B777 Study Guide MAR13a

EMIRATES B-777

01 March 2013 STUDY GUIDE

Page 1 of 266

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 [email protected] The B-777 Study Guide is now available for download from the www.crewrosters.com website. Simply logon and select DOWNLOADS. Non-members of www.crewrosters.com can receive an email subscription. Send your request to [email protected] . Annual subscription fee is 100AED. Revision Cycle….. March, June, September, December

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Page 2 of 266

LIST OF REVISIONS Date Jan 06, 2012 Jan 08, 2012 Jan 08, 2012 Jan 08, 2012 Jan 08, 2012 Jan 08, 2012 Jan 08, 2012 Jan 15, 2012 Jan 20, 2012 Jan 20, 2012 Jan 24, 2012 Jan 24, 2012 Jan 24, 2012 Jan 24, 2012 Feb 05, 2012 Feb 05, 2012 Feb 06, 2012 Feb 06, 2012 Feb 06, 2012 Feb 06, 2012 Feb 08, 2012 Feb 08, 2012 Feb 09, 2012 Feb 09, 2012 Feb 12, 2012 Feb 18, 2012 Feb 22, 2012 Feb 24, 2012 Feb 29, 2012 Feb 29, 2012 Feb 29, 2012 Mar 08, 2012 Mar 08, 2012 Mar 08, 2012 Mar 18, 2012 Mar 29, 2012 April 5, 2012 April 5, 2012 April 5, 2012 April 5, 2012 April 5, 2012 April 14, 2012 April 14, 2012 April 14, 2012 April 14, 2012 April 14, 2012 April 16, 2012 April 16, 2012 April 16, 2012 April 16, 2012 April 16, 2012 April 16, 2012 April 18, 2012

Change Picture of Fuel Jettison added. Thanks to Mike LeBlanc. The minimum height to disconnect the autopilot during RNAV visual approaches defined as at or above 300 feet AAL. FCOM NP.21.55 Validation Criteria For VNAV Approach To MDA modified. FCI 2012-001 Guidance added on how to apply Cold Temperature Altitude Corrections to Non ILS Approaches OMC Appendix L 2 additional pages added and List of Revisions, Table of Contents, and Index updated. Info on Fatigue Report added EAD-24R2 cancelled, EAD-55R2 cancelled, EAD-67R2 cancelled, EAD-75R2 cancelled, EAD-84R1 cancelled, EAD-85R3 cancelled. EKIB-33R4, Barometric VNAV approaches to DA now requires the use of A/P in VNAV mode. EKIB-50 added. This bulletin advises flight crew of the differences between Manual and AUTO mode operations. It also provides technique for operating in MultiScan WXR. Post depressurization PA added. OMA 8.3.10.6.5 Lower than Standard CAT I or Other than Standard CAT II operations are not permitted. OMA 8.4.1 Verify Oceanic Clearance (PF Calls the FMC Waypoints – PM Checks against the Oceanic Clearance) EK TR 96 Engine Fuel Limitations changed Weight Limitations changed to include Minimum Landing weights for the 777-200LR and 777 Freighter. EK TR 96

Limitations for SmartRunway and SmartLanding Advisory System added. RVSM airspace updated, Metric Airspace Overview added CPDLC data for Montreal and Edmonton added B777F Performance issues explained. EKIB 44R3 Minimum Taxiway width for the B777 explained. Conflicting guidance with the LIDO Charts highlighted. Maximum IAS for Radius–to-Fix (RF) defined. FCOM Rev 41 Typo…Fuel analysis is only required if operating with Jet A fuel. USA pre-flight announcement corrected. FCOM Supplementary Procedures updated FMC cruising altitudes. A simplified way to remember how they are calculated added. RAAS and SAM advisory anomalies added from Company NOTAM CO131/12 . Guidance on the use of PAPI/VASI added. FCI 2011-033 OMA 8.3.0.11.5 LVO Take-off procedures revised to FCN 2011-046 OMA 8.4.4.1 Lessons Learned Chapter updated to include the FAQ from the FOIP Website.

Pages 120 160 160 171 135 115 112 114 150 154 190 55 52-53,139,142 56 90 96,191 106,113,140 85 161 190 21-23 91 56,174 108 154 193-210 Pages 191-262 reordered to accommodate

Daylight Savings time table updated Corrections made to top of page… With a failure of a single ILS Receiver or a single Radio Altimeter the aircraft will still be able to complete a CATIIIB Approach and landing. Flight Crew Oxygen Requirements modified to show it is now acceptable to operate without oxygen at cabin altitudes between 10,000 feet and 13,000 feet ASL for :30 minutes. EAD-94: Nuisance PASSENGER ADDRESS EICAS Status Message The Emergency Landing Call “THIS IS THE CAPTAIN, BRACE BRACE” increased from 500 AGL to 1,000 AGL. OMA 8.3.16.7 Approach to Stall recovery reformatted and info on the PLI added. 777 Differences enhanced Pictures of the Weather Radar Control heads added to help differentiate between the Multi Scan Radar and Normal Weather Radar. References to Reactive Wind Shear changed to Immediate Windshear. Decision Point Procedure for fuel planning explained with better graphics. Instructions on how to add your B777 rating to your FAA ATP. Disruptive Passenger Policy updated… Reasons for deplaning a passenger added and guidance on abusive language added. Pregnant Passenger Policy updated. Definition of a Flight day added to MEL Repair Intervals. Cold Weather Corrections updated. EFB CLASS II Soft Reset procedure added from OFP Attachment Ice Crystal Icing added to the list of Unannunciated Checklists. TAT Probe Icing checklist removed. Engine Response (RR Engine) checklist removed. Window Damage Checklist divided into 2 checklists, one for FWD windows and one for Side windows. Airspeed Unreliable Checklist updated Engine Limit / Surge / Stall Checklist updated Engine Sever Damage / Separation checklist updated Fire Engine Checklist updated Dual Engine Fail/Stall (GE Engines)checklist updated Supplementary Procedures contents updated Operational Limitations Note added Cold Fuel Limitation for RR Engines removed Company NOTAM regarding Smart Runway and Smart Landing system updated EAD-40R5 Stabilizer Green Band nuisance EICAS message removed. Darryl Tarr has added a new section to the Performance Chapter… OPT User Guide. (2 pages added)

223 157 91 115 9,109,218 29 138-144 174 118 57 59 60 61 89,105 128 9

10 12 13 14 15 22-23 49 56 56 115 260

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Date 29 April 2012 29 April 2012 29 April 2012 29 April 2012 15 June 2012 15 June 2012 10 May 2012 10 May 2012 10 May 2012 10 May 2012 10 May 2012 25 May 2012 25 May 2012

Change Procedure for checking Oxygen system after the oxygen bottle has been replaced added. CPB Letter 29 April 2012 CO319/12

Jammed Flight Controls added to the list of Unannunciated checklists. LIDO Navigation Training Portal added from FCN 2012-016 (http://cbt.lhsysems.pl/ Username: EMIRATES Password: 62nt1YA3 RFF requirements changed as per FCI 2012-014 Sig Wx Chart Decodes updated. Note regarding a check of the Stab Green band added. Approach Parameter Deviation for Approach Stabilization defined EKIB 45 FMS Duplicate waypoints cancelled EKIB-51 Kidde smoke detector false alarm during poser transfer EAD-95 Conflict with Duplicate Waypoints with the same identifier in the Navigation Database. EAD-96 FMC Distance to Waypoint Anomaly. Definition of Turbulent Air Penetration Speed added.

Dubai Summer Operations

Capt. Kurt Koerfgen

Note added to carefully verify that the correct call sign is displayed on the FMC. If necessary manually insert the call sign and make a note on the Voyage Report to record and correct the event.

Pages 121 9 65 75 72 129 100 113 114 115 149 208 129

Capt. Kurt Koerfgen

25 May 2012 26 May 2012 30 May 2012 30 May 2012 07 July 2012 11 July 2012 15 July 2012 27 July 2012 27 July 2012 31 July 2012 31 July 2012 31 July 2012 31 July 2012 31 July 2012 31 July 2012 05 Aug 2012

EGPWS Smart Approach and Landing (Long Landing) PM Call added. OMA 8.3.0.8.5.2 Correction to refueling with passengers on-board. We are not required to ensure the selected doors are not on the side of the aircraft where refueling is being conducted. CF-19 EFB CLASS II New Soft Reset procedure OFP Crew Alert Crew Oxygen Bottle Replacement Test CM1 or CM2 CO319/12 Statistical Contingency Fuel FCI 2012-026 … now replaced by FCI2013-003 The Low Fuel State Call has now changed to “MINIMUM FUEL”. FCI 2012-027 Descent PA modified to include a reminder that Dubai passengers connecting to another flight should report to the Gate by :35 minutes prior to departure time. All Fleet Message July 15, 2012 Information on the LOUT (Lowest Operational Use Temperature) for De-icing fluid added. RAAS advisories improved. “Caution Short Runway” added and conditions explained in more detail. Duty Cycles and Days off policy changed by FCI 2012-039 . Company now has 84 days off to balance days off. Days off away from home base when training meet the requirements for days off. Critical Phases of Flight modified, Sterile Flight Deck Phase and No Contact Period added. FCI 2012-038 RFF Requirements for Cargo Operations modified. FCI 2012-037 Additional regulations regarding oxygen added. FCI 2012-040 ETOPS certification in Tech log defined. ETOPS certification following diversion explained. FCI 2012-034 Guidance on Medical Diversions during Polar operations added. FCI 2012-035 The Certificate of Maintenance Review has been removed from the Tech Log Book. It has been replaced with a Certificate of Airworthiness No Date , and Airworthiness Review Certificate Check Date

174 118 128 128 118 120 226 170 174 63 62 75 77 79 94 121

CO559/12 Company NOTAM

12 Aug 2012 12 Aug 2012 12 Aug 2012 12 Aug 2012 16 Aug 2012 16 Aug 2012 16 Aug 2012 16 Aug 2012 17 Aug 2012 24 Aug 2012 29 Aug 2012 08 Sept 2012 08 Sept 2012 08 Oct 2012 08 Oct 2012 10 Oct 2012 10 Oct 2012 12 Oct 2012 12 Oct 2012 28 Oct 2012 28 Oct 2012 28 Oct 2012

RAAS Table corrected by Company NOTAM CO576/12 . nd Sign on for EGHQ Wi-Fi added… s######(Staff #) and 2 sign on password. Start-up procedure for Class II EFB changed… Power on is from the forward LDS EFB switch. EK TR 98 EFB Class II reset procedure updated. OFP Crew Alert Gander CPDLC request for Oceanic Clearance is now CZQX. LIDO Text North Atlantic R210 Take-off Visibility requirements updated to the new table in the OMA. OMA 8.1.4.1.1 Crosswind limitations for Automatic Landings added. FCOM L.10.11 Class II EFB soft reset procedure updated. OFP Crew Alert CPDLC information updated and reorganized to alphabetical order. Thanks to Peter de Waard RFF requirements updated to FCI 2012-037 . My attempt to summarize and simplify RFF requirements added. RTO and Evacuation Procedures updated to match OMA Revision 4. The contact number for Emirates IT (Internet Technology) added A additional laptop added to be used a backup or an on-board spare. CO638/12 Company NOTAM ACARS Delay Reporting Procedure simplified. The reference form the Airport Services Ground Operations Manual was provided by the company but is not relevant. VNAV Procedures and Validation Criteria updated. FCI 2012-049 EKIB 33R4 Stable Approach Requirements amended to include the requirement to GO AROUND for valid “Long Landing” alert. PM possible lighting calls added. FCOM NP.40.9 Guidance on RNAV Approaches added from FCN 2012-042 Cold Weather Operations cleaned up and reorganized… 2 pages added to guide to provide additional space. EKIB 52 Upset Recovery added The requirement for the autopilot to be disengaged before the airplane descends more than 50 feet below the MDA unless it is coupled to an ILS glideslope and localizer or in the go-around mode has been removed. FCOM Revision 43 The new PM “REVERSERS NORMAL” “NO REVERSER LEFT/RIGHT ENGINE” “NO REVERSER” call on the Landing roll procedure added.

174 57 128 128 191 86 51 93 96 75 147 59 121,140 217-218 160-162 100 133 160 166-167 114 54,162,198

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Date 28 Oct 2012 17 Nov 2012 24 Nov 2012 24 Nov 2012 24 Nov 2012 28 Dec 2012 28 Dec 2012 04 Jan 2013 04 Jan 2013 04 Jan 2013 24 Jan 2013 24 Jan 2013 30 Jan 2013 30 Jan 2013 30 Jan 2013 05 Feb 2013 05 Feb 2013 05 Feb 2013 05 Feb 2013 24 Feb 2013 24 Feb 2013 25 Feb 2013 27 Feb 2013

Change The Preliminary Pre-flight Procedure amended to include the new procedure to test the Oxygen system.

Pages 128

FCOM .21.1

Setting of Approach Minima is no longer dependent only on the Aircraft Category… It is now required to check the Approach Chart Authority (ICAO or FAA) and apply the maximum IAS for the approach to determine to use CAT C or CAT D minimums. FCOM SP.4.8 Guidance added on how to handle a Partial failure of a runway lighting system. FCI 2012-060 EKIB-53 RUNWAY POS EICAS Advisory and RUNWAY SYS EICAS Advisory / RUNWAY SYS Status EAD-97 Latching Dual FMC Failures added. - Approach Type Selection updated to match FCI 2012-028 . - Visual Circuit Approach shall only be used for Base Training Flights and expeditious returns following take-off. - Circling Approaches at night are not authorized. - Stable Approach Criteria Exceptions simplified RNAV Visual Approach DXB 30L/R removed… This procedure is not available in the LIDO Charts STATCON fuel is now one of the standard Contingency Fuel Selections. FCI 2013-003 CPDLC Logon for Geneva added. NOTAM 1A674/12 Contact number for DNATA Found It added. Very quick pickup of lost passenger items in Dubai… Helpful after a long day Cargo Spraying and information on the Residual Disinsection Certificate added. IFBP and the AFI Region updated by Revised IATA In-flight Broadcast Procedure (IFBP) – AFI Region (IFPB Version 6) (eff. March 7th, 2013) Additional calls added for deviations on the RNP-AR Approach. EK TR 101 EAD-97R1 Latching Dual FMC Failures. Added EAD-98 Control Panel (MCP) Altitude Window Changing Without Pilot Action. Added DART Info in LIDO OFP added. Info on pages 92 and 93 shuffled to make room. EK Distance Learning Fuel Section Reorganized. “Minimum Fuel” Declaration and “Mayday Fuel” Declaration updated to FCI 2013-007 . Low Fuel State added. PNF removed and replaced by PM (Pilot Monitoring). FCI 2013-002 The addition of the new PM Standard Call “Uncomfortable” to clearly express concern. FCI 2013-002 Guidance added for a Descending level-off on an ILS approach. TRE Guidance Airspeed Unreliable Checklist changed to emphasize “Do not use the flight path vector”. Guidance on Dangerous goods with Emergency Response Drill Code Z added New procedure for receiving Oceanic Clearance from New York Oceanic. NOTAM 1A17/13

161 154 114 115 45,46,47,88,100,101, 102,106 104 118 96 110 75 98 162 115 116 92-93 118-120 Many places 136-137 41 10 80 191

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TABLE OF CONTENTS


TABLE OF CONTENTS 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.

FCOM SUPPLEMENTARY PROCEDURES..................................................... 21 APPROACH TO STALL RECOVERY .................................................................................................................. 29 REJECTED TAKEOFF ......................................................................................................................................... 29 TRAFFIC AVOIDANCE ........................................................................................................................................ 31 UPSET RECOVERY ............................................................................................................................................ 32 OMA EMERGENCY PROCEDURES................................................................................................................... 33 FCOM STANDARD ENGINE OUT PROCEDURE............................................................................................... 33

4.

QRH & FCTM FLIGHT PATTERNS .................................................................. 35 180° 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

5.

FCOM LIMITATIONS ........................................................................................ 49 AIRPLANE GENERAL.......................................................................................................................................... 49 TAKE OFF CROSSWINDS .................................................................................................................................. 50 LANDING CROSSWINDS .................................................................................................................................... 51 WEIGHTS ............................................................................................................................................................. 52 DOORS................................................................................................................................................................. 54 AIR SYSTEMS ..................................................................................................................................................... 54 AUTO FLIGHT ...................................................................................................................................................... 54 AUTOMATIC LANDING ....................................................................................................................................... 54 RADIOS ................................................................................................................................................................ 54 ELECTRICAL ....................................................................................................................................................... 55 ENGINES.............................................................................................................................................................. 55 AIRPLANE STRUCTURE..................................................................................................................................... 56 FLIGHT INSTRUMENTS, DISPLAYS .................................................................................................................. 56 FLIGHT MANAGEMENT, NAVIGATION.............................................................................................................. 56 FUEL SYSTEM ..................................................................................................................................................... 56 FUEL SYSTEM ..................................................................................................................................................... 56 GEAR DOWN DISPATCH .................................................................................................................................... 56 WARNING SYSTEMS .......................................................................................................................................... 56


6.

TABLE OF CONTENTS


LIMITATIONS AND POLICIES ......................................................................... 57 PREFLIGHT .......................................................................................................................................................... 57 TAXI ...................................................................................................................................................................... 81 REJECTED TAKEOFF ......................................................................................................................................... 86 TAKEOFF ............................................................................................................................................................. 86 TAKEOFF ............................................................................................................................................................. 87 CLIMB ................................................................................................................................................................... 90 CRUISE ................................................................................................................................................................ 91 DESCENT ............................................................................................................................................................. 99 HOLDING.............................................................................................................................................................. 99 APPROACH .......................................................................................................................................................... 99 MISSED APPROACH ......................................................................................................................................... 105 PARKING ............................................................................................................................................................ 110 CUSTOMS INBOUND DXBG ............................................................................................................................. 111 EMIRATES FCOM BULLETINS ......................................................................................................................... 112 BOEING FCOM BULLETINS.............................................................................................................................. 115

7. 8.

FUEL POLICY................................................................................................. 117 SOP GUIDE .................................................................................................... 121 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


TABLE OF CONTENTS


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 ........................................................................................................................................ 160 CONTAMINATED RUNWAYS ........................................................................................................................... 164 COLD WEATHER OPERATIONS ...................................................................................................................... 166 DE-ICE PROCEDURES ON THE GATE ......................................................................................................... 168 DE-ICE PROCEDURES ON A REMOTE DE-ICING BAY .............................................................................. 169 DE-ICING / ANTI-ICING .................................................................................................................................. 170 ENGINE ANTI-ICE ........................................................................................................................................... 171 FAN ICE REMOVAL ........................................................................................................................................ 171 ALTIMETER CORRECTIONS IN COLD TEMPERATURES........................................................................... 172 RUNWAY AWARENESS ADVISORY SYSTEM ................................................................................................ 174 HOT WEATHER OPERATIONS ........................................................................................................................ 175 THUNDERSTORM AVOIDANCE ....................................................................................................................... 175 ROCKWELL COLLIN WXR-2100 MULTISCAN™ WEATHER RADAR ........................................................... 176 WINDSHEAR ...................................................................................................................................................... 178 GPWS ................................................................................................................................................................. 180 QFE OPERATIONS............................................................................................................................................ 181 DIVERSION PROCEDURE ................................................................................................................................ 182 DIVERSION CONSIDERATIONS ...................................................................................................................... 183 INHIBITS DURING TAKEOFF............................................................................................................................ 184 INHIBITS DURING LANDING ............................................................................................................................ 185 ETOPS FUEL REQUIREMENTS ....................................................................................................................... 186 ETOPS ALTERNATE WEATHER REQUIRMENTS .......................................................................................... 187 SPECIAL AIRSPACE EXPLAINED .................................................................................................................... 188 MNPS PROCEDURES ....................................................................................................................................... 189 OCEANIC CROSSING PROCEDURES ............................................................................................................ 190

9. LESSONS LEARNED ....................................................................................... 193 10. REPORTS AND FORMS................................................................................. 211 MOR REPORT ................................................................................................................................................... 211 AIR SAFETY REPORT....................................................................................................................................... 212 CAPTAIN’S SPECIAL REPORT ........................................................................................................................ 213 PASSENGER / AIRCREW ACCIDENT REPORT ............................................................................................. 214 CONFIDENTIAL HUMAN FACTORS REPORT................................................................................................. 214 GROUP SAFETY REPORT ............................................................................................................................... 214 COMMANDER'S DISCRETION REPORT ......................................................................................................... 215 C15 ..................................................................................................................................................................... 215 GEN DEC ........................................................................................................................................................... 215 OM-C RAIG FEEDBACK FORM ........................................................................................................................ 215 E6 LOCKER STOWAGE WAYBILL FORM........................................................................................................ 215 PORTABLE ELCTRONIC DEVICES (PEDs) ..................................................................................................... 216 DAT LINK IRREGULARITY REPORTING ......................................................................................................... 216 VOYAGE REPORT REQUIREMENTS .............................................................................................................. 217 ACARS DELAY REPORTING PROCEDURE .................................................................................................... 217


TABLE OF CONTENTS


11. PA ANNOUNCEMENTS ................................................................................. 219 IFTAR PA ............................................................................................................................................................ 219 HOLDING PA ...................................................................................................................................................... 219 GO-AROUND PA ................................................................................................................................................ 219 WEATHER DIVERSION PA ............................................................................................................................... 219 TECHNICAL DIVERSION PA ............................................................................................................................. 219 SICK PASSENGER DIVERSION PA ................................................................................................................. 219 FIRE PA .............................................................................................................................................................. 220 EMERGENCY DESCENT PA............................................................................................................................. 220 DEICING PA ....................................................................................................................................................... 220 PARTIAL OR ALL GEAR UP LANDING PA ....................................................................................................... 220 PRECAUTIONARY DISEMBARKATION ........................................................................................................... 221 SABOTAGE / BOMB THREATS ON GROUND ................................................................................................. 222 SABOTAGE / BOMB THREATS IN FLIGHT ...................................................................................................... 223 SUSPICIOUS ARTICLE DISCOVERED ............................................................................................................ 223 WORLD TIME ZONE MAP ................................................................................................................................. 224 DAYLIGHT SAVINGS TIME ............................................................................................................................... 225 EHRAM PA ......................................................................................................................................................... 226 CABIN CREW BRIEFING ................................................................................................................................... 227 PA CONSIDERATIONS...................................................................................................................................... 227 WELCOME ABOARD PA ................................................................................................................................... 228 GROUND DELAY > 4 HOURS PA, Flight to and from USA .............................................................................. 228 TOP OF DESCENT PA ...................................................................................................................................... 228 TOP OF DESCENT PA ...................................................................................................................................... 228

12. PRACTICAL PERFORMANCE

By Captain Darryl Tarr, TRE B777 .............................. 229 SECTION 1 INTRODUCTION ............................................................................................................................ 230 SECTION 2: GENERAL...................................................................................................................................... 231 Airplane Flight Manual (AFM) ..........................................................................................................................231 Regulatory Requirements ................................................................................................................................232 Gross and NET Performance ...........................................................................................................................233 Gross and NET Gradients ................................................................................................................................233 Density Altitude ................................................................................................................................................234 True Airspeed ...................................................................................................................................................234 Low Altitude ......................................................................................................................................................235 Flap 15 for Manoeuvring ..................................................................................................................................235 Flap 25 for Landing ..........................................................................................................................................235 Human Factors .................................................................................................................................................235 Aircraft Model and Payload Comparison .........................................................................................................236 IDLE REVERSE THRUST during the Landing Roll Procedure .......................................................................237 Checklist Item Override ....................................................................................................................................237 Multifunction Display - MFD .............................................................................................................................238 SECTION 3: EICAS MANAGEMENT ................................................................................................................. 239 EICAS Alert Messages and Condition Statements ..........................................................................................239 Consequential EICAS Alert Messages ............................................................................................................239 SECTION 4: MINIMUM EQUIPMENT LIST / CONFIGURATION DEVIATION LIST (MEL/CDL) ...................... 241 SECTION 7: TIRE LIMIT SPEEDS ..................................................................................................................... 245 The Aircraft Tire ...............................................................................................................................................245 Optimization .....................................................................................................................................................247 Take-off Rotation..............................................................................................................................................247 High Elevation Airports.....................................................................................................................................249 SECTION 8: GO-AROUND CLIMB GRADIENTS .............................................................................................. 250 Approach Climb ................................................................................................................................................251 Practical Solution for NORMAL Operations .....................................................................................................252 Approach Climb TABLE - NORMAL Operations ..............................................................................................253 Summary of Boeing Performance Tables ........................................................................................................254 Approach Climb Table - NON-NORMAL Operations .......................................................................................255 SECTION 9: VISUAL APPROACHES ................................................................................................................ 256 The Planning Stage..........................................................................................................................................256 The Method ......................................................................................................................................................257 SECTION 10: OPT User Guide .......................................................................................................................... 260 Landing Performance .......................................................................................................................................260

INDEX .................................................................................................................... 263

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1. QRH NON-NORMAL MEMORY ITEMS

Page 9 of 266

QRH NON-NORMAL MEMORY ITEMS 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 9

QRH 7.2

QRH 7.28

Engine start is needed after a shutdown with no fire or apparent damage.

QRH 7.31

Engine Limit/Surge/Stall L,R QRH 7.6

Engine indications are abnormal or are approaching or exceeding limits, abnormal engine noises are heard, or there is no response to thrust lever movement.

Engine Severe Damage/Separation L,R Engine has severe damage, vibration, or has separated. QRH 7.10

Located on the QRH Back Cover.

QRH Back Cover.2

11 Fire Engine Tailpipe L,R

12 Fuel Jettison

QRH 8.5

QRH 12.10

Fuel Leak QRH 12.17 Gear Lever Locked Down QRH 14.7 Ice Crystal Icing QRH 3.12 QRH 3.14 Jammed Flight Controls QRH 9.14

17 Lock Fail

An engine tailpipe fire is reported on the ground with no engine fire warning. The pilot flying may also direct reference checklists to be done by memory if no hazard is created by such action, or if the situation does not allow reference to the checklist. QRH CI Remember it is OMA 8.2.2.4.1.6 requirement to immediately call the tower for the fire serves for Undercowl Fires. Fuel jettison is required. - This unannunciated checklist is to be used when Fuel Jettison is required. There are other Checklists triggered by EICAS messages. - Fuel Jettison Time is displayed on the FUEL Synoptic page. An inflight fuel leak is suspected or confirmed. Landing gear lever cannot be positioned to UP. Procedures to follow when Ice Crystal or TAT Probe Icing is suspected. See

EKIB-47

Procedures to follow if Flight Controls are jammed or restricted in roll, pitch, or yaw. 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 1.12

18 Overweight Landing 19

QRH 7.4

Engine In-Flight Start L,R

10 Evacuation

13 14 15 16

QRH 7.1

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 “THIS IS THE CAPTAIN, ATTENTION CREW AT STATIONS” 1,000 AGL “THIS IS THE CAPTAIN, BRACE, BRACE, BRACE”. OMA 8.3.16.7 Engine speed for both engines is below idle.

QRH 0.5

Precautionary Disembarkation

Located on the QRH second last page.

QRH Back Cover.1

20 Smoke, Fire or Fumes

QRH 8.6

21 Smoke or Fumes Removal 22 Volcanic Ash

QRH 7.53

QRH 8.34

QRH 7.56

23 Window Damage FWD L,R

QRH 1.14

24 Window Damage Side L,R

QRH 1.15

Disembarkation 25 Precautionary QRH Back Cover.1

Smoke, fire or fumes is identified. Anytime the smoke or fumes becomes the greatest threat, do the SMOKE OR FUMES REMOVAL checklist Smoke/fumes removal is required. Do this checklist only when directed by the SMOKE, FIRE OR FUMES CHECKLIST. Static discharge around the windshield, bright glow in the engine inlets, smoke or dust on the flight deck, or acrid odor indicates the airplane is in volcanic ash. The forward flight deck window has one or more of these: • An electrical arc • A crack • A delamination • Is shattered The side flight deck window has one or more of these: • An electrical arc • A crack • A delamination • Is shattered Located on the QRH second last page.


AIRSPEED UNRELIABLE QRH 10.1






ABORTED ENGINE START L,R QRH 7.1

ENGINE AUTOSTART L,R QRH 7.5

SYSTEM INFORMATION: RR ENGINES: 2 Autostart attempts. On the first attempt only one set of igniters is used, on the second attempt both igniters are used. FCOM 7.20.11 GE ENGINES: 3 Autostart attempts. On the first attempt only one set of igniters is used, on the second attempt both igniters are used, on the third attempt the fuel flow is adjusted. FCOM 7.20.12 INSTRUCTIOR NOTE: Moving the Fuel Control switch to cut-off will remove the EICAS “ ENG AUTOSTART L/R” . You will have to remember to call for this checklist and find in the Non-Normal Checklist menu


ENG LIM/SURGE/STALL L,R QRH 7.6





ENG SVR DAMAGE/SEP L,R QRH 7.10



FIRE ENG L,R QRH 8.2






DUAL ENG FAIL/STALL (GE) QRH 7.2

INSTRUCTOR NOTE: It can be difficult to tell when an engine has completed the start cycle… An easy way to identify that the start is complete and the engine is running is when the Red EGT Start Limit Bar disappears.

INSTRUCTOR NOTE: When one engine starts and one remains failed, the failed engine continues to try to start itself indefinitely. If you wish to configure the aircraft for landing you will have to call for an additional checklist… ENGINE FAIL or ENGINE SEVERE DAMAGE /SEPARATION… This will secure the engine and set the flaps correctly for landing.




DUAL ENG FAIL/STALL (RR) QRH 7.4

INSTRUCTOR NOTE: It can be difficult to tell when an engine has completed the start cycle… An easy way to identify that the start is complete and the engine is running is when the Red EGT Start Limit Bar disappears.

INSTRUCTOR NOTE: When one engine starts and one remains failed, the failed engine continues to try to start itself indefinitely. If you wish to configure the aircraft for landing you will have to call for an additional checklist… ENGINE FAIL or ENGINE SEVERE DAMAGE /SEPARATION… This will secure the engine and set the flaps correctly for landing.


STABILIZER QRH 9.1





CABIN ALTITUDE QRH 2.1

QRH 2.2




INTENTIONALLY BLANK




INTENTIONALLY BLANK



2. FCOM SUPPLEMENTARY PROCEDURES

FCOM SUPPLEMENTARY PROCEDURES (Often Used Procedures)








EMIRATES B-777

2. FCOM SUPPLEMENTARY PROCEDURES EXPANDED SUPPLEMENTARY PROCEDURES

Page 24 of 266


1. AIRPLANE GENERAL, EM EQUIP, DOORS, WINDOWS HOT WEATHER OPERATION COLD WEATHER OPERATION SECURING FOR COLD WEATHER AIRFRAME DE-ICING OPERATION WITH DE-ICING / ANTI ICING FLUIDS SEVERE TURBULENCE              

Turbulence Penetration Speed: 270 below 25000 ft. 280/0.82M at or above 25000ft – whichever the less Seat Belt Sign - ON No Smoking Sign - ON PA: “CABIN CREW BE SEATED” Advise Flight Attendants to secure Pax and Galleys, suspend service and sit down and fasten seat belts Use Autopilot Use V/S Mode during Climbs and Descents. VNAV/ALT may be used during cruise Fly at Turbulence Penetration Speed Select Manual Thrust. Thrust to be set slightly above Magenta EPR Target Delay flap extension or divert Secure Flight Deck of loose items Fasten Shoulder Harnesses Consider Altitude and Buffet Margins Purser to advise when cabin is secure

WINDSHEAR DOORS EMERGENCY EQUIPMENT REFUELING 2. AIR SYSTEMS GROUND AIR CONDITIONING CART USE PACKS OFF TAKEOFF 3. ANTI-ICE, RAIN ANTI-ICE USE ENGINE ANTI ICE USE WING ANTI-ICE USE 4. AUTOMATIC FLIGHT 6. ELECTRICAL ELECTRICAL POWER DOWN NOTES  

This is the procedure to be followed if completing the SECURE CHECKLIST. Refer to FCOM SP.6.1 for this eventuality

ELECTRICAL SAFETY CHECK PROCEDURE NOTES 

This procedure must be performed by reference to aircraft. This must not be performed by recall

FCOM SP.6.2

in the event one has to power up an unpowered

EMIRATES B-777


Page 25 of 266


7. ENGINES, APU APU GROUND PNEUMATIC START CONDITION: 

The APU requires to be started using Ground pneumatics to provide duct pressure so that the APU air turbine starter can be used to start the APU

REASON: 

The electric start motor is unavailable. This may be due to starter motor or circuit problems

CHECKLIST: 

FCOM SP 7.1



The Packs must be off before the manifold is pressurised. This is to ensure that the min duct pressure of 15 PSI is achieved After a normal APU start the ground pneumatics are disconnected before the Packs are put to Auto



NOTES: ENGINE BATTERY START CONDITION: 

No Ground Power Unit or APU is available to provide the electrical power to start the engines. Pneumatics from the APU or Ground cart is required to provide duct pressure.

REASON: 

APU is inop or APU GEN inop and no GPU is available

CHECKLIST: 

SP 7.1

NOTES:                 

If using a ground cart, the FCOM SP ENGINE GROUND PNEUMATIC START and then the ENGINE CROSSBLEED START procedures may need to be performed in the course of this checklist Accomplish the drill by reference to the Supplementary Procedures. If Autostart is available, it should be used. (Autostart is a normal engine start, which is to be accomplished in these procedures). Read SP procedure. Careful planning is required Find out if there is any slot time and plan accordingly Ensure that extra fuel is on board for the increased ground run time (25 Kg per min) 500 Kg min Ensure that the flight deck is set-up as far as possible including completing paperwork, loadsheet, RTOW figures etc. to minimise delays after start Loading should be complete and all passengers on board, doors closed Ensure Ground Crew are ready, Pneumatic Air (if required) is available and Aircraft is clear Get permission to start one engine in the bay and advise that it will run for a while until ready Do SP procedure asking for air when applicable Perform Ground Pneumatic Start if required Start Left Engine in bay Complete SP and restore pack operation for air conditioning Complete cockpit set-up Get start and pushback clearance Pushback, set brake and start second engine (if no APU then this will require an ENGINE CROSSBLEED START ) If there are additional problems like Autostart inop. De-icing required or ENG START VALVE, this could become quite complicated. Plan carefully and Take each stage slowly

EMIRATES B-777


Page 26 of 266


ENGINE CROSSBLEED START CONDITION: 

Air from an engine is used to start the other engine when APU air is not available

REASON: 

APU is inop or APU Bleed Air is not available

CHECKLIST: 

With the APU Bleed Valve OFF, and the aircraft clear, thrust is increased 5% on the operating engine to provide a minimum 25 psi duct pressure from which the second engine is started (If the duct pressure is above 25psi at idle thrust then a thrust increase to 5% N3 above idle is not necessary)

NOTES:  

In this case a Ground Pneumatic Source starts the first engine on the stand. The second engine could also be started but in some cases this may prove too much for the Tow Truck or the Tow Bar Pin This case must be used if a 777 Tow Bar is not available

ENGINE GROUND PNEUMATIC START CONDITION:  Ground pneumatics are used to start the engines REASON:  APU is inop or APU Bleed Air is not available

CHECKLIST:    

Select both packs to OFF. (The OFF lights will be illuminated, but packs must be selected off). A min duct pressure of 25 psi (less 1 psi/1000 ft Press Alt) Engine(s) are started normally Ground Pneumatics must be disconnected then Packs are selected to Auto

NOTES:            

If APU is inop then an ENGINE START WITH EXTERNAL ELECTRIC POWER must also be performed. See FCOM SP.7.3 Ensure Ground Crew are ready and Tow Truck and Pneumatic Air are available and Aircraft is clear Get permission to start one engine in the bay Read FCOM SP.7.2 procedure Before connecting the ground air conditioning cart, switch the packs and recirculation fans off. Do SP procedure asking for air when applicable Start one engine at a time Start in bay Disconnect Ground Pneumatics and reinstate Packs nd Get clearance to push and start 2 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 )

EMIRATES B-777


Page 27 of 266


ENGINE START WITH EXTERNAL ELECTRIC POWER This Procedure has been removed from the removed from FCOM SP but I left this note in as helpful information.

CONDITION: 

An Engine start is required while using a Ground Power Unit as the only AC power source.

REASON: 

APU is inoperative or APU GEN inoperative.

CHECKLIST: 

NOTES:         

If APU is inop, this will also require an ENGINE GROUND PNEUMATIC START and possibly an ENGINE CROSSBLEED START This will require a start on the stand. Either 1 or Both Engines Get permission to start in the bay If a 777 tow bar and pin is available, and tow truck is capable, start both on the stand Refer to FCOM SP.7.3 ENGINE GROUND PNEUMATIC START if required Disconnect GPU and Ground Pneumatics Get Pushback clearance nd Set Brake and start 2 Engine if required using ENGINE CROSSBLEED START FCOM SP.7.2 Advise purser to reinstate the power to the cabin if required

MANUAL ENGINE START CONDITION: 

An engine start is required without the use of the Autostart System (Engine start using the autostart system is the normal method to start the engine)

REASON:  The Autostart is inoperative or selected off. CHECKLIST:  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.

EMIRATES B-777


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MANUAL OVERRIDE ENGINE START CONDITION: 

The engine start valve must be manually opened and closed with a tool

REASON: 

The engine starter valve has failed.

CHECKLIST: 

FCOM SP.7.4

NOTES:        

This procedure is used after the ENG START VALVE L/R has appeared or the aircraft is dispatched with the start valve inoperative Following the EICAS message ENG START VALVE L/R; complete the start on the good engine. Put on EAI if required on the operating engine Read the ENG START VALVE L/R checklist Consult the MEL for dispatch Advise the ground crew that a Manual Override Engine Start is required and ask them to get the Tool from the E&E compartment Read the SP Arrange a system of hand signals and demonstrate this with the ground engineer while he still can speak to you (when at the engine he may not be able to use his interphone)

APU INOP DISPATCH NOTES:      

Considerations: MEL - Backup generators must operate. ETOPS limited to 120minutes. Etc. Next stations - Is ground power available and ground cart for air start available. Is ground air conditioning required? Consult EK engineering. Get them to advice ground staff at destination of requirements. Use the FCOM SP ENGINE GROUND PNEUMATIC START and the FCOM SP ENGINE START WITH EXTERNAL ELECTRIC POWER to start the engines at the stand. If a B777 tow bar is not available, then use the above procedure to start one engine. Disconnect the Ground Pneumatic Air and GPU and push back. Then, accomplish the S.P ENGINE CROSSBLEED START procedure using the running engine to provide duct pressure.

EMIRATES B-777


3. QRH NON-NORMAL MANEUVERS

Page 29 of 266

QRH NON-NORMAL MANEUVERS Approach To Stall or Stall Recovery QRH MAN 1.1

Pitch Limit Indication FCOM 10.10.6 - Indicates pitch limit (stick shaker activation point for the existing flight conditions). - Displayed when the flaps are not retracted, or at slow speeds with the flaps retracted.

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

Rejected Takoff 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.



Rejected Takeoff Continued

QRH MAN.1.3


EMIRATES B-777



Page 31 of 266 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 requested it is important as it will increase the corrective RA of the intruder aircraft

CLEAN UP TECHNIQUE

FLCH

Instructor Technique

A/P ON

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 266


QRH MAN 1.9 2 Excellent Videos are available in the Pelesys Learning System: Select REFERENCE COURSES, Rolling Recurrent – Jet Upset

EMIRATES B-777



Page 33 of 266

NON NORMAL CHECKLIST CONFIRMATION CALLS QRH CI

FCOM NP 50.2

OMA 8.3.1.6

OMA 8.3.0.4.4.2



INTENTIONALLY BLANK


EMIRATES B-777


4. QRH & FCOM FLIGHT PATTERNS

Page 35 of 266

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


EMIRATES B-777 4. QRH & FCOM FLIGHT PATTERNS

Page 36 of 266







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 4. QRH & FCOM FLIGHT PATTERNS

Page 37 of 266










This diagram is for reference only. Boeing has removed it from the current QRH.







This diagram is for reference only. Boeing has removed it from the current QRH.

Page 41 of 266


Descending Level-off - Select Level off Altitude on the MCP - If above 1,500 AAL deselect APP, AFDS reverts to VS and TRK/HDG HLD and the aircraft will continue to descend and will level off at the MCP Altitude.

Transition Check T Transition C Checklist C Cabin Ready L LOC… Identified P PA Completed

EMIRATES B-777 01 March 2013 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 266

CHECKING OF RAW DATA FCTM 5.28 LOC, LOC B/C, LDA, SDF, IGS


EMIRATES B-777 4. QRH & FCOM FLIGHT PATTERNS 01 March 2013 STUDY GUIDE



- Raw data must be monitored.


PM should be comparing the aircraft position and altitude to the charted crossing altitudes and Calling them out so the PF can correct the profile

V/S 1 click = 100fpm FPA 1 click = .1°

Both F/Ds Off PM 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 266

FCTM 5.45






OMC 5.4


Circling Approaches at night are not authorized For these approaches, the parameters in 8.3.0.8.5.1 Stable Approach Criteria are modified as follows: a. The 1,500ft AAL Landing Gear and Flap configuration selection requirements do not apply. b. The aircraft may continue through 1000ft whilst achieving lateral alignment. c. Landing Checklist must be completed by 500ft AAL. d. Wings shall be level by 300ft AAL. At 500 ft AAL: if any of the parameters in 8.3.0.8.5.1 Stable Approach Criteria as modified above are not met, or if the approach subsequently becomes unstable, then PM shall announce “GO AROUND” and an immediate go-around shall be flown. OMA 8.3.0.8.5.4

F/Ds OFF PM F/D ON

FCOM SP.4.6

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 or FPA to descend. If not it is difficult to change from G/S to ALT.

Page 45 of 266

No later than 300 ft. AGL

Use PROG page 2 to Display cross track info and to give Headwind / Crosswind components.

Recommendation

Recommendation EMIRATES B-777 01 March 2013 STUDY GUIDE

QRH MAN 2.5 FCOM SP.4.6 FCTM 5.53

FCOM SP.4.6


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


Circling Approaches at night are not authorized For these approaches, the parameters in 8.3.0.8.5.1 Stable Approach Criteria are modified as follows: a. The 1,500ft AAL Landing Gear and Flap configuration selection requirements do not apply. b. The aircraft may continue through 1000ft whilst achieving lateral alignment. c. Landing Checklist must be completed by 500ft AAL. d. Wings shall be level by 300ft AAL. At 500 ft AAL: if any of the parameters in 8.3.0.8.5.1 Stable Approach Criteria as modified above are not met, or if the approach subsequently becomes unstable, then PM shall announce “GO AROUND” and an immediate go-around shall be flown. OMA 8.3.0.8.5.4

A/P off no later than 300 ft. AGL

Page 46 of 266

PM F/D ON

If Approach is an ILS use V/S or FPA to descend. If not it is difficult to change from G/S to ALT.

Recommendation


This diagram is for reference only. The procedure is still valid; however, Emirates have cancelled the FCTM Vol 2.

OMA 8.3.0.8.8.5.2

LIDO RM Gen Text RAR 680

- 5,000m or 3nm or 3.2sm visibility - 1,000 feet vertically from cloud - 1,500 meters’ horizontal from cloud


Company VMC

- 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

Level Flight ……………………...62% N1 Descending on Glide Path……..46%N1

Approximate Power Settings Page 47 of 266

For these approaches, the parameters in 8.3.0.8.5.1 Stable Approach Criteria are modified as follows: a. The 1,500ft AAL Landing Gear and Flap configuration selection requirements do not apply. b. The aircraft may continue through 1000ft whilst achieving lateral alignment. c. Landing Checklist must be completed by 500ft AAL. d. Wings shall be level by 300ft AAL. At 500 ft AAL: if any of the parameters in 8.3.0.8.5.1 Stable Approach Criteria as modified above are not met, or if the approach subsequently becomes unstable, then PM shall announce “GO AROUND” and an immediate go-around shall be flown. OMA 8.3.0.8.5.4


Recommendation


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 266

Caution for Single Engine Go-Around

The missed approach acceleration altitude is defined as the missed approach altitude published on the Lido instrument chart. Should the State limits for acceleration altitude be lower than the missed approach altitude published on the Lido instrument approach chart, then 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 01 March 2013 STUDY GUIDE


5. FCOM LIMITATIONS


FCOM LIMITATIONS

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 Note: Maintain at least 15 knots above minimum maneuver speed when climbing through FL200 to prevent the EICAS caution message, “AIRSPEEDLOW” from occurring. FCOM NP. 21.43

- 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 266

.

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




5. FCOM LIMITATIONS

FCOM L.10.3

VREF Adjustments FCTM 1.11 A/T Engaged - VREF + 5 knots. - If a manual landing is planned with the autothrottle connected in gusty or high wind conditions, consider positioning the command speed to VREF +10 knots. This helps protect against a sudden loss of airspeed during the flare. A/T Disengaged - VREF + ½ the headwind component + All of the Gust component to a maximum of 20 knots. - Calculate HW as: - 50% Direct HW - 35% for 45°HW - Interpolate between

AFM Section 1 page 9A – Max Tire Speed for Landing is 260 mph – 226kts

Metric Winds 1 meter / second = 2 kts 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 266 .

5. FCOM LIMITATIONS

TRENT 877

FMC IDENT 777-200

TRENT 892

FMC IDENT 777-200.1

TRENT 892

GE90-115B or -115BL1

GE90-110B1L1

FMC IDENT 777-200.2

GE90-110B1L1

FMC IDENT 777-200.4

TRENT 892

FMC IDENT 777-300

01 March 2013 STUDY GUIDE FMC IDENT 777-300

FMC IDENT 777-300.2

EMIRATES B-777 Page 53 of 266 GE90-115B or -115BL1

5. FCOM LIMITATIONS FMC IDENT 777-300.2

GE90-115BL1

01 March 2013 STUDY GUIDE FMC IDENT 777-300.2


. .

.

OMA

OMA

5. FCOM LIMITATIONS


EMIRATES B-777


5. FCOM LIMITATIONS

Page 55 of 266

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 RR Trent 877 RR Trent 892 777F GE90-115B 777-300ER/ULR AFM EMD-EMF GE90-110B1L1 GE90-115BL1 Max Rated Thrust 76,900 lbs 90,000 lbs 110,000 lbs 115,000 lbs 115,000 lbs Thrust Bump

When TO B is selected, the thrust increase provides additional take-off thrust at runway pressure altitudes between -2000 and 3,000 feet at ambient temperature between 32°C and 53°C. FCOM 11.40.42

NO

NO

Max EGT

920°C 20 seconds 920°C 20 seconds TOGA Max Cont. Starting In-flight Starting

900°C 5 minutes* 850°C 700°C 700°C

YES

NO

YES

(17,000 and Below)

(17,000 and Below)

(17,000 and Below)

1095°C 30 seconds

1095°C 30 seconds

1095°C 30 seconds

(All Altitudes)

(All Altitudes)

(All Altitudes)

900°C 5 minutes* 1090°C 5 minutes* 1090°C 5 minutes* 1090°C 5 minutes* *10 minutes allowed in the event of loss of thrust on one engine during take-off 850°C 1050°C 1050°C 1050°C 700°C 750°C 750°C 750°C 700°C 825°C 825°C 825°C

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.


5. FCOM LIMITATIONS


. .. AFM Section 1 page 7 – MMO is .89

QNH/QFE Selection is on the APPROACH REF page Non Normal Ops. ( Not an Emirates approved procedure)

.

CO131/12 COMPANY NOTAM - - SMART LANDING SYSTEM SMART LANDING IS A CREW AWARENESS SYSTEM DESIGNED TO SUPPLEMENT NORMAL CREW PROCEDURES AND THREAT MANAGEMENT (TEM). ALERTS DO NOT NECESSARILY INDICATE A PROBLEM BUT ACT AS A REMINDER TO CREW TO CONFIRM A SELECTION IS APPROPRIATE OR ENSURE THE ALERT MATCHES THEIR EXPECTATION. THREE ADVISORY/CAUTIONS HAVE CAUSED SOME INAPPROPRIATE ACTION BUT WERE MERELY REFLECTING THIS PHILOSOPHY: 1."FLAPS,FLAPS" ADVISORIES MAY BE GENERATED WHEN USING FLAPS 20 FOR TAKEOFF.IF YOU ARE USING FLAP 20 THEN BRIEF THE POSSIBILITY OF THIS CALL. 2."CAUTION,SHORT RUNWAY" ADVISORIES DURING LINE-UP OR APPROACH ARE TRIGGERED WHEN NEARING SOME OF THE SHORTER RUNWAYS IN OUR NETWORK. AGAIN,IF YOU ARE OPERATING TO/FROM ONE OF THESE BRIEF THE EXPECTED CALL. 3."TOO HIGH" AND "UNSTABLE" ADVISORIES MAY OCCUR DURING AN APPROACH TO A TEMPORARY DISPLACED THRESHOLD RUNWAY. SOME INSTANCES OF VOLUME MISMATCH BETWEEN RAAS AND SAM ADVISORIES HAVE ALSO BEEN REPORTED.ALL SETTINGS AND FEEDBACK WILL BE REVIEWED PRIOR TO PHASE 2 IMPLEMENTATION. - FTPB 18MAR12

EMIRATES B-777 6. LIMITATIONS AND POLICIES

Page 57 of 266


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

B777 rating add on to FAA 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 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 If you follow the instructions on this page, you will be able to add the B777 rating to your FAA ATP. http://www.faa.gov/licenses_certificates/airmen_certification/foreign_license_verification/ A big thanks to Steve Gutznmer for sharing this info. nd - Sign-on .................... s######(Staff Number) - Password ..............2 Logon password th Summer 15 Apr – 31 Oct Jacket only required for Layover Flights, Jacket may be carried at the discretion of the commander. st th Winter 1 Nov – 14 Apr Jacket required for all flights. 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

Item

Limit / Policy

Time Management

Minimum requirements for Preflight Planning/ Briefing LIDO Auto Dispatch

P R E F L I G H T

Pilots Aged 60 or Older New Commander Restrictions

FO Restrictions

200LR,-300s OPT


6. LIMITATIONS AND POLICIES

Page 58 of 266

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

Reference

SDT-150 ................................................................................................. E-Gates and check-in for pilots SDT-95 .................................................................................................... Cabin Crew start their briefing SDT-85 ................................................................................................... Pilots to complete their briefing SDT-83 ........................................................................................................ Pilot to Cabin Crew briefing SDT-80 .............................................................................................................. Departure to airside bus SDT-70 ............................................................................................................................. Bus Departure SDT-55 ......................................................... Flight and Cabin crew are required onboard OMA 8.2.2.1.2 SDT-55 ........................................... Ground Dispatcher or Station Manager to brief crew OMA 8.2.2.1.2 SDT-50 ............... DXB, FZFW after this time may be considered as the cause of the delay OMA 8.2.1.1 SDT-45 ................................ Auto-boarding shall normally commence for a remote stand OMA 20.12.1.1 SDT-45 .............................................. Auto-boarding shall normally commence for a gate OMA 20.12.1.1 SDT-25 ......................... FZFW after this time may be considered as the cause of the delay OMA 8.2.1.1 SDT-25 ........................................................................................... Final Load Data should be provided SDT-20 .................................................................... APU if not running, it should be started OMA 8.2.1.1 SDT-15 .................................. Missing Passenger’s checked bags offloading commences OMA 8.2.2.3.3 SDT-15-10 ........................................................................................................... Welcome on board PA EDT-03 ..................................................................................................... Door Closure time OMA 8.2.2.1 - OFP for accuracy and validity - NOTAMS and weather conditions for departure, destination, alternate airfields st - Enroute within the 1 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, 777F 1) PACKS ON 2) APU to PACKS or PACKS OFF 3) T/O BUMP

Available on the 772LR, Some 773-ER, 773-ER/ULR, 777F. Additional thrust is provided from PA -2,000 to+3,000 and temperatures between 32°C and 53°C. 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.

EGHQ Guidelines to Pilots Letter

Ed Davidson Letter 7/24/2008

FCI 2004-04 OMA 8.2.2.1.3.1

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


Page 59 of 266

Item

Useful Telephone Numbers

P R E F L I G H T

PIC Responsibility for the Passengers. Passenger Care


Limit / Policy

Reference

SMNC ......................................................................................... [email protected] 971 4 286 4111 / 971 50 624 4781 FDM .......................................................................................... [email protected] 971 4 708 5155/56 / 971 50 659 2284 EVITA .................................................................................................................................................................. 971 4 708 8888 DISPATCH...................................................................... [email protected] Duty Manager 971 4 708 1012 ............................................................................................................................................... Dispatch General 971 4 708 1014 ........................................................................................ DXB tech or passenger issue after doors are closed 971 50 950 9392 DXB EK Operations ........................................ ( All ground handling issues that DNATA handles) 971 +971 4 218 2214 / 2215 DXB Ground Dispatcher Duty Mobile ......... ( Tech issues or PAX discrepancy after doors closed) 971 +971 4 218 2214 / 2215 DXB ATC Supervisor .......................................................................................................................................... 971 4 244 4700 IT Services (Internet Problems)........................................................................................................................... 971 4 213 3444 MCC ................................................................................................................................... [email protected] 971 4 708 1034 Operations Engineer 777, Flight Operations Technical ............................................................................ 971 4 708 4350 / 5388 Cargo Duty Manager............................................................................................................................................ 971 4 708 1090 Crew Control ...................................................................................................................................... [email protected] Nafessa Pereira Boeing Leave Planner .................................................................... [email protected] 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 / 708 4214 Welfare Office ...............................................................For assistance with Drug Facilitated Sexual Assault 971 4 708 1200 Medlink ............................................................................................................................................................ 001 602 236 3627 777 Fleet Technical Team..................................................................................................... [email protected] Hassan Al Hammadi, Chief Pilot Boeing ....................................... [email protected] Office 971 4 708 4236 971 50 644 6353 / 971 50 644 9574 Stefan Prugner, Deputy Chief Pilot Boeing ..................................................... [email protected] Office 971 4 708 4246 971 50 624 5948 Alex Bell, Assistant Deputy Chief Pilot Boeing ............................................... [email protected] Office 971 4 708 4241 971 50 950 9345 Patricia Pargiter, Fleet Manager Boeing......................................................... [email protected] Office 971 4 708 4255 971 50 656 7294 Graham McNally, Chief Flying Instructor Boeing ............................... [email protected] Office 971 4 703 7441 971 50 644 8348 Fiona Jeffery, Fleet Admin Superintendent Boeing ........................................ [email protected] Office 971 4 708 5177 971 50 950 8869 John Alsford, SVP Fleet ............................................................................. [email protected] Office 971 4 708 4233 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

Flight and Cabin Crew shall be on board whenever passengers are embarking, on board, or disembarking. One member of Flight Crew is sufficient to meet this requirement. Who imperils the safety of the aircraft, passengers or crew, A disruptive Whose conduct or mental or physical state is such as to cause discomfort or make him objectionable to passenger is other passengers, or involve any hazard or risk to the passenger or to other persons or to property, defined as a Who fails to observe the instructions of Emirates staff. passenger: i. Apparent intoxication ii. Being obviously under the influence of drugs (except under proper medical care). iii. Threatening another passenger or a crewmember with physical violence. OMA 20.12.3.1 Abusive or Suggestive Language Although this type of behavior is disturbing and offensive, it need not necessarily be a hazard to ground staff, crew or to the safety or security of the aircraft. Provided it does not create the threat of violence or physical attack, it is not considered an assault. iv. Indecent exposure or proposals v. Theft. vi. Carrying an unauthorized deadly or dangerous weapon, either concealed or unconcealed. vii. Interfering with the safety of a crewmember or of the aircraft. viii. Conveying false information concerning the flight and its safety. ix. Committing or attempting to commit an act of aerial piracy. An INAD is a person who is refused entry by the Immigration Authorities. This category of passenger will generally not pose any threat to flights and therefore are not limited to any number, and do not need special authorisation to travel. However, the Commander and Purser must be advised that the INAD, and any escort, are on board. A deportee (DEPO) is a person who has been formally ordered by the authorities to be removed from that country. DEPOs will only be accepted with written removal directions from the deporting authorities. These directions will give the routing and the flight(s) on which the person is to be deported. A deportee may be in one of two categories, either Escorted (DEPA); or Unescorted (DEPU) No more than eight DEPA passengers should be carried on any flight without the special authorisation of Emirates Group Security management. No more than one DEPU should be carried on any one flight (with an exception permitted for families) without the special authorisation of Emirates Group Security. The Commander and Purser must be advised that the DEPO, and any escort or family members, are on board and the Purser will retain the DEPO travel documents throughout the flight. If the DEPO is under restraint, the procedures for the carriage of persons in custody apply (see paragraph OMA 8.2.2.2.11). The Commander must ensure that a DEPO is not permitted to disembark the aeroplane at any point within the jurisdiction of the deporting country, unless ordered to do so by that country’s authorities. When an aeroplane lands at another station within the jurisdiction of the deporting country or returns to the point of departure, the Commander must inform the station staff and the authorities of the INAD, DEPO, or Prisoner passenger’s presence. Station staff must ensure that the authorities’ instructions for custody of these passengers, either on board the aeroplane or elsewhere pending re-embarkation, are carried out. A prisoner passenger is a person who is charged with a criminal offence and is wanted by the governmental authorities of another country or is being sent home to the home country for trial/conviction. Prisoners shall be escorted at all times and remain under close physical supervision and custody of the escort(s). Prisoners may be under some form of physical restraint. The Commander and Purser are to be advised that the person in custody and their escort(s) are on board. Prisoners shall be seated discretely at the rear of the aeroplane, off the aisle, near a toilet and, if handcuffed, away from emergency exits.

OMA 8.2.2.2

OMA 8.2.2.2.14

Reasons for deplaning Disruptive Passengers

INAD

-

DEPO

-

-

Prisoners

-

OMA 20.12.3.g

OMA 8.2.2.2.9

OMA 8.2.2.2.10

OMA 8.2.2.2.11


Page 60 of 266

Item


Limit / Policy

Disabled Passengers Persons of Reduced Mobility (PRM)

P R E F L I G H T

Wheel Chair Codes

Pregnant Passengers

Falcons

Human Eyes

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 non-discriminatory basis, from a point within US territory to a point outside US territory and vice versa. ii. A certificate of fitness to travel by air issued by a private doctor or government hospitals does constitute approval to travel on an Emirates flight that originates, terminates or transits the US. iii. The regulations mandate that each carrier designate a Complaints Resolution Officer (CRO) who are individuals trained to be experts in ensuring that Emirates personnel correctly implement the provisions of the Part 382 regulations. iv. The CRO’s have the authority to direct Emirates personnel (except the Commander with respect to safety matters) to take actions to resolve problems as quickly as possible before a violation occurs. v. The Commander shall not refuse carriage once the passenger with a disability has been accepted, except on the grounds of safety. If a passenger is refused carriage, the Commander shall submit a written report justifying the offloading of the passenger, countermanding the decision of the CRO, within 24 hours of return to Dubai and may be required to submit further reports as required by the DOT. vi. In the event of any query in respect of the carriage of these passengers, the Commander shall contact the Airport Duty Officer/Manager and request that they contact the CRO. In the unlikely event that the airport CRO is not available, the Commander shall contact Manager Airport Services - NCC via VPNC. 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 distances. the appropriate code. WCHC Pax are Completely immobile and require wheelchairs to and from their cabin seats. a. No medical certificate or letter is required up to the end of the 28th week of an uncomplicated single pregnancy. b. Complications in pregnancy that require a medical certificate or letter, as determined by the passenger's physician, include gestational diabetes, pre-eclampsia and eclampsia, placenta praevia, intrauterine growth retardation and premature rupture of membranes. c. When the pregnancy has entered the 29th week, a medical certificate or letter, issued by a qualified doctor or midwife, stating fitness to fly and confirming the expected date of delivery, is required. The certificate or letter must be returned to the passenger after verification, as it might be required at downline stations. If required, a photocopy may be retained. d. No approval is required from Emirates Medical Services up to the end of the 36th week. i. Uncomplicated single pregnancies – accept up to the end of the 36th week. ii. Multiple pregnancies such as twins or triplets – accept up to the end of the 32nd week. 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

a.

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 8.2.2.2.7.1

OMA 8.2.2.3.4.2

OMA 8.2.2.3.4.5.2


Page 61 of 266

Item Aircraft ICAO Designators Daily Inspection

MEL Repair Intervals

MEL Deferred Defect DD Types

P R E F L I G H T

Stations without an Authorized Engineer

Admission to the Flight Deck

Limit / Policy

Reference

The following new ICAO aircraft designators are shown in the ICAO ATS-FPL: B-777-200ER ..... B772 B-777-200LR ............ B77L B-777-200F ……….B77L B-777-300 .......... B773 B-777-300ER............. B77W - The Validity period of Daily Check is 48 hours for Boeing and 36 hours for Airbus. - The inspection must not expire before the planned arrival time. (sufficient time to divert and recover the aircraft should be considered) A .............................................................................................................................................. Specified Interval “Flight Day” means a 24 hour period (from midnight to midnight) DXB local time during which at least one flight is initiated for the affected aircraft. 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 authorized to certify the Tech. Log is in respect of the following items. i. Refueling. 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 Authorization document is in the aircraft documents folder. a. Admission to the flight deck is under the authority of the Commander. b. Only crew members assigned to the flight and those persons authorized in accordance with OMA 8.3.12.1 , and OMA 8.3.12.2 may be admitted to, or carried on the flight deck. c. The Commander shall request production of a valid ID card and / or written authority from such persons before granting admission. d. UAE GCAA Flight Operations Inspectors, acting in an official capacity shall not be denied access to the flight deck at any time (See OMA 8.3.12.1 b. i ) e. Visits by passengers to the flight deck are not permitted. f. 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

LIDO Text RAR 252

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

OMA 8.3.12.1 OMA 8.3.12..2

Authorized persons include UAE GCAA Inspectors.* Ops staff on the Gen Dec. Flight Dispatchers on official duty. Engineers and Traffic Personnel if required. Authorized 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 takeoff 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. *

Upgrading Passengers


His Highness the Chairman.* Executive Vice Chairman.* 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.

-

OMA 8.3.12.1.b.i

OMA 20.12.2

EMIRATES B-777 Item STATUS messages Dispatch

Use of MEL after Dispatch

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

Sterile Flight Deck Phase

No Contact Period



Page 62 of 266

Limit / Policy

Reference

- 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 1 2 5 6 9 10

Wheel Numbers

1

FCOM 15.10.2 MEL General MEL Preamble

MEL Preamble

MEL Preamble

14 3 4 7 8 11 12

FCOM 14.10.6

MEL 30-41

2

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, which could distract from the performance of required duties, or interfere in any way with the proper conduct of those duties. - Restricted Electronics Devices must be switched off. - On departure, the phase starts from final aircraft door closure and ends when the seat belt sign is OFF. - On arrival, the phase starts when the seat belt sign is switched ON for descent and ends when the first aircraft door is opened. - In the event of an abnormal/emergency situation, Cabin Crew should contact the Purser or SFS who will in turn inform the Flight Crew. - On departure, the phase starts from the takeoff roll and ends when the landing gear retracts. - On arrival, the phase starts from the extension of the landing gear and ends when the aircraft vacates the runway. - Cabin Crew including the purser and SFS shall not contact the Flight Crew. Abnormalities/Emergencies should be communicated to the Purser / SFS.

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 FCI 2012-038


Page 63 of 266

Item

Limit / Policy

FMS Auto Init Failure Cockpit Printer Paper End of Roll Indication Use of Contingency Fuel Flight Time Limitations

After 2 failure send message to DXBOVEK

Take-off/Landing Requirements

Days Off

P R E F L I G H T

Airport Categories

Prioritization of Manuals

Operations Specifications

MEL Chapters FCN Validity

01 March 2013 STUDY GUIDE Reference

nd

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. - 100 hours in 28 days - 900 hours in 12 months Note 1: Take-off is allowed on the 35th day, with the Landing on the 36th day. The 35 day recency requirement can be waived for operational reasons by the SVP-F or his designee. Note 2: For MFF qualified crew, at least one take-off and landing as PF must be accomplished on each type, i.e. A330 and A340. Note 3: For MFF crew, if recency has lapsed on one type only, then one sector as PF under the supervision of a Training Captain is required to regain MFF recency on that type. - Wherever possible, days off will be taken at home base. - A single day off shall consist of 2 local nights, and will last at least 34 hours. - A planned rest period may be included as part of a day off. A crew member: a. Shall not be on duty more than 7 consecutive days before a minimum of one day off is assigned. b. Shall have 2 consecutive days off in any 14 consecutive days. c. Shall have a minimum of 7 days off in any consecutive 28 days; and d. Shall have at least 24 days off in any consecutive 84 days period. A crew member who positions to home base on the eighth day in accordance with Section OMA 7.13 shall be given a minimum of 2 days off immediately following return to home base. Days off taken away from home base by crew members attending a training course (as a trainee or trainer), meet the requirements of this paragraph. A - All Flight Crew are authorised to operate to all Category A aerodromes. B - Prior to operating to a Category B aerodrome, the Commander shall be briefed, or self-briefed on the aerodrome concerned. This briefing will normally be accomplished by reference to the airfield briefing material found in OM-C. This briefing is certificated when a pilot signs in for duty on the Check-In Kiosks system in Dubai. B*- Takeoff and landing shall be conducted by the Commander, except when CM1 is undergoing Nomination as Commander Training when, the Commander at his discretion, may delegate the takeoff and landing to the CM1. C - Prior to operating to a Category C aerodrome, the Commander shall be briefed and either: a. visit the aerodrome as an observer, or PM with another Commander, or as PF with a Training Captain. or b. undertake instruction in a flight simulator with a dedicated visual database for that aerodrome. This training shall be recorded in the pilots training record. - The Commander shall be PF for take-off and landing at Category C aerodromes, unless CM1 is undergoing Nomination as Commander Training, when the Commander may delegate the takeoff and / or landing to CM1. The period of validity of route and aerodrome competence qualification is 12 calendar months... - Should a conflict exist between any Flight Operations document concerning operational policy or procedural matters, OMA takes precedence over all other manuals. - 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) CDL 4) MISC - 3 months from date of issue.

OMA 8.1.7.2 OMA 7.20

FCI 2013-010 OMA 5.2.16

OMA 7.18 FCI 2012-039

OMA 8.1.2.5 OMA 5.2.8.4 FCI 2010-016 OMC RAIG Chap 1

OMA 5.2.9

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 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



Page 64 of 266

Reference 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

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

GPS Inoperative Considerations Navigation Specification

-

If you have a GPS issue before departure, the aircraft will (in the vast majority of cases) still meet navigation accuracy requirements. - Consult FCOM SP.20 for further guidance. Toward the goal of reducing operational delays, the attached Navigation Specification by Flight Phase table is issued. This serves as a central reference for Dispatch, Flight Crew and Flight Operations regarding navigation equipment and capability required for operations in airspace around the world.

FCOM SP.20

FCN 2011-002


Page 65 of 266

LIDO Route Manual GENERAL PART PFL IFL ADR MET NAV COM

Pre-flight In-flight Aerodromes Meteorology Navigation Communication

RAR

Rules and Regulations

LAT ABB SAI BUL ADM

Legends and Tables Abbreviations Special Airline Info Bulletin Administration


LIDO Navigation Training Portal (http://cbt.lhsysems.pl/ Username: EMIRATES Password: 62nt1YA3

- ACN and PCN information -

In-flight contingencies LH Text NAV Intro 1.2 Loss of communications LH Text COM 10 Loss of communications LH RAR 250-300 Intercept Orders LH RAR 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

NETWORK PART

Regional Supplementary Information Country Rules and Regulations

RSI CRAR CCI AOI

Customized Company Information 1-10 Airport Operations Information

AFC

2-10 Airport Facility Chart

AGC APC

2-20 Airport Ground Chart 3-30 Airport Parking Chart

LVC EOSID

3-X0 Low Visibility Chart 4-01 Engine Out SID

SID

4-X0 Departure Chart

SIDPT

5-10 SID Procedure Text

STAR

6-10 Arrival Chart

STARPT IAC

6-X0 STAR Procedure Text 7-10 Instrument Approach Chart

VAC MRC FAM TEMPO

7-X0 8-10 9-10 X-X0

Visual Approach Chart Minimum Radar Vectoring Chart Familiarization Chart Tempo Chart

- Contains valuable Supplementary information is divided into Regions. - CPDLC Logons, ATC Short Dialling codes, etc... - Contains differences to ICAO Standard. (Aerodrome specific differences located on the AOI page). - Country specific Communication Failure procedures - A duplication of the information in the OMC Airport Pages.

‐ General

1-10 .. Airport Hours… Expressed in GMT, ‡ indicates that during periods of DST the effective hours will be 1 hour earlier. Airport Information ... (RFF, PCN) Preferred Runway, Runway/Taxi restrictions APU restrictions. Warnings Arrival 1-20 . Speed Communications ....... Com Failure Procedures Arrival Procedures .... Vis approach, Diversions, LAHSO, and Reverse. Warnings Departure 1-30 .. Take-off Minima Speed Communications ....... Com Failure Procedures ATC Slot, Clearance De-icing Departure Procedures Warnings ‐ Plan view, runway Information, and communication information ‐ Quick reference for approach and landing, after take-off and in case of emergency. ‐ Minimum Grid Altitude (MGA) provide 1,000 feet protection below 6,000 ASL and 2,000 feet protection for 6,000ASL and above. ‐ MGAs above 10,000 are in red. 101

‐ Taxiways with limitations are shaded in brown. Limitations detailed on the AOI pages. ‐ Parking bays with a solid arrow are pushback bays, with an open arrow are self-manoeuvring bays. ‐ Altitudes in red represent Minimum Terrain Clearance altitudes up to the IAF. ‐ At or above 9600, at 9600, at or below 9600. ‐ Altitudes in red represent Minimum Terrain Clearance altitudes up to the IAF. ‐ At or above 9600, at 9600, at or below 9600. ‐ Fly over Waypoints have a circle around them. ‐ Lists departure frequencies, changeover instructions, and departure gradients >3.3%. ‐ Details of SID. ‐ Fly over waypoints are underlined. E.g. ULUPO ‐ Altitudes in red represent Minimum Terrain Clearance altitudes up to the IAF. ‐ At or above 9600, at 9600, at or below 9600. ‐ Fly over Waypoints have a circle around them. ‐ Fly over waypoints are underlined. E.g. BUBIN ‐ Total approach distance indicators at the start of each transition to the FAF/FAP. ‐ Name of chart is in upper right side and required equipment is listed. ‐ Altitudes in brackets indicate obstacle clearance at cold temperatures.

ENROUTE PART

RFC

Route Facility Chart

‐ Enroute Charts are oriented to True North. (Some may be oriented for polar grid navigation) ‐ Minimum Grid Altitude (MGA) provides 1,000 feet protection below 6,000 ASL and 2,000 feet protection for 6,000ASL and above.

RFC Supp. IOI

RFC Supplement Intermediate Operational Inform.

‐ 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

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Page 66 of 266

FLIGHT DUTY LIMITATIONS FLOW CHART Are you acclimatized?

OMA 7.5

Minimum Rest Period Flight Crew For ULR Operations see

OMA 7.16.1

OMA 7 Annex 3

Standby Duty Limits OMA 7.14.3 A. If a crew member is called out from standby to conduct an FDP before completing 6 hours standby duty, then the total duty period permitted is the sum of the time spent on standby and the FDP allowable from the Tables in Section OMA 7.6.2 . B. If a crew member is called out from standby to conduct a FDP after completing 6 hours or more standby duty, the total duty period permitted is the sum of all the time spent on standby and the allowable FDP from OMA 7.6.2 , reduced by the amount of standby worked in excess of 6 hours.

OMA 7 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



Page 67 of 266

NOTAM Decoder Contraction ABN ABV ACC ACCUM ACFT ACR ACT ADJ ADZD AFD AGL ALS ALT ALTM ALTN ALTNLY ALSTG AMDT AMGR AMOS

P R E F L I G H T

AP APCH AP LGT APP ARFF ARR ASOS ASPH ATC ATCCC ATIS AUTOB AUTH AVBL AWOS AWY AZM BA FAIR BA NIL BA POOR BC BCN BERM BLW BND BRAF BRAG BRAN BRAP BRG BYD CAAS CAT CBAS CBSA CCAS CCLKWS CCSA CD CDAS CDSA CEAS CESA CFR CGAS CHAN CHG CIG CK CL

Decode Airport Beacon Above Area Control Center (ARTCC) Accumulate Aircraft Air Carrier Active Adjacent Advised Airport Facility Directory Above Ground Level Approach Lighting System Altitude Altimeter Alternate Alternately Altimeter Setting Amendment Airport Manager Automatic Meteorological Observing System Airport Approach Airport Lighting Approach Control Aircraft Rescue and Fire Fighting Arrive, Arrival Automatic Surface Observing System Asphalt Air Traffic Control Air Traffic Control Command Center Automatic Terminal Information Service Automatic Weather Reporting System Authority Available Automatic Weather Observing/Reporting System Airway Azimuth Braking action fair Braking action nil Braking action poor Back Course Beacon Snow bank(s) Containing Earth/Gravel Below Bound Braking Action Fair Braking Action Good Braking Action Nil Braking Action Poor Bearing Beyond Class A Airspace Category Class B Airspace Class B Surface Area Class C Airspace Counterclockwise Class C Surface Area Clearance Delivery Class D Airspace Class D Surface Area Class E Airspace Class E Surface Area Code of Federal Regulations Class G Airspace Channel Change or Modification Ceiling Check Centre Line

Source ICAO ICAO ICAO FAA ICAO FAA ICAO FAA ICAO FAA ICAO ICAO ICAO FAA ICAO FAA FAA ICAO FAA

Contraction CLKWS CLR CLSD CMB CMSND CNL CNTRLN COM CONC CPD CRS CTC CTL DALGT DCMSN DCMSND DCT DEGS DEP

Decode Clockwise Clearance, Clear(s), Cleared to Closed Climb Commissioned Cancel Centerline Communications Concrete Coupled Course Contact Control Daylight Decommission Decommissioned Direct Degrees Depart, Departure

Source FAA ICAO ICAO ICAO FAA ICAO FAA ICAO ICAO FAA FAA ICAO ICAO FAA FAA FAA ICAO ICAO ICAO

FAA

DEP PROC

Departure Procedure

FAA

ICAO ICAO ICAO ICAO FAA ICAO FAA ICAO ICAO FAA ICAO FAA ICAO ICAO

DH DISABLD DIST DLA DLT DLY DME DMSTN DP DRFT DSPLCD E EB EFAS

Decision Height Disabled Distance Delay or Delayed Delete Daily Distance Measuring Equipment Demonstration Dewpoint Temperature Snowbank/s Caused by Wind Action Displaced East Eastbound En Route Flight Advisory Service

ICAO FAA ICAO ICAO FAA FAA ICAO FAA ICAO FAA FAA ICAO ICAO FAA

FAA

ELEV

Elevation

ICAO

ICAO ICAO ICAO ICAO ICAO FAA ICAO FAA ICAO FAA FAA FAA FAA FAA ICAO FAA FAA ICAO FAA FAA FAA FAA FAA FAA FAA FAA FAA FAA FAA FAA FAA ICAO FAA ICAO ICAO

ENG ENRT ENTR EXC FAC FAF FAN MKR FDC FI/T FI/P FM FNA FPM FREQ FRH FRI FRZN FRZN SLR FSS FT GC GCA GCO GOVT GP GPS GRVL HAA HAT HDG HEL HELI

Engine En Route Entire Except Facility or Facilities Final Approach Fix Fan Marker Flight Data Center Flight Inspection Temporary Flight Inspection Permanent From Final Approach Feet Per Minute Frequency Fly Runway Heading Friday Frozen Frozen Slush on Runway Automated/Flight Service Station Foot, Feet Ground Control Ground Control Approach Ground Communications Outlet Government Glide Path Global Positioning System Gravel Height Above Airport Height Above Touchdown Heading Helicopter Heliport

ICAO ICAO FAA ICAO ICAO ICAO ICAO FAA FAA FAA ICAO ICAO ICAO ICAO FAA FAA FAA FAA ICAO ICAO FAA ICAO FAA FAA ICAO FAA ICAO FAA FAA ICAO ICAO FAA

EMIRATES B-777



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NOTAM Decoder Contraction HIRL HLDG HOL HP HR

Decode High Intensity Runway Lights Hazardous Inflight Weather Advisory Service Holding Holiday Holding Pattern Hour

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

ICAO ICAO ICAO ICAO FAA

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

Source FAA

Contraction MM

Middle Marker

FAA

MNM

Minimum

ICAO

ICAO ICAO FAA ICAO

MNT MOC MON MRA

ICAO ICAO FAA ICAO FAA FAA ICAO FAA FAA FAA ICAO FAA ICAO ICAO ICAO ICAO ICAO ICAO FAA FAA FAA ICAO FAA ICAO ICAO

FAA

Decode

Source ICAO

ICAO

FAA

FAA ICAO ICAO

EMIRATES B-777



Page 69 of 266

NOTAM Decoder

P R E F L I G H T

Contraction RCO REC REIL RELCTD REP RLLS RMNDR RMK RNAV RPLC RQRD RRL RSR RSVN RT RTE RTR RTS RUF RVR RVRM RVRR RVRT RWY S SA SAT SAWRS

SKED SLR SN

Decode Remote Communication Outlet Receive or Receiver Runway End Identifier Lights Relocated Report Runway Lead In Light System Remainder Remark(s) Area Navigation Replace Required Runway Remaining Lights En Route Surveillance Radar Reservation Right Turn Route Remote Transmitter/Receiver Return to Service Rough Runway Visual Range Runway Visual Range Midpoint Runway Visual Range Rollout Runway Visual Range Touchdown Runway South Sand, Sanded Saturday Supplementary Aviation Weather Reporting Station Southbound Simplified Directional Facility Southeast Sequence Flashing Lights Simultaneous or Simultaneously Packed or Compacted Snow and Ice on Runway(s) Scheduled or Schedule Slush on Runway(s) Snow

SND

Sand / Sanded

FAA

SB SDF SE SFL SIMUL SIR

SNBNK SNGL SNW SPD SSALF SSALR SSALS SSR STA STAR SUN SVC SVN SW SWEPT T TACAN TAR TDWR TDZ TDZ LGT TEMPO TFC TFR TGL

Snow bank/s Caused by Plowing (Windrow(s)) Single Snow Speed Simplified Short Approach Lighting with Sequence Flashers Simplified Short Approach Lighting with Runway Alignment Indicator Lights Simplified Short Approach Lighting System Secondary Surveillance Radar Straight In Approach Standard Terminal Arrival Sunday Service Satellite Vehicle Number Southwest Swept or Broom(ed) Temperature Tactical Air Navigational Aid (Azimuth and DME) Terminal Area Surveillance Radar Terminal Doppler Weather Radar Touchdown Zone Touchdown Zone Lights Temporary or Temporarily Traffic Temporary Flight Restriction Touch and Go Landings

Source FAA ICAO FAA FAA ICAO ICAO FAA ICAO ICAO ICAO FAA FAA ICAO FAA FAA ICAO FAA ICAO FAA ICAO FAA FAA FAA ICAO ICAO ICAO FAA FAA

Contraction THN THR THRU THU TIL TKOF TM TMPA TRML TRNG TRSN TSNT TUE TWR TWY UAV UFN UNAVBL UNLGTD UNMKD UNMNT UNREL UNUSBL VASI VDP VIA VICE

Decode Thin Threshold Through Thursday Until Takeoff Traffic Management Traffic Management Program Alert Terminal Training Transition Transient Tuesday Airport Control Tower Taxiway Unmanned Air Vehicles Until Further Notice Unavailable Unlighted Unmarked Unmonitored Unreliable Unusable Visual Approach Slope Indicator System Visual Descent Point By Way Of Instead/Versus

Source FAA ICAO ICAO FAA ICAO ICAO FAA FAA FAA FAA FAA FAA FAA ICAO ICAO FAA FAA FAA FAA FAA FAA ICAO FAA ICAO FAA FAA FAA

VIS

Visibility

FAA

ICAO FAA ICAO FAA ICAO

VMC VOL VOR VORTAC W

Visual Meteorological Conditions Volume VHF Omni-Directional Radio Range VOR and TACAN (Collocated) West

ICAO FAA ICAO ICAO ICAO

FAA

WB

Westbound

ICAO

ICAO FAA ICAO

WED WEF

Wednesday With Effect From or Effective From Within With Immediate Effect or Effective Immediately

FAA ICAO

WKDAYS WKEND

Monday through Friday Saturday and Sunday

FAA FAA

WND

Wind

FAA

WPT

Waypoint

ICAO

FAA

WSR

Wet Snow on Runway(s)

FAA

ICAO ICAO ICAO FAA ICAO FAA ICAO FAA ICAO ICAO

WTR WX

Water on Runway(s) Weather

FAA ICAO

WI WIE

ICAO ICAO

FAA FAA FAA FAA FAA FAA

ICAO FAA ICAO ICAO ICAO ICAO FAA ICAO



METAR / TAFOR Abbreviations

P R E F L I G H T

LH Text MET 30-50




DECODING METAR / TAFOR

P R E F L I G H T

OMC 9.4


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Page 72 of 266

NOTES TO DECODING WEATHER

OMC 9.4

Note # 1. Cloud And Visibility OK. Indicates no significant weather phenomena at or in the vicinity of the airport Visibility: At least 10km or more Weather: No Precipitation, thunderstorms, sandstorm, dust storm, shallow fog, or low drifting dust, sand or snow forecast. Clouds: No Cumulonimbus cloud and no other cloud forecast below 5000 feet Note # 2. Significant Present, Forecast and Recent Weather.  Intensity  Precipitation ‘+’ indicates ‘heavy ‘ DZ Drizzle ‘+’ For fog indicates ‘well developed’ GR Hail (diameter 5mm or more) ‘-’ indicates ‘light’ GS Small Hail (diameter 5mm or less) IC Diamond Dust ‘no symbol’ indicates ‘moderate’ PL Ice pellets  Proximity RA Rain VC In the Vicinity (within 8km not at AD) SN Snow  Descriptor SG Snow Grains BC Patches BL Blowing (> two metres above ground) DR Low Drifting (< two metres above the ground)

FZ MI PR SH TS

Supercooled Shallow Partial Showers Thunderstorms

Note # 4 NSC No Significant Cloud

Note # 3 Change Groups

P R E F L I G H T

 BECMG: Becoming. Used where changes are expected to reach or pass through specified values at a regular or irregular rate.  TEMPO: Temporary fluctuations of less than one hour, in aggregate less than the half the time period indicated.  PROB**: Probability is used to indicate the probability of occurrence of an alternative element or elements or temporary fluctuations (Only 30 or 40 should be used)

Sig Wx Chart Decodes

 Obscuration BR Mist (visibility 1000m to 3000 m) DU Widespread Dust FG Fog (visibility less than 1000m) FU Smoke HZ Haze SA Sand VA Volcanic Ash Note: The upper visibility limit for reporting DU, FU, HZ and SA is 5000 metres.  Other PO Well developed Dust or Sand

 FM**: From marks the beginning of a new self contained part of the TAF starting from the time **HR UTC. All conditions given before the FM** are superseded by the new conditions following the FM**.  NOSIG: No significant change; But never implies a forecast for RVR , temperature , dewpoint and QNH

LH MET 70

The following conditions exist simultaneously: 1. No clouds below 5000 feet 2. No Cumulonimbus clouds 3. CAVOK and SKC not applicable


Page 73 of 266


MOTNE (Metrological Operational Telecommunication Network Europe) Considered more accurate than SNOWTAM reports as it is updated more frequently. LH Text MET 320

P R E F L I G H T

SNOWTAM

LH Text MET 300


Page 74 of 266

Application of TAF

OMA 8.1.2.1.4.1

FCI 2011-001


JAR OPS 1.297

P R E F L I G H T

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


Page 75 of 266

Item Cabin Spraying Procedure

Cargo Spraying

Cargo Smoke after Cargo Hold Spray with no evidence of smoke

NAV aid NOTAM Night Operations

Limit / Policy

Reference

-

Spraying should commence once catering is onboard and before passengers are boarded. Packs are turned off and turned on 5 minutes after spray completed. Overhead/Side lockers open all doors closed except L1. 3 Cans sprayed, 1 row / sec. 4 cans sprayed into Cargo hold, Aircraft Hold Disinfection Certificate completed and given to Purser… Cabin Certificate completed by Purser. - Cargo Spraying is not required if the aircraft has a valid “Residual Disinsection Certificate” - The “Residual Disinsection Certificate” is located in the Aircraft Documents File . The B777 cargo fire warning system is designed to increase sensitivity from 12% to 3% concentration upon Right Engine Start. - “THIS IS THE CAPTAIN, ATTENTION CREW AT STATIONS”. - On ramp have Ground Personnel inspect Cargo Hold. o Aerobridges must be connected and/or Passenger Doors armed. OMA 8.3.0.2.3 - On taxiway or runway request Fire Department to inspect Cargo Hold. o Aerobridges must be connected and/or Passenger Doors armed. OMA 8.3.0.2.3 - Next call “THIS IS THE CAPTAIN, CABIN CREW REVERT TO NORMAL OPERATIONS” or “EVACUATION CHECKLIST”. - A navigation aid 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. - Departure and Destination 987

P R E F L I G H T


65 7 (Cargo)6

(Cargo)

- Alternates (Take-off, Enroute, and Destination)

- ETOPS Alternates 4…For B777-300ER ETOPS alternates more than 180 minutes away 7. Departure and Destination ................................................................................................................ CAT 9

OM-C RAIG 2.6.2

Weekly Safety Summary

Personal Procedure

OMA 8.3.0.8.8.1 OMA 8.1.4.1.1 RFF Simplified

Personal Procedure

- One category below the RFF category can be accepted. See OMC RAIG Airport Authorization Table for guidance.

OMC RAIG Aerodrome Classification and Authorisation RFF Dispensation

RFF Requirements

- For all-cargo operations, the RFF requirement for Departure, Destination and Alternates, except ETOPS Enroute alternates, is CAT 6. - The minimum RFF categories for Departure and Destination in case of temporary downgrade (the downgrade of the level of RFF protection available at an aerodrome as notified, including by NOTAM, for a period of time not exceeding 72 hours) can be lowered to these values. (B777 CAT 7)

OMA 8.1.2.4.1 OMA 8.1.2.4.2 FCI 2012-037

Takeoff, Enroute, and Destination Alternate ................................................................................... CAT 7 - For all-cargo operations, the RFF requirement for Departure, Destination and Alternates, except ETOPS Enroute alternates, is CAT 6.

PCN Values required (Medium subgrade @ MLW)

Minimum Width of Runway

ETOPS Alternate ................................................................................................................................. CAT 4 ETOPS Alternate more than 180 minutes away (B777-300ER only) ........................................... CAT 7 For all-cargo operations, further reductions might be acceptable provided that the RFF capability is adequate as defined by Flight Operations Support. See RAIG pages for more information. In-Flight: The pilot-in-command may decide to land at an aerodrome regardless of the RFFS category if, in the pilot’s judgment after due consideration of all prevailing circumstances, to do so would be safer than to divert. 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

LH Text ADR 60

OMA 8.1.2.3.2

OMA 8.1.2.3.1 OMA 8.3.8.12.4


Page 76 of 266

Item

Alternate Airport Planning Minima

P R E F L I G H T

Take-off Alternate

USA Alternate Planning Minima


Limit / Policy - 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-42 OMC 2.8.1.3.2


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



Limit / Policy - All weights including fuel may be amended. ( LMC for fuel is not allowed for Airbus aircraft) - The LMC limit for an individual LMC or total LMC shall be 500 kg. - After a LMC it is mandatory to check the following: i. ZFW, TOW, and LW limits are not exceeded (Structural and Performance). ii. Take-off performance calculations are validated using the revised TOW and TWOCG. iii. Loading limitations are not exceeded. - LMC less than or equal to 500 kg: i. Enter the LMC value on the load sheet. ii. No amendment to AZFW, ATOW, or ALW required. - LMC greater than 500 kg: i. New ACARS or computer loadsheet required. ii. In case of a manual load sheet, ament load sheet figures and issue a new trim sheet. PASSENGER WEIGHTS Crew without bags .................... 85kg Child ........................... 38kg Crew with bags ....................... 100kg Infant ........................... 10kg Male .......................................... 85kg Bag ............................. 20kg Female ...................................... 70kg Live animals are classed as A B C D E and limits are in OMA 8.2.2.3.4.3 - Dangerous Goods must never be loaded in the BULK cargo hold. OMA 21.5.5.1 International Mail will only be offloaded after all other cargo. OMA 8.2.2.3.4.5.4 - 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. Daily Inspection Sheet - Out stations approximate min 1,000 psi. If lower check manual FCOM PD Crew Oxygen for dispatch requirements. - A pressurised flight may be operated up to FL250 if the crew oxygen system becomes inoperative/empty, provided portable oxygen bottles are readily available for each flight crew member on duty. - Above FL250 the quick donning crew oxygen system must be fully serviceable. - The Commander shall ensure that flight crew members engaged in performing duties essential to the safe operation of an aeroplane in flight use supplemental oxygen continuously after 30 minutes when the cabin pressure altitude exceeds 10,000 feet and at all times when the cabin pressure altitude exceeds 13,000 ft. - The flight crew must use oxygen whenever the cabin altitude is above 10,000 feet. - Passengers must use Oxygen when the cabin altitude is above 15,000 feet. - 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 OMA 8.8

OMA 8.8.2 OMA 8.8.3 FCI 2012-040

FCOM 1.45.5

OMA 8.3.19.3.1




Item

Limit / Policy

Reference

ETOPS Validity

- 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

OMA 8.5.1

ETOPS Alternate Weather Requirements

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 Dry 45 36 Wet 40 32 Contaminated 20 16 Ice 17 13 - 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


Page 79 of 266

Item


Limit / Policy  

ETOPS Certification

 

Individual Aircraft max capabilities are specified in the Operations Specifications located in Section B of the Engineering Documents Folder. Flight Crew must ensure the under the “Maintenance Check Accomplished section” of the tech log the ETOPS SUPPL has been signed off for the correct time period. - In the event of a diversion en-route due to non- technical reasons, an ETOPS Supplementary Check will remain valid for the subsequent leg provided, it is confirmed that the ETOPS status has not been changed by technical log entries of the preceding flight. 180 minutes ETOPS Aircraft 207 minutes ETOPS Aircraft RR Powered Aircraft.  GE Powered B-777 Aircraft. Engineering will make an entry in the Defect Column of the inbound flight…

Reference OMA 8.5.7 FCI 2012-034 Engineer Instructions Aircraft Tech Log

“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 Dependent 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 dependent Perishables will be loaded as follows: - 777-200 and 777-300 in the Aft 3+4 Compartment and the Bulk Compartment - 777F All Compartments are usable. 

FCI 2012-034 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


Page 80 of 266

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


Limit / Policy - Items labelled “CARGO AIRCRAFT ONLY” are prohibited from carriage on Emirates passenger aircraft. OMA 21.5.5 - Flight crew shall have completed initial or recurrent Dangerous Goods training within the preceding 24 calendar months. OMD 5.4.9 - For Emirates operations Dangerous Goods must never be loaded in the BULK cargo hold of the aircraft. OMA 21.5.5.1 - Perishables packed with cooling agents cannot be loaded in the Bulk hold. OMA 21.5.5.1 - 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) - Radioactive must list its category Cat I White, Cat II Yellow, Cat III Yellow. Pelesys DG course - The Maximum TI per pack is 10. 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 Portable Oxygen Concentrator Units - Portable Oxygen Concentrator Units are permitted to be carried and used by passengers, subject to conditions: in OMA 8.3.19.3.1 Emergency Response Drill “Z” "Z" - AIRCRAFT CARGO FIRE SUPPRESSION SYSTEM MAY NOT EXTINGUISH OR CONTAIN THE FIRE. CONSIDER LANDING IMMEDIATELY. THIS CONOTAM AUTHORIZES CREWS TO ACCEPT A NOTOC WITH DG USING THE "Z" DRILL CODE. IF FURTHER CLARIFICATION IS NEEDED CONTACT VPNC OR NCC FOR ASSISTANCE. 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. http://spring.emirates.com -Great website for downloading company programs like FABS (Flight Availability and Booking Status), TOM (Trips on Mobile), ICREW, HRDirectLite… etc. for IPAD, IPhone, Android, and Blackberry devices. Other Recommended IPAD/IPhone Apps: Snowtam Crewrest PilotPad Pilot Toolbox LIDO/iRM

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 8.3.19.3.1 FCI 2012-12

Company NOTAM CO108/13

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


Item


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

100 Meters

Visual Aids Handbook LH TEXT Gen Part LAT 790

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



Page 82 of 266

Meaning of Signal

LH TEXT Gen Part RAR 150


Handy Info Meaning of Signal

EMIRATES B-777 Description of Signal

T A X I



Page 83 of 266

Meaning of Signal


Meaning of Signal

EMIRATES B-777 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



Page 84 of 266

Limit / Policy

Reference

2500 kgs/hr Rule of Thumb

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 pax announcements made in compliance with this regulation. 2. The time for the request to ATC if applicable and the time that the return to the gate/remote stand is commenced. 3. A narrative of the conversation between himself and ATC if the decision is made to continue the flight together with the justification including the result of the polling of passengers announcement and the expected take-off time as advised by ATC. Status of delay on arrival - The passengers shall be notified of the status of a delay every 30 minutes if the aircraft is delayed arriving on blocks. - The clock starts at the actual touch-down time of the aircraft.

NATURE INTENTION TIME

(Give an actual time eg16:25GMT)

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

SPECIAL CONSIDERATIONS

- Have the Purser write down your instructions. - Have the Purser Read back instructions to ensure understanding.

CCEM Section 300


Page 85 of 266

Item

Aircraft Codes for Taxiway limitations

Minimum Taxiway width for 777 Main Gear Width Height of Tail Wheel Base 200/300 Wingspan 777F / 200LR / 300ER Wingspan Turning radius for a 772 & 777F

T A X I

Dubai Standard Taxi Routes Dubai Airports Handout


Limit / Policy

Reference

ICAO Code FAA Code Max Wing Span Max Width of Main Gear A I 15m 4.5m B II 15m-24m 4.5m up to but not including 6m C III 24m-36m 6m up to but not including 9m D IV 36m-52m 9m up to but not including 14m E V B777 A330 A340 52m-65m 9m up to but not including 14m F VI A380 65m-80m 14m up to but not including 16m ICAO SAROS Annex 14, Aerodrome Design Manuals Part 1 and 2 specify a minimum of 4.5 meters between outer main wheels and taxi edge. B777 width of main gear 11 meters + 9 meters = 20 meters…. The minimum width of a taxi way for a B777 is 20meters Lido Charts will show taxiways of less than 23 meters width as restricted… If they are ≥ 20 meters they are acceptable for the B777… (LSGG is an airport that shows closed taxiways restricted but can be used) 11 Meters Highest of all models ............. 18.7 Meters 772 & 777F .......................... 25.9 Meters 773 .......................... 31.2 Meters 199’11” 60.9 Meters 212’7” 64.8 Meters B-772 155.8 feet, 47.5 meters for nose gear B-77L 157.4 feet, 48 meters for nose gear B-77F 157.4 feet, 48 meters for nose gear

B-773 183.8 feet, 56 meters for nose gear B-77W 184.1 feet, 56.1 meters for nose gear

LH RAR 20

Capt Kurt Koerfgen FTP 777 EMIRATES FCOM SP.1.8 FCOM SP.1.8 FCOM 1.10.2 FCOM 1.10.3

FCOM 1.10.4


Page 86 of 266

Item

R T O

RTO Decision Making QRH MAN.1.2

-

FO Restrictions

Takeoff Minima

Activation of the Master Caution system System failure Unusual noise or vibration Tire failure Abnormally slow acceleration*** Unsafe takeoff configuration warning Fire or fire warning Engine Failure Predictive Windshear warning If the airplane is unsafe or unable to fly

After 80 knots -

Inspection required on RR Engines

T A K E O F F

Limit / Policy Prior to 80 knots

Fire or fire warning Engine Failure Predictive Windshear Warning If the airplane is unsafe or unable to fly

01 March 2013 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; and c. The required takeoff RVR as shown on the 10-AWO chart has been reported for all relevant RVR reporting points.

OMA 8.1.4.1.2


Page 87 of 266

Item

Limit / Policy 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

OMA 8.3.9 LIDO RAR 730

Australian Wake Turbulence Separation – Intermediate Departures Wake Turbulence Separation

Take-off Alternate

T A K E O F F

USA Alternate Planning Minima

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-42 OMC 2.8.1.3.2


Page 88 of 266

Item

Limit / Policy

Reference

Runway Centerline Offset

B777 and A330/340 pilots are to consider offsetting from the centerline just sufficiently to displace both nose wheels to the right or left of the centerline lights.

OMA 8.3.0.4.4

Maximum speed

Night Operations

Icing Conditions

T A K E O F F


Min Altitude for turns Max bank angle Tail Strike

Engine Failure after V1

Below 10,000ft AAL, the maximum speed shall be limited to the greater of 250kts IAS or flaps up maneuvering speed / clean speed, unless: a. the arrival or departure procedure requires a higher speed, or b. Speed restrictions are waived by ATC. This speed limit is mandatory below 5,000 ft AAL. - Runway edge and stop end lights are required for night operations. - Circling Approaches at night are not authorized.

OMA 8.3.0.5.1

FCI 2012-028 OMA8.3.18.3 OMA 8.1.4.1.1

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.

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


Page 89 of 266

Item

Limit / Policy

Noise Abatement Procedures LH RAR 640-650

T A K E O F F

Cold Weather Corrections

OMA 8.1.1.2 OMC Appendix L OMA 8.3.0.8.8.2.b FCOM NP 21.48



Page 90 of 266

Item

T A K E O F F

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. Reduced Runway Departure Following Departure Separation Minima - The preceding aircraft is airborne and has passed a point at least 2500m from the threshold of the (RRSM) RWY. for OMDB 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 or Best Rate of Climb Speed VREF 30 + 140 knots Best Angle of Climb Speed On VNAV CLIMB page RVSM Operations - 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

Metric Airspace Overview

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)

LIDO RFC Supplement

LH Text NAV 320-340

RSVM Worldwide Status Updated: November 2011 - Russia is now RVSM… Russian RVSM levels will now be expressed in feet with the exception of Mongolia which will remain in meters. Note the direction of flight is based on True Track. FCN 2011-060


Page 91 of 266

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

Limit / Policy - All Data Items on the front page. - At significant waypoints ETA, revised ETA, and ATA. - Revised ATC clearance(s) Fuel checks are to be conducted and recorded at intervals not exceeding 60 minutes. - Set symmetrical thrust. - Balance fuel if required. - A/P engaged in HDG SEL or HDG HOLD and stabilized for 30 seconds. - Trim the Rudder in the corresponding direction to zero the control wheel indices. Get portable oxygen bottles from cabin and descend to FL 250.

01 March 2013 STUDY GUIDE Reference OMA 8.1.10.4

FCTM 1.25

OMA 8.8.1

Check Hold Speed

Instructor technique

Use Cost Index of 140 or select LRC on FMS Cruise page. The FMC does not apply wind corrections to LRC. Increases 100 feet every :10 minutes.

CBT FCTM 4.7 Rule of Thumb

OPT ............ - With ECON speed selected, displays altitude which minimizes trip cost based on weight and cost index. WEIGHT - With LRC, EO, CO, or SEL speed selected, displays altitude which minimizes trip fuel based on weight. - Does not reflect the effect of speed if speed intervention is selected. - Provides 1.5 G Protection and 48 Bank Protection. 2,000 Above bank protection is 40. MAX ............ - Displays maximum sustainable altitude based on:  Current gross weight WEIGHT  Temperature TEMP  Number of engines running  Cruise reference thrust limit set by airline (CRS or CLB)  Speed (ECON, LRC, SEL, EO, or CO) option  Residual rate of climb default set by airline (range 100-999 fpm)  Disregarding altitude or speed constraints  Does not reflect the effect of speed intervention  If the limit is due to buffet or manoeuvre limited altitude o 777-200, 777-300 provide (FAA .2G margin or 33° bank protection) (CAA/JAR .3G margin or 40° bank protection) o 777-200LR. 777-300ER provide (CAA/JAR .3G margin or 40° bank protection) RECMD ....... - Displays the most economical altitude to fly for the next 500 nm based on gross weight; selected cruise speed, including specified cruise speed segments; and WEIGHT constant altitude cruise over a fixed distance taking into account the route of flight, TEMP entered winds, and temperature forecast. The FMC evaluates altitudes up to 9,000 WIND feet below the current CRZ ALT and up to MAX altitude. Recommended altitudes are selected consistent with the step climb schedule and specified step size. If a step size of zero has been selected, the recommended cruise level is selected assuming a 2,000 feet step size. The recommended cruise level is set to CRZ ALT when within 500 nm of the T/D Note: The recommended altitude may be above or below cruise altitude. Refer to RTE DATA and WIND pages for wind and temperature data. 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 the APU will pressurize the aircraft is 22,000 feet Flight Crew o The Commander shall ensure that flight crew members engaged in performing duties essential to the safe operation of an aeroplane in flight use supplemental oxygen continuously after 30 minutes when the cabin pressure altitude exceeds 10,000 ft. and at all times when the cabin pressure altitude exceeds 13,000 ft. o A pressurized flight may be operated up to FL250 if the crew oxygen system becomes inoperative / empty, provided portable oxygen bottles are readily available for each flight crew member on duty. Passengers - Passengers must use oxygen when the cabin altitude is above 15,000 feet. - O2 masks deploy at approximately 13,500 feet cabin altitude. For problems requiring assistance or coordination send message to DXBMCEK Short Codes for ATC SAT phone numbers are located in LH Text RSI MEDLINK via: SATCOM, or Telephone 001 602 239 3627 If MEDLINK not available: LH General Part COM 460 Stockholm Radio for free medical advice HF 3494 ... HF 23210. Above 82° North SATCOM is unavailable

FCOM 11.42.26 FCTM 4.5

CCEM Section 300 OMA 10.4.7.2

OMA 10.4.7.1

MEL 36-11-1

OMA 8.8

OMA 8.1.14.3 LH Text RSI OMA 8.2.2.2.8.1 FCTM 4.15

EMIRATES B-777 Item



Page 92 of 266

Limit / Policy

Reference

If the comment ‘DRIFTDOWN/DEPRESSURIZATION PROCEDURES’ appears in the Dispatch Remark block indicating that the ‘En-route Terrain Analysis For Driftdown and Depressurization’ module has been executed for this flight plan.

DEPRESSURIZATION

DART in LIDO OFP Driftdown and Rapid Depressurization

Before DP (Depressurization Decision Point) follow the published procedure or turn back toward departure airport for as long as required to plan a diversion. - Before diverting ensure terrain clearance. - If departure airport is part of procedure you will have sufficient fuel to return. - If procedure uses a different airport you may not have sufficient fuel to return to departure airport. After DP (Depressurization Decision Point) follow the published procedure or OFP towards the destination while planning the diversion. - Before diverting ensure terrain clearance. - If the procedure has a nominated airport you will not have sufficient fuel to continue to destination, track as directed to the nominated airport. - If a different airport is required continue on the OFP. Plan the diversion, ensure terrain clearance, and ensure sufficient fuel is available.

DRIFTDOWN ( Engine Failure) -

Maintain the Flight Plan Route; Plan a Diversion; Ensure Terrain Clearance is adequate; Fuel to return to departure airport or continue to destination airport has not been assessed.

If No Driftdown Procedures Are Required , no driftdown diversion procedures appear in the Navigation Log. If an engine failure occurs, the flight planned track can be maintained as long as is required to plan a diversion. Before deviating from the flight planned track, crews must ensure that terrain clearance will be adequate during the diversion. As no procedures are provided, the fuel required to return to the origin, continue to the destination or divert to an en-route airport has not been assessed. If Driftdown Procedures Are Published follow the procedures as required.

EK Distance Learning

C R U I S E

Controlled Rest on the Flight Deck

Pilot Incapacitation

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.

OMA 8.3.10.3.1

OMA 8.3.14


Page 93 of 266

Item

Action in the Event of a Pilot Incapacitation

Requirement to land at nearest Suitable Airport

Safe Cruise Altitudes


Limit / Policy

Reference

a. Assure a safe condition of flight b. Take over the controls immediately c. Ensure that autopilot is engaged d. Declare an emergency e. Summon a Cabin Crewmember immediately for assistance f. Remove the incapacitated Pilot from the controls if practical g. Evaluate all operational aspects of the flight h. Determine the suitability of enroute airfields for an emergency landing - The aircraft shall land, after declaring an emergency, as soon as practical. - Where possible the diversion airport should have weather conditions at or above CAT 1 minima. - 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. - MGA Altitudes of 6,000 or lower have an obstacle clearance of 1,000 feet. MGA Minimum Grid Altitudes - MGA Altitudes of 7,000 or greater have an obstacle clearance of 2,000 feet. - MGAs above 10,000 are shown in red 131 Altitudes in hundreds of feet of the highest and lowest terrain displayed on the TERR DISPLAY ND

OMA 8.3.14.1 OMA 8.4.4.2.5

QRH CI 2.3

LH LAT 180

FCOM 10.40.21

Direction of MECCA

IFTAR Fasting Times

Enter ISLAM or KAABA into 1L LEGS Page 1 . Ensure to ERASE after entry To calculate the Sunrise and Sunset of your current horizon follow the below guidance: Beginning of the Fast at cruise altitude (subtract time) 1. Find the Sunrise time for the country you are flying over (for example 04:30) 2. Assuming your cruising altitude is 30,000 feet 3. Half of 30 is 15 4. your current horizon’s Sunrise is 04:30 – 15minutes = 04:15 (The fasting should start at least 1:40 hrs before the sunrise) End of the Fast at cruise altitude (add time) IFTAR can now be calculated by an application in the EFB 1. Find the Sunset time for the country you are flying over (for example 18:30) 2. Assuming your cruising altitude is 30,000 feet 3. Half of 30 is 15 4. your current horizon’s Sunset is 18:30 + 15minutes = 18:45

Arabic Arabic for the Radio

ETOPS Re-routing or Diversion Decision Making

CPDLC Clearances

EFB Soft Reset

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. CF-19 EFB CLASS II New Soft Reset procedure OFP Crew Alert THIS PROCEDURE IS TO BE APPLIED ON ANY KIND OF EFB CLASS II FAILURE AND SHOULD BE DONE BY FLIGHT CREW BEFORE CONTACTING ENGINEERING: - EFB SYSTEM POWER SWITCH OFF - LDS - LAPTOP PWR SWITCH.SLIDE AND HOLD FOR APPROXIMATELY 10 SECONDS - WAIT 1 MINUTE - EFB SYSTEM POWER SWITCH - ON

Capt. Mohamed Samy

OMA 8.5.8.1

OFP Crew Alert


Page 94 of 266

Item


Limit / Policy

Reference

FMC Polar Regions

C R U I S E

Polar Operations

- 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 -65ºC or colder for more than 90 minutes.  If fuel temp is too low FUEL TEMP LOW follow QRH procedures. A descent or climb may be appropriate depending on conditions. An increase in speed may assist… M0.01 increase will increase TAT between 0.5C and 0.7C. - If a diversion becomes likely, flight crew shall contact Flight Dispatch as soon as practicable and confirm with Flight Dispatch that the diversion alternate is suitable. In the event that the aircraft is unable to depart from the diversion alternate, the VNPC will activate the recovery plan. - If communication with NCC is not possible see OMA 8.3.2.4.2.7 for guidance. - Environmental conditions in the Polar Area can be extreme which may hamper ground and passenger handling and hinder flight operations together with limited facilities. Flight crew should therefore take into consideration the weather conditions, fuel/time available and the technical status of the aircraft and consider continuing the flight to an airport outside the Polar Area according to the prevalent situation. - The commander will ensure, if required the safe deplaning of the passengers and provide for their welfare and shelter until the recovery team becomes operational. - Emergency Alternate weather should be greater than landing weather for one hour before until one hour after earliest ETA. - SATCOM is unavailable above 82 North Latitude. Weather for required airports should be checked prior to crossing 82 North. - If HF Communications are unavailable the Control agencies may be reached via SATCOM. The number is in the LH Text RSI short code dialling. Canadian Domestic Airspace Northern Domestic Airspace - Considered to be an area of magnetic unreliability. All tracks, headings, and ATC clearances are referenced to True North. - Airbus Pilots should select TRUE, Boeing automatically switches to TRUE 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 OMC RAIG



6. LIMITATIONS AND POLICIES Current space weather can be found at http://www.swpc.noaa.gov/SWN/index.html Space Weather - Solar flare activity may at times limit the use of the polar region. OMC RAIG Chapter 2 page 221

 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

C R U I S E

Pelesys Polar Ops FCOM SP23

Polar Ops

No Polar Routes FL310 and Below

No Polar Routes

EMIRATES B-777 Item DATA LINK PROVIDER

C R U I S E

Limit / Policy ROUTING

Reference COUNTRY

ABIDJAN ACCRA ALGER

DXB-GRU DXB-GRU DXB-GRU

IVORY COAST GHANA ALGERIA

ANCHORAGE

USA

ALASKA

ANTANANARIVO ATLENTICO

DXB-GRU

AUCKLAND

AUS-NZE

BANGKOK BEIJING BODO NAT BOMBAY (MOMBAI) BRISBANE CANARIAS CAPE TOWN CHENGDU



Page 96 of 266

OPS LOG ON ADS HOURS

MADAGASCAR BRAZIL

DIII DGAC DAAA PAZNPAZA FMMM SBAO

YES YES YES YES NO YES YES

NEW ZEALAND

NZZO

YES

DXB-HKG DXBTHAILAND MNL DXB-PEK CHINA USA OCEANIC / NORWAY DXB->

INDIA

VABF

DXB-CPT DXB-CHINA

AUSTRALIA SPAIN SOUTH AFRICA CHINA

YBBB GCCC FACT ZUUU

CHENNAI

DXB-MAD

INDIA

VOMM

COLOMBO

DXB-SIN

SRI-LANKA

VCCC

CONGO DAKAR DELHI EDMONTON FUKUOKA GANDER NAT GENEVA HO CHI MINH JOHANNESBURG

BRAZZAVILLE DXB-GRU SENEGAL DXB-DEL INDIA USA CANADA DXB-JAPAN JAPAN USA OCEANIC / CANADA Europe SWITZERLAND DXB-MNL/HKG VIETNAM DXB-JNB SOUTH AFRICA

KOLKATA

DXB-HKG/SIN

INDIA

VECF

KUALA LUMPUR KUNMING LANZHOU

DXB-KUL DXB-CHINA DXB-CHINA

MALASIA CHINA CHINA

WMFC ZPPP ZLLL

MAASTRICHT

DXB-UK

EUROPE

EDYY

FCCC GOOO V I DF CZEG RJJJ CZQX LSAG VVTS FAJO

MAGADAN

Far East Rus

RUSSIA

GDXB

MAURITIUS MELBOURNE MONTREAL NADI N'DJAMENA NEW YORK NAT NEW YORK Centre NIAMEY OAKLAND POLAR REGION REYKJAVIK NAT RIYADH

DXB-MRI AUS

MAURITUS AUSTRALIA CANADA FIJI CHAD OCEANIC / USA USA NIGER USA OCEANIC OCEANIC / ISLAND SAUDI ARABIA

F I MM YMMM CZUL NFFF FTTT KZWY KZAK DRRR NTTT BDRY B I RD OERK

ROCHAMBEAU

CARRIBEAN

SOOO

SAL SANTA MARIA NAT SEYCHELLES DXB-SEZ SHANNON SHANWICK NAT USA

CABO VERDE OCEANIC / PORTUGAL SEYCHELLES IRELAND OCEANIC / UK

GVSC LPPO FSSS E I SN EGGX

SINGAPORE

SINGAPORE

WSJC

TAHITI INDONESIA MONGOLIA CHINA MYANMAR

NTTT WAAF ZMUB ZWWW VYYF

DXB-SIN

TAHITI UJUNG PANDANG DXB-CJK ULAANBAATAR URUMQI DXB-CHINA YANGON DXB-SIN

NOTES TRIAL

15/30min
H24

PAZN inbound PAZA outbound

15min><45min out 45 NM

VTBB ZBAB ENOB

DXB-BRI

DXB-LOS USA USA DXB-LOS USA USA USA

LOG ON LOG OUT

YES YES

15 min 10,000' and beyond 45 NM YES TRIAL YES YES 15 min 10,000' and beyond 45 NM NO YES YES YES YES YES 15-45 min

Page 97 of 266

C R U I S E


Item

Limit / Policy

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

Reference

OMA 8.3.1.3 LIDO RM COM 1.3

Loss of Communications Signals Visual Aids Handbook

LH TEXT Gen Part RAR 320

OMA 8.3.0.13.2 LIDO RM RAR 2.8

Interception Procedures

See the LH Text for complete instructions on Interception procedures


Page 98 of 266

Item

Limit / Policy


Areas of Applicability and Frequencies AFRICA 126.9 RSI Africa R-90, R-100 (IFBP) – AFI Region eff. 07MAR13 YANGON 128.95 RSI Middle East / Asia R-130 Between Dhaka and Kunming FIRs 128.95 RSI Middle East / Asia R-130

NOTAM areas Format of Broadcast RSI Africa R-80 Example:  “ALL STATIONS”  “THIS IS Emirates… (flight number) in the XXX (name FIR) FIR”  “FL....”  “North‐eastbound on XXnnn (airway)”  “Estimate XXXXX (or crossing airway if no waypoint) ...... at .... UTC”  “Emirates ......”  “FL....”  “in the xxx FIR” IFBP IATA In-Flight Broadcast Procedure

C R U I S E

TIBA Traffic Information Broadcast by Aircraft

VHF Com Range CPDLC will not Log On Distress Calls :20 Minutes prior to TOD

Collision Avoidance RSI Africa R-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 maneuver appears more appropriate descend immediately 500ft; b) display all available aircraft lighting which would improve the visual detection of the aircraft; c) as soon as possible reply to the broadcast advising action being taken, d) notify the action taken on appropriate ATS frequency; e) as soon as situation has been rectified resume normal flight level, notifying the action on the appropriate ATS frequency. SLOP is promoted in AFI region. Operating Procedure RSI Africa R-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 minutes before entering or crossing an FIR within IFBP region; b) For a pilot taking off from an aerodrome located within the IFBP region as soon as appropriate; c) 10 minutes prior to crossing or joining an ATS route, report crossing airway or waypoint. In the interest of reducing congestion on the IFBP frequency, pilots may exercise discretion to omit closely spaced repetitive IFBP reports; d) at not less than 20 minute intervals; e) before a change in flight level; f) at any other time considered necessary by the pilot. Position Reporting - A position report must be made on the next ATS frequency 15 MIN prior to leaving the airspace in which TIBA procedure apply. Flight Level Changes RSI Middle East / - Before a change in flight level, the broadcast should be in the following form: Asia R-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


Page 99 of 266

Item 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

Reference

- 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

should be

A P P R O A C H

Stable Approach Criteria Simplified FCI 2011-044


OMA 8.3.11.2

OMA 8.3.0.5.1

OMA 8.3.2.4.5.2 FCI 2012-025 OMA 8.3.0.7

FCOM 11.31.23

FCTM 4.21

FCTM 4.22

FCOM 11.43.30

EK TM

EMIRATES B-777



Page 100 of 266

Item

Limit / Policy

Approach Authorization

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: 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: 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. Approach Parameter Deviation – Below 1,500 AGL FCOM NP.40.9 Localizer Excess Deviation Warning or 1 Dot on the PFD “LOCALIZER” Glideslope Excess Deviation Warning or ½ Dot on the PFD “GLIDESLOPE” d. the aircraft speed is not more than final approach speed +10 KIAS and not less than VREF 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 stabilized criteria). e. Power setting is appropriate for the aircraft configuration The landing gear should be down and locked, and the landing flap selected, no later than 1500 ft AAL. At 1000 ft AAL: if the criteria in 8.3.0.8.5.1 Stable Approach Criteria are not met then a go-around shall be flown, unless: i. the aircraft speed does not meet the criterion but can reasonably be expected to be achieved by 500 ft AAL and the power set is appropriate to achieve this or, ii. the aircraft is in the planned landing configuration and all landing actions have been completed but the landing checklist has not yet been completed. in which case the approach may be continued to not less than 500 feet AAL while these criteria are achieved.

OMA 8.3.0.8.5.1

OMA 8.3.0.8.5.2

-

CAT II and CAT III Stable Approach Requirements

Stable Approach Criteria Exceptions

ALAR Approach and Landing Accident Reductions

Non Precision Approach (NPA) Slant Range Requirements

At 500 feet AAL: if any of the criteria in 8.3.0.8.5.1 Stable Approach Criteria are not met then PM shall announce “GO AROUND” and an immediate go-around shall be flown. - If a stable approach destabilizes below 500 feet AAL then PM shall announce “GO AROUND” and an immediate go-around shall be flown. - If a valid “Long Landing” alert is activated then PM shall announce “GO AROUND” and an immediate go-around shall be flown. For CAT II and CAT III approaches, the aircraft shall meet all stable approach criteria by 1500 feet AAL. OMA 8.3.0.8.5.3 If the approach destabilizes below 1500 ft. AAL then PM shall announce “GO- AROUND” and an immediate go-around shall be flown. Sidestep Offset-NPA, SOIA Approaches, and RNAV Visual with RF Leg final i. The aircraft may continue through 1000ft whilst achieving lateral alignment. ii. Wings shall be level by 300ft AAL. Circle to Land and Visual Circuit Approaches. FCI 2012-028 i. The 1,500ft AAL Landing Gear and Flap configuration selection requirements do not apply. OMA 8.3.0.8.5.4 ii. The aircraft may continue through 1000ft whilst achieving lateral alignment. iii. Landing Checklist must be completed by 500ft AAL. OMA 8.3.0.8.5.2 iv. Wings shall be level by 300ft AAL. At 500 ft AAL: if any of the parameters in 8.3.0.8.5.1 Stable Approach Criteria as modified above are not met, or if the approach subsequently becomes unstable, then PM shall announce “GO AROUND” and an immediate go-around shall be flown. Strategies for preventing and minimizing unstable approaches. Establish gates: 3 x Altitude +10 nm = Distance required to continue a clean descent. 250 knots and 5,000 feet at 25 nm from airport Personal Gear down at 2,500, Landing flap selected at 2,000 Procedures On Landing have touchdown targets to deal with long landings or extended flares… from SEP Be Go-Around minded. Training 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

100 200 300 400 500 600 800 1000

0.33 0.66 1.00 1.33 1.66 2.00 2.66 3.33

appx. 6 x AGL ft. = vis required in meters

(appx. 6 x AGL ft.) - 1000 = vis required in meters

620 1240 1850 2460 3090 3700 4930 6170

Overhead 340 950 1560 2190 2800 4030 5270


Page 101 of 266

Item

Use of Autoflight Systems


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. - PM programs FMS below 10,000 AAL. The most operationally suitable approach shall be planned in accordance with paragraph 8.3.18.3 The most preferred available approach type should normally be planned unless a less preferred approach is i. Safer, (e.g. performing an ILS to maximum tailwind limits may pose a greater safety risk than another approach option for the reciprocal runway) ii. Equally safe but more efficient.

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 OMA 8.3.18.3

Approach Type Selection

OMA 8.3.0.8.8.1 OMA 8.3.0.8.8.6

A P P R O A C H

FCI 2012-028

-

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

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 + 3000 = 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 Item Delayed Flap Approach RV vectors to final Aircraft Categories

Orbits

Circling Minima

A P P R O A C H



Page 102 of 266

Limit / Policy

Reference

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 Stabilization 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 - Circling Approaches at night are not authorized. - 1,000 AAL rounded up to the nearest 100 feet or pub minima whichever is higher. - 5,000 Meters or pub minima whichever is higher. ICAO PANS OPS TERPS Charted as Charted as

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

FCI 2012-28 OMA 8.5.6.1

LAT 760

Circling Airspace

Visual Circuit Approach SRA Approaches Fly-by Confirmation Max bank angle

RAR 610

ACFT Cat R (nm) OCH (ft) ACFT Cat R (nm) AAA (ft) Vis (sm) A / Max 100KIAS 1.68 295 A <91kts 1.3 350 1 B / Max 135KIAS 2.66 295 B >91kts<121kts 1.5 450 C / Max 180KIAS 4.20 394 C >121kts<141kts 1.7 450 1.5 D / Max 205KIAS 5.28 394 D >141kts<166kts 2.3 550 2 E / Max 240KIAS 6.94 492 E >166kts 4.5 550 CAT A and E aircraft not charted in LIDO charts. Great caution is required when circling with TERPS minima as the protected airspace is much smaller - Visual Circuit Approach shall only be used for Base Training Flights and expeditious returns following takeoff. - Min weather is Company VMC - Company VMC In-flight visibility 5,000 meters, vertical distance from cloud 1,000 feet, Horizontal distance from cloud 1.5 nm 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

RAR 710

FCI 2012-28 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

NON-RADAR SEPARATION - HEAVY Behind a HEAVY ................... 2 min - HEAVY Behind a SUPER ................... 3 min

OMA 8.3.9 LIDO RAR 730

Australian Wake Turbulence Separation – Intermediate Departures Aircraft Categories

Wake Turbulence Separation

Leading Aircraft Super

Heavy Medium

Separation Minima

Following Aircraft Heavy Medium Light Heavy Medium Light Light

Minutes 4 4 4 2 3 3 3

OFP Attachment


Page 103 of 266

Item

Limit / Policy

New Commander Restrictions

- 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. 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.

FO Restrictions

Approach Ban Point See 10-AWO or CCI page for RVR requirements and Approach Ban Point.

A P P R O A C H


Conversion of Reported Met Vis to RVR (Factored Met Vis))

VNAV APPROACH

Reference OMA 4.0.1.4 OMA 5.2.16.1


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

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. - The airplane lands. - The airplane flies beyond the last waypoint in the approach (missed approach waypoint or runway). The VNAV page title changes from “ACT xxxxx DES” to “ACT END OF DES” When the FMC is ON APPROACH the following features are available: - The IAS/MACH window can be opened and the command speed can be set while VNAV remains in the VNAV PATH descent; VNAV commands the set speed. - The MCP altitude can be set above the airplane altitude for the missed approach. When the desired MCP altitude setting is at least 300 feet above the current airplane altitude, VNAV continues to command a descent. - VNAV remains in VNAV PTH and follows the descent path unless the airplane accelerates to within 5 knots of the current flap placard and the airplane rises more than 150 feet above the path. In this case VNAV PTH changes to VNAV SPD. If VNAV ALT has engaged beyond the FAF - Set DA/MDA in the MCP and select altitude intervention without delay to enable continued descent on the final approach point. Execute a missed approach if the deviation above path becomes excessive enough to prevent achieving a stabilized approach.

FCOM 11.31.25

FCTM 5.39


Page 104 of 266

Item

Raw Data Monitoring Requirements

Overweight Landing Policy


Limit / Policy - During localizer based approaches; LOC, LOC-BC, LDA, SDF, AND IGS, applicable raw data must be monitored throughout the approach. - During non-localizer based approaches where the FMC is used for course or path tracking (VOR, TACAN, NDB, RNAV, GPS etc.), monitoring of raw data is recommended, if available. Although continuous monitoring of raw data during approaches is not required, ground based navigation aid(s) should be checked for correct navigation no later than final approach. - Checking of raw data for correct navigation before commencing the approach may be accomplished by;  pushing the POS switch on the EFIC control panel and comparing the displayed raw data with navaid symbols on the map. Example: The VOR radials and the RAW DME data should overlay the VOR/DME stations shown on the MAP and the GPS position symbol should nearly coincide with the tip of the airplane symbol (FMC position).  displaying the VOR and ADF pointers on the map display and using them to verify your position relative to the map display. - Overweight landing can cause additional stress to the airframe and is, especially for the Boeing fleet, an undesirable event. Every effort should be made to land a Boeing 777 either at or below MLW. If this is inappropriate, flight crew should consider reducing the actual landing weight as much as possible to keep the MLW excedance to a minimum. Overweight Landing – Policy a. Up until the point of commencing the take-off, it is not permitted to plan to land at a weight which exceeds either the Maximum Structural Landing Weight (MLW) or Regulated Landing Weight (RLW). b. Prior to departure, the estimated landing weight should be calculated based on the actual take-off weight and the anticipated trip fuel burn. The RLW should be calculated based on the forecast conditions for the expected time of arrival. c. Flight Crew are required to monitor the estimated landing weight throughout the flight. If it becomes evident that the aircraft will land at a weight which exceeds either the MLW or RLW, appropriate action should be taken to reduce landing weight so that limiting weights are not exceeded. d. Appropriate actions to reduce estimated landing weight include: (the list is not to be read as an order of preference) 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)

Reference FCTM 5.25

OMA 8.3.0.11.2 OMA 8.3.0.11.2.1


Page 105 of 266

Item Cold Weather Corrections

Limit / Policy


OMA 8.1.1.2 OMC Appendix L OMA 8.3.0.8.8.2.b FCOM NP 21.48

A P P R O A C H

Max Approach attempts

M I S S E D A P P R O A C H

Missed Approach Climb Gradient

Missed Approach Acceleration Altitude

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. 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.

OMA 8.3.0.9.3

QRH PI FCOM PI

QRH PI

LIDO Text LAT J-520

OMA 8.3.0.9.1 FCI 2010-028


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

VREF at Low Landing Weights B777F and B777-200LR

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


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 777-200LR AND FREIGHTER) FLIGHT DISPATCH MUST BE CONTACTED TO RETRIEVE ACTUAL LANDING DISTANCE BASED ON THE EXPECTED WEATHER AND LANDING WEIGHT. - DCPB 11 JUNE 09 ‐ At landing weights approximately below 217,000 kg (under ISA conditions), crew shall consider the use of flaps 25 for normal 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. ‐ The lowest landing weight for which speeds are published is 154,222 kg. Dispatch will plan flights using necessary ballast or additional fuel in order to ensure flights arrive at destination at or above this weight. ‐ In the event or holding, a diversion, or other unanticipated circumstances the actual landing weight falls below this value, it is permissive to use VREF for the lowest landing weight where speeds can be obtained. VREF AT LOW WEIGHTS ‐ WE HAVE RECEIVED REPORTS THAT 777F AND 777-200LR FMCS MAY DISPLAY A VREF SUBSTANTIALLY LESS THAN 137 KT. THESE REPORTS ARE CURRENTLY INVESTIGATED BY BOEING. IN THE MEANTIME,IF 777F OR 777-200LR FMC SHOULD DISPLAY A VREF OF LESS THAN 137 KT, CALCULATE LANDING PERFORMANCE WITH OPT TO VALIDATE FMC VREF.IF OPT APPLICATION SHOULD BE UNAVAILABLE, CONSULT QRH PERFORMANCE INFLIGHT (PI-QRH) TABLES AS ALTERNATIVE MEANS TO VALIDATE FMC VREF. USE THE HIGHER OF THE FMC OR OPT/QRH VREF AS VREF FOR THE APPROACH. REFER ALSO TO EKIB-44R2. - FTPB 23NOV11

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. - Circling Approaches at night are not authorized. FCI 2012-028 OMA8.3.18.3 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


FCTM 6.34


EKIB 44R3


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 8.2.2.5.1


Page 107 of 266

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 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 Item

Limit / Policy

VASI, T-VASI, and PAPI FCTM 6.3 FCTM 6.6 OMA 8.3.0.11.5



Page 108 of 266

On runways equipped with PAPI or VASIS, the visual glideslope indications should be adhered to as closely as possible for both day and night operations, in combination with electronic glideslope information if available. On approaches where the electronic glideslope (ie ILS) and visual glidepath are not coincident, during the visual portion of the approach, crews shall maintain a visual aim point consistent with the electronic glideslope in order to prevent destabilisation of the approach and to avoid potential GPWS activation During VNAV / Managed approaches, once suitable visual reference is established, crews shall not descend below the visual glidepath. While VNAV / Managed guidance may still be used for reference once the aircraft is below DA / MDA, the primary means of approach guidance is visual.

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

Perception Being too high

Unintended Action Push

Boeing ART 2011

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

Hard Landings

FCN 2010-047 OMA 8.3.0.11.7

Long/Deep Landings

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, a go-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.arnold - 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


Page 109 of 266

Item


Limit / Policy

Reference

- When an emergency landing or ditching is imminent, the Captain (or his delegate) shall announce: o at approx 2,000’ AGL “THIS IS THE CAPTAIN, ATTENTION CREW AT STATIONS”. o at approx 1,000’ AGL “THIS IS THE CAPTAIN, BRACE, BRACE”. - The commander initiates the evacuation: o “THIS IS THE CAPTAIN, (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



Page 110 of 266

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 from Left Seat Only

Accurate from 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 DXB Lost Items

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

3. Voyage Report

OMA 10.3.7.3

4. Cabin Log

Signature

If Passengers leave Items on the aircraft on arrival into Dubai and they are found by the crew, the crew must stay on the aircraft until the item can be handed over to DNATA. Contact DNATA Found It +971 50 950 9964 for a quick pick up.

Traning College


C U S T O M S



- 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 DXB permitted or pressed for pipes), minced or pressed tobacco for smoking, tobacco or mild-tasting tobacco. custom exempted Exceeding the above will be dutiable. items - The amount of alcoholic beverages and beers shall not exceed 4 liters of alcohol beverages, or 2 cartons of beer (each consisting of 24 cans, not exceeding 355 ml for each can or its equivalent). - Unofficial Policy is max CDs or DVDs of 10. - Passenger’s Personal belongings are permitted entry and shall be exempted from customs fees. - Still and moving image video cameras with their appropriate tapes, films and accessories. - Cash money, currencies and travellers cheques altogether less than AED 40,000 and the passenger’s age shall not be less than 18 years old. DXB permitted - Radio systems, combined broadcasting apparatus, CD and DVD players with agreeable quantities. custom exempted - Agreeable quantities of projectors for displaying slides and films including accessories. Luggage - Telescopes. - Computers including laptops. - Sports equipment. - Disabled - Mobile telephone. - Baby Strollers. - Portable typing sets. wheelchairs and - Portable TV sets. - Portable music equipment. - Portable calculators. cars The following conditions shall be in force for the duty exemption for the above: - Baggage and gifts must be of a personal nature and not in commercial quantities. - The passenger should not be a frequent traveller with goods on a regular basis, or a member of the respective conveyance crew. - Passengers must be above 18 years of age for carrying allowable cigarettes or alcoholic beverages into the country. - The aforementioned conditions apply to whoever accompanies the passenger. 1. All kinds of Narcotic drugs (Hashish, Cocaine, Heroin, Poppy Seeds, Hallucination Pills etc..). Medicines containing Codeine 2. Goods intended to be imported from boycotted countries. 3. Goods from Israeli origin or bearing Israeli trademarks or logos. 4. Crude Ivory and Rhinoceros horn. 5. Gambling tools and machineries. 6. Three layers fishing nets. 7. Original engravings, prints, lithographs, sculpture and statues in any material. DXB Banned 8. Used, reconditioned and inlaid tires. Items 9. Radiation polluted substances. 10. Printed publications, oil paintings, photographs, pictures, cards, books, magazines stony sculptures and mannequins which contradict Islamic teachings, decencies, or deliberately implying immorality or turmoil. 11. Any other goods, the importation of which is prohibited under the authority of U.A.E. customs laws or any other laws in the country. 12. Forged and duplicate currency 13. Cooked and home-made foods Passengers (resident and non resident) can bring into the country a maximum of three month supply of medicine, for their personal use and an original prescription must be enclosed (stamped and signed by official embassy of UAE in the country of origin, with details of the patient, description of disease ...etc) of DXB Medicines registered medical practitioner. All the medications should be in original packaging and not expired. No For Personal Use psychotropic medicines are allowed without prior approval from the Ministry of Health www.moh.gov.ae even for personal use, in small quantity and/or with prescription. Seizure of such medicines will be punishable under law. The following items must be declared by the passenger to the Customs officials on arrival and non declaration may be treated as smuggling which is an offence punishable by law. 1. Radios, striking appliances, self-defence equipment 1. and sharp edged knives and swords. 2. Domestic pets and skins of endangered animals subject to CITES Convention (hides, ivory & stuffed animals). 3. Cash money (inclusive of currencies and traveller cheques) above AED 40,000 – USD 10,000 or the DXB Items that equivalent in other currencies. must be declared 4. Films, Books, Photographs, Visual & Compact Discs even if for personal one. 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


Page 112 of 266

Item EKIB-2 Loss of Engine Thrust Control.

EKIB-4 Electrical Power Transfers – APU to External Power

EKIB-5R1


EMIRATES INFORMATION BULLETINS Notes Continue Takeoff or remain airborne until the ENGINE LIMIT/SURGE/STALL checklist can be completed If there is a power interruption during the power transfer, displays will revert to the default settings. Change displays to the required settings when required. Keep the crossfeed valve closed unless directed to open the valve by a non-normal checklist.

Fuel Crossfeed

EKIB-8R2 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.

EKIB-15 Inadvertent Over Speeds.

EKIB-17 ENG IDLE DISAGREE message and slow engine acceleration during in-flight starting.

EKIB-22R1 GE-90 In Service Observations / Differences

EKIB-23

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. 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.

Leave the AFDS engaged unless it is apparent that a significant overspeed will occur and the AFDS is not correcting. (.05>VMO or 20kts) 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. 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.

CONFIG GEAR STEERING EICAS message during takeoff

EKIB-24 Magnetic Variation Difference Event.

EKIB-25 Occurrences of Un-powered Right Transfer Bus during triple channel autoland bus isolation

EKIB-26

Intermittent failure of the HDG REF switch cause the Left and right FMS to operated in different heading modes. One in NORM one in TRUE. Many EICAS messages will appear. Above 1500 feet the system can be reset by pushing the APP button twice. Below 1500 the Autopilot must be disconnected, FD switches cycled, and APP Selected again A buss Isolation is not likely on the second attempt.. Autoland should not be used for Overweight Landings.

Over Weight Landings Using the Autoland System

EKIB-28

IF MCP selections not working try alternate selections. Consider cycling the AFDS OFF then ON.

AFDS MCP Faults

EKIB-30 TCAS Operation and Display of Traffic

EKIB-33R4 Use of Barometric Vertical Navigation for Instrument Approach Operations Using Decision Altitude

EKIB-35R1 Excessive Ground Returns displayed on Rockwell Collins Weather Radar

EKIB-38R1 Non-Fire Related Fire Warnings

EKIB-39 Momentary TCAS OFF indications on 777-200, 200ER, -300

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. VNAV Approaches to DA require GPS Displayed on ND and QNH set on Altimeters. F/D or A/P in VNAV mode 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. o o o o o o

o Emirates have experienced a number of non-fire related warnings in both cargo holds and lavatories. The majority of these warnings occurred directly after cigarette smoke, hair spray, or insecticide canisters were discharged in close proximity to smoke detectors. o When confronted with such warning, Captains should consider whether strong evidence suggests that the warning is spurious and should plan their actions accordingly. o 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.


Page 113 of 266


EMIRATES INFORMATION BULLETINS Item EKIB-41R4

Notes BP V14 Fixes 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.

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.

BP V15 Fixes

EKIB-43 Undetected Erroneous Radio Altitude

EKIB-44R4 Light weight landings on the 777F and 777-200LR

EKIB-46R1 Flight Deck Effects of 777/Rolls-Royce Thrust Reverser Inner Wall Failures

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 At landing weights approximately below 217,000 kg (under ISA conditions), crew shall consider the use of flaps 25 for normal 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. o The lowest landing weight for which speeds are published is 154,222 kg. Dispatch will plan flights using necessary ballast or additional fuel in order to ensure flights arrive at destination at or above this weight. o If in the event or holding, a diversion, or other unanticipated circumstances the actual landing weight falls below this value, it is permissive to use Vref for the lowest landing weight where speeds can be obtained. 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 o o o o o o o o o

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. - Flight crews should follow normal procedures guidance for stowing reversers after landing to prevent possible T/R damage. Engines should be allowed to fully decelerate to reverse idle prior to moving the reverse thrust levers away from the reverse idle detent.  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. - 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 After an RTO is performed where the thrust reversers were deployed, maintenance must determine if an inspection of thrust reversers is necessary.


Page 114 of 266


EMIRATES INFORMATION BULLETINS Item EKIB-47 Ice Crystal Icing

EKIB-49

Notes 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 This bulletin provides crews with guidance in response to volcanic ash encounters.

Specific Flight Crew Actions Required in Response to Volcanic Ash Encounters

EKIB-50 MultiScan Weather Radar (WXR) Operation

EKIB-51 Kidde smoke detector false alarm during poser transfer

EKIB-52 Upset Recovery

EKIB-53 o RUNWAY POS EICAS Advisory o RUNWAY SYS EICAS Advisory / RUNWAY SYS Status

o This bulletin advises flight crew of the differences between Manual and AUTO mode operations. It also provides technique for operating in MultiScan WXR o To restore the aft galley power and crew rest ventilation, follow the steps below: a) The overhead crew rest alarm must be silenced in order for the AIRFLOW / SMOKE RESET switch to be operative. The HORN SHUT OFF switch, in the common area control panel in the crew rest, can be used to silence the alarm. b) On the main control panel that is located inside the entrance enclosure at Door 5 upper crew rest area, push and hold the AIRFLOW / SMOKE RESET switch (guarded switch) for 2 seconds. This resets the airflow to the area and resets the aft galley electrical power. c) A false lavatory alarm can be silenced by pressing the Attendant Call Reset (Horn Cancel) switch, located on top of the lavatory door. o The ability of the detectors to sense smoke is not affected before or after a false alarm, and the status indicator light should return to “green”. Removal and replacement of a false alarming detector with a “green” status indicator light is not recommended at this time, as this action is not believed to solve this problem. A smoke detector with a “blinking red” status indicator light implies a fault, and should be replaced. o To provide increased flight crew awareness of the Upset Recovery non-normal maneuver and the requirement to disconnect automation as the first step. o RUNWAY POS EICAS Advisory - As soon as the aircraft is moved and the line of sight to a sufficient number of GPS satellites is achieved, this message should no longer be displayed. No Flight Crew action is required. o RUNWAY SYS EICAS Advisory / RUNWAY SYS Status - If occurring on the ground prior to take-off or on final approach this message Indicates that the Smart Runway and Smart Landing advisories are not available to the flight crew. If occurring during flight then Engineering will need to contact Honeywell to ensure that the over-flown Airport/Runway is included in the next version of TDB or is to be added as soon as possible. No Flight Crew action is required other than an information entry to the Tech Log. The entry should include the Airport/Location and the statement “Advise Honeywell.”


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Item EAD-60R3


WHITE FCOM BULLETINS (BOEING) Notes

New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog.

EAD-62R1 False Engine Out Indication.

EAD-69R1

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. Nuisance Blanking that only occurs at or near idle during descent.

Fuel Flow Blanking with GE-90-100.

EAD-71R1 Generator OFF light On After Engine Start with no EICAS message

EAD-87R3 Loss of VHF Datalink Function on the Primary VHF Data Radio Airplanes with AIMS BP V14 & BP V15 Installed

EAD-88R1 Uncommanded Turns When LNAV is in Use

EAD-89R1 777 Fuel Quantity Indicating System Fluctuations or Blanking Due to a Wiring Harness Problem

EAD-90R1 Nuisance Visual and Aural smoke Alarm Annunciations in Cabin Compartments.

EAD-91R1 Nuisance EICAS Message SMOKE BBAND UPR DR2

EAD-92R1 Setting STEP Size to Zero When No Further Step Climbs Are Planned.

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. 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. 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.

If the PASSENGER ADDRESS EICAS status message shows before dispatch, it may be a nuisance message. Instruct the cabin crew to make sure speakers are working. If all cabin speakers are Nuisance PASSENGER ADDRESS EICAS Status working, the PASSENGER ADDRESS status message may be considered a nuisance and dispatch is Message. allowed. After landing, inform maintenance of the message so any required maintenance action can be accomplished. When entering two waypoints in the flight plan with the same identifier, enter the LAT/LON for the EAD-95 second waypoint in the flight plan instead of the waypoint identifier. After the first waypoint is Conflict with Duplicate Waypoints with the same sequenced, delete the LAT/LON entry and enter the duplicate identifier at the appropriate place in the identifier in the Navigation Database. flight plan by typing the name of the desired waypoint into the scratchpad and line selecting it into the desired location. The SELECT DESIRED WPT page displays. Select the appropriate waypoint from the SELECT DESIRED WPT page (the desired waypoint most likely will not be in the first line). If a flight plan leg appears to have an incorrect distance, push the line select key next to the waypoint EAD-96 with the incorrect distance twice and execute. Verify the distance is correct. FMC Distance to Waypoint Anomaly. If ATC downlink communications will be used in flight, the following procedure should be used during EAD-97R1 preflight operations: Latching Dual FMC Failures. - With the FMC Selector in the Auto position, display POS REF page 3/3 on either CDU. - Determine which FMC is active by noting the FMC that is listed as (PRI): This FMC is chosen on initial power up and is based on available resources. - Move the FMC Selector from the AUTO position to the active FMC (L of R) as indicated on POS REF page 3/3. If operating with the FMC Selector in L or R and the selected FMC fails, the FMC EICAS message will show. If this occurs, move the FMC Selector to the opposite FMC to restore the FMC functionality.

EAD-94

After completion of the flight the FMC selector should be moved back to the AUTO position.


Item EAD-98 Control Panel (MCP) Altitude Window Changing Without Pilot Action



WHITE FCOM BULLETINS (BOEING) Notes The following may help minimize the effects and magnitude of uncommanded MCP altitude changes: o Confirm all altitude changes on the MCP with both crew members. o Periodically check that the MCP altitude window and indication above the altitude display on the PFR remain at the desired value. o Place Altitude increment selector in the AUTO position following use in the 1000s position.


FUEL POLICY

7. FUEL POLICY


EMIRATES B-777


7. FUEL POLICY

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Item

Limit / Policy

Company Policy Standby Fuel Request new OFP Tank Capacities

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 With the main tank pumps on a scavenge system operates -200 ............................................................ 9,100 automatically to transfer any remaining center tank fuel to the main -200ER, 300 ............................................. 13,100 tanks. Fuel transfer begins when either main tank is less than… -200LR, 777F, -300ER, -300ER/ULR ..... 23,900 The center tank may contain up to 1360 kilograms of fuel with less than full main tanks provided center tank fuel weight plus actual zero fuel weight does not exceed the maximum zero fuel weight, and center of gravity limits are observed. Max Landing Fuel to ensure no fuel left in Center Tank: 200……………………………….7,000 200ER or 300………………….16,000 200LR or 300ER/ULR………...36,000 Stephan Prugner Upgrade Interview Question Departure Cruise Approach and Landing. Contingency fuel should be the higher of Provision (a) or Provision (b) below: Provision (a) a. 5% of the planned trip fuel or, in the event of inflight replanning, 5% of the trip fuel for the remainder of the flight, OR b. 3% of the planned trip fuel provided that an en-route alternate is available, in accordance with Section 8.1.7.2.3.1 below, OR c. An amount of fuel sufficient for 20 minutes flying time based upon the planned trip fuel consumption provided that a fuel consumption monitoring programme for individual aircraft has been established and that valid data determined by means of such a programme for fuel calculation are used, OR d. Statistical Contingency Fuel (STATCON), which ensures an appropriate statistical coverage of the deviation from the planned to the actual trip fuel. Provision (b) An amount to fly for 5 minutes at holding speed 1,500 ft (450 m), above the destination airport in standard conditions. A Trip can be planned with less than the above contingence fuel if it will have the greater of the following two fuels

Center Tank Scavenge Center Tank Fuel Limitations

Trip Fuel Contingency Fuel

Decision Point Procedure

Reference

5%

+ Hold +Additional +Extra

3%

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

OMA 8.1.7.2.2

FCI 2013-13 OMA 8.1.7.2.3

+ Hold +Additional +Extra OMA 8.1.7.3.2

Use of Conti. Fuel Additional Fuel Taxi Fuel Taxi Fuel Burn APU Fuel Burn Extra Fuel

Contingency fuel can be used after the Contingency fuel may be used at any time after the fuel bowser has been disconnected for departure. - ETOPS - The forecast weather should be at or above the applicable planning minima at the ETA±1 hour, or is expected to improve to those minima within a time period for which supplementary fuel is carried. Based on a statistical database. APU ops for :30, Start and taxi. -

RR Engines 1,600 kgs/hour

-

GE Engines 2,000 kgs/Hour

Ground consumption 240 kgs/hour In-flight consumption 140-270 kgs/hour dependent on Altitude and Weight Commander's discretion.

Fuel Tankering is planned to MLW less 1% or Performance limited landing weight less 1%. It is the commander’s discretion to board required fuel, there is no restriction to MLW - 1%. Fuel Tankering is not recommended if Take-off or Landing runway is contaminated. 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% Fuel Conversion - US Gallons to Liters .............................................3.785 - IMP Gallons to Liters .............................................. 4.545

OMA 8.1.7.2

OMA8.1.7.2.6 OMA 8.1.7.2.1 Rule of Thumb FCOM PI.37.9 OMA8.1.7.2.7

Fuel Tankering

Fuel Types

RR Engines JET A, JET A1, JP-5, JP-8

GE Engines JET A, JET A1, JP-5, JP-8, TS1 The use of JP-4 and Jet B fuels is prohibited

OMA 8.1.7.3.3

Common Sense

OMA 8.2.1.8

AFM FCOM SP.23.4


Item

7. FUEL POLICY


Limit / Policy

Reference

Refueling with Pax onboard

Refueling with JET B, JP4 or equivalent with passengers onboard is prohibited. 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. 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. Defueling 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. In-Flight Fuel ◊ If, as a result of an in-flight fuel check, the expected fuel remaining on arrival at the destination is less than the required Management and alternate fuel plus final reserve fuel, the Commander must take into account the traffic and the operational conditions Decision Point prevailing at the destination airport, along the diversion route to an alternate airport and at the destination alternate Procedure 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.

OMA 8.2.1.10 OMA 8.2.1.11

OMA 8.2.1.6 OMA 8.3.7.1

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.

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. Alternate Fuel - Missed approach, Climb, Cruise (Cost Index 0), Descent, Approach, and Landing. - The distance to the alternate airfield will be determined by planning for the most probable route but will never be less than 60 track miles. - If Destination weather is forecast below landing minima ±1 hour, 2 alternates are required. (Fuel for the furthest alternate is required) Final Res. Fuel :30 holding fuel at 1500 AAL Fuel at Not less than: Destination ................................................................................ Alternate fuel + Final reserve fuel Touchdown Commitment to destination ................................................................................ Final reserve fuel Alternate ............................................................................................................. Final reserve fuel Low Fuel State The Pilot In Command shall request delay information from ATC when unanticipated circumstances may result in landing at the destination aerodrome with less than the final reserve fuel plus any fuel required to proceed to an alternate aerodrome or the fuel required to operate to an isolated aerodrome. Communications - The Pilot In Command shall advise ATC of a minimum fuel state by declaring “MINIMUM FUEL” when, having committed to land at a specific aerodrome, the pilot calculates that any change to the existing clearance to that aerodrome may result in landing with less than the planned reserve fuel. - The Pilot In Command shall declare a situation of fuel emergency by broadcasting “MAYDAY, MAYDAY, MAYDAY, FUEL”, when the calculated usable fuel predicted to be available upon landing at the nearest aerodrome where a safe landing can be made is less than the planned final reserve fuel.

OMA 8.1.7.2.4 OMA 8.1.4.4.2.1

OMA 8.1.7.2.5 OMA 8.3.7.3

FCI 2013-007 OMA 8.3.7.4

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Item

Limit / Policy

Polar Operations

-


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.

-

Reference

FCOM SP.23

Fuel Jettison

OMA 8.3.0.11.2.1

-

-

-

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. It is OK to run the FUEL IMBALANCE checklist at the same time as the FUEL JETTISON checklist. The 2 systems are independent of each other.

FCTM 1.08.16 FCOM 12.20.11

Rule of Thumb OMC RAIG



8. SOP GUIDE

Preflight Checks.

Locked Compartment the combination is 777

Oxygen Test and Set FCOM NP.21.16 CPB Letter 29Apr2012 CO319/12

CO638/12 COMPANY NOTAM 3RD CF‐19 LAPTOP ADDED TO BE USED AS A BACKUP OR ON BOARD SPARE

When the Tech Log pages states that an oxygen bottle has been replaced do the following steps before the next flight: - Display the STATUS page . - EMERGENCY/TEST selector - Push and hold for 5 seconds. - Observe the crew oxygen pressure drop on the STATUS page, if the drop over the :05 sec test is more than 100 psi, contact the maintenance crew to investigate the possibility of an incorrectly positioned crew oxygen shut off valve.

DOCUMENTS FILE OMA 8.1.12.1 a. Certification of Registration; b. Certificate of Airworthiness No Date , and Airworthiness Review Certificate Check Date CO559/12 Company NOTAM c. Noise Certificate (a copy is acceptable); d. Air Operator Certificate (true and certified copy); e. Operations Specification relevant to the aeroplane type and issued in conjunction with the AOC certificate (copy); f. Aeroplane Radio Station Licence; Check Date g. Third Party Liability Insurance Certificates ( a copy is acceptable). Check Date Note: In the case of loss or theft of these documents, the operation is permitted to continue until the flight reaches the base or a place where a replacement document can be provided.


8. SOP GUIDE

Walk Around Component Locator Guide.



8. SOP GUIDE



8. SOP GUIDE



8. SOP GUIDE



8. SOP GUIDE



8. SOP GUIDE


EMIRATES B-777


8. SOP GUIDE

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CM1

CM2

- OFP - NOTAMs and Weather Departure, Destination, Alternates - Enroute NOTAMs and Weather for first hour of flight - Relevant FCI’s - Delegation of Command. Cabin Crew Briefing OMA 8.1.15.1 - The Purser should provide details of special passengers. - Introduction of Pilots. - Policy to enter the flight deck. - Ensure all crew members are in possession of valid personal documents. - Security Procedures. - Details of the flight. - Any other items particular to the flight. - Augmented Flights: Rest Periods-Meal Arrangements-Use of Rest Facilities.

Minimum Requirements for Preflight Planning

OM A 8.1.15

Preliminary Preflight Procedure CM1 or CM2  Flight Deck Door Key Check Power Established Use 2 power sources FCOM SP.6.1  Emergency Equip. Check Air-conditioning Panel FCOM S.P.2.1  Overhead Panel / CBs Ensure ADIRU OFF :30 sec, then ON  Nav Charts Check lighting set for walk around  Aircraft Documents Check EICAS Messages, ENGINE, and STATUS pages APU Oil Quantity can be checked without starting the APU by selecting the APU switch to  Camera ON and waiting 10 seconds.  Park Brake set if required to check brake wear indicators.  Check DOORS page.  Laptop  Oxygen Test and Set (Hold the Reset/Test switch down for 10 seconds, verify     

the oxygen pressure does not decrease more than 100 psig)

 COM / MASTER / MANAGER / DATALINK RESET  IDENT page / Position Ent / Route Request / ATIS Request The Database expires at 0900Z on the last day of the range. FCOM 11.40.8 (wait :10 minutes after registering IN time before making a ROUTE REQUEST) FCOM SP.5.4

 Start EFB / Check Camera  Check for 5 Gear Pins 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 above) Walk Around (If checking brakes ensure park brake set) FCOM NP.21.4 CM1 Preflight Procedure 1 FCOM NP.21.25 - 2 - 3

Carefully verify that the correct call sign is displayed on the FMC. If necessary manually insert the call sign and make a note on the Voyage Report to record and correct the event.

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

( Enter Wind in to check crosswind component)

EFB CLASS II Reset procedure ( Ground or Flight) OFP Crew Alert THIS PROCEDURE IS TO BE APPLIED ON ANY KIND OF EFB CLASS II FAILURE AND SHOULD BE DONE BY FLIGHT CREW BEFOR CONTACTING ENGINEERING: - LDS-EFB SWITCHES (ON FORWARD PANELS) .... OFF - LDS – LAPTOP POWER SWITCH…SLIDE AND HOLD FOR APPROXIMATELY 10 SECONDS --- WAIT 1 MINUTE --- EFB SYSTEM POWER SWITCH…………………………ON

Seatbelts On APU Running Doors Manual Park Brake On Autobrake RTO

After receiving FZFW

………..Checklist Reset……Datalink Initialize Seat and Rudder adjusted – Laptop or EFB Set - Get ATIS Calculate RTOW

(DXB EDT-50, Outstations EDT-25),

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. For detailed instructions on OPT calculations see 777 OPT User Manual on the FOD CD.

- Crosscheck the computed data CM1/CM2. Crosscheck the TOGW displayed with the input weight FCI 2010-036

FCOM SP.11.10

See LH SID chart or RNP 1.0

Legs Departure…{Check against PLAN mode} Wind  Nav Rad  Prog (Check ground distance)  Route 2 Copy  Fix Resting Page PERF INIT

Seat Adjust Laptop (Calculate RTOW)

 Adjust seat and organize documents Flow 1 FCOM NP.21.9 - 2 – 3 – 4 – 5 - 6 FMC Initialize FCOM NP.21.18 Alternate Procedure  Ident  POS – Check UTC time  ROUTE

 LEGS -



Check FO Setup

Aircraft Model / Tail Number ............................. Select and Confirm LIDO eRM.................................... Select / Verify correct database

 PERF (Default C of G) 200,200ER, 300-30%//200LR,-777F-20% //300ER ULR-17.5%  DEP/ARR  RTE (POS page 2 check RNP) (Verify or enter correct RNP (FCOM SP 20)

FMC Check  Ident  POS – Check UTC time  Route  Perf – Enter Step Size  Thrust limit  T/O page 2 (Noise abattement restrictions)

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 D P A

EFB CLASS II Initialize Setup (CM1 or CM2) LDS-EFB switch ........................................................................................... ON CM1 and CM2 switches located on the forward panels. Boot up sequence may require 90 seconds for completion

calculate required Fuel

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. For detailed instructions on OPT calculations see 777 OPT User Manual on the FOD CD.

- Crosscheck the computed data CM1/CM2. Crosscheck the TOGW displayed with the 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

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 “THIS IS THE CAPTAIN, ATTENTION CREW AT STATIONS”, together we will assess the problem and I will call for the appropriate MEMORY ITEMS or CHECKLIST.  I will verify thrust levers are closed, autothrottles are disengaged, and maximum braking.  Call “AUTOBRAKES” if displayed on the EICAS, verify speedbrake lever up and call “SPEEDBRAKE UP”, or “NO SPEEDBRAKE” as appropriate.  I will verify reverse thrust applied call “REVERSERS NORMAL / NO REVERSER L/R / NO REVERSERS”, call “60 KNOTS”.  Then inform ATC and carry out any required actions.  If an evacuation is required I will call “EVACUATION CHECKLIST”.  If no evacuation is required I will check the DOORS page to ensure no doors are open, Use the CAMERA page to assess the aircraft. If appropriate PA “THIS IS THE CAPTAIN, CABIN CREW REVERT TO NORMAL OPERATIONS”. Request ATC Clearance and taxi clear of the runway. After Clearing the Runway check the GEAR page for brake temperatures and tire pressures.

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 Complete Checklist – Display Doors on MFD Final Load Data Receive – Commander Acceptance by ACARS OMA 8.1.8.5e Record on flight plan – Calculate ATOW & LW 777F check lateral imbalance and revised MTOW and MLW limitations (If ACARS acceptance not possible the Captains Signature and Staff Number are required on all Load sheets) OMA 8.1.8.5e

CDU Set PERF INIT

THRUST REF

Monitor Actions ZFW enter Fuel Quantities check CDU / EICAS / OFP 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/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

T/0 PAGE 1 Full allowable stabilizer nose down/nose up green band is only displayed when gross weight, takeoff thrust (Assumed Temperature), CG information and V1 speed have been entered.

Enter the Takeoff speeds TO Speeds APP REF

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

CM2 After Cabin Secure received

Transfer Power to APU Call Ground Engineer “Confirm: Ground checks complete, All doors and hatches closed, B-777 tow bar connected, and clear to pressurize hydraulics.

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

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

“Clear to Pushback, Facing ____”. “Pushback Facing ____, Release Brakes.” “Parking Brake Released, Off Blocks At ____”

Start Clock

Start Procedure Announce Start Sequence GE engines must be started individually Call “START__ENGINE(S)” GE engines are not allowed dual engine starts When starting during a turning pushback Start the inboard engine to reduce the resistance to the pushback tug. Position Fuel Control Selectors to Run Observe Oil Press increase by initial EGT rise If not 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 PM Before Takeoff Procedure May be done by CM1 or CM2 Ensure engine warm up requirements are met FCOM NP.21.43 - GE Engines – Engine Oil Temp above the bottom of the temperature scale, run the engines for at least :03 minutes - RR Engines – The engine Oil Temperature must be above the lower amber band before takeoff. - If engines shut down more than 1:30, run the engines for at least :05 minutes - If the engines have been shut down for less than 1:30, run the engines for at least :02 minutes 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 (PM) 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”

WX or TERR ON Complete Before Takeoff Checklist “BEFORE TAKEOFF CHECKLIST COMPLETE”

“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°.

Landing and Strobe Lights On PA “CABIN CREW PREPARE FOR T/O” Confirm Correct Runway Verify Runway heading with ND± 10°.

EKIB23

Cleared for Takeoff CM1 Starts Clock 1.05 EPR or 55 % N1 “TAKEOFF” push TOGA sw “THRUST REF”  TO/GA roll command maintains runway track.

 TO/GA pitch command starts at a parked position of 8° and as the aircraft accelerates it commands V2+15 (If the target speed is exceeded for more than 5 seconds it will adjust to the new speed, not to exceed V2+25)

“CHECK” “HOLD”

“CHECK” Set Thrust prior to 80 kts “THRUST SET” “80 KNOTS”

V1 Auto Callout  Rotation rates vary from 2° to 2.5° per second with rates being lowest on longer airplanes. Liftoff attitude is achieved in approximately 4 seconds.

“ROTATE” “POSITIVE CLIMB”

“GEAR UP”  At 50 feet AGL LNAV engages. “LNAV” “AP ON” After 200 AGL

“400”

“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”

 At 400 feet AGL VNAV engages. The speed window closes and the speed bug moves the VNAV commanded speed.

Verify VNAV engaged Position Flaps as commanded When flaps selected UP - Checklist Display Push When flaps retraction is complete – Set the Engine A/I AUTO “AFTER TAKEOFF CHECKLIST COMPLETE”

Climb/Cruise Procedure. 10,000’ or FL100 If airport elevation above 1,000 ASL use 10,000 AAL

Seat Belt Selector as required. or “Cabin Crew Cleared for Duties” All Landing Lights Off NAV page manual selections off, POS page 2 RNP Manual Selection Deleted Passing through FL 200 ensure the airspeed is at least 15 knots above the amber band or the AIRSPEED LOW message may occur.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 Set the Altimeter “Check”

“TRANSITION ALTITUDE, ALTIMETERS RESET STANDARD” When FUEL LOW CENTER EICAS is displayed turn CENTER FUEL PUMPS OFF.

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PF

PM 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 OFP 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

Start before TOD, complete prior to 10,000 AAL

Rough Calculation 3 x Altitude + 20 nm

Get ATIS

Confirm FMS

Review all Alert Messages and Operational Notes. Verify VREF Set Baro Minimums Check CDU C T W O F

Chart Terrain Weather Operational Fuel

OMA 8.3.0.8.3

“DESCENT CHECKLIST COMPLETE” - At TOD record fuel on Flight Plan When Passing lesser of 20,000 AAL or TOD, Seat Belt Sign On

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PF

PM Approach Procedure Approaching transition level

Set the Altimeter “CHECK”

“TRANSITION LEVEL, ALTIMETERS RESET ____mb/in” Verify correct arrival and approach procedures selected Confirm Approach Briefing

10,000’ or FL100 If airport elevation above 1,000 ASL use 10,000 AAL Select Landing , Taxi and Runway lights On 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. CABIN READY received from Purser 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

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” Possible lighting calls “STROBE” “APPROACH LIGHTS” “RUNWAY LIGHTS” “PAPI” “VASI” “RUNWAY IN SIGHT”

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” Possible lighting calls 500 ..................................................................................... “Check” “STROBE” “APPROACH LIGHTS” “RUNWAY LIGHTS” “PAPI” Plus 100 ............................................................................. “Check” “VASI” “RUNWAY IN SIGHT” 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

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PF

PM Go-Around Procedure

Push TOGA Call “GO-AROUND, FLAPS 20” “THR,TOGA,TOGA”

Position Flaps to 20

Verify rotation to go around Attitude and thrust increase Verify thrust adequate and adjust if required “POSITIVE CLIMB” “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” Move the Reverse levers to the reverse idle detent. Call “REVERSERS NORMAL” or “NO REVERSER LEFT ENGINE” When reverse idle achieved stow the reverse thrust levers. or “NO REVERSER RIGHT ENGINE” or “NO REVERSERS” Taxi instructions received and understood. Call “AUTOBRAKES” if displayed on the EICAS Stow the Speed Brakes Call “60 KNOTS” CM1 Stops Clock Select Wx Radar Off Position Engine Anti-Ice as required Start APU at an appropriate time. (:02 minutes prior to gate if possible) Position Strobes Off Landing Taxi lights as Required Select Wx Radar Off Position Auto Brakes Off Flap Lever Up Checklist Push

Call “AFTER LANDING CHECKLIST”

“AFTER LANDING CHECKLIST Complete” 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.

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

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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

Fatigue Report Form

Reset Flight instruments R Com to RVHF, FLT, SPKR Volumes set to 12:00 Transponder Standby 2000 Seat Belt Stowed

Black Box

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Departure SOP

Cleared to line up on runway

.


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SPEED, VNAV PATH

28,000’ ASL 27,000’ ASL FL 270 Climbing FL280

20,000’ ASL FL200 Climbing FL280 Transition Altitude, Altimeters Reset Standard

Check

Transition Altitude

Transition

DEPARTURE BRIEFING Emergency Briefing Brief and identify Threats Charts Terrain Weather Operational

Hold

400’ AAL

A/P On Gear Up LNAV 400

PF Procedures

Prior to Takeoff the duties of the PF will be completed by CM1.

PM Procedures

THRUST SET, 80 Knots Rotate

TAKE OFF REVIEW Flap __ Rwy ___ V2 ___ TOGA,TOGA, LNAV VNAV Armed 5,000 249 Track SID Stab trim set for Take-off PF CDU T/O PM, CDU LEGS Transponder ____ TO Review complete Display Checklist

1,000’ AAL

After T/O Checklist Complete

THR REF VNAV

V1

Ldg Lts & Strbs On PA Cabin Crew Verify Rwy Hdg

If airport elevation above 1,000 ASL use 10,000 AAL

Display the Checklist Engine AI Auto

After T/O Checklist

Flap 1

10,000’ or FL100

10,000 Climbing FL280

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

Positive Climb

PF Calls

All Calls will be responded to with an action call or “Check”

PM Calls Auto Callouts

V1

Monitoring is a vital role of the non-flying pilot, if any action by the PF is not understood by the PM he shall attempt to resolve the confusion with a prompt or question. If this initial communication is unsuccessful and the PM still has uncertainty or concern about the safety of the aircraft then they can use the trigger word “Uncomfortable” to clearly express his concern. FCI 2013-002 OMA 4.0.6

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Leaving FL280 Descending 8,000 feet

28,000’ ASL Advise purser :20 to TOD

Arrival SOP

ATIS PA

Transfer Controls Set FMC DEP/ARR page Confirm and Execute Modify LEGS page, Fix page as req Set NAV/RAD page Check MSGS and NOTES Select VREF Ensure CM1 sets STBY ASI Set Minimums Ensure CM1 sets STBY ALT Set Auto Brake Transfer Control Back

FL200 Descending 8,000

Seatbelt Sign On at 20,000 AAL or TOD whichever is lower Check

ARRIVAL BRIEFING Brief and identify Threats Charts Terrain Weather Operational Fuel

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

20,000’ ASL Transition Level, Altimeters Reset ____mb/in

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

1,000’ AAL Speedbrakes Up or No Speedbrakes 60 knots

Minimums

For the purposes of this explanation the PF will remain so even during control transfers.

PM Procedures PF Calls

All Calls will be responded to with an action call or “Check”

PM Calls Auto Callouts

If airport elevation above 1,000 ASL use 10,000 AAL

2500

Monitoring is a vital role of the non-flying pilot, if any action by the PF is not understood by the PM he shall attempt to resolve the confusion with a prompt or question. If this initial communication is unsuccessful and the PM still has uncertainty or concern about the safety of the aircraft then they can use the trigger word “Uncomfortable” to clearly express his concern. FCI 2013-002 OMA 4.0.6

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Aircraft Differences -200 Differences A6-EMD-EMF Engines

TRENT 877 (76,900 lbs) o RR engines may be started at the same time. o EAI on Takeoff Procedure (RR Engines) Run-up to a minimum of 50% N1 and confirm stable engine operation before the start of the takeoff roll. FCOM SP.16.8

o After an RTO is performed on RR powered 777 airplanes where the thrust reversers were deployed, MCC must determine if an inspection of thrust reversers is necessary. EKIB-46R1 EAD 60R2

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 The engine may be considered free of ice prior to engine start if: o manually de-iced, o visually inspected per the AMM, or o the above core ice shed run-up procedure is conducted within 5 minutes before engine shutdown during taxi-in o Further exceptions included in Bulletin. o Engine cool down recommendations: RR Engines – Run the engines for at least :01 minutes. FCOM NP.21.62

Weight Limitations FCOM L.10.3

Performance Fuel FCOM 12.20.6 FCOM 12.20.3

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. Max Landing Fuel to ensure no fuel left in Center Tank:…………………………….7,000 Stephan Prugner Upgrade Interview Question

o o o o

-200ER Differences A6-EMG-EMK Engines



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 The engine may be considered free of ice prior to engine start if: o manually de-iced, o visually inspected per the AMM, or o the above core ice shed run-up procedure is conducted within 5 minutes before engine shutdown during taxi-in o Further exceptions included in Bulletin. o Engine cool down recommendations: RR Engines – Run the engines for at least :01 minutes. FCOM NP.21.62



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

o o o o

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-200ER A6-EML Only Differences Engines



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 The engine may be considered free of ice prior to engine start if: o manually de-iced, or visually inspected per the AMM, or the above core ice shed run-up procedure is conducted within 5 minutes before engine shutdown during taxi-in o Further exceptions included in Bulletin. o Engine cool down recommendations: RR Engines – Run the engines for at least :01 minutes. FCOM NP.21.62



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

o o o o o

-200LR Differences A6-EWA-EWJ Airplane Gen Engines EKIB-22

EAD-69

o Wingspan increased to 64.8 meters with a distinctive rake wingtip. GE90-110B1L1 (110,000 lbs) (Takeoff Bump is available) o GE engines MUST be started individually. o EAI on Takeoff Procedure (GE Engines) Run-up to as high a thrust setting as practical and confirm stable engine operation before the start of o o o o o o

the takeoff roll. FCOM SP.16.8 High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle. No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if successful consider it a nuisance fault. Engine Oil Gulping or Hiding is common. Before Start Procedure: For GE Engines select CLB for all takeoffs above MLW. Fuel Flow Blanking with GE-90-100. Nuisance blanking that only occurs at or near idle during descent. Engine cool down recommendations: GE Engines – Run the engines for at least :03 minutes. FCOM NP.21.62


Performance

Fuel FCOM 12.20.6 FCOM 12.20.4

o Cruise C of G Default 20%. FCOM NP.21.16 o Approach Category C, Circling D. o Use alternate C of G in the OPT if the C of G is 26% or greater. EKIB-10R4 DESCENT PREPARATION AND PROCEDURE

EKIB 44R3

CO514/11

‐ The 777-200LR and 777F have a floor below which VREF or V2 will not be reduced. The VREF floor is 137 kts and is already incorporated into existing FCOM/QRH manuals and FMC/OPT software and is hence transparent to crews. ‐ This has led to a situation where for a flaps 30 landing below 220 tons on the 777F the approach speed will no longer be reduced below this floor, even during a ferry flight when to actual landing weight might be closer to 150 tons(The OPT will not even calculate results for landings below 154,211kg.). For the same weight the approach speed based only on the conventional 30% cushion over the stall warning speed (VREF=1.3Vs) would have been closer to 117 kt. ‐ This results in 2 problems: - Low pitch attitudes on landing raise concerns the nose landing gear first touchdown can occur. ‐ The airplane will now have a pronounced tendency to float. ‐ Selecting Flaps 25 for landing at low weights would increase the pitch attitude during approach and flare by 1˚, and reduce tendency to float ‐ 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 departure at or above this weight. CO514/11 COMPANY NOTAM - VREF AT LOW WEIGHTS WE HAVE RECEIVED REPORTS THAT 777F AND 777-200LR FMCS MAY DISPLAY A VREF SUBSTANTIALLY LESS THAN 137 KT. THESE REPORTS ARE CURRENTLY INVESTIGATED BY BOEING. IN THE MEANTIME,IF 777F OR 777-200LR FMC SHOULD DISPLAY A VREF OF LESS THAN 137 KT, CALCULATE LANDING PERFORMANCE WITH OPT TO VALIDATE FMC VREF.IF OPT APPLICATION SHOULD BE UNAVAILABLE, CONSULT QRH PERFORMANCE INFLIGHT (PI-QRH) TABLES AS ALTERNATIVE MEANS TO VALIDATE FMC VREF. USE THE HIGHER OF THE FMC OR OPT/QRH VREF AS VREF FOR THE APPROACH. REFER ALSO TO EKIB-44R2. - FTPB 23NOV11 o 31,300 / 82,900 / 31,300 ................................. 145,500 o 31,300 / 82,900 / 31,300…5700.................. 151,200 If the aux tank is installed. o With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel transfer begins when either main tank is less than…23,900. Center tank quantity must be below 15,900 Max Landing Fuel to ensure no fuel left in Center Tank:………………………...36,000 Stephan Prugner Upgrade Interview Question

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-777F Differences A6-EFD-EFE

TR 87A Appendix 4 FCOM NP.70.1

‐ Out station briefing sheets are hidden in the normal briefing sheets as a web link… Select the normal briefing sheet from the EK FOIP website, and then find the link for the Freighter Operations… Selecting this link will bring up the correct Briefing Sheet. ‐ Navigation Bags are organized differently. FCI 2011-034 Captain Side Destination and ME Charts Alternates A to C Alternates D to K

F/O’s Side Destination and ME Charts En-route charts (RFC) Other Airports

Captain Side Alternates L to O Alternates P to Z

F/O’s Side South American Kit Captain South American Kit F/O

‐ Cockpit Setup… 3 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 quatities are sufficient for the flight. Ensure that the waste compartment has been serviced. Check the galley area is secure for take-off. ‐ Verify that a service check of the Emergency Power Assist System (EPAS) and Slide/Raft gas bottle has been accomplished according to approved procedures once each flight day. Compliance is via the completion of a daily/service check by the Engineer. ‐ Do not store luggage behind Supernumerary Seats as this is a decompression panel and needs to be clear. Proper storage area is in the cargo area attached to the front of the first pallet. ‐ Laptop Stowage area moved to the lower stowage compartment next to the second observer seat. The 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 ‐ If the Lateral Imbalance is greater than 13,499 KG the MTOW and MLW will be restricted. ‐ Confirm that the load sheet reflects the installed supernumerary configuration. ‐ Crews operating on the 777F aircraft should select “ALT CG” 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.21.31 FCOM PD 777-200F ‐ Set the appropriate TEMP setting from the NOTOC, if required, for the FWD and AFT lower cargo and the FWD and AFT main deck cargo. Crew shall not refuse carriage solely on the basis of temperature stated on the NOTOC.

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 PM Select WXR/TERR switch ON. Call “BEFORE TAKEOFF CHECKLIST”

FCOMNP.21.34

Select WXR/TERR switch ON. Do the BEFORE TAKEOFF Checklist

DESCENT PREPARATION AND PROCEDURE ‐ Check the galley area is secure for descent and landing. Advise any Supernumerary personnel of descent prior to the top of descent. ‐ Performance EKIB 44R3

At landing weights approximately below 217,000 kg (under ISA conditions), crew shall consider the use of flaps 25 for normal 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. o The lowest landing weight for which speeds are published is 154,222 kg. Dispatch will plan flights using necessary ballast or additional fuel in order to ensure flights arrive at destination at or above this weight. o In the event or holding, a diversion, or other unanticipated circumstances the actual landing weight falls below this value, it is permissive to use VREF for the lowest landing weight where speeds can be obtained. CO514/11 COMPANY NOTAM - VREF AT LOW WEIGHTS WE HAVE RECEIVED REPORTS THAT 777F AND 777-200LR FMCS MAY DISPLAY A VREF SUBSTANTIALLY LESS THAN 137 KT. THESE REPORTS ARE CURRENTLY INVESTIGATED BY BOEING. IN THE MEANTIME,IF 777F OR 777-200LR FMC SHOULD DISPLAY A VREF OF LESS THAN 137 KT, CALCULATE LANDING PERFORMANCE WITH OPT TO VALIDATE FMC VREF.IF OPT APPLICATION SHOULD BE UNAVAILABLE, CONSULT QRH PERFORMANCE INFLIGHT (PI-QRH) TABLES AS ALTERNATIVE MEANS TO VALIDATE FMC VREF. USE THE HIGHER OF THE FMC OR OPT/QRH VREF AS VREF FOR THE APPROACH. REFER ALSO TO EKIB-44R2. - FTPB 23NOV11 o

FCOM NP.70.1 EKIB 44R3

AFTER FINAL TURN ON TO PARKING STAND Runway turnoff and taxi lights .......................................................................................................................................................................... OFF Door display switch ......................................................................................................................................................................................... Push NOTE: The command to disarm doors is omitted.

PM PM

FCOM NP.70.1

SHUTDOWN PROCEDURE ‐ After the aircraft is parked and engines are shutdown, the CM2 will disarm the entry doors. ‐ Verify that the doors are disarmed on the doors display and the door panel before opening. ‐ Flight Crew will not operate the Main Cargo Door. NOTE: Commander may delegate the door operation to a suitably qualified person on board.

FCOM NP.70.1 OMA 21


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B777F Differences continued Airplane General

Freighter Doors

Pelesys

-

There are 2 crew entry doors located at L1 and L2. 3 Cargo Doors are located on the Right Side of the aircraft in the standard locations. The Forward and Aft Doors are electrically operated. 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 Wingspan increased to 64.8 meters with a distinctive rake wingtip.

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.



Page 142 of 266


B777F Differences continued Communication Pelesys

o o o

o

Engines EKIB-22

PA system only broadcasts to the Supernumerary Seating area, Lavatory, and Crew Rest areas.

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.

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.

GE90-110B1L1 (110,000 lbs) (Takeoff Bump is available) o GE engines MUST be started individually. o EAI on Takeoff Procedure (GE Engines) Run-up to as high a thrust setting as practical and confirm stable engine operation before the start of the takeoff roll. FCOM SP.16.8

EAD-69

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.21.62


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 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

Performance

o o o o

Fire Protection

Main Cargo Fire Protection

Pelesys

o

The 777 Freighter has an additional CARGO FIRE ARM switch for the MAIN DECK.

-

The Main Deck is divided into 8 fire detection areas, 46 smoke detectors, each with dual photo sensors, monitor the main deck and function the same as in the lower cargo compartments. Pushing the MAIN DECK cargo fire arm switch, enables main deck fire suppression, turns off two packs, configures equipment cooling to closed loop mode, shuts off all airflow to the main deck, shuts off airflow and heat to lower cargo compartments.

-

Fuel FCOM 12.20.7 FCOM 12.20.4

-

Pushing the Cargo Fire DEPR/DSCH switch initiates a controlled depressurization to a cabin altitude of approximately 21,000 feet with the airplane altitude at 23,000 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.

o o

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


Page 143 of 266


-300 Differences A6-EMM-EMX Airplane General Engines

o External Camera available to see wheel positions during taxi. TRENT 892 (90,000 lbs) o RR engines may be started at the same time. o EAI on Takeoff Procedure (RR Engines) Run-up to a minimum of 50% N1 and confirm stable engine operation before the start of the takeoff roll. FCOM SP.16.8


o New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog. Condition Freezing Fog and Visibility 300 meters or less. o If Take-off within :45 minutes total taxi time, accomplish normal procedures. o If Takeoff cannot be achieved within :45 minutes of taxi time complete the procedure below every :45 minutes before takeoff. o 0°C to -6°C run-up the engines to 50%N1 for 60 seconds. o -7°C to -13°C run-up the engines to 59%N1 for 60 seconds. Takeoff Configuration sounds at 60%N1. o If OAT is less that -13°C engines must be manually deiced. o Taxi in time from previous flight may be included if in same conditions. o The engine may be considered free of ice prior to engine start if: o manually de-iced, o visually inspected per the AMM, or o the above core ice shed run-up procedure is conducted within 5 minutes before engine shutdown during taxi-in o Further exceptions included in Bulletin. o Engine cool down recommendations: RR Engines – Run the engines for at least :01 minutes. FCOM NP.21.62



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. o Wingspan increased to 64.8 meters with a distinctive rake wingtip. GE90-115B or GE90-115BL1 (115,000 lbs) (Takeoff Bump is available if GE115-BL1 installed) o GE engines MUST be started individually. o EAI on Takeoff Procedure (GE Engines) Run-up to as high a thrust setting as practical and confirm stable engine operation before the start of the takeoff roll. FCOM SP.16.8 High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle. No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if successful consider it a nuisance fault. Engine Oil Gulping or Hiding is common. Before Start Procedure: For GE Engines select CLB for all takeoffs above MLW. 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.21.62

o o o o o


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

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-300ER/ULR Differences Airplane General Engines EKIB-22

EAD-64R1

EAD-69

o External Camera available to see wheel positions during taxi. o Wingspan increased to 64.8 meters with a distinctive rake wingtip. o Crew Rest Compartment GE90-115BL1 (115,000 lbs) (Takeoff Bump is available) o GE engines MUST be started individually. o EAI on Takeoff Procedure (GE Engines) Run-up to as high a thrust setting as practical and confirm stable engine operation before the start of the takeoff roll. FCOM SP.16.8 High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle. No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if successful consider it a nuisance fault. Engine Oil Gulping or Hiding is common. Before Start Procedure: For GE Engines select CLB for all takeoffs above MLW. GE90-115B Flameouts Following RTOs. o Crews should avoid abrupt thrust lever movement in the forward thrust range during the time period immediately following thrust reduction to idle. o Fuel Flow Blanking with GE-90-100.

o o o o o

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.21.62


777-300ER MTOW Change Aircraft: A6-ECJ - A6-EGI - 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


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


8. SOP GUIDE

INTENTIONALLY BLANK


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8. SOP GUIDE

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Emirates Decision Making Model Emirates Decision Making Model FLY FLY

Examples EFATO

CRMM 9.5

- Protect the airplane - Protect the controls - Protect yourself… NAV

NAVIGATE

- Diversion? - Hold? - Approach? COM

COMMUNICATE

- Who do I need to speak with Urgently ASS

ASSESS

RTO

- If your current condition gets better or worse or there is significant new information go back to FLY and start over. - Slowly read the EICAS (stress control). - Bring in other pilot, purser, Company, ATC as required. - Is it Time Critical??? ACT

ACTION

Engine Failure in Cruise

- Memory Items – Checklist - EICAS – Normal Checklists… MAN

MANAGE

- Other Pilot – Purser – Company – ATC – fuel – weather – diversion - … - Several Acronyms available… E x a m p l e s

o D ..... Decisions, Divert, Dump… o I ...... Inform (PM, Purser, Pax, ATC Company) ( Send Position Report and

o f

Boeing Non-Normal Situation Guidelines

M a n a g e M o d e l s

Diversion Message) or (ACARS Message to DXBOWEK)

o S ..... Setup o C ..... Checklists o S ..... Special Requirements o o o o o

R ..... Recognition of the Non-Normal A ..... Airplane Control A ..... Analyse T...... Take Action E ..... Evaluate

o o o o o

W .... Weight W .... Weather P ...... Purser P ...... Passengers C...... Checklists

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.

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RTO Actions

QRH MAN 1.3

Alert Phase (Aircraft Stopped) Set the Park Brake PA “This

is the Captain, Attention Crew at Stations”

CM1 Access the situation FLT Instruments, CM2, Purser, ATC, and Emergency Services.

Call for Memory items or Checklists as required.

Evacuation Decision

QRH CI.2.5

CM2 Complete the requested Memory Items or Checklists

With the airplane stationary on the ground, the Captain and First Officer take action based on the pre-flight areas of responsibility. After moving the control, the crewmember taking the action also states the checklist response.

CM1 “This is the Captain, Cabin Crew and Passengers remain seated”.

QRH Back Cover .2

If still required

“Attention Crew at Stations”.

PRECAUTIONARY EVACUATION QRH Back Cover.1

YES Turn on the STORM LIGHTS “Passenger Evacuation Checklist”

End of Alert Phase PA

required PA

“This is the Captain Left / Right / Forward / Rear / Overwing All Available Exits Evacuate Evacuate” Evacuation Switch ON….…Horn Silence Pull

-

CM1 Supervise A/C Evacuation L/H. If necessary, open R1 door. After evacuation, abandon A/C, take command until arrival of rescue units.

“This is the Captain, Cabin Crew revert to Normal Operations”

-

CM2 Supervise A/C Evacuation R/H. If necessary, open R2 door. Abandon A/C after complete evacuation of passengers and direct them away.

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Engine Malfunction After V1

FCTM 3.27 QRH MAN 2.1 FCOM NP.50.1 OMA 8.3.0.4.4.2

PF

PM When Cleared to Lineup on runway

Release Brakes Confirm Correct Runway Align Aircraft on Runway MLG Steering centered for Verify Runway heading with ND ± 10°.

Landing and Strobe Lights On PA “CABIN CREW PREPARE FOR T/O” Confirm Correct Runway Verify Runway heading with ND± 10°.

:05 before takeoff.

Cleared for Takeoff CM 1 Start Clock 1.05 EPR or 55 % N1 “TAKEOFF” push TOGA sw “THRUST REF”

“CHECK” Set Thrust prior to 80 kts “THRUST SET”

“CHECK” “80 KNOTS” “HOLD”

V1 Auto Callout “ROTATE” “POSITIVE CLIMB” “GEAR UP” “LNAV” Ensure Aircraft is in Trim “AP ON” Above 200 AGL

400 Feet “400” (An awareness call of a Lateral Mode Selection) Select TRACK and follow the Engine Out Procedure. “WHAT IS THE PROBLEM”

(If Required)

Call engine Indications and report the problem.

Stabilize the flight path and navigation Call for required memory itemsl

Complete required memory items

Example Of Memory Items Procedure Caution: - If TOGA selected it will lock onto the current track and you will be unable to change this until above 400’ AAL. - 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”

“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

(Physically identify the correct Thrust Lever and seek confirmation)

“CONFIRM”

“LEFT THRUST LEVER IDLE”. (Provides Verbal confirmation)

(Retards the Thrust Lever to Idle and states)

(Provides Verbal confirmation)

“IDLE”.

“OFF”.

“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)

“LEFT ENGINE FIRE SWITCH PULL CONFIRM” Provides Verbal confirmation)

“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 After 400 feet and required Memory Items complete, contact ATC with PAN PAN for a Failure or MAYDAY for FIRE, SEVERE DAMAGE, SEPARATION. Tell them to standby.

- Accelerate and retract the Flaps to UP. - After Flap retracted confirm MAX CON Thrust. Select FLCH if required. - Come up with a mini plan. o Climb to MSA and proceed to a holding fix or follow ATC instructions. - Call for the required Non-Normal checklists - Review the EICAS. - Cancel the EICAS - Call for the AFTER TAKEOFF checklist D Decisions, Divert, Dump… I Inform (PM, Purser, Pax, ATC Company) S Setup C Checklists S Special Requirements

TAC OFF Trim Settings Rule of Thumb Take-off .................................... 12 units Downwind .................................. 6 units Approach ................................... 3 units or… Rudder Trim should = Fuel Flow FCTM 7.4

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Engine Out Procedure OMA 8.3.0.4.4.2

FCOM NP.50.1

EICAS Message Procedure PF

PM EICAS

“(EICAS MSG) MEMORY ITEM” Complete the Memory Items“ “(EICAS MSG) MEMORY ITEMS COMPLETE” “ADDITIONAL NON-NORMALS” Complete the Checklist Items“ “(EICAS MSG) CHECKLIST COMPLETE” “NO ADDITIONAL NON-NORMALS”

“(EICAS MSG) CHECKLIST”

“REVIEW EICAS” Read all EICAS messages Call for any further checklists if required “CANCEL EICAS” “CLEAR CHECKLISTS”

Cancel EICAS Clear Checklist

Engine Out Driftdown Procedure

FCTM 4.13 FCOM SP24 FCOM 11.31.34

PF “ENGINE OUT DRIFT DOWN PROCEDURE”

Ensure VNAV Engaged

PM “ENGINE FAILURE” Select FMS CRUISE page ENGINE OUT Select a lower altitude on the MCP (Do Not Push) Execute Ensure VNAV Engaged “MAYDAY,MAYDAY, MAYDAY” Turn on all exterior lights

“ENGINE FAILURE L/R CHECKLIST” Complete the Checklist Items“ “ENGINE FAILURE CHECKLIST COMPLETE” “REVIEW EICAS” Read all EICAS messages Call for any further checklists if required “CANCEL EICAS” “CLEAR CHECKLISTS”

Cancel EICAS Clear Checklist

Engine Out Driftdown Manual Proc. PF

FCTM 4.14

PM “ENGINE FAILURE”

Select CONT Thrust Select a Lower Altitude Select FLCH Adjust Speed Disconnect A/T and ensure CONT Thrust

Select E/O on the VNAV Cruise page Advise D/D Speed and D/D Altitude

Adjust the Speed and Altitude settings. - If FMC is inoperative use Turbulence Penetration airspeed to driftdown and Engine Out Long Range cruise tables in the QRH.

FCTM 4.13

The turbulent air penetration speed (in severe turbulence) is defined as: 270 knots below 25,000 feet, 280 knots or 0.82 Mach whichever is lower at 25,000 feet and above. Maintain a minimum speed of 15 knots above the minimum maneuvering speed at all altitudes when airspeed is below 0.82 Mach.

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8. SOP GUIDE

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Pressurization Problems - The AIR Synoptic will display on the EICAS when the Cabin Altitude is above the normal range (8,500 PA). The Cabin Altitude displays Amber for Cabin Altitudes above 8,500PA. ALTEON CBT - The CABIN ALTITUDE EICAS warning message displays and the Siren will activate when the cabin altitude is excessive (Above 10,000 PA). The Cabin Altitude Displays Red for Cabin Altitudes 10,000 and above. ALTEON CBT - The Oxygen masks deploy at Cabin Altitudes above 13,500 PA. ALTEON CBT - Flight Crew must use oxygen whenever the cabin altitude is above 10000 ft . OMA 8.8.1.2 - Passengers must use Oxygen when Cabin Altitude is above 15,000 . OMA 8.8.3.1 - Passenger Oxygen will flow for :22 minutes CCEM Section 500

PF

PM

If the cabin is uncontrollable or the “CABIN ALTITUDE” EICAS Warning comes ON “CABIN ALTITUDE MEMORY ITEMS” - OXYGEN MASKS. ................................................................ ON Remove headset, place on shoulder O2 mask on Headset on - CREW COMMUNICATIONS. ................................. ESTABLISH

“RAPID DESCENT” Descent Accomplish  Set a lower Alt.  HDG SEL  FLCH  Close Thrust Levers  Speed Brake Deploy  Set Speed to VMO (or present speed if structural damage)  Adjust Heading per ATC request.  Reselect Altitude to 10,000 or Min Safe Altitude “CABIN ALTITUDE CHECKLIST” At 2,000 Reduce the Speed to LRC At 1,000 Stow the Speed brake. Establish LRC or 300 knots

- OXYGEN MASKS. ........................................................................ ON Remove headset, place on shoulder O2 mask on Headset on - CREW COMMUNICATIONS. ......................................... ESTABLISH - CABIN ALTITUDE AND RATE. ............................................. CHECK IF CABIN ALTITUDE UNCONTROLLABLE: - PASS OXYGEN SWITCH. ................ PUSH AND HOLD 1 SECOND - DESCENT. .................................................................. ACCOMPLISH - Lights On - Notify ATC and request Altimeter Setting - Call out Altitudes

- Read the checklist aloud - Call 2,000 Above Level Off Altitude - Call 1,000 above Level Off Altitude

After aircraft has leveled off at a safe altitude at or below 10,000

CM1

CM2

- Take control of the aircraft and ask CM2 to go off Oxygen

- Transfer Control to CM2 - Remove Mask  Close Left O2 door and reset O2  Establish Communications - Make a PA “PURSER REPORT TO THE FLIGHT DECK” - Make a PA to the Passengers and advise the new cruising level. QRH OI.2.1 - “This is the Captain. We have had to perform a rapid descent” a. If oxygen is still required: “You must remain seated and continue to wear your oxygen masks. Cabin Crew may move in the cabin using portable oxygen”. b. If oxygen is no longer required: “You must remain seated, oxygen is no longer required and you may remove your oxygen masks. Cabin Crew may move in the cabin”.

- Remove Mask  Close Left O2 door and reset O2  Establish Communications

FCTM 7.6


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Engine Handling after an Airstart After an In-flight Restart there are additional items required to reconfigure the aircraft. These Items are not covered by the checklist or SOP. A handy acronym to remember is AAA

A A A

ALL ENGINE select on the VNAV CRUISE page. AUTO THROTTLE select ON

APU select OFF Remember the company procedure of not applying power to an engine until the OIL Temp is above 50°C.

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


8. SOP GUIDE


ILS PRM (Precision Radar Monitor) Approaches FCTM 7.22 OMA 2.8.1.4.4.4 FCI 2010-017 OMD 5.15

Independent Simultaneous Parallel ILS Approaches have a minimum separation between runway centerlines of 4300 feet. Dependent Parallel ILS Approaches have a minimum separation between runway centerlines of 2500 feet, staggered approaches are required, diagonal radar separation is maintained. ILS PRM Approaches are designed for closely separated runways at YSSY and some US Airports. - Minimum Separation between runway centerlines is: o 1,500m in Australia o Less than 4,300ft but greater than 3,000ft in the USA - Training requirements are: ASA Video FAA Video Familiarization with PRM approach Procedures Company Training Familiarization with Breakout Procedures and Phraseology. Pass an Exam - ATIS will broadcast when PRM approaches are in use. - If unable to fly a PRM approach you must advise ATC: o by 120 DME from Sydney Airport, or if departing from within 120 DME of Sydney on first contact with ATC. o by a distance specified on the LH AOI Arrival page. - When ATIS advises that ILS PRM approaches are in use Pilots should brief for the PRM approach: o Brief using the “PRM Briefing page on the LH AOI Arrival Page and the “ILS PRM Chart”. o Ensure VHF Radios are set up Left Radio to ATC Transmit and Receive, Right Radio to PRM freq Receive only and volumes set equally.(Select the monitor freq. when instructed to contact Tower) o If PRM approaches are cancelled the approach may be continued after briefing o new minimums, o the monitor frequency is no longer required.

- If an Aircraft will penetrate the NTZ: o An Advisory Broadcast will be issue. o An Instruction to turn will be issued. - If an Aircraft penetrates the NTZ: o A BREAKOUT ALERT will be issued. “BREAKOUT ALERT EK418 TURN LEFT/RIGHT IMMEDIATELY HEADING ___ CLIMB/DESCEND AND MAINTAIN ___ ALTITUDE” o A TRAFFIC ALERT will be issued. “TRAFFIC ALERT EK203 TURN LEFT/RIGHT IMMEDIATELY HEADING ___ CLIMB/DESCEND AND MAINTAIN ___ ALTITUDE” - Breakouts maneuvers must be hand flown. (The Pilot must establish a 3º/sec turn within 8 seconds). - Descending Breakouts can be given if no other options are available. (Rate of descent expected will not exceed 1,000fpm) - USE of TCAS on PRM Approaches: o When in contact with tower TA or TA/RA may be selected. During a missed approach or breakout TA/RA should be reselected. o TA/RA should be selected. During a breakout ATC turn instructions should be followed and TCAS Climb/Descent instructions are controlling. o If while complying with a breakout you receive a TCAS/RA. You should comply with the turn portion of the breakout but follow the climb/descent portion of the RA. o Breakout Procedure:

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.

PM

Turn Both F/Ds Off Set MCP as instructed Complete requested Actions


Page 153 of 266

SOIA -

-

-

-

(Simultaneous Offset Instrument Approaches)


or LDA/PRM

SOIA refer to simultaneous PRM approaches to a set of parallel runways using a straight-in ILS approach to one runway and an offset localizer-type directional aid (LDA) with a glide slope instrument approach to the other runway. The LDA cannot be offset more than 3 from a parallel track. The ILS approach is normally flown to ILS minimums and the LDA approach is flown to minimums which allow visual maneuvering to the final approach course.

The SIOA No Transgression Zone Ends at the LDA Missed Approach Point. SOIA approaches are identical to PRM approaches until the LDA Missed Approach Point. At this point visual separation between aircraft on adjacent courses must be applied. A visual segment between the LDA MAP and the Runway is required and is displayed on the approach chart. At the LDA MAP aircraft will transition to align with the runway centerline and be stabilized by 500 feet AGL. Pilots should remain on the LDA course until passing the LDA MAP prior to maneuvering to align with the runway centerline. This will ensure the LDA aircraft will not penetrate the NTZ while trying to align with the runway. During SOIA Operations aircraft will be sequenced so that the ILS aircraft will be ahead of the LDA aircraft prior to the LDA MAP. Ceilings for the LDA approach is established so the LDA aircraft will have approximately :30 seconds to visually acquire the ILS aircraft prior to reaching the LDA MAP. If visual acquisition of the ILS aircraft is not made a missed approach must be made. To continue the approach beyond the LDA MAP the LDA aircraft must call “TRAFFIC IN SIGHT”, ensure that the runway is in sight and must keep both in sight for the remainder of the approach. ATC is not required to acknowledge the “TRAFFIC IN SIGHT” call. Past the LDA MAP pilots of the LDA aircraft are responsible for their own visual separation and wake turbulence from the ILS aircraft. ATC should be notified as soon as practical if visual contact with the ILS aircraft is lost. A Go-around should be flown unless otherwise instructed by ATC.

FAA PRM/SOIA training website: http://www.faa..gov/AVR/AFS/PRMtraining Air Services Australia www.airservicesaustrailia.com


Page 154 of 266

Low Visibility Operations Item


FCOM SP 17

Remark

Reference

Special Reduced LVO qualified crews may reduce the takeoff minima to 125m for Category C and 150m for Category D aircraft, provided that the Visibility Take-off following requirements are met: Authorization a. Low Visibility Procedures (LVP) are in force; b. High intensity runway centerline lights spaced 15m or less and high intensity edge lights spaced 60m or less are in operation; c. The reported RVR is at or above the required takeoff RVR as shown on the LIDO CCI section for LVOPS Minima page.

TAKE-OFF

- See LVOPS Minima Chart in the CCI section. ( * on AWO chart is at Captains Discretion... Not below 125m CAT C or 150m CAT D OMA 8.1.4.1.2 ) - All RVR are required to be above minimum RVR - If Runway lighting is reduced refer to OMA 8.1.4.1.1 AWO TO General

- It shall be confirmed at take-off that the aircraft is aligned on the runway centerline lights. - The Commander shall satisfy himself that, under the prevailing meteorological conditions, the visual references are sufficient for the take-off to be completed safely. - Above 80 knots loss of visual reference should not cause an RTO. Reduced thrust is permitted.

Take-off Alternate If it is not possible to return to the departure airport a Take-off Alternate is required. - Within 420 nm for a Non ETOPS aircraft. - Within 840 nm for an ETOPS aircraft (420 nm for USA Operations) provided: i. The aircraft is ETOPS qualified as per Emirates Operating Specifications ii. No MEL restriction prohibits 120 minutes ETOPS iii. The departure airport is located outside the USA Wx should be above landing minima, ceiling is required for a non-precision approach and / or a circling approaches. USA require weather to be above Alternate Minima (ceiling and visibility required from time of departure to ETA) OMA 2.8.1.3.2 FCI 2010-017

OMA 8.1.4.1.2 OMA 8.1.4.1.1 OMA 8.1.4.1 LH AFC

OMA 8.4.4.1 FCOM SP.17

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. - Lower than Standard CAT I or Other than Standard CAT II operations are not permitted. - CAT II III approaches are only authorized at airports with LVOPS Minima chart in the CCI section. - OMDB operations… If the TOUCHDOWN ZONE RVR is inoperative, the regulations allow the visibility reading from the midpoint RVR to be substituted for the TOUCHDOWN RVR reading. OMDB CCI C-05

LANDING

Approach Minima

Auto Landing Distance

Downgrading Approaches

Non-Normal Procedures

OMA 8.4.1 OMA 8.1.4.3.3 OMA 8.1.4.2

OMA 8.1.4.3.2.2

Before conducting an Auto Land crew must either: - Calculate actual autoland distance using the OPT Landing Module; or - When the OPT is unavailable add 400 meters autoland margin to the calculated actual landing distance retrieved from QRH/Performance Inflight Advisory Section. DCPB 19Aug2009

Stabilization Point The Aircraft must be stabilized by 1,500 AGL. Lighting Requirements

OMA 8.4.3.2

- A partial unservicability of a Visual Aid of up to 50% has no effect; however, the complete failure of the first ½ of the runway lights has to be considered as a total failure. - If a partial failure of lighting is reported the following applies: a. Partial unserviceability of up to 50%: No effect. However, the complete failure of the first half of the runway lights has to be considered as total failure. b. Unserviceability in excess of 50%: The visual aid has to be considered as unserviceable. - For approach add on for failed or downgraded equipment refer to LIDO General Part, RAR -

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

FCI 2012-060 OMA 8.1.4.1.1

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

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8. SOP GUIDE

Page 155 of 266 Approach Ban Point See LVOPS Minima chart for RVR requirements and Approach Ban Point.

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 centerline light Crew Incapacitation

If Auto callouts fail the PM will make the required callouts (50-40-30-20-10… not required)

Autoland Limitations

Maximum Allowable Wind Speeds HW 25 kts

TW 15 kts

CW 25 kts

OMA 8.3.0.8.6 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

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. OMA 8.3.0.8.8.3.2 - Each CATIII approach shall be planned and flown as a CATIII approach followed by an Autoland. Autoland is mandatory from a CAT III approach

Equipment Required For LVO Minimum ASA

CAT IIIB

LAND 3 Fail Operational Auto Land Required

CAT IIIA

LAND 2 Fail Passive Auto Land Required LAND 2 Fail Passive Auto Land Required

CAT II

CAT I

-

FCTM 4.20.14, 5.18-19

Minimum Equipment 3 Auto Pilots, 3 Radar Altimeters, 3 ILS receivers, 2 ASA. Autothrottle Engaged. No SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS displayed. One or two engine, Flap 20 / 30. Below AH Go-around for N NO AUTOLAND A AUTO THROTTLE S SPEEDBRAKE A AUTO PILOT 2 Auto Pilots, 2 Radar Altimeters, 2 ILS receivers, 2 ASA No SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS displayed. One or two engine, Flap 20 / 30. Below AH Go-around for N NO AUTOLAND A AUTO THROTTLE S SPEEDBRAKE A AUTO PILOT 2 Auto Pilots, 2 Radar Altimeters, 2 ILS receivers No SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS displayed. One or two engine, Flap 20 / 30. Below AH Go-around for N NO AUTOLAND A AUTO THROTTLE S SPEEDBRAKE A AUTO PILOT No Auto Pilots, No Radar Altimeters, 1 ILS receiver

CAT II, IIIA, or IIIB with DH Callouts Condition

PF

500 feet

PM

CAT IIIB Callouts Condition

“500”(Auto callout from barometric altimeter)

500 feet

“TWO HUNDRED” radio altimeter

200 feet RA 0 DH

“CHECK” 200 feet RA with DH

PM “500”(Auto callout from barometric altimeter)

“CHECK”

“CHECK”

At Decision Height

PF

“TWO HUNDRED” radio altimeter “LANDING” or “GO-AROUND”

“MINIMUMS” radio altimeter “LANDING” or “GO-AROUND” “50” FLARE (NO FLARE) “40” “30” “20” IDLE (NO IDLE) “10” ROLLOUT(NO ROLLOUT)

OMA 8.3.0.8.8.3.1

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.

“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.

- A CATIII approach may only be planned and conducted to a runway for which a CATIII 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 servo.

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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8. SOP GUIDE

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LVO Malfunction Guidance Minimum Altitude for Stabilization 1,500 AAL

AFDS Self Test Starts

RVR Requirements - An approach shall not be continued beyond the ABP if the reported visibility/RVR at the ABP is less than the applicable minimum. OMA 8.3.0.8.6.2 - After passing the ABP, if the reported visibility/RVR falls below the applicable minimum, the approach may be continued to DH/Alert Height or MDA if conducting a straight-in approach. OMA 8.3.0.8.6.3 - After the ABP and above Alert Height follow the downgrade procedure and comply with the revised minima. FCOM NP.17.3

Single A/T failure during a CAT IIIB Approach:

B777 FAQ

If we lose either L or R auto throttle we can carry out a CAT 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

Complete A/T failure during a CAT IIIB Approach: FCOM L.10.6 Downgrade and continue with manual Thrust Lever inputs

AFDS Self Test Complete ASA Displayed: FCTM Vol II 2.30.13 If ASA is not displayed by 500 ft RA Go-around

System Malfunction Above 200’ RA: FCOM L.17.3 If ASA unchanged and equipment not required Continue Approach or If ASA has changed, equipment is not required. Downgrade and Continue Approach or If ASA has changed and equipment is required Go-around

Auto Land will not be possible due to the reduced control redundancy of the Stabilizer

EKIB-25 - Occurrences of unpowered Right Transfer Bus during triple channel autopilot autoland bus isolation… - Above 1500 AAL select APP twice to deselect and reselect the Approach. - Below 1500 disconnect A/P cycle F/Ds and reselect APP.

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

EKIB-26 Autoland System should NOT be used for overweight landings

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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Single Source Malfunction Guidance SGL SOURCE RAD ALT SGL SOURCE ILS SGL SOURCE DISPLAYS Graphic Generator Fails: CAUTION

L, C, or R RA Fails: EICAS NO LAND 3 , STATUS L,C, or R RA FAIL Go-around if RVR insufficient for CAT IIIA

L, C, or R ILS Fails: EICAS NO LAND 3 , STATUS L,C, or R ILS FAIL Go-around if RVR insufficient for CAT IIIA

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.

Minimum Altitude for Stabilization 1,500 AAL

ASA…. LAND 3  LAND 2

ASA…. LAND 3  LAND 2

Second RA Fails:

Second ILS Fails:

CAUTION

CAUTION

EICAS SGL SOURCE RAD ALT, STATUS L,C, or R RA FAIL AUTOPILOT DISC

, ASA changes to FLT DIR

Go-around or downgrade to CAT I and Continue Approach Manual Flight or re-engage A/P, Manual Landing.

CAUTION

CAUTION

EICAS SGL SOURCE ILS, STATUS L,C, or R ILS FAIL AUTOPILOT DISC

AFDS Self Test Starts

AFDS Self Test Complete ASA…. LAND 3 Go-around or downgrade to CAT I and Continue Approach Manual Flight or re-engage A/P, Manual Landing

, ASA changes to FLT DIR

Go-around or downgrade to CAT I and Continue Approach Manual Flight or re-engage A/P, Manual Landing.

Alert Height 200 RA


8. SOP GUIDE



8. SOP GUIDE




8. SOP GUIDE

VNAV APPROACHES The most operationally suitable approach shall be planned in accordance with OMA 8.3.18.3 . The lowest applicable charted approach minimum is the value to be entered into aircraft systems, for all approach types

OMA 8.3.0.8.7 .

RNAV Approaches requiring Authorization (AR or SAAAR) RNAV (RNP) is an RNP-AR approach If an RNP-AR approach chart is contained in the Emirates Lido approach chart database, on board your particular fleet, then the Emirates aircraft is approved for RNP-AR by the state regulator. FCN 2012-042

RNAV Approaches Without Special Qualification RNAV (GPS) and RNAV (GNSS) An approach ‘other than ILS’ (for example RNAV, VOR, NDB) published without ‘VNAV’ notation in the Lido plate minima box (but instead has ‘LNAV’ published in the plate minima box), can still be flown in VNAV/Managed Vertical modes. The absence of ‘VNAV’ in the minima box in this case refers to approach design criteria, not the actual aircraft FMS vertical mode used to fly the approach. FCN 2012-042

RNAV Visual Flight Procedures RVFP

OMA 8.3.2.4.3 FCOM NP.21.54

- An RVFP is not an Instrument Procedure and must only be flown when wx conditions meet certain minimums indicated on the RNAV Visual approach chart. - Pilots are responsible for separation from other aircraft during RVFP - RVFP must be line selectable form the FMS database. - RVFP should be requested on initial contact “REQUEST RNAV VISUAL RWY 29”… - RVFP procedures have no defined minima. In lieu of an MDA enter an altitude of not less than 300 feet AAL. When no DA or MDA is published for a RNAV visual approach, the autopilot shall latest be disconnected at or above 300 feet AAL.

Validation Criteria For VNAV Approach To MDA Non-ILS Approach using VNAV is not authorized for QFE Operations.

OMA 8.3.0.8.8.2 FCI 2012-049 FCOM NP Appendix 5 FCOM NP 21.54

Emirates policy is not to use QFE below the Transition Level

a. The approach must be line selectable from the navigation database. b. Modifications of the waypoint at or beyond the FAF are only permitted in line FCOM Procedures. (Lateral or Vertical modifications at or beyond the FAF are not permitted, unless cold temperature or displaced threshold adjustments are required. FCOM EKIB-33R4 ) c. The coding of the approach shall be validated prior to modification by the crew, as described below: 1. The final approach course shall be checked to be within 3° of the published course; 2. The distance from the FAF to RW/MAWP shall be checked to be within 1 nautical mile of the published distance; 3. No minimum-crossing altitude is infringed by more than 10’ (acceptable due to LIDO rounding policies); 4. Altitude at RW or MAWP is appropriate; 5. A difference of ±0.10˚, between the charted vertical profile and FMS database value is; 6. For RNP-AR approach i. Airbus: A difference of ± 0.10°, between the charted vertical profile and the FMS database value is acceptable (e.g. charted vertical path 3.00°, maximum MCDU displayed values 2.90° to 3.10°). ii. Boeing: A difference of -0.01° and +0.10°, between the charted vertical profile and the FMS database value is acceptable (e.g. charted vertical path 3.00°, maximum CDU displayed values 2.99° to 3.10°). 7. No other limitation exists that would invalidate the approach. FCOM NP Appendix 5 d. Prior to briefing for an approach other than ILS/LOC/GLS, the crew shall enter the appropriate RNP value into the FMS. If an RNP value is not published on the approach chart, the crew shall enter an RNP value of 0.3. Some special ILS approaches may have an RNP requirement. e. For VOR or NDB approaches, if ground based navaids are inoperative or on test, or if the aircraft equipment is not installed or is inoperative, the approach may still be flown. The requirements to conduct the approach are the same as for an RNAV approach. Note 1 For RNP-AR approaches, the requirements of paragraphs a. b. c. and d. shall be met. Note 2 If any of the preceding conditions cannot be met then LNAV/Managed lateral and Selected vertical, or Selected lateral and Selected vertical, guidance modes shall be used in accordance with FCOM procedures. f. The use of autopilot shall be in accordance with the policy defined in OMA 8.3.18 . (A/T is mandatory unless U/S, A/P is mandatory above 10,000 unless U/S) g. Any apparent coding error or approach anomaly shall be reported on the FMS Navigation Database Report. Contained within the Flight Documentation Folder. Indicate on the VR that the report has been made. h. Flight crew must be aware of the effects of ISA deviation on the descent angle. If the temperature is lower or higher than the VNAV temperature limitation, the crew may continue use of the VNAV flight Guidance function but only to the published LNAV minimums, unless the aircraft is equipped with compensated Baro-VNAV functionality. i. For any approach not in the navigation database, basic autopilot lateral and vertical modes should be used. j. On determining that Cold Weather altitude corrections are required, CM1 and CM2 will: FCOM NP.80.1 1. Independently calculate and agree on the altitude corrections and new heights for the approach. 2. The PF will enter the agreed data into the FMS which must be cross checked by the PM before executing the entry. 3. Both pilots shall make an independent approach validation check against the approach chart after the data entry to ensure that all hard altitude constraints are complied with. 4. During the approach the PM will monitor the approach chart and must call out each hard altitude and distance/waypoint prior to reaching. The PF shall cross check this altitude against his altimeter reading. 5. A combination of corrections due to displaced threshold and cold temperature is not allowed. k. On determining that altitude corrections are required to adjust the vertical profile to compensate for a displaced threshold, CM1 and CM2 will: FCOM NP.80.1 1. Independently calculate and agree on the altitude corrections and new crossing heights for the approach. 2. The PF will enter the agreed data into the FMC which must be cross checked by the PM before executing the entry. 3. Both pilots shall make an independent approach validation check against the approach chart after the data entry to ensure that all hard altitude constraints are complied with. 4. During the approach the PM will monitor the approach chart and must call out each hard altitude and distance/waypoint prior to reaching. The PF shall crosscheck this altitude against his altimeter reading.

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Additional Validation Criteria For VNAV Approach To DA DA on an RNAV, RNAV GPS, RNAV GNSS, or RNAV RNP approach is depicted as “VNAV minima”

LH Text LAT 530

- Navigation solution must include GPS, i.e. GPS Symbol displayed on ND. EKIB 33R4 - Flight Director and / or Autopilot in VNAV mode must be used. EKIB 33R4 - The PF must enter/verify the RNP on the PROG page / POS REF page. If an RNP value is not published on the approach chart, it is Emirates policy to enter/verify a value of 0.3nm. EKIB 33R4 - The published MDA shall be used as the DA. The lowest applicable charted approach minimum is the value to be entered into aircraft systems, for all approach types. There is no requirement to add 50ft to a published MDA. OMA 8.3.0.8.7 - VNAV Guidance must be used for operations to DA. Selected vertical guidance must not be used. EKIB 33R4 - A current altimeter setting for the landing airport is mandatory. Crew must confirm in the Landing phase that the correct QNH is inserted into main aircraft altimeters. EKIB 33R4 - If the temperature on a given day is lower than the VNAV temperature limitation, the crew may continue use of the barometric VNAV function but only to published LNAV MDA minimums. EKIB 33R4 - Lateral or Vertical modifications to any approach utilizing the FMC for navigation is prohibited, unless cold temperature or displaced threshold adjustments are required. Cold temperature or displaced threshold adjustments are not permitted for RNP-AR approaches. EKIB 33R4 - Use of barometric VNAV to a DA is not authorized with a remote altimeter setting. Where remote altimeter minima are shown, the VNAV function may be used but only to the published MDA. EKIB 33R4 - The crew should be knowledgeable of failures and mode reversions, which adversely impact the aircraft’s ability to conduct VNAV approach operations. In addition, pilots/crew should be aware of contingency actions, i.e., reverting to LNAV MDA, following Vertical mode failures. EKIB 33R4

Additional Criteria for RNP-AR Approach and Departure

OMA 8.3.0.8.8.9 FCOM NP.21.54

FCTM 5.48

FCTM 5.26 – 5.48

FCOM SP20

These approaches are identified by a special note on the approach chart referring RNP- AR (Authorization Required) Check the Company NOTAMS to verify. 1. Pilots must be RNP AR (SAAAR) qualified. OMA 8.3.0.8.8.9.6 2. Equipment required: EGPWS, 2 FMCs, CDUs (FMC L or FMC R EICAS alert not active), 2 GPS receivers, current navigation database, 2 Radio altimeters (SGL SOURCE RAD ALT EICAS alert not active), NAV AIR DATA SYS or NAV ADIRU INERTIAL EICAS alert not active, 2 PFD/ND displays, A/P and F/D capable of LNAV and VNAV (SINGLE SOURCE F/D EICAS alert not active). FCOM SP.4.7 3. Select or verify VOR/DME NAV-OFF on the REF NAV DATA page (simulators only). AIMS BP 14 or later select or verify RAD NAV INHIBIT-ON on the REF NAV DATA page. FCOM SP.4.7 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. FCTM 5.49 FCOM SP.4.8 6. Set current local altimeter (remote altimeter settings not allowed). FCOM SP.4.8 7. Verify the wind is within published limits for the approach. FCOM SP.4.8 8. Verify that the airport temperature is within published limits for the approach (If the actual temperature is outside the specified temperature range, then the crew cannot fly the RNP AR procedure. FCOM SP.4.8 FCTM 5.49 Review maximum IAS for RF legs for each segment: FCOM SP.4.8

9. 10. 11. 12. 13. 14. 15.

The Flight must be flown in LNAV/VNAV using Autopilot and Flight Director. FCOM SP.4.8 This procedure is not authorized using QFE. FCOM SP.4.8 Emirates policy is not to use QFE below the Transition Level RNP-AR approach without GPS is not permitted. FCOM SP.4.8 Correct entry of QNH upon the PF/PM Altimeters is essential. FCOM SP.4.8 Deviation Due to weather is not possible. FCOM SP.4.8 Stabilization during a turn may be required due to a RF (Radial Fix, Arc) approach, this is acceptable. OMA 8.3.0.8.5 PF to Display TERR and CDU PROG page 4, PM to display TERR or WXR and select CDU LEGS page. FCOM SP.4.11

Non-Normal Procedures for RNP-AR Approaches 1. 2. 3. 4.

FCOM SP.4.13

AUTOPILOT / AUTOPILOT DISC If unable to re-engage, GO-AROUND, unless runway in sight. FMC / NAV ADIRU INERTIAL LNAV and/or VNAV lost, GO-AROUND, unless runway in sight. GPS / NAV UNABLE RNP GO-AROUND, unless runway in sight. ENG FAIL on Approach: Position of aircraft on the approach must be considered. Commander must decide whether to continue or GO-AROUND. - IF DECISION IS TO CONTINUE APPROACH: Ensure LNAV/VNAV remains engaged. - IF DECISION IS TO GO-AROUND: At 400 feet AAL select or verify LNAV is engaged. (A turn may be part of the approach following selection of TOGA. Select/Verify LNAV as soon as possible to ensure proper tracking.)

Simplified Validation of VNAV Approaches FMC 4 1. Track ± 3 2. Dist. ± 1 nm 3. Crossing Altitudes ± 10 feet 4. Glide Path (±0.10)

OMA 8.3.0.8.8.2

NP.21.60

FCTM 5.49 EKIB 33R4 FCOM SP.4.10

RNP-AR 5

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. 5. Glide Path (+0.1 to -.01)

DISPLAYS 4 1. PF select TERR, PM select TERR or WX 2. POS selected to monitor Raw Data 3. PF on PROG page 4. 4. PM on LEGS

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SETUP 1. 2. 3. 4. 5. 6.

Select a Database Approach. Check the Validation Criteria. FCOM NP Appendix 5 Modify Speed at FAF to be VREF30+20. (optional) Set Barometric Minimums to DA or MDA as required. Verify landing airport QNH has been set. If available the autopilot and flight director must be engaged. (RNP-AR Approach must have A/P and F/D)

PROCEDURE

FCOM NP.21.57

FCOM L.10.6

FCTM 5.39

EK TR 101

PF 1.

PM

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. (RNAV Visual Proc. set 300AAL) Select VNAV. Wait for speed window to close…Open the speed window. Check that VNAV PATH is annunciated. If VNAV ALT displayed consider selecting the next lower constraint and selecting altitude intervention. FCTM 5.39

7.

Approaching Glide Path call “GEAR DOWN” “FLAP 20”, arm the Speed Brake.

8. 9.

Beginning final descent call “FLAPS__” “LANDING CHECKLIST”. Set the Missed Approach Altitude after established on the final descent and more than 300 feet below the Missed Approach Altitude.

For RNP-AR Approaches If Required Call - From IAF to end of missed approach procedure – if XTK Error reaches 0.1 x “XTK ERROR 0.1” - From IAF to end of missed approach procedure – if XTK Error reaches 1 x RNP or NPS amber indication “XTK ERROR GO-AROUND” - From FAF or DA, if vertical deviation greater than 75 feet “VERTICAL ERROR GO-AROUND” 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


CHECKING OF RAW DATA FCTM 5.28 LOC, LOC B/C, LDA, SDF, IGS - Raw data must be monitored.


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.



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INTENTIONALLY BLANK



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Contaminated Runways 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



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

(P is the tire pressure in psi)

(P is the tire pressure in psi)

772 – 185psi… 77L – 218psi… 77F – 218psi… 773 – 214psi… 77W - 218psi…

772 – 185psi… 77L – 218psi… 77F – 218psi… 773 – 214psi… 77W - 218psi…

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



104 kts 113 kts 113 kts 112 kts 113 kts


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Cold Weather Operations ICING CONDITIONS - Icing Conditions exist when TAT is 10°C or below and visible moisture is present (less than 1600 meters visibility) or standing water, ice or snow is present on the ramps, taxiways or runways. FCOM SP.16.5 - Aircraft will not be dispatched until the flight crew and a qualified de-icing 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 - The decision to de-ice may be made by a Qualified Person or by the flight crew; however, once the decision to de-ice has been made, it cannot be over-ridden by the other party. OMA 8.2.4.5

DE-ICING RESTRICTIONS - T/O is not permitted in: OMA 8.2.4.1 FCI 2011-029  Moderate or Heavy Freezing Rain.  Heavy Ice Pellets.  Any frozen contaminate adhering to an of the aircraft critical surfaces.  Continuous Heavy Snow.  Hail. - A thin coating of frost up to 3mm (1/8") thick is permissible on wing lower surfaces only in an area cold soaked by fuel between the forward and aft spars. OMA 8.2.4.5 - Thin hoarfrost is permitted on the fuselage OMA 8.2.4.5 . - Thin enough to distinguish surface features underneath, such as paint lines, markings or lettering FCOM SP.16.4 .

REMOVAL OF LOCAL AREA CONTAMINATION - Where no precipitation is falling or expected a “REMOVAL OF LOCAL AREA CONTAMINATION” de-icing may be carried out under OMA 8.2.4.8.3 - Both sides of the airplane must be treated identically with a heated fluid suitable for a One Step Procedure. - 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

SPECIAL ICING CONDITIONS - Light Freezing Rain is permitted

OMA 8.2.4.1

- Occasional Heavy Snow is permitted. OMA 8.2.4.1 - Operations during occasional heavy snow conditions require a PCI to be conducted immediately prior to take-off to ensure that contamination is not adhering to the critical surfaces. - This inspection is required irrespective of the time that has elapsed since anti-icing occurred. Such an inspection can only be carried out when the applicable moderate snow holdover time is a minimum of :20 minutes. - There must be at least :05 minutes of moderate snow holdover time remaining after the inspection has been accomplished. The take-off needs to be initiated within :05 minutes of completion of the PCI. - Further delay after the PCI must result in a return for de-icing/anti-icing. During variable snow conditions, the most conservative holdover table cell time should be utilized, that is, the lowest time. - Snow Grains (SG) are permitted. PELESYS COLD WEATHER briefing - 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. 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. -

Light or Moderate Ice Pellets are now permitted… special conditions apply… Refer to OMC Appendix K a) The aircraft critical surfaces must be properly deiced before the g) If the temperature decreases below the temperature on which the application of Type IV anti-icing fluid; allowance time was based, where the new lower temperature has an b) The allowance time is valid only if the aircraft is anti-iced with undiluted associated allowance time for the precipitation condition and the present Type IV fluid; time is within the new allowance time, then that new time must be used c) These allowance times are from the start of the Type IV anti-icing fluid as the allowance time limit; application; h) If ice pellet precipitation becomes heavier than moderate or if the light d) The allowance time is limited to aircraft with a rotation speed of 100 ice pellets mixed with other forms of allowable precipitation exceeds the knots or greater (subject to 4) above); listed intensities or temperature range, the allowance time cannot be e) If the takeoff is not accomplished within the applicable allowance time in used; Ice Pellet allowance table, the aircraft must be completely deiced, and if i) If the precipitation condition stops at or before the time limits of the precipitation is still present, anti-iced again prior to a subsequent applicable allowance time in ice pellet allowance table and does not takeoff; restart, the aircraft may take off up to 90 minutes after the start of the f) The allowance time cannot be extended by an inspection of the aircraft application of the Type IV anti-icing fluid. However, under conditions of critical surfaces from either inside or outside the aircraft; light ice pellets mixed with light freezing rain, the OAT must not decrease during the 90-minute period. OMC Appendix K


8. SOP GUIDE


Cold Weather Operations Continued DE-ICING COMMUNICATION - Prior to de-icing communication with Crew and Passengers is mandatory. - Cabin Crew during Pre-flight and Passengers prior to Engine Start.

OMA 8.2.4.4 OMA 8.2.4.4

- Engine-on de-icing is only permitted at designated stations. See OM-C Aerodrome specific information or LH Station CCI pages

OMA 8.2.4.6

- A qualified Engineer will do the Secondary Inspection CSI after de-icing is complete. OMA 8.2.4.5 - The contractor must signal to the Commander the following message or instruction: “All equipment is clear of the aircraft. You may contact ground or apron control” OMA 8.2.4.6 - Tech Log Entry is required if the aircraft is de-iced. OMA 8.2.4.12

HOLD OVER TIMES - Hold over times are located on the De/Anti-Icing Worksheets from aircraft library or 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. De/Anti-Icing Worksheet

PCI Pre-Takeoff Contamination Inspection - If precipitation has occurred at any time since the final fluid layer was applied to the aircraft, a PCI is mandatory once the shortest time in the applicable holdover time table cell is exceeded. OMA 8.2.4.7 - A PCI can only be used to extend holdover time when using Type II, III or IV anti-icing fluids and then, only when the applicable minimum holdover time equals or exceeds 20 minutes. A PCI must not be applied to extend holdover time when using Type I fluids for anti-icing as these have very short holdover time values and fluid failure occurs suddenly. OMA 8.2.4.7 Company NOTAM CO126/13 - When the time that has elapsed since the beginning of holdover time is greater than the maximum holdover time for the conditions present and covered in the applicable holdover time table cell, the PCI must be conducted from outside the aircraft. When a Pre-Take-off Contamination Inspection (PCI) is required to be conducted from outside the aircraft by a Qualified Person, this will normally be carried out by the de-icing service provider’s personnel. When the Commander anticipates that an external PCI is required (e.g. short holdover time), this should be coordinated as early as practicable with the de-icing service provider, in coordination with Emirates station staff. OMA 8.2.4.7 - When a PCI is required it must be performed immediately (within five minutes of brake release) prior to take-off. OMA 8.2.4.7 - If Cabin Crew or Passengers express concern a PCI must be completed. OMA 8.2.4.4.1 - 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 - The Representative Surface is used for determination of the condition of the remainder of the Critical Surfaces. It is the inner portion of the wing from the root, outward to the innermost engine pylon. The representative surface includes the entire chord length, i.e. from the leading to the trailing edge OMA 8.2.4.8.2 CAUTION: When assessing the representative surface, flight crew must consider which side was treated first, and also the prevailing wind/weather conditions when they are such that contamination is more likely to form on one side of the aircraft than on the other.

DE-ICING FLUID FAILURE - 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 - Under no circumstances shall an aircraft that has been anti-iced receive a further coating of anti-icing fluid directly on top of the existing film. If additional anti-icing treatment is required before flight, a complete de-icing, with removal of all residues from the previous treatment, shall be performed prior to any further anti-icing treatment being applied. OMA 8.2.4.8

- 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 - When Flaps / Slats are not retracted after landing where required by the FCOM when taxiing on contaminated runways / taxiways, an entry must be made in the aircraft technical log. OMA 8.2.4.17

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De-ice Procedures on the Gate OMA 8.2.4.5

Initial Critical Surface Inspection

- A light coating of frost is permissible on the top of the fuselage. - 3mm of frost is permitted on the undersurface of the wing due to cold soaking

NO

YES

Monitor surfaces for future changes

Brief FO & Cabin Crew

Timeline Events Pax Boarding Complete : GMT Deicing Started : GMT Pushback : GMT Taxi : GMT T/O Slot Time : GMT

Co-ordinate slot time and de-ice time with Ground Staff and Engineer

De-ice Worksheet Check holdover times vs. expected taxi times vs. fluid types

Review Sequence of events 1. …………………………….. 2. …………………………….. 3. …………………………….. 4. …………………………….. 5. …………………………….. 6. ……………………………..

Brief Engineer, Cabin Crew, & Ground Staff

Accomplish Normal Procedures

When Ready for De-ice (Doors Closed) Welcome Aboard PA and Deice PA

Accomplish Supplementary Procedures Follow the De-ice sheet

SP.2.1 ................... Ground

................. Wet or Contaminated Runway Conditions

SP.16.5

................. Engine Anti-ice Operation on the Ground

SP.16.5-6 ............... Taxi

Get Verbal Clearance “All Ground Equipment is clear of the Aircraft, you may contact Ground or Apron Control”

Procedures

SP.16.6-7 ............... De-icing SP.16.7

Deice Aircraft Post Treatment Check Complete Deice Worksheet Make Tech Log Deice Entry

Air Conditioning Cart Use

SP.16.2

/ Anti-icing

................. Before Takeoff Procedure

SP.16.8-10

............. Engine Anti-ice Operation In-flight

EAD 60R2 .............. New

Ice Shedding Procedures for Trent 800 Engines in Freezing Fog

SP.7.1 ................... APU

Ground Pneumatic Start

SP.7.3 ................... Engine

Ground Pneumatic Start

SP.7.2 ................... Engine

Cross Bleed Start

Check Slot Time

Pushback & Engine Start

Delay Flaps 10 kts taxi speed Asymmetric Thrust Exercise Nose Wheel Steering

Pre-Takeoff Assessment: PCI required if: Min Hold Over exceeded in precipitation Passenger or Cabin Crew Report (PCI must be done within :05 minutes prior to T/O)

Extend Flaps Check Crosswind Check cleared width (min 30 meters)

Engine Run-up Engine page displayed

Take-off

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De-ice Procedures on Remote Deicing Bay Initial Critical Surface Inspection

OMA 8.2.4.5 - 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

SP.2.1

.................. Ground Air Conditioning Cart Use

SP.16.2 ................. Wet

or Contaminated Runway Conditions

SP.16.5 ................. Engine

Accomplish Supplementary Procedures Follow the De-ice sheet

.............. Taxi Procedures

SP.16.6-7

.............. De-icing / Anti-icing

SP.16.7 ................. Before

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”

Anti-ice Operation on the Ground

SP.16.5-6

SP.16.8-10

Takeoff Procedure

............. Engine Anti-ice Operation In-flight

EAD 60R2 .............. New

Ice Shedding Procedures for Trent 800 Engines in Freezing Fog

SP.7.1

.................. APU Ground Pneumatic Start

SP.7.3

.................. Engine Ground Pneumatic Start

SP.7.2

.................. Engine Cross Bleed Start

Delay Flaps 10 kts taxi speed Asymmetric Thrust Exercise Nose Wheel Steering

Pre-Takeoff Assessment: PCI required if: Min Hold Over exceeded in precipitation Passenger or Cabin Crew Report (PCI must be done within :05 minutes prior to T/O)

Extend Flaps Check Crosswind Check Cleared Width (min 30 meters)

Engine Run-up Engine page displayed

Take-off


DE-ICING / ANTI-ICING


8. SOP GUIDE

FCOM SP.16.6 OMA 8.2.4.9 De-icing Decision Process The LOUT (Lowest Operational Use Temperature) is fluid concentration specific. A Fluid

must not be used when the outside air temperature or skin temperature is below the LOUT of the fluid. The LOUT for a given fluid is the higher (warmer) of: - The lowest temperature at which the fluid meets the aerodynamic acceptance test for a given aircraft type; or - The actual freezing point of the fluid plus its freezing point buffer of 10°C for Type I and 7°C for Type II / III / IV. The LOUT for the various fluid types and concentrations is now shown as the lowest temperature for the given concentration in the specific brand name HOT tables. When using a generic fluid table, confirm the LOUT for the applicable concentration with the service provider. OMC Appendix K

Orange

Straw

Yellow Green

Emerald Green

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

WARNING:

OMA 8.2.4.7

Under no circumstances shall an aircraft that has been anti-iced receive a further coating of anti-icing fluid directly on top of the existing film. If additional anti-icing treatment is required before flight, a complete deicing, 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


Page 171 of 266

ENGINE ANTI-ICE


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.

EMIRATES B-777 8. SOP GUIDE ALTIMETER CORRECTIONS IN COLD TEMPERATURES OMA 8.1.1.2


EKIB-333R4

Page 172 of 266

FCOM SP.16

OMC Appendix L


8. SOP GUIDE

INTENTIONALLY BLANK


EMIRATES B-777


8. SOP GUIDE

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RAAS Runway Awareness Advisory System (Smart Approach and Landing) RAAS AUTOMATED CALLOUT Routine Advisories Non-Routine Advisories

FCOM NP.60.1

FCOM NP.40.7 & 40.10

OMA 8.3.0.8.5

FCOM EKTR 100

FCI 2011-041

OMA 8.3.0.11.7

FCOM L.10.10

Pelesys

CO576/12

ADVISORY

CREW RESPONSES

- RAAS advisory conflicting with crew’s expectation do require immediate verbal confirmation between crew regarding appropriate action. - RAAS advisory matching a crew expectation does not require a verbal response from the crew. High Speed Operations 1. Verify position and/or distance remaining/distance available. 2. Contact ATC for assistance if necessary. Low Speed Operations 1. Stop. 2. Verify position. 3. Contact ATC for assistance if necessary. o RUNWAY POS EICAS Advisory: As soon as the aircraft is moved and the line of sight to a sufficient number of GPS satellites is achieved, this message should no longer be displayed. No Flight Crew action is required. o RUNWAY SYS EICAS Advisory / RUNWAY SYS Status: If occurring on the ground prior to take-off or on final approach this message Indicates that the Smart EKIB-53 Runway and Smart Landing advisories are not available to the flight crew. If occurring during flight then Engineering will need to contact Honeywell to ensure that the over-flown Airport/Runway is included in the next version of TDB or is to be added as soon as possible. No Flight Crew action is required other than an information entry to the Tech Log. The entry should include the Airport/Location and the statement “Advise Honeywell.” Approaching runway (on ground) “CONFIRMED” (PF and PM) T “APPROACHING RUNWAY XX” “ON RUNWAY XX” On runway (on ground) A RAAS status can also be displayed on the Terrain Display. This is active only when the aircraft is on the ground. The procedure requires the Flight Crew to select the X terrain display followed by a change in the displayed range to a higher or lower range. RAAS Status is displayed for two sweeps… The displayed Messages are as follows:

I

RAAS-OK

RAAS-N/AVBL

RAAS-RTO

RAAS-INOP

FCOM 15.20.31

“ON RUNWAY XX” “ON RUNWAY XX FLAPS, FLAPS” “ON RUNWAY XX, XXXX REMAINING” The aircraft is

On runway (on ground) On runway (on ground)

Confirm flap setting

On runway (on ground)

Confirm aircraft position

Insufficient runway length for take-off (on ground)


T A K E O F F

on the runway, heading ±20° of runway heading, and take off distance less than 2500 meters.

R T O

“1200 REMAINING” “900 REMAINING” “600 REMAINING” “300 REMAINING”

Distance Remaining-Meters (RTO)

“30 REMAINING”

Runway end advisory

“CAUTION SHORT RUNWAY, CAUTION SHORT RUNWAY” The aircraft is on the runway, heading ±20° of runway heading, groundspeed exceeds 40kts, and take off distance less than 2000 meters.

“ON TAXIWAY, ON TAXIWAY” Taxiway Take-off “STOP” (PF) “CAUTION TAXIWAY, CAUTION TAXIWAY” Confirm aircraft position “ON RUNWAY XX, ON RUNWAY XX” Extended Holding on Runway Caution: 1. "Flaps, Flaps" advisories may be generated when using flaps 20 for take-off. If you are using Flap 20 then brief the possibility of this call. 2. During line-up or approach "Caution, Short Runway" advisories are triggered when nearing some of the shorter runways in our network. Again if you are landing on one of these brief the expected call. Company NOTAM CO131/12

“APPROACHING RUNWAY XX” Approaching runway (in air) “APPROACHING RUNWAY XX, 1900 AVAILABLE” The aircraft is between 450 feet and 300 Approaching short runway (in air) feet AAL, within 3nm or the runway, track is aligned with the

- Confirm Runway. Confirm aircraft position

runway ±20°, the aircraft is positioned within +60 meters of the runway width, and the runway is shorter than 2000 meters.

A P P R O A C H

“CAUTION SHORT RUNWAY, CAUTION SHORT RUNWAY” The aircraft is between 450 feet and 300 feet AFE, within 3nm or the runway, track is aligned with the runway ±20°, and the runway is shorter than 2000 meters.

Flaps not in landing configuration “FLAPS, FLAPS” ND FLAPS (starts below 950AGL and within 5nm of runway) (Starts at 600AGL if the aircraft is aligned with the runway)

Excessive Approach Speed “TOO FAST, TOO FAST” ND TOO FAST (starts below 600AGL and within 5nm of runway)

Excessive approach angle “TOO HIGH, TOO HIGH” ND TOO HIGH (starts below 600AGL and within 5nm of runway)

Unstable Approach “UNSTABLE, UNSTABLE” ND UNSTABLE (starts below 450AGL)

Below Transition Altitude “ALTIMETER SETTING” ND ALTM SETTING

L A N D I N G

“LONG LANDING, LONG LANDING”

“1200 REMAINING” “900 REMAINING” “600 REMAINING” “300 REMAINING” “30 REMAINING”

Approaching short runway (in air)


Awareness of Unstable approach due to improper flap position for landing

- Confirm the flap position. - Refer to EK stabilization criteria. If unstable Go-Around

Awareness of Unstable approach due to excessive speed.

- Confirm airspeed. - Refer to EK stabilization criteria. If unstable Go-Around

Awareness of Unstable approach due to steep approach angle.

- Confirm vertical profile. - Refer to EK stabilization criteria. If unstable Go-Around

Awareness of Unstable approach due to proximity to runway and not meeting other stabilized approach criteria. Awareness of improper Altimeter Setting.

- Verify whether approach parameters are as expected / briefed and take appropriate actions if necessary. - Refer to EK stabilization criteria. If unstable Go-Around - <500 “GO AROUND”

Awareness of position beyond threshold before touchdown.

Distance Remaining-Meters (Landing and Rollout) Runway end advisory

- Confirm the altimeter setting. If a VALID “LONG LANDING” alert is activated during touchdown the PM shall announce “GO AROUND” and an immediate go-around shall be flown. “Valid” Long Landing alert: crew briefing for landing on a runway; with a temporary displaced threshold, GPS failure, not in the RAAS database should include the potential “Long Landing” alert and crew corrective action.

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8. SOP GUIDE

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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.

Turbulence Levels

FCOM SP.16.14

OM-C Appendix L

OMC 9.5

Light Chop

Light

Moderate Chop

Moderate

Severe/Extreme

Slight bumpiness without changes in attitude, altitude or IAS.

Slight changes in attitude or altitude or changes in IAS of 5 - 15 kts

Turbulence that is similar to light chop but of greater intensity causing rapid bumps or jolts without appreciable changes in attitude or altitude.

Turbulence that is similar to light, but of greater intensity. Changes in attitude and or altitude occur, IAS fluctuates 16 – 25 kts but the aircraft remains in positive control at all times.

Turbulence that causes large, abrupt changes in attitude or altitude. Aircraft may be momentarily out of control. IAS fluctuates by more than 25 kts.

Severe Turbulence Operations

FCOM SP.16.15 OMC 9.5

Thunderstorm Avoidance OMA 8.3.8.2 OM-C Ch 9 Page 23 - Take-off or landing in the vicinity of heavy thunderstorm activity is prohibited OMA 8.3.8.1 - SL-FL 200 Avoid strong radar returns by 10 nm. OMA 8.3.8.2 - Above FL 200 Avoid strong radar returns by 20nm. OMA 8.3.8.2

- Fly over storms clouds by at least 5,000 feet - Do not fly under a CB.

Weather Radar Turbulence Mode 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

Normal Weather Radar No Multi Scan

FCOM EKIB-50

Multi Scan Weather Radar

RADAR Theory: - Bottom third of cloud is composed entirely of water an most efficiently reflects radar energy. - Middle Third is composed of a combination of water and ice crystals. Reflectivity in this part of the storm begins to diminish. - Top third of the storm is composed entirely of ice crystals and is almost invisible to RADAR. - Conventional Radars can only look at one part of the storm at a time… The Multi Scan Radar is able to scan all parts and combine their images on one screen to provide a more complete picture.

RADAR The Ideal Beam: - The Ideal Radar Beam would look directly below the aircraft, then follow the curvature of the earth out to the aircrafts maximum range… - As this is not possible Collins has created the MultiScan emulates an ideal radar beam by taking information from different radar scans and merging the information into a total weather picture. Rockwell Collins’ patented ground clutter suppression algorithms are then used to eliminate ground clutter. - The result is the ability for flight crews to view all significant weather from 0 to 320 NM on a single display that is essentially clutter free.

RADAR Functionality: - GAIN Control: - During automatic operation, MultiScan uses variable gain that is based on atmospheric temperature profiles to compensate for variations in geographic location, time of day, and altitude in order to optimize weather returns in all phases of flight. - Gain is thus adjusted to suit the environment in which the aircraft is flying and provide the optimum weather picture in the prevailing conditions. - Gain is held constant below the freezing level. - As the aircraft ascends through the freezing level and the temperature decreases below 0° C, gain is increased. - When temperatures fall below -40° C cloud tops are composed entirely of ice crystals and exhibit minimal reflectivity. Variable temperature based gain increases the gain by approximately one color level in this region to provide more accurate high altitude weather returns. - During automatic operation rotating the gain knob counterclockwise decreases receiver sensitivity. MIN gain is selected when the gain knob is rotated fully counterclockwise and represents an approximately one and a half color level decrease in the color of the displayed weather. Consequently, red returns may be displayed as yellow or green, yellow returns will be displayed as green or disappear entirely, and green returns will no longer be displayed. - Note that if a thunderstorm remains red when MIN gain is selected it indicates a storm exhibiting extreme reflectivity and is potentially a substantial threat to the aircraft. However, the radar should only be operated at the MIN gain position for short periods of time to help identify thunderstorm cores and areas of extreme reflectivity. The gain control should then be returned to the calibrated position. With gain set to MIN it is possible that a thunderstorm that just crosses the red colour threshold will be displayed as green. Using MIN gain exclusively thus increases the possibility of inadvertent thunderstorm penetration.


8. SOP 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.


Page 178 of 266 -


Windshear

IMMEDIATE WINDSHEAR FCOM 15.20.23 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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8. SOP GUIDE

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OTHER WINDSHEAR INDICATIONS

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.


Page 180 of 266

GPWS


QRH MAN.1.5-1.6

Ground Proximity Caution

Ground Proximity Warning


Page 181 of 266


QFE Operations FCOM SP.10.1

Emirates are not currently using this procedure at any airports. The preferred method is to set QNH when descending through the Transition Level and convert QFE Levels to QNH altitudes using the airport specific conversion chart, or conversion info on the Approach Chart.

OM-C, Route Manual, Chapter 1 Beijing 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

-

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 DIVERSION

Alternate Selection Process

OMA 8.3.0.10 Airport

T

O

W

N

C

A

R

P

Terrain

Ops Hours

Weather

NOTAMS

Charts

Authorized?

Route Manual

Performance?

LIDO AOI

  

EGLL EGBB EGCC -

  

OMC RAIG

  

  

  

  

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 (PM, 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)

An airfield served by an Emirates scheduled flight. It must be designated as being available for such use in the Emirates Operations Specifications.

.

Alternate (A)

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.

Critical Airport (CA)

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.

Emergency Airport (EA)

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.

(Can also be used as a Take-off Alternate)

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Diversion Considerations Airports with Emirates Support

OMA 8.3.0.10.4

GROUND HANDLING OMA 8.3.0.10.4 o Co-ordinate passenger handling with Emirates Staff. o Passengers onboard are PIC responsibility, in terminal are Station Staff responsibility. o If passengers asked to disembark they shall take all personal belongings with them. (No hand bags left behind) o Inform Station Staff of any Deportees to ensure the instructions for custody are carried out. OMA 8.2.2.2.10 o PIC will liaise with local staff to ensure local regulations are not infringed.

Airport With No Company Support

OMA 8.3.0.10.5

Consult the Route Manual for additional information and ground contacts. Advise a handling agent if available ASAP. GROUND HANDLING TRANSIT CHECK GUIDANCE PELESYS VIDEO Transit Checklist o Co-ordinate passenger handling with Contracting Agent Staff and contact SMNC. - Ensure Ground Chocks are installed. o It is the responsibility of the PIC to arrange for the safe and efficient conduct by - If the stop is for more than 2 hours or involves towing install the Nose ground staff to: and Main Landing gear safety pins. - Safeguard aircraft, passengers, and cargo. - If the aircraft is to be towed or pushed back verify with the ground crew - Servicing of Aircraft. (Transit Check) that the towing lever is placed tow position with the lock pin installed. □ 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 Credit Card… network. FCOM SP6.2 - TRANSIT checks. Transit Checklist located in Red Binder(Engineering Additional walk around items: Documents Folder). - Check inboard and outboard Aft Brake Rods - Transfer defects into the ADD if they are acceptable and in accordance - DME airport check lubrication of pivot joints on Main Landing Gear with the MEL. - Check the Engine Oil Levels on the EICAS after the engines shutdown Captains Authority to do Transit Check/ Refuel / transfer ADDs, is in Red for more than :10 minutes but less than :30 minutes. Binder - Check the Hydraulic levels. - Organize Ground duties - Review the Tech Log and the Cabin Log. □ Passenger service (meals, hotel, accommodation, etc) - Operational Test of the Fire system using the FIRE/OVHT TEST switch. □ Liaise with SMNC or nearest Emirates Station. - Check the Trash Compactor has been properly cleaned. □ Handling of cargo and mail according to instructions from Operations Control. - Prior to refueling you must obtain water free samples from the bowser. - Crew members may be delegated to handle responsibilities. - RR engine aircraft must obtain the Fuel Temperature from the Fuel - If Passengers to be disembarked. □ Inform Station Staff of any Deportees to ensure the instructions for custody are Synoptic page and record it in the Tech Log. If it is below 0C you must contact MCC for further guidance. carried out. OMA 8.2.2.2.10 - Check the Potable Water Levels and service if authorized and required. □ Two Cabin Crew members should escort passengers to terminal. - Prior to Departure complete one last walk around to ensure all doors are □ 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 .

closed, pins are removed and there is no damage. - Confirm the Towing Lever is in the NORMAL spring loaded position after removal of the Tow Bar. - Any Questions contact MCC

Terminate Flight

o o o o o o o o o

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…

OMA

11.3.2

Continue Flight

OPERATIONAL PROCEDURES OMA 8.3.0.10.5 , OM-C 9.3 o Make Arrangements for a OFP.. o Diversion Master Logs are available. AAN-DXB, AUH-DXB, BAH-DXB, DOH-DXB, FJR-DXB, MCT-DXB, RKT-DXB, SHJ-DXB (Instructions OMC 9.3 ) 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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Inhibits During Takeoff

FCOM 15.20.34

Landing Config Warning Alert inhibited from VR till 800RA

V1

80 Kts

800’ RA

VR 400’ RA

Autobrakes arm at 85 kts ENGINE FAIL Call starts at 65 kts. Stops 6 knots before V1 TOGA must be pushed prior to 50 knots or A/T operation is inhibited until reaching 400 feet AGL

T/O Config Warnings inhibited above V1.

Master Warning Lights and Fire Bell inhibited from V1 until 400 RA or 25 seconds after V1.

Master Caution lights, Aural Beeper and Advisory level Alert messages inhibited from 80 KTS to 400 RA or 20 sec after rotation, or RTO speed below 75 kts. EICAS caution and advisory level messages are Inhibited from Start of Start Until first engine reaches idle or start

Communications Alerts Inhibited from T/O Thrust till 400 RA. Cabin ALERT is exempt Passenger Entry door memo messages are removed from T/O thrust till 60 seconds after landing Status Cue inhibited from engine start till :30 minutes after Rotation. This inhibit is also cancelled by a RTO. TAC is available above 70 knots

PWS starts when WX turned on or T/O power achieved. New Cautions inhibited from 80 kts to 400 RA New Warnings inhibited from 100 kts to 50’RA.

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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


Page 186 of 266

ETOPS Fuel Requirements FCTM Vol 2 3.10.6

Old Manual no longer published

OMA 8.5.4.2




8. SOP GUIDE

ETOPS Alternate Weather Requirements

OMA 8.5.6.1


Page 188 of 266

SPECIAL AIRSPACE EXPLAINED North Atlantic MNPS NAT - Oceanic Clearance is required to operate in NAT MNPS Airspace. - Oceanic Control Areas (CTAs) include Reykjavik, Shanwick, Gander, Santa Maria, and New York. Between FL 285 and FL420. - To Operate in NAT MNPS airspace aircraft must be able to maintain a high degree of Lateral, Longitudinal, and Vertical accuracy. Aircraft and Flight Crew must be certified by State of Registry or State of the Operator. This is indicated by an X for NAT MNPS and a W for RVSM in item 10 of the ICAO Flight Plan. Equipment Required is detailed in FCOM SP21 (RVSM)and FCOM SP22 (NAT MNPS) - Separation on the NAT MNPS is: - Laterally 60nm or one degree of latitude. (Minimum RNP is 12.6) - Longitudinal separation is :10 minutes when using Mach number technique. - Vertical separation is 1,000 feet for RSVM aircraft. (Crews and aircraft must be certified for RVSM) - Separate Organized Tracks are optimized for Direction of flight based on forecast winds aloft. - Eastbound Tracks V,W,X,Y, and Z are created by Gander Oceanic and are valid for crossing 30 degrees west between 0100z and 0800z. - Westbound Tracks A,B,C,D,and E are created by Shanwick Oceanic and are valid for crossing 30 degrees west between 1130z and 1900z - The use of the OTS is not mandatory.

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 Routing RNAV Area AORRA -

The AORRA includes the airspace between FL290 and FL 410 inclusive in the region shown. RNP10 is required in AORRA airspace. ADS/CPDLC will be used as primary communication and HF as backup. Flights shall enter and exit via AORRA approved gates.



MNPS Procedures


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 PM Obtained FMC Position........................................ Plot PM 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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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           

PM

Item 10 of flight plan includes R (RNP) S (Standard Equipment) W (RVSM), and X (MNPS). Item 15 of flight plan includes cruise TAS, oceanic entry point & cruise mach, and oceanic landfall and cruising TAS. For Australian Flights Item 18 should be RMK/ADSB is aircraft is operating ADSB. 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 A a fuel analysis is required. Verify with Dispatch has evaluated solar flare activity and whether any restrictions apply. Check Tech Log for restrictions to RNP, MNPS , RSVM, ETOPS and MEL considerations. Altimeters crosschecked in tolerance (max allowable difference between Captain’s or FO’s altitude display and field elevation is 75 feet) UTC time check with GPS. (777 Check GPS display on the ND) CAPTAINS SECURITY ANNOUNCEMENT REQUIRED FOR FLIGHTS THAT TRAVERSE US AIRSPACE OMC RAIG Chap 2 Page 144 “US Regulations require me to inform you that during this flight today, you should not congregate in groups in any area of the cabin, especially around the lavatories. I would also ask you to use only those lavatories dedicated to your own class of Service. In addition, you must strictly observe the seat belt sign when it is illuminated and do not move about the cabin when the sign is on.”  Before entering the Polar Region the accuracy of the ADIRU should be thoroughly checked by a comparison against the GPS and or by using independent navigation aids. FCOM SP.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

ADIRU. Check airway MAG/TRUE reference and transition to TRU when required. Above 82N/S SATCOM may become unavailable. Arrange HF frequencies and SELCAL prior to 82N/S. Obtain Oceanic Clearance :50 Prior to Entry ( LH Text RSI for specific Instructions) CPDLC request to Shanwick 1:30-:30 prior to Oceanic Entry. (:40-:30 best) Entry Point / ETA / Mach/ FL / Highest FL include TMI and Clearance Sequence # in read back. Verify Clearance (PF Calls the FMC Waypoints – PM Checks against the Oceanic Clearance) EK TR 96 Track and distance check of MNPSA sector PF selects Heading to TRUE and reads FMC, PM confirms with Flight Plan (acceptable tolerance 2 miles and 2º) Plot the Clearance. Crosscheck Entry Waypoints and next two Waypoints against OFP. Check weather at ETOPS alternates above aerodrome operating minima.

     

Prior to Oceanic Entry

Reclearance

  

At each Oceanic Waypoint

If re-cleared on a different track than planned:  request revised enroute OFP from DXBOVEK. weight / time and fuel at diversion waypoint / cleared FL / Track or routing.  Load new waypoints into RTE 2  Follow normal loading and verification procedures.  Compare FMS tracks and distances to new OFP.  Activate RTE 2 and check new route fuel.  If new OFP not available select FMS Print function.  If Print inoperative use reclearance form in spare forms folder.  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

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

Request ATC Clearance… If unable : LH Text NAV 10-20

    

 

Up to 10 nm maintain cleared altitude. Beyond 10 nm North of track descend 300 feet

   

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.

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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Station

Bodo

CPDLC Logon ENOB :15-:25 ADS Only

BIRD :15

Reykjavik CZQX :15-:45

Gander

Edmonton

CZEG :15-:45

OMC RAIG 2.10

Montreal

CZUL :15-:45 KZWY :15-:45

New York

Oceanic Clearance For procedures and frequencies see

Position Reports

Communications

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.

- VHF/HF is primary for communications. - Call Island Radio at OE for SELCAL and Prim and SEC frequencies. - Manual CPDLC logon with next sector required. - Contact next Oceanic CTA at FIR for SELCAL. - Contact next domestic frequency :10 prior to the boundary.

- ADS is the Primary means of position reporting. - Voice position report not required unless advised. - Revise estimate if ≥:03.

- Voice is primary. - SELCAL check required. - Contact next Oceanic CTA at FIR for SELCAL. - Contact next domestic frequency :10 prior to the boundary. - If HF Communications Lost, continue to adhere to clearance and do not invoke radio communications failure procedures. - Available via CPDLC send request to CZQX, or - CPDLC is primary for communications, HF is via VHF/HF, see LIDO. 1:30 - :30 Before OCA. secondary. - Contact next Oceanic CTA at FIR for SELCAL. Entry Point / ETA / Mach Number / Req FL - Contact next domestic frequency :10 prior to the Alt Route / Max FL / TMI in RMKs if on OTS boundary. - If “NO CLEARANCE RECEIVED WITHIN 15 MINUTES OF OCEANIC ENTRY POINT REVERT TO VOICE PROCEDURES END OF MESSAGE” not received within :05 minutes of sending CPDLC request for clearance, revert to voice procedures. - If “CLA RECEIVED CLEARANCE CONFIRMED END OF MESSAGE” not received the clearance must be confirmed on VHF. - Clearance Delivery Frequencies are on NAT track message and are usable from 23:30-07:30 GMT. Other times use current ATC. - Read back: EK____ OMDB Via CARPE Track B (or Random Route Coordinates) Expect FL 330 from CARPE M.83 TMI ___ - Arrange domestic route and FL clearance to the required entry point. - Aircraft Entering from radar controlled airspace None should not identify themselves as ADS equipped on initial contact. The Term ADS after the aircraft call sign should only be used leaving radar coverage and approaching the Edmonton ADS airspace. None

- Voice report still required unless advised. - Expect “voice reports not required” - ADS is the Primary means of position reporting. - Revise estimate if ≥:03.

- CPDLC is primary for communications, VHF/HF is secondary. - Contact next Oceanic CTA at FIR for SELCAL. - Contact next domestic frequency :10 prior to the boundary.

- Voice reports are required in New York FIR unless advised. - ADS is the Primary means of position reporting. - Revise estimate if ≥:03.

OLD PROCEDURE - Contact New York Clearance via VHF. - Available via CPDLC send request to KZWY, or via VHF/HF, see LIDO. 1:30 - :40 Before OCA. Entry Point / ETA / Mach Number / Req FL Alt Route / Max FL / TMI in RMKs if on OTS - Arrange domestic route and FL clearance to the required entry point

- Expect “position reports not required” - ADS is the Primary means of position reporting. - Revise estimate if ≥:03.

NOTAM 1A17/13 - Beginning on 5 February 2013, the FAA will consider the airport clearance which an aircraft receives on the ground at its departure aerodrome to be the route portion of the oceanic clearance. - Altitude and speed assignment will occur prior to entry into the New York center oceanic CTA. - As is the current operating procedure, unsolicited en-route route, altitude or speed changes may occur due to changing traffic situations. - At all times, the last assigned route, altitude and speed are to be maintained and should be considered your new oceanic profile. Having received all three components, the requirement to receive an oceanic clearance will have been met.

Anchorage Santa Maria Shannon

PAZA CPDLC No ADS LPPO :15-:45

EISN :05-:15 EGGX :15-:45

Shanwick

Oceanic Clearance required before logon. accepted.

-

- Contact via VHF/HF. - Available via CPDLC send request to LPPO, or via VHF/HF, see LIDO. 1:30 - :40 Before OCA. Entry Point / ETA / Mach Number / Req FL Alt Route / Max FL / TMI in RMKs if on OTS - Arrange domestic route and FL clearance to the required entry point.. - None, use Shanwick

- Contact via ACARS using ORCA (Oceanic Route Clearance Authorization) or VHF/HF. 1:30 - :30 Before OCA. Entry Point / ETA / Mach Number / Req FL Alt Route / Max FL / TMI in RMKs if on OTS - Arrange domestic route and FL clearance to the required entry point. - Aircraft must not enter Shanwick Oceanic Airspace without a clearance.

- CPDLC is primary for communications, HF is secondary. - SELCAL check required. - Manual CPDLC logon with next sector required. - Contact next Oceanic CTA at FIR for SELCAL. - Contact next domestic frequency :10 prior to the boundary.

- Expect “position reports not required” - ADS is the Primary means of position reporting. - Voice position reports still required unless advised. - Revise estimate if ≥:03.

- Only used above FL285 - Departing Shannon log on passing FL 260 - Arriving in Ireland log of descending through FL280 - CPDLC is primary, voice is backup. - SELCAL check required. - Contact next Oceanic CTA at FIR for SELCAL. - Contact next domestic frequency :10 prior to the boundary.

-

- Expect “voice reports not required” - ADS is the Primary means of position reporting. - Revise estimate if ≥:03.


8. SOP GUIDE

INTENTIONALLY BLANK


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Page 193 of 266


Lessons Learned This Chapter is a collection of Lessons learned from the Training Manual, Simulator, Instructor Technique, and shared experience from other pilots. It is intended to collect information from several sources, it is not intended to change company SOP but enhance safety. The FAQ (Frequently Asked Questions) are a great source of guidance and are located on the company FOIP Main Menu – Manuals – FAQ – Boeing 777. Revision 04 / 01 February 2011

1.

No Requirement to check EO drift down Alt at TOC At the TOC do I have to check the EO drift down altitude, insert DARD segments in route 2 or insert range rings etc? Background: Some cruise scans are miss-interpreted as SOP. Answer:

No; however, it is important to maintain general situation awareness and the above techniques can assist on an individual basis.

Reference:

NIL

2. No auto pilot disconnect limit height on ILS with Land 2/3 What is the autopilot disconnect limit when on an ILS coupled approach, with Land 2/3 annunciated but manually landing? Background: FCOM gives no limitation for a manual landing from an ILS approach. Answer:

Although there is no hard limit prudent airmanship and the ability to gain a “touch and feel” for the aircraft suggest disconnecting the autopilot before entering the landing flare phase to ensure a safe landing. Consider that autopilot alignment during strong crosswinds is likely to differ from pilot technique and that the autopilot will commence an initial alignment at 500 feet AGL

Reference:

FCOM Limitations

3. Flap 25 Landings May I land using Flap 25? Background: For normal landings, when conditions permit, use flaps 30 to minimize landing speed and landing distance. Flaps 25 provide better noise abatement and reduced flap wear. Aft body clearance is approximately the same for either flap setting. Answer:

Flight Operations department and the Boeing Fleet Management follow the manufacturer‟s recommendation and thus promote Flaps 30 landings. The emphasis here is on safety. However, should Flap 25 be deemed the more appropriate selection for landing, the crew shall take into account the higher approach speed and additional landing distance required.

Reference:

FCTM 1.4

4. High Speed Taxiway runway vacate speed At what speed may I exit when vacating the runway via a HIGH SPEED TAXIWAY? Background: The high speed taxiway is designed to expedite aircraft turning off the runway after landing, thus reducing runway occupancy time. Answer:

A „HST” is a long radius taxiway designed and provided with lighting or marking to define the path of aircraft, travelling at high speed (up to 60 knots), from the runway centre to a point on the centre of a taxiway. Also referred to as long radius exit, turn-off taxiway, (also Rapid Exit Taxiway). Note: It is recommended not to use the tiller above 30kts and caution above 20kts.

Reference:

http://www.faa.gov/air_traffic/publications/atpubs/PCG/

FCTM 3.5

5. Use of Fix Pages on ETOPS Segments Is it SOP to use the Fix Pages during ETOPS flight segments? Background: Due to Datalink requirements, additional waypoints (e.g. ETP‟s etc) are not to be entered into the FMC active route so use of the fix pages may be useful. Answer:

No. However, for situational awareness, FIX pages and the FMC ALTERNATE Page are a beneficial tool to monitor distances or ETA and predicted arrival fuel for selected/ nominated airports.

Reference:

Nil


Page 194 of 266


6. Use of Fix Pages for ETOPS ETA’s Do we have to enter the ETAs into the FMC fix pages from the OFP for Entry, Exit and ETPs? Background: Nil Answer:

No. ETA‟s for ETOPS waypoints such as ENTRY, EXIT, and ETP‟s are to be calculated using information available on the OFP in the ETOPS information section. If desired for situational awareness, the ETAs for these ETOPS waypoints may be transferred from the OFP to the FMC ETA – ALT line of the FIX pages.

Reference:

Nil

7. Interruption of NNC upon reaching “land at nearest suitable airport” Should Non-Normal check list completion be delayed in order to ascertain which airport to land at? Background: Some NNC's contain the step ' Land at the Nearest Suitable Airport'. Answer:

No. In the majority of cases this is not the time to stop the checklist in order to determine which airport to land at. Instead, this checklist step should be acknowledged by the PF and the process of determining the nearest suitable airport should take place once all the NNC's have been accomplished and the EICAS messages have been reviewed.

Reference:

QRH CI2.2

FOM 20.3.1.2

8. Responsibility for Radio Calls during Non-Normal situations. Who is responsible for radio calls during non-normal situations? Background: It is not Boeing philosophy for the PF to take charge of the R/T communications when Non-Normal checklists are in use. The PM is responsible for communications during both normal and non-normal situations. Answer:

PM; however, the Commander may use his discretion if he determines it appropriate, to assign the radio calls to the PF.

Reference:

FCOM NP 11.3

9. Selection of Non Normal Checklists What primary reference is used to guide the appropriate selection of non-normal checklists? Background: With regards to EICAS, the PF calls for Non-Normal checklists to be accomplished by looking at the EICAS alert messages with a rectangle icon [] as these checklists have procedural steps, notes, or other information of which the flight crew should be aware. EICAS alert messages without rectangle icons are informational and unless CONSEQUENTIAL should be actioned to read the condition statement. Answer:

The primary means to identify and select NNC is from EICAS. When calling for NNC‟s to be accomplished, the EICAS and the icon [] associated with the EICAS alert messages should be used and not the Non Normal Checklist queue. The EICAS and observed faults (e.g. bird strike) are the principle means of recognizing if a Non normal situation exists. Generally checklists are called for in the order of checklists for which memory items were accomplished, followed by warning level alert messages, then caution and then advisory level alert messages. The PM is responsible for checklist reading and tasks asked for by the PF. When the PF calls for a checklist to be accomplished, the PM selects the appropriate NNC from the NNC queue. The PM then overrides any remaining latched NNC‟s in the checklist queue. These NNC‟s need not be accomplished since they do not have a corresponding EICAS message and icon. They are consequential messages. When all the Icons have been removed from the EICAS (checklists with icons all completed), the PF calls for an EICAS review - do not press CANC/RECALL button, just read the EICAS. The displayed EICAS messages shall be reviewed and then cancelled. There is no requirement to recall all previously displayed EICAS messages

Reference:

FCOM NP11.3

QRH CI2.6

10. “LNAV Available” Call Should we always call “LNAV available”? Background: When a “Direct to leg” has been utilized LNAV must be armed in order for FMC modes to engage. Answer:

No. The “LNAV available” is solely an awareness call thus shall only be made if the PF fails to consequently arm LNAV.

Reference:

Text


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11. Sighting of the Steering bypass pin When does the flight crew signal to the engineer that they have sighted the steering bypass pin? Background: On the Boeing there has developed a procedure whereby the F/O will bring to the Captains attention the Engineer holding the Steering Bypass pin, as soon as he sees him, and as the Captain is still doing the flight control check. This inevitably leads to unnecessary discussion about when to release the engineer and also leads to an interruption of observation of the flight control check. Sometimes it leads to the F/O releasing the engineer without any input from the Captain. Answer:

According to Boeing NP the engineer is dismissed prior to Flaps selection. There is no requirement to sight the pin. Emirates FOM states that pin sighting is required prior to taxi. This should not interfere with SOP but can be achieved when appropriate. Flight Control check can be done whilst the pin is being sighted since there is no Flight Control observation needed. Both pilots should sight the pin and the engineer is to be released with the commander‟s permission.

Reference:

FCOM NP21.33 , FOM15.2.6

12. FCOM Limitations by memory Am I required to know the aircraft limitations by memory? Background: Previously a # symbol indicated which Limitations needed to be memorised. Boeing removed the # with revision 35. Answer:

No. Emirates‟ pilots are expected to conduct their profession to the highest standard and thus shall have a working knowledge of aircraft limitations. While pilots may no longer be required to quote FCOM limitations from memory, they are nevertheless required to demonstrate sufficient awareness of FCOM Limitations that ensures that no such Limitations are exceeded,

Reference:

FOM 1.4.1 –d.

13. Use of conservative ambient conditions Can I use expected, slightly more conservative ambient conditions for the performance calculation rather than the reported ones? Background: While it is not acceptable to use more optimistic than officially reported ambient conditions for actual takeoff calculations, crews are allowed to make small allowances (e.g. increase temperature by up to two degrees and/or decrease pressure by up to 1 hPa/0.03 in Hq) if it is likely that prevailing conditions during takeoff will be more limiting than current reported ones. Answer:

That depends

Reference

CP Boeing

14. OFP Taxi Fuel Do I have to use the taxi fuel figure shown on the OFP? Background: OFP taxi fuel figures are based on statistical data. When the expected taxi route or time suggest that a higher, or lower figure may be more appropriate, crews are expected to make the required adjustments to the taxi fuel figure to ensure that they do not take off above the maximum RTOW, or unnecessarily start depleting their contingency fuel before takeoff. (The FOM does however make provision to allow the use of contingency fuel from the time the fuel bowser has been disconnected.) Crews should ensure that the maximum structural weight is not exceeded if additional taxi fuel is required. This may result in the requirement to reduce the limited Take-Off weight. Answer:

NO

Reference:

CP Boeing

15. Unused Taxi Fuel Is it acceptable to “buffer” the Actual Take-Off Weight used in the takeoff calculations to account for possible unused taxi fuel? Background: On occasion it may be difficult to accurately assess the expected taxi time or route. In this case it is acceptable to use a slightly higher takeoff weight than shown on the loadsheets to account for the fact that some of the planned taxi fuel may not have been consumed prior to takeoff. It is vital however that any agreed adjustment is done prior to the performance data entry into the OPT / EFB and subsequent calculation which are to be done independently. Answer:

Yes


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16. Topping up Contingency Fuel on DP Flight Plans Is it good practice to “top-up” DP flight plan Contingency Fuel (CONT) to a normal Contingency Fuel level if the ZFW changes to allow so? Answer:

That depends.

Background: On routes were our statistical data indicate that we consistently arrive with most of the CONT fuel intact, the Company may choose to adopt DP flight plans in order to reduce aircraft weight en route and thus reduce fuel consumption. In this case it is not recommended to increase the CONT to a higher (3%, 5% or 20 minute CONT) level. - There are occasions however when we are forced to resort to DP flight plans in order to protect payload. Not using a DP plan would force us to leave non-revenue passengers, freight, passenger baggage, or even full-fare passengers behind. In such case, if the final ZFW should allow us to carry more fuel, it is recommended to increase CONT up to a normal level. This level would be the lower of a) 3% CONT, or b) the equivalent of 20 minutes CONT. As the flight has been dispatched as DP flight, there is no requirement to increase CONT to a 5% level as the DP ERA also satisfies the requirements of a 3% CONT ERA. Route Fuel Statistics attached to every LIDO Briefing package will give you a good indication which sort of CONT would be appropriate. If statistics indicate that on average only an irrelevant amount of CONT is used and hardly any flights ever use more than 50% of CONT, then increasing CONT to a higher level should not be necessary. As always, the commander should exercise good judgment and consider all relevant factors when deciding on the final fuel load.

17. Flight Beyond DP below MIN DP Fuel If I arrive at the DP with less than MIN DP FUEL, am I legally obliged to divert? Answer:

Not necessarily.

Background: You may apply provisions of the In-flight Fuel Management to DP flight plans. As per FOM 11.3.3. it is permissible to continue towards your destination even if a fuel check should reveal that there will be less than Alternate and Final Reserve remaining at destination as long as the conditions of either one of two In-Flight Fuel Management scenarios are met. As the first scenario requires an Estimated Approach Time (EAT), which may be difficult to obtain at this stage, the more likely second scenario (max delay not known and EAT not received yet) provides to the following two options: - You must be able to reach a minimum of two airports at which in the judgment of the commander "landing is assured" with at least Final Reserve remaining at touchdown. - If you can reach within two hours a single airport with at least two separate and independent runways that otherwise satisfies above requirements and you take any additional fuel burn due to likely ATC delays into consideration, then this single airport may be considered equivalent to two airports. Reference:

FOM 11.3.3.

18. Idle Reverse and Single Engine Taxi If you only use idle reverse on landing can you disregard the 3 min / 1 min cool down period on the engines in order to commence Single Engine taxi sooner? Answer:

No

Background: This question was asked of Airbus / Boeing / GE when the SE taxi policy came into place back in 2008. Boeing and Airbus replied that it is GE/RR that required this cool down period. The response from GE was that even though idle reverse on landing is used, you still need to comply with the 3 min cool down period on the engines. Idle reverse on landing does not have a considerable cooling effect on the core engine and therefore the cool down period only starts when the aircraft is on ground with the engines in ground idle. Not complying with this may result in costly repairs due to oil coking and fuel nozzle degradation. Reference:

Boeing technical


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19. Conducting a PCI on the Freighter How do we carry out a PCI on the freighter? Answer:

The freighter has three 5 inch windows, two forward and one aft of the wing on the right side. 1 full side window on the left side aft of the wing. When the aircraft is fully loaded there is approximately 15 inches down each sidewall, which will probably limit most pilots from performing a PCI check. If the commander is in doubt about the condition of the airplane after the HOT has expired a return to stand and 2nd de-icing must be accomplished. A standard PCI may be accomplished if a partial load permits or the aircraft is empty.

Reference:

Freighter Project Pilot

20. Applying Performance Limited Weight Restriction from a MEL item How do I apply a Performance Limited Weight restriction from an MEL item? Background: We have had several instances when crews incorrectly and unnecessarily applied MEL weight penalties that reduced available payload and limited Company revenue potential. Answer:

Remember; the OPT is the only accepted means for calculating takeoff and landing performance. OPT permits users to enter inoperative MEL items and will calculate takeoff and landing performance for such conditions. As always; if OPT should calculate a performance limited weight that is above the structural maximum weight, OPT will display the structural maximum weight in such case. Both the MEL and CDL will list performance weight penalties when applicable. Keep in mind that such performance penalties apply to performance limited weights and not structural maximum gross weights. This is often indicated in the MEL specific operations procedure (denoted by an "O" symbol) by wording such as "Reduce the Performance Limited Weight (PLW) by…" (e.g. MEL 36-11-05) or "Observe the appropriate performance adjustments." (e.g. MEL 27-61-03). Only in a few cases maximum gross weight will have to be reduced as a result of an MEL item. This is typically indicated by text such as "Observe Maximum Gross Weight limits" (e.g. MEL 2711-03-02). OPT will also steer you clear of some of the traps in the MEL text, which may appear confusing and difficult to interpret on occasion. Here one example: Consider an inoperative Spoiler Power Control Unit (PCU) addressed in MEL 27-61-03 If the airplane in question is a Passenger aircraft, MEL 27-61-03-01 applies, which only mentions performance adjustments (e.g. 4990 kgs) that need to be applied. If the airplane in question is a 777 Freighter, MEL 27-61-03-02 applies, which mentions performance adjustments (e.g. 4990 kgs) and reduced maximum gross weight limits (326,722 kgs instead of 347,451 kgs). If you use OPT and select MEL 26-61-03, you will be automatically offered with the correct applicable MEL and the MEL that applies to any other 777 variant will be suppressed. OPT will even consider when both performance and gross weights are affected and compute the lower of the (MEL) performance limited weight or (MEL) reduced maximum gross weight. In summary: OPT calculations will display the lower of a) performance limited weight and b) certified maximum gross weight. OPT is only acceptable means to calculate takeoff/landing performance even with inoperative MEL items. The term "performance limited" in the MEL may serve as an indicator that you are faced with a penalty that needs to be applied to performance limited weights. Conversely, the term "reduced maximum gross weight" may serve as an indication that this MEL penalty reduces structural weight(s). But in each case, you are expected to let OPT do this calculation for you.

Reference:

777 MEL

and

777 FCOM Normal Procedures

21. Rotate calls during Increased VR rotations When applying the increased VR rotation technique in the event of possible windshear when do I call “Rotate”? Answer:

Currently there is no SOP stipulating when to make the Rotate Call when applying the increased VR technique. When applying this technique, crew should be aware that there is a possibility for different expectations and should therefore brief and agree on appropriate calls prior to take off.


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22. Flap settings for increased VR rotation technique When applying the increased VR rotation technique in the event of possible windshear which flap setting should I use when calculating the Performance Limit Weight in order to find the Max VR”? Background: Observations during simulator exercises have highlighted that some crews use optimum flaps, while others force the flap setting to either 15 or 20 when calculating the performance limited weight figures. Boeing was approach for a definitive response. Answer:

Unless performance is limited by obstacle clearance and/or climb gradient, select flaps 20 for takeoff. Flaps 15 too may be used as a precautionary setting and will provide nearly equivalent performance to flaps 20. The Vr calculation should be based on the actual flap setting selected for the takeoff. Also, just to be clear, the Vr for the actual gross weight must also be known such that a check can be made to ensure that the Vr for the performance limited gross weight does not exceed the Vr for the actual gross weight by more than 20 knots. If the Vr for the performance limited weight exceeds the Vr for the actual weight by more than 20 knots, then the recommended Vr in windshear conditions would be the Vr for the actual weight plus 20 knots.

23. Single Auto-throttle Cat 3B approaches If we loose either L or R auto throttle can we carry out a CAT 3B approach by manually matching the associated thrust lever to the thrust lever that is being controlled by the working auto throttle server? Answer:

Yes. The 777 autoland systems were demonstrated to support fail operational approach and autoland to CAT IIIB weather minima with only one autothrottle (L or R) operative.

Reference:

Boeing message EAD-EAD-10-0142-03B dated 02-Mar-10

24. OFP Shear Rate values Does Shear rate (SR) on the OFP indicate when to expect turbulence? Answer:

No. The numeric value of Shear Rate represents the change of wind speed per 1000 ft. High values of Shear Rate imply the possibility of turbulence, but do not directly represent it. Shear Rate can be a useful tool when selecting more efficient cruising levels and also may serve as one possible indicator of turbulence. Other factors such as predicted turbulence or convective areas on Significant Weather charts, or proximity to Jet Streams are needed to further validate suspected turbulence. Shear Rate alone, without any other supporting indicator, will not give you a valid representation of expected turbulence.

Reference:

OM-C, Appendix J

25. Disconnection of Autopilot during Non-ILS Approaches When should I disconnect the autopilot for a Non-ILS approach? Background: Recent developments in the SAAAR approval process required a clarification as to when the autopilot should be disconnected on SAAAR/ AR approaches. As we also have been authorized to use a DA in lieu of a MDA on Non-ILS approaches, the question of the latest disconnect altitude on such approaches has arisen. Answer:

Unless a go-around has been initiated, the autopilot must be disconnected latest during an approach at the DA (if a DA is used) or at the minimum of 200 AAL (if a MDA is used.)


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26. Engaging roll modes below 400’ on Engine Out Procedures May I engage a roll mode below 400‟ during an EOP? Answer:

Yes

Background on Roll Modes below 400’: The current phase 5 PPC has highlighted a misunderstanding with regards to engaging roll modes below 400‟ during Engine out Procedures. Examples include LIMC RWY 35 where the SID requires an immediate turn, whilst the EOP is straight ahead and; Dubai RWY 30R where in a heavy aircraft we may need to commence the EOP left turn prior to reaching 400‟. In a technical notice from Boeing they clarify the procedure described in FCTM pg 3.33 as follows “If the crew wants to fly straight ahead following an engine failure on takeoff without an engine out SID available they should select HDG SEL or TRK SEL below 400' AGL if necessary due to the emergency situation”. This complies with the statement in the FCTM “If ground track is not consistent with the desired flight path, use HDG SEL/TRK SEL/LNAV to achieve the desired track”. Ultimately the EOP safety cone and terrain clearance is the priority and pilots should make every attempt to regain the centreline of the prescribed EOP track until above a safe altitude. For these reasons crews need to take a practical approach and brief each take off with consideration for the various implications and options available. Examples include pressing the TOGA switches below 400‟ which could either assist or constrain as below: - disarm LNAV/VNAV modes and hence would prevent the LNAV engagement and subsequent turn onto the SID in the case of LIMC and as such assist the straight ahead EOP. Conversely - inhibit the ability to engage HDG/TRK below 400‟ if the Engine failure occurred after the turn had commenced, or in the case of Dubai inhibit the ability to make the turn until 400‟ unless reverting to manual flight, (In this case pushing the thrust levers forward rather than pressing TOGA may be more suitable).

27. T/O Bump with an unserviceable APU May I use the Take-off bump procedure when the APU is unserviceable? Answer:

Yes Take Off Bump 1. Whenever more thrust is needed, attempt to use the APU-to-Pack procedure BEFORE using the T/O Bump procedure. T/O Bump increases heat and thus wear and tear on the engines; therefore APU-to-Pack reduces bleed load from the engines, which then can be used to increase thrust, without increasing wear on the engines. 2. Hence: Use the APU-to-Pack option first, if that is insufficient, THEN use T/O Bump. Be aware that as far as the FMC set-up is concerned, T/O Bump will need to be selected on the FMC before the APU-to-Pack option. 3. The APU-to-Pack option is naturally not available when the APU is inop. In that case it is permissible to use T/O Bump without the APU-to-Pack option whilst applying the procedure on S.P.7.8 (the two paragraphs following T/O Bump). 4. If the APU is not available, crews should disregard all the later comments and instructions that refer solely to the APU. (In case of an inop APU, there is nothing written that would preclude a combination of Thrust Bump and a Packs Off Takeoff as described in S.P.2.1)


9. LESSONS LEARNED


28. Level Off above 10,000’ – Cabin Altitude checklist How do I apply the step “when at level off” from the Cabin Alt checklist if I am restricted to an altitude above 10,000‟? Cabin Altitude Checklist over the Himalayas A question was received in regards to the Northern Himalaya route and a potential level off at an intermediate altitude of 28000 FT (for approximately 30 NM either side of waypoint GT30). For performance reasons, this is NOT a route that we operate the older -200/-200ER/-300 on. As the -200/-200ER/-300's are the only airplanes where AIMS 14 has not been released and incorporated (and where thus additional steps could be required when at level off), this becomes a highly hypothetical question and the debate whether to open the valves at FL280, or not, has insignificant bearing on our daily operations. This is the scenario that we would need: 1. We fly a -200/-200ER/-300 over the Northern Himalaya route (which we normally don't) 2. Then we have a depressurisation right over GT30 that forces us to level off at FL280 (for approx 30 miles) on either side of GT30. 3. Then we would establish that the cabin is not controllable (which means that the cabin altitude is rising and will eventually meet the airplane altitude). 4. Next we would establish that none of the packs is working as the Pack L+R message is blank and both PACKS OFF lights are illuminated. 5. And then the checklist would tell us to open the outflow valves as we have determined in a previous step that the cabin is uncontrollable and will rise to 28,000 anyway. Frankly, if one had to level off at FL280, we would hope that the cabin would stabilize somewhere below the mask dropping altitude and then we would wait with the controllable/not controllable decision until we have a clear indication. Boeing's response indicates that once the masks are dropped and hence the cabin has been deemed uncontrollable they have no objections for the crew to “follow the remainder of the procedure”. If both packs fail simultaneously and we have no additional leakage in the pressurized area, one would expect a cabin climb rate with both outflow valves fully closed (to maintain cabin altitude) of around 700 FPM, which should give some more time with the decision. Of course, this would not cover the case where both packs stop working just as we pass GT30 and at the same time a gaping hole opens in the fuselage. It is doubtful that Boeing ever considered this scenario. In regard to a level-off at 15,000 FT, such as over Iran/ Turkey or other high elevation areas it appears to be Boeings intention that the crew could go ahead on pre-AIMS B.P.14 with the checklist as described and open the outflow valve if PACK L+R message are blank and both PACH OFF lights illuminate. For all other conditions, and all AIMS B.P.14 airplanes, the procedure ends with the level off.


9. LESSONS LEARNED


29. OPT Temperature Correction for EO Acceleration Altitude Does the OPT correct for cold temperature for take-off Engine Out Acceleration altitude? Answer:

Yes. Recent recurrent training has raised the question regarding the OPT‟s correction for Cold Temperatures of the Engine Out Acceleration altitude when doing the take-off performance calculation.

Background: The setup of OPT via the administrator tool allows for the selection of inputting the airline's POLICY minimum acceleration height and the OUTPUT minimum acceleration height for a given calculation in terms of either geometric or pressure height. Depending on the administrator's selection, both will be either geometric, or both will be pressure. Currently they cannot be mixed. Most OPT users, but not all, choose pressure height for this selection because that is what the crew will see on their altimeter displays. The selection chosen by Emirates is also 'pressure'. Obstacle heights, from the airport database, are always assumed to be input in terms of geometric height because the aircraft must clear these geometric heights by the required minimum margins. An example was used for LIMC which resulted in the following. When OPT did its calculations for airport LIMC, the acceleration height was limited by obstacle clearance considerations, not the minimum policy height of 1000 FT AGL pressure height. The output acceleration heights, in terms of pressure height, were therefore adjusted to be different for the 15 deg. C day relative to the -15 deg. C day to provide the same geometric height required for obstacle clearance. The adjusted pressure heights in both cases were greater than the 1000 FT policy minimum, and therefore the values of 1140 FT and 1280 FT were displayed. When OPT did its calculations for airport LIRF, the minimum acceleration height was limited by the policy minimum height of 1000 FT AGL pressure height. This height was greater than the minimum heights required for obstacle clearance considerations. Since the policy minimum level off height was already in terms of pressure height it did not change in the displayed output for 15 deg. relative to -15 deg. C; it is 1000 FT AGL in both cases. However, in the behind-the-scenes calculations of OPT (not displayed), the geometric heights at which the aircraft leveled off did indeed change to match whatever geometric heights corresponded to the 1000 FT AGL pressure height. This is because, for example, on a hot day the geometric height to which the aircraft would need to climb to reach a pressure height of 1000 FT AGL is greater than on a cold day. If OPT had been set up in the administrator tool to use geometric height for policy minimum height and output minimum heights, the output acceleration height would not have changed with temperature for either the LIMC runs where the minimum height was obstacle-limited or for the LIRF runs where it was limited by the policy minimum acceleration height. Most airlines don't choose this selection because it would not provide the crew with the required pressure height to clear all obstacles when the minimum height is based on obstacle considerations. It seems that most airlines choose the policy minimum height, and ouput minimum height, in terms of pressure height above AGL because it does not matter if the geometric height is higher or lower than the policy minimum in terms of pressure height. Obstacle clearance considerations will still be in place to protect against terrain/obstacle clearance issues (because these are always input in terms of geometric).

30. Calculated vs. Totalizer Fuel – OFP recording At each waypoint crew record the fuel figures on their OFP. But there are different opinions which fuel figure should be used. Some state that the Fuel Totalizer figure should be used while others state that the Calculated Fuel on the FMS should be used due to better accuracy? Answer:

Calculated tends to be more accurate

Background response from Boeing: When comparing CALCULATED versus TOTALIZER fuel quantities, neither one is considered to be inherently more accurate than the other; especially when considering all various possible scenarios. That is, depending on the given situation it is possible one could be more accurate, while the other is more accurate in a different situation. This is one of the reasons for including checks between the values provided by the two sources of information. Boeing 'FLEET TEAM Digest' number 777-FTD-28-09005 provides information stating that the FQIS (which feeds the TOTALIZER values) has an maximum error of +/- 1% with full tanks, improving to +/- 0.5% of full scale readings for a near empty tank in both level flight and ground operations. The fuel flow transmitters, on the other hand, have a stated error of less than 0.5% during cruise conditions. Also page 11.42.48 of the FCOM notes minimum accuracies that can be assumed for both the TOTALIZER and the CALCULATED quantities. Having said the above, it is Boeing‟s general opinion (but not specifically documented because as stated above, on the 777 neither is inherently more accurate at all times) that if one value had to be selected over the other, the CALCULATED values may have a tendency to be somewhat more accurate more often than the TOTALIZER values. This assumes no failures in either system and of course no fuel leaks which, for example, would not be picked up by the CALCULATED values if the leak is upstream of the fuel flow meters. The CALCULATED values, driven by fuel flow measurements, are also the primary drivers for things such as calculation of FMC gross weight and the fuel remaining values shown on Progress Page 1.


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31. Applicability of temperature corrections to RNAV approaches with published temperature limits Some RNAV approach charts e.g. JFK have temperature deviation limits published on the charts. Are cold temperature corrections still applicable? Answer:

No. Charts that publish temperature deviation limits are certified between the chart temperatures and therefore terrain clearance is achieved and no temperature correction is required.

32. DARD 180 degree Turn allowance on Northern Himalaya routes Does DARD consider the wider 180 degree turn radius over the Himalayas? Answer:

Yes. From a procedure design point of view, for the Northern Himalayan routes only, we have assessed the terrain clearance to the wider width of 10.4 nm rather than 5 nm to allow for the possibility of the turn and altitudes close to the terrain elevation.

Reference:

Performance Engineering

33. BRIEFINGS: There is no requirement for either crewmember to refer to the CDU legs page whilst briefing.

34. STANDARD CALLS: During approach the auto callout at 1,000ft should be acknowledged by the PF with the response of “check”. Additionally the standard call “missed approach altitude set” is also required. For brevity it is acceptable to give one call of “check” after the missed approach altitude standard call as long as the crewmembers concerned are aware that they are responding to two different callouts.

35. STANDARD CALLS: To confirm in flight CDU changes the pilot making changes should ask confirm” and the other pilot should state “execute” when he agrees with the change.

36. AWARNESS CALLS: At any time a crew member may give awareness calls in the interest of maintaining good situational awareness and flight safety.

37. THRUST LEVERS: During takeoff the CM2, when PF, should remove his hand from the thrust levers after the takeoff decision is made and the TOGA switches activated, without delay.

38. THRUST LEVERS: It is recommended that thrust levers be guarded: During takeoff.................................................. From “Positive Climb” or after the autothrottle HOLD mode has disengaged. During other phases of flight ........................... During significant thrust lever movement, and on approach.

39. DELAYED FLAP APPROACH:

FCTM 5.13 OMA 8.3.0.8.5.1

Delayed final flap selection on ILS and VNAV Non-ILS approaches is an approved technique. Company Flap selection and stabilization requirements must be met.

40. EICAS ALERT MESSAGE MANAGEMENT: An EICAS alert message associated with a checklist should be left displayed on the EICAS until the checklist is complete. If there is a pause before completing a subsequent step in a checklist then the crew would be at liberty to clear the lower MFD if they chose to. There are no adverse implications to this action as when the checklist switch on the MCP is selected the non-normal in progress will appear and, if necessary, a prompt in the lower right corner for any further non-normal that may need addressing. Once the non-normal requiring procedural steps has been completed, the EICAS relating to the event can be cancelled. The review and clearing of the EICAS is the last step once all checklist items are complete. If any further non-normal situations develop during this time, the EICAS has been designed to alert crew by the order and type of message displayed on the Upper MFD, and as such no awareness should be compromised. Multiple EICAS recalls that then display a host of messages that could not then be cleared under this philosophy would be limited. However, in the event that a recall should create such a situation, the the crew is within its rights to deal with the EICAS as necessary as long as good judgment prevails.

41. USE OF CANCEL/RECALL SWITCH: -

When Recalling EICAS messages the crewmember shall push the switch, announce “RECALL” and read out any messages. When an EICAS message is displayed the PM announces “EICAS” and reads the message. When an EICAS message has been reviewed the PF shall announce “Cancel EICAS”. When all non-normal checklists are complete the PF shall ask for an EICAS review. The PM will review any remaining messages on the EICAS and then cancel them when requested by the PF.

42. COMMUNICATION DURNING NON NORMAL OPERATIONS: It is accepted that PF and PM duties may change during flight in normal and non-normal operations and the Commander is the final authority for the disposition of all tasks. Communication protocols are in accordance with the guidelines found under Crew Duties in the NP FCOM VOL 1 and crews must ensure that good R/T discipline is maintained at all times. Additionally with reference to the standard confirm/confirmed call before stating confirmed the PF agrees that the action to take place and that the control is correct. It should be understood by both pilots that a silent visual confirmation of the selection of the correct control/switch is also carried before the PF responds “confirmed”.

EMIRATES B-777


9. LESSONS LEARNED

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43. ACCELERATION FOLLOWING ENGINE FAILURE DURING TAKE OFF: -

Configuration changes are approved during memory item actions, provided good awareness, management, task discipline, and communication are maintained. If acceleration in VNAV to flap limit speed minus 5kts or speed intervention are used engine thrust limitations and obstacle protections must be considered. Crews maneuvering for return to the departure airport must carefully consider all relevant factors when determining the configuration management of the aircraft. Depending on the circumstances several techniques are available to achieve the required aircraft acceleration.

44. STANDARD ENGINE OUT PROCEDURE: -

Following an engine failure during takeoff the aircraft is normally accelerated on schedule until the flaps are up. Acceleration in VNAV to flap limit speed minus 5kts or speed intervention are both acceptable techniques to delay aircraft configuration changes.

45. NON-STANDARD ENGINE-OUT PROCEDURE: Should the engine out procedure require a turn, or have a speed constraint, then speed intervention is the preferred technique to maintain the required speed until aircraft acceleration is commenced.

46. LAND AT THE NEAREST SUITABLE AIRPORT: “Plan To Land At The Nearest Suitable Airport” is a statement associated with some non-normal checklists. Flight Training recommends that this planning process should normal take place after all NNCs are complete and the EICAS has been reviewed.

47. FLIGHT DIRECTOR USAGE : When the FCTM calls for both Flight Directors to be turned OFF and the PM’s flight director selected back ON it is important that this is done. Doing so prevents the engagement of ATT and VS as AFDS modes following a go around. This situation occurs during the following:  Both flight directors were turned OFF prior to the go-around, and  A go-around was commenced using TOGA modes, and  The FD’s were not turned back ON after landing gear retraction, and  A Lateral mode is selected (LNAV or HDG SEL) causing the FD bars to disappear.  The FD is then selected ON without first re-engaging TOGA, the FD bars appear in the ATT and VS modes.

48. EVACUATION COMMAND SWITCH: In the case of evacuation, the Captain(CM1) orders the evacuation when necessary. As part of the action “TO ADVISE THE CABIN CREW TO EVACUATE”, it is deemed acceptable for the Captain to activate the evacuation command switch as per the philosophy of crew duties FCOM NP.11.2 . As this switch falls under the CM2 area of it is expected that the CM2 either confirms or completes this action as required.

49. CIRCLING APPROACH AND AUTOPILOT USE: The circling approach is a visual continuation of an Instrument approach as such may be flown using the autopilot to the applicable visual autopilot restrictions. The autopilot will; however, be disconnected in accordance with the guidance shown in the QRH Maneuvers section.

No later than 300 ft. AGL FCOM SP.4.6

QRH MAN.2.5 FCOM SP.4.6


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50.


When using a Supplementary Procedure consider communicating with all concerned:

Ground Engineer

CM1

CM2

Cabin Crew ATC 51.

When starting engines at gate or when no push back is required, arm the doors prior to starting the engines.

52.

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.

53.

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.

54.

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.

55.

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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56.

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

57.

NPA approaches often require more visibility than the min visibility published on the approach plates. This is often compounded by the lack of approach lights on these approaches. This should be considered before committing to an airport with a compromised aircraft. Height AGL(ft)

100 200 300 400 500 600 800 1000

Distance from Threshold (NM)

0.33 0.66 1.00 1.33 1.66 2.00 2.66 3.33

Horizontal Vis (meters) required to see Runway Threshold

Horizontal Vis (meters) required to see 900M (3000 ft) Approach Lighting System

appx. 6 x AGL ft = vis required in meters

(appx. 6 x AGL ft) - 1000 = vis required in meters

620 1240 1850 2460 3090 3700 4930 6170

Overhead 340 950 1560 2190 2800 4030 5270

58.

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

59.

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.

60.

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.

61.

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.

62.

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.

63.

After a Depressurization and Rapid Descent remember to make a PA stating the level off altitude.

64.

Leave the Right VHF on 121.5, If you need to contact company use the center radio.

65.

If conducting a Visual or Circling approach off of an ILS approach, Fly it as a LOC approach or use V/S or FPA to intercept the G/S. ILS approaches lock onto the G/S below 1,500 AAL and will not level off at the required altitude.

66.

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

67.

If you are departing and receive a Final Load Data with a reduction of passengers with baggage. The normal procedure is to coordinate with the station and return to have the baggage unloaded. If there are operational reasons that complicate this (Curfew, Flight Duty Limits) there is another option. You can contact SMNC and have Security do a check on the missing passengers and baggage. If the baggage has come from highly secure airports and they can verify the baggage does not impose a threat they can issue a waiver that authorizes carriage of the baggage without the passengers. Stephan Prugner gave this example of an actual flight during my upgrade interview . ( I can not find a reference in the manual, the best explanation I was given is that if Security is qualified to determine the severity of a bomb threat they are qualified to assess the threat of connecting baggage)

FOM 20.3.5

OMA 8.3.2.4.4.2

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9. LESSONS LEARNED

Page 206 of 266

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

139kts

151kts

149kts

150kts

150kts

209,106

248,115

224,528

237,682

237,682

PCN DISPATCH LIMITATIONS

Rigid

Flex

Rigid

Flex

Rigid

Flex

Rigid

Flex

Rigid

Flex

Rigid

Flex

Rigid

Flex

Rigid

Flex

37

34

42

36

42

36

47

41

59

50

53

46

55

47

55

47

FLAPS UP 0’ PA 2,000 PA 4000’ PA

260T

3460

220T 224kts

3170

200T 216kts

MLW MTOW

MLW

QRH PI Weight MLW

260T 3690

234kts

2890

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

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 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

2100m 2300m

2400m 3000m

NON-NORMAL LANDING DISTANCE ENGINE INOP Unfactored

QRH PI FLAP 20 FLAP 30 FLAP 20 FLAP 30

243kts

240T

QRH PI

MTOW

Wt

See QRH PI for Optimum Altitude

209kts

500 nm

MLW, Medium Subgrade

HOLDING FUEL CONSUMPTION @ FL 100

QRH PI

350,173 349,266 251,290

140kts

180T

400 nm

341,101 340,194 251,290

199,580

240T

300 nm

300,278 299,370 237,682

138kts

234kts

200 nm

348,358 347,451 260,815

195,044

QRH PI

100 nm

344,276 343,369 223,167

136kts

LH Text General Part Aerodromes

Ground Distance

263,990 263,083 213,188

190,508

VREF Flap 30

MZFW

268,526 267,519 208,652

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

1823m 1659m 2072m 1880m

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%

- 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%

SHORT TRIP FUEL AND TIME 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



350T 2.0% 6.3% Fuel

FCOM PD 40 knot HW, MLW @ start of diversion (Add 4.2T for holding and an approach) 3.1T :25 FL180 4.8T :40 FL310 6.2T :52 FL360 7.8T 1:06 FL360 9.1T 1:21 FL360

2177m 1927m 2717m 2467m

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

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9. LESSONS LEARNED

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772

772ER

772ER

772LR

772F

773

773ER

773ULR

A6-EML Ground Distance

FCOM PD 40 knot HW, MLW @ start of diversion (Add 6.3T for holding and an approach) 4.8T :31 FL190 8.4T :53 FL240 12.1T 1:15 FL220 15.8T 1:37 FL220 19.7T 2:00 FL220

100 nm 200 nm 300 nm 400 nm 500 nm

FLAPS 1

FLAPS UP

FCOM PI

FCOM PD 0’ PA 2,000 PA 4000’ PA

5.0T :31 FL170 8.7T :53 FL210 12.6T 1:15 FL210 16.5T 1:37 FL200 20.7T 2:00 FL180


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

5.1T :29 FL200 9.5T :49 FL230 13.4 1:08 FL250 17.2 1:27 FL250 19.6 1:45 FL250





205.9T 48°C 190.2T 48°C 181.2T 46°C

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

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

Flt Lvl 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 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

256.3T 54°C 247.1T 50°C 239.0T 46°C

QRH PI

To be used when considering an overweight landing to determine if approach can be made with flap 20 and landing with flap 25 or 30. If not the approach must be made flap 5 and landing with flap 20. 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 -


Time

LANDING CLIMB LIMIT WEIGHT GEAR DOWN (Flap 20 Approach, Flap 30 Landing)

ENGINE INOP Go-Around Climb Gradient -


HOLDING FUEL CONSUMPTION GEAR DOWN @ FL 100

Landing Climb Limit Weight -

Fuel

SHORT TRIP FUEL AND TIME GEAR DOWN

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)


9. LESSONS LEARNED


69.

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.

70.

Prior to giving the purser a NITS briefing, ask questions… How are you? How is the crew? What information do you have? This is also a chance to ASSESS the situation… Get information prior to giving the NITS briefing. When advising the time remaining refer to an actual time (We will be landing at 16:25 GMT). Ensure the Purser writes down your briefing and get a read back to ensure understanding.

71.

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)

72. 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

73.

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

74.

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

75.

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)

76. Dubai Summer Operations

Capt. Kurt Koerfgen

Every year, Dubai summer brings a string of operational challenges that particularly affect us on the 777 where we - maybe more than other fleets - routinely take maximum advantage of our aircraft's remarkable performance capabilities. There may not be much that we as pilots can do about the negative effects of high temperatures and low air pressures on aircraft performance, but we can do quite a bit to plan ahead and prepare ourselves for the summer months. Here are a few considerations that may help you maintain a smooth and efficient operation, in particular on long-haul flights where we often depart near maximum weights: 1. Compared to last summer, we now transmit fuel figures to Load Control at an earlier stage of our pre-flight preparations. While that does help Load Control in their planning, it also puts the onus on the crew to determine the Regulated Takeoff Weight (RTOW) first, before finalizing the fuel load. - Fairly rare in the cooler months; during summer we cannot take for granted that the airplane is capable of taking off at maximum structural takeoff weights. - In the absence of a RTOW from the crew, Load Control may use whatever the dispatcher used as RTOW on the flight plan, or Load Control may simply assume that maximum takeoff weight is not performance limited and base their load on structural maximum weights. - If you should later determine that you cannot take off at structural maximum takeoff weight, Load Control may already have finalized the load and you can imagine the confusion, disruptions and potential for errors and delays when payload that has already been accepted needs to be removed from the airplane shortly before departure. - At weights above 349,266 kgs the 777 C.G. envelope also narrows to the extent that you may no longer fall within the rearward C.G. range that is needed for ALTERNATE takeoff performance. - Instead of only transmitting the lower FULL C.G RTOW to Load Control, you consider advising Load Control of both FULL CG and ALTERNATE CG RTOWs. To do so: Calculate the RTOW for both conditions and advise Load Control as usual of the FULL CG RTOW, but mention also that if the takeoff CG should be 26% or more, than the higher ALTERNATE C.G. RTOW that you also provide may be used. Both RTOWs could be higher than what the dispatcher showed on the flight plan, so it is advisable to give Load Control also an updated minimum fuel figure for any higher than OFP takeoff weight(s) that you provide. This will give Load Control more latitude in their load planning and the difference between the FULL and ALTERNATE RTOWs could be 5 additional passengers with baggage - possibly staff.


9. LESSONS LEARNED


2. Be keenly aware that the morning breeze that may have indicated a nice headwind component on 12R while you were still going through the briefing package is likely to change as the morning progresses and temperatures begin to rise. - Frequently, the departure runway changes from 12R to 30R during the morning hours. Due to airspace structure, 30L is also the preferred landing runway for DXB ATC, which 30R then becomes the duty takeoff runway. Takeoff performance on 30R is more limiting than takeoff performance on 12R and on a hot day you may see difference of approximately 3.6 tons between the two. If a change from 12R to 30R is probable, contact Dispatch to see whether it may be possible to delay any runway change from 12R to 30R until after your departure and consider the effect that a runway change would have on your flight. - Dispatch will also be able to advise you whether, in circumstances where takeoff from 30R would result in a loss of payload, runway 30L could be made available on request. Do not ask ATC directly over VHF for runway 30L. Dubai ATC states that in order to succeed any such request must be coordinated through Emirates Dispatch only. - Wind and temperature changes throughout the day are fairly predictable in Dubai and when you review the METAR weather observations from the last few days before your flight (e.g. http://www.aviationweather.gov/adds/metars/ providing observations for up the last 36 hrs), it may give you a good indication how the temperatures are likely to rise, and the wind is going to change between the time you arrive at the airplane and the time you commence your takeoff roll. Therefore consider the likelihood of ATC changing the departure runway from 12R to 30R. Anticipate these changes and provide Load Control with an early but also realistic RTOW. 3. Summer conditions may require the use of APU to Pack takeoff and possibly also the use of Thrust Bump. - Each one may be used on its own, but to keep engine EGTs low and reduce engine wear and tear, the APU to Pack feature should be your first choice. - If after applying the APU-to-Pack credit you should still find that performance is insufficient, the addition of Thrust Bump will provide additional takeoff performance. - Remember that neither option can be used in combination with reduced thrust takeoffs and that Thrust Bump is only available between -2000 and +3000 feet pressure altitude and for temperatures between 32 and 53 degrees C. 4. Intersection Takeoffs - Intersection takeoffs help ATC reduce delays at holding points and allow them to funnel more aircraft towards the departure runway that are then tactically giving takeoff clearances based on their different departure routes. - If you are unable to perform the takeoff from one of the ATC preferred intersections, ATC needs to know. - Advise them early, when requesting your clearance and mention it again when requesting taxi so that ATC can plan accordingly and minimize the traffic congestion at holding points. 5. Tire Wear - You may recall that we experienced a nose gear tire failure on a 777-200LR taking off for North America last year. - As a result, we developed a recommendation to take off slightly offset from the centerline to avoid repeated contact of nose wheel tires with even hotter than ambient temperature runway centerline lights. This recommendation still applies this summer. - A V2 of 188 KIAS that you may have obtained in Dubai for a 351 ton takeoff weight and 38C OAT will bring you close to the tire speed limit. - If you have not properly anticipated the wind change (see item 2 above) and told the OPT to expect a 6 kt headwind when you in fact experience now a zero or worse headwind component, may result in another 7 mph tire speed. - Keep in mind that that our takeoff speeds are KTS IAS, but the tire speed rating is expressed in mph and based on the actual rotational speed of the tire - just like on your car. - Besides FOD, the main enemy of tires is heat. Higher mph rotational speeds, higher OAT and hot centreline lights increase the risk of tire failure. - Stay familiar with the contents of the FCTM. The FCTM mentions that wheel or tire problems have historically caused almost as many accidents and incidents as have engine events. - Take steps to reduce the heat built-up in tires, taxi with appropriate speed and be mentally prepared to recognize and deal with a tire failure during takeoff. - If a tire failure should occur, consider continuing towards your destination unless there is an indication that other damage has occurred. This would allow airplane weight to be reduced normally and would give you more time to plan and coordinate your arrival. 6. Ground Handling - During the summer months temperatures may easily reach uncomfortable levels in the cabin. - When a flight arrives at the parking stand and if ground power is available, the shutdown of the APU is the signal for ground crews to connect ground air conditioning. - At remote parking stands mobile ground air conditioning units are used, but some of these units may struggle to maintain a comfortable cabin temperature level. - This will be most apparent when you arrive at the aircraft and multiple passenger and service doors on both sides of the aircraft are open to facilitate catering loading and passenger boarding. - When you arrive in Dubai, it may be advisable on these stands to confirm with the ground engineer that they intend to connect both ground electrics and ground air conditioning. - When you depart from Dubai, an earlier (60 mins prior departure) APU start may be advisable and - when operationally feasible minimize the number of open doors and use a single door for boarding when possible. Even with a 90 ton ground cooling unit you stand little chance of cooling down an airplane when multiple passenger doors and service doors on the right sides are needlessly left open.


9. LESSONS LEARNED

INTENTIONALLY BLANK



10. REPORTS AND FORMS

REPORTS AND FORMS MOR REPORT OMA 11.3.1





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




CAPTAIN’S SPECIAL REPORT OMA 10.2.1 OMA 20.14.1

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




PASSENGER / AIRCREW ACCIDENT REPORT 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




COMMANDER'S DISCRETION REPORT OMA 7.15.1

C15 OMA 8.1.12.5

This notification is normally a Passenger Report form, it is also known as a C15 form.

GEN DEC 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



Portable Electronic Devices (PEDs) OMA 8.3.19

Data Link Irregularity Reporting OMA 8.3.2.4.4.6

OMA 8.3.19.6





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. 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 If a Medical Diversion is required. Details of the Commander’s actions shall be included in the Voyage Report on return to Dubai. OMA 8.3.0.10.1 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

ACARS DELAY REPORTING PROCEDURE

OMA 8.3.0.2.2

When a delay occurs after door closure, flight crew shall send an ACARS message after reaching Top-Of-Climb, addressed to SITA address “DXBOWEK”, The first line of the message requires the code “EKDR” and the second line requires a delay code selected from the table below.





11. PA ANNOUNCEMENTS


PA ANNOUNCEMENTS IFTAR

IFTAR can now be calculated by an application in the EFB

FCN 2009-048

August 11, 2010- September 08, 2010 August 01, 2011- August 29, 2011 - 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 _____. OPTION 2nd Approach: We will now prepare for another approach and expect landing in approximately ___ minutes. Thank you for your attention. OPTION DIVERSION: We are now proceeding to our alternate airport _____, where the weather is more suitable. We expect to land in approximately ___ minutes. The company and handling agents have been notified of our diversion and will provide assistance on arrival. Please follow the instructions of the cabin crew, and thank you for your attention.

WEATHER DIVERSION Ladies and Gentlemen, this is the Captain. Due to the deterioration of the weather at our destination ______, we will have to divert to our alternate airport_____, where the weather is more suitable. We expect to land in approximately ___ minutes. The Company and handling agents have been notified of our diversion and will provide assistance on arrival. Please follow the instructions of the cabin crew, and thank you for your attention.

TECHNICAL DIVERSION Ladies and Gentlemen, this is the Captain. Due to a technical fault in one of our systems, we have secured the problem and have decided as a precaution, to divert / return to ________ Airport where we expect to carry out a normal landing in approximately ___ minutes. Listen carefully to all cabin crew announcements and cooperate with them as they prepare the cabin for landing. JETTISON OPTION As part of our normal procedure we have to jettison fuel to reduce the aircraft's weight for landing. You may therefore see fuel spraying from our wingtips. This is normal so don't be alarmed. The Company and handling agents have been notified of our diversion and will provide assistance on arrival, thank you for attention.

SICK PASSENGER DIVERSION Ladies and Gentlemen, this is the Captain. Unfortunately, one of our passengers has become seriously ill during the flight. In order to provide all necessary medical care as soon as possible, we will divert / return to ________ Airport, where expect to land in approximately ___ minutes. JETTISON OPTION As part of our normal procedure we have to jettison fuel to reduce the aircraft's weight for landing. You may therefore see fuel spraying from our wingtips. This is normal so don't be alarmed. The company and handling agents have been notified of our diversion and will provide assistance on arrival. . Please follow the instructions of the cabin crew, and thank you for attention.




FIRE May I have your attention, Ladies and Gentlemen, this is the Captain with an important safety announcement. We have a technical problem with one of our engines / in the passenger cabin. We will divert / return to ________ airport, where we expect to carry out a normal landing in approximately ___ minutes. Please listen carefully to all cabin crew announcements and follow their instructions. Air Traffic Control and fire fighting services are aware of our situation and will provide all necessary assistance on arrival. Thank you for your attention.

LOSS OF PRESSURIZATION

OMA 8.3.10.6.5

QRH OI.2.1

Ladies and Gentlemen, this is the Captain. We have had to perform a rapid descent followed by: If oxygen is still required: “You must remain seated and continue to wear your oxygen masks. Cabin Crew may move in the cabin using portable oxygen”. If oxygen is no longer required: “You must remain seated, oxygen is no longer required and you may remove your oxygen masks. Cabin Crew may move in the cabin”.

DE-ICING DEICING BRIEFING REQUIRED PRIOR TO DEICING THE AIRCRAFT Ladies and Gentleman, this is the Captain. Due to the weather conditions the aircraft will be cleared from snow and ice by spraying it with an Anti Icing fluid. OPTION AT GATE This procedure will take place while we are still parked at the gate and will last for approximately ___ minutes. OPTION REMOTE DE-ICING To accomplish this procedure we will taxi to a De-Icing area closer to our takeoff runway. After Anti Icing is finished you may notice a strange smell in the cabin. This is quite normal as some vaporized fluid may have been drawn into the passenger cabin by the air-condition system. This smell will dissipate quickly. Thank you for your attention.

PARTIAL OR ALL GEAR UP LANDING Ladies and Gentlemen, this is the Captain. I have to inform you that a fault has occurred in our landing gear. We are 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. now carrying out the specified procedure for landing with this situation. We expect to land in ____ in approximately ___ minutes and the cabin crew will now begin to prepare the cabin. Please listen carefully to their announcements and follow their instructions. In case the landing gear will not be firmly locked in the correct position the landing may be very rough and you may experience some abnormal bumps and loud noises. After landing remain seated and strictly follow the orders of the cabin crew, who undergo regular training to handle such situations. Air Traffic Control and ground services are fully aware of our situation and will provide all necessary assistance on arrival. Thank you for your attention. EMERGENCY LANDING / DITCHING IS IMMINENT/PROBABLE: - 2,000 AGL – “THIS IS THE CAPTAIN, ATTENTION CREW AT STATIONS” - 1,000 AGL – “THIS IS THE CAPTAIN, BRACE BRACE” EVACUATION COMMAND

“THIS IS THE CAPTAIN, LEFT / RIGHT / FORWARD / REAR / OVERWING / ALL AVAILABLE EXITS EVACUATE EVACUATE”.



PRECAUTIONARY DISEMBARKATION QRH Back Cover.1




SABOTAGE / BOMB THREATS ON GROUND OMA 10.4.5.3.1 QRH OI.2.1

OMA 10.4.5.3.2 QRH OI.2.1 10.4.5.3.2 Red Warning – During Aircraft Taxi The Commander will proceed as follows: a. Make a PA: “Purser to the Flight Deck”; b. Proceed to the designated area as instructed by ATC; c. Follow Aircraft FCOM / QRH procedures – refer to Precautionary Disembarkation QRH Checklist; d. Plan to use mobile steps for a Precautionary Disembarkation if available within a reasonable time. If mobile steps are not available, plan a Precautionary Disembarkation using slides. e. Notify ATC of intentions and request that vehicles be kept clear of doors / slides; f. Brief the Purser on the nature of the threat, the expected manner of passenger disembarkation (dependent upon information received and the situation at the gate etc) g. Inform handling agent; h. Maintain electrical power if possible; i. Shut down the engines; j. Make the following PA: “This is the Captain. Ladies and Gentlemen, we have received a message that a threat has been made against one of our aircraft. Airlines receive many such threats. However, we intend to take all possible precautions therefore you will have to disembark. Please follow the instruction of the cabin crew”. k. Keep the Purser and cabin crew advised of any changes of plan using interphone or PA. Note: If a device has been discovered, carry out a full emergency evacuation using slides with the Evacuation Alarm and standard evacuation PA (Refer to the FCOM).




SABOTAGE / BOMB THREATS IN FLIGHT OMA 10.4.5.3.3 QRH OI.2.1

SUSPICIOUS ARTICLE DISCOVERED OMA 10.4.5.3.4



World Time Zone Map



EMIRATES B-777



Page 225 of 266

Daylight Savings Time

www.worldtimezone.com/daylight.htm

LIDO Route Manual LAT 1090 Daylight Saving (Summer) Time Southern Hemisphere (2008/2009)

Daylight Saving (Summer Time) Northern Hemisphere (2010/2011)

DST START 2012

EUROPE

DST START 2012

DST END 2012 DST START 2013

AUSTRALIA / OCEANIA

European Union and rest of Europe (except Iceland) - (time is GMT)

25-Mar, 01:00h

28-Oct, 01:00h

31-Mar, 01:00h

Ukraine

???

N/A

N/A

07-Apr, 03:00h

U.S.A. (except Hawaii, Arizona)

11-Mar, 02:00h

04-Nov, 02:00h 10-Mar, 02:00h

Canada (except Saskatchewan)

11-Mar, 02:00h

04-Nov, 02:00h 10-Mar, 02:00h

Australia (States & Territories below):  Australian Capital Territory (Canberra)  New South Wales (Sydney) 01-Apr, 03:00h 07-Oct, 02:00h  Victoria (Melbourne)  Tasmania (Hobart)  Australia - South Australia (Adelaide) Australia - Lord Howe Island

01-Apr, 02:00h 07-Oct, 02:00h

07-Apr, 02:00h

Fiji- Suva

22-Jan, 03:00h 21-Oct, 02:00h

-

New Zealand (Wellington, Auckland)

01-Apr, 03:00h 30-Sep, 02:00h

07-Apr, 03:00h

New Zealand- Chatham Island

01-Apr, 03:45h 30-Sep, 02:45h

07-Apr, 03:45h

Samoa (Apia)

01-Apr, 00:00h -

-

NORTH AMERICA

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

11-Mar, 02:00h

Mexico (except Sonora)

01-Apr, 02:00h

28-Oct, 02:00h

Saint Pierre and Miquelon (Fr.)

11-Mar, 02:00h

04-Nov, 02:00h 10-Mar, 02:00h

Greenland (Nuuk)

24-Mar, 22:00h

27-Oct, 23:00h

Cuba (Havana)

18-Mar, 00:00h

11-Nov, 01:00h 17-Mar, 00:00h

Bahamas (Nassau)

11-Mar, 02:00h

04-Nov, 02:00h 10-Mar, 02:00h

Bermuda (Hamilton)

11-Mar, 02:00h

04-Nov, 02:00h 10-Mar, 02:00h

Turks and Caicos Islands (Cockburn Town)

11-Mar, 02:00h

04-Nov, 02:00h 10-Mar, 02:00h

Armenia (Yerevan)

CANCELLED

N/A

N/A

Azerbaijan (Baku)

25-Mar, 04:00h

28-Oct, 05:00h

31-Mar, 04:00h

Gaza Strip (Gaza)

31-Mar, 00:00h

-

-

West Bank (Bethlehem, West Bank)

30-Mar, 00:00h

-

-

Iran (Tehran)

21-Mar, 00:00h

21-Sep, 00:00h 22-Mar, 00:00h

Israel (Tel Aviv, Jerusalem)

30-Mar, 02:00h

23-Sep, 02:00h 29-Mar, 02:00h

Jordan (Amman)

30-Mar, 00:00h

26-Oct, 01:00h

29-Mar, 00:00h

Lebanon (Beirut)

25-Mar, 00:00h

28-Oct, 00:00h

Syria (Damascus)

06-Apr, 00:00h

26-Oct, 00:00h

04-Nov, 02:00h 10-Mar, 02:00h

07-Apr, 02:00h 30-Mar, 22:00h

DST END 2012

DST START 2013

SOUTH AMERICA Chile (Santiago)

11-Mar, 00:00h 14-Oct, 00:00h

-

Chile- Easter Island

10-Mar, 22:00h 13-Oct, 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.

26-Feb, 00:00h 21-Oct, 00:00h

17-Feb, 00:00h

Falkland Islands (Malvinas) (Stanley)

-

-

Paraguay (Asuncion)

08-Apr, 00:00h 07-Oct, 00:00h

14-Apr, 00:00h

Uruguay (Montevideo)

11-Mar, 02:00h 07-Oct, 02:00h

10-Mar, 02:00h

01-Apr, 02:00h 02-Sep, 02:00h

07-Apr, 02:00h

Amundsen-Scott (South Pole)

01-Apr, 03:00h 30-Sep, 02:00h

07-Apr, 03:00h

McMurdo Station (USA)

01-Apr, 03:00h 30-Sep, 02:00h

07-Apr, 03:00h

Scott Station (N.Z.)

01-Apr, 03:00h 30-Sep, 02:00h

07-Apr, 03:00h

31-Mar, 00:00h

Palmer Station (USA)

11-Mar, 00:00h 14-Oct, 00:00h

-

05-Apr, 00:00h

O'Higgins Station (Chile)

11-Mar, 00:00h 14-Oct, 00:00h

-

CENTRAL AMERICA / CARIBBEAN

ASIA

-

AFRICA Namibia (Windhoek) ANTARTICA




EHRAM 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 ÈHRAM’ 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 ÈHRAM 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 ÈHRAM’, which is done by wrapping their waist and shoulders with un-stitched white Ehram clothes (male customers only) 4. The P.A. announcement should be made by a male cabin crew member only 5. On the commercial flights and extra Hajj Flights to JED, the Purser must check with the JED Ground Staff after the doors are opened to ask IF commercial customers will disembark first, and then Hajj customers, or vice-versa and make the appropriate PA.

“N.B. If operating a flight to/from Medina, then DO NOT make the EHRAM PAs “Ladies and Gentlemen, will pass abeam the Ihram Zone 1 hour (:30 minutes) from now”.

EMIRATES B-777 11. PA ANNOUNCEMENTS

Page 227 of 266


CABIN CREW BRIEFING OMA 8.1.15.1

- Introduction of Pilots. - Ensure all crew members are in possession of valid personal documents. - Details of the flight. - Augmented Flights. o Rest Periods. o Meal Arrangements o Use of Rest Facilities.

- Delegation of Command. - The Purser should provide details of special passengers. - Policy to enter the flight deck. - Security Procedures. - Any other items particular to the flight.

FLIGHT CREW PAs TO PASSENGERS OMA 8.3.16.8

COMMUNICATION ◊ It is the Captain’s responsibility to maintain contact with the passengers in order to keep them informed about details of the flight and any deviations from normal operation. ◊ The Public Address system (PA) is a very effective service tool. Full use shall be made of the PA within the guidelines set out below whenever flight deck workload permits, to promote greater confidence in Emirates service. ◊ Pilots must keep in mind that due to the increased security requirements, the PA is often the only contact that pilots have with passengers and there is little or no recourse on any misconceptions created. RESPONSIBILITY FOR INFORMATION ◊ As long as the doors are still open, it is the duty of the ground staff to inform the Captain about delays exceeding five (5) minutes. The Captain in turn will provide appropriate information for the passengers, either personally, via the Purser, or the Emirates Ground Staff. ◊ In case of delayed boarding, information shall be sought from the ground staff as to announcements already made to the passengers (e.g., reason for delay). ◊ Ideally the Welcome PA should be made when all passengers are on board; however to facilitate an On Time Departure, this PA may be made to 10-15 minutes prior to ETD, in coordination with the Purser and when it is established that most of the passengers are on board. ◊ At ETD, should the aircraft not be pushing back or a delay is expected, a PA is to be made from the flight deck, with information and regular updates, as required, on the circumstances. ◊ As soon as the doors are closed, it is the full responsibility of the Captain or the designated crewmember to inform passengers about all substantial irregularities, such as departure or languages in which one is not sufficiently fluent be delegated to the Purser. ◊ Other than for delays, routine announcements from the flight deck should be restricted to the welcoming and farewell addresses, and to emergencies, abnormal situations, or when turbulence is encountered or expected. COMMUNICATION PROCEDURES FOR NORMAL OPERATIONS ◊ It is Company policy for the Captain to make the initial announcement to welcome passengers on board the aircraft. Ideally this should be given before leaving the blocks. This may be delegated to the First Officer or any Augment Crew on the flight deck, if the Captain is occupied with other, more urgent duties. ◊ Information shall be provided about:  The flight plan routing - reference to be made to the Air show map display in the cabins.  Forecast enroute weather - in very brief terms.  Forecast destination weather - in very brief terms.  Expected flight time  Any other relevant information  Passengers should be advised to keep their seat belts fastened at all times whilst seated during the flight. This is a CAR requirement. ◊ After the initial announcement, if made by the Captain, PA duties may be handed over to the First Officer. ◊ Cabin Crew are advised to make announcements only after the Captain or his delegate has made his “Welcome Aboard” announcement and introduced the Purser to the passengers. ◊ The farewell or top of descent PA should be made after the actual destination weather and traffic conditions have been received, to provide passengers with a more accurate ETA. This announcement should be given close to the top of descent, and in co-ordination with the Purser. PROCEDURES FOR OFF-SCHEDULE OPERATION ◊ For Off-Scheduled or Re-Scheduled departures, relevant information shall be transmitted before passengers start impatient inquiries; but not before a sound explanation of the circumstances can be given. ◊ If the departure will be delayed more than STD + 5 minutes, a PA shall be given explaining reasons and estimated time of delay. ◊ A delay should not be mentioned repeatedly. After one announcement and one apology, further information should refer to “Remaining flight time” or “ETA” only. ◊ Information shall be based on the following principles:  Reason for Off-Schedule departure.  Realistic statement of the expected time of the delay. ◊ In case of prolonged delay, the Captain shall inform the passengers via the Purser of all arrangements that concern them in such a way that absolutely no misunderstanding between the Flight and Cabin Crew, and passengers will arise. ◊ During extended ground stays in case of irregularities, personal contact between crew and passengers may assist in handling the situation. ◊ It is of great importance that the Captain and station personnel are always aware of each other’s whereabouts and those of all crewmembers and passengers. ◊ The Station personnel shall transmit changes to departure time to all concerned as soon as possible. ◊ When a diversion becomes necessary, passengers shall be informed as soon as possible. If onward transportation or accommodation will be required, passengers should be informed that this will be arranged by ground personnel. ◊ Information regarding passenger connections should be requested on the Company frequency for flights that have an arrival delay of more than 20 minutes. Passengers may then be advised about the status of their onward connections prior to landing. Such transmissions are subject to cockpit workload.

PA CONSIDERATIONS OMA 8.3.16.8.3 -

Avoid expressions like “Bad Weather”, “Heavy Turbulence”, “Going Down”. When referring to the Gulf use the term “Arabian Gulf”, or “The Gulf”… Do not use the term “Persian Gulf”… When flying into and over Iran use the term “The Gulf” so as not to offend the Iran or the Gulf States. Ed Davidson Letter 23 Feb 2010 .




WELCOME ABOARD PA Good …... L&G, this is the 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 OMC RAIG Chap 2 Page 144 US Regulations require me to inform you that during this flight today, you should not congregate in groups in any area of the cabin, especially around the lavatories. I would also ask you to use only those lavatories dedicated to your own class of Service. In addition, you must strictly observe the seat belt sign when it is illuminated and do not move about the cabin when the sign is on.” We are now completing the paperwork and expect to depart shortly. Please relax & enjoy our “award winning” in-flight service. We shall update you with the arrival details just prior to descent. Thank you.

Ground Delays greater than 4 hours Flights to and from USA IF ATC ADVISED THE AIRCRAFT WILL NOT BE AIRBOURNE BEFORE THE 4 HOUR LIMIT OMC RAIG Chap 2 Page 146 “Ladies and Gentlemen, in accordance with US Department of Transportation regulations, we are required to offer passengers the opportunity to deplane after a tarmac delay of no more than 4 hours. Therefore, if any passenger wishes to postpone their travel today and deplane the aircraft, would you please immediately make yourself known to a member of our cabin crew. We will return to the gate where you and your baggage will be offloaded. If all passengers wish to continue to Dubai, we will do our very best to get underway as soon as possible.”

TOP OF DESCENT Good Morning / Afternoon / Evening Ladies and Gentlemen. This is the Captain/First Officer Speaking. Our current position is ___, We are cruising at ___ feet and will be starting our descent shortly. The Weather in ___ is ___. We anticipate landing at ___. The Local time in ______ is : . If your final destination is Dubai we hope enjoy your stay, if you are connecting to another Emirates flight we hope you have a short connection time and would like to remind you to be at the departure gate at least :35 prior to departure to ensure you make the flight and assist us with an on time departure. IF A REMOTE PARKING POSITION IS ASSIGNED IN DUBAI OMA 8.3.16.8.4 Today we are parking at an off-concourse stand. On deplaning please board the waiting buses that will transport you quickly and efficiently to the arrival Halls for your connecting flight or to baggage claim. Announcements on the bus will provide further information. Thank you for flying on Emirates Airlines.


12. PRACTICAL PERFORMANCE By Captain Darryl Tarr, TRE B777




































































































INTENTIONALLY BLANK



INDEX


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 ...................................................................................................... 118 Admission to the Flight Deck ................................................................................... 61 AFDS LIMITATIONS ............................................................................................... 54 After Landing Procedure ....................................................................................... 134 Aircraft Categories ................................................................................................ 102 Aircraft Codes for Taxiway limitations ..................................................................... 85 Aircraft Differences ............................................................................................... 138 Aircraft ICAO Designators ....................................................................................... 61 Airport Categories ................................................................................................... 63 Airport Classification ............................................................................................. 182 AIRSPEED UNRELIABLE......................................................................................... 9 Alternate Airport Planning Minima .......................................................................... 76 Alternate Fuel ....................................................................................................... 119 ALTIMETER CORRECTIONS IN COLD TEMPERATURES ................................. 172 AORRA ................................................................................................................. 188 Approach Authorization ......................................................................................... 100 Approach Ban Point .............................................................................................. 103 Approach Lighting System .................................................................................... 107 Approach Type Selection ...................................................................................... 101 APU only pressurization .......................................................................................... 91 Arabic for the Radio ................................................................................................ 93 Arctic Control Area Tracks .................................................................................... 188 ARRIVAL SOP GRAPHIC ..................................................................................... 137 ATC Satellite Coms................................................................................................. 91 Atlantic Ocean Random Route RNAV Area .......................................................... 188 AUSOTS ............................................................................................................... 188 Auto Landing Distance ...................................................................................106, 154 Autoflight Policy .................................................................................................... 101 AUTOMATIC LANDING LIMITATIONS ................................................................... 54 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 ............................................................................................... 165 Carbon Brake Life ................................................................................................. 106 Cargo Heat ............................................................................................................. 79 Cargo Locations ...................................................................................................... 79 Cargo Spraying Procedure...................................................................................... 75 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 Airspace ................................................................................................... 102 CIRCLING APPROACH .......................................................................................... 45 Circling Minima ..................................................................................................... 102 Circuit Breakers ...................................................................................................... 62 Climb/Cruise Procedure ........................................................................................ 131 CM2 Taxi Restrictions ......................................................................................84, 106 CMNPS ................................................................................................................. 188 Cockpit Access Policy ............................................................................................. 61 Cold Weather Corrections ................................................................................89, 105 Cold Weather Operations...................................................................................... 166 Communications Failure ..................................................................................97, 109 Company Fuel Policy ............................................................................................ 118 Contaminated Runways ........................................................................................ 164 Contingency Fuel .............................................................................................63, 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 CPDLC will not Log-on ............................................................................................ 98 CRC ........................................................................................................................ 77 CRC LIMITATION.................................................................................................... 49 Crew Oxygen inop. in flight ...................................................................................... 91 Critical Phases of Flight ....................................................................................... 3, 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 DARD in LIDO OFP ................................................................................................. 92 Daylight Savings Time ........................................................................................... 225 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 ........................................................................................ 170 Delay Reporting Procedures.................................................................................. 217 Delayed Flap Approach ......................................................................................... 102 DEPARTURE SOP GRAPHIC............................................................................... 136 DEPO ...................................................................................................................... 59 Descent Preparation and Procedure...................................................................... 132 Destination Forecast below minima ......................................................................... 76 Disabled Passengers............................................................................................... 60 Dispatch .................................................................................................................. 62 Displaced Threshold Guidance Table ...................................................................... 44 Disruptive Passengers ............................................................................................. 59 Distress Calls .......................................................................................................... 98 DITCHING ................................................................................................................. 9 Diversion ............................................................................................................... 217 Diversion Considerations ....................................................................................... 183 Diversion Procedure .............................................................................................. 182 DNATA Found It .................................................................................................... 110 Documents Required On Board ............................................................................... 64 Door Emergency Code ............................................................................................ 80 Door Entry code ...................................................................................................... 80 DOOR LIMITATIONS ........................................................................................ 54, 56 Driftdown and Rapid Depressurization .................................................................... 92 Dry Ice ..................................................................................................................... 80 DST ....................................................................................................................... 225 DUAL ENGINE FAIL/STALL ...................................................................................... 9 DXB Lost Items ..................................................................................................... 110 DXB Standard Taxi Routes...................................................................................... 85 EAD ....................................................................................................................... 115 EFB Class II Battery Charge Procedure .................................................. 2, 3, 93, 128 EFB Class II initialization and Setup ...................................................................... 128 EFB Soft Reset ........................................................................................................ 93 Effects of Visual Illusions on Landing .................................................................... 108 EGPWS ................................................................................................................. 180 EHRAM PA............................................................................................................ 226 EICAS Message Procedure ................................................................................... 149 EKIB ...................................................................................................................... 112 Electrical Limitations ................................................................................................ 54 Emergency Landings ............................................................................................. 109 Emergency Procedures ........................................................................................... 77 Emergency Response Drill Code Z.......................................................................... 80 Emirates Decision Making Model........................................................................... 146 EMIRATES INFORMATION BULLETINS .............................................................. 112 EMK Opened ......................................................................................................... 217 ENGINE ANTI-ICE ................................................................................................ 171 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 ................................................................................................... 54 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, 187 ETOPS Fuel Requirements ................................................................................... 186

EMIRATES B-777 Page 264 of 266 ETOPS Re-routing or Diversion Decision Making .............................................. 79, 93 ETOPS Validity ........................................................................................................ 78 ETOPS Verification Flight ........................................................................................ 79 Extra Fuel .............................................................................................................. 118 Factored Met Vis ................................................................................................... 103 Falcons .................................................................................................................... 60 FAN ICE REMOVAL .............................................................................................. 171 Fasting Times .......................................................................................................... 93 FCN Validity............................................................................................................. 63 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 ............................................................................................... 63 FMS NAVIGATION LIMITATIONS ........................................................................... 56 FMS Offsets............................................................................................................. 88 FO Restrictions .................................................................................. 58, 86, 103, 106 Freezing Rain, Light............................................................................................... 166 Fuel Checks for OFP ............................................................................................. 119 Fuel Consumption for APU .................................................................................... 118 Fuel consumption for Taxi ..................................................................................... 118 Fuel Conversions from US Gallons ........................................................................ 118 Fuel Jettison .......................................................................................................... 120 FUEL JETTISON ....................................................................................................... 9 FUEL LEAK ............................................................................................................... 9 Fuel Limitations ....................................................................................................... 54 Fuel Policy ............................................................................................................. 117 Fuel Required at Touchdown ................................................................................. 119 FUEL SYSTEM LIMITATIONS ................................................................................ 56 Fuel Tank capacities .............................................................................................. 118 Fuel Tank Scavenge .............................................................................................. 118 Fuel Tankering....................................................................................................... 118 Fuel Types ............................................................................................................. 118 Fuel Uplift Check ................................................................................................... 118 Fuel Uplift Checks in excess .................................................................................. 217 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 Considerations .............................................................................. 64 GPWS LIMITATIONS .............................................................................................. 56 GROUND CAMERA LIMITATIONS ......................................................................... 56 Ground Delays on USA Flights ................................................................................ 84 Hard Landings ....................................................................................................... 108 Heavy Snow Occasional ........................................................................................ 166 Height of Tail ........................................................................................................... 85 HF Radio Limitations ............................................................................................... 54 High Speed Taxiway runway exit speeds .............................................................. 109 Hijacking Procedures ............................................................................................... 91 Holding Speeds ....................................................................................................... 99 Hot Weather Operations ........................................................................................ 175 Human Eyes ............................................................................................................ 60 Hydroplaning Speeds ............................................................................................ 165 IATA In-Flight Broadcast Procedure ........................................................................ 98 Ice Pellets .............................................................................................................. 166 Icing Conditions ................................................................................. 84, 88, 106, 166 Idle Reverse Thrust during Landing ....................................................................... 237 IFBP ........................................................................................................................ 98 IFTAR PA .............................................................................................................. 219 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...................................................................................................................... 263 INHIBITS DURING LANDING GRAPHIC............................................................... 185 INHIBITS DURING TAKEOFF GRAPHIC .............................................................. 184 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 .............................................................................. 93 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 ................................................................................................... 193

INDEX

01 March 2013 STUDY GUIDE LIDO A.O.S. ............................................................................................................ 58 LIDO Airline Operations Support ............................................................................. 58 LIDO Auto Dispatch ................................................................................................ 58 LIDO Route Manual ................................................................................................ 65 Light Freezing Rain ............................................................................................... 166 Lighting required for Night Operations ....................................................... 75, 88, 106 Lighting requirements ............................................................................................ 154 LIPS ........................................................................................................................ 57 LMC ........................................................................................................................ 77 Local Area De-Icing ............................................................................................... 166 LOCK FAIL ................................................................................................................ 9 Long/Deep Landings ............................................................................................. 108 Loss of Communications ......................................................................................... 97 Loss of Communications Signals .................................................................... 97, 109 Loss of Income Protection ....................................................................................... 57 LOUT .................................................................................................................... 170 Low Fuel Communications Procedures ................................................................. 119 Low Fuel State ...................................................................................................... 119 Low Landing Weights 777F ................................................................................... 140 Low Landing Weights B777F................................................................................. 106 Low Visibility Operations ....................................................................................... 154 Lowest Operational Use Temperature ................................................................... 170 LRC ......................................................................................................................... 91 LVO MALFUNCTION GUIDANCE......................................................................... 156 LVO OPERATIONS WITH DOWNGRADED EQUIPMENT ................................... 157 Maint. Communication............................................................................................. 91 Marshalling Signals ................................................................................................. 82 Max Approach attempts ........................................................................................ 105 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 Metric Airspace ....................................................................................................... 90 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 Taxiway Width for 777 ............................................................................. 85 Minimum Width of Runway ........................................................................ 75, 84, 106 Missed Approach Acceleration Altitude ........................................................... 48, 105 Missed Approach Climb Gradient .......................................................................... 105 Missing Pages ....................................................................................................... 217 MNPS In-flight Contingency Procedure ................................................................. 190 MNPS Preflight Procedures................................................................................... 190 MNPS Procedures ................................................................................................ 189 MNPS Weather Avoidance .................................................................................... 190 MOTNE ................................................................................................................... 73 NAT MNPS ........................................................................................................... 188 NAV aid NOTAM ..................................................................................................... 75 Navigation Specification .......................................................................................... 64 New Commander Restrictions ......................................................................... 58, 103 New OFP ................................................................................................................ 58 NITS ................................................................................................................ 84, 208 No Contact Period ............................................................................................... 3, 62 Noise Abatement Procedures.................................................................................. 89 Non-ILS approach using VNAV ............................................................................. 133 Non-Normal Checklist Confirmation Calls ............................................................... 33 Non-Precision Approach Slant Range ................................................................... 100 NOR OTS.............................................................................................................. 188 NOTAM Abbreviations............................................................................................. 67 NOTAMJ ............................................................................................................... 165 NOTOC ................................................................................................................... 80 NPA Slant Range .................................................................................................. 100 Occasional Heavy Snow ....................................................................................... 166 Oceanic Crossing Procedures NAT / MNPS......................................................... 190 OFP items be completed ......................................................................................... 91 Operations Specifications ........................................................................................ 63 OPT ........................................................................................................................ 58 Orbits .................................................................................................................... 102 OVERWEIGHT LANDING ......................................................................................... 9 Overweight Landing Policy ............................................................................ 104, 107 Oxygen.................................................................................................................... 77 Oxygen concentrator Unit........................................................................................ 80 Oxygen Concentrator Units ..................................................................................... 77 Oxygen Operation with Crew Oxygen Inoperative ................................................... 91 Oxygen requirements .............................................................................................. 91 PA CABIN CREW BRIEFING ................................................................................ 227 PA CONSIDERATIONS ........................................................................................ 227

EMIRATES B-777 Page 265 of 266 PA DE-ICING ........................................................................................................ 220 PA EHRAM ........................................................................................................... 226 PA FIRE ................................................................................................................ 220 PA GO AROUND .................................................................................................. 219 PA Ground Delay > 4 Hours PA, Flights to and from USA .................................... 228 PA HOLDING........................................................................................................ 219 PA IFTAR.............................................................................................................. 219 PA LOSS OF PRESSURIZATION ........................................................................ 220 PA PARTIAL OR ALL GEAR UP LANDING .......................................................... 220 PA PRECAUTIONARY DISEMBARKATION ......................................................... 221 PA SABOTAGE / BOMB THREATS IN FLIGHT ................................................... 223 PA SABOTAGE / BOMB THREATS ON GROUND .............................................. 222 PA SICK PASSENGER DIVERSION .................................................................... 219 PA SUSPICIOUS ARTICLE DISCOVERED .......................................................... 223 PA TECHNICAL DIVERSION ............................................................................... 219 PA TOP OF DESCENT ......................................................................................... 228 PA WEATHER DIVERSION.................................................................................. 219 PA WELCOME ABOARD PA ................................................................................ 228 PAPI ..................................................................................................................... 108 Passenger Restraining Devices .....................................................................213, 217 PCN ........................................................................................................................ 75 PERFORMANCE By Darryl Tarr .......................................................................... 229 Performance AFM ................................................................................................. 231 Performance Airplane Flight Manual ..................................................................... 231 Performance Airplane Model and Payload Comparison ........................................ 236 Performance Approach Climb ............................................................................... 251 Performance Approach Climb Table Non-Normal Operations ............................... 255 Performance Approach Climb Table Normal Operations....................................... 253 Performance CDL ................................................................................................. 241 Performance Checklist Item Override ................................................................... 237 Performance Consequential EICAS Alert Messages ............................................. 239 Performance EICAS Alert Messages and Condition Statements........................... 239 Performance Engine Inop Go-Around Climb Gradient .......................................... 254 Performance Engine Inope Gear Down Landing Rate of Climb............................. 254 Performance Flap 15 Manoeuvring ....................................................................... 235 Performance Flap 25 Landing ............................................................................... 235 Performance Go-Around Climb Gradients............................................................. 250 Performance Gross and NET Gradients................................................................ 233 Performance Gross and NET Performance........................................................... 233 Performance High Elevation Airports .................................................................... 249 Performance Human Factors ................................................................................ 235 Performance Landing Climb Limit Weight ............................................................. 254 Performance Low Altitude ..................................................................................... 235 Performance MEL ................................................................................................. 241 Performance MFD................................................................................................. 238 Performance Multifunction Display ........................................................................ 238 Performance Optimization..................................................................................... 247 Performance Regulatory Requirements ................................................................ 232 Performance Take-off Rotation ............................................................................. 247 Performance Tire Limit Speeds ............................................................................. 245 Performance Visual Approaches ........................................................................... 256 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 Operations (Fuel) ......................................................................................... 120 Polar Track System............................................................................................... 188 Policy for the use of Autoflight Systems ................................................................ 101 Portable Oxygen Concentrator Units..................................................................77, 80 Power Outlets ......................................................................................................... 62 Preflight Checks .................................................................................................... 121 Pregnant Passengers ............................................................................................. 60 PRESSURIZATION LIMITATIONS ......................................................................... 54 Pressurization Problems ....................................................................................... 150 Prioritization of Manuals .......................................................................................... 63 Prisoners ................................................................................................................ 59 PRM........................................................................................................................ 60 PRM/LDA Approaches .......................................................................................... 153 QFE Operations .................................................................................................... 181 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 .................................................................................................................... 174 RADAR Functionality ............................................................................................ 176 RADAR The Ideal Beam ....................................................................................... 176 RADAR Theory ..................................................................................................... 176

INDEX

01 March 2013 STUDY GUIDE Radar vectors to final............................................................................................. 102 Rapid Exit Taxiway Indicator Lights ......................................................................... 81 Rate One Turn......................................................................................................... 99 Raw Data Monitoring Requirements ...................................................................... 104 Recency Requirements ........................................................................................... 63 Red Warning, Aircraft at the Gate .......................................................................... 222 Red Warning, During Aircraft Taxi ......................................................................... 222 Reduced Runway Separation Minima RRSM in OMDB ................................... 90, 107 Refueling with One Engine Running ...................................................................... 119 Refueling with Passengers Onboard ..................................................................... 119 REPORT…ACARS Delay Reporting Procedure .................................................... 217 REPORT…AIR SAFETY REPORT ....................................................................... 212 REPORT…C15 ..................................................................................................... 215 REPORT…CAPTAIN’S SPECIAL REPORT .......................................................... 213 REPORT…COMMANDER'S DISCRETION REPORT........................................... 215 REPORT…CONFIDENTIAL HUMAN FACTORS REPORT .................................. 214 REPORT…Data Link Irregularity Reporting ........................................................... 216 REPORT…E6 Locker Stowage Waybill Form ....................................................... 215 REPORT…GEN DEC ............................................................................................ 215 REPORT…Group Safety Report ........................................................................... 214 REPORT…MOR REPORT .................................................................................... 211 REPORT…OM-C RAIG Feedback Form ............................................................... 215 REPORT…PASSENGER / AIRCREW ACCIDENT REPORT ............................... 214 REPORT…PED Interference................................................................................. 216 REPORT…Voyage Report Requirements ............................................................. 217 Request for new OFP ............................................................................................ 118 Residual Disinsection Certificate ............................................................................. 75 Return to the Gate ................................................................................................. 182 Reverse Limitations ................................................................................................. 54 Reverse Thrust and Crosswind ............................................................................. 109 RFF Requirements .................................................................................................. 75 RNAV AR and SAAAR Approaches....................................................................... 160 RNAV Visual Flight Procedures ............................................................................. 160 RNP Requirements................................................................................................ 101 RNP-AR Approaches............................................................................................. 161 Rockwell Collin WXR-2100 MultiScan™ Weather Radar ...................................... 176 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 Awareness Advisory System ................................................................... 174 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 ..................................................................................................................... 217 Safe Cruise Altitudes ............................................................................................... 93 Safety Assessment of Foreign Aircraft................................................................... 217 SATCOM ................................................................................................................. 91 Seat Belt Sign.......................................................................................................... 99 Secure Procedure.................................................................................................. 135 Severe Turbulence Operations .............................................................................. 175 Shutdown Procedure ............................................................................................. 135 Sickness Notification ............................................................................................... 57 Sig Wx Chart Decodes ............................................................................................ 72 Signatures required ............................................................................................... 110 Single Engine Taxi After Landing........................................................................... 110 SINGLE SOURCE MALFUNCTION GUIDANCE ................................................... 157 Smart Approach and Landing ................................................................................ 174 SMART RUNWAY AND SMART LANDING ADVISORY SYSTEM .......................... 56 SMOKE OR FUMES REMOVAL ............................................................................... 9 SMOKE, FIRE OR FUMES........................................................................................ 9 Snow Grains .......................................................................................................... 166 SNOWTAM.............................................................................................................. 73 SOIA (Simultaneous Offset Instrument Approaches) ............................................. 153 SRA Approaches ................................................................................................... 102 Stable Approach Criteria ....................................................................................... 100 Stable Approach Criteria Exceptions ..................................................................... 100 Stable Approach Criteria Simplified ......................................................................... 99 Stable Approach Requirements ............................................................................. 100

EMIRATES B-777 Page 266 of 266 STALLS ................................................................................................................... 29 Standard Taxi Routes in DXB .................................................................................. 85 Standard Turn.......................................................................................................... 99 Standby Fuel ......................................................................................................... 118 Start Procedure ..................................................................................................... 130 STATCON Fuel ..................................................................................................... 118 Stations without an Authorized Engineer ................................................................. 61 STATUS messages ................................................................................................. 62 Sterile Flight Deck Phase .................................................................................... 3, 62 Stop Bar and Lead On Lights................................................................................... 81 Straight Out Departure............................................................................................. 88 STRUCTURAL LIMITATIONS ................................................................................. 56 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 Taxi Fuel ................................................................................................................ 118 Taxi fuel consumption .............................................................................................. 84 Taxi Guidance Signs................................................................................................ 81 Taxiway Markings .................................................................................................... 81 Taxiway Width (minimum for 777) ........................................................................... 85 TCAS ....................................................................................................................... 31 TCAS warnings........................................................................................................ 99 Telephone Numbers ................................................................................................ 59 Temperature Dependant Perishable Goods............................................................. 79 Therapeutic O2 ........................................................................................................ 77 Thunderstorm Avoidance....................................................................................... 175 TIBA ........................................................................................................................ 98 Tiller Steering .......................................................................................................... 84 Time Management ................................................................................................... 58 Tire location ............................................................................................................. 62 Top Of Climb Procedure ........................................................................................ 132 Touchdown Zone ................................................................................................... 108 Traffic Information Broadcast by Aircraft .................................................................. 98

INDEX

01 March 2013 STUDY GUIDE Transit Check Guidance ........................................................................................ 183 Transit or turn-around stops with a Cabin Crew change ........................................ 110 Transport to CBC .................................................................................................... 57 Trip Fuel ................................................................................................................ 118 Turbulence Levels ................................................................................................. 175 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 T-VASI .................................................................................................................. 108 Uniform Policy ......................................................................................................... 57 Unserviceable Lighting .......................................................................................... 154 Upgrading Passengers ............................................................................................ 61 UPSET RECOVERY ............................................................................................... 32 US NOTAM RSC................................................................................................... 165 USA Alternate Planning Minima ........................................................................ 76, 87 Valuable Personal Effects ....................................................................................... 80 VASI ...................................................................................................................... 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 at Low Landing Weights B777F and B777-200LR ...................................... 106 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 ............................................................................................................. 178 World Time Zone Map ........................................................................................... 224

B777 Study Guide MAR13a

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