B777 Study Guide (Emirates)

EMIRATES B-777

28 April 2008 STUDY GUIDE

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B-777 STUDY GUIDE

The pages following are designed to be a study guide. This information is not updated, any differences between this guide and the Company Manuals are unintentional, the Company Manuals are controlling. Selected personal techniques have been added in green highlighted text and are additional to company SOP and are not intended to change existing SOP.

If errors are found, corrections are required, or you have additional information to add to the guide please forward your comments to [email protected]

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TABLE OF CONTENTS

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TABLE OF CONTENTS 1. QRH NON-NORMAL MEMORY ITEMS................................................................ 7 UNANNUNCIATED CHECKLISTS ......................................................................................................................... 7 AIRSPEED UNRELIABLE ...................................................................................................................................... 8 ABORTED ENGINE START L,R ............................................................................................................................ 9 ENGINE AUTOSTART L,R .................................................................................................................................... 9 ENG LIM/SURGE/STALL L,R .............................................................................................................................. 10 ENG SVR DAMAGE/SEP L,R .............................................................................................................................. 11 FIRE ENG L,R ...................................................................................................................................................... 12 DUAL ENG FAIL/STALL (RR) .............................................................................................................................. 13 DUAL ENG FAIL/STALL (GE) .............................................................................................................................. 14 STABILIZER ......................................................................................................................................................... 15 CABIN ALTITUDE ................................................................................................................................................ 15

2. FCOM SUPPLEMENTARY PROCEDURES ....................................................... 17 3. QRH NON-NORMAL MANEUVERS ................................................................... 25 APPROACH TO STALL RECOVERY .................................................................................................................. 25 REJECTED TAKEOFF ......................................................................................................................................... 25 TRAFFIC AVOIDANCE ........................................................................................................................................ 27 UPSET RECOVERY ............................................................................................................................................ 28 FOM EMERGENCY PROCEDURES ................................................................................................................... 29 FCOM STANDARD ENGINE OUT PROCEDURE............................................................................................... 29

4. QRH & FCTM FLIGHT PATTERNS .................................................................... 31 180° CIRCULAR TURNAROUND ........................................................................................................................ 31 180° HAMMERHEAD INTO TURNAROUND ....................................................................................................... 32 180° HAMMERHEAD FROM TURNAROUND ..................................................................................................... 33 TAKEOFF - VNAV ................................................................................................................................................ 34 TAKEOFF ............................................................................................................................................................. 35 TAKEOFF – BASIC MODES ................................................................................................................................ 36 ILS APPROACH ................................................................................................................................................... 37 INSTRUMENT APPROACH USING VNAV ......................................................................................................... 38 INSTRUMENT APPROACH USING V/S OR FPA ............................................................................................... 39 VISUAL TRAFFIC PATTERN ............................................................................................................................... 40 CIRCLING APPROACH ....................................................................................................................................... 41 GO-AROUND AND MISSED APPROACH .......................................................................................................... 43

5. FCOM LIMITATIONS .......................................................................................... 45 AIRPLANE GENERAL.......................................................................................................................................... 45 TAKE OFF CROSSWINDS .................................................................................................................................. 46 LANDING CROSSWINDS .................................................................................................................................... 47 WEIGHTS ............................................................................................................................................................. 48 DOORS................................................................................................................................................................. 49 AIR SYSTEMS ..................................................................................................................................................... 49 AUTO FLIGHT ...................................................................................................................................................... 49 AUTOMATIC LANDING ....................................................................................................................................... 49 RADIOS ................................................................................................................................................................ 50 ENGINES.............................................................................................................................................................. 50 AIRPLANE STRUCTURE..................................................................................................................................... 51 FLIGHT INSTRUMENTS, DISPLAYS .................................................................................................................. 51 FLIGHT MANAGEMENT, NAVIGATION.............................................................................................................. 51 FUEL SYSTEM ..................................................................................................................................................... 52 GEAR DOWN DISPATCH .................................................................................................................................... 52 WARNING SYSTEMS .......................................................................................................................................... 52

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6. LIMITATIONS AND POLICIES ........................................................................... 53 PREFLIGHT .......................................................................................................................................................... 53 LIDO ROUTE MANUAL ........................................................................................................................................ 57 TAXI ...................................................................................................................................................................... 66 REJECTED TAKEOFF ......................................................................................................................................... 66 TAKEOFF ............................................................................................................................................................. 67 CLIMB ................................................................................................................................................................... 69 CRUISE ................................................................................................................................................................ 70 DESCENT ............................................................................................................................................................. 72 HOLDING.............................................................................................................................................................. 72 APPROACH .......................................................................................................................................................... 73 MISSED APPROACH ........................................................................................................................................... 76 LANDING .............................................................................................................................................................. 76 POST FLIGHT ...................................................................................................................................................... 79 BOEING FCOM BULLETINS................................................................................................................................ 80 EMIRATES FCOM BULLETINS ........................................................................................................................... 82

7. FUEL POLICY..................................................................................................... 85 8. PERFORMANCE ................................................................................................ 87 9. SOP GUIDE ........................................................................................................ 89 PREFLIGHT CHECKS.......................................................................................................................................... 89 WALK AROUND COMPONENT LOCATOR GUIDE ...........................................................................................90 BRIEFINGS........................................................................................................................................................... 97 BEFORE START PROCEDURE .......................................................................................................................... 98 START PROCEDURE .......................................................................................................................................... 98 BEFORE TAXI PROCEDURE .............................................................................................................................. 98 BEFORE TAKEOFF PROCEDURE ..................................................................................................................... 98 TAKEOFF PROCEDURE ..................................................................................................................................... 99 CLIMB/CRUISE PROCEDURE ............................................................................................................................ 99 TOP OF CLIMB PROCEDURE ............................................................................................................................ 99 DESCENT PREPARATION .................................................................................................................................. 99 APPROACH PROCEDURE................................................................................................................................ 100 ILS PROCEDURE ..............................................................................................................................................100 INSTRUMENT APPROACH USING VNAV........................................................................................................100 GO-AROUND PROCEDURE ............................................................................................................................. 101 AFTER LANDING PROCEDURE ....................................................................................................................... 101 TURNING ONTO THE PARKING STAND PROCEDURE .................................................................................101 SHUTDOWN PROCEDURE...............................................................................................................................101 SECURE PROCEDURE .....................................................................................................................................102 DEPARTURE SOP .............................................................................................................................................104 ARRIVAL SOP ....................................................................................................................................................105 EMIRATES MANAGEMENT MODEL ................................................................................................................. 106 MEL & CDL GUIDELINES ................................................................................................................................. 107 RTO ACTIONS ...................................................................................................................................................108 ENGINE MALFUNCTION AFTER V1 ................................................................................................................. 109 EICAS MESSAGE PROCEDURE ...................................................................................................................... 110 ENGINE FAILURE AT CRUISE ALTITUDE ....................................................................................................... 110 ENGINE FAILURE AT CRUISE ALTITUDE MANUAL PROCEDURE ...............................................................110 ENGINE HANDLING AFTER AN AIRSTART.....................................................................................................111 ENGINE OUT PROCEDURE ............................................................................................................................. 111 LANDING PROCEDURE – G/S INTERCEPT FROM ABOVE ...........................................................................111 PRESSURIZATION PROBLEMS ....................................................................................................................... 112 ILS PRM APPROACHES ...................................................................................................................................113 LOW VISIBILITY OPERATIONS ........................................................................................................................ 114 VNAV APPROACHES TO MDA, DA, &SAAAR RNP ........................................................................................116

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CONTAMINATED RUNWAYS ........................................................................................................................... 118 COLD WEATHER OPERATIONS ...................................................................................................................... 120 DE-ICE PROCEDURES ON THE GATE ........................................................................................................... 122 DE-ICE PROCEDURES ON A REMOTE DE-ICING BAY ................................................................................. 123 HOT WEATHER OPERATIONS ........................................................................................................................ 124 SEVER TURBULENCE OPERSTIONS ............................................................................................................. 124 THUNDERSTORM AVOIDANCE ....................................................................................................................... 124 WINDSHEAR ...................................................................................................................................................... 126 EGPWS .............................................................................................................................................................. 128 QFE OPERATIONS............................................................................................................................................ 129 DIVERSION PROCEDURE ................................................................................................................................ 130 DIVERSION CONSIDERATIONS ...................................................................................................................... 131 INHIBITS DURING TAKEOFF............................................................................................................................ 132 INHIBITS DURING LANDING ............................................................................................................................ 133 ETOPS FUEL REQUIREMENTS ....................................................................................................................... 134 ETOPS ALTERNATE WEATHER REQUIRMENTS .......................................................................................... 135 MNPS PROCEDURES ....................................................................................................................................... 136 NAT CROSSING PROCEDURES ...................................................................................................................... 137

10. LESSONS LEARNED ..................................................................................... 139 11. REPORTS AND FORMS................................................................................. 145 MOR REPORT ................................................................................................................................................... 145 AIR SAFETY REPORT....................................................................................................................................... 145 CAPTAIN’S SPECIAL REPORT ........................................................................................................................ 146 PASSENGER / AIRCREW ACCIDENT REPORT ............................................................................................. 147 CONFIDENTIAL HUMAN FACTORS REPORT................................................................................................. 147 GROUP SAFETY REPORT ............................................................................................................................... 147 MISSING PASSENGERS REPORT .................................................................................................................. 148 CAPTAINS DISCRETION REPORT .................................................................................................................. 148 C15 ..................................................................................................................................................................... 148 FMS NAVIGATION REPORT ............................................................................................................................. 148 FMS NAVIGATION DATA REPORT .................................................................................................................. 148 GEN DEC ........................................................................................................................................................... 148 OM-C RAIG FEEDBACK FORM ........................................................................................................................ 148 E6 LOCKER STOWAGE WAYBILL FORM........................................................................................................ 148 PED INTERFERENCE ....................................................................................................................................... 149 VOYAGE REPORT REQUIREMENTS .............................................................................................................. 149

12. PA ANNOUNCEMENTS ................................................................................. 151 HOLDING PA ..................................................................................................................................................... 151 GO-AROUND PA ............................................................................................................................................... 151 WEATHER DIVERSION PA ............................................................................................................................... 151 TECHNICAL DIVERSION PA............................................................................................................................. 151 SICK PASSENGER DIVERSION PA ................................................................................................................. 151 FIRE PA .............................................................................................................................................................. 152 EMERGENCY DESCENT PA ............................................................................................................................ 152 DEICING PA ....................................................................................................................................................... 152 PARTIAL OR ALL GEAR UP LANDING PA....................................................................................................... 152 PRECAUTIONARY DISEMBARKATION ........................................................................................................... 153 SABOTAGE / BOMB THREATS ON GROUND ................................................................................................. 154 SABOTAGE / BOMB THREATS IN FLIGHT ...................................................................................................... 155 SUSPICIOUS ARTICLE DISCOVERED ............................................................................................................ 155 WORLD TIME ZONE MAP ................................................................................................................................. 156 DAYLIGHT SAVINGS TIME ............................................................................................................................... 157 CABIN CREW BRIEFING................................................................................................................................... 158 WELCOME ABOARD PA ................................................................................................................................... 158 TOP OF DESCENT PA ...................................................................................................................................... 158

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QRH NON-NORMAL MEMORY ITEMS It is a requirement to know all of the checklists in the Unannunciated Chapter of the QRH; however, only a few of them have RECALL items.

Checklist

UNANNUNCIATED CHECKLISTS Conditional Statement

ABORTED ENGINE START L,R AIRSPEED UNRELIABLE AUTOMATIC UNLOCK

Remarks During Ground Start, an abort engine start condition occurs. Do an ABORTED ENGINE START checklist if there is no oil pressure rise after EGT increases. FCOM 21.32 Can also be completed for FOD. (If FOD consider not reengaging starter) Airspeed or Mach indication suspected to be unreliable. Flight deck door auto unlock light illuminated indicates correct emergency access code has been entered and flight deck door is programmed to automatically unlock after a time delay.

BOMB ON BOARD

Specific threat that a bomb is on board, or suspected or confirmed bomb on board.

DITCHING

Airplane ditching and evacuation are required.

DUAL ENGINE FAIL/STALL

Engine speed for both engines is below idle.

ENGINE IN-FLIGHT START L,R

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

ENGINE LIMIT/SURGE/STALL L,R ENGINE SVR DAMAGE/SEP L,R FIRE ENGINE TAILPIPE L,R

FUEL JETTISON

FUEL LEAK GEAR LEVER LOCKED DOWN LOCK FAIL

Engine indications are abnormal or are approaching or exceeding limits, abnormal engine noises are heard, or there is no response to thrust lever movement. Engine has severe damage, vibration, or has separated. An engine tailpipe fire is reported on the ground with no engine fire warning. Remember it is a FOM requirement to call the Fire Department for assistance ASAP FOM 20.3.2 Fuel jettison is required. - This Unannunciated Checklist is to be used when Fuel Jettison is required. There are other Checklists triggered by EICAS messages. - The EICAS message should be left displayed until the Fuel Jettison has been completed. The Checklist may be covered on the Lower EICAS display as it will be the displayed again when the checklist is displayed. TM B777 Part 1 Chapter 4 page 10 An in flight fuel leak is suspected or confirmed. Landing gear lever cannot be positioned to UP. Flight deck door lock fail light illuminated indicates flight deck door lock has failed, or flight deck access system switch is OFF.

OVERWEIGHT LANDING

A landing at greater than maximum landing weight is required.

SMOKE/FUMES AIR COND

A concentration of air conditioning smoke/fumes are identified.

SMOKE/FUMES/FIRE ELEC

Electrical smoke/fumes/fire is identified.

SMOKE/FUMES REMOVAL

Smoke/fumes removal is required.

TAT PROBE ICING

Airplane TAT probe or engine TAT probe icing is suspected.

VOLCANIC ASH WINDOW DAMAGE L,R

Static discharge around the windshield, bright glow in the engine inlets, smoke or dust on the flight deck, or acrid odor indicates the airplane is in volcanic ash. Arcing, delamination, shattered, or cracked condition of any flight deck window is observed.

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For Expanded Procedures see FCTM 7.6, or Study Guide Chap. 9 SOP, Pressurization Problems

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2. FCOM SUPPLEMENTARY PROCEDURES

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FCOM SUPPLEMENTARY PROCEDURES (Relevant Procedures)

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2. FCOM SUPPLEMENTARY PROCEDURES EXPANDED SUPPLEMENTARY PROCEDURES

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

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

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

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

ELECTRICAL SAFETY CHECK PROCEDURE NOTES • This procedure must be performed by reference to FCOM SP.6.2 in the event one has to power up an unpowered aircraft. This must not be performed by recall

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7. ENGINES, APU APU GROUND PNEUMATIC START CONDITION:

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

REASON:

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

CHECKLIST: • FCOM SP 7.1 • The Packs must be off before the manifold is pressurised. This is to ensure that the min duct pressure of 15 PSI is achieved • After a normal APU start the ground pneumatics are disconnected before the Packs are put to Auto

NOTES: ENGINE BATTERY START CONDITION:

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

REASON:

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

CHECKLIST: • SP 7.1

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

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ENGINE CROSSBLEED START CONDITION:

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

REASON:

• APU is inop or APU Bleed Air is not available

CHECKLIST:

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

NOTES:

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

ENGINE GROUND PNEUMATIC START CONDITION:

• Ground pneumatics are used to start the engines

REASON:

• APU is inop or APU Bleed Air is not available

CHECKLIST: • • • •

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

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

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

CONDITION:

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

REASON:

• APU is inoperative or APU GEN inoperative.

CHECKLIST: •

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

MANUAL ENGINE START CONDITION:

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

REASON:

• The Autostart is inoperative or selected off.

CHECKLIST:

• SP.7.4 or Laminated checklist under glareshield

NOTES:

• Read the checklist through together first as a crew, and then perform the checklist as an action list. • Start one engine at a time. • Don't forget that you only put the fuel control switch to run when fOil pressure increases gEGT below 100ºC and hN3 at max motoring or 25%.

• Unlike during an autostart the spar and engine fuel valves open as soon as the fuel control switches are placed to Run. If the autostart switch is selected off and the fuel control switch is placed in Run before max motoring you'll get an ENG AUTOSTART L/R caution. This should prompt you to carry out the recall items, which is to abort the engine start. Clever! • The procedure lists the start parameters to be monitored in a sequential order. CM2 to keep CM1 in the picture as each stage of the engine start approaches. E.g. Once fuel control switches are to Run, CM2 can say something like "We're looking for EGT within 30secs, we have EGT rise it must remain within limits, now we need N1 rotation by 45%N3". • In the event of a start problem / need to abort the start, do the recall items and call for the aborted engine start checklist. Advise ground crew and decide next course of action i.e. restart or not. Contact EK engineering if necessary.

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MANUAL OVERRIDE ENGINE START CONDITION:

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

REASON:

• The engine starter valve has failed.

CHECKLIST: •

FCOM SP.7.4

NOTES:

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

APU INOP DISPATCH NOTES:

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

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QRH NON-NORMAL MANEUVERS QRH MAN 1.1

No further aft trim AIRSPEED LOW Displays A/T Advances Stick Shaker activates, and the Slats automatically extend from the midrange position to the fully extended position

QRH MAN 1.2

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QRH MAN 1.8

FCOM L.10.9

FCOM 10.10.31 Weather RADAR and TCAS are not displayed in CTR APP, CTR VOR, and PLAN modes on the ND. FCOM 15.20.17 The STATUS message TCAS displays if the ADIRU is off or not aligned.

ADVISE ATC FOM 13.4

ADVISE ATC FOM 13.4

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QRH MAN 1.9

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Emergency Procedures

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FOM 20.2 FCOM NP.40.5

FCOM NP 50.2

FOM 20.3.4

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4. QRH & FCOM FLIGHT PATTERNS

QRH FCOM FLIGHT PATTERNS

Min width of pavement for a 180 turn 772 Min width of pavement for a 180 turn 773

155.8 feet, 47.5 meters for nose gear FCOM 1.10.5 183.8 feet, 56 meters for nose gear FCOM 1.10.7

FCTM 2.7

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Min width of pavement for a 180 turn 772 Min width of pavement for a 180 turn 773

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155.8 feet, 47.5 meters for nose gear FCOM 1.10.5 183.8 feet, 56 meters for nose gear FCOM 1.10.7

180 Degree Turns in less than 45 m FCTM 2.12 777-200 ......................... 38.4m 777-300 ......................... 43.6m 777-300ER.................... 43.7m

-

Non Normal Ops. (Not an Emirates approved procedure) Can only be used after landing as the Aircraft and Runway must be inspected.

Line up outside tires on outside edge. Come to complete stop. Turn tiller to maximum steering angle. Apply full inside brake. Apply sufficient outside thrust to turn the aircraft. Keep the inside brake locked until nose wheel clears the far edge of the turn. Inspection of runway and aircraft required.

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Min width of pavement for a 180 turn 772 Min width of pavement for a 180 turn 773

4. QRH & FCOM FLIGHT PATTERNS

155.8 feet, 47.5 meters for nose gear FCOM 1.10.5 183.8 feet, 56 meters for nose gear FCOM 1.10.7

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

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

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

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4. QRH & FCOM FLIGHT PATTERNS Checking raw data may be accomplished by : - Pushing the POS switch on the EFIS control panel and comparing the displayed data with the navaid symbols on the map. Example: The VOR radials and raw DME data should overlay the VOR/DME stations shown on the MAP and the GPS position symbol should nearly coincide with the tip of the airplane symbol. - Displaying the VOR and or ADF pointers on the map display and using them to verify you position relative to the MAP display.

VOR, TACAN, NBD, RNAV, GPS…etc.

- Raw data must be monitored.

CHECKING OF RAW DATA FCTM 5.27 LOC, LOC B/C, LDA, SDF, IGS

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A/P Off by 50´below MDA

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

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

Both F/Ds Off PNF F/D ON

4. QRH & FCOM FLIGHT PATTERNS Checking raw data may be accomplished by : - Pushing the POS switch on the EFIS control panel and comparing the displayed data with the navaid symbols on the map. Example: The VOR radials and raw DME data should overlay the VOR/DME stations shown on the MAP and the GPS position symbol should nearly coincide with the tip of the airplane symbol. - Displaying the VOR and or ADF pointers on the map display and using them to verify you position relative to the MAP display.

VOR, TACAN, NBD, RNAV, GPS…etc.

- Raw data must be monitored.

CHECKING OF RAW DATA FCTM 5.27 LOC, LOC B/C, LDA, SDF, IGS

- If the next altitude constraint is not at an even 100 foot increment set the MCP altitude to the nearest 100 foot increment below the altitude constraint. - Consider establishing final approach pitch mode and configuring for the approach and landing earlier than the FAF.

Page 39 of 158

FCTM 5.45

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

EMIRATES B-777 28 April 2008 STUDY GUIDE

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

Recommendation

- 5,000m or 3sm visibility - 1,000 feet vertically from cloud - 2,000m or 1.5 nm’ horizontal from cloud

4. QRH & FCOM FLIGHT PATTERNS

Company VMC FOM 0.1

- Missed Approach Procedure - Terrain awareness and EGPWS concerns - Confirm missed approach procedure with ATC - Cat D 205 kts. - 3 sectors must be flown - Downwind leg must commence abeam the upwind threshold. - The required visual reference must be maintained throughout the approach. - Significant met and terrain considerations that may cause optical illusions. - Where possible instrument approach aids should be utilized.

Briefing Points FOM 15.10.5.5

Page 40 of 158

FOM 15.10.5.5

Min Altitude 1,500 AAL

EMIRATES B-777 28 April 2008 STUDY GUIDE

FOM Chap 19 page 6

Min Visibility 5000 M or Jepp Min if higher

FOM Chap 19 page 6

Min Altitude higher of 1,000 AAL rounded up to nearest 100 or Jepp Minima

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

Recommendation Page 41 of 158

F/Ds OFF PNF F/D ON

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

Recommendation

EMIRATES B-777 4. QRH & FCOM FLIGHT PATTERNS 28 April 2008 STUDY GUIDE

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

Recommendation

FOM Chap 19 page 6

Min Visibility 5000 M or Jepp Min if higher

FOM Chap 19 page 6

Min Altitude higher of 1,000 AAL rounded up to nearest 100 or Jepp Minima

Page 42 of 158

PNF F/D ON

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

Recommendation

EMIRATES B-777 4. QRH & FCOM FLIGHT PATTERNS 28 April 2008 STUDY GUIDE

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

Loss of control prior to reaching stick shaker may occur after an engine failure at light weights. Minimum Recommended Speed is Vref+5. Fleet Facts July/August 2007

Page 43 of 158

Caution for Single Engine Go-Around

The acceleration altitude on a missed approach will be Jeppesen published missed approach altitude. FOM 15.11

EMIRATES B-777 4. QRH & FCOM FLIGHT PATTERNS 28 April 2008 STUDY GUIDE

EMIRATES B-777 Page 44 of 158

4. QRH & FCOM FLIGHT PATTERNS

INTENTIONALLY BLANK

28 April 2008 STUDY GUIDE

EMIRATES B-777 Page 45 of 158

5. FCOM LIMITATIONS

FCOM LIMITATIONS .

-

Max Speed to Extend Landing Gear 270KIAS /M.82 Aircraft Placard

-

The Overhead rest compartment must not be occupied when the aircraft is below 25,000 feet. FCI 2006/77

28 April 2008 STUDY GUIDE

EMIRATES B-777 5. FCOM LIMITATIONS

Page 46 of 158

28 April 2008 STUDY GUIDE

. FCOM SP 16.2

FCOM L.10.2

- Take-off from an icy runway is not allowed. - Icy runway is more that 25% of the runway surface area within the required length and width being used is covered by ice, including wet ice. FCI 2006/03

RTOW User Manual

FCI 2006-103 - Assumed Temperature Method is not permitted SLUSH, SNOW, STANDING WATER, it is permitted for takeoff on a wet runway. AFM Section 1 page 9A – Max Tire Speed for Takeoff is 235 mph – 204kts

FCOM SP 16.3

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5. FCOM LIMITATIONS

. FCOM L.10.3

FCOM 16.4

VREF Adjustments

FCTM 1.16

A/T Engaged - VREF + 5 knots. A/T Disengaged - VREF + ½ the headwind component + All of the Gust component to a maximum of 20 knots. - Calculate HW as: - 50% Direct HW - 35% for 45°HW - Interpolate between

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

Metric Winds 1 meter / second = 2 kts FCTM 4.15

EMIRATES B-777 5. FCOM LIMITATIONS

Page 48 of 158

.

TRENT 877 FMC IDENT 777-200

TRENT 892 FMC IDENT 777-200.1

TRENT 892 FMC IDENT 777-200.1

GE90-110B1L1 FMC IDENT 777-200.2

TRENT 892 FMC IDENT 777-300

GE90-115B FMC IDENT 777-300.1

Landing Weight + Trip Fuel + Under load = Allowed Take-off Weight

28 April 2008 STUDY GUIDE GE90-115BL1 FMC IDENT 777-300.2

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5. FCOM LIMITATIONS

.

. .

.

FOM 15.10.5.1 FCI 2007-98

28 April 2008 STUDY GUIDE

EMIRATES B-777

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5. FCOM LIMITATIONS

Page 50 of 158

FCOM L.10.7 Engine Limit Display Markings. Maximum and minimum limits are red, caution limits are amber. The Limits in the table below are from the AFM are provided for reference only. 777-200 777-200ER 777-300 777-200LR 777-300ER 777-300ER/ULR AFM RR Trent 877 RR Trent 892 GE90-110B1L1 GE90-115B GE90-115BL1 Max Rated Thrust 76,900 lbs 90,000 lbs 110,000 lbs 115,000 lbs 115,000 lbs Thrust Bump

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

NO

NO

Max EGT

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

900°C 5 minutes* 850°C 700°C 700°C

YES

NO

YES

(17,000 and Below)

(17,000 and Below)

(17,000 and Below)

1095°C 30 seconds

1095°C 30 seconds

1095°C 30 seconds

(All Altitudes)

(All Altitudes)

(All Altitudes)

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

Jet A -40°C Jet A1 -47°C FOM Chap 11 page 10

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5. FCOM LIMITATIONS

. AFM Section 1 page 7 – MMO is .89

Non Normal Ops. ( Not an Emirates approved procedure)

. QNH/QFE Selection is on the APPROACH REF page

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. .

.

5. FCOM LIMITATIONS

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EMIRATES B-777 6. LIMITATIONS AND POLICIES

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LIMITATIONS AND POLICIES Item www.flightcrew.emirates.com

http://emirates.pelesys.com/ www.emiratesstaff.com www.flyzed.com

Uniform Policy

Sickness Notification

Transport to CBC

P R E F L I G H T

Minimum requirements for Preflight Planning / Briefing New Commander Restrictions Emergency Procedures FO Restrictions Minimum Width of Runway -200LR,-300s OPT OPT Laptop Printing from EFB OPT T/O Performance Preference T/O Bump

Assumed Temperature Not Authorized New OFP FMS Auto Init Failure Cockpit Printer Paper End of Roll Indication Door Entry code Door Emergency Code Upper Crew Rest Area Oxygen

Limit / Policy - Standard sign-on procedure - To Access GABI sign-on with Staff number (s------) second password_____________ - To Access LH FIV Web Applications / Flight Operations / LH Systems FIV User ID UAEFLEET Password uae4XzB - Access to the Emirates training website - Sign-on with Staff number (s-----) and pelesys password_____________ - Access to the Emirates travel website - Sign-on with Staff number (------) and PIN_____________ - Website providing information on ZED flights - Sign on with Userid _____________and Password_____________ th Summer 15 Apr – 31 Oct Jacket only required for Layover Flights, Jacket may be carried at the discretion of the commander. st th Winter 1 Nov – 14 Apr Jacket required for all flights. - Every effort should be made to provide Crew Scheduling with early notification, whenever sickness occurs prior to a flying or standby duty. Any crew member reporting sick less than 4 hours before the commencement of duty will be required to explain the reason for the late notification to his Chief Pilot. - Pickup time is STD -2:15 - If transport has not arrived :10 after expected pickup time call Central Services. - If transport has not arrived :20 after expected pickup time make your own transport arrangements. - OFP for accuracy and validity - NOTAMS and weather for departure, destination, alternate, and enroute airfields within st the 1 hour of flight. - Relevant FCIs - Two Recently Trained Pilots must not fly together until they have completed a 45 day consolidation period. - No CAT II III approaches until 50 hours or 20 sectors on type. - + 100 meters for CAT II III Approaches until 100 hours or 40 sectors. - The commander should conduct the landing in non-normal situations where the aircrafts performance is affected… No ops on contaminated runways. No crosswinds in excess of 20 knots. Take-off vis. Is more than 500 meters. Minimum width of runway for Emirates operations is 45 meters. In cases where runway is less than 45 meters approval of the VPFOT is required. Minimum width of cleared runway for operation on Contaminated Runways 30 Meters. - For MACTOW C of G 26% and greater use alternate C of G. -

To Reset OPT to original page, ALT TAB The OPT T/O PERF page can be printed Select an invisible button at L8, “SEND TO FLT DECK PRINTER”, “COMPLETE”. -200LR, -300ER/ULR -300ER -200, -200ER, -300 1) PACKS ON 1) PACKS ON 1) PACKS ON 2) APU to PACKS or PACKS OFF 2) APU to PACKS or 2) PACKS OFF 3) T/O BUMP PACKS OFF - Available on the 772LR, 773-ER/ULR - Additional thrust is provided from PA -2,000 to+3,000 and temperatures between 32°C and 53°C. - Alternate EEC mode operation; MEL 73-21-02 - Contaminated Runways; - Potential Windshear conditions exist. - At Pilots discretion full thrust can be used. - If the ZFW changes by 3000 kgs the commander may request a new OFP nd After 2 failure send message to DXBOVEK A single line means there is 5 meters of paper left. A double line means there is 2 meters of paper left. 1 ENT Generates a doorbell tone in the cockpit - 345 ENT will open the Door after 30 seconds. If denied keypad is inhibited for :10 min. - Must only be used if Pilot Incapacitation is suspected. Door Entry Code 123 ENT Must not be occupied when the aircraft is below 25,000 feet. Minimum for DXB departures 1500psi Out stations approximate min 1,000 psi. If lower check manual for dispatch requirements.

Reference

FOM Chap 14 page 3

FOM 2.8

FOM 14.2

FOM 12.2

FOM 4.2 FOM 18.17.2 FCI 2007-97 FOM Chap 3.4.10 FCI 2007-080 FOM Chap 15 page 5 FOM 18.13 FCOM Bulletin 10R3 Instructor Technique

FCOM 11.40.42 FCOM NP.21.26 FCOM SP2.1 FCOM 11.40.42 RTOW Chart User’s Manual 1-10

FOM15.4 FCOM SP.16.1 FCOM.SP.16.19

FOM 11.4.1 FCOM SP. 5.3

FCOM S.P.1.2 FCOM S.P.1.2 FOM 10.10 FCOM 1.47.2 FCOM 1.46.5 Daily Inspection Sheet FCOM PD Crew Oxygen

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Item

Limit / Policy

Reference

Useful Telephone Numbers

SMNC ............................................................................................................................. 971 4 229 6061 971 4 218 2200 FDM ......................................................................................... [email protected] 971 4 229 8089 971 4 218 4410 DISPATCH ..............................................................................................Duty Manager 971 4 708 1012 Dispatch General 971 4 708 1014 971 4 299 1042 MCC .........................................................................................mcc@emirates.com 971 4 208 5540 971 4 208 5539 971 4 208 5710 971 4 208 5711 FAX 971 4 224 4380 Crew Control ................................................................................................................... 971 4 218 2221 971 4 218 2220 CBC ................................................................................................................................ 971 4 218 4407 971 4 218 4408 CS Transport .................................................................................................................. 971 4 218 4537 971 4 218 4540 971 4 218 4539 971 4 218 4538 Medlink ....................................................................................................................... 001 602 236 3627 Ed Davidson ........................................................................................................Office 971 4 703 6408 Mobile 971 50 550 8351

Caution With the move to the new HQ these numbers may have changed

PIC Responsibility for the Passengers. Passenger Care

P R E F L I G H T

6. LIMITATIONS AND POLICIES

INAD

DEPO

Prisoners

Disabled Passengers

Wheel Chair Codes

Pregnant Passengers

Falcons Human Eyes Aircraft Designators

The PIC becomes responsible for the Passengers when he accepts the release of the aircraft from an authorized member of the ground staff, the aircraft doors are closed, and the boarding ramps are withdrawn. Flight and Cabin Crews must be on board whenever passengers are on board or embarking/disembarking at all stations. One member of Flight Crew will be sufficient to meet the above requirement. - INAP Inadmissible Passengers are not limited to any number and do not require special authorization to travel. - For INAD pax a C15 form must be completed by ground staff and given to the Purser and PIC. - Emirates Security evaluates each DEPO and determines if they may travel unaccompanied or require an escort. - No more than 1 unaccompanied DEPO should be carried on any flight with an exception permitted for families. - If more than one unaccompanied DEPO is to be carried, prior approval and authorization Chief of Group Security is required. - No more than a total of 8 DEPOs and Prisoners should be carried on any flight. - If the total number of DEPOs and Prisoners exceeds 8 the Chief of Group Security or his deputy must give permission and provide Flight Operations with the required criteria. - For DEPO pax a C15 form must be completed by ground staff and given to the Purser and PIC and their travel documents and tickets are handed to the Purser or SFS. - Emirates Security evaluates each Prisoner and determines if they may travel. - Prisoners are escorted at all times and remain under close supervision of the escort. - For prisoner pax a C15 form must be completed by ground staff and given to the Purser and PIC and there travel documents and tickets are handed to the Purser or SFS. - Ambulatory Passengers… no Restrictions - Non-Ambulatory Passengers… must be able to feed themselves and manage own body functions… if not the must be accompanied by an able body person/attendant. - PIC must be advised of all passengers who could require special assistance in the event of an evacuation. WCHR Pax can exit aircraft, use steps but cannot walk long distances. When ordering a wheelchair WCHS Pax can exit aircraft, but cannot use steps but or use the appropriate code. walk long distances. WCHC Pax are completely immobile and require wheelchairs to and from their cabin seats. th - No Letter is required up to the end of the 27 week; th - When a pregnancy has entered the 28 week a medical certificate or letter is required stating fitness to fly and confirming the delivery date. - The letter must be returned to the passenger after verification. th - No approval required from Medical services up to the end of the 36 week. nd - Multiple pregnancies accept up to the end of the 32 week. - The number of falcons on a wide body aircraft should not exceed 15 - Economy or Business 1 per seat, if additional seat purchased an additional 2. - First Class 2 per seat, if additional seat purchased an additional 3. - SVPFO or rep may grant exceptions for VIP passengers. - Treated as unaccompanied valuables and stored in lockable stowage in the cabin. - E6 Locker Stowage waybill form will be filled out and Captain advised via NOTOC. Standard aircraft identifications The following new ICAO aircraft designators are are required in the Tech Log. shown in the ICAO ATS-FPL: Boeing 777-200 ................. B772 B-777-200ER ...... B772 B-777-200LR .....B77L B-777-300 ........... B773 B-777-300ER ......B77W Boeing 777-300 ................. B773

FOM 16.1.1 FOM 16.1.3

FOM 16.1.6

FOM 16.1.6

FOM 16.1.6

FOM 16.1

FOM 16.10.3

FOM 16.1.8

FOM 16.2.3 FOM 16.2.3 Company NOTAMS FOM 15.3.2

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6. LIMITATIONS AND POLICIES

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Item

Limit / Policy

Reference

Daily Inspection

- The Validity period of a Daily check is 48 hours. - The inspection must not expire before the planned arrival time.

FOM Chap 15.3.3

(sufficient time to divert and recover the aircraft should be considered)

MEL Repair Intervals

MEL Deferred Defect DD Types

Stations without an Authorized Engineer Use of Conti. Fuel

P R E F L I G H T

STATUS messages

Dispatch

Use of MEL after Dispatch

A ................................................................................................... Specified Interval B ...................................................................................................................... 3 days C .................................................................................................................... 10 days D .................................................................................................................. 120 days - The time period specified shall start at 00:01 UTC on the day following the day of discovery. - Day of Discovery: The calendar day an equipment/instrument malfunction was recorded in the aircraft maintenance log and or record. This day is excluded from the calendar days or flight days specified in the MEL for the repair of an inoperative item of equipment. This provision is applicable to all MEL items, i.e. categories “A, B, C, & D. P ............................................. Performance Penalty, Autoland or ETOPS restriction R .................................................................................................... Repeat Inspection M ........................................................................................ No Performance / Penalty C ............................................................................ Passenger Cabin / Entertainment L................................................................................................................ Loan / Pool N ....................................................... Any other defects not covered by above codes The PIC is authorized to certify the Tech Log for: 1) Refueling 2) Transit Checks 3) Transfer of acceptable Defects to the ADD section Contingency fuel can be used after the fueler disconnects. - STATUS messages are checked prior to engine start and the condition should be corrected or dispatched per the operator’s MEL. - There are no inflight crew procedures associated with STATUS messages. - STATUS messages are inhibited from beginning of first engine start until :30 minutes after lift-off. - The moment at which the Ground Engineer is released prior to taxi. - ETOPS Items are to be considered as Inflight Dispatch Items - MEL does not apply. - Continuation of flight is at Captain’s discretion. - Consult EICAS complete required FCOM/QRH procedures. - Contact Company and review situation. (FMGS or RM Chapter 10) - Review MEL for considerations. Return to the stand if: o Failed equipment does not allow the continued safety of the flight. o If maintenance actions are required. o Continuing the flight with the failed equipment is determined inappropriate.

MEL Preamble MEL Definitions 2.00-01-00.2

Tech Log Page Divider

FOM 16.3.3.2 FOM 11.1.2.3 FCOM 15.10.2 MEL Section 1 General EICAS Mess. page 2 MEL Preamble FOM 19.1.6

MEL Section 2 Introduction MEL Preamble

(e.g. can the problem be repaired or dispatched from the destination airport) Check Performance for return flight

MEL Concession

- Used to dispatch an aircraft with unserviceabilities not normally permitted by the MEL. - Initiation of a request must be the Commander’s exclusive prerogative. - The aircraft commander must receive a written copy of any concession prior to dispatch and this copy is to be kept with the aircraft Technical Log.

Tire location for entering defects

Window Locations for reporting window heat problems

Power Outlets

Circuit Breakers

QRH Checklists by Recall

MEL Section 0 Introductions Concessions FOM 15.3.2

FCOM 14.10.6

1

2

MEL 30-41 3

Medical Power Outlets locations are described in FCOM AIRPLANE GENERAL. - A ground reset of a CB by the flight crew should only be done after maintenance has determined that it is safe to reset the CB. Any tripped CB event must be recorded in the Tech Log or Cabin/IFE Defect Log. - Flight crew reset of a tripped CB in flight is not recommended; however, if not prohibited by manufacture’s instructions a tripped CB may be reset after a 2 min cooling period if in the captains judgment the Tripped CB would have a significant adverse effect on safety. - Flight crew cycling of CBs to clear non-normal conditions is prohibited unless directed by a non-normal checklist or FCOM procedure/bulletin. - Resetting of buss tie sws on ground after ELEC BUS ISOL EICAS message comes on after engine start is permitted. The Pilot flying may direct reference procedures to be done by recall if no hazard is created by such action, or if the situation does not allow reference to a checklist

FCOM 1.30.26

FOM 17.11

EKIB-8R1 QRH CI.2.5

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Item Flight Time Limitations

Take-off/Landing Requirements

Days Off

P R E F L I G H T

Documents Required on Board

Prioritization of Manuals

FOM Part A Chapters

FOM Part B Chapters

MEL Chapters

FCN Validity

6. LIMITATIONS AND POLICIES

28 April 2008 STUDY GUIDE

Limit / Policy - 100 hours in 28 days - 900 hours in 12 months - At least one take-off and landing as PF in an aircraft or simulator within the preceding 35 days. Emirates Policy - In exceptional circumstances the SVP-FO or his nominated deputy can alleviate all recency requirements except CARS-OPS 1.970. - 3 take-offs and landing as PF in the preceding 90 days. CARS-OPS 1.970 - May be exceeded up to 120 days by flying under supervision of a Training Captain. - Beyond 120 days the recency requirement must be satisfied by simulator training. - Crew Members shall not be on duty more than 7 days between days off, but may be th positioned to the usual operating base on the 8 day provided they are allocated at least 2 consecutive days off. - Crew members shall have 2 days off in any consecutive 14 days following the previous 2 consecutive days off. - Crew members shall have a minimum of 7 days off in any consecutive 28 days. - Crew members shall have an average of at least 8 days off in each consecutive 28 day period, averaged over three such consecutive periods. AIRCRAFT DOCUMENTS CREW DOCUMENTS 1) C of R 1) Crew Licenses 2) Crew Passports 2) C of A Check Date 3) Certificates of vaccination. 3) Original Copy of Noise Certificate 4) Copy of LPC/OPC 4) Original Air Operator Certificate. 5) Company ID card 5) Aircraft Radio Station License Check Date 6) Third party liability insurance certificates. Check Date MANUALS FLIGHT SPECIFIC DOCUMENTATION 1) FOM 1) OFP 2) FCOM Vol 1 2) Aircraft Tech/Journey Log 3) QRH 3) Filed ATS flight plan 4) MEL 4) NOTAMs 5) Weather 6) Load and Trim Sheet 7) Notice of Special Pax C15 8) NOTOC 9) Maps and Charts 10) FCIs 11) Forms Binder The FOM shall take precedence over all Manuals. The FCOM shall have second priority after the FOM. FCIs may supersede any document except the AFM. Jeppesen Manual takes precedence over OM-C/RAIG 0) Definitions and Abbreviations 1) Duties and Responsibilities 2) Company Regulations 3) Training, Checking, Qualifications, Recency 4) Flight Crew Rostering 5) Administrative Instructions and Forms 10) Safety and Security 11) Fuel Policy 12) Flight Preparation & Planning 13) General Flight Rules 14) General Crew Procedures 15) Normal Operations 16) Handling Operations 17) Use of Equipment 18) Adverse and AWO 19) Special Operations 20) Abnormal Operations 21) Flight Time Limitations 0) Introduction, Concessions, ETOPS Sensitive Items, Autoland 1) EICAS Messages 2) MEL 3) CDL… Now relocated to the AFM 4) MISC - 3 months from date of issue.

Reference FOM 21.1

FOM 3.4.4.1

FOM 21.20.4

FOM 2.1

FOM 2.1 FOM 13.4

FOM

FOM

MEL

FOM 2.1

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LIDO Route Manual. GENERAL PART PFL IFL ADR MET NAV COM RAR LAT ABB SAI BUL ADM

Preflight Inflight Aerodromes Meteorology Navigation Communication Rules and Regulations Legends and Tables Abbreviations Special Airline Info Bulletin Administration

- Approach add-ons for failed or downgraded ground equipment.

NETWORK PART CRAR AOI

Country Rules and Regulations 1-10 Airport Operations Information

AFC

2-10 Airport Facility Chart

AGC APC

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

LVC EOSID

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

SID

4-X0 Departure Chart

SIDPT

5-10 SID Procedure Text

STAR

6-10 Arrival Chart

STARPT IAC

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

VAC MRC FAM TEMPO

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

Visual Approach Chart Minimum Radar Vectoring Chart Familiarization Chart Tempo Chart

- Contains differences to ICAO Standard. (Aerodrome specific differences located on the AOI page). ‐ General 1-10 .. Airport Hours Airport Information (RFF, PCN) Operation Pref Runway, Rwy/Taxi restrictions APU restrictions. Warnings Arrival 1-20 . Speed Communications .. Com Failure Procedures Arrival Procedures Vis approach, Diversions, LAHSO, and Reverse. Warnings Departure 1-30 . Take-off Minima  Speed Communications .. Com Failure Procedures ATC Slot, Clearance Deicing Departure Procedures Warnings ‐ Plan view, runway Information, and communication information ‐ Quick reference for approach and landing, after take-off and in case of emergency. ‐ Minimum Grid Altitude (MGA) provide 1,000 feet protection below 6,000 ASL and 2,000 feet protection for 6,000ASL and above. ‐ MGAs above 10,000 are in red. 101 ‐ Taxiways with limitations are shaded in brown. Limitations detailed on the AOI pages. ‐ Parking bays with a solid arrow are pushback bays, with an open arrow are self maneuvering bays. ‐ Altitudes in red represent Minimum Terrain Clearance altitudes up to the IAF. ‐ At or above 9600, at 9600, at or below 9600. ‐ Altitudes in red represent Minimum Terrain Clearance altitudes up to the IAF. ‐ At or above 9600, at 9600, at or below 9600. ‐ Lists departure frequencies, changeover instructions, and departure gradients >3.3%. ‐ Details of SID. ‐ Altitudes in red represent Minimum Terrain Clearance altitudes up to the IAF. ‐ At or above 9600, at 9600, at or below 9600. ‐ Total approach distance indicators at the start of each transition to the FAF/FAP. ‐ Name of chart is in upper right side and required equipment is listed. ‐ Altitudes in brackets indicate obstacle clearance at cold temperatures.

ENROUTE PART RFC

Route Facility Chart

RFC Supp. IOI

RFC Supplement Intermediate Operational Inform.

‐ Enroute Charts are oriented to True North. (Some may be oriented for polar grid navigation) ‐ Minimum Grid Altitude (MGA) provide 1,000 feet protection below 6,000 ASL and 2,000 feet protection for 6,000ASL and above. ‐ MGAs above 10,000 are in red. 101 ‐ HF frequencies and IFR cruising altitudes ‐ Chart NOTAMS

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6. LIMITATIONS AND POLICIES

METAR / TAFOR Abbreviations

P R E F L I G H T

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6. LIMITATIONS AND POLICIES

Application of TAF

28 April 2008 STUDY GUIDE FOM 12.2

P R E F L I G H T

No Forecast Weather

If no forecast is available for a selected airfield, it must be considered as being below Company minima for planning purposes.

FOM Chap 12 page 12

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Item Critical Phases of Flight

Cabin Spraying Procedure

Cargo Smoke after Cargo Hold Spray with no evidence of smoke

P R E F L I G H T

Alternate Airport Planning Minima

Take-off Alternate

28 April 2008 STUDY GUIDE

Limit / Policy

Reference

1) Taxi to 10,000 AAL. 2) Approach to Land below 20,000 AAL, and Landing. 3) All other Flight Operations below 20,000 feet. - No Distractions permitted. - Sterile Cockpit procedures. - Restricted Electronics Devices must be switched off - Spraying should commence once catering is onboard and before passengers are boarded. - Packs are turned off and turned on 5 minutes after spray completed. - Overhead/Side lockers open all doors closed except L1. - 3 Cans sprayed, 1 row / sec. - 4 cans sprayed into Cargo hold, Aircraft Hold Disinfection Certificate completed and given to Purser… Cabin Certificate completed by Purser. - “ATTENTION CREW AT STATIONS”. - On ramp have Ground Personnel inspect Cargo Hold. o Aerobridges must be connected and/or Passenger Doors armed. FOM 20.3 - On taxiway or runway request Fire Department to inspect Cargo Hold. o Aerobridges must be connected and/or Passenger Doors armed. FOM 20.3 - Next call “CABIN CREW REVERT TO NORMAL OPERATIONS” or “EVACUATION CHECKLIST”. - Weather required before Dispatch: APPROACH MINIMA AVAILABLE CAT III CAT I CAT II CAT I + 100 ft / 300 m CAT I Non-precision 600 feet / 2,000 meters Company circling minima-higher of Jepp, or 1,000 feet/5,000 m. Non-precision or, if no circling available- NP approach + 200 feet / 1,000 m. Circling 1,200 / 5,000 meters - Nav aids required to designate an airport as an Alternate: (Terminal radar is a Nav Aid) o Wx CAVOK One Serviceable Nav Aid. o Wx less than CAVOK 2 serviceable Nav aids - Weather required after Airbourne: o Only Jeppesen chart minima need be considered. - When Performance or Met conditions preclude a return to the departure airport a take-off alternate airport must be selected. - Within a distance of NON-ETOPS aircraft 420nm ETOPS aircraft 840nm For USA Ops 420nm

FOM 0.1

(as long as no ETOPS MEL restrictions apply)

-

Required weather 1 hour before and 1 hour after ETA above applicable landing minima. CAT II and III minima are applicable and ceiling is required for non-precision approaches. USA Ops require weather above USA Alternate Minima. Any limit. related to one engine inoperative operations must be taken into account.

FOM 13.1 FOM 15.2 FOM 17.1

OM-C RAI G Chap 2 Pg. 79

Personal Procedure

FOM 12.4

FOM 12.4

USA Departure and T/O Alternate Planning Minima FOM 19.10

NAV aid NOTAM Ground checked only Night Operations HAIL and LIAL unserviceable

May be used for enroute navigation, but not as an approach aid. - Runway edge and stop end lights are required for takeoff. - For night operations at least runway edge, threshold, and runway end lights must be on. Add 900 meters to the minimum visibility to a minimum of 1500 meters for planning purposes.

FOM 17.4 FOM 15.7.1 FOM 17.5 FOM 17.5

EMIRATES B-777

Item

Limit / Policy

Reference B-772 B-772ER B-772LR

PCN Values (Medium subgrade @ MLW)

B-773 B-773ER -

P R E F L I G H T

LMC

Minimum Number of Cabin Crew

Engine/Tailpipe Fires

Admission to the Flight Deck

28 April 2008 STUDY GUIDE

6. LIMITATIONS AND POLICIES

Page 61 of 158

Rigid .............37 Flex...............34 Rigid .............42 Flex...............36 Rigid .............47 Flex...............41 Rigid .............53 Flex...............46 Rigid ............55 Flex...............47

All weights including fuel may be amended. Less than 300 kgs. no changes required. Max change of 8 passengers. Max change of 3 crew. 300 kgs. to 1,000 kgs. adjust the ZFW TOW LW. More that 1,000 absolute numerical number request new computer loadsheet. More than 1,000 absolute numerical number changes on a manual loadsheet only require a new trim sheet. - MAC must not change by more than 1.2%. PASSENGER WEIGHTS Child ....................................... 38kg Crew without bags ........... 85kg Infant....................................... 10kg Crew with bags .............. 100kg Bag ......................................... 20kg Male ................................. 85kg Female ............................. 70kg Live animals are classed as A B C D E and limits are in FOM 16.2.3 - Dangerous Goods must never be loaded in the BULK cargo hold. FOM 16.2.4 International Mail will only be offloaded after all other cargo. FOM 16.2.3 - Perishable cargo will be loaded in the AFT or BULK cargo holds. FOM 16.2.3 - Perishables packed with cooling agents can be loaded in the FWD or AFT compartments but can not be loaded in the BULK compartment. 772 8 Cabin Crew 773 10 Cabin Crew - The use of mini-suits is prohibited unless an additional attendant above the minimum required by the applicable operating rules is present and whose primary duty is to ensure that the minisuite doors are properly latched in the open position for taxi, takeoff, and landing. - Can be reduced by 1 if the associated cabin door is considered inoperative. See for MEL for further restrictions. - For any engine/tailpipe fires, the Fire Department must be called to assist as soon as possible. Authorized persons include: - His Highness the Chairman.* - UAE GCAA Inspectors. - Vice Chairman and Group President.* - Ops staff on the Gen Dec. - Flight Dispatchers on official duty. - President of Emirates Airline.* - Engineers and if required Traffic Personnel. - Exec VP Eng. and Ops.* - Auditors from other airlines… - Div. Senior VP Flt Ops.* - Trainee Cabin Crew for their “supp. visit * This authorization and approval is not applicable whilst the aircraft is in UK or - Emirates Group Staff on Duty or Canadian airspace. emergency travel….”This authorization and approval is not applicable whilst the aircraft is in Canadian airspace. - When a training captain is on board to fulfill a training requirement, he will take precedence over any other requirement for the seat. - The Commander decides on the assignment of any vacant crew seats. - Vacant cabin jump seats are not to be used for takeoff and landing. - If a person carried on a jump seat is not a part of the operating crew they must be in possession of a valid passenger or staff ticket.

FOM 15.13 Jeppesen Manual Airport Directory Page 18-19 FOM 20.3.7

FOM 16.2.2

FOM 16.2.3 FOM 16.2.4

FOM 14.4.2 AFM page 12A MEL 52-11-1 FOM 20.3.2 FOM 14.5

FCI 2007-95

FCI 2007-62

FOM 14.5.2

EMIRATES B-777 Page 62 of 158

Item

6. LIMITATIONS AND POLICIES

Limit / Policy

- Is renewed annually at the annual recurrent training program. Before Dispatch….Above ETOPS Enroute weather Planning Minima ETOPS Alternate Wx After Dispatch…….SA and FT indicate weather will remain at or above Aerodrome Requirements Operating Minima ETOPS Pre-Dispatch Alternate Wx Requirements ETOPS Validity

P R E F L I G H T

28 April 2008 STUDY GUIDE

Reference FOM19.1.1 FOM 19.1.4 FOM 19.1.4

EMIRATES B-777 6. LIMITATIONS AND POLICIES

Page 63 of 158

Item

Limit / Policy -

Cargo Heat -

Instructions for the location and temperature requirements of live animals. If NOTOC temperature requirements cannot be achieved it is OK to accept the Cargo. This temperature is a target for the crew to try to achieve. The crew will not be held accountable. Sky Cargo have made the decision to accept the cargo fully cognizant of the fact that the requested temperature may not be achieved. (Letter from Capt Sameer Moorjani, Deputy chief Pilot Airbus) BULK and AFT Compartments are heated. Low +4°C-+10°C. High +18°C -+24°C.

28 April 2008 STUDY GUIDE

Reference

FCOM 2.10.4

Cargo Locations

Dangerous Goods

P R E F L I G H T

- Items labeled “CARGO AIRCRAFT ONLY” are prohibited from carriage on Emirates aircraft. - Flight crew shall have completed initial or recurrent Dangerous Goods training within the preceding 24 calendar months. - For Emirates operations Dangerous Goods must never be loaded in the BULK cargo hold of the aircraft. - Perishables packed with cooling agents cannot be loaded in the Bulk hold. - Dry ice is limited to a total of 1,000 kgs in the FWD and/or AFT cargo holds - No Dry Ice is allowed in the BULK cargo hold. - When there is a flight crew change at a Transit Station the NOTOC must remain on board. After the aircraft arrives at the destination where the Dangerous Goods are to be offloaded, the NOTOC is no longer required. - On flights to or from the USA the NOTOC must contain a telephone number that can be contacted during an in-flight emergency to obtain information on any DG onboard.

FCOM 2.10.4 FOM 16.2.4 FCI 2008-003

(See ICAO ERG page 5… CHEMTREC 1 202 843 7616 / 1 800 242 9300, or CANUTEC 1 613 996 6666)

RFF Requirements

ETOPS Suitable Airport

ETOPS Verification Flight

ETOPS Re-routing or Diversion Decision Making

Destination ........................................................................................................ CAT 9 Destination Alternate ........................................................................................ CAT 8 ETOPS Suitable Alternate more than 180 minutes away (200LRs & 300ERs only) . CAT 7 ETOPS Suitable Alternate ................................................................................ CAT 6 ETOPS Adequate Alternate .............................................................................. CAT 4 Destination and Destination Alternates may be lowered by 1 Category by the VPFO. All may be lowered by 2 categories by the GCAA. - An Adequate airport is considered Suitable for dispatch purposes when it satisfies the ETOPS dispatch requirements in terms of ceiling and visibility minima within a period one hour before the earliest time of use to one hour after the latest time of use. In addition, the forecast crosswind component, including gusts, must be within the specific aircraft limitation. Condition Crosswind Limit ETOPS 80% Crosswind Limit Dry 40 32 Slippery 35 28 Contaminated 20 16 Ice 15 12 - Runway conditions should also ensure that a safe landing can be accomplished. - An Adequate airport is considered Suitable for purposes of in-flight diversions when meteorological conditions indicate that the ceiling and visibility are above the published JEPP landing minimas. • Engineering will make an entry in the Defect Column of the inbound flight “ETOPS VERIFICATION FLIGHT REQUIRED” they will then sign it off and move it to the ADD section of the Tech Log. • After completing 90 minutes of the flight the captain will record in the Defect column of the Tech Log “ETOPS VERIFICATION FLIGHT SATISFACTORY”. Rerouting or Diversion Required • Failures occur requiring a diversion to the nearest airport in accordance with the FCOM. • Failures occur requiring a non-ETOPS routing in accordance with the FCOM. (NAT MNPS, RNP, RVSM) • Excessive fuel consumption exceeding available ETOPS critical fuel reserves. • Weather at nominated suitable airport(s) go below the company operating minima or become unsuitable for an reason prior to reaching entry point. Note that the MEL is not applicable after dispatch inflight and should not be considered limiting at this stage. It should be used for crew information only.

FOM Chap 12 page 13 FCI 2007-81 FCI 2008-06

FOM Chap 0 Page 9 FOM Chap 19 Page 6

FOM 19.1.5

FOM 19.1.6 FCOM SP 20 FCOM SP 21 FCOM SP 22

EMIRATES B-777

Marshalling Signals

Hand signals from the CAA Visual Aids Handbook

Description of Signal

T A X I

28 April 2008 STUDY GUIDE

6. LIMITATIONS AND POLICIES

Page 64 of 158

Meaning of Signal

Handy Info Description of Signal

Meaning of Signal

EMIRATES B-777 Description of Signal

T A X I

28 April 2008 STUDY GUIDE

6. LIMITATIONS AND POLICIES

Page 65 of 158

Meaning of Signal

Description of Signal

Meaning of Signal

EMIRATES B-777 6. LIMITATIONS AND POLICIES

Page 66 of 158

Item Taxi fuel consumption

Icing Conditions

CM2 Taxi Restrictions

Minimum Width of Runway Maximum taxi speed

T A X I

Aircraft Codes for Taxiway limitations

Width of Main Gear

Limit / Policy

28 April 2008 STUDY GUIDE

Reference

2500 kgs/hr Rule of Thumb - OAT is 10C or below and; - visible moisture is present, (Visibility is less than 1 sm or 1600 M). - or standing water, ice, or snow is present - If OAT is 3°C or Below do an engine run-up to 50% N1 for approximately 1 sec duration every 60 minutes. - Not permitted to taxi if the parking guidance system requires the aircraft to be aligned and stopped with the eye position of the left hand seat. In this case CM1 must taxi the aircraft from final turn to the parking stand. - Not permitted to do a 180° turn. Minimum width of runway for Emirates operations is 45 meters. In cases were runway is less than 45 meters approval of the VPFOT is required. Minimum width of cleared runway for operation on Contaminated Runways 30 Meters. 30 kts. 10 kts. for a slippery surface Crews may exceed these limits when backtracking on an active runway. Code Max Wing Span Max Width of Main Gear A 15m 4.5m B 15m-24m 4.5m up to but not including 6m C 24m-36m 6m up to but not including 9m D 36m-52m 9m up to but not including 14m E 52m-65m 9m up to but not including 14m F 65m-80m 14m up to but not including 16m 11 Meters

FOM SP.16.8 FOM 15.6 FCI 2007-052 FOM Chap 15 page 5 FOM 18.13 FOM Chap 15 page 22 FCI 2007-68 JEPPESEN Introduction Chart Glossary Page 1 FCOM SP.1.8

200 and 300 Wingspan

772 ............................... 25.9 Meters 199’11” 60.9 Meters

200LR / 300ER Wingspan

212’7” 64.8 Meters

FCOM 1.10.3

Turning radius for a 772

155.8 feet, 47.5 meters for nose gear

FCOM 1.10.4

Turning radius for a 773

183.8 feet, 56 meters for nose gear

FCOM 1.10.4

Wheel Base

777-200 .......................................... 38.4 777-300 .......................................... 43.6 777-300ER ..................................... 43.7

180° less than 45 meters Not an Emirates approved procedure Tiller Steering NITS Briefing to Purser

Passenger briefing also

773 .................................. 31.2 Meters

FOM SP.16.5

Is not recommended above 30 kts.

FCOM SP.1.8 FCOM 1.10.2

FCTM 2.12 FCTM 3.5

NATURE INTENTION TIME SPECIAL CONSIDERATIONS Prior to 80 knots

R T O

RTO Decision Making

-

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

After 80 knots -

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

QRH MAN.1.2 Instructor Briefing

EMIRATES B-777 Page 67 of 158

Item FO Restrictions Takeoff Minima USA Operations

6. LIMITATIONS AND POLICIES

28 April 2008 STUDY GUIDE

Limit / Policy

Reference

No ops on contaminated runways. No crosswinds in excess of 20 knots. Take-off vis. Is more than 500 meters. - Refer to 10-AWO for Takeoff Minima. - If 10-AWO is not published the Standard min. in the Jepp. Airport pages apply. - For lower than standard minima see FOM Chap 19 page 29. - A pilot in command shall not take-off from an aerodrome under IFR unless the weather conditions are at or above the weather minimums for IFR take-off prescribed in the Jeppesen Airways Manual. - Where special State approval has been obtained for a reduction in take-off minima to below that in the Jeppesen it will be shown on the 10-AWO chart. - The company minima for take-off will never be less than that shown below.

FOM 3.4.10 FCI 2007-080 FOM Chap 19.10

Minimum Vis. for Takeoff FOM 15.7.1

T A K E O F F

- When no reported met visibility or RVR is available the Captain may determine that sufficient visibility reference exists. Runway edge lights = 60 meters - Centerline lights = 15 meters - When Performance or Met conditions preclude a return to the departure airport a take-off alternate airport must be selected. - Within a distance of NON-ETOPS aircraft 420nm ETOPS aircraft 840nm For USA Operations 420nm - Required weather 1 hour before and 1 hour after ETA above applicable landing minima. CAT II and III minima are applicable and ceiling is required for nonprecision approaches. USA Ops require weather above USA Alternate Minima, at the time of departure and ETA, ceiling and visibility are required. - Any limit. related to one engine inoperative operations must be taken into account. USA Alternate Minima

Take-off Alternate

FOM 15.6

FOM Chap 12 page 12 Company NOTAM FOM 19.10

FOM 19.10

EMIRATES B-777 6. LIMITATIONS AND POLICIES

Page 68 of 158

Item

Limit / Policy

28 April 2008 STUDY GUIDE

Reference

Prior to 80 knots

Reject Takeoff Items

-

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

QRH MAN.1.2

Instructor Briefing

After 80 knots

Maximum speed

Night Operations

Icing conditions

T A K E O F F

Min Altitude for turns Max bank angle Tail Strike

-

Fire or fire warning Engine Failure Predictive Windshear Warning If the airplane is unsafe or unable to fly Below 10,000 AAL in climb and descent 250kts IAS or VREF30 +80 whichever is greater. Between 10,000 AAL and 5,000 AAL speed may be increased by crew’s discretion with ATC approval. - Below 5,000 AAL compliance is mandatory. - Runway edge and stop end lights are required. for takeoff. - For night ops. at least runway edge, threshold, and runway end lights must be on. - OAT is 10C or below and; - visible moisture is present, (Visibility is less than 1 sm or 1600 M). - or standing water, ice, or snow is present - If OAT is 3C or below do an engine run up to 50% N1 for approximately 1 sec duration every 60 minutes. - If Engine Anti-ice is required and the OAT is 3°C or below, the take-off must be preceded by a static run-up (RR 50%N1) (GE to as high a setting as practical) to confirm stable engine operation before the start of the take-off roll. - Turns shall not normally be initiated below 500 AGL, unless specifically required by the SID, obstacles, or noise abatement procedure. - For all phases of flight while carrying passengers is 30°. 777-200 – Accomplish TAIL STRIKE checklist and land at the nearest suitable airport. 777-300 – If no EICAS message continue the flight

Standard Engine Out Procedure

FMS Offsets Max Wind

Noise Abatement Procedures

FOM Chap 15 page 5 FCI 99/2005 FOM 15.7.1 FOM 17.5

FOM SP.16.5 FOM SP.16.8 FOM 16.10

FOM 15.7.3 FOM 15.7.3 FCOM Bulletin 12

FCOM NP.50.2

Offsets are not available while on a SID, STAR, or Transition. If the surface mean wind speeds of 60 kts or above are reported, takeoff or landing is not authorized and the airfield must be considered closed

FCOM 11.42.15 FOM 18.15 page 24

EMIRATES B-777 6. LIMITATIONS AND POLICIES

Page 69 of 158

Item Best Rate of Climb Speed Best Angle of Climb Speed RVSM Operations

Limit / Policy VREF 30 + 140 On VNAV CLIMB page - RVSM airspace is where aircraft are separated vertically by 1,000 feet between FL290 and FL410 inclusive. -

Required Equipment located in FCOM SP21. Dispatch is to include the letter “W” in the ATC Flight Plan. At least two main altimeter indications on standard setting must be within 200 feet in flight. - V/S speed must always be carefully monitored, although when the Auto-flight system is operated in VNAV it is designed to take into account TCAS performance when determining vertical rates for altitude capture.. If not climbing in VNAV when approaching cleared level, V/S should be monitored to keep speed within 500-1000 ft per minute. Do not exceed 1500 ft per minute. - ALT SEL SET and Select (Starts Climb and changes THRUST REF to CLIMB) - V/S Select and Set - IAS/MACH Selector to MACH if required - Monitor Thrust to maintain IAS, reduce V/S if required

28 April 2008 STUDY GUIDE

Reference FCTM 4.4 FCTM 4.4 FCOM SP21 FCOM SP21 ALTEON CBT FOM 19.8 FCI 2007-85

Instructional Technique (Not required if operating in VNAV)

C L I M B

As of November 21, 2007 it has been reported that China will implement RVSM airspace. Please check Jeppesen Charts to confirm that these levels are available.

EMIRATES B-777 Page 70 of 158

Item OFP items be completed

Crew Oxygen inop. in flight Minimum Speed at Altitude LRC Optimum Altitude 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 Pass. Ent. System

6. LIMITATIONS AND POLICIES

Limit / Policy - TOC fuel remaining. - At significant waypoints ETA, revised ETA, and ATA. - At :30 intervals Fuel Remaining, Wind, SATor ISA deviation - TOD fuel. - If diverting fuel remaining at time of diversion. Get portable oxygen bottles from cabin and descend to FL 250. Check Hold Speed Use Cost Index of 140 or select LRC on FMS Cruise page. The FMC does not apply wind corrections to LRC. 578-Weight in Metric Tons.

Maint. Communication ATC Satellite Coms. Medical Assistance SATCOM

Reference FOM 15.1

FOM 17.6 Instructor technique CBT FCTM 4.7 Rule of Thumb

Increases 100 feet every :10 minutes. Rule of Thumb OPT ............ - With ECON speed selected, displays altitude which minimizes trip cost based on weight and cost index. - With LRC, EO, CO, or SEL speed selected, displays altitude which minimizes trip fuel based on weight. - Does not reflect the effect of speed if speed intervention is selected. - Provides 1.5 G Protection and 48° Bank Protection. 2,000 Above bank protection is 40°. MAX ............ - Displays maximum sustainable altitude based on: • Current gross weight • Temperature • Number of engines running • Cruise reference thrust limit set by airline (CRS or CLB) • Speed (ECON, LRC, SEL, EO, or CO) option • Residual rate of climb default set by airline (range 100-999 fpm) • Disregarding altitude or speed constraints • Does not reflect the effect of speed intervention • If the limit is due to buffet or maneuver limited altitude o 777-200, 777-300 provide (FAA .2G margin or 33° bank protection) (CAA/JAR .3G margin or 40° bank protection) o 777-200LR. 777-300ER provide (CAA/JAR .3G margin or 40° bank protection) RECMD ....... - Displays the most economical altitude to fly for the next 500 nm based on gross weight; selected cruise speed, including specified cruise speed segments; and constant altitude cruise over a fixed distance taking into account the route of flight, entered winds, and temperature forecast. The FMC evaluates altitudes up to 9,000 feet below the current CRZ ALT and up to MAX altitude. Recommended altitudes are selected consistent with the step climb schedule and specified step size. If a step size of zero has been selected, the recommended cruise level is selected assuming a 2,000 feet step size. The recommended cruise level is set to CRZ ALT when within 500 nm of the T/D Note: The recommended altitude may be above or below cruise altitude. Refer to RTE DATA and WIND pages for wind and temperature data. Door R4 (772) or R5 (773) Center of Life Raft Cabin crew will use the phrase ”A Passenger Demands to come to the Flight Deck”. 1) Ensure cockpit door is closed and remains locked. 2) Select Transponder to 7500. 3) Advise ATC with as much info as possible. (Attempted Hijacking or Actual…has the cockpit door been breached)

4) Plan to land ASAP at a suitable airport of choice. 5) Advise Network Control Center use SATCOM if available. - Max altitude to pressurize the aircraft 22,000 feet The Captain must be advised prior to and after repairs are made.

Replacement by Cabin Crew

Oxygen requirements

28 April 2008 STUDY GUIDE

Flight Crew - Flight Crew must use oxygen whenever the cabin altitude is above 10,000 feet. - A pressurized flight may be operated up to FL 250 with an inop. oxygen system provided portable oxygen bottles are readily available for each Flight Crew Member.. Passengers - Passengers must use oxygen when the cabin altitude is above 15,000 feet. - O2 masks deploy at approximately 13,500 feet cabin altitude. For problems requiring assistance or coordination send message to DXBMCEK Short Codes for ATC SAT phone numbers are located in OMC RAIG Chap 3. MEDLINK via: SATCOM, or Telephone 001 602 239 3627 If MEDLINK not available: Portishead Radio for free medical advice… See Jepp. Above 82° North SATCOM is unavailable

FCOM 11.42.26 FCTM 4.5

Removed from FOM FOM 10.9.6.2.1

FOM 10.9.6.2

MEL 36-11-1 FOM 17.1

FOM 17.6

FOM 17.9 OMC RAIG FOM 16.1.2 FCTM 4.15

EMIRATES B-777 Page 71 of 158

Item Controlled Rest on the Flight Deck

Pilot Incapacitation

Action in the Event of a Pilot Incapacitation

C R U I S E

Safe Cruise Altitudes

6. LIMITATIONS AND POLICIES

Limit / Policy - Hand over duties and establish wakeup arrangements. - Brief the Purser/SFS. ( they are to check pilots every :15 minutes) - No more than :40 minutes sleep should be taken. - Both pilots must remain at their stations. - :10 minutes should be allowed after wakeup. - There shall be a post rest operational briefing. Pilot Incap. must be suspected when a Flight Crew Member does not respond to: - Two verbal communications when above 1,000 AGL. - One verbal communications when below 1,000 AGL. - Any Verbal communication associated with a significant deviation from the intended flight path. - A system malfunction. - During Low Visibility Approaches any call not repeated is assumed to be an incapacitation. The remaining pilot may continue the approach 1) Assure a safe condition of flight. 2) Take over the controls immediately. 3) Engage the Autopilot. 4) Summon a Cabin Crewmember immediately for assistance. 5) Remove the incapacitated Pilot form the controls. 6) Analyze flight operational aspects. a) The condition of the incapacitated pilot. b) The remaining flight time of the planned flight leg. c) The suitability and knowledge of enroute airfields for an emergency landing. Jeppesen MORA - MORA Altitudes of 6,000 or lower have an obstacle clearance of 1,000 feet. - MORA Altitudes of 7,000 or greater have an obstacle clearance of 2,000 feet. TERR DISPLAY Altitudes in hundreds of feet of the highest and lowest terrain displayed on the ND

28 April 2008 STUDY GUIDE

Reference FOM 14.7 CCEM Section 200

FOM 20.7

FCTM 2

FOM 20.7

Jeppesen Text

FCOM 10.40.21

Direction of MECCA

Requirement to land at nearest Suitable Airport

ETOPS Re-routing or Diversion Decision Making ETA changes >:30 minutes :20 Minutes prior to TOD VHF Com Range

Enter ISLAM into 1L LEGS Page 1 . Ensure to ERASE after entry In the following cases a landing must be effected at the nearest Suitable Airport that is considered safe and operationally acceptable: 1) Any fire on board an aircraft, including engines, if fire fighting is not possible or not effective. 2) Persistent smoke of unknown origin. 3) Failure of an engine on a two-engine aircraft. EK continuation policy FOM 20.3.1.2 4) Total loss of electrical power 5) Dual hydraulic failure. 6) Structural damage 7) Positive bomb threat (Red Threat) 8) Non-normal checklist has the words “Plan to land at the nearest suitable airport. 9) Any other situation determined by the crew to have a significant adverse effect on safety if the flight is continued. In dire emergencies the commanders are authorized to land below charted minima. A written report shall be submitted. Rerouting or Diversion Required • System failure requiring diversion See above • ETOPS equipment failure • Excessive fuel consumption exceeding available ETOPS critical fuel reserves. • Weather at nominated suitable airport(s) go below the company operating minima or become unsuitable for an reason prior to reaching entry point. Advise Dubai Network Control, they may authorize increased speed if fuel allows. - The Purser shall be informed via interphone or personally, when :20 minutes remain to Top of Descent. √Altitude in feet = Reception range in nm

FOM 20.1

QRH CI 2.2

FOM 20.1 FOM 19.1.6 FCOM SP 20 FCOM SP 21 FCOM SP 22 FOM Chap 15 page 27 FOM Chap 15 page 7 Rule of Thumb

EMIRATES B-777

Item CPDLC Clearances

28 April 2008 STUDY GUIDE

6. LIMITATIONS AND POLICIES

Page 72 of 158

Limit / Policy -

Reference

It is possible to load CPDLC route changes directly from the COM page. Select the COM page, clear the bottom line, and select the LOAD FMC button. If confirmed correct, execute the change on the CDU. Follow Interception Procedures from the Jeppesen Emergency Section, Political/Military Orders for Unscheduled Landings.

Interception Procedures

C R U I S E

- Follow ICAO Communication Failure Procedures Emergency Section of Jepp. - Light signals from tower in ATC section of Jepp. Airway Manual

Loss of Communications

Distress Calls

Seat Belt Sign Maximum speed

D E S C E N T H O L D I N G

FOM 20.3.5

Spurious TCAS warnings Maximum descent rates

VNAV PATH A/T ON

Holding Speeds

Holding Speed Not available in FMC

FOM 20.6

- Notification of ATC of an engine failure after take-off shall be a PAN instead of a MAYDAY. The call of MAYDAY should be restricted to instances where the aircraft is believed to be in imminent danger. - If no answer on assigned frequency use the following frequencies: o Any other aeronautical en-route frequency. o 121.5 o HF 2182 - When logged onto CPDLC send an Emergency Report page, this will place ADS into emerg. mode. Seat belt sign must be on at or below 20,000 AAL. It may be delayed to between 20,000 AAL and 10,000 AAL if holding or other form of arrival delay is anticipated. - Below 10,000 AAL in climb and descent 250kts IAS or VREF30 +80 whichever is greater. - Between 10,000 AAL and 5,000 AAL speed may be increased by crew’s discretion with ATC approval. Below 5,000 AAL compliance is mandatory.

FOM 20.3.4

FOM 20.2 FOM 17.7 FOM 15.1 FCI 99/2005

- To avoid spurious TCAS warnings descent rates should be reduced to 1,000 fpm passing through 500 feet above assigned altitude. - When the Auto-flight system is operating in VNAV it is designed to take into account TCAS performance when determining vertical rates for capture. - 5,000 fpm to 5,000 - 3,000 fpm to 3,000 - 2,000 fpm to 1,000 - 1,000 fpm below 1,000 unless briefed. VNAV varies speed to maintain the path up to the following limits: - With greater than 15 knots below the target speed, the autothrottle changes from IDLE/HOLD to SPD to provide thrust to accelerate to the target speed. - With greater than 314 knots (VMO/MMO minus 16 knots), the scratchpad message DRAG REQUIRED displays. The airplane may accelerate up to 319 knots (VMO/MMO – 11 knots) to maintain the path. If further correction is required, VNAV may allow the airplane to rise up to 150 feet above the path. If VNAV can no longer maintain the airplane within 150 feet of the path without further acceleration, speed reversion occurs, the pitch mode changes from VNAV PATH to VNAV SPD, VNAV reset the target speed to 314 knots (VMO/MMO-16 knots) and the scratchpad message DRAG REQUIRED displays again. ICAO FAA Altitude Max Airspeed Altitude Max Airspeed 0-14,000 230 kts 0 - 6,000 200 kts

FOM 15.9.1 FOM 19.8 FCI 2007-85

14,001 - 20,000

FCTM 4.21

240 kts

6,001 - 14,000

230 kts 210 in Wash. and KJFK FIRs 265 kts

20,001 - 34,000 265 kts Above 14,000 Above 34,000 0.83M Use Flaps Up Maneuvering speed 777-200, 777-300 ....................... Above FL 250 use VREF 30 + 100 knots 777-200LR, 777-300ER ................ Above 10,000 feet use VREF 30 + 120 knots

FOM 15.9.1

FCOM 11.31.23

FCTM 4.22

EMIRATES B-777 Page 73 of 158

Item Approach Authorization

Stabilized flight

Stabilized Approach Criteria

A P P R O A C H

Special Criteria for Sidestep maneuver, Offset NPA, Circle to Land, & Visual Approaches

ALAR Approach and Landing Accident Reductions

Four Levels of Automation Emirates Automation Policy Radar vectors to final

6. LIMITATIONS AND POLICIES

Limit / Policy - It is prohibited for Emirates aircraft to conduct approaches to runways which there are no appropriate Jeppesen charts. - Approach charts for a particular runway are not required if a visual approach and landing can be completed. - For AWO the flight must be stabilized by 1,500 feet AAL. - 1,000 ft AAL is the cut-off point, at which the approach is to be discontinued if stable approach criteria are not met. - If a reasonable certainty exists that the aircraft will become stabilized by 500 ft AAL, the cutoff may be amended to 500 ft AAL. This is permitted only if both the following conditions are met at 1,000 ft AAL: i. The Landing Checklist is completed, and ii. The threshold or the associated approach lights of the intended landing runway were clearly visible and identified prior to the 1,000 ft AAL point. 1) The aircraft is on the correct flight path. 2) ILS approaches must be flown within one dot of the G/S and LOC. 3) Only small changes in heading and pitch are required to correct flight path. 4) Rate of descent is no greater than 1,000 fpm; if an approach requires a rate of descent greater that 1,000 fpm a special briefing should be conducted. 5) Power setting is appropriate for the aircraft configuration and is not below the minimum power for approach as defined by the AFM. 6) The aircraft is in the correct landing configuration. (Landing Gear Down and Landing Flap Selected prior to 1,500 AAL. Not applicable to circling approaches). 7) The aircraft speed is not more than VREF +20 kts indicated airspeed and not less than VREF; or as adjusted by minimum ground speed techniques. 8) All briefings and checklists have been completed. 9) Unique approach procedures or abnormal conditions requiring a deviation from the above elements of stabilized approach require a special briefing.. 1) The runway of intended landing must be in sight and a go-around is mandatory if this visual contact is lost. 2) The 1,500 ft AAL configuration Selection does not apply. 3) 500 feet AAL is the cutoff point by which the approach is to be discontinued if a stable approach criteria are not met. 4) Wings shall be level by 300 feet AAL Strategies for preventing and minimizing unstable approaches. Establish gates: 3 x Altitude +10 nm = Distance required to continue a clean descent. 250 knots and 5,000 feet at 25 nm from airport Gear down at 2,500, Landing flap selected at 2,000 On Landing have touchdown targets to deal with long landings or extended Flares… Be Go-Around minded. Think of the Landing checklist as a CONTINUE Checklist, you can still go-around. Stabilization criteria are minimum criteria, not targets. 1) Full – LNAV VNAV 2) Basic – CDU/MCP manipulation 3) Manual with F/D 4) Manual without F/D Use the highest level of automation as appropriate 5,000 meters visibility required

Aircraft Categories

Minimum alt. for an orbit Circling Minima Visual Circuit Approach Max bank angle

28 April 2008 STUDY GUIDE

Reference FOM 15.10.3

FOM 18.17.5 FOM 15.10.1.2

FOM 15.10.1.3

FOM 15.10.1.4

Personal Procedures from SEP Training

FOM 17.2 FOM 15.10.2

FOM 15.10.2 - Minimum visibility required prior to starting the approach. - For CAT I and non-precision approaches only the touchdown RVR need be considered. 1,500 feet AAL or circuit altitude whichever is higher. The autopilot must be engaged. - Pilot initiated must be daylight VMC. - ATC initiated may be accomplished in IMC Day or night. 1,000 AAL rounded up to the nearest 100 ft or pub Jepp minima whichever is higher. 5,000 Meters or pub Jepp minima whichever is higher. - Min wx is Company VMC - Company VMC In-flight visibility 5,000 meters, Vertical distance from cloud 1,000 feet, Horizontal distance from cloud 1.5 nm - For all phases of flight while carrying passengers is 30°.

FOM 15.10.5.7 FOM 15.10.2 FOM 15.10.2 FOM 0.1 FOM 15.7.3

EMIRATES B-777

Item

28 April 2008 STUDY GUIDE

6. LIMITATIONS AND POLICIES

Page 74 of 158

Limit / Policy

- For VNAV approaches, RNP appropriate for approach (if required) ....... Verify/Enter - For GPS approaches the RNP or 0.3 must be manually entered if not defaulted to this value. - Some SIDS from DXB specify RNP of 5.0

Reference

FCOM SP.4.5 RNP Requirements

FOM 15.10.5.2 FCOM SP.20.1

Deceleration Planning Delayed Flap Approach HAIL and LIAL unserviceable Approach Ban Point

- 310 ⇒ 250 knots level flight, no speedbrakes: 60 seconds and 6 nm. - 250 ⇒ Flaps up maneuvering speed: 50 seconds and 4 nm. - Final Flap selection may be delayed to accommodate ATC and conserve fuel. Intercept G/S with gear down and flap 20, approaching 1,500 select landing flap. For noise sensitive areas Landing gear may be delayed until 2,000’ AAL. Add 900 meters to the minimum visibility to a minimum of 1500 meters for planning purposes. -

-

If the RVR is varying between distances less than and greater than the minimum RVR the approach may be continued.

If south of 60° long. And no RVR or runway visibility (PIREP) for the runway of intended approach is available, and ground visibility is reported to vary between distances less than and greater than the minimum visibility the approach may be continued. - After passing the Approach Ban Point, if the reported visibility/RVR falls below the applicable minimum, the approach may be continued to the DH/Alert Height, or MDA. -

Manual Approaches Practice or Training Approaches

NPA Slant Range Requirements

FOM 17.5

The ABP is the FAF inbound or where the final approach course is intercepted. For circling approaches it is the IAF.

The ABP is the FAF or the published G/S intercept. An approach shall not be continued beyond the Approach Ban Point if the reported visibility/RVR at the Approach Ban Point is less that the applicable minimum. -

Factoring Approach Minima

FCTM 5.13 Modified to EK Specs

- ABP – Is the OM or equivalent point, for circling Approaches it is the IAF.

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

A P P R O A C H

FCTM 4.19

FCTM 2.20.2 FOM 15.10.3 FOM 19.10 FCI 2008-009

When can it be used? - As long as the charted minima of RVR/Visibility for approach does not have suffixes “R” for RVR or “V” for Visibility, and only meteorological visibility is FOM 15.10.3 reported and equivalent RVR (Factored Visibility) can be obtained by multiplying the reported visibility by the factors in the FCI 2008-015 table. - Factored Vis must not be used for takeoff, for AWO, or when RVR is available. - RVR when reported overrules MET VIS for all approaches. - RVR for a particular runway shall not be used for other runways. Manual approaches may only be flown down to a landing when the weather is at or above FOM 15.10.5.1 CAT I minima. - It is not permitted to carry out a practice or training NDB,VOR, or LOC (with or without a FCI 2007-093 DME) if there is a valid ILS (LOC and G/S) radiating, or an RNAV approach is available. - NPA approaches often require more visibility than the min visibility published on the approach plates. This is often compounded by the lack of approach lights on these approaches. Height AGL(ft)

Distance from Threshold (NM)

Horizontal Vis (meters) required to see Rwy Threshold

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

100 200 300 400 500 600 800 1000

0.33 0.66 1.00 1.33 1.66 2.00 2.66 3.33

620 1240 1850 2460 3090 3700 4930 6170

Overhead 340 950 1560 2190 2800 4030 5270

EMIRATES B-777 Page 75 of 158

Item

VNAV APPROACH

A P P R O A C H

Overweight Landings Vs. Fuel Jettison

New Commander Restrictions FO Restrictions

6. LIMITATIONS AND POLICIES

Limit / Policy The FMC transition to ON APPROACH under the following conditions: - The aircraft is in the descent phase and the flaps are out of UP. - A VFR approach has been created and incorporated in the active flight plan and: - The airplane has sequenced the FAXXX or - The airplane is enroute to a DIRECT-TO or INTERCEPT-TO the RWYYY waypoint and the airplane is within 25 NM or the runway threshold. - A published instrument approach has bee selected and incorporated in the active flight plan and: - The airplane has sequenced the first waypoint on the published approach or, - The airplane is enroute to a DIRECT-TO or INTERCEPT-TO waypoint (DIRECT displays at 1L or the RTE page) and the airplane is within 12 NM of the runway threshold. The FMC transitions off of ON APPROACH under the following conditions: - The Pilot selects TO/GA. - The airplane lands. - The airplane flies beyond the last waypoint in the approach (missed approach waypoint or runway). The VNAV page title changes from “ACT xxxxx DES” to “ACT END OF DES” When the FMC is ON APPROACH the following features are available: - The IAS/MACH window can be opened and the command speed can be set while VNAV remains in the VNAV PATH descent; VNAV commands the set speed. - The MCP altitude can be set above the airplane altitude for the missed approach. When the desired MCP altitude setting is at least 300 feet above the current airplane altitude, VNAV continues to command a descent. - VNAV remains in VNAV PTH and follows the descent path unless the airplane accelerates to within 5 knots of the current flap placard and the airplane rises more than 150 feet above the path. In this case VNAV PTH changes to VNAV SPD. If VNAV ALT has engaged beyond the FAF - Set DA/MDA in the MCP and select altitude intervention without delay to enable continued descent on the final approach pant. Execute a missed approach if the deviation above path becomes excessive enough to prevent achieving a stabilized approach. - When it becomes necessary to land at an airport other than the originally planned destination, jettison or overweight landing above the MLW is permitted if it is a Non-normal operation. - Overweight landing above MLW and RLW is permitted for Emergencies. - Malfunction that renders the aircraft unairworthy. - Condition where safety could be compromised. If landing is delayed. - Serious illness of crew or passengers. - Performance issues should be considered: LANDING CLIMB LIMIT WEIGHT LANDING DISTANCE BRAKE ENERGY ENGINE INOP GO-AROUND CLIMB GRADIENT (if Engine is inop) - Brief for higher Descent rates if required. If Overweight Landing completed Tech Log entry required actual landing weight, flap setting and estimated rate of descent at touchdown - Two Recently Trained Pilots must not fly together until them have completed a 45 day consolidation period. - No CAT II III approaches until 50 hours or 20 sectors on type. - + 100 meters for CAT II III Approaches until 100 hours or 40 sectors. No ops on contaminated runways. No crosswinds in excess of 20 knots. Take-off vis. Is more than 500 meters. - Should deviation from a cleared altitude be required ATC approval must be obtained prior.

28 April 2008 STUDY GUIDE

Reference

FCOM 11.31.25

FCTM 5.38

FOM 20.3.7

Airmanship

FOM 4.2 FOM 18.17.2 FOM 3.4.10 FCI 2007-080

(Does not apply to DA / MDA)

Cold Weather Corrections

SRA Approaches Fly-by Maneuver Max Approach attempts

- If NPA altitudes are corrected VNAV guidance shall not be used. - Temp. Correction Requirements: □ ISA minus 15°C or colder Enroute MSA. □ ISA minus 30°C or colder DA or MDA. □ ISA minus 45°C or colder All minimum procedure altitudes. - In mountainous regions during any Cold Temperature Operations, corrections to all approach procedure altitudes must be applied - Some approach procedures planned for Emirates have a TLIM (Limiting Temperature) published. They may be flown down to this temperature without applying corrections. - If below the TLIM the aircraft may fly down to the LMAV MDA for that approach. Flight crews are not permitted to execute SRA approaches. Flight crews are not permitted to execute fly-bys for the purpose of ground observation. The number of approaches to any airport is limited to 2, unless there is a significant rd improvement in the weather conditions and there is a good possibility of landing off a 3 approach.

FOM 13.3

FCI 2007-049 FCI 2007-053 FOM 15.11

EMIRATES B-777 Page 76 of 158

Item

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

Missed Approach Climb Gradient

Missed Approach Acceleration Altitude

CM2 Taxi Restrictions

Maximum taxi speed

L A N D I N G

Icing Conditions

VREF Corrections

Night Operations Minimum Width of Runway FO Restrictions

6. LIMITATIONS AND POLICIES

28 April 2008 STUDY GUIDE

Limit / Policy Prior to dispatch the max landing weight is calculated to meet: - The Engine Inop Climb Gradient requirement for the higher of: o 2.1% for a normal approach, o 2.5% for an approach to less than DH of 200’, o Published missed approach climb gradient. - The aircraft must not be dispatched with an expected landing weight which exceeds the calculated maximum landing weight, For the actual landing: - There is no requirement to use the runway which was the basis for dispatch. - All engines operating: o Follow the missed approach instructions. - One Engine inoperative: o If the missed approach gradient can be achieved follow the Missed approach procedure. o If the missed approach gradient cannot be achieved - Initiate the missed approach, track latterly to the departure end of the runway, and then track as per the corresponding procedure for the EFATO. - If in VMC and terrain/obstacle clearance can be maintained, a visual track can be flown. (the visual track must be briefed before commencing the approach) - Diversion. - Once decision is made, advise ATC the missed approach procedure will not be flown. - Jeppesen M/A Climb Gradients is not published unless it is above 2.5%. - This will be exceeded by almost all ALL ENGINE MISSED APPROACHES. - The acceleration altitude on a missed approach will be the Jeppesen published missed approach altitude.

- Not permitted to taxi if the parking guidance system requires the aircraft to be aligned and stopped with the eye position of the left hand seat. In this case CM1 must taxi the aircraft from final turn to the parking stand. - Not permitted to do a 180° turn. 30 kts. 10 kts. for a slippery surface Crews may exceed these limits when backtracking on an active runway. - OAT is 10C or below and; - visible moisture is present, (Visibility is less than 1 sm or 1600 M). - or standing water, ice, or snow is present If OAT is 3C or Below do an engine run up to 50% N1 for approximately 1 sec duration every 60 minutes. A/T Engaged - VREF + 5 knots. A/T Disengaged - VREF + ½ the headwind component + All of the Gust component to a maximum of 20 knots. - Calculate HW as: - 50% Direct HW - 35% for 45°HW - Interpolate between - For night operations at least runway edge, threshold, and runway end lights must be on. Minimum width of runway for Emirates operations is 45 meters. In cases were runway is less than 45 meters approval of the VPFOT is required. Minimum width of cleared runway for operation on Contaminated Runways 30 Meters. No ops on contaminated runways. No crosswinds in excess of 20 knots. Take-off vis. Is more than 500 meters.

Reference FCI 2007-089 QRH PI

FCI 2007-089 FOM 20.3.6

FOM 20.3.6 FOM 15.11

FOM 15.6 FCI 2007-052 FOM 15.6 FCI 2007-68 FOM SP.16.5 FOM SP.16.8

FCTM 1.16

FOM 17.5 FOM 15.1 FOM 18.13 FOM 3.4.10 FCI 2007-080

EMIRATES B-777 Page 77 of 158

Item

Approach Lighting System Old FCTM Vol 2

L A N D I N G

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

6. LIMITATIONS AND POLICIES

Limit / Policy

28 April 2008 STUDY GUIDE

Reference

EMIRATES B-777 Page 78 of 158

Item

Overweight Landings Vs. Fuel Jettison

6. LIMITATIONS AND POLICIES

Limit / Policy - When it becomes necessary to land at an airport other than the originally planned destination, jettison or overweight landing above the MLW is permitted if it is a Non-normal operation. - Overweight landing above MLW and RLW is permitted for Emergencies. - Malfunction that renders the aircraft unairworthy. - Condition where safety could be compromised. If landing is delayed. - Serious illness of crew or passengers. - Performance issues should be considered: LANDING CLIMB LIMIT WEIGHT LANDING DISTANCE BRAKE ENERGY ENGINE INOP GO-AROUND CLIMB GRADIENT (if Engine is inop) - Brief for higher Descent rates if required. If Overweight Landing completed Tech Log entry required actual landing weight, flap setting and estimated rate of descent at touchdown

Landing on a Slippery Runway Hydroplaning Technique

L A N D I N G

Emergency Landings

Evacuation Video

Hard Landings

28 April 2008 STUDY GUIDE

Reference

FOM 20.3.7

Airmanship

FCTM 6.36

- When an emergency landing or ditching is imminent, the Captain (or his delegate) shall announce: o :02 minutes before touchdown (approx 1,000’ AGL) “ATTENTION CREW AT STATIONS”. o :30 seconds before touchdown (approx 200’ AGL) “BRACE, BRACE”. - The commander initiates the evacuation: o “(LH, RH, FWD, REAR, OVERWING, ALL AVAILABLE) EXITS, EVACUATE, EVACUATE”. - If evacuation is likely and sufficient time is available the Commander must order the showing of the Emergency Briefing Video. Hard Landings - Normal sink rates during touchdown are between 120 to 180 feet per minute. Touchdowns with sink rates of 360 to 420 feet per minute, while less comfortable are often mistakenly called “Hard landings”. - A “Hard Landing” is defined as a landing with a sink rate of 600 feet per minute or higher, and must be reported in the aircraft Technical Log as a “Hard Landing”. - During certification, FAA regulations require the demonstration of landings at maximum certified landing weight. - If flight crews suspect that a hard landing has occurred, ensure that the following are carried out: o raise an ASR o make a Tech Log entry o advise MCC and/or local engineer o ensure timely follow up action is initiated before leaving the aircraft. - On occasion, Engineering may receive an automated downlink from the aircraft after a landing that is indicative of a hard landing. The Commander is the only person who determines if the landing was indeed “Hard” as defined above. The “Hard Landing” entry the tech log will be the instruction for an engineering inspection to be carried out. Terms such as “Firm” or “Bounced” are not acceptable. - After an exceedance report on the COM page. Data on the Landing can be collected from the Maintenance Panel: o Select Other Reports o All Reports o Current Flight Leg o Select the required report, DISPLAY, and PRINT if required. Data from this page is for information only. This data is only collected 4 times a second and may not give a full picture of the landing.

FOM 20.4

FOM 20.5.1

FOM 20.3.7 FCI 2008-008

Personal Procedure

EMIRATES B-777 Page 79 of 158

Item

P O S T F L I G H T

Engine Out Taxi After Landing

Transit or turn-around stops with a Cabin Crew change

6. LIMITATIONS AND POLICIES

Limit / Policy ENGINE OUT TAXI – TWO ENGINE AIRCRAFT Engine out taxi after landing on a 2 engine aircraft is recommended for fuel conservation. Prior to shutting down an engine during after landing consideration should be given to the following: Taxiways or aprons that may be wet or slippery. Tight turns or operations in confined areas. Significant uphill taxi at high gross weight and thrust settings required to accommodate that maneuver. Specific airfield restrictions in navigation charts or OM-C. Use of the APU. Engine out taxi following an overweight landing is not recommended due to higher thrust settings required. However, if the aircraft has landed overweight with one engine inoperative it may be safe to taxi to a suitable parking position, due to consideration of all the factors listed above. The inbound crew must not leave the aircraft until the new crew has physically arrived and a crew to crew handover has been conducted. Stations that do no allow crew to remain on board for this handover are listed in the OM-C RAIG.

28 April 2008 STUDY GUIDE

Reference

FCI 2008-005 FOM 15.14

FOM 16.1.3

EMIRATES B-777 Page 80 of 158

Item EAD-24R2

6. LIMITATIONS AND POLICIES

28 April 2008 STUDY GUIDE

WHITE FCOM BULLETINS (BOEING) Notes To inform crews of false PWS warnings

PWS warnings Kansai airport Osaka Japan.

EAD-40R4

Procedure to follow to discriminate between nuisance alerts and actual problems.

Stabilizer Green band nuisance EICAS message.

EAD 43R1 Electronic Checklists not completing correctly.

EAD-46R1

Intermittent contacts on the switch may not close to complete the checklist item. If so confirm correct position of switch and override checklist item. When Starting the APU, hold the start switch in start for 1 second.

APU Start Failures Due to APU Start Switch.

EAD-50R2 Electrical Load Management System ELMS AIRINC Communications Faults.

EAD-53R3 777 Fuel Quantity Indication System Fluctuations.

EAD-54R1

ELMS P110, ELMS P210, ELMS P310 Status Messages. Some of the airplane systems will appear faulted when they are not and some airplane systems may not display EICAS alert or status messages. - If EICAS alert messages display perform the associated non normal checklist as required - During Fuel Balancing make sure the fuel is being balanced in the correct direction. - Once Fuel Jettison is initiated it must be terminated manually. - Fuel Jettison is not possible if both ELMS P110 and ELMS P210 are displayed. Do not use synoptic displays to perform procedures. To advise crews of fuel quantity indicating system fluctuations. - Typical Fuel Flow is 55kgs per minute an internal FQIS anomaly will result in 270 kgs per minute in the L, R, or C tanks. The erroneous fuel indication and resultant messages have been observed to recover in several minutes but may repeat throughout the flight. - If signs of fuel leak observed - Visual observation of fuel spray. - Excessive engine flow. - Control wheel deflection Complete the Fuel Leak Checklist To direct the crew to remove discontinuities after entering the departure procedures in the FMC.

FMC Departure Routing Anomaly.

EAD-55R2 Fuel temperature blanking indication.

EAD-58R2 Incorrect turn during a SID

EAD-60R2 New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog.

EAD-62 False Engine Out Indication.

EAD-64R1 GE90-115B Flameouts Following RTOs.

EAD-67 FMC Performance Predictions Anomaly.

EAD-68R2 Fuel Quantity Blanking on the Progress 2/3 page of the CDU.

EAD-69 Fuel Flow Blanking with GE-90-100.

To inform crews of a Fuel Quantity Processor Unit FQPU anomaly that may cause blanking of the fuel temperature indication. - If fuel temperature blanks use the TAT as a conservative indication of the fuel temperature. - The FUEL TEMP LOW EICAS will not display. Maintain the TAT greater than 3°C above the fuel freeze point. - Jet A -40°C, Jet A1 -47°C FOM Chap 11 page 10 If during a turn the A/P should start a turn in the opposite direction to that displayed on the map, use HDG SEL or TRK SEL to fly the correct course. Condition Freezing Fog and Visibility 300 meters or less. - If Take-off within :45 minutes total taxi time, accomplish normal procedures. - If Takeoff cannot be achieved within :45 minutes of taxi time complete the procedure below every :45 minutes before takeoff. - 0°C to -6°C run-up the engines to 50%N1 for 60 seconds. - -7°C to -13°C run-up the engines to 59%N1 for 60 seconds. Takeoff Config sounds at 60%N1. - If OAT is less that -13°C engines must be manually deiced. - Taxi in time from previous flight may be included if in same conditions. - Further exceptions included in Bulletin. To inform crews of a Loss of N3 Indication anomaly on Rolls-Royce engines. If the N3 Engine display arcs blank and the digital display shows 0.0. - Operations above FL200: Climbs and Descents not affected. During Cruise disconnect the A/T and set power for the desired speed. - Approach to an Autoland (LAND2/LAND3): continue the approach and landing, manual landings are not affected. Crews should avoid abrupt thrust lever movement in the forward thrust range during the time period immediately following thrust reduction to idle. To inform crews of a FMC performance predictions anomaly following ABEAM PTS selection. - After Selecting ABEAM PTS review the ALT/OAT on the WIND page, reenter the correct altitude and the SAT. - Does not apply to the 777-300ER or the 777-200LR. - Procedures for entering a Manual Fuel Quantity. - Procedures for Fuel Jettison if required. Nuisance Blanking that only occurs at or near idle during descent.

EMIRATES B-777 Page 81 of 158

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

EAD-75 Honeywell Flight Management Computer Anomaly

6. LIMITATIONS AND POLICIES

28 April 2008 STUDY GUIDE

WHITE FCOM BULLETINS (BOEING) Notes After Engine Start, flight crews should check that the generator OFF lights on the electrical panel are not illuminated. If they are on, maintenance action is required. To prevent exceeding a speed restriction when accompanied by an AT-OR-ABOVE altitude constriction, use speed intervention (enter speed constraint in the MCP Speed Window) until the constrained waypoint is sequenced. After passing the waypoint select VNAV as desired.

EMIRATES B-777 Page 82 of 158

Item EKIB-2 Loss of Engine Thrust Control.

EKIB-4 Electrical Power Transfers – APU to External Power

EKIB-5

6. LIMITATIONS AND POLICIES

28 April 2008 STUDY GUIDE

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

Fuel Crossfeed

EKIB-8R1 Procedures for resetting Bus Tie switches on the ground only.

EKIB-9 Use of Rudder on Transport Airplanes.

EKIB-10R3 Alternate C of G on Takeoff

EKIB-12 Continued Flight after tail strike during takeoff when no EICAS TAIL STRIKE message is displayed.

EKIB-15 Inadvertent Over Speeds.

EKIB-16 Flight Crew Considerations for Engine InFlight Shutdown.

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

EKIB-19 Flight Crew Considerations for an Engine Surge.

EKIB-21 777-300ER Maneuver Margin and the FMC CRZ CG Value.

EKIB-22 GE-90 In Service Observations / Differences

EKIB-23

If the ELEC BUS ISLN L and ELEC BUS ISLN R EICAS message occurs during an engine start pushback or taxi phases, flight crews may re-set the Bus Tie switches without checking for the correlated maintenance messages on the ground only. If at all possible this procedure should be done while in contact with engineering/MCC. Do not cycle the rudder from full scale one side to full scale the other side. It is sufficient to damage the aircraft. For 777-200LR, 777-300, 777-300ER, 777-300ER/ULR aircraft use alternate C of G in the OPT if the C of G is 26% or greater. - 777-200 accomplish the TAIL STRIKE checklist and land at the nearest suitable airport. - 777-300 continue the flight.

Leave the AFDS engaged unless it is apparent that a significant overspeed will occur and the AFDS is not correcting. (.05>VMO or 20kts) Loss of an engine Parameter does not require engine shutdown as long as there are no accompanying indications of an engine malfunctions. In-flight Starts above 20,000 feet the engine may accelerate slowly as it approaches idle speed. This could be misinterpreted as a hung start. When the engine approaches idle it will respond normally to thrust lever movement. Promotes awareness of Engine Surges and encourages a methodical analysis of the problem prior to taking action. The Default CRZ C of G in the FMC is set to 7.5 to avoid high altitude, cruise speeds that result in a vibration that is uncomfortable to passengers. - High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle. - No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if successful consider it a nuisance fault. - Engine Oil Gulping or Hiding is common. - Center the Captains steering and wait at least 5 seconds prior to applying greater than 60% N1.

CONFIG GEAR STEERING EICAS message during takeoff

EKIB-24 Magnetic Variation Difference Event.

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

EKIB-26

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

Over Weight Landings Using the Autoland System

EKIB-28

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

AFDS MCP Faults

EKIB-29 Rudder Deflection

EKIB-30 TCAS Operation and Display of Traffic

Failure of one PCU may result in the deflection of 1 degree of rudder trim. This is considered normal and the flight can continue normally. Near terminal areas in high congestion areas the Interference Limiting (IL) area prevents TCAS from tracking and displaying traffic that is not deemed as a threat.

EMIRATES B-777 Page 83 of 158

Item EKIB-31

6. LIMITATIONS AND POLICIES

28 April 2008 STUDY GUIDE

EMIRATES INFORMATION BULLETINS Notes If OPT VR = V2 in the OPT Enter the Data in the FMS as VR and V2 +1

VR and V2 Speeds – OPT vs. FMS

EKIB-32R1 EAI operational check after engine start

EKIB-33R1 Use of Barometric Vertical Navigation for Instrument Approach Operations Using Decision Altitude

EKIB-34 ELMS Power Panel Damage Due to Arcing Power Contactor

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

EKIB-36 GSM connectivity onboard 777 aircraft

Whenever icing conditions are forecast enroute crews are required to perform an operational check of EAI valves during initial taxi. Cycle each engine EAI switch to ON, look for the green EAI annunciation on the EICAS and switch back to AUTO. Additional thrust of 3%N1 may be required to open the valves. - VNAV Approaches to DA require GPS Displayed on ND and QNH set on Altimeters. - F/D or A/P must be used. - There is no requirement to add 50 feet to DA. - VNAV pitch mode must be used. - Maximum descent rate of 1,000 fpm is not to be exceeded. - Use dual electrical sources to power the aircraft during ground operations as much as possible in the following order of priority: o Primary and secondary external power. o APU generator Power and primary external power. - If conditions permit, and two independent ground power sources are available, the APU should be switched off to conserve fuel. - If excessive ground returns occur in AUTO mode, deselect weather radar on both EFIS control panels for more than one second. Reselect weather radar, as needed. Excessive ground returns will be removed within 30 seconds. - Controlled by CCP Panel in the F3 Galley, the VCC IFE master switch, and the IFE PASS/SEATS switch in the Flight deck. - System available above 16,5000 feet, welcome text sent to all registered phones. On Selected routs the system may be used after the Purser makes PA above 20,000 feet. FCI 2008-33 - Use of mobile phones in the flight deck during preflight and after landing is at the commanders discretion. FCI 2008-13

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INTENTIONALLY BLANK

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FUEL POLICY Item

Limit / Policy

Company Policy Standby Fuel Tank Capacities

The company policy is to plan fuel requirements on Minimum Total Cost and Maximum Payload

Center Tank Scavenge Trip Fuel Contingency Fuel

Use of Conti. Fuel Decision Point Procedure

Reference FOM 11.1

3 tons below flight plan fuel.

FOM 11.4.1

777-200 28,300 / 37,700 / 28,300 ........................................... 94,300 777-200ER 29,100 / 79,300 / 29,100 ......................................... 137,500 777-200LR A6-EWD 31,300 / 82,900 / 31,300 / Aux 5,700 ...................... 151,200 No Aux Tank FCI 2008-004 777-300 29.100 / 79,300 / 29,100 ......................................... 137,500 777-200LR / 300ER/ULR 31,300 / 82,900 / 31,300 ......................................... 145,500 With the main tank pumps on a scavenge system operates automatically -200....................................................... 9,100 to transfer any remaining center tank fuel to the main tanks. Fuel transfer -200ER, 300 ........................................ 13,100 begins when either main tank is less than… -200LR, -300ER, -300ER/ULR ............ 23,900 Departure Cruise Approach and Landing. The higher of 1 or 2 1. Either a. 5% of Trip Fuel (min of 600 kgs) b. 3% of Trip fuel (min of 600 kgs) i. Enroute Alternate planned: ii. Within a circle at 25% of trip distance from destination or 20% of trip distance + 50nm whichever is greater. iii. Circle will have a diameter of 20% of the flight planned distance c. :20 minutes flying time if fuel consumption monitoring is valid and used. 2. Additional fuel for :05 at holding speed at 1500 feet Contingency fuel can be used after the fueler disconnects.

FCOM 12.20.5

FCOM 12.20.3 FOM Chap 11

FOM Chap 11

FOM 11.1.2.3

A Trip can be planned with less than the above contingence fuel if it will have the greater of the following two fuels.

+3% +5%

Alternate Fuel

Final Res. Fuel Taxi Fuel Additional Fuel

Extra Fuel Fuel Tankering Fuel Tankering Calculations

Fuel Uplift Check Refueling with Pax onboard

Refueling with One Engine Running Fuel checks Fuel Conversion

- Missed approach, climb, cruise, descent,, approach, and landing, plus an additional 5%, - Calculated on a minimum distance of 100 nm. - If Destination weather is forecast below landing minima ±1 hour. - Two alternates are required. (Fuel for the furthest alternate is required) :30 holding fuel at 1500 AAL Based on a statistical database. APU ops for :30, Start and taxi. -

ETOPS The forecast weather should be at or above tha applicable planning minima at the ETA±1 hour, or is expected to improve to those minima within a time period for which supplementary fuel is carried. - Tanking planned to1% below MLW. Pilots Discretion -

Fuel Tankering is planned to MLW less 1%. It is the commanders discretion to board required fuel, there is no restriction to MLW - 1%. Fuel Tankering is not recommended if Take-off or Landing runway is contaminated.

How much fuel can we take? MTOW- AZFW = X MLW- AZFW + Trip + Taxi - 1% MLW = Y Lesser of X & Y =Max Fuel Available. How much do we require? Return Fuel + APU and Taxi Fuel + Trip Fuel there = Required Fuel for round trip - Fuel On Board – Arrival Fuel + APU Burn = Calculated Uplift - Uplift x Specific Fuel Gravity = Actual Uplift - Actual Uplift - Calculated Uplift = Uplift Difference Tolerance + 2,000 kgs, - 1,000 kgs - Uplift Difference ÷ Calculated Uplift = % Difference Tolerance ±5% 1) Establish communication with the Engineer. By means that remain available during refueling; 2) Inform the Cabin Crew of the beginning and ending of fueling, and indicate fueling has been completed by illuminating the “FASTEN SEATBELT” sign 3) Listen for possible fire warning from the ground engineer. 4) Liaise with the Purser to determine the two safest and most practical passenger/cabin doors intended for a possible evacuation. (Ensure 2 exits are available for exit) 5) Be prepared to initiate a passenger evacuation if necessary. 6) Be familiar with the ‘Refueling when Passengers are Embarking, On Board , or Disembarking” outlined in the CCEM.. Defuelling with passengers onboard must not take place. There is no guidance given in the FCOM, Some information is given in the FOM. Before trying this procedure I suggest contacting the SMNC and FCDM for guidance. -

At intervals not exceeding 1:00. Flight Log requirements require fuel checks every :30 minutes

-

US Gallons to Liters ....................... 3.785

FOM Chap 11

FOM Chap 11 FOM 12.4 FOM Chap 11 FOM Chap 11 FOM 11.1.2.6 FOM 12.4 FOM Chap 11 FOM Chap 11 FCI 2007-002 Common Sense

FOM 11.4.3

FOM Chap 11 FCI 2007-004

FOM 11.2.3.4 FOM Chap 11 FOM 15.1

-

IMP Gallons to Liters ..................... 4.545

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Item

Limit / Policy

Fuel at Touchdown

Not less than:

In-flight fuel management for commitment to destination

Communications Fuel Jettison

Taxi Fuel Burn APU Fuel Burn

-

-

-

28 April 2008 STUDY GUIDE

Destination = Alternate fuel + Final reserve fuel Commitment to destination = Final reserve fuel Alternate = Final reserve fuel The commander shall declare an emergency when the actual fuel onboard is less than final reserve fuel. It is permissible to continue to destination with less than Alternate + Final Reserve fuel provided: If max delay known or the EAT at the destination is received from ATC, the flight can continue to destination or to hold regardless of the number of runways as long as landing at destination is assured and it is possible to reach the destination with at least final reserve fuel remaining at touchdown. If maximum delay not known and EAT at destination not received, the flight may still continue towards destination if it is possible to reach at least two airports at which landing is assured with at least final reserve fuel reserve fuel remaining at touchdown. Two separate and independent runways at a single airport within a flying time of two hours may be considered to be equivalent to two airports, provided that account is taken of fuel burn due to likely ATC delay. A landing is “assured” if in the judgment of the commander, it could be completed in the event of any forecast deterioration in the weather and plausible single failures of ground or airborne facilities. Forecasts should be used to assess the probability of landing success when more than two hours from the relevant airport. Within two hours, actual weather reports and trend information may be used.

Landing can be assured if weather is sufficient to do the next worst approach… e.g. If Precision approaches are in use there must be sufficient weather to do a NPA If the aircraft MAY land with less than Final Reserve Fuel use PAN PAN PAN. The “MIN FUEL ADVISORY” may be used in the USA in place of the PAN PAN PAN If the aircraft WILL land with less than Final Reserve Fuel use MAYDAY MAYDAY MAYDAY Ensure adequate weather minimums exist at airport of intended landing. Get ATC Clearance Do a PA to the Passengers. Fuel jettison above 4,000 feet AGL ensures complete fuel evaporation. Downwind drift of fuel may exceed 1 mile per 1,000 feet of drop. Avoid jettisoning fuel in a holding pattern with other aircraft below. Jettison Rates: - Center Tank Fuel 2,500 kgs/min. - No Center Tank Fuel 1,400 kgs/min. - Note the time to jettison the fuel synoptic page. At least 10.4 kgs will remain in main tanks after jettison is complete due to stand pipes in the tanks. Use the Unannunciated Checklist for Fuel Jettison. Jettison Time Rule of Thumb 2/3 of Jettison Fuel = time in minutes GE Engines 2,000 kgs/Hour RR Engines 1,600 kgs/hour Ground consumption 240 kgs/hour In-flight consumption 140-270 kgs/hour dependant on Altitude and Weight

Reference FOM 11.3.4

FOM 11.3.3

FCI 2007 002

FCTM 1.08.16

Rule of Thumb Rule of Thumb

QRH PI 47.8

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PERFORMANCE 772

772ER

772ERA6-EML

MTW MTOW MLW

248,115 247,207 201,848

VREF Flap 30

MZFW

287,804 286,897 208,652

FLAPS UP 0’ PA 2,000 PA 4000’ PA

MLW MTOW

MLW MTOW

FLAP 20 FLAP 30 FLAP 20 FLAP 30

300 nm 400 nm 500 nm

300,278 299,370 237,682

341,101 340,194 251,290

350,173 349,266 251,290

138kts

140kts

139kts

149kts

150kts

150kts

199,580

209,106

224,528

237,682

237,682

PCN DISPATCH LIMITATIONS

MLW, Medium Subgrade

Rigid

Flex

Rigid

Flex

Rigid

Flex

Rigid

Flex

Rigid

Flex

Rigid

Flex

Rigid

Flex

37

34

42

36

42

36

47

41

53

46

55

47

55

47

Wt KIAS FF/Eng

240T 234kts 3460

260T 243kts 3690

See QRH PI for Optimum Altitude 260T 280T 243kts 3690 238kts 3510

280T 253kts 3920

300T 251kts 3870

300T 251kts 3870

220T 224kts 3170

240T 234kts 3460

240T 234kts 3460

260T 229kts 3270

260T 243kts 3720

280T 242kts 3610

280T 242kts 3610

200T 216kts 2890

220T 224kts 3170

220T 224kts 3170

240T 223kts 3030

240T 234kts 3500

260T 233kts 3360

260T 233kts 3360

180T 209kts 2630

200T 216kts 2890

200T 216kts 2890

220T 217kts 2800

220T 224kts 3220

240T 226kts 3110

240T 226kts 3110

LANDING CLIMB LIMIT WEIGHT (Flap 30 Approach, Flap 20 G/A) MTOW, above this Temp Flap 20 Landing Flap 5 G/A is required (Big reductions for operating in icing conditions) 44°C 40°C 47°C 42°C 34°C 39°C 38°C N/A 38°C 30°C 40°C 36°C 32°C 29°C N/A N/A N/A N/A 30°C 29°C 26°C

NORMAL LANDING DISTANCE Unfactored Flap 30, Wet Runway, Autobrake 4, 2,000 AMSL, 15kt tailwind, ISA+30 2100m 2100m 2263m 2300m 2400m 2600m 2400m 2989m 2600m 3000m

2100m 2300m

2400m 3000m

NON-NORMAL LANDING DISTANCE ENGINE INOP Unfactored

QRH PI

200 nm

344,276 343,369 223,167

195,044

QRH PI

100 nm

263,990 263,083 213,188

HOLDING FUEL CONSUMPTION @ FL 100

QRH PI

773ULR

136kts

QRH PI

Ground Distance

773ER

190,508

Jeppesen Manual Airport Directory

Weight MLW

773

WEIGHT LIMITATIONS

FCOM LIMITS

QRH PI

772LR

1823m 1659m 2072m 1880m

Wet Runway, Max Manual Braking, Max available reverse, 2,000 AMSL, 15kt tailwind 1858m 1883m 1930m 2095m 2177m 1690m 1712m 1785m 1872m 1927m 2285m 2155m 2531m 2433m 2663m 2069m 1954m 2362m 2172m 2413m

G/A CLIMB GRADIENT ENGINE INOP Flap 20, Gear Up, 30°C, 2,000 ASL Icing conditions reduce by 0.6% (0.7% for 773ER)

220T 3.6% 4.8%

280T 2.5% 5.7%

280T 2.5% 5.4%

320T 2.7% 8.0%

2177m 1927m 2717m 2467m

- Basic minimum requirement 2.1%. - If decision height is below 200 feet 2.5%. - Charted gradient if higher. FCI 2007-035

320T 0.0% 3.7%

340T 2.3% 6.3%

SHORT TRIP FUEL AND TIME

350T 2.0% 6.3% Fuel

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

3.1T :25 FL170 4.9T :40 FL290 6.6T :53 FL350 8.0T 1:06 FL350 9.6T 1:21 FL350

3.2T :25 FL170 5.0T :40 FL290 6.6T :53 FL350 8.0T 1:06 FL350 9.7T 1:21 FL350

3.2T :26 FL160 5.0T :41 FL270 6.4T :53 FL350 8.0T 1:06 FL370 9.5T 1:21 FL370

3.2T :24 FL160 5.2T :40 FL260 7.0T :53 FL320 8.8T 1:06 FL330 10.5 1:21 FL330

3.6T :25 FL160 5.5T :40 FL260 7.4T :53 FL340 9.0T 1:06 FL350 10.8 1:21 FL350

Time Flt Lvl

3.6T

:25 FL160

5.5T

:40 FL260

7.4T

:53 FL340 9.0T 1:06 FL350 10.8 1:21 FL350

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772

772ER

772ER

772LR

773

773ER

773ULR

A6-EML Fuel

SHORT TRIP FUEL AND TIME GEAR DOWN

Ground Distance

Flt Lvl

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

100 nm 200 nm 300 nm 400 nm 500 nm

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

5.1T :31 FL170 8.9T :53 FL120 12.9T 1:15 FL210 16.9T 1:38 FL200 21.4T 2:00 FL180

4.9T :29 FL210 8.3T :49 FL270 11.6T 1:08 FL290 15.0T 1:27 FL290 18.3T 1:45 FL290

5.6T :31 FL180 9.7T :52 FL240 14.0T 1:12 FL250 18.0T 1:33 FL240 21.1T 1:56 FL240

5.6T :30 FL190 9.5T :50 FL240 13.4T 1:09 FL260 17.3T 1:28 FL260 21.3T 1:46 FL260

HOLDING FUEL CONSUMPTION GEAR DOWN @ FL 100

FLAPS 1

FLAPS UP

FCOM PI

FCOM PD 0’ PA 2,000 PA 4000’ PA

Time

5.6T :30 FL190 9.5T :50 FL240 13.4T 1:09 FL260 17.5T 1:28 FL260 21.3T 1:46 FL260 Wt Total FF/Hour

240T 11430 kgs/hr

260T 12340 kgs/hr

260T 12340 kgs/hr

280T 11,840kgs/hr

280T 13210 kgs/hr

300T 12950 kgs/hr

300T 12950 kgs/hr

220T 10550 kgs/hr

240T 11430 kgs/hr

240T 11430 kgs/hr

260T 10,940kgs/hr

260T 12320 kgs/hr

280T 12080 kgs/hr

280T 12080 kgs/hr

200T 9690 kgs/hr

220T 10550 kgs/hr

220T 10550 kgs/hr

240T 10,200kgs/hr

240T 11480 kgs/hr

260T 11280 kgs/hr

260T 11280 kgs/hr

180T 8870 kgs/hr 240T 10890 kgs/hr

200T 9690 kgs/hr 260T 11800 kgs/hr

200T 9690 kgs/hr 260T 11800 kgs/hr

220T 9,460kgs/hr 280T 11,640kgs/hr

220T 10640 kgs/hr 280T 12650 kgs/hr

240T 10500 kgs/hr 300T 12620 kgs/hr

240T 10500 kgs/hr 300T 12620 kgs/hr

220T 10000 kgs/hr

240T 10910 kgs/hr

240T 10910 kgs/hr

260T 10,680kgs/hr

260T 11750 kgs/hr

280T 11740 kgs/hr

280T 11740 kgs/hr

200T 9130 kgs/hr

220T 10040 kgs/hr

220T 10040 kgs/hr

240T 9,860kgs/hr

240T 10890 kgs/hr

260T 10910kgs/hr

260T 10910kgs/hr

180T 8290 kgs/hr

200T 9200kgs/hr

200T 9200kgs/hr

220T 9,060kgs/hr

220T 10000 kgs/hr

240T 10100kgs/hr

240T 10100kgs/hr

LANDING CLIMB LIMIT WEIGHT GEAR DOWN (Flap 20 Approach, Flap 30 Landing) 205.9T 48°C 190.2T 48°C

Max Weight and temp from chart (Big reductions for operating in icing conditions) 211T 211T 249.4t 209.9T 256.3T 54°C 54°C 54°C 54°C 54°C 204.2T 205.3T 205.3T 241.5t 247.1T 50°C 50°C 50°C 50°C 50°C

256.3T 54°C 247.1T 50°C

181.2T

198.1T

198.1T

234.8t

197.1T

239.0T

239.0T

46°C

46°C

46°C

46°C

46°C

46°C

46°C

Landing Climb Limit Weight QRH PI - To be used when considering an overweight landing to determine if approach can be made with flap 20 and landing with flap 25 or 30. If not the approach must be made flap 5 and landing with flap 20. ENGINE INOP Go-Around Climb Gradient QRH PI - To be used when conducting a one engine approach and the climb gradient is in question. - Jeppesen does not publish the Missed Approach climb gradient until it is above 2.5%. Normal Configuration Landing Distance Non-Normal Configuration Landing Distance QRH PI - To be used to determine the UNFACTORED LANDING DISTANCE for various configurations and conditions. - Ensure bottom statements are understood and applied if applicable. - A conservative factor should be added to all unfactored distances to allow for average pilot abilities (In the near future Emirates will be providing guidance on this factor)

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Preflight Checks.

DOCUMENTS FILE FOM2.1 1) C of R 2) C of A Check Date 3) Original or a copy of the Noise Certificate. 4) Original or a copy of the Air Operator Certificate. 5) Aircraft Station License Check Date 6) Original or a copy of the Third Party Liability Insurance Certificates.

Check Date

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Walk Around Component Locator Guide.

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CM1

CM2

Minimum Requirements for Preflight Planning FOM 12.2 - OFP. - NOTAMs and Weather Departure, Destination, Alternates. - Enroute NOTAMs and Weather for first hour of flight. - Relevant FCI’s - Delegation of Command. Cabin Crew Briefing FOM 12.2 - The Purser should provide details of special passengers. - Introduction of Pilots. - Policy to enter the flight deck. - Ensure all crew members are in possession of valid personal documents. - Security Procedures. - Details of the flight. - Any other items particular to the flight. - Augmented Flights: Rest Periods-Meal Arrangements-Use of Rest Facilities. Preliminary Preflight Procedure CM1 or CM2 • Ensure ADIRU OFF :30 sec, then ON • Nav Charts • Check lighting set for walk around • Laptop • Check EICAS Messages, ENGINE, and STATUS pages • Aircraft Documents • Check DOORS page, 2 Doors open or armed if refueling • Emergency Equip. • COM / MASTER / MANAGER / DATALINK RESET • Flight Deck Door Key • IDENT page / Position Ent / Route Request / ATIS Request • Camera (wait :10 minutes after registering IN time before making a ROUTE REQUEST) • Overhead Panel / CBs • Start EFB / Check Camera • Park Brake set if required to check brake wear indicators. • Check for 5 Gear Pins • Adjust seat and organize documents Aircraft Documents Flow 1 FCOM NP.21.9 Clear for Boarding if Tech Log OK. 2 Remind the Purser that you are refueling with 3 passengers on board. 4 Laptop Check 5 Walk Around (If checking brakes ensure park brake set) 6 FMC Initialize FCOM SP.11.5 ↓ • Ident ↓ • POS – Check UTC time ↓ • Route ↓ • Perf (Default C of G) 200,200ER, 300-30%//200LR-14%//300ER ULR-7.5% ↓ • DEP/ARR ↓ • RTE (POS page 2 check RNP) (Verify or enter correct RNP (FCOM ↓ SP 20) See Jepp SID chart or RNP 1.0 ↓ • LEGS ↓ Check Departure (Use Plan Mode on ND) ↓ Load winds or Insert the Average wind ↓ Load descent winds ↓ • Nav Rad ↓ • Prog (Check ground distance) ↓ • Route 2 Copy ↓ • FMC COM (Check for incomplete entries) Flow 1 FCOM NP.21.21 • FIX (Optional insert MSA restrictions and EOP waypoints) 2 • Resting Page RTE page 2 3 7 EFB initialize flight and clear FAULT, MEMO, MSG items FMC Check ………..Checklist Reset……Datalink Initialize • Ident 8 • POS – Check UTC time Seat and Rudder adjusted • Route Laptop Initialize • Perf – Enter Step Size Get ATIS • Thrust limit Calculate RTOW • T/O page 2 (Noise abattement restrictions) • Legs Departure…{Check against PLAN mode} 6 Electrical Lights Wind 8 Hydraulic Lights • Nav Rad 3 Fuel Pump Lights • Prog (Check ground distance) 2 Bleed Air Lights RTO Brakes • Route 2 Copy 6 EICAS (may vary) • Fix 5 EICAS Com Msgs. Seatbelts On APU Running Resting Page PERF INIT SAAPD Autobrake RTO Check FO Setup Park Brake On Seat Adjust Doors Manual Laptop (Check RTOW calculations)

Call Load Control and request Final Load and C of G Confirm that fuel is acceptable….check 3x Upper EICAS, Fuel Page, Prog 2 Advise ground crew to inform the Fueler Advise Load Control of the Final Fuel Fueling Complete……………Seat Belt Sign On Calculate ATOW and ALW Calculate ATOW and ALW Compute Perf. Data Transfer T/O Data to the CFP Cross Check Perf. Data

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Briefings FCOM 50.1 FOM 15.4

CM1

CM2

CM1

REJECT BRIEFING

On Subsequent flights on the same day with the same crew it may be abbreviated with the comment “Standard Reject Briefing, V1 __kts”

• This will be a LEFT/RIGHT seat take-off. If any malfunction occurs before V1 I will call STOP or GO. • If the call is STOP, I will immediately and simultaneously close the thrust levers, disconnect the autothrottles, apply maximum manual braking (or observe operation or RTO autobrakes), raise the speedbrake lever, and apply maximum reverse thrust. • Once the aircraft has stopped on the runway I will set the parking brake, PA announce “ATTENTION CREW AT STATIONS”, together we will assess the problem and I will call for the appropriate RECALL or CHECKLIST. • I will verify thrust levers are closed, autothrottles are disengaged, and maximum braking. • Call “AUTOBRAKES” if displayed on the EICAS, verify speedbrake lever up and call “SPEEDBRAKE UP”, or “NO SPEEDBRAKE” as appropriate. • I will verify reverse thrust applied, call “60 KNOTS”. • Then inform ATC and carry out any required actions. • If an evacuation is required I will call “EVACUATION CHECKLIST”. • If no evacuation is required I will check the DOORS page to ensure no doors are open, Use the CAMERA Page to asses the aircraft, and check the GEAR page for brake temperatures and tire pressures. If appropriate PA announce “CABIN CREW REVERT TO NORMAL OPERATIONS”. Request ATC Clearance and taxi clear of the runway. FCOM 50.1 FOM 15.4

EMERGENCY BRIEFING

PF

• If a malfunction occurs after V1, we will continue the take-off. • No actions other than raising the gear, application of TO/GA and silencing any aural warnings will be completed until the aircraft is safely established in the climb above 400 feet AGL. • Recall actions will be called for once the Flight Path and Navigation are stabilized. • We will accelerate at ____ feet, retract flaps, and after retraction to ___ call for the appropriate checklist. FOM 15.4 Requirements • Initial flight path including Engine Out Procedure. • Type of approach for immediate return or intentions if return to landing unavailable due to weather at departure airfield. • Overweight Landing considerations o Our Take-off Weight is ____, and our MLW is ____. Our options are: • FUEL JETTISON ____ minutes. ¾ of Fuel To Jettison = time to Jettison • OVERWEIGHT LANDING checklist.

PF

Both pilots conduct a diligent self brief and Check FMS “Are You Ready for a Briefing” Select RTE Page read RWY / SID / TRANSITION C Chart T Terrain W Weather O Operational

FOM 15.4

FCI 2007-77

NORMAL BRIEFING

Preflight Checklist Complete Checklist – Display Doors on MFD

Final Load Data Received – record on Flight plan – Calculate ATOW & LW Monitor Actions

CDU Set PERF INIT

THRUST REF

T/0 PAGE 2

T/0 PAGE 1

APP REF

ZFW enter Fuel Quantities check CDU / EICAS / CFP Gross Weight Call compare CDU with OPT

Confirm Gross weight Call Assumed Temp / TOGA as appropriate

Set Assumed Temp and verify TO Thrust Call out assumed thrust and verify Climb Thrust

Call EO Accel Height

T/O page 2, enter or Verify the EO Accel Height Accel Height (at or above EO Accel Height) Thrust Reduction Height (at or above EO Accel Height) T/O page 1 set Flap & C of G Enter the Takeoff speeds TO Speeds

Call out the Takeoff Flap Call the Takeoff Speeds & confirm takeoff speeds entered

Call Flap 30 VREF and confirm with the OPT -0+1

Compare Flap 30 VREF with the OPT -0+1

Set MCP set V2, Select LNAV VNAV and confirm armed on PFD Set Initial Heading & Initial Altitude Resting page Take-off Page 1 IF “PRE FLIGHT COMPLETED” NO DISPLAYED Flight deck windows closed and locked T/0 PAGE 1

Captains PA

Resting page RTE Page 2 Laptop Computer Stowed Exterior Doors verify closed FLT Deck Access Switch to Norm Flight deck windows closed and locked

ATC Clearance (Confirm CDU Dep. Proc., set MCP ALT & Transp).

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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. Command CM2 to request push and start

Call ATC for start and pushback clearance

Before Start Procedure After Start Clearance is given.

Call “Cancel EICAS” Set the Trim Flight deck door closed and locked If Starting before pushback or off gate and no pushback is required “Cabin Crew Arm Doors” Before Start Checklist

Hydraulic Panel Pressurize right system first to prevent fluid transfer. Fuel Panel Main pumps on, if FUEL IN CENTER EICAS displayed Center Tanks On Beacon “Recall” Call out the displayed messages ENGINE SHUTDOWN TCAS OFF Cancel EICAS Checklist Display BEFORE START Flight Deck Door Closed and locked Radios Set Data on Central Radio 121.5 on Right Transponder TA/RA “BEFORE START CHECKLIST COMPLETE” Engine Display Push

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

Start Clock

Start Procedure. Announce Start Sequence GE engines must be started individually Call “START__ENGINE(S)” GE engines are not allowed dual engine starts Position Fuel Control Selectors to Run Observe Oil Press increase by initial EGT rise If not Abort Start Observe Gen OFF light not illuminated after start. EAD-71

Position Start Selector(s) to START Observe Oil Press increase by initial EGT rise.

Before Taxi Procedure to be completed when red EGT Limits disappear. Observe Gen OFF light not illuminated. EAD-71 APU Selector Off Engine Anti-Ice as required “Recall” Read off remaining EIAS messages “Checked” Ground Engineer Dismiss “2 Good Starts, “Confirm Tow bar Disconnected and Steering bypass pin removed” “Clear to Disconnect, Hand Signals on the Left/Right” Verify ground equipment is clear Call Flaps __ Flight Controls Check Check EAI valves if required EKIB-32 Call for “BEFORE TAXI CHECKLIST”

Display Checklist

Ground Equipment Clear Position Flap Lever “BEFORE TAXI CHECKLIST COMPLETE”

Before Takeoff Procedure May be done by CM1 or CM2 Brief Taxi Clearance Clear Left Release parking brake Engine Anti-Ice Select On- Auto EKIB-32 Call “TAKEOFF REVIEW”

Obtain Taxi Clearance Turn on Taxi light and Turn Off lights On Clear Right Takeoff Review CDU Flap __ Required, Flap __ Selected, Flap __ Indicated EICAS ND RWY __ PFD V2 ___ TOGA, TOGA LNAV, VNAV Armed 5,000 249 Track FMS SOBRA 1G, Set (PNF) LEGS or (PF) T/O page 1 or CLIMB Transponder 1326 TAKEOFF REVIEW COMPLETE Display Checklist

When Takeoff Review Is Complete And Cabin Ready Received Wx or Terr On Call for “BEFORE TAKEOFF CHECKLIST” “CHECKLIST COMPLETE”

Wx or Terr On Complete Before Takeoff Checklist “BEFORE TAKEOFF CHECKLIST COMPLETE”

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PF

PNF Takeoff Procedure. When Cleared to Lineup on runway

Release Brakes Confirm Correct Runway Align A/C on Runway MLG Steering centered for :05 before takeoff. Verify Runway heading with ND ± 10°. FOM 15.7.2

EKIB23

Landing and Strobe Lights On PA “CABIN CREW PREPARE FOR T/O” Confirm Correct Runway Verify Runway heading with ND± 10°. FOM 15.7.2

Cleared for Takeoff CM1 Starts Clock 1.05 EPR or 55 % N1 “TAKEOFF” push TOGA sw “THRUST REF”

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

“CHECK”

“80 KNOTS”

“HOLD”

V1 Auto Callout “ROTATE” “POSITIVE CLIMB”

“GEAR UP” “LNAV” “AP ON” After 200 AGL

“400”

“THR REF, VNAV SPEED” Call all FMA changes and engage Autopilot ASAP At Acceleration height start Flap retraction “FLAPS ___” Verify climb thrust set Call “AFTER TAKEOFF CHECKLIST”

Verify VNAV engaged Position Flaps as commanded When flaps selected UP Checklist Display Push Engine A/I AUTO “AFTER TAKEOFF CHECKLIST COMPLETE”

Climb/Cruise Procedure. 10,000 AAL

Seat Belt Selector as required. or “Cabin Crew Cleared for Duties” All Landing Lights Off NAV page manual selections off, POS page 2 RNP Manual Selection Deleted

Approaching Transition set Altimeters “TRANSITION” “STANDARD FL ___”

“CHECK” When FUEL LOW CENTER EICAS is displayed turn CENTER FUEL PUMPS OFF.

Top Of Climb Procedure. -

Set RADAR for Cruise Discuss Engine-Out drift down capability. Discuss Depressurization Strategy. Nominate Diversion Airports and check weather. Check the ENGINE and STATUS pages, followed by a look at all other system pages. - Complete Flight times on the CFP - Complete a check of remaining Weather and NOTAMS.

-

Record Fuel on Flight Plan Set RADAR for Cruise Complete Flight times on the CFP Enter winds if required

Descent Preparation and Procedure. Transfer Control DEP/ ARR Select Select Approach and Transition Confirm and Execute Modify LEGS. Set NAV RAD page. RTE Copy as required Set Fix page to 25nm circle around dest. and insert Trans LVL Set Baro Mins, QNH, and RNP(Ensure CM1 pre-selects STBY ALT QNH) Set VREF (Ensure CM1 sets Standby ASI) Set Auto Brake Transfer control back APPROACH BRIEFING Both pilots conduct a diligent self brief and Check FMS “Are You Ready for a Briefing”

Call for “DESCENT CHECKLIST” Landing PA

Complete prior to 10,000 MSL

Rough Calculation 3 x Altitude + 20 nm

Get ATIS

Confirm FMS

Review all Alert Messages and Operational Notes. Verify VREF (Ensure CM1 sets Standby ASI) Set Baro Minimums (Ensure CM1 sets Standby ALT) Check CDU C Chart T Terrain W Weather O Operational F Fuel FCI 2007-075 “DESCENT CHECKLIST COMPLETE” - At TOD record fuel on Flight Plan When Passing lesser of 20,000 AAL or TOD, Seat Belt Sign On

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PF

PNF Approach Procedure. Approaching transition level, set altimeters Verify correct arrival and approach procedures selected Confirm Approach Briefing At 10,000 (ASL or AAL) select Landing , Taxi and Runway lights On Checklist display push Transition Check

When cleared to an altitude and below 10,000 AAL “APPROACH CHECKLIST”

“APPROACH CHECKLIST COMPLETE”

T C C L P

Transition Checklist Cabin Ready LOC… Identified PA Completed

ILS Procedure. Call for Flaps according to schedule On LOC intercept heading…. Verify ILS Tuned and Identified LOC and G/S pointers displayed Arm App Mode At G/S Alive…………….Set Missed approach altitude, - Landing Gear Down “GEAR DOWN, FLAPS 20” Arm the Speedbrake - Flap 20 - Speed Brake Armed - Set Speed 2500 “Check”

CABIN READY received from Purser PA “CABIN CREW PREPARE FOR LANDING” On LOC intercept heading…. Verify ILS Tuned and Identified LOC and G/S pointers displayed Landing Gear Down, Flaps 20, Checklist display POSITION Flaps

Before 1,500 AGL - Flap 30 - Set Speed - Landing Checklist

Call “FLAPS __ LANDING CHECKLIST” “LANDING CHECKLIST COMPLETE”

Before 1,000 AGL

CHECKLIST COMPLETE” At G/S intercept set missed approach altitude on MCP “LAND 3, FLARE and ROLLOUT ARMED” At FAF/OM “FAF or OM ____ feet” “MISSED APPROACH ALTITUDE SET”

1000 “Check” 500“Check” Plus 100“Check” Minimums “LANDING” or “GO-AROUND”

“Check”

Instrument approach using VNAV. Call for Flaps according to schedule On Intercept Heading…. ARM LNAV or LOC Approx 2-3 nm before the FAF and after ALT, VNAV PATH, or VNAV ALT Set MDA +50 in MCP Select VNAV Engage Speed intervention Approaching the Glide Path “GEAR DOWN, FLAPS 20” Arm the Speedbrake Beginning the final descent Call “FLAPS __ LANDING CHECKLIST” 300’ below Platform Altitude and M/A Altitude Set M/A Altitude in MCP 2500 “Check” 1000 “Check” 500“Check” Plus 100“Check” Minimums “LANDING” or “GO-AROUND”

CABIN READY received from Purser PA “Cabin Crew Prepare for Landing” On LOC intercept heading…. Verify NAV Aid Tuned and Identified LOC or VOR pointers displayed

Call “APPROACHING GLIDE PATH” Position Landing Gear Down Flaps 20, Checklist Display Position Flaps “LANDING CHECKLIST COMPLETE” At FAF/OM “FAF or OM ____ feet” “MISSED APPROACH ALTITUDE SET”

“Check” Set MCP below platform altitude, and set and missed approach altitude by at 300 feet below FAF Altitude for a VNAV Approach and 300 feet above MDA for a V/S approach

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PF

PNF Go-Around Procedure

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

Position Flaps to 20

Verify rotation to go around Attitude and thrust increase Verify thrust adequate and adjust if required “POSITIVE CLIMB” Position Landing Gear Up and ensure F/Ds on “GEAR UP” Above 200 select A/P ON (If F/Ds not on the can be reengaged by hitting the TOGA switch twice) Verify MA Altitude is set Above 400 select LNAV or HDG/TRK SEL At Flap Retraction Altitude (Jep. Missed Approach Altitude) set Position Flaps speed to the maneuvering speed for the desired flap setting Display Checklist Call for “FLAPS __” according to flap schedule After Flap Retraction select FLCH or VNAV as required Caution for Single Engine Go-Around Loss of control prior to reaching stick shaker may occur after an engine failure at light weights. Minimum Recommended Speed is Vref+5. Fleet Facts July/August 2007 Verify missed approach route tracked and missed approach altitude captured. Call for “AFTER TAKEOFF CHECKLIST” Complete checklist

After Landing Procedure

After CM1 positions Speed Brake Lever Down. Monitor Roll and Proper Auto Brake Operation Call “SPEEDBRAKES UP” or “NO SPEEDBRAKES” Call “AUTOBRAKES” if displayed on the EICAS Call “60 KNOTS” Move the Reverse levers to the reverse idle detent. When reverse idle achieved stow the reverse thrust levers. Taxi instructions received and understood. Position Engine Anti-Ice as required Stow the Speed Brakes Start APU at an appropriate time. CM1 Stops Clock Position Strobes Off Select Wx Radar Off Landing Taxi lights as Required Select Wx Radar Off Position Auto Brakes Off Flap Lever Up Checklist Push Call “AFTER LANDING CHECKLIST” “AFTER LANDING CHECKLIST Complete”

Turning on to Parking Stand. Notify Cabin Crew “CABIN CREW PREPARE DOORS FOR ARRIVAL” Turn Off Runway Turnoff and Taxi lights Display to DOORS synoptic page

CM1

CM2 Shutdown Procedure.

Park Brake Set Fuel Control Cutoff Cabin Doors Disarmed N1 below 10%, Seat Belt Selector Off EFB Close

Stop Clock…..Electrical Power Establish Verify Cabin Doors Disarmed Verify Engines have spooled down to 10% N1 Hydraulics Set C1&C2 Demand Pumps OFF, L Demand Pump OFF, C2&C1Electric Primary Pumps OFF, R Demand Pump OFF. (prevents Fluid Transfer)

Flight Director Off When Wheel chocks are in release the Parking Brake. In contact with Ground Engineer report the Aircraft Status. Call “SHUTDOWN CHECKLIST” Status Message Check disregard until :03 min after HYD PRESS SYS L+C+R LOG required defects

Fuel Pumps Off Beacon Off Flight Director Off Checklist Push EFB Close Transponder Standby “SHUTDOWN CHECKLIST Complete” APU Selector Set Flight Deck Access System Off

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CM1

CM2 Secure Procedure.

Call “SECURE PROCEDURE” ADIRU OFF Emergency Lights Off Packs Set EFB Power sw Push Checklist Push

EFB Power sw Push Call “SECURE CHECKLIST”

“SECURE CHECKLIST Complete” Laptop computer Stowed power supply connected if below 30% Flight Deck Door key check

Last Items Prior To Leaving Cockpit 3 minutes after HYD PRESS SYS L+C+R message is shown record the STATUS and ALERT messages in the maint. Log. L Com to RVHF, FLT, SPKR Volumes set to 12:00 Seat Belt Stowed. Ensure Aircraft and Cabin Log Books signed for next flight.

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

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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 Standard FL ___

Check

Transition Altitude

Transition Lights Off Seatbelts Off

After T/O Checklist

DEPARTURE BRIEFING Reject Briefing Emergency Briefing CAT of Aircraft and Airport NOTAMS Route Briefing Notes NOTAMS Threats Pushback and Taxi Departure

Display the Checklist Engine AI Auto

10,000 Climbing FL280

Flap Up Flap 1

Takeoff, THRUST REF

Hold

400’ AAL

A/P On Gear Up LNAV 400

Rotate

TAKE OFF REVIEW Flap __ Rwy ___ V2 ___ TOGA,TOGA, LNAV VNAV Armed 5,000 249 Track SID PF CDU T/O PNF, CDU LEGS Transponder ____ TO Review complete Display Checklist

PF Procedures

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

PNF Procedures

THRUST SET, 80 Knots Ldg Lts & Strbs On PA Cabin Crew Verify Rwy Hdg

1,000’ AAL

After T/O Checklist Complete

THR REF VNAV

V1

Taxi Clearance Brief Taxi Taxi lights ON Release park brake Call For T/O Review

10,000’ AAL

Positive Climb

PF Calls

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

PNF Calls Auto Callouts

V1

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28,000’ ASL Advise purser :20 to TOD

Arrival SOP

ATIS PA

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

FL200 Descending 8,000

Seatbelt Sign On FL 200 or TOD whichever is lower

20,000’ ASL QNH ____ 15,000 Transition

Complete Briefing Call for Descent Checklist ARRIVAL BRIEFING Messages, Notes, RBN, NOTAMS Threats CAT of Aircraft and Airport & why STAR Approach amd Missed Approach Fuel and diversion plans Autobrakes and Reverse Thrust Taxi intentions Missed Approach Calls

10,000 Descending 8,000 10,000 Procedure Landing, Taxi, and Rwy Turn Off lights On Display Checklist

Transition Altitude

Approach Checklist

Check

Check FMC

ILS idendtified

Landing Gear Down, Flap 20

SPEED-ALT CAP, ALT HOLD ILS identified

10,000’ AAL

Flap 1………Flap

9,000 Descending 8,000 Cabin Ready PA Cabin Crew Prepare for Landing

Arm the Speedbrakes

LOC armed, G/S armed, LOC CAP, G/S CAP, missed approach altitude set 2500 FAF

Flap 30, Landing Checklist 1000

LAND 3, FLARE and ROLLOUT ARMED

1,000’ M/A Altitude Set

Landing or G/A

500 Plus 100

PF Procedures

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

PNF Procedures PF Calls

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

PNF Calls Auto Callouts

2500

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

Minimums

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Emirates Management Model Emirates Management Model FLY

FLY

Examples EFATO

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

NAVIGATE

NAV

- Diversion? - Hold? - Approach?

COMMUNICATE

COM

- Who do I need to speak with Urgently

ASSESS

ASS

RTO

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

ACTION

ACT

Engine Failure in Cruise

- Recall – Checklist - EICAS – Normal Checklists… MAN

MANAGE

- Other Pilot – Purser – Company – ATC – fuel – weather – diversion - … - Several Acronyms available…

o D o I

Decisions, Divert, Dump…

o S o C o S

Setup

Inform (PNF, Purser, Pax, ATC Company) ( Send Position Report and Diversion Message) or (ACARS Message to DXBOWEK)

Rapid Depress with TCAS

Checklists Special Requirements

When making decisions that enter gray areas consider the following: FOM 1.01 Flight Operations Mission Statement To operate Emirates aircraft in the safest and most efficient manner.

SLR

Is it SAFE, LEGAL, and do you have a REASON.

Tips for dealing with differences with other crew member:

A........... ASK what he/she is thinking. S ........... If required SUGGEST a better option. I ............. If required INSIST on the change.

Uncontrollable Fire after T/O

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MEL & CDL Guidelines

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RTO Actions

Stop the Aircraft Alert the Crew PA

“Attention Crew at Stations” Call for required Recall

CM2

CM1 Set the park brake Access the situation

Complete the required Recall

FLT Instruments, CM2, Purser, ATC, and Emergency Services.

NO Evacuation Decision

PA

“Cabin Crew revert to Normal Operations”

CM2 READ AND DO

YES Turn on the STORM LIGHTS “Passenger Evacuation Checklist” CM2 Challenge

required PA

CM1 Respond

“Left/Right/All Available Exits Evacuate Evacuate” Evacuation Switch Pull Horn Silence

-

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

-

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

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Engine Malfunction After V1

FCTM 3.27 QRH MAN 2.1 FCOM NP.50.1 FOM 20.3.4

PF

PNF When Cleared to Lineup on runway

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

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

:05 before takeoff.

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

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

“CHECK” “80 KNOTS” “HOLD”

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

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

(If Required)

Call Engine Indications and Report the Problem. Stabilize the Flight Path and Navigation Call for Required Recall Caution: - If TOGA selected it will lock onto the current track and you will be unable to change this until above 400’ AAL. - If Thrust Levers advanced for additional thrust. Roll Modes LNAV and HDG/TRK will be available below 400’AGL Caution: - At 400’AAL THR REF will engage and retard them to the original T/O Thrust… possibly D-TO.

Complete required Recall

Example Of Recall Procedure “FIRE ENGINE LEFT” Confirm the correct A/T switch “CONFIRMED” Guard the Operating Thrust Lever “CONFIRMED” Guard the Operating Fuel Control Switch “CONFIRMED” Guard the Operating Fire Switch “CONFIRMED”

“LEFT A/T OFF CONFIRM” Switch the A/T OFF “OFF” “LEFT THRUST LEVER CLOSE CONFIRM” Close the Thrust Lever “CLOSED” “LEFT FUEL CONTROL SWITCH CUTOFF CONFIRM” Select the Fuel Control Switch to CUTOFF “CUTOFF” “LEFT FIRE SWITCH PULL CONFIRM” Pull the Fire Switch “PULLED” Discharge bottles as required “FIRE OUT”

Recall Complete and above Engine Out Acceleration Height and Turns Complete FOM 20.3.4 - Close the Speed Window or Set Speed to Flaps Up Speed. - Retract the Flap. - After Flap retracted confirm MAX CON Thrust. Select FLCH if required. - Come up with a mini plan. o Climb to MSA and proceed to a holding fix or follow ATC instructions. FOM 20.3.4 - Call for the required Non-Normal checklists - Review the EICAS. - Cancel the EICAS - Call for the AFTER TAKEOFF checklist D Decisions, Divert, Dump… I Inform (PNF, Purser, Pax, ATC Company) S Setup C Checklists S Special Requirements

After 400 feet and required Recall actions complete, contact ATC with PANPAN for a Failure or MAYDAY MAYDAY for FIRE, SEVERE DAMAGE, SEPARATION. Tell them to standby.

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

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EICAS Message Procedure TM B777 Part 1 Chapter 4 page 10

PF

PNF EICAS

“(EICAS MSG) RECALL” Complete the Recall Items“ “(EICAS MSG) RECALL COMPLETE” “ADDITIONAL NON-NORMALS” Complete the Checklist Items“ “(EICAS MSG) CHECKLIST COMPLETE” “NO ADDITIONAL NON-NORMALS”

“(EICAS MSG) CHECKLIST”

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

Cancel EICAS Clear Checklist

Engine Failure or Fire at Cruise Altitude PF “ENGINE OUT DRIFT DOWN PROCEDURE”

Ensure VNAV Engaged

FCTM 4.11 FCOM SP23 FCOM 11.31.31

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

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

Cancel EICAS Clear Checklist

PF

PNF “EICAS”

“FIRE ENGINE L/R RECALL” Complete the Recall Items“ “FIRE ENGINE L/R RECALL COMPLETE” “ENGINE OUT DRIFT DOWN PROCEDURE” Select FMS CRUISE page ENGINE OUT Select a lower altitude on the MCP (Do Not Push) Execute Ensure VNAV Engaged “MAYDAY,MAYDAY, MAYDAY” Turn on all exterior lights

Ensure VNAV Engaged “ENGINE FIRE L/R CHECKLIST”

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

Cancel EICAS Clear Checklist

Engine Failure or Fire at Cruise Altitude Manual Proc. PF

PNF “ENGINE FAILURE”

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

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

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

A A A

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

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

Engine Out Procedure

FCOM NP.50.2

Landing Procedure – G/S Intercept from Above

FCOM NP.21.42

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Pressurization Problems - The AIR Synoptic will display on the EICAS when the Cabin Altitude is above the normal range (8,500 PA). The Cabin Altitude displays Amber for Cabin Altitudes above 8,500PA. ALTEON CBT - The CABIN ALTITUDE EICAS warning message displays and the Siren will activate when the cabin altitude is excessive (Above 10,000 PA). The Cabin Altitude Displays Red for Cabin Altitudes 10,000 and above. ALTEON CBT - The Oxygen masks deploy at Cabin Altitudes above 13,500 PA. ALTEON CBT - Flight Crew requires Oxygen Masks for Cabin Altitudes above 10,000 PA. FOM 17.6 - Passengers require Oxygen Masks for Cabin Altitudes above 15,000 PA. FOM 17.6

PF

PNF

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

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

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

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

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

CM1

CM2

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

- Transfer Control to CM2 - Remove Mask • Close Left O2 door and reset O2 • Establish Communications - Make a PA “PURSER REPORT TO THE FLIGHT DECK” - Make a PA to the Passengers and advise the new cruising level. FOM 20.3.5

FCTM 7.6

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

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ILS PRM Approaches FCTM 7.22 FOM Chap 19 Special Operations USA OPS page 26 TM 5.2 - ILS PRM Approaches are designed for closely separated runways at YSSY and some US Airports. - Minimum Separation between runways is: o 1,500m in Australia o 4,300ft in the USA - Training requirements are: 1

ASA Video FAA Video Familiarization with PRM approach Procedures Company Training Familiarization with Breakout Procedures and Phraseology. Pass an Exam - ATIS will broadcast when PRM approaches are in use. - If unable to fly a PRM approach you must advise ATC: o by 120 DME from Sydney Airport, or if departing from within 120 DME of Sydney on first contact with ATC. o by a distance specified on the Jeppessen All User Page. - When ATIS advises that ILS PRM approaches are in use Pilots should brief for the PRM approach: o Brief using the “Attention All Users” page and the “ILS PRM Chart”. o Ensure VHF Radios are set up Left Radio to ATC Transmit and Receive, Right Radio to PRM freq Receive only and volumes set equally. o If PRM approaches are cancelled the approach may be continued after briefing o new minimums, o the monitor frequency is no longer required.

- If an Aircraft will penetrate the NTZ: o An Advisory Broadcast will be issue. o An Instruction to turn will be issued. - If an Aircraft penetrates the NTZ: o A BREAKOUT ALERT will be issued. “BREAKOUT ALERT EK418 TURN LEFT/RIGHT IMMEDIATELY HEADING ___ CLIMB/DESCEND AND MAINTAIN ___ ALTITUDE” o A TRAFFIC ALERT will be issued. “TRAFFIC ALERT EK203 TURN LEFT/RIGHT IMMEDIATELY HEADING ___ CLIMB/DESCEND AND MAINTAIN ___ ALTITUDE” - USE of TCAS on PRM Approaches: o When in contact with tower TA or TA/RA may be selected. During a missed approach or breakout TA/RA should be reselected. o TA/RA should be selected. During a breakout ATC turn instructions should be followed and TCAS Climb/Descent instructions are controlling. - Breakout Procedure: PF PNF Disengage A/P Manoeuver as per ATC Instructions “F/Ds OFF” “SET HDG ___°, SET ALTITUDE _____ FT”. After Breakout Complete “F/DS ON, A/P ON” Reconfigure AC as required.

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

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Low Visibility Operations Item

TAKE-OFF

Reduced TO visibility Less than 400 meters

AWO TO General rules Take-off Alternate

Reference

- Low Visibility Procedures must be in force

FOM 18.17.3

CAT C aircraft 125 meters CAT D aircraft 150 meters

- See 10-AWO Chart - All RVR are required to be above minimum RVR - If no RVR available the Captain can determine Visual reference Runway edge lights = 60 meters - Centerline lights = 15 meters - MP RVR can be substituted for a inop TD or SE RVR Above 80 kts loss of visual reference should not cause an RTO. Reduced thrust is permitted. If it is not possible to return to the departure airport a TO Alt is required. Non ETOPS 420 nm ETOPS 840 nm. USA Operations use 420 nm Wx should be above landing minima, ceiling is required for a non-precision approach. USA require weather to be above Alternate Minima (ceiling and visibility required from time of departure to ETA) NZ and Australia require T/O Alternate if wx below CAT I landing minima.

Recency Requirements

AWO qualifications remain valid between PPCs.

10-AWO

- CAT II III approaches are only authorized at airports with JEP 10-AWO chart. - * RVR Stop End SE requirements are at Captain’s Discretion but not below 75 meters when stop end of runway is required by landing distance. The Aircraft must be stabilized by 1,500 AGL.

Stabilization Point Lighting Requirements

Downgrading Approaches

Non-Normal Procedures

LANDING

FCOM SP 17

Remark LVP

Approach Ban Point

Prior to 1,500’ - Normal Procedures Above AH (200’ AGL) - Above AH failure of an operational system requires a GA. - Check ASA if above required minimum continue or downgrade. if not G/A. - ASA must be displayed by 500 AGL or G/A - Check EICAS, if SINGLE SOURCE - DISPLAYS – RAD ALT - ILS is displayed G/A. - G/S scales on the PFD change color to amber and flashing on the pointer - Monitor to confirm corrective inputs are applied, if not G/A. Below AH (200’ AGL) - Below AH failure of an operational system is ignored. - EICAS ALERT continue the approach. - EICAS ALERT and MASTER CAUTION G/A - Continue the approach unless there is a Master Caution Aural and Light. N NO AUTOLAND A AUTO THROTTLE S SPEEDBRAKE A AUTO PILOT - G/S scales on the PFD change color to amber and flashing on the pointer below 200’RA G/A. - ABP – Is the OM or equivalent point, for circling Approaches it is the IAF. -

-

FOM 18.17.5 FCOM SP.17 FOM 12.4 FOM 19.10

FOM 18.17.3 FOM 18.17.5 FOM 17.5 Pelesys CBT

FCOM SP.17

FCOM SP.17 FCTM 2.20.2 FCTM 5.21

The ABP is the FAF inbound or where the final approach course is intercepted. For circling approaches it is the IAF.

The ABP is the FAF or the published G/S intercept. An approach shall not be continued beyond the Approach Ban Point if the reported visibility/RVR at the Approach Ban Point is less that the applicable minimum. -

FOM 18.17.3 FCTM 3.15 FOM 15.17.1

FOM 18.17.2

- A partial unservicability of a Visual Aid of up to 50% has no effect; however, the complete failure of the first ½ of the runway lights has to be considered as a total failure. - Unservicability in excess of 50%. The visual aid has to be considered as unserviceable. - For approach add ons for failed or downgraded equipment refer to LIDO General Part, RAR (Rules and Regulations) - During Setup Preselect CAT I Baro Min. and set DH as per FCOM SP17.3 . - The minimum altitude to downgrade an approach is 200 AAL. - The higher minima must be briefed prior to commencing the approach. - Downgrading Calls “LAND 2” RESPONSE “CAT IIIA SET FIVE ZERO FEET”. Follow procedure FCOM SP17.3

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

28 April 2008 STUDY GUIDE

If the RVR is varying between distances less than and greater than the minimum RVR the approach may be continued.

FCTM 2.20.2 FOM 15.10.3 FOM 19.10

If south of 60° long. And no RVR or runway visibility (PIREP) for the runway of FCI 2008-009 intended approach is available, and ground visibility is reported to vary between distances less than and greater than the minimum visibility the approach may be continued. - After passing the Approach Ban Point, if the reported visibility/RVR falls below the applicable minimum, the approach may be continued to the DH/Alert Height, or MDA. CAT II 3 consecutive lights + a lateral element CAT IIIA 3 consecutive lights CAT IIIB 1 centerline light FOM 18.17.5 -

Visual Ref. at DH

Auto Callouts

Incapacitations are assumed when a Flight Crewmember does not respond to: - Above 1,000AGL to 2 verbal communications. - Below 1,000AGL to 1 verbal communication. - Any verbal communication associated with a significant deviation from the intended flight path. - A system malfunction - The remaining pilot may continue the approach. If Auto callouts fail the PNF will make the required callouts (50-40-30-… not required)

Autoland Limitations

Maximum Allowable Wind Speeds

Crew Incapacitation

FOM 20.7

FCTM 2

Glideslope

HW 25 knots TW 15 knots CW 25 knots Maximum 3.25° Minimum 2.5° Automatic Landings can be made using flaps 20 or 30, with either engines operative, or one engine inoperative. The autopilot flight director system (AFDS) autoland status annunciation must display LAND 2 or LAND 3.

FCOM L.10.5

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Equipment Required For LVO Approach Type

NO AUTOLAND

F/D

FCTM 4.20.14, 5.18-19

LAND 2

LAND 3 YES FAIL OPERATIONAL -

CAT IIIB

NO

NO

NO

-

YES FAIL PASSIVE -

CAT IIIA

NO

NO

-

-

CAT II

NO

-

NO

2 ASA. NO SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS displayed. One or two engine, Flap 20 / 30. Below AH Go-around for

N A S A

NO AUTOLAND AUTO THROTTLE SPEEDBRAKE AUTO PILOT YES FAIL PASSIVE

NO SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS displayed. One or two engine, Flap 20 / 30. Below AH Go-around for

N A S A

NO AUTOLAND AUTO THROTTLE SPEEDBRAKE AUTO PILOT

CAT II, IIIA, or IIIB with DH Callouts Condition

PF

500 feet

PNF “500”(Auto callout from baro altimeter)

500 feet

“TWO HUNDRED” radio altimeter

200 feet RA 0 DH

-

-

NO AUTOLAND AUTO THROTTLE SPEEDBRAKE AUTO PILOT YES FAIL OPERATIONAL 2 ASA NO SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS displayed. One or two engine, Flap 20 / 30. Below AH Go-around for

N A S A

NO AUTOLAND AUTO THROTTLE SPEEDBRAKE AUTO PILOT YES FAIL OPERATIONAL NO SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS displayed. One or two engine, Flap 20 / 30. Below AH Go-around for

N A S A

NO AUTOLAND AUTO THROTTLE SPEEDBRAKE AUTO PILOT

PF

PNF “500”(Auto callout from baro altimeter)

“CHECK”

“CHECK”

At Decision Height

-

N A S A

CAT IIIB Callouts Condition

“CHECK” 200 feet RA with DH

-

2 ASA. Autothrottle Engaged. NO SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS displayed. One or two engine, Flap 20 / 30. Below AH Go-around for

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

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

FOM Chapter 15 page 35

EKIB-25 Occurrences of unpowered Right Transfer Bus during triple channel autopilot autoland bus isolation… EKIB-26 Autoland System should NOT be used for overweight landings

“50” FLARE (NO FLARE) “40” “30” “20” IDLE (NO IDLE) “10” ROLLOUT(NO ROLLOUT)

FOM Chapter 15 page 34

FOM 20.2

L HYD SYS Auto Land will not be possible due to the reduced control of the Stabilizer

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VNAV Approaches to a MDA, DA, & SAAAR RNP - It is not permitted to carry out a practice or training NDB,VOR, or LOC approach if there is a valid ILS (LOC and G/S) radiating, or an RNAV approach is available. FCI 2007-093 FCTM 5.25 – 5.40 FOM 15.10.5.2 FCOM SP.4.5 FCOM SP20.1 FCN 2008-004

Validation Criteria For VNAV Approach To MDA FOM 15.10.5.2 1. 2. 3. 4. 5. 6. 7.

The Approach must be Database selectable. Lateral track on the LEGS page should be ± 1° of the published track. The Distance between FAF to the Runway/MAWP should be within 1 mile of published distance. No minimum crossing altitude is infringed. Approach angle greater than or equal to the charted value. Altitude at the RWY or MAWP is appropriate. Vertical or lateral modification of waypoints at or beyond the FAF is not permitted; however, a speed constraint may be added at the FAF only. 8. Check that RNP is appropriate for the approach. RNP 0.3 is required for GPS approaches. PROG PG4 . FCOM SP.4.5 9. Not authorized for QFE Operations. FCOM NP 21.42 10. Approaches to MDA are not authorized to use VNAV if altitudes corrected for cold temperatures. FOM Chap 13 Page 6

Additional Validation Criteria For VNAV Approach To DA EKIB 33R1 FCI 2007-086 1. 2. 3. 4. 5. 6. 7. 8. 9.

GPS must be displayed on the ND. VNAV Approaches to DA require a current QNH altimeter setting for the landing airport to be inserted into the main aircraft altimeters. (remote altimeters settings are not permitted) F/D and or A/P in VNAV mode must be used. RNP 0.3 is required. PROG PG4 There is no requirement to add 50 feet to the DA. VNAV guidance is required. Selected vertical guidance (V/S, or FPA) must not be used. Pilot deviation of +100 or -50 feet is acceptable. A maximum rate of descent of 1,000 fpm (777-300 may reach 1200 fpm at high altitudes) is used to detect a miscoded approach Approaches to DA are authorized to use VNAV to published MDA limits (MDA +50) if altitudes corrected for cold temperatures.

Additional Criteria for RNP SAAAR Approach and Departure FCN 2008-004 1. 2. 3. 4. 5. 6. 7.

Pilots must be RNP SAAAR qualified. 2 A/Ps and 2 F/Ds are required. Deviation Due to weather is not possible. Stabilization during a turn may be required due to a RF (Radial Fix, Arc) approach, this is acceptable. The Approach must be flown in LNAV/VNAV, using the A/P and F/D. GPS is required. Correct entry of QNH upon the PF/PNF Altimeters is essential.

Non-Normal Procedures for RNP SAAAR Approaches FCN 2008-004 1. 2. 3. 4. 5. 6. 7.

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

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9. SOP GUIDE

SETUP 1. 2. 3. 4. 5. 6. 7.

8.

Select a Database Approach. Check the Validation Criteria Modify Speed at FAF to be VREF30+20. Set Baro Minimums to DA, or MDA +50 feet as required. Verify landing airport QNH has been set. PF briefs from the CDU, PNF confirms with the chart. PNF must monitor Raw Data. If available the autopilot and flight director must be engaged. (SAAAR RNP Approach must have A/P and F/D)

PROCEDURE FCOM NP.20.43 PF 1.

On Intercept Heading Arm LNAV or LOC. 2 nm before the FAF and after ALT, VNAV PATH, or VNAV ALT is annunciated

2. 3. 4. 5.

Set MCP to DA or MDA +50 as required. Select VNAV. Open the speed window. Check that VNAV PATH is annunciated.

-

If VNAV ALT displayed consider selecting the next lower constraint and selecting altitude intervention.

PNF Monitor Approach on Raw Data For NDB approaches monitor in MAP CENTERED mode.

Call “APPROACHING GLIDE PATH”

6.

Approaching Glide Path call “GEAR DOWN” “FLAP 20”,arm the Speed Brake. 7. Beginning final descent call “FLAPS__” “LANDING CHECKLIST”. 8. SAAAR RNP approaches confirm ANP does not exceed RNP 9. Set the Missed Approach Altitude when 300 feet below the platform altitude. 10. Auto Pilot by 50 feet below MDA for approaches to MDA. Transition Check T Transition C Checklist C Cabin Ready L LOC… Identified P PA Completed

CHECKING OF RAW DATA FCTM 5.27 LOC, LOC B/C, LDA, SDF, IGS - Raw data must be monitored.

VOR, TACAN, NBD, RNAV, GPS…etc. Checking raw data may be accomplished by : - Pushing the POS switch on the EFIS control panel and comparing the displayed data with the navaid symbols on the map. Example: The VOR radials and raw DME data should overlay the VOR/DME stations shown on the MAP and the GPS position symbol should nearly coincide with the tip of the airplane symbol. - Displaying the VOR and or ADF pointers on the map display and using them to verify you position relative to the MAP display.

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Contaminated Runways

Do not use Braking Action or Runway Braking Coefficient as reported in SNOWTAMs, etc. as a basis for performance corrections for Takeoff and Landing. FOM 18.3

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Contaminated Runways - Use the Correlation of Runway Condition, Runway Category and Performance Basis to determine proper entries for the OPT, QRH PI, and crosswind limitations. FOM SP.16.1 FOM 18.13 - The OPT Contamination and Depth entries can be used and are much more conservative. - When deciding if Assumed Thrust can be used the Runway Categorization chart FOM 18.13 can be used. - Take-off from an icy runway is not allowed. FOM 18.13 - Icy runway is more that 25% of the runway surface area within the required length and width being used is covered by ice, including wet ice. FOM 18.13 - The available cleared or treated runway width shall not be less than 30 meters. FOM 18.13 - Less than 3 mm of standing water on a grooved or porous runway is considered dry. FOM 18.13 - Flights may be dispatched if Captain and a qualified person agree that the snow on the surfaces is light, not adhering, and will blow off on the taxi or early on the take-off roll; however , it should be blown off using dry unheated air. FOM 18.2 - Aircraft will not be dispatched until the flight crew and a qualified deicing person are satisfied the critical surfaces are clean. - Flight Crew do the Initial CSI during the walk around. A qualified Engineer will do the Secondary Inspection after deicing is complete. - Decision of flight crew or qualified person can not be overridden. - Engine-on de-icing is only permitted at designated stations. See OM-C Aerodrome specific information - Must have a verbal communication “ALL EQUIPMENT IS CLEAR OFF THE AIRCRAFT. YOU MAY CONTACT GROUND OR APRON CONTROL” prior to moving the aircraft after de-icing. FOM 18.2 - If precipitation has occurred at any time since the final fluid was applied to the aircraft, a PCI is mandatory if the minimum holdover time is exceeded. PCI must be done within :05 min of take-off. FOM 18.3 - If the maximum Holdover time is exceeded it is still permissible to takeoff if the PCI shows no signs of contamination. - The use of Engine Anti Ice is recommended while taxing on contaminated taxiways even if it is not required for take-off. - Contaminated Runway Takeoff procedure – Apply slight nose down pressure to 80 knots. FCTM 3.15 - TOGA thrust is required for Contaminated Runway take-offs. FOM 15.4 - F/Os are not permitted to do Contaminated Runway Operations. FOM 3.4.10 - Fuel Tankering is not recommended when Take-off or Landing runway is contaminated or expected to be so. FOM 11.1.4 FOM SP 16.2

LIDO MANUAL

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Cold Weather Operations • • • • • •

-

-

T/O in light freezing rain is permitted T/O in moderate or heavy freezing rain is not permitted. T/O in heavy falls of wet snow is not permitted. T/O in ice pellets is not permitted. FCI 2007-092 Take-off from any icy runway is not allowed. Take-off is not permitted from runways covered with more than: □ 13mm of standing water, or slush. □ 100 mm of dry snow. □ 25 mm of wet snow. FOM 18.13 • Take-off may not be attempted if frost, snow, ice, or contaminants are adhering to the lifting surfaces of flight controls of the aircraft. • All fuselage vents, leading edge devices, control surfaces, wings, horizontal stabilizers, vertical stabilizers, or any other stabilizing surfaces of the aircraft must be completely clean of all adhering contaminants. • Regulations provide that a light coating of frost is permissible on top of the fuselage and up to 3mm (1/8 inch) thickness of frost is permitted on the under surface of the wing due to fuel cold soaking. FOM 18.13 • F/Os are not permitted to do Contaminated Runway Operations. FOM 3.4.10 Aircraft with an inop. APU may not be dispatched into airports where de-icing may be required. FOM 18.1 Prior to deicing communication with Crew and Passengers is mandatory. FOM 18.1 • Cabin Crew during Pre-flight, and Passengers prior to Engine Start.. Tech Log Entry is required if the aircraft is de-iced. If Cabin Crew or Passengers express concern a PCI must be completed. FOM 18.1 If PCI required it must be completed no earlier than :05 minutes prior to takeoff. Emirates De/Anti Acing Sheet Partial Deicing is permitted provided: FCI 2005-117 (Use phrase “Local Wing Frost Removal”) • The aircraft is treated symmetrically with deicing fluid. • If anti-icing applied it must be applied to the entire wing or stabilizer. • The Commander is satisfied the aircraft is Clean. Icing conditions exist when TAT is 10°C or below and visible moisture is present (less than 1600 meters visibility) or standing water, ice or snow is present on the ramps, taxiways or runways. FCOM SP.16.5

ENGINE ANTI ICE

FCOM SP.16.7 - Engine Anti-ice must be ON during all ground operations if icing conditions exist or are anticipated except when OAT is below 40°C. - Engine Anti-ice must be ON or AUTO during flight when icing conditions exist or are anticipated (OAT is 10°C and below in visible moisture). - Do not use ENGINE ANTI-ICE when OAT is above 10°C. - GROUND RUN-UP REQUIREMENTS: Bring up ENGINE EICAS page to check vibrations and Oil Temp above 50°C. • When engine anti-ice is required and the OAT is 3°C or below periodic engine runs are required during taxi out and ground holding to a minimum of 50% N1 for approximately 1 second duration at intervals no greater than 60 minutes (inclusive of Taxi In time in icing conditions) FCOM SP.16.16 • RR ENGINES when engine anti-ice is required and the OAT is 3°C or below take-offs require a static run-up to a minimum of 50% N1 and stable engine operation checked prior to start of the take-off roll. FCOM SP.16.10 • GE ENGINES when engine anti-ice is required and the OAT is 3°C or below take-offs require a static run-up to a as high a thrust setting as practical and stable engine operation checked prior to start of the take-off roll. FCOM SP.16.10 - FREEZING FOG REQUIREMENTS: EAD 60R2 • RR ENGINES operation in Freezing Fog:

□ If takeoff can be achieved within :45 minutes total taxi time, use the existing procedure, accomplish a static run-up to a minimum of 50% N1 and stable engine operation checked prior to start of the take-off roll. □ If Take-off can not be achieved within :45 minutes accomplish the core ice procedure within the :45 minutes total taxi time. - If OAT is 0°C-6°C run the engine to 50% for :60 seconds every 45 minutes. - If the OAT is -7°C to -13°C run-up the engine to 59% N1 for :60 seconds every :45 minutes. - If the OAT is -13 or below there is no effective procedure and manual de-icing is required. - Take-off is not permitted if total taxi time in freezing fog with visibility of 300 meters or less exceeds :60 minutes without the core ice procedure being completed. The engine core must be manually deiced. - If the take-off can not be completed within :60 minutes total taxi time in fog a log book entry is required and a borescope inspection will be required within 10 flights. - FAN ICE REMOVAL: FCOM SP.16.12 • RR ENGINES during flight iif fan icing is suspected fan blades must be cleared. One engine at a time quickly reduce the thrust to idle for 5 seconds if this does not work advance the lever to 90% N1 momentarily. • GE ENGINES During flight in moderated to severe icing conditions for prolonged periods with the N1 settings at or below 70% or when fan icing is suspected due to high engine vibration. One engine at a time, reduce the thrust to idle then increase to a minimum of 70%N1 for 10-30 seconds.

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Altimeter Corrections in Cold Temperatures • • • •

FOM Chap 13 Page 6 FCOM SP 16 ISA -15ºC or colderCorrections must be applied to published Minimum Safe Altitudes. ISA -30ºC or colder Corrections must be applied to published Approach Minima. ISA -45ºC or colder Corrections must be applied to published Procedure Turn, Final Fix, Intermediate Fix, and Missed Approach Altitude. In Mountainous Regions All approach procedure altitudes must be considered.

OM-C Appendix L page 4

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De-ice Procedures on the Gate Initial Critical Surface Inspection

FOM 18.1 - A light coating of frost is permissible on the top of the fuselage. - 3mm of frost is permitted on the undersurface of the wing due to cold soaking

NO

YES

Monitor surfaces for future changes

Brief FO & Cabin Crew

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

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

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

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

Brief Engineer, Cabin Crew, & Ground Staff

Accomplish Normal Procedures SP.2.1 ................ Ground Air Conditioning Cart Use When Ready for De-ice (Doors Closed) Welcome Aboard PA and Deice PA

SP.16.1-4 ........... Wet or Contaminated Runway Conditions SP.16.7 .............. Engine Anti-ice Operation on the Ground

Accomplish Supplementary Procedures Follow the De-ice sheet

SP.16.7-8 ........... Taxi Procedures SP.16.8-9 ........... De-icing / Anti-icing SP.16.10 ............ Before Takeoff Procedure

Deice Aircraft Secondary Critical Surface Inspection Complete Deice Worksheet Make Tech Log Deice Entry

SP.16.11 ............ Engine Anti-ice Operation In-flight EAD 60R2 ......... New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog

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

Check Slot Time

Pushback & Engine Start

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

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

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

Engine Run-up Engine page displayed

Take-off

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

FOM 18.1 - A light coating of frost is permissible on the top of the fuselage. - 3mm of frost is permitted on the undersurface of the wing due to cold soaking

NO

YES

Monitor surfaces for future changes

Brief FO & Cabin Crew

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

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

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

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

Brief Engineer, Cabin Crew, & Ground Staff

Accomplish Normal Procedures

When Ready for Pushback Welcome Aboard PA and Deice PA

Check Slot Time SP.2.1 ................ Ground Air Conditioning Cart Use Pushback & Engine Start

SP.16.1-4 .......... Wet or Contaminated Runway Conditions SP.16.7 .............. Engine Anti-ice Operation on the Ground

Accomplish Supplementary Procedures Follow the De-ice sheet

Deice Aircraft Secondary Critical Surface Inspection Complete Deice Worksheet Make Tech Log Deice Entry

SP.16.7-8 .......... Taxi Procedures SP.16.8-9 .......... De-icing / Anti-icing SP.16.10 ............ Before Takeoff Procedure SP.16.11 ............ Engine Anti-ice Operation In-flight EAD 60R2 ......... New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog

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

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

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

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

Engine Run-up Engine page displayed

Take-off

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Hot Weather Operations -

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9. SOP GUIDE

FCOM SP.16.17 Recurrent Training Phase II 2006

Weather is considered hot when temperatures are above 27°C. High Temperature and High Elevation will: • Decrease FAF crossing altitudes. • Increase Ground speed on approach and for touchdown. • Increase Landing distance required. • Engine Thrust is reduced. • Field and Climb weights are reduced • Altimeters under read. o ISA +15 Altimeters will under read by 10%. o ISA +30 Altimeters will under read by 20%. • Brake cooling times are increased. • Cockpit and passenger comfort become a concern. o Increase Airflow. o Turn off unnecessary electronics (lights). o Close shades. o Close doors. o Use Ground Air Cart or APU.

Severe Turbulence Operations

FCOM SP.16.17

Seatbelt Signs On ................. Advise passengers to fasten seat belts prior to entering area of known turbulence and have Cabin Crew check that all seat belts are fastened

Structural Considerations.... Delay Flap extension as long as possible as the airplane can withstand higher gust loads in the clean configuration.

Climb...................................... Avoid VNAV or FLCH they may result in excessive pitch changes. V/S with A/T ON is recommended for climb and descent.

Cruise ................................... During Cruise VNAV and ALT HOLD modes with A/T ON can be used. In Severe Turbulence in may be necessary to disconnect the A/T. Set VNAV Speed or MCP Speed to the desired speed (M.82/280kts or 270kts below FL250) disconnect the A/T and set the EPR at or slightly above the magenta VNAV target on the EPR/N1 indication. Change thrust setting only if required to modify an unacceptable speed trend.

Descent ................................. Avoid VNAV or FLCH they may result in excessive pitch changes. V/S with A/T ON is recommended for climb and descent.

Thunderstorm Avoidance -

FOM 18.25 UK CAA AIC 81/2004

SL-FL 200 Avoid strong radar returns by 10 nm. Above FL 200 Avoid strong radar returns by 20nm. Fly over storms clouds by at least 5,000 feet Do not fly under a CB.

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Windshear REACTIVE WINDSHEAR FCOM 15.20.23 WINDSHEAR “WINDSHEAR, WINDSHEAR, WINDSHEAR” - GPWS provides an immediate windshear alert when an excessive downdraft or tailwind is occurring.

GPWS WINDSHEAR ALERT AND PWS

FCOM 15.20.24

- The PWS alerts are enabled 12 seconds after the weather radar begins scanning for windshear. - Prior to T/O the PWS alerts can be enabled by selecting WXR ON, or when the thrust of either engine is in the takeoff range and the thrust reversers are not unlocked or deployed. - In flight with WXR ON or OFF weather radar begins canning for windshear below 2,300 feet RA and PWS alerts are enabled below 1,200 feet RA. - When windshear is not predicted by the PWS, weather radar returns are displayed only when WXR switch is ON.

PWS WINDSHEAR CAUTION QRH MAN.1.11

- New PWS caution alerts are inhibited from 80 knots till 400 feet RA. FCOM 15.20.31

PWS WINDSHEAR WARNINGS

- New PWS warning alerts are inhibited from 100 knots till 50 feet RA. FCOM 15.20.31

EAD-24R2 Be aware of False PWS warnings at the Kansai Airport Osaka, Japan

PWS RECOVERY

QRH MAN.1.11

TAKEOFF WINDSHEAR “WINDSHEAR AHEAD, WINDSHEAR AHEAD”. • • • •

Prior to V1 reject take-off. After V1 perform windshear escape maneuver. If insufficient runway rotate at VR, once airborne execute the windshear escape maneuver. If insufficient runway to reach VR, initiate normal rotation 2,000’ before runway end. Yellow edge lights define the last 2,000 feet of the runway

LANDING •

WINDSHEAR “GO-AROUND, WINDSHEAR AHEAD”.

Perform windshear escape maneuver or at pilot’s discretion, perform a normal go-around.

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OTHER WINDSHEAR INDICATIONS

QRH MAN 1.12

WINDSHEAR RECOVERY PROCEDURE

QRH MAN 1.12 1.13

Make a PIREP

TAKE-OFF PRECAUTIONS -

FCOM SP.16.19-.21

Use Max Take-off Thrust. (RTOW CHART USER MANUAL 1-10) Use Flap 20 or 15. Use Longest Runway. Use the FD after Take-off. Consider increasing VR to MTOW VR ( not above VR+20).

Make a PIREP

SIM NOTE If you see or hear a thunderstorm treat it as a possible windshear condition

APPROACH PRECAUTIONS -

Use Flap 25 or 30. Stabilize Approach early, use the most suitable runway. If Autothrottle is disengaged apply wind correction factors to a maximum of 20 knots.

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EGPWS

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QRH MAN.1.8-.9

Ground Proximity Caution

Ground Proximity Warning

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QFE Operations FCOM SP.10.1

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

OM-C, Route Manual, Chapter 1 Beijing PEK 4

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9. SOP GUIDE

Diversion Procedure DIVERSION -

FOM 15.12 FOM 15.2.9 Coordinate diversion with Company and ATC o ADVISE COMPANY – Send Position Report, a Diversion Message, and contact SMNC via ACARS. Use Sat Com if required. o WEATHER- Forecast or trend must show weather above Jeppesen landing minima. o FUEL- Consider availability and time required to refuel. o GROUND HANDLING FACILITIES- Consider the airports ability to handle a large aircraft and its passengers. Confirm if B-777 tow bar is available and consider off gate parking. o APRON PARKING- First choice Alternates may fill up quickly and parking availability may make it unable to accept additional aircraft. o INFOM CREW AND PASSENGERS

T O

Terrain Ops Hours

W N

Weather NOTAMS

C A R P

Charts Authorized Route Manual Performance

Jeppeen Airport Directory

Alternate Selection

DIVERSION

FMC DIVERSION PROCEDURE o Input desired airport or choose an existing airport on the FMS Alternate page. o Line Select R1-R4 to choose the desired Alternate Airport. o Select DIRECT, OFFSET, OR OVER ____ o Select DIV NOW o Execute. ADDITIONAL CONSIDERATIONS o D Decisions, Divert, Dump… (Consider Performance E/O G/A Climb Gradients, Landing Distances…) o I Inform (PNF, Purser, Pax, ATC Company) (Send Position Report and Diversion Message) or (ACARS Message to DXBOWEK) o S Setup o C Checklists o S Special Requirements If Returning to Gate Consider: - Complete AFTER LANDING FLOW/CHECKLIST… - Fuel (Sufficient?)(Can you consider a faster speed?) - Deicing - Flight Time Limitations - Curfew - Flight Plan Validity - Slot - Tech Log (New page required for ADD or Fuel) - PAs

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Diversion Considerations Emirates Destination

-

Have Flight Dispatch or SMNC send the following info to the Alternate Airport. FOM 15.12 o ETA at the airport. o Number of passengers on board. o Expected duration at the alternate airport. o Any maintenance requirements. o Any Medical assistance required GROUND HANDLING FOM 16.3.4 o Co-ordinate passenger handling with Emirates Staff. o Passengers onboard are PIC responsibility, in terminal are Station Staff responsibility. o If passengers asked to disembark they shall take all personal belongings with them. (No hand bags left behind) o Inform Station Staff of any Deportees to ensure the instructions for custody are carried out. FOM 16.1.6 o PIC will liaise with local staff to ensure local regulations are not infringed.

Airport With No Company Support

Consult the Route Manual for additional information and ground contacts. Advise a handling agent if available ASAP. FOM 15.12 GROUND HANDLING FOM 16.3.5 o Co-ordinate passenger handling with Contracting Agent Staff and contact SMNC. o It is the responsibility of the PIC to arrange for the safe and efficient conduct by ground staff to: - Safeguard aircraft, passengers, and cargo. - Servicing of Aircraft. (Transit Check) □ FOM 16.3.3.2 If assistance is unavailable the PIC can certify the TEC LOG for: - Refueling. FCOM SP.1.5 Refueling procedure, FOM 16.3.6 Fuel Purchase & Credit Card… - TRANSIT checks. Transit Checklist located in Blank Forms Folder. - Transfer defects into the ADD if they are acceptable and in accordance with the MEL. - Organize Ground duties □ Passenger service (meals, hotel, accommodation, etc) □ Liaise with SMNC or nearest Emirates Station. □ Handling of cargo and mail according to instructions from Operations Control. - Crew members may be delegated to handle responsibilities. - If Passengers to be disembarked. □ Inform Station Staff of any Deportees to ensure the instructions for custody are carried out. FOM 16.1.6 □ Two Cabin Crew members should escort passengers to terminal. □ Passengers shall be requested to take all personal belongings with them. (No hand bags left behind) □ Remaining Cabin Crew should check cabin and arrange storage of the sealed bar boxes. - Purser responsibilities FOM 16.3.5 .

Terminate Flight

o o o o o o o o o

Advise SMNC. If flight duty limits exceed arrange accommodation and transport for crew. Calculate rest periods separately and crew sched. FOM 21 Activate the Captains Credit Card. FOM 16.3.6 Retain Bills and receipts and submit with Report FOM 16.3.6 Do not leave airport until suitable arrangements for passengers, and aircraft security are made. Arrange for aircraft Maintenance / Catering / Cleaning / Security. If maintenance required from outside contractor obtain written permission from QA Dubai FOM 16.3.3.2 Get contact number for Airport Services Manager and ensure SMNC DXB can contact the Captain in the Hotel ASR must be filed for landing at an airport other than destination for reasons other than weather, and If Crew or Passengers are seriously ill etc…

Continue Flight

OPERATIONAL PROCEDURES FOM 15.12 , FOM 16.3.5 OM-C 9.3 o Make Arrangements for a CFP. o Diversion Master Logs are available. AAN-DXB, AUH-DXB, BAH-DXB, DOH-DXB, FJR-DXB, MCT-DXB, RKT-DXB, SHJ-DXB. o Have SMNC file an ATC Flight Plan. o Fill out DIVERSION FLIGHT LOADSHEET from blank forms folder. Instructions in RAIG Appendix E-F-G, (Max change 5 pax / 500 kgs). Leave a copy with the Handling Agent. o Fill out TRIMSHEET from blank forms folder. Leave a copy with the Handling Agent. o Complete the AIRCRAFT TECHNICAL LOG. Leave the pink copy with the Handling Agent. o GENERAL DECLARATION. Leave a copy with the Handling Agent. o If maintenance required from outside contractor obtain written permission from QA Dubai FOM 16.3.3.2 o Arrange for payment of Fuel, Handling, and Landing Fees if required. o Record the following details in the VOYAGE REPORT: - Name of the diversion airport. - Date and time of landing/takeoff. - Name of ground handling agency, if applicable. - Information regarding the services rendered, give details of any settlements made in connection with any service, such as: □ Ground handling. □ Ground transportation of passengers and crew. □ Technical service. □ Other service (if possible furnish duplicates of Work Orders). o ASR must be filed for landing at an airport other than destination for reasons other than weather, and If Crew or Passengers are seriously ill etc...

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Inhibits During Takeoff

FCOM 15.20.30

Landing Config Warning Alert inhibited from VR till 800RA

V1

80 Kts

800’ RA

VR 400’ RA

Autobrakes arm at 85 kts ENGINE FAIL Call starts at 65 kts. Stops 6 knots before V1

T/O Config Warnings inhibited above V1.

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

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

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

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

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Inhibits During Landing

FCOM 15.20.3

Altitude Alerting inhibited from G/S capture or Landing Flap selected and Landing gear down.

800’ RA Status Cue and Com Alerts and aural chime inhibited from 800 RA to 75 kts ground speed. CABIN ALERT is exempted

G/S Capture or Landing Flap selected and Gear Down

200’ RA MASTER CAUTION lights and Aural Beeper inhibited from 200RA to 75 kts. Exemptions include N A S A NO AUTOLAND,AUTOPILOT, SPEEDBRAKE, AUTOTHROTTLE

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9. SOP GUIDE

ETOPS Fuel Requirements FCTM Vol 2 3.10.6

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9. SOP GUIDE

ETOPS Alternate Weather Requirements

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9. SOP GUIDE

MNPS Procedures

1115Z N4300.0 W02200.0

-

1035Z N4300.0 W01200.0

Waypoints will only be entered as LAT LONG… no named waypoints will be used. e.g. N51W051. Oceanic Clearance is required prior to entering Shanwick or Santa Maria Oceanic Airspace. If not enter hold. NAR and ER connect the NAT to Domestic airspace. If given a reroute request a new NAR or ER. AUSOTS – Use Master CFP – Check Track and Distance – Plot Position 2-3 degrees after waypoint. OM-C Ch 8 Pg 6

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Oceanic Crossing Procedures NAT / MNPSA B777

Preflight Checks FCOM SP.22.2 OM-C RAIG 2.11

PF

PNF

• • • • • • • • •

Item 10 of flight plan includes R (RNP) S (Standard Equipment) W (RVSM), and X (MNPS). Item 15 of flight plan includes cruise TAS, oceanic entry point & cruise mach, and oceanic landfall and cruising TAS. For Australian Flights Item 18 should be RMK/ADSB is aircraft is operating ADSB. Plotting Chart is available. Check NAT Track message for Validity. If the flight on the OTS check that the waypoints agree with the OFP. Check Suitability of ETOPS diversion alternates. Check Tech Log for restrictions to RNP, MNPS , RSVM, ETOPS and MEL considerations. Altimeters crosschecked in tolerance (max allowable difference between Captain’s or FO’s altitude display and field elevation is 75 feet) UTC time check with GPS. (777 Check GPS display on the ND)

•

Captains Preflight Announcement required for USA flights: Ladies and Gentlemen: US Regulations require me to inform you that during this flight today you should not congregate in groups in any area of the cabin. I would also ask you to use only those lavatories dedicated to your own class of service, Thank you. • Obtain Oceanic Clearance :50 Prior to Entry (Jepp AT1/2 for specific Instructions) • CPDLC request to Shanwick 1:30-:30 prior to Oceanic Entry. (:40-:30 best) Entry Point / ETA / Mach/ FL / highest FL include TMI and Clearance Sequence # in read back. • Verify Clearance (Must be compared with the FMC) • Track and distance check of MNPSA sector (PF selects Heading to TRUE and reads FMC, PNF confirms with Flight Plan (acceptable tolerance 2 miles and 2º) • Plot the Clearance. • Crosscheck Entry Waypoints and next two Waypoints against CFP. • Check weather at ETOPS alternates above aerodrome operating minima.

Reclearance

• Verify Clearance • Track and Distance check of MNPSA sector

Prior to Oceanic Entry

If re-cleared on a different track than planned: • request revised enroute CFP from DXBOVEK. weight / time and fuel at deviation wpt / cleared FL / Track or routing. • Load new waypoints into RTE 2 • Follow normal loading and verification procedures. • Compare FMS tracks and distances to new CFP. • Activate RTE 2 and check new route fuel. • If new CFP not available select FMS Print function. • If Print inop use reclearance form in spare forms folder. • Prepare a new Plotting Chart. • At Exit Point ensure clearance for new domestic routing. • • • • • • • •

• • • • •

At each Oceanic Waypoint After Waypoint Wx Avoidance JEPP Chart AT 1/2

In-flight Cont. Procedure JEPP Chart AT 1/2

At Oceanic Exit

OMC RAIG 2.11 FCOM SP.22

•

Check track and distance to next waypoint. Confirm turn in correct direction. Record Position on the OFP and Mark OFP with a \ Select PROG – POSITION REPORT and transmit Position to ATC. required if requested) Mark the OFP / to form an X. Cross-check primary altimeters. (Should agree within 200 feet)

•

Revised ETA required for 3 minutes or more.

• •

2-3 degrees after waypoint plot the FMS position.

Navigation accuracy check required if no ground stations will be received for 4 hours or more. POS page 2 GPS / ADIRU / FMS. Set cleared Mach number. Establish ADS CPDLC see OM-C, Chapter 10, FIRs. Obtain HF frequency and establish HF SELCAL. Set left VHF radio on 123.45 if not required for ATC. Leave right VHF radio on 121.5. Transponder set to 2000, 30 minutes into OCA. Confirm aircraft at correct oceanic crossing altitude. Consider use of SLOP for traffic avoidance. (0, R1. R2)

If clearance unavailable avoid weather • Up to 10 nm maintain cleared altitude. • Beyond 10 nm North of track descend 300 feet South of track climb 300 feet Request ATC Clearance… If unable Clearance: • Turn 90º Left or Right off the track. • Turn on all lights and broadcast intentions on 123.45 and 121.5. • Parallel Track by 15nm. Descend or Climb 500 feet. Consider descending below NAT below FL290. • Divert to Alternate. • • •

•

Cancel the SLOP and return to centerline. If route changed obtain new domestic clearance. Request mach number if it differs from Oceanic sector. Send an ACARS revised ETA.

(Wx only

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OM-C 10.2.11.14

Station

CPDLC Logon ENOB :15-:25 ADS Only

Bodo

CZQX :15-:45

Gander

Oceanic Clearance

Communications

- Contact via VHF/HF. - CPDLC clearance not available.

- VHF/HF is primary for communications. - Call Island Radio at OE for SELCAL and Prim Entry Point / ETA / Mach Number / and SEC frequencies. Requested FL / Alt Route / Max FL - Manual CPDLC logon with next sector required. - Arrange domestic route and FL - Contact next Oceanic CTA at FIR for clearance to the required entry SELCAL. point.. - Contact next domestic frequency :10 prior to the boundary. - CPDLC is primary for communications, HF is - Available via CPDLC send secondary. request to CYQX, or via VHF/HF, - Contact next Oceanic CTA at FIR for see Jeppesen. 1:30 - :30 Before SELCAL. OCA. Entry Point / ETA / Mach Number / - Contact next domestic frequency :10 prior to Requested FL / Alt Route / Max FL the boundary. - If “NO CLEARANCE RECEIVED WITHIN 15 MINUTES OF OCEANIC ENTRY POINT REVERT TO VOICE PROCEDURES END OF MESSAGE” not received within :05 minutes of sending CPDLC request for clearance, revert to voice procedures. - If “CLA RECEIVED CLEARANCE CONFIRMED END OF MESSAGE” not received the clearance must be confirmed on VHF. - Clearance Delivery Frequencies are on NAT track message and are usable from 23:30-07:30 GMT. Other times use current ATC. EK___ OMDB Via CARPE Track B (or Random Route - Read back

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

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

Coordinates) Expect FL 330 from CARPE M.83 TMI ___

KZWY :15-:45

New York BIRD :15

Reykjavik

LPPO :15-:45

Santa Maria

EGGX :15-:45 Oceanic Clearance required before logon. accepted.

Shanwick

- Arrange domestic route and FL clearance to the required entry point. - Contact New York Clearance via - CPDLC is primary for communications, VHF. VHF/HF is secondary. - CPDLC clearance not available. - Contact next Oceanic CTA at FIR for Entry Point / ETA / Mach Number / SELCAL. Requested FL / Alt Route / Max FL - Contact next domestic frequency :10 prior to the boundary. - Arrange domestic route and FL clearance to the required entry point.. - Contact via VHF/HF. - Voice is primary. - CPDLC clearance not available. - SELCAL check required. Entry Point / ETA / Mach Number / - Contact next Oceanic CTA at FIR for Requested FL / Alt Route / Max FL SELCAL. - Contact next domestic frequency :10 prior to - Arrange domestic route and FL the boundary. clearance to the required entry - If HF Communications Lost, continue to point.. adhere to clearance and do not invoke radio communications failure procedures. - CPDLC is primary for communications, HF is - Contact via VHF/HF. secondary. - CPDLC clearance not available. Entry Point / ETA / Mach Number / - SELCAL check required. Requested FL / Alt Route / Max FL - Manual CPDLC logon with next sector required. - Arrange domestic route and FL - Contact next Oceanic CTA at FIR for clearance to the required entry SELCAL. point.. - Contact next domestic frequency :10 prior to - Aircraft must not enter Santa the boundary. Maria Oceanic Airspace without a clearance. - CPDLC is primary, voice is backup. - Contact via ACARS using ORCA - SELCAL check required. (Oceanic Route Clearance Authorization) or - Contact next Oceanic CTA at FIR for VHF/HF. 1:30 - :30 Before OCA. Entry Point / ETA / Mach Number / SELCAL. Requested FL / Alt Route / Max FL - Contact next domestic frequency :10 prior to the boundary. DOUGAL/1255 M083F350/2ND NAT D F350 MAX F370 - Arrange domestic route and FL clearance to the required entry point. - Aircraft must not enter Shanwick Oceanic Airspace without a clearance.

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

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10. LESSONS LEARNED

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Lessons Learned This Chapter is a collection of Lessons learned from the Training Manual, Simulator, Instructor Technique, and shared experience from other pilots. It is intended to collect information from several sources, it is not intended to change company SOP but enhance safety. 1. BRIEFINGS: TM B777 Part 1 Chapter 4 page 9 There is no requirement for either crewmember to refer to the CDU legs page whilst briefing. 2. STANDARD CALLS: TM B777 Part 1 Chapter 4 page 9 During approach the auto callout at 1,000ft should be acknowledged by the PF with the response of “check”. Additionally the standard call “missed approach altitude set” is also required. For brevity it is acceptable to give one call of “check” after the missed approach altitude standard call as long as the crewmembers concerned are aware that they are responding to two different callouts. 3. STANDARD CALLS: TM B777 Part 1 Chapter 4 page 9 To confirm in flight CDU changes the pilot making changes should ask confirm” and the other pilot should state “execute” when he agrees with the change. 4. AWARNESS CALLS: TM B777 Part 1 Chapter 4 page 9 At any time a crew member may give awareness calls in the interest of maintaining good situational awareness and flight safety. 5. THRUST LEVERS: TM B777 Part 1 Chapter 4 page 10 During takeoff the CM2, when PF, should remove his hand from the thrust levers after the takeoff decision is made and the TOGA switches activated, without delay. 6. THRUST LEVERS: TM B777 Part 1 Chapter 4 page 10 It is recommended that thrust levers be guarded: During takeoff ...................... From “Positive Climb” or after the autothrottle HOLD mode has disengaged. During other phases of flight ............ During significant thrust lever movement, and on approach. 7. DELAYED FLAP APPROACH: TM B777 Part 1 Chapter 4 page 10 FCTM 5.13 FOM Chap 15 page 29 Delayed final flap selection on ILS and VNAV Non-ILS approaches is an approved technique. Company Flap selection and stabilization requirements must be met. 8. NON-ILS APPROACHES: TM B777 Part 1 Chapter 4 page 10 If the FAF is too close to the runway to permit a stabilized approach crew should consider establishing the final approach pitch mode and configuring for the approach earlier than normal ; however the MDA should not be set until approx 2nm before the FAF. All intermediate altitudes prior to the FAF shall be set on the MCP as per normal procedures. 9. EICAS ALERT MESSAGE MANAGEMENT: TM B777 Part 1 Chapter 4 page 10 An EICAS alert message associated with a checklist should be left displayed on the EICAS until the checklist is complete. If there is a pause before completing a subsequent step in a checklist then the crew would be at liberty to clear the lower MFD if they chose to. There are no adverse implications to this action as when the checklist switch on the MCP is selected the non-normal in progress will appear and, if necessary, a prompt in the lower right corner for any further non-normal that may need addressing. Once the non-normal requiring procedural steps has been completed, the EICAS relating to the event can be cancelled. The review and clearing of the EICAS is the last step once all checklist items are complete. If any further non-normal situations develop during this time, the EICAS has been designed to alert crew by the order and type of message displayed on the Upper MFD, and as such no awareness should be compromised. Multiple EICAS recalls that then display a host of messages that could not then be cleared under this philosophy would be limited. However, in the event that a recall should create such a situation, the the crew is within its rights to deal with the EICAS as necessary as long as good judgment prevails.

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10. USE OF CANCEL/RECALL SWITCH: TM B777 Part 1 Chapter 4 page 10 - When Recalling EICAS messages the crewmember shall push the switch, announce “RECALL” and read out any messages. - When an EICAS message is displayed the PNF announces “EICAS” and reads the message. - When an EICAS message has been reviewed the PF shall announce “Cancel EICAS”. - When all non-normal checklists are complete the PF shall ask for an EICAS review. The PNF will review any remaining messages on the EICAS and then cancel them when requested by the PF. 11. COMMUNICATION DURNING NON NORMAL OPERATIONS: TM B777 Part 1 Chapter 4 page 10 It is accepted that PF and PNF duties may change during flight in normal and non-normal operations and the Commander is the final authority for the disposition of all tasks. Communication protocols are in accordance with the guidelines found under Crew Duties in the NP FCOM VOL 1 and crews must ensure that good R/T discipline is maintained at all times. Additionally with reference to the standard confirm/confirmed call before stating confirmed the PF agrees that the action to take place and that the control is correct. It should be understood by both pilots that a silent visual confirmation of the selection of the correct control/switch is also carried before the PF responds “confirmed”. 12. ACCELERATION FOLLOWING ENGINE FAILURE DURING TAKE OFF: TM B777 Part 1 Chap 4 page 10 - Configuration changes are approved during recall item actions, provided good awareness, management, task discipline, and communication are maintained. - If acceleration in VNAV to flap limit speed minus 5kts or speed intervention are used engine thrust limitations and obstacle protections must be considered. - Crews maneuvering for return to the departure airport must carefully consider all relevant factors when determining the configuration management of the aircraft. - Depending on the circumstances several techniques are available to achieve the required aircraft acceleration. 13. STANDARD ENGINE OUT PROCEDURE: TM B777 Part 1 Chapter 4 page 11 - Following an engine failure during takeoff the aircraft is normally accelerated on schedule until the flaps are up. - Acceleration in VNAV to flap limit speed minus 5kts or speed intervention are both acceptable techniques to delay aircraft configuration changes. 14. NON-STANDARD ENGINE-OUT PROCEDURE: TM B777 Part 1 Chapter 4 page 11 Should the engine out procedure require a turn, or have a speed constraint, then speed intervention is the preferred technique to maintain the required speed until aircraft acceleration is commenced. 15. LAND AT THE NEAREST SUITABLE AIRPORT: TM B777 Part 1 Chapter 4 page 11 “Plan To Land At The Nearest Suitable Airport” is a statement associated with some non-normal checklists. Flight Training recommends that this planning process should normal take place after all NNCs are complete and the EICAS has been reviewed. 16. FLIGHT DIRECTOR USAGE: TM B777 Part 1 Chapter 4 page 11 When the FCTM calls for both Flight Directors to be turned OFF and the PNF’s flight director selected back ON it is important that this is done. Doing so prevents the engagement of ATT and VS as AFDS modes following a go around. This situation occurs during the following: • Both flight directors were turned OFF prior to the go-around, and • A go-around was commenced using TOGA modes, and • The FD’s were not turned back ON after landing gear retraction, and • A Lateral mode is selected (LNAV or HDG SEL) causing the FD bars to disappear. • The FD is then selected ON without first re-engaging TOGA, the FD bars appear in the ATT and VS modes.

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28 April 2008 10. LESSONS LEARNED STUDY GUIDE 17. EVACUATION COMMAND SWITCH: TM B777 Part 1 Chapter 4 page 12 In the case of evacuation, the Captain(CM1) orders the evacuation when necessary. As part of the action “TO ADVISE THE CABIN CREW TO EVACUATE”, it is deemed acceptable for the Captain to activate the evacuation command switch as per the philosophy of crew Duties FCOM NP.11.2. As this switch falls under the CM2 area of it is expected that the CM2 either confirms or completes this action as required.

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18. CIRCLING APPROACH AND AUTOPILOT USE: TM B777 Part 1 Chapter 4 page 12 The circling approach is a visual continuation of an Instrument approach as such may be flown using the autopilot to the applicable visual autopilot restrictions. The autopilot will; however, be disconnected in accordance with the guidance shown in the QRH Maneuvers section.

QRH MAN.2.5

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19. When using a Supplementary Procedure consider communicating with all concerned:

Ground Engineer

CM1

CM2

Cabin Crew ATC 20. When starting engines at gate or when no push back is required, arm the doors prior to starting the engines. 21. When taking-off into weather, request position and hold to examine weather, consider alternate departure procedures, turns after take-off, different runways, or delaying take-off if weather is bad. 22. If you have to return to the gate after starting the engines. Do the BEFORE TAXI and AFTER LANDING Checklist to ensure the aircraft is configured correctly. Ensure all are included in your communications… Purser, Pass, Maintenance, SMNC, Station. a. Once back on the gate your continued considerations are Fuel, Deice, ATC Clearance, Flight Time Limitations, Flight Plan Validity, SLOT, Pas, Tech Log, Curfew…etc. 23. Some missed approaches have a two stage climb requirement… LHR ILS27L, ZRH ILSDME14. FOM 15.11 states the acceleration altitude on a missed approach will be the Jeppesen published missed approach altitude. Please ensure you achieve the second altitude on these missed approaches prior to accelerating and retracting the flap. Also HKG has a speed requirement on the missed approach; ensure you are beyond the speed restriction point prior to accelerating and retracting the flap. 24. There are no specific instructions on the use the FIX pages; however, they can be used to increase situation awareness… e.g. a. 25nm circle around the MSA point, and the MSA altitude in R5 position. b. For departure insert the transition altitude in the R5 position. c. For arrival insert the transition level in the R5 position. d. For arrival insert the time for :20 minutes prior to top of descent in the R5 position. e. Departing OMDB Rwy 12, OSTIN for the EFATO procedure. f. Departing ZRH Rwy 16 EFATO procedure: (AT KLO2.2D, LEFT TRK128, INCPT KLO 141R OUTBOUND; AT KLO 4.6D LEFT(