sunset time for the country you are flying over (for example 18:30)
2. Assuming your cruising altitude is 30,000 feet
3. Half of 30 is 15
4. your current horizon’s Sunset is 18:30 + 15minutes = 18:45
Arabic
Arabic for the
Radio
ETOPS
Re-routing or
Diversion
Decision Making
CPDLC Clearances
EFB Soft Reset
Ed Davidson
Letter
English
Salamo Aleko
Hello (for Arab countries, it can be said any time day or night)
Sabah Elkhair
Good morning (morning time till afternoon time)
Massa Elkhair
Good evening (starts from sunset)
Eaid Mubarak
Greetings for EAID (feast period)
Min Faddlak
If you please
Shokran
Thank you
During flight, either before or during an ETOPS segment, a re-routing or diversion is required when:
v. Failures occur requiring a diversion to the nearest airport, in accordance with the FCOM
vi. Failures occur requiring a non-ETOPS routing, in accordance with the FCOM.
vii. Failures occur resulting in excessive fuel consumption, exceeding the available ETOPS Critical
Fuel reserves.
viii.Weather minima at nominated suitable airport(s) go below the company operating minima or
become unsuitable for any reason prior reaching the entry point.
Note: The MEL is not applicable after dispatch, and should not be considered limiting at this stage. It
should be used for crew information only.
- It is possible to load CPDLC route changes directly from the COM page.
- Select the COM page, clear the bottom line, and select the LOAD FMC button.
- If confirmed correct, execute the change on the CDU.
In the event that a reset of the EFB Class II is required, a soft reset should be attempted first by
performing
the following steps:
 LDS-EFB switches (On Forward panels) .......... OFF ************Wait 30 seconds************
 LDS-EFB switches (On Forward panels) ............ ON ***Wait 10 seconds before making any screen selections***
If the EFB still requires to be reset, perform the following steps:
 LDS-EFB switches (On Forward panels) .......... OFF
 Laptop switches (On laptop in docking station)OFF ************Wait 20 seconds************
 Restart the EFB Class 2 as per Normal Procedure NP.21.2 and NP.21.20 and described earlier
Capt. Mohamed
Samy
OMA 8.5.8.1
Flt Ops Tech Proj
Boeing EFB Class II
Handout
11 Jan 2011
EMIRATES B-777
Page 94 of 250
Item
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Polar
Operations
6. LIMITATIONS AND POLICIES
28 September 2011
STUDY GUIDE
Limit / Policy
Reference
FMC Polar Regions
- Polar Operations are all flights conducted above 78° North Latitude.
- Regulatory Authorities must give specific approval to operate in Polar Regions. This approval includes:
• A Recovery Plan (Plan to care for the passengers at airport and recover them within 48 hours) is required and is reviewed
annually.
• The FAA requires operators to ensure anti-exposure suits are carried onboard. (Emirates has an Exemption)
• MELs are amended to include: Fuel quantity indicating system with temperature indication; APU with
electrical and pneumatic supply for a 2 engine aircraft; auto throttle; communication systems; and an
expanded medical kit with defibrillators.
- Polar Routes are available on some routes (Canada to Asia)
- Random tracks are required to flight plan as follows:
• North/South tracks are required to cross whole degrees of longitude every 5° of latitude.
• East/West tracks North of 70° are required to cross whole degrees of latitude every 20° of longitude.
• East/West tracks South of 70° are required to cross whole degrees of latitude every 10° of longitude.
- Polar routes should be plotted on a polar orientation chart with emergency alternate airfields
- Low atmospheric temperatures may cause operational difficulties with fuel freeze.
• Flights may be forced to remain at a lower altitude or take conventional southerly routes.
• For Polar operations with JET A, Flight Dispatch will determine whether a fuel freeze analysis should be
requested to take advantage of a potential lower fuel freeze point.
o Flight Dispatch will contact the fuel vendor and the vendor will perform the analysis and inform flight
dispatch, Flight Dispatch will advise the crew via datalink while enroute. The Flight Crew will then
insert values into the FMC as appropriate and conduct low fuel temperature procedures as per
AOM.
• For 777 Polar Operations with JET A-1 fuel such analysis provide no concrete benefit since the
specification limit of -47°C provides an adequate margin. For Polar Operations where JET A-1 is loaded,
enter -43°C under MIN FUEL TEMP into the CDU PERF INIT page.
• Fuel temperature changes enroute will average 3°C/hour but may be as high as 12°C/hour in extreme
cases.
• Flight Dispatch shall not plan you through areas of l-65ºC or colder for more than 90 minutes.
• If fuel temp is too low FUEL TEMP LOW follow QRH procedures. A descent or climb may be appropriate
depending on conditions. An increase in speed may assist… M0.01 increase will increase TAT between
0.5°C and 0.7°C.
- If a diversion becomes likely, flight crew shall contact Flight Dispatch as soon as practicable and confirm with
Flight Dispatch that the diversion alternate is suitable. In the event that the aircraft is unable to depart from the
diversion alternate, the VNPC will activate the recovery plan.
- If communication with NCC is not possible see OMA 8.3.2.4.2.7 for guidance.
- The commander will ensure, if required the safe deplaning of the passengers and provide for their
welfare and shelter until the recovery team becomes operational.
- Emergency Alternate weather should be greater than landing weather for one hour before until one hour after
earliest ETA.
- SATCOM is unavailable above 82° North Latitude. Weather for required airports should be checked prior to
crossing 82° North.
- If HF Communications are unavailable the Control agencies may be reached via SATCOM. The number is in
the LH Text COM 550 short code dialling.
Canadian Domestic Airspace
Northern Domestic Airspace
- Considered to be an area of magnetic unreliability. All
tracks, headings, and ATC clearances are referenced
to True North.
- Airbus Pilots should select TRUE, Boeing
automatically switches to TRUE is LNAV if the
primary roll mode. If using HEADING or TRACK
manually switch to TRUE.
- VOR stations orientated to True North will display
correctly only when TRUE is selected.
Southern Domestic Airspace
- ICAO standard procedures apply.
Pelesys
Polar Ops
FCOM SP23
OMA 8.3.2.4.2
EMIRATES B-777
Page 95 of 250
6. LIMITATIONS AND POLICIES
28 September 2011
STUDY GUIDE
Space Weather
Current space weather can be found at
http://www.swpc.noaa.gov/SWN/index.html
- Solar flare activity may at times limit the use of the polar region. OMC Chapter 2 page 227
• No flights may operate on polar routes if Solar Radiation, Radio Blackout or Geomagnetic Storm activity is at level 4 or 5.
• Solar radiation at level 3 (S3) will require Polar flights to be conducted at FL310 or below.
• Radio blackout level 2 (R2) or 3 (R3) will require a non-polar routing.
No Polar Routes
Below FL 310
C
R
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S
E
Pelesys
Polar Ops
FCOM SP23
Polar Ops
No Polar Routes
No Polar Routes
EMIRATES B-777
Item
DATA LINK
PROVIDER
C
R
U
I
S
E
Limit / Policy
ROUTING
COUNTRY
LOG ON
ADS
OPS
HOURS
ANCHORAGE
ALGER
USA
DXB-GRU
ALASKA
ALGERIA
PAZN
PAZA
DAAA
YES
NO
YES
BRISBANE
DXB-BRI
AUSTRALIA
YBBB
YES
H24
MELBOURNE
ATLENTICO
EDMONTON
N'DJAMENA
BEIJING
CHENGDU
HARBIN
KUNMING
LANZHOU
LHASA
URUMQI
ABIDJAN
AUS
DXB-GRU
USA
DXB-LOS
DXB-PEK
DXB-CHINA
DXB-CHINA
DXB-CHINA
DXB-CHINA
DXB-CHINA
DXB-CHINA
DXB-GRU
AUSTRALIA
BRAZILE
CANADA
CHAD
CHINA
CHINA
CHINA
CHINA
CHINA
CHINA
CHINA
COTE D'IVOIRE
YMMM
SBAO
CZEG
FTTT
ZBAB
ZUUU
ZYHB
ZPPP
ZLLL
ZULS
ZWWW
DIII
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
H24
MAASTRICHT
NADI
DXB-UK
EUROPE
FIJI
Iceland, Ireland,
Norway, Portugal,
UK, Spain
EDYY
NFFF
NO
YES
GCCC
YES
CANARIAS
BOMBAY
(MOMBAI)
CHENNAI
DELHI
KOLKATA
JAKARTA
UJUNG PANDANG
FUKUOKA
ANTANANARIVO
KUALA LUMPUR
VABF
YES
DXB-MAD
DXB-DEL
DXBHKG/SIN
DXB-CJK
DXB-CJK
DXB-JAPAN
INDIA
INDIA
VOMF
VIDF
YES
YES
H24
INDIA
INDONESIA
INDONESIA
JAPAN
MADAGASCAR
MALASIA
VECF
WIII
WAAF
RJJJ
FMMM
WMFC
YES
YES
YES
YES
YES
YES
H24
MAURITUS
MONGOLIA
MYANMAR
FIMM
ZMUB
VYYF
YES
YES
YES
NEW ZEELAND
NIGER
NORWAY
OCEANIC
OCEANIC / CANADA
OCEANIC / CANADA
OCEANIC / ISLAND
OCEANIC / NORWAY
OCEANIC /
PORTUGAL
OCEANIC / UK
OCEANIC / USA
NZZO
DRRR
ENOB
BDRY
CYQX
CZQX
BIRD
ENOB
YES
YES
YES
YES
YES
YES
YES
YES
LPPO
EGGX
KZWY
YES
YES
YES
GDXB
UHMM
OERK
FSSS
GOOO
YES
YES
YES
YES
YES
DXB-MRI
AUCKLAND
NIAMEY
BODO (NAT)
POLAR REGION
GANDER (NAT)
GANDER (NAT)
REYKJAVIK (NAT)
BODO (NAT)
SANTA MARIA
(NAT)
SHANWICK (NAT)
NEW YORK (NAT)
AUS-NZE
DXB-LOS
USA
USA
USA
USA
USA
USA
MAGADAN FIR
MAGADAN OAC
RIYADH
SEYCHELLES
DAKAR
Far East Rus
Far East Rus
DXB-SEZ
DXB-GRU
RUSSIA
RUSSIA
SAUDI ARABIA
SEYCHELLES
SENEGAL
SINGAPORE
CAPE TOWN
JOHANNESBURG
DXB-SIN
DXB-CPT
DXB-JNB
SINGAPORE
SOUTH AFRICA
SOUTH AFRICA
WSJC
FACT
FAJO
YES
YES
YES
COLOMBO
TAHITI
DXB-SIN
SRI-LANKA
TAHITI
VCCC
NTTT
YES
YES
THAILAND
USA
USA
VTBB
KZAK
NTTT
YES
YES
VIETNAM
VVTS
YES
HO CHI MINH
0530-0930
1430-0330
INDIA
DXB-KUL
DXB-SIN
USA
USA
DXB-HKG
DXB-MNL
USA
USA
DXBMNL/HKG
LOG "ON
LOG"OUT
FIR <18000
DXB->
MAURITIUS
ULAANBAATAR
YANGON
BANGKOK
NEW YORK Centre
OAKLAND
28 September 2011
STUDY GUIDE
6. LIMITATIONS AND POLICIES
Page 96 of 250
15/30min <FIR
15min><45min
out 45 NM
15min><45min
out 45 NM
NOTES
PAZA has no ADS
TRIAL
15 min <FIR
15 min <FIR
15 min <FIR
TRIAL / NO CPDLC
TRIAL
UNABLE TO LOG ON
UNABLE TO LOG ON
UNABLE TO LOG ON
15 min <FIR
15 min <FIR
15 min <FIR
WILL LOG ON
UNABLE TO LOG ON
UNABLE TO LOG ON
30 min enter FIR
on the ground
Read back all CPDLC messages,
except frequency changes
10 min <FIR
15 min < dep
10 min <FIR
5 min < dep
10min <FIR
10 min <FIR
5 min < dep
15-30 min <FIR
15 min <FIR until
Landing
H24
Reference
5/10 min <FIR
15min><45min
out 45 NM
15-45 min <FIR
on trial basis
NOT AVAILABLE
LIMITED SERVICES
TRIAL
TRIAL
ASK THEM TO LOG ON
ASK TO LOG ON
15-20 min <FIR
ADS ONLY
CLEARANCE ONLY (DO NOT LOG ON)
CPDLC (LOG ON)
15-25 min <FIR
NO CPDLC
Only on AWY A218 between GONAMOSBAS
15-45 min <FIR
H24
10 min <FIR
5 min < dep
15min <FIR
5 min TMA
NOT IN LIDO TEXT
H24
15-45 min <FIR
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 97 of 250
C
R
U
I
S
E
28 September 2011
STUDY GUIDE
Item
Limit / Policy
Reference
Loss of
Communications
- Follow ICAO Communication Failure Procedures LH Text COM 10
- Period of maintaining speed and level:
• :20 minutes ICAO standard (non radar controlled)
• :07 minutes ICAO standard (radar controlled)
- Set Transponder to Mode A7600
- If in VMC, the aircraft shall:
• continue to fly in VMC;
• land at the nearest suitable Airport;
• report its arrival by the most expeditious means to the appropriate ATC unit.
- If in IMC or when Conditions are such that it does not appear feasible to complete the flight in
accordance with the above, the Aircraft shall:
a) When not radar controlled: Maintain the last assigned speed and LVL (or MEA if higher)
for a period of :20 minutes following the failure to report its position over a Compulsory
reporting point and there after adjust LVL and speed in accordance with the filed FPL;
b) When radar controlled: Maintain the last assigned speed and Level, (or MFA if higher) for
a period of :07 minutes following:
o the time the last assigned Level or MFA is reached; or
o the time the transponder is set to 7600; or
o the Aircrafts failure to report its position over a compulsory reporting point, whichever
is later and thereafter adjust Level and speed in accordance with the filed Flight
Plan.
c) When Radar Vectored or directed by ATC to proceed offset using RNAV without a
specified limit: Proceed in the most direct manner possible to rejoin the current Flight plan
route no later than the next significant Point, considering the applicable MFA.
d) proceed according to the current Flight Plan route to the appropriate designated NAV-aid
or fix serving the destination aerodrome and, when required to ensure compliance with
item e) below, hold over this aid or fix until commencement of descent;
e) commence descent from the Nav-aid or fix at (or as close as possible )to the EAT last
received and acknowledged, or as close as possible to the ETA resulting from the current
Flight Plan;
f) complete a normal instrument approach as specified for the designated Nav-aid or fix; and
g) land, if possible within :30 minutes after the ETA specified in e) above or the last
acknowledged EAT, whichever is later.
- ATC can also be contacted via SAT COM… See LH Text RSI for Short Dialing Codes
OMA 8.3.1.3
Loss of
Communications
Signals
Visual Aids
Handbook
LH TEXT Gen Part
RAR 320
Interception
Procedures
See the LH Text for
complete instructions
on Interception
procedures
LH Text RAR 280
EMIRATES B-777
Page 98 of 250
Item
6. LIMITATIONS AND POLICIES
Limit / Policy
Areas of Applicability and Frequencies
AFRICA
126.9
RSI Africa R-90, R-100
YANGON 128.95
RSI Middle East / Asia R-130
Between Dhaka and Kunming FIRs 128.95
28 September 2011
STUDY GUIDE
Reference
RSI Middle East / Asia R-130
IFBP
IATA
In-Flight
Broadcast
Procedure
C
R
U
I
S
E
TIBA
Traffic
Information
Broadcast
by Aircraft
VHF Com
Range
CPDLC will
not Log On
Distress
Calls
:20 Minutes
prior to
TOD
NOTAM areas
Format of Broadcast RSI Africa R-80
Introduction
ALL STATIONS
Position
- Call sign,
Report
- FLIGHT LEVEL or CLIMBING TO
FLIGHT LEVEL,
- DIRECTION
- ATS route or DIRECT FROM TO,
- POSITION at (UTC)
- ESTIMATING (next reporting point
or point of crossing/joining ATS
route) AT (UTC),
Repetition
Call sign, FL and direction of flight
Example:
ALL STATIONS AZ254 AT FLIGHT LEVEL 370
SOUTH-BOUND FROM ROME TO ABIDJAN ON
AIRWAY UG855, POSITION INAMA AT 1834,
ESTIMATE GASON AT 1854, AZ254 FLIGHT
LEVEL 370 SOUTHBOUND.
Collision Avoidance RSI Africa R-80
If, on receipt of a traffic information broadcast from another aircraft, a pilot decides that immediate action is
necessary to avoid an imminent collision risk to his aircraft, and this cannot be achieved with the right-of-way
provisions, he should:
a) unless an alternative manoeuvre appears more appropriate descend immediately 500ft;
b) display all available aircraft lighting which would improve the visual detection of the aircraft;
c) as soon as possible reply to the broadcast advising action being taken,
d) notify the action taken on appropriate ATS frequency;
as soon as situation has been rectified resume normal flight level, notifying the action on the appropriate ATS frequency.
Operating Procedure RSI Africa R-80
- A listening watch should be maintained on the designated FREQ, 10 MIN before entering the designated airspace until leaving this
airspace.
- A broadcast should be clearly pronounced in English:
a) 10 MIN before entering the designated airspace or, for a pilot taking off from an aerodrome located within the lateral limits of the
designated airspace, as soon as appropriate;
b) 10 MIN prior to crossing a reporting point;
c) 10 MIN prior to crossing or joining an ATS route;
d) at 20 MIN intervals between distant reporting points;
e) 2 to 5 MIN, where possible, before a change in FL;
f) at the time of a change in FL; and
at any other time considered necessary by the pilot.
Position Reporting
- A position report must be made on the next ATS frequency 15 MIN prior to leaving the airspace in which TIBA
procedure apply.
Flight Level Changes
RSI Middle East /
- Before a change in flight level, the broadcast should be in the following form:
Asia R-130
ALL STATIONS (call sign), (direction), (ATS route) (or DIRECTION FROM (position) TO (position),
LEAVING FLIGHT LEVEL (number) FOR FLIGHT LEVEL (number) AT (position and time).
Collision Avoidance: Same as IFBP
Areas if Applicability: Australia, New Zealand, Saudi Arabia.
Frequency: At or above FL200 128.950MHZ; below FL200 126.350MHZ.
Rule of
√Altitude in feet = Reception range in nm
Thumb
- Check Communications – Company – Flight Initialization, ensure Flight Number and Date are correct.
- Select FMC selector from AUTO to LEFT or RIGHT, then back to AUTO. Then retry CPDLC Log-on.
- The distress signal MAYDAY, and the urgency signal PAN PAN shall be used at the commencement of the first
distress or urgency communication..
OMA 8.3.1.4
- If no answer on assigned frequency use the following frequencies:
o Any other aeronautical en-route frequency…..121.5…..HF 2182
- When logged onto CPDLC send an Emergency Report page, this will place ADS into emergency mode.
- The Purser shall be informed via interphone or personally, when :20 minutes remain to Top of Descent.
OMA 8.3.21
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 99 of 250
Item
EAI operational
Check
Seat Belt Sign
D
E
S
C
E
N
T
H
O
L
D
I
N
G
Maximum speed
Spurious TCAS
warnings
Maximum
descent rates
VNAV PATH
A/T ON
Holding Speeds
Hold Speed not
available in FMC
HOLD AVAIL
Standard Turn
Rate One Turn
Limit / Policy
28 September 2011
STUDY GUIDE
- Crews are required to perform an operational check of EAI valves during descent provided no icing
conditions are present.
- Seat belt sign must be on at or below 20,000 AAL.
- It may be delayed to between 20,000 AAL and 10,000 AAL if holding or other form of arrival delay is
anticipated.
Below 10,000ft AAL, the maximum speed shall be limited to the greater of 250kts IAS or flaps up
manoeuvring speed / clean speed, unless:
c. the arrival or departure procedure requires a higher speed, or
d. Speed restrictions are waived by ATC.
This speed limit is mandatory below 5,000 ft AAL.
- Vertical speed must be carefully monitored, although the auto-flight system design takes into account
TCAS performance when determining vertical rates for altitude capture.
- 5,000 fpm to 5,000
- 2,000 fpm to 1,000
- 3,000 fpm to 3,000
- 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 resets the target
speed to 314 knots (VMO/MMO-16 knots) and the scratchpad message DRAG REQUIRED displays.
ICAO
FAA
Altitude
Max
Altitude
Max
Airspeed
Airspeed
0-14,000 (1 min inbound Leg)
230 kts
0 - 6,000 (1 min inbound Leg)
200 kts
14,001 - 20,000 (1½ min inbound Leg)
6,001 - 14,000 (1 min inbound Leg)
230 kts
240 kts
210 in Wash. and KJFK FIRs
20,001 - 34,000 (1½ min inbound Leg)
265 kts
Above 14,000 (1½ min inbound Leg)
265 kts
Above 34,000 (1½ min inbound Leg)
0.83M
- Flaps are inhibited above approximately 20,000 feet..
Use Flaps Up Manoeuvring speed
777-200, 777-300 ....................................................................... Above FL 250 use VREF 30 + 100 knots
777-200LR, 777-300ER....................................................... Above 10,000 feet use VREF 30 + 120 knots
Displays holding time available before reserve fuel to reach the destination.
- If you hold until this time you will not have sufficient fuel to conduct the approach and fly to the alternate
with minimum reserve fuel remaining.
- Suggest modifying reserve fuel to include the required fuel exit the hold and conduct the approach
A rate 1 turn is at 3°/sec the B777 has no turn coordinator to show this…
The bank angle required is IAS/10 + 10
Reference
EKIB-32R1
OMA 8.3.11.2
OMA 8.3.0.5.1
OMA 8.3.2.4.5.2
OMA 8.3.0.7
FCOM 11.31.23
FCTM 4.21
FCTM 4.22
FCOM 11.43.30
EK TM
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 100 of 250
Item
Approach
Authorization
28 September 2011
STUDY GUIDE
Limit / Policy
Unless conducting a visual approach, it is prohibited to conduct an approach using navigational aids, or
to land on a runway for which appropriate charts are not available.
Unique approach procedures or abnormal conditions that require a deviation from any of the elements of
a stable approach described below require a special briefing, and shall be briefed in advance.
Reference
OMA 8.3.0.8.2
If the requirements below, as applicable, are not met then an immediate go around shall be flown
Stable Approach
Criteria
A
P
P
R
O
A
C
H
Stable Approach
Requirements
An approach is considered to be stable when all of the following conditions are met:
a. all briefings and checklists have been actioned.
b. the aircraft is in the planned landing configuration (Note 1)
Note 1: Planned landing configuration is: landing gear down and locked, landing flap set and
speedbrake armed.
c. the aircraft is on the correct flight path. (Note 2)
Note 2: An aircraft is considered to be on the correct flight path if it is within the approach path
laid down in the fleet specific FCOM.
d. the aircraft speed is not more than final approach speed +10 KIAS and not less than VREF
(Note 3)
Note 3: As adjusted by minimum ground speed techniques where applicable and excluding
momentary excursions (a momentary excursion is defined as a deviation lasting only a few
seconds and where every indication is that it will return within the stabilised criteria).
e. Power setting is appropriate for the aircraft configuration
The landing gear shall be down and locked, and the landing flap selected, no later than 1500 ft AAL.
At 1000 ft AAL: if the criteria in 8.3.0.8.5.1 Stable Approach Criteria are not met then a go-around
shall be flown, unless:
i. the aircraft speed does not meet the criterion but can reasonably be expected to be achieved by
500 ft AAL and the power set is appropriate to achieve this
or,
ii. the aircraft is in the planned landing configuration and all landing actions have been completed but
the landing checklist has not yet been completed.
in which case the approach may be continued to not less than 500 ft AAL while these criteria are
achieved.
OMA 8.3.0.8.5.1
FCI 2011-020
OMA 8.3.0.8.5.2
FCI 2011-020
At 500 ft AAL: if any of the criteria in 8.3.0.8.5.1 Stable Approach Criteria are not met then PNF shall
announce “GO AROUND” and an immediate go-around shall be flown.
CAT II and CAT III
Stable Approach
Requirements
Sidestep, Circle to
Land, & Visual
circuit Approaches
Stable Approach
Requirements
Destabilisation of an
Approach
ALAR
Approach and
Landing Accident
Reductions
Non Precision
Approach (NPA)
Slant Range
Requirements
HAIL and LIAL
unserviceable
If a stable approach destabilises below 500 ft AAL then PNF shall announce “GO AROUND” and an
immediate go-around shall be flown.
For CAT II and CAT III approaches, the aircraft shall meet all stable approach criteria by 1500 ft AAL.
If the approach destabilises below 1500 ft AAL then PNF shall announce “GO- AROUND” and an
immediate go-around shall be flown.
For these approaches, the parameters in 8.3.0.8.5.1 Stable Approach Criteria are modified as follows:
a. The runway of intended landing must be in sight and a go-around shall be flown if visual contact
is lost.
b. The 1,500 ft. AAL Landing Gear and Flap configuration selection criteria do not apply
c. Wings shall be level by 300 feet AAL.
OMA 8.3.0.8.5.3
FCI 2011-020
OMA 8.3.0.8.5.4
FCI 2011-020
At 500 ft AAL: if any of the parameters in 8.3.0.8.5.1 Stable Approach Criteria as modified above are
not met, or if the approach subsequently becomes unstable, then PNF shall announce “GO AROUND”
and an immediate go-around shall be flown.
If a stable approach destabilises below 1,000 ft AAL in IMC, or below 500 ft AAL in VMC an immediate
OMA 8.3.0.8.5.6
go-around is mandatory.
Strategies for preventing and minimizing unstable approaches. Establish gates:
3 x Altitude +10 nm = Distance required to continue a clean descent.
Personal
250 knots and 5,000 feet at 25 nm from airport
Procedures
Gear down at 2,500, Landing flap selected at 2,000
from SEP
On Landing have touchdown targets to deal with long landings or extended flares…
Training
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.
- NPA approaches often require more visibility than the min visibility published on the approach plates. This is often
compounded by the lack of approach lights on these approaches.
Height
Distance from
Horizontal Vis (meters) required Horizontal Vis (meters) required to see 900M
AGL(ft) Threshold (NM)
to see Runway Threshold
(3000 ft) Approach Lighting System
appx. 6 x AGL ft = vis required in meters
(appx. 6 x AGL ft) - 1000 = vis required in meters
100
0.33
620
Overhead
200
0.66
1240
340
300
1.00
1850
950
400
1.33
2460
1560
500
1.66
3090
2190
600
2.00
3700
2800
800
2.66
4930
4030
1000
3.33
6170
5270
Add 900 meters to the minimum visibility to a minimum of 1500 meters for planning purposes.
FOM 17.5
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 101 of 250
Item
Use of Autoflight
Systems
28 September 2011
STUDY GUIDE
Limit / Policy
Flightpath Guidance
- The use of Flight Directors is mandatory unless unserviceable.
Flightpath Control
- The use of Autothrust is mandatory unless unserviceable.
- The use of Autopilot is mandatory above 10,000 feet AAL and in Cruise unless unserviceable.
- The use of Autopilot shall be planned an briefed based on perceived operational threats.
Flight Path Management
- Crosschecking of selections and ongoing monitoring is mandatory.
- FMS programmed (or captured) modes are preferred.
- PNF programs FMS below 10,000 AAL.
Approach Type Selection
- The most operationally suitable approach shall be planned in accordance with OMA 8.3.18.4
- The priorities of Safety the Efficiency shall be applied when selecting the approach type.
- Selecting an approach type solely for the purposes of practice/training is prohibited.
- It is not permitted to carry out a ‘practice’ or ‘training’ NDB, VOR or LOC approach (with or without DME)
if there is a valid ILS (LOC and G/S) radiating, GLS (GNSS landing system) or an RNAV approach is
available.
- In order to achieve training objectives, a Training Captain, on an authorised training flight, may conduct a
visual circuit or approach when instrument approaches are available, provided the weather conditions
meet company VMC requirements.
The most operationally suitable approach shall be planned in accordance with paragraph 8.3.18.3
Reference
OMA 8.3.18.2
OMA 8.3.0.8.8.1
OMA 8.3.0.8.8.6
FCI 2011-008
OMA 8.3.18.2
A
P
P
R
O
A
C
H
OMA 8.3.18.3
Approach Type
Selection
OMA 8.3.0.8.8.1
OMA 8.3.0.8.8.6
-
The priorities of Safety then Efficiency shall be applied when selecting the approach type.
Selecting an approach type solely for the purposes of practice/training is prohibited.
It is not permitted to carry out a ‘practice’ or ‘training’ NDB, VOR or LOC approach (with or without
DME) if there is a valid ILS (LOC and G/S) radiating, GLS (GNSS landing system) or an RNAV
approach is available.
In order to achieve training objectives, a Training Captain, on an authorised training flight, may conduct
a visual circuit or approach when instrument approaches are available, provided the weather conditions
meet company VMC requirements.
FCOM SP.20.1
RNP
Requirements
Deceleration
Planning
Continuous
Descent
Approaches
FCI 2011-008
OMA 8.3.2.4.3
- Required Navigation Performance (RNP), where different from default, will be notified in OM-C for the
specific FIR/route.
o 310 ⇒ 250 knots level flight, no speedbrakes:
60 seconds and 6 nm.
o 250 ⇒ Flaps up maneuvering speed:
50 seconds and 4 nm.
o Deceleration in Level Flight
o Approach Flaps Extended:
10-15 kts per-nm.
o Landing gear down and Full Flaps:
20-30 kts per-nm.
o Deceleration on a 3° glide path:
o Landing gear down and Full Flaps:
10-20 kts per-nm.
o CDA is an arrival from Transition Altitude containing no level flight or one phase level flight not longer
than 2.5 nm.
o CDA profiles can be calculated by 3x Altitude + 1 nm per 10 knots of airspeed to lose prior to G/S
intercept…
o Required rate of Descent is ½ GS x 10
o When planning a CDA establish 2 profiles:
• G/S Intercept on speed to the runway.
• CDA point to G/S intercept point
o When flying a CDA approach calculate if the aircraft is above or below profile and correct if required.
- E.g. GS intercept point is 10nm @ 180 knots… Aircraft is at 19 nm @210 knots… What should our
altitude be?
Answer (210 – 180 + 30 knots to lose, or 3nm…19nm - 3nm – 10nm = 6 nm.. 6 x 300 +1800 ft…
1800 + 300 = 4800 feet…. we should be at 4800 feet… are we high or low??? Then correct path.
FCTM 4.19
Fleet Facts
March- April 2008
UK CAA
Pelesys
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 102 of 250
Item
Delayed Flap
Approach
RV vectors to final
Aircraft
Categories
Orbits
Circling Minima
Visual Circuit
Approach
A
P
P
R
O
A
C
H
SRA Approaches
Fly-by
Confirmation
Max bank angle
28 September 2011
STUDY GUIDE
Limit / Policy
o Final Flap selection may be delayed to accommodate ATC and conserve fuel. Intercept G/S with gear
down and flap 20, approaching 1,500 select landing flap. For noise sensitive areas Landing gear may
be delayed until 2,000’ AAL.
5,000 meters visibility required
- Minimum visibility required prior to starting the
Aircraft
Straight-In
Circling
approach.
B777-200
C
D (205kts)
- For CAT I and non-precision approaches only the
touchdown RVR need be considered.
B777F
D
D (205kts)
B777-300
D
D (205kts)
a. Orbits below the higher of circuit altitude or 1500 ft AGL are not permitted.
b. Descent below 1500 ft AGL is prohibited until the orbit is complete.
c. The Approach Stabilisation criteria must be met.
d. The autopilot must be engaged throughout the orbit.
Pilot Requested Orbits: Crew may only request an orbit if it can be conducted in daylight VMC whilst
maintaining constant visual contact with terrain.
ATC Requested Orbits: If ATC request an orbit while the aircraft is under radar control, this may be
accomplished in IMC or VMC, day or night. However, the following additional points must be considered:
a. The potential for loss of Situational Awareness.
b. The possibility of “GPWS / TCAS” warnings
c. That crews are always responsible for Terrain Separation
1,000 AAL rounded up to the nearest 100 ft or pub minima whichever is higher.
5,000 Meters or pub minima whichever is higher.
- Min weather is Company VMC
- Company VMC In-flight visibility 5,000 meters, vertical distance from cloud 1,000 feet, Horizontal
distance from cloud 1.5 nm
Flight crews are not permitted to execute SRA (Surveillance RADAR Approaches) approaches.
Fly-By confirmation manoeuvres are prohibited..
- the maximum bank angle permissible 30°.
RADAR SEPARATION
- HEAVY Behind a HEAVY .....................4nm
- HEAVY Behind a SUPER.....................6nm
B757 is treated as a Heavy
NON-RADAR SEPARATION
- HEAVY Behind a HEAVY ...................2 min
- HEAVY Behind a SUPER...................3 min
Reference
FCTM 5.13
Modified to EK
Specs
OMA 8.1.4.3
OMA 8.1.3.1
OMA 8.3.0.8.8.7
OMA 8.3.0.8.8.7.1
OMA 8.3.0.8.8.7.2
OMA 8.5.6.1
OMA 8.1.4.3
LIDO Gen Text
RAR 680
OMA 8.3.0.8.8.7
OMA 8.3.0.13.2
OMA 8.3.0.5
OMA 8.3.9
LIDO RAR 730
Australian Wake Turbulence Separation – Intermediate Departures
Wake Turbulence
Separation
New Commander
Restrictions
FO Restrictions
Approach Ban
Point
See 10-AWO or CCI page
for RVR requirements and
Approach Ban Point.
Aircraft Categories
Leading Aircraft
Following Aircraft
Separation Minima
Minutes
Heavy
4
Super
Medium
4
Light
4
Heavy
2
Heavy
Medium
3
Light
3
Medium
Light
3
- 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.
A First Officer may not conduct the landing if:
- The approach is conducted is CAT II/III ILS.
- The runway is contaminated.
- The crosswind exceeds 20 knots.
- The approach conducted was a CAT I ILS with autoland or CAT I GLS (GNSS LANDING SYSTEM)
with autoland.
- No landing at a CAT B* or a CAT C airport .
- The Commander should conduct the landing in non-normal situations where the aircraft’s
performance is affected. However, the captain may elect to delegate this duty to his first officer when,
in his opinion and after thorough assessment of the situation, this is a safer option.
During nomination as Commander training; a Training Captain may, at his discretion, allow the trainee to
conduct an autoland and operate the aircraft to FCOM limits with respect to crosswind operations.
- The ABP Is the OM or equivalent point, for circling Approaches it is the IAF.
- The Approach Ban Point for each CATII / III is included on the 10-AWO plate.
The ABP is the FAF inbound or where the final approach course is intercepted. For
circling approaches it is the IAF.
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.
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.
OFP Attachment
OMA 4.0.1.4
OMA 5.2.16.1
OMA 5.2.16.2
OMA 8.1.2.5
OMC RAIG
Chap 1 page 12
FCI 2011-008
OMA 8.1.4.3.3
OMA 8.3.0.8.4.2
OMA 8.3.0.8.6
OMA 8.3.0.8.6.3
FCTM 2.20.2
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 103 of 250
Item
Conversion of
Reported Met Vis
to RVR
(Factored Met Vis))
A
P
P
R
O
A
C
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VNAV APPROACH
RNAV Visual
Approach DXB
RWY 30L/R
Raw Data
Monitoring
Requirements
Limit / Policy
28 September 2011
STUDY GUIDE
Provided the charted minima of RVR / Visibility for approach does not have the suffixes “R” for RVR or “V”
for Visibility, and RVR is not reported, the Reported Met Visibility may be converted to RVR (Factored
Visibility), using the table below.
Reference
OMA 8.1.4.3.1.1
Notes a. Factored Met Visibility shall not be used for calculating Takeoff Minima, for CAT II or CAT III
operations, or when RVR is reported.
b. Met Visibility shall not be used, or converted to RVR, if RVR is reported.
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 been selected and incorporated in the active flight plan and:
- The airplane has sequenced the first waypoint on the published approach or,
- The airplane is enroute to a DIRECT-TO or INTERCEPT-TO waypoint (DIRECT displays at 1L or
the RTE page) and the airplane is within 12 NM of the runway threshold.
The FMC transitions off of ON APPROACH under the following conditions:
- The Pilot selects TO/GA.
FCOM 11.31.25
- 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
FCTM 5.39
the final approach point. Execute a missed approach if the deviation above path becomes excessive
enough to prevent achieving a stabilized approach.
- Details on LIDO Chart.
- Weather limits on Chart (C2500 – 10.0V)
- Emirates Aircraft only (except A380)
- Must be requested, only between 09:00 GMT – 13:00GMT
GABI Attachment
- Runway 30L or Runway 30R.
- Only one aircraft at a time may conduct an RNAV Visual Approach.
- Be prepared to break-off approach from the downwind for a Radar Vectored approach.
- Crew has responsibility for separation from aircraft and terrain.
- During localizer based approaches; LOC, LOC-BC, LDA, SDF, AND IGS, applicable raw data must be
FCTM 5.25
monitored throughout the approach.
- During non localizer based approaches where the FMC is used for course or path tracking (VOR, TACAN, NDB, RNAV,
GPS etc.), monitoring of raw data is recommended, if available. Although continuous monitoring of raw data during
approaches is not required, ground based navigation aid(s)
should be checked for correct navigation no later than final
approach.
- Checking of raw data for correct navigation before commencing
the approach may be accomplished by;
• pushing the POS switch on the EFIC control panel and
comparing the displayed raw data with navaid symbols on
the map. Example: The VOR radials and the RAW DME
data should overlay the VOR/DME stations shown on the
MAP and the GPS position symbol should nearly coincide
with the tip of the airplane symbol (FMC position).
• displaying the VOR and ADF pointers on the map display
and using them to verify your position relative to the map
display.
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 104 of 250
Item
Overweight
Landing
Policy
A
P
P
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O
A
C
H
Cold Weather
Corrections
Max Approach
attempts
28 September 2011
STUDY GUIDE
Limit / Policy
- Overweight landing can cause additional stress to the airframe and is, especially for the Boeing fleet, an
undesirable event. Every effort should be made to land a Boeing 777 either at or below MLW. If this is
inappropriate, flight crew should consider reducing the actual landing weight as much as possible to keep
the MLW exceedance to a minimum.
Overweight Landing – Policy
a. Up until the point of commencing the take-off, it is not permitted to plan to land at a weight which exceeds
either the Maximum Structural Landing Weight (MLW) or Regulated Landing Weight (RLW).
b. Prior to departure, the estimated landing weight should be calculated based on the actual take-off weight
and the anticipated trip fuel burn. The RLW should be calculated based on the forecast conditions for the
expected time of arrival.
c. Flight Crew are required to monitor the estimated landing weight throughout the flight. If it becomes evident
that the aircraft will land at a weight which exceeds either the MLW or RLW, appropriate action should be
taken to reduce landing weight so that limiting weights are not exceeded.
d. Appropriate actions to reduce estimated landing weight include: (the list is not to be read as an order of
preference)
i. To fly faster than ECON speed
ii. To fly at lower than optimum flight levels
iii. Early descent
iv. Descent with speed brake
v. Holding
vi. Extended ATC track miles
vii. Early Configuration
e. In the event the above methods are not feasible to reduce the fuel amount to the required MLW or RLW, the
use of Fuel Jettison may be evaluated with reference to the Non-Normal Checklist.
Note: In absence of an emergency, prior Flight OPS Management permission is required before fuel jettison
can be considered.
f. It is permitted to land an aircraft exceeding the:
i. MLW during Non-normal (Boeing)/Abnormal (Airbus) operations
ii. MLW and/or RLW in an Emergency.
g. If a landing is made at a weight in excess of MLW, an entry shall be made in the Technical Log, which
includes the actual landing weight,
- Performance issues should be considered:
LANDING CLIMB LIMIT WEIGHT
LANDING DISTANCE
BRAKE ENERGY
ENGINE INOP GO-AROUND CLIMB GRADIENT (if Engine is inop)
WARNING
• If FMS database Non-ILS Approach altitudes require manual correction at/inside the FAF,
Managed/VNAV vertical guidance shall NOT be used for the approach.
• IFR assigned altitudes accepted & read-back by a pilot must NOT be adjusted to compensate for cold
temperatures, i.e. if a pilot accepts “maintain 3000 ft,” an altitude correction must NOT be applied to 3000
ft.
CAUTIONS & NOTES
5. When altitude corrections are applied to a published Procedure Turn, FAF crossing altitude, or Missed
Approach altitude, pilots shall advise ATC how much correction is to be applied.
6. In a number of regions, RADAR vectored altitudes are temperature compensated by ATC (refer Lido text,
other regional information, or confirm with ATC). In such case, additional corrections are not required.
7. In mountainous regions during any Cold Temperature operations, corrections to all published approach
Procedure altitudes and Engine-Out Minimum Acceleration Altitude / Height must be carefully considered.
8. Temperature values from the reporting station nearest the position of the aircraft should be used. This is
normally the airport.
If a second approach is unsuccessful, the aircraft should divert to the alternate airport, or hold until the
weather conditions improve sufficiently for a third approach, and the Commander deems that there is a high
likelihood of a successful landing from that approach.
If a third approach is unsuccessful, the aircraft shall divert to the alternate airfield.
Reference
OMA 8.3.0.11.2
OMA 8.3.0.11.2.1
OMA 8.1.1.2
OMC Appendix L
OMA 8.3.1.2
OMA 8.3.0.8.8.2.1
FCOM NP 21.60
OMA 8.3.0.9.3
EMIRATES B-777
Page 105 of 250
Item
M
I
S
S
E
D
A
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O
A
C
H
Missed Approach
Climb Gradient
Missed Approach
Acceleration Altitude
Limit / Policy
6. LIMITATIONS AND POLICIES
28 September 2011
STUDY GUIDE
Reference
Prior to dispatch the max landing weight is calculated to meet:
- The Engine Inoperative Climb Gradient requirement for the higher of:
o 2.1% for a normal approach,
o 2.5% for an approach to less than DH of 200’,
o Published missed approach climb gradient.
- The aircraft must not be dispatched with an expected landing weight which exceeds the calculated
maximum landing weight,
For the actual landing:
- There is no requirement to use the runway which was the basis for dispatch.
- All engines operating:
o Follow the missed approach instructions.
- One Engine inoperative:
o If the missed approach gradient can be achieved follow the Missed approach procedure.
o If the missed approach gradient cannot be achieved
- Initiate the missed approach, track latterly to the departure end of the runway, and then track
as per the corresponding procedure for the EFATO.
- If in VMC and terrain/obstacle clearance can be maintained, a visual track can be flown. (the
visual track must be briefed before commencing the approach)
- Diversion.
- Once decision is made, advise ATC the missed approach procedure will not be flown.
- LH M/A Climb Gradients is not published unless it is above 2.5%.
- This will be exceeded by almost all ALL ENGINE MISSED APPROACHES.
- The missed approach acceleration altitude is defined as the missed approach altitude published on
the Lido instrument approach chart. Should the State limits for acceleration altitude be lower than
the missed approach altitude published on the Lido instrument approach chart, then this lower
altitude will apply. Should the missed approach procedure have a level off segment prior to the
published missed approach altitude being reached the commander may use his discretion to
accelerate at this lower altitude providing any speed restriction published in the Lido charts are
complied with.
QRH PI
FCOM PI
QRH PI
LIDO Text
LAT J-520
OMA 8.3.0.9.1
FCI 2010-028
EMIRATES B-777
Page 106 of 250
Item
Maximum taxi speed
Auto Landing Distance
Carbon Brake Life
Landing with one or
two wheel brakes
deactivated
MEL 32-45-01 A/B
Low Landing Weights
B777F
L
A
N
D
I
N
G
Icing Conditions
VREF Corrections
Night Operations
Minimum Width of
Runway
FO Restrictions
CM2 Taxi Restrictions
6. LIMITATIONS AND POLICIES
Limit / Policy
28 September 2011
STUDY GUIDE
Reference
30 kts.
10 kts. for a slippery surface
Crews may exceed these limits when backtracking on an active runway.
Before conducting an Auto Land crew must either:
- Calculate actual autoland distance using the OPT Landing Module; or
- When the OPT is unavailable add 400 meters autoland margin to the calculated actual landing
distance retrieved from QRH/Performance Inflight Advisory Section. DCPB 19Aug2009
Autobrakes 2 or 3 optimize brake wear, passenger comfort, and stopping performance. Since
autobrake settings apply the brakes dependent upon the deceleration rate, an autobrake setting of 1
will result in a higher probability that the autobrakes will modulate, especially when reversers are used.
Autobrakes 2 or 3 results in a continuous brake application, which can increase carbon brake life.
CO319/09 COMPANY NOTAM - WHEEL BRAKES
BEFORE CONDUCTING A LANDING WITH ONE OR TWO WHEEL BRAKES DEACTIVATED (MEL
32-45-01 A/B) CREW MUST CALCULATE ACTUAL LANDING DISTANCE USING OPT LANDING
MODULE. WHEN THE LATTER IS NOT AVAILABLE (BOEING 777-300ER, BOEING 777200LR AND FREIGHTER) FLIGHT DISPATCH MUST BE CONTACTED TO RETRIEVE ACTUAL
LANDING DISTANCE BASED ON THE EXPECTED WEATHER AND LANDING WEIGHT. - DCPB
11 JUNE 09
CO349/10 COMPANY NOTAM - B777F LANDING WEIGHT
AT LOW LANDING WEIGHTS, CREWS SHALL CONSIDER THE USE OF FLAPS 25 FOR NORMAL
MANUAL LANDINGS ON THE 777F, WHERE PERFORMANCE PERMITS. THIS WILL ENSURE A
LESS SHALLOW PITCH ATTITUDE ON APPROACH AND LANDING THAN WITH FLAPS 30. IF
AN AUTOLAND IS REQUIRED OR LANDING PERFORMANCE PRECLUDES A FLAPS 25
LANDING, FLAPS 30 SHALL BE USED. AS PER THE LATEST INFORMATION RECEIVED
FROM BOEING, THE MINIMUM LANDING WEIGHT FOR THE 777F, FOR WHICH SPEEDS ARE
PUBLISHED IS 154,211 KGS. IN THE EVENT OF AN UNPLANNED, OR EXTENDED HOLDING
OR DIVERSION THE LANDING WEIGHT FALLS BELOW THE 154,211KGS THRESHOLD, USE
LANDING SPEEDS FOR 154,211 KGS. THE MINIMUM LANDING WEIGHT WILL BE PLANNED
AS REQUIRED BY FLIGHT DISPATCH USING BALLAST OR ADDITIONAL FUEL. - FOS KA
13JUN10
Icing conditions exist when OAT (on the ground) or TAT (in-flight) is 10°C or below and any of the
following exists:
• visible moisture (clouds, fog with visibility less than one statute mile (1600 m) or less, rain, snow,
sleet, ice crystals, and so on) is present, or
• standing water, ice, slush or snow is present on the ramps, taxiways, or runways
- Engine anti-ice must be selected ON immediately after both engines are started and remain
on during all ground operations when icing conditions exist or are anticipated, except when the
temperature is below –40°C OAT.
When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed, to
minimize ice build-up. Use the following procedure: CM1
• Check that the area behind the airplane is clear.
Run-up to a minimum of 50% N1 for approximately 1 second duration at intervals no greater than 60
minutes.
A/T Engaged
- VREF + 5 knots.
- If a manual landing is planned with the autothrottle connected in gusty or high wind conditions,
consider positioning the command speed to VREF + 10 knots. This helps protect against a
sudden loss of airspeed during the flare.
A/T Disengaged
- VREF + ½ the headwind component + All of the Gust component to a maximum of 20 knots and
a minimum of 5 knots.
- Calculate HW as:
- 50% Direct HW
- 35% for 45°HW
- Interpolate between
- Runway edge and stop end lights are required for night operations.
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
45 Meters for A380
A First Officer may not conduct the landing if:
- The approach is conducted is CAT II/III ILS.
- The runway is contaminated.
- The crosswind exceeds 20 knots.
- The approach conducted was a CAT I ILS with autoland or CAT I GLS (GNSS LANDING
SYSTEM) with autoland.
- No landing at a CAT B* or a CAT C airport .
- The Commander should conduct the landing in non-normal situations where the aircraft’s
performance is affected. However, the captain may elect to delegate this duty to his first officer
when, in his opinion and after thorough assessment of the situation, this is a safer option.
During nomination as Commander training; a Training Captain may, at his discretion, allow the trainee
to conduct an autoland and operate the aircraft to FCOM limits with respect to crosswind operations.
- 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.
OMA 8.2.2.5
Company
NOTAM
CO480/09
FCTM 6.32
Company
NOTAM
CO319/09
CO349/10
FCOM SP.16.3
FCOM SP.16.5
FCOM SP.16.6
FCTM 1.11
OMA 8.1.4.1.1
OMA 8.1.2.3.1
OMA 8.3.8.12.4
OMA 5.2.16.2
OMA 8.1.2.5
OMC RAIG
Chap 1 page 12
FCI 2011-008
OMA 8.2.2.5.1
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 107 of 250
Item
Reduced Runway
Separation Minima
(RRSM)
for OMDB
L
A
N
D
I
N
G
Overweight Landing
Policy
Approach Lighting
System
Visual Aids Handbook
Limit / Policy
28 September 2011
STUDY GUIDE
Be aware of adjusted phraseology… When the RWY in use is occupied by other traffic, a clearance
may be given to another aircraft provided that the controller has reasonable assurance that following
separation criteria will be met.
SINGLE RUNWAY MODE PROCEDURE
Landing Following Landing
- The preceding aircraft has landed and has vacated the RWY, or has passed a point at least 2500m
from the threshold of the RWY.
Landing Following Departure
- The preceding aircraft is/will be airborne, or has passed a point at least 2500m from the threshold of
the RWY.
Departure Following Departure
- The preceding aircraft is airborne and has passed a point at least 2500m from the threshold of the
RWY.
DUAL DEPENDANT RUNWAY MODE PROCEDURE
The procedures described in the previous section shall be applied in the same manner with the
exception of
Landing Following Departure.
- A preceding departing aircraft must have passed abeam the upwind threshold of the landing runway,
prior to the landing aircraft crossing the threshold of the landing runway.
CONDITIONS FOR THE APPLICATION OF RRSM
Tailwind < 5kts, Vis >5km - Ceiling not lower than 1,000” - Pilot of following aircraft warned - Runway is
dry - Controller is able to assess separation - Wake turbulence separation is applied - Minimum
separation continues to exist between 2 aircraft immediately after takeoff.
- Overweight landing can cause additional stress to the airframe and is, especially for the Boeing fleet, an
undesirable event. Every effort should be made to land a Boeing 777 either at or below MLW. If this is
inappropriate, flight crew should consider reducing the actual landing weight as much as possible to
keep the MLW exceedance to a minimum.
Overweight Landing – Policy
e. Up until the point of commencing the take-off, it is not permitted to plan to land at a weight which
exceeds either the Maximum Structural Landing Weight (MLW) or Regulated Landing Weight (RLW).
f. Prior to departure, the estimated landing weight should be calculated based on the actual take-off
weight and the anticipated trip fuel burn. The RLW should be calculated based on the forecast
conditions for the expected time of arrival.
g. Flight Crew are required to monitor the estimated landing weight throughout the flight. If it becomes
evident that the aircraft will land at a weight which exceeds either the MLW or RLW, appropriate action
should be taken to reduce landing weight so that limiting weights are not exceeded.
h. Appropriate actions to reduce estimated landing weight include: (the list is not to be read as an order of
preference)
viii. To fly faster than ECON speed
ix. To fly at lower than optimum flight levels
x. Early descent
xi. Descent with speed brake
xii. Holding
xiii. Extended ATC track miles
xiv. Early Configuration
f. In the event the above methods are not feasible to reduce the fuel amount to the required MLW or RLW,
the use of Fuel Jettison may be evaluated with reference to the Non-Normal Checklist.
Note: In absence of an emergency, prior Flight OPS Management permission is required before fuel
jettison can be considered.
g. It is permitted to land an aircraft exceeding the:
iii. MLW during Non-normal (Boeing)/Abnormal (Airbus) operations
iv. MLW and/or RLW in an Emergency.
h. If a landing is made at a weight in excess of MLW, an entry shall be made in the Technical Log, which
includes the actual landing weight,
- Performance issues should be considered:
LANDING CLIMB LIMIT WEIGHT
LANDING DISTANCE
BRAKE ENERGY
ENGINE INOP GO-AROUND CLIMB GRADIENT (if Engine is inop)
Reference
AIP Sup 001/10
OMA 8.3.0.11.2
OMA 8.3.0.11.2.1
EMIRATES B-777
Page 108 of 250
Item
Limit / Policy
28 September 2011
STUDY GUIDE
Reference
6. LIMITATIONS AND POLICIES
VASI, T-VASI, and
PAPI
FCTM 6.3
FCTM 6.6
Effects Of Visual Illusions On Landings
Factors in
Hard Landings
Factors in
Long Landings
L
A
N
D
I
N
G
Factors in
Misalignment of
Runway
Condition
Narrow / long runway
Runway or Approach terrain
uphill slope
Heavy rain
Wet Runway
Condition
Wide or short runway
Runway or Approach terrain
downhill slope
Low intensity lighting
Flying in haze
Rising Terrain Beyond
Condition
Drifting rain, snow or sand
Boeing ART 2011
Perception
Being too high
Unintended Action
Push
Result
Land short / Land hard
Being too high
Push
Land short / Land hard
Being farther away
Being farther away
Perception
Being too low
Late Flare
Late flare
Unintended Action
Pull
Land short / Land hard
Hard landing
Result
Land long / overrun
Being too low
Pull
Land long / overrun
Being farther away
Being farther away
Being Steep
Perception
Aircraft drifting sideways
Pull
Pull
Pull
Unintended Action
Land long / Overrun
Land long / Overrun
Land long / Overrun
Result
Undue drift correction
Off-runway landing
Touchdown Zone Markings (900 meters)
Aiming Point Markings
Long/Deep
Landings
Hard Landings
FCN 2010-047
OMA 8.3.0.11.7
LIDO Text LAT820
- The aircraft shall be flown so as to land on the Touchdown Zone markings (TDZ).
- Touchdown should be at 1000ft or 300 meters from the threshold if TDZ markings are not available.
- If touchdown cannot be accomplished within the desired touchdown zone, ago-around should be
considered.
- 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”. And reported on an ASR in
accordance with the procedures detailed in OMA Section 11.
- 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.
OMA 8.3.0.11.8
Personal
Procedure
EMIRATES B-777
Page 109 of 250
Item
6. LIMITATIONS AND POLICIES
28 September 2011
STUDY GUIDE
Limit / Policy
Reference
- When an emergency landing or ditching is imminent, the Captain (or his delegate) shall announce:
o at approx 2,000’ AGL “ATTENTION CREW AT STATIONS”.
o at approx 500’ AGL “BRACE, BRACE”.
- The commander initiates the evacuation:
o “(LH, RH, FWD, REAR, OVERWING, ALL AVAILABLE) EXITS, EVACUATE, EVACUATE”.
OMA 8.3.16.7
Loss of
Comms
Signals
Visual Aids
Handbook
LH TEXT
Gen Part
RAR 320
L
A
N
D
I
N
G
Emergency
Landings
Reverse
Thrust and
Crosswind
High
Speed
Taxiway
runway exit
speeds
FCTM 6.36
A „HST” is a long radius taxiway designed and provided with lighting or marking to define the path of aircraft,
travelling at high speed (up to 60 knots), from the runway centre to a point on the centre of a taxiway. Also
referred to as long radius exit, turn-off taxiway, (also Rapid Exit Taxiway).
Note: It is recommended not to use the tiller above 30kts and caution above 20kts.
B777 FAQ 01 Feb 2011
EMIRATES B-777
Item
28 September 2011
STUDY GUIDE
6. LIMITATIONS AND POLICIES
Page 110 of 250
Limit / Policy
Reference
ENGINE OUT TAXI – TWO ENGINE AIRCRAFT
Engine out taxi after landing on a 2 engine aircraft is
recommended for fuel conservation. Prior to shutting down
an engine during after landing consideration should be
given to the following:
- APU operation.
- For operational environments such as uphill slope, soft
asphalt, high gross weights, congested ramp areas,
specific airfield restrictions, and wet/slippery ramps
and taxiways, single engine taxi is not recommended.
- If possible, make minimum radius turns in a direction
that puts the operating engine on the outside of the
turn.
- Avoid thrust levels in excess of 40% N1. If greater thrust
is required and personnel, equipment or structures are close to the
aircraft consider restarting the second engine
Single
Engine Taxi
After
Landing
P
A
R
K
I
N
G
- Be prepared for a slow acceleration. When taxiing on a
single engine it may take more than twice as long for
the aircraft to accelerate to a comparable taxi speed
than when taxing on two engines. Therefore allow time
for airplane response before increasing thrust.
- When a thrust level of 40% N1 is clearly insufficient to
get the aircraft moving, consider re-starting the second
engine. Re-starting an engine will typically take less
than 30 seconds and will not count as an engine cycle
as long as 40% N1 is not exceeded.
- Give due consideration to personnel and equipment
near the aircraft that may be affected by the air blast
associated with increased thrust levels.
- Engine cooldown recommendations:.
[RR Engines] • Run the engines for at least 1 minute.
• Use a thrust setting no higher than that normally used for all engine taxi operations.
[GE Engines] • Run the engines for at least 3 minutes.
• Use a thrust setting normally used for taxi operations.
- Engine out taxi following an overweight landing is not recommended due to higher thrust settings required.
However, if the aircraft has landed overweight with one engine inoperative it may be safe to taxi to a suitable
parking position, due to consideration of all the factors listed above.
FCOM S.P.1.22
OMA 8.3.0.12.1
FCOM NP.21.68
OMA 8.3.0.12.1.3
PAPA
AGNIS
Visual
Docking
Guidance
Systems
Accurate form Left Seat Only
Accurate form Left Seat Only
Safegate Safe Dock
RLG
Visual Aids
Handbook
LH TEXT
General Part
LAT 860
Transit or
turn-around
stops with a
Cabin Crew
change
Signatures
required
The inbound crew must not leave the aircraft until the new crew has physically arrived and a crew to crew
handover has been conducted. Stations that do not allow crew to remain on board for this handover are listed in
the OM-C RAIG.
1. Tech
Log
2. Master Flight Plan
Signing Procedure…First Name Last Initial / Staff #
Eg. Raymond H / 342915
Signature
3. Voyage
Report
4. Cabin
Log
OMA 10.3.7.3
EMIRATES B-777
Page 111 of 250
C
U
S
T
O
M
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6. LIMITATIONS AND POLICIES
28 September 2011
STUDY GUIDE
- Gifts whose value does not exceed AED 3,000.
- The Number of cigarettes shall not exceed (400) cigarettes, (50) cigars, (500) grams of tobacco (minced
or pressed for pipes), minced or pressed tobacco for smoking, tobacco or mild-tasting tobacco.
DXB permitted
Exceeding the above will be dutiable.
custom exempted
- The amount of alcoholic beverages and beers shall not exceed 4 liters of alcohol beverages, or 2 cartons
items
of beer (each consisting of 24 cans, not exceeding 355 ml for each can or its equivalent).
- Unofficial Policy is max CDs or DVDs of 10.
- Passenger’s Personal belongings are permitted entry and shall be exempted from customs fees.
- Still and moving image video cameras with their appropriate tapes, films and accessories.
- Cash money, currencies and travellers cheques altogether less than AED 40,000 and the passenger’s
age shall not be less than 18 years old.
DXB permitted
- Radio systems, combined broadcasting apparatus, CD and DVD players with agreeable quantities.
custom exempted
- Agreeable quantities of projectors for displaying slides and films including accessories.
Luggage
- Telescopes.
- Computers including laptops.
- Sports equipment.
- Disabled
- Mobile telephone.
- Baby Strollers.
- Portable typing sets.
wheelchairs and
- Portable TV sets.
- Portable music equipment.
- Portable calculators.
cars
The following conditions shall be in force for the duty exemption for the above:
- Baggage and gifts must be of a personal nature and not in commercial quantities.
- The passenger should not be a frequent traveller with goods on a regular basis, or a member of the respective conveyance
crew.
- Passengers must be above 18 years of age for carrying allowable cigarettes or alcoholic beverages into the country.
- The aforementioned conditions apply to whoever accompanies the passenger.
1. All kinds of Narcotic drugs (Hashish, Cocaine, Heroin, Poppy Seeds, Hallucination Pills etc..).
Medicines containing Codeine
2. Goods intended to be imported from boycotted countries.
3. Goods from Israeli origin or bearing Israeli trademarks or logos.
4. Crude Ivory and Rhinoceros horn.
5. Gambling tools and machineries.
6. Three layers fishing nets.
7. Original engravings, prints, lithographs, sculpture and statues in any material.
DXB Banned
8. Used, reconditioned and inlaid tires.
Items
9. Radiation polluted substances.
10. Printed publications, oil paintings, photographs, pictures, cards, books, magazines stony sculptures
and mannequins which contradict Islamic teachings, decencies, or deliberately implying immorality or
turmoil.
11. Any other goods, the importation of which is prohibited under the authority of U.A.E. customs laws or
any other laws in the country.
12. Forged and duplicate currency
13. Cooked and home-made foods
Passengers (resident and non resident) can bring into the country a maximum of three month supply of
medicine, for their personal use and an original prescription must be enclosed (stamped and signed by
official embassy of UAE in the country of origin, with details of the patient, description of disease ...etc) of
DXB Medicines
registered medical practitioner. All the medications should be in original packaging and not expired. No
For Personal Use
psychotropic medicines are allowed without prior approval from the Ministry of Health www.moh.gov.ae
even for personal use, in small quantity and/or with prescription. Seizure of such medicines will be
punishable under law.
The following items must be declared by the passenger to the Customs officials on arrival and non
declaration may be treated as smuggling which is an offence punishable by law.
1. Radios, striking appliances, self-defence equipment 1. and sharp edged knives and swords.
2. Domestic pets and skins of endangered animals subject to CITES Convention (hides, ivory & stuffed
animals).
3. Cash money (inclusive of currencies and traveller cheques) above AED 40,000 – USD 10,000 or the
equivalent in other currencies.
DXB Items that
4. Films, Books, Photographs, Visual & Compact Discs even if for personal one.
must be declared
5. Gifts of commercial value exceeding AED 3,000/-.
6. Weapons, ammunition and military equipment.
7. Medicines of all kinds even if for personal use.
8. Fireworks & explosives.
9. Trees, plants and soil
10. Narcotics of all kinds.
The importation of pets or domestic animals like cats and dogs requires import permit from the Ministry of
DXB Pet Rule
Environment and Water in advance and requires an online application to them www.moew.gov.ae
DXB
Customs
handout
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 112 of 250
Item
EKIB-2
Loss of Engine Thrust Control.
28 September 2011
STUDY GUIDE
EMIRATES INFORMATION BULLETINS
Notes
Continue Takeoff or remain airborne until the ENGINE LIMIT/SURGE/STALL checklist can be
completed
EKIB-4
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.
EKIB-5R1
Keep the crossfeed valve closed unless directed to open the valve by a non-normal checklist.
EKIB-8R2
If the ELEC BUS ISLN L and ELEC BUS ISLN R EICAS messages occur simultaneous during engine
start, pushback or taxi phases of flight, flight crews may reset the Bus Tie Switches without checking
for correlated maintenance messages on the ground only. If at all possible, this procedure should be
done while in contact with engineering/MCC.
Do not cycle the rudder from full scale one side to full scale the other side. It is sufficient to damage
the aircraft.
Electrical Power Transfers – APU to
External Power
Fuel Crossfeed
Procedures for resetting Bus Tie
switches on the ground only.
EKIB-9
Use of Rudder on Transport Airplanes.
EKIB-10R5
Alternate C of G on Takeoff
EKIB-12
Continued Flight after tail strike during
takeoff when no EICAS TAIL STRIKE
message is displayed.
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.
Crews operating on the 777F aircraft should select “ALT CG” option in the OPT “CG Position” window
whenever the reported T/O MAC on the Load Sheet is a value equal to or greater than 28%.
o 777-200 accomplish the TAIL STRIKE checklist and land at the nearest suitable airport.
o 777-300 continue the flight.
EKIB-15
Leave the AFDS engaged unless it is apparent that a significant overspeed will occur and the AFDS is
not correcting. (.05>VMO or 20kts)
EKIB-17
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.
EKIB-22R1
o High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle.
o No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if
successful consider it a nuisance fault.
o Engine Oil Gulping or Hiding is common.
o Center the Captains steering and wait at least 5 seconds prior to applying greater than 60% N1.
Inadvertent Over Speeds.
ENG IDLE DISAGREE message and
slow engine acceleration during in-flight
starting.
GE-90 In Service Observations /
Differences
EKIB-23
CONFIG GEAR STEERING EICAS
message during takeoff
EKIB-24
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.
EKIB-25
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..
EKIB-26
Autoland should not be used for Overweight Landings.
EKIB-28
IF MCP selections not working try alternate selections. Consider cycling the AFDS OFF then ON.
EKIB-30
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.
Magnetic Variation Difference Event.
Occurrences of Un-powered Right
Transfer Bus during triple channel
autoland bus isolation
Over Weight Landings Using the
Autoland System
AFDS MCP Faults
TCAS Operation and Display of Traffic
EKIB-33R3
Use of Barometric Vertical Navigation for
Instrument Approach Operations Using
Decision Altitude
EKIB-35R1
Excessive Ground Returns displayed on
Rockwell Collins Weather Radar
o
o
o
o
o
o
VNAV Approaches to DA require GPS Displayed on ND and QNH set on Altimeters.
F/D or A/P must be used.
The PF must enter verify the RNP on the PROG page/POS REF page.
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. (Pilot deviations of ±75 feet are
acceptable.
o If excessive ground returns occur in AUTO mode, deselect weather radar on both EFIS control
panels for more than one second. Reselect weather radar, as needed. Excessive ground returns
will be removed within 30 seconds.
EKIB-37
o After an RTO is performed on RR powered 777 airplanes where the thrust reversers were
deployed, MCC must determine if an inspection of thrust reversers is necessary..
EKIB-38R1
o Emirates have experienced a number of non-fire related warnings in both cargo holds and
lavatories. The majority of these warnings occurred directly after cigarette smoke, hair spray, or
insecticide canisters were discharged in close proximity to smoke detectors.
o When confronted with such warning, Captains should consider whether strong evidence suggests
that the warning is spurious and should plan their actions accordingly.
Thrust reverser Inspection on RR
Engines following an RTO
Non-Fire Related Fire Warnings
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 113 of 250
EMIRATES INFORMATION BULLETINS
Item
EKIB-39
Notes
EKIB-41R4
BP V14 Fixes
Momentary TCAS OFF
indications on 777-200,
200ER, -300
AIMS BP V14 and BP V15
Operating Instructions
The Following aircraft will have
AIMS BPV14 or 15 installed:
777F ....................A6-EFD and onwards
777-200LR .......... A6-EWJ and onwards
777-300ER/ULR . A6-ECP and onwards
Eventually all our existing
aircraft will be retrofitted with
AIMS BPV14 or 15.
28 September 2011
STUDY GUIDE
o If momentary TCAS OFF indications appear, the fault will clear when the condition no longer exists, or it may be
cleared by selecting the other transponder when the fault occurs, and then switching back to the original transponder.
If the EICAS message blanks, it may be considered a nuisance and no further flight crew action is required. It is
possible the situation may re-occur until the airplane has left the proximity of the offending transmission tower, and/or
the congested airspace.
o “FUEL SCAVENGE SYS” The left or right main fuel tank quantity is less than 8200 kgs and the center tank quantity is
greater than 200 kgs for more than :15 minutes.
o Climb speed constraint sequenced early… fixed
o Remove Vmin disconnect logic… fixed
o VNAV Descent path segment sequencing… fixed
o FMC step size default and associated logic… changed
o ALT/OAT values not copied after abeam execution… fixed
o “ATC DATA LINK LOST” changed to “ATC COM TERMINATED”
o “MAN PRESS SENSOR L/R” changed to “MANIFOLD SENSOR L/R”
o “PACK FCV L/R” changed to “PACK FCV LWR L/R”
o “DOORS AUTO” and “DOORS MANUAL” EICAS messages inhibited when combined with MEMO messages
o “NAV UNABLE RNP” Will be displayed as a caution message for all phases of flight.
o “FUEL AUX XFR” and “FUEL IN AUX” inhibits changed
o EICAS advisory messages for RAAS added…”RUNWAY SYS” FAILURE OF SOME PART OF THE SYSTEM…
“RUNWAY OVRD” THE runway override switch has been activated.
o Navigation Performance Scales (NPS) Enhancements.
BP V15 Fixes
EKIB-43
Undetected Erroneous Radio
Altitude
EKIB-44R2
Light weight landings on the
777F
EKIB-45
FMS Duplicate Waypoints
EKIB-46
Flight Deck Effects of
777/Rolls-Royce Thrust
Reverser Inner Wall Failures
o
o
o
o
o
o
o
o
o
In cruise occurrences of A/T advancing to climb thrust for 1 or 2 seconds and then recovering.
FMC corrected to ensure continuity between the STAR and Approach legs.
Problems of the Recommended Cruise Altitude displaying incorrect information.
Problem with ATC Route Clearance uplink loading incorrectly.
Problem with logic that uses the totalizer fuel weight if the fuel weight is invalid.
Problem with programing Step Down Altitudes on the Legs page from EAD-84.
Problem where an ATC uplink message with a Route clearance loaded incorrectly would result in an FMC reset.
Improves VNAV descent path tracking performance.
Condition: Single Erroneous Altitude Reading or Multiple Erroneous Altitude Readings.
Caution: The Center Radio Altimeter condition is not evident to the flight crew.
o Carefully monitor primary flight instruments for aircraft performance and flight mode annunciation for auto flight
modes.
o If Left and Right Radio Altimeters disagree significantly or if either one appears to be providing erroneous altitude
readings: Disengage the automation.
o Due to the larger thrust and increase VMCA on this aircraft Boeing has introduced a VREF and V2 floor to ensure the
controllability during engine out operations.
o The lowest landing weight for which speeds are published is 154,211 kgs. Dispatch will plan flight plans using
necessary ballast or additional fuel in order to ensure flights arrive at destination at or above this weight.
If in the event of holding, a diversion, or other unanticipated circumstances the actual landing weight falls below this
value, it is permissive to use the VREF for the lowest landing weight where speeds can be obtained.
o When Landing at light weights the attitude for approach and flare will be lower , the Flare attitude will be much lower(
careful not to touchdown on the nose gear), and the landing flare will be longer.
o There have been a number that reports of incorrect duplicate waypoints have been uplinked into the FMS Flight plans.
This occurs when the same waypoint identifier is repeatedly used in a single flight plan but with different
latitudes/longitudes.
o The Majority of the reports concerned flights between DXB and Australia where the waypoint KAT is used for Sri
Lanka and another waypoint in Australia.
o The problem is normally picked up on the Track/Distance gross error check of the Flight Plan.
o See the Bulletin for the correcting procedure.
Signs of Thrust Reverser Inner Wall Failure include:
o Potential EICAS Messages: ENG EEC MODE L/R ENG RPM LIMITED L/R THRUST ASYM COMP
DET FIRE ENG L/R
o Potential Engine displays: EPR Display Blanked, EGT Fluctuations or loss of indication, Increased fuel flow
o Potential STATUS Messages: ENG LOOP 1 ENG L/R ENG LOOP 2 ENG L/R OVERHEAT CIRCUIT L1 OVERHEAT CIRCUIT L2 TURB
OVHT SNSR ENG L/R
Flight crews should be aware of the potential for a T/R inner wall failure on the 777/Rolls-Royce engine installation.
Flight crews should be particularly aware of fuel management during the event flight given the potential increased fuel
consumption resulting from the T/R failure. If a T/R failure is suspected or confirmed, do not operate the T/R during the
subsequent landing. If a T/R inner wall failure is confirmed, Boeing recommends landing at the nearest suitable airport.
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 114 of 250
Item
EKIB-47
Ice Crystal Icing
EKIB-48
Thrust Reverser Operation
EKIB-49
Specific Flight Crew Actions
Required in Response to
Volcanic Ash Encounters
Notes
28 September 2011
STUDY GUIDE
EMIRATES INFORMATION BULLETINS
Flight in Ice Crystals has resulted in engine power loss and engine damage.
o Recognize weather conducive to ice crystal formation Ice crystals are most frequently found in areas of visible
moisture above altitudes normally associated with icing conditions. They are indicated by one or more of the following:
• Rain on the windscreen at temperatures too cold for liquid water to exist, due to ice crystals melting on the
heated windows.
• Aircraft TAT remains near 0 degrees C.
• Areas of light to moderate turbulence.
• No significant radar returns at aircraft altitude.
• Heavy rain below the aircraft, identified by amber and red on weather radar.
• Cloud tops reaching above typical cruise levels (above the tropopause).
Note: There is no significant airframe icing. The icing conditions detection system (if installed) is not designed to
detect ice crystal icing, only super cooled droplets.
o Avoid ice crystal icing conditions
During flight in IMC, avoid flying directly above significant amber or red radar returns, even with no returns at
aircraft altitude.
Use the weather radar manual tilt and gain functions to assess weather radar reflectivity below the aircraft flight
path.
o Ice crystal icing suspected
Exit ice crystal icing conditions. Request a route change to minimize time above red and amber radar returns.
o The RR Engines have experienced several in-service failures of the thrust reverser inner wall due to thermal
degradation of the composite structure.
Boeing recommends:
o After the application of reverse thrust power, the reverser will begin to stow as soon as the reverse thrust levers are
moved from reverse to the forward idle position. Engines should be allowed to fully decelerate to reverse idle prior to
moving the reverse thrust levers away from the reverse idle detent.
o Flight crews are reminded of the FCOM Landing Roll Normal Procedures:
• By 60-knots, start movement of the reverse thrust levers to reach the reverse idle detent before taxi speed.
• After the engines are at reverse idle, move the reverse thrust levers full down.
o When commanding thrust reverser stowage, move the reverse thrust levers from the reverse idle detent (interlocks) to
the stowed (full-down) position only after the engines have decelerated to reverse idle. Commanding reverser
stowage while the engines are still decelerating from reverse thrust power may damage the thrust reverser structure.
o This bulletin provides crews with guidance in response to volcanic ash encounters.
EMIRATES B-777
6. LIMITATIONS AND POLICIES
Page 115 of 250
Item
EAD-24R2
28 September 2011
STUDY GUIDE
WHITE FCOM BULLETINS (BOEING)
Notes
PWS warnings Kansai airport Osaka Japan.
To inform crews of false PWS warnings
EAD-40R5
Procedure to follow to discriminate between nuisance alerts and actual problems.
EAD-55R2
To inform crews of a Fuel Quantity Processor Unit FQPU anomaly that may cause blanking of the fuel
temperature indication.
o If fuel temperature blanks use the TAT as a conservative indication of the fuel temperature.
o The FUEL TEMP LOW EICAS will not display. Maintain the TAT greater than 3°C above the fuel
freeze point.
o Jet A -40°C, Jet A1 -47°C OMA 8.2.1.4
Condition Freezing Fog and Visibility 300 meters or less.
o If Take-off within :45 minutes total taxi time, accomplish normal procedures.
o If Takeoff cannot be achieved within :45 minutes of taxi time complete the procedure below every
:45 minutes before takeoff.
o 0°C to -6°C run-up the engines to 50%N1 for 60 seconds.
o -7°C to -13°C run-up the engines to 59%N1 for 60 seconds. Takeoff Config sounds at 60%N1.
o If OAT is less that -13°C engines must be manually de-iced.
o Taxi in time from previous flight may be included if in same conditions.
o 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.
o Operations above FL200: Climbs and Descents not affected. During Cruise disconnect the A/T
and set power for the desired speed.
o Approach to an Autoland (LAND2/LAND3): continue the approach and landing, manual landings
are not affected.
To inform crews of a FMC performance predictions anomaly following ABEAM PTS selection.
o After Selecting ABEAM PTS review the ALT/OAT on the WIND page, re-enter the correct altitude
and the SAT.
This Condition is corrected on aircraft with AIMS BPV14.
Nuisance Blanking that only occurs at or near idle during descent.
Stabilizer Green band nuisance EICAS message.
Fuel temperature blanking indication.
EAD-60R2
New Ice Shedding Procedures for Trent 800
Engines in Freezing Fog.
EAD-62
False Engine Out Indication.
EAD-67R2
FMC Performance Predictions Anomaly.
EAD-69
Fuel Flow Blanking with GE-90-100.
EAD-71
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.
EAD-75R2
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.
This Condition is corrected on aircraft with AIMS BPV14.
Operators have reported dual FMC failures when a “planned step” to a lower than current cruise altitude
is entered and executed on the LEGS page.
Generator OFF light On After Engine Start with
no EICAS message
Honeywell Flight Management Computer
Anomaly
EAD-84R1
FMC Failure When Programming a “step down”
Descent
EAD-85R3
Uncommanded Autothrottle Movement During
Cruise Flight
Effects aircraft without AIMS BPV14 Software
installed.
EAD-87R2
Loss of VHF Datalink Function on the Primary
VHF Data Radio
Airplanes with AIMS BP V14 & BP V15 Installed
EAD-88
Uncommanded Turns When LNAV is in Use
EAD-89
777 Fuel Quantity Indicating System Fluctuations
or Blanking Due to a Wiring Harness Problem
Do not enter a planned step altitude (in the format FLxxxS) that is below the current cruise altitude.
When a descent is required to a new altitude, enter a new cruise altitude in 1L on the CRZ page and
perform a cruise descent… This problem is corrected by - AIMS-1 BP V14 – AIMS-2 BP15
Operators have reported several instances of uncommanded autothrottle movement during the cruise
phase of flight… Auto throttles advance to full climb thrust even though the aircraft is at the correct
speed… EICAS message FUEL TEMP LOW appears for 2 seconds, then the thrust levers return to
normal with no action by the flight crew.
To prevent the above described anomaly from occurring, when performing the pre-flight procedures,
move the FMC selector switch to either L or R, then back to AUTO. Should cycling of the FMC selector
switch be inadvertently overlooked during pre-flight, cycling of the switch at any time will resolve or
prevent the anomaly.
A condition has been identified where VHF datalink function can be lost on the primary VHF Data Radio
(VDR). When this condition occurs, the primary VDR latches into voice mode and DATA cannot be
transferred from the STANDBY window to the ACTIVE window of the primary VDR tuning panel.
If this occurs perform datalink operations normally using SATCOM instead of VHF. This requires no
pilot action because the DCMF will automatically use SATCOM as a backup air/ground medium as long
as it is available.
Alternately, it is possible to perform a VHF datalink with the secondary VDR. This requires the following
flight crew actions to switch to the alternate DCMF… See EAD-87R1
Should an uncommanded turn occur when using LNAV, select HDG SEL to follow the flight plan, then
perform a DIRECT TO to the waypoint that had prematurely sequenced. Reengage LNAV as desired.
Ensure that the Fuel Uplift Check (Gross Error Check) as per OM-A is performed correctly and within
stated (5% but not more than 2000 kg more/1000 kg less than calculated) tolerances.
If the FUEL IMBALANCE EICAS advisory message occurs in flight, check fuel quantity readings to
determine if the fuel quantity is fluctuating, or if a true imbalance or fuel leak exists.
EMIRATES B-777
Page 116 of 250
Item
EAD-90
Nuisance Visual and Aural smoke Alarm
Annunciations in Cabin Compartments.
EAD-91
Nuisance EICAS Message
SMOKE BBAND UPR DR2
EAD-92
Setting STEP Size to Zero When No Further
Step Climbs Are Planned.
6. LIMITATIONS AND POLICIES
WHITE FCOM BULLETINS (BOEING)
Notes
28 September 2011
STUDY GUIDE
New Photoelectric smoke detectors have been producing erroneous smoke detections during power
transfers. If a smoke alarm is triggered crew is to follow normal procedures for smoke detection. If no
smoke source is present and the alarm occurred immediately after a power transfer, consider the alar a
nuisance occurrence. Consult the appropriate information in the Flight Attendant Manual or FCOM to
reset the crew rest smoke detector function, which will also restore aft galley power and crew rest
ventilation.
The EICAS message SMOKE BBAND UPR DR2 may display even when no Connexion LRU’s are
installed on the airplane. This is a nuisance message. No flight crew action is required.
When required to cruise at an altitude below optimum due to air traffic, atmospheric conditions, or nonnormal procedures, and no further step climbs are planned, set the STEP (L4) size to zero on the ACT
ECON CRZ page. This ensures best available FMC FUEL and ETA predictions.
EMIRATES B-777
Page 117 of 250
FUEL POLICY
7. FUEL POLICY
28 September 2011
STUDY GUIDE
EMIRATES B-777
Page 118 of 250
Item
Company Policy
Standby Fuel
Request new
OFP
Tank Capacities
28 September 2011
STUDY GUIDE
7. FUEL POLICY
Limit / Policy
The company policy is to plan fuel requirements on Minimum Total Cost and Maximum Payload
3 tons below flight plan fuel.
If the ZFW changes by 2.0 tons or more the Commander may request a new OFP.
777-200 ......................................................... 28,300 / 37,700 / 28,300 ................................................................... 94,300
777-200ER .................................................... 29,100 / 79,300 / 29,100 ................................................................. 137,500
777-200LR, 777F, A6-EWD ........................... 31,300 / 82,900 / 31,300 / Aux 5,700 .............................................. 151,200
777-300 ......................................................... 29.100 / 79,300 / 29,100 ................................................................. 137,500
777-200LR / 300ER/ULR ............................... 31,300 / 82,900 / 31,300 ................................................................. 145,500
Center Tank
-200 ..........................................................9,100
With the main tank pumps on a scavenge system operates
Scavenge
-200ER, 300............................................ 13,100
automatically to transfer any remaining center tank fuel to the main
-200LR, 777F, -300ER, -300ER/ULR ..... 23,900
tanks. Fuel transfer begins when either main tank is less than…
Center Tank Fuel The center tank may contain up to 1360 kilograms of fuel with less than full main tanks provided center tank fuel weight
Limitations
plus actual zero fuel weight does not exceed the maximum zero fuel weight, and center of gravity limits are observed.
Max Landing Fuel to ensure no fuel left in Center Tank:
200……………………………….7,000
200ER or 300………………….16,000
200LR or 300ER/ULR………...36,000
Stephan Prugner Upgrade Interview Question
Trip Fuel
Departure Cruise Approach and Landing.
Contingency Fuel 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
Decision Point
A Trip can be planned with less than the above contingence fuel if it will have the greater of the following two fuels.
Procedure
+3%
Reference
OMA 8.1.7.1.1
OMA 8.2.1.1
OMA 8.2.1.1
FCOM 12.20.5
FCOM 12.20.3
FCOM L.10.9
Stephan
Prugner
Upgrade
Interview
question
OMA 8.1.7.2.2
OMA 8.1.7.2.3
+5%
OMA 8.1.7.3.2
Use of Conti.
Fuel
Fuel Tankering
Contingency fuel can be used after the Contingency fuel may be used at any time after the fuel bowser has been
disconnected for departure.
Fuel Tankering is planned to MLW less 1% or Performance limited landing weight less 1%.
It is the commander’s discretion to board required fuel, there is no restriction to MLW - 1%.
Fuel Tankering is not recommended if Take-off or Landing runway is contaminated.
Fuel Tankering
How much fuel can we take? MTOW- AZFW = X MLW- AZFW + Trip + Taxi - 1% MLW = Y
Calculations
Lesser of X or Y =Max Fuel Available.
How much do we require? Return Fuel + APU and Taxi Fuel + Trip Fuel there = Required Fuel for round trip
Fuel Uplift Check - 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%
Refueling with
Refueling with JET B, JP4 or equivalent with passengers onboard is prohibited.
Pax onboard
Refueling with JET A, A1, JP4, TS1, RT, TH or equivalent with passengers onboard is allowed.
a. At least two passenger cabin doors on the main deck shall designated, and be made available for a possible
evacuation;
b. At least one passenger cabin door on the upper deck (A380 only) shall be designated and made available for a
possible evacuation;
c. The designated doors shall be selected by the flight crew in liaison with the cabin crew, ensuring the selected doors
are not on the side of the aircraft where refuelling is being conducted;
The Flight Crew shall:
i. Establish communication with the Engineer. By means that remain available during refueling;
ii. Inform Cabin Crew of the commencement and completion of fuelling, and indicate that fuelling has been
completed by illuminating the FASTEN SEAT BELT sign.
iii. Listen for a possible fire, or spillage warning from the Ground Engineer or Cabin Crew;
iv. Be prepared to initiate a passenger evacuation if necessary.
Defuelling with passengers onboard must not take place.
Refueling with 1 There is no guidance given in the FCOM, Some information is given in the OMA. Before trying this procedure I suggest
Engine Running contacting the SMNC and FCDM for guidance.
Fuel checks
- At intervals not exceeding 1:00.
OMA 8.1.7.2
OMA 8.1.7.3.3
Common Sense
OMA 8.2.1.8
OMA 8.2.1.10
OMA 8.2.1.11
OMA 8.2.1.6
OMA 8.3.7.1
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Item
In-Flight Fuel
◊
Management and
Decision Point
Procedure
◊
◊
◊
7. FUEL POLICY
28 September 2011
STUDY GUIDE
Limit / Policy
If, as a result of an in-flight fuel check, the expected fuel remaining on arrival at the destination is less than the required
alternate fuel plus final reserve fuel, the Commander must take into account the traffic and the operational conditions
prevailing at the destination airport, along the diversion route to an alternate airport and at the destination alternate
airport, when deciding whether to proceed to the destination airport or to divert, so as to land with not less than final
reserve fuel. The commander shall declare an emergency when the actual usable fuel on board is less than final reserve
fuel.
In line with above policy it is permissible to continue the flight towards destination (commitment to destination) when an
en-route fuel check shows that there will be less than Alternate + Final RSV fuel remaining at destination as long as
following conditions are met:
a) If maximum delay (if any) known or an EAT (Expected Approach Time) at destination is received from ATC, the
flight may continue to destination or to hold, regardless of the number of runways as long as landing at destination
is assured and it is possible to reach the destination with at least final reserve fuel remaining at touchdown.
b) If maximum delay not known and EAT at destination not received, the flight may still continue towards destination if
it is possible to reach at least two airports at which landing is assured with at least final reserve fuel remaining at
touchdown. Two separate and independent runways at a single airport within a flying time of two hours may be
considered to be equivalent to two airports, provided that account is taken of fuel burn due any likely ATC delay.
A landing is “assured” if, in the judgment of the Commander, it could be completed in the event of any forecast
deterioration in the weather and plausible single failures of ground or airborne facilities. Forecasts should be used to
assess the probability of landing success when more than two hours from the relevant airport. Within two hours, actual
weather reports and trend information may be used.
Landing can be assured if weather is sufficient to do the next worst approach… e.g. If Precision approaches are
in use there must be sufficient weather to do a NPA
On a flight using the Decision Point Procedure, in order to proceed to the destination airport, the Commander must
ensure that the usable fuel remaining at the decision point is at least the total of:
a) Trip fuel from the decision point to the destination airport; and
b) Destination alternate fuel, if a destination alternate airport is required; and
c) Final reserve fuel
Notwithstanding, if at the Decision Point, the “commitment to destination” requirements are met, it is permissible to
continue the flight towards destination.
Reference
OMA 8.3.7.2
OMA 8.3.7.2.1
Simplified Requirements to Commit to Destination
Maximum delay known or an EAT at destination is received
from ATC
- Landing Assured.
- Land with Final Reserve Fuel.
Alternate Fuel
Final Res. Fuel
Taxi Fuel
Additional Fuel
Extra Fuel
Fuel Conversion
Fuel Types
If maximum delay not known or an EAT at destination is not
received from ATC
- Landing Assured.
- Reach 2 airports with at least Final Reserve Fuel.
or
- Landing Assured
- Two separate and independent runways at a single
airport within a flying time of 2:00 hours may be
considered to be equivalent to 2 airports, provided that
account is taken of fuel burn due any likely ATC delay
- Land with Final Reserve Fuel.
- Missed approach, Climb, Cruise (Cost Index 0), Descent,, Approach, and Landing.
- Calculated on a minimum distance of 100 nm.
- If Destination weather is forecast below landing minima ±1 hour, 2 alternates are required. (Fuel for the furthest
alternate is required)
:30 holding fuel at 1500 AAL
Based on a statistical database. APU ops for :30, Start and taxi.
- ETOPS
- The forecast weather should be at or above the applicable planning minima at the ETA±1 hour, or is expected to
improve to those minima within a time period for which supplementary fuel is carried.
Commander's discretion.
- US Gallons to Liters............................................3.785
- IMP Gallons to Liters............................................. 4.545
RR Engines
GE Engines
JET A, JET A1, JP-5, JP-8
JET A, JET A1, JP-5, JP-8, TS1
The use of JP-4 and Jet B fuels is prohibited
OMA 8.1.7.2.4
OMA 8.1.4.4.2.1
OMA 8.1.7.2.5
OMA 8.1.7.2.1
OMA8.1.7.2.6
OMA8.1.7.2.7
AFM
FCOM SP.23.4
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Item
Polar Operations
Limit / Policy
-
7. FUEL POLICY
28 September 2011
STUDY GUIDE
For Polar operations with JET A, Flight Dispatch will determine whether a fuel freeze analysis should be requested
to take advantage of a potential lower fuel freeze point. Flight Dispatch will notify the fuel vendor sufficient in
advance to perform a fuel freeze analysis.
- If a Fuel Freeze analysis is required Dispatch will provide the actual fuel freeze point at the beginning of the
Dispatch Briefing Info before any block with ETOPS information. Dispatch will also send a datalink message to the
flight crew. Flight crew will enter the MIN FUEL TEMP on the CDU PERF INIT page, a temperature 3°C warmer
than the actual fuel freeze point.
Fuel at
Not less than:
Destination ............................................................................. Alternate fuel + Final reserve fuel
Touchdown
Commitment to destination .............................................................................. Final reserve fuel
Alternate .......................................................................................................... Final reserve fuel
Communications 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
Fuel Jettison
In Absence of an Emergency, prior Flight Ops Management permission is required before fuel jettison can be
considered.
Ensure adequate weather minimums exist at airport of intended landing.
Fuel jettison above 4,000 feet AGL ensures complete fuel evaporation.
Downwind drift of fuel may exceed 1 nm per 1,000 feet of drop.
Avoid jettisoning fuel in a holding pattern with other aircraft below.
Jettison Rates:
- Center Tank Fuel 2,500 kgs/min.
- No Center Tank Fuel 1,400 kgs/min.
- Note the time to jettison the fuel synoptic page.
- Jettison Time Rule of Thumb 2/3 of Jettison Fuel = time in minutes
At least 10.4 tons will remain in main tanks after jettison is complete due to stand pipes in the tanks.
Use the Unannunciated Checklist "Fuel Jettison".
OMDB Fuel Jettison: Controllers Recommendation
• Over the Sea if possible, or above 6,000 QNH
• If above is not possible fuel may be jettisoned above 4,000 QNH… To jettison below this level the situation
must be unavoidable.
• A vertical separation of at least 1000’between aircraft should be maintained above the jettisoning aircraft. If
operationally unavoidable aircraft may cross below the jettisoning aircraft if 3000’seperation is provided
Taxi Fuel Burn
RR Engines 1,600 kgs/hour
GE Engines 2,000 kgs/Hour
APU Fuel Burn
Ground consumption 240 kgs/hour
In-flight consumption 140-270 kgs/hour dependant on Altitude and Weight
Reference
FCOM SP.23
OMA 8.3.7.3
OMA 8.3.7.4
OMA 8.3.0.11.2.1
FCTM 1.08.16
FCOM 12.20.11
Rule of Thumb
OMC RAIG
Rule of Thumb
FCOM PI.37.9
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STUDY GUIDE
Preflight Checks.
Locked Compartment the
combination is 777
DOCUMENTS FILE OMA 8.1.12.1
a. Certification of Registration;
b. Certificate of Airworthiness; Check Date
c. Noise Certificate (a copy is acceptable);
d. Air Operator Certificate (true and certified copy);
e. Operations Specification relevant to the aeroplane type and issued in conjunction with the AOC certificate (copy);
f. Aeroplane Radio Station Licence; Check Date
g. Third Party Liability Insurance Certificates ( a copy is acceptable). Check Date
Note: In the case of loss or theft of these documents, the operation is permitted to continue until the flight reaches the base or
a place where a replacement document can be provided.
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Walk Around Component Locator Guide.
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CM1
Minimum Requirements for Preflight Planning
CM2
OFP.
NOTAMs and Weather Departure, Destination, Alternates.
Enroute NOTAMs and Weather for first hour of flight.
Relevant FCI’s
Cabin Crew Briefing OMA 8.1.15.1
- Delegation of Command.
- The Purser should provide details of special passengers.
- Introduction of Pilots.
- Policy to enter the flight deck.
- Ensure all crew members are in possession of valid personal documents.
- Security Procedures.
- Details of the flight.
- Any other items particular to the flight.
- Augmented Flights: Rest Periods-Meal Arrangements-Use of Rest Facilities.
Preliminary Preflight Procedure CM1 or CM2
• Check Power Established Use 2 power sources FCOM SP.6.1
• Laptop
• Aircraft Documents
• Check Air-conditioning Panel FCOM S.P.2.1
• Emergency Equip.
• Ensure ADIRU OFF :30 sec, then ON
• Flight Deck Door Key
• Check lighting set for walk around
• Camera
• Check EICAS Messages, ENGINE, and STATUS pages
APU Oil Quantity can be checked without starting the APU by selecting the APU switch to
• Overhead Panel / CBs
ON and waiting 10 seconds.
• Park Brake set if required to check brake wear indicators.
• Check DOORS page.
• Adjust seat and organize documents
• COM / MASTER / MANAGER / DATALINK RESET
EFB CLASS II Initialize Setup (CM1 or CM2)
• IDENT page / Position Ent / Route Request / ATIS Request
OM A 8.1.15
-
LDS-EFB switch .................................................................... Confirm OFF
CM1 and CM2 switches located on the forward panels.
LDS top cover(s) ................................................................................ Open
Laptop power switch both ......................................................................ON
Boot up sequence may require 90 seconds for completion
LDS top cover(s) ............................................................................... Close
The Database expires at 0900Z on the last day of the range. FCOM 11.40.8
(wait :10 minutes after registering IN time before making a ROUTE REQUEST) FCOM SP.5.3
• Start EFB / Check Camera
• Check for 5 Gear Pins
• Nav Charts
Aircraft Documents
Clear for Boarding if Tech Log OK.
Remind the Purser that you are refueling with passengers on
board.
Laptop Check For EFB Class II Initialize setup see
Walk Around (If checking brakes ensure park brake set)
Flow
1 FCOM NP.21.21 - 2 - 3
//300ER
• DEP/ARR
• RTE (POS page 2 check RNP) (Verify or enter correct RNP (FCOM
SP 20) See LH SID chart or RNP 1.0
( Enter Wind in to check crosswind component)
Legs
Departure…{Check against PLAN mode}
Wind
•
Nav Rad
•
Prog (Check ground distance)
•
Route 2 Copy
•
Fix
Resting Page PERF INIT
Laptop or EFB Set
EFB CLASS II Setup (CM1 and CM2)
LDS-EFB switch ................................................................ ON
Cursor will become active within :30 seconds
Aircraft Model / Tail Number .................... Select and Confirm
LIDO eRM ........................... Select / Verify correct database
Check FO Setup
Seat Adjust
Laptop (Calculate RTOW)
1 FCOM NP.21.9 - 2 – 3 – 4 – 5 6 FMC Selector L or R then AUTO EAD-85
FMC Initialize FCOM SP.11.5
• Ident
• POS – Check UTC time
• Route
• Perf (Default C of G) 200,200ER, 300-30%//200LR,-777F-20%
ULR-17.5%
FMC Check
•
Ident
•
POS – Check UTC time
•
Route
•
Perf – Enter Step Size
•
Thrust limit
•
T/O page 2 (Noise abattement restrictions)
•
Flow
6 Electrical Lights
8 Hydraulic Lights
3 Fuel Pump Lights
2 Bleed Air Lights
RTO Brakes
6 EICAS (may vary)
5 EICAS Com Messages.
S A A P D
Seatbelts On
APU Running
Autobrake RTO
Park Brake On
Doors Manual
• 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)
• FIX (Optional insert MSA restrictions and EOP waypoints)
• Resting Page RTE page 2
7 EFB initialize flight and clear FAULT, MEMO, MSG items
EFB CLASS II Battery Charge Procedure FCOM SP.26.2
TO BE USED IF THE ONE OR BOTH LAPTOPS ARE DISCHARGED
- LDS-EFB switches ................................................................. ON
CM1 and CM2 switches are located on the left and right t forward panels
- LDS top covers .................................................................. OPEN
- Laptops .................................................................................. ON
Note: Wait may take up to :90 seconds for the boot up sequence to complete.
- Laptop top covers ............................................................ CLOSE
- LDS-EFB switches ......................... OFF wait :45 seconds, then ON
Note: Cycle
LDS-EFB switch(s) Off and ON if the touch screen or bezel keys
8
are not working properly.
………..Checklist Reset……Datalink Initialize
Seat and Rudder adjusted
Laptop or EFB Set
Get ATIS
Calculate RTOW
After receiving FZFW, calculate required Fuel
Advise the Fueler (In DXB SMS sent to Ground Dispatcher FCN 2011-038 )
- Independently calculate the ATOW.
- Agree on input parameters with other pilot.
- Independently enter the data into the OPT to compute the performance data.
Advise Load Control of the Final Fuel via Datalink
- Independently calculate the ATOW.
- Agree on input parameters with other pilot.
- Independently enter the data into the OPT to compute the performance data.
- Crosscheck the computed data CM1/CM2. Crosscheck the TOGW displayed with the input
- Crosscheck the computed data CM1/CM2. Crosscheck the TOGW displayed with the
For detailed instructions on OPT calculations see 777 OPT User Manual on the FOD CD.
weight FCI 2010-036
For detailed instructions on OPT calculations see 777 OPT User Manual on the FOD CD.
input weight FCI 2010-036
- Enter the independently calculated performance data onto the respective OFP
- Enter the independently calculated performance data onto the respective OFP
- If only one Laptop/EFB is available, the crew member with the functioning Laptop/EFB will accomplish the initial calculation and enter the performance data on his/her OFP.
The crewmember without the functioning Laptop/EFB will then exit the OPT application and recalculate the performance data.
Confirm that fuel is acceptable….check 3x Upper EICAS, Fuel Page, Prog 2
Fueling Complete ................................................... Seat Belt Sign On
EMIRATES B-777
Briefings Examples of Briefings
CM1
CM2
CM1
(This text was removed from FCOM NP.50.1)
REJECT BRIEFING
OMA 8.3.0.1.2
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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), and apply maximum reverse thrust.
• Once the aircraft has stopped on the runway I will set the parking brake, PA “ATTENTION CREW AT STATIONS”, together we will
assess the problem and I will call for the appropriate MEMORY ITEMS or CHECKLIST.
• I will verify thrust levers are closed, autothrottles are disengaged, and maximum braking.
• Call “AUTOBRAKES” if displayed on the EICAS, verify speedbrake lever up and call “SPEEDBRAKE UP”, or “NO
SPEEDBRAKE” as appropriate.
• I will verify reverse thrust applied, call “60 KNOTS”.
• Then inform ATC and carry out any required actions.
• If an evacuation is required I will call “EVACUATION CHECKLIST”.
• If no evacuation is required I will check the DOORS page to ensure no doors are open, Use the CAMERA page to assess the
aircraft. If appropriate PA “CABIN CREW REVERT TO NORMAL OPERATIONS”. Request ATC Clearance and taxi clear of the
runway. After Clearing the Runway check the GEAR page for brake temperatures and tire pressures.
EMERGENCY BRIEFING
OMA 8.3.0.1.2
PF
• If a malfunction occurs after V1, we will continue the take-off.
• No actions other than raising the gear, application of TO/GA thrust if required, and silencing any aural warnings will be completed
until the aircraft is safely established in the climb above 400 feet AGL.
• Memory actions will be called for once the Flight Path and Navigation are stabilized.
• We will accelerate at ____ feet, retract flaps, and after retraction to ___ call for the appropriate checklist.
Additional requirements from OMA 8.3.0.1.2 Requirements
• Initial flight path including Engine Out Procedure, including appropriate speeds to provide obstacle clearance.
• Type of approach for immediate return or intentions if return to landing unavailable due to weather at departure airfield.
• Overweight Landing considerations
o Our Take-off Weight is ____, and our MLW is ____. Our options are:
• FUEL JETTISON ____ minutes. 2/3 Fuel To Jettison = Time to Jettison
• OVERWEIGHT LANDING checklist.
PF
Both pilots conduct a diligent self brief and Check FMS
“Are You Ready for a Briefing”
C
Chart - Select RTE Page read RWY / SID / TRANSITION
T
Terrain
W Weather
O
Operational
NORMAL BRIEFING
OMA 8.3.0.1.3.1
Preflight Checklist
CDU Set
PERF INIT
THRUST REF
Complete Checklist – Display Doors on MFD
Final Load Data Received – Record on flight plan – Calculate ATOW & LW
777F check lateral imbalance and revised MTOW and MLW limitations
Captains Signature and Staff Number are required on all Loadsheets OMA 8.1.8.5
Monitor Actions
ZFW enter
Fuel Quantities check CDU / EICAS / CFP
Gross Weight Call compare CDU with OPT
Set Assumed Temp and verify TO Thrust
Climb Thrust...................................... Verify/Select
Compare the called Gross Weight and ATOW from the OPT
allowing for taxi fuel
Call Assumed Temp / TOGA as appropriate
For RR Engines verify Automatic Selection.
For GE Engines select CLB for all takeoffs above MLW.
T/0 PAGE 2
T/0 PAGE 1
APP REF
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 Flap 30 VREF and confirm 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
Check that “PRE FLIGHT COMPLETED” is displayed.
Flight deck windows closed and locked
T/0 PAGE 1
Captains PA
Call EO Accel Height
Call out the Takeoff Flap
Call the Takeoff Speeds & confirm takeoff speeds entered
Compare Flap 30 VREF with the OPT -0+1
Resting page RTE Page 2
Laptop Computer Stowed
Exterior Doors verify closed
FLT Deck Access Switch to Norm
Flight deck windows closed and locked
ATC Clearance (Confirm CDU Dep. Proc., set MCP ALT & Transponder).
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CM1
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.
After Cabin Secure received
CM2
Before Start Procedure
Hydraulic Panel Pressurize right system first to prevent fluid transfer.
Fuel Panel Main pumps on, if FUEL IN CENTER EICAS displayed Center Tanks On.
“Recall” Call out the displayed messages ENGINE SHUTDOWN TCAS OFF
Call “Cancel EICAS”
Set the Trim
EFB Video Select as installed
Flight deck door closed and locked…………………………….
If Starting before pushback or off gate and no pushback is
required “Cabin Crew Arm Doors”
BEFORE START CHECKLIST
“Clear to Pushback, Facing ____”.
“Pushback Facing ____, Release Brakes.”
“Parking Brake Released, Off Blocks At ____”
Cancel EICAS
Checklist Display BEFORE START
Flight Deck Door Closed and locked
Radios Set
Data on Central Radio
121.5 on Right
Transponder TA/RA
Complete the Checklist till the BEACON light switch
Pushback and Engine Start………………....………..Obtain Clearance
BEACON light switch ……………………………………………………ON
“BEFORE START CHECKLIST COMPLETE”
Engine Display Push
Start Clock
Start Procedure
Announce Start Sequence GE engines must be started individually
Call “START__ENGINE(S)”
GE engines are not allowed dual engine starts
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.
APU Selector Off
Observe Gen OFF light not illuminated. EAD-71
Engine Anti-Ice as required
“Recall” Read off remaining EIAS messages
“Checked” (Ensure Cabin Doors are ARMED)
Ground Engineer Dismiss “2 Good Starts”
“Clear to Disconnect, Hand Signals on the Left/Right”
Verify ground equipment is clear
Verify the ground engineer has the steering pin and is giving the
thumbs up signal… Acknowledge with a return “Thumbs-up”
Call “Flaps __”
Flight Controls Check
Call for “BEFORE TAXI CHECKLIST”
Display Checklist
Ground Equipment Clear
Verify the ground engineer has the steering pin and is giving the
thumbs up signal… Acknowledge with a return “Thumbs-up”
Position Flap Lever
“BEFORE TAXI CHECKLIST COMPLETE”
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PF
PNF
Before Takeoff Procedure May be done by CM1 or CM2
Ensure engine warm up requirements are met FCOM NP.21.34
- GE Engines – Engine Oil Temp above the bottom of the temperature scale, run the engines for at least :03 minutes
- RR Engines – If engines shut down more than 1:30, run the engines for at least :05 minutes
- If the engines have been shut down for less than 1:30, run the engines for at least :03 minutes
- The engine Oil Temperature must be above the lower amber band before takeoff.
Obtain Taxi Clearance
Brief Taxi Clearance
Turn on Taxi light and Turn Off lights On
Clear Left
Clear Right
Release parking brake
Call “TAKEOFF REVIEW”
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,
Stab Trim 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”
Takeoff Procedure.
When Cleared to Lineup on runway
Release Brakes
Confirm Correct Rwy
Align A/C on Rwy MLG Steering centered for 5 seconds before takeoff.
Verify Runway heading with ND ± 10°.
EKIB23
CM1 Starts Clock 1.05 EPR or 55 % N1
“TAKEOFF” push TOGA sw
“THRUST REF”
Landing and Strobe Lights On
PA “CABIN CREW PREPARE FOR T/O”
Confirm Correct Runway
Verify Runway heading with ND± 10°.
Cleared for Takeoff
“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
“THR REF, VNAV SPEED”
Call all FMA changes and engage A/P only after 200’ AAL
At Acceleration height start Flap retraction “FLAPS ___”
Verify climb thrust set
Call “AFTER TAKEOFF CHECKLIST”
“400”
Verify VNAV engaged
Position Flaps as commanded
When flaps selected UP - Checklist Display Push
When flaps retraction is complete – Set the Engine A/I AUTO
“AFTER TAKEOFF CHECKLIST COMPLETE”
Climb/Cruise Procedure.
10,000’ or FL100
If airport elevation above 1,000 ASL use 10,000 AAL
Passing through FL 200 ensure the airspeed is at least 15 knots
above the amber band or the AIRSPEED LOW message may
occur.
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
At 20,200 the buffet protection can change from VREF+80 to 1.3g maneuver capability and may
cause the AIRSPEED LOW EICAS message if you are flying near the min maneuvering speed
Approaching Transition Altitude
“TRANSITION ALTITUDE, ALTIMETERS RESET 1013mb”
“TRANSITION ALTITUDE, ALTIMETERS RESET 1013mb”
When FUEL LOW CENTER EICAS is displayed turn CENTER FUEL
PUMPS OFF.
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STUDY GUIDE
8. SOP GUIDE
Page 132 of 250
PF
PNF
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
Recall & Review all ALERT msgs and OPERATIONAL NOTES
DEP/ ARR Select
Select Approach and Transition
Confirm and Execute
Modify LEGS.
Set NAV RAD page.
RTE Copy as required
Set Fix page to 25nm circle around destination and insert
Transition Level
Set Baro Mins, QNH, and RNP(Ensure CM1 pre-selects STBY ALT QNH)
Set VREF
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
Check EAI valves provided no icing conditions exist.
Get ATIS
Start before TOD, complete prior to 10,000 AAL
Rough Calculation 3 x Altitude + 20 nm
Confirm FMS
Review all Alert Messages and Operational Notes.
Verify VREF
Set Baro Minimums
Check CDU
C
T
W
O
F
Chart
Terrain
Weather
Operational
Fuel
OMA 8.3.0.8.3
“DESCENT CHECKLIST COMPLETE”
- At TOD record fuel on Flight Plan
When Passing lesser of 20,000 AGL or TOD, Seat Belt Sign On
EMIRATES B-777
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STUDY GUIDE
8. SOP GUIDE
Page 133 of 250
PF
Approach Procedure
PNF
Approaching transition level
“TRANSITION LEVEL, ALTIMETERS RESET ____mb”
“TRANSITION LEVEL, ALTIMETERS RESET ____mb”
Verify correct arrival and approach procedures selected
Confirm Approach Briefing
10,000’ or FL100
If airport elevation above 1,000 ASL use 10,000 AAL
Select Landing , Taxi and Runway lights On
Checklist display push
When cleared to an Altitude and below 10,000 AAL
“APPROACH CHECKLIST”
“APPROACH CHECKLIST COMPLETE”
Transition Check
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 (or anticipation
cues) displayed Arm App Mode
At G/S Alive ........................................ “GEAR DOWN, FLAPS 20”
Set the Speedbrake lever to ARMED
- Landing Gear Down
- Flap 20
- Speed Brake Armed
- Set Speed
At G/S Capture ........... Set Missed approach altitude in the MCP
2500 ................................................................................. “Check”
Before 1,500 AGL
- Flap 30
- Set Speed
- Landing Checklist
CABIN READY received from Purser
On LOC intercept heading…. Verify ILS Tuned and Identified
LOC and G/S pointers displayed
“GLIDE SLOPE ALIVE”
Landing Gear Down, Flaps 20,
PA “CABIN CREW PREPARE FOR LANDING”
Checklist display,
POSITION Flaps
Call “FLAPS __ LANDING CHECKLIST”
CHECKLIST COMPLETE”
“LAND 3, FLARE and ROLLOUT ARMED”
1000 ................................................................................. “Check”
“Check”
500 ................................................................................... “Check”
Plus 100........................................................................... “Check”
Minimums.................................... “LANDING” or “GO-AROUND”
“LANDING CHECKLIST COMPLETE”
Before 1,000 AGL
At FAF/OM “FAF or OM ____ feet” (Chart Altitude)
1000 “MISSED APPROACH ALTITUDE SET”
Non-ILS approach using VNAV
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 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 Or DA in MCP OMA 8.1.5.1
Select VNAV
Engage Speed intervention
“APPROACHING GLIDE PATH”
Approaching the Glide Path
Position Landing Gear Down
“GEAR DOWN, FLAPS 20”
Flaps 20, Checklist Display, Notify cabin Crew to prepare for
Arm the Speedbrake
landing.
Beginning the final descent
Position Flaps
Call “FLAPS __ LANDING CHECKLIST”
“LANDING CHECKLIST COMPLETE”
300’ below M/A altitude and stabilized on final approach in
VNAV PATH…Set M/A altitude in MCP
At FAF/OM “FAF or OM ____ feet” (Chart Altitude)
2500 ................................................................................. “Check”
1000 “MISSED APPROACH ALTITUDE SET”
1000 ................................................................................. “Check”
“Check”
500 ................................................................................... “Check”
Plus 100........................................................................... “Check”
Minimums.................................... “LANDING” or “GO-AROUND”
Set MCP to missed approach altitude:
VNAV Approaches:
After established on the final descent and more than 300 feet below the missed approach altitude. FCTM 5.40
V/S or FPA Approaches: When you are approximately 300 feet above the MDA. FCTM 5.45
EMIRATES B-777
Page 134 of 250
PF
Push TOGA
Call “GO-AROUND, FLAPS 20”
“THR,TOGA,TOGA”
8. SOP GUIDE
Go-Around Procedure
PNF
28 September 2011
STUDY GUIDE
Position Flaps to 20
Verify rotation to go around Attitude and thrust increase
Verify thrust adequate and adjust if required
“POSITIVE CLIMB”
“GEAR UP”
Position Landing Gear Up and ensure F/Ds on
Limit the bank angle to 15° if airspeed is below minimum manoeuvre speed.
(If F/Ds not on the can be reengaged by hitting the TOGA switch twice)
Above 200 select A/P ON
Verify MA Altitude is set
Above 400 select LNAV or HDG/TRK SEL
At Flap Retraction Altitude (LH Missed Approach Altitude) set
Position Flaps
speed to the manoeuvring 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.
Stow the Speed Brakes
CM1 Stops Clock
Position Engine Anti-Ice as required
Select Wx Radar Off
Start APU at an appropriate time. (:02 minutes prior to gate if possible)
Position Strobes Off
Landing Taxi lights as Required
Select Wx Radar Off
Position Auto Brakes Off
Flap Lever Up
Call “AFTER LANDING CHECKLIST”
Checklist Push
Ensure engine cool down recommendations are met FCOM NP.21.47
- GE Engines – Run the engines for at least :03 minutes.
- RR Engines – Run the engines for at least :01 minutes.
“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
EMIRATES B-777
28 September 2011
STUDY GUIDE
8. SOP GUIDE
Page 135 of 250
CM1
CM2
Shutdown Procedure.
If Towing is needed:
Nose gear steering .............................................. Verify locked out
Do not hold or turn the nose wheel tiller during the
pushback or towing. This can damage the nose gear
or tow bar.
Do not use airplane brakes to stop the airplane during
pushback or towing. This can damage the nose gear
or the tow bar.
Park Brake Set
APU Running
Fuel Control Cutoff
Cabin Doors Disarmed
Engines Shutdown
N1 below 10%, Seat Belt Selector Off
Flight Director Off
EFB Close
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
Check Power Established Use 2 power sources FCOM SP.6.1
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)
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
Secure Procedure.
Call “SECURE PROCEDURE”
ADIRU OFF
Emergency Lights Off
Packs Set
EFB as required for Class I, II, or III
EFB as required for Class I, II, or III
EFB Class II Shutdown Procedure CM1 and CM2
Home Page (bezel key) ...........................................................................Select CM1, CM2
Shutdown ..............................................................................................Select CM1, CM2
LDS-EFB switch ....................................................................................... OFF CM1, CM2
CM1 switch located on the left forward panel and CM2 switch located on the right forward panel
Checklist Push
Call “SECURE CHECKLIST”
Electrical Supply During Ground Operations
FCOM SP.6.1
Use dual electrical sources to power the aircraft during ground
operations as much as possible.
If conditions permit, and two independent ground power sources are
available, the APU should be switched off to conserve fuel.
“SECURE CHECKLIST Complete”
Laptop computer Stowed power supply connected if below 30%
Flight Deck Door key check
If Towing required ensure the Nose Gear Steering is locked out.
Last Items Prior To Leaving Cockpit
3 minutes after HYD PRESS SYS L+C+R message is shown
record the STATUS and ALERT messages in the maint. Log.
L Com to RVHF, FLT, SPKR Volumes set to 12:00
Seat Belt Stowed.
Ensure all paperwork signed
1. Aircraft Tech Log Book
2. Cabin Log Book
3. Voyage Report
4. Flight Plan
Reset Flight instruments
R Com to RVHF, FLT, SPKR Volumes set to 12:00
Transponder Standby 2000
Seat Belt Stowed
EMIRATES B-777
Departure SOP
Cleared to line up on runway
.
28 September 2011
STUDY GUIDE
8. SOP GUIDE
Page 136 of 250
SPEED,
VNAV PATH
28,000’ ASL
27,000’ ASL
FL 270 Climbing FL280
20,000’ ASL
FL200 Climbing FL280
Transition Altitude, Altimeters Reset 1013mb
Transition Altitude, Altimeters Reset 1013mb
Transition Altitude
Transition
DEPARTURE BRIEFING
Emergency Briefing
Brief and identify Threats
Charts
Terrain
Weather
Operational
10,000 Climbing FL280
Flap 1
Hold
400’ AAL
A/P On
V1
Gear Up
LNAV
400
THRUST SET,
80 Knots
Ldg Lts & Strbs On
PA Cabin Crew
Verify Rwy Hdg
TAKE OFF REVIEW
Flap __
Rwy ___
V2 ___
TOGA,TOGA, LNAV VNAV Armed
5,000
249 Track
SID
Stab trim set for Take-off
PF CDU T/O
PNF, CDU LEGS
Transponder ____
TO Review complete
Display Checklist
If airport elevation above 1,000 ASL use 10,000 AAL
1,000’ AAL
After T/O Checklist
Complete
THR REF
VNAV
10,000’ or FL100
Display the Checklist
Engine AI Auto
After T/O Checklist
Flap Up
Takeoff,
THRUST REF
Taxi Clearance
Brief Taxi
Taxi lights ON
Release park brake
Call For T/O Review
Lights Off
Seatbelts Auto
Leaving 5,000 feet
Climbing FL280
PF Procedures
Prior to Takeoff the duties
of the PF will be completed
by CM1.
PNF Procedures
Rotate
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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STUDY GUIDE
8. SOP GUIDE
Page 137 of 250
Leaving FL280
Descending 8,000 feet
Advise
purser :20
to TOD
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
Arrival SOP
Check EAI
EKIB-32R2
FL200 Descending 8,000
Seatbelt Sign On FL 200 or
TOD whichever is lower
ARRIVAL BRIEFING
Brief and identify Threats
Charts
Terrain
Weather
Operational
Fuel
20,000’ ASL
Transition Level, Altimeters Reset ____mb
Transition Level, Altimeters Reset ____mb
10,000 Descending 8,000
10,000 Procedure
Landing, Taxi, and Rwy
Turn Off lights On
Display Checklist
Transition Altitude
Approach Checklist
Altimeters Reset
Check FMC
Complete Briefing
Call for Descent Checklist
28,000’ ASL
ILS idendtified
9,000 Descending 8,000
Landing Gear Down, Flap 20
SPEED-ALT CAP, ALT HOLD
ILS identified
Cabin Ready PA
“Cabin Crew Prepare
for Landing”
10,000’ or FL100
Flap 1………Flap…
Arm the Speedbrakes
LOC armed, G/S armed, LOC CAP,
G/S CAP, missed approach altitude set
2500
Flap 30, Landing Checklist
FAF____ft
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
If airport elevation above 1,000 ASL use 10,000 AAL
1,000’ AAL
Speedbrakes Up or
No Speedbrakes
60 knots
Minimums
EMIRATES B-777
Page 138 of 250
Aircraft Differences
8. SOP GUIDE
28 September 2011
STUDY GUIDE
-200 Differences A6-EMD-EMF
Engines
EKIB 37
EKIB 60R2
Weight
Limitations
TRENT 877 (76,900 lbs)
o RR engines may be started at the same time.
o After an RTO is performed on RR powered 777 airplanes where the thrust reversers were deployed, MCC must determine if an inspection of
thrust reversers is necessary.
o New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog.
Condition Freezing Fog and Visibility 300 meters or less.
o If Take-off within :45 minutes total taxi time, accomplish normal procedures.
o If Takeoff cannot be achieved within :45 minutes of taxi time complete the procedure below every :45 minutes before takeoff.
o 0°C to -6°C run-up the engines to 50%N1 for 60 seconds.
o -7°C to -13°C run-up the engines to 59%N1 for 60 seconds. Takeoff Config sounds at 60%N1.
o If OAT is less that -13°C engines must be manually deiced.
o Taxi in time from previous flight may be included if in same conditions.
o Further exceptions included in Bulletin.
o Engine cool down recommendations: RR Engines – Run the engines for at least :01 minutes. FCOM NP.21.47
FCOM L.10.3
FCOM 12.20.6
o
o
o
o
FCOM 12.20.3
Max Landing Fuel to ensure no fuel left in Center Tank:…………………………….7,000
Performance
Fuel
Cruise C of G Default 30% FCOM NP.21.16
Approach Category C, Circling D.
28,300 / 37,700 / 28,300.................................... 94,300
With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than…9,100. Center tank quantity must be below 4,100.
-200ER Differences A6-EMG-EMK
Engines
EKIB 37
EKIB 60R2
Weight
Limitations
Stephan Prugner Upgrade Interview Question
TRENT 892 (90,000 lbs)
o RR engines may be started at the same time.
o After an RTO is performed on RR powered 777 airplanes where the thrust reversers were deployed, MCC must determine if an inspection of
thrust reversers is necessary.
o New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog.
Condition Freezing Fog and Visibility 300 meters or less.
o If Take-off within :45 minutes total taxi time, accomplish normal procedures.
o If Takeoff cannot be achieved within :45 minutes of taxi time complete the procedure below every :45 minutes before takeoff.
o 0°C to -6°C run-up the engines to 50%N1 for 60 seconds.
o -7°C to -13°C run-up the engines to 59%N1 for 60 seconds. Takeoff Config sounds at 60%N1.
o If OAT is less that -13°C engines must be manually deiced.
o Taxi in time from previous flight may be included if in same conditions.
o Further exceptions included in Bulletin.
o Engine cool down recommendations: RR Engines – Run the engines for at least :01 minutes. FCOM NP.21.47
FCOM L.10.4
Performance
Fuel
FCOM 12.20.6
FCOM 12.20.3
o
o
o
o
Cruise C of G Default 30% FCOM NP.21.16
Approach Category C, Circling D.
29,100 / 79,300 / 29,100 .................................. 137,500
With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than…13,100. Center tank quantity must be below 15,900.
o Max Landing Fuel to ensure no fuel left in Center Tank:…………………………..16,000 Stephan Prugner Upgrade Interview Question
EMIRATES B-777
8. SOP GUIDE
Page 139 of 250
-200ER A6-EML Only Differences
Engines
EKIB 37
EKIB 60R2
Weight
Limitations
28 September 2011
STUDY GUIDE
TRENT 892 (90,000 lbs)
o RR engines may be started at the same time.
o After an RTO is performed on RR powered 777 airplanes where the thrust reversers were deployed, MCC must determine if an inspection of
thrust reversers is necessary.
o New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog.
Condition Freezing Fog and Visibility 300 meters or less.
o If Take-off within :45 minutes total taxi time, accomplish normal procedures.
o If Takeoff cannot be achieved within :45 minutes of taxi time complete the procedure below every :45 minutes before
takeoff.
o 0°C to -6°C run-up the engines to 50%N1 for 60 seconds.
o -7°C to -13°C run-up the engines to 59%N1 for 60 seconds. Takeoff Config sounds at 60%N1.
o If OAT is less that -13°C engines must be manually deiced.
o Taxi in time from previous flight may be included if in same conditions.
o Further exceptions included in Bulletin.
o Engine cool down recommendations: RR Engines – Run the engines for at least :01 minutes. FCOM NP.21.47
FCOM L.10.4
Performance
Fuel
FCOM 12.20.6
FCOM 12.20.3
o
o
o
o
o
Cruise C of G Default 30% FCOM NP.21.16
Approach Category C, Circling D.
The weight limitations for A6-EML are significantly different to the other 777-200ER aircraft.
29,100 / 79,300 / 29,100.................................. 137,500
With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than…13,100. Center tank quantity must be below 15,900.
o Max Landing Fuel to ensure no fuel left in Center Tank:…………………………..16,000 Stephan Prugner Upgrade Interview Question
-200LR Differences A6-EWA-EWJ
Engines
EKIB-22
EAD-69
Weight
Limitations
GE90-110B1L1 (110,000 lbs) (Takeoff Bump is available)
o GE engines MUST be started individually.
o High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle.
o No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if successful consider it a nuisance fault.
o Engine Oil Gulping or Hiding is common.
o Before Start Procedure: For GE Engines select CLB for all takeoffs above MLW.
o Fuel Flow Blanking with GE-90-100.
o Nuisance blanking that only occurs at or near idle during descent.
o Engine cool down recommendations: GE Engines – Run the engines for at least :03 minutes. FCOM NP.21.47
FCOM L.10.4
Performance
Fuel
FCOM 12.20.6
FCOM 12.20.4
o
o
o
o
o
o
Cruise C of G Default 20%. FCOM NP.21.16
Approach Category C, Circling D.
Use alternate C of G in the OPT if the C of G is 26% or greater. EKIB-10R4
31,300 / 82,900 / 31,300.................................. 145,500
31,300 / 82,900 / 31,300…5700 ............................151,200
If the aux tank is installed.
With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than…23,900. Center tank quantity must be below 15,900
Max Landing Fuel to ensure no fuel left in Center Tank:………………………...36,000
Stephan Prugner Upgrade Interview Question
EMIRATES B-777
Page 140 of 250
-777F Differences A6-EFD-EFE
28 September 2011
STUDY GUIDE
8. SOP GUIDE
TR 87A Appendix 4 FCOM NP.70.1
-
Cockpit Setup… 2 laptops stowed in lower stowage cabinet next to the observer seat The lock combination is 777 FCOM NP.11.8, 21.2
The B777F is not equipped with ADF receivers and cannot perform NDB approaches.
The maximum number of Main Deck occupants (Supernumerary Area and MDCC) is 6-11 depending on the configuration.
Occupants of Supernumerary Area and MDCC are restricted… See OMA 21.2.1 FCI 2010-026
International mail has loading priority over all other cargo and will be offloaded only after all other cargo, in the event of a flight being
weight restricted.
On the 777F, it is the responsibility of the CM2 to arm the doors. Commander may delegate the door operation to a suitably qualified
person on board. FCOM NP.21.28
When the MDCC is occupied the Commander shall make a PA to advise when the Seatbelt sign has been switched on.
On the 777F, it is the responsibility of CM2 to disarm the doors after completion of Shutdown Checklist. Commander may delegate the
door operation to a suitably qualified person on board. FCOM NP.21.49
Cabin Doors are now part of the Shutdown checklist. FCOM NP.21.49
SOP Changes
PRELIMINARY PREFLIGHT PROCEDURE
- The security checks are extended to include the supernumerary area, crew rest area, and galley area.
- When a Load Master is part of the crew he shall conduct the aircraft security check including the Main Deck Cargo
Compartment (MDCC) and the Lower Cargo Compartments.
- Check that catering meets crew requirements for the entire duty period and that water levels are sufficient for the flight. Ensure that
the waste compartment has been serviced. Check the galley area is secure for takeoff.
- Verify that a service check of the Emergency Power Assist System (EPAS) and Slide/Raft gas bottle has been accomplished
according to approved procedures once each flight day. Compliance is via the completion of a daily/service check by the Engineer.
- Do not store luggage behind Supernumerary Seats as this is a decompression panel and needs to be clear. Proper storage area is
in the cargo area attached to the front of the first pallet.
- Laptop Stowage area moved to the lower stowage compartment next to the second observer seat. The lock combination is 777
- The recharging of laptop batteries in the Supernumerary Area must be monitored at all times. Cargo Operations Supplement
- Flight Crew will not operate the Main Cargo Door.
FCOM NP.70.1
OMA 21
FCOM NP.21.2
PREFLIGHT PERFORMANCE CALCULATION
- Check the Final Load Data for Lateral Imbalance and respect the revised MTOW and MLW restrictions. OMC RAIG Appendix G-F
- Confirm that the load sheet reflects the installed supernumerary configuration.
- Crews operating on the 777F aircraft should select “ALT CG” option in the OPT “CG Position” window whenever the reported T/O
MAC on the Load Sheet is a value equal to or greater than 28%.
- At very low take-off weights an OPT message “INPUT WEIGHT APPEARS TOO LOW” can be displayed. If this happens follow
the FCOM procedure to calculate the takeoff performance. FCOM NP.21.32 FCOM PD 777-200F
- Set the appropriate TEMP setting from the NOTOC, if required, for the FWD and AFT lower cargo and the FWD and AFT main
deck cargo. Crew shall not refuse carriage solely on the basis of temperature stated on the NOTOC.
FCOM NP.70.1
EKIB 10R4
FCOM NP.21.32
FCOM PD 77F
BEFORE START PROCEDURE
- On completion of the Preflight Performance Calculation, entry of data into the FMC, all doors closed, and all other Preflight
Requirements have been completed, the CM2 will close and arm the entry doors, and check the girt bar indicators are yellow.
- When the last cabin door is closed the Flight Deck Crew shall ensure that the access doors to the MDCC area are closed
NOTE: Commander may delegate the door operation to a suitably qualified person on board
FCOM NP.70.1
BEFORE TAKEOFF PROCEDURE
- The “CABIN READY”, will not be received. The below steps shall be actioned on completion of the takeoff review.
PF
Select WXR/TERR switch ON.
Call “BEFORE TAKEOFF CHECKLIST”
PNF
Select WXR/TERR switch ON.
Do the BEFORE TAKEOFF Checklist
FCOMNP.21.34
DESCENT PREPARATION AND PROCEDURE
- Check the galley area is secure for descent and landing. Advise any Supernumerary personnel of descent prior to the top of
descent.
- CO349/10 COMPANY NOTAM - B777F LANDING WEIGHT - AT LOW LANDING WEIGHTS, CREWS SHALL CONSIDER THE USE OF FLAPS
25 FOR NORMAL MANUAL LANDINGS ON THE 777F, WHERE PERFORMANCE PERMITS. THIS WILL ENSURE A LESS SHALLOW PITCH
ATTITUDE ON APPROACH AND LANDING THAN WITH FLAPS 30. IF AN AUTOLAND IS REQUIRED OR LANDING PERFORMANCE
PRECLUDES A FLAPS 25 LANDING, FLAPS 30 SHALL BE USED. AS PER THE LATEST INFORMATION RECEIVED FROM BOEING, THE
MINIMUM LANDING WEIGHT FOR THE 777F, FOR WHICH SPEEDS ARE PUBLISHED IS 154,211 KGS. IN THE EVENT OF AN
UNPLANNED, OR EXTENDED HOLDING OR DIVERSION THE LANDING WEIGHT FALLS BELOW THE 154,211KGS THRESHOLD, USE
LANDING SPEEDS FOR 154,211 KGS. THE MINIMUM LANDING WEIGHT WILL BE PLANNED AS REQUIRED BY FLIGHT DISPATCH
USING BALLAST OR ADDITIONAL FUEL. - FOS KA 13JUN10
FCOM NP.70.1
AFTER FINAL TURN ON TO PARKING STAND
Runway turnoff and taxi lights ..............................................................................................................................................OFF PNF
Door display switch.............................................................................................................................................................Push PNF
NOTE: The command to disarm doors is omitted.
FCOM NP.70.1
SHUTDOWN PROCEDURE
- After the aircraft is parked and engines are shutdown, the CM2 will disarm the entry doors.
- Verify that the doors are disarmed on the doors display and the door panel before opening.
- Flight Crew will not operate the Main Cargo Door.
NOTE: Commander may delegate the door operation to a suitably qualified person on board.
FCOM NP.70.1
OMA 21
EMIRATES B-777
Page 141 of 250
B777F Differences continued
Airplane
General
8. SOP GUIDE
Freighter Doors
Pelesys
-
There are 2 crew entry doors located at L1 and L2.
3 Cargo Doors are located on the Right Side of the aircraft in
the standard locations.
The Forward and Aft Doors are electrically operated.
The Bulk Door is manually operated.
A Large Main Deck Cargo Door is located on the aft left side of
the airplane.
A MDCD (Main Deck Cargo Door) Camera monitoring system
at 1L allows an operator to perform unassisted main deck
cargo door operations from a remote control panel.
Flight Crews will not operate the Main Deck Compartment
cargo door. OMA 21.3.1
Air Systems
Pelesys
-
The Air Synoptic page and the Air Conditioning controls are also slightly different.
-
The Lower Cargo Compartments have more advanced temperature control.
They are located in the same position on the overhead maintenance panel but
now control the temperature between 4°C-27°C… The center position is 12
degrees.
The Aft Temperature selector provides heat to both the AFT and BULK cargo
compartments.
- L controls the temperature from 4°C-10°C
- H controls the temperature from 18°C-24°C
-
-
The MAIN DECK CAGRO TEMP controls the temperature from 4-27 degrees.
The 777F has recently experienced several failures of the # 3 Main Deck Shutoff
Valves, in the air distribution system, with corresponding delays. There are six
Main Deck Shutoff Valve's installed on the 777F. These valves are commanded
closed during a Class E fire event. There are four valves installed in the #1 and #2
positions and are open during normal operations. The Forward #3 and Aft #3
valves close when the Main Deck Flow Selector is set to NORMAL and the valves
open when the Main Deck Flow Selector is set to HIGH. All six Main Deck Shutoff
Valves are commanded to full open after landing as part of an automated BITE
check. The valve manufacturer is currently developing a fix for the failures, but
until that time, Boeing recommends operating with the Main Deck Flow
Selector set to HIGH flow to allow the #3 Main Deck Shutoff Valves to
operate the same as the other four shutoff valves. The fuel burn penalty is
0.1% to 0.2% and is reflected in the OFP.
28 September 2011
STUDY GUIDE
EMIRATES B-777
Page 142 of 250
B777F Differences continued
Communication
Pelesys
Engines
EKIB-22
EAD-69
Weight
Limitations
28 September 2011
STUDY GUIDE
8. SOP GUIDE
o
o
o
PA system only broadcasts to the Supernumerary Seating area, Lavatory, and Crew Rest areas.
o
There are 4 wing inspection call panels on the main flight deck. These panels have call
capability to the flight deck through the Flight Interphone. A portable handset must be
attached for two-way communication with the flight deck.
Cargo Interphone System
The Load Masters amplifier panel is located by the Aft of the Main
Deck Cargo Door. The Panel has two way call capability with the
Flight Deck.
GE90-110B1L1 (110,000 lbs) (Takeoff Bump is available)
o GE engines MUST be started individually.
o High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle.
o No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if successful consider it a nuisance fault.
o Engine Oil Gulping or Hiding is common.
o
Before Start Procedure: For GE Engines select CLB for all takeoffs above MLW.
o Fuel Flow Blanking with GE-90-100.
o Nuisance blanking that only occurs at or near idle during descent.
o Engine cool down recommendations: GE Engines – Run the engines for at least :03 minutes. FCOM NP.21.47
FCOM L.10.4
EKIB-10R4
o Crews operating on the 777F aircraft should select “ALT CG” option in the OPT “CG Position” window whenever the reported T/O MAC on
Performance
o
o
o
o
Fire Protection
Pelesys
Main Cargo Fire Protection
o
The 777 Freighter has an additional CARGO FIRE ARM switch for the MAIN DECK.
-
The Main Deck is divided into 8 fire detection areas, 46 smoke detectors, each with dual
photo sensors, monitor the main deck and function the same as in the lower cargo
compartments.
Pushing the MAIN DECK cargo fire arm switch, enables main deck fire suppression,
turns off two packs, configures equipment cooling to closed loop mode, shuts off all
airflow to the main deck, shuts off airflow and heat to lower cargo compartments.
-
-
Fuel
o
o
FCOM 12.20.4
o
FCOM 12.20.7
the Load Sheet is a value equal to or greater than 28%.
Cruise C of G Default 20% FCOM NP.21.16
Approach Category D.
MTOW and MLW are corrected if a Lateral Imbalance exists… see Final Load Data. OMC Appendix G-F page 18
For OPT message “INPUT WEIGHT APPEARS TOO LOW”… See procedure in FCOM PD 40.1
Pushing the Cargo Fire DEPR/DSCH switch initiates a controlled depressurization to a
cabin altitude of 25,000 feet. The reduced oxygen content of the air suppresses the fire.
When smoke is no longer detected, the cargo fire warning light extinguishes and the
EICAS message is removed.
31,300 / 82,900 / 31,300 ............................... 145,500
With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than…23,900. Center tank quantity must be below 15,900
Max Landing Fuel to ensure no fuel left in Center Tank:………………………………….…...36,000
Stephan Prugner Upgrade Interview Question
EMIRATES B-777
Page 143 of 250
-300 Differences A6-EMM-EMX
Airplane
General
Engines
8. SOP GUIDE
28 September 2011
STUDY GUIDE
o External Camera available to see wheel positions during taxi.
EKIB 37
TRENT 892 (90,000 lbs)
o After an RTO is performed on RR powered 777 airplanes where the thrust reversers were deployed, MCC must determine if an inspection of
EKIB 60R2
o New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog.
thrust reversers is necessary.
Weight
Limitations
Condition Freezing Fog and Visibility 300 meters or less.
o If Take-off within :45 minutes total taxi time, accomplish normal procedures.
o If Takeoff cannot be achieved within :45 minutes of taxi time complete the procedure below every :45 minutes before
takeoff.
o 0°C to -6°C run-up the engines to 50%N1 for 60 seconds.
o -7°C to -13°C run-up the engines to 59%N1 for 60 seconds. Takeoff Configuration sounds at 60%N1.
o If OAT is less that -13°C engines must be manually deiced.
o Taxi in time from previous flight may be included if in same conditions.
o Further exceptions included in Bulletin.
o Engine cool down recommendations: RR Engines – Run the engines for at least :01 minutes. FCOM NP.21.47
FCOM L.10.4
Performance
Fuel
FCOM 12.20.6
FCOM 12.20.3
o
o
o
o
o
Cruise C of G Default 30%. FCOM NP.21.16
Approach Category D.
Use alternate C of G in the OPT if the C of G is 26% or greater. EKIB-10R4
29,100 / 79,300 / 29,100.................................. 137,500
With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than…13,100. Center tank quantity must be below 15,900.
o Max Landing Fuel to ensure no fuel left in Center Tank:…………………………………………………..16,000 Stephan Prugner Upgrade Interview Question
-300ER Differences
Airplane
General
Engines
EKIB-22
EAD-64R1
EAD-69
o External Camera available to see wheel positions during taxi.
GE90-115B or GE90-115BL1 (115,000 lbs) (Takeoff Bump is available if GE115-BL1 installed)
o GE engines MUST be started individually.
o High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle.
o No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if successful consider it a nuisance fault.
o Engine Oil Gulping or Hiding is common.
o Before Start Procedure: For GE Engines select CLB for all takeoffs above MLW.
o GE90-115B Flameouts Following RTOs.
o Crews should avoid abrupt thrust lever movement in the forward thrust range during the time period immediately following thrust
reduction to idle.
Fuel Flow Blanking with GE-90-100.
o Nuisance blanking that only occurs at or near idle during descent.
o Engine cool down recommendations: GE Engines – Run the engines for at least :03 minutes. FCOM NP.21.47
o
Weight
Limitations
FCOM L.10.5
Performance
Fuel
FCOM 12.20.6
FCOM 12.20.4
o
o
o
o
o
Cruise C of G Default 17.5%. FCOM NP.21.16
Approach Category D.
Use alternate C of G in the OPT if the C of G is 26% or greater. EKIB-10R4
31,300 / 82,900 / 31,300.................................. 145,500
With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than…23,900. Center tank quantity must be below 15,900
o Max Landing Fuel to ensure no fuel left in Center Tank:………………………………….…...36,000
Stephan Prugner Upgrade Interview Question
EMIRATES B-777
Page 144 of 250
-300ER/ULR Differences
Airplane
General
Engines
EKIB-22
EAD-64R1
EAD-69
Weight
Limitations
28 September 2011
STUDY GUIDE
8. SOP GUIDE
o External Camera available to see wheel positions during taxi.
o Crew Rest Compartment
GE90-115BL1 (115,000 lbs) (Takeoff Bump is available)
o GE engines MUST be started individually.
o High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle.
o No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if successful consider it a nuisance fault.
o Engine Oil Gulping or Hiding is common.
o Before Start Procedure: For GE Engines select CLB for all takeoffs above MLW.
o GE90-115B Flameouts Following RTOs.
o Crews should avoid abrupt thrust lever movement in the forward thrust range during the time period immediately following thrust
reduction to idle.
o Fuel Flow Blanking with GE-90-100.
o Nuisance blanking that only occurs at or near idle during descent.
o Engine cool down recommendations: GE Engines – Run the engines for at least :03 minutes.
FCOM NP.21.47
FCOM L.10.5
777-300ER MTOW Change Aircraft: A6-ECL - A6-ECU
- The new MTOW is only valid for a narrow MACTOW
23.1%-26.5% therefore the ALT C of G option in the
OPT may not be available
Performance
Fuel
FCOM 12.20.6
FCOM 12.20.4
o
o
o
o
o
Cruise C of G Default 17.5%. FCOM NP.21.16
Approach Category D.
Use alternate C of G in the OPT if the C of G is 26% or greater. EKIB-10R4
31,300 / 82,900 / 31,300 ..................................145,500
With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than…23,900. Center tank quantity must be below 15,900
o Max Landing Fuel to ensure no fuel left in Center Tank:………………………………….…...36,000
Stephan Prugner Upgrade Interview Question
EMIRATES B-777
Page 145 of 250
8. SOP GUIDE
INTENTIONALLY BLANK
28 September 2011
STUDY GUIDE
EMIRATES B-777
Page 146 of 250
8. SOP GUIDE
Emirates Decision Making Model
Emirates Decision Making Model
FLY
FLY
- Protect the airplane
- Protect the controls
- Protect yourself…
Examples
EFATO
28 September 2011
STUDY GUIDE
CRMM 9.5
NAVIGATE
NAV
- Diversion?
- Hold?
- Approach?
COM
COMMUNICATE
- Who do I need to speak with Urgently
ASSESS
ASS
- If your current condition gets better or worse or there is
significant new information go back to FLY and start over.
- Slowly read the EICAS (stress control).
- Bring in other pilot, purser, Company, ATC as required.
RTO
- Is it Time Critical???
ACT
ACTION
- Memory Items – Checklist - EICAS – Normal Checklists…
MAN
Engine Failure in Cruise
MANAGE
- Other Pilot – Purser – Company – ATC – fuel – weather –
diversion - …
- Several Acronyms available…
o D ..... Decisions, Divert, Dump…
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
Boeing Non-Normal Situation Guidelines
o
o
o
o
o
R ..... Recognition of the Non-Normal
A ..... Airplane Control
A ..... Analyse
T...... Take Action
E ..... Evaluate
o
o
o
o
o
W .... Weight
W ....Weather
P ......Purser
P ......Passengers
C......Checklists
Rapid Depress with TCAS
FCTM 8.1
Uncontrollable Fire after T/O
When making decisions that enter grey areas consider the following:
OMA 1.1 Flight Operations Mission
To operate Emirates aircraft in the SAFEST and most EFFICIENT manner.
SLR
Is it SAFE, LEGAL, and do you have a REASON.
Tips for dealing with differences with other crew member: CRMM 4.5
A ....... ASK what he/she is thinking.
S ........ If required SUGGEST a better option.
I ......... If required INSIST on the change.
Tips for dealing Disruptive Passengers: CCEM 315 page 4
L ................................... Listen what he/she is thinking.
E ................................... Empathise a better option.
A ................................... Ask Open Questions on the change.
P ................................... Paraphrase on the change.
EMIRATES B-777
8. SOP GUIDE
Page 147 of 250
RTO Actions
28 September 2011
STUDY GUIDE
Stop the Aircraft
Alert the Crew
PA
“Attention Crew at Stations”
Call for required Recall
CM1
Set the park brake
Access the situation
FLT Instruments, CM2,
Purser, ATC, and
Emergency Services.
CM2
Complete the
required Recall
Evacuation
Decision
QRH CI.2.5
With the airplane stationary on the
ground, the Captain and First Officer
take action based on the preflight areas
of responsibility. After moving the
control, the crewmember taking the
action also states the checklist response.
PA
NO
“Cabin Crew revert to
Normal Operations”
YES
Turn on the STORM LIGHTS
“Passenger Evacuation Checklist”
required PA
“Left/Right/Forward/Rear/Overwing All Available
Exits Evacuate Evacuate”
Evacuation Switch ON
-
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.
EMIRATES B-777
28 September 2011
STUDY GUIDE
8. SOP GUIDE
Page 148 of 250
Engine Malfunction After V1
PF
Release Brakes
Confirm Correct Runway
Align Aircraft on Runway MLG Steering centered for
Verify Runway heading with ND ± 10°.
FCTM 3.27 QRH MAN 2.1 FCOM NP.50.1 OMA 8.3.0.4.4.2
When Cleared to Lineup on runway
PNF
Landing and Strobe Lights On
PA “CABIN CREW PREPARE FOR T/O”
Confirm Correct Runway
Verify Runway heading with ND± 10°.
:05 before takeoff.
Cleared for Takeoff
CM 1 Start Clock 1.05 EPR or 55 % N1
“TAKEOFF” push TOGA sw
“THRUST REF”
“CHECK”
Set Thrust prior to 80 kts
“THRUST SET”
“CHECK”
“80 KNOTS”
“HOLD”
V1 Auto Callout
“ROTATE”
“POSITIVE CLIMB”
“GEAR UP”
“LNAV”
Ensure Aircraft is in Trim
“AP ON” Above 200 AGL
400 Feet
Select TRACK and follow the Engine Out Procedure.
“WHAT IS THE PROBLEM”
(If Required)
Stabilize the flight path and navigation
Call for required memory itemsl
“400” (An awareness call of a Lateral Mode Selection)
Call engine Indications and report the problem.
Complete required memory items
Example Of Memory Items Procedure
Caution:
- If TOGA selected it will
lock onto the current
track and you will be
unable to change this
until above 400’ AAL.
- 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.
“ENGINE SEVERE DAMAGE/SEPARATION LEFT MEMORY
ITEMS”.
(Provides Verbal confirmation) “CONFIRMED”
(Physically identify the correct Thrust Lever and seek confirmation)
(Retards the Thrust Lever to Idle and states)
(Provides Verbal confirmation)
“CONFIRM”
“IDLE”.
“LEFT A/T ARM SWITCH OFF”
(Physically identify the correct switch and seek confirmation)“CONFIRM”
(Place the A/T Arm switch to the OFF position and state
“OFF”.
“LEFT THRUST LEVER IDLE”.
(Provides Verbal confirmation)
“CONFIRMED”
(Physically identify the correct Fuel Control Switch and seek confirmation)
“LEFT FUEL CONTROL SWITCH CUTOFF CONFIRM”.
“CONFIRMED”
(Places the Fuel Control Switch to the cutoff and states)
“CUTOFF”.
(Physically identify the correct Engine Fire Switch and seek confirmation)
Provides Verbal confirmation)
“LEFT ENGINE FIRE SWITCH PULL CONFIRM”
“CONFIRMED”
(Pulls the Engine Fire Switch and states) “PULL”
(State) “ENGINE SEVERE DAMAGE/SEPARATION LEFT
MEMORY ITEMS COMPLETE”
Memory Items Complete and above Engine Out Acceleration Height and Turns Complete OMA 8.3.0.4.4.2
- Accelerate and retract the Flaps to UP.
- After Flap retracted confirm MAX CON Thrust. Select FLCH if
required.
- Come up with a mini plan.
o Climb to MSA and proceed to a holding fix or follow ATC
instructions.
- Call for the required Non-Normal checklists
- Review the EICAS.
- Cancel the EICAS
- Call for the AFTER TAKEOFF checklist
D Decisions, Divert, Dump…
I Inform (PNF, Purser, Pax, ATC Company)
S Setup
C Checklists
S Special Requirements
After 400 feet and required Memory Items complete, contact
ATC with PAN PAN for a Failure or MAYDAY MAYDAY for
FIRE, SEVERE DAMAGE, SEPARATION. Tell them to
standby.
TAC OFF Trim Settings Rule of Thumb
Take-off ................................... 12 units
Downwind ................................. 6 units
Approach ................................... 3 units
or… Rudder Trim should = Fuel Flow
FCTM 7.4
EMIRATES B-777
28 September 2011
STUDY GUIDE
8. SOP GUIDE
Page 149 of 250
Engine Out Procedure
FCOM NP.50.1
OMA 8.3.0.4.4.2
EICAS Message Procedure
PF
“(EICAS MSG) MEMORY ITEM”
“(EICAS MSG) CHECKLIST”
“REVIEW EICAS”
Call for any further checklists if required
“CANCEL EICAS”
“CLEAR CHECKLISTS”
EICAS
Complete the Memory Items“
“(EICAS MSG) MEMORY ITEMS COMPLETE”
“ADDITIONAL NON-NORMALS”
Complete the Checklist Items“
“(EICAS MSG) CHECKLIST COMPLETE”
“NO ADDITIONAL NON-NORMALS”
Read all EICAS messages
Cancel EICAS
Clear Checklist
Engine Out Driftdown Procedure
PF
“ENGINE OUT DRIFT DOWN PROCEDURE”
Ensure VNAV Engaged
“ENGINE FAILURE L/R CHECKLIST”
“REVIEW EICAS”
Call for any further checklists if required
“CANCEL EICAS”
“CLEAR CHECKLISTS”
Select CONT Thrust
Select a Lower Altitude
Select FLCH
Adjust Speed
Disconnect A/T and ensure CONT Thrust
FCTM 4.11 FCOM SP24 FCOM 11.31.34
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
Complete the Checklist Items“
“ENGINE FAILURE CHECKLIST COMPLETE”
Read all EICAS messages
Cancel EICAS
Clear Checklist
Engine Out Driftdown Manual Proc.
PF
PNF
“ENGINE FAILURE”
PNF
Select E/O on the VNAV Cruise page
Advise D/D Speed and D/D Altitude
Adjust the Speed and Altitude settings.
- If FMC is inoperative use Turbulence Penetration airspeed to driftdown and Engine Out Long Range cruise tables in the QRH.
FCTM 4.13
EMIRATES B-777
Page 150 of 250
Pressurization Problems
28 September 2011
STUDY GUIDE
8. SOP GUIDE
- 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 supplemental oxygen continuously after 30 minutes when the cabin pressure altitude exceeds 10000 ft and at all times
when the cabin pressure altitude exceeds 13000 ft. OMA 8.8.1
- Passengers require Oxygen Masks for Cabin Altitudes above 15,000 PA. OMA 8.8.3
- Passenger Oxygen will flow for :22 minutes CCEM Section 500
PF
PNF
If the cabin is uncontrollable or the “CABIN ALTITUDE” EICAS Warning comes ON
“CABIN ALTITUDE MEMORY ITEMS”
- OXYGEN MASKS................................................................ ON
- OXYGEN MASKS. ....................................................................... ON
Remove headset, place on shoulder
Remove headset, place on shoulder
O2 mask on
O2 mask on
Headset on
Headset on
- CREW COMMUNICATIONS.................................. ESTABLISH
- CREW COMMUNICATIONS. ........................................ ESTABLISH
- CABIN ALTITUDE AND RATE. ............................................ CHECK
IF CABIN ALTITUDE UNCONTROLLABLE:
- PASS OXYGEN SWITCH. ................ PUSH AND HOLD 1 SECOND
- DESCENT.................................................................. ACCOMPLISH
“RAPID DESCENT” Descent Accomplish
• Set a lower Alt.
- Lights On
• HDG SEL
- Notify ATC and request Altimeter Setting
• FLCH
- Call out Altitudes
• Close Thrust Levers
• Speed Brake Deploy
• Set Speed to VMO (or present speed if structural damage)
• Adjust Heading per ATC request.
• Reselect Altitude to 10,000 or Min Safe Altitude
“CABIN ALTITUDE CHECKLIST”
- Read the checklist aloud
- Call 2,000 Above Level Off Altitude
At 2,000 Reduce the Speed to LRC
- Call 1,000 above Level Off Altitude
At 1,000 Stow the Speed brake.
Establish LRC or 300 knots
After aircraft has leveled off at a safe altitude at or below 10,000
CM1
- 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.
FCTM 7.6
CM2
- Remove Mask
• Close Left O2 door and reset O2
• Establish Communications
EMIRATES B-777
Page 151 of 250
8. SOP GUIDE
Engine Handling after an Airstart
28 September 2011
STUDY GUIDE
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.
Landing Procedure – G/S Intercept from Above
Caution:
If a go-around is flown remember to set the Missed Approach Altitude
FCOM NP.21.54
EMIRATES B-777
Page 152 of 250
8. SOP GUIDE
28 September 2011
STUDY GUIDE
ILS PRM (Precision Radar Monitor) Approaches
FCTM 7.22 OMA 2.8.1.4.4.4 FCI 2010-017 OMD 5.15
- ILS PRM Approaches are designed for closely separated runways at YSSY and some US Airports.
- Minimum Separation between runway centerlines is:
o
1,500m in Australia
o
Less than 4,300ft but greater than 3,000ft in the USA
- Training requirements are:
ASA Video
FAA Video
Familiarization with PRM approach Procedures
Company Training
Familiarization with Breakout Procedures and Phraseology.
Pass an Exam
- ATIS will broadcast when PRM approaches are in use.
- If unable to fly a PRM approach you must advise ATC:
o
by 120 DME from Sydney Airport, or if departing from within 120 DME of Sydney on first contact
with ATC.
o
by a distance specified on the LH AOI Arrival page.
- When ATIS advises that ILS PRM approaches are in use Pilots should brief for the PRM approach:
o
Brief using the “PRM Briefing page on the LH AOI Arrival Page and the “ILS PRM Chart”.
o
Ensure VHF Radios are set up Left Radio to ATC Transmit and Receive, Right Radio to PRM freq
Receive only and volumes set equally.(Select the monitor freq. when instructed to contact Tower)
o
If PRM approaches are cancelled the approach may be continued after briefing
o
new minimums,
o
the monitor frequency is no longer required.
- If an Aircraft will penetrate the NTZ:
o
An Advisory Broadcast will be issue.
o
An Instruction to turn will be issued.
- If an Aircraft penetrates the NTZ:
o
A BREAKOUT ALERT will be
issued.
“BREAKOUT ALERT EK418 TURN LEFT/RIGHT IMMEDIATELY HEADING ___
CLIMB/DESCEND AND MAINTAIN ___ ALTITUDE”
o
A TRAFFIC ALERT will be issued.
“TRAFFIC ALERT EK203 TURN LEFT/RIGHT IMMEDIATELY HEADING ___
CLIMB/DESCEND AND MAINTAIN ___ ALTITUDE”
- Breakouts maneuvers must be hand flown. (The Pilot must establish a 3/sec turn within 8 seconds).
- Descending Breakouts can be given if no other options are available. (Rate of descent expected will not exceed
1,000fpm)
- USE of TCAS on PRM Approaches:
o
When in contact with tower TA or TA/RA may be selected. During a missed approach or
breakout TA/RA should be reselected.
o
TA/RA should be selected. During a breakout ATC turn instructions should be followed and
TCAS Climb/Descent instructions are controlling.
o
If while complying with a breakout you receive a TCAS/RA. You should comply with the turn portion of
the breakout but follow the climb/descent portion of the RA.
o
Breakout Procedure:
PF
Disengage A/P
Maneuver 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.
PNF
Turn Both F/Ds Off
Set MCP as instructed
Complete requested Actions
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SOIA (Simultaneous Offset Instrument Approaches) or LDA/PRM
-
-
-
-
SOIA refer to simultaneous PRM approaches to a set of
parallel runways using a straight-in ILS approach to one
runway and an offset localizer-type directional aid (LDA) with
a glide slope instrument approach to the other runway.
The LDA cannot be offset more than 3° from a parallel track.
The ILS approach is normally flown to ILS minimums and the
LDA approach is flown to minimums which allow visual
maneuvering to the final approach course.
The SIOA No Transgression Zone Ends at the LDA Missed
Approach Point.
SOIA approaches are identical to PRM approaches until the
LDA Missed Approach Point. At this point visual separation
between aircraft on adjacent courses must be applied.
A visual segment between the LDA MAP and the Runway is
required and is displayed on the approach chart.
At the LDA MAP aircraft will transition to align with the runway
centerline and be stabilized by 500 feet AGL.
Pilots should remain on the LDA course until passing the LDA
prior to maneuvering to align with the runway centerline. This
will ensure the LDA aircraft will not penetrate the NTZ while
trying to align with the runway.
During SOIA Operations aircraft will be sequenced so that the ILS aircraft will be ahead of the LDA aircraft prior
to the LDA MAP.
Ceilings for the LDA approach is established so the LDA aircraft will have approximately :30 seconds to visually
acquire the ILS aircraft prior to reaching the LDA MAP.
If visual acquisition of the ILS aircraft is not made a missed approach must be made.
To continue the approach beyond the LDA MAP the LDA aircraft must call “TRAFFIC IN SIGHT”, ensure that
the runway is in sight and must keep both in sight for the remainder of the approach.
ATC is not required to acknowledge the “TRAFFIC IN SIGHT” call.
Past the LDA MAP pilots of the LDA aircraft are responsible for their own visual separation and wake turbulence
from the ILS aircraft.
ATC should be notified as soon as practical if visual contact with the ILS aircraft is lost. A Go-around should be
flown unless otherwise instructed by ATC.
FAA PRM/SOIA training website:
http://www.faa..gov/AVR/AFS/PRMtraining
Air Services Australia
www.airservicesaustrailia.com
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Low Visibility Operations
Item
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FCOM SP 17
Remark
Special Reduced LVO qualified crews may reduce the takeoff minima to 125m for Category C and 150m for Category D aircraft, provided that the
Visibility Take-off following requirements are met:
a. Low Visibility Procedures (LVP) are in force;
Authorisation
b. High intensity runway centreline lights spaced 15m or less and high intensity edge lights spaced 60m or less are in operation;
c. The reported RVR is at or above the required takeoff RVR as shown on the LIDO CCI section for LVOPS Minima page.
TAKE-OFF
- See LVOPS Minima Chart in the CCI section. (* on AWO chart is at Captains Discretion... Not below 125m CAT C or 150m CAT D OMA 8.1.4.1.2)
- All RVR are required to be above minimum RVR - If Runway lighting is reduced refer to OMA 8.1.4.1.1
AWO TO General Above 80 knots loss of visual reference should not cause an RTO. Reduced thrust is permitted. OMA 8.4.4.1
Reference
OMA 8.1.4.1.2
OMA 8.1.4.1.1
OMA 8.1.4.1
LH AFC
FCOM SP.17 .
Take-off Alternate If it is not possible to return to the departure airport a Take-off Alternate is required.
- Within 420 nm for a Non ETOPS aircraft.
- Within 840 nm for an ETOPS aircraft (420 nm for USA Operations) provided:
i. The aircraft is ETOPS qualified as per Emirates Operating Specifications
ii. No MEL restriction prohibits 120 minutes ETOPS
iii. The departure airport is located outside the USA
Wx should be above landing minima, ceiling is required for a non-precision approach and / or a circling approaches.
USA require weather to be above Alternate Minima (ceiling and visibility required from time of departure to ETA)
OMA 2.8.1.3.2 FCI 2010-017
OMA 8.1.2.1.1
OMA 8.1.4.4.1
FCI 2010-17
OMA 2.8.1.3.1
OMA 2.8.1.3.2
NZ and Australia require T/O Alternate if weather is below CAT I landing minima.
LVO Recency
LVOPS Minima
chart in the CCI
section
AWO qualifications remain valid between PPCs.
- CAT II III approaches are only authorized at airports with LVOPS Minima chart in the CCI section.
- OMDB operations… If the TOUCHDOWN ZONE RVR is inoperative, the regulations allow the visibility reading from the midpoint RVR
to be substituted for the TOUCHDOWN RVR reading. OMDB CCI C-05
OMA 8.4.3.2
OMA 8.1.4.3.3
OMA 8.1.4.2
Approach Minima
OMA 8.1.4.3
LANDING
FCI 2010-041
Auto Landing
Distance
Before conducting an Auto Land crew must either:
- Calculate actual autoland distance using the OPT Landing Module; or
- When the OPT is unavailable add 400 meters autoland margin to the calculated actual landing distance retrieved from
QRH/Performance Inflight Advisory Section. DCPB 19Aug2009
Stabilization Point The Aircraft must be stabilized by 1,500 AGL.
Lighting
Requirements
Downgrading
Approaches
Non-Normal
Procedures
- 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 on for failed or downgraded equipment refer to LIDO General Part, RAR
-
During Setup Preselect CAT I Barometric Minimums. and set DH as per FCOM SP17.3 .
The minimum altitude to downgrade an approach is 200 AAL.
The higher minima must be briefed prior to commencing the approach.
Downgrading Calls “LAND 2” RESPONSE “CAT IIIA SET FIVE ZERO FEET”. Follow procedure FCOM SP17.3
Prior to ABP (Approach Ban Point)
-
Company NOTAM
CO81/10
OMA 8.3.0.8.5.5
FOM 17.5
Pelesys CBT
FCOM SP.17
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 SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS are 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.
FCOM SP.17
FCTM 2.20.2
FCTM 2.30.13
FCTM 5.21
EMIRATES B-777
Approach Ban
Point
See LVOPS
Minima chart for RVR requirements and Approach
Ban Point.
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ABP – Is the OM or equivalent point, for circling Approaches it is the IAF. It is included on the 10-AWO plate.
The ABP is the FAF inbound or where the final approach course is intercepted. For circling approaches it is the IAF.
OMA 8.1.4.3.3
LANDING
The ABP is the FAF or the published G/S intercept.
RVR values for TD, MP and RO (where available), shall be obtained before reaching the Approach Ban Point.
An approach shall not be continued beyond the Approach Ban Point if the reported visibility/RVR at the Approach Ban Point is less that
the applicable minimum.
If the RVR is varying between distances less than and greater than the minimum RVR the approach may be continued.
If south of 60° long. And no RVR or runway visibility (PIREP) for the runway of intended approach is available, and ground
visibility is reported to vary between distances less than and greater than the minimum visibility the approach may be
continued.
- After passing the Approach Ban Point, if the reported visibility/RVR falls below the applicable minimum, the approach may be continued
to the DH/Alert Height, or MDA.
Visual Ref. at DH CAT II 3 consecutive lights + a lateral element CAT IIIA 3 consecutive lights CAT IIIB 1 centreline light
Crew
Incapacitation
If Auto callouts fail the PNF will make the required callouts (50-40-30-20-10… not required)
Autoland
Limitations
Maximum Allowable Wind Speeds HW 25 kts
TW 15 kts
CW 25 kts
OMA 8.3.0.8.6
FCI 2010-17
OMA 2.8.1.5.3
OMA 8.3.0.8.4.2
OMA 8.3.0.8.6.2
OMA 8.3.0.8.6.3
OMA 8.1.4.3.3.1
Incapacitations are assumed when a Flight Crewmember does not respond to:
- Above 1,000AGL to 2 verbal communications.
- Below 1,000AGL to 1 verbal communication.
- Any verbal communication associated with a significant deviation from the intended flight path.
- A system malfunction
The remaining pilot may continue the approach.
Auto Callouts
OMA 8.4.4.2.6
OMA 8.3.14
OMA 8.4.4.2.5
FCTM 1.16
Glideslope Maximum 3.25°
Minimum 2.5°
- Automatic Landings can be made using flaps 20 or 30, with either engines operative, or one engine inoperative. The autopilot flight
FCOM L.10.6
director system (AFDS) ASA must display LAND 2 or LAND 3.
OMA 8.3.0.8.8.3.1
- Each CATII approach, conducted in ordinary circumstances shall be planned and flown as a CATII approach followed by an Autoland.
- Each CATIII approach shall be planned and flown as a CATIII approach followed by an Autoland. Autoland is mandatory from a CAT III OMA 8.3.0.8.8.3.2
approach
Equipment Required For LVO
Minimum ASA
CAT IIIB
LAND 3
Fail Operational
Auto Land Required
CAT IIIA
LAND 2
Fail Passive
Auto Land Required
LAND 2
Fail Passive
Auto Land Required
CAT II
CAT I
-
Minimum Equipment
3 Auto Pilots, 3 Radar Altimeters, 3 ILS receivers, 2 ASA.
Autothrottle Engaged.
No SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS displayed.
One or two engine, Flap 20 / 30.
Below AH Go-around for
N NO AUTOLAND A AUTO THROTTLE S SPEEDBRAKE A AUTO PILOT
2 Auto Pilots, 2 Radar Altimeters, 2 ILS receivers, 2 ASA
No SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS displayed.
One or two engine, Flap 20 / 30.
Below AH Go-around for
N NO AUTOLAND A AUTO THROTTLE S SPEEDBRAKE A AUTO PILOT
2 Auto Pilots, 2 Radar Altimeters, 2 ILS receivers
No SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS displayed.
One or two engine, Flap 20 / 30.
Below AH Go-around for
N NO AUTOLAND A AUTO THROTTLE S SPEEDBRAKE A AUTO PILOT
No Auto Pilots, No Radar Altimeters, 1 ILS receiver
CAT II, IIIA, or IIIB with DH Callouts
Condition
500 feet
200 feet RA with
DH
At Decision Height
OMA 8.3.0.8.8.3.1
PF
“CHECK”
“CHECK”
“LANDING” or
“GO-AROUND”
FCTM 4.20.14, 5.18-19
PNF
CAT IIIB Callouts
Condition
“500”(Auto callout from barometric altimeter)
500 feet
“TWO HUNDRED” radio altimeter
200 feet RA 0 DH
“MINIMUMS” radio altimeter
PF
“CHECK”
“LANDING” or
“GO-AROUND”
“50” FLARE (NO FLARE)
“40”
“30”
“20” IDLE
(NO IDLE)
“10” ROLLOUT(NO ROLLOUT)
OMA 8.3.0.8.8.3.2
- A CATII approach may only be planned and conducted to a runway for which a CATII or
CATIII approach is published and available.
- A CATIII approach may only be planned and conducted to a runway for which a CATIII
PNF
“500”(Auto callout from barometric altimeter)
“TWO HUNDRED” radio altimeter
“50” FLARE (NO FLARE)
“40”
“30”
“20” IDLE
(NO IDLE)
“10” ROLLOUT(NO ROLLOUT)
OMA 8.3.1.7
- The Commander is permitted to deviate from prescribed rules, minima, regulations
and procedures as required for flight safety considerations during an emergency.
approach is published and available.
EKIB-25
Occurrences of unpowered Right Transfer Bus during triple channel autopilot autoland bus
isolation…
Above 1500 AAL select APP twice to deselect and reselect the Approach.
Below 1500 disconnect A/P cycle F/Ds and reselect APP.
B777 FAQ 01 Feb 2011
If we lose either L or R auto throttle we can carry out a CAT 3B approach by manually
matching the associated thrust lever to the thrust lever that is being controlled by the working
auto throttle server?
L HYD SYS
Auto Land will not be possible due to the reduced control redundancy of the Stabilizer
EKIB-26
Autoland System should NOT be used for overweight landings
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LVO Malfunction Guidance
Minimum Altitude for Stabilization 1,500 AAL
AFDS Self Test Starts
RVR Requirements
- An approach shall not be continued beyond the ABP if the reported visibility/RVR at the ABP is less than the applicable minimum. OMA 8.3.0.8.6.2
- After passing the ABP, if the reported visibility/RVR falls below the applicable minimum, the approach may be continued to DH/Alert Height or MDA if conducting a straight-in approach. OMA 8.3.0.8.6.3
- After the ABP and above Alert Height follow the downgrade procedure and comply with the revised minima. FCOM NP.17.3
AFDS Self Test Complete
A/T fails during a CAT IIIB Approach: FCOM L.10.6
Downgrade and continue with manual Thrust Lever inputs
L HYD SYS
Auto Land will not be possible due to the
reduced control redundancy of the Stabilizer
EKIB-25
- Occurrences of unpowered Right Transfer Bus during triple
channel autopilot autoland bus isolation…
- Above 1500 AAL select APP twice to deselect and reselect
the Approach.
- Below 1500 disconnect A/P cycle F/Ds and reselect APP.
EKIB-26
Autoland System should NOT be used for overweight landings
ASA Displayed: FCTM Vol II 2.30.13
If ASA is not displayed by 500 ft RA Go-around
System Malfunction Above 200’ RA: FCOM L.17.3
If ASA unchanged and equipment not required Continue Approach or
If ASA has changed, equipment is not required. Downgrade and Continue Approach or
If ASA has changed and equipment is required Go-around
SGL SOURCE DISPLAYS SGL SOURCE RAD ALT, or SGL SOURCE ILS: FCOM L.10.6
Go-around if RVR insufficient for CAT I. If RVR sufficient Continue Approach. Manual Flight or re-engage A/P,
Manual Landing.
ILS Deviation: FCTM Vol II 2.40.6
Below 500 RA the LOC or G/S scales will flash for deviations.
Monitor to confirm corrective inputs are being applied
Continue if corrective input sufficient or
Go-around if corrective input insufficient
ILS Transmitter Failure:
The ASA will remain Unchanged
FMA displays LOC and/or G/S
EICAS AUTOPILOT for degraded operation
Continue if runway visual or
Go-around
Alert Height 200 RA
ILS Deviation: FCTM Vol II 2.40.6
Below 500 RA the LOC or G/S scales will flash for deviations.
If Alert occurs below 200 RA Go-around
SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS: FCOM L.10.6
Go-around if RVR insufficient for CAT I. If RVR sufficient Continue Approach. Manual Flight or re-engage A/P, Manual Landing.
System Malfunction Below 200’ RA: FCOM L.17.3
If no Master Caution Continue Approach.
If Master Caution CAUTION Go Around (If Visual you may continue)
Master Caution is inhibited below 200RA except for NO AUTOLAND AUTOTHROTTLE SPEEDBRAKE AUTOPILOT
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i
Single Source Malfunction Guidance
SGL SOURCE RAD ALT SGL SOURCE ILS SGL SOURCE DISPLAYS
Graphic Generator Fails:
EICAS SGL SOURCE DISPLAYS
Go-around if RVR insufficient for CAT I
If RVR sufficient Continue Approach
Manual Flight or re-engage A/P, Manual Landing.
CAUTION
L, C, or R RA Fails:
EICAS NO LAND 3 , STATUS L,C, or R RA FAIL
Go-around if RVR insufficient for CAT IIIB
L, C, or R ILS Fails:
EICAS NO LAND 3 , STATUS L,C, or R ILS FAIL
Go-around if RVR insufficient for CAT IIIB
Minimum Altitude for Stabilization 1,500 AAL
ASA…. LAND 3  LAND 2
ASA…. LAND 3  LAND 2
Second RA Fails:
EICAS SGL SOURCE RAD ALT, STATUS L,C, or R RA FAIL
Second ILS Fails:
CAUTION
AUTOPILOT DISC
, ASA changes to FLT DIR
Go-around if RVR insufficient for CAT I
If RVR sufficient Continue Approach
Manual Flight or re-engage A/P, Manual Landing.
AFDS Self Test Starts
AFDS Self Test Complete
CAUTION
EICAS SGL SOURCE ILS, STATUS L,C, or R ILS FAIL
CAUTION
AUTOPILOT DISC
ASA…. LAND 3
, ASA changes to FLT DIR
Go-around if RVR insufficient for CAT I
If RVR sufficient Continue Approach
Manual Flight or re-engage A/P, Manual Landing.
Alert Height 200 RA
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VNAV APPROACHES TO A MDA, DA, & RNP–AR APPROACHES
The most operationally suitable approach shall be planned in accordance with
OMA 8.3.2.4.2.8
RNAV Visual Flight Procedures RVFP
OMA 8.3.18.3 . FCTM 5.25 – 5.40
FCOM SP.4.5
FCOM SP20.1-20.4
-
An RVFP is not an Instrument Procedure and must only be flown when weather conditions meet certain minimums indicated on the RNAV Visual approach chart.
Pilots are responsible for separation from other aircraft during RVFP
RVFP must be line selectable form the FMS database.
RVFP should be requested on initial contact “REQUEST RNAV VISUAL RWY 29”… For Damascus do not use the term RNAV just request Visual Approach Rwy 23R.
- RVFP have no minimum set the Baro minima to 500 AAL.
Validation Criteria For VNAV Approach To MDA
OMA 8.3.0.8.8.2
a.
b.
The approach must be line selectable from the navigation database.
Modifications of the waypoint at or beyond the FAF are only permitted in line with manufacturer guidelines. (Now allowed for Cold Temperature and Displaced
Threshold adjustments FCOM TR 92 )
c. The coding of the approach shall be validated prior to modification by the crew, as described below:
i. The final approach course shall be checked to be within 3° of the published course;
ii. The distance from the FAF to RW/MAWP is check to be within 1 nautical mile;
iii.
No minimum-crossing altitude is infringed by more than 10’ (acceptable due to LIDO rounding policies);
iv. Altitude at RW or MAWP is appropriate;
v. For Airbus aircraft a difference of ± 0.1°, between the charted profile and the FM database profile is acceptable; For Boeing aircraft follow manufacturer
guidance. ( FCTM 5.32 a published GP angle on the LEGS page for the final approach segment)
vi. No other limitation exists that would invalidate the approach.
d. Prior to briefing for an approach other than ILS, the crew must enter / verify the RNP value displayed on the POS / PROG page PROG PG4 . The RNP value should be
published on the approach chart. If an RNP value is not published on the approach chart, the crew shall enter / verify the RNP value of 0.3nm.
e. The minimum applicable aircraft receivers shall be tuned and monitored. The radio aids associated with the approach must be serviceable and identified.
f. The use of autopilot shall be in accordance with the policy defined in OMA 8.3.18 . (A/T is mandatory unless U/S, A/P is mandatory above 10,000 unless U/S)
g. Waypoint sequencing must be continuously monitored throughout the approach.
h. Any apparent coding error or approach anomaly shall be reported on the FMS Navigation Database Report. Contained within the Flight Documentation Folder. Indicate
on the VR that the report has been made.
i. Flight crew must be aware of the effects of ISA deviation on the descent angle.
j. For any approach not in the navigation database, basic autopilot lateral and vertical modes should be used.
k. Published approach chart lateral and vertical profiles must be adhered to.
l. On determining that Cold Weather altitude corrections are required, CM1 and CM2 will: OMA 8.3.0.8.8.2 Procedure.
m. On determining that altitude corrections are required to adjust the VNAV profile to fly a displaced threshold, CM1 and CM2 will: OMA 8.3.0.8.8.2 Procedure
Not authorized for QFE Operations. FCOM NP 21.56
Additional Validation Criteria For VNAV Approach To DA
Descent to a DA is permitted if the RNAV or RNAV GPS minimums Box includes the text “VNAV” LH Text LAT 530
- Navigation solution must include GPS, i.e. GPS Symbol displayed on ND. EKIB 33R3
- Flight Director and / or Autopilot in VNAV mode must be used. EKIB 33R3
- The published MDA shall used as the DA. The lowest applicable charted approach minimum is the value to be entered into aircraft systems, for all approach types. There is
no requirement to add 50ft to a published MDA. OMA 8.3.0.8.7
- The barometric altimeter, set to QNH, in accordance with FCOM procedures shall be used to annunciate when the DA has been reached.
- The radio altimeter, set in accordance with FCOM procedures, shall be used to annunciate DH or Alert Height (AH). OMA 8.3.0.8.7
Additional Criteria for RNP-AR Approach and Departure
OMA 8.3.0.8.8.9
OMA 8.3.0.8.7
FCOM NP.21.60
FCTM 5.49
These approaches are identified by a special note on the approach chart referring RNP- AR (Authorization Required). Check the Company NOTAMS to verify.
1. Pilots must be RNP AR (SAAAR) qualified.
2. Equipment required: EGPWS, 2 FMCs, CDUs (FMC L or FMC R EICAS alert not active), 2 GPS receivers, 2 Radio altimeters, 2 PFD/ND displays, A/P and F/D capable of
LNAV and VNAV, NAV AIR DATA SYS or NAV ADIRU INERTIAL EICAS alert not active
3. Select or verify VOR/DME NAV-OFF on the REF NAV DATA page. AIMS BP 14 Select or verify RAD NAV INHIBIT-ON on the REF NAV DATA page.
4. The crew must select or verify the approach RNP. The flight crew may enter 125 for the vertical RNP (PROG page 4) FCTM 5.49
5. Verify that the NAV UNABLE RNP or VERIFY POSITION EICAS alerts are not active.
6. Set current local altimeter.
7. Verify the wind is within published limits for the approach.
8. Verify that the airport temperature is within published limits for the approach - Review maximum IAS for RF legs for each segment:
IAF To FAF: 240 knots
FAF To DA: maximum IAS for CAT C minimums is 160 knots. For the IAS 161-185 use CAT D minimums, do not exceed 185 knots
Missed Approach : 265 knots.
Other Speed Restrictions: As published for the approach.
9. The Flight must be flown in LNAV/VNAV using Autopilot and Flight Director.
10. This procedure is not authorized using QFE.
11. RNP-AR approach without GPS is not permitted.
12. Correct entry of QNH upon the PF/PNF Altimeters is essential.
13. Deviation Due to weather is not possible.
14. Stabilization during a turn may be required due to a RF (Radial Fix, Arc) approach, this is acceptable.
15. Altimeters must be cross checked prior to the FAF but no earlier that the IAF. (Altimeters must agree within ±75 feet)
16. PF to Display TERR and CDU PROG page 4, PNF to display TERR or WXR and select CDU LEGS page.
Non-Normal Procedures for RNP-AR Approaches
1.
2.
3.
4.
FCOM NP.21.62
AUTOPILOT / AUTOPILOT DISC If unable to re-engage, GO-AROUND, unless runway in sight.
FMC / NAV ADIRU INERTIAL LNAV and/or VNAV lost, GO-AROUND, unless runway in sight.
GPS / NAV UNABLE RNP GO-AROUND, unless runway in sight.
ENG FAIL on Approach: Position of aircraft on the approach must be considered. Commander must decide whether to continue or GO-AROUND.
-
- IF DECISION IS TO CONTINUE APPROACH: Ensure LNAV/VNAV remains engaged.
IF DECISION IS TO GO-AROUND: At 400 feet AAL select or verify LNAV is engaged. (A turn may be part of the approach following selection
of TOGA. Select/Verify LNAV as soon as possible to ensure proper tracking.)
Simplified Validation of VNAV Approaches
FMC 4
1. Track ± 3°
2. Dist ± 1 nm
3. Crossing Altitudes ± 10 feet
4. Glide Path
OMA 8.3.0.8.8.2
NP.21.60
FCTM 5.49 EKIB 33R3
RNP-AR 4
1. RNP select or verify. Enter 125 for the Vertical RNP. (PROG page 4)
2. GPS Displayed on ND
3. QNH Checked
4. REF NAV DATA page, Select or verify VOR/DME NAV-OFF or RAD NAV INHIBIT-ON.
DISPLAYS 4
1. PF select TERR, PNF select TERR or WX
2. POS selected to monitor Raw Data
3. PF on PROG page 4.
4. PNF on LEGS
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SETUP
1.
2.
3.
4.
5.
6.
7.
Select a Database Approach.
Check the Validation Criteria
Modify Speed at FAF to be VREF30+20.
Set Barometric Minimums to DA or MDA as required.
Verify landing airport QNH has been set.
PNF must monitor Raw Data.
If available the autopilot and flight director must be engaged. (RNP-AR Approach must have A/P and F/D)
PROCEDURE
1.
FCOM NP.21.57
FCOM L.10.6
FCTM 5.39
PF
PNF
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.
6.
-
Verify A/P is engaged.
Set MCP to DA or MDA 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. FCTM 5.39
7. Approaching Glide Path call “GEAR DOWN” “FLAP 20”, arm the
Speed Brake.
8. Confirm the landing airport QNH has been set.
9. Beginning final descent call “FLAPS__” “LANDING CHECKLIST”.
10. Set the Missed Approach Altitude after established on the final descent
and more than 300 feet below the Missed Approach Altitude.
11. Auto Pilot OFF by 50 feet below MDA or at DA.
Call “APPROACHING GLIDE PATH”
Landing Gear Down, Flaps 20, Checklist display, Notify
cabin Crew to prepare for landing.
POSITION Flaps
LANDING CHECKLIST COMPLETE”
Before 1,000 AGL
Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC… Identified
P PA Completed
CHECKING OF RAW DATA FCTM 5.28
LOC, LOC B/C, LDA, SDF, IGS
- Raw data must be monitored.
VOR, TACAN, NBD, RNAV, GPS…etc.
VNAV ALT mode above the approach path
FCTM 5.39
- If VNAV ALT mode is displayed and the aircraft is above the VNAV PATH.
Set the MCP altitude to the next lower altitude and select altitude intervention.
Checking raw data may be accomplished by :
- Pushing the POS switch on the EFIS control
panel and comparing the displayed data with
the navaid symbols on the map. Example: The
VOR radials and raw DME data should overlay
the VOR/DME stations shown on the MAP and
the GPS position symbol should nearly coincide
with the tip of the airplane symbol.
- Displaying the VOR and or ADF pointers on the
map display and using them to verify you
position relative to the MAP display.
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8. SOP GUIDE
Contaminated Runways
28 September 2011
STUDY GUIDE
MOTNE (Metrological Operational Telecommunication Network Europe) Considered
more accurate than NOTAM reports as it is updated more frequently.
Do not use Braking Action
or Runway Braking
Coefficient as reported in
SNOWTAMs, etc. as a
basis for performance
corrections for Takeoff and
Landing. OMA 8.1.2.3.3
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8. SOP 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. FCOM SP.16.2
- Reduced Thrust Takeoffs are not permitted on contaminated runways. OMA 8.3.0.1.5
- to assist in determining runway condition the Water Based Material OMA 8.3.8.12.2
OMA 8.3.8.12.2
can be used.
- Take-off from an icy runway is not allowed. OMA 8.3.8.12.4
• A runway is considered to be Contaminated, or Wet, when more that 25% of
the runway surface area within the required length and width being used is
covered by a water-based material. OMA 8.3.8.12.1
- Take-off is not permitted from runways covered with more than:
• 13mm of standing water, or slush.
• 100 mm of dry snow.
• 25 mm of wet snow. OMA 8.3.8.12.4
- The available cleared or treated runway shall not be less than 30 m (A380-45 m)
OMA 8.3.8.12.4
- F/Os are not permitted to do Contaminated Runway Operations. OMA 5.2.16.2
- On the ground Engine anti-ice must be selected ON immediately after both engines
are started and remain on during all ground operations when icing conditions exist
or are anticipated, except when the temperature is below –40°C OAT. FCOM SP.16.5
- TOGA thrust is required for Contaminated Runway take-offs OMA 8.3.0.1.5 . Reduced Thrust is allowed for takeoff on a wet runway.
- Contaminated Runway Takeoff procedure – Apply slight nose down pressure to 80 knots. FCTM 3.15
- Fuel Tankering is not recommended when Take-off or Landing runway is contaminated or expected to be so. OMA 8.1.7.3.3
LIDO MANUAL
FCOM SP 16.2
Hydroplaning Speeds
Pelesys Cont. Rwy Briefing
Take-off = 9 x √P
Landing = 7.7 x √P
772 – 185psi…
77L – 218psi…
77F – 218psi…
773 – 214psi…
77W - 218psi…
772 – 185psi…
77L – 218psi…
77F – 218psi…
773 – 214psi…
77W - 218psi…
(P is the tire pressure in psi)
U.S. NOTAM RSC
Canadian NOTAMJ… Expressed in plain language using imperial units of measurement.
122 kts
132 kts
132 kts
131 kts
132 kts
(P is the tire pressure in psi)
Pelesys Cont. Rwy Briefing
Pelesys Cont. Rwy Briefing
104 kts
113 kts
113 kts
112 kts
113 kts
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8. SOP GUIDE
Page 164 of 250
Cold Weather Operations
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
Aircraft will not be dispatched until the flight crew and a qualified deicing person are satisfied the critical surfaces are clean. OMA 8.2.4.5
CAUTION: Flight Crew and Qualified Persons must be aware that even with
ambient temperatures up to +15 degrees C, ice or frost can form on a wing that
contains cold-soaked fuel. In precipitation on the ground, clear icing - which can
be very difficult to observe – may occur on top of the wing. A tactile (by touch)
inspection may be required. OMA 8.2.4.7
No Aircraft may be knowingly dispatched with an inoperative APU to an airport where de-icing may be required unless engine ground start
facilities are available. OMA 8.2.4.1
T/O in light freezing rain is permitted OMA 8.2.4.1
T/O in Light and Moderate Ice Pellets authorized see OMC Appendix K for Procedures:
- Undiluted Type IV fluid must be used.
T/O is not permitted in: OMA 8.2.4.1 FCI 2010-043
• Moderate or Heavy freezing rain.
• Heavy Ice Pellets. • Any frozen contaminate adhering to an of the aircraft critical surfaces.
• Heavy falls of wet snow (temps around 0°C). • Hail.
Snow Grains (SG) are very small white and opaque particles of ice that do not bounce or shatter on hard surfaces. Treat snow grains as
snow for holdover time purposes. PELESYS COLD WEATHER briefing
Note: (Snow is considered dry when the OAT is well below freezing with a large dew point spread and cannot be compacted into a
snowball. Dry snow falling on a cold soaked aircraft is not likely to adhere to critical surfaces.)
• Operations in Light or Moderate Ice Pellets are now approved… special conditions apply… Refer to OMC Appendix K
No aircraft will be released for take-off from any station until the Flight Crew and the Qualified Person, as dictated in the contractor’s Standards
and Procedures Manual, are satisfied that the Critical Surfaces are free from frost, ice and snow. OMA 8.2.4.5
The decision to de-ice may be made by a Qualified Person or by the flight crew. However, once the decision to de-ice has been made, it cannot
be over-ridden by the other party. OMA 8.2.4.5
A thin coating of frost up to 3mm (1/8") thick is permissible on wing lower surfaces only in an area cold soaked by fuel between the forward and
aft spars. Thin hoarfrost is permitted on the fuselage (thin enough to distinguish surface features underneath, such as paint lines, markings or lettering FCOM
SP.16.4 ). OMA 8.2.4.5
Flights may be dispatched when the Commander and the Qualified Person are confident that the snow is light, dry, is not adhering to any of the
critical surface and will blow off during taxi or the immediate start of the take-off roll. If it is available, dry unheated air will be used to remove dry,
light snow. The aircraft will be de-iced if there are any doubts about whether the snow is adhering to any portion of the critical surfaces. OMA 8.2.4.5
FCI 2010-043
A qualified Engineer will do the Secondary Inspection CSI after de-icing is complete. OMA 8.2.4.5
Engine-on de-icing is only permitted at designated stations. See OM-C Aerodrome specific information or LH Station CCI pages
• The contractor must signal to the Commander the following message and/or instruction:
“All equipment is clear of the aircraft. You may contact ground or apron control”
Where no precipitation is falling or expected a “Removal of local area contamination” deicing may be carried out under OMA 8.2.4.8.3
- Both sides of the aeroplane must be treated identically with a heated fluid suitable for a One Step Procedure.
- The Statement “De-icing only. Aeroplane is clean. Holdover times do not apply”
DE-ICING / ANTI-ICING
OMA 8.2.4.9
OMA 8.2.4.6
FCOM SP.16.6
De-icing Decision Process
Orange
Straw
Yellow
Green
Emerald
Green
Melbourne is an exception and is the only station where
hot water has been approved to remove frost when the
OAT is ≥ 5ºC. PELESYS COLD WEATHER briefing
WARNING:
Under no circumstances shall an aircraft that has been antiiced receive a further coating of anti-icing fluid directly on top
of the existing film. If additional anti-icing treatment is required
before flight, a complete de-icing, with removal of all residues
from the previous treatment, shall be performed prior to any
further anti-icing treatment being applied.
Orange
Straw
Yellow
Green
Emerald
Green
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b)
c)
d)
e)
f)
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STUDY GUIDE
Prior to de-icing communication with Crew and Passengers is mandatory. OMA 8.2.4.4
• Cabin Crew during Pre-flight and Passengers prior to Engine Start.
Tech Log Entry is required if the aircraft is de-iced. OMA 8.2.4.12
Hold over times are located on the De/Anti-Icing Worksheets from aircraft library or OMA-Appendix M ... Type I fluid and other specific Branded
Fluid guidelines are located in OMA Appendix K .
The Captain is authorized to use the more conservative generic Type II or IV table whenever a Brand Specific Type II or IV fluid not identified in
the OMC is utilized. PELESYS COLD WEATHER briefing
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. OMA 8.2.4.7
Ice Pellets…Take-off is not permitted in Heavy Ice Pellets OMA 8.2.4.1
a)
-
8. SOP GUIDE
The aircraft critical surfaces must be properly deiced before the
application of Type IV anti-icing fluid;
The allowance time is valid only if the aircraft is anti-iced with undiluted
Type IV fluid;
These allowance times are from the start of the Type IV anti-icing fluid
application;
The allowance time is limited to aircraft with a rotation speed of 100 knots
or greater (subject to 4) above);
If the takeoff is not accomplished within the applicable allowance time in
Ice Pellet allowance table, the aircraft must be completely deiced, and if
precipitation is still present, anti-iced again prior to a subsequent takeoff;
The allowance time cannot be extended by an inspection of the aircraft
critical surfaces from either inside or outside the aircraft;
g)
h)
i)
If the temperature decreases below the temperature on which the
allowance time was based, where the new lower temperature has an
associated allowance time for the precipitation condition and the present
time is within the new allowance time, then that new time must be used as
the allowance time limit;
If ice pellet precipitation becomes heavier than moderate or if the light ice
pellets mixed with other forms of allowable precipitation exceeds the listed
intensities or temperature range, the allowance time cannot be used;
If the precipitation condition stops at or before the time limits of the
applicable allowance time in ice pellet allowance table and does not restart,
the aircraft may take off up to 90 minutes after the start of the application of
the Type IV anti-icing fluid. However, under conditions of light ice pellets
mixed with light freezing rain, the OAT must not decrease during the 90minute period. OMC Appendix K
If Cabin Crew or Passengers express concern a PCI must be completed. OMA 8.2.4.4.1
If PCI required it must be completed no earlier than :05 minutes prior to takeoff. OMA 8.2.4.7
The most accurate PCI is conducted from the exterior of the aircraft by a qualified person… It is permitted from the aircraft cabin provided
adequate lighting is present which allows the representative surface to be clearly visible and any evidence of fluid failure can be accurately
determined. OMA 8.2.4.7
Emirate’s has approved the use of a Representative Surface for determination of the condition of the remainder of the Critical Surfaces. It is
the inner portion of the wing from the root, outward to the innermost engine pylon. OMA 8.2.4.8.2
Anti-ice fluids are considered to have “failed” and to have lost their effectiveness when they become diluted with falling precipitation to the point
where a build-up of contaminant becomes visible in the fluid. The fluid begins to appear opaque rather than transparent and the inability to
discern structural details through the fluid becomes apparent. There is a distinct loss of shine or gloss on the surface of the fluid. Fluid failure is
particularly difficult to detect in the case of freezing precipitation as there is usually only a reduction in shine or gloss on the surface. OMA 8.2.4.9
During cold weather operations nose gear steering should be exercised in both directions during taxi FCTM 2.14
Pre-Takeoff Assessment is required prior to take-off: OMA 8.2.4.7
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ENGINE ANTI-ICE
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STUDY GUIDE
FCOM SP.16.5
Engine Anti-ice must be ON during all ground operations if icing conditions exist or are anticipated except when OAT is below -40°C.
Engine Anti-ice must be ON or AUTO during flight when icing conditions exist or are anticipated (OAT is 10°C and below in visible moisture).
Do not use ENGINE ANTI-ICE when OAT is above 10°C.
GROUND RUN-UP REQUIREMENTS: FCOM SP.16.6
When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed, to minimize ice build-up. Use the following
procedure: CM1 - Check that the area behind the airplane is clear.
- Run-up to a minimum of 50% N1 for approximately 1 second duration at intervals no greater than 60 minutes.
(inclusive of Taxi In time in icing conditions)
- BEFORE TAKE-OFF PROCEDURE: FCOM SP.16.7
• RR ENGINES (Engine Oil Temperature Minimum of 50°C) when engine anti-ice is required and the OAT is 3°C or below take-offs require a
static run-up to a minimum of 50% N1 and stable engine operation checked prior to start of the take-off roll. FCOM SP.16.8
• GE ENGINES when engine anti-ice is required and the OAT is 3°C or below take-offs require a static run-up to a as high a thrust setting
as practical and stable engine operation checked prior to start of the take-off roll. FCOM SP.16.8
- 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%N1 for :60 seconds every 45 minutes.
- If the OAT is -7°C to -13°C run-up the engine to 59% N1 for :60 seconds every :45 minutes.
- If the OAT is -13 or below there is no effective procedure and manual de-icing is required.
- Take-off is not permitted if total taxi time in freezing fog with visibility of 300 meters or less exceeds :60 minutes without the core ice
procedure being completed. The engine core must be manually deiced.
- If the take-off cannot be completed within :60 minutes total taxi time in fog a log book entry is required and a borescope inspection
will be required within 10 flights.
FAN ICE REMOVAL FCOM SP.16.9
• RR ENGINES during flight if fan icing is suspected fan blades must be cleared. One engine at a time quickly reduce the thrust to idle for 5
seconds if this does not work advance the lever to 90% N1 momentarily.
• GE ENGINES During flight in moderated to severe icing conditions for prolonged periods with the N1 settings at or below 70% or when fan
icing is suspected due to high engine vibration. One engine at a time, reduce the thrust to idle then increase to a minimum of 70%N1 for 1030 seconds.
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8. SOP GUIDE
ALTIMETER CORRECTIONS IN COLD TEMPERATURES
Page 167 of 250
OMA 8.1.1.2
28 September 2011
STUDY GUIDE
FCOM SP 16
• Altitude temperature corrections must be applied to engine-out acceleration altitude, and approach minima (DA or MDA) whenever the
Airport OAT is 0ºC or colder.
• ISA -15ºC or colder Corrections must be applied to published en route Minimum Safe Altitudes.
• Airport OAT -30ºC 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
The OPT corrects for
cold temperature for
take-off Engine Out
Acceleration Altitude
B777 FAQ 01 Feb 2011
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8. SOP GUIDE
Page 168 of 250
De-ice Procedures on the Gate
Initial Critical
Surface
Inspection
OMA 8.2.4.5
- A light coating of frost is permissible on the
top of the fuselage.
- 3mm of frost is permitted on the undersurface
of the wing due to cold soaking
NO
YES
Monitor surfaces for
future changes
Brief FO
&
Cabin Crew
Timeline Events
Pax Boarding Complete
:
GMT
Deicing Started
:
GMT
Pushback
:
GMT
Taxi
:
GMT
T/O Slot Time
:
GMT
Co-ordinate slot time and de-ice time with
Ground Staff and Engineer
De-ice Worksheet
Check holdover times
vs. expected taxi times vs. fluid types
Review Sequence of events
1. ……………………………..
2. ……………………………..
3. ……………………………..
4. ……………………………..
5. ……………………………..
6. ……………………………..
Brief Engineer, Cabin Crew,
& Ground Staff
Accomplish Normal Procedures
When Ready for De-ice (Doors Closed)
Welcome Aboard PA and Deice PA
Accomplish Supplementary Procedures
Follow the De-ice sheet
SP.2.1 ..................
................ Wet or Contaminated Runway Conditions
SP.16.5
................ Engine Anti-ice Operation on the Ground
SP.16.5-6 ..............
Taxi Procedures
SP.16.6-7 ..............
De-icing / Anti-icing
SP.16.7
Deice Aircraft
Post Treatment Check
Complete Deice Worksheet
Make Tech Log Deice Entry
Get Verbal Clearance
“All Ground Equipment is clear of the Aircraft,
you may contact Ground or Apron Control”
Ground Air Conditioning Cart Use
SP.16.2
................ Before Takeoff Procedure
SP.16.8-10
EAD 60R2
............ Engine Anti-ice Operation In-flight
............. New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog
SP.7.1 ..................
APU Ground Pneumatic Start
SP.7.3 ..................
Engine Ground Pneumatic Start
SP.7.2 ..................
Engine Crossbleed Start
Check Slot Time
Pushback & Engine Start
Delay Flaps
10 kts taxi speed
Asymmetric Thrust
Exercise Nose Wheel Steering
Pre-Takeoff Assessment:
PCI required if:
Min Hold Over exceeded in precipitation
Passenger or Cabin Crew Report
(PCI must be done within :05 minutes prior to T/O)
Extend Flaps
Check Crosswind
Check cleared width
(min 30 meters)
Engine Run-up
Engine page displayed
Take-off
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8. SOP GUIDE
Page 169 of 250
De-ice Procedures on Remote Deicing Bay
Initial Critical
Surface
Inspection
OMA 8.2.4.5
- A light coating of frost is permissible on the
top of the fuselage.
- 3mm of frost is permitted on the undersurface
of the wing due to cold soaking
NO
YES
Monitor surfaces for
future changes
Brief FO
&
Cabin Crew
Timeline Events
Pax Boarding Complete
:
GMT
Pushback
:
GMT
Taxi
:
GMT
Deicing Started
:
GMT
Taxi
:
GMT
T/O Slot Time
:
GMT
Co-ordinate slot time and de-ice time with
Ground Staff and Engineer
De-ice Worksheet
Check holdover times
vs. expected taxi times vs. fluid types
Review Sequence of events
1. ……………………………..
2. ……………………………..
3. ……………………………..
4. ……………………………..
5. ……………………………..
6. ……………………………..
Brief Engineer, Cabin Crew,
& Ground Staff
Accomplish Normal Procedures
When Ready for Pushback
Welcome Aboard PA and Deice PA
Check Slot Time
Pushback & Engine Start
Accomplish Supplementary Procedures
Follow the De-ice sheet
SP.2.1 ..................
................ Wet or Contaminated Runway Conditions
SP.16.5
................ Engine Anti-ice Operation on the Ground
SP.16.5-6 ..............
Taxi Procedures
SP.16.6-7 ..............
De-icing / Anti-icing
SP.16.7
Deice Aircraft
Post Treatment Check
Complete Deice Worksheet
Make Tech Log Deice Entry
Get Verbal Clearance
“All Ground Equipment is clear of the Aircraft,
you may contact Ground or Apron Control”
Ground Air Conditioning Cart Use
SP.16.2
................ Before Takeoff Procedure
SP.16.8-10
EAD 60R2
............ Engine Anti-ice Operation In-flight
............. New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog
SP.7.1 ..................
APU Ground Pneumatic Start
SP.7.3 ..................
Engine Ground Pneumatic Start
SP.7.2 ..................
Engine Crossbleed Start
Delay Flaps
10 kts taxi speed
Asymmetric Thrust
Exercise Nose Wheel Steering
Pre-Takeoff Assessment:
PCI required if:
Min Hold Over exceeded in precipitation
Passenger or Cabin Crew Report
(PCI must be done within :05 minutes prior to T/O)
Extend Flaps
Check Crosswind
Check Cleared Width
(min 30 meters)
Engine Run-up
Engine page displayed
Take-off
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8. SOP GUIDE
Runway Awareness Advisory System
RAAS AUTOMATED CALLOUT
ADVISORY
Routine Advisories
Non-Routine Advisories
FCOM NP.60.1
FCOM L.10.10
CREW RESPONSES
- RAAS advisory conflicting with crew’s expectation
do require immediate verbal confirmation between
crew regarding appropriate action.
- RAAS advisory matching a crew expectation does
not require a verbal response from the crew.
High Speed Operations
1. Verify position and/or distance remaining/distance
available.
2. Contact ATC for assistance if necessary.
Low Speed Operations
1. Stop.
2. Verify position.
3. Contact ATC for assistance if necessary.
Approaching runway (on ground)
“CONFIRMED” (PF and PNF)
T “APPROACHING RUNWAY XX”
On runway (on ground)
“ON
RUNWAY
XX”
A
RAAS status can also be displayed on the Terrain Display. This is active only when the aircraft is on the ground. The procedure requires the
X Flight Crew to select the terrain display followed by a change in the displayed range to a higher or lower range. RAAS Status is displayed for
I two sweeps… The displayed Messages are as follows: RAAS-OK RAAS-N/AVBL RAAS-RTO RAAS-INOP FCOM 15.20.31
T
A
K
E
O
F
F
R
T
O
“ON RUNWAY XX”
“ON RUNWAY XX, 1200 REMAINING”
“ON TAXIWAY, ON TAXIWAY”
“ON RUNWAY XX, ON RUNWAY XX”
“1200 REMAINING”
“900 REMAINING”
“600 REMAINING”
“300 REMAINING”
“30 REMAINING”
A “APPROACHING XX”
P “APPROACHING RUNWAY XX,
P 2100 AVAILABLE”
R
O
A
C
H
L
A
N
D
I
N
G
“1200 REMAINING”
“900 REMAINING”
“600 REMAINING”
“300 REMAINING”
“30 REMAINING”
On runway (on ground)
Insufficient runway length for
takeoff (on ground)
Taxiway Takeoff
Extended Holding on Runway
Distance Remaining-Meters
(RTO)
Runway end advisory
Approaching runway (in air)
Approaching short runway (in air)
Distance Remaining-Meters
(Landing and Rollout)
Runway end advisory
“STOP” (PF)
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8. SOP GUIDE
Hot Weather Operations
- Weather is considered hot when temperatures are above 27°C.
- High Temperature and High Elevation will:
• Decrease FAF crossing altitudes.
• Increase Ground speed on approach and for touchdown.
• Increase Landing distance required.
• Engine Thrust is reduced.
• Field and Climb weights are reduced.
• Climb Performance will be reduced, consider reducing
speed for improved performance but not below the Best
Lift/Drag Point (Best Angle of Climb speed for Boeing).
• Altimeters under read.
o ISA +15 Altimeters will under read by 5%.
o ISA +30 Altimeters will under read by 10%.
o Jeppesen states the Altimeter will under read by 4%
for every 10°C above ISA.
• Brake cooling times are increased.
• Try to Start Engines with the aircraft facing into wind.
• 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.
FCOM SP.16.14
OM-C Appendix L
Severe Turbulence Operations
FCOM SP.16.15 OMC 9.5
Thunderstorm Avoidance
OMA 8.3.8.2 OM-C Ch 9 Page 23
- Takeoff or landing in the vicinity of heavy thunderstorm activity is
prohibited OMA 8.3.8.1
- SL-FL 200 Avoid strong radar returns by 10 nm. OMA 8.3.8.2
- Above FL 200 Avoid strong radar returns by 20nm. OMA 8.3.8.2
- Fly over storms clouds by at least 5,000 feet
- Do not fly under a CB.
Weather Radar Turbulence Mode
The Weather Radar only displays Turbulence when the range is 80 or
40nm or less depending on Aircraft Radar. FCOM 11.10.11
60 to 1 Rule If the Weather RADAR is set to -1° down and weather
returns inside of 60nm will be at the same level as the aircraft
TAKEOFF DECISION MAKING TOOL
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.
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Rockwell Collin WXR-2100 MultiScan™ Weather Radar
Collins WXR-2100 Operators Guide
FCOM 11.20.15
RADAR Theory:
- Bottom third of cloud is composed entirely of water an most efficiently reflects radar energy.
- Middle Third is composed of a combination of water and ice crystals. Reflectivity in this part of the storm begins
to diminish.
- Top third of the storm is composed entirely of ice crystals and is almost invisible to RADAR.
- Conventional Radars can only look at one part of the storm at a time… The Multi Scan Radar is able to scan all
parts and combine their images on one screen to provide a more complete picture.
RADAR The Ideal Beam:
- The Ideal Radar Beam would look directly below the aircraft, then follow the curvature of the earth out to the aircrafts maximum range…
- As this is not possible Collins has created the MultiScan emulates an ideal radar beam by taking information from different radar scans and
merging the information into a total weather picture. Rockwell Collins’ patented ground clutter suppression algorithms are then used to eliminate
ground clutter.
- The result is the ability for flight crews to view all significant weather from 0 to 320 NM on a single display that is essentially clutter free.
RADAR Functionality:
- GAIN Control:
- During automatic operation, MultiScan uses variable gain that is based on atmospheric temperature profiles to compensate for variations in
geographic location, time of day, and altitude in order to optimize weather returns in all phases of flight.
- Gain is thus adjusted to suit the environment in which the aircraft is flying and provide the optimum weather picture in the prevailing
conditions.
- Gain is held constant below the freezing level.
- As the aircraft ascends through the freezing level and the temperature decreases below 0° C, gain is increased.
- When temperatures fall below -40° C cloud tops are composed entirely of ice crystals and exhibit minimal reflectivity. Variable temperature
based gain increases the gain by approximately one color level in this region to provide more accurate high altitude weather returns.
- During automatic operation rotating the gain knob counterclockwise decreases receiver sensitivity. MIN gain is selected when the gain knob
is rotated fully counterclockwise and represents an approximately one and a half color level decrease in the color of the displayed weather.
Consequently, red returns may be displayed as yellow or green, yellow returns will be displayed as green or disappear entirely, and green
returns will no longer be displayed.
- Note that if a thunderstorm remains red when MIN gain is selected it indicates a storm exhibiting extreme reflectivity and is potentially a
substantial threat to the aircraft. However, the radar should only be operated at the MIN gain position for short periods of time to help identify
thunderstorm cores and areas of extreme reflectivity. The gain control should then be returned to the calibrated position. With gain set to MIN
it is possible that a thunderstorm that just crosses the red colour threshold will be displayed as green. Using MIN gain exclusively thus
increases the possibility of inadvertent thunderstorm penetration.
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8. SOP GUIDE
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STUDY GUIDE
- GROUND CLUTTER SUPPRESSION:
- Because MultiScan can examine the weather in front of the aircraft using multiple tilt settings and because the radar is able to look down into
the ground clutter to pick out significant weather, MultiScan is able to display all the weather from 0 – 320 NM that will affect the aircraft on a
single, essentially clutter-free display. And the whole process is entirely automatic, freeing the flight crew to concentrate on weather
avoidance rather than weather detection and interpretation.
- EKIB 35R1: If excessive ground returns occur in AUTO mode, deselect weather RADAR on both EFIS control panels for more than one
second. Reselect weather radar as needed. Excessive ground returns will be removed within :30 seconds.
- OVERFLIGHT PROTECTION:
- Over flight protection is designed to prevent thunderstorms that are
in the aircraft flight path from falling below the radar beam and off
the radar display during high altitude cruise.
- At extended ranges the upper radar beam scans the wet, reflective
portion of a thunderstorm in the same manner that conventional
radars scan weather today. As the aircraft approaches the storm
and the cell begins to fall below the upper radar beam, MultiScan
utilizes 6,000 feet of bottom beam information to keep the reflective
part of the storm in view. Within approximately 15 NM of the aircraft
MultiScan compares the stored digital image of the thunderstorm
with the latest sweep information and displays whichever return is
greater. If a cell that is a threat to the aircraft begins to fall below the
radar beam MultiScan displays the stored digital image of the
storm, thus ensuring that any threat thunderstorm will remain on the
display until it moves behind the aircraft. Thunderstorm tops within
5,000 feet of the airplane remain on the radar display until it no
longer poses a danger. Over flight protection is operational above
22,000 feet MSL.
- MULTI SCAN INITIALISATION:
- When automatic is initially selected, the radar will first make a
sweep that looks along the aircraft’s flight path. This ensures that
weather directly in front of the aircraft will be immediately visible to
the flight crew.
- The second sweep will be at a relatively low tilt angle. Significant
ground clutter may be visible. The ground clutter suppression
algorithms begin to have affect during the second sweep of the
antenna and will be fully initialized by the beginning of the fifth
sweep (16 seconds).
- When the initialization process is complete, the flight crew will
receive an optimized weather picture with minimal ground clutter for
any range scale selected.
- In addition, Over Flight protection will be fully engaged to prevent
thunderstorms that are a threat to the aircraft from falling below the
radar beam.
- MultiScan has a “coast” feature that allows the pilot to momentarily
switch to manual, then back to automatic. If the pilot switches from
auto to manual, then returns to auto within :38 seconds, the radar will remember the automatic settings and will not need to re-initialize.
- OPTIMIZED WEATHER DISPLAY:
- Because MultiScan emulates an ideal radar beam, the entire weather picture from 0-320 NM is stored in computer memory.
- Furthermore, since ground clutter is eliminated with computer algorithms there is no need to compromise between a tilt angle that eliminates
ground clutter and a tilt angle that gives the best weather picture.
- The pilot simply selects the desired range scale and that portion of the optimum weather presentation is displayed on the weather radar
display.
- TILT:
- During automatic operation on both Airbus and Boeing aircraft, the tilt displayed on the EFIS represents an average of the lower and upper
beam tilts.
- For instance, during take off the lower and upper beams are 4° apart. The lower beam is set to 3°, the upper beam is set to 7° and the
displayed tilt is 5°.
- As the aircraft climbs the difference between the beams decreases. At 10,000 feet AGL and higher, the difference between the upper and
lower beams is approximately 2°.
- On EFIS display systems that indicate TILT as a whole number, there may be a difference in the TILT value between the Captain and First
Officer NAV DISPLAY due to rounding in the display system.
- TURBULENCE MODE:
- Turbulence displays as MAGENTA and is only displayed out to 40nm. Radar determines turbulent areas by measuring precipitation velocity,
it can only function in the presence of precipitation. Consequently, the system is not capable of detecting clear-air turbulence.
- MAP MODE:
- When operating in automatic, MAP mode enables display of all radar echoes including terrain and weather information.
- The receiver sensitivity is decreased by approximately 10 dB (one color level) to accommodate terrain characteristics instead of weather.
- This mode enables identification of terrain features such as mountains, coastlines, bodies of water etc. No turbulence information is
displayed.
- PAC Alert is not active in MAP mode.
- PATH ATTENUATION COMPENSATION (PAC) ALERT:
- If intervening rain fall creates an attenuated area, sometimes known as a radar shadow, PAC Alert
places a yellow arc on the outer most range scale to warn the pilot of the attenuated condition.
PAC Alert is operative whenever the radar is being operated in CAL gain and the aircraft is within
80 NM of a thunderstorm.
- WARNING: NEVER FLY INTO A RADAR SHADOW!
- CAUTION: PAC Alert is disabled for all non-CAL settings.
- PAC Alert is activated during both automatic and manual radar operation.
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-
Windshear
28 September 2011
STUDY GUIDE
FCOM 15.20.23
REACTIVE WINDSHEAR
WINDSHEAR “WINDSHEAR, WINDSHEAR, WINDSHEAR”
- Excessive windshear detected by GPWS. Enabled below 1,500 feet radio altitude. GPWS windshear detection begins at rotation.
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
GPWS WINDSHEAR ALERT AND PWS
FCOM 15.20.21
- The PWS alerts are enabled 12 seconds after the weather radar begins scanning for windshear.
- Prior to T/O the PWS alerts can be enabled by selecting WXR ON, or when the thrust of either engine is in the takeoff
range and the thrust reversers are not unlocked or deployed.
- In flight with WXR ON or OFF weather radar begins scanning for windshear below 2,300 feet RA and PWS alerts are
enabled below 1,200 feet RA.
- When windshear is not predicted by the PWS, weather radar returns are displayed only when WXR switch is ON.
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
PWS WINDSHEAR CAUTION
QRH MAN.1.11
FCOM 15.20.22
- New PWS caution alerts are inhibited from 80 knots till 400 feet RA.
FCOM 15.20.35
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
PWS WINDSHEAR WARNINGS
- New PWS warning alerts are inhibited from 100 knots till 50 feet RA.
FCOM 15.20.35
EAD-24R2
Be aware of False PWS warnings
at the Kansai Airport Osaka, Japan
PWS RECOVERY QRH MAN.1.10
TAKEOFF WINDSHEAR “WINDSHEAR AHEAD, WINDSHEAR AHEAD”.
•
•
LANDING
•
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
WINDSHEAR “GO-AROUND, WINDSHEAR AHEAD”.
Perform windshear recovery procedure or at pilot’s discretion, perform a normal go-around.
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OTHER WINDSHEAR INDICATIONS
8. SOP GUIDE
28 September 2011
STUDY GUIDE
QRH MAN 1.11
WINDSHEAR RECOVERY PROCEDURE
QRH MAN 1.11 1.12
Make a PIREP
Make a PIREP
OMC Ch 9 Page 22
-
TAKE-OFF PRECAUTIONS
FCOM SP.16.18
Use Max Take-off Thrust is recommended unless the use of
reduced thrust is required to meet a dispatch performance
requirement.. (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).
APPROACH PRECAUTIONS
Use Flap 25 or 30.
FCOM SP.16.18
Stabilize Approach early, use the most suitable runway.
If Autothrottle is disengaged apply wind correction factors to a
maximum of 20 knots.
SIM NOTE
If you see or hear a thunderstorm treat it
as a possible windshear condition.
OMA 11.3.2
File an ASR when a go-around (below
1000ft) or windshear go around is flown.
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GPWS
28 September 2011
STUDY GUIDE
QRH MAN.1.5-1.6
Ground Proximity Caution
Ground Proximity Warning
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QFE Operations
FCOM SP.10.1
8. SOP GUIDE
28 September 2011
STUDY GUIDE
Emirates are not currently using this procedure at any airports. The preferred
method is to set QNH when descending through the Transition Level and convert
QFE Levels to QNH altitudes using the airport specific conversion chart, or
conversion info on the Approach Chart.
OM-C, Route Manual, Chapter 1 Beijing C-04
Rule of Thumb
How to convert QFE to QNH
(Airport Altitude in feet/100) + QFEmb = QNHmb
Pelesys Polar Operations
(Airport Altitude in Meters/30) + QFEmb = QNHmb
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Diversion Procedure
If Returning to Gate Consider:
-
Complete AFTER LANDING FLOW/CHECKLIST…
Fuel (Sufficient?)(Can you consider a faster speed?)
Deicing
Flight Time Limitations
Curfew
Flight Plan Validity
DIVERSION
-
Slot
Tech Log (New page required for ADD or Fuel)
PAs
Voyage report Record OUT and IN times
If after RTO RR engines may require Inspection EKIB-37
DIVERSION
OMA 8.3.0.10
T
Airport
Terrain



EGLL
EGBB
EGCC
-
28 September 2011
STUDY GUIDE
8. SOP GUIDE
O
Ops Hours
LIDO AOI
Alternate Selection Process
W
Weather



N
NOTAMS






C
Charts



A
Authorized?
OMC RAIG



R
P
Route
Manual
Performance?






LIDO CCI
Landing Distance
Climb Gradient etc
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 LH 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 INFORM CREW AND PASSENGERS
FMC DIVERSION PROCEDURE
o Input desired airport or choose an existing airport on the FMS Alternate page.
o Line Select R1-R4 to choose the desired Alternate Airport.
o Select DIRECT, OFFSET, OR OVER ____
o Select DIV NOW
o Execute.
ADDITIONAL CONSIDERATIONS
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
OMC RAIG 1.5.1
Destination (D)
.
Alternate (A)
An airfield served by an Emirates scheduled flight. It must be
designated as being available for such use in the Emirates
Operations Specifications.
An aerodrome to which an aircraft may proceed when it becomes
either impossible or inadvisable to proceed to or land at the
aerodrome of intended landing. (May be used as a destination if RFF
requirements are met)
Diversion During North Polar Area Operations
- Flight Crew shall use all available modes of
communication to contact NCC (Network
Control Centre) in order to co-ordinate the
choice of diversion airport ( SATCOM, HF
phone patch, or ACARS)
- If unable to contact NCC consult OMA 8.3.0.13.1.1
for further guidance regarding:
- Medical Diversion
- Technical Diversion
- Emergency Diversion
Adequate Airport (AA)
An airport to which an en route diversion, if required, can be
accomplished and it meets criteria listed for adequate airport.
(Can also be used as a Take-off Alternate)
Critical Airport (CA)
Emergency Airport (EA)
An aerodrome at which an aircraft would be able to land after a
drift-down with engine/s inoperative, or rapid descent due
depressurization or an aircraft (technical) emergency situation
while en route.
Airports that do not meet any of the above classification, but are
still listed for certain routes, where coverage from the above
categories or airports is sparse. An Emergency airport is to be
used ONLY in case of aircraft dire emergency.
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Diversion Considerations
Emirates Destination
OMA 8.3.0.10.4
GROUND HANDLING OMA 8.3.0.10.4
o Co-ordinate passenger handling with Emirates Staff.
o Passengers onboard are PIC responsibility, in terminal are Station Staff responsibility.
o If passengers asked to disembark they shall take all personal belongings with them. (No hand bags left behind)
o Inform Station Staff of any Deportees to ensure the instructions for custody are carried out. OMA 8.2.2.2.10
o PIC will liaise with local staff to ensure local regulations are not infringed.
Airport With No Company Support
OMA 8.3.0.10.5
Consult the Route Manual for additional information and ground contacts. Advise a handling agent if available ASAP.
GROUND HANDLING
TRANSIT CHECK GUIDANCE PELESYS VIDEO
o Co-ordinate passenger handling with Contracting Agent Staff and contact SMNC.
Ensure Ground Chocks are installed. If the stop is for more than 2 hours
o It is the responsibility of the PIC to arrange for the safe and efficient conduct by
or involves towing install the Nose and Main Landing gear safety pins.
ground staff to:
If the aircraft is to be towed or pushed back verify with the ground crew
- Safeguard aircraft, passengers, and cargo.
that the towing lever is placed tow position with the lock pin installed.
- Servicing of Aircraft. (Transit Check)
□ OMA 8.1.11.2.2 If assistance is unavailable the PIC can certify the TECH LOG for: If the Electrics are not powered a safety check is required to ensure
- Refuelling. FCOM SP.1.5 Refuelling procedure, OMA 20.2.2.5 Fuel Purchase & correct position of all switches and controls prior to energizing the network.
FCOM SP6.2
Credit Card…
Additional walk around items:
- TRANSIT checks. Transit Checklist located in Red Binder(Engineering
- Check inboard and outboard Aft Brake Rods
Documents Folder).
- DME airport check lubrication of pivot joints on Main Landing Gear
- Transfer defects into the ADD if they are acceptable and in accordance
- Check the Engine Oil Levels on the EICAS after the engines shutdown
with the MEL.
for more than :10 minutes but less than :30 minutes.
Captains Authority to do Transit Check/ Refuel / transfer ADDs, is in Red
- Check the Hydraulic levels.
Binder
- Review the Tech Log and the Cabin Log.
- Organize Ground duties
- Operational Test of the Fire system using the FIRE/OVHT TEST switch.
□ Passenger service (meals, hotel, accommodation, etc)
- Check the Trash Compactor has been properly cleaned.
□ Liaise with SMNC or nearest Emirates Station.
□ Handling of cargo and mail according to instructions from Operations Control. Prior to refuelling you must obtain water free samples from the bowser.
RR engine aircraft must obtain the Fuel Temperature from the EICAS and
- Crew members may be delegated to handle responsibilities.
record it in the Tech Log. If it is below 0°C you must contact MCC for
- If Passengers to be disembarked.
□ Inform Station Staff of any Deportees to ensure the instructions for custody are further guidance.
Check the Potable Water Levels and service if required.
carried out. OMA 8.2.2.2.10
Prior to Departure complete one last walk around to ensure all doors are
□ Two Cabin Crew members should escort passengers to terminal.
closed, pins are removed and there is no damage.
□ Passengers shall be requested to take all personal belongings with them. (No
hand bags left behind)
□ Remaining Cabin Crew should check cabin and arrange storage of the sealed
bar boxes.
- Purser responsibilities OMA 8.2.2.2.10 .
o
o
o
o
o
o
o
o
o
Confirm the Towing Lever is in the NORMAL spring loaded position after
removal of the Tow Bar.
Any Questions contact MCC
Terminate Flight
Advise SMNC. OMA 8.1.14.2
If flight duty limits exceed arrange accommodation and transport for crew. OMA 8.3.0.10.4
Calculate rest periods separately and crew sched. OMA 7.16
Activate the Captains Credit Card. OMA 20.2.2.5 Retain Bills and receipts and submit with Report .
Do not leave airport until suitable arrangements for passengers, and aircraft security are made. OMA 8.3.0.10.4
Arrange for aircraft Maintenance / Catering / Cleaning / Security. OMA 8.3.0.10.4
If maintenance required from outside contractor obtain written permission from QA Dubai OMA 8.1.11.2.3
Get contact number for Airport Services Manager and ensure SMNC DXB can contact the Captain in the Hotel
ASR must be filed for landing at an airport other than destination for reasons other than weather, or if Crew or Passengers are seriously ill etc…
11.3.2
Continue Flight
OMA
OPERATIONAL PROCEDURES OMA 8.3.0.10.5 , OM-C 9.3
o Make Arrangements for a CFP..
o Diversion Master Logs are available. AAN-DXB, AUH-DXB, BAH-DXB, DOH-DXB, FJR-DXB, MCT-DXB, RKT-DXB, SHJ-DXB.
Do not use Diversion Recovery Flight Plan in case of MEL restrictions with higher fuel consumption unless it can be assured that the extra fuel
amount is sufficient. Leave a copy with the Handling Agent.
o Confirm handling agent has filed ATC plan- or file locally (add flight no / dep time / reg / SEL)..
o Fill out DIVERSION FLIGHT LOADSHEET from blank forms folder. Instructions in OMC RAIG Appendix D- E-F-G- GF ,
(Max change 5 pax / 500 kgs). Leave a copy with the Handling Agent.
o Fill out TRIMSHEET from blank forms folder. Leave a copy with the Handling Agent.
o Complete the AIRCRAFT TECHNICAL LOG. Leave the pink copy with the Handling Agent.
o GENERAL DECLARATION. Leave a copy with the Handling Agent.
o If maintenance required from outside contractor obtain written permission from QA Dubai OMA 8.1.11.2.3
o Arrange for payment of Fuel, Handling, and Landing Fees if required.
o Record the following details in the VOYAGE REPORT and/or CSR: OMA 20.2.2.5
- Name of the diversion airport.
- Date and time of landing/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).
□ Submit all receipts and paper work regarding purchases to Fleet Admin within 45 days.
o ASR must be filed for landing at an airport other than destination for reasons other than weather, and If Crew or Passengers are seriously ill etc...
o Forms Required
Diversion
Load Sheet
Trim Sheet
Transit
Checklist
Diversion
Flight Log
Receipts
ASR
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8. SOP GUIDE
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Inhibits During Takeoff
FCOM 15.20.34
Landing Config Warning Alert inhibited from VR till 800RA
80 Kts
800’ RA
VR
V1
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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8. SOP GUIDE
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Inhibits During Landing
FCOM 15.20.37
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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8. SOP GUIDE
ETOPS Fuel Requirements
FCTM Vol 2 3.10.6
Old Manual no longer published
OMA 8.5.4.2
28 September 2011
STUDY GUIDE
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28 September 2011
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8. SOP GUIDE
ETOPS Alternate Weather Requirements
OMA 8.5.6.1
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8. SOP GUIDE
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North Atlantic MNPS NAT
SPECIAL AIRSPACE EXPLAINED
- Oceanic Clearance is required to operate in NAT MNPS Airspace.
- Oceanic Control Areas (CTAs) include Reykjavik, Shanwick, Gander, Santa
Maria, and New York. Between FL 285 and FL420.
- To Operate in NAT MNPS airspace aircraft must be able to maintain a high
degree of Lateral, Longitudinal, and Vertical accuracy. Aircraft and Flight
Crew must be certified by State of Registry or State of the Operator. This is
indicated by an X for NAT MNPS and a W for RVSM in item 10 of the ICAO
Flight Plan.
Equipment Required is detailed in FCOM SP21 (RVSM)and FCOM SP22 (NAT MNPS)
- Separation on the NAT MNPS is:
- Laterally 60nm or one degree of latitude. (Minimum RNP is 12.6)
- Longitudinal separation is :10 minutes when using Mach number technique.
- Vertical separation is 1,000 feet for RSVM aircraft. (Crews and aircraft must be certified for RVSM)
- Separate Organized Tracks are optimized for Direction of flight based on forecast winds aloft.
- Eastbound Tracks V,W,X,Y, and Z are created by Gander Oceanic and are valid for crossing 30 degrees west
between 0100z and 0800z.
- Westbound Tracks A,B,C,D,and E are created by Shanwick Oceanic and are valid for crossing 30 degrees west
between 1130z and 1900z
- The use of the OTS is not mandatory.
Canadian MNPS CMNPS
- CMNPS airspace is between FL330 and FL410.
- ICAO Flight Plan Item 10 Y indicates certification for CMNPS, X is certified within both boundaries.
- Min Longitudinal separation is :15 minutes, can be reduced to :10 if Mach Number Technique is used.
Polar Track System PTS
- The Polar Track Structure consists of 10 fixed tracks in Reykjavik and associated extensions in the Bodo Oceanic
airspace. These routes are not mandatory; however, it is recommended that operations between FL310 and FL390
use the PTS tracks.
Arctic Control Area ACA
- The Arctic Control Area Track Structure is 5 fixed tracks which complement the Polar Track Structure in Reykjavik.
- These Tracks are not mandatory; however, when used, Air Traffic controllers are able to make more efficient use of the
airspace win optimum flight level and separation minima’s.
- These ACA Tracks are identified by letters O,P,Q,R, and S. An example would be ACAQ or ACAS.
Northern OTS NOR OTS
- The Northern Organized Track System (NOR OTS) was created to allow the optimal use of tracks for aircraft operating
westbound between Europe and Western America (not including Alaska).
- NOR OTS tracks will be published at 21:30UTC(summer) and 22:30 UTC (winter) in the form of a Track Definition
Message (TDM).
Australian OTS AUS OTS
- AUSOTS is the trial Australian Organized Track System
setup to utilize Flex Tracks for aircraft operating between
WSSS and Australian Airports YSBN, YBBN, and YMML.
- AUSOTS will be available for aircraft meeting RNP 10
requirements.
- A TCM will be issued by Air Services Australia for review by
selected airlines to determine the appropriateness of the
FIR Boundary Entry/Exit fix in regard to flight outside
Australian airspace.
Atlantic Ocean Random Touting RNAV Area AORRA
-
The AORRA includes the airspace between FL290 and FL 410 inclusive in the region shown.
RNP10 is required in AORRA airspace.
ADS/CPDLC will be used as primary communication and HF as backup.
Flights shall enter and exit via AORRA approved gates.
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MNPS Procedures
28 September 2011
STUDY GUIDE
8. SOP GUIDE
FCOM SP22
Note: A position check shall be made at each waypoint
and the present position plotted approximately 10
minutes (or 2 degrees of longitude or 2 degrees of
latitude) after passing each waypoint.
FMC Position .................................................Obtain PNF
Obtained FMC Position........................................ Plot PNF
Note: When Plotting, below symbol will be used. UTC,
Latitude and Longitude at the plotting point shall be
completed with each plot.
Plotted FMC Position ..........................................Verify PF
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 (North American Routes) and ER (European Routes) connect the NAT to Domestic airspace. If given a reroute request a new
NAR or ER.
-
AUSOTS – Use Master CFP – Check Track and Distance – Plot Position 2-3 degrees after waypoint.
OM-C Ch 8 Pg 6
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8. SOP GUIDE
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Oceanic Crossing Procedures
NAT / MNPS
OMC RAIG 2.8 & 2.11 FCOM SP.22 FCOM SP.23
Polar Operations above 78 North Latitude
B777
Preflight Checks
FCOM SP.22.2
FCOM SP.23
OM-C RAIG 2.8 & 2.10
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.
North Atlantic Plotting Chart and North Pole Plotting Chart are available as required.
Check NAT Track message for Validity. If the flight on the OTS check that the waypoints agree with the OFP.
Check Suitability of ETOPS diversion alternates.
Verify with Dispatch whether a fuel freeze analysis is required. (If Jet A1 is loaded enter -43°C under MIN FUEL TEMP on CDU PERF INIT page)
If the OFP indicates temperatures below -65°C for more than 1:30 and you are operating with Jet A1 a fuel analysis is required.
Verify with Dispatch has evaluated solar flare activity and whether any restrictions apply.
Check Tech Log for restrictions to RNP, MNPS , RSVM, ETOPS and MEL considerations.
Altimeters crosschecked in tolerance (max allowable difference between Captain’s or FO’s altitude display and field elevation is 75 feet)
UTC time check with GPS. (777 Check GPS display on the ND)
Captains 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.
ADDITIONAL CAPTAINS SECURITY ANNOUNCEMENT REQUIRED FOR FLIGHTS INBOUND TO USA
The Transportation Security Administration of the United States has recently implemented more stringent security procedures for all
airlines entering US airspace. As a result, we ask that you strictly observe the seat belt sign when it is illuminated and do not move about
the cabin when the sign is on. Additionally, after the seat belt sign is illuminated you may not have any items in your lap while seated.
We very much appreciate you cooperation in this matter.
• Before entering the Polar Region the accuracy of the ADIRU should be thoroughly checked by a comparison against the GPS
and or by using independent navigation aids. FCOM SP.20.2
• Entering the Polar Region - Set one Radio to 123.45. Check the fuel temperature as required. Check the accuracy of the
Verify Clearance
Track and
Distance check of
MNPSA sector
•
•
•
•
•
Reclearance
Prior to Oceanic
Entry
ADIRU.
Check airway MAG/TRUE reference and transition to TRU when required.
Above 82°N/S SATCOM may become unavailable. Arrange HF frequencies and SELCAL prior to 82°N/S.
Obtain Oceanic Clearance :50 Prior to Entry ( LH Text COM 390-480 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.
•
•
•
•
At each Oceanic
Waypoint
If re-cleared on a different track than planned:
• request revised enroute CFP from DXBOVEK. weight / time and fuel at diversion waypoint / cleared FL / Track or routing.
• Load new waypoints into RTE 2
• Follow normal loading and verification procedures.
• Compare FMS tracks and distances to new CFP.
• Activate RTE 2 and check new route fuel.
• If new CFP not available select FMS Print function.
• If Print inoperative use reclearance form in spare forms folder.
• Prepare a new Plotting Chart.
• At Exit Point ensure clearance for new domestic routing.
•
•
•
•
•
•
•
•
•
Navigation accuracy check required if no ground stations will be received for 4 hours or more. POS page 2 GPS / ADIRU / FMS.
Set cleared Mach number.
Establish ADS CPDLC see OM-C, Chapter 10, FIRs.
Obtain HF frequency and establish HF SELCAL.
Set left VHF radio on 123.45 if not required for ATC.
Leave right VHF radio on 121.5.
Transponder set to 2000, 30 minutes into OCA.
Confirm aircraft at correct oceanic crossing altitude.
Consider use of SLOP for traffic avoidance. (0, R1. R2)
•
•
•
•
•
•
Check track and distance to next waypoint.
Confirm turn in correct direction.
Record Position on the OFP and Mark OFP with a \
Select PROG – POSITION REPORT and transmit Position to ATC. (Wx only required if requested)
Mark the OFP / to form an X.
Cross-check primary altimeters. (Should agree within 200 feet)
After Waypoint
Verify plotted
position.
Wx Avoidance
If clearance unavailable avoid weather
•
•
Up to 10 nm maintain cleared altitude.
Beyond 10 nm North of track descend 300 feet
Request ATC Clearance… If unable :
•
•
•
•
Turn 45º 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.
In-flight Cont.
Procedure
At Oceanic Exit
• Revised ETA required for 3 minutes or more.
• 2-3 degrees after WPT plot the FMS position
LH Text NAV 300
LH Text NAV 10-20
•
•
•
•
•
South of track climb 300 feet
Cancel the SLOP and return to center line.
If route changed obtain new domestic clearance.
Request mach number if it differs from Oceanic sector.
Check airway MAG/TRUE reference and transition to MAG when required.
Send an ACARS revised ETA.
Excellent guidance on Oceanic Procedures is available at www.nat-pco.org . Download the Sample Oceanic Checklist.
The really good information is in the Expanded Checklist section
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8. SOP GUIDE
Page 187 of 250
OM-C 10.2.11.19
Station
Bodo
CPDLC
Logon
ENOB
:15-:25
ADS Only
BIRD
:15
Reykjavik
CZQX
:15-:45
Gander
Edmonton
OMC RAIG 2.10
CZEG
:15-:45
ADS Only
KZWY
:15-:45
New York
Anchorage
Santa
Maria
PAZA
CPDLC
No ADS
LPPO
:15-:45
EGGX
:15-:45
Shanwick
Oceanic
Clearance
required before
logon.
accepted.
Oceanic Clearance
For procedures and frequencies see
LH Text RSI R-220
- Contact via VHF/HF.
- CPDLC clearance not available.
Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
- Read back to include TMI if on OTS.
- Arrange domestic route and FL clearance
to the required entry point.
- Contact via VHF/HF.
- Available via CPDLC send request to
BIRD, or via VHF/HF, see LIDO. :20 - :15
Before OCA.
Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
- Arrange domestic route and FL clearance
to the required entry point.
- Available via CPDLC send request to
CYQX, or via VHF/HF, see LIDO. 1:30 :30 Before OCA.
Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
- VHF/HF is primary for communications.
- Call Island Radio at OE for SELCAL and Prim
and SEC frequencies.
- Manual CPDLC logon with next sector required.
- Contact next Oceanic CTA at FIR for SELCAL.
- Contact next domestic frequency :10 prior to the
boundary.
- ADS is the Primary means
of position reporting.
- Voice position report not
required unless advised.
- Revise estimate if ≥:03.
- Voice is primary.
- SELCAL check required.
- Contact next Oceanic CTA at FIR for SELCAL.
- Contact next domestic frequency :10 prior to the
boundary.
- If HF Communications Lost, continue to adhere
to clearance and do not invoke radio
communications failure procedures.
- Voice report still required
unless advised.
- Expect “voice reports not
required”
- ADS is the Primary means
of position reporting.
- Revise estimate if ≥:03.
- CPDLC is primary for communications, HF is
secondary.
- Contact next Oceanic CTA at FIR for SELCAL.
- Contact next domestic frequency :10 prior to the
boundary.
- Expect “position reports
not required”
- ADS is the Primary means
of position reporting.
- Revise estimate if ≥:03.
- If “NO CLEARANCE RECEIVED WITHIN 15 MINUTES OF OCEANIC ENTRY POINT REVERT
TO VOICE PROCEDURES END OF MESSAGE” not received within :05 minutes of sending
CPDLC request for clearance, revert to voice procedures.
- If “CLA RECEIVED CLEARANCE CONFIRMED END OF MESSAGE” not received the
clearance must be confirmed on VHF.
- Clearance Delivery Frequencies are on NAT track message and are usable from 23:30-07:30
GMT. Other times use current ATC.
- Read back: EK____ OMDB Via CARPE Track B (or Random Route Coordinates)
Expect FL 330 from CARPE M.83 TMI ___
- Arrange domestic route and FL clearance to the required entry point.
- Aircraft Entering from radar controlled airspace
should not identify themselves as ADS
equipped on initial contact. The Term ADS after
the aircraft call sign should only be used leaving
radar coverage and approaching the Edmonton
ADS airspace.
- Contact New York Clearance via VHF.
- CPDLC is primary for communications, VHF/HF
- Available via CPDLC send request to
is secondary.
KZWY, or via VHF/HF, see LIDO. 1:30 - Contact next Oceanic CTA at FIR for SELCAL.
:40 Before OCA.
- Contact next domestic frequency :10 prior to the
boundary.
Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
- Arrange domestic route and FL clearance
to the required entry point..
- Contact via VHF/HF.
- Available via CPDLC send request to
LPPO, or via VHF/HF, see LIDO. 1:30 :40 Before OCA.
Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
- Arrange domestic route and FL clearance
to the required entry point..
- Contact via ACARS using ORCA (Oceanic
Route Clearance Authorization) or VHF/HF.
1:30 - :30 Before OCA.
Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
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.
Position
Reports
Communications
- Voice reports are required
in New York FIR unless
advised.
- ADS is the Primary means
of position reporting.
- Revise estimate if ≥:03.
-
- CPDLC is primary for communications, HF is
secondary.
- SELCAL check required.
- Manual CPDLC logon with next sector required.
- Contact next Oceanic CTA at FIR for SELCAL.
- Contact next domestic frequency :10 prior to the
boundary.
- Expect “position reports
not required”
- ADS is the Primary means
of position reporting.
- Voice position reports still
required unless advised.
- Revise estimate if ≥:03.
- CPDLC is primary, voice is backup.
- SELCAL check required.
- Contact next Oceanic CTA at FIR for SELCAL.
- Contact next domestic frequency :10 prior to the
boundary.
- Expect “voice reports not
required”
- ADS is the Primary means
of position reporting.
- Revise estimate if ≥:03.
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Lessons Learned
9. LESSONS LEARNED
28 September 2011
STUDY GUIDE
This Chapter is a collection of Lessons learned from the Training Manual, Simulator, Instructor Technique, and shared
experience from other pilots. It is intended to collect information from several sources, it is not intended to change
company SOP but enhance safety.
The FAQ (Frequently Asked Questions) are a great source of guidance and
are located on the company FOIP Main Menu – Manuals – FAQ – Boeing 777.
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 OMA 8.3.0.8.5.1
Delayed final flap selection on ILS and VNAV Non-ILS approaches is an approved technique. Company Flap
selection and stabilization requirements must be met.
8. 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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28 September 2011
9. LESSONS LEARNED
STUDY GUIDE
9. 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.
Page 190 of 250
10. 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”.
11. ACCELERATION FOLLOWING ENGINE FAILURE DURING TAKE OFF: TM B777 Part 1 Chap 4 page 10
- Configuration changes are approved during memory item actions, provided good awareness,
management, task discipline, and communication are maintained.
- If acceleration in VNAV to flap limit speed minus 5kts or speed intervention are used engine thrust
limitations and obstacle protections must be considered.
- Crews maneuvering for return to the departure airport must carefully consider all relevant factors
when determining the configuration management of the aircraft.
- Depending on the circumstances several techniques are available to achieve the required aircraft
acceleration.
12. 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.
13. 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.
14. 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.
15. 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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28 September 2011
9. LESSONS LEARNED
STUDY GUIDE
16. 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.
Page 191 of 250
17. 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
EMIRATES B-777
9. LESSONS LEARNED
18. When using a Supplementary Procedure consider communicating with all concerned:
Page 192 of 250
28 September 2011
STUDY GUIDE
Ground
Engineer
CM1
CM2
Cabin
Crew
ATC
19. When starting engines at gate or when no push back is required, arm the doors prior to starting the engines.
20. 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.
21. If you have to return to the gate after starting the engines. Do the AFTER LANDING Checklist to ensure the
aircraft is configured correctly. Ensure all are included in your communications… Purser, Pass, Maintenance,
SMNC, Station.
- Once back on the gate your continued considerations are Fuel, Deice, ATC Clearance, Flight Time
Limitations, Flight Plan Validity, SLOT, Pas, Tech Log, Curfew…etc.
22. Some missed approaches have a two stage climb requirement… LHR ILS27L, ZRH ILSDME14. OMA 8.3.0.9.1
states the acceleration altitude on a missed approach will be the LH published missed approach altitude.
Please ensure you achieve the second altitude on these missed approaches prior to accelerating and
retracting the flap. Also HKG has a speed requirement on the missed approach; ensure you are beyond the
speed restriction point prior to accelerating and retracting the flap.
23. There are no specific instructions on the use the FIX pages; however, they can be used to increase situation
awareness… e.g.
• 25nm circle around the MSA point, and the MSA altitude in R5 position.
• For departure insert the transition altitude in the R5 position.
• For arrival insert the transition level in the R5 position.
• For arrival insert the time for :20 minutes prior to top of descent in the R5 position.
• Departing OMDB Rwy 12, OSTIN for the EFATO procedure.
• Departing ZRH Rwy 16 EFATO procedure:
(AT KLO2.2D, LEFT TRK128, INCPT KLO 141R OUTBOUND; AT KLO 4.6D LEFT(<190KT) TO
KLO, INCPT KLO253R. HOLD S/W AT KLO21.0D, INBD073 RIGHT 1 MIN LEG)
- FIX page 1 KLO154/2.2, insert 128°
- FIX page 2 KLO, insert 141°, (can also insert 253°)
- FIX page 3 KLO141/4.6
- FIX page 4 KLO253/21.
• For VNAV approaches insert the IAF with a 2 nm circle as a reminder to configure the MCP.
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28 September 2011
9. LESSONS LEARNED
STUDY GUIDE
24. Waypoints can be created from Place Bearing Place Bearing. E.g. OM090/DW180. This can be useful when
creating a downwind leg to join an approach. FCOM 11.31.15
Page 193 of 250
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)
100
200
300
400
500
600
800
1000
0.33
0.66
1.00
1.33
1.66
2.00
2.66
3.33
Horizontal Vis (meters)
required to see Runway
Threshold
Horizontal Vis (meters) required to see
900M (3000 ft) Approach Lighting System
620
1240
1850
2460
3090
3700
4930
6170
Overhead
340
950
1560
2190
2800
4030
5270
appx. 6 x AGL ft = vis required in meters
(appx. 6 x AGL ft) - 1000 = vis required in meters
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. During Abnormal Operations requiring an Overweight Landing it is common practice to use high autobrake
settings. This can result in excessive brake temperatures and brake temperatures exceeding the FUSE
PLUG MELT ZONE. Often it is possible to stop on the runway with lower brake settings and much lower
brake temperatures. To determine if a lower autobrake setting can be used:
• Consult the QRH NORMAL CONFIGURATION LANDING DISTANCE TABLE FOR FLAP 30 or
FLAP 20.
• Find the Landing Distance for your Weight / Altitude / Wind / Temp / and Reverser condition.
• Apply a VREF adjustment to your current VREF.
31. After a Depressurization and Rapid Descent remember to make a PA stating the level off altitude.
32. Leave the Right VHF on 121.5, If you need to contact company use the center radio.
FOM 20.3.5
OMA 8.3.2.4.4.2
33. If conducting a Visual or Circling approach off of a ILS approach, Fly it as a LOC approach or use V/S or FPA
to intercept the G/S. ILS approaches lock onto the G/S below 1,500 AAL and will not level off at the required
altitude.
34. 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
36. If you are departing and receive a Final Load Data with a reduction of passengers with baggage. The normal
procedure is to coordinate with the station and return to have the baggage unloaded. If there are operational
reasons that complicate this (Curfew, Flight Duty Limits) there is another option. You can contact SMNC and
have Security do a check on the missing passengers and baggage. If the baggage has come from highly
secure airports and they can verify the baggage does not impose a threat they can issue a waiver that
authorizes carriage of the baggage without the passengers. Stephan Prugner gave this example of an actual flight during my upgrade
interview . ( I can not find a reference in the manual, the best explanation I was given is that if Security is qualified to determine the
severity of a bomb threat they are qualified to access the threat of connecting baggage)
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9. LESSONS LEARNED
Page 194 of 250
37. A comparison of Aircraft Performance from type to type can be useful… The table below is just for
familiarization…
772
772ER
772ER
772LR
772F
773
773ER
773ULR
A6-EML
WEIGHT LIMITATIONS
FCOM LIMITS
MTW
MTOW
MLW
248,115
247,207
201,848
268,526
267,519
208,652
263,990
263,083
213,188
344,276
343,369
223,167
348,358
347,451
260,815
300,278
299,370
237,682
341,101
340,194
251,290
350,173
349,266
251,290
MZFW
190,508
195,044
199,580
209,106
248,115
224,528
237,682
237,682
136kts
VREF Flap 30
138kts
LH Text General Part
Aerodromes
FLAPS UP
0’ PA
2,000 PA
4000’ PA
MLW
MTOW
MLW
MTOW
MLW, Medium Subgrade
Rigid
Flex
Rigid
Flex
Rigid
Flex
Rigid
Flex
Rigid
Flex
Rigid
Flex
Rigid
Flex
34
42
36
42
36
47
41
59
50
53
46
55
47
55
47
234kts
HOLDING FUEL CONSUMPTION @ FL 100
260T
3460
220T
224kts
3170
200T
216kts
QRH PI
Weight
MLW
Ground
Distance
243kts
260T
3690
240T
234kts
2890
180T
224kts
3460
216kts
280T
3690
234kts
3170
224kts
3460
216kts
3510
229kts
3270
240T
3170
200T
2890
238kts
260T
220T
200T
2630
243kts
240T
220T
Wt
KIAS
223kts
3030
220T
2890
217kts
2800
300T
244kts
280T
3760
253kts
280T
238kts
260T
3510
243kts
260T
229kts
3720
240T
3270
234kts
240T
223kts
3920
3500
220T
3030
224kts
3220
300T
251kts
300T
3870
280T
242kts
3610
3870
242kts
3610
260T
3360
240T
226kts
251kts
280T
260T
233kts
FF/En
g
233kts
3360
240T
3110
226kts
3110
LANDING CLIMB LIMIT WEIGHT (Flap 30 Approach, Flap 20 G/A)
MTOW, above this Temp Flap 20 Landing Flap 5 G/A is required (Big reductions for operating in icing conditions)
44°C
47°C
47°C
42°C
37°C
34°C
39°C
38°C
N/A
38°C
40°C
40°C
36°C
29°C
32°C
29°C
N/A
N/A
N/A
N/A
30°C
29°C
29°C
26°C
NORMAL LANDING DISTANCE Unfactored
2100m
2300m
1823m
1659m
2072m
1880m
Flap 30, Wet Runway, Autobrake 4, 2,000 AMSL, 15kt tailwind, ISA+30
2100m
2100m
2263m
2487m
2300m
2400m
2400m
2400m
2989m
3012m
2600m
3000m
2400m
3000m
Wet Runway, Max Manual Braking, Max available reverse, 2,000 AMSL, 15kt tailwind
1858m
1883m
1930m
2114m
2095m
2177m
1690m
1712m
1785m
1959m
1872m
1927m
2155m
2155m
2531m
2566m
2433m
2663m
1954m
1954m
2362m
2412m
2172m
2413m
2177m
1927m
2717m
2467m
NON-NORMAL LANDING DISTANCE ENGINE INOP Unfactored
QRH PI
FLAP 20
FLAP 30
FLAP 20
FLAP 30
150kts
Flex
QRH PI
500 nm
150kts
See QRH PI for Optimum Altitude
QRH PI
400 nm
149kts
37
209kts
300 nm
151kts
Rigid
240T
200 nm
139kts
PCN DISPATCH LIMITATIONS
QRH PI
100 nm
140kts
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%
320T 2.8%
6.1%
SHORT TRIP FUEL AND TIME
- Basic minimum requirement 2.1%.
- If decision height is below 200 feet
2.5%.
- Charted gradient if higher. FCOM PD
320T 0.0%
3.7%
340T 2.3%
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
3.6T
:26
FL150
5.6T
:41
FL270
7.2T
:53
FL340
9.0T
1:06
FL350
9.8T
1:14
FL350
350T 2.0%
6.3%
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
EMIRATES B-777
772
Ground
Distance
100 nm
200 nm
300 nm
400 nm
500 nm
FLAPS 1
FLAPS UP
FCOM PI
FCOM PD
0’ PA
2,000 PA
4000’ PA
28 September 2011
STUDY GUIDE
9. LESSONS LEARNED
Page 195 of 250
772ER
772ER
A6-EML
772LR
772F
773
773ER
SHORT TRIP FUEL AND TIME GEAR DOWN
773ULR
Fuel
FCOM PD 40 knot HW, MLW @ start of diversion (Add 6.3T for holding and an approach)
Time
Flt Lvl
4.8T
:31
FL190
8.4T
:53
FL240
12.1T
1:15
FL220
15.8T
1:37
FL220
19.7T
2:00
FL220
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
5.1T
:29
FL200
9.5T
:49
FL230
13.4
1:08
FL250
17.2
1:27
FL250
19.6
1:45
FL250
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
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
11,430 kgs/hr
220T
10,550 kgs/hr
200T
9,690 kgs/hr
180T
8,870 kgs/hr
240T
10,890 kgs/hr
220T
10,000 kgs/hr
200T
9,130 kgs/hr
180T
8,290 kgs/hr
260T
12,340 kgs/hr
240T
11,430 kgs/hr
220T
10,550 kgs/hr
200T
9,690 kgs/hr
260T
11,800 kgs/hr
240T
10,910 kgs/hr
220T
10,040 kgs/hr
200T
9,200kgs/hr
260T
12,340 kgs/hr
240T
11,430 kgs/hr
220T
10,550 kgs/hr
200T
9,690 kgs/hr
260T
11,800 kgs/hr
240T
10,910 kgs/hr
220T
10,040 kgs/hr
200T
9,200kgs/hr
280T
11,840 kgs/hr
260T
10,940 kgs/hr
240T
10,200 kgs/hr
220T
9,460 kgs/hr
280T
11,640 kgs/hr
260T
10,680 kgs/hr
240T
9,860 kgs/hr
220T
9,060 kgs/hr
300T
12,670 kgs/hr
280T
11,840 kgs/hr
260T
10,930 kgs/hr
240T
10,190 kgs/hr
300T
12,530 kgs/hr
280T
11,630 kgs/hr
260T
10,680 kgs/hr
240T
9,860 kgs/hr
280T
13,210 kgs/hr
260T
12,320 kgs/hr
240T
11,480 kgs/hr
220T
10,640 kgs/hr
280T
12,650 kgs/hr
260T
11,750 kgs/hr
240T
10,890 kgs/hr
220T
10,000 kgs/hr
300T
12,950 kgs/hr
280T
12,080 kgs/hr
260T
11,280 kgs/hr
240T
10,500 kgs/hr
300T
12,620 kgs/hr
280T
11,740 kgs/hr
260T
10,910kgs/hr
240T
10,100kgs/hr
300T
12,950 kgs/hr
280T
12,080 kgs/hr
260T
11,280 kgs/hr
240T
10,500 kgs/hr
300T
12,620 kgs/hr
280T
11,740 kgs/hr
260T
10,910kgs/hr
240T
10,100kgs/hr
HOLDING FUEL CONSUMPTION GEAR DOWN @ FL 100
LANDING CLIMB LIMIT WEIGHT GEAR DOWN (Flap 20 Approach, Flap 30 Landing)
205.9T
48°C
190.2T
48°C
181.2T
46°C
Max Weight and temp from chart (Big reductions for operating in icing conditions)
211T
211T
249.4T
249.4T
209.9T
256.3T
54°C
54°C
54°C
54°C
54°C
54°C
205.3T
205.3T
241.5T
241.5T
204.2T
247.1T
50°C
50°C
50°C
50°C
50°C
50°C
198.1T
198.1T
234.8T
234.8T
197.1T
239.0T
46°C
46°C
46°C
46°C
46°C
46°C
256.3T
54°C
247.1T
50°C
239.0T
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.
- LH does not publish the Missed Approach climb gradient until it is above 2.5%.
Normal Configuration Landing Distance Non-Normal Configuration Landing Distance QRH PI
- To be used to determine the UNFACTORED LANDING DISTANCE for various configurations and conditions.
- Ensure bottom statements are understood and applied if applicable.
- Non-normal landing distances assume max manual braking.
- A conservative factor should be added to all unfactored distances to allow for average pilot abilities
(In the near future Emirates will be providing guidance on this factor)
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9. LESSONS LEARNED
28 September 2011
STUDY GUIDE
38. 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.
39. 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. When advising the time remaining refer to an actual time (We will be landing at 16:25 GMT). Ensure
the Purser writes down your briefing and get a read back to ensure understanding.
40. Bomb on board situations often require diversions to airports that are close and necessitate an immediate
descent due to their proximity. Resist starting the descent until after the BOMB ON BOARD Checklist has
been completed. This will allow the pressurization panel to be set correctly… (Do not complete the FMC
Diversion procedure until after the BOMB ON BOARD checklist has been completed, the FMC diversion
procedure reschedules the pressurization and will start the cabin altitude to descent prior to the Bomb on
Board checklist being completed). (If the bomb is on a pressure switch it may go off while the aircraft is
pressurized and the damage would be increased)
41. 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
42. 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
43. Positive Climb Recognition. During rotation the cockpit rises approximately 150 feet prior to the aircraft
coming off the ground. Altimeters, VSI, and Radio Altimeters will indicate a climb while the aircraft is on the
ground. Listening for the click of the autobrakes turning off can provide useful information as to the actual lift
off of the main gear. Instructor briefing
44. How long can you Hold?
The time available to hold on the HOLD page plans to exit the hold with minimum diversion fuel. If you hold
until this time you will not have sufficient fuel to fly the approach and divert. FCOM 11.43.30
Consider increasing the reserve fuel on the PERF INIT page to display more correct information
E.g. apply an additive= track miles to fly approach x 12.5 + 500kgs (additive for extra drag of flaps and gear)
EMIRATES B-777
Page 197 of 250
10. REPORTS AND FORMS
REPORTS AND FORMS
MOR REPORT
OMA 11.3.1
28 September 2011
STUDY GUIDE
EMIRATES B-777
Page 198 of 250
10. REPORTS AND FORMS
28 September 2011
STUDY GUIDE
AIR SAFETY REPORT
OMA 11.3.2
On completion of ASR File in large red ASR drop Box in Dubai. At out Stations
ensure the local Station representative faxes the ASR to Dubai. For Significant or
Time Critical Events contact VPNC +917 4 708 1000. Ed Davidson Letter
If you have a significant event, and certainly if you declare a PAN or MAYDAY, then
if time permits please send a FREETEXT ACARS message “ATTN VPNC” with a
short summary. A telephone call must be made to VPNC on +971 4 708 1000 after
landing and this will obviously also require an ASR. Until we get in-flight electronic
reporting the best way to submit an ASR is via FOIP>Flight Information>GABI> EFA,
a paper ASR may take up to 72 hours to make it's way through the system and
during that time the aircraft may fly several times. Remember that if you raise an
ASR associated with an event then this must be annotated in the Tech Log stating
the reason for it. John Alsford (SVP Fleet) Letter
EMIRATES B-777
Page 199 of 250
10. REPORTS AND FORMS
CAPTAIN’S SPECIAL REPORT
OMA 20.14.1
28 September 2011
STUDY GUIDE
OMA 10.2.1
OMA 10.3.1
OMA 20.2.2.5
OMA 1.1.1
OMA 20.12.2
OMA 6.5.6
OMA 8.1.2.2
OMA 8.1.14.3
OMA 20.12.4.3.2 Formalities Regarding a Presumed Death on Board
OMA 20.13.2
Flight Operations Weekly Update #97-15 July 2010
OMA 8.2.2.2.15
OMA 8.2.3.1
EMIRATES B-777
Page 200 of 250
10. REPORTS AND FORMS
PASSENGER / AIRCREW ACCIDENT REPORT
28 September 2011
STUDY GUIDE
OMA 11.3.2 File an ASR
The Captain should ensure the Purser has filed a PAAR (Passenger/Aircrew Accident Report.
CONFIDENTIAL HUMAN FACTORS REPORT
OMA 11.3.5
Group Safety Report
Memo from Tim Jenkins SVP Safety
Accidents or incidents involving contract Staff must be
reported. Reporting procedures are located in the Group
Safety Manual on the Group World website
This manual was not printable off this website.
Contact Group Safety
Airport Safety Supervisor DXB +971 50 456 3341
Group Safety Duty Manager ( for serious incidents or incidents
at outstations +971 4 343 6879
EMIRATES B-777
Page 201 of 250
10. REPORTS AND FORMS
28 September 2011
STUDY GUIDE
COMMANDER'S DISCRETION REPORT
OMA 7.15.1
C15
OMA 8.1.12.5
GEN DEC
This notification is normally a Passenger Report form, it is also known as a C15 form.
OMA 8.1.12.3
OM-C RAIG Feedback Form
OMA 8.3.2.4.4.6
E6 Locker Stowage Waybill Form
OMA 8.2.2.3.4.5.1
EMIRATES B-777
Page 202 of 250
10. REPORTS AND FORMS
Portable Electronic Devices (PEDs)
OMA 8.3.19
Data Link Irregularity Reporting
OMA 8.3.2.4.4.6
OMA 8.3.19.6
28 September 2011
STUDY GUIDE
EMIRATES B-777
Page 203 of 250
10. REPORTS AND FORMS
28 September 2011
STUDY GUIDE
VOYAGE REPORT REQUIREMENTS
-
Should it be observed that Company regulations violate national or international rules or regulations, the latter shall be followed. Any such
discrepancy must be reported by the Voyage Report or Commander’s Special Report. OMA 1.1.1
When the form Initial NAT/MNPSA Route Familiarisation form is completed and signed, it should be left in the Flight Folder for inclusion in the
pilot’s record by Flight Operations Records staff, as well as annotated on the Voyage Report. OMA 5.2.8.1.2
Should a document or form be missing from the Aircraft Documents Folder, of the Spare Forms Folder, the Commander shall notify the VPNC,
and report the missing form by an entry in the voyage report. OMA 8.1.12.6
-
Any discrepancy outside the above limits shall be investigated prior to departure and noted on the Voyage Report.
-
If a Medical Diversion is required. Details of the Commander’s actions shall be included in the Voyage Report on return to Dubai.
-
OMA 8.2.1.8
Whenever the Key Cuffs are used, the complete details must be recorded on the Voyage Report and a Commander’s Special Report shall be
submitted. OMA 8.2.2.2.15
OMA 8.3.0.10.1
If a passenger is observed, or believed to have been smoking in the cabin or toilets, the cabin crew shall instruct the passenger accordingly. If the
instructions from the cabin crew are not followed, the purser shall issue a formal warning to the passenger, and advise the Commander. The purser
shall also raise a VR. OMA 8.3.15.4
Test flights may only be operated by flight crew specifically qualified for the purpose. When Engineers, Mechanics or Inspectors are required by the
test schedule, they must be approved by SVP-F and recorded on the Voyage Report as additional crew members. OMA 8.7.2
At some outstations State organisations responsible for security may attempt to get personnel or items on board aircraft and perform random
inspections and spot checks, to evaluate crew alertness. All crew should be aware of the possibility that these personnel may attempt to gain
access to the aircraft, without production or display of an ID card.
Crew members should monitor activities of ground personnel during turnarounds and should not hesitate to question any person not wearing an identity
pass, or report to the Commander any suspicions concerning a person or item.
If the aircraft is subject to inspection in this way, the occurrence should be noted on the Voyage Report. OMA 10.3.5
-
In the event of illness or injury to a passenger during flight, The Purser shall report the event to the Commander. Details of the Commanders
actions should be included on the Voyage Report on return to Dubai. OMA 20.12.4.1.2
The Purser shall make an entry in the Cabin / IFE Log and inform the Commander when the seal on the Emergency Medical Kit has been broken,
so that the Commander may make an entry in the Voyage Report. OMA 20.12.4.1.3
If pilots feel that the meals loaded for a specific flight or sector are inadequate, then this should be reported, either by way of a Voyage Report, or a
Captain’s Special Report. OMA 20.13.2
The raising of a Captain’s Special Report should be recorded on the Voyage Report.
OMA 20.14.1
If a SAFA (Safety Assessment of Foreign Aircraft) is made a note should be made on the VR. If a safety finding of a technical nature is brought to
the Captains attention, and immediate entry in the Tech Log is required. In either case an ASR is required. OMA 20.15 FCI 2010-025
EMIRATES B-777
Page 204 of 250
10. REPORTS AND FORMS
ACARS DELAY REPORTING PROCEDURE
OMA 8.3.0.2.2
28 September 2011
STUDY GUIDE
EMIRATES B-777
Page 205 of 250
11. PA ANNOUNCEMENTS
PA ANNOUNCEMENTS
IFTAR
28 September 2011
STUDY GUIDE
August 11, 2010- September 08, 2010 August 01, 2011- August 29, 2011 FCN 2009-048
- The IFTAR PA must be made as the sun is setting on the aircraft in Arabic first.
“We would like to inform our fasting passengers that it is now IFTAR time according to the area we are now flying
over - Happy IFTAR!”
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 _____.
nd
OPTION 2
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 your 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 your 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 your 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.
EMIRATES B-777
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11. PA ANNOUNCEMENTS
28 September 2011
STUDY GUIDE
FIRE
May I have your attention, Ladies and Gentlemen, this is your 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 your 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 your Captain. I have to inform you that a fault has occurred in our landing gear. We
are now carrying out the specified procedure for landing with this situation.
JETTISON OPTION
As part of our normal procedure we have to jettison fuel to reduce the aircraft's weight for landing. You may
therefore see fuel spraying from our wingtips. This is normal so don't be alarmed.
We expect to land in ____ in approximately ___ minutes and the cabin crew will now begin to prepare the cabin.
Please listen carefully to their announcements and follow their instructions.
In case the landing gear will not be firmly locked in the correct position the landing may be very rough and you may
experience some abnormal bumps and loud noises. After landing remain seated and strictly follow the orders of the
cabin crew, who undergo regular training to handle such situations.
Air Traffic Control and ground services are fully aware of our situation and will provide all necessary assistance on
arrival. Thank you for your attention.
EMERGENCY LANDING / DITCHING IS IMMINENT/PROBABLE:
- 2,000 AGL – “ATTENTION CREW AT STATIONS”
- 500 AGL – “BRACE BRACE”
EVACUATION COMMAND
“LEFT / RIGHT / FORWARD / REAR / OVERWING / ALL AVAILABLE EXITS EVACUATE EVACUATE”.
EMIRATES B-777
Page 207 of 250
11. PA ANNOUNCEMENTS
PRECAUTIONARY DISEMBARKATION
QRH Back Cover.1
28 September 2011
STUDY GUIDE
EMIRATES B-777
Page 208 of 250
11. PA ANNOUNCEMENTS
SABOTAGE / BOMB THREATS ON GROUND
OMA 10.4.5.3.1
OMA 10.4.5.3.2
28 September 2011
STUDY GUIDE
EMIRATES B-777
Page 209 of 250
11. PA ANNOUNCEMENTS
SABOTAGE / BOMB THREATS IN FLIGHT
OMA 10.4.5.3.3
SUSPICIOUS ARTICLE DISCOVERED
OMA 10.4.5.3.4
28 September 2011
STUDY GUIDE
EMIRATES B-777
Page 210 of 250
World Time Zone Map
11. PA ANNOUNCEMENTS
28 September 2011
STUDY GUIDE
EMIRATES B-777
Daylight Savings Time
28 September 2011
STUDY GUIDE
11. PA ANNOUNCEMENTS
Page 211 of 250
www.worldtimezone.com/daylight.htm
LIDO Route Manual LAT 1090
Daylight Saving (Summer Time)
Northern Hemisphere (2010/2011)
EUROPE
DST START 2011 DST END 2011 DST START 2012
European Union and rest of Europe
(except Iceland) - (time is GMT)
27-Mar, 01:00h
30-Oct, 01:00h
25-Mar, 01:00h
27-Mar, 02:00h
N/A
N/A
Russia no longer plans to use DST.
NORTH AMERICA
U.S.A. (except Hawaii, Arizona)
13-Mar, 02:00h
06-Nov, 02:00h 11-Mar, 02:00h
Canada (except Saskatchewan)
13-Mar, 02:00h
06-Nov, 02:00h 11-Mar, 02:00h
Mexico-USA border 10 municipalities
in Mexico observing USA DST rules:
Tijuana, Ensenada, Mexicali, Tecate,
Ciudad Juarez, Ojinaga, Ciudad
Acuña, Piedras Negras, Anahuac,
Nuevo Laredo, Reynosa, Matamoros
13-Mar, 02:00h
Mexico (except Sonora)
03-Apr, 02:00h
30-Oct, 02:00h
Saint Pierre and Miquelon (Fr.)
13-Mar, 02:00h
06-Nov, 02:00h 11-Mar, 02:00h
Greenland (Nuuk)
26-Mar, 22:00h
29-Oct, 23:00h
24-Mar, 22:00h
Cuba (Havana)
20-Mar, 00:00h
30-Oct, 01:00h
-
Bahamas (Nassau)
13-Mar, 02:00h
06-Nov, 02:00h 11-Mar, 02:00h
Bermuda (Hamilton)
13-Mar, 02:00h
06-Nov, 02:00h 11-Mar, 02:00h
Turks and Caicos Islands (Cockburn
Town)
13-Mar, 02:00h
06-Nov, 02:00h 11-Mar, 02:00h
Armenia (Yerevan)
27-Mar, 02:00h
30-Oct, 03:00h
25-Mar, 02:00h
Azerbaijan (Baku)
27-Mar, 04:00h
30-Oct, 05:00h
25-Mar, 04:00h
Gaza Strip (Gaza) ,
West Bank (Bethlehem, West Bank)
01-Apr, 00:00h
01-Apr, 00:00h
03-Oct, 03:00h
-
06-Nov, 02:00h 11-Mar, 02:00h
01-Apr, 02:00h
CENTRAL AMERICA / CARIBBEAN
ASIA
Daylight Saving (Summer) Time
Southern Hemisphere (2008/2009)
AUSTRALIA / OCEANIA
DST END 2011 DST START 2011 DST END 2012
Australia (States & Territories below):
• Australian Capital Territory
(Canberra)
• New South Wales (Sydney)
• Victoria (Melbourne)
• Tasmania (Hobart)
• Australia - South Australia
(Adelaide)
03-Apr, 03:00h 02-Oct, 02:00h
01-Apr, 03:00h
Australia - Lord Howe Island
03-Apr, 02:00h 02-Oct, 02:00h
01-Apr, 02:00h
Fiji- Suva
06-Mar, 03:00h 23-Oct, 02:00h
04-Mar, 03:00h
New Zealand (Wellington, Auckland)
03-Apr, 03:00h 25-Sep, 02:00h
01-Apr, 03:00h
New Zealand- Chatham Island
03-Apr, 03:45h 25-Sep, 02:45h
01-Apr, 03:45h
Samoa (Apia)
03-Apr, 00:00h -
-
Chile (Santiago)
08-May, 00:00h 21-Aug, 00:00h
-
Chile- Easter Island
07-May, 22:00h 20-Aug, 22:00h
-
Brazil
Brazil States observing DST:
Rio Grande do Sul , Santa Catarina,
Parana, Sao Paulo, Rio de Janeiro,
Espirito Santo, Minas Gerais, Goias,
Matto Grosso, Matto Grosso do Sul,
Distrito Federal.
20-Feb, 00:00h 16-Oct, 00:00h
26-Feb, 00:00h
continue DST
-
SOUTH AMERICA
Falkland Islands (Malvinas) (Stanley)
-
Paraguay (Asuncion)
10-Apr, 00:00h 02-Oct, 00:00h
08-Apr, 00:00h
Uruguay (Montevideo)
13-Mar, 02:00h 02-Oct, 02:00h
11-Mar, 02:00h
03-Apr, 02:00h 04-Sep, 02:00h
01-Apr, 02:00h
Iran (Tehran)
22-Mar, 00:00h
22-Sep, 00:00h 21-Mar, 00:00h
AFRICA
Israel (Tel Aviv, Jerusalem)
01-Apr, 02:00h
02-Oct, 02:00h
30-Mar, 02:00h
Namibia (Windhoek)
Jordan (Amman)
01-Apr, 00:00h
28-Oct, 01:00h
-
ANTARTICA
Lebanon (Beirut)
27-Mar, 00:00h
30-Oct, 00:00h
-
Amundsen-Scott (South Pole)
03-Apr, 03:00h 25-Sep, 02:00h
01-Apr, 03:00h
Syria (Damascus)
01-Apr, 00:00h
28-Oct, 00:00h
-
McMurdo Station (USA)
03-Apr, 03:00h 25-Sep, 02:00h
01-Apr, 03:00h
Scott Station (N.Z.)
03-Apr, 03:00h 25-Sep, 02:00h
01-Apr, 03:00h
Palmer Station (USA)
08-May, 00:00h 21-Aug, 00:00h
-
O'Higgins Station (Chile)
08-May, 00:00h 21-Aug, 00:00h
-
AFRICA
Egypt (Cairo)
cancelled
N/A
N/A
Morocco (Rabat)
03-Apr, 00:00h
31-Jul, 00:00h
-
EMIRATES B-777
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EHRAM
11. PA ANNOUNCEMENTS
28 September 2011
STUDY GUIDE
On all flights operating to Jeddah, a special P.A. announcement should be made during the flight for Muslim customers
travelling for `Hajj’. The following procedures should be followed: Onboard Update Hajj 2009
1. Purser to liaise with the Captain and obtain information regarding flying over the `EHRAM’ Zone (Qarn Al Manzel)
2. Ensure the EHRAM P.A. announcement is made twice. The first P.A. to be made one hour prior to crossing of the `EHRAM ZONE’, and the second P.A.
30 minutes before reaching the 'EHRAM ZONE'
3. The purpose of this P.A. announcement is to advise our Muslim customers how much time is available to perform `EHRAM’, which is done by wrapping
their waist and shoulders with un-stitched white Ehram clothes (male customers only)
4. The P.A. announcement should be made by a male cabin crew member only
5. On the commercial flights and extra Hajj Flights to JED, the Purser must check with the JED Ground Staff after the doors are opened to ask IF
commercial customers will disembark first, and then Hajj customers, or vice-versa and make the appropriate PA.
“N.B. If operating a flight to/from Medina, then DO NOT make the EHRAM PAs
“Ladies and Gentlemen, will pass abeam the Ihram Zone 1 hour (:30 minutes) from now”.
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CABIN CREW BRIEFING
OMA 8.1.15.1
11. PA ANNOUNCEMENTS
- Introduction of Pilots.
- Ensure all crew members are in possession of valid
personal documents.
- Details of the flight.
- Augmented Flights.
o
Rest Periods.
o
Meal Arrangements
o
Use of Rest Facilities.
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STUDY GUIDE
- Delegation of Command.
- The Purser should provide details of
special passengers.
- Policy to enter the flight deck.
- Security Procedures.
- Any other items particular to the flight.
FLIGHT CREW PAs TO PASSENGERS
OMA 8.3.16.8
COMMUNICATION
◊ It is the Captain’s responsibility to maintain contact with the passengers in order to keep them informed about details of the flight and any deviations from
normal operation.
◊ The Public Address system (PA) is a very effective service tool. Full use shall be made of the PA within the guidelines set out below whenever flight deck
workload permits, to promote greater confidence in Emirates service.
◊ Pilots must keep in mind that due to the increased security requirements, the PA is often the only contact that pilots have with passengers and there is little
or no recourse on any misconceptions created.
RESPONSIBILITY FOR INFORMATION
◊ As long as the doors are still open, it is the duty of the ground staff to inform the Captain about delays exceeding five (5) minutes. The Captain in turn will
provide appropriate information for the passengers, either personally, via the Purser, or the Emirates Ground Staff.
◊ In case of delayed boarding, information shall be sought from the ground staff as to announcements already made to the passengers (e.g., reason for
delay).
◊ Ideally the Welcome PA should be made when all passengers are on board; however to facilitate an On Time Departure, this PA may be made to 10-15
minutes prior to ETD, in coordination with the Purser and when it is established that most of the passengers are on board.
◊ At ETD, should the aircraft not be pushing back or a delay is expected, a PA is to be made from the flight deck, with information and regular updates, as
required, on the circumstances.
◊ As soon as the doors are closed, it is the full responsibility of the Captain or the designated crewmember to inform passengers about all substantial
irregularities, such as departure or languages in which one is not sufficiently fluent be delegated to the Purser.
◊ Other than for delays, routine announcements from the flight deck should be restricted to the welcoming and farewell addresses, and to emergencies,
abnormal situations, or when turbulence is encountered or expected.
COMMUNICATION PROCEDURES FOR NORMAL OPERATIONS
◊ It is Company policy for the Captain to make the initial announcement to welcome passengers on board the aircraft. Ideally this should be given
before leaving the blocks. This may be delegated to the First Officer or any Augment Crew on the flight deck, if the Captain is occupied with other, more
urgent duties.
◊ Information shall be provided about:
• The flight plan routing - reference to be made to the Air show map display in the cabins.
• Forecast enroute weather - in very brief terms.
• Forecast destination weather - in very brief terms.
• Expected flight time
• Any other relevant information
• Passengers should be advised to keep their seat belts fastened at all times whilst seated during the flight. This is a CAR requirement.
◊ After the initial announcement, if made by the Captain, PA duties may be handed over to the First Officer.
◊ Cabin Crew are advised to make announcements only after the Captain or his delegate has made his “Welcome Aboard” announcement and introduced
the Purser to the passengers.
◊ The farewell or top of descent PA should be made after the actual destination weather and traffic conditions have been received, to provide passengers
with a more accurate ETA. This announcement should be given close to the top of descent, and in co-ordination with the Purser.
PROCEDURES FOR OFF-SCHEDULE OPERATION
◊ For Off-Scheduled or Re-Scheduled departures, relevant information shall be transmitted before passengers start impatient inquiries; but not before a
sound explanation of the circumstances can be given.
◊ If the departure will be delayed more than STD + 5 minutes, a PA shall be given explaining reasons and estimated time of delay.
◊ A delay should not be mentioned repeatedly. After one announcement and one apology, further information should refer to “Remaining flight time” or “ETA”
only.
◊ Information shall be based on the following principles:
• Reason for Off-Schedule departure.
• Realistic statement of the expected time of the delay.
◊ In case of prolonged delay, the Captain shall inform the passengers via the Purser of all arrangements that concern them in such a way that absolutely no
misunderstanding between the Flight and Cabin Crew, and passengers will arise.
◊ During extended ground stays in case of irregularities, personal contact between crew and passengers may assist in handling the situation.
◊ It is of great importance that the Captain and station personnel are always aware of each other’s whereabouts and those of all crewmembers and
passengers.
◊ The Station personnel shall transmit changes to departure time to all concerned as soon as possible.
◊ When a diversion becomes necessary, passengers shall be informed as soon as possible. If onward transportation or accommodation will be required,
passengers should be informed that this will be arranged by ground personnel.
◊ Information regarding passenger connections should be requested on the Company frequency for flights that have an arrival delay of more than 20
minutes. Passengers may then be advised about the status of their onward connections prior to landing. Such transmissions are subject to cockpit
workload.
PA CONSIDERATIONS OMA 8.3.16.8.3
-
Avoid expressions like “Bad Weather”, “Heavy Turbulence”, “Going Down”.
When referring to the Gulf us the term “Arabian Gulf”, or “The Gulf”… Do not use the term “Persian Gulf”… When flying into and over Iran use the
term “The Gulf” so as not to offend the Iran or the Gulf States. Ed Davidson Letter 23 Feb 2010 .
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11. PA ANNOUNCEMENTS
WELCOME ABOARD PA
Good …... L&G, this is your Captain
Joining me is Senior. FO
Our Cabin Crew, led by our Purser
Seniors
and
It is out Pleasure to welcome you on board EK flight
speaking.
.
.
in the Business Section and Economy Section.
To
/
Our route today is via
/
/
/
The planned flight time is
:
with a final cruising level of
ft.
You can follow our progress, on the sky show channel of your video screen.
The forecast en-route WX is expected to be mainly smooth, and Destination WX will be
with an expected high of
°C / ______°F and expected low of
°C / ______°F
/
/
.
.
,
As always, for your own safety, please keep your seat belts fastened at all times whilst seated, just in case we
encounter any unexpected bumps
DEICING BRIEFING REQUIRED PRIOR TO DEICING THE AIRCRAFT
Due to the weather conditions the aircraft will be cleared from snow and ice by spraying it with an Anti Icing fluid.
OPTION AT GATE This procedure will take place while we are still parked at the gate and will last for
approximately ___ minutes.
OPTION REMOTE DE-ICING To accomplish this procedure we will taxi to a De-Icing area closer to our takeoff
runway.
After Anti Icing is finished you may notice a strange smell in the cabin. This is quite normal as some vaporized fluid
may have been drawn into the passenger cabin by the air-condition system. This smell will dissipate quickly.
CAPTAINS SECURITY ANNOUNCEMENT REQUIRED FOR FLIGHTS THAT TRAVERSE US AIRSPACE FCI 2011-004
US Regulations require me to inform you that during this flight today, you should not congregate in groups in any
area of the cabin, especially around the lavatories. I would also ask you to use only those lavatories dedicated to
your own class of Service. In addition, you must strictly observe the seat belt sign when it is illuminated and do not
move about the cabin when the sign is on.”
We are now completing the paperwork and expect to depart shortly. Please relax & enjoy our “award winning” in-flight
service. We shall update you with the arrival details just prior to descent. Thank you.
Ground Delays greater than 4 hours Flights to and from USA
IF ATC ADVISED THE AIRCRAFT WILL NOT BE AIRBOURNE BEFORE THE 4 HOUR LIMIT FCN 2011-049
“Ladies and Gentlemen, in accordance with US Department of Transportation regulations, we are required to offer
passengers the opportunity to deplane after a tarmac delay of no more than 4 hours. Therefore, if any passenger
wishes to postpone their travel today and deplane the aircraft, would you please immediately make yourself known
to a member of our cabin crew. We will return to the gate where you and your baggage will be offloaded. If all
passengers wish to continue to Dubai, we will do our very best to get underway as soon as possible.”
TOP OF DESCENT
Good Morning / Afternoon / Evening Ladies and Gentlemen. This is 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
:
.
IF A REMOTE PARKING POSITION IS ASSIGNED IN DUBAI OMA 8.3.16.8.4
Today we are parking at an off-concourse stand. On deplaning please board the waiting buses that will transport
you quickly and efficiently to the arrival Halls for your connecting flight or to baggage claim. Announcements on
the bus will provide further information.
Thank you for flying on Emirates Airlines.
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INDEX
:20 Minutes prior to TOD ............................................................................................ 98
180° CIRCULAR TURNAROUND .............................................................................. 35
180° less than 45 meters ............................................................................................ 84
200 and 300 Wingspan ............................................................................................... 85
200LR / 300ER Wingspan .......................................................................................... 85
60 or Older Rule ......................................................................................................... 58
777-200 Differences ................................................................................................. 138
777-200ER A6 EML Only Differences ...................................................................... 139
777-200ER Differences ............................................................................................ 138
777-200LR Differences ............................................................................................. 139
777-300 Differences ................................................................................................. 143
777-300ER/ULR Differences .................................................................................... 144
777F Differences ...................................................................................................... 140
ABORTED ENGINE START L,R .................................................................................. 9
Additional Fuel .......................................................................................................... 119
Admission to the Flight Deck ...................................................................................... 61
AFDS LIMITATIONS................................................................................................... 53
After Landing Procedure ........................................................................................... 134
Aircraft Categories .................................................................................................... 102
Aircraft Codes for Taxiway limitations ........................................................................ 85
Aircraft Designators .................................................................................................... 61
Aircraft Differences ................................................................................................... 138
Airport Categories ....................................................................................................... 63
Airport Classification ................................................................................................. 178
AIRSPEED UNRELIABLE ............................................................................................ 9
Alternate Airport Planning Minima ............................................................................. 76
Alternate Fuel ........................................................................................................... 119
ALTIMETER CORRECTIONS IN COLD TEMPERATURES ................................... 167
AORRA ..................................................................................................................... 184
Approach Authorization ............................................................................................ 100
Approach Ban Point .................................................................................................. 102
Approach Lighting System ........................................................................................ 107
Approach Type Selection ......................................................................................... 101
APU only pressurization ............................................................................................. 91
Arabic for the Radio .................................................................................................... 93
Arctic Control Area Tracks ........................................................................................ 184
ARRIVAL SOP GRAPHIC ........................................................................................ 137
ATC Satellite Coms .................................................................................................... 91
Atlantic Ocean Random Route RNAV Area ............................................................. 184
AUSOTS ................................................................................................................... 184
Auto Landing Distance .....................................................................................106, 154
Autoflight Policy ........................................................................................................ 101
AUTOMATIC LANDING LIMITATIONS...................................................................... 53
AUTOMATIC UNLOCK ................................................................................................ 9
Baggage Weight Limits ............................................................................................... 57
Before Start Procedure ............................................................................................. 130
Before Takeoff Procedure ........................................................................................ 131
Before Taxi Procedure .............................................................................................. 130
Best Angle of Climb Speed......................................................................................... 90
Best Rate of Climb Speed .......................................................................................... 90
BOMB ON BOARD ....................................................................................................... 9
Briefings .................................................................................................................... 129
Cabin Crew Briefing .................................................................................................. 128
Cabin Crew- Minimum Number of .............................................................................. 77
Cabin Smoke .............................................................................................................. 75
Cabin Spraying Procedure ......................................................................................... 75
Canadian NOTAMJ................................................................................................... 163
Carbon Brake Life ..................................................................................................... 106
Cargo Heat.................................................................................................................. 79
Cargo Locations .......................................................................................................... 79
Carriage of Valuable Personal Effects ....................................................................... 80
CAT II and CAT III Stable Approach Requirements ................................................. 100
CAT II, IIIA, or IIIB with DH Callouts ......................................................................... 155
CAT IIIB Callouts ...................................................................................................... 155
CDA Continuous Descent Approaches .................................................................... 101
CIRCLING APPROACH ............................................................................................. 45
Circling Minima ......................................................................................................... 102
Circuit Breakers .......................................................................................................... 62
Climb/Cruise Procedure ........................................................................................... 131
CM2 Taxi Restrictions ........................................................................................84, 106
CMNPS ..................................................................................................................... 184
Cockpit Access Policy ................................................................................................ 61
Cold Weather Corrections ..................................................................................89, 104
Cold Weather Operations ......................................................................................... 164
Communications Failure .....................................................................................97, 109
Company Fuel Policy ................................................................................................ 118
Contaminated Runways ........................................................................................... 162
Contingency Fuel ................................................................................................62, 118
Contingency Fuel, Use of ......................................................................................... 118
Controlled Rest on the Flight Deck ............................................................................. 92
Conversion of Reported Met Vis to RVR .................................................................. 103
CPDLC ........................................................................................................................ 96
CPDLC Clearances .................................................................................................... 93
INDEX
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CPDLC will not Log-on ............................................................................................... 98
CRC ............................................................................................................................ 77
CRC LIMITATION ....................................................................................................... 49
Crew Oxygen inop. in flight ........................................................................................ 91
Critical Phases of Flight .............................................................................................. 62
Customs .................................................................................................................... 111
Customs-DXB Banned Item ..................................................................................... 111
Customs-DXB Items that must be declared ............................................................. 111
Customs-DXB Medicines For Personal Use ............................................................ 111
Customs-DXB permitted custom exempted items ................................................... 111
Customs-DXB permitted custom exempted Luggage .............................................. 111
Customs-DXB Pet Rule ............................................................................................ 111
Daily Inspection .......................................................................................................... 61
Dangerous Goods ...................................................................................................... 80
Days Off ...................................................................................................................... 63
Deceleration Planning .............................................................................................. 101
Decision Point Procedure ......................................................................................... 118
De-ice Procedures on Remote Deicing Bay ............................................................ 169
De-ice Procedures on the Gate ................................................................................ 168
DE-ICING / ANTI-ICING ........................................................................................... 164
Delay Reporting Procedures .................................................................................... 204
Delayed Flap Approach ............................................................................................ 102
DEPARTURE SOP GRAPHIC ................................................................................. 136
DEPO .......................................................................................................................... 59
Descent Preparation and Procedure ........................................................................ 132
Destabilisation of an Approach................................................................................. 100
Destination Forecast below minima ........................................................................... 76
Disabled Passengers.................................................................................................. 60
Dispatch ...................................................................................................................... 62
Displaced Threshold Guidance Table ........................................................................ 44
Disruptive Passengers ............................................................................................... 59
Distress Calls .............................................................................................................. 98
DITCHING .................................................................................................................... 9
Diversion ................................................................................................................... 203
Diversion Considerations ......................................................................................... 179
Diversion Procedure ................................................................................................. 178
Documents Required On Board ................................................................................. 64
Door Emergency Code ............................................................................................... 80
Door Entry code.......................................................................................................... 80
DOOR LIMITATIONS ........................................................................................... 53, 55
Dry Ice ........................................................................................................................ 80
DUAL ENGINE FAIL/STALL ........................................................................................ 9
DXB Standard Taxi Routes ........................................................................................ 85
EAD .......................................................................................................................... 115
EAI operational Check ................................................................................................ 99
EFB Class II Battery Charge Procedure .................................................................. 128
EFB Class II initialization and Setup ........................................................................ 128
EFB Soft Reset ........................................................................................................... 93
Effects of Visual Illusions on Landing....................................................................... 108
EGPWS .................................................................................................................... 176
EHRAM PA ............................................................................................................... 212
EICAS Message Procedure ..................................................................................... 149
EKIB .......................................................................................................................... 112
Electrical Limitations ................................................................................................... 53
Emergency Landings ................................................................................................ 109
Emergency Procedures .............................................................................................. 77
Emirates Decision Making Model ............................................................................. 146
EMIRATES INFORMATION BULLETINS ................................................................ 112
EMK Opened ............................................................................................................ 203
ENGINE ANTI-ICE ................................................................................................... 166
Engine Failure after Take-off EFATO ......................................................................... 33
Engine Failure after V1 ............................................................................................... 88
Engine Handling after an Airstart ............................................................................. 151
ENGINE IN-FLIGHT START L,R.................................................................................. 9
ENGINE LIMIT/SURGE/STALL L,R ............................................................................. 9
Engine Limitations ...................................................................................................... 53
Engine Malfunction After V1 ..................................................................................... 148
Engine Out Driftdown Manual Procedure................................................................. 149
Engine Out Driftdown Procedure ............................................................................. 149
Engine Out Procedure .............................................................................................. 149
ENGINE SVR DAMAGE/SEP L,R ................................................................................ 9
Engine/Undercowl Fires ............................................................................................. 77
Equipment Required For LVO .................................................................................. 155
ETOPS........................................................................................................................ 78
ETOPS Alternate Weather Requirements.......................................................... 78, 183
ETOPS Fuel Requirements ...................................................................................... 182
ETOPS Re-routing or Diversion Decision Making ............................................... 79, 93
ETOPS Validity ........................................................................................................... 78
ETOPS Verification Flight ........................................................................................... 79
Extra Fuel ................................................................................................................. 119
Factored Met Vis ...................................................................................................... 103
Falcons ....................................................................................................................... 60
FAN ICE REMOVAL ................................................................................................. 166
EMIRATES B-777
Page 248 of 250
Fasting Times ............................................................................................................. 93
FCN Validity................................................................................................................ 64
Final Reserve Fuel ................................................................................................... 119
FIRE ENGINE TAILPIPE L,R ....................................................................................... 9
Flight Deck Access ..................................................................................................... 61
Flight Duty Limitations Flow Chart ............................................................................. 66
Flight Time Limitations ............................................................................................... 63
Fly-by Confirmation .................................................................................................. 102
FMS Auto Init Failure.................................................................................................. 62
FMS NAVIGATION LIMITATIONS ............................................................................. 55
FMS Offsets................................................................................................................ 88
FO Restrictions ..................................................................................... 58, 86, 102, 106
Fuel Checks for OFP ................................................................................................ 118
Fuel Consumption for APU ...................................................................................... 120
Fuel consumption for Taxi ........................................................................................ 120
Fuel Conversions from US Gallons .......................................................................... 119
Fuel Jettison ............................................................................................................. 120
FUEL JETTISON .......................................................................................................... 9
FUEL LEAK .................................................................................................................. 9
Fuel Limitations .......................................................................................................... 53
Fuel Policy ................................................................................................................ 117
Fuel Required at Touchdown ................................................................................... 120
FUEL SYSTEM LIMITATIONS................................................................................... 56
Fuel Tank capacities ................................................................................................ 118
Fuel Tank Scavenge ................................................................................................ 118
Fuel Tankering ......................................................................................................... 118
Fuel Uplift Check ...................................................................................................... 118
Fuel Uplift Checks in excess .................................................................................... 203
Fuel, Commit to Destination ..................................................................................... 119
GEAR DOWN DISPATCH LIMITATIONS.................................................................. 56
GEAR LEVER LOCKED DOWN .................................................................................. 9
GO-AROUND AND MISSED APPROACH ................................................................ 48
Go-Around Procedure .............................................................................................. 134
GPS Inoperative Departure Considerations .............................................................. 61
GPWS LIMITATIONS ................................................................................................. 56
GROUND CAMERA LIMITATIONS ........................................................................... 55
Ground Delays on USA Flights .................................................................................. 84
HAIL and LIAL unserviceable............................................................................. 75, 100
Hard Landings .......................................................................................................... 108
Height of Tail .............................................................................................................. 85
HF Radio Limitations .................................................................................................. 53
High Speed Taxiway runway exit speeds ................................................................ 109
Hijacking Procedures ................................................................................................. 91
Holding Speeds .......................................................................................................... 99
Hot Weather Operations .......................................................................................... 171
Human Eyes ............................................................................................................... 60
Hydroplaning Speeds ............................................................................................... 163
IATA In-Flight Broadcast Procedure .......................................................................... 98
Ice Pellets ................................................................................................................. 165
Icing Conditions ............................................................................................ 84, 88, 106
Idle Reverse Thrust during Landing ......................................................................... 223
IFBP ............................................................................................................................ 98
IFTAR PA ................................................................................................................. 205
IFTAR Times .............................................................................................................. 93
ILS APPROACH ......................................................................................................... 41
ILS PRM Precision Radar Monitored Approaches ................................................... 152
ILS Procedure .......................................................................................................... 133
In Flight Fuel Management ...................................................................................... 119
INAD ........................................................................................................................... 59
Incapacitation ............................................................................................................. 92
Index ......................................................................................................................... 247
INHIBITS DURING LANDING GRAPHIC ................................................................ 181
INHIBITS DURING TAKEOFF GRAPHIC................................................................ 180
INPUT WEIGHT APPEARS TOO LOW B777F ................................................. 58, 140
Instrument Approach Displaced Threshold Guidance Table ..................................... 44
INSTRUMENT APPROACH USING V/S OR FPA .................................................... 43
INSTRUMENT APPROACH USING VNAV ............................................................... 42
Interception Procedures ............................................................................................. 97
IPad Apps ................................................................................................................... 80
Jump Seat Policy........................................................................................................ 61
Land at nearest Suitable Airport................................................................................. 92
LANDING LIMITATIONS ............................................................................................ 51
Landing Procedure – G/S Intercept from Above ...................................................... 151
Landing with one or two wheel brakes deactivate ................................................... 106
Laptop Stowage ......................................................................................................... 80
Laptop Stowage ......................................................................................................... 80
Last Items Prior To Leaving Cockpit ........................................................................ 135
Least Risk Bomb Location ......................................................................................... 91
Lessons Learned ...................................................................................................... 189
LIDO A.O.S................................................................................................................. 58
LIDO Airline Operations Support ............................................................................... 58
LIDO Auto Dispatch.................................................................................................... 58
LIDO Route Manual.................................................................................................... 65
Lighting required for Night Operations ......................................................... 75, 88, 106
LIPS ............................................................................................................................ 57
LMC ............................................................................................................................ 77
Local Area De-Icicng ................................................................................................ 164
LOCK FAIL ................................................................................................................... 9
INDEX
28 September 2011
STUDY GUIDE
Long/Deep Landings ................................................................................................ 108
Loss of Communications ............................................................................................ 97
Loss of Communications Signals ....................................................................... 97, 109
Loss of Income Protection ......................................................................................... 57
Low Fuel Communications Procedures ................................................................... 120
Low Landing Weights 777F ..................................................................................... 140
Low Landing Weights B777F ................................................................................... 106
Low Visibility Operations .......................................................................................... 154
LRC ............................................................................................................................ 91
LVO MALFUNCTION GUIDANCE ........................................................................... 156
LVO OPERATIONS WITH DOWNGRADED EQUIPMENT .................................... 157
Maint. Communication ............................................................................................... 91
Marshalling Signals .................................................................................................... 82
Max Approach attempts ........................................................................................... 104
Max bank angle .................................................................................................. 88, 102
Max Wind ................................................................................................................... 88
Maximum descent rates ............................................................................................. 99
Maximum speed ................................................................................................... 88, 99
Maximum taxi speed .......................................................................................... 84, 106
MECCA ...................................................................................................................... 93
Medical Assistance .................................................................................................... 91
MEL after Dispatch..................................................................................................... 62
MEL Concession ........................................................................................................ 62
MEL Deferred Defect ................................................................................................. 61
MEL Repair Intervals.................................................................................................. 61
METAR / TAFOR Abbreviations ................................................................................ 70
METAR / TAFOR DECODING ................................................................................... 71
Min Altitude for turns .................................................................................................. 88
Minimum alt. for an orbit .......................................................................................... 102
Minimum requirements for Preflight Planning ............................................................ 58
Minimum Requirements for Preflight Planning ........................................................ 128
Minimum Speed at Altitude ........................................................................................ 91
Minimum Width of Runway .......................................................................... 75, 84, 106
Missed Approach Acceleration Altitude ............................................................. 48, 105
Missed Approach Climb Gradient ............................................................................ 105
Missing Pages .......................................................................................................... 203
MNPS In-flight Contingency Procedure ................................................................... 186
MNPS Preflight Procedures ..................................................................................... 186
MNPS Procedures ................................................................................................... 185
MNPS Weather Avoidance ...................................................................................... 186
MOTNE ...................................................................................................................... 73
NAT MNPS ............................................................................................................... 184
NAV aid NOTAM ........................................................................................................ 75
New Commander Restrictions ........................................................................... 58, 102
New OFP .................................................................................................................... 58
NITS ................................................................................................................... 84, 196
Noise Abatement Procedures .................................................................................... 89
Non-ILS approach using VNAV ............................................................................... 133
Non-Normal Checklist Confirmation Calls ................................................................. 33
Non-Precision Approach Slant Range ..................................................................... 100
NOR OTS ................................................................................................................. 184
NOTAM Abbreviations ............................................................................................... 67
NOTAMJ ................................................................................................................... 163
NOTOC ...................................................................................................................... 80
NPA Slant Range ..................................................................................................... 100
Oceanic Crossing Procedures NAT / MNPS .......................................................... 186
OFP items be completed ........................................................................................... 91
Operations Specifications .......................................................................................... 64
OPT ............................................................................................................................ 58
Orbits ........................................................................................................................ 102
OVERWEIGHT LANDING ........................................................................................... 9
Overweight Landing Policy .............................................................................. 104, 107
Oxygen ....................................................................................................................... 77
Oxygen Concentrator Units ........................................................................................ 77
Oxygen requirements ................................................................................................. 91
PA AFTER RAPID DESCENT ................................................................................. 206
PA CABIN CREW BRIEFING .................................................................................. 213
PA CONSIDERATIONS ........................................................................................... 213
PA DE-ICING ........................................................................................................... 206
PA EHRAM............................................................................................................... 212
PA FIRE ................................................................................................................... 206
PA GO AROUND ..................................................................................................... 205
PA Ground Delay > 4 Hours PA, Flights to and from USA ...................................... 214
PA HOLDING ........................................................................................................... 205
PA IFTAR ................................................................................................................. 205
PA PARTIAL OR ALL GEAR UP LANDING ............................................................ 206
PA PRECAUTIONARY DISEMBARKATION ........................................................... 207
PA SABOTAGE / BOMB THREATS IN FLIGHT ..................................................... 209
PA SABOTAGE / BOMB THREATS ON GROUND ................................................ 208
PA SICK PASSENGER DIVERSION ...................................................................... 205
PA SUSPICIOUS ARTICLE DISCOVERED ............................................................ 209
PA TECHNICAL DIVERSION .................................................................................. 205
PA TOP OF DESCENT ............................................................................................ 214
PA WEATHER DIVERSION .................................................................................... 205
PA WELCOME ABOARD PA ................................................................................... 214
Passenger Restraining Devices ....................................................................... 199, 203
PCN ............................................................................................................................ 75
PERFORMANCE By Darryl Tarr............................................................................. 215
EMIRATES B-777
Page 249 of 250
Performance AFM..................................................................................................... 217
Performance Airplane Flight Manual ........................................................................ 217
Performance Airplane Model and Payload Comparison .......................................... 222
Performance Approach Climb .................................................................................. 237
Performance Approach Climb Table Non-Normal Operations ................................. 241
Performance Approach Climb Table Normal Operations......................................... 239
Performance CDL ..................................................................................................... 227
Performance Checklist Item Override ...................................................................... 223
Performance Consequential EICAS Alert Messages ............................................... 225
Performance EICAS Alert Messages and Condition Statements ............................ 225
Performance Engine Inop Go-Around Climb Gradient ............................................. 240
Performance Engine Inope Gear Down Landing Rate of Climb .............................. 240
Performance Flap 15 Manoeuvring .......................................................................... 221
Performance Flap 25 Landing .................................................................................. 221
Performance Go-Around Climb Gradients ............................................................... 236
Performance Gross and NET Gradients .................................................................. 219
Performance Gross and NET Performance ............................................................. 219
Performance High Elevation Airports ....................................................................... 235
Performance Human Factors ................................................................................... 221
Performance Landing Climb Limit Weight ................................................................ 240
Performance Low Altitude ........................................................................................ 221
Performance MEL ..................................................................................................... 227
Performance MFD .................................................................................................... 224
Performance Multifunction Display ........................................................................... 224
Performance Optimization ........................................................................................ 233
Performance Regulatory Requirements ................................................................... 218
Performance Take-off Rotation ................................................................................ 233
Performance Tire Limit Speeds ................................................................................ 231
Performance Visual Approaches .............................................................................. 242
Perishable Goods ....................................................................................................... 79
Persons of Reduced Mobility ...................................................................................... 60
PIC Responsibility for the Passengers ....................................................................... 59
Pilot Incapacitation...................................................................................................... 92
Pilots Aged 60 or Older .............................................................................................. 58
Polar Operations ......................................................................................................... 94
Polar Track System .................................................................................................. 184
Policy for the use of Autoflight Systems ................................................................... 101
Portable Oxygen Concentrator Units .......................................................................... 77
Power Outlets ............................................................................................................. 62
Preflight Checks ........................................................................................................ 121
Pregnant Passengers ................................................................................................. 60
PRESSURIZATION LIMITATIONS ............................................................................ 53
Pressurization Problems ........................................................................................... 150
Prioritization of Manuals ............................................................................................. 64
Prisoners ..................................................................................................................... 59
PRM ............................................................................................................................ 60
PRM/LDA Approaches ............................................................................................. 153
QFE Operations ........................................................................................................ 177
QRH ABORTED ENGINE START L,R ....................................................................... 11
QRH AIRSPEED UNRELIABLE ................................................................................. 10
QRH CABIN ALTITUDE ............................................................................................. 18
QRH Checklists by Recall .......................................................................................... 62
QRH DUAL ENGINE FAIL/STALL GE ....................................................................... 15
QRH DUAL ENGINE FAIL/STALL RR ....................................................................... 16
QRH ENGINE AUTOSTART L,R ............................................................................... 11
QRH ENGINE LIMIT/SURGE/STALL L, R ................................................................. 12
QRH ENGINE SEVERE DAMAGE/SEPERATION L, R ............................................ 13
QRH FIRE ENGINE L, R ............................................................................................ 14
QRH NON-NORMAL MEMORY ITEMS....................................................................... 9
QRH STABILIZER ...................................................................................................... 17
QRH UNANNUNCIATED CHECKLISTS...................................................................... 9
RAAS ........................................................................................................................ 170
RADAR Functionality ................................................................................................ 172
RADAR The Ideal Beam ........................................................................................... 172
RADAR Theory ......................................................................................................... 172
Radar vectors to final ................................................................................................ 102
Rapid Exit Taxiway Indicator Lights ........................................................................... 81
Rate One Turn ............................................................................................................ 99
Raw Data Monitoring Requirements ........................................................................ 103
Red Warning, Aircraft at the Gate ............................................................................ 208
Red Warning, During Aircraft Taxi ............................................................................ 208
Reduced Runway Separation Minima RRSM in OMDB ....................................90, 107
Refueling with One Engine Running ........................................................................ 118
Refueling with Passengers Onboard ........................................................................ 118
REPORT…ACARS Delay Reporting Procedure ...................................................... 204
REPORT…AIR SAFETY REPORT .......................................................................... 198
REPORT…C15 ......................................................................................................... 201
REPORT…CAPTAIN’S SPECIAL REPORT ............................................................ 199
REPORT…COMMANDER'S DISCRETION REPORT ............................................ 201
REPORT…CONFIDENTIAL HUMAN FACTORS REPORT.................................... 200
REPORT…Data Link Irregularity Reporting ............................................................. 202
REPORT…E6 Locker Stowage Waybill Form ......................................................... 201
REPORT…GEN DEC ............................................................................................... 201
REPORT…Group Safety Report .............................................................................. 200
REPORT…MOR REPORT ....................................................................................... 197
REPORT…OM-C RAIG Feedback Form ................................................................. 201
REPORT…PASSENGER / AIRCREW ACCIDENT REPORT................................. 200
REPORT…PED Interference ................................................................................... 202
INDEX
28 September 2011
STUDY GUIDE
REPORT…Voyage Report Requirements ....................................................... 203, 204
Request for new OFP ............................................................................................... 118
Return to the Gate .................................................................................................... 178
Reverse Limitations .................................................................................................... 53
Reverse Thrust and Crosswind ................................................................................ 109
RFF Requirements ..................................................................................................... 75
RNAV Visual Flight Procedures ............................................................................... 160
RNAV VisualApproach DXB 30L/R .......................................................................... 103
RNP Requirements................................................................................................... 101
RNP-AR Approaches................................................................................................ 160
Rockwell Collin WXR-2100 MultiScan™ Weather Radar ....................................... 172
RRSM Reduced Runway Separation Minima in OMDB .................................... 90, 107
RTO ............................................................................................................................ 29
RTO ACTIONS ......................................................................................................... 147
RTO Decision Making................................................................................................. 86
RTO Inspection - RR Engines .................................................................................... 86
Rudder Trim Technique .............................................................................................. 91
Runway Centerline Offset .......................................................................................... 88
Runway Guard Lights ................................................................................................. 81
Runway Lighting Systems And Markings ................................................................. 158
Runway Location Signs .............................................................................................. 81
Runway Status Light System ..................................................................................... 81
Runway Taxi-Holding Position Signs ......................................................................... 81
RVSM ......................................................................................................................... 90
RVSM World Wide Status .......................................................................................... 90
RWSL ......................................................................................................................... 81
S.P.…APU GROUND PNEUMATIC START ............................................................. 25
S.P.…APU INOP DISPATCH..................................................................................... 28
S.P.…ELECTRICAL POWER DOWN........................................................................ 24
S.P.…ELECTRICAL SAFETY CHECK PROCEDURE .............................................. 24
S.P.…ENGINE BATTERY START ............................................................................. 25
S.P.…ENGINE CROSSBLEED START..................................................................... 26
S.P.…ENGINE GROUND PNEUMATIC START ....................................................... 26
S.P.…MANUAL ENGINE START .............................................................................. 27
S.P.…MANUAL OVERRIDE ENGINE START .......................................................... 28
S.P.…SEVERE TURBULENCE ................................................................................. 24
S.P…ENGINE START WITH EXTERNAL ELECTRIC POWER ............................... 27
SAFA ........................................................................................................................ 203
Safe Cruise Altitudes .................................................................................................. 93
Safety Assessment of Foreign Aircraft ..................................................................... 203
SATCOM .................................................................................................................... 91
Seat Belt Sign ............................................................................................................. 99
Secure Procedure..................................................................................................... 135
Severe Turbulence Operations ................................................................................ 171
Shutdown Procedure ................................................................................................ 135
Sickness Notification .................................................................................................. 57
Sidestep, Circle to Land, & Visual circuit Approaches Stable Approach Requirements
.................................................................................................................................. 100
Sig Wx Chart Decodes ............................................................................................... 72
Signatures required .................................................................................................. 110
Single Engine Taxi After Landing ............................................................................. 110
SINGLE SOURCE MALFUNCTION GUIDANCE .................................................... 157
SMOKE OR FUMES REMOVAL .................................................................................. 9
SMOKE, FIRE OR FUMES .......................................................................................... 9
SNOWTAM ................................................................................................................. 73
SOIA (Simultaneous Offset Instrument Approaches) .............................................. 153
SRA Approaches ...................................................................................................... 102
Stable Approach Criteria .......................................................................................... 100
Stable Approach Requirements ............................................................................... 100
STALLS ...................................................................................................................... 29
Standard Taxi Routes in DXB .................................................................................... 85
Standard Turn ............................................................................................................. 99
Standby Fuel ............................................................................................................ 118
Start Procedure ........................................................................................................ 130
Stations without an Authorized Engineer ................................................................... 61
STATUS messages .................................................................................................... 62
Stop Bar and Lead On Lights ..................................................................................... 81
Straight Out Departure ............................................................................................... 88
STRUCTURAL LIMITATIONS.................................................................................... 55
Surveillance RADAR Approaches ............................................................................ 102
T/O Bump ................................................................................................................... 58
TAF-Application Of ..................................................................................................... 74
Tail Strike .................................................................................................................... 88
TAKEOFF ................................................................................................................... 39
TAKEOFF – BASIC MODES ...................................................................................... 40
TAKEOFF - VNAV ...................................................................................................... 38
Take-off Alternate ................................................................................................. 76, 87
TAKEOFF LIMITATIONS ........................................................................................... 50
Takeoff Minima ........................................................................................................... 86
Takeoff Procedure .................................................................................................... 131
Takeoff RVR/Visibility ................................................................................................. 86
Takeoff Special Reduced Visibility ............................................................................. 86
Take-off/Landing Requirements ................................................................................. 63
TAT PROBE ICING ...................................................................................................... 9
Taxi Fuel ................................................................................................................... 119
Taxi fuel consumption................................................................................................. 84
Taxi Guidance Signs .................................................................................................. 81
Taxiway Markings ....................................................................................................... 81
EMIRATES B-777
Page 250 of 250
TCAS .......................................................................................................................... 31
TCAS LIMITATIONS .................................................................................................. 56
TCAS warnings .......................................................................................................... 99
Telephone Numbers ................................................................................................... 59
Temperature Dependant Perishable Goods .............................................................. 79
Therapeutic O2 ........................................................................................................... 77
Thunderstorm Avoidance ......................................................................................... 171
TIBA ............................................................................................................................ 98
Tiller Steering ............................................................................................................. 84
Time Management ..................................................................................................... 58
Tire location ................................................................................................................ 62
Top Of Climb Procedure .......................................................................................... 132
Traffic Information Broadcast by Aircraft.................................................................... 98
Transit Check Guidance ........................................................................................... 179
Transit or turn-around stops with a Cabin Crew change ......................................... 110
Transport to CBC ....................................................................................................... 57
Trip Fuel ................................................................................................................... 118
Turning Departure ...................................................................................................... 88
Turning on to Parking Stand .................................................................................... 134
Turning radius for a 772 ............................................................................................. 85
Turning radius for a 773 ............................................................................................. 85
Turning radius for a 77F ............................................................................................. 85
Turning radius for a 77L ............................................................................................. 85
Turning radius for a 77W ............................................................................................ 85
Uniform Policy ............................................................................................................ 57
Upgrading Passengers ............................................................................................... 61
INDEX
28 September 2011
STUDY GUIDE
UPSET RECOVERY .................................................................................................. 32
US NOTAM RSC ...................................................................................................... 163
USA Alternate Planning Minima........................................................................... 76, 87
Valuable Personal Effects .......................................................................................... 80
VASI, T-VASI, and PAPI ......................................................................................... 108
VHF Communications Range .................................................................................... 98
Visual Circuit Approach ............................................................................................ 102
Visual Docking Guidance Systems .......................................................................... 110
VISUAL TRAFFIC PATTERN .................................................................................... 47
VNAV APPROACH .................................................................................................. 103
VNAV Approaches ................................................................................................... 160
VNAV Cruise Altitudes ............................................................................................... 91
VNAV PATH ............................................................................................................... 99
VOLCANIC ASH .......................................................................................................... 9
VREF Corrections .............................................................................................. 51, 106
Wake Turbulence Separation ............................................................................ 87, 102
Walk Around Component Locator Guide ................................................................. 122
WEIGHT LIMITATIONS ............................................................................................. 52
Wheel Base ................................................................................................................ 85
Wheel Chair Codes .................................................................................................... 60
WHITE FCOM BULLETINS (BOEING).................................................................... 115
Width of Main Gear .................................................................................................... 85
WINDOW DAMAGE L,R .............................................................................................. 9
Window Locations ...................................................................................................... 62
Windshear ................................................................................................................ 174
World Time Zone Map.............................................................................................. 210