B777 Study Guide MAR13a

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

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

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

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

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

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

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

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

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

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

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

Dubai Summer Operations

Capt. Kurt Koerfgen

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

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

Capt. Kurt Koerfgen

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

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

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

CO559/12 Company NOTAM

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

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

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

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

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

Pages 128

FCOM .21.1

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

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

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TABLE OF CONTENTS

01 March 2013 STUDY GUIDE

TABLE OF CONTENTS LIST OF REVISIONS ................................................................................................. 2 1. QRH NON-NORMAL MEMORY ITEMS.............................................................. 9 UNANNUNCIATED CHECKLISTS ......................................................................................................................... 9 AIRSPEED UNRELIABLE .................................................................................................................................... 10 ABORTED ENGINE START L,R .......................................................................................................................... 11 ENGINE AUTOSTART L,R .................................................................................................................................. 11 ENG LIM/SURGE/STALL L,R .............................................................................................................................. 12 ENG SVR DAMAGE/SEP L,R .............................................................................................................................. 13 FIRE ENG L,R ...................................................................................................................................................... 14 DUAL ENG FAIL/STALL (GE) .............................................................................................................................. 15 DUAL ENG FAIL/STALL (RR) .............................................................................................................................. 16 STABILIZER ......................................................................................................................................................... 17 CABIN ALTITUDE ................................................................................................................................................ 18

2.

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

4.

QRH & FCTM FLIGHT PATTERNS .................................................................. 35 180° CIRCULAR TURNAROUND ........................................................................................................................ 35 180° HAMMERHEAD INTO TURNAROUND ....................................................................................................... 36 180° HAMMERHEAD FROM TURNAROUND ..................................................................................................... 37 TAKEOFF - VNAV ................................................................................................................................................ 38 TAKEOFF ............................................................................................................................................................. 39 TAKEOFF – BASIC MODES ................................................................................................................................ 40 ILS APPROACH ................................................................................................................................................... 41 INSTRUMENT APPROACH USING VNAV ......................................................................................................... 42 INSTRUMENT APPROACH USING V/S OR FPA ............................................................................................... 43 DISPLACED THRESHOLD GUIDANCE TABLE ................................................................................................. 44 CIRCLING APPROACH ....................................................................................................................................... 45 VISUAL TRAFFIC PATTERN ............................................................................................................................... 47 GO-AROUND AND MISSED APPROACH .......................................................................................................... 48

5.

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

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6.

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

7. 8.

FUEL POLICY................................................................................................. 117 SOP GUIDE .................................................................................................... 121 PREFLIGHT CHECKS........................................................................................................................................ 121 WALK AROUND COMPONENT LOCATOR GUIDE ......................................................................................... 122 BRIEFINGS......................................................................................................................................................... 129 BEFORE START PROCEDURE ........................................................................................................................ 130 START PROCEDURE ........................................................................................................................................ 130 BEFORE TAXI PROCEDURE ............................................................................................................................ 130 BEFORE TAKEOFF PROCEDURE ................................................................................................................... 131 TAKEOFF PROCEDURE ................................................................................................................................... 131 CLIMB/CRUISE PROCEDURE .......................................................................................................................... 131 TOP OF CLIMB PROCEDURE .......................................................................................................................... 132 DESCENT PREPARATION ................................................................................................................................ 132 ILS PROCEDURE .............................................................................................................................................. 133 NON_ILS APPROACH USING VNAV ................................................................................................................ 133 GO-AROUND PROCEDURE ............................................................................................................................. 134 AFTER LANDING PROCEDURE ....................................................................................................................... 134 TURNING ONTO THE PARKING STAND PROCEDURE ................................................................................. 134 SHUTDOWN PROCEDURE...............................................................................................................................135 SECURE PROCEDURE ..................................................................................................................................... 135 DEPARTURE SOP ............................................................................................................................................. 136 ARRIVAL SOP .................................................................................................................................................... 137 AIRCRAFT DIFFERENCES ............................................................................................................................... 138 777-200 Differences .........................................................................................................................................138 777-200ER Differences ....................................................................................................................................138 777-200ER A6 EML Only Differences .............................................................................................................139 777-200LR Differences ....................................................................................................................................139 777F Differences ..............................................................................................................................................140 777-300 Differences .........................................................................................................................................143 777-300ER/ULR Differences............................................................................................................................144 EMIRATES DECISION MAKING MODEL .......................................................................................................... 146 RTO ACTIONS ................................................................................................................................................... 147 ENGINE MALFUNCTION AFTER V1 ................................................................................................................. 148 ENGINE OUT PROCEDURE ............................................................................................................................. 149 EICAS MESSAGE PROCEDURE ...................................................................................................................... 149 ENGINE OUT DRIFTDOWN PROCEDURE ...................................................................................................... 149 ENGINE OUT DRIFTDOWN MANUAL PROCEDURE ...................................................................................... 149 PRESSURIZATION PROBLEMS ....................................................................................................................... 150 ENGINE HANDLING AFTER AN AIRSTART..................................................................................................... 151

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LANDING PROCEDURE – G/S INTERCEPT FROM ABOVE........................................................................... 151 ILS PRM APPROACHES ................................................................................................................................... 152 SOIA (Simultaneous Offset Instrument Approaches) or LDA/PRM Approaches ............................................... 153 LOW VISIBILITY OPERATIONS ........................................................................................................................ 154 LVO MALFUNCTION GUIDANCE ..................................................................................................................... 156 SINGLE SOURCE MALFUNCTION GUIDANCE ............................................................................................... 157 EFFECT ON LANDING MINIMA OR FAILED OR DOWNGRADED EQUIPMENT ........................................... 157 RUNWAY LIGHTING SYSTEMS AND MARKINGS .......................................................................................... 158 VNAV APPROACHES ........................................................................................................................................ 160 CONTAMINATED RUNWAYS ........................................................................................................................... 164 COLD WEATHER OPERATIONS ...................................................................................................................... 166 DE-ICE PROCEDURES ON THE GATE ......................................................................................................... 168 DE-ICE PROCEDURES ON A REMOTE DE-ICING BAY .............................................................................. 169 DE-ICING / ANTI-ICING .................................................................................................................................. 170 ENGINE ANTI-ICE ........................................................................................................................................... 171 FAN ICE REMOVAL ........................................................................................................................................ 171 ALTIMETER CORRECTIONS IN COLD TEMPERATURES........................................................................... 172 RUNWAY AWARENESS ADVISORY SYSTEM ................................................................................................ 174 HOT WEATHER OPERATIONS ........................................................................................................................ 175 THUNDERSTORM AVOIDANCE ....................................................................................................................... 175 ROCKWELL COLLIN WXR-2100 MULTISCAN™ WEATHER RADAR ........................................................... 176 WINDSHEAR ...................................................................................................................................................... 178 GPWS ................................................................................................................................................................. 180 QFE OPERATIONS............................................................................................................................................ 181 DIVERSION PROCEDURE ................................................................................................................................ 182 DIVERSION CONSIDERATIONS ...................................................................................................................... 183 INHIBITS DURING TAKEOFF............................................................................................................................ 184 INHIBITS DURING LANDING ............................................................................................................................ 185 ETOPS FUEL REQUIREMENTS ....................................................................................................................... 186 ETOPS ALTERNATE WEATHER REQUIRMENTS .......................................................................................... 187 SPECIAL AIRSPACE EXPLAINED .................................................................................................................... 188 MNPS PROCEDURES ....................................................................................................................................... 189 OCEANIC CROSSING PROCEDURES ............................................................................................................ 190

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

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TABLE OF CONTENTS

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

12. PRACTICAL PERFORMANCE

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

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

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1. QRH NON-NORMAL MEMORY ITEMS

Page 9 of 266

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

UNANNUNCIATED CHECKLISTS Conditional Statement

Checklist 1 Aborted Engine Start L,R 2 Airspeed Unreliable 3 Automatic Unlock 4 Bomb On Board 5 Ditching

QRH 10.1

QRH 1.1

QRH 0.1

QRH 0.3

6 Dual Engine Fail/Stall 7 8 9

QRH 7.2

QRH 7.28

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

QRH 7.31

Engine Limit/Surge/Stall L,R QRH 7.6

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

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

Located on the QRH Back Cover.

QRH Back Cover.2

11 Fire Engine Tailpipe L,R

12 Fuel Jettison

QRH 8.5

QRH 12.10

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

17 Lock Fail

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

EKIB-47

Procedures to follow if Flight Controls are jammed or restricted in roll, pitch, or yaw. Flight deck door lock fail light illuminated indicates flight deck door lock has failed, or flight deck access system switch is OFF. A landing at greater than maximum landing weight is required.

QRH 1.12

18 Overweight Landing 19

QRH 7.4

Engine In-Flight Start L,R

10 Evacuation

13 14 15 16

QRH 7.1

Remarks During Ground Start, an abort engine start condition occurs. Do an ABORTED ENGINE START checklist if there is no oil pressure rise after EGT increases FCOM 21.32 . Can also be completed for FOD (If FOD consider not reengaging starter). Airspeed or Mach indication suspected to be unreliable. QRH PI section provides suggested power settings Flight deck door auto unlock light illuminated indicates correct emergency access code has been entered and flight deck door is programmed to automatically unlock after a time delay. QRH instructs Rotate to DENY and hold for 1 second. Specific threat that a bomb is on board, or suspected or confirmed bomb on board. Maintain you current altitude until this checklist is completed to the CABIN ALTITUDE is reset. Consider descending to cabin altitude and configuring for landing before descending below that altitude (Just in case the bomb is triggered by a decreasing cabin altitude). Airplane ditching and evacuation are required. 2,000 AGL “THIS IS THE CAPTAIN, ATTENTION CREW AT STATIONS” 1,000 AGL “THIS IS THE CAPTAIN, BRACE, BRACE, BRACE”. OMA 8.3.16.7 Engine speed for both engines is below idle.

QRH 0.5

Precautionary Disembarkation

Located on the QRH second last page.

QRH Back Cover.1

20 Smoke, Fire or Fumes

QRH 8.6

21 Smoke or Fumes Removal 22 Volcanic Ash

QRH 7.53

QRH 8.34

QRH 7.56

23 Window Damage FWD L,R

QRH 1.14

24 Window Damage Side L,R

QRH 1.15

Disembarkation 25 Precautionary QRH Back Cover.1

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

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AIRSPEED UNRELIABLE QRH 10.1

1. QRH NON-NORMAL MEMORY ITEMS

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1. QRH NON-NORMAL MEMORY ITEMS

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ABORTED ENGINE START L,R QRH 7.1

ENGINE AUTOSTART L,R QRH 7.5

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

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ENG LIM/SURGE/STALL L,R QRH 7.6

1. QRH NON-NORMAL MEMORY ITEMS

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1. QRH NON-NORMAL MEMORY ITEMS

ENG SVR DAMAGE/SEP L,R QRH 7.10

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FIRE ENG L,R QRH 8.2

1. QRH NON-NORMAL MEMORY ITEMS

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1. QRH NON-NORMAL MEMORY ITEMS

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DUAL ENG FAIL/STALL (GE) QRH 7.2

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

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

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1. QRH NON-NORMAL MEMORY ITEMS

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DUAL ENG FAIL/STALL (RR) QRH 7.4

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

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

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STABILIZER QRH 9.1

1. QRH NON-NORMAL MEMORY ITEMS

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1. QRH NON-NORMAL MEMORY ITEMS

CABIN ALTITUDE QRH 2.1

QRH 2.2

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1. QRH NON-NORMAL MEMORY ITEMS

INTENTIONALLY BLANK

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1. QRH NON-NORMAL MEMORY ITEMS

INTENTIONALLY BLANK

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2. FCOM SUPPLEMENTARY PROCEDURES

FCOM SUPPLEMENTARY PROCEDURES (Often Used Procedures)

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2. FCOM SUPPLEMENTARY PROCEDURES

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2. FCOM 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 aircraft. This must not be performed by recall

FCOM SP.6.2

in the event one has to power up an unpowered

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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 nd Get clearance to push and start 2 engine The second engine may have to be started using an Engine Crossbleed Start Advise the Purser to reinstate the power to the cabin if required (See ENGINE START WITH EXTERNAL ELECTRIC POWER )

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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 nd Set Brake and start 2 Engine if required using ENGINE CROSSBLEED START FCOM SP.7.2 Advise purser to reinstate the power to the cabin if required

MANUAL ENGINE START CONDITION: 

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

REASON:  The Autostart is inoperative or selected off. CHECKLIST:  FCOM SP.7.4 or Laminated checklist under glareshield

NOTES:    





Read the checklist through together first as a crew, and then perform the checklist as an action list. Start one engine at a time. Don't forget that you only put the fuel control switch to run when Oil pressure increases EGT below 100ºC and N3 at max motoring or 25%. Unlike during an autostart the spar and engine fuel valves open as soon as the fuel control switches are placed to Run. If the autostart switch is selected off and the fuel control switch is placed in Run before max motoring you'll get an ENG AUTOSTART L/R caution. This should prompt you to carry out the memory items, which is to abort the engine start. Clever! The procedure lists the start parameters to be monitored in a sequential order. CM2 to keep CM1 in the picture as each stage of the engine start approaches. E.g. Once fuel control switches are to Run, CM2 can say something like "We're looking for EGT within 30secs, we have EGT rise it must remain within limits, now we need N1 rotation by 45%N3". In the event of a start problem / need to abort the start, do the Memory items and call for the aborted engine start checklist. Advise ground crew and decide next course of action i.e. restart or not. Contact EK engineering if necessary.

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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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3. QRH NON-NORMAL MANEUVERS

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

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

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

FCTM 1.5

Rejected Takoff QRH MAN 1.2

*** TRE Note Slow acceleration can be detected by monitoring the Speed Trend Vector… A normal trend vector will be around 30-40 knots.

***

Master Caution Lights, Aural Beeper, and Advisory level Alert Messages inhibited from 80 KTS to 400 RA or :20 seconds after rotation. For a RTO the inhibit lasts until the speed is below 75 knots. Master Warning Lights and Fire Bell inhibited from V1 until 400 RA or 25 seconds after V1.

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3. QRH NON-NORMAL MANEUVERS

Rejected Takeoff Continued

QRH MAN.1.3

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3. QRH NON-NORMAL MANEUVERS

Page 31 of 266 QRH MAN 1.8

ADVISE ATC OMA 8.3.6

ADVISE ATC OMA 8.3.6

TCAS PHRASEOLOGIES

OMA 8.3.6 LIDO TEXT COM 70 FCOM L.10.9

EKIB-30 TCAS Change 7 prevents TCAS from actively tracking and displaying aircraft that are NOT deemed as a threat to the aircraft … FCOM 10.10.31 Weather RADAR and TCAS are not displayed in CTR APP, CTR VOR, and PLAN modes on the ND. FCOM 15.20.17 The STATUS message TCAS displays if the ADIRU is off or not aligned. QRH When Selection of TA is requested it is important as it will increase the corrective RA of the intruder aircraft

CLEAN UP TECHNIQUE

FLCH

Instructor Technique

A/P ON

OMA 11.3.2 File an ASR when a TCAS Resolution Advisory (RA) occurs.

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01 March 2013 STUDY GUIDE

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

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3. QRH NON-NORMAL MANEUVERS

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NON NORMAL CHECKLIST CONFIRMATION CALLS QRH CI

FCOM NP 50.2

OMA 8.3.1.6

OMA 8.3.0.4.4.2

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3. QRH NON-NORMAL MANEUVERS

INTENTIONALLY BLANK

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4. QRH & FCOM FLIGHT PATTERNS

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QRH FCOM FLIGHT PATTERNS

FCTM 2.7

Min width of pavement for a 180 turn 772 Min width of pavement for a 180 turn 772LR & 777F Min width of pavement for a 180 turn 773 Min width of pavement for a 180 turn 773ER/ULR

155.8 feet, 47.5 meters for nose gear FCOM S.P.1.9

157.4 feet, 48.0 meters for nose gear FCOM S.P.1.11 FCOM SP.1.12

183.8 feet, 56 meters for nose gear FCOM S.P.1.13

185.5 feet, 56.5 meters for nose gear FCOM S.P.1.17

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Min width of pavement for a 180 turn 772 Min width of pavement for a 180 turn 772LR & 777F Min width of pavement for a 180 turn 773 Min width of pavement for a 180 turn 773ER/ULR

01 March 2013 STUDY GUIDE

155.8 feet, 47.5 meters for nose gear FCOM S.P.1.9

157.4 feet, 48.0 meters for nose gear FCOM S.P.1.11 FCOM SP.1.12

183.8 feet, 56 meters for nose gear FCOM S.P.1.13

185.5 feet, 56.5 meters for nose gear FCOM S.P.1.17

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

-

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

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

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Min width of pavement for a 180 turn 772 Min width of pavement for a 180 turn 772LR & 777F Min width of pavement for a 180 turn 773 Min width of pavement for a 180 turn 773ER/ULR

155.8 feet, 47.5 meters for nose gear FCOM S.P.1.9

157.4 feet, 48.0 meters for nose gear FCOM S.P.1.11 FCOM SP.1.12

183.8 feet, 56 meters for nose gear FCOM S.P.1.13

185.5 feet, 56.5 meters for nose gear FCOM S.P.1.17

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4. QRH & FCOM FLIGHT PATTERNS

01 March 2013 STUDY GUIDE

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

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4. QRH & FCOM FLIGHT PATTERNS

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4. QRH & FCOM FLIGHT PATTERNS

01 March 2013 STUDY GUIDE

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

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4. QRH & FCOM FLIGHT PATTERNS

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

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

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- If VNAV ALT mode is displayed and the aircraft is above the VNAV PATH. Set the MCP altitude to the next lower altitude and select altitude intervention.

VNAV ALT mode above the approach path FCTM 5.39

A/P Off by 50´below MDA

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

VOR, TACAN, NBD, RNAV, GPS…etc.

- Raw data must be monitored.

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

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

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

VOR, TACAN, NBD, RNAV, GPS…etc.

- Raw data must be monitored.

4. QRH & FCOM FLIGHT PATTERNS

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

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

Both F/Ds Off PM F/D ON

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

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

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FCTM 5.45

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

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4. QRH & FCOM FLIGHT PATTERNS

OMC 5.4

4. QRH & FCOM FLIGHT PATTERNS

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

F/Ds OFF PM F/D ON

FCOM SP.4.6

OMA 8.1.4.3

Min Visibility 5000 M or Circling Min if higher

OMA 8.1.4.3

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

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

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No later than 300 ft. AGL

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

Recommendation

Recommendation EMIRATES B-777 01 March 2013 STUDY GUIDE

QRH MAN 2.5 FCOM SP.4.6 FCTM 5.53

FCOM SP.4.6

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

Recommendation

OMA 8.1.4.3

Min Visibility 5000 M or Jepp Min if higher

OMA 8.1.4.3

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

4. QRH & FCOM FLIGHT PATTERNS

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

A/P off no later than 300 ft. AGL

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PM F/D ON

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

Recommendation

EMIRATES B-777 01 March 2013 STUDY GUIDE

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

OMA 8.3.0.8.8.5.2

LIDO RM Gen Text RAR 680

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

4. QRH & FCOM FLIGHT PATTERNS

Company VMC

- Missed Approach Procedure - Terrain awareness including possibility of GPWS alerts. - The required visual references must be maintained throughout the approach. - Significance of Meteorological and/or terrain conditions that may cause optical illusions. - Where available, instrument approach aids should be utilized for approach guidance. - Cat D 205 kts. - 3 sectors of the circuit must be flown to ensure correct aircraft positioning prior to intercepting the normal G/S of approximately 3 degrees. - The downwind sector must be entered not below 1500 feet AAL abeam the upwind threshold.

Briefing Points

OMA 8.3.0.8.8.5.3

Min Altitude 1,500 AAL

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

Approximate Power Settings Page 47 of 266

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

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

Recommendation

EMIRATES B-777 01 March 2013 STUDY GUIDE

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

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Caution for Single Engine Go-Around

The missed approach acceleration altitude is defined as the missed approach altitude published on the Lido instrument chart. Should the State limits for acceleration altitude be lower than the missed approach altitude published on the Lido instrument approach chart, then his lower altitude will apply. Should the missed approach procedure have a level off segment prior to the published missed approach altitude being reached, the commander may use his discretion to accelerate at this lower altitude providing any speed restriction published in the Lido charts are complied with. OMA 8.3.0.9 FCI 2010-28

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

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5. FCOM LIMITATIONS

01 March 2013 STUDY GUIDE

FCOM LIMITATIONS

At 20,200 the buffet protection can change from VREF+80 to 1.3g maneuver capability and may cause the AIRSPEED LOW EICAS message if you are flying near the min maneuvering speed Note: Maintain at least 15 knots above minimum maneuver speed when climbing through FL200 to prevent the EICAS caution message, “AIRSPEEDLOW” from occurring. FCOM NP. 21.43

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

Aircraft Placard

- The upper crew rest area should not be occupied when the amber AIRFLOW OFF light is illuminated. - The AIRFLOW OFF light will be illuminated when the airplane is below 25,000 feet or during smoke detection mode. FCOM 1.46.5

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Page 50 of 266

.

FCOM L.10.2

- Take-off is prohibited on icy runways.

FCOM SP 16.2

OMA 8.3.8.12.4

777 RTOW User Manual

FCOM 11.32.3 - Do not use assumed temperature reduced thrust if conditions exist that affect braking such as slush, or ice on the runway, or if potential windshear conditions exist. AFM Section 1 page 9A – Max Tire Speed for Takeoff is 235 mph – 204kts

01 March 2013 STUDY GUIDE

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01 March 2013 STUDY GUIDE

5. FCOM LIMITATIONS

FCOM L.10.3

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

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

Metric Winds 1 meter / second = 2 kts Airbus QRH EK Supplement

FCTM 4.15

LIDO Text CRAR Canada

Emirates does not use CRFI information for calculating performance or Limitations... Refer to FCOM SP 16.2 for further guidance.

EMIRATES B-777 Page 52 of 266 .

5. FCOM LIMITATIONS

TRENT 877

FMC IDENT 777-200

TRENT 892

FMC IDENT 777-200.1

TRENT 892

GE90-115B or -115BL1

GE90-110B1L1

FMC IDENT 777-200.2

GE90-110B1L1

FMC IDENT 777-200.4

TRENT 892

FMC IDENT 777-300

01 March 2013 STUDY GUIDE FMC IDENT 777-300

FMC IDENT 777-300.2

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

5. FCOM LIMITATIONS FMC IDENT 777-300.2

GE90-115BL1

01 March 2013 STUDY GUIDE FMC IDENT 777-300.2

EMIRATES B-777 Page 54 of 266

. .

.

OMA

OMA

5. FCOM LIMITATIONS

01 March 2013 STUDY GUIDE

EMIRATES B-777

01 March 2013 STUDY GUIDE

5. FCOM LIMITATIONS

Page 55 of 266

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

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

NO

NO

Max EGT

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

900°C 5 minutes* 850°C 700°C 700°C

YES

NO

YES

(17,000 and Below)

(17,000 and Below)

(17,000 and Below)

1095°C 30 seconds

1095°C 30 seconds

1095°C 30 seconds

(All Altitudes)

(All Altitudes)

(All Altitudes)

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

The word "Confirm" is added to checklist items when both crewmembers must verbally agree before action is taken. During an in-flight non-normal situation, verbal confirmation is required for: • an autothrottle arm switch • an engine thrust lever • a fuel control switch • an engine or APU fire switch, or a cargo fire arm switch • a generator drive disconnect switch. This does not apply to the Dual Eng Fail/Stall checklist. QRH CI Fuel Freezing Point Jet A -40°C / Jet A1 -47°C OMA 8.2.1.4 Russian Fuel RT or TS-1 -50C Pelesys TS-1 –is approved for GE Engines FCOM SP.23.4

EKIB-37 Thrust Reverser Inspection on RR Engines following an RTO - After an RTO is performed on RR powered 777 airplanes where the thrust reversers were deployed, MCC must determine if an inspection of thrust reversers is necessary.

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5. FCOM LIMITATIONS

01 March 2013 STUDY GUIDE

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

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

.

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

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01 March 2013 STUDY GUIDE

LIMITATIONS AND POLICIES Item https://groupworld.emirates.com

http://emirates.pelesys.com

My Mint www.emiratesstaff.com

LIPS (Loss of Income Protection) www.flyzed.com www.intellicast.com

B777 rating add on to FAA EGHQ Dubai Wi-Fi Uniform Policy

P R E F L I G H T

Sickness Notification

Transport to CBC

Baggage Weight Limits

Limit / Policy Standard sign-on procedure To Access GABI sign-on with Staff number (s------) second password_____________ To Access LH FIV Web Applications / Flight Operations / LH Systems FIV Access to the Emirates training website Sign-on with Staff number (s-----) and pelesys password_____________ Username is Staff number without s Password is username without s Access to the Emirates travel website Sign-on with Staff number (------) and PIN_____________ Incredible insurance Protection By Emirates Pilots… For Emirates Pilots. www.lipsek..org Website providing information on ZED flights Sign on with User ID UAE and Password 176 . Website providing aviation and public weather The Satellite Infrared is great for a Global perspective. The Radar selection is great for US operations If you follow the instructions on this page, you will be able to add the B777 rating to your FAA ATP. http://www.faa.gov/licenses_certificates/airmen_certification/foreign_license_verification/ A big thanks to Steve Gutznmer for sharing this info. nd - Sign-on .................... s######(Staff Number) - Password ..............2 Logon password th Summer 15 Apr – 31 Oct Jacket only required for Layover Flights, Jacket may be carried at the discretion of the commander. st th Winter 1 Nov – 14 Apr Jacket required for all flights. In Dubai I. If a crew member becomes aware that his ability to safely perform his duties is impaired, he shall immediately report this to the Crew Scheduling Department. This applies to any sickness that occurs prior to a flying or standby duty. II. A crew member who reports sick less than four hours before the commencement of any duty will be considered as absent on the roster and the crew member shall notify the Fleet Duty Manager for the reason for the late notification. III. A crew member may declare themselves sick (self-certification) for a maximum period not exceeding two calendar days during any roster period. Any extension beyond the two calendar days must be certified by an Emirates doctor. A crew member's ability to self-certificate may be revoked at any time. IV. A crew member may not self-certificate immediately prior to or immediately following leave. Any sickness during this period requires a medical certificate issued by an Emirates doctor. V. A crew member shall ensure that a copy of the medical certificate (when applicable) is held by crew scheduling. VI. A crew member who is declared sick shall remain contactable at all times and shall not leave Dubai or avail of Staff Travel privileges without a completed Recommendation to Leave Base form completed by an Emirates doctor and approved by the Fleet Manager. VII. Any period not covered by the correct procedure will be treated as an unauthorized absence from work and may be the subject of disciplinary action. Any such absences will result in the loss of salary. At an overseas location - Not on duty I. A crew member who is at an overseas location, but is not on duty, is not permitted to selfcertificate for a future duty. II. A crew member shall provide a medical certificate to the Fleet Superintendent and shall provide a contact address and telephone number and remain contactable at all times until he returns to Dubai. III. Upon return to Dubai, a crew member shall be declared fit to fly by an Emirates doctor prior to commencing duty. Illness at an Outstation Crew members who become ill at an outstation station must inform the Commander as soon as possible. If the Commander is not available the crew member must leave a message and inform the Airport Services Manager or his representative. International SOS, Medical Assistance Company acting on behalf of Emirates Medical Services shall be contracted to handle any medical emergency for crew or staff whilst abroad. Carriage of sick / unwell Crew Member Sick crew members shall not be carried without advice from an Emirates medical representative (e.g. Emirates Clinic, Medlink, International SOS doctor). - Pickup time is STD -2:15 - If transport has not arrived :10 after expected pickup time call Central Services. - If transport has not arrived :20 after expected pickup time make your own transport arrangements. - Crew may only carry their own baggage and may only carry an approved carry-on bag. The Commander shall be informed when an additional piece of checked-in or hand baggage is carried by a crew member. The Captain will subsequently advise Load Control. - Positioning crew are subject to the standard passenger baggage allowance for the class of travel booked. - The maximum permitted checked in weight for an individual operating crew member shall be 23kgs.

Reference

-

OMA 20.1.1.1

OMA 6.5.4

OMA 20.5.1.1

OMA 20.6

EMIRATES B-777

Item

Limit / Policy

Time Management

Minimum requirements for Preflight Planning/ Briefing LIDO Auto Dispatch

P R E F L I G H T

Pilots Aged 60 or Older New Commander Restrictions

FO Restrictions

200LR,-300s OPT

01 March 2013 STUDY GUIDE

6. LIMITATIONS AND POLICIES

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777F

OPT Laptop Printing from EFB OPT T/O Performance Preference T/O Bump Input weight appears Too Low Assumed Temperature Not Authorized New OFP

Reference

SDT-150 ................................................................................................. E-Gates and check-in for pilots SDT-95 .................................................................................................... Cabin Crew start their briefing SDT-85 ................................................................................................... Pilots to complete their briefing SDT-83 ........................................................................................................ Pilot to Cabin Crew briefing SDT-80 .............................................................................................................. Departure to airside bus SDT-70 ............................................................................................................................. Bus Departure SDT-55 ......................................................... Flight and Cabin crew are required onboard OMA 8.2.2.1.2 SDT-55 ........................................... Ground Dispatcher or Station Manager to brief crew OMA 8.2.2.1.2 SDT-50 ............... DXB, FZFW after this time may be considered as the cause of the delay OMA 8.2.1.1 SDT-45 ................................ Auto-boarding shall normally commence for a remote stand OMA 20.12.1.1 SDT-45 .............................................. Auto-boarding shall normally commence for a gate OMA 20.12.1.1 SDT-25 ......................... FZFW after this time may be considered as the cause of the delay OMA 8.2.1.1 SDT-25 ........................................................................................... Final Load Data should be provided SDT-20 .................................................................... APU if not running, it should be started OMA 8.2.1.1 SDT-15 .................................. Missing Passenger’s checked bags offloading commences OMA 8.2.2.3.3 SDT-15-10 ........................................................................................................... Welcome on board PA EDT-03 ..................................................................................................... Door Closure time OMA 8.2.2.1 - OFP for accuracy and validity - NOTAMS and weather conditions for departure, destination, alternate airfields st - Enroute within the 1 hour of flight. - A check of relevant FCIs - The automatic dispatch function of LIDO can be identified by the OFP being annotated with the dispatcher name: LIDO. - If a performance limiting MEL is entered into the tech log during the turnaround, please contact Flight Dispatch for a manual re-release. - A suitably qualified pilot, who is aged between 60 and 65 may act as a member of flight crew provided that such a pilot is the only pilot in the flight crew who has attained the age of 60. - Two Recently Trained Pilots must not fly together until they have completed a 45 day consolidation period. - No CAT II III approaches until 50 hours or 20 sectors on type. - + 100 meters for CAT II III Approaches until 100 hours or 40 sectors. A First Officer may not conduct the takeoff if: - The runway is contaminated. - The crosswind exceeds 20 knots. - Take-off visibility is 500 meters or less. - No take-off from a CAT B* or a CAT C airport. A First Officer may not conduct the landing if: - The approach is conducted is CAT II/III ILS. - The runway is contaminated. - The crosswind exceeds 20 knots. - The approach conducted was a CAT I ILS with autoland or CAT I GLS (GNSS LANDING SYSTEM) with autoland. - No landing at a CAT B* or a CAT C airport . - The Commander should conduct the landing in non-normal situations where the aircraft’s performance is affected. However, the captain may elect to delegate this duty to his first officer when, in his opinion and after thorough assessment of the situation, this is a safer option. During nomination as Commander training; a Training Captain may, at his discretion, allow the trainee to conduct an autoland and operate the aircraft to FCOM limits with respect to crosswind operations. - For MACTOW C of G 26% and greater use alternate C of G. - Crews operating on the 777F aircraft should select “ALT CG” option in the OPT “CG Position” window whenever the reported T/O MAC on the Load Sheet is a value equal to or greater than 28%. - To Reset OPT to original page, ALT TAB - The OPT T/O PERF page can be printed - Select an invisible button at L8, “SEND TO FLT DECK PRINTER”, “COMPLETE”. -200, -200ER, -300 1) PACKS ON 2) PACKS OFF -

-300ER 1) PACKS ON 2) APU to PACKS or PACKS OFF

-200LR, -300ER/ULR, 777F 1) PACKS ON 2) APU to PACKS or PACKS OFF 3) T/O BUMP

Available on the 772LR, Some 773-ER, 773-ER/ULR, 777F. Additional thrust is provided from PA -2,000 to+3,000 and temperatures between 32°C and 53°C. An empty freighter aircraft can get this message from the OPT. If this happens follow the company NOTAM to calculate the correct Take-off performance. Alternate EEC mode operation; MEL 73-21-02 Contaminated Runways; Potential Windshear conditions exist. At Pilots discretion full thrust can be used. If the ZFW changes by 2.0 tons or more the commander may request a new OFP.

EGHQ Guidelines to Pilots Letter

Ed Davidson Letter 7/24/2008

FCI 2004-04 OMA 8.2.2.1.3.1

OMA 8.1.15

FCN 2010-035

OMA 4.1.2

OMA 4.0.1.4 OMA 5.2.16.1

OMA 5.2.16.2 OMA 8.1.2.5 OMC RAIG Chap 1 page 12 FCI 2011-008

EKIB 10R4 EKIB 10R4 Instructor Technique just fun, not very useful FCOM 11.40.42 FCOM NP.21.26 FCOM SP2.1 FCOM 11.40.42 FCOM NP.21.32 FCOM PD 777-200F RTOW User’s Manual OMA 8.3.0.1.5 FCOM.SP.16.18 OMA 8.2.1.1

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Item

Useful Telephone Numbers

P R E F L I G H T

PIC Responsibility for the Passengers. Passenger Care

01 March 2013 STUDY GUIDE

Limit / Policy

Reference

SMNC ......................................................................................... [email protected] 971 4 286 4111 / 971 50 624 4781 FDM .......................................................................................... [email protected] 971 4 708 5155/56 / 971 50 659 2284 EVITA .................................................................................................................................................................. 971 4 708 8888 DISPATCH...................................................................... [email protected] Duty Manager 971 4 708 1012 ............................................................................................................................................... Dispatch General 971 4 708 1014 ........................................................................................ DXB tech or passenger issue after doors are closed 971 50 950 9392 DXB EK Operations ........................................ ( All ground handling issues that DNATA handles) 971 +971 4 218 2214 / 2215 DXB Ground Dispatcher Duty Mobile ......... ( Tech issues or PAX discrepancy after doors closed) 971 +971 4 218 2214 / 2215 DXB ATC Supervisor .......................................................................................................................................... 971 4 244 4700 IT Services (Internet Problems)........................................................................................................................... 971 4 213 3444 MCC ................................................................................................................................... [email protected] 971 4 708 1034 Operations Engineer 777, Flight Operations Technical ............................................................................ 971 4 708 4350 / 5388 Cargo Duty Manager............................................................................................................................................ 971 4 708 1090 Crew Control ...................................................................................................................................... [email protected] Nafessa Pereira Boeing Leave Planner .................................................................... [email protected] 971 4 708 4903 Crew Rostering .................................................................................................................................................... 971 4 708 4883 971 4 708 4884 CBC ..................................................................................................................................................................... 971 4 708 5160 ............................................................................................................................................................................ 971 4 708 5161 ............................................................................................................................................................................ 971 4 708 5162 CS Transport ................................................................................................................................... 971 4 708 4213 / 708 4214 Welfare Office ...............................................................For assistance with Drug Facilitated Sexual Assault 971 4 708 1200 Medlink ............................................................................................................................................................ 001 602 236 3627 777 Fleet Technical Team..................................................................................................... [email protected] Hassan Al Hammadi, Chief Pilot Boeing ....................................... [email protected] Office 971 4 708 4236 971 50 644 6353 / 971 50 644 9574 Stefan Prugner, Deputy Chief Pilot Boeing ..................................................... [email protected] Office 971 4 708 4246 971 50 624 5948 Alex Bell, Assistant Deputy Chief Pilot Boeing ............................................... [email protected] Office 971 4 708 4241 971 50 950 9345 Patricia Pargiter, Fleet Manager Boeing......................................................... [email protected] Office 971 4 708 4255 971 50 656 7294 Graham McNally, Chief Flying Instructor Boeing ............................... [email protected] Office 971 4 703 7441 971 50 644 8348 Fiona Jeffery, Fleet Admin Superintendent Boeing ........................................ [email protected] Office 971 4 708 5177 971 50 950 8869 John Alsford, SVP Fleet ............................................................................. [email protected] Office 971 4 708 4233 The PIC becomes responsible for the safety of all crew members, passengers and cargo on board, as soon as he arrives on board, until he leaves the aircraft at the end of the flight;

OMA 1.5.3

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

OMA 8.2.2.2

OMA 8.2.2.2.14

Reasons for deplaning Disruptive Passengers

INAD

-

DEPO

-

-

Prisoners

-

OMA 20.12.3.g

OMA 8.2.2.2.9

OMA 8.2.2.2.10

OMA 8.2.2.2.11

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Item

01 March 2013 STUDY GUIDE

Limit / Policy

Disabled Passengers Persons of Reduced Mobility (PRM)

P R E F L I G H T

Wheel Chair Codes

Pregnant Passengers

Falcons

Human Eyes

Ambulatory Passengers are those that are able to reach an emergency exit during an evacuation without assistance; b. Non Ambulatory Passengers / Persons of Reduced Mobility (PRM) are those passengers: i. who require assistance in order to reach an emergency exit during an evacuation; ii. who may require assistance to board or deplane; iii. who is not able to move about the aircraft unassisted. c. Where a non-ambulatory passenger cannot feed himself or manage his own bodily functions in the toilet, an accompanying able bodied person / attendant must be provided; d. The general conditions of carriage for Disabled Passengers / Persons of Reduced Mobility (PRM) are as follows: i. The Commander and Purser will be advised of the details and conditions associated with the carriage of each PRM; ii. PRM passengers shall not be allocated, or occupy seats, where their presence could impede the crew in the conduct of their duties, obstruct access to emergency equipment, or impede an emergency evacuation. e. The rules governing acceptance for carriage of such passengers is divided into non-US operations and US operations (to, from or transiting the US). a. Non US acceptance criteria. i. For those passengers that require medical clearance, Emirates Medical Services decide whether or not to approve travel and will specify the conditions under which the passenger will be accepted, including any special handling arrangements. ii. Certificates of fitness to travel by air issued by private doctors or government hospitals do not constitute approval to travel on an Emirates flight. b. US Acceptance Criteria (to, from or transiting the US) i. DOT regulations (14 CFR Part 382) mandate that a commercial air operator shall carry passengers with disabilities on a non-discriminatory basis, from a point within US territory to a point outside US territory and vice versa. ii. A certificate of fitness to travel by air issued by a private doctor or government hospitals does constitute approval to travel on an Emirates flight that originates, terminates or transits the US. iii. The regulations mandate that each carrier designate a Complaints Resolution Officer (CRO) who are individuals trained to be experts in ensuring that Emirates personnel correctly implement the provisions of the Part 382 regulations. iv. The CRO’s have the authority to direct Emirates personnel (except the Commander with respect to safety matters) to take actions to resolve problems as quickly as possible before a violation occurs. v. The Commander shall not refuse carriage once the passenger with a disability has been accepted, except on the grounds of safety. If a passenger is refused carriage, the Commander shall submit a written report justifying the offloading of the passenger, countermanding the decision of the CRO, within 24 hours of return to Dubai and may be required to submit further reports as required by the DOT. vi. In the event of any query in respect of the carriage of these passengers, the Commander shall contact the Airport Duty Officer/Manager and request that they contact the CRO. In the unlikely event that the airport CRO is not available, the Commander shall contact Manager Airport Services - NCC via VPNC. WCHR Pax can exit aircraft, use steps but cannot walk long distances. WCHS Pax can exit aircraft, but cannot use Steps but or walk long When ordering a wheelchair use distances. the appropriate code. WCHC Pax are Completely immobile and require wheelchairs to and from their cabin seats. a. No medical certificate or letter is required up to the end of the 28th week of an uncomplicated single pregnancy. b. Complications in pregnancy that require a medical certificate or letter, as determined by the passenger's physician, include gestational diabetes, pre-eclampsia and eclampsia, placenta praevia, intrauterine growth retardation and premature rupture of membranes. c. When the pregnancy has entered the 29th week, a medical certificate or letter, issued by a qualified doctor or midwife, stating fitness to fly and confirming the expected date of delivery, is required. The certificate or letter must be returned to the passenger after verification, as it might be required at downline stations. If required, a photocopy may be retained. d. No approval is required from Emirates Medical Services up to the end of the 36th week. i. Uncomplicated single pregnancies – accept up to the end of the 36th week. ii. Multiple pregnancies such as twins or triplets – accept up to the end of the 32nd week. Carriage of falcons in the passenger cabin is permitted subject to the following conditions: a. The total number of falcons carried on any one flight shall not exceed 15. i. First Class – Two falcons per passenger (per seat) are permitted, with three additional falcons carried for each extra seat that has been paid for. ii. Business / Economy class – One falcon per passenger (per seat) is permitted, with two additional falcons carried for each additional seat paid for; - Human organs and blood are usually carried in small fibreboard boxes and must be loaded in the bulk hold. They may be loaded in the passenger cabin with the Commander’s permission if the package is small and will fit in the lockable stowage lockers. - When loading in a bulk hold the package(s) must be properly restrained with nothing loaded on top of the package. The package should be loaded last so that it can be offloaded immediately on arrival. - The carriage of human eyes for transplant purposes will be treated as Unaccompanied Valuables and consignments will be stowed in the lockable stowage in the cabin. Each consignment will be in a sealed container.

Reference

a.

OMA 8.2.2.2.2

OMA 8.2.2.2.2.1

OMA 8.2.2.2.3

OMA 8.2.2.2.7

OMA 8.2.2.2.7.1

OMA 8.2.2.3.4.2

OMA 8.2.2.3.4.5.2

EMIRATES B-777 6. LIMITATIONS AND POLICIES

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Item Aircraft ICAO Designators Daily Inspection

MEL Repair Intervals

MEL Deferred Defect DD Types

P R E F L I G H T

Stations without an Authorized Engineer

Admission to the Flight Deck

Limit / Policy

Reference

The following new ICAO aircraft designators are shown in the ICAO ATS-FPL: B-777-200ER ..... B772 B-777-200LR ............ B77L B-777-200F ……….B77L B-777-300 .......... B773 B-777-300ER............. B77W - The Validity period of Daily Check is 48 hours for Boeing and 36 hours for Airbus. - The inspection must not expire before the planned arrival time. (sufficient time to divert and recover the aircraft should be considered) A .............................................................................................................................................. Specified Interval “Flight Day” means a 24 hour period (from midnight to midnight) DXB local time during which at least one flight is initiated for the affected aircraft. B ................................................................................................................................................................. 3 days C ............................................................................................................................................................... 10 days D ............................................................................................................................................................. 120 days - The time period specified shall start at 00:01 UTC on the day following the day of discovery. - Day of Discovery: The calendar day an equipment/instrument malfunction was recorded in the aircraft maintenance log and or record. This day is excluded from the calendar days or flight days specified in the MEL for the repair of an inoperative item of equipment. This provision is applicable to all MEL items, i.e. categories “A, B, C, & D. P................................................................................... Performance Penalty, Autoland or ETOPS restriction R ......................................................................................................................................... Repeat Inspection M .............................................................................................................................No Performance / Penalty C ................................................................................................................. Passenger Cabin / Entertainment L ..................................................................................................................................................... Loan / Pool N ............................................................................................ Any other defects not covered by above codes In the event that approved Engineering assistance is unavailable, and in coordination with VPNC and MCC, the Commander is authorized to certify the Tech. Log is in respect of the following items. i. Refueling. ii. Transit checks. iii. The transfer of a defect or defects into the Allowable Deferred Deficiency (ADD) section of the Tech. Log, provided that any defects that have to be transferred are acceptable to the Commander for the next planned sector, and that the transfer is accordance with the terms and conditions of the Minimum Equipment List. Note: A copy of the Commander’s Authorization document is in the aircraft documents folder. a. Admission to the flight deck is under the authority of the Commander. b. Only crew members assigned to the flight and those persons authorized in accordance with OMA 8.3.12.1 , and OMA 8.3.12.2 may be admitted to, or carried on the flight deck. c. The Commander shall request production of a valid ID card and / or written authority from such persons before granting admission. d. UAE GCAA Flight Operations Inspectors, acting in an official capacity shall not be denied access to the flight deck at any time (See OMA 8.3.12.1 b. i ) e. Visits by passengers to the flight deck are not permitted. f. Access to the flight deck, and the use of any flight deck Jump Seat by a person other than those listed below, is prohibited. g. When a person on the flight deck is required to exit, that person must ensure the area outside the flight deck door is not occupied by any passengers. This can be done using the video monitor or the viewing lens in the door. If necessary, contact the cabin crew to facilitate the temporary relocation of any passengers in the area prior to opening the flight deck door. h. Any authorised occupant of a Jump seat shall be briefed in accordance with the requirements of OMA 8.3.13

LIDO Text RAR 252

OMA 8.1.16

MEL Preamble MEL Definitions 2.00-01-00.2

Tech Log Page Divider

OMA 8.1.11.2.2 OMA 8.1.17 Certificate for Captains authority located in Red Binder

OMA 8.3.12.1 OMA 8.3.12..2

Authorized persons include UAE GCAA Inspectors.* Ops staff on the Gen Dec. Flight Dispatchers on official duty. Engineers and Traffic Personnel if required. Authorized Auditors from other airlines… Trainee Cabin Crew for their “supp. visit Emirates Group Staff on Duty or emergency travel….”This authorization and approval is not applicable whilst the aircraft is in Canadian airspace. * If a UAE GCAA Flight Operations Inspector is conducting an in-flight audit on a flight that is augmented by two Flight Crew, the inspector shall have full access to the cockpit at all times, including takeoff and landing. In such circumstances, one of the augmenting crew members shall occupy the passenger seat allocated to the inspector during the takeoff and / or landing. - The responsibility of upgrading or downgrading a passengers’ class of travel is delegated to the Purser by the Commander. - Once on board, a passenger may be upgraded to a higher class of travel if space is available, and upon payment of the difference in fare cost. Payment must be made by credit card. - The Commander may also authorise upgrades for passengers for operational reasons. In all such cases, details of the upgrade must be submitted on a Captain’s Special Report. This facility should be used sparingly and in cases where the upgrade is to minimize a service failure on the part of EK. Prior coordination with the Purser and / or Airport Services is required where practical and time permits. - An on board upgrade should only be made to bona fide revenue passengers, and are not permitted for EK or OAL staff passengers. *

Upgrading Passengers

01 March 2013 STUDY GUIDE

His Highness the Chairman.* Executive Vice Chairman.* President of Emirates Airline.* Exec VP Eng. and Ops.* Div. Senior VP Flt Ops.* This authorization and approval is not applicable whilst the aircraft is in UK or Canadian airspace.

-

OMA 8.3.12.1.b.i

OMA 20.12.2

EMIRATES B-777 Item STATUS messages Dispatch

Use of MEL after Dispatch

MEL Concession

Tire location for entering defects

Window Locations for reporting window heat problems Power Outlets

Circuit Breakers

QRH Checklists by Memory

Critical Phases of Flight

Sterile Flight Deck Phase

No Contact Period

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Limit / Policy

Reference

- STATUS messages are checked prior to engine start and the condition should be corrected or dispatched per the operator’s MEL. - There are no inflight crew procedures associated with STATUS messages. - STATUS messages are inhibited from beginning of first engine start until :30 minutes after lift-off. - The moment at which the Ground Engineer is released prior to taxi. - After dispatch and before takeoff, if an EICAS Alert (Warning, Caution, or Advisory) message is annunciated, the flight crew should first accomplish any associated non-normal/abnormal procedure. Then the following steps should be accomplished to determine whether the flight should continue or return to stand: Communications with maintenance established - Establish communications with Maintenance (In Dubai Line Maintenance on VHF 132.60 and at outstations other appropriate maintenance personnel and MCC), Emirates Operations or Dispatch to review the situation. This review should include any impact on safety, maintenance, flight operations, and customer service. The review should also reference the MEL, and any relevant FCI or Bulletins before reaching a decision on whether to continue the flight or return to stand. After communicating with maintenance, return to stand if: - The failed equipment does not allow the continued safe operation of the flight. - It is considered that the MEL defined maintenance procedure associated with the failed equipment needs to be completed prior to continuing the flight. - Continuing the flight with the failed equipment is determined inappropriate, even though dispatch is granted under the MEL. No Communications with maintenance established - The flight crew must determine if the flight can be continued. In doing so, they must consider any impact on safety, maintenance, flight operations and customer service. In addition, the nonnormal/abnormal procedures from the ECL/QRH and FCOM, and any references in the MEL should be considered before the flight is continued. - If the flight crew determines that maintenance action is required, the aircraft must return to stand. - The Ops. Contact Frequencies and Numbers are available either through the contacts directory on the Centre FMGS and under the Com. section in the Route Manual (FMGS or OMC RM Chapter 10). - Used to dispatch an aircraft with unserviceabilities not normally permitted by the MEL. Or to exceed Repair intervals. - Exceedance of Repair Intervals B and C can be extended with a Concession issued by Emirates Vice President Engineering Quality Assurance. - Exceedance of Repair Intervals A and D are only permitted by the UAE GCAA. - Initiation of a request must be the Commander’s exclusive prerogative. - The aircraft commander must receive a written copy of any concession prior to dispatch and this copy is to be kept with the aircraft Technical Log. 13 1 2 5 6 9 10

Wheel Numbers

1

FCOM 15.10.2 MEL General MEL Preamble

MEL Preamble

MEL Preamble

14 3 4 7 8 11 12

FCOM 14.10.6

MEL 30-41

2

3

Medical Power Outlets locations are described in FCOM AIRPLANE GENERAL. - In flight, flight crew reset of a tripped circuit breaker is not recommended. However, a tripped circuit breaker may be reset once, after a short cooling period (approximately 2 minutes), if in the judgment of the captain, the situation resulting from the circuit breaker trip has a significant adverse effect on safety. On the ground, flight crew reset of a tripped circuit breaker should only be done after maintenance has determined that it is safe to reset the circuit breaker. - Flight crew cycling (pulling and resetting) of a circuit breaker to clear a non-normal condition is not recommended, unless directed by a non-normal checklist. - Resetting of buss tie switches on ground after ELEC BUS ISOL L and ELEC BUS ISOL R EICAS messages come on simultaneously after engine start is permitted. The Pilot flying may direct reference procedures to be done by recall if no hazard is created by such action, or if the situation does not allow reference to a checklist i. All ground operations involving taxi. (Excluding extended remote holding) ii. Takeoff, departure climb and cruise below 10,000 ft AAL. iii. From 1000 feet above / below an assigned altitude, until that altitude has been acquired. iv. Cruise, descent and approach to land below 10,000 ft AAL. Policy: - During critical phases of flight, flight crew shall not perform any nonessential activities, which could distract from the performance of required duties, or interfere in any way with the proper conduct of those duties. - Restricted Electronics Devices must be switched off. - On departure, the phase starts from final aircraft door closure and ends when the seat belt sign is OFF. - On arrival, the phase starts when the seat belt sign is switched ON for descent and ends when the first aircraft door is opened. - In the event of an abnormal/emergency situation, Cabin Crew should contact the Purser or SFS who will in turn inform the Flight Crew. - On departure, the phase starts from the takeoff roll and ends when the landing gear retracts. - On arrival, the phase starts from the extension of the landing gear and ends when the aircraft vacates the runway. - Cabin Crew including the purser and SFS shall not contact the Flight Crew. Abnormalities/Emergencies should be communicated to the Purser / SFS.

FCOM 1.30.26

QRH CI EKIB-8R2

QRH CI.2.5

OMA 8.3.0.0 OMA 1.5.3.w OMA 8.3.18.3 FCI 2012-038

EMIRATES B-777 6. LIMITATIONS AND POLICIES

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Item

Limit / Policy

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

After 2 failure send message to DXBOVEK

Take-off/Landing Requirements

Days Off

P R E F L I G H T

Airport Categories

Prioritization of Manuals

Operations Specifications

MEL Chapters FCN Validity

01 March 2013 STUDY GUIDE Reference

nd

FCOM SP. 5.3

A single line means there is 5 meters of paper left. A double line means there is 2 meters of paper left. Contingency fuel can be used after the fueler disconnects. - 100 hours in 28 days - 900 hours in 12 months Note 1: Take-off is allowed on the 35th day, with the Landing on the 36th day. The 35 day recency requirement can be waived for operational reasons by the SVP-F or his designee. Note 2: For MFF qualified crew, at least one take-off and landing as PF must be accomplished on each type, i.e. A330 and A340. Note 3: For MFF crew, if recency has lapsed on one type only, then one sector as PF under the supervision of a Training Captain is required to regain MFF recency on that type. - Wherever possible, days off will be taken at home base. - A single day off shall consist of 2 local nights, and will last at least 34 hours. - A planned rest period may be included as part of a day off. A crew member: a. Shall not be on duty more than 7 consecutive days before a minimum of one day off is assigned. b. Shall have 2 consecutive days off in any 14 consecutive days. c. Shall have a minimum of 7 days off in any consecutive 28 days; and d. Shall have at least 24 days off in any consecutive 84 days period. A crew member who positions to home base on the eighth day in accordance with Section OMA 7.13 shall be given a minimum of 2 days off immediately following return to home base. Days off taken away from home base by crew members attending a training course (as a trainee or trainer), meet the requirements of this paragraph. A - All Flight Crew are authorised to operate to all Category A aerodromes. B - Prior to operating to a Category B aerodrome, the Commander shall be briefed, or self-briefed on the aerodrome concerned. This briefing will normally be accomplished by reference to the airfield briefing material found in OM-C. This briefing is certificated when a pilot signs in for duty on the Check-In Kiosks system in Dubai. B*- Takeoff and landing shall be conducted by the Commander, except when CM1 is undergoing Nomination as Commander Training when, the Commander at his discretion, may delegate the takeoff and landing to the CM1. C - Prior to operating to a Category C aerodrome, the Commander shall be briefed and either: a. visit the aerodrome as an observer, or PM with another Commander, or as PF with a Training Captain. or b. undertake instruction in a flight simulator with a dedicated visual database for that aerodrome. This training shall be recorded in the pilots training record.  - The Commander shall be PF for take-off and landing at Category C aerodromes, unless CM1 is undergoing Nomination as Commander Training, when the Commander may delegate the takeoff and / or landing to CM1. The period of validity of route and aerodrome competence qualification is 12 calendar months... - Should a conflict exist between any Flight Operations document concerning operational policy or procedural matters, OMA takes precedence over all other manuals. - FCIs may amend any part of the Operations Manual with the exception of the AFM. - Where a discrepancy between the paper and electronic version is noted, crew are advised that the version with the most recent revision date shall take priority. - Where the company provides a manual or document at the place of use, in both electronic and hard copy form, the form with the most recent date shall be deemed to be the valid version. Copies of operational manuals, issued for personal study / reference shall not be used within the operational context. - Operations Specifications are issued to Emirates by the GCAA. They are contained in Section B or the Engineering Documents Folder. (Red Binder in aft stowage of B777 cockpit) - They contain, Approaches authorized by the GCAA - Ceiling and Visibility requirements for Take-off Approach, and Landings – Allowance for inoperative Ground Components – and Wind Limitations. - Attachments included: A) Areas of Operations B) Authorized Aircraft C) Authorized Airports - Emirates is approved for Passenger and Cargo Operations - Part E contains authorization for LVO/LVOTO(CAT II Ops Below 350 meters provided an Autoland is executed), MNPS, ETOPS(GE Powered 207 minutes, RR powered 180 minutes), RNAV, RVSM, RNP(Boeing to 0.1), Dangerous Goods, CPDLC/ADS, GPS/RNAV, PRM, and also specific State approvals. 0) Introduction, Concessions, ETOPS Sensitive Items, Autoland 1) EICAS Messages 2) MEL 3) CDL 4) MISC - 3 months from date of issue.

OMA 8.1.7.2 OMA 7.20

FCI 2013-010 OMA 5.2.16

OMA 7.18 FCI 2012-039

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

OMA 5.2.9

OMA 0.2.4 OMA 0.2.6 OMA 0.2.7 OMA 0.2.8

OMA 8.1.4.3.3 OMA 8.3.2.4.1 OMA 8.3.2.4.3.2 OMA 8.5 OMA21.5.5 Pelesys

MEL

No Reference

EMIRATES B-777 Item

Limit / Policy AIRCRAFT DOCUMENTS OMA 8.1.12.1 1) C of R 2) C of A Check Date 3) Original Copy of Noise Certificate 4) Original Air Operator Certificate. 5) Copy of Operations Specification 6) Aircraft Radio Station License Check Date 7) Third party liability insurance certificates.

Check Date Note: In the case of loss or theft of these documents, the operation is permitted to continue until the flight reaches the base or a place where a replacement document can be provided.

Documents Required On Board

P R E F L I G H T

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Reference CREW DOCUMENTS OMA 8.1.12.2 1) Licenses 2) Certificate of test 3) Medical Certificate 4) Passport with appropriate visas 5) Certificates of vaccination. 6) Company ID 7) UAE E-Gate or UAE ID card 8) a Valid Crew Member Certificate

GENERAL DECLARATION (GD) OMA 8.1.12.3 All international flights must carry a GD. The GD will include the names of all crew members, any GCAA inspectors and any Emirates Security escorts. Emirates Security escorts may only travel as crew and be listed on the GD with prior approval of DSVPFO or his deputy. - If a computer generated GD is not available, Commanders should complete a GD using the forms in the Blank Forms folder. - Inbound to Dubai, a spare computer generated GD can be requested from Network Control Centre prior to landing. This will be available on arrival. - On flights across the Tasman Sea (Australia/New Zealand) the GD is transmitted by the departing station as part of the Departure Control System (DCS) prior to departure. Consequently a GD is not required on board the aircraft.  MANUALS OMA 8.1.12.4 FLIGHT SPECIFIC DOCUMENTATION OMA 8.1.12.5 1) OMA Part 1 1) OFP 8) NOTOC 2) OMB (QRH, MEL FCOM Volume 1) 2) Aircraft Tech Log 9) Maps and Charts 3) OMC 3) Filed ATS flight plan 10) ERG for dangerous goods DOC 9481 4) CCEM 4) NOTAMs 11) IATA DG Regulation Manual 5) Weather 12) Any other docs required by 6) Load and Trim Sheet states concerned. 7) Notice of Special Pass. C15 13) Forms Binder FCIs not listed but should be onboard

GPS Inoperative Considerations Navigation Specification

-

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

FCOM SP.20

FCN 2011-002

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LIDO Route Manual GENERAL PART PFL IFL ADR MET NAV COM

Pre-flight In-flight Aerodromes Meteorology Navigation Communication

RAR

Rules and Regulations

LAT ABB SAI BUL ADM

Legends and Tables Abbreviations Special Airline Info Bulletin Administration

01 March 2013 STUDY GUIDE

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

- ACN and PCN information -

In-flight contingencies LH Text NAV Intro 1.2 Loss of communications LH Text COM 10 Loss of communications LH RAR 250-300 Intercept Orders LH RAR 280 Noise Abatement Procedures LH RAR 640-650 Aircraft Groups for Taxiway dimensions LH RAR 760 Approach add-ons for failed or downgraded ground equipment. LH RAR 890

NETWORK PART

Regional Supplementary Information Country Rules and Regulations

RSI CRAR CCI AOI

Customized Company Information 1-10 Airport Operations Information

AFC

2-10 Airport Facility Chart

AGC APC

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

LVC EOSID

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

SID

4-X0 Departure Chart

SIDPT

5-10 SID Procedure Text

STAR

6-10 Arrival Chart

STARPT IAC

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

VAC MRC FAM TEMPO

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

Visual Approach Chart Minimum Radar Vectoring Chart Familiarization Chart Tempo Chart

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

‐ General

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

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

ENROUTE PART

RFC

Route Facility Chart

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

RFC Supp. IOI

RFC Supplement Intermediate Operational Inform.

‐ MGAs above 10,000 are in red. 101 ‐ Fly Over Waypoints have a circle around them. ‐ HF frequencies, CPDLS/ADS availability, and IFR cruising altitudes ‐ Chart NOTAMS

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FLIGHT DUTY LIMITATIONS FLOW CHART Are you acclimatized?

OMA 7.5

Minimum Rest Period Flight Crew For ULR Operations see

OMA 7.16.1

OMA 7 Annex 3

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

OMA 7 ANNEX 2

Is this a Two Flight Crew Flight with a scheduled sector for more than 7 hours?

Y

Is This an Annex 2 Flight?

Y

N

N OMA 7.9.3

Are you acclimatized?

OMA 7.5

OMA 7.6.2.1

Y

N OMA 7.6.2.2

N

Is this a Variation 1 flight?

Y Add :30 to the FDP limitation. Reduce the commanders discretion by :30.

Extension Of Flying Duty Period By Split Duty.

OMA 7.7.2

Extension Of Flying Duty Period By IN-Flight Relief.

FDP Limitation

:

.

OMA 7 Annex 1

OMA 7.7.1

Commanders Discretion To Extend A Flying Duty Period. OMA 7.15 A Commander may exercise his discretion to extend an FDP involving 2 or more sectors up to a maximum of 2 hours prior to the first and subsequent sectors, but this may be up to 3 hours prior to the start of a single sector flight, or immediately prior to the last sector on a multisector flight.

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

P R E F L I G H T

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

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

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

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

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

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

FAA

DEP PROC

Departure Procedure

FAA

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

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

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

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

FAA

ELEV

Elevation

ICAO

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

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

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

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

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NOTAM Decoder Contraction HIRL HLDG HOL HP HR

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

IAF

Initial Approach Fix

ICAO

MSA

IAP INBD ID IDENT IF ILS IM IMC IN INDEFLY INFO INOP INSTR INT INTL INTST IR KT L LAA LAT

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

MSAW MSG MSL MU MUD MUNI N NA NAV NB NDB NE NGT NM NMR NONSTD NOPT NR NTAP NW OBSC

FAA

OBST

Obstruction, Obstacle

ICAO

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

OM OPR OPS ORIG OTS OVR PAEW PAX PAPI PAR PARL PAT PCL PERM PJE PLA PLW PN PPR

Outer Marker Operate, Operator, or Operative Operation(s) Original Out of Service Over Personnel and Equipment Working Passenger(s) Precision Approach Path Indicator Precision Approach Radar Parallel Pattern Pilot Controlled Lighting Permanent Parachute Jumping Exercise Practice Low Approach Plow, Plowed Prior Notice Required Prior Permission Required

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

FAA

PRN

Psuedo Random Noise

FAA

PROC

Procedure

ICAO

PROP

Propeller

FAA

MAPT MCA MDA MEA MED

Instrument Approach Procedure Inbound Identification Identify, Identifier, Identification Intermediate Fix Instrument Landing System Inner Marker Instrument Meteorological Conditions Inch, Inches Indefinitely Information Inoperative Instrument Intersection International Intensity Ice On Runway(s) Knots Left Local Airport Advisory Latitude Limited Aviation Weather Reporting Station Pound(s) Local Control Local, Locally, Location Located Localizer Type Directional Aid Light or Lighting Lighted Low Intensity Runway Lights Low Level Wind Shear Alert System Compass Locator at ILS Middle Marker Landing Localizer Compass Locator at ILS Outer Marker Longitude Long Range Navigation Loose Snow on Runway(s) Left Turn Magnetic Maintain, Maintenance Medium Intensity Approach Light System Medium Intensity Approach Light System with Sequenced Flashers Medium Intensity Approach Light System with Runway Alignment Indicator Lights Missed Approach Point Minimum Crossing Altitude Minimum Descent Altitude Minimum En Route Altitude Medium

Monitor, Monitoring, or Monitored Minimum Obstruction Clearance Monday Minimum Reception Altitude Minimum Safe Altitude, Minimum Sector Altitude Minimum Safe Altitude Warning Message Mean Sea Level Mu Meters Mud Municipal North Not Authorized Navigation Northbound Nondirectional Radio Beacon Northeast Night Nautical Mile(s) Nautical Mile Radius Nonstandard No Procedure Turn Required Number Notice to Airmen Publication Northwest Obscured, Obscure, or Obscuring

ICAO ICAO ICAO ICAO FAA

MIN

Minute(s)

ICAO

PSR PTCHY PTN PVT RAIL RAMOS

FAA FAA ICAO FAA FAA FAA

MIRL

Medium Intensity Runway Lights

FAA

RCAG

MKR MLS

Marker Microwave Landing System

FAA ICAO

RCL RCLL

Packed Snow on Runway(s) Patchy Procedure Turn Private Runway Alignment Indicator Lights Remote Automatic Meteorological Observing System Remote Communication Air/Ground Facility Runway Center Line Runway Center Line Lights

HIWAS

P R E F L I G H T

LAWRS LB LC LOC LCTD LDA LGT LGTD LIRL LLWAS LM LDG LLZ LO LONG LRN LSR LT MAG MAINT MALS MALSF MALSR

Source FAA

Contraction MM

Middle Marker

FAA

MNM

Minimum

ICAO

ICAO ICAO FAA ICAO

MNT MOC MON MRA

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

FAA

Decode

Source ICAO

ICAO

FAA

FAA ICAO ICAO

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NOTAM Decoder

P R E F L I G H T

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

SKED SLR SN

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

SND

Sand / Sanded

FAA

SB SDF SE SFL SIMUL SIR

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

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

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

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

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

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

VIS

Visibility

FAA

ICAO FAA ICAO FAA ICAO

VMC VOL VOR VORTAC W

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

ICAO FAA ICAO ICAO ICAO

FAA

WB

Westbound

ICAO

ICAO FAA ICAO

WED WEF

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

FAA ICAO

WKDAYS WKEND

Monday through Friday Saturday and Sunday

FAA FAA

WND

Wind

FAA

WPT

Waypoint

ICAO

FAA

WSR

Wet Snow on Runway(s)

FAA

ICAO ICAO ICAO FAA ICAO FAA ICAO FAA ICAO ICAO

WTR WX

Water on Runway(s) Weather

FAA ICAO

WI WIE

ICAO ICAO

FAA FAA FAA FAA FAA FAA

ICAO FAA ICAO ICAO ICAO ICAO FAA ICAO

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6. LIMITATIONS AND POLICIES

METAR / TAFOR Abbreviations

P R E F L I G H T

LH Text MET 30-50

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6. LIMITATIONS AND POLICIES

DECODING METAR / TAFOR

P R E F L I G H T

OMC 9.4

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NOTES TO DECODING WEATHER

OMC 9.4

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

FZ MI PR SH TS

Supercooled Shallow Partial Showers Thunderstorms

Note # 4 NSC No Significant Cloud

Note # 3 Change Groups

P R E F L I G H T

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

Sig Wx Chart Decodes

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

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

LH MET 70

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

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

P R E F L I G H T

SNOWTAM

LH Text MET 300

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Application of TAF

OMA 8.1.2.1.4.1

FCI 2011-001

01 March 2013 STUDY GUIDE

JAR OPS 1.297

P R E F L I G H T

No Forecast Weather

If no weather forecast is available for a Takeoff Alternate, Destination, or Alternate airfield, it must be considered to be below Company minima for planning purposes.

OMA 8.1.4.4.4

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Item Cabin Spraying Procedure

Cargo Spraying

Cargo Smoke after Cargo Hold Spray with no evidence of smoke

NAV aid NOTAM Night Operations

Limit / Policy

Reference

-

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

P R E F L I G H T

01 March 2013 STUDY GUIDE

65 7 (Cargo)6

(Cargo)

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

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

OM-C RAIG 2.6.2

Weekly Safety Summary

Personal Procedure

OMA 8.3.0.8.8.1 OMA 8.1.4.1.1 RFF Simplified

Personal Procedure

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

OMC RAIG Aerodrome Classification and Authorisation RFF Dispensation

RFF Requirements

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

OMA 8.1.2.4.1 OMA 8.1.2.4.2 FCI 2012-037

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

PCN Values required (Medium subgrade @ MLW)

Minimum Width of Runway

ETOPS Alternate ................................................................................................................................. CAT 4 ETOPS Alternate more than 180 minutes away (B777-300ER only) ........................................... CAT 7 For all-cargo operations, further reductions might be acceptable provided that the RFF capability is adequate as defined by Flight Operations Support. See RAIG pages for more information. In-Flight: The pilot-in-command may decide to land at an aerodrome regardless of the RFFS category if, in the pilot’s judgment after due consideration of all prevailing circumstances, to do so would be safer than to divert. B-772 Rigid ........................ 37 B777F Rigid ........................ 59 Flex .......................... 34 Flex ......................... 50 B-772ER Rigid ........................ 42 B-773 Rigid ........................ 53 Flex .......................... 36 Flex ......................... 46 B-772LR Rigid ........................ 47 B-773ER Rigid ....................... 55 Flex .......................... 41 Flex ......................... 47 All destinations and alternates nominated in the OM-C/R&AI Guide or any Company produced OFPs meet the conditions of either the charted requirements or a special dispensation granted by the relevant Airport Authority. Minimum width of runway for Emirates operations is 45 meters. In cases where runway is less than 45 meters approval of the VPFOT is required. Minimum width of cleared runway for operation on Contaminated Runways 30 Meters 45 Meters for A380

LH Text ADR 60

OMA 8.1.2.3.2

OMA 8.1.2.3.1 OMA 8.3.8.12.4

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Item

Alternate Airport Planning Minima

P R E F L I G H T

Take-off Alternate

USA Alternate Planning Minima

01 March 2013 STUDY GUIDE

Limit / Policy - Weather required before Dispatch: APPROACH MINIMA AVAILABLE CAT III CAT I CAT II CAT I + 100 ft / 300 m CAT I Non-precision 600 feet / 4,000 meters Company Circling Minima, or if no circling approach available, then the Non-precision Non Precision Approach Minima plus 200 ft / 1000 M Circling Higher of 1200 ft / 5000M or Charted Minima Notes: i. The appropriate airfield operating minima should be selected having taken into account airfield conditions at the alternate. ii. For the Company Circling Minima definition OMA 8.1.4.3 iii. Once airborne, only charted minima need be considered Nav aids required to designate an airport as an Alternate: (Terminal radar is a Nav Aid) - Wx CAVOK One Serviceable Nav Aid. - Wx less than CAVOK 2 serviceable Nav aids Destination Forecast below Minima - If the destination airfield is forecast to be below the applicable planning minima, at the expected time of arrival, the flight may be dispatched providing two destination alternates are filed. The alternate fuel must be sufficient to proceed to the alternate airfield which requires the greater amount of fuel. No Weather Forecast Available - If no weather forecast is available for a Takeoff Alternate, Destination, or Alternate airfield, it must be considered to be below Company minima for planning purposes - A suitable takeoff alternate shall be selected when performance, operational, or meteorological conditions would preclude a return to the departure airport. The take-off alternate shall be located within:: i. one hour flight time at a one-engine-inoperative cruising speed (420nm.) in still air, standard conditions, based on the actual take-off weight;  or  ii. two hours of flight time (840nm.), at a one-engine-inoperative cruising speed in still air, standard conditions, based on the actual take-off weight, provided: i. The aircraft is ETOPS qualified as per Emirates Operating Specifications ii. No MEL restriction prohibits 120 minutes ETOPS iii. The departure airport is located outside the USA For USA Ops 420nm - Required weather reports or forecasts, or any combination thereof, indicate that, during a period commencing 1 hour before, and ending 1 hour after the ETA at the aerodrome, the weather conditions will be at or above the applicable landing minima. - The ceiling must be taken into account when the only approaches available are non-precision and / or circling approaches. o USA Ops require weather above USA Alternate Minima. at the time of departure as well as ETA at the takeoff alternate. o Any limit related to one engine inoperative operations must be taken into account.

Reference

OMA 8.1.4.4.3 OMA 8.1.2.1.3 OMA 8.1.4.4.2.1 OMA 8.1.4.4.4

OMA 8.1.4.1 OMA 8.1.2.1.1 OMA 8.1.4.4.1 FCI 2010-17 OMC 2.8.1.3.1 OMC 2.8.1.5.2

LIDO CRAR USA Page C-42 OMC 2.8.1.3.2

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Item

LMC

P R E F L I G H T

Minimum Number of Cabin Crew

Engine/Undercowl Fires Emergency Procedures CRC Crew Rest Compt.

Oxygen

Therapeutic O2 Bottles

Portable Oxygen Concentrator Units

6. LIMITATIONS AND POLICIES

01 March 2013 STUDY GUIDE

Limit / Policy - All weights including fuel may be amended. ( LMC for fuel is not allowed for Airbus aircraft) - The LMC limit for an individual LMC or total LMC shall be 500 kg. - After a LMC it is mandatory to check the following: i. ZFW, TOW, and LW limits are not exceeded (Structural and Performance). ii. Take-off performance calculations are validated using the revised TOW and TWOCG. iii. Loading limitations are not exceeded. - LMC less than or equal to 500 kg: i. Enter the LMC value on the load sheet. ii. No amendment to AZFW, ATOW, or ALW required. - LMC greater than 500 kg: i. New ACARS or computer loadsheet required. ii. In case of a manual load sheet, ament load sheet figures and issue a new trim sheet. PASSENGER WEIGHTS Crew without bags .................... 85kg Child ........................... 38kg Crew with bags ....................... 100kg Infant ........................... 10kg Male .......................................... 85kg Bag ............................. 20kg Female ...................................... 70kg Live animals are classed as A B C D E and limits are in OMA 8.2.2.3.4.3 - Dangerous Goods must never be loaded in the BULK cargo hold. OMA 21.5.5.1 International Mail will only be offloaded after all other cargo. OMA 8.2.2.3.4.5.4 - Perishable cargo will be loaded in the AFT or BULK cargo holds. OMA 8.2.2.3.4.5.3 - Perishables packed with cooling agents can be loaded in the FWD or AFT compartments but cannot be loaded in the BULK compartment. OMA 21.5.5.4 772 8 Cabin Crew 773 10 Cabin Crew - The use of mini-suites is prohibited unless an additional attendant above the minimum required by the applicable operating rules is present and whose primary duty is to ensure that the minisuite doors are properly latched in the open position for taxi, takeoff, and landing.

Reference

OMA 8.1.8.5.2

OMA 8.1.8.3 OMA 8.1.8.4.1

OMA 4.2.2

AFM Limitations Page 12A

- Can be reduced by 1 if the associated cabin door is considered inoperative. See for MEL for further restrictions. - For any engine/undercowl fires, the flight crew will immediately call the tower for the fire services. - The Commander should conduct the landing in non-normal situations where the aircrafts performance is affected… - Door Entry Code 123 ENT - The upper crew rest area should not be occupied when the amber AIRFLOW OFF light is illuminated. - The AIRFLOW OFF light will be ON when the airplane is below 25,000 feet or during smoke detection mode. - Minimum for DXB departures 1500 psi. Daily Inspection Sheet - Out stations approximate min 1,000 psi. If lower check manual FCOM PD Crew Oxygen for dispatch requirements. - A pressurised flight may be operated up to FL250 if the crew oxygen system becomes inoperative/empty, provided portable oxygen bottles are readily available for each flight crew member on duty. - Above FL250 the quick donning crew oxygen system must be fully serviceable. - The Commander shall ensure that flight crew members engaged in performing duties essential to the safe operation of an aeroplane in flight use supplemental oxygen continuously after 30 minutes when the cabin pressure altitude exceeds 10,000 feet and at all times when the cabin pressure altitude exceeds 13,000 ft. - The flight crew must use oxygen whenever the cabin altitude is above 10,000 feet. - Passengers must use Oxygen when the cabin altitude is above 15,000 feet. - Bottles may be carried onboard. - Stowage in:  -200, -200ER- overhead stowage above seat 37AB, 37JK, and in LH aft most closet stowage.  -200LR- overhead stowage above seat 37AB, 37JK, and 39JK.  -300, -300ER, -300ER/ULR- overhead stowage above seat 46AB, 46JK, and in LH aft most closet stowage. - Bottles removed on return to Dubai. - Are now permitted on the aircraft subject to conditions…

MEL 52-11-1

OMA 8.2.2.4.1.6 OMA 5.2.16.2 FCOM 1.47.2

FCOM 1.46.5

Daily Inspection Sheet OMA 8.8

OMA 8.8.2 OMA 8.8.3 FCI 2012-040

FCOM 1.45.5

OMA 8.3.19.3.1

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6. LIMITATIONS AND POLICIES

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Item

Limit / Policy

Reference

ETOPS Validity

- Is renewed annually at the annual recurrent training program. Before Dispatch….Above ETOPS enroute weather planning minima, one hour before the earliest time of use to one hour after the latest time of use After Dispatch…….SA and FT indicate weather will remain at or above Aerodrome Operating Minima

OMA 8.5.1

ETOPS Alternate Weather Requirements

OMA 8.5.5.2

ETOPS Pre-Dispatch Alternate Weather Requirements

P R E F L I G H T

OMA 8.5.6.1

ETOPS Suitable Airport

- An Adequate airport is considered Suitable for dispatch purposes when it satisfies the ETOPS dispatch requirements in terms of ceiling and visibility minima within a period one hour before the earliest time of use to one hour after the latest time of use. In addition, the forecast crosswind component, including gusts, must be within the specific aircraft limitation. Condition Crosswind Limit ETOPS 80% Crosswind Limit Dry 45 36 Wet 40 32 Contaminated 20 16 Ice 17 13 - Runway conditions should also ensure that a safe landing can be accomplished. - An Adequate airport is considered Suitable for purposes of in-flight diversions when meteorological conditions indicate that the ceiling and visibility are above the published LH LIDO landing minima.

OMA 8.5.5.2 OMA 8.5.6.1

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Item

01 March 2013 STUDY GUIDE

Limit / Policy  

ETOPS Certification

 

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

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

“ETOPS VERIFICATION FLIGHT REQUIRED”

ETOPS Verification Flight

P R E F L I G H T

ETOPS Re-routing or Diversion Decision Making

Cargo Heat

Temperature Dependent Perishable Goods Cargo Locations

They will then sign it off and move it to the ADD section of the Tech Log. the Commander, in consultation with the Dispatch Duty Manager and the Senior Engineer Shift, may elect to carry sufficient fuel to complete the sector via a non- ETOPS routing.  After completing 60 minutes of the flight the captain will record in the Defect column of the Tech Log “ETOPS VERIFICATION FLIGHT SATISFACTORY”. During flight, either before or during an ETOPS segment, a re-routing or diversion is required when: i. Failures occur requiring a diversion to the nearest airport, in accordance with the FCOM ii. Failures occur requiring a non-ETOPS routing, in accordance with the FCOM. iii. Failures occur resulting in excessive fuel consumption, exceeding the available ETOPS Critical Fuel reserves. iv. Weather minima at nominated suitable airport(s) go below the company operating minima or become unsuitable for any reason prior reaching the entry point. Note: The MEL is not applicable after dispatch, and should not be considered limiting at this stage. It should be used for crew information only. - Instructions for the location and temperature requirements of live animals. OMA 8.2.2.3.4.3 - If NOTOC temperature requirements cannot be achieved it is OK to accept the Cargo. This temperature is a target for the crew to try to achieve. The crew will not be held accountable. Sky Cargo have made the decision to accept the cargo fully cognizant of the fact that the requested temperature may not be achieved. - BULK and AFT Compartments are heated. Low +4°C-+10°C High +18°C -+24°C Carriage Temperature dependent Perishables will be loaded as follows: - 777-200 and 777-300 in the Aft 3+4 Compartment and the Bulk Compartment - 777F All Compartments are usable. 

FCI 2012-034 OMA 8.5.7.2

OMA 8.5.8.1

OMA 8.2.2.3.4.5.3

OMA 8.2.2.3.4.5.3

777-200

777-300

PELESYS

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Item

Dangerous Goods

P R E F L I G H T

Carriage of Valuable Personal Effects

Laptop Stowage Cockpit Entry code Flight Deck Door Emergency Code

IPad Apps

01 March 2013 STUDY GUIDE

Limit / Policy - Items labelled “CARGO AIRCRAFT ONLY” are prohibited from carriage on Emirates passenger aircraft. OMA 21.5.5 - Flight crew shall have completed initial or recurrent Dangerous Goods training within the preceding 24 calendar months. OMD 5.4.9 - For Emirates operations Dangerous Goods must never be loaded in the BULK cargo hold of the aircraft. OMA 21.5.5.1 - Perishables packed with cooling agents cannot be loaded in the Bulk hold. OMA 21.5.5.1 - Dry ice is limited to a total of 1,000 kgs in the FWD and/or AFT cargo holds. - The Maximum amount of Dry Ice on a B777F aircraft is 5700kgs (Including the 1000 kgs in the Lower compartment) OMA 21.5.5.4 - No Dry Ice is allowed in the BULK cargo hold. OMA 21.5.5.4 - The NOTOC must be drawn to the attention of, and passed on to the joining commander in the event of a crew change at transit stop. - In case the crew taking over is delayed or not available due to a longer turn around, the commander leaving the aircraft must leave a message to refer to the ship’s papers left on board which will contain the NOTOC. This will preclude the possibility of the new crew not being aware of the presence of dangerous goods. - When there is a flight crew change at a Transit Station the NOTOC must remain on board until after the aircraft arrives at the destination where the Dangerous Goods are to be offloaded and the NOTOC is no longer required. The crew leaving the aircraft should leave a message to refer to the ships papers left onboard which contain the NOTOC. - On flights to or from the USA the NOTOC must contain a telephone number that can be contacted during an in-flight emergency to obtain information on any DG onboard. (See ICAO ERG page 5… CHEMTREC 1 202 843 7616 / 1 800 242 9300, or CANUTEC 1 613 996 6666) - Radioactive must list its category Cat I White, Cat II Yellow, Cat III Yellow. Pelesys DG course - The Maximum TI per pack is 10. Pelesys DG course - The Maximum TI for a Passenger Aircraft is 50 and for a Cargo aircraft is 200. Cargo Ops. Sup. page 11 - Any questions regarding Dangerous Goods can be directed to the Cargo Duty Manager +971 4 708 1090 Cargo Ops. Sup. page 9 Portable Oxygen Concentrator Units - Portable Oxygen Concentrator Units are permitted to be carried and used by passengers, subject to conditions: in OMA 8.3.19.3.1 Emergency Response Drill “Z” "Z" - AIRCRAFT CARGO FIRE SUPPRESSION SYSTEM MAY NOT EXTINGUISH OR CONTAIN THE FIRE. CONSIDER LANDING IMMEDIATELY. THIS CONOTAM AUTHORIZES CREWS TO ACCEPT A NOTOC WITH DG USING THE "Z" DRILL CODE. IF FURTHER CLARIFICATION IS NEEDED CONTACT VPNC OR NCC FOR ASSISTANCE. CARRIAGE OF VALUABLE PERSONAL EFFECTS OR VALUABLE CARGO IN THE CABIN - The valuable personal effects or valuable cargo must be screened before carriage and will have a “screened” sticker affixed on them before presentation to the crew under a Locker Stowage Bill. - Airport Services department may process the parcels of/for the Dubai Royal Family through the established screening system without requiring security personnel having to deliver them to the aircraft. - A Locker Stowage Waybill (Form No. E6) must be prepared whenever this cargo is loaded on the aircraft. The cargo and the Locker Stowage Waybill must be handed over only to the Cabin Crew Purser and not the PIC. NOTOC must be prepared for information of PIC. The Purser will sign on the Locker Stowage Waybill and return the station’s copy. At destination the Purser will hand over the cargo with the Locker Stowage Waybill and obtain signature from the cargo staff on their copy. - Stowage Location – 3 Class Configuration Doghouse 2 – 2 Class Configuration Dog House 6 Freighter aircraft have a stowage locker in the Supernumerary area. - 777 is the combination to open the lower stowage compartment next to the second observer’s seat. - 1 ENT Generates a doorbell tone in the cockpit - 345 ENT will open the Door after 30 seconds. If Denied the keypad is inhibited for :10 min. - Must only be used if Pilot Incapacitation is suspected. Good Reader – Great App for reading PDF files… EK Manuals, LIDO charts, OFPs… etc… Also allows the Highlighting of text, adding notes, drawing on charts. Downloads HD - A program like safari that lets you surf the internet… If you download a file with this program you can save it on its file manager, and then chose to open it with any other program on the IPAD… Great for downloading the OFP and then opening it in Good Reader. Drop Box - Dropbox is a Web-based file hosting service operated by Dropbox, Inc. that uses cloud storage to enable users to store and share files and folders with others across the Internet using file synchronization. FlightRadar24 - Shows live airplane traffic from different parts around the world. It uses the ADS feed from ATC. National Geographic World Atlas HD - A great map of the world for orientation… If connected to the internet can provide great detail and Satellite images. Airports - Provides great satellite images of Airports. Also can download METARs and TAFs. http://spring.emirates.com -Great website for downloading company programs like FABS (Flight Availability and Booking Status), TOM (Trips on Mobile), ICREW, HRDirectLite… etc. for IPAD, IPhone, Android, and Blackberry devices. Other Recommended IPAD/IPhone Apps: Snowtam Crewrest PilotPad Pilot Toolbox LIDO/iRM

Reference

OMA 21.5.5 OMD 5.4.9 OMA 21.5.5.1 OMA 21.5.5.4

Cargo Operations Supplement Pelesys DG course FCI 2010-032

OMA 8.3.19.3.1 FCI 2012-12

Company NOTAM CO108/13

OMA 8.2.2.3.4.5.1 OMA 8.2.2.3.4.5.1.1 OMA 21.5.5.6

FCOM NP.21.2 FCOM SP.1.2 FCOM SP.1.2 OMA 10.4.2.1.3

EMIRATES B-777 Page 81 of 266

Item

01 March 2013 STUDY GUIDE Reference

6. LIMITATIONS AND POLICIES Limit / Policy

A recent discussion with a Senior TRE indicated that our pilot’s general knowledge of runway markings was varied and an increased awareness was required to improve our safety particularly during Low Visibility Operations. This page is designed to refresh and standardize pilot knowledge.

Taxi Guidance Signs at Taxiway Intersections Visual Aids Handbook LH TEXT Gen Part LAT 790

Runway Location Signs Visual Aids Handbook LH TEXT Gen Part LAT 790

Paved Taxiway Markings Visual Aids Handbook LH TEXT Gen Part LAT 790

T A X I

Runway Taxi-Holding Position Signs and Associated Taxiway Markings Visual Aids Handbook LH TEXT Gen Part LAT 790

Stop Bar and Lead On Lights Runway Guard Lights Visual Aids Handbook LH TEXT Gen Part LAT 790

Runway Status Light System KLAX KLAX AOI 1-20

Rapid Exit Taxiway Indicator Lights

100 Meters

Visual Aids Handbook LH TEXT Gen Part LAT 790

200 Meters 300 Meters

Low Visibility Operations - After landing taxi clear of the active runway and report clear if required. - The runway is clear when the entire length of the aircraft has passed the point where the color coded centerline taxi lights are steady green only. FCOM SP.17.4

EMIRATES B-777 Marshalling Signals

Hand signals from the CAA Visual Aids Handbook

Description of Signal

T A X I

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Meaning of Signal

LH TEXT Gen Part RAR 150

Description of Signal

Handy Info Meaning of Signal

EMIRATES B-777 Description of Signal

T A X I

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Meaning of Signal

Description of Signal

Meaning of Signal

EMIRATES B-777 Item Taxi fuel consumption

Icing Conditions

CM2 Taxi Restrictions

Minimum Width of Runway Maximum taxi speed 180° less than 45 meters Not an Emirates approved procedure Tiller Steering

T A X I

Ground Delays on USA Flights

NITS Briefing to Purser Passenger briefing also

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Limit / Policy

Reference

2500 kgs/hr Rule of Thumb

Icing conditions exist when OAT (on the ground) or TAT (in-flight) is 10°C or below and any of the following exists:  visible moisture (clouds, fog with visibility less than one statute mile (1600 m) or less, rain, snow, sleet, ice crystals, and so on) is present, or  standing water, ice, slush or snow is present on the ramps, taxiways, or runways Engine anti-ice must be selected ON immediately after both engines are started and remain on during all ground operations when icing conditions exist or are anticipated, except when the temperature is below –40°C OAT. When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed, to minimize ice build-up. Use the following procedure: CM1  Check that the area behind the airplane is clear.  Run-up to a minimum of 50% N1 for approximately 1 second duration at intervals no greater than 60 minutes. - Not permitted to taxi if the parking guidance system requires the aircraft to be aligned and stopped with the eye position of the left hand seat. In this case CM1 must taxi the aircraft from final turn to the parking stand. - Not permitted to do a 180° turn. Minimum width of runway for Emirates operations is 45 meters. In cases where runway is less than 45 meters approval of the VPFOT is required. Minimum width of cleared runway for operation on Contaminated Runways 30 Meters 45 Meters for A380 30 kts. 10 kts. for a slippery surface Crews may exceed these limits when backtracking on an active runway. 777-200 ................................................. Aircraft and Runway must be inspected after 777-300 ................................................. this procedure 777-300ER ............................................ Is not recommended above 30 kts. - Applicable to all flights to and From USA. - An aircraft may not remain on the tarmac for more than 4 hours without passengers being permitted to deplane, where possible. - Passengers are regularly kept informed of the status of extended delays. - Timing starts the later of STD or the announced Revised Departure Time. - On Gate with the door open… - Passengers shall be notified every :30 minutes. - On the Gate or at a remote stand and the doors are closed… - Passengers shall be notified every :30 minutes. - No announcements shall be made whilst taxiing or at the runway holding point. Deplaning after departure - The maximum delay shall be 4 hours from the datum time. - The commander shall make the appropriate announcement every :30 minutes. - If the 4 hour limit may be infringed, the commander shall contact ATC and advise them that action is requested in order to comply with the 4 hour tarmac rule and to get an estimated airborne time. - If ATC advises that the aircraft will be airborne before the 4 hour time limit, the commander shall continue as planned and make the required :30 minute delay status updates. - If ATC advises that the aircraft will not be airborne before the 4 hour limit then the aircraft will return to a gate or remote stand unless safety/security/ATC restrictions prevent this. The commander shall make the appropriate PA… see PA section of Study Guide. - In the event that 4. In the event that no passenger elects to deplane, the flight shall continue irrespective of the total delay. - In the event that a passenger wishes to disembark, they shall be notified that their baggage will be offloaded and the flight will depart without them. Commander records in the Journey Log 1. The timings and content of all pax announcements made in compliance with this regulation. 2. The time for the request to ATC if applicable and the time that the return to the gate/remote stand is commenced. 3. A narrative of the conversation between himself and ATC if the decision is made to continue the flight together with the justification including the result of the polling of passengers announcement and the expected take-off time as advised by ATC. Status of delay on arrival - The passengers shall be notified of the status of a delay every 30 minutes if the aircraft is delayed arriving on blocks. - The clock starts at the actual touch-down time of the aircraft.

NATURE INTENTION TIME

(Give an actual time eg16:25GMT)

FCOM SP.16.3

FCOM SP.16.5

FCOM SP.16.6

OMA 8.2.2.5.1

OMA 8.1.2.3.1 OMA 8.3.8.12.4

OMA 8.2.2.5

FCTM 2.12

FCTM 3.5

FCN 2011-049 Aircraft Doc Folder

SPECIAL CONSIDERATIONS

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

CCEM Section 300

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Item

Aircraft Codes for Taxiway limitations

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

T A X I

Dubai Standard Taxi Routes Dubai Airports Handout

01 March 2013 STUDY GUIDE

Limit / Policy

Reference

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

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

LH RAR 20

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

FCOM 1.10.4

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Item

R T O

RTO Decision Making QRH MAN.1.2

-

FO Restrictions

Takeoff Minima

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

After 80 knots -

Inspection required on RR Engines

T A K E O F F

Limit / Policy Prior to 80 knots

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

01 March 2013 STUDY GUIDE Reference *** TRE Note Slow acceleration can be detected by monitoring the Speed Trend Vector… A normal trend vector will be around 30-40 knots. Master Caution Lights, Aural Beeper, and Advisory level Alert Messages inhibited from 80 KTS to 400 RA or :20 seconds after rotation. For a RTO the inhibit lasts until the speed is below 75 knots. Master Warning Lights and Fire Bell inhibited from V1 until 400 RA or 25 seconds after V1.

After an RTO is performed on RR powered 777 airplanes where the thrust reversers were deployed, MCC must determine if an inspection of thrust reversers is necessary A First Officer may not conduct the takeoff if: - The runway is contaminated. - The crosswind exceeds 20 knots. - Take-off visibility is 500 meters or less. - No take-off from a CAT B* or a CAT C airport. - Refer to 10-AWO (or CCI page) for Takeoff Minima. (if lights are inoperative modify by OMA 8.1.4.1.1 ) - If 10-AWO or CCI is not published the Standard min. in the LH AOI pages apply. a. Takeoff shall not be commenced unless the weather conditions at the aerodrome of departure are equal to or better than applicable minima for landing at that aerodrome unless a suitable take-off alternate aerodrome is available. b. If the reported meteorological visibility is below that required for take-off and RVR is not reported, a takeoff may only be commenced if the Commander can determine that the RVR / visibility along the take-off runway is equal to or better than the required minimum. c. When no reported meteorological visibility or RVR is available, a take-off may only be commenced if the Commander can determine that the RVR / visibility along the take-off runway is equal to or better than the required minimum. . Runway edge lights = 60 meters  ‐  Centerline lights = 15 meters - A pilot in command shall not take-off from an aerodrome under IFR unless the weather conditions are at or above the weather minimums for IFR take-off prescribed in the AOI pages of the LH Airways Manual. - Where special State approval has been obtained for a reduction in take-off minima to below that in the LH Airways Manual it will be shown on the 10-AWO or CCI page. - The Company Minima for takeoff for all aircraft types will never be less than that contained in the Operations Specification, and are Ceiling - zero, and RVR as per the Table below:

EKIB-37 OMA 5.2.16.2 OMA 8.1.2.5 OMC RAIG Chap 1 page 12

OMA 8.1.4.1 OMA 8.1.4.1

OMA 8.1.4.1.2

OMA 8.1.4.1.1

Takeoff RVR/Visibility

-

Special Reduced Visibility Takeoff Authorisation

Where state approval has been obtained for a reduction in take-off minima to below that shown in the above table, this will be shown on the applicable 10-AWO chart. LVO qualified crews may reduce the takeoff minima to 125m for Category C and 150m for Category D aircraft, provided that the following requirements are met: a. Low Visibility Procedures (LVP) are in force; b. High intensity runway centreline lights spaced 15m or less and high intensity edge lights spaced 60m or less are in operation; and c. The required takeoff RVR as shown on the 10-AWO chart has been reported for all relevant RVR reporting points. 

OMA 8.1.4.1.2

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Item

Limit / Policy RADAR SEPARATION - HEAVY Behind a HEAVY ..................... 4nm - HEAVY Behind a SUPER..................... 6nm - B757 is treated as a Heavy

01 March 2013 STUDY GUIDE Reference

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

OMA 8.3.9 LIDO RAR 730

Australian Wake Turbulence Separation – Intermediate Departures Wake Turbulence Separation

Take-off Alternate

T A K E O F F

USA Alternate Planning Minima

Aircraft Categories Separation Minima Leading Aircraft Following Aircraft Minutes Heavy 4 Super Medium 4 Light 4 Heavy 2 Heavy Medium 3 Light 3 Medium Light 3 - A suitable takeoff alternate shall be selected when performance, operational, or meteorological conditions would preclude a return to the departure airport. The take-off alternate shall be located within:: iii.one hour flight time at a one-engine-inoperative cruising speed (420nm.) in still air, standard conditions, based on the actual take-off weight;  or  iv.two hours of flight time (840nm.), at a one-engine-inoperative cruising speed in still air, standard conditions, based on the actual take-off weight, provided: iv. The aircraft is ETOPS qualified as per Emirates Operating Specifications v. No MEL restriction prohibits 120 minutes ETOPS vi. The departure airport is located outside the USA For USA Ops 420nm - Required weather reports or forecasts, or any combination thereof, indicate that, during a period commencing 1 hour before, and ending 1 hour after the ETA at the aerodrome, the weather conditions will be at or above the applicable landing minima. - The ceiling must be taken into account when the only approaches available are non-precision and / or circling approaches. o USA Ops require weather above USA Alternate Minima. at the time of departure as well as ETA at the takeoff alternate. o Any limit related to one engine inoperative operations must be taken into account.

OFP Attachment

OMA 8.1.4.1 OMA 8.1.2.1.1 OMA 8.1.4.4.1 FCI 2010-17 OMC 2.8.1.3.1 OMC 2.8.1.5.2

LIDO CRAR USA Page C-42 OMC 2.8.1.3.2

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Item

Limit / Policy

Reference

Runway Centerline Offset

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

OMA 8.3.0.4.4

Maximum speed

Night Operations

Icing Conditions

T A K E O F F

01 March 2013 STUDY GUIDE

Min Altitude for turns Max bank angle Tail Strike

Engine Failure after V1

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

OMA 8.3.0.5.1

FCI 2012-028 OMA8.3.18.3 OMA 8.1.4.1.1

Icing conditions exist when OAT (on the ground) or TAT (in-flight) is 10°C or below and any of the following exists:  visible moisture (clouds, fog with visibility less than one statute mile (1600 m) or less, rain, snow, sleet, ice crystals, and so on) is present, or  standing water, ice, slush or snow is present on the ramps, taxiways, or runways - Engine anti-ice must be selected ON immediately after both engines are started and remain on during all ground operations when icing conditions exist or are anticipated, except when the temperature is below – 40°C OAT. When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed, to minimize ice build-up. Use the following procedure: CM1  Check that the area behind the airplane is clear. - Run-up to a minimum of 50% N1 for approximately 1 second duration at intervals no greater than 60 minutes. - Turns shall not normally be initiated below 500 AGL, unless specifically required by the SID, obstacles, or noise abatement procedure. - For all flights, other than test flights where the Flight Test schedule may specify a requirement, the maximum bank angle permissible 30°. 777-200 – Accomplish TAIL STRIKE checklist and land at the nearest suitable airport. 777-300 – If no EICAS message continue the flight Initial climb will be in accordance with the required Engine-Out (EOP) procedures, as detailed in the RTOW or Laptop takeoff performance. These will involve one of the following: a. Straight Out Departure i. Maintain Runway Track (compensating for wind). ii. Climb at V2 (or speed at failure) until minimum acceleration altitude or higher. b. Turning Departure - Special Non-standard Engine-Out Procedure i. Maintain R/W Track until designated Turning Point. ii. Turn onto required track, heading or radial while climbing to minimum acceleration altitude or higher (the turn must be completed before acceleration takes place even if maximum acceleration altitude is exceeded). Having completed the EOP procedure, proceed in accordance with FCOM procedures to the MSA and to a convenient Holding Fix, or as advised by ATC. ATC shall be notified and advised of the Commander’s intentions as soon as possible.

FCOM SP.16.3

FCOM SP.16.5

FCOM SP.16.6

OMA 8.3.0.5 OMA 8.3.0.5 FCOM Bulletin 12

OMA 8.3.0.4.4.2

FCOM NP.50.2

FMS Offsets Max Wind

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

FCOM 11.42.15 OMA 8.3.8.1

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Item

Limit / Policy

Noise Abatement Procedures LH RAR 640-650

T A K E O F F

Cold Weather Corrections

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

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Item

T A K E O F F

Limit / Policy

Be aware of adjusted phraseology… When the RWY in use is occupied by other traffic, a clearance may be given to another aircraft provided that the controller has reasonable assurance that following separation criteria will be met. SINGLE RUNWAY MODE PROCEDURE Landing Following Landing - The preceding aircraft has landed and has vacated the RWY, or has passed a point at least 2500m from the threshold of the RWY. Landing Following Departure - The preceding aircraft is/will be airborne, or has passed a point at least 2500m from the threshold of the RWY. Reduced Runway Departure Following Departure Separation Minima - The preceding aircraft is airborne and has passed a point at least 2500m from the threshold of the (RRSM) RWY. for OMDB DUAL DEPENDANT RUNWAY MODE PROCEDURE The procedures described in the previous section shall be applied in the same manner with the exception of Landing Following Departure. - A preceding departing aircraft must have passed abeam the upwind threshold of the landing runway, prior to the landing aircraft crossing the threshold of the landing runway. CONDITIONS FOR THE APPLICATION OF RRSM Tailwind < 5kts, Vis >5km - Ceiling not lower than 1,000” - Pilot of following aircraft warned - Runway is dry - Controller is able to assess separation - Wake turbulence separation is applied - Minimum separation continues to exist between 2 aircraft immediately after takeoff. Flaps Up Maneuver Speed + 60 knots until intercepting M.82 or Best Rate of Climb Speed VREF 30 + 140 knots Best Angle of Climb Speed On VNAV CLIMB page RVSM Operations - RVSM airspace is where aircraft are separated vertically by 1,000 feet between FL290 and FL410 inclusive. -

C L I M B

01 March 2013 STUDY GUIDE

Required Equipment located in FCOM SP21. Dispatch is to include the letter “W” in the ATC Flight Plan. Pre-Flight the maximum allowable difference between the Captain’s or First Officers altitude display and field elevation is 75 feet. - In flight at least two main altimeter indications on standard setting must be within 200 feet in flight. - V/S speed must always be carefully monitored, although when the Auto-flight system is operated in VNAV it is designed to take into account TCAS performance when determining vertical rates for altitude capture. If not climbing in VNAV when approaching cleared level, V/S should be monitored to keep speed within 500-1000 ft per minute. Do not exceed 1500 ft per minute. - ALT SEL SET and Select (Starts Climb and changes THRUST REF to CLIMB) - V/S Select and Set - IAS/MACH Selector to MACH if required - Monitor Thrust to maintain IAS, reduce V/S if required

Metric Airspace Overview

Reference

AIP Supplement 001/10

FCTM 4.4 FCTM 4.4 FCOM SP21 FCOM SP21 FCOM L.10.1 ALTEON CBT

OMA 8.3.2.4.5.2

Instructional Technique (Not required if operating in VNAV)

LIDO RFC Supplement

LH Text NAV 320-340

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

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Item OFP items be completed

Rudder Trim Technique Crew Oxygen inop. in flight Minimum Speed at Altitude LRC Optimum Altitude Maximum Altitude

C R U I S E

VNAV Cruise Altitudes

Least Risk Bomb Location Hijack Communication Hijacking Procedures Flight Deck APU only pressurization

Oxygen requirements

Maint. Communication ATC Satellite Coms. Medical Assistance SATCOM

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

01 March 2013 STUDY GUIDE Reference OMA 8.1.10.4

FCTM 1.25

OMA 8.8.1

Check Hold Speed

Instructor technique

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

CBT FCTM 4.7 Rule of Thumb

OPT ............ - With ECON speed selected, displays altitude which minimizes trip cost based on weight and cost index. WEIGHT - With LRC, EO, CO, or SEL speed selected, displays altitude which minimizes trip fuel based on weight. - Does not reflect the effect of speed if speed intervention is selected. - Provides 1.5 G Protection and 48 Bank Protection. 2,000 Above bank protection is 40. MAX ............ - Displays maximum sustainable altitude based on:  Current gross weight WEIGHT  Temperature TEMP  Number of engines running  Cruise reference thrust limit set by airline (CRS or CLB)  Speed (ECON, LRC, SEL, EO, or CO) option  Residual rate of climb default set by airline (range 100-999 fpm)  Disregarding altitude or speed constraints  Does not reflect the effect of speed intervention  If the limit is due to buffet or manoeuvre limited altitude o 777-200, 777-300 provide (FAA .2G margin or 33° bank protection) (CAA/JAR .3G margin or 40° bank protection) o 777-200LR. 777-300ER provide (CAA/JAR .3G margin or 40° bank protection) RECMD ....... - Displays the most economical altitude to fly for the next 500 nm based on gross weight; selected cruise speed, including specified cruise speed segments; and WEIGHT constant altitude cruise over a fixed distance taking into account the route of flight, TEMP entered winds, and temperature forecast. The FMC evaluates altitudes up to 9,000 WIND feet below the current CRZ ALT and up to MAX altitude. Recommended altitudes are selected consistent with the step climb schedule and specified step size. If a step size of zero has been selected, the recommended cruise level is selected assuming a 2,000 feet step size. The recommended cruise level is set to CRZ ALT when within 500 nm of the T/D Note: The recommended altitude may be above or below cruise altitude. Refer to RTE DATA and WIND pages for wind and temperature data. Door R4 (772) or R5 (773) Center of Life Raft Cabin crew will use the phrase ”A Passenger Demands to come to the Flight Deck”. a. Ensure cockpit door is closed and remains locked. b. Select Transponder to 7500. c. Advise ATC with as much info as possible. (Hijacking or Attempted Hijacking) (Attempted Hijacking or Actual…has the cockpit door been breached)  d. Plan to land ASAP at a suitable airport of choice. e. Advise Network Control Centre use SATCOM if available. - Max altitude the APU will pressurize the aircraft is 22,000 feet Flight Crew o The Commander shall ensure that flight crew members engaged in performing duties essential to the safe operation of an aeroplane in flight use supplemental oxygen continuously after 30 minutes when the cabin pressure altitude exceeds 10,000 ft. and at all times when the cabin pressure altitude exceeds 13,000 ft. o A pressurized flight may be operated up to FL250 if the crew oxygen system becomes inoperative / empty, provided portable oxygen bottles are readily available for each flight crew member on duty. Passengers - Passengers must use oxygen when the cabin altitude is above 15,000 feet. - O2 masks deploy at approximately 13,500 feet cabin altitude. For problems requiring assistance or coordination send message to DXBMCEK Short Codes for ATC SAT phone numbers are located in LH Text RSI MEDLINK via: SATCOM, or Telephone 001 602 239 3627 If MEDLINK not available: LH General Part COM 460 Stockholm Radio for free medical advice HF 3494 ... HF 23210. Above 82° North SATCOM is unavailable

FCOM 11.42.26 FCTM 4.5

CCEM Section 300 OMA 10.4.7.2

OMA 10.4.7.1

MEL 36-11-1

OMA 8.8

OMA 8.1.14.3 LH Text RSI OMA 8.2.2.2.8.1 FCTM 4.15

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Limit / Policy

Reference

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

DEPRESSURIZATION

DART in LIDO OFP Driftdown and Rapid Depressurization

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

DRIFTDOWN ( Engine Failure) -

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

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

EK Distance Learning

C R U I S E

Controlled Rest on the Flight Deck

Pilot Incapacitation

Controlled Rest – Procedures a. Planning i. Handover of duties and wake-up arrangements must be reviewed. ii. To minimize controlled rest interruptions, other crew shall be made aware that controlled rest is planned / being taken. iii. Only one pilot may take controlled rest on the flight deck at any given time. iv. Controlled rest on the flight deck may only be taken in the operating seat. v. Controlled rest shall not be planned or taken when changes of flight level, fuel transfer, or poor weather conditions are expected. b. Pre – Rest Period i. A short period of time should be allowed for rest preparation. This should include an operational briefing, completion of tasks in progress, and attention to any physiological needs of either crew member. c. Rest Period i. No more than 40 minutes should be taken, to avoid sleep inertia on wakening.  ii. Personal equipment (such as eye shades, neck supports, ear plugs etc) is permitted for the resting pilot iii. Both pilots must remain at their stations. d. Post Rest Period i. There should be a period of at least 20 minutes after wake up without any duties or briefing to enable the resting pilot to awake fully. At the end of the post rest period, there shall be an operational briefing. Pilot Incapacitation must be suspected when a Flight Crew Member does not respond to: - Two verbal communications when above 1,000 AGL. - One verbal communications when below 1,000 AGL. - Any Verbal communication associated with a significant deviation from the intended flight path.

OMA 8.3.10.3.1

OMA 8.3.14

EMIRATES B-777 6. LIMITATIONS AND POLICIES

Page 93 of 266

Item

Action in the Event of a Pilot Incapacitation

Requirement to land at nearest Suitable Airport

Safe Cruise Altitudes

01 March 2013 STUDY GUIDE

Limit / Policy

Reference

a. Assure a safe condition of flight b. Take over the controls immediately c. Ensure that autopilot is engaged d. Declare an emergency e. Summon a Cabin Crewmember immediately for assistance f. Remove the incapacitated Pilot from the controls if practical g. Evaluate all operational aspects of the flight h. Determine the suitability of enroute airfields for an emergency landing - The aircraft shall land, after declaring an emergency, as soon as practical. - Where possible the diversion airport should have weather conditions at or above CAT 1 minima. - In LVO conditions, due consideration should be given to whether it would be safer for the remaining crew member(s) to continue the approach and landing or to execute a missed approach and divert to an airfield with weather conditions at or above CAT I. There are some situations where the flight crew must land at the nearest suitable airport. These situations include, but are not limited to, conditions where: - the non–normal checklist includes the item “Plan to land at the nearest suitable airport.” - Failure of an engine on a two-engine aircraft. EK continuation policy OMA 8.3.0.13.1.1 - fire or smoke continues - only one AC power source remains (main engine generator, APU generator, or backup power system [both generators]) - any other situation determined by the flight crew to have a significant adverse effect on safety if the flight is continued. It must be stressed that for smoke that continues or a fire that cannot be positively confirmed to be completely extinguished, the earliest possible descent, landing, and evacuation must be done. - MGA Altitudes of 6,000 or lower have an obstacle clearance of 1,000 feet. MGA Minimum Grid Altitudes - MGA Altitudes of 7,000 or greater have an obstacle clearance of 2,000 feet. - MGAs above 10,000 are shown in red 131 Altitudes in hundreds of feet of the highest and lowest terrain displayed on the TERR DISPLAY ND

OMA 8.3.14.1 OMA 8.4.4.2.5

QRH CI 2.3

LH LAT 180

FCOM 10.40.21

Direction of MECCA

IFTAR Fasting Times

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

Arabic Arabic for the Radio

ETOPS Re-routing or Diversion Decision Making

CPDLC Clearances

EFB Soft Reset

Ed Davidson Letter

English

Salamo Aleko Hello (for Arab countries, it can be said any time day or night) Sabah Elkhair Good morning (morning time till afternoon time) Massa Elkhair Good evening (starts from sunset) Eaid Mubarak Greetings for EAID (feast period) Min Faddlak If you please Shokran Thank you During flight, either before or during an ETOPS segment, a re-routing or diversion is required when: v. Failures occur requiring a diversion to the nearest airport, in accordance with the FCOM vi. Failures occur requiring a non-ETOPS routing, in accordance with the FCOM. vii. Failures occur resulting in excessive fuel consumption, exceeding the available ETOPS Critical Fuel reserves. viii.Weather minima at nominated suitable airport(s) go below the company operating minima or become unsuitable for any reason prior reaching the entry point. Note: The MEL is not applicable after dispatch, and should not be considered limiting at this stage. It should be used for crew information only. - It is possible to load CPDLC route changes directly from the COM page. - Select the COM page, clear the bottom line, and select the LOAD FMC button. - If confirmed correct, execute the change on the CDU. CF-19 EFB CLASS II New Soft Reset procedure OFP Crew Alert THIS PROCEDURE IS TO BE APPLIED ON ANY KIND OF EFB CLASS II FAILURE AND SHOULD BE DONE BY FLIGHT CREW BEFORE CONTACTING ENGINEERING: - EFB SYSTEM POWER SWITCH OFF - LDS - LAPTOP PWR SWITCH.SLIDE AND HOLD FOR APPROXIMATELY 10 SECONDS - WAIT 1 MINUTE - EFB SYSTEM POWER SWITCH - ON

Capt. Mohamed Samy

OMA 8.5.8.1

OFP Crew Alert

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Item

01 March 2013 STUDY GUIDE

Limit / Policy

Reference

FMC Polar Regions

C R U I S E

Polar Operations

- Polar Operations are all flights conducted above 78 North Latitude. - Regulatory Authorities must give specific approval to operate in Polar Regions. This approval includes:  A Recovery Plan (Plan to care for the passengers at airport and recover them within 48 hours) is required and is reviewed annually.  The FAA requires operators to ensure anti-exposure suits are carried onboard. (Emirates has an Exemption)  MELs are amended to include: Fuel quantity indicating system with temperature indication; APU with electrical and pneumatic supply for a 2 engine aircraft; auto throttle; communication systems; and an expanded medical kit with defibrillators. - Polar Routes are available on some routes (Canada to Asia) - Random tracks are required to flight plan as follows:  North/South tracks are required to cross whole degrees of longitude every 5 of latitude.  East/West tracks North of 70 are required to cross whole degrees of latitude every 20 of longitude.  East/West tracks South of 70 are required to cross whole degrees of latitude every 10 of longitude. - Polar routes should be plotted on a polar orientation chart with emergency alternate airfields - Low atmospheric temperatures may cause operational difficulties with fuel freeze.  Flights may be forced to remain at a lower altitude or take conventional southerly routes.  For Polar operations with JET A, Flight Dispatch will determine whether a fuel freeze analysis should be requested to take advantage of a potential lower fuel freeze point. o Flight Dispatch will contact the fuel vendor and the vendor will perform the analysis and inform flight dispatch, Flight Dispatch will advise the crew via datalink while enroute. The Flight Crew will then insert values into the FMC as appropriate and conduct low fuel temperature procedures as per AOM.  For 777 Polar Operations with JET A-1 fuel such analysis provide no concrete benefit since the specification limit of -47°C provides an adequate margin. For Polar Operations where JET A-1 is loaded, enter -43°C under MIN FUEL TEMP into the CDU PERF INIT page.  Fuel temperature changes enroute will average 3C/hour but may be as high as 12C/hour in extreme cases.  Flight Dispatch shall not plan you through areas of -65ºC or colder for more than 90 minutes.  If fuel temp is too low FUEL TEMP LOW follow QRH procedures. A descent or climb may be appropriate depending on conditions. An increase in speed may assist… M0.01 increase will increase TAT between 0.5C and 0.7C. - If a diversion becomes likely, flight crew shall contact Flight Dispatch as soon as practicable and confirm with Flight Dispatch that the diversion alternate is suitable. In the event that the aircraft is unable to depart from the diversion alternate, the VNPC will activate the recovery plan. - If communication with NCC is not possible see OMA 8.3.2.4.2.7 for guidance. - Environmental conditions in the Polar Area can be extreme which may hamper ground and passenger handling and hinder flight operations together with limited facilities. Flight crew should therefore take into consideration the weather conditions, fuel/time available and the technical status of the aircraft and consider continuing the flight to an airport outside the Polar Area according to the prevalent situation. - The commander will ensure, if required the safe deplaning of the passengers and provide for their welfare and shelter until the recovery team becomes operational. - Emergency Alternate weather should be greater than landing weather for one hour before until one hour after earliest ETA. - SATCOM is unavailable above 82 North Latitude. Weather for required airports should be checked prior to crossing 82 North. - If HF Communications are unavailable the Control agencies may be reached via SATCOM. The number is in the LH Text RSI short code dialling. Canadian Domestic Airspace Northern Domestic Airspace - Considered to be an area of magnetic unreliability. All tracks, headings, and ATC clearances are referenced to True North. - Airbus Pilots should select TRUE, Boeing automatically switches to TRUE is LNAV if the primary roll mode. If using HEADING or TRACK manually switch to TRUE. - VOR stations orientated to True North will display correctly only when TRUE is selected. Southern Domestic Airspace - ICAO standard procedures apply.

Pelesys Polar Ops FCOM SP23 OMA 8.3.2.4.2 OMC RAIG

EMIRATES B-777 Page 95 of 266

01 March 2013 STUDY GUIDE

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

 No flights may operate on polar routes if Solar Radiation, Radio Blackout or Geomagnetic Storm activity is at level 4 or 5.  Solar radiation at level 3 (S3) will require Polar flights to be conducted at FL310 or below.  Radio blackout level 2 (R2) or 3 (R3) will require a non-polar routing.

No Polar Routes

C R U I S E

Pelesys Polar Ops FCOM SP23

Polar Ops

No Polar Routes FL310 and Below

No Polar Routes

EMIRATES B-777 Item DATA LINK PROVIDER

C R U I S E

Limit / Policy ROUTING

Reference COUNTRY

ABIDJAN ACCRA ALGER

DXB-GRU DXB-GRU DXB-GRU

IVORY COAST GHANA ALGERIA

ANCHORAGE

USA

ALASKA

ANTANANARIVO ATLENTICO

DXB-GRU

AUCKLAND

AUS-NZE

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

01 March 2013 STUDY GUIDE

6. LIMITATIONS AND POLICIES

Page 96 of 266

OPS LOG ON ADS HOURS

MADAGASCAR BRAZIL

DIII DGAC DAAA PAZNPAZA FMMM SBAO

YES YES YES YES NO YES YES

NEW ZEALAND

NZZO

YES

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

INDIA

VABF

DXB-CPT DXB-CHINA

AUSTRALIA SPAIN SOUTH AFRICA CHINA

YBBB GCCC FACT ZUUU

CHENNAI

DXB-MAD

INDIA

VOMM

COLOMBO

DXB-SIN

SRI-LANKA

VCCC

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

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

KOLKATA

DXB-HKG/SIN

INDIA

VECF

KUALA LUMPUR KUNMING LANZHOU

DXB-KUL DXB-CHINA DXB-CHINA

MALASIA CHINA CHINA

WMFC ZPPP ZLLL

MAASTRICHT

DXB-UK

EUROPE

EDYY

FCCC GOOO V I DF CZEG RJJJ CZQX LSAG VVTS FAJO

MAGADAN

Far East Rus

RUSSIA

GDXB

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

DXB-MRI AUS

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

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

ROCHAMBEAU

CARRIBEAN

SOOO

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

CABO VERDE OCEANIC / PORTUGAL SEYCHELLES IRELAND OCEANIC / UK

GVSC LPPO FSSS E I SN EGGX

SINGAPORE

SINGAPORE

WSJC

TAHITI INDONESIA MONGOLIA CHINA MYANMAR

NTTT WAAF ZMUB ZWWW VYYF

DXB-SIN

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

NOTES TRIAL

15/30min