Turbulence Penetration

EXERCISE 142

TURBULENCE PENETRATION PROCEDURES CO-ORDINATED BRIEFING

This Page Intentionally Left Blank

Turbulence Penetration Procedures – Co-ordinated Briefing, Issue 1 This is an internal publication for Qantas Flight Crew

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Table of Contents 1.

Introduction

Page 4

2.

Turbulence Reporting

Page 5

3.

Anticipated Turbulence

Page 5

4.

Unanticipated Turbulence

Page 5

5.

Turbulent Air Penetration

Page 5

6.

Turbulence

Page 5

7.

FMC

Page 6

8.

Rules of Thumb for avoiding or minimising encounters with CAT

Page 6

9.

FAA Advisory Circular 00-30A 9.1

Introduction

Page 6

9.2

Purpose

Page 6

9.3

Background

Pages 6,7

9.4

Discussion

Pages 7,8,9

9.5

Recommendations

Page 9

9.6

Summary

Page 9,10

10. List of Manual References

11.

10.1

List of Manual References 744

Page 11

10.2

List of Manual References 747

Page 12

10.3

List of Manual References 767

Page 13

10.4

List of Manual References 737

Page 14

Appendix 1

Pages 15,16

Rules of Thumb to assist in avoiding or minimising encounter with clear air turbulence. 12.

Bibliography

Page 17

Disclaimer: All information contained in this document is accurate at time of printing. For the latest version of information please refer to your fleet specific manuals.

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1.

INTRODUCTION

Welcome to the first of our series of Standard Briefings.

A recent Flight Training initiative is the introduction of Standard Briefings for Recurrent Training exercises. The aim is to ensure that Pilots and Instructors from all fleets are given the same briefing information for each exercise. These briefings will ensure that crew receive the required information pertaining to the topic, and that Flight Training complies with the Quality Assurance standards required by the ISO9002 accreditation.

Each Standard Briefing includes; an outline of the key areas related to the topic, a list of applicable reference material and related material from industry sources. Please note that the information contained in this document is accurate ONLY at the time of printing.

Turbulence Penetration Procedures for Exercise 142 is the first Standard Briefing to be released under this new development.

In conjunction with this guide you are encouraged to conduct your own research to increase your depth of knowledge and understanding of the topic under discussion.

Flight Training is continually striving to improve the training process. Feedback forms are available at time of briefing and any suggestions for improvement are greatly appreciated.

Turbulence Penetration Procedures – Co-ordinated Briefing, Issue 1 This is an internal publication for Qantas Flight Crew

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2.

TURBULENCE REPORTING (FAM 20(S) – 4)

•

Light, moderate, severe, extreme.

•

From the “Turbulence Reporting Criteria Table” understand the aircraft reaction and reaction inside aircraft to the various intensities of turbulence.

3.

ANTICIPATED TURBULENCE (FAM CABIN MANAGEMENT)

•

Liase with CSM

•

PA

•

Cabin Crew prioritise duties

•

Seat Belt sign ON

•

PA

•

Call Back

4.

UNANTICIPATED TURBULENCE (FAM CABIN MANAGEMENT)

•

Seat Belt sign ON

•

PA

•

Call back if situation allows

Note: In both cases, Flight Crew should be aware of Cabin Crew duties.

5.

TURBULENT AIR PENETRATION

-

FCTM 1.18 FCTM 01.10 FCTM 02.20.03 FCTM 1.31

- B737 - B767 - B747 - B744

•

This section of the FCTM details the Turbulent Air Penetration techniques.

•

Note that if severe Turbulence can not be avoided, an increased buffet margin is recommended. This can be obtained by descending approximately 4,000 feet below optimum altitude.

6.

TURBULENCE

-

OPERATIONS MANUAL SP.16.15 OPERATIONS MANUAL SP.16.8 OPERATIONS MANUAL 02.30.16 OPERATIONS MANUAL SP.16.15

- B737 - B767 - B747 - B744

•

This section of the Operations Manual details the Turbulence procedure.

•

Note that thrust is set as required for the phase of flight. Once set, change thrust setting only if required to modify an unacceptable speed trend.

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7.

FMC

The FMC CRZ page displays proper N1 for Turbulence Penetration (Turb N1), during cruise. This value is for reference only. It is not commanded to the autothrottle. For the B747 refer to the table in the Performance Manual, Limitations section.

8.

RULES OF THUMB FOR AVOIDING OR MINIMISING ENCOUNTERS WITH CAT

FAA Advisory Circular 00-30A provides discussion and recommendations that provide information on avoiding or minimising encounters with CAT.

9.

FAA Advisory Circular 00-30A

9.1

Introduction

•

Describes various types of CAT.

•

Some weather patterns associated with CAT.

•

Rules of thumb for avoiding or minimising.

•

Encounters with CAT.

Although based on Northern Hemisphere conditions, the information applies equally to Southern Hemisphere.

9.2

PURPOSE

This advisory circular (AC) describes to pilots, aircrew members, dispatchers, and other operations personnel the various types of clear air turbulence (CAT) and some of the weather patterns associated with it, and provides the "Rules of Thumb" for avoiding or minimizing encounters with CAT.

CANCELLATION. This revision supersedes AC 00-30, Rules of Thumb for Avoiding or Minimizing Encounters With Clear Air Turbulence, dated March 5, 1970.

9.3

BACKGROUND

In 1966, the National Committee for Clear Air Turbulence officially defined CAT as "all turbulence in the free atmosphere of interest in aerospace operations that is not in or adjacent to visible convective activity (this includes turbulence found in cirrus clouds not in or adjacent to visible convective activity)." Over time, less formal definitions of CAT have evolved. Advisory Circular 00-45C, Aviation Weather Services, defines CAT as "high level Turbulence Penetration Procedures – Co-ordinated Briefing, Issue 1 This is an internal publication for Qantas Flight Crew

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turbulence (normally above 15,000 feet AGL) not associated with cumuliform cloudiness, including thunderstorms." The Airman's Information Manual expands on the basic AC 0045C CAT definition as "turbulence encountered in air where no clouds are present. This term is commonly applied to high level turbulence associated with windshear. Thus, clear air turbulence or CAT has been defined in several ways, but the most comprehensive definition is: "turbulence encountered outside of convective clouds." This includes turbulence in cirrus clouds, within and in the vicinity of standing lenticular clouds and, in some cases, in clear air in the vicinity of thunderstorms. Generally, though, CAT definitions exclude turbulence caused by thunderstorms, low altitude temperature inversions, thermals, or local terrain features.

CAT was recognized as a problem with the advent of multiengine jet aircraft in the 1950s. CAT is especially troublesome because it is often encountered unexpectedly and frequently without visual clues to warn pilots of the hazard.

9.4

DISCUSSION

One of the principal areas where CAT is found is in the vicinity of the jetstream or jetstreams. A jetstream is a river of high altitude wind with a speed of 50 knots, or greater, following the planetary atmospheric wave pattern. There are, in fact, three jetstreams: the polar front jetstream, the subtropical jetstream, and the polar night jetstream. The polar front jetstream as its name implies, is associated with the polar front or the division between the cold polar and warm tropical air masses. The mean latitude of the jetstream core varies from 25° north latitude during the winter months to 42° north latitude during the summer months.

The polar front jetstream is the centre of the planetary wave pattern and as such meanders over a large portion of the hemisphere throughout the year, particularly during the winter months when it is most intense. Although the polar front jetstream varies in altitude, the core is most commonly found around 30,000 feet and it is generally best depicted on the 300 millibar constant pressure map.

The subtropical jetstream is a very persistent circumpolar jetstream found on the northern periphery of the tropical latitudes between 20° and 30° north latitude. It normally forms three waves around the globe with crests over the eastern coasts of Asia and North America and the Near East. Like the polar front jetstream, the subtropical jetstream is most active during the winter months and often intrudes well into the southeastern United States. It is generally higher than the polar front jetstream with the core between 35,000 and 45,000 feet.

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The polar night jetstream is found in the stratosphere in the vicinity of the Arctic Circle during the winter months and does not have a significant affect on air travel over the United States and southern Canada.

CAT associated with a jetstream is most commonly found in the vicinity of the tropopause and upper fronts. The tropopause is actually an upper front separating the troposphere from the stratosphere. Analyses of the tropopause are issued by the National Weather Service on a scheduled basis. In the absence of other information, the tropopause will generally have a temperature of between -55 °C. and -65 °C. In some cases, it will be at the top of a cirrus cloud layer. Clouds are very seldom found above the tropopause in the dry stratosphere, except in the summertime when occasionally large thunderstorms will poke through the tropopause and spread anvil clouds in the stratosphere. CAT is most frequently found on the poleward side of the jetstream (the left side facing downwind). It is additionally common in the vicinity of a jetstream maxima (an area of stronger winds that moves along the jetstream).

There are several patterns of upper level winds that are associated with CAT. One of these is a deep, upper trough. The CAT is found most frequently at and just upwind of the base of the trough, particularly just downwind of an area of strong temperature advection. Another area of the trough in which to suspect CAT is along the centerline of a trough where there is a strong horizontal windshear between the northerly and southerly flows. CAT is also found in the back side of a trough in the vicinity of a wind maxima as the maxima passes through.

One noteworthy generator of CAT is the confluence of two jetstreams. On occasion, the polar front jetstream will dip south and pass under the subtropical jetstream. The area of windshear between the two jetstreams in the area of confluence and immediately downstream is frequently turbulent.

CAT is very difficult to predict accurately, due in part to the fact that CAT is spotty in both dimensions and time. Common dimensions of a turbulent area associated with a jetstream are on the order of 100 to 300 miles long, elongated in the direction of the wind, 50 to 100 miles wide, and 2,000 to 5,000 feet deep. These areas may persist from 30 minutes to a day. In spite of the difficulty forecasting CAT, there are rules that have been developed to indicate those areas where CAT formation is likely.

The threshold windspeed in the jetstream for CAT is generally considered to be 110 knots. Windspeed in jetstreams can be much stronger than 110 knots and the probability of Turbulence Penetration Procedures – Co-ordinated Briefing, Issue 1 This is an internal publication for Qantas Flight Crew

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encountering CAT increases with the windspeed and the windshear it generates. It is not the windspeed itself that causes CAT; it is the windshear or difference in windspeed from one point to another that causes the wave motion or overturning in the atmosphere that is turbulence to an aircraft. Windshear occurs in all directions, but for convenience it is measured along vertical and horizontal axes, thus becoming horizontal and vertical windshear. Moderate CAT is considered likely when the vertical windshear is 5 knots per 1,000 feet, or greater, and/or the horizontal windshear is 20 knots per 150 nautical miles, or greater. Severe CAT is considered likely when the vertical windshear is 6 knots per 1,000 feet and/or the horizontal windshear is 40 knots per 150 miles or greater.

Until practical airborne detectors are developed, pilots are urged to use the "Rules of Thumb to Assist in Avoiding or Minimizing Encounters With Clear Air Turbulence" contained in Appendix 1. The majority of these guidelines were developed initially by the International Civil Aviation Organization's (ICAO) Sixth Air Navigation Conference of April/May 1969, but have been expanded based on recommendations from the Department of Defense, the National Transportation Safety Board, and the Federal Aviation Administration.

9.5

RECOMMENDATION

All pilots and other personnel concerned with flight planning should carefully consider the hazards associated with flight through areas where pilot reports or aviation weather forecasts indicate the presence of CAT including mountain wave turbulence. The “Rules of Thumb” in Appendix 1 are intended to assist pilots in avoiding potentially hazardous CAT during flight.

9.6

SUMMARY

•

Definition of CAT: ‘Turbulence encountered outside of convective clouds’

•

Definition of Jetstream: ‘A river of high altitude wind a speed of 50 knots or greater following the planetary atmospheric wave pattern’.

•

Three types of Jetstreams 1. Polar Front 2. Subtropical 3. Polar Night

•

The most common areas of Turbulence associated with Jetstreams greater than 110 knots are: 1. Poleward side of Jestream. 2. At the core (Jetstream Maxima). 3. Between 2 Jetstreams in area of ‘confluence’ and downstream of that area.

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4. Where a vertical windshear of > 5 knots / 1000 feet or 20 knots over 100nm horizontally exists. 5. In a sloping tropopause above the Jetstream. 6. In the Jetstream front below the core. 7. On the low pressure side of the core.

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10.

LIST OF MANUAL REFERENCES

Listed below are some relevant reference material related to Turbulence Penetration for each aircraft type. Every effort has been made to ensure these lists are current on date of printing. Please update your references as amendments are released.

10.1

List of Manual References for 747 – 400

Source FCTM FCTM FCTM FCTM FCTM FCTM FCTM FCTM FCTM FCTM FCTM OPS Manual OPS Manual OPS Manual QRH OPS Manual 2 OPS Manual 2 OPS Manual 2 Performance Limitations RR Performance Limitations GE Performance Limitations GE Performance Planning RR Performance Planning GE FAM FAM FAM FAM Flying Manual

Key words Reduced Thrust Takeoff, potential windshear conditions Windshear Windshear / GPWS Turbulent Air Penetration Cruise-Altitude Selection High Speed Descent Rapid Descent, Entry & Level Off Holding Reference Ground Speed Final Approach, wind correction Radar Operating Techniques Engine Continuous Ignition – GE RVSM Contingency Procedures Turbulence Windshear Automatic Flight Windshear Recovery Predictive Windshear Windshear Alerts Severe Turbulent Air Penetration

Page 01.23

Amendment 01 Apr 1999

01.27 01.30 01.31 02.21 02.35 02.39 02.42 02.65 03.13 04.33-38 SP.7.1 SP.11.10 SP.16.15 NNM.1.9 4.20.16

01 Apr 1999 01 Apr 1999 01 Apr 1999 01 Apr 1999 01 Apr 1999 01 Apr 1999 01 Apr 1999 01 Apr 1999 01 Apr 1999 01 Apr 1999 05 Oct 2000 30 Apr 2000 22 Dec 2000 01 Nov 2000 11 Feb 2000

15.10.12 15.20.16 1-3-5

30 Apr 2000 30 Apr 2000 01 Jul 1998

Engine Ignition

1-1-4

20 Oct 2000

Severe Turbulent Air Penetration

1-3-5

11 Mar 2000

Nav/Log - Shear Rate

1-9-18

20 Jun 2000

Nav/Log - Shear Rate

1-9-18

20 Jun 2000

Crew Safety Harnesses & Seat Belts Seat Belts & Illumination of Signs Wake Turbulence Pilot Waivers

7-4

3 Oct 2000

8-9 9-19

3 Oct 2000 23 Aug 2000

Turbulence Reporting, Turbulence Reporting Criteria Table Windshear & Flight Planning

20(s)-4 & -5 11-1

1 May 1999

Turbulence Penetration Procedures – Co-ordinated Briefing, Issue 1 This is an internal publication for Qantas Flight Crew

Apr 30/96

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10.2

List of Manual References for 747-2/3/SP

Source 747 FCTM 747 FCTM 747 FCTM 747 FCTM 747 FCTM 747 FCTM FCTM

Key words Turbulent Air Penetration Cruise – Turbulence Descent (FRATS) FFRATS Approach Procedures Turbulence during descent Turbulence during holding Windshear

747B RRPerformance Manual 747B RRPerformance Manual 747B RRPerformance Manual 747B RRPerformance Manual 747B RRPerformance Manual 747-2/3/SP Operations Manual 747-2/3/SP Operations Manual 747-2/3/SP Operations Manual 747-2/3/SP Operations Manual 747-2/3/SP Operations Manual 747-2/3/SP Operations Manual FAM

Power Plant – Use of Ignition

FAM FAM FAM

Flight Operations – Flying Manual

Amendment 16 Jan 1998 18 Feb 1994 26 Oct 1998 26 Oct 1998 01 Mar 1995 18 Feb 1994 18 Feb 1994

Severe Turbulent Air Penetration

Page 02.20.03 02.30.01 03.20.02 03.20.02 03.30.02 03.30.03 01.10.16, 01.10.17 & 01.10.18 2-2-12

Approx N1% Thrust Setting

2-2-12

01 Sep 1999

Weather Radar With Turbulence Display (338 only) Engine Ignition

2-1-8

14 Jan 1991

2-1-7

28 Sep 1992

FFRATS

2-1-13

14 Jan 1991

Limitations Summary

01.10.01

05 Dec 2000

Severe Turbulence

02.30.16 & 02.30.17 02.43.01

24 May 2000

Autopilot/Flight Director Mode Selector Turbulence

07.10.05

23 Dec 1999

07.30.02

13 Jun 1998

Weather Radar

19.10.09

01 Apr 1994

Crew Safety Harnesses & Seat Belts Seat Belts and Illumination of Signs Wake Turbulence Pilot Waivers Turbulence Reporting, Turbulence Reporting Criteria Table

7-4

03 Oct 2000

8-9

03 Oct 2000

9-19 20(S)-4 & 20(S)5 11-1

23 Aug 2000 01 May 1999

Windshear and Flight Planning

Turbulence Penetration Procedures – Co-ordinated Briefing, Issue 1 This is an internal publication for Qantas Flight Crew

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15 Jan 1996

30 Apr 1996

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10.3

List of Manual References for 767

Source 767 Operations Manual 767 Operations Manual 767 Operations Manual 767 Operations Manual

Key words Turbulence

FCTM FCTM

Turbulence Penetration Turbulence Penetration – Correct Procedures Turbulence Penetration – Discussion Items

FCTM

FCTM

Amendment 29 Jul 2000

Turbulence/Severe Turbulence

Page Preface 0.3.6 SP 16.8

WX+T

11.10.19

29 Jul 2000

WX/Turbulence

2 Jan 2001

29 Jul 2000 11.Supp. 2 1-65 1-70

29 Feb 2000 29 Feb 2000

Many lesson plans

Turbulence Penetration

23 Aug 1993 01.10.09/ 10

FAM – CABIN MANAGEMENT FAM FAM FAM 767 RR Performance Limitations 767-338 Performance Planning 767-338 Performance Limitations 767-238 Performance Planning 767-238 Performance Limitations Flying Manual Flying Manual Flying Manual

Seat Belt Signs – Turbulence (anticipated/unanticipated) Turbulence Reporting Wearing of Seat Belts Seat Belt – Wearing of Severe Turbulence Penetration

20(S)-4 7-4 8-9/10 1-1-6

01 May 99 03 Oct 2000 20 Dec 2000 15 Jun 2000

Severe Turbulence Air Penetration

6.1.1

24 Jan 1992

Severe Turbulence Air Penetration

1.1.6

5 May 1999

Severe Turbulence Air Penetration

6.1.1

24 Jan 1992

Severe Turbulence Air Penetration

1.1.6

30 Aug 2000

Climbing with anticipated turbulence Radar returns of turbulence Doppler Turbulence Mode

5-14

01 Apr 1995

6-2/3 6-4

01 Apr 1995 01 Apr 1995

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10.4

List of Manual References for 737

Source 737 FCTM 737 FCTM 737 FCTM 737 FCTM 737 FCTM 737 FCTM 737 Operations Manual, Volume 1 737 Operations Manual, Volume 1 737 Operations Manual, Volume 1 737 Operations Manual, Volume 1 737 Operations Manual, Volume 2 737 Operations Manual, Volume 3 (-300) 737 Operations Manual, Volume 3 (-400)

Key words Landing Turbulent Air Penetration Windshear Optimum Altitude Holding Rapid Descent Operational Limitations

Page 1.10 1.18 1.20 3.4 4.1 5.14 L.10.3

Approach Procedure

NP.20.33 30 Sep 2000

Turbulence

SP.16.15

22 Dec 2000

Windshear

SP.16.16

22 Dec 2000

Weather Radar

11.20.7

30 Oct 1999

Turbulent Air Penetration

23.30.03

7/86

Turbulent Air Penetration

24.30.03

2/90

Turbulence Penetration Procedures – Co-ordinated Briefing, Issue 1 This is an internal publication for Qantas Flight Crew

Amendment 01 Feb 2000 01 Feb 2000 01 Feb 2000 01 Feb 2000 01 Feb 2000 01 Feb 2000 30 Jun 2000

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11.

APPENDIX 1 Rules of Thumb to assist in avoiding or minimizing encounter with clear air turbulence

NOTE: The following “Rules of Thumb” apply primarily to the westerly jetstreams.

Jetstreams stronger than 110 knots (at the core) are apt to have areas of significant turbulence near them in the sloping tropopause above the core, in the jetstream front below the core, and on the low pressure side of the core. Windshear and its accompanying CAT in jetstreams is more intense above and to the lee of mountain ranges. CAT should be anticipated whenever the flightpath traverses a strong jetstream in the vicinity of mountainous terrain. Both vertical and horizontal windshear are, of course, greatly intensified in mountain wave conditions. Therefore, when the flightpath traverses a mountain wave type of flow, it is desirable to fly at turbulence penetration speed and avoid flight over areas where the terrain drops abruptly, even though there may be no lenticular clouds to identify the condition. On charts for standard isobaric surfaces, such as 300 millibars, if 20 knot isotachs are spaced closer together than 150 nautical miles (2 ½ degrees latitude), there is sufficient horizontal shear for CAT. This area is normally on the poleward (low pressure) side of the jetstream axis, but in unusual cases may occur on the equatorial side. Turbulence is also related to vertical shear. From the tropopause height/vertical windshear chart, determine the vertical shear in knots per thousand feet. If it is greater than 5 knots per 1,000 feet, turbulence is likely. Curving jetstreams are more apt to have turbulent edges than straight ones, especially jetstreams which curve around a deep pressure trough. Wind shift areas associated with pressure troughs and ridges are frequently turbulent. The magnitude of the windshear is the important factor. If jetstream turbulence is encountered with direct tailwinds or headwinds, a change of flight level or course should be initiated since these turbulent areas are elongated with the wind and are shallow and narrow. If jetstream turbulence is encountered in a crosswind, it is not so important to change course or flight level since the rough areas are narrow across the wind. If turbulence is encountered in an abrupt wind shift associated with a sharp pressure trough line, establish a course across the trough rather than parallel to it. If turbulence is expected because of penetration of a sloping tropopause, watch the temperature gauge. The point of coldest temperature along the flightpath will be the tropopause penetration. Turbulence will be most pronounced in the temperature change zone on the stratospheric (upper) side of the sloping tropopause. If possible, when crossing the jet, climb with a rising temperature and descend with a dropping temperature. Weather satellite pictures are useful in identifying jetstreams associated with cirrus cloud bands. CAT Turbulence Penetration Procedures – Co-ordinated Briefing, Issue 1 This is an internal publication for Qantas Flight Crew

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is normally expected in the vicinity of jetstreams. Satellite imagery showing “wavelike” or “herringbone” cloud patterns are often associated with mountain wave turbulence. Pilots should avail themselves of briefings on satellite data whenever possible. Last, but not least, monitor your radio – pilot reports can be invaluable and if you get caught by “the CAT,” file a PIREP! NOTE: In this country, civil forecasts of areas of CAT are made by the National Weather Service and disseminated as follows: (1) in area forecasts every 8 hours (every 6 hours in Hawaii); (2) on high level significant weather facsimile charts available every 6 hours, and (3) on a nonscheduled basis as inflight advisories (SIGMETS). SIGMETS are issued when severe or extreme CAT is forecast or has been reported. This information is available to pilots through the enroute advisory service (flight watch), in SIGMET alerts broadcast on air route traffic control centre frequencies, and over the hazardous inflight weather advisory service (HIWAS).

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12. •

BIBLIOGRAPHY Federal Aviation Administration, 1998, FAA Advisory Circular 00-30A, Federal Aviation Administration, United States of America

•

Qantas Flight Publications, 2001, Aircrew Emergency Procedures Manual, Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, 747 Flight Crew Training Manual, Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, 744 Flight Crew Training Manual, Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, 767 Flight Crew Training Manual, Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, 737 Flight Crew Training Manual, Volume 1, Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, 737 Flight Crew Training Manual, Volume 2, Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, 737 Flight Crew Training Manual, Volume 3, Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, Performance 747B RR, Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, 747-2/3/SP Operations Manual,

Qantas Ltd,

Australia •

Qantas Flight Publications, 2001, 744 Operations Manual,

Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, 767 Operations Manual,

Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, 737 Operations Manual,

Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, Flight Administration Manual, Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, 744 Performance Limitations RR, Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, 767 RR Performance Limitations, Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, 767-338 Performance Planning, Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, 767-338 Performance Limitations, Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, Flying Manual, Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, 744 Performance Limitations GE, Qantas Ltd, Australia

•

Qantas Flight Publications, 2001, 744 Performance Planning GE, Qantas Ltd, Australia

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Version 1

Date 28/7/06

Authorised by B McAlpine

Changes Delete out of date references to AEPM

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