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EMIRATES B-777 01 March 2013

Page 1 of 266 STUDY GUIDE


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.







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Revision Cycle.. March, June, September, December
EMIRATES B-777 01 March 2013
Page 2 of 266 STUDY GUIDE
LIST OF REVISIONS
Date Change Pages
Jan 06, 2012 Picture of Fuel Jettison added. Thanks to Mike LeBlanc. 120
Jan 08, 2012
The minimum height to disconnect the autopilot during RNAV visual approaches defined as at or above
300 feet AAL. FCOM NP.21.55
160
Jan 08, 2012 Validation Criteria For VNAV Approach To MDA modified. FCI 2012-001 160
Jan 08, 2012
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.
171
Jan 08, 2012 Info on Fatigue Report added 135
Jan 08, 2012
EAD-24R2 cancelled, EAD-55R2 cancelled, EAD-67R2 cancelled, EAD-75R2 cancelled, EAD-84R1
cancelled, EAD-85R3 cancelled.
115
Jan 08, 2012 EKIB-33R4, Barometric VNAV approaches to DA now requires the use of A/P in VNAV mode. 112
Jan 15, 2012
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.
114
Jan 20, 2012 Post depressurization PA added. OMA 8.3.10.6.5 150
Jan 20, 2012 Lower than Standard CAT I or Other than Standard CAT II operations are not permitted. OMA 8.4.1 154
Jan 24, 2012 Verify Oceanic Clearance (PF Calls the FMC Waypoints PM Checks against the Oceanic Clearance) EK TR 96 190
Jan 24, 2012 Engine Fuel Limitations changed 55
Jan 24, 2012
Weight Limitations changed to include Minimum Landing weights for the 777-200LR and 777 Freighter.
EK TR 96
52-53,139,142
Jan 24, 2012 Limitations for SmartRunway and SmartLanding Advisory System added. 56
Feb 05, 2012 RVSM airspace updated, Metric Airspace Overview added 90
Feb 05, 2012 CPDLC data for Montreal and Edmonton added 96,191
Feb 06, 2012 B777F Performance issues explained. EKIB 44R3 106,113,140
Feb 06, 2012 Minimum Taxiway width for the B777 explained. Conflicting guidance with the LIDO Charts highlighted. 85
Feb 06, 2012 Maximum IAS for Radiusto-Fix (RF) defined. FCOM Rev 41 161
Feb 06, 2012 TypoFuel analysis is only required if operating with Jet A fuel. USA pre-flight announcement corrected. 190
Feb 08, 2012 FCOM Supplementary Procedures updated 21-23
Feb 08, 2012 FMC cruising altitudes. A simplified way to remember how they are calculated added. 91
Feb 09, 2012 RAAS and SAM advisory anomalies added from Company NOTAM CO131/12 . 56,174
Feb 09, 2012 Guidance on the use of PAPI/VASI added. FCI 2011-033 OMA 8.3.0.11.5 108
Feb 12, 2012 LVO Take-off procedures revised to FCN 2011-046 OMA 8.4.4.1 154
Feb 18, 2012
Lessons Learned Chapter updated to include the FAQ from the FOIP Website. 193-210
Pages 191-262 reordered to
accommodate
Feb 22, 2012 Daylight Savings time table updated 223
Feb 24, 2012
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.
157
Feb 29, 2012
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.
91
Feb 29, 2012 EAD-94: Nuisance PASSENGER ADDRESS EICAS Status Message 115
Feb 29, 2012
The Emergency Landing Call THIS IS THE CAPTAIN, BRACE BRACE increased from 500 AGL to
1,000 AGL. OMA 8.3.16.7
9,109,218
Mar 08, 2012 Approach to Stall recovery reformatted and info on the PLI added. 29
Mar 08, 2012 777 Differences enhanced 138-144
Mar 08, 2012
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.
174
Mar 18, 2012 Decision Point Procedure for fuel planning explained with better graphics. 118
Mar 29, 2012 Instructions on how to add your B777 rating to your FAA ATP. 57
April 5, 2012
Disruptive Passenger Policy updated Reasons for deplaning a passenger added and guidance on
abusive language added.
59
April 5, 2012 Pregnant Passenger Policy updated. 60
April 5, 2012 Definition of a Flight day added to MEL Repair Intervals. 61
April 5, 2012 Cold Weather Corrections updated. 89,105
April 5, 2012 EFB CLASS II Soft Reset procedure added from OFP Attachment 128
April 14, 2012
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.
9
April 14, 2012 Airspeed Unreliable Checklist updated 10
April 14, 2012 Engine Limit / Surge / Stall Checklist updated 12
April 14, 2012 Engine Sever Damage / Separation checklist updated 13
April 14, 2012 Fire Engine Checklist updated 14
April 16, 2012 Dual Engine Fail/Stall (GE Engines)checklist updated 15
April 16, 2012 Supplementary Procedures contents updated 22-23
April 16, 2012 Operational Limitations Note added 49
April 16, 2012 Cold Fuel Limitation for RR Engines removed 56
April 16, 2012 Company NOTAM regarding Smart Runway and Smart Landing system updated 56
April 16, 2012 EAD-40R5 Stabilizer Green Band nuisance EICAS message removed. 115
April 18, 2012 Darryl Tarr has added a new section to the Performance Chapter OPT User Guide. (2 pages added) 260

EMIRATES B-777 01 March 2013
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Date Change Pages
29 April 2012
Procedure for checking Oxygen system after the oxygen bottle has been replaced added.
CPB Letter 29 April 2012 CO319/12
121
29 April 2012 Jammed Flight Controls added to the list of Unannunciated checklists. 9
29 April 2012
LIDO Navigation Training Portal added from FCN 2012-016
(http://cbt.lhsysems.pl/ Username: EMIRATES Password: 62nt1YA3
65
29 April 2012 RFF requirements changed as per FCI 2012-014 75
15 June 2012 Sig Wx Chart Decodes updated. 72
15 June 2012 Note regarding a check of the Stab Green band added. 129
10 May 2012 Approach Parameter Deviation for Approach Stabilization defined 100
10 May 2012 EKIB 45 FMS Duplicate waypoints cancelled 113
10 May 2012 EKIB-51 Kidde smoke detector false alarm during poser transfer 114
10 May 2012
EAD-95 Conflict with Duplicate Waypoints with the same identifier in the Navigation Database.
EAD-96 FMC Distance to Waypoint Anomaly.
115
10 May 2012 Definition of Turbulent Air Penetration Speed added. 149
25 May 2012 Dubai Summer Operations Capt. Kurt Koerfgen 208
25 May 2012
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.
Capt. Kurt Koerfgen
129
25 May 2012 EGPWS Smart Approach and Landing (Long Landing) PM Call added. OMA 8.3.0.8.5.2 174
26 May 2012
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.
118
30 May 2012 CF-19 EFB CLASS II New Soft Reset procedure OFP Crew Alert 128
30 May 2012 Crew Oxygen Bottle Replacement Test CM1 or CM2 CO319/12 128
07 July 2012 Statistical Contingency Fuel FCI 2012-026 now replaced by FCI2013-003 118
11 July 2012 The Low Fuel State Call has now changed to MINIMUM FUEL. FCI 2012-027 120
15 July 2012
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
226
27 July 2012 Information on the LOUT (Lowest Operational Use Temperature) for De-icing fluid added. 170
27 July 2012 RAAS advisories improved. Caution Short Runway added and conditions explained in more detail. 174
31 July 2012
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.
63
31 July 2012 Critical Phases of Flight modified, Sterile Flight Deck Phase and No Contact Period added. FCI 2012-038 62
31 July 2012 RFF Requirements for Cargo Operations modified. FCI 2012-037 75
31 July 2012 Additional regulations regarding oxygen added. FCI 2012-040 77
31 July 2012 ETOPS certification in Tech log defined. ETOPS certification following diversion explained. FCI 2012-034 79
31 July 2012 Guidance on Medical Diversions during Polar operations added. FCI 2012-035 94
05 Aug 2012
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
CO559/12 Company NOTAM
121
12 Aug 2012 RAAS Table corrected by Company NOTAM CO576/12. 174
12 Aug 2012 Sign on for EGHQ Wi-Fi added s######(Staff #) and 2
nd
sign on password. 57
12 Aug 2012 Start-up procedure for Class II EFB changed Power on is from the forward LDS EFB switch. EK TR 98 128
12 Aug 2012 EFB Class II reset procedure updated. OFP Crew Alert 128
16 Aug 2012 Gander CPDLC request for Oceanic Clearance is now CZQX. LIDO Text North Atlantic R210 191
16 Aug 2012 Take-off Visibility requirements updated to the new table in the OMA. OMA 8.1.4.1.1 86
16 Aug 2012 Crosswind limitations for Automatic Landings added. FCOM L.10.11 51
16 Aug 2012 Class II EFB soft reset procedure updated. OFP Crew Alert 93
17 Aug 2012 CPDLC information updated and reorganized to alphabetical order. Thanks to Peter de Waard 96
24 Aug 2012
RFF requirements updated to FCI 2012-037 . My attempt to summarize and simplify RFF requirements
added.
75
29 Aug 2012 RTO and Evacuation Procedures updated to match OMA Revision 4. 147
08 Sept 2012 The contact number for Emirates IT (Internet Technology) added 59
08 Sept 2012 A additional laptop added to be used a backup or an on-board spare. CO638/12 Company NOTAM 121,140
08 Oct 2012
ACARS Delay Reporting Procedure simplified. The reference form the Airport Services Ground
Operations Manual was provided by the company but is not relevant.
217-218
08 Oct 2012 VNAV Procedures and Validation Criteria updated. FCI 2012-049 EKIB 33R4 160-162
10 Oct 2012
Stable Approach Requirements amended to include the requirement to GO AROUND for valid Long
Landing alert.
100
10 Oct 2012 PM possible lighting calls added. FCOM NP.40.9 133
12 Oct 2012 Guidance on RNAV Approaches added from FCN 2012-042 160
12 Oct 2012
Cold Weather Operations cleaned up and reorganized 2 pages added to guide to provide additional
space.
166-167
28 Oct 2012 EKIB 52 Upset Recovery added 114
28 Oct 2012
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
54,162,198
28 Oct 2012
The new PM REVERSERS NORMAL NO REVERSER LEFT/RIGHT ENGINE NO REVERSER
call on the Landing roll procedure added.
134


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Date Change Pages
28 Oct 2012
The Preliminary Pre-flight Procedure amended to include the new procedure to test the Oxygen system.
FCOM .21.1
128
17 Nov 2012
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
161
24 Nov 2012 Guidance added on how to handle a Partial failure of a runway lighting system. FCI 2012-060 154
24 Nov 2012 EKIB-53 RUNWAY POS EICAS Advisory and RUNWAY SYS EICAS Advisory / RUNWAY SYS Status 114
24 Nov 2012 EAD-97 Latching Dual FMC Failures added. 115
28 Dec 2012
- Approach Type Selection updated to match FCI 2012-028.
- Visual Circuit Approach shall only beusedforBaseTrainingFlightsand expeditious returns following
take-off.
- Circling Approaches at night are not authorized.
- Stable Approach Criteria Exceptions simplified
45,46,47,88,100,101,
102,106
28 Dec 2012 RNAV Visual Approach DXB 30L/R removed This procedure is not available in the LIDO Charts 104
04 Jan 2013 STATCON fuel is now one of the standard Contingency Fuel Selections. FCI 2013-003 118
04 Jan 2013 CPDLC Logon for Geneva added. NOTAM 1A674/12 96
04 Jan 2013
Contact number for DNATA Found It added. Very quick pickup of lost passenger items in Dubai
Helpful after a long day
110
24 Jan 2013 Cargo Spraying and information on the Residual Disinsection Certificate added. 75
24 Jan 2013
IFBP and the AFI Region updated by
Revised IATA In-flight Broadcast Procedure (IFBP) AFI Region (IFPB Version 6) (eff. March 7th, 2013)
98
30 Jan 2013 Additional calls added for deviations on the RNP-AR Approach. EK TR 101 162
30 Jan 2013 EAD-97R1 Latching Dual FMC Failures. Added 115
30 Jan 2013 EAD-98 Control Panel (MCP) Altitude Window Changing Without Pilot Action. Added 116
05 Feb 2013 DART Info in LIDO OFP added. Info on pages 92 and 93 shuffled to make room. EK Distance Learning 92-93
05 Feb 2013
Fuel Section Reorganized. Minimum Fuel Declaration and Mayday Fuel Declaration updated to
FCI 2013-007. Low Fuel State added.
118-120
05 Feb 2013 PNF removed and replaced by PM (Pilot Monitoring). FCI 2013-002 Many places
05 Feb 2013 The addition of the new PM Standard Call Uncomfortable to clearly express concern. FCI 2013-002 136-137
24 Feb 2013 Guidance added for a Descending level-off on an ILS approach. TRE Guidance 41
24 Feb 2013 Airspeed Unreliable Checklist changed to emphasize Do not use the flight path vector. 10
25 Feb 2013 Guidance on Dangerous goods with Emergency Response Drill Code Z added 80
27 Feb 2013 New procedure for receiving Oceanic Clearance from New York Oceanic. NOTAM 1A17/13 191





























EMIRATES B-777 01 March 2013
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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. 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. FUEL POLICY ................................................................................................. 117
8. 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
CAPTAINS 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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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
EMIRATES B-777 01 March 2013
Page 9 of 266 1. QRH NON-NORMAL MEMORY ITEMS STUDY GUIDE
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
Checklist Conditional Statement
Remarks
1
Aborted Engine Start L,R QRH 7.1
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).
2
Airspeed Unreliable QRH 10.1
Airspeed or Mach indication suspected to be unreliable.
QRH PI section provides suggested power settings
3
Automatic Unlock QRH 1.1
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.
4
Bomb On Board QRH 0.1
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).
5
Ditching QRH 0.3
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
6
Dual Engine Fail/Stall QRH 7.2 QRH 7.4
Engine speed for both engines is below idle.
7
Engine In-Flight Start L,R
QRH 7.28 QRH 7.31
Engine start is needed after a shutdown with no fire or apparent damage.
8
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.
9
Engine Severe Damage/Separation L,R
QRH 7.10
Engine has severe damage, vibration, or has separated.
10 Evacuation QRH Back Cover.2
Located on the QRH Back Cover.
11
Fire Engine Tailpipe L,R QRH 8.5
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.
12
Fuel Jettison QRH 12.10
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.
13
Fuel Leak QRH 12.17
An inflight fuel leak is suspected or confirmed.
14
Gear Lever Locked Down QRH 14.7
Landing gear lever cannot be positioned to UP.
15
Ice Crystal Icing QRH 3.12 QRH 3.14
Procedures to follow when Ice Crystal or TAT Probe Icing is suspected. See EKIB-47
16
Jammed Flight Controls QRH 9.14
Procedures to follow if Flight Controls are jammed or restricted in roll, pitch, or yaw.
17
Lock Fail QRH 1.12
Flight deck door lock fail light illuminated indicates flight deck door lock has failed, or flight deck access
system switch is OFF.
18
Overweight Landing QRH 0.5
A landing at greater than maximum landing weight is required.
19
Precautionary Disembarkation
QRH Back Cover.1
Located on the QRH second last page.
20
Smoke, Fire or Fumes QRH 8.6
Smoke, fire or fumes is identified.
Anytime the smoke or fumes becomes the greatest threat, do the SMOKE OR FUMES REMOVAL checklist
21
Smoke or Fumes Removal QRH 8.34
Smoke/fumes removal is required.
Do this checklist only when directed by the SMOKE, FIRE OR FUMES CHECKLIST.
22
Volcanic Ash QRH 7.53 QRH 7.56
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.
23
Window Damage FWD L,R QRH 1.14
The forward flight deck window has one or more of these: An electrical arc
A delamination
A crack
Is shattered
24
Window Damage Side L,R QRH 1.15
The side flight deck window has one or more of these: An electrical arc
A delamination
A crack
Is shattered
25
Precautionary Disembarkation
QRH Back Cover.1
Located on the QRH second last page.
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AIRSPEED UNRELIABLE
QRH 10.1


























































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Page 11 of 266 1. QRH NON-NORMAL MEMORY ITEMS STUDY GUIDE
ABORTED ENGINE START L,R
QRH 7.1


ENGINE AUTOSTART L,R
QRH 7.5


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
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
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ENG LIM/SURGE/STALL L,R
QRH 7.6




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ENG SVR DAMAGE/SEP L,R
QRH 7.10



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FIRE ENG L,R
QRH 8.2

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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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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
























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CABIN ALTITUDE
QRH 2.1




QRH 2.2
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INTENTIONALLY BLANK
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INTENTIONALLY BLANK
EMIRATES B-777 01 March 2013
Page 21 of 266 2. FCOM SUPPLEMENTARY PROCEDURES STUDY GUIDE

FCOM SUPPLEMENTARY PROCEDURES
(Often Used Procedures)

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EMIRATES B-777 2. FCOM SUPPLEMENTARY PROCEDURES 01 March 2013
Page 24 of 266 EXPANDED SUPPLEMENTARY PROCEDURES STUDY GUIDE


1. AIRPLANE GENERAL, EM EQUIP, DOORS, WINDOWS
HOT WEATHER OPERATION
COLD WEATHER OPERATION
SECURING FOR COLD WEATHER
AIRFRAME DE-ICING
OPERATION WITH DE-ICING / ANTI ICING FLUIDS
SEVERE TURBULENCE
Turbulence Penetration Speed: 270 below 25000 ft. 280/0.82M at or above 25000ft whichever the less
Seat Belt Sign - ON
No Smoking Sign - ON
PA: CABIN CREW BE SEATED
Advise Flight Attendants to secure Pax and Galleys, suspend service and sit down and fasten seat belts
Use Autopilot
Use V/S Mode during Climbs and Descents. VNAV/ALT may be used during cruise
Fly at Turbulence Penetration Speed
Select Manual Thrust. Thrust to be set slightly above Magenta EPR Target
Delay flap extension or divert
Secure Flight Deck of loose items
Fasten Shoulder Harnesses
Consider Altitude and Buffet Margins
Purser to advise when cabin is secure
WINDSHEAR
DOORS
EMERGENCY EQUIPMENT
REFUELING

2. AIR SYSTEMS
GROUND AIR CONDITIONING CART USE
PACKS OFF TAKEOFF

3. ANTI-ICE, RAIN
ANTI-ICE USE
ENGINE ANTI ICE USE
WING ANTI-ICE USE

4. AUTOMATIC FLIGHT
6. ELECTRICAL
ELECTRICAL POWER DOWN
NOTES
This is the procedure to be followed if completing the SECURE CHECKLIST.
Refer to FCOM SP.6.1 for this eventuality
ELECTRICAL SAFETY CHECK PROCEDURE
NOTES
This procedure must be performed by reference to FCOM SP.6.2 in the event one has to power up an unpowered
aircraft. This must not be performed by recall

EMIRATES B-777 2. FCOM SUPPLEMENTARY PROCEDURES 01 March 2013
Page 25 of 266 EXPANDED SUPPLEMENTARY PROCEDURES STUDY GUIDE

7. ENGINES, APU
APU GROUND PNEUMATIC START
CONDITION:
The APU requires to be started using Ground pneumatics to provide duct pressure so that the APU air turbine starter
can be used to start the APU
REASON:
The electric start motor is unavailable. This may be due to starter motor or circuit problems
CHECKLIST:
FCOM SP 7.1
The Packs must be off before the manifold is pressurised. This is to ensure that the min duct pressure of 15 PSI is
achieved
After a normal APU start the ground pneumatics are disconnected before the Packs are put to Auto
NOTES:
ENGINE BATTERY START
CONDITION:
No Ground Power Unit or APU is available to provide the electrical power to start the engines. Pneumatics from the
APU or Ground cart is required to provide duct pressure.
REASON:
APU is inop or APU GEN inop and no GPU is available
CHECKLIST:
SP 7.1
NOTES:
If using a ground cart, the FCOM SP ENGINE GROUND PNEUMATIC START and then the ENGINE CROSSBLEED START
procedures may need to be performed in the course of this checklist
Accomplish the drill by reference to the Supplementary Procedures. If Autostart is available, it should be used.
(Autostart is a normal engine start, which is to be accomplished in these procedures).
Read SP procedure. Careful planning is required
Find out if there is any slot time and plan accordingly
Ensure that extra fuel is on board for the increased ground run time (25 Kg per min) 500 Kg min
Ensure that the flight deck is set-up as far as possible including completing paperwork, loadsheet, RTOW figures etc.
to minimise delays after start
Loading should be complete and all passengers on board, doors closed
Ensure Ground Crew are ready, Pneumatic Air (if required) is available and Aircraft is clear
Get permission to start one engine in the bay and advise that it will run for a while until ready
Do SP procedure asking for air when applicable
Perform Ground Pneumatic Start if required
Start Left Engine in bay
Complete SP and restore pack operation for air conditioning
Complete cockpit set-up
Get start and pushback clearance
Pushback, set brake and start second engine (if no APU then this will require an ENGINE CROSSBLEED START)
If there are additional problems like Autostart inop. De-icing required or ENG START VALVE, this could become
quite complicated. Plan carefully and Take each stage slowly

EMIRATES B-777 2. FCOM SUPPLEMENTARY PROCEDURES 01 March 2013
Page 26 of 266 EXPANDED SUPPLEMENTARY PROCEDURES STUDY GUIDE

ENGINE CROSSBLEED START
CONDITION:
Air from an engine is used to start the other engine when APU air is not available
REASON:
APU is inop or APU Bleed Air is not available
CHECKLIST:
With the APU Bleed Valve OFF, and the aircraft clear, thrust is increased 5% on the operating engine to provide a
minimum 25 psi duct pressure from which the second engine is started (If the duct pressure is above 25psi at idle
thrust then a thrust increase to 5% N3 above idle is not necessary)
NOTES:
In this case a Ground Pneumatic Source starts the first engine on the stand. The second engine could also be
started but in some cases this may prove too much for the Tow Truck or the Tow Bar Pin
This case must be used if a 777 Tow Bar is not available
ENGINE GROUND PNEUMATIC START
CONDITION:
Ground pneumatics are used to start the engines
REASON:
APU is inop or APU Bleed Air is not available
CHECKLIST:
Select both packs to OFF. (The OFF lights will be illuminated, but packs must be selected off).
A min duct pressure of 25 psi (less 1 psi/1000 ft Press Alt)
Engine(s) are started normally
Ground Pneumatics must be disconnected then Packs are selected to Auto
NOTES:
If APU is inop then an ENGINE START WITH EXTERNAL ELECTRIC POWER must also be performed. See FCOM SP.7.3
Ensure Ground Crew are ready and Tow Truck and Pneumatic Air are available and Aircraft is clear
Get permission to start one engine in the bay
Read FCOM SP.7.2 procedure
Before connecting the ground air conditioning cart, switch the packs and recirculation fans off.
Do SP procedure asking for air when applicable
Start one engine at a time
Start in bay
Disconnect Ground Pneumatics and reinstate Packs
Get clearance to push and start 2
nd
engine
The second engine may have to be started using an Engine Crossbleed Start
Advise the Purser to reinstate the power to the cabin if required (See ENGINE START WITH EXTERNAL ELECTRIC POWER)

EMIRATES B-777 2. FCOM SUPPLEMENTARY PROCEDURES 01 March 2013
Page 27 of 266 EXPANDED SUPPLEMENTARY PROCEDURES STUDY GUIDE

ENGINE START WITH EXTERNAL ELECTRIC POWER
This Procedure has been removed from the removed from FCOM SP but I left this note in as helpful information.
CONDITION:
An Engine start is required while using a Ground Power Unit as the only AC power source.
REASON:
APU is inoperative or APU GEN inoperative.
CHECKLIST:

NOTES:
If APU is inop, this will also require an ENGINE GROUND PNEUMATIC START and possibly an ENGINE CROSSBLEED START
This will require a start on the stand. Either 1 or Both Engines
Get permission to start in the bay
If a 777 tow bar and pin is available, and tow truck is capable, start both on the stand
Refer to FCOM SP.7.3 ENGINE GROUND PNEUMATIC START if required
Disconnect GPU and Ground Pneumatics
Get Pushback clearance
Set Brake and start 2
nd
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 100C and
N3 at max motoring or 25%.
Unlike during an autostart the spar and engine fuel valves open as soon as the fuel control switches are placed to
Run. If the autostart switch is selected off and the fuel control switch is placed in Run before max motoring you'll get
an ENG AUTOSTART L/R caution. This should prompt you to carry out the memory items, which is to abort the
engine start. Clever!
The procedure lists the start parameters to be monitored in a sequential order. CM2 to keep CM1 in the picture as
each stage of the engine start approaches. E.g. Once fuel control switches are to Run, CM2 can say something like
"We're looking for EGT within 30secs, we have EGT rise it must remain within limits, now we need N1 rotation by
45%N3".
In the event of a start problem / need to abort the start, do the Memory items and call for the aborted engine start
checklist. Advise ground crew and decide next course of action i.e. restart or not. Contact EK engineering if
necessary.

EMIRATES B-777 2. FCOM SUPPLEMENTARY PROCEDURES 01 March 2013
Page 28 of 266 EXPANDED SUPPLEMENTARY PROCEDURES STUDY GUIDE

MANUAL OVERRIDE ENGINE START
CONDITION:
The engine start valve must be manually opened and closed with a tool
REASON:
The engine starter valve has failed.
CHECKLIST:
FCOM SP.7.4
NOTES:
This procedure is used after the ENG START VALVE L/R has appeared or the aircraft is dispatched with the start
valve inoperative
Following the EICAS message ENG START VALVE L/R; complete the start on the good engine.
Put on EAI if required on the operating engine
Read the ENG START VALVE L/R checklist
Consult the MEL for dispatch
Advise the ground crew that a Manual Override Engine Start is required and ask them to get the Tool from the E&E
compartment
Read the SP
Arrange a system of hand signals and demonstrate this with the ground engineer while he still can speak to you
(when at the engine he may not be able to use his interphone)
APU INOP DISPATCH
NOTES:
Considerations:
MEL - Backup generators must operate. ETOPS limited to 120minutes. Etc.
Next stations - Is ground power available and ground cart for air start available. Is ground air conditioning required?
Consult EK engineering. Get them to advice ground staff at destination of requirements.
Use the FCOM SP ENGINE GROUND PNEUMATIC START and the FCOM SP ENGINE START WITH EXTERNAL ELECTRIC POWER to start
the engines at the stand. If a B777 tow bar is not available, then use the above procedure to start one engine.
Disconnect the Ground Pneumatic Air and GPU and push back.
Then, accomplish the S.P ENGINE CROSSBLEED START procedure using the running engine to provide duct pressure.
EMIRATES B-777 01 March 2013
Page 29 of 266 3. QRH NON-NORMAL MANEUVERS STUDY GUIDE

QRH NON-NORMAL MANEUVERS
Approach To Stall or Stall Recovery



































Rejected Takoff























QRH MAN 1.1
***
QRH MAN 1.2
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.
*** TRE Note
Slow acceleration can be
detected by monitoring the
Speed Trend Vector
A normal trend vector will
be around 30-40 knots.
FCTM 1.5
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.
Stick Shaker activates, and the Slats automatically extend
from the midrange position to the fully extended position
AIRSPEED LOW Displays A/T Advances
No further aft trim
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Rejected Takeoff Continued QRH MAN.1.3
EMIRATES B-777 01 March 2013
Page 31 of 266 3. QRH NON-NORMAL MANEUVERS STUDY GUIDE



FCOM L.10.9
FCOM 10.10.31 Weather RADAR and TCAS are not
displayed in CTR APP, CTR VOR, and PLAN modes on
the ND.
FCOM 15.20.17 The STATUS message TCAS displays if the
ADIRU is off or not aligned.
EKIB-30 TCAS Change 7 prevents TCAS from
actively tracking and displaying aircraft that are
NOT deemed as a threat to the aircraft
QRH When Selection of TA is requested it is important as
it will increase the corrective RA of the intruder aircraft
QRH MAN 1.8
OMA 11.3.2 File an ASR when a TCAS Resolution Advisory
(RA) occurs.
OMA 8.3.6 LIDO TEXT COM 70
CLEAN UP TECHNIQUE Instructor Technique

FLCH A/P ON
TCAS PHRASEOLOGIES
ADVISE ATC OMA 8.3.6
ADVISE ATC OMA 8.3.6
EMIRATES B-777 01 March 2013
Page 32 of 266 3. QRH NON-NORMAL MANEUVERS STUDY GUIDE



2 Excellent Videos are available in the Pelesys Learning System:
Select REFERENCE COURSES, Rolling Recurrent Jet Upset
QRH MAN 1.9
EMIRATES B-777 01 March 2013
Page 33 of 266 3. QRH NON-NORMAL MANEUVERS STUDY GUIDE



NON NORMAL CHECKLIST CONFIRMATION CALLS
















































QRH CI
OMA 8.3.1.6
OMA 8.3.0.4.4.2
FCOM NP 50.2
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INTENTIONALLY BLANK


EMIRATES B-777 01 March 2013
Page 35 of 266 4. QRH & FCOM FLIGHT PATTERNS STUDY GUIDE

QRH FCOM FLIGHT PATTERNS
















































Min width of pavement for
a 180 turn 772
155.8 feet, 47.5 meters for nose gear
FCOM S.P.1.9
Min width of pavement for
a 180 turn 772LR & 777F
157.4 feet, 48.0 meters for nose gear
FCOM S.P.1.11 FCOM SP.1.12
Min width of pavement for
a 180 turn 773
183.8 feet, 56 meters for nose gear
FCOM S.P.1.13
Min width of pavement for
a 180 turn 773ER/ULR
185.5 feet, 56.5 meters for nose gear
FCOM S.P.1.17
FCTM 2.7
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180 Degree Turns in less than 45 m FCTM 2.12
777-200 ......................... 38.4m
777-300 ......................... 43.6m
777-300ER .................... 43.7m
- 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.
Non Normal Ops. (Not an Emirates approved procedure)
Can only be used after landing as the Aircraft and Runway must be inspected.

Min width of pavement for
a 180 turn 772
155.8 feet, 47.5 meters for nose gear
FCOM S.P.1.9
Min width of pavement for
a 180 turn 772LR & 777F
157.4 feet, 48.0 meters for nose gear
FCOM S.P.1.11 FCOM SP.1.12
Min width of pavement for
a 180 turn 773
183.8 feet, 56 meters for nose gear
FCOM S.P.1.13
Min width of pavement for
a 180 turn 773ER/ULR
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
155.8 feet, 47.5 meters for nose gear
FCOM S.P.1.9
Min width of pavement for
a 180 turn 772LR & 777F
157.4 feet, 48.0 meters for nose gear
FCOM S.P.1.11 FCOM SP.1.12
Min width of pavement for
a 180 turn 773
183.8 feet, 56 meters for nose gear
FCOM S.P.1.13
Min width of pavement for
a 180 turn 773ER/ULR
185.5 feet, 56.5 meters for nose gear
FCOM S.P.1.17

EMIRATES B-777 01 March 2013
Page 38 of 266 4. QRH & FCOM FLIGHT PATTERNS STUDY GUIDE


This diagram is for reference only. Boeing has removed it from the current QRH.
EMIRATES B-777 01 March 2013
Page 39 of 266 4. QRH & FCOM FLIGHT PATTERNS STUDY GUIDE

EMIRATES B-777 01 March 2013
Page 40 of 266 4. QRH & FCOM FLIGHT PATTERNS STUDY GUIDE


This diagram is for reference only. Boeing has removed it from the current QRH.
EMIRATES B-777 01 March 2013
Page 41 of 266 4. QRH & FCOM FLIGHT PATTERNS STUDY GUIDE

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EMIRATES B-777 01 March 2013
Page 42 of 266 4. QRH & FCOM FLIGHT PATTERNS STUDY GUIDE


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EMIRATES B-777 01 March 2013
Page 43 of 266 4. QRH & FCOM FLIGHT PATTERNS STUDY GUIDE


C
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EMIRATES B-777 01 March 2013
Page 44 of 266 4. QRH & FCOM FLIGHT PATTERNS STUDY GUIDE




OMC 5.4
EMIRATES B-777 01 March 2013
Page 45 of 266 4. QRH & FCOM FLIGHT PATTERNS STUDY GUIDE



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EMIRATES B-777 01 March 2013
Page 46 of 266 4. QRH & FCOM FLIGHT PATTERNS STUDY GUIDE

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Page 47 of 266 4. QRH & FCOM FLIGHT PATTERNS STUDY GUIDE


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Page 48 of 266 4. QRH & FCOM FLIGHT PATTERNS STUDY GUIDE






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FCOM LIMITATIONS















































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

- Take-off is prohibited on icy runways. OMA 8.3.8.12.4
FCOM SP 16.2
AFM Section 1 page 9A
Max Tire Speed for Takeoff is 235 mph 204kts
FCOM L.10.2
777 RTOW User Manual
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Metric Winds 1 meter / second = 2 kts FCTM 4.15
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 + the headwind component + All of the Gust
component to a maximum of 20 knots.
- Calculate HW as:
- 50% Direct HW
- 35% for 45HW
- Interpolate between
AFM Section 1 page 9A
Max Tire Speed for Landing is 260 mph 226kts
FCOM L.10.3
Airbus QRH EK Supplement
Emirates does not use CRFI information for calculating performance
or Limitations... Refer to FCOM SP 16.2 for further guidance.
LIDO Text CRAR Canada
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GE90-115B or -115BL1 FMC IDENT 777-300.2
FMC IDENT 777-200 TRENT 877
FMC IDENT 777-300 TRENT 892
FMC IDENT 777-200.4
FMC IDENT 777-200.2
FMC IDENT 777-200.1 TRENT 892
GE90-110B1L1
GE90-110B1L1
TRENT 892 FMC IDENT 777-300
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GE90-115BL1
FMC IDENT 777-300.2 GE90-115B or -115BL1 FMC IDENT 777-300.2
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. .




















































OMA
OMA
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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.
AFM
777-200
RR Trent 877
EMD-EMF
777-200ER 777-300
RR Trent 892
777-200LR
777F
GE90-110B1L1
777-300ER
GE90-115B
777-300ER as installed
777-300ER/ULR
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 32C and 53C. FCOM 11.40.42
NO NO YES NO YES
M
a
x

E
G
T

TOGA

920C 20 seconds

900C 5 minutes*

920C 20 seconds

900C 5 minutes*
(17,000 and Below)
1095C 30 seconds
(All Altitudes)
1090C 5 minutes*
(17,000 and Below)
1095C 30 seconds
(All Altitudes)
1090C 5 minutes*
(17,000 and Below)
1095C 30 seconds
(All Altitudes)
1090C 5 minutes*
*10 minutes allowed in the event of loss of thrust on one engine during take-off
Max Cont. 850C 850C 1050C 1050C 1050C
Starting 700C 700C 750C 750C 750C
In-flight Starting 700C 700C 825C 825C 825C




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 -40C / Jet A1 -47C OMA 8.2.1.4
Russian Fuel
RT or TS-1 -50C 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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.


AFM Section 1 page 7
MMO is .89
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
QNH/QFE Selection is on the APPROACH REF page
Non Normal Ops. ( Not an Emirates approved procedure)
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LIMITATIONS AND POLICIES

Item Limit / Policy Reference
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https://groupworld.emirates.com
- 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

http://emirates.pelesys.com
- Access to the Emirates training website
- Sign-on with Staff number (s-----) and pelesys password_____________

My Mint
- Username is Staff number without s
- Password is username without s

www.emiratesstaff.com
- Access to the Emirates travel website
- Sign-on with Staff number (------) and PIN_____________

LIPS
(Loss of Income
Protection)
- Incredible insurance
- Protection By Emirates Pilots For Emirates Pilots.
- www.lipsek..org

www.flyzed.com
- Website providing information on ZED flights
- Sign on with User ID UAE and Password 176 .

www.intellicast.com
- Website providing aviation and public weather
- The Satellite Infrared is great for a Global perspective. The Radar selection is great for US operations

B777 rating add on to
FAA
- 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.

EGHQ Dubai Wi-Fi - Sign-on .................... s######(Staff Number) - Password .............. 2
nd
Logon password
Uniform Policy
Summer 15
th
Apr 31 Oct Jacket only required for Layover Flights, Jacket may be carried at the
discretion of the commander.
Winter 1
st
Nov 14
th
Apr Jacket required for all flights.
OMA 20.1.1.1
Sickness Notification
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 self-
certificate 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).
OMA 6.5.4
Transport to CBC
- 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.
OMA 20.5.1.1
Baggage Weight Limits
- 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.

OMA 20.6

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Item Limit / Policy Reference
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Time Management
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 Passengers 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
EGHQ Guidelines to
Pilots Letter




Ed Davidson Letter
7/24/2008


FCI 2004-04

OMA 8.2.2.1.3.1
Minimum
requirements for
Preflight Planning/
Briefing
- OFP for accuracy and validity
- NOTAMS and weather conditions for departure, destination, alternate airfields
- Enroute within the 1
st
hour of flight.
- A check of relevant FCIs
OMA 8.1.15
LIDO Auto Dispatch
- 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.
FCN 2010-035
Pilots Aged 60 or
Older
- 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.
OMA 4.1.2
New Commander
Restrictions
- Two Recently Trained Pilots must not fly together until they have completed a 45 day consolidation
period.
- No CAT II III approaches until 50 hours or 20 sectors on type.
- + 100 meters for CAT II III Approaches until 100 hours or 40 sectors.
OMA 4.0.1.4
OMA 5.2.16.1
FO Restrictions
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.
OMA 5.2.16.2

OMA 8.1.2.5

OMC RAIG
Chap 1 page 12

FCI 2011-008
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 aircrafts
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.
OPT
200LR,-300s
- For MACTOW C of G 26% and greater use alternate C of G. EKIB 10R4
777F
- 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%.
EKIB 10R4
OPT Laptop - To Reset OPT to original page, ALT TAB Instructor Technique
Printing from EFB
- The OPT T/O PERF page can be printed
- Select an invisible button at L8, SEND TO FLT DECK PRINTER, COMPLETE.

just fun, not
very useful
OPT T/O
Performance
Preference
-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
FCOM 11.40.42
FCOM NP.21.26
FCOM SP2.1
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 32C and 53C.
FCOM 11.40.42
Input weight appears
Too Low
- 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.
FCOM NP.21.32
FCOM PD 777-200F
Assumed
Temperature Not
Authorized
- Alternate EEC mode operation; MEL 73-21-02
- Contaminated Runways;
- Potential Windshear conditions exist.
- At Pilots discretion full thrust can be used.
RTOW Users Manual
OMA 8.3.0.1.5
FCOM.SP.16.18
New OFP - If the ZFW changes by 2.0 tons or more the commander may request a new OFP. OMA 8.2.1.1
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Useful
Telephone
Numbers
SMNC ......................................................................................... smnc1@emirates.com 971 4 286 4111 / 971 50 624 4781
FDM .......................................................................................... FDM@emirates.com 971 4 708 5155/56 / 971 50 659 2284
EVITA .................................................................................................................................................................. 971 4 708 8888
DISPATCH ...................................................................... dispatchdutymanagers@emirates.com Duty Manager 971 4 708 1012
............................................................................................................................................... Dispatch General 971 4 708 1014
........................................................................................ DXB tech or passenger issue after doors are closed 971 50 950 9392
DXB 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 ................................................................................................................................... mcc@emirates.com 971 4 708 1034
Operations Engineer 777, Flight Operations Technical ............................................................................ 971 4 708 4350 / 5388
Cargo Duty Manager ............................................................................................................................................ 971 4 708 1090
Crew Control ...................................................................................................................................... boeingcrcn@emirates.com
Nafessa Pereira Boeing Leave Planner .................................................................... nafeesao@emirates.com 971 4 708 4903
Crew Rostering .................................................................................................................................................... 971 4 708 4883
971 4 708 4884
CBC ..................................................................................................................................................................... 971 4 708 5160
............................................................................................................................................................................ 971 4 708 5161
............................................................................................................................................................................ 971 4 708 5162
CS Transport ................................................................................................................................... 971 4 708 4213 / 708 4214
Welfare Office ...............................................................For assistance with Drug Facilitated Sexual Assault 971 4 708 1200
Medlink ............................................................................................................................................................ 001 602 236 3627
777 Fleet Technical Team ..................................................................................................... 777FleetTechnical@emirates.com
Hassan Al Hammadi, Chief Pilot Boeing ....................................... hassan.alhammadi@emirates.com Office 971 4 708 4236
971 50 644 6353 / 971 50 644 9574
Stefan Prugner, Deputy Chief Pilot Boeing ..................................................... s193502@emirates.com Office 971 4 708 4246
971 50 624 5948
Alex Bell, Assistant Deputy Chief Pilot Boeing ............................................... S380187@emirates.com Office 971 4 708 4241
971 50 950 9345
Patricia Pargiter, Fleet Manager Boeing......................................................... S343873@emirates.com Office 971 4 708 4255
971 50 656 7294
Graham McNally, Chief Flying Instructor Boeing ............................... graham.mcnally@emirates.com Office 971 4 703 7441
971 50 644 8348
Fiona Jeffery, Fleet Admin Superintendent Boeing ........................................ S340454@emirates.com Office 971 4 708 5177
971 50 950 8869
John Alsford, SVP Fleet ............................................................................. john.alsford@emirates.com Office 971 4 708 4233

PIC
Responsibility for
the Passengers.
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
Passenger Care
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.
OMA 8.2.2.2
Disruptive
Passengers
A disruptive
passenger is
defined as a
passenger:
Who imperils the safety of the aircraft, passengers or crew,
OMA 8.2.2.2.14
Whose conduct or mental or physical state is such as to cause discomfort or make him objectionable to
other passengers, or involve any hazard or risk to the passenger or to other persons or to property,
Who fails to observe the instructions of Emirates staff.
Reasons for
deplaning
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.
OMA 20.12.3.g
INAD
- 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.
OMA 8.2.2.2.9
DEPO
- 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 countrys 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 passengers 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.
OMA 8.2.2.2.10
Prisoners
- 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 8.2.2.2.11
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Disabled
Passengers

Persons of Reduced
Mobility (PRM)
a. Ambulatory Passengers are those that are able to reach an emergency exit during an evacuation
without assistance;
b. Non Ambulatory Passengers / Persons of Reduced Mobility (PRM) are those passengers:
i. who require assistance in order to reach an emergency exit during an evacuation;
ii. who may require assistance to board or deplane;
iii. who is not able to move about the aircraft unassisted.
c. Where a non-ambulatory passenger cannot feed himself or manage his own bodily functions in the
toilet, an accompanying able bodied person / attendant must be provided;
d. The general conditions of carriage for Disabled Passengers / Persons of Reduced Mobility (PRM) are
as follows:
i. The Commander and Purser will be advised of the details and conditions associated with the
carriage of each PRM;
ii. PRM passengers shall not be allocated, or occupy seats, where their presence could impede
the crew in the conduct of their duties, obstruct access to emergency equipment, or impede an
emergency evacuation.
e. The rules governing acceptance for carriage of such passengers is divided into non-US operations
and US operations (to, from or transiting the US).
OMA 8.2.2.2.2
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 CROs 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.
OMA 8.2.2.2.2.1
Wheel Chair Codes
When ordering a wheelchair use
the appropriate code.
WCHR Pax can exit aircraft, use steps but cannot walk long
distances.
OMA 8.2.2.2.3
WCHS Pax can exit aircraft, but cannot use Steps but or walk long
distances.
WCHC Pax are Completely immobile and require wheelchairs to
and from their cabin seats.
Pregnant
Passengers
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 down-
line 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.
OMA 8.2.2.2.7
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.
OMA 8.2.2.2.7.1
Falcons
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;
OMA 8.2.2.3.4.2
Human Eyes
- 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 Commanders 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.
OMA 8.2.2.3.4.5.2
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Aircraft ICAO
Designators
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
LIDO Text
RAR 252
Daily Inspection
- 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)
OMA 8.1.16
MEL Repair
Intervals
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.
MEL Preamble
MEL Definitions
2.00-01-00.2
MEL Deferred
Defect DD Types
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
Tech Log
Page Divider
Stations without an
Authorized
Engineer
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 Commanders Authorization document is in the aircraft documents folder.
OMA 8.1.11.2.2

OMA 8.1.17

Certificate for
Captains authority
located in Red
Binder

Admission to the
Flight Deck
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
OMA 8.3.12.1

OMA 8.3.12..2
Authorized persons include
- 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.
- 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.
OMA 8.3.12.1.b.i
Upgrading
Passengers
- 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 Captains Special Report. This facility should be used
sparingly and in cases where the upgrade is to minimize a service failure on the part of EK. Prior
coordination with the Purser and / or Airport Services is required where practical and time permits.
- An on board upgrade should only be made to bona fide revenue passengers, and are not permitted for EK
or OAL staff passengers.
OMA 20.12.2


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1 2
3

Item Limit / Policy Reference

STATUS messages
- STATUS messages are checked prior to engine start and the condition should be corrected or
dispatched per the operators 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.
FCOM 15.10.2

MEL General
Dispatch - The moment at which the Ground Engineer is released prior to taxi. MEL Preamble
Use of MEL after
Dispatch
- 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 non-
normal/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 (FMGSorOMCRMChapter10).
MEL Preamble
MEL Concession
- 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 Commanders 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.
MEL Preamble
Tire location for
entering defects
Wheel Numbers
13 14
1 2 3 4
5 6 7 8
9 10 11 12
FCOM 14.10.6
Window Locations for
reporting window
heat problems







MEL 30-41
Power Outlets Medical Power Outlets locations are described in FCOM AIRPLANE GENERAL. FCOM 1.30.26
Circuit Breakers
- 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.


QRH CI

EKIB-8R2
QRH Checklists by
Memory
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
QRH CI.2.5
Critical Phases of
Flight
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.
OMA 8.3.0.0

OMA 1.5.3.w

OMA 8.3.18.3

FCI 2012-038
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.
Sterile Flight Deck
Phase
- 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.
No Contact Period
- 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.

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FMS Auto Init
Failure
After 2
nd
failure send message to DXBOVEK
FCOM SP. 5.3
Cockpit Printer
Paper
End of Roll
Indication
A single line means there is 5 meters of paper left.

A double line means there is 2 meters of paper left.
Use of
Contingency Fuel
Contingency fuel can be used after the fueler disconnects.
OMA 8.1.7.2
Flight Time
Limitations
- 100 hours in 28 days
- 900 hours in 12 months
OMA 7.20
Take-off/Landing
Requirements
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.
FCI 2013-010

OMA 5.2.16
Days Off
- 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.
OMA 7.18

FCI 2012-039
Airport Categories
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.
OMA 8.1.2.5

OMA 5.2.8.4

FCI 2010-016

OMC RAIG Chap 1
The period of validity of route and aerodrome competence qualification is 12 calendar months... OMA 5.2.9
Prioritization of
Manuals
- 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.
OMA 0.2.4

OMA 0.2.6

OMA 0.2.7

OMA 0.2.8
Operations
Specifications
- 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(Boei ng to 0.1), Dangerous
Goods, CPDLC/ADS, GPS/RNAV, PRM, and also specific State approvals.
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 Chapters
0) Introduction, Concessions, ETOPS Sensitive Items, Autoland
1) EICAS Messages
2) MEL
3) CDL
4) MISC
MEL
FCN Validity - 3 months from date of issue. No Reference

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Documents
Required On
Board
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.
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
1) OMA Part 1
2) OMB (QRH, MEL FCOM Volume 1)
3) OMC
4) CCEM
FLIGHT SPECIFIC DOCUMENTATION OMA 8.1.12.5
1) OFP
2) Aircraft Tech Log
3) Filed ATS flight plan
4) NOTAMs
5) Weather
6) Load and Trim Sheet
7) Notice of Special Pass. C15
8) NOTOC
9) Maps and Charts
10) ERG for dangerous goods DOC
9481
11) IATA DG Regulation Manual
12) Any other docs required by
states concerned.
13) Forms Binder
FCIs not listed but should be onboard
GPS
Inoperative
Considerations
- 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.
FCOM SP.20
Navigation
Specification
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.
FCN 2011-002

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LIDO Route Manual
LIDO Navigation Training Portal
(http://cbt.lhsysems.pl/ Username: EMIRATES Password: 62nt1YA3
GENERAL PART
PFL Pre-flight
IFL In-flight
ADR Aerodromes - ACN and PCN information
MET Meteorology
NAV Navigation - In-flight contingencies LH Text NAV Intro 1.2
COM Communication - Loss of communications LH Text COM 10
RAR Rules and Regulations
- 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
LAT Legends and Tables
ABB Abbreviations
SAI Special Airline Info
BUL Bulletin
ADM Administration
NETWORK PART
RSI
Regional Supplementary
Information
- Contains valuable Supplementary information is divided into Regions.
- CPDLC Logons, ATC Short Dialling codes, etc...
CRAR
Country Rules and Regulations - Contains differences to ICAO Standard. (Aerodrome specific differences located on the AOI page).
- Country specific Communication Failure procedures
CCI Customized Company Information - A duplication of the information in the OMC Airport Pages.
AOI 1-10 Airport Operations Information 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

AFC 2-10 Airport Facility Chart 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

AGC 2-20 Airport Ground Chart
APC 3-30 Airport Parking Chart 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.

LVC 3-X0 Low Visibility Chart
EOSID 4-01 Engine Out SID Altitudes in red represent Minimum Terrain Clearance altitudes up to the IAF.
At or above 9600, at 9600, at or below 9600.

SID 4-X0 Departure Chart 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.

SIDPT 5-10 SID Procedure Text Lists departure frequencies, changeover instructions, and departure gradients >3.3%.
Details of SID.
Fly over waypoints are underlined. E.g. ULUPO

STAR 6-10 Arrival Chart 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.

STARPT 6-X0 STAR Procedure Text Fly over waypoints are underlined. E.g. BUBIN
IAC 7-10 Instrument Approach Chart 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.

VAC 7-X0 Visual Approach Chart
MRC 8-10 Minimum Radar Vectoring Chart Altitudes in brackets indicate obstacle clearance at cold temperatures.
FAM 9-10 Familiarization Chart
TEMPO X-X0 Tempo Chart
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.
MGAs above 10,000 are in red. 101
Fly Over Waypoints have a circle around them.

RFC Supp. RFC Supplement HF frequencies, CPDLS/ADS availability, and IFR cruising altitudes
IOI Intermediate Operational Inform. Chart NOTAMS
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FLIGHT DUTY LIMITATIONS FLOW CHART



Extension Of Flying Duty Period By IN-Flight Relief. OMA 7.7.1
N
OMA 7.6.2.2
Add :30 to the FDP limitation.
Reduce the commanders discretion by :30. OMA 7 Annex 1
Extension Of Flying Duty Period By Split Duty. OMA 7.7.2
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.
Y
Are you acclimatized? OMA 7.5
OMA 7.6.2.1
OMA 7.9.3
N
Y
Y Is This an Annex 2 Flight?
N
Are you acclimatized? OMA 7.5
Is this a Two Flight Crew Flight with a
scheduled sector for more than 7 hours?
OMA 7 ANNEX 2
Is this a Variation 1 flight? N
FDP Limitation : .
For ULR Operations see OMA 7 Annex 3
Y
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 inexcess of 6 hours.
Minimum Rest Period Flight Crew OMA 7.16.1
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Contraction Decode Source Contraction Decode Source
ABN Airport Beacon ICAO CLKWS Clockwise FAA
ABV Above ICAO CLR Clearance, Clear(s), Cleared to ICAO
ACC Area Control Center (ARTCC) ICAO CLSD Closed ICAO
ACCUM Accumulate FAA CMB Climb ICAO
ACFT Aircraft ICAO CMSND Commissioned FAA
ACR Air Carrier FAA CNL Cancel ICAO
ACT Active ICAO CNTRLN Centerline FAA
ADJ Adjacent FAA COM Communications ICAO
ADZD Advised ICAO CONC Concrete ICAO
AFD Airport Facility Directory FAA CPD Coupled FAA
AGL Above Ground Level ICAO CRS Course FAA
ALS Approach Lighting System ICAO CTC Contact ICAO
ALT Altitude ICAO CTL Control ICAO
ALTM Altimeter FAA DALGT Daylight FAA
ALTN Alternate ICAO DCMSN Decommission FAA
ALTNLY Alternately FAA DCMSND Decommissioned FAA
ALSTG Altimeter Setting FAA DCT Direct ICAO
AMDT Amendment ICAO DEGS Degrees ICAO
AMGR Airport Manager FAA DEP Depart, Departure ICAO
AMOS
Automatic Meteorological Observing
System
FAA

DEP PROC Departure Procedure FAA
AP Airport ICAO DH Decision Height ICAO
APCH Approach ICAO DISABLD Disabled FAA
AP LGT Airport Lighting ICAO DIST Distance ICAO
APP Approach Control ICAO DLA Delay or Delayed ICAO
ARFF Aircraft Rescue and Fire Fighting FAA DLT Delete FAA
ARR Arrive, Arrival ICAO DLY Daily FAA
ASOS Automatic Surface Observing System FAA DME Distance Measuring Equipment ICAO
ASPH Asphalt ICAO DMSTN Demonstration FAA
ATC Air Traffic Control ICAO DP Dewpoint Temperature ICAO
ATCCC Air Traffic Control Command Center FAA DRFT Snowbank/s Caused by Wind Action FAA
ATIS Automatic Terminal Information Service ICAO DSPLCD Displaced FAA
AUTOB Automatic Weather Reporting System FAA E East ICAO
AUTH Authority ICAO EB Eastbound ICAO
AVBL Available ICAO EFAS En Route Flight Advisory Service FAA
AWOS
Automatic Weather
Observing/Reporting System
FAA

ELEV Elevation ICAO
AWY Airway ICAO ENG Engine ICAO
AZM Azimuth ICAO ENRT En Route ICAO
BA FAIR Braking action fair ICAO ENTR Entire FAA
BA NIL Braking action nil ICAO EXC Except ICAO
BA POOR Braking action poor ICAO FAC Facility or Facilities ICAO
BC Back Course FAA FAF Final Approach Fix ICAO
BCN Beacon ICAO FAN MKR Fan Marker ICAO
BERM Snow bank(s) Containing Earth/Gravel FAA FDC Flight Data Center FAA
BLW Below ICAO FI/T Flight Inspection Temporary FAA
BND Bound FAA FI/P Flight Inspection Permanent FAA
BRAF Braking Action Fair FAA FM From ICAO
BRAG Braking Action Good FAA FNA Final Approach ICAO
BRAN Braking Action Nil FAA FPM Feet Per Minute ICAO
BRAP Braking Action Poor FAA FREQ Frequency ICAO
BRG Bearing ICAO FRH Fly Runway Heading FAA
BYD Beyond FAA FRI Friday FAA
CAAS Class A Airspace FAA FRZN Frozen FAA
CAT Category ICAO FRZN SLR Frozen Slush on Runway FAA
CBAS Class B Airspace FAA FSS Automated/Flight Service Station ICAO
CBSA Class B Surface Area FAA FT Foot, Feet ICAO
CCAS Class C Airspace FAA GC Ground Control FAA
CCLKWS Counterclockwise FAA GCA Ground Control Approach ICAO
CCSA Class C Surface Area FAA GCO Ground Communications Outlet FAA
CD Clearance Delivery FAA GOVT Government FAA
CDAS Class D Airspace FAA GP Glide Path ICAO
CDSA Class D Surface Area FAA GPS Global Positioning System FAA
CEAS Class E Airspace FAA GRVL Gravel ICAO
CESA Class E Surface Area FAA HAA Height Above Airport FAA
CFR Code of Federal Regulations FAA HAT Height Above Touchdown FAA
CGAS Class G Airspace FAA HDG Heading ICAO
CHAN Channel FAA HEL Helicopter ICAO
CHG Change or Modification ICAO HELI Heliport FAA
CIG Ceiling FAA
CK Check ICAO
CL Centre Line ICAO

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NOTAM Decoder
Contraction Decode Source Contraction Decode Source
HIRL High Intensity Runway Lights FAA MM Middle Marker ICAO
HIWAS
Hazardous Inflight Weather Advisory
Service
FAA

MNM Minimum ICAO
HLDG Holding ICAO MNT Monitor, Monitoring, or Monitored ICAO
HOL Holiday ICAO MOC Minimum Obstruction Clearance ICAO
HP Holding Pattern FAA MON Monday FAA
HR Hour ICAO MRA Minimum Reception Altitude ICAO
IAF Initial Approach Fix ICAO

MSA
Minimum Safe Altitude, Minimum Sector
Altitude
ICAO
IAP Instrument Approach Procedure FAA MSAW Minimum Safe Altitude Warning FAA
INBD Inbound ICAO MSG Message FAA
ID Identification ICAO MSL Mean Sea Level ICAO
IDENT Identify, Identifier, Identification ICAO MU Mu Meters FAA
IF Intermediate Fix ICAO MUD Mud FAA
ILS Instrument Landing System ICAO MUNI Municipal FAA
IM Inner Marker ICAO N North ICAO
IMC Instrument Meteorological Conditions ICAO NA Not Authorized FAA
IN Inch, Inches ICAO NAV Navigation ICAO
INDEFLY Indefinitely FAA NB Northbound ICAO
INFO Information ICAO NDB Nondirectional Radio Beacon ICAO
INOP Inoperative ICAO NE Northeast ICAO
INSTR Instrument FAA NGT Night ICAO
INT Intersection ICAO NM Nautical Mile(s) ICAO
INTL International ICAO NMR Nautical Mile Radius FAA
INTST Intensity ICAO NONSTD Nonstandard FAA
IR Ice On Runway(s) ICAO NOPT No Procedure Turn Required FAA
KT Knots ICAO NR Number ICAO
L Left ICAO NTAP Notice to Airmen Publication FAA
LAA Local Airport Advisory FAA NW Northwest ICAO
LAT Latitude ICAO OBSC Obscured, Obscure, or Obscuring ICAO
LAWRS
Limited Aviation Weather Reporting
Station
FAA

OBST Obstruction, Obstacle ICAO
LB Pound(s) FAA OM Outer Marker ICAO
LC Local Control FAA OPR Operate, Operator, or Operative ICAO
LOC Local, Locally, Location ICAO OPS Operation(s) ICAO
LCTD Located FAA ORIG Original FAA
LDA Localizer Type Directional Aid FAA OTS Out of Service FAA
LGT Light or Lighting ICAO OVR Over FAA
LGTD Lighted FAA PAEW Personnel and Equipment Working FAA
LIRL Low Intensity Runway Lights FAA PAX Passenger(s) ICAO
LLWAS Low Level Wind Shear Alert System FAA PAPI Precision Approach Path Indicator ICAO
LM Compass Locator at ILS Middle Marker ICAO PAR Precision Approach Radar ICAO
LDG Landing ICAO PARL Parallel ICAO
LLZ Localizer ICAO PAT Pattern FAA
LO Compass Locator at ILS Outer Marker ICAO PCL Pilot Controlled Lighting FAA
LONG Longitude ICAO PERM Permanent ICAO
LRN Long Range Navigation FAA PJE Parachute Jumping Exercise ICAO
LSR Loose Snow on Runway(s) FAA PLA Practice Low Approach ICAO
LT Left Turn FAA PLW Plow, Plowed FAA
MAG Magnetic ICAO PN Prior Notice Required ICAO
MAINT Maintain, Maintenance ICAO PPR Prior Permission Required ICAO
MALS
Medium Intensity Approach Light
System
FAA

PRN Psuedo Random Noise FAA
MALSF Medium Intensity Approach Light
System with Sequenced Flashers
FAA
PROC Procedure ICAO
MALSR Medium Intensity Approach Light
System with Runway Alignment
Indicator Lights
FAA
PROP Propeller FAA
MAPT Missed Approach Point ICAO PSR Packed Snow on Runway(s) FAA
MCA Minimum Crossing Altitude ICAO PTCHY Patchy FAA
MDA Minimum Descent Altitude ICAO PTN Procedure Turn ICAO
MEA Minimum En Route Altitude ICAO PVT Private FAA
MED Medium FAA RAIL Runway Alignment Indicator Lights FAA
MIN Minute(s) ICAO
RAMOS Remote Automatic Meteorological
Observing System
FAA
MIRL Medium Intensity Runway Lights FAA

RCAG
Remote Communication Air/Ground
Facility
FAA
MKR Marker FAA RCL Runway Center Line ICAO
MLS Microwave Landing System ICAO RCLL Runway Center Line Lights ICAO

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NOTAM Decoder
Contraction Decode Source Contraction Decode Source
RCO Remote Communication Outlet FAA THN Thin FAA
REC Receive or Receiver ICAO THR Threshold ICAO
REIL Runway End Identifier Lights FAA THRU Through ICAO
RELCTD Relocated FAA THU Thursday FAA
REP Report ICAO TIL Until ICAO
RLLS Runway Lead In Light System ICAO TKOF Takeoff ICAO
RMNDR Remainder FAA TM Traffic Management FAA
RMK Remark(s) ICAO TMPA Traffic Management Program Alert FAA
RNAV Area Navigation ICAO TRML Terminal FAA
RPLC Replace ICAO TRNG Training FAA
RQRD Required FAA TRSN Transition FAA
RRL Runway Remaining Lights FAA TSNT Transient FAA
RSR En Route Surveillance Radar ICAO TUE Tuesday FAA
RSVN Reservation FAA TWR Airport Control Tower ICAO
RT Right Turn FAA TWY Taxiway ICAO
RTE Route ICAO UAV Unmanned Air Vehicles FAA
RTR Remote Transmitter/Receiver FAA UFN Until Further Notice FAA
RTS Return to Service ICAO UNAVBL Unavailable FAA
RUF Rough FAA UNLGTD Unlighted FAA
RVR Runway Visual Range ICAO UNMKD Unmarked FAA
RVRM Runway Visual Range Midpoint FAA UNMNT Unmonitored FAA
RVRR Runway Visual Range Rollout FAA UNREL Unreliable ICAO
RVRT Runway Visual Range Touchdown FAA UNUSBL Unusable FAA
RWY Runway ICAO VASI Visual Approach Slope Indicator System ICAO
S South ICAO VDP Visual Descent Point FAA
SA Sand, Sanded ICAO VIA By Way Of FAA
SAT Saturday FAA VICE Instead/Versus FAA
SAWRS Supplementary Aviation Weather
Reporting Station
FAA
VIS Visibility FAA
SB Southbound ICAO VMC Visual Meteorological Conditions ICAO
SDF Simplified Directional Facility FAA VOL Volume FAA
SE Southeast ICAO VOR VHF Omni-Directional Radio Range ICAO
SFL Sequence Flashing Lights FAA VORTAC VOR and TACAN (Collocated) ICAO
SIMUL Simultaneous or Simultaneously ICAO W West ICAO
SIR
Packed or Compacted Snow and Ice on
Runway(s)
FAA

WB Westbound ICAO
SKED Scheduled or Schedule ICAO WED Wednesday FAA
SLR Slush on Runway(s) FAA WEF With Effect From or Effective From ICAO
SN Snow ICAO

WI
WIE
Within
With Immediate Effect or Effective
Immediately
ICAO
ICAO
SND Sand / Sanded FAA
SNBNK
Snow bank/s Caused by Plowing
(Windrow(s))
FAA


SNGL Single FAA WKDAYS Monday through Friday FAA
SNW Snow FAA WKEND Saturday and Sunday FAA
SPD Speed FAA
SSALF Simplified Short Approach Lighting with
Sequence Flashers
FAA
WND Wind FAA
SSALR Simplified Short Approach Lighting with
Runway Alignment Indicator Lights
FAA
WPT Waypoint ICAO
SSALS
Simplified Short Approach Lighting
System
FAA

WSR Wet Snow on Runway(s) FAA
SSR Secondary Surveillance Radar ICAO WTR Water on Runway(s) FAA
STA Straight In Approach ICAO WX Weather ICAO
STAR Standard Terminal Arrival ICAO
SUN Sunday FAA
SVC Service ICAO
SVN Satellite Vehicle Number FAA
SW Southwest ICAO
SWEPT Swept or Broom(ed) FAA
T Temperature ICAO
TACAN Tactical Air Navigational Aid (Azimuth
and DME)
ICAO

TAR Terminal Area Surveillance Radar ICAO
TDWR Terminal Doppler Weather Radar FAA
TDZ Touchdown Zone ICAO
TDZ LGT Touchdown Zone Lights ICAO
TEMPO Temporary or Temporarily ICAO
TFC Traffic ICAO
TFR Temporary Flight Restriction FAA
TGL Touch and Go Landings ICAO

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METAR / TAFOR Abbreviations










































































LH Text MET 30-50
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DECODING METAR / TAFOR
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 10kmor 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
+ indicates heavy
+ For fog indicates well developed
- indicates light
no symbol indicates moderate
Proximity
VC In the Vicinity (within 8kmnot at AD)

Descriptor
BC Patches
BL Blowing (>two metres above ground)
DR Low Drifting (<two metres above the
ground)
FZ Supercooled
MI Shallow
PR Partial
SH Showers
TS Thunderstorms
Precipitation
DZ Drizzle
GR Hail (diameter 5mmor more)
GS Small Hail (diameter 5mmor less)
IC Diamond Dust
PL Ice pellets
RA Rain
SN Snow
SG Snow Grains
Obscuration
BR Mist (visibility 1000mto 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
Note # 3 Change Groups
Note # 4 NSC No Significant Cloud
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)
FM**: Frommarks the beginning of a
new self contained part of the TAF
starting fromthe 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
The following conditions exist simultaneously:
1. No clouds below 5000 feet
2. No Cumulonimbus clouds
3. CAVOK and SKC not applicable
Sig Wx Chart Decodes LH MET 70






































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LH Text MET 320

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







SNOWTAM


LH Text MET 300
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Application of TAF
OMA 8.1.2.1.4.1 FCI 2011-001 JAR OPS 1.297
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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Cabin Spraying
Procedure
- 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.
OM-C RAIG 2.6.2
Cargo Spraying
- 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.

Cargo Smoke after
Cargo Hold Spray
with no evidence of
smoke
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.
Weekly Safety
Summary


Personal
Procedure
NAV aid NOTAM
- A navigation aid reported ground checked only may be used for enroute navigation, but not as an
approach aid.
OMA 8.3.0.8.8.1
Night Operations - Runway edge and stop end lights are required for night operations. OMA 8.1.4.1.1
RFF Requirements
- Departure and Destination 987 (Cargo)65
- Alternates (Take-off, Enroute, and Destination) 7 (Cargo)6
- ETOPS Alternates 4For B777-300ER ETOPS alternates more than 180 minutes away 7.
RFF Simplified
Personal
Procedure
Departure and Destination ................................................................................................................ CAT 9
- One category below the RFF category can be accepted. See OMC RAIG Airport Authorization Table for guidance.

- For all-cargo operations, the RFF requirement for Departure, Destination and Alternates, except ETOPS En-
route 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)
Takeoff, Enroute, and Destination Alternate ................................................................................... CAT 7
- For all-cargo operations, the RFF requirement for Departure, Destination and Alternates, except ETOPS En-
route alternates, is CAT 6.
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.
OMA 8.1.2.4.1

OMA 8.1.2.4.2

FCI 2012-037
In-Flight: The pilot-in-command may decide to land at an aerodrome regardless of the RFFS category if,
in the pilots judgment after due consideration of all prevailing circumstances, to do so would be safer than
to divert.
PCN Values
required
(Medium subgrade
@ MLW)
B-772 Rigid ........................ 37
Flex .......................... 34
B777F Rigid ........................ 59
Flex ......................... 50
LH Text ADR 60
B-772ER Rigid ........................ 42
Flex .......................... 36
B-773 Rigid ........................ 53
Flex ......................... 46
B-772LR Rigid ........................ 47
Flex .......................... 41
B-773ER Rigid ....................... 55
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.
OMA 8.1.2.3.2
Minimum Width of
Runway
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
OMA 8.1.2.3.1

OMA 8.3.8.12.4


OMC RAIG
Aerodrome Classification
and Authorisation
RFF Dispensation
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Alternate Airport
Planning Minima
- Weather required before Dispatch:
APPROACH
AVAILABLE
MINIMA
CAT III CAT I
CAT II CAT I + 100 ft / 300 m
CAT I Non-precision 600 feet / 4,000 meters
Non-precision
Company Circling Minima, or if no circling approach available, then the
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
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
Take-off Alternate
- 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 ForUSAOps420nm
- 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.
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


USA Alternate
Planning Minima



































LIDO CRAR USA
Page C-42

OMC 2.8.1.3.2

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LMC
- 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.






OMA 8.1.8.5.2







OMA 8.1.8.3

OMA 8.1.8.4.1








PASSENGER WEIGHTS Crew without bags .................... 85kg
Crew with bags ....................... 100kg
Male .......................................... 85kg
Female ...................................... 70kg
Child ........................... 38kg
Infant ........................... 10kg
Bag ............................. 20kg
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
Minimum Number of
Cabin Crew
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 mini-
suite doors are properly latched in the open position for taxi, takeoff, and landing.
AFM Limitations Page 12A
- Can be reduced by 1 if the associated cabin door is considered inoperative. See for MEL for
further restrictions.
OMA 4.2.2















MEL 52-11-1

Engine/Undercowl Fires
- For any engine/undercowl fires, the flight crew will immediately call the tower for the fire
services.
OMA 8.2.2.4.1.6
Emergency Procedures
- The Commander should conduct the landing in non-normal situations where the aircrafts
performance is affected
OMA 5.2.16.2
CRC
Crew Rest Compt.
- Door Entry Code 123 ENT FCOM 1.47.2
- 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.
FCOM 1.46.5
Oxygen
- 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.
Daily Inspection Sheet

OMA 8.8


- 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 fullyserviceable.
- The Commander shall ensure that flight crew members engaged inperforming duties essential
to the safe operation of an aeroplane inflight use supplemental oxygen continuously after 30
minutes when thecabin pressure altitude exceeds 10,000 feet and at all times when thecabin
pressure altitude exceeds 13,000 ft.
- The flight crew must use oxygen whenever the cabin altitude is above10,000feet.
- Passengers must use Oxygen when the cabin altitude is above 15,000 feet.
OMA 8.8.2

OMA 8.8.3

FCI 2012-040
Therapeutic O2 Bottles
- 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.
FCOM 1.45.5
Portable Oxygen
Concentrator Units
- Are now permitted on the aircraft subject to conditions
OMA 8.3.19.3.1

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ETOPS Validity - Is renewed annually at the annual recurrent training program. OMA 8.5.1
ETOPS Alternate Weather
Requirements
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 8.5.5.2
ETOPS Pre-Dispatch Alternate Weather Requirements
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.






- 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.
Condition Crosswind Limit ETOPS 80%
Crosswind Limit
Dry 45 36
Wet 40 32
Contaminated 20 16
Ice 17 13
OMA 8.5.5.2

OMA 8.5.6.1


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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.
OMA 8.5.7

FCI 2012-034

Engineer
Instructions
Aircraft Tech Log
180 minutes ETOPS Aircraft 207 minutes ETOPS Aircraft
RR Powered Aircraft. GE Powered B-777 Aircraft.
ETOPS Verification
Flight
Engineering will make an entry in the Defect Column of the inbound flight
ETOPS VERIFICATION FLIGHT REQUIRED
They will then sign it off and move it to the ADD section of the Tech Log.
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.
FCI 2012-034

OMA 8.5.7.2
ETOPS
Re-routing or
Diversion
Decision Making
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.
OMA 8.5.8.1
Cargo Heat
- 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 +4C-+10C High +18C -+24C
OMA 8.2.2.3.4.5.3

Temperature
Dependent
Perishable Goods
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.
OMA 8.2.2.3.4.5.3

Cargo Locations























PELESYS

777-200
777-300
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Dangerous Goods

- 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 ships 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

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
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
OMA 8.3.19.3.1

FCI 2012-12
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.
Company NOTAM
CO108/13
Carriage of
Valuable Personal
Effects
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 stations 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.
OMA 8.2.2.3.4.5.1

OMA 8.2.2.3.4.5.1.1

OMA 21.5.5.6

Laptop Stowage - 777 is the combination to open the lower stowage compartment next to the second observers seat. FCOM NP.21.2
Cockpit Entry
code
- 1 ENT Generates a doorbell tone in the cockpit
FCOM SP.1.2
Flight Deck
Door Emergency
Code
- 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.
FCOM SP.1.2
OMA 10.4.2.1.3
IPad Apps
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



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300 Meters
200 Meters
100 Meters
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A recent discussion with a Senior TRE indicated that our pilots 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

Runway Taxi-Holding
Position Signs and
Associated Taxiway
Markings
Visual Aids Handbook

LH TEXT Gen Part LAT 790

Stop Bar and Lead
On Lights
Runway Guard Lights
Visual Aids Handbook

LH TEXT Gen Part LAT 790

Runway Status Light
System
KLAX
KLAX AOI 1-20











Rapid Exit Taxiway
Indicator Lights
Visual Aids Handbook

LH TEXT Gen Part LAT 790

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

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Marshalling Signals Hand signals from the CAA Visual Aids Handbook LH TEXT Gen Part RAR 150
Handy Info
Description of Signal Meaning of Signal Description of Signal Meaning of Signal



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Taxi fuel consumption
2500 kgs/hr
Rule of Thumb
Icing Conditions
Icing conditions exist when OAT (on the ground) or TAT (in-flight) is 10C 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
FCOM SP.16.3
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 40C OAT.
FCOM SP.16.5
When engine anti-ice is required and the OAT is 3C 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.
FCOM SP.16.6
CM2 Taxi Restrictions
- Not permitted to taxi if the parking guidance system requires the aircraft to be aligned and
stopped with the eye position of the left hand seat. In this case CM1 must taxi the aircraft from
final turn to the parking stand.
- Not permitted to do a 180 turn.
OMA 8.2.2.5.1
Minimum Width of
Runway
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
OMA 8.1.2.3.1

OMA 8.3.8.12.4
Maximum taxi speed
30 kts.
10 kts. for a slippery surface
Crews may exceed these limits when backtracking on an active runway.
OMA 8.2.2.5
180 less than 45 meters
Not an Emirates
approved procedure
777-200 .................................................
777-300 .................................................
777-300ER ............................................
Aircraft and Runway must be inspected after
this procedure
FCTM 2.12

Tiller Steering Is not recommended above 30 kts. FCTM 3.5
Ground Delays on USA
Flights
- 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.
FCN 2011-049

Aircraft Doc Folder
NITS Briefing to Purser
Passenger briefing also
NATURE INTENTION TIME (Give an actual time eg16:25GMT) SPECIAL CONSIDERATIONS
CCEM Section 300
- HavethePurserwritedownyourinstructions.
- HavethePurserReadbackinstructionstoensureunderstanding.


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Aircraft Codes for
Taxiway limitations
ICAO Code FAA Code Max Wing Span Max Width of Main Gear
LH RAR 20
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
Minimum Taxiway
width for 777
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)
Capt Kurt
Koerfgen
FTP 777
EMIRATES
Main Gear Width 11 Meters FCOM SP.1.8
Height of Tail Highest of all models ............. 18.7 Meters
Wheel Base 772 & 777F .......................... 25.9 Meters 773 .......................... 31.2 Meters FCOM SP.1.8
200/300 Wingspan 19911 60.9 Meters FCOM 1.10.2
777F / 200LR /
300ER Wingspan
2127 64.8 Meters
FCOM 1.10.3
Turning radius for
a 772 & 777F
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 FCOM 1.10.4
Dubai Standard
Taxi Routes
Dubai Airports
Handout




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RTO Decision
Making
QRH MAN.1.2
Prior to 80 knots
- Activation of the Master Caution system
- System failure
- Unusual noise or vibration
- Tire failure
- Abnormally slow acceleration***
- Unsafe takeoff configuration warning
- Fire or fire warning
- Engine Failure
- Predictive Windshear warning
- If the airplane is unsafe or unable to fly





























After 80 knots
- Fire or fire warning
- Engine Failure
- Predictive Windshear Warning
- If the airplane is unsafe or unable to fly
Inspection
required on RR
Engines
After an RTO is performed on RR powered 777 airplanes where the thrust reversers were deployed, MCC
must determine if an inspection of thrust reversers is necessary EKIB-37
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FO Restrictions
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.
OMA 5.2.16.2

OMA 8.1.2.5

OMC RAIG
Chap 1 page 12
Takeoff Minima

- 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.
OMA 8.1.4.1
Takeoff
RVR/Visibility
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 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.
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..Runwayedgelights=60metersCenterlinelights=15meters
OMA 8.1.4.1










OMA 8.1.4.1.2


OMA 8.1.4.1.1
- 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:

- Where state approval has been obtained for a reduction in take-off minima tobelow that shown in the
above table, this will be shown on the applicable 10-AWO chart.
Special
Reduced
Visibility
Takeoff
Authorisation
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

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.
*** TRE Note
Slow acceleration can be
detected by monitoring the
Speed Trend Vector
A normal trend vector will
be around 30-40 knots.
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Wake
Turbulence
Separation
RADAR SEPARATION
- HEAVY Behind a HEAVY ..................... 4nm
- HEAVY Behind a SUPER ..................... 6nm
NON-RADAR SEPARATION
- HEAVY Behind a HEAVY ................... 2 min
- HEAVY Behind a SUPER .................. 3 min
OMA 8.3.9


LIDO RAR 730
- B757 is treated as a Heavy
Australian Wake Turbulence Separation Intermediate Departures
OFP Attachment
Aircraft Categories Separation Minima
Leading Aircraft Following Aircraft Minutes
Super
Heavy 4
Medium 4
Light 4
Heavy
Heavy 2
Medium 3
Light 3
Medium Light 3
Take-off
Alternate
- 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 ForUSAOps420nm
- 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.
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


USA Alternate
Planning Minima


































LIDO CRAR USA
Page C-42

OMC 2.8.1.3.2

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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
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.
OMA 8.3.0.5.1
Night
Operations
- Runway edge and stop end lights are required for night operations.
- Circling Approaches at night are not authorized.
FCI 2012-028

OMA8.3.18.3

OMA 8.1.4.1.1
Icing
Conditions
Icing conditions exist when OAT (on the ground) or TAT (in-flight) is 10C 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
FCOM SP.16.3
- 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
40C OAT.
FCOM SP.16.5
When engine anti-ice is required and the OAT is 3C 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.
FCOM SP.16.6
Min Altitude for
turns
- Turns shall not normally be initiated below 500 AGL, unless specifically required by the SID, obstacles, or
noise abatement procedure.
OMA 8.3.0.5
Max bank angle
- For all flights, other than test flights where the Flight Test schedule may specify a requirement, the
maximum bank angle permissible 30.
OMA 8.3.0.5
Tail Strike
777-200 Accomplish TAIL STRIKE checklist and land at the nearest suitable airport.
777-300 If no EICAS message continue the flight
FCOM Bulletin 12
Engine Failure
after V1
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 Commanders intentions as soon as possible.
OMA 8.3.0.4.4.2



FCOM NP.50.2
FMS Offsets Offsets are not available while on a SID, STAR, or Transition. FCOM 11.42.15
Max Wind If the surface mean wind speeds of 60 kts or above are reported, the airfield must be considered closed OMA 8.3.8.1


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Noise
Abatement
Procedures
LH RAR 640-650


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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F
Reduced Runway
Separation Minima
(RRSM)
for OMDB
Be aware of adjusted phraseology When the RWY in use is occupied by other traffic, a clearance
may be given to another aircraft provided that the controller has reasonable assurance that following
separation criteria will be met.
SINGLE RUNWAY MODE PROCEDURE
Landing Following Landing
- The preceding aircraft has landed and has vacated the RWY, or has passed a point at least 2500m
from the threshold of the RWY.
Landing Following Departure
- The preceding aircraft is/will be airborne, or has passed a point at least 2500m from the threshold of
the RWY.
Departure Following Departure
- The preceding aircraft is airborne and has passed a point at least 2500m from the threshold of the
RWY.
DUAL DEPENDANT RUNWAY MODE PROCEDURE
The procedures described in the previous section shall be applied in the same manner with the
exception of
Landing Following Departure.
- A preceding departing aircraft must have passed abeam the upwind threshold of the landing runway,
prior to the landing aircraft crossing the threshold of the landing runway.
CONDITIONS FOR THE APPLICATION OF RRSM
Tailwind < 5kts, Vis >5km - Ceiling not lower than 1,000 - Pilot of following aircraft warned - Runway is
dry - Controller is able to assess separation - Wake turbulence separation is applied - Minimum
separation continues to exist between 2 aircraft immediately after takeoff.
AIP Supplement
001/10


C
L
I
M
B
Best Rate of Climb Speed
Flaps Up Maneuver Speed + 60 knots until intercepting M.82
or
VREF 30 + 140 knots
FCTM 4.4
Best Angle of Climb Speed On VNAV CLIMB page FCTM 4.4
RVSM Operations - RVSM airspace is where aircraft are separated vertically by 1,000 feet between FL290 and
FL410 inclusive.
FCOM SP21
- Required Equipment located in FCOM SP21.
- Dispatch is to include the letter W in the ATC Flight Plan.
FCOM SP21
- Pre-Flight the maximum allowable difference between the Captains 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.
FCOM L.10.1

ALTEON CBT
- 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.
OMA 8.3.2.4.5.2
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
Instructional
Technique
(Not required if
operating in VNAV)


Metric Airspace
Overview



LIDO RFC
Supplement

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

LH Text NAV 320-340
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OFP items be
completed
- 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.
OMA 8.1.10.4
Rudder Trim Technique
- 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.
FCTM 1.25
Crew Oxygen inop. in
flight
Get portable oxygen bottles from cabin and descend to FL 250.
OMA 8.8.1
Minimum Speed at
Altitude
Check Hold Speed Instructor
technique
LRC
Use Cost Index of 140 or select LRC on FMS Cruise page. The FMC does not apply wind
corrections to LRC.
CBT
FCTM 4.7
Optimum Altitude
Maximum Altitude
Increases 100 feet every :10 minutes.
Rule of Thumb
VNAV Cruise Altitudes
OPT ............ - With ECON speed selected, displays altitude which minimizes trip cost based on
weight and cost index.
- With LRC, EO, CO, or SEL speed selected, displays altitude which minimizes trip
fuel based on weight.
- Does not reflect the effect of speed if speed intervention is selected.
- Provides 1.5 G Protection and 48 Bank Protection. 2,000 Above bank protection is
40.
MAX ............ - Displays maximum sustainable altitude based on:
Current gross weight
Temperature
Number of engines running
Cruise reference thrust limit set by airline (CRS or CLB)
Speed (ECON, LRC, SEL, EO, or CO) option
Residual rate of climb default set by airline (range 100-999 fpm)
Disregarding altitude or speed constraints
Does not reflect the effect of speed intervention
If the limit is due to buffet or manoeuvre limited altitude
o 777-200, 777-300 provide (FAA .2G margin or 33 bank protection)
(CAA/JAR .3G margin or 40 bank protection)
o 777-200LR. 777-300ER provide (CAA/JAR .3G margin or 40 bank
protection)
RECMD ....... - Displays the most economical altitude to fly for the next 500 nm based on gross
weight; selected cruise speed, including specified cruise speed segments; and
constant altitude cruise over a fixed distance taking into account the route of flight,
entered winds, and temperature forecast. The FMC evaluates altitudes up to 9,000
feet below the current CRZ ALT and up to MAX altitude. Recommended altitudes
are selected consistent with the step climb schedule and specified step size. If a
step size of zero has been selected, the recommended cruise level is selected
assuming a 2,000 feet step size. The recommended cruise level is set to CRZ ALT
when within 500 nm of the T/D
Note: The recommended altitude may be above or below cruise altitude. Refer to RTE
DATA and WIND pages for wind and temperature data.
FCOM 11.42.26
FCTM 4.5
Least Risk Bomb
Location
Door R4 (772) or R5 (773) Center of Life Raft
CCEM Section 300
Hijack Communication Cabin crew will use the phrase A Passenger Demands to come to the Flight Deck. OMA 10.4.7.2
Hijacking Procedures
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)
(AttemptedHijackingorActualhasthecockpitdoorbeenbreached)
d. Plan to land ASAP at a suitable airport of choice.
e. Advise Network Control Centre use SATCOM if available.
OMA 10.4.7.1
APU only pressurization - Max altitude the APU will pressurize the aircraft is 22,000 feet MEL 36-11-1
Oxygen requirements
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.
OMA 8.8
Passengers
- Passengers must use oxygen when the cabin altitude is above 15,000 feet.
- O2 masks deploy at approximately 13,500 feet cabin altitude.
Maint. Communication For problems requiring assistance or coordination send message to DXBMCEK OMA 8.1.14.3
ATC Satellite Coms. Short Codes for ATC SAT phone numbers are located in LH Text RSI LH Text RSI
Medical Assistance
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.
OMA 8.2.2.2.8.1
SATCOM Above 82 North SATCOM is unavailable FCTM 4.15

WEIGHT
WEIGHT
TEMP
WEIGHT
TEMP
WIND
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DART in LIDO OFP
Driftdown and Rapid
Depressurization
EK Distance Learning
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 DRIFTDOWN ( Engine Failure)
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.

- 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.
Controlled Rest on
the Flight Deck
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.
OMA 8.3.10.3.1
Pilot Incapacitation
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 8.3.14


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Action in the Event
of a Pilot
Incapacitation
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.
OMA 8.3.14.1

OMA 8.4.4.2.5
Requirement to
land at nearest
Suitable Airport
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 nonnormal checklist includes the item Plan to land at the nearest suitable airport.
- Failure of an engine on a two-engine aircraft. EK continuation policy OMA 8.3.0.13.1.1
- fire or smoke continues
- only one AC power source remains (main engine generator, APU generator, or backup power
system [both generators])
- any other situation determined by the flight crew to have a significant adverse effect on safety if
the flight is continued.
It must be stressed that for smoke that continues or a fire that cannot be positively
confirmed to be completely extinguished, the earliest possible descent, landing,
and evacuation must be done.
QRH CI 2.3
Safe Cruise
Altitudes
MGA
Minimum Grid Altitudes
- MGA Altitudes of 6,000 or lower have an obstacle clearance of 1,000 feet.
- MGA Altitudes of 7,000 or greater have an obstacle clearance of 2,000 feet.
- MGAs above 10,000 are shown in red 131
LH LAT 180

TERR DISPLAY


Altitudes in hundreds of feet of the highest and lowest terrain displayed on the
ND
FCOM 10.40.21
Direction of
MECCA
Enter ISLAM or KAABA into 1L LEGS Page 1 . Ensure to ERASE after entry

IFTAR
Fasting Times
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 horizons Sunrise is 04:30 15minutes = 04:15 (The fasting should start at least
1:40 hrs before the sunrise)
End of the Fast at cruise altitude (add time)

1. Find the Sunset time for the country you are flying over (for example 18:30)
2. Assuming your cruising altitude is 30,000 feet
3. Half of 30 is 15
4. your current horizons Sunset is 18:30 + 15minutes = 18:45
Ed Davidson
Letter
Arabic for the
Radio
Arabic English
Capt. Mohamed
Samy
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
ETOPS
Re-routing or
Diversion
Decision Making
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.
OMA 8.5.8.1
CPDLC Clearances

- 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.

EFB Soft Reset
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
OFP Crew Alert

IFTAR can now be calculated by an application in the EFB
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Polar
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FMC Polar Regions
Pelesys
Polar Ops

FCOM SP23

OMA 8.3.2.4.2

OMC RAIG
- 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 -47C provides an adequate margin. For Polar Operations where JET A-1 is loaded,
enter -43C under MIN FUEL TEMP into the CDU PERF INIT page.
Fuel temperature changes enroute will average 3C/hour but may be as high as 12C/hour in extreme
cases.
Flight Dispatch shall not plan you through areas of -65C 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
0.5C and 0.7C.
- 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.


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Polar Ops
Space Weather Current space weather can be found at http://www.swpc.noaa.gov/SWN/index.html
- Solar flare activity may at times limit the use of the polar region. OMC 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.
Pelesys
Polar Ops
FCOM SP23


No Polar Routes
No Polar Routes
FL310 and Below
No Polar Routes
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DATA LINK
PROVIDER
ROUTING COUNTRY LOG ON ADS
OPS
HOURS
LOG ON
LOG OUT
NOTES
ABIDJAN DXB-GRU IVORY COAST D I I I YES
ACCRA DXB-GRU GHANA DGAC YES TRIAL
ALGER DXB-GRU ALGERIA DAAA YES 15/30min <FIR
ANCHORAGE USA ALASKA
PAZN-
PAZA
YES
NO
FIR <18000
PAZN inbound
PAZA outbound
ANTANANARIVO MADAGASCAR FMMM YES
ATLENTICO DXB-GRU BRAZIL SBAO YES
AUCKLAND AUS-NZE NEW ZEALAND NZZO YES H24
15min><45min
out 45 NM
BANGKOK
DXB-HKG DXB-
MNL
THAILAND VTBB
BEIJING DXB-PEK CHINA ZBAB YES 15 min <FIR UNABLE TO LOG ON
BODO NAT USA OCEANIC / NORWAY ENOB YES 15-25 min <FIR NO CPDLC
BOMBAY
(MOMBAI)
DXB-> INDIA VABF YES
530-930
1430-330
10 min <FIR
15 min < dep
BRISBANE DXB-BRI AUSTRALIA YBBB YES H24 on ground / >10,000' and beyond 45 NM
CANARIAS SPAIN GCCC YES TRIAL
CAPE TOWN DXB-CPT SOUTH AFRICA FACT YES
CHENGDU DXB-CHINA CHINA ZUUU YES 15 min <FIR UNABLE TO LOG ON
CHENNAI DXB-MAD INDIA VOMM YES H24
10 min <FIR
5 min < dep
COLOMBO DXB-SIN SRI-LANKA VCCC YES
15min <FIR
5 min TMA
CONGO BRAZZAVILLE FCCC YES TRIAL
DAKAR DXB-GRU SENEGAL GOOO YES
DELHI DXB-DEL INDIA V I DF YES 10min <FIR
EDMONTON USA CANADA CZEG YES
FUKUOKA DXB-JAPAN JAPAN RJJJ YES LIMITED SERVICES
GANDER NAT USA OCEANIC / CANADA CZQX YES CPDLC (LOG ON)
GENEVA Europe SWITZERLAND LSAG :15 MIN prior to FIR
HO CHI MINH DXB-MNL/HKG VIETNAM VVTS YES H24 15-45 min <FIR
JOHANNESBURG DXB-JNB SOUTH AFRICA FAJO YES
KOLKATA DXB-HKG/SIN INDIA VECF YES H24
10 min <FIR
5 min < dep
KUALA LUMPUR DXB-KUL MALASIA WMFC YES
KUNMING DXB-CHINA CHINA ZPPP YES
LANZHOU DXB-CHINA CHINA ZLLL YES 15 min <FIR WILL LOG ON
MAASTRICHT DXB-UK EUROPE EDYY NO
30 min enter FIR
on the ground
Read back all CPDLC messages,
except frequency changes
MAGADAN Far East Rus RUSSIA GDXB YES
Only on AWY A218 between
GONAM-OSBAS
MAURITIUS DXB-MRI MAURITUS F I MM YES 15 min <FIR until Landing
MELBOURNE AUS AUSTRALIA YMMM YES H24 on ground / >10,000' and beyond 45 NM
MONTREAL CANADA CZUL NO
NADI FIJI NFFF YES
N'DJAMENA DXB-LOS CHAD FTTT YES
NEW YORK NAT USA OCEANIC / USA KZWY YES
NEW YORK Centre USA USA KZAK YES
NIAMEY DXB-LOS NIGER DRRR YES 15-45 min <FIR ASK TO LOG ON
OAKLAND USA USA NTTT YES
POLAR REGION USA OCEANIC BDRY YES ADS ONLY
REYKJAVIK NAT USA OCEANIC / ISLAND B I RD YES
RIYADH SAUDI ARABIA OERK YES
ROCHAMBEAU CARRIBEAN SOOO YES
2200-
1000UTC
SAL CABO VERDE GVSC YES
SANTA MARIA NAT OCEANIC / PORTUGAL LPPO YES
SEYCHELLES DXB-SEZ SEYCHELLES FSSS YES 15-45 min <FIR
SHANNON IRELAND E I SN YES
SHANWICK NAT USA OCEANIC / UK EGGX YES
SINGAPORE DXB-SIN SINGAPORE WSJC YES H24
10 min <FIR
5 min < dep
TAHITI TAHITI NTTT YES
UJUNG PANDANG DXB-CJK INDONESIA WAAF YES 15-30 min <FIR
ULAANBAATAR MONGOLIA ZMUB YES TRIAL
URUMQI DXB-CHINA CHINA ZWWW YES 15 min <FIR UNABLE TO LOG ON
YANGON DXB-SIN MYANMAR VYYF YES 5/10 min <FIR ASK THEM TO LOG ON

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Loss of
Communications
- Follow ICAO Communication Failure Procedures LH Text COM 10
- Period of maintaining speed and level:
:20 minutes ICAO standard (non radar controlled)
:07 minutes ICAO standard (radar controlled)
- Set Transponder to Mode A7600
- If in VMC, the aircraft shall:
continue to fly in VMC;
land at the nearest suitable Airport;
report its arrival by the most expeditious means to the appropriate ATC unit.
- If in IMC or when Conditions are such that it does not appear feasible to complete the flight in
accordance with the above, the Aircraft shall:
a) When not radar controlled: Maintain the last assigned speed and LVL (or MEA if higher)
for a period of :20 minutes following the failure to report its position over a Compulsory
reporting point and there after adjust LVL and speed in accordance with the filed FPL;
b) When radar controlled: Maintain the last assigned speed and Level, (or MFA if higher) for
a period of :07 minutes following:
o the time the last assigned Level or MFA is reached; or
o the time the transponder is set to 7600; or
o the Aircrafts failure to report its position over a compulsory reporting point, whichever
is later and thereafter adjust Level and speed in accordance with the filed Flight
Plan.
c) When Radar Vectored or directed by ATC to proceed offset using RNAV without a
specified limit: Proceed in the most direct manner possible to rejoin the current Flight plan
route no later than the next significant Point, considering the applicable MFA.
d) proceed according to the current Flight Plan route to the appropriate designated NAV-aid
or fix serving the destination aerodrome and, when required to ensure compliance with
item e) below, hold over this aid or fix until commencement of descent;
e) commence descent from the Nav-aid or fix at (or as close as possible )to the EAT last
received and acknowledged, or as close as possible to the ETA resulting from the current
Flight Plan;
f) complete a normal instrument approach as specified for the designated Nav-aid or fix; and
g) land, if possible within :30 minutes after the ETA specified in e) above or the last
acknowledged EAT, whichever is later.
- ATC can also be contacted via SAT COM See LH Text RSI for Short Dialing Codes
OMA 8.3.1.3

LIDO RM COM 1.3
Loss of
Communications
Signals
Visual Aids
Handbook


LH TEXT Gen Part
RAR 320




Interception
Procedures

OMA 8.3.0.13.2

LIDO RM RAR 2.8

See the LH Text for
complete instructions
on Interception
procedures


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IFBP

IATA
In-Flight
Broadcast
Procedure

Areas of Applicability and Frequencies
AFRICA 126.9 RSI Africa R-90, R-100 (IFBP) AFI Region eff. 07MAR13
YANGON 128.95 RSI Middle East / Asia R-130
Between Dhaka and Kunming FIRs 128.95
RSI Middle East / Asia R-130
NOTAM areas
Format of Broadcast RSI Africa R-80
Example:
ALLSTATIONS
THISISEmirates(flightnumber)intheXXX(nameFIR)FIR
FL....
NortheastboundonXXnnn(airway)
EstimateXXXXX(orcrossingairwayifnowaypoint)......at....UTC
Emirates......
FL....
inthexxxFIR
Collision Avoidance RSI Africa R-80
If, on receipt of a traffic information broadcast from another aircraft, a pilot decides that immediate action is
necessary to avoid an imminent collision risk to his aircraft, and this cannot be achieved with the right-of-way
provisions, he should:
a) unless an alternative maneuver appears more appropriate descend immediately 500ft;
b) display all available aircraft lighting which would improve the visual detection of the aircraft;
c) as soon as possible reply to the broadcast advising action being taken,
d) notify the action taken on appropriate ATS frequency;
e) as soon as situation has been rectified resume normal flight level, notifying the action on the appropriate ATS frequency.
SLOP is promoted in AFI region.
Operating Procedure RSI Africa R-80
- A listening watch should be maintained on the designated FREQ, 10 MIN before entering the designated airspace until leaving this
airspace.
- A broadcast should be clearly pronounced in English:
a) 10 minutes before entering or crossing an FIR within IFBP region;
b) For a pilot taking off from an aerodrome located within the IFBP region as soon as appropriate;
c) 10 minutes prior to crossing or joining an ATS route, report crossing airway or waypoint. In the interest of reducing congestion
on the IFBP frequency, pilots may exercise discretion to omit closely spaced repetitive IFBP reports;
d) at not less than 20 minute intervals;
e) before a change in flight level;
f) at any other time considered necessary by the pilot.
TIBA
Traffic
Information
Broadcast
by Aircraft
Position Reporting
- A position report must be made on the next ATS frequency 15 MIN prior to leaving the airspace in which TIBA
procedure apply.
Flight Level Changes
- Before a change in flight level, the broadcast should be in the following form:
ALL STATIONS (call sign), (direction), (ATS route) (or DIRECTION FROM (position) TO (position),
LEAVING FLIGHT LEVEL (number) FOR FLIGHT LEVEL (number) AT (position and time).
Collision Avoidance: Same as IFBP
Areas if Applicability: Australia, New Zealand, Saudi Arabia.
Frequency: At or above FL200 128.950MHZ; below FL200 126.350MHZ.
RSI Middle East /
Asia R-130
VHF Com
Range Altitude in feet = Reception range in nm
Rule of
Thumb
CPDLC will
not Log On
- Check Communications Company Flight Initialization, ensure Flight Number and Date are correct.
- Select FMC selector from AUTO to LEFT or RIGHT, then back to AUTO. Then retry CPDLC Log-on.
Distress
Calls
- The distress signal MAYDAY, and the urgency signal PAN PAN shall be used at the commencement of the first
distress or urgency communication..
- If no answer on assigned frequency use the following frequencies:
o Any other aeronautical en-route frequency..121.5..HF 2182
- When logged onto CPDLC send an Emergency Report page, this will place ADS into emergency mode.
OMA 8.3.1.4
:20 Minutes
prior to
TOD
- The Purser shall be informed via interphone or personally, when :20 minutes remain to Top of Descent.
OMA 8.3.21

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E
S
C
E
N
T

Seat Belt Sign
- Seat belt sign must be on at or below 20,000 AAL.
- It may be delayed to between 20,000 AAL and 10,000 AAL if holding or other form of arrival delay is
anticipated.
OMA 8.3.11.2
Maximum speed
Below 10,000ft AAL, the maximum speed shall be limited to the greater of 250kts IAS or flaps up
manoeuvring speed / clean speed, unless:
c. the arrival or departure procedure requires a higher speed, or
d. Speed restrictions are waived by ATC.
This speed limit is mandatory below 5,000 ft AAL.
OMA 8.3.0.5.1
Spurious TCAS
warnings
- Vertical speed must be carefully monitored, although the auto-flight system design takes into account
TCAS performance when determining vertical rates for altitude capture.
OMA 8.3.2.4.5.2
Maximum
descent rates
- 5,000 fpm to 5,000
- 3,000 fpm to 3,000
- 2,000 fpm to 1,000
- 1,000 fpm below 1,000 unless briefed.
FCI 2012-025
OMA 8.3.0.7
VNAV PATH
A/T ON
VNAV varies speed to maintain the path up to the following limits:
- With greater than 15 knots below the target speed, the autothrottle changes from IDLE/HOLD to SPD to
provide thrust to accelerate to the target speed.
- With greater than 314 knots (VMO/MMO minus 16 knots), the scratchpad message DRAG REQUIRED
displays. The airplane may accelerate up to 319 knots (VMO/MMO 11 knots) to maintain the path. If
further correction is required, VNAV may allow the airplane to rise up to 150 feet above the path. If
VNAV can no longer maintain the airplane within 150 feet of the path without further acceleration, speed
reversion occurs, the pitch mode changes from VNAV PATH to VNAV SPD, VNAV resets the target
speed to 314 knots (VMO/MMO-16 knots) and the scratchpad message DRAG REQUIRED displays.
FCOM 11.31.23
H
O
L
D
I
N
G
Holding Speeds
ICAO FAA
FCTM 4.21
Altitude Max
Airspeed
Altitude Max
Airspeed
0-14,000 (1 min inbound Leg) 230 kts 0 - 6,000 (1 min inbound Leg) 200 kts
14,001 - 20,000 (1 min inbound Leg)
240 kts
6,001 - 14,000 (1 min inbound Leg)
210 in Wash. and KJFK FIRs
230 kts

20,001 - 34,000 (1 min inbound Leg) 265 kts Above 14,000 (1 min inbound Leg)
265 kts
Above 34,000 (1 min inbound Leg) 0.83M
- Flaps are inhibited above approximately 20,000 feet.
Hold Speed not
available in FMC
Use Flaps Up Manoeuvring speed
777-200, 777-300 ........................................................................ Above FL 250 use VREF 30 + 100 knots
777-200LR, 777-300ER ......................................................... Above 10,000 feet use VREF 30 + 120 knots
FCTM 4.22
HOLD AVAIL
Displays holding time available before reserve fuel to reach the destination.
- If you hold until this time you will not have sufficient fuel to conduct the approach and fly to the alternate
with minimum reserve fuel remaining.
- Suggest modifying reserve fuel to include the required fuel exit the hold and conduct the approach
FCOM 11.43.30
Standard Turn
Rate One Turn
A rate 1 turn is at 3/sec the B777 has no turn coordinator to show this
The bank angle required is IAS/10 + 10
EK TM
A
P
P
R
O
A
C
H
Stable Approach
Criteria
Simplified
FCI 2011-044


should be
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Approach
Authorization
Unless conducting a visual approach, it is prohibited to conduct an approach using navigational aids, or
to land on a runway for which appropriate charts are not available.
OMA 8.3.0.8.2
Stable Approach
Criteria
Unique approach procedures or abnormal conditions that require a deviation from any of the elements of
a stable approach described below require a special briefing, and shall be briefed in advance.
If the requirements below, as applicable, are not met then an immediate go around shall be flown
An approach is considered to be stable when all of the following conditions are met:
a. all briefings and checklists have been actioned.
b. the aircraft is in the planned landing configuration.
Note 1: Planned landing configuration is: landing gear down and locked, landing flap set and
speedbrake armed.
c. the aircraft is on the correct flight path.
Note 2: An aircraft is considered to be on the correct flight path if it is within the approach path
laid down in the fleet specific FCOM.
Approach Parameter Deviation Below 1,500 AGL FCOM NP.40.9
Localizer Excess Deviation Warning or 1 Dot on the PFD LOCALIZER
Glideslope Excess Deviation Warning or Dot on the PFD GLIDESLOPE
d. the aircraft speed is not more than final approach speed +10 KIAS and not less than V
REF

Note 3: As adjusted by minimum ground speed techniques where applicable and excluding
momentary excursions (a momentary excursion is defined as a deviation lasting only a few
seconds and where every indication is that it will return within the stabilized criteria).
e. Power setting is appropriate for the aircraft configuration
OMA 8.3.0.8.5.1
Stable Approach
Requirements
The landing gear should be down and locked, and the landing flap selected, no later than 1500 ft AAL.
At 1000 ft AAL: if the criteria in 8.3.0.8.5.1 Stable Approach Criteria are not met then a go-around
shall be flown, unless:
i. the aircraft speed does not meet the criterion but can reasonably be expected to be achieved by
500 ft AAL and the power set is appropriate to achieve this
or,
ii. the aircraft is in the planned landing configuration and all landing actions have been completed but
the landing checklist has not yet been completed.
in which case the approach may be continued to not less than 500 feet AAL while these criteria are
achieved.
- At 500 feet AAL: if any of the criteria in 8.3.0.8.5.1 Stable Approach Criteria are not met then PM
shall announce GO AROUND and an immediate go-around shall be flown.
- If a stable approach destabilizes below 500 feet AAL then PM shall announce GO AROUND and
an immediate go-around shall be flown.
- If a valid Long Landing alert is activated then PM shall announce GO AROUND and an
immediate go-around shall be flown.
OMA 8.3.0.8.5.2
CAT II and CAT III
Stable Approach
Requirements
For CAT II and CAT III approaches, the aircraft shall meet all stable approach criteria by 1500 feet AAL.
If the approach destabilizes below 1500 ft. AAL then PM shall announce GO- AROUND and an
immediate go-around shall be flown.
OMA 8.3.0.8.5.3
Stable Approach
Criteria Exceptions

Sidestep Offset-NPA, SOIA Approaches, and RNAV Visual with RF Leg final
i. The aircraft may continue through 1000ft whilst achieving lateral alignment.
ii. Wings shall be level by 300ft AAL.
Circle to Land and Visual Circuit Approaches.
i. The 1,500ft AAL Landing Gear and Flap configuration selection requirements do not apply.
ii. The aircraft may continue through 1000ft whilst achieving lateral alignment.
iii. Landing Checklist must be completed by 500ft AAL.
iv. Wings shall be level by 300ft AAL.
At 500 ft AAL: if any of the parameters in 8.3.0.8.5.1 Stable Approach Criteria as modified above are
not met, or if the approach subsequently becomes unstable, then PM shall announce GO AROUND
and an immediate go-around shall be flown.
FCI 2012-028

OMA 8.3.0.8.5.4

OMA 8.3.0.8.5.2
ALAR
Approach and
Landing Accident
Reductions
Strategies for preventing and minimizing unstable approaches. Establish gates:
- 3 x Altitude +10 nm = Distance required to continue a clean descent.
- 250 knots and 5,000 feet at 25 nm from airport
- Gear down at 2,500, Landing flap selected at 2,000
- On Landing have touchdown targets to deal with long landings or extended flares
- Be Go-Around minded.
- Think of the Landing checklist as a CONTINUE Checklist, you can still go-around.
- Stabilization criteria are minimum criteria, not targets.
Personal
Procedures
from SEP
Training
Non Precision
Approach (NPA)
Slant Range
Requirements
- NPA approaches often require more visibility than the min visibility published on the approach plates. This is often
compounded by the lack of approach lights on these approaches.
Height
AGL(ft.)
Distance from
Threshold (NM)
Horizontal Vis (meters) required
to see Runway Threshold
appx. 6 x AGL ft. = vis required in meters
Horizontal Vis (meters) required to see 900M
(3000 ft.) Approach Lighting System
(appx. 6 x AGL ft.) - 1000 = vis required in meters
100 0.33 620 Overhead
200 0.66 1240 340
300 1.00 1850 950
400 1.33 2460 1560
500 1.66 3090 2190
600 2.00 3700 2800
800 2.66 4930 4030
1000 3.33 6170 5270

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Use of Autoflight
Systems
Flightpath Guidance
- The use of Flight Directors is mandatory unless unserviceable.
Flightpath Control
- The use of Autothrust is mandatory unless unserviceable.
- The use of Autopilot is mandatory above 10,000 feet AAL and in Cruise unless unserviceable.
- The use of Autopilot shall be planned an briefed based on perceived operational threats.
Flight Path Management
- Crosschecking of selections and ongoing monitoring is mandatory.
- FMS programmed (or captured) modes are preferred.
- PM programs FMS below 10,000 AAL.
OMA 8.3.18.2

OMA 8.3.0.8.8.1

OMA 8.3.0.8.8.6

FCI 2011-008
Approach Type
Selection
- The most operationally suitable approach shall be planned in accordance with paragraph 8.3.18.3
- The most preferred available approach type should normally be planned unless a less preferred
approach is
i. Safer, (e.g. performing an ILS to maximum tailwind limits may pose a greater safety risk
than another approach option for the reciprocal runway)
ii. Equally safe but more efficient.


- Selecting an approach type solely for the purposes of practice/training is prohibited.
- It is not permitted to carry out a practice or training NDB, VOR or LOC approach (with or without
DME) if there is a valid ILS (LOC and G/S) radiating, GLS (GNSS landing system) or an RNAV
approach is available.
- In order to achieve training objectives, a Training Captain, on an authorised training flight, may conduct
a visual circuit or approach when instrument approaches are available, provided the weather conditions
meet company VMC requirements.
OMA 8.3.18.2

OMA 8.3.18.3

OMA 8.3.0.8.8.1

OMA 8.3.0.8.8.6

FCI 2012-028
RNP
Requirements

- Required Navigation Performance (RNP), where different from default, will be notified in OM-C for the
specific FIR/route.
FCOM SP.20.1

OMA 8.3.2.4.3
Deceleration
Planning
o 310 250 knots level flight, no speedbrakes: 60 seconds and 6 nm.
o 250 Flaps up maneuvering speed: 50 seconds and 4 nm.
o Deceleration in Level Flight
o Approach Flaps Extended: 10-15 kts per-nm.
o Landing gear down and Full Flaps: 20-30 kts per-nm.
o Deceleration on a 3 glide path:
o Landing gear down and Full Flaps: 10-20 kts per-nm.
FCTM 4.19

Fleet Facts
March- April 2008

Continuous
Descent
Approaches
o CDA is an arrival from Transition Altitude containing no level flight or one phase level flight not longer
than 2.5 nm.
o CDA profiles can be calculated by 3x Altitude + 1 nm per 10 knots of airspeed to lose prior to G/S
intercept
o Required rate of Descent is GS x 10
UK CAA

Pelesys
o When planning a CDA establish 2 profiles: G/S Intercept on speed to the runway.
CDA point to G/S intercept point
o When flying a CDA approach calculate if the aircraft is above or below profile and correct if required.
- E.g. GS intercept point is 10nm @ 180 knots Aircraft is at 19 nm @210 knots What should our
altitude be?
Answer (210 180 + 30 knots to lose, or 3nm19nm - 3nm 10nm = 6 nm.. 6 x 300 +1800 ft
1800 + 3000 = 4800 feet. we should be at 4800 feet are we high or low??? Then correct path.

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Delayed Flap
Approach
o Final Flap selection may be delayed to accommodate ATC and conserve fuel. Intercept G/S with gear
down and flap 20, approaching 1,500 select landing flap. For noise sensitive areas Landing gear may
be delayed until 2,000 AAL.
FCTM 5.13
Modified to EK
Specs
RV vectors to final 5,000 meters visibility required OMA 8.1.4.3
Aircraft
Categories
- Minimum visibility required prior to starting the
approach.
- For CAT I and non-precision approaches only the
touchdown RVR need be considered.
Aircraft Straight-In Circling
B777-200 C D (205kts)
B777F D D (205kts)
B777-300 D D (205kts)
OMA 8.1.3.1
Orbits
a. Orbits below the higher of circuit altitude or 1500 ft AGL are not permitted.
b. Descent below 1500 ft AGL is prohibited until the orbit is complete.
c. The Approach Stabilization criteria must be met.
d. The autopilot must be engaged throughout the orbit.
OMA 8.3.0.8.8.7
Pilot Requested Orbits: Crew may only request an orbit if it can be conducted in daylight VMC whilst
maintaining constant visual contact with terrain.
OMA 8.3.0.8.8.7.1
ATC Requested Orbits: If ATC request an orbit while the aircraft is under radar control, this may be
accomplished in IMC or VMC, day or night. However, the following additional points must be considered:
a. The potential for loss of Situational Awareness.
b. The possibility of GPWS / TCAS warnings
c. That crews are always responsible for Terrain Separation
OMA 8.3.0.8.8.7.2
Circling Minima
- Circling Approaches at night are not authorized.
- 1,000 AAL rounded up to the nearest 100 feet or pub minima whichever is higher.
- 5,000 Meters or pub minima whichever is higher.
FCI 2012-28

OMA 8.5.6.1
Circling Airspace
ICAO PANS OPS TERPS
LAT 760

RAR 610

RAR 710
Charted as


Charted as
ACFT Cat R (nm) OCH (ft) ACFT Cat R (nm) AAA (ft) Vis (sm)
A / Max 100KIAS 1.68 295 A <91kts 1.3 350
1
B / Max 135KIAS 2.66 295 B >91kts<121kts 1.5 450
C / Max 180KIAS 4.20 394 C >121kts<141kts 1.7 450 1.5
D / Max 205KIAS 5.28 394 D >141kts<166kts 2.3 550
2
E / Max 240KIAS 6.94 492 E >166kts 4.5 550
CAT A and E aircraft not charted in LIDO charts.
Great caution is required when circling with TERPS minima as the protected airspace is much smaller
Visual Circuit
Approach
- Visual Circuit Approach shall only be used for Base Training Flights and expeditious returns following
takeoff.
- Min weather is Company VMC
- Company VMC In-flight visibility 5,000 meters, vertical distance from cloud 1,000 feet, Horizontal
distance from cloud 1.5 nm
FCI 2012-28

OMA 8.1.4.3

LIDO Gen Text
RAR 680
SRA Approaches Flight crews are not permitted to execute SRA (Surveillance RADAR Approaches) approaches. OMA 8.3.0.8.8.7
Fly-by
Confirmation
Fly-By confirmation manoeuvres are prohibited..
OMA 8.3.0.13.2
Max bank angle - the maximum bank angle permissible 30. OMA 8.3.0.5
Wake Turbulence
Separation
RADAR SEPARATION
- HEAVY Behind a HEAVY ..................... 4nm
- HEAVY Behind a SUPER ..................... 6nm
NON-RADAR SEPARATION
- HEAVY Behind a HEAVY ................... 2 min
- HEAVY Behind a SUPER ................... 3 min
OMA 8.3.9


LIDO RAR 730
B757 is treated as a Heavy
Australian Wake Turbulence Separation Intermediate Departures
OFP Attachment
Aircraft Categories Separation Minima
Leading Aircraft Following Aircraft Minutes
Super
Heavy 4
Medium 4
Light 4
Heavy
Heavy 2
Medium 3
Light 3
Medium Light 3

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New
Commander
Restrictions
- Two Recently Trained Pilots must not fly together until they have completed a 45 day consolidation period.
- No CAT II III approaches until 50 hours or 20 sectors on type.
- + 100 meters for CAT II III Approaches until 100 hours or 40 sectors.
OMA 4.0.1.4
OMA 5.2.16.1
FO Restrictions
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 aircrafts 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.
OMA 5.2.16.2

OMA 8.1.2.5

OMC RAIG
Chap 1 page 12

FCI 2011-008
Approach Ban
Point
See 10-AWO or CCI
page for RVR
requirements and
Approach Ban Point.

- The ABP Is the OM or equivalent point, for circling Approaches it is the IAF.
- The Approach Ban Point for each CATII / III is included on the 10-AWO plate.
- The ABP is the FAF inbound or where the final approach course is intercepted. For circling
approaches it is the IAF.
- The ABP is the FAF or the published G/S intercept.
- An approach shall not be continued beyond the Approach Ban Point if the reported visibility/RVR at the
Approach Ban Point is less that the applicable minimum.
- If the RVR is varying between distances less than and greater than the minimum RVR the
approach may be continued.
- If south of 60 long. And no RVR or runway visibility (PIREP) for the runway of intended
approach is available, and ground visibility is reported to vary between distances less than and
greater than the minimum visibility the approach may be continued.
- After passing the Approach Ban Point, if the reported visibility/RVR falls below the applicable minimum,
the approach may be continued to the DH/Alert Height, or MDA.
OMA 8.1.4.3.3

OMA 8.3.0.8.4.2

OMA 8.3.0.8.6

OMA 8.3.0.8.6.3

FCTM 2.20.2

Conversion of
Reported Met
Vis to RVR
(Factored Met
Vis))
Provided the charted minima of RVR / Visibility for approach does not have the suffixes R for RVR or V for
Visibility, and RVR is not reported, the Reported Met Visibility may be converted to RVR (Factored Visibility),
using the table below.

Notes a. Factored Met Visibility shall not be used for calculating Takeoff Minima, for CAT II or CAT III
operations, or when RVR is reported.
b. Met Visibility shall not be used, or converted to RVR, if RVR is reported.
OMA 8.1.4.3.1.1
VNAV
APPROACH
The FMC transition to ON APPROACH under the following conditions:
- The aircraft is in the descent phase and the flaps are out of UP.
- A VFR approach has been created and incorporated in the active flight plan and:
- The airplane has sequenced the FAXXX or
- The airplane is enroute to a DIRECT-TO or INTERCEPT-TO the RWYYY waypoint and the airplane
is within 25 NM or the runway threshold.
- A published instrument approach has been selected and incorporated in the active flight plan and:
- The airplane has sequenced the first waypoint on the published approach or,
- The airplane is enroute to a DIRECT-TO or INTERCEPT-TO waypoint (DIRECT displays at 1L or the
RTE page) and the airplane is within 12 NM of the runway threshold.
FCOM 11.31.25
The FMC transitions off of ON APPROACH under the following conditions:
- The Pilot selects TO/GA.
- The airplane lands.
- The airplane flies beyond the last waypoint in the approach (missed approach waypoint or runway). The
VNAV page title changes from ACT xxxxx DES to ACT END OF DES
When the FMC is ON APPROACH the following features are available:
- The IAS/MACH window can be opened and the command speed can be set while VNAV remains in the
VNAV PATH descent; VNAV commands the set speed.
- The MCP altitude can be set above the airplane altitude for the missed approach. When the desired MCP
altitude setting is at least 300 feet above the current airplane altitude, VNAV continues to command a
descent.
- VNAV remains in VNAV PTH and follows the descent path unless the airplane accelerates to within 5 knots
of the current flap placard and the airplane rises more than 150 feet above the path. In this case VNAV
PTH changes to VNAV SPD.
If VNAV ALT has engaged beyond the FAF
- Set DA/MDA in the MCP and select altitude intervention without delay to enable continued descent on the
final approach point. Execute a missed approach if the deviation above path becomes excessive enough
to prevent achieving a stabilized approach.
FCTM 5.39

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Raw Data
Monitoring
Requirements
- During localizer based approaches; LOC, LOC-BC, LDA, SDF, AND IGS, applicable raw data must be
monitored throughout the approach.
FCTM 5.25
- During non-localizer based approaches where the FMC is used for
course or path tracking (VOR, TACAN, NDB, RNAV, GPS etc.),
monitoring of raw data is recommended, if available. Although
continuous monitoring of raw data during approaches is not required,
ground based navigation aid(s) should be checked for correct navigation
no later than final approach.
- Checking of raw data for correct navigation before commencing the
approach may be accomplished by;
pushing the POS switch on the EFIC control panel and comparing
the displayed raw data with navaid symbols on the map. Example:
The VOR radials and the RAW DME data should overlay the
VOR/DME stations shown on the MAP and the GPS position
symbol should nearly coincide with the tip of the airplane symbol
(FMC position).
displaying the VOR and ADF pointers on the map display and using them to verify your
position relative to the map display.
Overweight
Landing
Policy
- Overweight landing can cause additional stress to the airframe and is, especially for the Boeing fleet, an
undesirable event. Every effort should be made to land a Boeing 777 either at or below MLW. If this is
inappropriate, flight crew should consider reducing the actual landing weight as much as possible to keep
the MLW excedance to a minimum.
Overweight Landing Policy
a. Up until the point of commencing the take-off, it is not permitted to plan to land at a weight which exceeds
either the Maximum Structural Landing Weight (MLW) or Regulated Landing Weight (RLW).
b. Prior to departure, the estimated landing weight should be calculated based on the actual take-off weight
and the anticipated trip fuel burn. The RLW should be calculated based on the forecast conditions for the
expected time of arrival.
c. Flight Crew are required to monitor the estimated landing weight throughout the flight. If it becomes evident
that the aircraft will land at a weight which exceeds either the MLW or RLW, appropriate action should be
taken to reduce landing weight so that limiting weights are not exceeded.
d. Appropriate actions to reduce estimated landing weight include: (the list is not to be read as an order of
preference)
i. To fly faster than ECON speed
ii. To fly at lower than optimum flight levels
iii. Early descent
iv. Descent with speed brake
v. Holding
vi. Extended ATC track miles
vii. Early Configuration
e. In the event the above methods are not feasible to reduce the fuel amount to the required MLW or RLW, the
use of Fuel Jettison may be evaluated with reference to the Non-Normal Checklist.
Note: In absence of an emergency, prior Flight OPS Management permission is required before fuel jettison
can be considered.
f. It is permitted to land an aircraft exceeding the:
i. MLW during Non-normal (Boeing)/Abnormal (Airbus) operations
ii. MLW and/or RLW in an Emergency.
g. If a landing is made at a weight in excess of MLW, an entry shall be made in the Technical Log, which
includes the actual landing weight,
- Performance issues should be considered:
LANDING CLIMB LIMIT WEIGHT
LANDING DISTANCE
BRAKE ENERGY
ENGINE INOP GO-AROUND CLIMB GRADIENT (if Engine is inop)
OMA 8.3.0.11.2

OMA 8.3.0.11.2.1

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Cold Weather
Corrections
OMA 8.1.1.2 OMC Appendix L OMA 8.3.0.8.8.2.b FCOM NP 21.48
Max Approach
attempts
If a second approach is unsuccessful, the aircraft should divert to the alternate airport, or hold until the weather
conditions improve sufficiently for a third approach, and the Commander deems that there is a high likelihood of
a successful landing from that approach.
If a third approach is unsuccessful, the aircraft shall divert to the alternate airfield.
OMA 8.3.0.9.3
M
I
S
S
E
D

A
P
P
R
O
A
C
H
Missed
Approach
Climb
Gradient
Prior to dispatch the max landing weight is calculated to meet:
- The Engine Inoperative Climb Gradient requirement for the higher of:
o 2.1% for a normal approach,
o 2.5% for an approach to less than DH of 200,
o Published missed approach climb gradient.
- The aircraft must not be dispatched with an expected landing weight which exceeds the calculated
maximum landing weight,
QRH PI

FCOM PI
For the actual landing:
- There is no requirement to use the runway which was the basis for dispatch.
- All engines operating:
o Follow the missed approach instructions.
- One Engine inoperative:
o If the missed approach gradient can be achieved follow the Missed approach procedure.
o If the missed approach gradient cannot be achieved
- Initiate the missed approach, track latterly to the departure end of the runway, and then track as per
the corresponding procedure for the EFATO.
- If in VMC and terrain/obstacle clearance can be maintained, a visual track can be flown. (the visual
track must be briefed before commencing the approach)
- Diversion.
- Once decision is made, advise ATC the missed approach procedure will not be flown.
QRH PI
- LH M/A Climb Gradients is not published unless it is above 2.5%.
- This will be exceeded by almost all ALL ENGINE MISSED APPROACHES.
LIDO Text
LAT J-520
Missed
Approach
Acceleration
Altitude
- The missed approach acceleration altitude is defined as the missed approach altitude published on the
Lido instrument approach chart. Should the State limits for acceleration altitude be lower than the missed
approach altitude published on the Lido instrument approach chart, then this lower altitude will apply.
Should the missed approach procedure have a level off segment prior to the published missed approach
altitude being reached the commander may use his discretion to accelerate at this lower altitude providing
any speed restriction published in the Lido charts are complied with.
OMA 8.3.0.9.1

FCI 2010-028



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Maximum taxi speed
30 kts.
10 kts. for a slippery surface
Crews may exceed these limits when backtracking on an active runway.
OMA 8.2.2.5
Auto Landing Distance
Before conducting an Auto Land crew must either:
- Calculate actual autoland distance using the OPT Landing Module; or
- When the OPT is unavailable add 400 meters autoland margin to the calculated actual landing
distance retrieved from QRH/Performance Inflight Advisory Section. DCPB 19Aug2009
Company
NOTAM
CO480/09
Carbon Brake Life
Autobrakes 2 or 3 optimize brake wear, passenger comfort, and stopping performance. Since
autobrake settings apply the brakes dependent upon the deceleration rate, an autobrake setting of 1
will result in a higher probability that the autobrakes will modulate, especially when reversers are used.
Autobrakes 2 or 3 results in a continuous brake application, which can increase carbon brake life.
FCTM 6.34
Landing with one or
two wheel brakes
deactivated
MEL 32-45-01 A/B
CO319/09 COMPANY NOTAM - WHEEL BRAKES
BEFORE CONDUCTING A LANDING WITH ONE OR TWO WHEEL BRAKES DEACTIVATED (MEL 32-45-01
A/B) CREW MUST CALCULATE ACTUAL LANDING DISTANCE USING OPT LANDING MODULE. WHEN THE
LATTER IS NOT AVAILABLE (BOEING 777-300ER, BOEING 777-200LR AND FREIGHTER) FLIGHT
DISPATCH MUST BE CONTACTED TO RETRIEVE ACTUAL LANDING DISTANCE BASED ON THE EXPECTED
WEATHER AND LANDING WEIGHT. - DCPB 11 JUNE 09
Company
NOTAM
CO319/09
Low Landing Weights
B777F
At landing weights approximately below 217,000 kg (under ISA conditions), crew shall consider the use of flaps 25
for normal landings on the 777F where performance permits. This will ensure a less shallow pitch attitude on
approach and landing than with flaps 30. If an autoland is required or landing performance precludes a flaps 25
landing, flaps 30 shall be used.
The lowest landing weight for which speeds are published is 154,222 kg. Dispatch will plan flights using
necessary ballast or additional fuel in order to ensure flights arrive at destination at or above this weight.
In the event or holding, a diversion, or other unanticipated circumstances the actual landing weight falls below this
value, it is permissive to use VREF for the lowest landing weight where speeds can be obtained.
EKIB 44R3
VREF at Low Landing
Weights B777F and
B777-200LR
VREF AT LOW WEIGHTS
WE HAVE RECEIVED REPORTS THAT 777F AND 777-200LR FMCS MAY DISPLAY A VREF
SUBSTANTIALLY LESS THAN 137 KT. THESE REPORTS ARE CURRENTLY INVESTIGATED BY BOEING.
IN THE MEANTIME,IF 777F OR 777-200LR FMC SHOULD DISPLAY A VREF OF LESS THAN 137 KT,
CALCULATE LANDING PERFORMANCE WITH OPT TO VALIDATE FMC VREF.IF OPT APPLICATION
SHOULD BE UNAVAILABLE, CONSULT QRH PERFORMANCE INFLIGHT (PI-QRH) TABLES AS
ALTERNATIVE MEANS TO VALIDATE FMC VREF. USE THE HIGHER OF THE FMC OR OPT/QRH VREF AS
VREF FOR THE APPROACH. REFER ALSO TO EKIB-44R2. - FTPB 23NOV11
Company
NOTAM
CO514/11
Icing Conditions
Icing conditions exist when OAT (on the ground) or TAT (in-flight) is 10C 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
FCOM SP.16.3
- 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 40C OAT.
FCOM SP.16.5
When engine anti-ice is required and the OAT is 3C 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.
FCOM SP.16.6
VREF Corrections
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 + the headwind component + All of the Gust component to a maximum
of 20 knots and a minimum of 5 knots.
- Calculate HW as: - 50% Direct HW
- 35% for 45HW
- Interpolate between
FCTM 1.11
Night Operations
- Runway edge and stop end lights are required for night operations.
- Circling Approaches at night are not authorized. FCI 2012-028 OMA8.3.18.3
OMA 8.1.4.1.1
Minimum Width of
Runway
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
OMA 8.1.2.3.1

OMA 8.3.8.12.4
FO Restrictions
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 aircrafts
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.
OMA 5.2.16.2

OMA 8.1.2.5

OMC RAIG
Chap 1 page 12

FCI 2011-008
CM2 Taxi Restrictions
- Not permitted to taxi if the parking guidance system requires the aircraft to be aligned and stopped
with the eye position of the left hand seat. In this case CM1 must taxi the aircraft from final turn to
the parking stand.
- Not permitted to do a 180 turn.
OMA 8.2.2.5.1

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Reduced Runway
Separation Minima
(RRSM)
for OMDB
Be aware of adjusted phraseology When the RWY in use is occupied by other traffic, a clearance
may be given to another aircraft provided that the controller has reasonable assurance that following
separation criteria will be met.
SINGLE RUNWAY MODE PROCEDURE
Landing Following Landing
- The preceding aircraft has landed and has vacated the RWY, or has passed a point at least 2500m
from the threshold of the RWY.
Landing Following Departure
- The preceding aircraft is/will be airborne, or has passed a point at least 2500m from the threshold of
the RWY.
Departure Following Departure
- The preceding aircraft is airborne and has passed a point at least 2500m from the threshold of the
RWY.
DUAL DEPENDANT RUNWAY MODE PROCEDURE
The procedures described in the previous section shall be applied in the same manner with the
exception of
Landing Following Departure.
- A preceding departing aircraft must have passed abeam the upwind threshold of the landing runway,
prior to the landing aircraft crossing the threshold of the landing runway.
CONDITIONS FOR THE APPLICATION OF RRSM
Tailwind < 5kts, Vis >5km - Ceiling not lower than 1,000 - Pilot of following aircraft warned - Runway is
dry - Controller is able to assess separation - Wake turbulence separation is applied - Minimum
separation continues to exist between 2 aircraft immediately after takeoff.
AIP Sup 001/10


Overweight Landing
Policy
- Overweight landing can cause additional stress to the airframe and is, especially for the Boeing fleet, an
undesirable event. Every effort should be made to land a Boeing 777 either at or below MLW. If this is
inappropriate, flight crew should consider reducing the actual landing weight as much as possible to
keep the MLW exceedance to a minimum.
Overweight Landing Policy
e. Up until the point of commencing the take-off, it is not permitted to plan to land at a weight which
exceeds either the Maximum Structural Landing Weight (MLW) or Regulated Landing Weight (RLW).
f. Prior to departure, the estimated landing weight should be calculated based on the actual take-off
weight and the anticipated trip fuel burn. The RLW should be calculated based on the forecast
conditions for the expected time of arrival.
g. Flight Crew are required to monitor the estimated landing weight throughout the flight. If it becomes
evident that the aircraft will land at a weight which exceeds either the MLW or RLW, appropriate action
should be taken to reduce landing weight so that limiting weights are not exceeded.
h. Appropriate actions to reduce estimated landing weight include: (the list is not to be read as an order of
preference)
viii. To fly faster than ECON speed
ix. To fly at lower than optimum flight levels
x. Early descent
xi. Descent with speed brake
xii. Holding
xiii. Extended ATC track miles
xiv. Early Configuration
f. In the event the above methods are not feasible to reduce the fuel amount to the required MLW or RLW,
the use of Fuel Jettison may be evaluated with reference to the Non-Normal Checklist.
Note: In absence of an emergency, prior Flight OPS Management permission is required before fuel
jettison can be considered.
g. It is permitted to land an aircraft exceeding the:
iii. MLW during Non-normal (Boeing)/Abnormal (Airbus) operations
iv. MLW and/or RLW in an Emergency.
h. If a landing is made at a weight in excess of MLW, an entry shall be made in the Technical Log, which
includes the actual landing weight,
- Performance issues should be considered:
LANDING CLIMB LIMIT WEIGHT
LANDING DISTANCE
BRAKE ENERGY
ENGINE INOP GO-AROUND CLIMB GRADIENT (if Engine is inop)
OMA 8.3.0.11.2

OMA 8.3.0.11.2.1
Approach Lighting
System
Visual Aids Handbook


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VASI, T-VASI, and
PAPI
FCTM 6.3
FCTM 6.6
OMA 8.3.0.11.5
On runways equipped with PAPI or VASIS, the visual
glideslope indications should be adhered to as closely
as possible for both day and night operations, in
combination with electronic glideslope information if
available. On approaches where the electronic
glideslope (ie ILS) and visual glidepath are not
coincident, during the visual portion of the approach,
crews shall maintain a visual aim point consistent with
the electronic glideslope in order to prevent
destabilisation of the approach and to avoid potential
GPWS activation

During VNAV / Managed approaches, once suitable
visual reference is established, crews shall not
descend below the visual glidepath. While VNAV /
Managed guidance may still be used for reference
once the aircraft is below DA / MDA, the primary
means of approach guidance is visual.
Effects Of Visual Illusions On Landings
Boeing ART 2011
Factors in
Hard Landings
Condition Perception Unintended Action Result
Narrow / long runway Being too high Push Land short / Land hard
Runway or Approach terrain
uphill slope
Being too high Push Land short / Land hard
Heavy rain Being farther away Late Flare Land short / Land hard
Wet Runway Being farther away Late flare Hard landing
Factors in
Long
Landings
Condition Perception Unintended Action Result
Wide or short runway Being too low Pull Land long / overrun
Runway or Approach terrain
downhill slope
Being too low Pull Land long / overrun
Low intensity lighting Being farther away Pull Land long / Overrun
Flying in haze Being farther away Pull Land long / Overrun
Rising Terrain Beyond Being Steep Pull Land long / Overrun
Factors in
Misalignment
of Runway
Condition Perception Unintended Action Result
Drifting rain, snow or sand
Aircraft drifting sideways
Undue drift correction Off-runway landing
Long/Deep
Landings



FCN 2010-047

OMA 8.3.0.11.7

LIDO Text
LAT820
- The aircraft shall be flown so as to land on the Touchdown Zone markings (TDZ).
- Touchdown should be at 1000ft or 300 meters from the threshold if TDZ markings are not available.
- If touchdown cannot be accomplished within the desired touchdown zone, a go-around should be
considered.
Hard Landings
- Normal sink rates during touchdown are between 120 to 180 feet per minute. Touchdowns with sink rates of
360 to 420 feet per minute, while less comfortable are often mistakenly called Hard landings.
- A Hard Landing is defined as a landing with a sink rate of 600 feet per minute or higher, and must be
reported in the aircraft Technical Log as a Hard Landing. And reported on an ASR in accordance with the
procedures detailed in OMA Section 11.
- During certification, FAA regulations require the demonstration of landings at maximum certified landing
weight.
- If flight crews suspect that a hard landing has occurred, ensure that the following are carried out:
o raise an ASR
o make a Tech Log entry
o advise MCC and/or local engineer
o ensure timely follow up action is initiated before leaving the aircraft.arnold
- On occasion, Engineering may receive an automated downlink from the aircraft after a landing that is
indicative of a hard landing. The Commander is the only person who determines if the landing was indeed
Hard as defined above. The Hard Landing entry the tech log will be the instruction for an engineering
inspection to be carried out. Terms such as Firm or Bounced are not acceptable.

OMA 8.3.0.11.8
- After an exceedance report on the COM page. Data on the Landing can be collected from the Maintenance
Panel:
o Select Other Reports
o All Reports
o Current Flight Leg
o Select the required report, DISPLAY, and PRINT if required.
Data fromthis page is for information only. This data is only collected 4 times a second and may not give a full picture of
the landing.
Personal
Procedure



Aiming Point Markings
Touchdown Zone Markings (900 meters)
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Loss of
Comms
Signals
Visual Aids
Handbook

LH TEXT
Gen Part
RAR 320




Emergency
Landings
- When an emergency landing or ditching is imminent, the Captain (or his delegate) shall announce:
o at approx 2,000 AGL THIS IS THE CAPTAIN, ATTENTION CREW AT STATIONS.
o at approx 1,000 AGL THIS IS THE CAPTAIN, BRACE, BRACE.
- The commander initiates the evacuation:
o THIS IS THE CAPTAIN, (LH, RH, FWD, REAR, OVERWING, ALL AVAILABLE) EXITS, EVACUATE,
EVACUATE.
OMA 8.3.16.7
Reverse
Thrust and
Crosswind

FCTM 6.36
High
Speed
Taxiway
runway exit
speeds
A HST is a long radius taxiway designed and provided with lighting or marking to define the path of aircraft,
travelling at high speed (up to 60 knots), from the runway centre to a point on the centre of a taxiway. Also
referred to as long radius exit, turn-off taxiway, (also Rapid Exit Taxiway).
Note: It is recommended not to use the tiller above 30kts and caution above 20kts.
B777 FAQ 01 Feb 2011

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AGNIS
PAPA

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Single
Engine Taxi
After
Landing
ENGINE OUT TAXI TWO ENGINE AIRCRAFT
Engine out taxi after landing on a 2 engine aircraft is
recommended for fuel conservation. Prior to shutting down
an engine during after landing consideration should be
given to the following:
- APU operation.
- For operational environments such as uphill slope, soft
asphalt, high gross weights, congested ramp areas,
specific airfield restrictions, and wet/slippery ramps
and taxiways, single engine taxi is not recommended.
- If possible, make minimum radius turns in a direction
that puts the operating engine on the outside of the
turn.
- Avoid thrust levels in excess of 40% N1. Ifgreaterthrust
isrequiredandpersonnel,equipmentorstructuresareclosetothe
aircraftconsiderrestartingthesecondengine
- Be prepared for a slow acceleration. When taxiing on a
single engine it may take more than twice as long for
the aircraft to accelerate to a comparable taxi speed
than when taxing on two engines. Therefore allow time
for airplane response before increasing thrust.
- When a thrust level of 40% N1 is clearly insufficient to
get the aircraft moving, consider re-starting the second
engine. Re-starting an engine will typically take less
than 30 seconds and will not count as an engine cycle
as long as 40% N1 is not exceeded.
- Give due consideration to personnel and equipment
near the aircraft that may be affected by the air blast
associated with increased thrust levels.
- Engine cooldown recommendations:
[RR Engines] Run the engines for at least 1 minute.
Use a thrust setting no higher than that normally used for all engine taxi operations.
[GE Engines] Run the engines for at least 3 minutes.
Use a thrust setting normally used for taxi operations.
- Engine out taxi following an overweight landing is not recommended due to higher thrust settings required.
However, if the aircraft has landed overweight with one engine inoperative it may be safe to taxi to a suitable
parking position, due to consideration of all the factors listed above.

FCOM S.P.1.22

OMA 8.3.0.12.1

FCOM NP.21.68

OMA
8.3.0.12.1.3
Visual
Docking
Guidance
Systems
Visual Aids
Handbook

LH TEXT
General Part
LAT 860









Accurate from Left Seat Only










Accurate from Left Seat Only
Safegate Safe Dock

RLG

Transit or
turn-around
stops with a
Cabin Crew
change
The inbound crew must not leave the aircraft until the new crew has physically arrived and a crew to crew handover
has been conducted. Stations that do not allow crew to remain on board for this handover are listed in the OM-C
RAIG. OMA 10.3.7.3
Signatures
Required
1. Tech Log 2. Master Flight Plan Signing ProcedureFirst Name Last Initial / Staff #
Eg. Raymond H / 342915
Signature
3. Voyage Report

4. Cabin Log

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

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C
U
S
T
O
M
S
DXB permitted
custom exempted
items
- Gifts whose value does not exceed AED 3,000.
- The Number of cigarettes shall not exceed (400) cigarettes, (50) cigars, (500) grams of tobacco (minced
or pressed for pipes), minced or pressed tobacco for smoking, tobacco or mild-tasting tobacco.
Exceeding the above will be dutiable.
- The amount of alcoholic beverages and beers shall not exceed 4 liters of alcohol beverages, or 2 cartons
of beer (each consisting of 24 cans, not exceeding 355 ml for each can or its equivalent).
- Unofficial Policy is max CDs or DVDs of 10.
DXB
Customs
handout
DXB permitted
custom exempted
Luggage
- Passengers Personal belongings are permitted entry and shall be exempted from customs fees.
- Still and moving image video cameras with their appropriate tapes, films and accessories.
- Cash money, currencies and travellers cheques altogether less than AED 40,000 and the passengers
age shall not be less than 18 years old.
- Radio systems, combined broadcasting apparatus, CD and DVD players with agreeable quantities.
- Agreeable quantities of projectors for displaying slides and films including accessories.
- Telescopes.
- Mobile telephone.
- Portable TV sets.
- Computers including laptops.
- Baby Strollers.
- Portable music equipment.
- Sports equipment.
- Portable typing sets.
- Portable calculators.
- Disabled
wheelchairs and
cars
The following conditions shall be in force for the duty exemption for the above:
- Baggage and gifts must be of a personal nature and not in commercial quantities.
- The passenger should not be a frequent traveller with goods on a regular basis, or a member of the respective conveyance
crew.
- Passengers must be above 18 years of age for carrying allowable cigarettes or alcoholic beverages into the country.
- The aforementioned conditions apply to whoever accompanies the passenger.
DXB Banned
Items
1. All kinds of Narcotic drugs (Hashish, Cocaine, Heroin, Poppy Seeds, Hallucination Pills etc..).
Medicines containing Codeine
2. Goods intended to be imported from boycotted countries.
3. Goods from Israeli origin or bearing Israeli trademarks or logos.
4. Crude Ivory and Rhinoceros horn.
5. Gambling tools and machineries.
6. Three layers fishing nets.
7. Original engravings, prints, lithographs, sculpture and statues in any material.
8. Used, reconditioned and inlaid tires.
9. Radiation polluted substances.
10. Printed publications, oil paintings, photographs, pictures, cards, books, magazines stony sculptures
and mannequins which contradict Islamic teachings, decencies, or deliberately implying immorality or
turmoil.
11. Any other goods, the importation of which is prohibited under the authority of U.A.E. customs laws or
any other laws in the country.
12. Forged and duplicate currency
13. Cooked and home-made foods
DXB Medicines
For Personal Use
Passengers (resident and non resident) can bring into the country a maximum of three month supply of
medicine, for their personal use and an original prescription must be enclosed (stamped and signed by
official embassy of UAE in the country of origin, with details of the patient, description of disease ...etc) of
registered medical practitioner. All the medications should be in original packaging and not expired. No
psychotropic medicines are allowed without prior approval from the Ministry of Health www.moh.gov.ae
even for personal use, in small quantity and/or with prescription. Seizure of such medicines will be
punishable under law.
DXB Items that
must be declared
The following items must be declared by the passenger to the Customs officials on arrival and non
declaration may be treated as smuggling which is an offence punishable by law.
1. Radios, striking appliances, self-defence equipment 1. and sharp edged knives and swords.
2. Domestic pets and skins of endangered animals subject to CITES Convention (hides, ivory & stuffed
animals).
3. Cash money (inclusive of currencies and traveller cheques) above AED 40,000 USD 10,000 or the
equivalent in other currencies.
4. Films, Books, Photographs, Visual & Compact Discs even if for personal one.
5. Gifts of commercial value exceeding AED 3,000/-.
6. Weapons, ammunition and military equipment.
7. Medicines of all kinds even if for personal use.
8. Fireworks & explosives.
9. Trees, plants and soil
10. Narcotics of all kinds.
DXB Pet Rule
The importation of pets or domestic animals like cats and dogs requires import permit from the Ministry of
Environment and Water in advance and requires an online application to them www.moew.gov.ae

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EMIRATES INFORMATION BULLETINS
Item Notes
EKIB-2
Loss of Engine Thrust Control.
Continue Takeoff or remain airborne until the ENGINE LIMIT/SURGE/STALL checklist can be
completed
EKIB-4
Electrical Power Transfers APU to
External Power
If there is a power interruption during the power transfer, displays will revert to the default settings.
Change displays to the required settings when required.
EKIB-5R1
Fuel Crossfeed
Keep the crossfeed valve closed unless directed to open the valve by a non-normal checklist.
EKIB-8R2
Procedures for resetting Bus Tie
switches on the ground only.
If the ELEC BUS ISLN L and ELEC BUS ISLN R EICAS messages occur simultaneous during engine
start, pushback or taxi phases of flight, flight crews may reset the Bus Tie Switches without checking
for correlated maintenance messages on the ground only. If at all possible, this procedure should be
done while in contact with engineering/MCC.
EKIB-9
Use of Rudder on Transport Airplanes.
Do not cycle the rudder from full scale one side to full scale the other side. It is sufficient to damage
the aircraft.
EKIB-10R5
Alternate C of G on Takeoff
For 777-200LR, 777-300, 777-300ER, 777-300ER/ULR aircraft use alternate C of G in the OPT if the
C of G is 26% or greater.
Crews operating on the 777F aircraft should select ALT CG option in the OPT CG Position window
whenever the reported T/O MAC on the Load Sheet is a value equal to or greater than 28%.
EKIB-12
Continued Flight after tail strike during
takeoff when no EICAS TAIL STRIKE
message is displayed.
o 777-200 accomplish the TAIL STRIKE checklist and land at the nearest suitable airport.
o 777-300 continue the flight.

EKIB-15
Inadvertent Over Speeds.
Leave the AFDS engaged unless it is apparent that a significant overspeed will occur and the AFDS is
not correcting. (.05>VMO or 20kts)
EKIB-17
ENG IDLE DISAGREE message and
slow engine acceleration during in-flight
starting.
In-flight Starts above 20,000 feet the engine may accelerate slowly as it approaches idle speed. This
could be misinterpreted as a hung start. When the engine approaches idle it will respond normally to
thrust lever movement.
EKIB-22R1
GE-90 In Service Observations /
Differences
o High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle.
o No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if
successful consider it a nuisance fault.
o Engine Oil Gulping or Hiding is common.
EKIB-23
CONFIG GEAR STEERING EICAS
message during takeoff
o Center the Captains steering and wait at least 5 seconds prior to applying greater than 60% N1.
EKIB-24
Magnetic Variation Difference Event.
Intermittent failure of the HDG REF switch cause the Left and right FMS to operated in different
heading modes. One in NORM one in TRUE.
EKIB-25
Occurrences of Un-powered Right
Transfer Bus during triple channel
autoland bus isolation
Many EICAS messages will appear.
Above 1500 feet the system can be reset by pushing the APP button twice.
Below 1500 the Autopilot must be disconnected, FD switches cycled, and APP Selected again
A buss Isolation is not likely on the second attempt..
EKIB-26
Over Weight Landings Using the
Autoland System
Autoland should not be used for Overweight Landings.
EKIB-28
AFDS MCP Faults
IF MCP selections not working try alternate selections. Consider cycling the AFDS OFF then ON.
EKIB-30
TCAS Operation and Display of Traffic
Near terminal areas in high congestion areas the Interference Limiting (IL) area prevents TCAS from
tracking and displaying traffic that is not deemed as a threat.
EKIB-33R4
Use of Barometric Vertical Navigation for
Instrument Approach Operations Using
Decision Altitude
o VNAV Approaches to DA require GPS Displayed on ND and QNH set on Altimeters.
o F/D or A/P in VNAV mode must be used.
o The PF must enter verify the RNP on the PROG page/POS REF page.
o There is no requirement to add 50 feet to DA.
o VNAV pitch mode must be used.
o Maximum descent rate of 1,000 fpm is not to be exceeded. (Pilot deviations of 75 feet are
acceptable.
EKIB-35R1
Excessive Ground Returns displayed on
Rockwell Collins Weather Radar
o If excessive ground returns occur in AUTO mode, deselect weather radar on both EFIS control
panels for more than one second. Reselect weather radar, as needed. Excessive ground returns
will be removed within 30 seconds.
EKIB-38R1
Non-Fire Related Fire Warnings
o Emirates have experienced a number of non-fire related warnings in both cargo holds and
lavatories. The majority of these warnings occurred directly after cigarette smoke, hair spray, or
insecticide canisters were discharged in close proximity to smoke detectors.
o When confronted with such warning, Captains should consider whether strong evidence suggests
that the warning is spurious and should plan their actions accordingly.
EKIB-39
Momentary TCAS OFF indications on
777-200, 200ER, -300
o If momentary TCAS OFF indications appear, the fault will clear when the condition no longer exists,
or it may be cleared by selecting the other transponder when the fault occurs, and then switching
back to the original transponder. If the EICAS message blanks, it may be considered a nuisance
and no further flight crew action is required. It is possible the situation may re-occur until the
airplane has left the proximity of the offending transmission tower, and/or the congested airspace.

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EMIRATES INFORMATION BULLETINS
Item Notes
EKIB-41R4
AIMS BP V14 and BP V15
Operating Instructions

The Following aircraft will have
AIMS BPV14 or 15 installed:
777F .................... A6-EFD and onwards
777-200LR .......... A6-EWJ and onwards
777-300ER/ULR . A6-ECP and onwards

Eventually all our existing
aircraft will be retrofitted with
AIMS BPV14 or 15.
BP V14 Fixes
o FUEL SCAVENGE SYS The left or right main fuel tank quantity is less than 8200 kgs and the center tank quantity is
greater than 200 kgs for more than :15 minutes.
o Climb speed constraint sequenced early fixed
o Remove Vmin disconnect logic fixed
o VNAV Descent path segment sequencing fixed
o FMC step size default and associated logic changed
o ALT/OAT values not copied after abeam execution fixed
o ATC DATA LINK LOST changed to ATC COM TERMINATED
o MAN PRESS SENSOR L/R changed to MANIFOLD SENSOR L/R
o PACK FCV L/R changed to PACK FCV LWR L/R
o DOORS AUTO and DOORS MANUAL EICAS messages inhibited when combined with MEMO messages
o NAV UNABLE RNP Will be displayed as a caution message for all phases of flight.
o FUEL AUX XFR and FUEL IN AUX inhibits changed
o EICAS advisory messages for RAAS addedRUNWAY SYS FAILURE OF SOME PART OF THE SYSTEM
RUNWAY OVRD THE runway override switch has been activated.
o Navigation Performance Scales (NPS) Enhancements.
BP V15 Fixes
o In cruise occurrences of A/T advancing to climb thrust for 1 or 2 seconds and then recovering.
o FMC corrected to ensure continuity between the STAR and Approach legs.
o Problems of the Recommended Cruise Altitude displaying incorrect information.
o Problem with ATC Route Clearance uplink loading incorrectly.
o Problem with logic that uses the totalizer fuel weight if the fuel weight is invalid.
o Problem with programing Step Down Altitudes on the Legs page from EAD-84.
o Problem where an ATC uplink message with a Route clearance loaded incorrectly would result in an FMC reset.
o Improves VNAV descent path tracking performance.
EKIB-43
Undetected Erroneous Radio
Altitude
o Condition: Single Erroneous Altitude Reading or Multiple Erroneous Altitude Readings.
Caution: The Center Radio Altimeter condition is not evident to the flight crew.
o Carefully monitor primary flight instruments for aircraft performance and flight mode annunciation for auto flight
modes.
o If Left and Right Radio Altimeters disagree significantly or if either one appears to be providing erroneous altitude
readings: Disengage the automation.
EKIB-44R4
Light weight landings on the
777F and 777-200LR
o At landing weights approximately below 217,000 kg (under ISA conditions), crew shall consider the use of flaps 25 for
normal landings on the 777F where performance permits. This will ensure a less shallow pitch attitude on approach
and landing than with flaps 30. If an autoland is required or landing performance precludes a flaps 25 landing, flaps
30 shall be used.
o The lowest landing weight for which speeds are published is 154,222 kg. Dispatch will plan flights using necessary
ballast or additional fuel in order to ensure flights arrive at destination at or above this weight.
o If in the event or holding, a diversion, or other unanticipated circumstances the actual landing weight falls below this
value, it is permissive to use Vref for the lowest landing weight where speeds can be obtained.
EKIB-46R1
Flight Deck Effects of
777/Rolls-Royce Thrust
Reverser Inner Wall Failures
Signs of Thrust Reverser Inner Wall Failure include:
o Potential EICAS Messages: ENG EEC MODE L/R ENG RPM LIMITED L/R THRUST ASYM COMP DET FIRE ENG L/R
o Potential Engine displays: EPR Display Blanked, EGT Fluctuations or loss of indication, Increased fuel flow
o Potential STATUS Messages: ENG LOOP 1 ENG L/R ENG LOOP 2 ENG L/R OVERHEAT CIRCUIT L1 OVERHEAT CIRCUIT L2 TURB
OVHT SNSR ENG L/R
- Flight crews should be aware of the potential for a T/R inner wall failure on the 777/Rolls-Royce engine installation.
Flight crews should be particularly aware of fuel management during the event flight given the potential increased fuel
consumption resulting from the T/R failure. If a T/R failure is suspected or confirmed, do not operate the T/R during
the subsequent landing. If a T/R inner wall failure is confirmed, Boeing recommends landing at the nearest suitable
airport.
- Flight crews should follow normal procedures guidance for stowing reversers after landing to prevent possible T/R
damage. Engines should be allowed to fully decelerate to reverse idle prior to moving the reverse thrust levers away
from the reverse idle detent.
By 60-knots, start movement of the reverse thrust levers to reach the reverse idle detent before taxi speed.
After the engines are at reverse idle, move the reverse thrust levers full down.
- When Commanding thrust reverser stowage, move the reverse thrust levers from the reverse idle detent (interlocks)
to the stowed (full-down) position only after the engines have decelerated to reverse idle. Commanding reverser
stowage while the engines are still decelerating from reverse thrust power may damage the thrust reverser structure.
o After an RTO is performed where the thrust reversers were deployed, maintenance must determine if an inspection of
thrust reversers is necessary.


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EMIRATES INFORMATION BULLETINS
Item Notes
EKIB-47
Ice Crystal Icing
Flight in Ice Crystals has resulted in engine power loss and engine damage.
o Recognize weather conducive to ice crystal formation Ice crystals are most frequently found in areas of visible
moisture above altitudes normally associated with icing conditions. They are indicated by one or more of the following:
Rain on the windscreen at temperatures too cold for liquid water to exist, due to ice crystals melting on the
heated windows.
Aircraft TAT remains near 0 degrees C.
Areas of light to moderate turbulence.
No significant radar returns at aircraft altitude.
Heavy rain below the aircraft, identified by amber and red on weather radar.
Cloud tops reaching above typical cruise levels (above the tropopause).
Note: There is no significant airframe icing. The icing conditions detection system (if installed) is not designed to
detect ice crystal icing, only super cooled droplets.
o Avoid ice crystal icing conditions
During flight in IMC, avoid flying directly above significant amber or red radar returns, even with no returns at
aircraft altitude.
Use the weather radar manual tilt and gain functions to assess weather radar reflectivity below the aircraft flight
path.
o Ice crystal icing suspected
Exit ice crystal icing conditions. Request a route change to minimize time above red and amber radar returns.
EKIB-49
Specific Flight Crew Actions
Required in Response to
Volcanic Ash Encounters
o This bulletin provides crews with guidance in response to volcanic ash encounters.
EKIB-50
MultiScan Weather Radar
(WXR) Operation
o This bulletin advises flight crew of the differences between Manual and AUTO mode operations. It also provides
technique for operating in MultiScan WXR
EKIB-51
Kidde smoke detector false
alarm during poser transfer
o To restore the aft galley power and crew rest ventilation, follow the steps below:
a) TheoverheadcrewrestalarmmustbesilencedinorderfortheAIRFLOW/SMOKERESETswitchtobeoperative.The
HORNSHUTOFFswitch,inthecommonareacontrolpanelinthecrewrest,canbeusedtosilencethealarm.
b) OnthemaincontrolpanelthatislocatedinsidetheentranceenclosureatDoor5uppercrewrestarea,pushandholdthe
AIRFLOW/SMOKERESETswitch(guardedswitch)for2seconds.Thisresetstheairflowtotheareaandresetstheaft
galleyelectricalpower.
c) AfalselavatoryalarmcanbesilencedbypressingtheAttendantCallReset(HornCancel)switch,locatedontopofthe
lavatorydoor.
o The ability of the detectors to sense smoke is not affected before or after a false alarm, and the status indicator light
should return to green. Removal and replacement of a false alarming detector with a green status indicator light is
not recommended at this time, as this action is not believed to solve this problem. A smoke detector with a blinking
red status indicator light implies a fault, and should be replaced.
EKIB-52
Upset Recovery
o To provide increased flight crew awareness of the Upset Recovery non-normal maneuver and the requirement to
disconnect automation as the first step.
EKIB-53
o RUNWAY POS EICAS
Advisory
o RUNWAY SYS EICAS
Advisory / RUNWAY SYS
Status

o RUNWAY POS EICAS Advisory
- As soon as the aircraft is moved and the line of sight to a sufficient number of GPS satellites is achieved, this
message should no longer be displayed. No Flight Crew action is required.
o RUNWAY SYS EICAS Advisory / RUNWAY SYS Status
- If occurring on the ground prior to take-off or on final approach this message Indicates that the Smart Runway
and Smart Landing advisories are not available to the flight crew. If occurring during flight then Engineering will
need to contact Honeywell to ensure that the over-flown Airport/Runway is included in the next version of TDB or
is to be added as soon as possible. No Flight Crew action is required other than an information entry to the Tech
Log. The entry should include the Airport/Location and the statement Advise Honeywell.


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WHITE FCOM BULLETINS (BOEING)
Item Notes
EAD-60R3
New Ice Shedding Procedures for Trent 800
Engines in Freezing Fog.
Condition Freezing Fog and Visibility 300 meters or less.
o If Take-off within :45 minutes total taxi time, accomplish normal procedures.
o If Takeoff cannot be achieved within :45 minutes of taxi time complete the procedure below every
:45 minutes before takeoff.
o 0C to -6C run-up the engines to 50%N1 for 60 seconds.
o -7C to -13C run-up the engines to 59%N1 for 60 seconds. Takeoff Config sounds at 60%N1.
o If OAT is less that -13C engines must be manually de-iced.
o Taxi in time from previous flight may be included if in same conditions.
o Further exceptions included in Bulletin.
EAD-62R1
False Engine Out Indication.
To inform crews of a Loss of N3 Indication anomaly on Rolls-Royce engines.
If the N3 Engine display arcs blank and the digital display shows 0.0.
o Operations above FL200: Climbs and Descents not affected. During Cruise disconnect the A/T
and set power for the desired speed.
o Approach to an Autoland (LAND2/LAND3): continue the approach and landing, manual landings
are not affected.
EAD-69R1
Fuel Flow Blanking with GE-90-100.
Nuisance Blanking that only occurs at or near idle during descent.
EAD-71R1
Generator OFF light On After Engine Start with
no EICAS message
After Engine Start, flight crews should check that the generator OFF lights on the electrical panel are
not illuminated. If they are on, maintenance action is required.
EAD-87R3
Loss of VHF Datalink Function on the Primary
VHF Data Radio
Airplanes with AIMS BP V14 & BP V15 Installed
A condition has been identified where VHF datalink function can be lost on the primary VHF Data Radio
(VDR). When this condition occurs, the primary VDR latches into voice mode and DATA cannot be
transferred from the STANDBY window to the ACTIVE window of the primary VDR tuning panel.

If this occurs perform datalink operations normally using SATCOM instead of VHF. This requires no
pilot action because the DCMF will automatically use SATCOM as a backup air/ground medium as long
as it is available.

Alternately, it is possible to perform a VHF datalink with the secondary VDR. This requires the following
flight crew actions to switch to the alternate DCMF See EAD-87R1
EAD-88R1
Uncommanded Turns When LNAV is in Use
Should an uncommanded turn occur when using LNAV, select HDG SEL to follow the flight plan, then
perform a DIRECT TO to the waypoint that had prematurely sequenced. Reengage LNAV as desired.
EAD-89R1
777 Fuel Quantity Indicating System Fluctuations
or Blanking Due to a Wiring Harness Problem
Ensure that the Fuel Uplift Check (Gross Error Check) as per OM-A is performed correctly and within
stated (5% but not more than 2000 kg more/1000 kg less than calculated) tolerances.
If the FUEL IMBALANCE EICAS advisory message occurs in flight, check fuel quantity readings to
determine if the fuel quantity is fluctuating, or if a true imbalance or fuel leak exists.
EAD-90R1
Nuisance Visual and Aural smoke Alarm
Annunciations in Cabin Compartments.
New Photoelectric smoke detectors have been producing erroneous smoke detections during power
transfers. If a smoke alarm is triggered crew is to follow normal procedures for smoke detection. If no
smoke source is present and the alarm occurred immediately after a power transfer, consider the alar a
nuisance occurrence. Consult the appropriate information in the Flight Attendant Manual or FCOM to
reset the crew rest smoke detector function, which will also restore aft galley power and crew rest
ventilation.
EAD-91R1
Nuisance EICAS Message
SMOKE BBAND UPR DR2
The EICAS message SMOKE BBAND UPR DR2 may display even when no Connexion LRUs are
installed on the airplane. This is a nuisance message. No flight crew action is required.
EAD-92R1
Setting STEP Size to Zero When No Further
Step Climbs Are Planned.
When required to cruise at an altitude below optimum due to air traffic, atmospheric conditions, or non-
normal procedures, and no further step climbs are planned, set the STEP (L4) size to zero on the ACT
ECON CRZ page. This ensures best available FMC FUEL and ETA predictions.
EAD-94
Nuisance PASSENGER ADDRESS EICAS Status
Message.
If the PASSENGER ADDRESS EICAS status message shows before dispatch, it may be a nuisance
message. Instruct the cabin crew to make sure speakers are working. If all cabin speakers are
working, the PASSENGER ADDRESS status message may be considered a nuisance and dispatch is
allowed. After landing, inform maintenance of the message so any required maintenance action can be
accomplished.
EAD-95
Conflict with Duplicate Waypoints with the same
identifier in the Navigation Database.
When entering two waypoints in the flight plan with the same identifier, enter the LAT/LON for the
second waypoint in the flight plan instead of the waypoint identifier. After the first waypoint is
sequenced, delete the LAT/LON entry and enter the duplicate identifier at the appropriate place in the
flight plan by typing the name of the desired waypoint into the scratchpad and line selecting it into the
desired location. The SELECT DESIRED WPT page displays. Select the appropriate waypoint from
the SELECT DESIRED WPT page (the desired waypoint most likely will not be in the first line).
EAD-96
FMC Distance to Waypoint Anomaly.
If a flight plan leg appears to have an incorrect distance, push the line select key next to the waypoint
with the incorrect distance twice and execute. Verify the distance is correct.
EAD-97R1
Latching Dual FMC Failures.
If ATC downlink communications will be used in flight, the following procedure should be used during
preflight operations:
- With the FMC Selector in the Auto position, display POS REF page 3/3 on either CDU.
- Determine which FMC is active by noting the FMC that is listed as (PRI): This FMC is chosen on
initial power up and is based on available resources.
- Move the FMC Selector from the AUTO position to the active FMC (L of R) as indicated on POS
REF page 3/3.
If operating with the FMC Selector in L or R and the selected FMC fails, the FMC EICAS message will
show. If this occurs, move the FMC Selector to the opposite FMC to restore the FMC functionality.

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

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WHITE FCOM BULLETINS (BOEING)
Item Notes
EAD-98
Control Panel (MCP) Altitude Window Changing
Without Pilot Action
The following may help minimize the effects and magnitude of uncommanded MCP altitude changes:
o Confirm all altitude changes on the MCP with both crew members.
o Periodically check that the MCP altitude window and indication above the altitude display on the
PFR remain at the desired value.
o Place Altitude increment selector in the AUTO position following use in the 1000s position.
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FUEL POLICY

EMIRATES B-777 01 March 2013
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Item Limit / Policy Reference
Company Policy The company policy is to plan fuel requirements on Minimum Total Cost and Maximum Payload OMA 8.1.7.1.1
Standby Fuel 3 tons below flight plan fuel. OMA 8.2.1.1
Request new OFP If the ZFW changes by 2.0 tons or more the Commander may request a new OFP. OMA 8.2.1.1
Tank Capacities 777-200 .......................................................... 28,300 / 37,700 / 28,300 ..................................................................... 94,300
777-200ER ..................................................... 29,100 / 79,300 / 29,100 ................................................................... 137,500
777-200LR, 777F, A6-EWD ........................... 31,300 / 82,900 / 31,300 / Aux 5,700 ................................................ 151,200
777-300 .......................................................... 29.100 / 79,300 / 29,100 ................................................................... 137,500
777-200LR / 300ER/ULR ............................... 31,300 / 82,900 / 31,300 ................................................................... 145,500
FCOM 12.20.5
Center Tank
Scavenge
With the main tank pumps on a scavenge system operates
automatically to transfer any remaining center tank fuel to the main
tanks. Fuel transfer begins when either main tank is less than
-200 ............................................................ 9,100
-200ER, 300 ............................................. 13,100
-200LR, 777F, -300ER, -300ER/ULR ..... 23,900
FCOM 12.20.3
Center Tank Fuel
Limitations
The center tank may contain up to 1360 kilograms of fuel with less than full main tanks provided center tank fuel weight
plus actual zero fuel weight does not exceed the maximum zero fuel weight, and center of gravity limits are observed.
Max Landing Fuel to ensure no fuel left in Center Tank:
200.7,000
200ER or 300.16,000
200LR or 300ER/ULR...36,000 Stephan Prugner Upgrade Interview Question
FCOM L.10.9
Trip Fuel Departure Cruise Approach and Landing. OMA 8.1.7.2.2
Contingency
Fuel
Contingency fuel should be the higher of Provision (a) or Provision (b) below:
Provision (a)
a. 5% of the planned trip fuel or, in the event of inflight replanning, 5% of the trip fuel for the remainder of the flight,
OR
b. 3% of the planned trip fuel provided that an en-route alternate is available, in accordance with Section
8.1.7.2.3.1 below, OR
c. An amount of fuel sufficient for 20 minutes flying time based upon the planned trip fuel consumption provided
that a fuel consumption monitoring programme for individual aircraft has been established and that valid data
determined by means of such a programme for fuel calculation are used, OR
d. Statistical Contingency Fuel (STATCON), which ensures an appropriate statistical coverage of the deviation
from the planned to the actual trip fuel.
Provision (b)
An amount to fly for 5 minutes at holding speed 1,500 ft (450 m), above the destination airport in standard conditions.
FCI 2013-13

OMA 8.1.7.2.3
Decision Point
Procedure
A Trip can be planned with less than the above contingence fuel if it will have the greater of the following two fuels
OMA 8.1.7.3.2
Use of Conti.
Fuel
Contingency fuel can be used after the Contingency fuel may be used at any time after the fuel bowser has been
disconnected for departure.
OMA 8.1.7.2
Additional Fuel - ETOPS
- The forecast weather should be at or above the applicable planning minima at the ETA1 hour, or is expected to
improve to those minima within a time period for which supplementary fuel is carried.
OMA8.1.7.2.6
Taxi Fuel Based on a statistical database. APU ops for :30, Start and taxi.
OMA 8.1.7.2.1
Taxi Fuel Burn - RR Engines 1,600 kgs/hour - GE Engines 2,000 kgs/Hour
Rule of
Thumb
APU Fuel Burn - Ground consumption 240 kgs/hour
- In-flight consumption 140-270 kgs/hour dependent on Altitude and Weight
FCOM PI.37.9
Extra Fuel Commander's discretion.
OMA8.1.7.2.7
Fuel Tankering - Fuel Tankering is planned to MLW less 1% or Performance limited landing weight less 1%.
- It is the commanders discretion to board required fuel, there is no restriction to MLW - 1%.
- Fuel Tankering is not recommended if Take-off or Landing runway is contaminated.
OMA 8.1.7.3.3
Fuel Tankering
Calculations
How much fuel can we take? MTOW- AZFW = X MLW- AZFW + Trip + Taxi - 1% MLW = Y
- Lesser of X or Y =Max Fuel Available.
How much do we require? Return Fuel + APU and Taxi Fuel + Trip Fuel there = Required Fuel for round trip
Common Sense
Fuel Uplift Check - Fuel On Board Arrival Fuel + APU Burn = Calculated Uplift
- Uplift x Specific Fuel Gravity = Actual Uplift
- Actual Uplift - Calculated Uplift = Uplift Difference Tolerance + 2,000 kgs, - 1,000 kgs
- Uplift Difference Calculated Uplift = % Difference Tolerance 5%
OMA 8.2.1.8
Fuel Conversion - US Gallons to Liters ............................................. 3.785 - IMP Gallons to Liters .............................................. 4.545
Fuel Types
RR Engines GE Engines
AFM

FCOM SP.23.4
JET A, JET A1, JP-5, JP-8 JET A, JET A1, JP-5, JP-8, TS1
The use of JP-4 and Jet B fuels is prohibited


+ Hold
+Additional
+Extra
5%
+ Hold
+Additional
+Extra
3%
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Item Limit / Policy Reference
Refueling with
Pax onboard
Refueling with JET B, JP4 or equivalent with passengers onboard is prohibited.
Refueling with JET A, A1, JP4, TS1, RT, TH or equivalent with passengers onboard is allowed.
a. At least two passenger cabin doors on the main deck shall designated, and be made available for a possible evacuation;
b. At least one passenger cabin door on the upper deck (A380 only) shall be designated and made available for a possible
evacuation;
c. The designated doors shall be selected by the flight crew in liaison with the cabin crew.
The Flight Crew shall:
i. Establish communication with the Engineer. By means that remain available during refueling;
ii. Inform Cabin Crew of the commencement and completion of fuelling, and indicate that fuelling has been
completed by illuminating the FASTEN SEAT BELT sign.
iii. Listen for a possible fire, or spillage warning from the Ground Engineer or Cabin Crew;
iv. Be prepared to initiate a passenger evacuation if necessary.
Defueling with passengers onboard must not take place.
OMA 8.2.1.10

OMA 8.2.1.11
Refueling with 1
Engine Running
There is no guidance given in the FCOM, Some information is given in the OMA. Before trying this procedure I suggest
contacting the SMNC and FCDM for guidance.
OMA 8.2.1.6
Fuel checks - At intervals not exceeding 1:00. OMA 8.3.7.1
In-Flight Fuel
Management and
Decision Point
Procedure
If, as a result of an in-flight fuel check, the expected fuel remaining on arrival at the destination is less than the required
alternate fuel plus final reserve fuel, the Commander must take into account the traffic and the operational conditions
prevailing at the destination airport, along the diversion route to an alternate airport and at the destination alternate
airport, when deciding whether to proceed to the destination airport or to divert, so as to land with not less than final
reserve fuel. The commander shall declare an emergency when the actual usable fuel on board is less than final reserve
fuel.
In line with above policy it is permissible to continue the flight towards destination (commitment to destination) when an
en-route fuel check shows that there will be less than Alternate + Final RSV fuel remaining at destination as long as
following conditions are met:
a) If maximum delay (if any) known or an EAT (Expected Approach Time) at destination is received from ATC, the
flight may continue to destination or to hold, regardless of the number of runways as long as landing at destination
is assured and it is possible to reach the destination with at least final reserve fuel remaining at touchdown.
b) If maximum delay not known and EAT at destination not received, the flight may still continue towards destination if
it is possible to reach at least two airports at which landing is assured with at least final reserve fuel remaining at
touchdown. Two separate and independent runways at a single airport within a flying time of two hours may be
considered to be equivalent to two airports, provided that account is taken of fuel burn due any likely ATC delay.
A landing is assured if, in the judgment of the Commander, it could be completed in the event of any forecast
deterioration in the weather and plausible single failures of ground or airborne facilities. Forecasts should be used to
assess the probability of landing success when more than two hours from the relevant airport. Within two hours, actual
weather reports and trend information may be used.
Landing can be assured if weather is sufficient to do the next worst approach e.g. If Precision approaches are
in use there must be sufficient weather to do a NPA
On a flight using the Decision Point Procedure, in order to proceed to the destination airport, the Commander must
ensure that the usable fuel remaining at the decision point is at least the total of:
a) Trip fuel from the decision point to the destination airport; and
b) Destination alternate fuel, if a destination alternate airport is required; and
c) Final reserve fuel
Notwithstanding, if at the Decision Point, the commitment to destination requirements are met, it is permissible to
continue the flight towards destination.
OMA 8.3.7.2


OMA 8.3.7.2.1
Simplified Requirements to Commit to Destination
Maximum delay known or an EAT at destination is received
from ATC
If maximum delay not known or an EAT at destination is not
received from ATC
- Landing Assured.
- Land with Final Reserve Fuel.
- Landing Assured.
- Reach 2 airports with at least Final Reserve Fuel.
or
- Landing Assured
- Two separate and independent runways at a single
airport within a flying time of 2:00 hours may be
considered to be equivalent to 2 airports, provided that
account is taken of fuel burn due any likely ATC delay
- Land with Final Reserve Fuel.
Alternate Fuel - Missed approach, Climb, Cruise (Cost Index 0), Descent, Approach, and Landing.
- The distance to the alternate airfield will be determined by planning for the most probable route but will never be less
than 60 track miles.
- If Destination weather is forecast below landing minima 1 hour, 2 alternates are required. (Fuel for the furthest
alternate is required)
OMA 8.1.7.2.4

OMA 8.1.4.4.2.1
Final Res. Fuel :30 holding fuel at 1500 AAL OMA 8.1.7.2.5
Fuel at
Touchdown
Not less than: Destination ................................................................................ Alternate fuel + Final reserve fuel
Commitment to destination ................................................................................ Final reserve fuel
Alternate ............................................................................................................. Final reserve fuel
OMA 8.3.7.3
Low Fuel State The Pilot In Command shall request delay information from ATC when unanticipated circumstances may result in landing
at the destination aerodrome with less than the final reserve fuel plus any fuel required to proceed to an alternate
aerodrome or the fuel required to operate to an isolated aerodrome.

Communications - The Pilot In Command shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having
committed to land at a specific aerodrome, the pilot calculates that any change to the existing clearance to that
aerodrome may result in landing with less than the planned reserve fuel.
- The Pilot In Command shall declare a situation of fuel emergency by broadcasting MAYDAY, MAYDAY, MAYDAY,
FUEL, when the calculated usable fuel predicted to be available upon landing at the nearest aerodrome where a safe
landing can be made is less than the planned final reserve fuel.
FCI 2013-007
OMA 8.3.7.4
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Item Limit / Policy Reference
Polar Operations - For Polar operations with JET A, Flight Dispatch will determine whether a fuel freeze analysis should be requested
to take advantage of a potential lower fuel freeze point. Flight Dispatch will notify the fuel vendor sufficient in
advance to perform a fuel freeze analysis.
- If a Fuel Freeze analysis is required Dispatch will provide the actual fuel freeze point at the beginning of the
Dispatch Briefing Info before any block with ETOPS information. Dispatch will also send a datalink message to the
flight crew. Flight crew will enter the MIN FUEL TEMP on the CDU PERF INIT page, a temperature 3C warmer
than the actual fuel freeze point.
FCOM SP.23
Fuel Jettison
OMA 8.3.0.11.2.1

FCTM 1.08.16

FCOM 12.20.11


Rule of Thumb

OMC RAIG
- In Absence of an Emergency, prior Flight Ops Management permission is required before fuel jettison can be
considered.
- Ensure adequate weather minimums exist at airport of intended landing.
- Fuel jettison above 4,000 feet AGL ensures complete fuel evaporation.
- Downwind drift of fuel may exceed 1 nm per 1,000 feet of drop.
- Avoid jettisoning fuel in a holding pattern with other aircraft below.
- Jettison Rates:
- Center Tank Fuel 2,500 kgs/min.
- No Center Tank Fuel 1,400 kgs/min.
- Note the time to jettison the fuel synoptic page.
- Jettison Time Rule of Thumb 2/3 of Jettison Fuel = time in minutes
- At least 10.4 tons will remain in main tanks after jettison is complete due to stand pipes in the tanks.
- Use the Unannunciated Checklist "Fuel Jettison".
- OMDB Fuel Jettison: Controllers Recommendation
Over the Sea if possible, or above 6,000 QNH
If above is not possible fuel may be jettisoned above 4,000 QNH To jettison below this level the situation
must be unavoidable.
A vertical separation of at least 1000between aircraft should be maintained above the jettisoning aircraft. If
operationally unavoidable aircraft may cross below the jettisoning aircraft if 3000seperation is provided.
- It is OK to run the FUEL IMBALANCE checklist at the same time as the FUEL JETTISON checklist. The 2
systems are independent of each other.
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Preflight Checks.



Locked Compartment the
combination is 777
DOCUMENTS FILE OMA 8.1.12.1
a. Certification of Registration;
b. Certificate of Airworthiness NoDate , and Airworthiness Review Certificate CheckDate CO559/12CompanyNOTAM
c. Noise Certificate (a copy is acceptable);
d. Air Operator Certificate (true and certified copy);
e. Operations Specification relevant to the aeroplane type and issued in conjunction with the AOC certificate (copy);
f. Aeroplane Radio Station Licence; CheckDate
g. Third Party Liability Insurance Certificates ( a copy is acceptable). CheckDate
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.
Oxygen Test and Set FCOM NP.21.16 CPB Letter 29Apr2012
CO319/12
When the Tech Log pages states that an oxygen bottle has
been replaced do the following steps before the next flight:
- Display the STATUS page .
- EMERGENCY/TEST selector - Push and hold for 5 seconds.
- Observe the crew oxygen pressure drop on the STATUS
page, if the drop over the :05 sec test is more than 100 psi,
contact the maintenance crew to investigate the possibility
of an incorrectly positioned crew oxygen shut off valve.
CO638/12COMPANYNOTAM
3
RD
CF19LAPTOPADDEDTOBEUSEDAS
ABACKUPORONBOARDSPARE
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Walk Around Component Locator Guide.


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CM1

CM2
Minimum Requirements for Preflight Planning OM A 8.1.15 - OFP - NOTAMs and Weather Departure, Destination, Alternates - Enroute NOTAMs and
Weather for first hour of flight - Relevant FCIs
Cabin Crew Briefing OMA 8.1.15.1
- Introduction of Pilots.
- Ensure all crew members are in possession of valid personal documents.
- Details of the flight.
- Augmented Flights: Rest Periods-Meal Arrangements-Use of Rest Facilities.
- Delegation of Command.
- The Purser should provide details of special passengers.
- Policy to enter the flight deck.
- Security Procedures.
- Any other items particular to the flight.
Preliminary Preflight Procedure CM1 or CM2
Check Power Established Use 2 power sources FCOM SP.6.1
Check Air-conditioning Panel FCOM S.P.2.1
Ensure ADIRU OFF :30 sec, then ON
Check lighting set for walk around
Check EICAS Messages, ENGINE, and STATUS pages
APU Oil Quantity can be checked without starting the APU by selecting the APU switch to
ON and waiting 10 seconds.
Check DOORS page.
Oxygen Test and Set (Hold the Reset/Test switch down for 10 seconds, verify
the oxygen pressure does not decrease more than 100 psig)
COM / MASTER / MANAGER / DATALINK RESET
IDENT page / Position Ent / Route Request / ATIS Request
The Database expires at 0900Z on the last day of the range. FCOM 11.40.8
(wait :10 minutes after registering IN time before making a ROUTE REQUEST) FCOM SP.5.4
Start EFB / Check Camera
Check for 5 Gear Pins
Flight Deck Door Key
Emergency Equip.
Overhead Panel / CBs
Nav Charts
Aircraft Documents
Camera
Park Brake set if required to check brake wear indicators.
Laptop







Adjust seat and organize documents
Aircraft Documents
- Clear for Boarding if Tech Log OK.
- Remind the Purser that you are refueling with passengers on board.
Laptop Check (For EFB Class II Initialize setup see above)
Walk Around (If checking brakes ensure park brake set) FCOM NP.21.4
CM1 Preflight Procedure 1 FCOM NP.21.25 - 2 - 3




FMC Check
Ident
POS Check UTC time
Route
Perf Enter Step Size
Thrust limit
T/O page 2 (Noise abattement restrictions)
( Enter Wind in to check crosswind component)
Legs
Departure{Check against PLAN mode}
Wind
Nav Rad
Prog (Check ground distance)
Route 2 Copy
Fix
Resting Page PERF INIT



Check FO Setup


Seat Adjust
Laptop (Calculate RTOW)

Flow 1 FCOM NP.21.9 - 2 3 4 5 - 6
FMC Initialize FCOM NP.21.18 Alternate Procedure FCOM SP.11.10
Ident
POS Check UTC time
ROUTE



PERF (Default C of G) 200,200ER, 300-30%//200LR,-777F-20% //300ER ULR-17.5%
DEP/ARR
RTE (POS page 2 check RNP) (Verify or enter correct RNP (FCOM SP 20)
See LH SID chart or RNP 1.0
LEGS - Check Departure (Use Plan Mode on ND)
Load winds or insert the average wind
Load descent winds
NAV RAD
PROG (Check ground distance)
Route 2 Copy
FMC COM (Check for incomplete entries)
FIX (Optional insert MSA restrictions and EOP waypoints)
Resting Page RTE page 2
7 EFB initialize flight and clear FAULT, MEMO, MSG items












..Checklist ResetDatalink Initialize
Seat and Rudder adjusted Laptop or EFB Set - Get ATIS Calculate RTOW
After receiving FZFW (DXB EDT-50, Outstations EDT-25), calculate required Fuel
Advise the Fueler (In DXB SMS sent to Ground Dispatcher FCN 2011-038) Advise Load Control of the Final Fuel via Datalink
- Independently calculate the ATOW.
- Agree on input parameters with other pilot.
- Independently enter the data into the OPT to compute the performance data.
For detailed instructions on OPT calculations see 777 OPT User Manual on the FOD CD.
- Crosscheck the computed data CM1/CM2. Crosscheck the TOGW displayed with the input
weight FCI 2010-036
- Enter the independently calculated performance data onto the respective OFP
- Independently calculate the ATOW.
- Agree on input parameters with other pilot.
- Independently enter the data into the OPT to compute the performance data.
For detailed instructions on OPT calculations see 777 OPT User Manual on the FOD CD.
- Crosscheck the computed data CM1/CM2. Crosscheck the TOGW displayed with the
input weight FCI 2010-036
- Enter the independently calculated performance data onto the respective OFP
- If only one Laptop/EFB is available, the crew member with the functioning Laptop/EFB will accomplish the initial calculation and enter the performance data on his/her OFP.
The crewmember without the functioning Laptop/EFB will then exit the OPT application and recalculate the performance data.
Confirm that fuel is acceptable.check 3x Upper EICAS, Fuel Page, Prog 2
Fueling Complete ................................................... Seat Belt Sign On
EFB CLASS II Initialize Setup (CM1 or CM2)
LDS-EFB switch ........................................................................................... ON
CM1 and CM2 switches located on the forward panels.
Boot up sequence may require 90 seconds for completion
Aircraft Model / Tail Number ............................. Select and Confirm
LIDO eRM.................................... Select / Verify correct database
6 Electrical Lights
8 Hydraulic Lights
3 Fuel Pump Lights
2 Bleed Air Lights
RTO Brakes
6 EICAS (may vary)
5 EICAS Com Messages.
S A D P A
Seatbelts On
APU Running
Doors Manual
Park Brake On
Autobrake RTO
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.
EFB CLASS II Reset procedure ( Ground or Flight) OFP Crew Alert THIS PROCEDURE IS TO BE
APPLIED ON ANY KIND OF EFB CLASS II FAILURE AND SHOULD BE DONE BY FLIGHT CREW
BEFOR CONTACTING ENGINEERING:
- LDS-EFB SWITCHES (ON FORWARD PANELS) .... OFF
- LDS LAPTOP POWER SWITCHSLIDE AND HOLD FOR APPROXIMATELY 10 SECONDS
--- WAIT 1 MINUTE ---
- EFB SYSTEM POWER SWITCHON
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Briefings Examples of Briefings (This text was removed from FCOM NP.50.1)
OMA 8.3.0.1.2
REJECT BRIEFING
On Subsequent flights on the same day with the same crew it may be
abbreviated with the comment Standard Reject Briefing, V1 __kts
CM1
This will be a LEFT/RIGHT seat take-off. If any malfunction occurs before V1 I will call STOP or GO.
If the call is STOP, I will immediately and simultaneously close the thrust levers, disconnect the autothrottles, apply maximum manual
braking (or observe operation or RTO autobrakes), and apply maximum reverse thrust.
Once the aircraft has stopped on the runway I will set the parking brake, PA THIS IS THE CAPTAIN, ATTENTION CREW AT
STATIONS, together we will assess the problem and I will call for the appropriate MEMORY ITEMS or CHECKLIST.
CM2
I will verify thrust levers are closed, autothrottles are disengaged, and maximum braking.
Call AUTOBRAKES if displayed on the EICAS, verify speedbrake lever up and call SPEEDBRAKE UP, or NO
SPEEDBRAKE as appropriate.
I will verify reverse thrust applied call REVERSERS NORMAL / NO REVERSER L/R / NO REVERSERS, call 60 KNOTS.
Then inform ATC and carry out any required actions.
CM1
If an evacuation is required I will call EVACUATION CHECKLIST.
If no evacuation is required I will check the DOORS page to ensure no doors are open, Use the CAMERA page to assess the
aircraft. If appropriate PA THIS IS THE CAPTAIN, CABIN CREW REVERT TO NORMAL OPERATIONS. Request ATC
Clearance and taxi clear of the runway. After Clearing the Runway check the GEAR page for brake temperatures and tire pressures.
OMA 8.3.0.1.2
EMERGENCY BRIEFING

PF
If a malfunction occurs after V1, we will continue the take-off.
No actions other than raising the gear, application of TO/GA thrust if required, and silencing any aural warnings will be completed
until the aircraft is safely established in the climb above 400 feet AGL.
Memory actions will be called for once the Flight Path and Navigation are stabilized.
We will accelerate at ____ feet, retract flaps, and after retraction to ___ call for the appropriate checklist.
Additional requirements from OMA 8.3.0.1.2 Requirements
Initial flight path including Engine Out Procedure, including appropriate speeds to provide obstacle clearance.
Type of approach for immediate return or intentions if return to landing unavailable due to weather at departure airfield.
Overweight Landing considerations
o Our Take-off Weight is ____, and our MLW is ____. Our options are:
FUEL JETTISON ____ minutes. 2/3 Fuel To Jettison = Time to Jettison
OVERWEIGHT LANDING checklist.
OMA 8.3.0.1.3.1
NORMAL BRIEFING
PF
Both pilots conduct a diligent self brief and Check FMS
Are You Ready for a Briefing
C Chart - Select RTE Page read RWY / SID / TRANSITION
T Terrain
W Weather
O Operational







Preflight Checklist


Complete Checklist Display Doors on MFD
Final Load Data Receive Commander Acceptance by ACARS OMA 8.1.8.5e
Record on flight plan Calculate ATOW & LW
777F check lateral imbalance and revised MTOW and MLW limitations
(If ACARS acceptance not possible the Captains Signature and Staff Number are required on all Load sheets) OMA 8.1.8.5e
CDU Set
PERF INIT ZFW enter
Fuel Quantities check CDU / EICAS / OFP
Gross Weight Call compare CDU with OPT


THRUST REF Set Assumed Temp and verify TO Thrust
Climb Thrust ....................................... Verify/Select
For RR Engines verify Automatic Selection.
For GE Engines select CLB for all takeoffs above MLW.

T/0 PAGE 2 T/O page 2, enter or Verify the
EO Accel Height
Accel Height (at or above EO Accel Height)
Thrust Reduction Height (at or above EO Accel Height)
T/0 PAGE 1 T/O page 1 set Flap & C of G


Enter the Takeoff speeds TO Speeds

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

T/0 PAGE 1 Set MCP set V2, Select LNAV VNAV and confirm
armed on PFD
Set Initial Heading & Initial Altitude
Resting page Take-off Page 1
Check that PRE FLIGHT COMPLETED is displayed.
Flight deck windows closed and locked
Monitor Actions


Compare the called Gross Weight and ATOW from the OPT
allowing for taxi fuel

Call Assumed Temp / TOGA as appropriate





Call EO Accel Height



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

Compare Flap 30 VREF with the OPT -0+1

Resting page RTE Page 2
Laptop Computer Stowed
Exterior Doors verify closed
FLT Deck Access Switch to Norm
Flight deck windows closed and locked
Captains PA ATC Clearance (Confirm CDU Dep. Proc., set MCP ALT & Transponder).

Fullallowablestabilizernosedown/noseupgreenbandisonlydisplayedwhengrossweight,
takeoffthrust(AssumedTemperature),CGinformationandV1speedhavebeenentered.
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CM1

CM2
After Cabin Secure received
Transfer Power to APU
Call Ground Engineer
Confirm: Ground checks complete,
All doors and hatches closed,
B-777 tow bar connected,
and clear to pressurize hydraulics.






Before Start Procedure




Call Cancel EICAS

Set the Trim
EFB Video Select as installed
Flight deck door closed and locked
If Starting before pushback or off gate and no pushback is
required Cabin Crew Arm Doors


BEFORE START CHECKLIST




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

Hydraulic Panel Pressurize right system first to prevent fluid transfer.
Fuel Panel Main pumps on, if FUEL IN CENTER EICAS displayed Center Tanks On.

Recall Call out the displayed messages ENGINE SHUTDOWN TCAS OFF

Cancel EICAS
Checklist Display BEFORE START

Flight Deck Door Closed and locked
Radios Set
Data on Central Radio
121.5 on Right
Transponder TA/RA

Complete the Checklist till the BEACON light switch
Pushback and Engine Start......Obtain Clearance
BEACON light switch ON
BEFORE START CHECKLIST COMPLETE
Engine Display Push

Start Clock
Start Procedure
Announce Start Sequence GE engines must be started individually
Call START__ENGINE(S)
GE engines are not allowed dual engine starts
When starting during a turning pushback Start the inboard engine
to reduce the resistance to the pushback tug.
Position Fuel Control Selectors to Run
Observe Oil Press increase by initial EGT rise If not Abort Start
Observe Gen OFF light not illuminated after start. EAD-71

Position Start Selector(s) to START




Observe Oil Press increase by initial EGT rise.

Before Taxi Procedure to be completed when red EGT Limits disappear.


APU Selector Off
Observe Gen OFF light not illuminated. EAD-71
Engine Anti-Ice as required
Recall Read off remaining EIAS messages
Checked (Ensure Cabin Doors are ARMED)
Ground Engineer Dismiss 2 Good Starts
Clear to Disconnect, Hand Signals on the Left/Right


Display Checklist
Verify ground equipment is clear
Verify the ground engineer has the steering pin and is giving the
thumbs up signal Acknowledge with a return Thumbs-up
Call Flaps __
Flight Controls Check
Call for BEFORE TAXI CHECKLIST


Ground Equipment Clear
Verify the ground engineer has the steering pin and is giving the
thumbs up signal Acknowledge with a return Thumbs-up
Position Flap Lever

BEFORE TAXI CHECKLIST COMPLETE

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PF PM
Before Takeoff Procedure May be done by CM1 or CM2
Ensure engine warm up requirements are met FCOM NP.21.43
- GE Engines Engine Oil Temp above the bottom of the temperature scale, run the engines for at least :03 minutes
- RR Engines The engine Oil Temperature must be above the lower amber band before takeoff.
- If engines shut down more than 1:30, run the engines for at least :05 minutes
- If the engines have been shut down for less than 1:30, run the engines for at least :02 minutes

Brief Taxi Clearance
Clear Left
Release parking brake
Call TAKEOFF REVIEW
Obtain Taxi Clearance
Turn on Taxi light and Turn Off lights On
Clear Right

Takeoff Review
CDU Flap __ Required, Flap __ Selected, Flap __ Indicated EICAS
ND RWY __
PFD V2 ___
TOGA, TOGA
LNAV, VNAV Armed
5,000
249 Track
FMS SOBRA 1G,
Stab Trim Set (PM) LEGS or (PF) T/O page 1 or CLIMB
Transponder 1326
TAKEOFF REVIEW COMPLETE
Display Checklist
When Takeoff Review Is Complete And Cabin Ready Received
Wx or TERR ON
Call for BEFORE TAKEOFF CHECKLIST

CHECKLIST COMPLETE

WX or TERR ON
Complete Before Takeoff Checklist
BEFORE TAKEOFF CHECKLIST COMPLETE
Takeoff Procedure.
When Cleared to Lineup on runway
Release Brakes
Confirm Correct Rwy
Align A/C on Rwy MLG Steering centered for 5 seconds before takeoff. EKIB23
Verify Runway heading with ND 10.

Landing and Strobe Lights On
PA CABIN CREW PREPARE FOR T/O
Confirm Correct Runway
Verify Runway heading with ND 10.
Cleared for Takeoff
CM1 Starts Clock 1.05 EPR or 55 % N1
TAKEOFF push TOGA sw
THRUST REF


CHECK

HOLD


CHECK
Set Thrust prior to 80 kts
THRUST SET

80 KNOTS
V1 Auto Callout



GEAR UP
LNAV
AP ON After 200 AGL

THR REF, VNAV SPEED
Call all FMA changes and engage A/P only after 200 AAL
At Acceleration height start Flap retraction FLAPS ___
Verify climb thrust set
Call AFTER TAKEOFF CHECKLIST
ROTATE

POSITIVE CLIMB


400

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

10,000 or FL100
If airport elevation above 1,000 ASL use 10,000 AAL
Seat Belt Selector as required.
or Cabin Crew Cleared for Duties
All Landing Lights Off
NAV page manual selections off,
POS page 2 RNP Manual Selection Deleted
Passing through FL 200 ensure the airspeed is at least 15 knots
above the amber band or the AIRSPEED LOW message may occur.


Approaching Transition Altitude
Set the Altimeter
Check
TRANSITION ALTITUDE, ALTIMETERS RESET STANDARD

When FUEL LOW CENTER EICAS is displayed turn CENTER FUEL
PUMPS OFF.

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
TO/GA roll command maintains runway track.
TO/GA pitch command starts at a parked position of 8 and as
the aircraft accelerates it commands V2+15 (If the target speed
is exceeded for more than 5 seconds it will adjust to the new
speed, not to exceed V2+25)
At 50 feet AGL LNAV engages.
At 400 feet AGL VNAV engages. The speed window closes
and the speed bug moves the VNAV commanded speed.
Rotation rates vary from 2 to 2.5 per second with rates being lowest on
longer airplanes. Liftoff attitude is achieved in approximately 4 seconds.
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PF PM
Top Of Climb Procedure.
- Set RADAR for Cruise
- Discuss Engine-Out drift down capability.
- Discuss Depressurization Strategy.
- Nominate Diversion Airports and check weather.
- Check the ENGINE and STATUS pages followed by a look at
all other system pages.
- Complete Flight times on the CFP
- Complete a check of remaining Weather and NOTAMS.
- Record Fuel on Flight Plan
- Set RADAR for Cruise
- Complete Flight times on the OFP
- Enter winds if required
Descent Preparation and Procedure.
Start before TOD, complete prior to 10,000 AAL
Rough Calculation 3 x Altitude + 20 nm

Transfer Control
Recall & Review all ALERT msgs and OPERATIONAL NOTES
DEP/ ARR Select
Select Approach and Transition
Confirm and Execute
Modify LEGS.
Set NAV RAD page.
RTE Copy as required
Set Fix page to 25nm circle around destination and insert
Transition Level
Set Baro Mins, QNH, and RNP(Ensure CM1 pre-selects STBY ALT QNH)
Set VREF
Set Auto Brake
Transfer control back

Get ATIS



Confirm FMS



Review all Alert Messages and Operational Notes.
Verify VREF
Set Baro Minimums

Check CDU
APPROACH BRIEFING
Both pilots conduct a diligent self brief and Check FMS
Are You Ready for a Briefing

C Chart
T Terrain
W Weather
O Operational
F Fuel OMA 8.3.0.8.3
Call for DESCENT CHECKLIST

Landing PA

DESCENT CHECKLIST COMPLETE
- At TOD record fuel on Flight Plan
When Passing lesser of 20,000 AAL or TOD, Seat Belt Sign On
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PF PM
Approach Procedure
Approaching transition level
Set the Altimeter
CHECK
TRANSITION LEVEL, ALTIMETERS RESET ____mb/in
Verify correct arrival and approach procedures selected
Confirm Approach Briefing
10,000 or FL100
If airport elevation above 1,000 ASL use 10,000 AAL


When cleared to an Altitude and below 10,000 AAL
APPROACH CHECKLIST
Select Landing , Taxi and Runway lights On
Checklist display push

APPROACH CHECKLIST COMPLETE

ILS Procedure.

Call for Flaps according to schedule
On LOC intercept heading.Verify ILS Tuned and Identified LOC
and G/S pointers (or anticipation
cues) displayed Arm App Mode

At G/S Alive ......................................... GEAR DOWN, FLAPS 20
Set the Speedbrake lever to ARMED




At G/S Capture ........... Set Missed approach altitude in the MCP
2500 ................................................................................... Check





Call FLAPS __ LANDING CHECKLIST

CHECKLIST COMPLETE
LAND 3, FLARE and ROLLOUT ARMED
1000 ................................................................................... Check
Check
500 ..................................................................................... Check
Plus 100 ............................................................................. Check
Minimums .................................... LANDING or GO-AROUND
CABIN READY received from Purser

On LOC intercept heading. Verify ILS Tuned and Identified
LOC and G/S pointers displayed

GLIDE SLOPE ALIVE
Landing Gear Down, Flaps 20,
PA CABIN CREW PREPARE FOR LANDING
Checklist display,







POSITION Flaps



LANDING CHECKLIST COMPLETE


At FAF/OM FAF or OM ____ feet (Chart Altitude)
1000 MISSED APPROACH ALTITUDE SET
Possible lighting calls
STROBE APPROACH LIGHTS RUNWAY LIGHTS
PAPI VASI RUNWAY IN SIGHT

Non-ILS approach using VNAV


Call for Flaps according to schedule
On Intercept Heading. ARM LNAV or LOC
Approx 2-3 nm before the FAF and after ALT, VNAV PATH, or
VNAV ALT
Set MDA Or DA in MCP OMA 8.1.5.1
Select VNAV
Engage Speed intervention
Approaching the Glide Path
GEAR DOWN, FLAPS 20
Arm the Speedbrake
Beginning the final descent
Call FLAPS __ LANDING CHECKLIST
300 below M/A altitude and stabilized on final approach in
VNAV PATHSet M/A altitude in MCP
2500 ................................................................................... Check
1000 ................................................................................... Check
Check
500 ..................................................................................... Check
Plus 100 ............................................................................. Check
Minimums .................................... LANDING or GO-AROUND
CABIN READY received from Purser
PA Cabin Crew Prepare for Landing
On LOC intercept heading. Verify NAV Aid Tuned and Identified
LOC or VOR pointers displayed





APPROACHING GLIDE PATH
Position Landing Gear Down
Flaps 20, Checklist Display, Notify cabin Crew to prepare for
landing.
Position Flaps
LANDING CHECKLIST COMPLETE

At FAF/OM FAF or OM ____ feet (Chart Altitude)
1000 MISSED APPROACH ALTITUDE SET

Possible lighting calls
STROBE APPROACH LIGHTS RUNWAY LIGHTS PAPI
VASI RUNWAY IN SIGHT
Set MCP to missed approach altitude:
VNAV Approaches: After established on the final descent and more than 300 feet below the missed approach altitude. FCTM 5.40
V/S or FPA Approaches: When you are approximately 300 feet above the MDA. FCTM 5.45


Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC Identified
P PA Completed
- Landing Gear Down
- Flap 20
- Speed Brake Armed
- Set Speed
Before 1,000 AGL
- Flap 30
- Set Speed
- Landing Checklist
Before 1,500 AGL
EMIRATES B-777 01 March 2013
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PF PM
Go-Around Procedure
Push TOGA
Call GO-AROUND, FLAPS 20
THR,TOGA,TOGA


Position Flaps to 20
Verify rotation to go around Attitude and thrust increase


GEAR UP
Limit the bank angle to 15 if airspeed is below minimum manoeuvre speed.
Above 200 select A/P ON
Above 400 select LNAV or HDG/TRK SEL
At Flap Retraction Altitude (LH Missed Approach Altitude) set
speed to the manoeuvring speed for the desired flap setting
Call for FLAPS __ according to flap schedule
After Flap Retraction select FLCH or VNAV as required
Verify thrust adequate and adjust if required
POSITIVE CLIMB
Position Landing Gear Up and ensure F/Ds on
(If F/Ds not on the can be reengaged by hitting the TOGA switch twice)
Verify MA Altitude is set

Position Flaps
Display Checklist
Caution for Single Engine Go-Around
Loss of control prior to reaching stick shaker may occur after an engine failure at light weights.
Minimum Recommended Speed is Vref+5.
Fleet Facts July/August 2007
Verify missed approach route tracked and missed approach altitude captured.
Call for AFTER TAKEOFF CHECKLIST Complete checklist
After Landing Procedure After CM1 positions Speed Brake Lever Down.
Monitor Roll and Proper Auto Brake Operation

Move the Reverse levers to the reverse idle detent.
When reverse idle achieved stow the reverse thrust levers.
Taxi instructions received and understood.
Stow the Speed Brakes
CM1 Stops Clock
Select Wx Radar Off





Call AFTER LANDING CHECKLIST

Call SPEEDBRAKES UP or NO SPEEDBRAKES
Call REVERSERS NORMAL or NO REVERSER LEFT ENGINE
or NO REVERSER RIGHT ENGINE or NO REVERSERS
Call AUTOBRAKES if displayed on the EICAS
Call 60 KNOTS




Position Engine Anti-Ice as required
Start APU at an appropriate time. (:02 minutes prior to gate if possible)
Position Strobes Off
Landing Taxi lights as Required
Select Wx Radar Off
Position Auto Brakes Off
Flap Lever Up
Checklist Push

AFTER LANDING CHECKLIST Complete
Ensure engine cool down recommendations are met FCOM NP.21.47
- GE Engines Run the engines for at least :03 minutes.
- RR Engines Run the engines for at least :01 minutes.
Turning on to Parking Stand.


Notify Cabin Crew
CABIN CREW PREPARE DOORS FOR ARRIVAL
Turn Off Runway Turnoff and Taxi lights
Display to DOORS synoptic page


EMIRATES B-777 01 March 2013
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CM1 CM2
Shutdown Procedure.
If Towing is needed:
Nose gear steering ................................................ Verify locked out
Do not hold or turn the nose wheel tiller during the
pushback or towing. This can damage the nose gear
or tow bar.
Do not use airplane brakes to stop the airplane during
pushback or towing. This can damage the nose gear
or the tow bar.

Park Brake Set
APU Running
Fuel Control Cutoff
Cabin Doors Disarmed
Engines Shutdown
N1 below 10%, Seat Belt Selector Off
Flight Director Off
EFB Close



When Wheel chocks are in release the Parking Brake.
In contact with Ground Engineer report the Aircraft Status.
Call SHUTDOWN CHECKLIST

Status Message Check disregard until :03 min after HYD PRESS SYS L+C+R
LOG required defects
Check Power Established Use 2 power sources FCOM SP.6.1
Stop Clock..Electrical Power Establish


Verify Cabin Doors Disarmed
Verify Engines have spooled down to 10% N1
Hydraulics Set C1&C2 Demand Pumps OFF, L Demand Pump OFF, C2&C1Electric
Primary Pumps OFF, R Demand Pump OFF. (prevents Fluid Transfer)
Fuel Pumps Off
Beacon Off
Flight Director Off
Checklist Push
EFB Close
Transponder Standby

SHUTDOWN CHECKLIST Complete
APU Selector Set
Flight Deck Access System Off
Secure Procedure.
Call SECURE PROCEDURE



EFB as required for Class I, II, or III







Call SECURE CHECKLIST

Electrical Supply During Ground Operations FCOM SP.6.1
Use dual electrical sources to power the aircraft during ground
operations as much as possible.
If conditions permit, and two independent ground power sources are
available, the APU should be switched off to conserve fuel.


ADIRU OFF
Emergency Lights Off
Packs Set
EFB as required for Class I, II, or III






Checklist Push

SECURE CHECKLIST Complete
Laptop computer Stowed power supply connected if below 30%
Flight Deck Door key check
If Towing required ensure the Nose Gear Steering is locked out.
Last Items Prior To Leaving Cockpit
3 minutes after HYD PRESS SYS L+C+R message is shown
record the STATUS and ALERT messages in the maint. Log.
L Com to RVHF, FLT, SPKR Volumes set to 12:00
Seat Belt Stowed.
Ensure all paperwork signed
1. Aircraft Tech Log Book
2. Cabin Log Book
3. Voyage Report
4. Flight Plan

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

EFB Class II Shutdown Procedure CM1 and CM2
Home Page (bezel key) ............................................................................. Select CM1, CM2
Shutdown ................................................................................................ Select CM1, CM2
LDS-EFB switch ......................................................................................... OFF CM1, CM2
CM1 switch located on the left forward panel and CM2 switch located on the right forward panel

Fatigue Report Form Black Box

EMIRATES B-777 01 March 2013
Page 136 of 266 8. SOP GUIDE STUDY GUIDE



.


PF Procedures


PM Procedures


PF Calls


PM Calls


Auto Callouts
C
l
e
a
r
e
d

t
o

l
i
n
e

u
p

o
n

r
u
n
w
a
y

V1
Takeoff,
THRUST REF
TAKE OFF REVIEW
Flap __
Rwy ___
V2 ___
TOGA,TOGA, LNAV VNAV Armed
5,000
249 Track
SID
Stab trim set for Take-off
PF CDU T/O
PM, CDU LEGS
Transponder ____
TO Review complete
Display Checklist
Ldg Lts & Strbs On
PA Cabin Crew
Verify Rwy Hdg




Prior to Takeoff the duties
of the PF will be completed
by CM1.
All Calls will be responded
to with an action call or
Check
Taxi Clearance
Brief Taxi
Taxi lights ON
Release park brake
Call For T/O Review
DEPARTURE BRIEFING
Emergency Briefing
Brief and identify Threats
Charts
Terrain
Weather
Operational
Leaving 5,000 feet
Climbing FL280
THRUST SET,
80 Knots
Rotate Positive Climb
400 AAL
1,000 AAL
27,000 ASL
28,000 ASL
20,000 ASL
Gear Up
LNAV
A/P On
400
THR REF
VNAV
Flap 1
Flap Up
After T/O Checklist
After T/O Checklist
Complete
10,000 Climbing FL280
Check Transition Altitude, Altimeters Reset Standard
FL200 Climbing FL280
FL 270 Climbing FL280
SPEED,
VNAV PATH
Hold
Departure SOP
V1
Display the Checklist
Engine AI Auto
Transition
Transition Altitude
10,000 or FL100
If airport elevation above 1,000 ASL use 10,000 AAL
Lights Off
Seatbelts Auto
Monitoring is a vital role of the non-flying pilot, if any action by the PF is not understood by the PM he shall attempt to resolve the
confusion with a prompt or question. If this initial communication is unsuccessful and the PM still has uncertainty or concern about
the safety of the aircraft then they can use the trigger word Uncomfortable to clearly express his concern. FCI 2013-002 OMA 4.0.6
EMIRATES B-777 01 March 2013
Page 137 of 266 8. SOP GUIDE STUDY GUIDE


1,000 AAL
Transfer Controls
Set FMC DEP/ARR page
Confirm and Execute
Modify LEGS page,
Fix page as req
Set NAV/RAD page
Check MSGS and NOTES
Select VREF
Ensure CM1 sets STBY ASI
Set Minimums
Ensure CM1 sets STBY ALT
Set Auto Brake
Transfer Control Back
Complete Briefing
Call for Descent Checklist
Check FMC
PF Procedures


PM Procedures


PF Calls


PM Calls


Auto Callouts
ATIS
PA
Advise
purser :20
to TOD
ARRIVAL BRIEFING
Brief and identify Threats
Charts
Terrain
Weather
Operational
Fuel
2500


For the purposes of this
explanation the PF will
remain so even during
control transfers.
All Calls will be
responded to with an
action call or Check
Leaving FL280
Descending 8,000 feet


20,000 ASL
10,000 Descending 8,000
Check
Transition Level, Altimeters Reset ____mb/in
FL200 Descending 8,000
Arrival SOP
Seatbelt Sign On at 20,000 AAL
or TOD whichever is lower
9,000 Descending 8,000
Landing
or G/A
Speedbrakes Up or
No Speedbrakes
60 knots
Landing Gear Down, Flap 20
Flap 30, Landing Checklist
LOC armed, G/S armed, LOC CAP,
G/S CAP, missed approach altitude set
FAF____ft
SPEED-ALT CAP, ALT HOLD
ILS identified
2500
1000
500
Plus
100
Minimums
10,000 Procedure
Landing, Taxi, and Rwy
Turn Off lights On
Display Checklist
28,000 ASL
Transition Altitude
10,000 or FL100
If airport elevation above 1,000 ASL use 10,000 AAL
Altimeters Reset
Approach Checklist
Flap 1Flap
ILS idendtified
Arm the Speedbrakes
LAND 3, FLARE and ROLLOUT ARMED
Cabin Ready PA
Cabin Crew Prepare
for Landing
1,000
M/A Altitude Set
Monitoring is a vital role of the non-flying pilot, if any action by the PF is not understood by the PM he shall attempt to resolve the
confusion with a prompt or question. If this initial communication is unsuccessful and the PM still has uncertainty or concern about
the safety of the aircraft then they can use the trigger word Uncomfortable to clearly express his concern. FCI 2013-002 OMA 4.0.6
EMIRATES B-777 01 March 2013
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Aircraft Differences
-200 Differences A6-EMD-EMF
Engines






EAD 60R2

TRENT 877 (76,900 lbs)
o RR engines may be started at the same time.
o EAI on Takeoff Procedure (RR Engines) Run-up to a minimum of 50% N1 and confirm stable engine operation before the start of the takeoff
roll. FCOM SP.16.8
o After an RTO is performed on RR powered 777 airplanes where the thrust reversers were deployed, MCC must determine if an inspection of
thrust reversers is necessary. EKIB-46R1
o New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog.
Condition Freezing Fog and Visibility 300 meters or less.
o If Take-off within :45 minutes total taxi time, accomplish normal procedures.
o If Takeoff cannot be achieved within :45 minutes of taxi time complete the procedure below every :45 minutes before takeoff.
o 0C to -6C run-up the engines to 50%N1 for 60 seconds.
o -7C to -13C run-up the engines to 59%N1 for 60 seconds. Takeoff Config sounds at 60%N1.
o If OAT is less that -13C engines must be manually deiced.
o Taxi in time from previous flight may be included if in same conditions.
o The engine may be considered free of ice prior to engine start if:
o manually de-iced,
o visually inspected per the AMM, or
o the above core ice shed run-up procedure is conducted within 5 minutes before engine shutdown during taxi-in
o Further exceptions included in Bulletin.
o Engine cool down recommendations: RR Engines Run the engines for at least :01 minutes. FCOM NP.21.62
Weight
Limitations
FCOM L.10.3
Performance
o Cruise C of G Default 30% FCOM NP.21.16
o Approach Category C, Circling D.
Fuel
FCOM 12.20.6

FCOM 12.20.3

o 28,300 / 37,700 / 28,300 .................................. 94,300
o With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than9,100. Center tank quantity must be below 4,100.
Max Landing Fuel to ensure no fuel left in Center Tank:.7,000 Stephan Prugner Upgrade Interview Question
-200ER Differences A6-EMG-EMK
Engines






EAD 60R2

TRENT 892 (90,000 lbs)
o RR engines may be started at the same time.
o EAI on Takeoff Procedure (RR Engines) Run-up to a minimum of 50% N1 and confirm stable engine operation before the start of the takeoff
roll. FCOM SP.16.8
o After an RTO is performed on RR powered 777 airplanes where the thrust reversers were deployed, MCC must determine if an inspection of
thrust reversers is necessary. EKIB-46R1
o New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog.
Condition Freezing Fog and Visibility 300 meters or less.
o If Take-off within :45 minutes total taxi time, accomplish normal procedures.
o If Takeoff cannot be achieved within :45 minutes of taxi time complete the procedure below every :45 minutes before takeoff.
o 0C to -6C run-up the engines to 50%N1 for 60 seconds.
o -7C to -13C run-up the engines to 59%N1 for 60 seconds. Takeoff Config sounds at 60%N1.
o If OAT is less that -13C engines must be manually deiced.
o Taxi in time from previous flight may be included if in same conditions.
o The engine may be considered free of ice prior to engine start if:
o manually de-iced,
o visually inspected per the AMM, or
o the above core ice shed run-up procedure is conducted within 5 minutes before engine shutdown during taxi-in
o Further exceptions included in Bulletin.
o Engine cool down recommendations: RR Engines Run the engines for at least :01 minutes. FCOM NP.21.62
Weight
Limitations
FCOM L.10.4
Performance
o Cruise C of G Default 30% FCOM NP.21.16
o Approach Category C, Circling D.
Fuel
FCOM 12.20.6

FCOM 12.20.3
o 29,100 / 79,300 / 29,100 ................................ 137,500
o With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than13,100. Center tank quantity must be below 15,900.
o Max Landing Fuel to ensure no fuel left in Center Tank:..16,000StephanPrugnerUpgradeInterviewQuestion

EMIRATES B-777 01 March 2013
Page 139 of 266 8. SOP GUIDE STUDY GUIDE

-200ER A6-EML Only Differences
Engines






EAD 60R2
TRENT 892 (90,000 lbs)
o RR engines may be started at the same time.
o EAI on Takeoff Procedure (RR Engines) Run-up to a minimum of 50% N1 and confirm stable engine operation before the start of the takeoff
roll. FCOM SP.16.8
o After an RTO is performed on RR powered 777 airplanes where the thrust reversers were deployed, MCC must determine if an inspection of
thrust reversers is necessary. EKIB-46R1
o New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog.
Condition Freezing Fog and Visibility 300 meters or less.
o If Take-off within :45 minutes total taxi time, accomplish normal procedures.
o If Takeoff cannot be achieved within :45 minutes of taxi time complete the procedure below every :45 minutes before takeoff.
o 0C to -6C run-up the engines to 50%N1 for 60 seconds.
o -7C to -13C run-up the engines to 59%N1 for 60 seconds. Takeoff Config sounds at 60%N1.
o If OAT is less that -13C engines must be manually deiced.
o Taxi in time from previous flight may be included if in same conditions.
o The engine may be considered free of ice prior to engine start if:
o manually de-iced, or visually inspected per the AMM, or the above core ice shed run-up procedure is conducted within 5
minutes before engine shutdown during taxi-in
o Further exceptions included in Bulletin.
o Engine cool down recommendations: RR Engines Run the engines for at least :01 minutes. FCOM NP.21.62
Weight
Limitations
FCOM L.10.4
Performance
o Cruise C of G Default 30% FCOM NP.21.16
o Approach Category C, Circling D.
o The weight limitations for A6-EML are significantly different to the other 777-200ER aircraft.
Fuel
FCOM 12.20.6

FCOM 12.20.3
o 29,100 / 79,300 / 29,100 ................................. 137,500
o With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than13,100. Center tank quantity must be below 15,900.
o Max Landing Fuel to ensure no fuel left in Center Tank:..16,000StephanPrugnerUpgradeInterviewQuestion
-200LR Differences A6-EWA-EWJ
Airplane Gen
o Wingspan increased to 64.8 meters with a distinctive rake wingtip.
Engines
EKIB-22




EAD-69
GE90-110B1L1 (110,000 lbs) (Takeoff Bump is available)
o GE engines MUST be started individually.
o EAI on Takeoff Procedure (GE Engines) Run-up to as high a thrust setting as practical and confirm stable engine operation before the start of
the takeoff roll. FCOM SP.16.8
o High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle.
o No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if successful consider it a nuisance fault.
o Engine Oil Gulping or Hiding is common.
o Before Start Procedure: For GE Engines select CLB for all takeoffs above MLW.
o Fuel Flow Blanking with GE-90-100. Nuisance blanking that only occurs at or near idle during descent.
o Engine cool down recommendations: GE Engines Run the engines for at least :03 minutes. FCOM NP.21.62
Weight
Limitations
FCOM L.10.4
Performance
o Cruise C of G Default 20%. FCOM NP.21.16
o Approach Category C, Circling D.
o Use alternate C of G in the OPT if the C of G is 26% or greater. EKIB-10R4
DESCENT PREPARATION AND PROCEDURE EKIB 44R3 CO514/11
The 777-200LR and 777F have a floor below which VREF or V2 will not be reduced. The VREF floor is 137 kts and is already incorporated into
existing FCOM/QRH manuals and FMC/OPT software and is hence transparent to crews.
This has led to a situation where for a flaps 30 landing below 220 tons on the 777F the approach speed will no longer be reduced below this
floor, even during a ferry flight when to actual landing weight might be closer to 150 tons(The OPT will not even calculate results for landings
below 154,211kg.). For the same weight the approach speed based only on the conventional 30% cushion over the stall warning speed
(VREF=1.3Vs) would have been closer to 117 kt.
This results in 2 problems: - Low pitch attitudes on landing raise concerns the nose landing gear first touchdown can occur.
The airplane will now have a pronounced tendency to float.
Selecting Flaps 25 for landing at low weights would increase the pitch attitude during approach and flare by 1, and reduce tendency to float
The lowest landing weight for which speeds are published is 154,211 kgs. Dispatch will plan flight plans using necessary ballast or additional
fuel in order to ensure flights arrive at departure at or above this weight.
CO514/11 COMPANY NOTAM - VREF AT LOW WEIGHTS
WE HAVE RECEIVED REPORTS THAT 777F AND 777-200LR FMCS MAY DISPLAY A VREF SUBSTANTIALLY LESS THAN 137 KT.
THESE REPORTS ARE CURRENTLY INVESTIGATED BY BOEING. IN THE MEANTIME,IF 777F OR 777-200LR FMC SHOULD
DISPLAY A VREF OF LESS THAN 137 KT, CALCULATE LANDING PERFORMANCE WITH OPT TO VALIDATE FMC VREF.IF OPT
APPLICATION SHOULD BE UNAVAILABLE, CONSULT QRH PERFORMANCE INFLIGHT (PI-QRH) TABLES AS ALTERNATIVE MEANS
TO VALIDATE FMC VREF. USE THE HIGHER OF THE FMC OR OPT/QRH VREF AS VREF FOR THE APPROACH. REFER ALSO TO
EKIB-44R2. - FTPB 23NOV11
Fuel
FCOM 12.20.6

FCOM 12.20.4
o 31,300 / 82,900 / 31,300 ................................. 145,500 o 31,300 / 82,900 / 31,3005700 .................. 151,200 If the aux tank is installed.
o With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than23,900. Center tank quantity must be below 15,900
Max Landing Fuel to ensure no fuel left in Center Tank:...36,000 Stephan Prugner Upgrade Interview Question

EMIRATES B-777 01 March 2013
Page 140 of 266 8. SOP GUIDE STUDY GUIDE

-777F Differences A6-EFD-EFE
Out station briefing sheets are hidden in the normal briefing sheets as a web link Select the normal briefing sheet from the EK FOIP website, and then find the
link for the Freighter Operations Selecting this link will bring up the correct Briefing Sheet.
Navigation Bags are organized differently. FCI 2011-034






Cockpit Setup 3 laptops stowed in lower stowage cabinet next to the observer seat The lock combination is 777 FCOM NP.11.8, 21.2
The B777F is not equipped with ADF receivers and cannot perform NDB approaches.
The maximum number of Main Deck occupants (Supernumerary Area and MDCC) is 6-11 depending on the configuration.
Occupants of Supernumerary Area and MDCC are restricted See OMA 21.2.1 FCI 2010-026
International mail has loading priority over all other cargo and will be offloaded only after all other cargo, in the event of a flight being weight restricted.
On the 777F, it is the responsibility of the CM2 to arm the doors. Commander may delegate the door operation to a suitably qualified person on board. FCOM NP.21.28
When the MDCC is occupied the Commander shall make a PA to advise when the Seatbelt sign has been switched on.
On the 777F, it is the responsibility of CM2 to disarm the doors after completion of Shutdown Checklist. Commander may delegate the door operation to a suitably
qualified person on board. FCOM NP.21.49
Cabin Doors are now part of the Shutdown checklist. FCOM NP.21.49
SOP Changes
PRELIMINARY PREFLIGHT PROCEDURE
The security checks are extended to include the supernumerary area, crew rest area, and galley area.
When a Load Master is part of the crew he shall conduct the aircraft security check including the Main Deck Cargo Compartment (MDCC) and the
Lower Cargo Compartments.
Check that catering meets crew requirements for the entire duty period and that water quatities are sufficient for the flight. Ensure that the waste
compartment has been serviced. Check the galley area is secure for take-off.
Verify that a service check of the Emergency Power Assist System (EPAS) and Slide/Raft gas bottle has been accomplished according to approved
procedures once each flight day. Compliance is via the completion of a daily/service check by the Engineer.
Do not store luggage behind Supernumerary Seats as this is a decompression panel and needs to be clear. Proper storage area is in the cargo area
attached to the front of the first pallet.
Laptop Stowage area moved to the lower stowage compartment next to the second observer seat. The lock combination is 777
The recharging of laptop batteries in the Supernumerary Area must be monitored at all times. Cargo Operations Supplement
Flight Crew will not operate the Main Cargo Door.


FCOM NP.70.1

OMA 21



FCOM NP.21.2
PREFLIGHT PERFORMANCE CALCULATION
Check the Final Load Data for Lateral Imbalance and respect the revised MTOW and MLW restrictions. OMC RAIG Appendix G-F
If the Lateral Imbalance is greater than 13,499 KG the MTOW and MLW will be restricted.
Confirm that the load sheet reflects the installed supernumerary configuration.
Crews operating on the 777F aircraft should select ALT CG option in the OPT CG Position window whenever the reported T/O MAC on the Load
Sheet is a value equal to or greater than 28%.
At very low take-off weights an OPT message INPUT WEIGHT APPEARS TOO LOW can be displayed. If this happens follow the FCOM procedure
to calculate the takeoff performance. FCOM NP.21.31 FCOM PD 777-200F
Set the appropriate TEMP setting from the NOTOC, if required, for the FWD and AFT lower cargo and the FWD and AFT main deck cargo. Crew shall
not refuse carriage solely on the basis of temperature stated on the NOTOC.
FCOM NP.70.1

EKIB 10R4

FCOM NP.21.32
FCOM PD 77F
BEFORE START PROCEDURE
On completion of the Preflight Performance Calculation, entry of data into the FMC, all doors closed, and all other Preflight Requirements have been
completed, the CM2 will close and arm the entry doors, and check the girt bar indicators are yellow.
When the last cabin door is closed the Flight Deck Crew shall ensure that the access doors to the MDCC area are closed
NOTE: Commander may delegate the door operation to a suitably qualified person on board
FCOM NP.70.1
BEFORE TAKEOFF PROCEDURE
The CABIN READY, will not be received. The below steps shall be actioned on completion of the takeoff review.
FCOMNP.21.34
PF PM
Select WXR/TERR switch ON. Select WXR/TERR switch ON.
Call BEFORE TAKEOFF CHECKLIST Do the BEFORE TAKEOFF Checklist
DESCENT PREPARATION AND PROCEDURE
Check the galley area is secure for descent and landing. Advise any Supernumerary personnel of descent prior to the top of descent.
Performance
EKIB 44R3
o At landing weights approximately below 217,000 kg (under ISA conditions), crew shall consider the use of flaps 25 for normal landings on the
777F where performance permits. This will ensure a less shallow pitch attitude on approach and landing than with flaps 30. If an autoland is
required or landing performance precludes a flaps 25 landing, flaps 30 shall be used.
o The lowest landing weight for which speeds are published is 154,222 kg. Dispatch will plan flights using necessary ballast or additional fuel in
order to ensure flights arrive at destination at or above this weight.
o In the event or holding, a diversion, or other unanticipated circumstances the actual landing weight falls below this value, it is permissive to use
VREF for the lowest landing weight where speeds can be obtained.
CO514/11 COMPANY NOTAM - VREF AT LOW WEIGHTS
WE HAVE RECEIVED REPORTS THAT 777F AND 777-200LR FMCS MAY DISPLAY A VREF SUBSTANTIALLY LESS THAN 137 KT. THESE
REPORTS ARE CURRENTLY INVESTIGATED BY BOEING. IN THE MEANTIME,IF 777F OR 777-200LR FMC SHOULD DISPLAY A VREF OF
LESS THAN 137 KT, CALCULATE LANDING PERFORMANCE WITH OPT TO VALIDATE FMC VREF.IF OPT APPLICATION SHOULD BE
UNAVAILABLE, CONSULT QRH PERFORMANCE INFLIGHT (PI-QRH) TABLES AS ALTERNATIVE MEANS TO VALIDATE FMC VREF. USE THE
HIGHER OF THE FMC OR OPT/QRH VREF AS VREF FOR THE APPROACH. REFER ALSO TO EKIB-44R2. - FTPB 23NOV11
FCOM NP.70.1

EKIB 44R3
AFTER FINAL TURN ON TO PARKING STAND
Runway turnoff and taxi lights .......................................................................................................................................................................... OFF PM
Door display switch ......................................................................................................................................................................................... Push PM
NOTE: The command to disarm doors is omitted.
FCOM NP.70.1
SHUTDOWN PROCEDURE
After the aircraft is parked and engines are shutdown, the CM2 will disarm the entry doors.
Verify that the doors are disarmed on the doors display and the door panel before opening.
Flight Crew will not operate the Main Cargo Door.
NOTE: Commander may delegate the door operation to a suitably qualified person on board.
FCOM NP.70.1

OMA 21

Captain Side F/Os Side Captain Side F/Os Side
Destination and ME
Charts
Destination and ME
Charts
Alternates L to O South American Kit
Captain
Alternates A to C En-route charts (RFC) Alternates P to Z South American Kit F/O
Alternates D to K Other Airports
TR 87A Appendix 4 FCOM NP.70.1
EMIRATES B-777 01 March 2013
Page 141 of 266 8. SOP GUIDE STUDY GUIDE

B777F Differences continued

Airplane
General
Pelesys
Freighter Doors












- There are 2 crew entry doors located at L1 and L2.
- 3 Cargo Doors are located on the Right Side of the aircraft in
the standard locations.
- The Forward and Aft Doors are electrically operated.
- The Bulk Door is manually operated.
- A Large Main Deck Cargo Door is located on the aft left side of
the airplane.
- A MDCD (Main Deck Cargo Door) Camera monitoring system
at 1L allows an operator to perform unassisted main deck
cargo door operations from a remote control panel.
- Flight Crews will not operate the Main Deck Compartment
cargo door. OMA 21.3.1
- Wingspan increased to 64.8 meters with a distinctive rake
wingtip.











Air Systems
Pelesys


- The Air Synoptic page and the Air Conditioning controls are also slightly different.








- The Lower Cargo Compartments have more advanced temperature control.
They are located in the same position on the overhead maintenance panel but
now control the temperature between 4C-27C The center position is 12
degrees.
- The Aft Temperature selector provides heat to both the AFT and BULK cargo
compartments.
- L controls the temperature from 4C-10C
- H controls the temperature from 18C-24C




- The MAIN DECK CAGRO TEMP controls the temperature from 4-27 degrees.
- The 777F has recently experienced several failures of the # 3 Main Deck Shutoff
Valves, in the air distribution system, with corresponding delays. There are six
Main Deck Shutoff Valve's installed on the 777F. These valves are commanded
closed during a Class E fire event. There are four valves installed in the #1 and #2
positions and are open during normal operations. The Forward #3 and Aft #3
valves close when the Main Deck Flow Selector is set to NORMAL and the valves
open when the Main Deck Flow Selector is set to HIGH. All six Main Deck Shutoff
Valves are commanded to full open after landing as part of an automated BITE
check. The valve manufacturer is currently developing a fix for the failures, but
until that time, Boeing recommends operating with the Main Deck Flow
Selector set to HIGH flow to allow the #3 Main Deck Shutoff Valves to
operate the same as the other four shutoff valves. The fuel burn penalty is
0.1% to 0.2% and is reflected in the OFP.

EMIRATES B-777 01 March 2013
Page 142 of 266 8. SOP GUIDE STUDY GUIDE

B777F Differences continued

Communication
Pelesys
o PA system only broadcasts to the Supernumerary Seating area, Lavatory, and Crew Rest areas.
o Cargo Interphone System
o The Load Masters amplifier panel is located by the Aft of the Main
Deck Cargo Door. The Panel has two way call capability with the
Flight Deck.




o There are 4 wing inspection call panels on the main flight deck. These panels have call
capability to the flight deck through the Flight Interphone. A portable handset must be
attached for two-way communication with the flight deck.


Engines
EKIB-22


EAD-69
GE90-110B1L1 (110,000 lbs) (Takeoff Bump is available)
o GE engines MUST be started individually.
o EAI on Takeoff Procedure (GE Engines) Run-up to as high a thrust setting as practical and confirm stable engine operation before the start
of the takeoff roll. FCOM SP.16.8
o High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle.
o No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if successful consider it a nuisance fault.
o Engine Oil Gulping or Hiding is common.
o Before Start Procedure: For GE Engines select CLB for all takeoffs above MLW.
o Fuel Flow Blanking with GE-90-100.
o Nuisance blanking that only occurs at or near idle during descent.
o Engine cool down recommendations: GE Engines Run the engines for at least :03 minutes. FCOM NP.21.62
Weight
Limitations
FCOM L.10.4








EKIB-10R4

o Crews operating on the 777F aircraft should select ALT CG option in the OPT CG Position window whenever the reported T/O MAC on
the Load Sheet is a value equal to or greater than 28%.
Performance
o Cruise C of G Default 20% FCOM NP.21.16
o Approach Category D.
o MTOW and MLW are corrected if a Lateral Imbalance exists see Final Load Data. OMC Appendix G-F page 18
o For OPT message INPUT WEIGHT APPEARS TOO LOW See procedure in FCOM PD 40.1
Fire Protection
Pelesys
Main Cargo Fire Protection
o The 777 Freighter has an additional CARGO FIRE ARM switch for the MAIN DECK.












- The Main Deck is divided into 8 fire detection areas, 46 smoke detectors, each with dual
photo sensors, monitor the main deck and function the same as in the lower cargo
compartments.
- Pushing the MAIN DECK cargo fire arm switch, enables main deck fire suppression,
turns off two packs, configures equipment cooling to closed loop mode, shuts off all
airflow to the main deck, shuts off airflow and heat to lower cargo compartments.
- Pushing the Cargo Fire DEPR/DSCH switch initiates a controlled depressurization to a
cabin altitude of approximately 21,000 feet with the airplane altitude at 23,000 feet. The
reduced oxygen content of the air suppresses the fire. When smoke is no longer
detected, the cargo fire warning light extinguishes and the EICAS message is removed.
Fuel
FCOM 12.20.7

FCOM 12.20.4
o 31,300 / 82,900 / 31,300 ............................. 145,500
o With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than23,900. Center tank quantity must be below 15,900
o MaxLandingFueltoensurenofuelleftinCenterTank:....36,000 StephanPrugnerUpgradeInterviewQuestion

EMIRATES B-777 01 March 2013
Page 143 of 266 8. SOP GUIDE STUDY GUIDE

-300 Differences A6-EMM-EMX
Airplane
General
o External Camera available to see wheel positions during taxi.
Engines






EAD 60R2

TRENT 892 (90,000 lbs)
o RR engines may be started at the same time.
o EAI on Takeoff Procedure (RR Engines) Run-up to a minimum of 50% N1 and confirm stable engine operation before the start of the takeoff
roll. FCOM SP.16.8
o After an RTO is performed on RR powered 777 airplanes where the thrust reversers were deployed, MCC must determine if an inspection of
thrust reversers is necessary. EKIB-46R1
o New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog.
Condition Freezing Fog and Visibility 300 meters or less.
o If Take-off within :45 minutes total taxi time, accomplish normal procedures.
o If Takeoff cannot be achieved within :45 minutes of taxi time complete the procedure below every :45 minutes before
takeoff.
o 0C to -6C run-up the engines to 50%N1 for 60 seconds.
o -7C to -13C run-up the engines to 59%N1 for 60 seconds. Takeoff Configuration sounds at 60%N1.
o If OAT is less that -13C engines must be manually deiced.
o Taxi in time from previous flight may be included if in same conditions.
o The engine may be considered free of ice prior to engine start if:
o manually de-iced,
o visually inspected per the AMM, or
o the above core ice shed run-up procedure is conducted within 5 minutes before engine shutdown during taxi-in
o Further exceptions included in Bulletin.
o Engine cool down recommendations: RR Engines Run the engines for at least :01 minutes. FCOM NP.21.62
Weight
Limitations
FCOM L.10.4
Performance
o Cruise C of G Default 30%. FCOM NP.21.16
o Approach Category D.
o Use alternate C of G in the OPT if the C of G is 26% or greater. EKIB-10R4
Fuel
FCOM 12.20.6

FCOM 12.20.3
o 29,100 / 79,300 / 29,100 ................................ 137,500
o With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than13,100. Center tank quantity must be below 15,900.
o MaxLandingFueltoensurenofuelleftinCenterTank:..16,000StephanPrugnerUpgradeInterviewQuestion
-300ER Differences
Airplane
General
o External Camera available to see wheel positions during taxi.
o Wingspan increased to 64.8 meters with a distinctive rake wingtip.
Engines
EKIB-22


EAD-64R1


EAD-69
GE90-115B or GE90-115BL1 (115,000 lbs) (Takeoff Bump is available if GE115-BL1 installed)
o GE engines MUST be started individually.
o EAI on Takeoff Procedure (GE Engines) Run-up to as high a thrust setting as practical and confirm stable engine operation before the start
of the takeoff roll. FCOM SP.16.8
o High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle.
o No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if successful consider it a nuisance fault.
o Engine Oil Gulping or Hiding is common.
o Before Start Procedure: For GE Engines select CLB for all takeoffs above MLW.
o GE90-115B Flameouts Following RTOs.
o Crews should avoid abrupt thrust lever movement in the forward thrust range during the time period immediately following thrust
reduction to idle.
o Fuel Flow Blanking with GE-90-100.
o Nuisance blanking that only occurs at or near idle during descent.
o Engine cool down recommendations: GE Engines Run the engines for at least :03 minutes. FCOM NP.21.62
Weight
Limitations
FCOM L.10.5

Performance
o Cruise C of G Default 17.5%. FCOM NP.21.16
o Approach Category D.
o Use alternate C of G in the OPT if the C of G is 26% or greater. EKIB-10R4
Fuel FCOM 12.20.6

FCOM 12.20.4
o 31,300 / 82,900 / 31,300 ................................ 145,500
o With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than23,900. Center tank quantity must be below 15,900
o MaxLandingFueltoensurenofuelleftinCenterTank:....36,000 StephanPrugnerUpgradeInterviewQuestion
EMIRATES B-777 01 March 2013
Page 144 of 266 8. SOP GUIDE STUDY GUIDE

777-300ER MTOW Change Aircraft: A6-ECJ - A6-EGI
- The new MTOW is only valid for a narrow MACTOW
23.1%-26.5% therefore the ALT C of G option in the
OPT may not be available
-300ER/ULR Differences
Airplane
General
o External Camera available to see wheel positions during taxi.
o Wingspan increased to 64.8 meters with a distinctive rake wingtip.
o Crew Rest Compartment
Engines
EKIB-22




EAD-64R1


EAD-69
GE90-115BL1 (115,000 lbs) (Takeoff Bump is available)
o GE engines MUST be started individually.
o EAI on Takeoff Procedure (GE Engines) Run-up to as high a thrust setting as practical and confirm stable engine operation before the start
of the takeoff roll. FCOM SP.16.8
o High Vibration due to bowed rotor dissipates approx :15 - :30 seconds after engine reaches idle.
o No Start condition and ENG AUTOSTART L/R EICAS message are common. Try second start if successful consider it a nuisance fault.
o Engine Oil Gulping or Hiding is common.
o Before Start Procedure: For GE Engines select CLB for all takeoffs above MLW.
o GE90-115B Flameouts Following RTOs.
o Crews should avoid abrupt thrust lever movement in the forward thrust range during the time period immediately following thrust
reduction to idle.
o Fuel Flow Blanking with GE-90-100.
o Nuisance blanking that only occurs at or near idle during descent.
o Engine cool down recommendations: GE Engines Run the engines for at least :03 minutes. FCOM NP.21.62
Weight
Limitations
FCOM L.10.5





Performance
o Cruise C of G Default 17.5%. FCOM NP.21.16
o Approach Category D.
o Use alternate C of G in the OPT if the C of G is 26% or greater. EKIB-10R4
Fuel
FCOM 12.20.6

FCOM 12.20.4
o 31,300 / 82,900 / 31,300 ................................ 145,500
o With the main tank pumps on a scavenge system operates automatically to transfer any remaining center tank fuel to the main tanks. Fuel
transfer begins when either main tank is less than23,900. Center tank quantity must be below 15,900
o MaxLandingFueltoensurenofuelleftinCenterTank:....36,000 StephanPrugnerUpgradeInterviewQuestion


EMIRATES B-777 01 March 2013
Page 145 of 266 8. SOP GUIDE STUDY GUIDE




















INTENTIONALLY BLANK
EMIRATES B-777 01 March 2013
Page 146 of 266 8. SOP GUIDE STUDY GUIDE

FCTM 8.1
Emirates Decision Making Model


Emirates Decision Making Model Examples
CRMM 9.5
FLY

EFATO
- Protect the airplane
- Protect the controls
- Protect yourself


NAVIGATE
- Diversion?
- Hold?
- Approach?
COMMUNICATE
- Who do I need to speak with Urgently
ASSESS RTO
- If your current condition gets better or worse or there is
significant new information go back to FLY and start over.
- Slowly read the EICAS (stress control).
- Bring in other pilot, purser, Company, ATC as required.
- Is it Time Critical???


ACTION

Engine Failure in Cruise
- Memory Items Checklist - EICAS Normal Checklists


MANAGE

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



o D ..... Decisions, Divert, Dump
o I ...... Inform (PM, Purser, Pax, ATC Company) ( Send Position Report and
Diversion Message) or (ACARS Message to DXBOWEK)
o S ..... Setup
o C ..... Checklists
o S ..... Special Requirements

Rapid Depress with TCAS

Boeing Non-Normal Situation Guidelines
o R ..... Recognition of the Non-Normal
o A ..... Airplane Control
o A ..... Analyse
o T ...... Take Action
o E ..... Evaluate
Uncontrollable Fire after T/O



FLY
COM
NAV
ASS
ACT
MAN
Tips for dealing with differences with other crew member: CRMM 4.5
A ....... ASK what he/she is thinking.
S ........ If required SUGGEST a better option.
I ......... If required INSIST on the change.
Tips for dealing Disruptive Passengers: CCEM 315 page 4
L..................................... Listen what he/she is thinking.
E .................................... Empathise a better option.
A .................................... Ask Open Questions on the change.
P .................................... Paraphrase on the change.
When making decisions that enter grey areas consider the following:
OMA 1.1 Flight Operations Mission
To operate Emirates aircraft in the SAFEST and most EFFICIENT manner.
SLR Is it SAFE, LEGAL, and do you have a REASON.
o W .... Weight
o W .... Weather
o P ...... Purser
o P ...... Passengers
o C ...... Checklists
E
x
a
m
p
l
e
s

o
f

M
a
n
a
g
e

M
o
d
e
l
s
EMIRATES B-777 01 March 2013
Page 147 of 266 8. SOP GUIDE STUDY GUIDE

RTO Actions
CM2
- Supervise A/C Evacuation R/H.
- If necessary, open R2 door.
- Abandon A/C after complete evacuation of
passengers and direct them away.
CM1
- Supervise A/C Evacuation L/H.
- If necessary, open R1 door.
- After evacuation, abandon A/C, take command
until arrival of rescue units.
Alert Phase (Aircraft Stopped)
Set the Park Brake
PA This is the Captain,
Attention Crew at Stations
CM1
Access the situation
FLT Instruments, CM2,
Purser, ATC, and
Emergency Services.
Call for Memory
items or Checklists
as required.
CM2
Complete the
requested Memory
Items or Checklists
Evacuation
Decision
YES
Turn on the STORM LIGHTS
Passenger Evacuation Checklist
required PA
This is the Captain Left / Right / Forward / Rear /
Overwing All Available Exits Evacuate Evacuate
Evacuation Switch ON.Horn Silence Pull
End of Alert Phase
PA
This is the Captain,
Cabin Crew revert to
Normal Operations
QRH CI.2.5
With the airplane stationary on the ground, the
Captain and First Officer take action based on the
pre-flight areas of responsibility. After moving the
control, the crewmember taking the action also states
the checklist response.
QRH MAN 1.3
CM1
This is the Captain, Cabin Crew and
Passengers remain seated.
If still required
Attention Crew at Stations.
PRECAUTIONARY
EVACUATION
QRH Back Cover.1
QRH Back Cover .2
EMIRATES B-777 01 March 2013
Page 148 of 266 8. SOP GUIDE STUDY GUIDE

Engine Malfunction After V1

PF

PM
When Cleared to Lineup on runway
Release Brakes
Confirm Correct Runway
Align Aircraft on Runway MLG Steering centered for :05 before takeoff.
Verify Runway heading with ND 10.

Landing and Strobe Lights On
PA CABIN CREW PREPARE FOR T/O
Confirm Correct Runway
Verify Runway heading with ND 10.
Cleared for Takeoff
CM 1 Start Clock 1.05 EPR or 55 % N1
TAKEOFF push TOGA sw
THRUST REF


CHECK

HOLD


CHECK
Set Thrust prior to 80 kts
THRUST SET

80 KNOTS
V1 Auto Callout


GEAR UP
LNAV
Ensure Aircraft is in Trim
AP ON Above 200 AGL
ROTATE
POSITIVE CLIMB
400 Feet

Select TRACK and follow the Engine Out Procedure. (If Required)
WHAT IS THE PROBLEM

Stabilize the flight path and navigation
Call for required memory itemsl
400 (An awareness call of a Lateral Mode Selection)

Call engine Indications and report the problem.



Complete required memory items






















































Memory Items Complete and above Engine Out Acceleration Height and Turns Complete OMA 8.3.0.4.4.2



- Accelerate and retract the Flaps to UP.
- After Flap retracted confirm MAX CON Thrust. Select FLCH if
required.
- Come up with a mini plan.
o Climb to MSA and proceed to a holding fix or follow ATC
instructions.
- Call for the required Non-Normal checklists
- Review the EICAS.
- Cancel the EICAS
- Call for the AFTER TAKEOFF checklist
D Decisions, Divert, Dump
I Inform (PM, Purser, Pax, ATC Company)
S Setup
C Checklists
S Special Requirements
After 400 feet and required Memory Items complete, contact
ATC with PAN PAN for a Failure or MAYDAY for FIRE,
SEVERE DAMAGE, SEPARATION. Tell them to standby.







FCTM 7.4



Example Of Memory Items Procedure
ENGINE SEVERE DAMAGE/SEPARATION LEFT MEMORY
ITEMS.
(Provides Verbal confirmation) CONFIRMED



(Physically identify the correct Thrust Lever and seek confirmation) CONFIRM


(Retards the Thrust Lever to Idle and states) IDLE.



(Provides Verbal confirmation) CONFIRMED







Provides Verbal confirmation) CONFIRMED
LEFT A/T ARM SWITCH OFF
(Physically identify the correct switch and seek confirmation)CONFIRM
(Place the A/T Arm switch to the OFF position and state OFF.

LEFT THRUST LEVER IDLE.

(Provides Verbal confirmation) CONFIRMED

(Physically identify the correct Fuel Control Switch and seek confirmation)
LEFT FUEL CONTROL SWITCH CUTOFF CONFIRM.

(Places the Fuel Control Switch to the cutoff and states) CUTOFF.


(Physically identify the correct Engine Fire Switch and seek confirmation)
LEFT ENGINE FIRE SWITCH PULL CONFIRM

(Pulls the Engine Fire Switch and states) PULL

(State) ENGINE SEVERE DAMAGE/SEPARATION LEFT
MEMORY ITEMS COMPLETE
FCTM 3.27 QRH MAN 2.1 FCOM NP.50.1 OMA 8.3.0.4.4.2
Caution:
- If TOGA selected it will
lock onto the current
track and you will be
unable to change this
until above 400 AAL.
- If Thrust Levers
advanced for additional
thrust. Roll Modes LNAV
and HDG/TRK will be
available below 400AGL
Caution:
- At 400AAL THR REF
will engage and retard
them to the original T/O
Thrust possibly D-TO.
TAC OFF Trim Settings Rule of Thumb
Take-off .................................... 12 units
Downwind .................................. 6 units
Approach ................................... 3 units
or Rudder Trim should = Fuel Flow
EMIRATES B-777 01 March 2013
Page 149 of 266 8. SOP GUIDE STUDY GUIDE



Engine Out Procedure













EICAS Message Procedure

PF PM
EICAS
(EICAS MSG) MEMORY ITEM


(EICAS MSG) CHECKLIST



REVIEW EICAS

Call for any further checklists if required
CANCEL EICAS
CLEAR CHECKLISTS

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

Read all EICAS messages

Cancel EICAS
Clear Checklist

Engine Out Driftdown Procedure
PF PM
ENGINE FAILURE
ENGINE OUT DRIFT DOWN PROCEDURE



Ensure VNAV Engaged

ENGINE FAILURE L/R CHECKLIST


REVIEW EICAS

Call for any further checklists if required
CANCEL EICAS
CLEAR CHECKLISTS
Select FMS CRUISE page
ENGINE OUT
Select a lower altitude on the MCP (Do Not Push)
Execute
Ensure VNAV Engaged
MAYDAY,MAYDAY, MAYDAY Turn on all exterior lights

Complete the Checklist Items
ENGINE FAILURE CHECKLIST COMPLETE

Read all EICAS messages

Cancel EICAS
Clear Checklist

Engine Out Driftdown Manual Proc.
PF PM
ENGINE FAILURE
Select CONT Thrust
Select a Lower Altitude
Select FLCH
Adjust Speed
Disconnect A/T and ensure CONT Thrust

Adjust the Speed and Altitude settings.




Select E/O on the VNAV Cruise page
Advise D/D Speed and D/D Altitude
- If FMC is inoperative use Turbulence Penetration airspeed to driftdown and Engine Out Long Range cruise tables in the QRH. FCTM 4.13

The turbulent air penetration speed (in severe turbulence) is defined as: 270 knots below 25,000 feet, 280 knots or 0.82 Mach whichever is lower at
25,000 feet and above. Maintain a minimum speed of 15 knots above the minimum maneuvering speed at all altitudes when airspeed is below 0.82 Mach.
FCTM 4.13 FCOM SP24 FCOM 11.31.34
OMA 8.3.0.4.4.2
FCOM NP.50.1
FCTM 4.14
EMIRATES B-777 01 March 2013
Page 150 of 266 8. SOP GUIDE STUDY GUIDE

Pressurization Problems

- The AIR Synoptic will display on the EICAS when the Cabin Altitude is above the
normal range (8,500 PA). The Cabin Altitude displays Amber for Cabin Altitudes above
8,500PA. ALTEON CBT
- The CABIN ALTITUDE EICAS warning message displays and the Siren will activate when the cabin altitude is excessive (Above 10,000 PA). The
Cabin Altitude Displays Red for Cabin Altitudes 10,000 and above. ALTEON CBT
- The Oxygen masks deploy at Cabin Altitudes above 13,500 PA. ALTEON CBT
- Flight Crew must use oxygen whenever the cabin altitude is above 10000 ft . OMA 8.8.1.2
- Passengers must use Oxygen when Cabin Altitude is above 15,000 . OMA 8.8.3.1
- Passenger Oxygen will flow for :22 minutes CCEM Section 500
PF PM
If the cabin is uncontrollable or the CABIN ALTITUDE EICAS Warning comes ON
CABIN ALTITUDE MEMORY ITEMS
- OXYGEN MASKS. ................................................................ ON
Remove headset, place on shoulder
O2 mask on
Headset on
- CREW COMMUNICATIONS. ................................. ESTABLISH




RAPID DESCENT Descent Accomplish
Set a lower Alt.
HDG SEL
FLCH
Close Thrust Levers
Speed Brake Deploy
Set Speed to VMO (or present speed if structural damage)
Adjust Heading per ATC request.
Reselect Altitude to 10,000 or Min Safe Altitude
CABIN ALTITUDE CHECKLIST

At 2,000 Reduce the Speed to LRC
At 1,000 Stow the Speed brake.
Establish LRC or 300 knots

- OXYGEN MASKS. ........................................................................ ON
Remove headset, place on shoulder
O2 mask on
Headset on
- CREW COMMUNICATIONS. ......................................... ESTABLISH
- CABIN ALTITUDE AND RATE. ............................................. CHECK
IF CABIN ALTITUDE UNCONTROLLABLE:
- PASS OXYGEN SWITCH. ................ PUSH AND HOLD 1 SECOND
- DESCENT. .................................................................. ACCOMPLISH


- Lights On
- Notify ATC and request Altimeter Setting
- Call out Altitudes





- Read the checklist aloud
- Call 2,000 Above Level Off Altitude
- Call 1,000 above Level Off Altitude
After aircraft has leveled off at a safe altitude at or below 10,000
CM1 CM2
- Take control of the aircraft and ask CM2 to go off Oxygen



- Transfer Control to CM2
- Remove Mask
Close Left O2 door and reset O2
Establish Communications
- Make a PA PURSER REPORT TO THE FLIGHT DECK
- Make a PA to the Passengers and advise the new cruising
level. QRH OI.2.1

- Remove Mask
Close Left O2 door and reset O2
Establish Communications
- This is the Captain. We have had to perform a rapid
descent
a. If oxygen is still required:
You must remain seated and continue to wear your
oxygen masks. Cabin Crew may move in the cabin
using portable oxygen.
b. If oxygen is no longer required:
You must remain seated, oxygen is no longer
required and you may remove your oxygen masks.
Cabin Crew may move in the cabin.


FCTM 7.6
EMIRATES B-777 01 March 2013
Page 151 of 266 8. SOP GUIDE STUDY GUIDE

Engine Handling after an Airstart

After an In-flight Restart there are additional items required to reconfigure the aircraft. These Items are not covered by
the checklist or SOP. A handy acronym to remember is AAA
A ALL ENGINE select on the VNAV CRUISE page.
A AUTO THROTTLE select ON
A APU select OFF
Remember the company procedure of not applying power to an engine until the OIL Temp is above 50C.

Landing Procedure G/S Intercept from Above


FCOM NP.21.54
Caution:
If a go-around is flown remember to set the Missed Approach Altitude
EMIRATES B-777 01 March 2013
Page 152 of 266 8. SOP GUIDE STUDY GUIDE

ILS PRM (Precision Radar Monitor) Approaches
FCTM 7.22 OMA 2.8.1.4.4.4 FCI 2010-017 OMD 5.15
Independent Simultaneous Parallel ILS Approaches have a minimum separation between runway centerlines of 4300
feet.
Dependent Parallel ILS Approaches have a minimum separation between runway centerlines of 2500 feet, staggered
approaches are required, diagonal radar separation is maintained.
ILS PRM Approaches are designed for closely separated runways at YSSY and some US Airports.
- Minimum Separation between runway centerlines is:
o 1,500m in Australia
o Less than 4,300ft but greater than 3,000ft in the USA
- Training requirements are:

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




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


PF PM
Disengage A/P
Maneuver as per ATC Instructions
F/Ds OFF
SET HDG ___, SET ALTITUDE _____ FT.


Turn Both F/Ds Off
Set MCP as instructed
After Breakout Complete
F/DS ON, A/P ON
Reconfigure AC as required.

Complete requested Actions
EMIRATES B-777 01 March 2013
Page 153 of 266 8. SOP GUIDE STUDY GUIDE

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




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

FAA PRM/SOIA training website:
http://www.faa..gov/AVR/AFS/PRMtraining

Air Services Australia
www.airservicesaustrailia.com
EMIRATES B-777 01 March 2013
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Low Visibility Operations
Item Remark Reference
T
A
K
E
-
O
F
F

Special Reduced
Visibility Take-off
Authorization
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 centerline lights spaced 15m or less and high intensity edge lights spaced 60m or less are in operation;
c. The reported RVR is at or above the required takeoff RVR as shown on the LIDO CCI section for LVOPS Minima page.
- See LVOPS Minima Chart in the CCI section. ( * on AWO chart is at Captains Discretion... Not below 125m CAT C or 150m CAT D OMA 8.1.4.1.2 )
- All RVR are required to be above minimum RVR - If Runway lighting is reduced refer to OMA 8.1.4.1.1
OMA 8.1.4.1.2

OMA 8.1.4.1.1

OMA 8.1.4.1

LH AFC
AWO TO General - It shall be confirmed at take-off that the aircraft is aligned on the runway centerline lights.
- The Commander shall satisfy himself that, under the prevailing meteorological conditions, the visual references are
sufficient for the take-off to be completed safely.
- Above 80 knots loss of visual reference should not cause an RTO. Reduced thrust is permitted.
OMA 8.4.4.1
FCOM SP.17
Take-off Alternate If it is not possible to return to the departure airport a Take-off Alternate is required.
- Within 420 nm for a Non ETOPS aircraft.
- Within 840 nm for an ETOPS aircraft (420 nm for USA Operations) provided:
i. The aircraft is ETOPS qualified as per Emirates Operating Specifications
ii. No MEL restriction prohibits 120 minutes ETOPS
iii. The departure airport is located outside the USA
Wx should be above landing minima, ceiling is required for a non-precision approach and / or a circling approaches.
USA require weather to be above Alternate Minima (ceiling and visibility required from time of departure to ETA)
OMA 2.8.1.3.2 FCI 2010-017
NZ and Australia require T/O Alternate if weather is below CAT I landing minima.
OMA 8.1.2.1.1

OMA 8.1.4.4.1

FCI 2010-17

OMA 2.8.1.3.1

OMA 2.8.1.3.2
L
A
N
D
I
N
G

LVO Recency AWO qualifications remain valid between PPCs. OMA 8.4.3.2
LVOPS Minima
chart in the CCI
section
- Lower than Standard CAT I or Other than Standard CAT II operations are not permitted.
- CAT II III approaches are only authorized at airports with LVOPS Minima chart in the CCI section.
- OMDB operations If the TOUCHDOWN ZONE RVR is inoperative, the regulations allow the visibility reading from the midpoint RVR
to be substituted for the TOUCHDOWN RVR reading. OMDB CCI C-05
OMA 8.4.1

OMA 8.1.4.3.3

OMA 8.1.4.2
Approach Minima OMA 8.1.4.3.2.2
Auto Landing
Distance
Before conducting an Auto Land crew must either:
- Calculate actual autoland distance using the OPT Landing Module; or
- When the OPT is unavailable add 400 meters autoland margin to the calculated actual landing distance retrieved from
QRH/Performance Inflight Advisory Section. DCPB 19Aug2009
Company NOTAM
CO81/10
Stabilization Point The Aircraft must be stabilized by 1,500 AGL. OMA 8.3.0.8.5.5
Lighting
Requirements
- A partial unservicability of a Visual Aid of up to 50% has no effect; however, the complete failure of the first of the runway lights has
to be considered as a total failure.
- If a partial failure of lighting is reported the following applies:
a. Partial unserviceability of up to 50%: No effect. However, thecompletefailureofthefirsthalfoftherunwaylightshastobe
consideredastotalfailure.
b. Unserviceabilityinexcessof50%:Thevisualaidhastobeconsideredasunserviceable.
- For approach add on for failed or downgraded equipment refer to LIDO General Part, RAR
FCI 2012-060

OMA 8.1.4.1.1
Downgrading
Approaches
- During Setup Preselect CAT I Barometric Minimums. and set DH as per FCOM SP17.3 .
- The minimum altitude to downgrade an approach is 200 AAL.
- The higher minima must be briefed prior to commencing the approach.
- Downgrading Calls LAND 2 RESPONSE CAT IIIA SET FIVE ZERO FEET. Follow procedure FCOM SP17.3
FCOM SP.17
Non-Normal
Procedures
Prior to ABP (Approach Ban Point) - Normal Procedures
FCOM SP.17

FCTM 2.20.2

FCTM 2.30.13

FCTM 5.21
Above AH (200 AGL) - Above AH failure of an operational system requires a GA.
- Check ASA if above required minimum continue or downgrade. if not G/A.
- ASA must be displayed by 500 AGL or G/A
- Check EICAS, if SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS are displayed G/A.
- G/S scales on the PFD change color to amber and flashing on the pointer
- Monitor to confirm corrective inputs are applied, if not G/A.
Below AH (200 AGL) - Below AH failure of an operational system is ignored.
- EICAS ALERT continue the approach.
- EICAS ALERT and MASTER CAUTION G/A
- Continue the approach unless there is a Master Caution Aural and Light.
N NO AUTOLAND A AUTO THROTTLE S SPEEDBRAKE A AUTO PILOT
- G/S scales on the PFD change color to amber and flashing on the pointer below 200RA G/A.

FCOM SP 17
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Equipment Required For LVO

Minimum ASA Minimum Equipment
CAT IIIB
LAND 3
Fail Operational
Auto Land Required
- 3 Auto Pilots, 3 Radar Altimeters, 3 ILS receivers, 2 ASA.
- Autothrottle Engaged.
- No SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS displayed.
- One or two engine, Flap 20 / 30.
- Below AH Go-around for
N NO AUTOLAND A AUTO THROTTLE S SPEEDBRAKE A AUTO PILOT
CAT IIIA
LAND 2
Fail Passive
Auto Land Required
- 2 Auto Pilots, 2 Radar Altimeters, 2 ILS receivers, 2 ASA
- No SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS displayed.
- One or two engine, Flap 20 / 30.
- Below AH Go-around for
N NO AUTOLAND A AUTO THROTTLE S SPEEDBRAKE A AUTO PILOT
CAT II
LAND 2
Fail Passive
Auto Land Required

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




L
A
N
D
I
N
G

Approach Ban
Point
See LVOPS
Minima chart for
RVR requirements
and Approach
Ban Point.

- ABP Is the OM or equivalent point, for circling Approaches it is the IAF. It is included on the 10-AWO plate.
- The ABP is the FAF inbound or where the final approach course is intercepted. For circling approaches it is the IAF.
- The ABP is the FAF or the published G/S intercept.
- RVR values for TD, MP and RO (where available), shall be obtained before reaching the Approach Ban Point.
- An approach shall not be continued beyond the Approach Ban Point if the reported visibility/RVR at the Approach Ban Point is less that
the applicable minimum.
- If the RVR is varying between distances less than and greater than the minimum RVR the approach may be continued.
- If south of 60 long. And no RVR or runway visibility (PIREP) for the runway of intended approach is available, and ground
visibility is reported to vary between distances less than and greater than the minimum visibility the approach may be
continued.
- After passing the Approach Ban Point, if the reported visibility/RVR falls below the applicable minimum, the approach may be continued
to the DH/Alert Height, or MDA.
OMA 8.1.4.3.3

OMA 8.4.4.2.6

OMA 8.3.0.8.6

FCI 2010-17

OMA 2.8.1.5.3

OMA 8.3.0.8.4.2

OMA 8.3.0.8.6.2

OMA 8.3.0.8.6.3
Visual Ref. at DH CAT II 3 consecutive lights + a lateral element CAT IIIA 3 consecutive lights CAT IIIB 1 centerline light OMA 8.1.4.3.3
Crew
Incapacitation
Incapacitations are assumed when a Flight Crewmember does not respond to:
- Above 1,000AGL to 2 verbal communications.
- Below 1,000AGL to 1 verbal communication.
- Any verbal communication associated with a significant deviation from the intended flight path.
- A system malfunction
The remaining pilot may continue the approach.
OMA 8.3.14

OMA 8.4.4.2.5
Auto Callouts If Auto callouts fail the PM will make the required callouts (50-40-30-20-10 not required) FCTM 1.16
Autoland
Limitations
Maximum Allowable Wind Speeds HW 25 kts TW 15 kts CW 25 kts Glideslope Maximum 3.25 Minimum 2.5
FCOM L.10.6

OMA 8.3.0.8.8.3.1

OMA 8.3.0.8.8.3.2
- Automatic Landings can be made using flaps 20 or 30, with either engines operative, or one engine inoperative. The autopilot flight
director system (AFDS) ASA must display LAND 2 or LAND 3.
- Each CATII approach, conducted in ordinary circumstances shall be planned and flown as a CATII approach followed by an Autoland.
- Each CATIII approach shall be planned and flown as a CATIII approach followed by an Autoland. Autoland is mandatory from a CAT III
approach
CAT II, IIIA, or IIIB with DH Callouts CAT IIIB Callouts
Condition PF PM Condition PF PM
500 feet
CHECK
500(Auto callout from barometric altimeter) 500 feet
CHECK
500(Auto callout from barometric altimeter)
200 feet RA with
DH

CHECK
TWO HUNDRED radio altimeter 200 feet RA 0 DH
LANDING or
GO-AROUND
TWO HUNDRED radio altimeter
At Decision Height
LANDING or
GO-AROUND
MINIMUMS radio altimeter


50 FLARE (NO FLARE)
40
30
20 IDLE (NO IDLE)
10 ROLLOUT(NO ROLLOUT)
50 FLARE (NO FLARE)
40
30
20 IDLE (NO IDLE)
10 ROLLOUT(NO ROLLOUT)
EKIB-26
Autoland System should NOT be used for overweight landings
L HYD SYS
Auto Land will not be possible due to the reduced control redundancy of the Stabilizer
EKIB-25
Occurrences of unpowered Right Transfer Bus during triple channel autopilot autoland bus
isolation
Above 1500 AAL select APP twice to deselect and reselect the Approach.
Below 1500 disconnect A/P cycle F/Ds and reselect APP.
FCTM 4.20.14, 5.18-19
OMA 8.3.0.8.8.3.1 OMA 8.3.0.8.8.3.2
- A CATII approach may only be planned and conducted to a runway for which a CATII or
CATIII approach is published and available.
- A CATIII approach may only be planned and conducted to a runway for which a CATIII
approach is published and available.
OMA 8.3.1.7
- The Commander is permitted to deviate from prescribed rules, minima, regulations
and procedures as required for flight safety considerations during an emergency.
B777 FAQ 01 Feb 2011
If we lose either L or R auto throttle we can carry out a CAT 3B approach by manually
matching the associated thrust lever to the thrust lever that is being controlled by the working
auto throttle servo.
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AFDS Self Test Complete
Complete A/T failure during a CAT IIIB
Approach: FCOM L.10.6
Downgrade and continue with manual
Thrust Lever inputs
ILS Deviation: FCTM Vol II 2.40.6
Below 500 RA the LOC or G/S scales will flash for deviations.
Monitor to confirm corrective inputs are being applied
Continue if corrective input sufficient or
Go-around if corrective input insufficient
ILS Deviation: FCTM Vol II 2.40.6
Below 500 RA the LOC or G/S scales will flash for deviations.
If Alert occurs below 200 RA Go-around
SGL SOURCE DISPLAYS SGL SOURCE RAD ALT, or SGL SOURCE ILS: FCOM L.10.6
Go-around if RVR insufficient for CAT I. If RVR sufficient Continue Approach. Manual Flight or re-engage A/P,
Manual Landing.
SGL SOURCE DISPLAYS, SGL SOURCE RAD ALT, or SGL SOURCE ILS: FCOM L.10.6
Go-around if RVR insufficient for CAT I. If RVR sufficient Continue Approach. Manual Flight or re-engage A/P, Manual Landing.
Minimum Altitude for Stabilization 1,500 AAL AFDS Self Test Starts
System Malfunction Above 200 RA: FCOM L.17.3
If ASA unchanged and equipment not required Continue Approach or
If ASA has changed, equipment is not required. Downgrade and Continue Approach or
If ASA has changed and equipment is required Go-around
EKIB-25
- Occurrences of unpowered Right Transfer Bus during triple
channel autopilot autoland bus isolation
- Above 1500 AAL select APP twice to deselect and reselect
the Approach.
- Below 1500 disconnect A/P cycle F/Ds and reselect APP.
EKIB-26
Autoland System should NOT be used for overweight landings
LVO Malfunction Guidance
Alert Height 200 RA
ASA Displayed: FCTM Vol II 2.30.13
If ASA is not displayed by 500 ft RA Go-around
L HYD SYS

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

System Malfunction Below 200 RA: FCOM L.17.3


If no Master Caution Continue Approach.

If Master Caution Go Around (If Visual you may continue)
Master Caution is inhibited below 200RA except for NO AUTOLAND AUTOTHROTTLE SPEEDBRAKE AUTOPILOT

CAUTION

ILS Transmitter Failure:


The ASA will remain Unchanged
FMA displays LOC and/or G/S
EICAS AUTOPILOT for degraded operation
Continue if runway visual or
Go-around
RVR Requirements
- An approach shall not be continued beyond the ABP if the reported visibility/RVR at the ABP is less than the applicable minimum. OMA 8.3.0.8.6.2
- After passing the ABP, if the reported visibility/RVR falls below the applicable minimum, the approach may be continued to DH/Alert Height or MDA if conducting a straight-in approach. OMA 8.3.0.8.6.3
- After the ABP and above Alert Height follow the downgrade procedure and comply with the revised minima. FCOM NP.17.3
Single A/T failure during a CAT IIIB Approach: B777 FAQ
IfweloseeitherLorRautothrottlewecancarryoutaCAT3Bapproach
bymanuallymatchingtheassociatedthrustlevertothethrustleverthat
isbeingcontrolledbytheworkingautothrottle server?
EMIRATES B-777 01 March 2013
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i


AFDS Self Test Complete
Minimum Altitude for Stabilization 1,500 AAL AFDS Self Test Starts
Alert Height 200 RA
L, C, or R RA Fails:
EICAS NO LAND 3 , STATUS L,C, or R RA FAIL
Go-around if RVR insufficient for CAT IIIA
ASA. LAND 3 LAND 2
Second RA Fails:

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

AUTOPILOT DISC , ASA changes to FLT DIR

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

L, C, or R ILS Fails:
EICAS NO LAND 3 , STATUS L,C, or R ILS FAIL
Go-around if RVR insufficient for CAT IIIA
ASA. LAND 3 LAND 2
ASA. LAND 3
Go-around or downgrade to CAT I and Continue Approach
Manual Flight or re-engage A/P, Manual Landing
Single Source Malfunction Guidance
SGL SOURCE RAD ALT SGL SOURCE ILS SGL SOURCE DISPLAYS
Graphic Generator Fails:


EICAS SGL SOURCE DISPLAYS
Go-around if RVR insufficient for CAT I
If RVR sufficient Continue Approach
Manual Flight or re-engage A/P, Manual Landing.

CAUTION
Second ILS Fails:

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

AUTOPILOT DISC , ASA changes to FLT DIR


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

CAUTION

CAUTION

CAUTION

CAUTION
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EMIRATES B-777 01 March 2013
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VNAV APPROACHES
The most operationally suitable approach shall be planned in accordance with OMA 8.3.18.3.
The lowest applicable charted approach minimum is the value to be entered into aircraft systems, for all approach types OMA 8.3.0.8.7.

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

RNAV Approaches Without Special Qualification
RNAV (GPS) and RNAV (GNSS)

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

RNAV Visual Flight Procedures RVFP
OMA 8.3.2.4.3 FCOM NP.21.54
- An RVFP is not an Instrument Procedure and must only be flown when wx conditions meet certain minimums indicated on the RNAV Visual approach chart.
- Pilots are responsible for separation from other aircraft during RVFP
- RVFP must be line selectable form the FMS database.
- RVFP should be requested on initial contact REQUEST RNAV VISUAL RWY 29
- RVFP procedures have no defined minima. In lieu of an MDA enter an altitude of not less than 300 feet AAL. When no DA or MDA is published for a RNAV
visual approach, the autopilot shall latest be disconnected at or above 300 feet AAL.
Validation Criteria For VNAV Approach To MDA
OMA 8.3.0.8.8.2 FCI 2012-049 FCOM NP Appendix 5
Non-ILS Approach using VNAV is not authorized for QFE Operations. FCOM NP 21.54 Emirates policy is not to use QFE below the Transition Level

a. The approach must be line selectable from the navigation database.
b. Modifications of the waypoint at or beyond the FAF are only permitted in line FCOM Procedures. (Lateral or Vertical modifications at or beyond the FAF
are not permitted, unless cold temperature or displaced threshold adjustments are required. FCOM EKIB-33R4)
c. The coding of the approach shall be validated prior to modification by the crew, as described below:
1. The final approach course shall be checked to be within 3 of the published course;
2. The distance from the FAF to RW/MAWP shall be checked to be within 1nautical mile of the published distance;
3. No minimum-crossing altitude is infringed by more than 10 (acceptable due to LIDO rounding policies);
4. Altitude at RW or MAWP is appropriate;
5. A difference of 0.10, between the charted vertical profile and FMS database value is;
6. For RNP-AR approach
i. Airbus: A difference of 0.10, between the charted vertical profile and the FMS database value is acceptable (e.g. charted vertical path
3.00, maximum MCDU displayed values 2.90 to 3.10).
ii. Boeing: A difference of -0.01 and +0.10, between the charted vertical profile and the FMS database value is acceptable (e.g. charted
vertical path 3.00, maximum CDU displayed values 2.99 to 3.10).
7. No other limitation exists that would invalidate the approach. FCOMNPAppendix5
d. Prior to briefing for an approach other than ILS/LOC/GLS, the crew shall enter the appropriate RNP value into the FMS. If an RNP value is not published
on the approach chart, the crew shall enter an RNP value of 0.3. Some special ILS approaches may have an RNP requirement.
e. For VOR or NDB approaches, if ground based navaids areinoperative or on test, or if the aircraft equipment is not installed oris inoperative, the approach
may still be flown. The requirementsto conduct the approach are the same as for an RNAV approach.
Note 1 For RNP-AR approaches, the requirements of paragraphsa. b. c. and d. shall be met.
Note 2 If any of the preceding conditions cannot be met thenLNAV/Managed lateral and Selected vertical, or Selected lateraland Selected
vertical, guidance modes shall be used in accordancewith FCOM procedures.
f. The use of autopilot shall be in accordance with the policy defined in OMA 8.3.18. (A/TismandatoryunlessU/S,A/Pismandatoryabove10,000unlessU/S)
g. Any apparent coding error or approach anomaly shall be reported on the FMS Navigation Database Report. Contained within the Flight Documentation
Folder. Indicate on the VR that the report has been made.
h. Flight crew must be aware of the effects of ISA deviation on the descent angle. If the temperature is lower or higher than the VNAV temperature
limitation, the crew may continue use of the VNAV flight Guidance function but only to the published LNAV minimums, unless the aircraft is equipped with
compensated Baro-VNAV functionality.
i. For any approach not in the navigation database, basic autopilot lateral and vertical modes should be used.
j. On determining that Cold Weather altitude corrections are required, CM1 and CM2 will: FCOM NP.80.1
1. Independently calculate and agree on the altitude corrections and new heights for the approach.
2. The PF will enter the agreed data into the FMS which must be cross checked by the PM before executing the entry.
3. Both pilots shall make an independent approach validation check against the approach chart after the data entry to ensure that all hard altitude
constraints are complied with.
4. During the approach the PM will monitor the approach chart and must call out each hard altitude and distance/waypoint prior to reaching. The PF
shall cross check this altitude against his altimeter reading.
5. A combination of corrections due to displaced threshold and cold temperature is not allowed.
k. On determining that altitude corrections are required to adjust the vertical profile to compensate for a displaced threshold, CM1 andCM2 will: FCOM NP.80.1
1. Independently calculate and agree on the altitude corrections and new crossing heights for the approach.
2. The PF will enter the agreed data into the FMC which must be cross checked by the PM before executing the entry.
3. Both pilots shall make an independent approach validation check against the approach chart after the data entry to ensure that all hard altitude
constraints are complied with.
4. During the approach the PM will monitor the approach chart and must call out each hard altitude and distance/waypoint prior to reaching. The PF
shall crosscheck this altitude against his altimeter reading.

EMIRATES B-777 01 March 2013
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Additional Validation Criteria For VNAV Approach To DA
DA on an RNAV, RNAV GPS, RNAV GNSS, or RNAV RNP approach is depicted as VNAV minima LH Text LAT 530
- Navigation solution must include GPS, i.e. GPS Symbol displayed on ND. EKIB 33R4
- Flight Director and / or Autopilot in VNAV mode must be used. EKIB 33R4
- The PF must enter/verify the RNP on the PROG page / POS REF page. If an RNP value is not published on the approach chart, it is Emirates policy to
enter/verify a value of 0.3nm. EKIB 33R4
- The published MDA shall be used as the DA. The lowest applicable charted approach minimum is the value to be entered into aircraft systems, for all
approach types. There is no requirement to add 50ft to a published MDA. OMA 8.3.0.8.7
- VNAV Guidance must be used for operations to DA. Selected vertical guidance must not be used. EKIB 33R4
- A current altimeter setting for the landing airport is mandatory. Crew must confirm in the Landing phase that the correct QNH is inserted into main
aircraft altimeters. EKIB 33R4
- If the temperature on a given day is lower than the VNAV temperature limitation, the crew may continue use of the barometric VNAV function but only to
published LNAV MDA minimums. EKIB 33R4
- Lateral or Vertical modifications to any approach utilizing the FMC for navigation is prohibited, unless cold temperature or displaced threshold
adjustments are required. Cold temperature or displaced threshold adjustments are not permitted for RNP-AR approaches. EKIB 33R4
- Use of barometric VNAV to a DA is not authorized with a remote altimeter setting. Where remote altimeter minima are shown, the VNAV function may
be used but only to the published MDA. EKIB 33R4
- The crew should be knowledgeable of failures and mode reversions, which adversely impact the aircrafts ability to conduct VNAV approach operations.
In addition, pilots/crew should be aware of contingency actions, i.e., reverting to LNAV MDA, following Vertical mode failures. EKIB 33R4

Additional Criteria for RNP-AR Approach and Departure
OMA 8.3.0.8.8.9 FCOM NP.21.54 FCTM 5.48 FCTM 5.26 5.48 FCOM SP20
These approaches are identified by a special note on the approach chart referring RNP- AR (Authorization Required)
Check the Company NOTAMS to verify.
1. Pilots must be RNP AR (SAAAR) qualified. OMA 8.3.0.8.8.9.6
2. Equipment required: EGPWS, 2 FMCs, CDUs (FMC L or FMC R EICAS alert not active), 2 GPS receivers, current navigation database, 2 Radio
altimeters (SGL SOURCE RAD ALT EICAS alert not active), NAV AIR DATA SYS or NAV ADIRU INERTIAL EICAS alert not active, 2 PFD/ND
displays, A/P and F/D capable of LNAV and VNAV (SINGLE SOURCE F/D EICAS alert not active). FCOM SP.4.7
3. Select or verify VOR/DME NAV-OFF on the REF NAV DATA page (simulators only). AIMS BP 14 or later select or verify RAD NAV INHIBIT-ON on the
REF NAV DATA page. FCOM SP.4.7
4. The crew must select or verify the approach RNP. The flight crew may enter 125 for the vertical RNP (PROG page 4) FCTM 5.49
5. Verify that the NAV UNABLE RNP or VERIFY POSITION EICAS alerts are not active. FCTM 5.49 FCOM SP.4.8
6. Set current local altimeter (remote altimeter settings not allowed). FCOM SP.4.8
7. Verify the wind is within published limits for the approach. FCOM SP.4.8
8. Verify that the airport temperature is within published limits for the approach (If the actual temperature is outside the specified temperature range, then
the crew cannot fly the RNP AR procedure. FCOM SP.4.8 FCTM 5.49
Review maximum IAS for RF legs for each segment: FCOM SP.4.8















9. The Flight must be flown in LNAV/VNAV using Autopilot and Flight Director. FCOM SP.4.8
10. This procedure is not authorized using QFE. FCOM SP.4.8 Emirates policy is not to use QFE below the Transition Level
11. RNP-AR approach without GPS is not permitted. FCOM SP.4.8
12. Correct entry of QNH upon the PF/PM Altimeters is essential. FCOM SP.4.8
13. Deviation Due to weather is not possible. FCOM SP.4.8
14. Stabilization during a turn may be required due to a RF (Radial Fix, Arc) approach, this is acceptable. OMA 8.3.0.8.5
15. PF to Display TERR and CDU PROG page 4, PM to display TERR or WXR and select CDU LEGS page. FCOM SP.4.11
Non-Normal Procedures for RNP-AR Approaches
FCOM SP.4.13
1. AUTOPILOT / AUTOPILOT DISC If unable to re-engage, GO-AROUND, unless runway in sight.
2. FMC / NAV ADIRU INERTIAL LNAV and/or VNAV lost, GO-AROUND, unless runway in sight.
3. GPS / NAV UNABLE RNP GO-AROUND, unless runway in sight.
4. ENG FAIL on Approach: Position of aircraft on the approach must be considered. Commander must decide whether to continue or GO-AROUND.
- IF DECISION IS TO CONTINUE APPROACH: Ensure LNAV/VNAV remains engaged.
- IF DECISION IS TO GO-AROUND: At 400 feet AAL select or verify LNAV is engaged. (A turn may be part of the approach following
selection of TOGA. Select/Verify LNAV as soon as possible to ensure proper tracking.)

Simplified Validation of VNAV Approaches
OMA 8.3.0.8.8.2 NP.21.60 FCTM 5.49 EKIB 33R4 FCOM SP.4.10
FMC 4 RNP-AR 5 DISPLAYS 4
1. Track 3
2. Dist. 1 nm
3. Crossing Altitudes 10 feet
4. Glide Path (0.10)
1. RNP select or verify. Enter 125 for the Vertical RNP. (PROG page 4)
2. GPS Displayed on ND
3. QNH Checked
4. REF NAV DATA page, Select or verify VOR/DME NAV-OFF or
RAD NAV INHIBIT-ON.
5. Glide Path (+0.1 to -.01)
1. PF select TERR, PM select TERR or WX
2. POS selected to monitor Raw Data
3. PF on PROG page 4.
4. PM on LEGS

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SETUP
1. Select a Database Approach.
2. Check the Validation Criteria. FCOM NP Appendix 5
3. Modify Speed at FAF to be VREF30+20. (optional)
4. Set Barometric Minimums to DA or MDA as required.
5. Verify landing airport QNH has been set.
6. If available the autopilot and flight director must be engaged. (RNP-AR Approach must have A/P and F/D)
PROCEDURE
FCOM NP.21.57 FCOM L.10.6 FCTM 5.39 EK TR 101
PF PM
1. On Intercept Heading Arm LNAV or LOC.
2 nm before the FAF and after ALT, VNAV PATH, or VNAV ALT is annunciated
2. Verify A/P is engaged.
3. Set MCP to DA or MDA as required. (RNAV Visual Proc. set 300AAL)
4. Select VNAV.
5. Wait for speed window to closeOpen the speed window.
6. Check that VNAV PATH is annunciated.
- If VNAV ALT displayed consider selecting the next lower constraint and
selecting altitude intervention. FCTM 5.39

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

8. Beginning final descent call FLAPS__ LANDING CHECKLIST.
9. Set the Missed Approach Altitude after established on the final descent
and more than 300 feet below the Missed Approach Altitude.
For RNP-AR Approaches If Required Call
- From IAF to end of missed approach procedure if XTK Error
reaches 0.1 x XTK ERROR 0.1
- From IAF to end of missed approach procedure if XTK Error
reaches 1 x RNP or NPS amber indication XTK ERROR
GO-AROUND
- From FAF or DA, if vertical deviation greater than 75 feet
VERTICAL ERROR GO-AROUND
-
Call APPROACHING GLIDE PATH
Landing Gear Down, Flaps 20, Checklist display, Notify
cabin Crew to prepare for landing.

POSITION Flaps
LANDING CHECKLIST COMPLETE



VNAV ALT mode above the approach path FCTM 5.39
- If VNAV ALT mode is displayed and the aircraft is above the VNAV PATH.
Set the MCP altitude to the next lower altitude and select altitude intervention.
CHECKING OF RAW DATA FCTM 5.28
LOC, LOC B/C, LDA, SDF, IGS
- Raw data must be monitored.
VOR, TACAN, NBD, RNAV, GPSetc.
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.
Transition Check
T Transition
C Checklist
C Cabin Ready
L LOC Identified
P PA Completed
Before 1,000 AGL
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Contaminated Runways

Do not use Braking Action
or Runway Braking
Coefficient as reported in
SNOWTAMs, etc. as a
basis for performance
corrections for Takeoff and
Landing. OMA 8.1.2.3.3
MOTNE (Metrological Operational Telecommunication Network Europe) Considered
more accurate than NOTAM reports as it is updated more frequently.
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Contaminated Runways
- Use the Correlation of Runway Condition, Runway Category and Performance Basis to determine proper entries for the OPT, QRH PI, and
crosswind limitations. FCOM SP.16.2
- Reduced Thrust Takeoffs are not permitted on contaminated runways. OMA 8.3.0.1.5
- to assist in determining runway condition the Water Based Material OMA 8.3.8.12.2
can be used.
- Take-off from an icy runway is not allowed. OMA 8.3.8.12.4
A runway is considered to be Contaminated, or Wet, when more that 25% of
the runway surface area within the required length and width being used is
covered by a water-based material. OMA 8.3.8.12.1
- Take-off is not permitted from runways covered with more than:
13mm of standing water, or slush.
100 mm of dry snow.
25 mm of wet snow. OMA 8.3.8.12.4
- The available cleared or treated runway shall not be less than 30 m (A380-45 m)
OMA 8.3.8.12.4
- F/Os are not permitted to do Contaminated Runway Operations. OMA 5.2.16.2
- On the ground Engine anti-ice must be selected ON immediately after both engines
are started and remain on during all ground operations when icing conditions exist
or are anticipated, except when the temperature is below 40C OAT. FCOM SP.16.5
- TOGA thrust is required for Contaminated Runway take-offs OMA 8.3.0.1.5. Reduced Thrust is allowed for takeoff on a wet runway.
- Contaminated Runway Takeoff procedure Apply slight nose down pressure to 80 knots. FCTM 3.15
- Fuel Tankering is not recommended when Take-off or Landing runway is contaminated or expected to be so. OMA 8.1.7.3.3
L
I
D
O

M
A
N
U
A
L

OMA 8.3.8.12.2
FCOM SP 16.2
Hydroplaning Speeds Pelesys Cont. Rwy Briefing

Take-off = 9 x P
(P is the tire pressure in psi)
Landing = 7.7 x P
(P is the tire pressure in psi)
772 185psi 122 kts 772 185psi 104 kts
77L 218psi 132 kts 77L 218psi 113 kts
77F 218psi 132 kts 77F 218psi 113 kts
773 214psi 131 kts 773 214psi 112 kts
77W - 218psi 132 kts 77W - 218psi 113 kts
Canadian NOTAMJ Expressed in plain language using imperial units of measurement. Pelesys Cont. Rwy Briefing

U.S. NOTAM RSC Pelesys Cont. Rwy Briefing

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Cold Weather Operations

ICING CONDITIONS
- Icing Conditions exist when TAT is 10C or below and visible moisture is
present (less than 1600 meters visibility) or standing water, ice or snow is
present on the ramps, taxiways or runways. FCOM SP.16.5
- Aircraft will not be dispatched until the flight crew and a qualified de-icing
person are satisfied the critical surfaces are clean. OMA 8.2.4.5
CAUTION: Flight Crew and Qualified Persons must be aware that
even with ambient temperatures up to +15 degrees C, ice or frost can
form on a wing that contains cold-soaked fuel. In precipitation on the
ground, clear icing - which can be very difficult to observe may occur on
top of the wing. A tactile (by touch) inspection may be required. OMA 8.2.4.7

- No Aircraft may be knowingly dispatched with an inoperative APU to an airport where de-icing may be required unless engine ground start facilities are
available. OMA 8.2.4.1
- The decision to de-ice may be made by a Qualified Person or by the flight crew; however, once the decision to de-ice has been made, it cannot be
over-ridden by the other party. OMA 8.2.4.5

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

REMOVAL OF LOCAL AREA CONTAMINATION
- Where no precipitation is falling or expected a REMOVAL OF LOCAL AREA CONTAMINATION de-icing may be carried out under OMA 8.2.4.8.3
- Both sides of the airplane must be treated identically with a heated fluid suitable for a One Step Procedure.
- Flights may be dispatched when the Commander and the Qualified Person are confident that the snow is light, dry, is not adhering to any of the
critical surface and will blow off during taxi or the immediate start of the take-off roll. If it is available, dry unheated air will be used to remove dry,
light snow. The aircraft will be de-iced if there are any doubts about whether the snow is adhering to any portion of the critical surfaces. OMA 8.2.4.5


SPECIAL ICING CONDITIONS
- Light Freezing Rain is permitted OMA 8.2.4.1

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

- Snow Grains (SG) are permitted. PELESYS COLD WEATHER briefing
- SG are very small white and opaque particles of ice that do not bounce or shatter on hard surfaces. Treat snow grains as snow for holdover time
purposes.
Note: Snow is considered dry when the OAT is well below freezing with a large dew point spread and cannot be compacted into a snowball.
Dry snow falling on a cold soaked aircraft is not likely to adhere to critical surfaces.

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


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Cold Weather Operations Continued

DE-ICING COMMUNICATION
- Prior to de-icing communication with Crew and Passengers is mandatory. OMA 8.2.4.4
- Cabin Crew during Pre-flight and Passengers prior to Engine Start. OMA 8.2.4.4

- Engine-on de-icing is only permitted at designated stations. See OM-C Aerodrome specific information or LH Station CCI pages OMA 8.2.4.6

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

HOLD OVER TIMES
- Hold over times are located on the De/Anti-Icing Worksheets from aircraft library or OMA-Appendix M.
- Type I fluid and other specific Branded Fluid guidelines are located in OMA Appendix K.
- The Captain is authorized to use the more conservative generic Type II or IV table whenever a Brand Specific Type II or IV fluid not identified in
the OMC is utilized. De/Anti-Icing Worksheet

PCI Pre-Takeoff Contamination Inspection
- If precipitation has occurred at any time since the final fluid layer was applied to the aircraft, a PCI is mandatory once the shortest time in the
applicable holdover time table cell is exceeded. OMA 8.2.4.7
- A PCI can only be used to extend holdover time when using Type II, III or IV anti-icing fluids and then, only when the applicable minimum holdover
time equals or exceeds 20 minutes. A PCI must not be applied to extend holdover time when using Type I fluids for anti-icing as these have very
short holdover time values and fluid failure occurs suddenly. OMA 8.2.4.7 Company NOTAM CO126/13
- When the time that has elapsed since the beginning of holdover time is greater than the maximum holdover time for the conditions present and
covered in the applicable holdover time table cell, the PCI must be conducted from outside the aircraft. When a Pre-Take-off Contamination
Inspection (PCI) is required to be conducted from outside the aircraft by a Qualified Person, this will normally be carried out by the de-icing service
providers personnel. When the Commander anticipates that an external PCI is required (e.g. short holdover time), this should be coordinated as
early as practicable with the de-icing service provider, in coordination with Emirates station staff. OMA 8.2.4.7
- When a PCI is required it must be performed immediately (within five minutes of brake release) prior to take-off. OMA 8.2.4.7
- If Cabin Crew or Passengers express concern a PCI must be completed. OMA 8.2.4.4.1
- The most accurate PCI is conducted from the exterior of the aircraft by a qualified person It is permitted from the aircraft cabin provided
adequate lighting is present which allows the representative surface to be clearly visible and any evidence of fluid failure can be accurately
determined. OMA 8.2.4.7

- The Representative Surface is used for determination of the condition of the remainder of the Critical Surfaces. It is the inner portion of the wing
from the root, outward to the innermost engine pylon. The representative surface includes the entire chord length, i.e. from the leading to the
trailing edge OMA 8.2.4.8.2
CAUTION: When assessing the representative surface, flight crew must consider which side was treated first, and also the prevailing
wind/weather conditions when they are such that contamination is more likely to form on one side of the aircraft than on the other.

DE-ICING FLUID FAILURE
- Anti-ice fluids are considered to have failed and to have lost their effectiveness when they become diluted with falling precipitation to the point
where a build-up of contaminant becomes visible in the fluid. The fluid begins to appear opaque rather than transparent and the inability to discern
structural details through the fluid becomes apparent. There is a distinct loss of shine or gloss on the surface of the fluid. Fluid failure is particularly
difficult to detect in the case of freezing precipitation as there is usually only a reduction in shine or gloss on the surface. OMA 8.2.4.9
- Under no circumstances shall an aircraft that has been anti-iced receive a further coating of anti-icing fluid directly on top of the existing film. If
additional anti-icing treatment is required before flight, a complete de-icing, with removal of all residues from the previous treatment, shall be
performed prior to any further anti-icing treatment being applied. OMA 8.2.4.8





- During cold weather operations nose gear steering should be exercised in both directions during taxi FCTM 2.14
- Pre-Takeoff Assessment is required prior to take-off: OMA 8.2.4.7
- When Flaps / Slats are not retracted after landing where required by the FCOM when taxiing on contaminated runways / taxiways, an entry must
be made in the aircraft technical log. OMA 8.2.4.17

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De-ice Procedures on the Gate
Timeline Events

Pax Boarding Complete
: GMT
Deicing Started
: GMT
Pushback
: GMT
Taxi
: GMT
T/O Slot Time
: GMT
SP.7.1 ................... APU Ground Pneumatic Start
SP.7.3 ................... Engine Ground Pneumatic Start
SP.7.2 ................... Engine Cross Bleed Start
Initial Critical
Surface
Inspection
Brief FO
&
Cabin Crew
Co-ordinate slot time and de-ice time with
Ground Staff and Engineer
De-ice Worksheet
Check holdover times
vs. expected taxi times vs. fluid types
YES
NO
Monitor surfaces for
future changes
Brief Engineer, Cabin Crew,
& Ground Staff
Accomplish Normal Procedures
When Ready for De-ice (Doors Closed)
Welcome Aboard PA and Deice PA
Accomplish Supplementary Procedures
Follow the De-ice sheet
SP.2.1 ................... Ground Air Conditioning Cart Use
SP.16.2 ................. Wet or Contaminated Runway Conditions
SP.16.5 ................. Engine Anti-ice Operation on the Ground
SP.16.5-6 ............... Taxi Procedures
SP.16.6-7 ............... De-icing / Anti-icing
SP.16.7 ................. Before Takeoff Procedure
SP.16.8-10 ............. Engine Anti-ice Operation In-flight
EAD 60R2 .............. New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog
Deice Aircraft
Post Treatment Check
Complete Deice Worksheet
Make Tech Log Deice Entry
Get Verbal Clearance
All Ground Equipment is clear of the Aircraft,
you may contact Ground or Apron Control
Check Slot Time
Pushback & Engine Start
Delay Flaps
10 kts taxi speed
Asymmetric Thrust
Exercise Nose Wheel Steering
Pre-Takeoff Assessment:
PCI required if:
Min Hold Over exceeded in precipitation
Passenger or Cabin Crew Report
(PCI must be done within :05 minutes prior to T/O)
Extend Flaps
Check Crosswind
Check cleared width
(min 30 meters)
Engine Run-up
Engine page displayed
Take-off
OMA 8.2.4.5
- A light coating of frost is permissible on the
top of the fuselage.
- 3mm of frost is permitted on the undersurface
of the wing due to cold soaking
Review Sequence of events
1. ..
2. ..
3. ..
4. ..
5. ..
6. ..
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De-ice Procedures on Remote Deicing Bay

Timeline Events

Pax Boarding Complete
: GMT
Pushback
: GMT
Taxi
: GMT
Deicing Started
: GMT
Taxi
: GMT
T/O Slot Time
: GMT
SP.7.1 .................. APU Ground Pneumatic Start
SP.7.3 .................. Engine Ground Pneumatic Start
SP.7.2 .................. Engine Cross Bleed Start
Initial Critical
Surface
Inspection
Brief FO
&
Cabin Crew
Co-ordinate slot time and de-ice time with
Ground Staff and Engineer
De-ice Worksheet
Check holdover times
vs. expected taxi times vs. fluid types
YES
NO
Monitor surfaces for
future changes
Brief Engineer, Cabin Crew,
& Ground Staff
Accomplish Normal Procedures
When Ready for Pushback
Welcome Aboard PA and Deice PA
Check Slot Time
Pushback & Engine Start
Delay Flaps
10 kts taxi speed
Asymmetric Thrust
Exercise Nose Wheel Steering
Pre-Takeoff Assessment:
PCI required if:
Min Hold Over exceeded in precipitation
Passenger or Cabin Crew Report
(PCI must be done within :05 minutes prior to T/O)
Extend Flaps
Check Crosswind
Check Cleared Width
(min 30 meters)
Engine Run-up
Engine page displayed
Take-off
OMA 8.2.4.5
- A light coating of frost is permissible on the
top of the fuselage.
- 3mm of frost is permitted on the undersurface
of the wing due to cold soaking
Review Sequence of events
1. ..
2. ..
3. ..
4. ..
5. ..
6. ..
Accomplish Supplementary Procedures
Follow the De-ice sheet
SP.2.1 .................. Ground Air Conditioning Cart Use
SP.16.2 ................. Wet or Contaminated Runway Conditions
SP.16.5 ................. Engine Anti-ice Operation on the Ground
SP.16.5-6 .............. Taxi Procedures
SP.16.6-7 .............. De-icing / Anti-icing
SP.16.7 ................. Before Takeoff Procedure
SP.16.8-10 ............. Engine Anti-ice Operation In-flight
EAD 60R2 .............. New Ice Shedding Procedures for Trent 800 Engines in Freezing Fog
Deice Aircraft
Post Treatment Check
Complete Deice Worksheet
Make Tech Log Deice Entry
Get Verbal Clearance
All Ground Equipment is clear of the Aircraft,
you may contact Ground or Apron Control
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DE-ICING / ANTI-ICING









































FCOM SP.16.6 OMA 8.2.4.9 De-icing Decision Process
OMA 8.2.4.7
The LOUT (Lowest Operational Use Temperature) is fluid concentration specific. A Fluid
must not be used when the outside air temperature or skin temperature is below the
LOUT of the fluid.
The LOUT for a given fluid is the higher (warmer) of:
- The lowest temperature at which the fluid meets the aerodynamic acceptance test for
a given aircraft type;
or
- The actual freezing point of the fluid plus its freezing point buffer of 10C for Type I
and 7C for Type II / III / IV.
The LOUT for the various fluid types and concentrations is now shown as the lowest
temperature for the given concentration in the specific brand name HOT tables. When
using a generic fluid table, confirm the LOUT for the applicable concentration with the
service provider. OMC Appendix K
Orange Straw
Yellow
Green
Emerald
Green
Orange Straw
Yellow
Green
Emerald
Green
WARNING:
Under no circumstances shall an
aircraft that has been anti-iced receive
a further coating of anti-icing fluid
directly on top of the existing film. If
additional anti-icing treatment is
required before flight, a complete de-
icing, with removal of all residues from
the previous treatment, shall be
performed prior to any further anti-icing
treatment being applied.
Melbourne is an exception and is the only station
where hot water has been approved to remove frost
when the OAT is 5C. PELESYS COLD WEATHER
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ENGINE ANTI-ICE FCOM SP.16.5
- Engine Anti-ice must be ON during all ground operations if icing conditions exist or are anticipated except when OAT is below -40C.
- Engine Anti-ice must be ON or AUTO during flight when icing conditions exist or are anticipated (OAT is 10C and below in visible moisture).
- Do not use ENGINE ANTI-ICE when OAT is above 10C.
- GROUND RUN-UP REQUIREMENTS: FCOM SP.16.6
When engine anti-ice is required and the OAT is 3C or below, do an engine run up, as needed, to minimize ice build-up. Use the following
procedure: CM1 - Check that the area behind the airplane is clear.
- Run-up to a minimum of 50% N1 for approximately 1 second duration at intervals no greater than 60 minutes.
(inclusive of Taxi In time in icing conditions)
- BEFORE TAKE-OFF PROCEDURE: FCOM SP.16.7
RR ENGINES (Engine Oil Temperature Minimum of 50C) when engine anti-ice is required and the OAT is 3C or below take-offs require a
static run-up to a minimum of 50% N1 and stable engine operation checked prior to start of the take-off roll. FCOM SP.16.8
GE ENGINES when engine anti-ice is required and the OAT is 3C or below take-offs require a static run-up to a as high a thrust setting as
practical and stable engine operation checked prior to start of the take-off roll. FCOM SP.16.8
- FREEZING FOG REQUIREMENTS: EAD 60R2
RR ENGINES operation in Freezing Fog:
If takeoff can be achieved within :45 minutes total taxi time, use the existing procedure, accomplish a static run-up to a minimum of 50%
N1 and stable engine operation checked prior to start of the take-off roll.
If Take-off can not be achieved within :45 minutes accomplish the core ice procedure within the :45 minutes total taxi time.
- If OAT is 0C-6C run the engine to 50%N1 for :60 seconds every 45 minutes.
- If the OAT is -7C to -13C run-up the engine to 59% N1 for :60 seconds every :45 minutes.
- If the OAT is -13 or below there is no effective procedure and manual de-icing is required.
- Take-off is not permitted if total taxi time in freezing fog with visibility of 300 meters or less exceeds :60 minutes without the core ice
procedure being completed. The engine core must be manually deiced.
- If the take-off cannot be completed within :60 minutes total taxi time in fog a log book entry is required and a borescope inspection
will be required within 10 flights.































FAN ICE REMOVAL FCOM SP.16.9
RR ENGINES during flight if fan icing is suspected fan blades must be cleared. One engine at a time quickly reduce the thrust to idle for 5
seconds if this does not work advance the lever to 90% N1 momentarily.
GE ENGINES During flight in moderated to severe icing conditions for prolonged periods with the N1 settings at or below 70% or when fan
icing is suspected due to high engine vibration. One engine at a time, reduce the thrust to idle then increase to a minimum of 70%N1 for 10-
30 seconds.

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ALTIMETER CORRECTIONS IN COLD TEMPERATURES







OMA 8.1.1.2 FCOM SP.16 OMC Appendix L
E
K
I
B
-
3
3
3
R
4

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RAAS Runway Awareness Advisory System
(Smart Approach and Landing)

FCOM NP.60.1

FCOM EKTR 100

FCOM L.10.10

FCOM NP.40.7 & 40.10

FCI 2011-041

Pelesys
OMA 8.3.0.8.5

OMA 8.3.0.11.7

CO576/12


RAAS AUTOMATED CALLOUT ADVISORY CREW RESPONSES
Routine Advisories
Non-Routine Advisories

- RAAS advisory conflicting with crews expectation do require
immediate verbal confirmation between crew regarding appropriate
action.
- RAAS advisory matching a crew expectation does not require a
verbal response from the crew.
High Speed Operations
1. Verify position and/or distance remaining/distance available.
2. Contact ATC for assistance if necessary.
Low Speed Operations
1. Stop.
2. Verify position.
3. Contact ATC for assistance if necessary.
EKIB-53
o RUNWAY POS EICAS Advisory: As soon as the aircraft is moved and the line of sight to a sufficient number of GPS satellites is achieved, this message
should no longer be displayed. No Flight Crew action is required.
o RUNWAY SYS EICAS Advisory / RUNWAY SYS Status: If occurring on the ground prior to take-off or on final approach this message Indicates that the Smart
Runway and Smart Landing advisories are not available to the flight crew. If occurring during flight then Engineering will need to contact Honeywell to ensure
that the over-flown Airport/Runway is included in the next version of TDB or is to be added as soon as possible. No Flight Crew action is required other than
an information entry to the Tech Log. The entry should include the Airport/Location and the statement Advise Honeywell.
T
A
X
I
APPROACHING RUNWAY XX Approaching runway (on ground) CONFIRMED (PF and PM)
ON RUNWAY XX On runway (on ground)
RAAS status can also be displayed on the Terrain Display. This is active only when the aircraft is on the ground. The procedure requires the Flight Crew to select the
terrain display followed by a change in the displayed range to a higher or lower range. RAAS Status is displayed for two sweeps The displayed Messages are as follows:
RAAS-OK RAAS-N/AVBL RAAS-RTO RAAS-INOP FCOM 15.20.31
T
A
K
E
O
F
F
ON RUNWAY XX On runway (on ground)
ON RUNWAY XX FLAPS, FLAPS On runway (on ground) Confirm flap setting
ON RUNWAY XX, XXXX REMAINING The aircraft is
on the runway, heading 20 of runway heading, and take off
distance less than 2500 meters.
On runway (on ground) Confirm aircraft position
CAUTION SHORT RUNWAY, CAUTION SHORT
RUNWAY The aircraft is on the runway, heading 20 of
runway heading, groundspeed exceeds 40kts, and take off
distance less than 2000 meters.
Insufficient runway length for take-off
(on ground)
Confirm aircraft position
ON TAXIWAY, ON TAXIWAY Taxiway Take-off STOP (PF)
CAUTION TAXIWAY, CAUTION TAXIWAY Confirm aircraft position
ON RUNWAY XX, ON RUNWAY XX Extended Holding on Runway
Caution: 1. "Flaps, Flaps" advisories may be generated when using flaps 20 for take-off. If you are using Flap 20 then brief the possibility of this call.
2. During line-up or approach "Caution, Short Runway" advisories are triggered when nearing some of the shorter runways in our network. Again if you are
landing on one of these brief the expected call. Company NOTAM CO131/12
R
T
O
1200 REMAINING 900 REMAINING
600 REMAINING 300 REMAINING
Distance Remaining-Meters (RTO)

30 REMAINING Runway end advisory

A
P
P
R
O
A
C
H
APPROACHING RUNWAY XX Approaching runway (in air) - Confirm Runway.
APPROACHING RUNWAY XX,
1900 AVAILABLE The aircraft is between 450 feet and 300
feet AAL, within 3nm or the runway, track is aligned with the
runway 20, the aircraft is positioned within +60 meters of the
runway width, and the runway is shorter than 2000 meters.
Approaching short runway (in air) Confirm aircraft position
CAUTION SHORT RUNWAY, CAUTION SHORT
RUNWAY The aircraft is between 450 feet and 300 feet AFE,
within 3nm or the runway, track is aligned with the runway 20,
and the runway is shorter than 2000 meters.
Approaching short runway (in air) Confirm aircraft position
Flaps not in landing configuration
FLAPS, FLAPS ND FLAPS
(starts below 950AGL and within 5nm of runway)
(Starts at 600AGL if the aircraft is aligned with the runway)
Awareness of Unstable approach due
to improper flap position for landing
- Confirm the flap position.
- Refer to EK stabilization criteria. If unstable Go-Around
Excessive Approach Speed
TOO FAST, TOO FAST ND TOO FAST
(starts below 600AGL and within 5nm of runway)
Awareness of Unstable approach due
to excessive speed.
- Confirm airspeed.
- Refer to EK stabilization criteria. If unstable Go-Around
Excessive approach angle
TOO HIGH, TOO HIGH ND TOO HIGH
(starts below 600AGL and within 5nm of runway)
Awareness of Unstable approach due
to steep approach angle.
- Confirm vertical profile.
- Refer to EK stabilization criteria. If unstable Go-Around
Unstable Approach
UNSTABLE, UNSTABLE ND UNSTABLE
(starts below 450AGL)
Awareness of Unstable approach due
to proximity to runway and not
meeting other stabilized approach
criteria.
- Verify whether approach parameters are as expected / briefed and
take appropriate actions if necessary.
- Refer to EK stabilization criteria. If unstable Go-Around
- <500 GO AROUND
Below Transition Altitude
ALTIMETER SETTING ND ALTM SETTING
Awareness of improper Altimeter
Setting.
- Confirm the altimeter setting.
L
A
N
D
I
N
G
LONG LANDING, LONG LANDING
Awareness of position beyond
threshold before touchdown.
If a VALID LONG LANDING alert is activated during touchdown the
PM shall announce GO AROUND and an immediate go-around shall
be flown.
Valid Long Landing alert: crew briefing for landing on a runway; with a
temporary displaced threshold, GPS failure, not in the RAAS database should
include the potential Long Landing alert and crew corrective action.
1200 REMAINING
900 REMAINING
600 REMAINING
300 REMAINING
Distance Remaining-Meters (Landing
and Rollout)

30 REMAINING Runway end advisory

EMIRATES B-777 01 March 2013
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OM-C Appendix L
Hot Weather Operations

- Weather is considered hot when temperatures are above 27C.
- High Temperature and High Elevation will:
Decrease FAF crossing altitudes.
Increase Ground speed on approach and for touchdown.
Increase Landing distance required.
Engine Thrust is reduced.
Field and Climb weights are reduced.
Climb Performance will be reduced, consider reducing speed for
improved performance but not below the Best Lift/Drag Point
(Best Angle of Climb speed for Boeing).
Altimeters under read.
o ISA +15 Altimeters will under read by 5%.
o ISA +30 Altimeters will under read by 10%.
o Jeppesen states the Altimeter will under read by 4% for
every 10C above ISA.
Brake cooling times are increased.
Try to Start Engines with the aircraft facing into wind.
Cockpit and passenger comfort become a concern.
o Increase Airflow.
o Turn off unnecessary electronics (lights).
o Close shades.
o Close doors.
o Use Ground Air Cart or APU.
Turbulence Levels

Light Chop Light Moderate Chop Moderate Severe/Extreme
Slight bumpiness
without changes in
attitude, altitude or
IAS.
Slight changes in
attitude or altitude
or changes in IAS
of 5 - 15 kts
Turbulence that is similar to light chop
but of greater intensity causing rapid
bumps or jolts without appreciable
changes in attitude or altitude.
Turbulence that is similar to light, but of greater
intensity. Changes in attitude and or altitude
occur, IAS fluctuates 16 25 kts but the
aircraft remains in positive control at all times.
Turbulence that causes large, abrupt
changes in attitude or altitude. Aircraft
may be momentarily out of control. IAS
fluctuates by more than 25 kts.
Severe Turbulence Operations
Seatbelt Signs On .......................... Advise passengers to fasten seat belts prior to entering area of known turbulence and have Cabin Crew check that all seat belts are
fastened
Structural Considerations ............. Delay Flap extension as long as possible as the airplane can withstand higher gust loads in the clean configuration.
Climb .............................................. Avoid VNAV or FLCH they may result in excessive pitch changes. V/S with A/T ON is recommended for climb and descent.
Cruise ............................................. During Cruise VNAV and ALT HOLD modes with A/T ON can be used. In Severe Turbulence in may be necessary to disconnect
the A/T. Set VNAV Speed or MCP Speed to the desired speed (M.82/280kts or 270kts below FL250) disconnect the A/T and set
the EPR at or slightly above the magenta VNAV target on the EPR/N1 indication. Change thrust setting only if required to modify an
unacceptable speed trend.
Descent .......................................... Avoid VNAV or FLCH they may result in excessive pitch changes. V/S with A/T ON is recommended for climb and descent.







Thunderstorm Avoidance


- Take-off or landing in the vicinity of heavy thunderstorm activity is prohibited OMA 8.3.8.1
- SL-FL 200 Avoid strong radar returns by 10 nm. OMA 8.3.8.2
- Above FL 200 Avoid strong radar returns by 20nm. OMA 8.3.8.2
- Fly over storms clouds by at least 5,000 feet
- Do not fly under a CB.
FCOM SP.16.14
FCOM SP.16.15 OMC 9.5
OMA 8.3.8.2 OM-C Ch 9 Page 23
Weather Radar Turbulence Mode
The Weather Radar only displays Turbulence when the range is 80 or
40nm or less depending on Aircraft Radar. FCOM 11.10.11
60 to 1 Rule If the Weather RADAR is set to -1 down and weather
returns inside of 60nm will be at the same level as the aircraft
T
A
K
E
O
F
F

D
E
C
I
S
I
O
N

M
A
K
I
N
G

T
O
O
L

OMC 9.5
EMIRATES B-777 01 March 2013
Page 176 of 266 8. SOP GUIDE STUDY GUIDE

Rockwell Collin WXR-2100 MultiScan Weather Radar










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









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










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

Collins WXR-2100 Operators Guide FCOM 11.20.15 FCOM EKIB-50
Normal Weather Radar No Multi Scan

Multi Scan Weather Radar
EMIRATES B-777 01 March 2013
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- GROUND CLUTTER SUPPRESSION:
- Because MultiScan can examine the weather in front of the aircraft using multiple tilt settings and because the radar is able to look down into
the ground clutter to pick out significant weather, MultiScan is able to display all the weather from 0 320 NM that will affect the aircraft on a
single, essentially clutter-free display. And the whole process is entirely automatic, freeing the flight crew to concentrate on weather
avoidance rather than weather detection and interpretation.
- EKIB 35R1: If excessive ground returns occur in AUTO mode, deselect weather RADAR on both EFIS control panels for more than one
second. Reselect weather radar as needed. Excessive ground returns will be removed within :30 seconds.
- OVERFLIGHT PROTECTION:
- Over flight protection is designed to prevent thunderstorms that are
in the aircraft flight path from falling below the radar beam and off
the radar display during high altitude cruise.
- At extended ranges the upper radar beam scans the wet, reflective
portion of a thunderstorm in the same manner that conventional
radars scan weather today. As the aircraft approaches the storm
and the cell begins to fall below the upper radar beam, MultiScan
utilizes 6,000 feet of bottom beam information to keep the reflective
part of the storm in view. Within approximately 15 NM of the aircraft
MultiScan compares the stored digital image of the thunderstorm
with the latest sweep information and displays whichever return is
greater. If a cell that is a threat to the aircraft begins to fall below the
radar beam MultiScan displays the stored digital image of the
storm, thus ensuring that any threat thunderstorm will remain on the
display until it moves behind the aircraft. Thunderstorm tops within
5,000 feet of the airplane remain on the radar display until it no
longer poses a danger. Over flight protection is operational above
22,000 feet MSL.
- MULTI SCAN INITIALISATION:
- When automatic is initially selected, the radar will first make a
sweep that looks along the aircrafts flight path. This ensures that
weather directly in front of the aircraft will be immediately visible to
the flight crew.
- The second sweep will be at a relatively low tilt angle. Significant
ground clutter may be visible. The ground clutter suppression
algorithms begin to have affect during the second sweep of the
antenna and will be fully initialized by the beginning of the fifth
sweep (16 seconds).
- When the initialization process is complete, the flight crew will
receive an optimized weather picture with minimal ground clutter for
any range scale selected.
- In addition, Over Flight protection will be fully engaged to prevent
thunderstorms that are a threat to the aircraft from falling below the
radar beam.
- MultiScan has a coast feature that allows the pilot to momentarily
switch to manual, then back to automatic. If the pilot switches from
auto to manual, then returns to auto within :38 seconds, the radar will remember the automatic settings and will not need to re-initialize.
- OPTIMIZED WEATHER DISPLAY:
- Because MultiScan emulates an ideal radar beam, the entire weather picture from 0-320 NM is stored in computer memory.
- Furthermore, since ground clutter is eliminated with computer algorithms there is no need to compromise between a tilt angle that eliminates
ground clutter and a tilt angle that gives the best weather picture.
- The pilot simply selects the desired range scale and that portion of the optimum weather presentation is displayed on the weather radar
display.
- TILT:
- During automatic operation on both Airbus and Boeing aircraft, the tilt displayed on the EFIS represents an average of the lower and upper
beam tilts.
- For instance, during take off the lower and upper beams are 4 apart. The lower beam is set to 3, the upper beam is set to 7 and the
displayed tilt is 5.
- As the aircraft climbs the difference between the beams decreases. At 10,000 feet AGL and higher, the difference between the upper and
lower beams is approximately 2.
- On EFIS display systems that indicate TILT as a whole number, there may be a difference in the TILT value between the Captain and First
Officer NAV DISPLAY due to rounding in the display system.
- TURBULENCE MODE:
- Turbulence displays as MAGENTA and is only displayed out to 40nm. Radar determines turbulent areas by measuring precipitation velocity,
it can only function in the presence of precipitation. Consequently, the system is not capable of detecting clear-air turbulence.
- MAP MODE:
- When operating in automatic, MAP mode enables display of all radar echoes including terrain and weather information.
- The receiver sensitivity is decreased by approximately 10 dB (one color level) to accommodate terrain characteristics instead of weather.
- This mode enables identification of terrain features such as mountains, coastlines, bodies of water etc. No turbulence information is
displayed.
- PAC Alert is not active in MAP mode.
- PATH ATTENUATION COMPENSATION (PAC) ALERT:
- If intervening rain fall creates an attenuated area, sometimes known as a radar shadow, PAC Alert
places a yellow arc on the outer most range scale to warn the pilot of the attenuated condition.
PAC Alert is operative whenever the radar is being operated in CAL gain and the aircraft is within
80 NM of a thunderstorm.
- WARNING: NEVER FLY INTO A RADAR SHADOW!
- CAUTION: PAC Alert is disabled for all non-CAL settings.
- PAC Alert is activated during both automatic and manual radar operation.

EMIRATES B-777 01 March 2013
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- Windshear
IMMEDIATE WINDSHEAR
WINDSHEAR WINDSHEAR, WINDSHEAR, WINDSHEAR
- Excessive windshear detected by GPWS. Enabled below 1,500 feet radio altitude. GPWS windshear detection begins at rotation.
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

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















------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

PWS WINDSHEAR CAUTION

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








------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

PWS WINDSHEAR WARNINGS
- New PWS warning alerts are inhibited from 100 knots till 50 feet RA.









PWS RECOVERY
TAKEOFF WINDSHEAR WINDSHEAR AHEAD, WINDSHEAR AHEAD.
Prior to V1 reject take-off.
After V1 perform windshear escape maneuver.
If insufficient runway rotate at VR, once airborne execute the windshear escape maneuver.
If insufficient runway to reach VR, initiate normal rotation 2,000 before runway end.
Yellow edge lights define the last 2,000 feet of the runway
LANDING WINDSHEAR GO-AROUND, WINDSHEAR AHEAD.
Perform windshear recovery procedure or at pilots discretion, perform a normal go-around.
FCOM 15.20.21
QRH MAN.1.11 FCOM 15.20.22
FCOM 15.20.35
FCOM 15.20.35
QRH MAN.1.10
EAD-24R2
Be aware of False PWS warnings
at the Kansai Airport Osaka, Japan
FCOM 15.20.23
EMIRATES B-777 01 March 2013
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OTHER WINDSHEAR INDICATIONS








WINDSHEAR RECOVERY PROCEDURE





























TAKE-OFF PRECAUTIONS
- Use Max Take-off Thrust is recommended unless the use of
reduced thrust is required to meet a dispatch performance
requirement.. (RTOW CHART USER MANUAL 1-10)
- Use Flap 20 or 15.
- Use Longest Runway.
- Use the FD after Take-off.
- Consider increasing VR to MTOW VR (not above VR+20).
APPROACH PRECAUTIONS
- Use Flap 25 or 30.
- Stabilize Approach early, use the most suitable runway.
- If Autothrottle is disengaged apply wind correction factors to a
maximum of 20 knots.


SIM NOTE
If you see or hear a thunderstorm treat it
as a possible windshear condition.
FCOM SP.16.18
QRH MAN 1.11
QRH MAN 1.11 1.12
FCOM SP.16.18
Make a PIREP
Make a PIREP
OMA 11.3.2
File an ASR when a go-around (below
1000ft) or windshear go around is flown.
OMC Ch 9 Page 22
EMIRATES B-777 01 March 2013
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GPWS












Ground Proximity Caution Ground Proximity Warning




QRH MAN.1.5-1.6
EMIRATES B-777 01 March 2013
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QFE Operations

FCOM SP.10.1
































OM-C, Route Manual, Chapter 1 Beijing C-04
Rule of Thumb How to convert QFE to QNH
(Airport Altitude in feet/100) + QFEmb = QNHmb (Airport Altitude in Meters/30) + QFEmb = QNHmb
Pelesys Polar Operations
Emirates are not currently using this procedure at any airports. The preferred
method is to set QNH when descending through the Transition Level and convert
QFE Levels to QNH altitudes using the airport specific conversion chart, or
conversion info on the Approach Chart.
EMIRATES B-777 01 March 2013
Page 182 of 266 8. SOP GUIDE STUDY GUIDE

Diversion Procedure



Destination (D) An airfield served by an Emirates scheduled flight. It must be
designated as being available for such use in the Emirates
Operations Specifications.
.
Alternate (A) An aerodrome to which an aircraft may proceed when it becomes
either impossible or inadvisable to proceed to or land at the
aerodrome of intended landing. (May be used as a destination if RFF
requirements are met)
Adequate Airport (AA) An airport to which an en route diversion, if required, can be
accomplished and it meets criteria listed for adequate airport.
(Can also be used as a Take-off Alternate)
Critical Airport (CA) An aerodrome at which an aircraft would be able to land after a
drift-down with engine/s inoperative, or rapid descent due
depressurization or an aircraft (technical) emergency situation
while en route.
Emergency Airport (EA) Airports that do not meet any of the above classification, but are
still listed for certain routes, where coverage from the above
categories or airports is sparse. An Emergency airport is to be
used ONLY in case of aircraft dire emergency.

DIVERSION
Alternate Selection Process
Airport
T O W N C A R P
Terrain Ops Hours
LIDO AOI
Weather NOTAMS Charts Authorized?
OMC RAIG
Route
Manual
LIDO CCI
Performance?
Landing Distance
Climb Gradient etc
EGLL

EGBB

EGCC

DIVERSION OMA 8.3.0.10









- Coordinate diversion with Company and ATC
o ADVISE COMPANY Send Position Report, a Diversion Message, and contact SMNC via ACARS. Use Sat Com if required.
o WEATHER- Forecast or trend must show weather above LH landing minima.
o FUEL- Consider availability and time required to refuel.
o GROUND HANDLING FACILITIES- Consider the airports ability to handle a large aircraft and its passengers.
Confirm if B-777 tow bar is available and consider off gate parking.
o APRON PARKING- First choice Alternates may fill up quickly and parking availability may make it unable to accept additional aircraft.
o INFORM CREW AND PASSENGERS
FMC DIVERSION PROCEDURE
o Input desired airport or choose an existing airport on the FMS Alternate page.
o Line Select R1-R4 to choose the desired Alternate Airport.
o Select DIRECT, OFFSET, OR OVER ____
o Select DIV NOW
o Execute.
ADDITIONAL CONSIDERATIONS
o D Decisions, Divert, Dump (Consider Performance E/O G/A Climb Gradients, Landing Distances)
o I Inform (PM, Purser, Pax, ATC Company) (Send Position Report and Diversion Message) or (ACARS Message to DXBOWEK)
o S Setup
o C Checklists
o S Special Requirements
If Returning to Gate Consider:
- Complete AFTER LANDING FLOW/CHECKLIST
- Fuel (Sufficient?)(Can you consider a faster speed?)
- Deicing
- Flight Time Limitations
- Curfew
- Flight Plan Validity
- Slot
- Tech Log (New page required for ADD or Fuel)
- PAs
- Voyage report Record OUT and IN times
- If after RTO RR engines may require Inspection EKIB-37

OMC RAIG 1.5.1
Diversion During North Polar Area Operations
- Flight Crew shall use all available modes of
communication to contact NCC (Network
Control Centre) in order to co-ordinate the
choice of diversion airport ( SATCOM, HF
phone patch, or ACARS)
- If unable to contact NCC consult OMA 8.3.0.13.1.1
for further guidance regarding:
- Medical Diversion
- Technical Diversion
- Emergency Diversion
EMIRATES B-777 01 March 2013
Page 183 of 266 8. SOP GUIDE STUDY GUIDE

Diversion Considerations
Airports with Emirates Support
OMA 8.3.0.10.4
GROUND HANDLING OMA 8.3.0.10.4
o Co-ordinate passenger handling with Emirates Staff.
o Passengers onboard are PIC responsibility, in terminal are Station Staff responsibility.
o If passengers asked to disembark they shall take all personal belongings with them. (No hand bags left behind)
o Inform Station Staff of any Deportees to ensure the instructions for custody are carried out. OMA 8.2.2.2.10
o PIC will liaise with local staff to ensure local regulations are not infringed.
Airport With No Company Support
OMA 8.3.0.10.5
- Consult the Route Manual for additional information and ground contacts. Advise a handling agent if available ASAP.
GROUND HANDLING
o Co-ordinate passenger handling with Contracting Agent Staff and contact SMNC.
o It is the responsibility of the PIC to arrange for the safe and efficient conduct by
ground staff to:
- Safeguard aircraft, passengers, and cargo.
- Servicing of Aircraft. (Transit Check)
OMA 8.1.11.2.2 If assistance is unavailable the PIC can certify the TECH LOG for:
- Refuelling. FCOM SP.1.5 Refuelling procedure, OMA 20.2.2.5 Fuel Purchase &
Credit Card
- TRANSIT checks. Transit Checklist located in Red Binder(Engineering
Documents Folder).
- Transfer defects into the ADD if they are acceptable and in accordance
with the MEL.
Captains Authority to do Transit Check/ Refuel / transfer ADDs, is in Red
Binder
- Organize Ground duties
Passenger service (meals, hotel, accommodation, etc)
Liaise with SMNC or nearest Emirates Station.
Handling of cargo and mail according to instructions from Operations Control.
- Crew members may be delegated to handle responsibilities.
- If Passengers to be disembarked.
Inform Station Staff of any Deportees to ensure the instructions for custody are
carried out. OMA 8.2.2.2.10
Two Cabin Crew members should escort passengers to terminal.
Passengers shall be requested to take all personal belongings with them. (No
hand bags left behind)
Remaining Cabin Crew should check cabin and arrange storage of the sealed
bar boxes.
- Purser responsibilities OMA 8.2.2.2.10.


Terminate Flight
o Advise SMNC. OMA 8.1.14.2
o If flight duty limits exceed arrange accommodation and transport for crew. OMA 8.3.0.10.4
o Calculate rest periods separately and crew sched. OMA 7.16
o Activate the Captains Credit Card. OMA 20.2.2.5 Retain Bills and receipts and submit with Report .
o Do not leave airport until suitable arrangements for passengers, and aircraft security are made. OMA 8.3.0.10.4
o Arrange for aircraft Maintenance / Catering / Cleaning / Security. OMA 8.3.0.10.4
o If maintenance required from outside contractor obtain written permission from QA Dubai OMA 8.1.11.2.3
o Get contact number for Airport Services Manager and ensure SMNC DXB can contact the Captain in the Hotel
o ASR must be filed for landing at an airport other than destination for reasons other than weather, or if Crew or Passengers are seriously ill etc OMA
11.3.2
Continue Flight
OPERATIONAL PROCEDURES OMA 8.3.0.10.5, OM-C 9.3
o Make Arrangements for a OFP..
o Diversion Master Logs are available. AAN-DXB, AUH-DXB, BAH-DXB, DOH-DXB, FJR-DXB, MCT-DXB, RKT-DXB, SHJ-DXB
(Instructions OMC 9.3)
Do not use Diversion Recovery Flight Plan in case of MEL restrictions with higher fuel consumption unless it can be assured that the extra fuel
amount is sufficient. Leave a copy with the Handling Agent.
o Confirm handling agent has filed ATC plan- or file locally (add flight no / dep time / reg / SEL)..
o Fill out DIVERSION FLIGHT LOADSHEET from blank forms folder. Instructions in OMC RAIG Appendix D- E-F-G- GF,
(Max change 5 pax / 500 kgs). Leave a copy with the Handling Agent.
o Fill out TRIMSHEET from blank forms folder. Leave a copy with the Handling Agent.
o Complete the AIRCRAFT TECHNICAL LOG. Leave the pink copy with the Handling Agent.
o GENERAL DECLARATION. Leave a copy with the Handling Agent.
o If maintenance required from outside contractor obtain written permission from QA Dubai OMA 8.1.11.2.3
o Arrange for payment of Fuel, Handling, and Landing Fees if required.
o Record the following details in the VOYAGE REPORT and/or CSR: OMA 20.2.2.5
- Name of the diversion airport.
- Date and time of landing/takeoff.
- Name of ground handling agency, if applicable.
- Information regarding the services rendered, give details of any settlements made in connection with any service, such as:
Ground handling.
Ground transportation of passengers and crew.
Technical service.
Other service (if possible furnish duplicates of Work Orders).
Submit all receipts and paper work regarding purchases to Fleet Admin within 45 days.
o ASR must be filed for landing at an airport other than destination for reasons other than weather, and If Crew or Passengers are seriously ill etc...
o Forms Required



TRANSIT CHECK GUIDANCE PELESYS VIDEO Transit Checklist
- Ensure Ground Chocks are installed.
- If the stop is for more than 2 hours or involves towing install the Nose
and Main Landing gear safety pins.
- If the aircraft is to be towed or pushed back verify with the ground crew
that the towing lever is placed tow position with the lock pin installed.
- If the Electrics are not powered a safety check is required to ensure
correct position of all switches and controls prior to energizing the
network. FCOM SP6.2
Additional walk around items:
- Check inboard and outboard Aft Brake Rods
- DME airport check lubrication of pivot joints on Main Landing Gear
- Check the Engine Oil Levels on the EICAS after the engines shutdown
for more than :10 minutes but less than :30 minutes.
- Check the Hydraulic levels.
- Review the Tech Log and the Cabin Log.
- Operational Test of the Fire system using the FIRE/OVHT TEST switch.
- Check the Trash Compactor has been properly cleaned.
- Prior to refueling you must obtain water free samples from the bowser.
- RR engine aircraft must obtain the Fuel Temperature from the Fuel
Synoptic page and record it in the Tech Log. If it is below 0C you must
contact MCC for further guidance.
- Check the Potable Water Levels and service if authorized and required.
- Prior to Departure complete one last walk around to ensure all doors are
closed, pins are removed and there is no damage.
- Confirm the Towing Lever is in the NORMAL spring loaded position after
removal of the Tow Bar.
- Any Questions contact MCC
Diversion
Load Sheet
Trim Sheet Transit
Checklist
Receipts Diversion
Flight Log
ASR
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VR V1 80 Kts
Inhibits During Takeoff
400 RA
Status Cue inhibited from engine start till :30 minutes after Rotation. This inhibit is also cancelled by a RTO.
EICAS caution
and advisory
level messages
are Inhibited
from Start of
Start Until first
engine reaches
idle or start
Communications Alerts Inhibited from T/O Thrust till 400 RA. Cabin ALERT is exempt
Passenger Entry door memo messages are removed from T/O thrust till 60 seconds after landing
Master Caution lights, Aural Beeper and Advisory level Alert messages inhibited from
80 KTS to 400 RA or 20 sec after rotation, or RTO speed below 75 kts.
Master Warning Lights and Fire Bell inhibited
from V1 until 400 RA or 25 seconds after V1.
T/O Config Warnings inhibited above V1.
800 RA
Landing Config Warning Alert inhibited from VR till 800RA
ENGINE FAIL Call starts at 65 kts.
Stops 6 knots before V1
Autobrakes arm at 85 kts
TAC is available above 70 knots
PWS starts when WX turned on or T/O power achieved.
New Cautions inhibited from 80 kts to 400 RA
New Warnings inhibited from 100 kts to 50RA.
FCOM 15.20.34
TOGA must be pushed prior to 50
knots or A/T operation is inhibited
until reaching 400 feet AGL
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Inhibits During Landing
Altitude Alerting inhibited from G/S capture or Landing Flap selected and Landing gear down.
200 RA
800 RA
G/S Capture or
Landing Flap
selected and
Gear Down
Status Cue and Com Alerts and aural chime inhibited from 800 RA to 75 kts ground speed. CABIN ALERT is exempted
MASTER CAUTION lights and Aural Beeper inhibited from 200RA to 75 kts.
Exemptions include N A S A NO AUTOLAND,AUTOPILOT, SPEEDBRAKE,
AUTOTHROTTLE
FCOM 15.20.37
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ETOPS Fuel Requirements
FCTM Vol 2 3.10.6 Old Manual no longer published OMA 8.5.4.2




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ETOPS Alternate Weather Requirements



OMA 8.5.6.1
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SPECIAL AIRSPACE EXPLAINED
North Atlantic MNPS NAT
- Oceanic Clearance is required to operate in NAT MNPS Airspace.
- Oceanic Control Areas (CTAs) include Reykjavik, Shanwick, Gander, Santa
Maria, and New York. Between FL 285 and FL420.
- To Operate in NAT MNPS airspace aircraft must be able to maintain a high
degree of Lateral, Longitudinal, and Vertical accuracy. Aircraft and Flight
Crew must be certified by State of Registry or State of the Operator. This is
indicated by an X for NAT MNPS and a W for RVSM in item 10 of the ICAO
Flight Plan.

Equipment Required is detailed in FCOM SP21 (RVSM)and FCOM SP22 (NAT MNPS)
- Separation on the NAT MNPS is:
- Laterally 60nm or one degree of latitude. (Minimum RNP is 12.6)
- Longitudinal separation is :10 minutes when using Mach number technique.
- Vertical separation is 1,000 feet for RSVM aircraft. (Crews and aircraft must be certified for RVSM)
- Separate Organized Tracks are optimized for Direction of flight based on forecast winds aloft.
- Eastbound Tracks V,W,X,Y, and Z are created by Gander Oceanic and are valid for crossing 30 degrees west
between 0100z and 0800z.
- Westbound Tracks A,B,C,D,and E are created by Shanwick Oceanic and are valid for crossing 30 degrees west
between 1130z and 1900z
- The use of the OTS is not mandatory.
Canadian MNPS CMNPS
- CMNPS airspace is between FL330 and FL410.
- ICAO Flight Plan Item 10 Y indicates certification for CMNPS, X is certified within both boundaries.
- Min Longitudinal separation is :15 minutes, can be reduced to :10 if Mach Number Technique is used.
Polar Track System PTS
- The Polar Track Structure consists of 10 fixed tracks in Reykjavik and associated extensions in the Bodo Oceanic
airspace. These routes are not mandatory; however, it is recommended that operations between FL310 and FL390
use the PTS tracks.
Arctic Control Area ACA
- The Arctic Control Area Track Structure is 5 fixed tracks which complement the Polar Track Structure in Reykjavik.
- These Tracks are not mandatory; however, when used, Air Traffic controllers are able to make more efficient use of the
airspace win optimum flight level and separation minimas.
- These ACA Tracks are identified by letters O,P,Q,R, and S. An example would be ACAQ or ACAS.
Northern OTS NOR OTS
- The Northern Organized Track System (NOR OTS) was created to allow the optimal use of tracks for aircraft operating
westbound between Europe and Western America (not including Alaska).
- NOR OTS tracks will be published at 21:30UTC(summer) and 22:30 UTC (winter) in the form of a Track Definition
Message (TDM).
Australian OTS AUS OTS
- AUSOTS is the trial Australian Organized Track System
setup to utilize Flex Tracks for aircraft operating between
WSSS and Australian Airports YSBN, YBBN, and YMML.
- AUSOTS will be available for aircraft meeting RNP 10
requirements.
- A TCM will be issued by Air Services Australia for review by
selected airlines to determine the appropriateness of the
FIR Boundary Entry/Exit fix in regard to flight outside
Australian airspace.
Atlantic Ocean Random Routing RNAV Area AORRA
- The AORRA includes the airspace between FL290 and FL 410 inclusive in the region shown.
- RNP10 is required in AORRA airspace.
- ADS/CPDLC will be used as primary communication and HF as backup.
- Flights shall enter and exit via AORRA approved gates.

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MNPS Procedures


- Waypoints will only be entered as LAT LONG no named waypoints will be used. e.g. N51W051.
- Oceanic Clearance is required prior to entering Shanwick or Santa Maria Oceanic Airspace. If not enter hold.
- NAR (North American Routes) and ER (European Routes) connect the NAT to Domestic airspace. If given a reroute request a new
NAR or ER.
- AUSOTS Use Master CFP Check Track and Distance Plot Position 2-3 degrees after waypoint. OM-C Ch 8 Pg 6
FCOM SP22
Note: A position check shall be made at each waypoint
and the present position plotted approximately 10
minutes (or 2 degrees of longitude or 2 degrees of
latitude) after passing each waypoint.
FMC Position .................................................Obtain PM
Obtained FMC Position........................................ Plot PM
Note: When Plotting, below symbol will be used. UTC,
Latitude and Longitude at the plotting point shall be
completed with each plot.

Plotted FMC Position ..........................................Verify PF
1115Z
N4300.0
W02200.0
1035Z
N4300.0
W01200.0
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Oceanic Crossing Procedures NAT / MNPS
Polar Operations above 78 North Latitude
B777 PF PM
Preflight Checks
FCOM SP.22.2

FCOM SP.23

OM-C RAIG 2.8 & 2.10
Item 10 of flight plan includes R (RNP) S (Standard Equipment) W (RVSM), and X (MNPS).
Item 15 of flight plan includes cruise TAS, oceanic entry point & cruise mach, and oceanic landfall and cruising TAS.
For Australian Flights Item 18 should be RMK/ADSB is aircraft is operating ADSB.
North Atlantic Plotting Chart and North Pole Plotting Chart are available as required.
Check NAT Track message for Validity. If the flight on the OTS check that the waypoints agree with the OFP.
Check Suitability of ETOPS diversion alternates.
Verify with Dispatch whether a fuel freeze analysis is required. (If Jet A1 is loaded enter -43C under MIN FUEL TEMP on CDU PERF INIT page)
If the OFP indicates temperatures below -65C for more than 1:30 and you are operating with Jet A a fuel analysis is required.
Verify with Dispatch has evaluated solar flare activity and whether any restrictions apply.
Check Tech Log for restrictions to RNP, MNPS , RSVM, ETOPS and MEL considerations.
Altimeters crosschecked in tolerance (max allowable difference between Captains or FOs altitude display and field elevation is 75 feet)
UTC time check with GPS. (777 Check GPS display on the ND)
CAPTAINS SECURITY ANNOUNCEMENT REQUIRED FOR FLIGHTS THAT TRAVERSE US AIRSPACE OMC RAIG Chap 2 Page 144
US Regulations require me to inform you that during this flight today, you should not congregate in groups in any area of the cabin,
especially around the lavatories. I would also ask you to use only those lavatories dedicated to your own class of Service. In addition,
you must strictly observe the seat belt sign when it is illuminated and do not move about the cabin when the sign is on.
Prior to Oceanic
Entry








Verify Clearance
Track and
Distance check of
MNPSA sector
Before entering the Polar Region the accuracy of the ADIRU should be thoroughly checked by a comparison against the GPS
and or by using independent navigation aids. FCOM SP.20.2
Entering the Polar Region - Set one Radio to 123.45. Check the fuel temperature as required. Check the accuracy of the
ADIRU.
Check airway MAG/TRUE reference and transition to TRU when required.
Above 82N/S SATCOM may become unavailable. Arrange HF frequencies and SELCAL prior to 82N/S.
Obtain Oceanic Clearance :50 Prior to Entry ( LH Text RSI for specific Instructions)
CPDLC request to Shanwick 1:30-:30 prior to Oceanic Entry. (:40-:30 best)
Entry Point / ETA / Mach/ FL / Highest FL include TMI and Clearance Sequence # in read back.
Verify Clearance (PF Calls the FMC Waypoints PM Checks against the Oceanic Clearance) EK TR 96
Track and distance check of MNPSA sector
PF selects Heading to TRUE and reads FMC, PM confirms with Flight Plan (acceptable tolerance 2 miles and 2)
Plot the Clearance.
Crosscheck Entry Waypoints and next two Waypoints against OFP.
Check weather at ETOPS alternates above aerodrome operating minima.

R
e
c
l
e
a
r
a
n
c
e

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

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

Check track and distance to next waypoint.
Confirm turn in correct direction.
Record Position on the OFP and Mark OFP with a \
Select PROG POSITION REPORT and transmit Position to ATC. (Wx only required if requested)
Mark the OFP / to form an X.
Cross-check primary altimeters. (Should agree within 200 feet)
After Waypoint
Verify plotted
position.
Revised ETA required for 3 minutes or more.
2-3 degrees after WPT plot the FMS position
Wx Avoidance
If clearance unavailable avoid weather
LH Text NAV 300
Up to 10 nm maintain cleared altitude.
Beyond 10 nm North of track descend 300 feet South of track climb 300 feet
In-flight Cont.
Procedure
Request ATC Clearance If unable :
LH Text NAV 10-20
Turn 45 Left or Right off the track.
Turn on all lights and broadcast intentions on 123.45 and 121.5.
Parallel Track by 15nm. Descend or Climb 500 feet. Consider descending below NAT below FL290.
Divert to Alternate.
At Oceanic Exit
Cancel the SLOP and return to center line.
If route changed obtain new domestic clearance.
Request mach number if it differs from Oceanic sector.
Check airway MAG/TRUE reference and transition to MAG when required.
Send an ACARS revised ETA.

OMC RAIG 2.8 & 2.11 FCOM SP.22 FCOM SP.23
Excellent guidance on Oceanic Procedures is available at www.nat-pco.org . Download the Sample Oceanic Checklist.
The really good information is in the Expanded Checklist section
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OM-C 10.2.11.19
Station
CPDLC
Logon
Oceanic Clearance
For procedures and frequencies see
LH Text RSI R-220
Communications
Position
Reports
Bodo
ENOB
:15-:25
ADS Only
- Contact via VHF/HF.
- CPDLC clearance not available.

- Read back to include TMI if on OTS.
- Arrange domestic route and FL clearance to the
required entry point.
- VHF/HF is primary for communications.
- Call Island Radio at OE for SELCAL and Prim
and SEC frequencies.
- Manual CPDLC logon with next sector required.
- Contact next Oceanic CTA at FIR for SELCAL.
- Contact next domestic frequency :10 prior to the
boundary.
- ADS is the Primary means
of position reporting.
- Voice position report not
required unless advised.
- Revise estimate if :03.
Reykjavik
BIRD
:15
- Contact via VHF/HF.
- Available via CPDLC send request to BIRD, or via
VHF/HF, see LIDO. :20 - :15 Before OCA.

- Arrange domestic route and FL clearance to the
required entry point.
- Voice is primary.
- SELCAL check required.
- Contact next Oceanic CTA at FIR for SELCAL.
- Contact next domestic frequency :10 prior to the
boundary.
- If HF Communications Lost, continue to adhere
to clearance and do not invoke radio
communications failure procedures.
- Voice report still required
unless advised.
- Expect voice reports not
required
- ADS is the Primary means
of position reporting.
- Revise estimate if :03.
Gander
CZQX
:15-:45
- Available via CPDLC send request to CZQX, or
via VHF/HF, see LIDO. 1:30 - :30 Before OCA.

- CPDLC is primary for communications, HF is
secondary.
- Contact next Oceanic CTA at FIR for SELCAL.
- Contact next domestic frequency :10 prior to the
boundary.
- Expect position reports
not required
- ADS is the Primary means
of position reporting.
- Revise estimate if :03.
- If NO CLEARANCE RECEIVED WITHIN 15 MINUTES OF OCEANIC ENTRY POINT REVERT TO
VOICE PROCEDURES END OF MESSAGE not received within :05 minutes of sending CPDLC
request for clearance, revert to voice procedures.
- If CLA RECEIVED CLEARANCE CONFIRMED END OF MESSAGE not received the clearance
must be confirmed on VHF.
- Clearance Delivery Frequencies are on NAT track message and are usable from 23:30-07:30 GMT.
Other times use current ATC.
- Read back: EK____ OMDB Via CARPE Track B (or Random Route Coordinates) Expect
FL 330 from CARPE M.83 TMI ___
- Arrange domestic route and FL clearance to the required entry point.
Edmonton
OMC RAIG 2.10
CZEG
:15-:45
None - Aircraft Entering from radar controlled airspace
should not identify themselves as ADS
equipped on initial contact. The Term ADS after
the aircraft call sign should only be used leaving
radar coverage and approaching the Edmonton
ADS airspace.

Montreal
CZUL
:15-:45
None -
New York
KZWY
:15-:45
OLD PROCEDURE
- Contact New York Clearance via VHF.
- Available via CPDLC send request to KZWY, or
via VHF/HF, see LIDO. 1:30 - :40 Before OCA.

- Arrange domestic route and FL clearance to the
required entry point
- CPDLC is primary for communications, VHF/HF
is secondary.
- Contact next Oceanic CTA at FIR for SELCAL.
- Contact next domestic frequency :10 prior to the
boundary.
- Voice reports are required
in New York FIR unless
advised.
- ADS is the Primary means
of position reporting.
- Revise estimate if :03.
NOTAM 1A17/13
- Beginning on 5 February 2013, the FAA will consider the airport clearance which an aircraft receives on
the ground at its departure aerodrome to be the route portion of the oceanic clearance.
- Altitude and speed assignment will occur prior to entry into the New York center oceanic CTA.
- As is the current operating procedure, unsolicited en-route route, altitude or speed changes may occur
due to changing traffic situations.
- At all times, the last assigned route, altitude and speed are to be maintained and should be considered
your new oceanic profile. Having received all three components, the requirement to receive an oceanic
clearance will have been met.
Anchorage
PAZA
CPDLC
No ADS
-
Santa
Maria
LPPO
:15-:45
- Contact via VHF/HF.
- Available via CPDLC send request to LPPO, or
via VHF/HF, see LIDO. 1:30 - :40 Before OCA.

- Arrange domestic route and FL clearance to the
required entry point..
- CPDLC is primary for communications, HF is
secondary.
- SELCAL check required.
- Manual CPDLC logon with next sector required.
- Contact next Oceanic CTA at FIR for SELCAL.
- Contact next domestic frequency :10 prior to the
boundary.
- Expect position reports
not required
- ADS is the Primary means
of position reporting.
- Voice position reports still
required unless advised.
- Revise estimate if :03.
Shannon
EISN
:05-:15
- None, use Shanwick - Only used above FL285
- Departing Shannon log on passing FL 260
- Arriving in Ireland log of descending through
FL280
-
Shanwick
EGGX
:15-:45
Oceanic
Clearance
required before
logon.
accepted.
- Contact via ACARS using ORCA (Oceanic Route
Clearance Authorization) or VHF/HF. 1:30 - :30
Before OCA.

- Arrange domestic route and FL clearance to the
required entry point.
- Aircraft must not enter Shanwick Oceanic
Airspace without a clearance.
- CPDLC is primary, voice is backup.
- SELCAL check required.
- Contact next Oceanic CTA at FIR for SELCAL.
- Contact next domestic frequency :10 prior to the
boundary.
- Expect voice reports not
required
- ADS is the Primary means
of position reporting.
- Revise estimate if :03.

Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
Entry Point / ETA / Mach Number / Req FL
Alt Route / Max FL / TMI in RMKs if on OTS
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Lessons Learned
This Chapter is a collection of Lessons learned from the Training Manual, Simulator, Instructor Technique, and shared experience from other pilots.
It is intended to collect information from several sources, it is not intended to change company SOP but enhance safety.


1. No Requirement to check EO drift down Alt at TOC
At the TOC do I have to check the EO drift down altitude, insert DARD segments in route 2 or insert range rings etc?

Background: Some cruise scans are miss-interpreted as SOP.

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

Reference: NIL

2. No auto pilot disconnect limit height on ILS with Land 2/3
What is the autopilot disconnect limit when on an ILS coupled approach, with Land 2/3 annunciated but manually
landing?

Background: FCOM gives no limitation for a manual landing from an ILS approach.

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

Reference: FCOM Limitations

3. Flap 25 Landings
May I land using Flap 25?

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

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

Reference: FCTM 1.4

4. High Speed Taxiway runway vacate speed
At what speed may I exit when vacating the runway via a HIGH SPEED TAXIWAY?

Background: The high speed taxiway is designed to expedite aircraft turning off the runway after landing, thus reducing runway
occupancy time.

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

Reference: http://www.faa.gov/air_traffic/publications/atpubs/PCG/ FCTM 3.5

5. Use of Fix Pages on ETOPS Segments
Is it SOP to use the Fix Pages during ETOPS flight segments?

Background: Due to Datalink requirements, additional waypoints (e.g. ETPs etc) are not to be entered into the FMC active route so
use of the fix pages may be useful.

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

Reference: Nil

The FAQ (Frequently Asked Questions) are a great source of guidance and are located on the
company FOIP Main Menu Manuals FAQ Boeing 777. Revision 04 / 01 February 2011
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6. Use of Fix Pages for ETOPS ETAs
Do we have to enter the ETAs into the FMC fix pages from the OFP for Entry, Exit and ETPs?

Background: Nil

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

Reference: Nil

7. Interruption of NNC upon reaching land at nearest suitable airport
Should Non-Normal check list completion be delayed in order to ascertain which airport to land at?

Background: Some NNC's contain the step ' Land at the Nearest Suitable Airport'.

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

Reference: QRH CI2.2 FOM 20.3.1.2

8. Responsibility for Radio Calls during Non-Normal situations.
Who is responsible for radio calls during non-normal situations?

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

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

Reference: FCOM NP 11.3

9. Selection of Non Normal Checklists
What primary reference is used to guide the appropriate selection of non-normal checklists?

Background: With regards to EICAS, the PF calls for Non-Normal checklists to be accomplished by looking at the EICAS alert
messages with a rectangle icon [] as these checklists have procedural steps, notes, or other information of which the
flight crew should be aware. EICAS alert messages without rectangle icons are informational and unless
CONSEQUENTIAL should be actioned to read the condition statement.

Answer: The primary means to identify and select NNC is from EICAS. When calling for NNCs to be accomplished, the EICAS
and the icon [] associated with the EICAS alert messages should be used and not the Non Normal Checklist queue.
The EICAS and observed faults (e.g. bird strike) are the principle means of recognizing if a Non normal situation exists.
Generally checklists are called for in the order of checklists for which memory items were accomplished, followed by
warning level alert messages, then caution and then advisory level alert messages.

The PM is responsible for checklist reading and tasks asked for by the PF. When the PF calls for a checklist to be
accomplished, the PM selects the appropriate NNC from the NNC queue. The PM then overrides any remaining latched
NNCs in the checklist queue. These NNCs need not be accomplished since they do not have a corresponding EICAS
message and icon. They are consequential messages.

When all the Icons have been removed from the EICAS (checklists with icons all completed), the PF calls for an EICAS
review - do not press CANC/RECALL button, just read the EICAS. The displayed EICAS messages shall be reviewed
and then cancelled. There is no requirement to recall all previously displayed EICAS messages

Reference: FCOM NP11.3 QRH CI2.6

10. LNAV Available Call
Should we always call LNAV available?

Background: When a Direct to leg has been utilized LNAV must be armed in order for FMC modes to engage.

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

Reference: Text

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11. Sighting of the Steering bypass pin
When does the flight crew signal to the engineer that they have sighted the steering bypass pin?

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

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

Reference: FCOM NP21.33, FOM15.2.6

12. FCOM Limitations by memory
Am I required to know the aircraft limitations by memory?

Background: Previously a # symbol indicated which Limitations needed to be memorised. Boeing removed the # with revision 35.

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

Reference: FOM 1.4.1 d.

13. Use of conservative ambient conditions
Can I use expected, slightly more conservative ambient conditions for the performance calculation rather than the
reported ones?

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

Answer: That depends

Reference CP Boeing

14. OFP Taxi Fuel
Do I have to use the taxi fuel figure shown on the OFP?

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

Answer: NO

Reference: CP Boeing

15. Unused Taxi Fuel
Is it acceptable to buffer the Actual Take-Off Weight used in the takeoff calculations to account for possible unused
taxi fuel?

Background: On occasion it may be difficult to accurately assess the expected taxi time or route. In this case it is acceptable to use a
slightly higher takeoff weight than shown on the loadsheets to account for the fact that some of the planned taxi fuel
may not have been consumed prior to takeoff.

It is vital however that any agreed adjustment is done prior to the performance data entry into the OPT / EFB and
subsequent calculation which are to be done independently.

Answer: Yes

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

Answer: That depends.

Background: On routes were our statistical data indicate that we consistently arrive with most of the CONT fuel intact, the Company
may choose to adopt DP flight plans in order to reduce aircraft weight en route and thus reduce fuel consumption. In
this case it is not recommended to increase the CONT to a higher (3%, 5% or 20 minute CONT) level.

- There are occasions however when we are forced to resort to DP flight plans in order to protect payload.

Not using a DP plan would force us to leave non-revenue passengers, freight, passenger baggage, or even full-fare
passengers behind.

In such case, if the final ZFW should allow us to carry more fuel, it is recommended to increase CONT up to a normal
level. This level would be the lower of a) 3% CONT, or b) the equivalent of 20 minutes CONT. As the flight has been
dispatched as DP flight, there is no requirement to increase CONT to a 5% level as the DP ERA also satisfies the
requirements of a 3% CONT ERA.

Route Fuel Statistics attached to every LIDO Briefing package will give you a good indication which sort of CONT would
be appropriate.

If statistics indicate that on average only an irrelevant amount of CONT is used and hardly any flights ever use more
than 50% of CONT, then increasing CONT to a higher level should not be necessary.

As always, the commander should exercise good judgment and consider all relevant factors when deciding on the final
fuel load.

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

Answer: Not necessarily.

Background: You may apply provisions of the In-flight Fuel Management to DP flight plans. As per FOM 11.3.3. it is permissible to
continue towards your destination even if a fuel check should reveal that there will be less than Alternate and Final
Reserve remaining at destination as long as the conditions of either one of two In-Flight Fuel Management scenarios
are met. As the first scenario requires an Estimated Approach Time (EAT), which may be difficult to obtain at this stage,
the more likely second scenario (max delay not known and EAT not received yet) provides to the following two options:

- You must be able to reach a minimum of two airports at which in the judgment of the commander "landing is
assured" with at least Final Reserve remaining at touchdown.

- If you can reach within two hours a single airport with at least two separate and independent runways that otherwise
satisfies above requirements and you take any additional fuel burn due to likely ATC delays into consideration, then
this single airport may be considered equivalent to two airports.

Reference: FOM 11.3.3.

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

Answer: No

Background: This question was asked of Airbus / Boeing / GE when the SE taxi policy came into place back in 2008.

Boeing and Airbus replied that it is GE/RR that required this cool down period. The response from GE was that even
though idle reverse on landing is used, you still need to comply with the 3 min cool down period on the engines.

Idle reverse on landing does not have a considerable cooling effect on the core engine and therefore the cool down
period only starts when the aircraft is on ground with the engines in ground idle. Not complying with this may result in
costly repairs due to oil coking and fuel nozzle degradation.

Reference: Boeing technical

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

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

Reference: Freighter Project Pilot

20. Applying Performance Limited Weight Restriction from a MEL item
How do I apply a Performance Limited Weight restriction from an MEL item?

Background: We have had several instances when crews incorrectly and unnecessarily applied MEL weight penalties that reduced
available payload and limited Company revenue potential.

Answer: Remember; the OPT is the only accepted means for calculating takeoff and landing performance. OPT permits users to
enter inoperative MEL items and will calculate takeoff and landing performance for such conditions.

As always; if OPT should calculate a performance limited weight that is above the structural maximum weight, OPT will
display the structural maximum weight in such case.

Both the MEL and CDL will list performance weight penalties when applicable. Keep in mind that such performance
penalties apply to performance limited weights and not structural maximum gross weights.

This is often indicated in the MEL specific operations procedure (denoted by an "O" symbol) by wording such as
"Reduce the Performance Limited Weight (PLW) by" (e.g. MEL 36-11-05) or "Observe the appropriate performance
adjustments." (e.g. MEL 27-61-03). Only in a few cases maximum gross weight will have to be reduced as a result of an
MEL item. This is typically indicated by text such as "Observe Maximum Gross Weight limits" (e.g. MEL 27-
11-03-02).

OPT will also steer you clear of some of the traps in the MEL text, which may appear confusing and difficult to interpret
on occasion.

Here one example:

Consider an inoperative Spoiler Power Control Unit (PCU) addressed in MEL 27-61-03

If the airplane in question is a Passenger aircraft, MEL 27-61-03-01 applies, which only mentions performance
adjustments (e.g. 4990 kgs) that need to be applied.

If the airplane in question is a 777 Freighter, MEL 27-61-03-02 applies, which mentions performance adjustments (e.g.
4990 kgs) and reduced maximum gross weight limits (326,722 kgs instead of 347,451 kgs).

If you use OPT and select MEL 26-61-03, you will be automatically offered with the correct applicable MEL and the
MEL that applies to any other 777 variant will be suppressed.

OPT will even consider when both performance and gross weights are affected and compute the lower of the (MEL)
performance limited weight or (MEL) reduced maximum gross weight.

In summary:
OPT calculations will display the lower of a) performance limited weight and b) certified maximum gross weight.

OPT is only acceptable means to calculate takeoff/landing performance even with inoperative MEL items.

The term "performance limited" in the MEL may serve as an indicator that you are faced with a penalty that needs to be
applied to performance limited weights. Conversely, the term "reduced maximum gross weight" may serve as an
indication that this MEL penalty reduces structural weight(s). But in each case, you are expected to let OPT do this
calculation for you.

Reference: 777 MEL and 777 FCOM Normal Procedures

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

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

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22. Flap settings for increased VR rotation technique
When applying the increased VR rotation technique in the event of possible windshear which flap setting should I use
when calculating the Performance Limit Weight in order to find the Max VR?

Background: Observations during simulator exercises have highlighted that some crews use optimum flaps, while others force the
flap setting to either 15 or 20 when calculating the performance limited weight figures. Boeing was approach for a
definitive response.

Answer: Unless performance is limited by obstacle clearance and/or climb gradient, select flaps 20 for takeoff. Flaps 15 too may
be used as a precautionary setting and will provide nearly equivalent performance to flaps 20. The Vr calculation should
be based on the actual flap setting selected for the takeoff.

Also, just to be clear, the Vr for the actual gross weight must also be known such that a check can be made to ensure
that the Vr for the performance limited gross weight does not exceed the Vr for the actual gross weight by more than 20
knots. If the Vr for the performance limited weight exceeds the Vr for the actual weight by more than 20 knots, then the
recommended Vr in windshear conditions would be the Vr for the actual weight plus 20 knots.

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

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

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

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

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

Reference: OM-C, Appendix J

25. Disconnection of Autopilot during Non-ILS Approaches
When should I disconnect the autopilot for a Non-ILS approach?

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

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

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

Answer: Yes

Background on Roll Modes below 400:
The current phase 5 PPC has highlighted a misunderstanding with regards to engaging roll modes below 400 during
Engine out Procedures. Examples include LIMC RWY 35 where the SID requires an immediate turn, whilst the EOP is
straight ahead and; Dubai RWY 30R where in a heavy aircraft we may need to commence the EOP left turn prior to
reaching 400.

In a technical notice from Boeing they clarify the procedure described in FCTM pg 3.33 as follows
If the crew wants to fly straight ahead following an engine failure on takeoff without an engine out SID
available they should select HDG SEL or TRK SEL below 400' AGL if necessary due to the emergency
situation .

This complies with the statement in the FCTM If ground track is not consistent with the desired flight path, use HDG
SEL/TRK SEL/LNAV to achieve the desired track. Ultimately the EOP safety cone and terrain clearance is the priority
and pilots should make every attempt to regain the centreline of the prescribed EOP track until above a safe altitude.

For these reasons crews need to take a practical approach and brief each take off with consideration for the various
implications and options available. Examples include pressing the TOGA switches below 400 which could either assist
or constrain as below:
- disarm LNAV/VNAV modes and hence would prevent the LNAV engagement and subsequent turn onto the SID
in the case of LIMC and as such assist the straight ahead EOP.
Conversely
- inhibit the ability to engage HDG/TRK below 400 if the Engine failure occurred after the turn had commenced,
or in the case of Dubai inhibit the ability to make the turn until 400 unless reverting to manual flight, (In this
case pushing the thrust levers forward rather than pressing TOGA may be more suitable).

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

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

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28. Level Off above 10,000 Cabin Altitude checklist
How do I apply the step when at level off from the Cabin Alt checklist if I am restricted to an altitude above
10,000?

Cabin Altitude Checklist over the Himalayas
A question was received in regards to the Northern Himalaya route and a potential level off at an intermediate
altitude of 28000 FT (for approximately 30 NM either side of waypoint GT30). For performance reasons, this is
NOT a route that we operate the older -200/-200ER/-300 on.

As the -200/-200ER/-300's are the only airplanes where AIMS 14 has not been released and incorporated (and
where thus additional steps could be required when at level off), this becomes a highly hypothetical question and
the debate whether to open the valves at FL280, or not, has insignificant bearing on our daily operations.

This is the scenario that we would need:
1. We fly a -200/-200ER/-300 over the Northern Himalaya route (which we normally don't)
2. Then we have a depressurisation right over GT30 that forces us to level off at FL280 (forapprox 30 miles) on
either side of GT30.
3. Then we would establish that the cabin is not controllable (which means that the cabin altitudeis rising and
will eventually meet the airplane altitude).
4. Next we would establish that none of the packs is working as the Pack L+R message is blankand both
PACKS OFF lights are illuminated.
5. And then the checklist would tell us to open the outflow valves as we have determined in aprevious step that
the cabin is uncontrollable and will rise to 28,000 anyway.

Frankly, if one had to level off at FL280, we would hope that the cabin would stabilize somewhere below the mask
dropping altitude and then we would wait with the controllable/not controllable decision until we have a clear
indication.

Boeing's response indicates that once the masks are dropped and hence the cabin has been deemed
uncontrollable they have no objections for the crew to follow the remainder of the procedure. If both packs fail
simultaneously and we have no additional leakage in the pressurized area, one would expect a cabin climb rate
with both outflow valves fully closed (to maintain cabin altitude) of around 700 FPM, which should give some more
time with the decision.

Of course, this would not cover the case where both packs stop working just as we pass GT30 and at the same
time a gaping hole opens in the fuselage. It is doubtful that Boeing ever considered this scenario.

In regard to a level-off at 15,000 FT, such as over Iran/ Turkey or other high elevation areas it appears to be
Boeings intention that the crew could go ahead on pre-AIMS B.P.14 with the checklist as described and open the
outflow valve if PACK L+R message are blank and both PACH OFF lights illuminate. For all other conditions, and
all AIMS B.P.14 airplanes, the procedure ends with the level off.

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

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

Background: The setup of OPT via the administrator tool allows for the selection of inputting the airline's POLICY minimum
acceleration height and the OUTPUT minimum acceleration height for a given calculation in terms of either geometric
or pressure height. Depending on the administrator's selection, both will be either geometric, or both will be pressure.
Currently they cannot be mixed.

Most OPT users, but not all, choose pressure height for this selection because that is what the crew will see on their
altimeter displays. The selection chosen by Emirates is also 'pressure'. Obstacle heights, from the airport database,
are always assumed to be input in terms of geometric height because the aircraft must clear these geometric heights by
the required minimum margins.

An example was used for LIMC which resulted in the following. When OPT did its calculations for airport LIMC, the
acceleration height was limited by obstacle clearance considerations, not the minimum policy height of 1000 FT AGL
pressure height. The output acceleration heights, in terms of pressure height, were therefore adjusted to be different for
the 15 deg. C day relative to the -15 deg. C day to provide the same geometric height required for obstacle clearance.
The adjusted pressure heights in both cases were greater than the 1000 FT policy minimum, and therefore the values
of 1140 FT and 1280 FT were displayed.

When OPT did its calculations for airport LIRF, the minimum acceleration height was limited by the policy minimum
height of 1000 FT AGL pressure height. This height was greater than the minimum heights required for obstacle
clearance considerations. Since the policy minimum level off height was already in terms of pressure height it did not
change in the displayed output for 15 deg. relative to -15 deg. C; it is 1000 FT AGL in both cases.

However, in the behind-the-scenes calculations of OPT (not displayed), the geometric heights at which the aircraft
leveled off did indeed change to match whatever geometric heights corresponded to the 1000 FT AGL pressure height.
This is because, for example, on a hot day the geometric height to which the aircraft would need to climb to reach a
pressure height of 1000 FT AGL is greater than on a cold day.

If OPT had been set up in the administrator tool to use geometric height for policy minimum height and output minimum
heights, the output acceleration height would not have changed with temperature for either the LIMC runs where the
minimum height was obstacle-limited or for the LIRF runs where it was limited by the policy minimum acceleration
height. Most airlines don't choose this selection because it would not provide the crew with the required pressure height
to clear all obstacles when the minimum height is based on obstacle considerations.

It seems that most airlines choose the policy minimum height, and ouput minimum height, in terms of pressure height
above AGL because it does not matter if the geometric height is higher or lower than the policy minimum in terms of
pressure height. Obstacle clearance considerations will still be in place to protect against terrain/obstacle clearance
issues (because these are always input in terms of geometric).

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

Answer: Calculated tends to be more accurate

Background response from Boeing:
When comparing CALCULATED versus TOTALIZER fuel quantities, neither one is considered to be inherently more
accurate than the other; especially when considering all various possible scenarios. That is, depending on the given
situation it is possible one could be more accurate, while the other is more accurate in a different situation. This is one
of the reasons for including checks between the values provided by the two sources of information.

Boeing 'FLEET TEAM Digest' number 777-FTD-28-09005 provides information stating that the FQIS (which feeds the
TOTALIZER values) has an maximum error of +/- 1% with full tanks, improving to +/- 0.5% of full scale readings for a
near empty tank in both level flight and ground operations. The fuel flow transmitters, on the other hand, have a stated
error of less than 0.5% during cruise conditions. Also page 11.42.48 of the FCOM notes minimum accuracies that can
be assumed for both the TOTALIZER and the CALCULATED quantities.

Having said the above, it is Boeings general opinion (but not specifically documented because as stated above, on the
777 neither is inherently more accurate at all times) that if one value had to be selected over the other, the
CALCULATED values may have a tendency to be somewhat more accurate more often than the TOTALIZER values.
This assumes no failures in either system and of course no fuel leaks which, for example, would not be picked up by
the CALCULATED values if the leak is upstream of the fuel flow meters. The CALCULATED values, driven by fuel flow
measurements, are also the primary drivers for things such as calculation of FMC gross weight and the fuel remaining
values shown on Progress Page 1.

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

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

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

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

Reference: Performance Engineering

33. BRIEFINGS:
There is no requirement for either crewmember to refer to the CDU legs page whilst briefing.
34. STANDARD CALLS:
During approach the auto callout at 1,000ft should be acknowledged by the PF with the response of check. Additionally the standard
call missed approach altitude set is also required. For brevity it is acceptable to give one call of check after the missed approach
altitude standard call as long as the crewmembers concerned are aware that they are responding to two different callouts.
35. STANDARD CALLS:
To confirm in flight CDU changes the pilot making changes should ask confirm and the other pilot should state execute when he agrees
with the change.
36. AWARNESS CALLS:
At any time a crew member may give awareness calls in the interest of maintaining good situational awareness and flight safety.
37. THRUST LEVERS:
During takeoff the CM2, when PF, should remove his hand from the thrust levers after the takeoff decision is made and the TOGA
switches activated, without delay.
38. THRUST LEVERS:
It is recommended that thrust levers be guarded:
During takeoff .................................................. From Positive Climb or after the autothrottle HOLD mode has disengaged.
During other phases of flight ........................... During significant thrust lever movement, and on approach.
39. DELAYED FLAP APPROACH: FCTM 5.13 OMA 8.3.0.8.5.1
Delayed final flap selection on ILS and VNAV Non-ILS approaches is an approved technique. Company Flap selection and stabilization
requirements must be met.
40. EICAS ALERT MESSAGE MANAGEMENT:
An EICAS alert message associated with a checklist should be left displayed on the EICAS until the checklist is complete.

If there is a pause before completing a subsequent step in a checklist then the crew would be at liberty to clear the lower MFD if they
chose to. There are no adverse implications to this action as when the checklist switch on the MCP is selected the non-normal in
progress will appear and, if necessary, a prompt in the lower right corner for any further non-normal that may need addressing. Once the
non-normal requiring procedural steps has been completed, the EICAS relating to the event can be cancelled. The review and clearing
of the EICAS is the last step once all checklist items are complete.

If any further non-normal situations develop during this time, the EICAS has been designed to alert crew by the order and type of
message displayed on the Upper MFD, and as such no awareness should be compromised. Multiple EICAS recalls that then display a
host of messages that could not then be cleared under this philosophy would be limited. However, in the event that a recall should create
such a situation, the the crew is within its rights to deal with the EICAS as necessary as long as good judgment prevails.
41. USE OF CANCEL/RECALL SWITCH:
- When Recalling EICAS messages the crewmember shall push the switch, announce RECALL and read out any messages.
- When an EICAS message is displayed the PM announces EICAS and reads the message.
- When an EICAS message has been reviewed the PF shall announce Cancel EICAS.
- When all non-normal checklists are complete the PF shall ask for an EICAS review. The PM will review any remaining
messages on the EICAS and then cancel them when requested by the PF.
42. COMMUNICATION DURNING NON NORMAL OPERATIONS:
It is accepted that PF and PM duties may change during flight in normal and non-normal operations and the Commander is the final
authority for the disposition of all tasks. Communication protocols are in accordance with the guidelines found under Crew Duties in the
NP FCOM VOL 1 and crews must ensure that good R/T discipline is maintained at all times.

Additionally with reference to the standard confirm/confirmed call before stating confirmed the PF agrees that the action to take place and
that the control is correct. It should be understood by both pilots that a silent visual confirmation of the selection of the correct
control/switch is also carried before the PF responds confirmed.

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43. ACCELERATION FOLLOWING ENGINE FAILURE DURING TAKE OFF:
- Configuration changes are approved during memory item actions, provided good awareness, management, task discipline, and
communication are maintained.
- If acceleration in VNAV to flap limit speed minus 5kts or speed intervention are used engine thrust limitations and obstacle
protections must be considered.
- Crews maneuvering for return to the departure airport must carefully consider all relevant factors when determining the
configuration management of the aircraft.
- Depending on the circumstances several techniques are available to achieve the required aircraft acceleration.
44. STANDARD ENGINE OUT PROCEDURE:
- Following an engine failure during takeoff the aircraft is normally accelerated on schedule until the flaps are up.
- Acceleration in VNAV to flap limit speed minus 5kts or speed intervention are both acceptable techniques to delay aircraft
configuration changes.
45. NON-STANDARD ENGINE-OUT PROCEDURE:
Should the engine out procedure require a turn, or have a speed constraint, then speed intervention is the preferred technique to
maintain the required speed until aircraft acceleration is commenced.
46. LAND AT THE NEAREST SUITABLE AIRPORT:
Plan To Land At The Nearest Suitable Airport is a statement associated with some non-normal checklists. Flight Training
recommends that this planning process should normal take place after all NNCs are complete and the EICAS has been reviewed.
47. FLIGHT DIRECTOR USAGE :
When the FCTM calls for both Flight Directors to be turned OFF and the PMs flight director selected back ON it is important that this is
done.

Doing so prevents the engagement of ATT and VS as AFDS modes following a go around. This situation occurs during the following:
Both flight directors were turned OFF prior to the go-around, and
A go-around was commenced using TOGA modes, and
The FDs were not turned back ON after landing gear retraction, and
A Lateral mode is selected (LNAV or HDG SEL) causing the FD bars to disappear.
The FD is then selected ON without first re-engaging TOGA, the FD bars appear in the ATT and VS modes.
48. EVACUATION COMMAND SWITCH:
In the case of evacuation, the Captain(CM1) orders the evacuation when necessary. As part of the action TO ADVISE THE CABIN
CREW TO EVACUATE, it is deemed acceptable for the Captain to activate the evacuation command switch as per the philosophy of
crew duties FCOM NP.11.2. As this switch falls under the CM2 area of it is expected that the CM2 either confirms or completes this action
as required.
49. CIRCLING APPROACH AND AUTOPILOT USE:
The circling approach is a visual continuation of an Instrument approach as such may be flown using the autopilot to the applicable visual
autopilot restrictions. The autopilot will; however, be disconnected in accordance with the guidance shown in the QRH Maneuvers
section.



QRH MAN.2.5 FCOM SP.4.6
No later than 300 ft. AGL
FCOM SP.4.6
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50. When using a Supplementary Procedure consider communicating with all concerned:


51. When starting engines at gate or when no push back is required, arm the doors prior to starting the engines.
52. When taking-off into weather, request position and hold to examine weather, consider alternate departure procedures, turns after take-off,
different runways, or delaying take-off if weather is bad.
53. If you have to return to the gate after starting the engines. Do the AFTER LANDING Checklist to ensure the aircraft is configured
correctly. Ensure all are included in your communications Purser, Pass, Maintenance, SMNC, Station.
- Once back on the gate your continued considerations are Fuel, Deice, ATC Clearance, Flight Time Limitations, Flight Plan Validity,
SLOT, Pas, Tech Log, Curfewetc.
54. Some missed approaches have a two stage climb requirement LHR ILS27L, ZRH ILSDME14. OMA 8.3.0.9.1 states the acceleration
altitude on a missed approach will be the LH published missed approach altitude. Please ensure you achieve the second altitude on
these missed approaches prior to accelerating and retracting the flap. Also HKG has a speed requirement on the missed approach;
ensure you are beyond the speed restriction point prior to accelerating and retracting the flap.
55. There are no specific instructions on the use the FIX pages; however, they can be used to increase situation awareness e.g.
25nm circle around the MSA point, and the MSA altitude in R5 position.
For departure insert the transition altitude in the R5 position.
For arrival insert the transition level in the R5 position.
For arrival insert the time for :20 minutes prior to top of descent in the R5 position.
Departing OMDB Rwy 12, OSTIN for the EFATO procedure.
Departing ZRH Rwy 16 EFATO procedure:
(AT KLO2.2D, LEFT TRK128, INCPT KLO 141R OUTBOUND; AT KLO 4.6D LEFT(<190KT) TO KLO, INCPT KLO253R.
HOLD S/W AT KLO21.0D, INBD073 RIGHT 1 MIN LEG)
- FIX page 1 KLO154/2.2, insert 128
- FIX page 2 KLO, insert 141, (can also insert 253)
- FIX page 3 KLO141/4.6
- FIX page 4 KLO253/21.
For VNAV approaches insert the IAF with a 2 nm circle as a reminder to configure the MCP.

CM1 CM2
Ground
Engineer
Cabin
Crew
ATC
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56. Waypoints can be created from Place Bearing Place Bearing. E.g. OM090/DW180. This can be useful when creating a downwind leg to
join an approach. FCOM 11.31.15
57. NPA approaches often require more visibility than the min visibility published on the approach plates. This is often compounded by the
lack of approach lights on these approaches. This should be considered before committing to an airport with a compromised aircraft.

Height
AGL(ft)
Distance from
Threshold (NM)
Horizontal Vis (meters)
required to see Runway
Threshold
appx. 6 x AGL ft = vis required in meters
Horizontal Vis (meters) required to see
900M (3000 ft) Approach Lighting System

(appx. 6 x AGL ft) - 1000 = vis required in meters
100 0.33 620 Overhead
200 0.66 1240 340
300 1.00 1850 950
400 1.33 2460 1560
500 1.66 3090 2190
600 2.00 3700 2800
800 2.66 4930 4030
1000 3.33 6170 5270

58. One engine inoperative operations have a choice of landing with Flap 20 or Flap 30. It is Emirates Policy to use flap 20 and only use
Flap 30 if it is required for landing distance considerations. Advised by EK TRE
59. EFATO: Prior to selecting the TOGA switch ensure the aircraft is tracking correctly. If not you will lock in the error and there will be no
way to correct the tracking until above 400 AAL.
60. When a non-normal checklists instructs LAND AT THE NEAREST SUITABLE AIRPORT Just acknowledge this statement. There is
time after the checklist is complete to analyze and select a suitable airport.
61. Remember QRH landing distances are unfactored and require maximum manual braking. After calculating the required distance add on
your own factor for conservatism e.g. Suggest an additional 500 meters.
62. During Abnormal Operations requiring an Overweight Landing it is common practice to use high autobrake settings. This can result in
excessive brake temperatures and brake temperatures exceeding the FUSE PLUG MELT ZONE. Often it is possible to stop on the
runway with lower brake settings and much lower brake temperatures. To determine if a lower autobrake setting can be used:
Consult the QRH NORMAL CONFIGURATION LANDING DISTANCE TABLE FOR FLAP 30 or FLAP 20.
Find the Landing Distance for your Weight / Altitude / Wind / Temp / and Reverser condition.
Apply a VREF adjustment to your current VREF.
63. After a Depressurization and Rapid Descent remember to make a PA stating the level off altitude. FOM 20.3.5
64. Leave the Right VHF on 121.5, If you need to contact company use the center radio. OMA 8.3.2.4.4.2
65. If conducting a Visual or Circling approach off of an ILS approach, Fly it as a LOC approach or use V/S or FPA to intercept the G/S. ILS
approaches lock onto the G/S below 1,500 AAL and will not level off at the required altitude.
66. If you desire a restart of an Engine after an Engine Failure. Time permitting contact SMNC and Engineering to determine why the engine
failed and if it is desirable or recommended to try a restart. EK TRE
67. If you are departing and receive a Final Load Data with a reduction of passengers with baggage. The normal procedure is to coordinate
with the station and return to have the baggage unloaded. If there are operational reasons that complicate this (Curfew, Flight Duty
Limits) there is another option. You can contact SMNC and have Security do a check on the missing passengers and baggage. If the
baggage has come from highly secure airports and they can verify the baggage does not impose a threat they can issue a waiver that
authorizes carriage of the baggage without the passengers. Stephan Prugner gave this example of an actual flight during my upgrade interview. ( I can
not find a reference in the manual, the best explanation I was given is that if Security is qualified to determine the severity of a bomb
threat they are qualified to assess the threat of connecting baggage)

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68. A comparison of Aircraft Performance from type to type can be useful The table below is just for familiarization

772 772ER 772ER
A6-EML
772LR 772F 773 773ER 773ULR
FCOM LIMITS
WEIGHT LIMITATIONS

MTW 248,115 268,526 263,990 344,276 348,358 300,278 341,101 350,173
MTOW 247,207 267,519 263,083 343,369 347,451 299,370 340,194 349,266
MLW
VREF Flap 30
201,848
136kts
208,652
138kts
213,188
140kts
223,167
139kts
260,815
151kts
237,682
149kts
251,290
150kts
251,290
150kts
MZFW 190,508 195,044 199,580 209,106 248,115 224,528 237,682 237,682
LH Text General Part
Aerodromes
PCN DISPATCH LIMITATIONS MLW, Medium Subgrade
Rigid Flex Rigid Flex Rigid Flex Rigid Flex Rigid Flex Rigid Flex Rigid Flex Rigid Flex
37 34 42 36 42 36 47 41 59 50 53 46 55 47 55 47
QRH PI
HOLDING FUEL CONSUMPTION @ FL 100
See QRH PI for Optimum Altitude
Wt
KIAS FF/En
g

F
L
A
P
S

U
P

240T 260T 260T 280T 300T 280T 300T 300T
234kts 3460 243kts 3690 243kts 3690 238kts 3510 244kts 3760 253kts 3920 251kts 3870 251kts 3870
220T 240T 240T 260T 280T 260T 280T 280T
224kts 3170 234kts 3460 234kts 3460 229kts 3270 238kts 3510 243kts 3720 242kts 3610 242kts 3610
200T 220T 220T 240T 260T 240T 260T 260T
216kts 2890 224kts 3170 224kts 3170 223kts 3030 229kts 3270 234kts 3500 233kts 3360 233kts 3360
180T 200T 200T 220T 240T 220T 240T 240T
209kts 2630 216kts 2890 216kts 2890 217kts 2800 223kts 3030 224kts 3220 226kts 3110 226kts 3110
QRH PI
LANDING CLIMB LIMIT WEIGHT (Flap 30 Approach, Flap 20 G/A)
MTOW, above this Temp Flap 20 Landing Flap 5 G/A is required (Big reductions for operating in icing conditions)
0 PA 44C 47C 47C 42C 37C 34C 39C 38C
2,000 PA 38C 40C 40C 36C 29C N/A 32C 29C
4000 PA 30C 29C 29C 26C N/A N/A N/A N/A
QRH PI
NORMAL LANDING DISTANCE Unfactored
Flap 30, Wet Runway, Autobrake 4, 2,000 AMSL, 15kt tailwind, ISA+30
MLW 2100m 2100m 2100m 2263m 2487m 2300m 2400m 2400m
MTOW 2300m 2400m 2400m 2989m 3012m 2600m 3000m 3000m
QRH PI
NON-NORMAL LANDING DISTANCE ENGINE INOP Unfactored
Wet Runway, Max Manual Braking, Max available reverse, 2,000 AMSL, 15kt tailwind
M
L
W

FLAP 20 1823m 1858m 1883m 1930m 2114m 2095m 2177m 2177m
FLAP 30 1659m 1690m 1712m 1785m 1959m 1872m 1927m 1927m
M
T
O
W

FLAP 20 2072m 2155m 2155m 2531m 2566m 2433m 2663m 2717m
FLAP 30 1880m 1954m 1954m 2362m 2412m 2172m 2413m 2467m
QRH PI
G/A CLIMB GRADIENT ENGINE INOP
Flap 20, Gear Up, 30C, 2,000 ASL Icing conditions reduce by 0.6% (0.7% for 773ER)
- Basic minimum requirement 2.1%.
- If decision height is below 200 feet
2.5%.
- Charted gradient if higher. FCOM PD
Weight 220T 3.6% 280T 2.5% 280T 2.5% 320T 2.7% 320T 2.8% 320T 0.0% 340T 2.3% 350T 2.0%
MLW 4.8% 5.7% 5.4% 8.0% 6.1% 3.7% 6.3% 6.3%
Ground
Distance
SHORT TRIP FUEL AND TIME
FCOM PD 40 knot HW, MLW @ start of diversion (Add 4.2T for holding and an approach)
Fuel Time
FLT LVL
100 nm
3.1T :25 3.1T :25 3.2T :25 3.2T :26 3.6T :26 3.2T :24 3.6T :25 3.6T :25
FL180 FL170 FL170 FL160 FL150 FL160 FL160 FL160
200 nm
4.8T :40 4.9T :40 5.0T :40 5.0T :41 5.6T :41 5.2T :40 5.5T :40 5.5T :40
FL310 FL290 FL290 FL270 FL270 FL260 FL260 FL260
300 nm
6.2T :52 6.6T :53 6.6T :53 6.4T :53 7.2T :53 7.0T :53 7.4T :53 7.4T :53
FL360 FL350 FL350 FL350 FL340 FL320 FL340 FL340
400 nm
7.8T 1:06 8.0T 1:06 8.0T 1:06 8.0T 1:06 9.0T 1:06 8.8T 1:06 9.0T 1:06 9.0T 1:06
FL360 FL350 FL350 FL370 FL350 FL330 FL350 FL350
500 nm
9.1T 1:21 9.6T 1:21 9.7T 1:21 9.5T 1:21 9.8T 1:14 10.5 1:21 10.8 1:21 10.8 1:21
FL360 FL350 FL350 FL370 FL350 FL330 FL350 FL350

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

ENGINE INOP Go-Around Climb Gradient QRH PI
- To be used when conducting a one engine approach and the climb gradient is in question.
- LH does not publish the Missed Approach climb gradient until it is above 2.5%.

Normal Configuration Landing Distance Non-Normal Configuration Landing Distance QRH PI
- To be used to determine the UNFACTORED LANDING DISTANCE for various configurations and conditions.
- Ensure bottom statements are understood and applied if applicable.
- Non-normal landing distances assume max manual braking.
- A conservative factor should be added to all unfactored distances to allow for average pilot abilities
(In the near future Emirates will be providing guidance on this factor)

772 772ER 772ER
A6-EML
772LR 772F 773 773ER 773ULR
Ground
Distance
SHORT TRIP FUEL AND TIME GEAR DOWN
FCOM PD 40 knot HW, MLW @ start of diversion (Add 6.3T for holding and an approach)
Fuel Time
Flt Lvl
100 nm
4.8T :31 5.0T :31 5.1T :31 4.9T :29 5.1T :29 5.6T :31 5.6T :30 5.6T :30
FL190 FL170 FL170 FL210 FL200 FL180 FL190 FL190
200 nm
8.4T :53 8.7T :53 8.9T :53 8.3T :49 9.5T :49 9.7T :52 9.5T :50 9.5T :50
FL240 FL210 FL120 FL270 FL230 FL240 FL240 FL240
300 nm
12.1T 1:15 12.6T 1:15 12.9T 1:15 11.6T 1:08 13.4 1:08 14.0T 1:12 13.4T 1:09 13.4T 1:09
FL220 FL210 FL210 FL290 FL250 FL250 FL260 FL260
400 nm
15.8T 1:37 16.5T 1:37 16.9T 1:38 15.0T 1:27 17.2 1:27 18.0T 1:33 17.3T 1:28 17.5T 1:28
FL220 FL200 FL200 FL290 FL250 FL240 FL260 FL260
500 nm
19.7T 2:00 20.7T 2:00 21.4T 2:00 18.3T 1:45 19.6 1:45 21.1T 1:56 21.3T 1:46 21.3T 1:46
FL220 FL180 FL180 FL290 FL250 FL240 FL260 FL260
FCOM PI HOLDING FUEL CONSUMPTION GEAR DOWN @ FL 100
Wt
Total FF/Hour

F
L
A
P
S

U
P

240T 260T 260T 280T 300T 280T 300T 300T
11,430 kgs/hr 12,340 kgs/hr 12,340 kgs/hr 11,840 kgs/hr 12,670 kgs/hr 13,210 kgs/hr 12,950 kgs/hr 12,950 kgs/hr

220T 240T 240T 260T 280T 260T 280T 280T
10,550 kgs/hr 11,430 kgs/hr 11,430 kgs/hr 10,940 kgs/hr 11,840 kgs/hr 12,320 kgs/hr 12,080 kgs/hr 12,080 kgs/hr

200T 220T 220T 240T 260T 240T 260T 260T
9,690 kgs/hr 10,550 kgs/hr 10,550 kgs/hr 10,200 kgs/hr 10,930 kgs/hr 11,480 kgs/hr 11,280 kgs/hr 11,280 kgs/hr

180T 200T 200T 220T 240T 220T 240T 240T
8,870 kgs/hr 9,690 kgs/hr 9,690 kgs/hr 9,460 kgs/hr 10,190 kgs/hr 10,640 kgs/hr 10,500 kgs/hr 10,500 kgs/hr

F
L
A
P
S

1

240T 260T 260T 280T 300T 280T 300T 300T
10,890 kgs/hr 11,800 kgs/hr 11,800 kgs/hr 11,640 kgs/hr 12,530 kgs/hr 12,650 kgs/hr 12,620 kgs/hr 12,620 kgs/hr

220T 240T 240T 260T 280T 260T 280T 280T
10,000 kgs/hr 10,910 kgs/hr 10,910 kgs/hr 10,680 kgs/hr 11,630 kgs/hr 11,750 kgs/hr 11,740 kgs/hr 11,740 kgs/hr

200T 220T 220T 240T 260T 240T 260T 260T
9,130 kgs/hr 10,040 kgs/hr 10,040 kgs/hr 9,860 kgs/hr 10,680 kgs/hr 10,890 kgs/hr 10,910kgs/hr 10,910kgs/hr

180T 200T 200T 220T 240T 220T 240T 240T
8,290 kgs/hr 9,200kgs/hr 9,200kgs/hr 9,060 kgs/hr 9,860 kgs/hr 10,000 kgs/hr 10,100kgs/hr 10,100kgs/hr
FCOM PD
LANDING CLIMB LIMIT WEIGHT GEAR DOWN (Flap 20 Approach, Flap 30 Landing)
Max Weight and temp from chart (Big reductions for operating in icing conditions)
0 PA
205.9T 211T 211T 249.4T 249.4T 209.9T 256.3T 256.3T
48C 54C 54C 54C 54C 54C 54C 54C
2,000 PA
190.2T 205.3T 205.3T 241.5T 241.5T 204.2T 247.1T 247.1T
48C 50C 50C 50C 50C 50C 50C 50C
4000 PA
181.2T 198.1T 198.1T 234.8T 234.8T 197.1T 239.0T 239.0T
46C 46C 46C 46C 46C 46C 46C 46C
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69. After the QRH Checklists are completed additional information for some Non-Normal situations is available from the FCTM Chapter 8. If time
is available consider consulting this source.
70. Prior to giving the purser a NITS briefing, ask questions How are you? How is the crew? What information do you have? This is also a
chance to ASSESS the situation Get information prior to giving the NITS briefing. When advising the time remaining refer to an actual time
(We will be landing at 16:25 GMT). Ensure the Purser writes down your briefing and get a read back to ensure understanding.
71. Bomb on board situations often require diversions to airports that are close and necessitate an immediate descent due to their proximity.
Resist starting the descent until after the BOMB ON BOARD Checklist has been completed. This will allow the pressurization panel to be set
correctly (Do not complete the FMC Diversion procedure until after the BOMB ON BOARD checklist has been completed, the FMC
diversion procedure reschedules the pressurization and will start the cabin altitude to descent prior to the Bomb on Board checklist being
completed). (If the bomb is on a pressure switch it may go off while the aircraft is pressurized and the damage would be increased)
72. BOMB ON BOARD:
There are two types of triggers to consider, Timer, and Pressure. When receiving the threat stop your climb to freeze the cabin altitude
and start your clock to be aware of the time it takes you to get the aircraft on the ground. Complete the BOMB ON BOARD checklist to
establish a constant cabin altitude and note the cabin altitude for future reference. When descending, level off at or above Cabin Altitude
and configure the aircraft for landing (if the bomb is triggered by a decreasing pressure you are now configured prior to the explosion).
Continue the approach to landing. If on a missed approach try to keep the cabin altitude below the maximum cabin altitude you have
achieved ( to avoid the pressure trigger in the climb) Instructor briefing
73. An aid to recognize slow acceleration during the take-off is to check the speed vector. At 80 knots it should be indicating a trend to 115-120
knots. Instructor briefing
74. Positive Climb Recognition. During rotation the cockpit rises approximately 150 feet prior to the aircraft coming off the ground. Altimeters,
VSI, and Radio Altimeters will indicate a climb while the aircraft is on the ground. Listening for the click of the autobrakes turning off can
provide useful information as to the actual lift off of the main gear. Instructor briefing
75. How long can you Hold?
The time available to hold on the HOLD page plans to exit the hold with minimum diversion fuel. If you hold until this time you will not
have sufficient fuel to fly the approach and divert. FCOM 11.43.30
Consider increasing the reserve fuel on the PERF INIT page to display more correct information
E.g. apply an additive= track miles to fly approach x 12.5 + 500kgs (additive for extra drag of flaps and gear)
76. Dubai Summer Operations Capt. Kurt Koerfgen
Every year, Dubai summer brings a string of operational challenges that particularly affect us on the 777 where we - maybe more than other
fleets - routinely take maximum advantage of our aircraft's remarkable performance capabilities.
There may not be much that we as pilots can do about the negative effects of high temperatures and low air pressures on aircraft
performance, but we can do quite a bit to plan ahead and prepare ourselves for the summer months.
Here are a few considerations that may help you maintain a smooth and efficient operation, in particular on long-haul flights where we
often depart near maximum weights:

1. Compared to last summer, we now transmit fuel figures to Load Control at an earlier stage of our pre-flight preparations.
While that does help Load Control in their planning, it also puts the onus on the crew to determine the Regulated Takeoff Weight (RTOW)
first, before finalizing the fuel load.

- Fairly rare in the cooler months; during summer we cannot take for granted that the airplane is capable of taking off at maximum
structural takeoff weights.
- In the absence of a RTOW from the crew, Load Control may use whatever the dispatcher used as RTOW on the flight plan, or Load
Control may simply assume that maximum takeoff weight is not performance limited and base their load on structural maximum
weights.
- If you should later determine that you cannot take off at structural maximum takeoff weight, Load Control may already have finalized
the load and you can imagine the confusion, disruptions and potential for errors and delays when payload that has already been
accepted needs to be removed from the airplane shortly before departure.

- At weights above 349,266 kgs the 777 C.G. envelope also narrows to the extent that you may no longer fall within the
rearward C.G. range that is needed for ALTERNATE takeoff performance.
- Instead of only transmitting the lower FULL C.G RTOW to Load Control, you consider advising Load Control of both FULL CG and
ALTERNATE CG RTOWs.
To do so: Calculate the RTOW for both conditions and advise Load Control as usual of the FULL CG RTOW, but mention also that if
the takeoff CG should be 26% or more, than the higher ALTERNATE C.G. RTOW that you also provide may be used.
Both RTOWs could be higher than what the dispatcher showed on the flight plan, so it is advisable to give Load Control
also an updated minimum fuel figure for any higher than OFP takeoff weight(s) that you provide.
This will give Load Control more latitude in their load planning and the difference between the FULL and ALTERNATE RTOWs could
be 5 additional passengers with baggage - possibly staff.


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2. Be keenly aware that the morning breeze that may have indicated a nice headwind component on 12R while you were still going through
the briefing package is likely to change as the morning progresses and temperatures begin to rise.

- Frequently, the departure runway changes from 12R to 30R during the morning hours. Due to airspace structure, 30L is also the
preferred landing runway for DXB ATC, which 30R then becomes the duty takeoff runway. Takeoff performance on 30R is more
limiting than takeoff performance on 12R and on a hot day you may see difference of approximately 3.6 tons between the two. If a
change from 12R to 30R is probable, contact Dispatch to see whether it may be possible to delay any runway change from 12R to 30R
until after your departure and consider the effect that a runway change would have on your flight.
- Dispatch will also be able to advise you whether, in circumstances where takeoff from 30R would result in a loss of payload, runway
30L could be made available on request.
Do not ask ATC directly over VHF for runway 30L. Dubai ATC states that in order to succeed any such request must be coordinated
through Emirates Dispatch only.
- Wind and temperature changes throughout the day are fairly predictable in Dubai and when you review the METAR weather
observations from the last few days before your flight (e.g. http://www.aviationweather.gov/adds/metars/ providing observations for up
the last 36 hrs), it may give you a good indication how the temperatures are likely to rise, and the wind is going to change between the
time you arrive at the airplane and the time you commence your takeoff roll. Therefore consider the likelihood of ATC changing the
departure runway from 12R to 30R. Anticipate these changes and provide Load Control with an early but also realistic RTOW.

3. Summer conditions may require the use of APU to Pack takeoff and possibly also the use of Thrust Bump.
- Each one may be used on its own, but to keep engine EGTs low and reduce engine wear and tear, the APU to Pack feature should
be your first choice.
- If after applying the APU-to-Pack credit you should still find that performance is insufficient, the addition of Thrust Bump will provide
additional takeoff performance.
- Remember that neither option can be used in combination with reduced thrust takeoffs and that Thrust Bump is only available between
-2000 and +3000 feet pressure altitude and for temperatures between 32 and 53 degrees C.

4. Intersection Takeoffs
- Intersection takeoffs help ATC reduce delays at holding points and allow them to funnel more aircraft towards the departure runway
that are then tactically giving takeoff clearances based on their different departure routes.
- If you are unable to perform the takeoff from one of the ATC preferred intersections, ATC needs to know.
- Advise them early, when requesting your clearance and mention it again when requesting taxi so that ATC can plan accordingly and
minimize the traffic congestion at holding points.

5. Tire Wear
- You may recall that we experienced a nose gear tire failure on a 777-200LR taking off for North America last year.
- As a result, we developed a recommendation to take off slightly offset from the centerline to avoid repeated contact of nose wheel tires
with even hotter than ambient temperature runway centerline lights. This recommendation still applies this summer.
- A V2 of 188 KIAS that you may have obtained in Dubai for a 351 ton takeoff weight and 38C OAT will bring you close to the tire speed
limit.
- If you have not properly anticipated the wind change (see item 2 above) and told the OPT to expect a 6 kt headwind when you in fact
experience now a zero or worse headwind component, may result in another 7 mph tire speed.
- Keep in mind that that our takeoff speeds are KTS IAS, but the tire speed rating is expressed in mph and based on the actual
rotational speed of the tire - just like on your car.
- Besides FOD, the main enemy of tires is heat. Higher mph rotational speeds, higher OAT and hot centreline lights increase the risk of
tire failure.
- Stay familiar with the contents of the FCTM. The FCTM mentions that wheel or tire problems have historically caused almost as many
accidents and incidents as have engine events.
- Take steps to reduce the heat built-up in tires, taxi with appropriate speed and be mentally prepared to recognize and deal with a tire
failure during takeoff.
- If a tire failure should occur, consider continuing towards your destination unless there is an indication that other damage has
occurred. This would allow airplane weight to be reduced normally and would give you more time to plan and coordinate your arrival.

6. Ground Handling
- During the summer months temperatures may easily reach uncomfortable levels in the cabin.
- When a flight arrives at the parking stand and if ground power is available, the shutdown of the APU is the signal for ground crews to
connect ground air conditioning.
- At remote parking stands mobile ground air conditioning units are used, but some of these units may struggle to maintain a
comfortable cabin temperature level.

- This will be most apparent when you arrive at the aircraft and multiple passenger and service doors on both sides of the aircraft are
open to facilitate catering loading and passenger boarding.
- When you arrive in Dubai, it may be advisable on these stands to confirm with the ground engineer that they intend to connect both
ground electrics and ground air conditioning.
- When you depart from Dubai, an earlier (60 mins prior departure) APU start may be advisable and - when operationally feasible -
minimize the number of open doors and use a single door for boarding when possible. Even with a 90 ton ground cooling unit
you stand little chance of cooling down an airplane when multiple passenger doors and service doors on the right sides are
needlessly left open.


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INTENTIONALLY BLANK
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REPORTS AND FORMS
MOR REPORT

OMA 11.3.1
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AIR SAFETY REPORT
OMA 11.3.2
On completion of ASR File in large red ASR drop Box in Dubai. At out Stations
ensure the local Station representative faxes the ASR to Dubai. For Significant or
Time Critical Events contact VPNC +917 4 708 1000. Ed Davidson Letter
If you have a significant event, and certainly if you declare a PAN or MAYDAY, then
if time permits please send a FREETEXT ACARS message ATTN VPNC with a
short summary. A telephone call must be made to VPNC on +971 4 708 1000 after
landing and this will obviously also require an ASR. Until we get in-flight electronic
reporting the best way to submit an ASR is via FOIP>Flight Information>GABI> EFA,
a paper ASR may take up to 72 hours to make it's way through the system and
during that time the aircraft may fly several times. Remember that if you raise an
ASR associated with an event then this must be annotated in the Tech Log stating
the reason for it. John Alsford (SVP Fleet) Letter
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CAPTAINS SPECIAL REPORT

OMA 20.14.1
OMA 6.5.6
OMA 8.1.2.2
OMA 20.2.2.5
OMA 20.12.4.3.2 Formalities Regarding a Presumed Death on Board
OMA 8.2.2.2.15
OMA 8.2.3.1
OMA 10.2.1
OMA 10.3.1
OMA 20.12.2
OMA 1.1.1
OMA 8.1.14.3 OMA 20.13.2


Flight Operations Weekly Update #97-15 July 2010
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PASSENGER / AIRCREW ACCIDENT REPORT

The Captain should ensure the Purser has filed a PAAR (Passenger/Aircrew Accident Report.

CONFIDENTIAL HUMAN FACTORS REPORT













Group Safety Report
Memo from Tim Jenkins SVP Safety
Accidents or incidents involving contract Staff must be
reported. Reporting procedures are located in the Group
Safety Manual on the Group World website

This manual was not printable off this website.

Contact Group Safety

Airport Safety Supervisor DXB +971 50 456 3341

Group Safety Duty Manager ( for serious incidents or incidents
at outstations +971 4 343 6879
OMA 11.3.2 File an ASR
OMA 11.3.5
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COMMANDER'S DISCRETION REPORT

C15

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

OM-C RAIG Feedback Form

E6 Locker Stowage Waybill Form


OMA 7.15.1
OMA 8.1.12.5
OMA 8.1.12.3
OMA 8.3.2.4.4.6
OMA 8.2.2.3.4.5.1
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Portable Electronic Devices (PEDs)




























Data Link Irregularity Reporting


OMA 8.3.19 OMA 8.3.19.6
OMA 8.3.2.4.4.6
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ACARS DELAY REPORTING PROCEDURE
When a delay occurs after door closure, flight crew shall send an ACARS message after reaching Top-Of-Climb, addressed to SITA
address DXBOWEK,
The first line of the message requires the code EKDR and the second line requires a delay code selected from the table below.





VOYAGE REPORT REQUIREMENTS
- Should it be observed that Company regulations violate national or international rules or regulations, the latter shall be followed. Any such discrepancy must be reported
by the Voyage Report or Commanders Special Report. OMA 1.1.1
- When the form Initial NAT/MNPSA Route Familiarisation form is completed and signed, it should be left in the Flight Folder for inclusion in the pilots record by Flight
Operations Records staff, as well as annotated on the Voyage Report. OMA 5.2.8.1.2
- Should a document or form be missing from the Aircraft Documents Folder, of the Spare Forms Folder, the Commander shall notify the VPNC, and report the missing
form by an entry in the voyage report. OMA 8.1.12.6

- Any discrepancy outside the above limits shall be investigated prior to departure and noted on the Voyage Report. OMA 8.2.1.8
- Whenever the Key Cuffs are used, the complete details must be recorded on the Voyage Report and a Commanders Special Report shall be submitted. OMA 8.2.2.2.15
- If a Medical Diversion is required. Details of the Commanders actions shall be included in the Voyage Report on return to Dubai. OMA 8.3.0.10.1
- If a passenger is observed, or believed to have been smoking in the cabin or toilets, the cabin crew shall instruct the passenger accordingly. If the instructions from the
cabin crew are not followed, the purser shall issue a formal warning to the passenger, and advise the Commander. The purser shall also raise a VR. OMA 8.3.15.4
- Test flights may only be operated by flight crew specifically qualified for the purpose. When Engineers, Mechanics or Inspectors are required by the test schedule, they
must be approved by SVP-F and recorded on the Voyage Report as additional crew members. OMA 8.7.2
- At some outstations State organisations responsible for security may attempt to get personnel or items on board aircraft and perform random inspections and spot
checks, to evaluate crew alertness. All crew should be aware of the possibility that these personnel may attempt to gain access to the aircraft, without production or
display of an ID card.
- Crew members should monitor activities of ground personnel during turnarounds and should not hesitate to question any person not wearing an identity pass, or report
to the Commander any suspicions concerning a person or item.
- If the aircraft is subject to inspection in this way, the occurrence should be noted on the Voyage Report. OMA 10.3.5
- In the event of illness or injury to a passenger during flight, The Purser shall report the event to the Commander. Details of the Commanders actions should be included
on the Voyage Report on return to Dubai. OMA 20.12.4.1.2
- The Purser shall make an entry in the Cabin / IFE Log and inform the Commander when the seal on the Emergency Medical Kit has been broken, so that the
Commander may make an entry in the Voyage Report. OMA 20.12.4.1.3
- If pilots feel that the meals loaded for a specific flight or sector are inadequate, then this should be reported, either by way of a Voyage Report, or a Captains Special
Report. OMA 20.13.2
- The raising of a Captains Special Report should be recorded on the Voyage Report. OMA 20.14.1
- If a SAFA (Safety Assessment of Foreign Aircraft) is made a note should be made on the VR. If a safety finding of a technical nature is brought to the Captains
attention, and immediate entry in the Tech Log is required. In either case an ASR is required. OMA 20.15

OMA 8.3.0.2.2
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PA ANNOUNCEMENTS

IFTAR
August 11, 2010- September 08, 2010 August 01, 2011- August 29, 2011
- The IFTAR PA must be made as the sun is setting on the aircraft in Arabic first.


We would like to inform our fasting passengers that it is now IFTAR time according to the area we are now flying
over - Happy IFTAR!


HOLDING
Ladies and Gentlemen, this is the Captain. We have just been informed by Air Traffic Control to join a holding
pattern. The reason for this is heavy inbound traffic to ________. We expect to remain in the hold for about _____
minutes and we will therefore land at _____. Thanks for your attention.

GO AROUND
Ladies and Gentlemen, this is the Captain. We have had to discontinue our approach. The reason for this was _____.

OPTION 2
nd
Approach: We will now prepare for another approach and expect landing in approximately ___
minutes. Thank you for your attention.

OPTION DIVERSION: We are now proceeding to our alternate airport _____, where the weather is more suitable. We
expect to land in approximately ___ minutes.
The company and handling agents have been notified of our diversion and will provide
assistance on arrival. Please follow the instructions of the cabin crew, and thank you for your
attention.

WEATHER DIVERSION
Ladies and Gentlemen, this is the Captain. Due to the deterioration of the weather at our destination ______, we will
have to divert to our alternate airport_____, where the weather is more suitable. We expect to land in approximately
___ minutes.

The Company and handling agents have been notified of our diversion and will provide assistance on arrival. Please
follow the instructions of the cabin crew, and thank you for your attention.

TECHNICAL DIVERSION
Ladies and Gentlemen, this is the Captain. Due to a technical fault in one of our systems, we have secured the
problem and have decided as a precaution, to divert / return to ________ Airport where we expect to carry out a
normal landing in approximately ___ minutes. Listen carefully to all cabin crew announcements and cooperate with
them as they prepare the cabin for landing.

The Company and handling agents have been notified of our diversion and will provide assistance on arrival, thank
you for attention.

SICK PASSENGER DIVERSION
Ladies and Gentlemen, this is the Captain. Unfortunately, one of our passengers has become seriously ill during the
flight. In order to provide all necessary medical care as soon as possible, we will divert / return to ________ Airport,
where expect to land in approximately ___ minutes.

The company and handling agents have been notified of our diversion and will provide assistance on arrival. .
Please follow the instructions of the cabin crew, and thank you for attention.

IFTAR can now be calculated by an application in the EFB
JETTISON OPTION
As part of our normal procedure we have to jettison fuel to reduce the aircraft's weight for landing. You may therefore see
fuel spraying from our wingtips. This is normal so don't be alarmed.
JETTISON OPTION
As part of our normal procedure we have to jettison fuel to reduce the aircraft's weight for landing. You may therefore see
fuel spraying from our wingtips. This is normal so don't be alarmed.
FCN 2009-048
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FIRE
May I have your attention, Ladies and Gentlemen, this is the Captain with an important safety announcement. We
have a technical problem with one of our engines / in the passenger cabin.
We will divert / return to ________ airport, where we expect to carry out a normal landing in approximately ___
minutes. Please listen carefully to all cabin crew announcements and follow their instructions.
Air Traffic Control and fire fighting services are aware of our situation and will provide all necessary assistance on
arrival. Thank you for your attention.

LOSS OF PRESSURIZATION
Ladies and Gentlemen, this is the Captain. We have had to perform a rapid descent followed by:

If oxygen is still required: You must remain seated and continue to wear your oxygen masks. Cabin Crew may
move in the cabin using portable oxygen.

If oxygen is no longer required: You must remain seated, oxygen is no longer required and you may remove your
oxygen masks. Cabin Crew may move in the cabin.


DE-ICING

PARTIAL OR ALL GEAR UP LANDING
Ladies and Gentlemen, this is the Captain. I have to inform you that a fault has occurred in our landing gear. We are
now carrying out the specified procedure for landing with this situation.

We expect to land in ____ in approximately ___ minutes and the cabin crew will now begin to prepare the cabin.
Please listen carefully to their announcements and follow their instructions.
In case the landing gear will not be firmly locked in the correct position the landing may be very rough and you may
experience some abnormal bumps and loud noises. After landing remain seated and strictly follow the orders of the
cabin crew, who undergo regular training to handle such situations.

Air Traffic Control and ground services are fully aware of our situation and will provide all necessary assistance on
arrival. Thank you for your attention.

JETTISON OPTION
As part of our normal procedure we have to jettison fuel to reduce the aircraft's weight for landing. You may
therefore see fuel spraying from our wingtips. This is normal so don't be alarmed.
EMERGENCY LANDING / DITCHING IS IMMINENT/PROBABLE:
- 2,000 AGL THIS IS THE CAPTAIN, ATTENTION CREW AT STATIONS
- 1,000 AGL THIS IS THE CAPTAIN, BRACE BRACE
EVACUATION COMMAND
THIS IS THE CAPTAIN, LEFT / RIGHT / FORWARD / REAR / OVERWING / ALL AVAILABLE
EXITS EVACUATE EVACUATE.
DEICING BRIEFING REQUIRED PRIOR TO DEICING THE AIRCRAFT
Ladies and Gentleman, this is the Captain. Due to the weather conditions the aircraft will be cleared from
snow and ice by spraying it with an Anti Icing fluid.
OPTION AT GATE This procedure will take place while we are still parked at the gate and will last for
approximately ___ minutes.

OPTION REMOTE DE-ICING To accomplish this procedure we will taxi to a De-Icing area closer to our
takeoff runway.
After Anti Icing is finished you may notice a strange smell in the cabin. This is quite normal as some
vaporized fluid may have been drawn into the passenger cabin by the air-condition system. This smell will
dissipate quickly. Thank you for your attention.
OMA 8.3.10.6.5 QRH OI.2.1
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PRECAUTIONARY DISEMBARKATION
QRH Back Cover.1



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SABOTAGE / BOMB THREATS ON GROUND


































OMA 10.4.5.3.1

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



SUSPICIOUS ARTICLE DISCOVERED





OMA 10.4.5.3.3

QRH OI.2.1
OMA 10.4.5.3.4
EMIRATES B-777 01 March 2013
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World Time Zone Map

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Daylight Savings Time www.worldtimezone.com/daylight.htm
LIDO Route Manual LAT 1090



Daylight Saving (Summer) Time
Southern Hemisphere (2008/2009)
AUSTRALIA / OCEANIA
DST START
2012
DST END 2012 DST START 2013
Australia (States & Territories below):
Australian Capital Territory
(Canberra)
New South Wales (Sydney)
Victoria (Melbourne)
Tasmania (Hobart)
Australia - South Australia (Adelaide)
01-Apr, 03:00h 07-Oct, 02:00h 07-Apr, 03:00h
Australia - Lord Howe Island 01-Apr, 02:00h 07-Oct, 02:00h 07-Apr, 02:00h
Fiji- Suva 22-Jan, 03:00h 21-Oct, 02:00h -
New Zealand (Wellington, Auckland) 01-Apr, 03:00h 30-Sep, 02:00h 07-Apr, 03:00h
New Zealand- Chatham Island 01-Apr, 03:45h 30-Sep, 02:45h 07-Apr, 03:45h
Samoa (Apia) 01-Apr, 00:00h - -
SOUTH AMERICA
Chile (Santiago) 11-Mar, 00:00h 14-Oct, 00:00h -
Chile- Easter Island 10-Mar, 22:00h 13-Oct, 22:00h -
Brazil
Brazil States observing DST:
Rio Grande do Sul , Santa Catarina, Parana,
Sao Paulo, Rio de Janeiro, Espirito Santo,
Minas Gerais, Goias, Matto Grosso, Matto
Grosso do Sul, Distrito Federal.
26-Feb, 00:00h 21-Oct, 00:00h 17-Feb, 00:00h
Falkland Islands (Malvinas) (Stanley) - - -
Paraguay (Asuncion) 08-Apr, 00:00h 07-Oct, 00:00h 14-Apr, 00:00h
Uruguay (Montevideo) 11-Mar, 02:00h 07-Oct, 02:00h 10-Mar, 02:00h
AFRICA
Namibia (Windhoek) 01-Apr, 02:00h 02-Sep, 02:00h 07-Apr, 02:00h
ANTARTICA
Amundsen-Scott (South Pole) 01-Apr, 03:00h 30-Sep, 02:00h 07-Apr, 03:00h
McMurdo Station (USA) 01-Apr, 03:00h 30-Sep, 02:00h 07-Apr, 03:00h
Scott Station (N.Z.) 01-Apr, 03:00h 30-Sep, 02:00h 07-Apr, 03:00h
Palmer Station (USA) 11-Mar, 00:00h 14-Oct, 00:00h -
O'Higgins Station (Chile) 11-Mar, 00:00h 14-Oct, 00:00h -
Daylight Saving (Summer Time)
Northern Hemisphere (2010/2011)
EUROPE DST START 2012 DST END 2012 DST START 2013
European Union and rest of Europe
(except Iceland) - (time is GMT)
25-Mar, 01:00h 28-Oct, 01:00h 31-Mar, 01:00h
Ukraine ??? N/A N/A
NORTH AMERICA
U.S.A. (except Hawaii, Arizona) 11-Mar, 02:00h 04-Nov, 02:00h 10-Mar, 02:00h
Canada (except Saskatchewan) 11-Mar, 02:00h 04-Nov, 02:00h 10-Mar, 02:00h
Mexico-USA border 10 municipalities
in Mexico observing USA DST rules:
Tijuana, Ensenada, Mexicali, Tecate,
Ciudad Juarez, Ojinaga, Ciudad
Acua, Piedras Negras, Anahuac,
Nuevo Laredo, Reynosa, Matamoros
11-Mar, 02:00h 04-Nov, 02:00h 10-Mar, 02:00h
Mexico (except Sonora) 01-Apr, 02:00h 28-Oct, 02:00h 07-Apr, 02:00h
Saint Pierre and Miquelon (Fr.) 11-Mar, 02:00h 04-Nov, 02:00h 10-Mar, 02:00h
Greenland (Nuuk) 24-Mar, 22:00h 27-Oct, 23:00h 30-Mar, 22:00h
CENTRAL AMERICA / CARIBBEAN
Cuba (Havana) 18-Mar, 00:00h 11-Nov, 01:00h 17-Mar, 00:00h
Bahamas (Nassau) 11-Mar, 02:00h 04-Nov, 02:00h 10-Mar, 02:00h
Bermuda (Hamilton) 11-Mar, 02:00h 04-Nov, 02:00h 10-Mar, 02:00h
Turks and Caicos Islands (Cockburn
Town)
11-Mar, 02:00h 04-Nov, 02:00h 10-Mar, 02:00h
ASIA
Armenia (Yerevan) CANCELLED N/A N/A
Azerbaijan (Baku) 25-Mar, 04:00h 28-Oct, 05:00h 31-Mar, 04:00h
Gaza Strip (Gaza) 31-Mar, 00:00h - -
West Bank (Bethlehem, West Bank) 30-Mar, 00:00h - -
Iran (Tehran) 21-Mar, 00:00h 21-Sep, 00:00h 22-Mar, 00:00h
Israel (Tel Aviv, Jerusalem) 30-Mar, 02:00h 23-Sep, 02:00h 29-Mar, 02:00h
Jordan (Amman) 30-Mar, 00:00h 26-Oct, 01:00h 29-Mar, 00:00h
Lebanon (Beirut) 25-Mar, 00:00h 28-Oct, 00:00h 31-Mar, 00:00h
Syria (Damascus) 06-Apr, 00:00h 26-Oct, 00:00h 05-Apr, 00:00h
EMIRATES B-777 01 March 2013
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EHRAM
On all flights operating to Jeddah, a special P.A. announcement should be made during the flight for Muslim customers
travelling for `Hajj. The following procedures should be followed:
1. Purser to liaise with the Captain and obtain information regarding flying over the `EHRAM Zone (Qarn Al Manzel)
2. Ensure the EHRAM P.A. announcement is made twice. The first P.A. to be made one hour prior to crossing of the `EHRAM ZONE, and the second P.A.
30 minutes before reaching the 'EHRAM ZONE'
3. The purpose of this P.A. announcement is to advise our Muslim customers how much time is available to perform `EHRAM, which is done by wrapping
their waist and shoulders with un-stitched white Ehram clothes (male customers only)
4. The P.A. announcement should be made by a male cabin crew member only
5. On the commercial flights and extra Hajj Flights to JED, the Purser must check with the JED Ground Staff after the doors are opened to ask IF
commercial customers will disembark first, and then Hajj customers, or vice-versa and make the appropriate PA.
N.B. If operating a flight to/from Medina, then DO NOT make the EHRAM PAs


Ladies and Gentlemen, will pass abeam the Ihram Zone 1 hour (:30 minutes) from now.

Onboard Update Hajj 2009
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CABIN CREW BRIEFING
OMA 8.1.15.1









FLIGHT CREW PAs TO PASSENGERS
OMA 8.3.16.8
COMMUNICATION
It is the Captains responsibility to maintain contact with the passengers in order to keep them informed about details of the flight and any deviations from
normal operation.
The Public Address system (PA) is a very effective service tool. Full use shall be made of the PA within the guidelines set out below whenever flight deck
workload permits, to promote greater confidence in Emirates service.
Pilots must keep in mind that due to the increased security requirements, the PA is often the only contact that pilots have with passengers and there is little
or no recourse on any misconceptions created.
RESPONSIBILITY FOR INFORMATION
As long as the doors are still open, it is the duty of the ground staff to inform the Captain about delays exceeding five (5) minutes. The Captain in turn will
provide appropriate information for the passengers, either personally, via the Purser, or the Emirates Ground Staff.
In case of delayed boarding, information shall be sought from the ground staff as to announcements already made to the passengers (e.g., reason for
delay).
Ideally the Welcome PA should be made when all passengers are on board; however to facilitate an On Time Departure, this PA may be made to 10-15
minutes prior to ETD, in coordination with the Purser and when it is established that most of the passengers are on board.
At ETD, should the aircraft not be pushing back or a delay is expected, a PA is to be made from the flight deck, with information and regular updates, as
required, on the circumstances.
As soon as the doors are closed, it is the full responsibility of the Captain or the designated crewmember to inform passengers about all substantial
irregularities, such as departure or languages in which one is not sufficiently fluent be delegated to the Purser.
Other than for delays, routine announcements from the flight deck should be restricted to the welcoming and farewell addresses, and to emergencies,
abnormal situations, or when turbulence is encountered or expected.
COMMUNICATION PROCEDURES FOR NORMAL OPERATIONS
It is Company policy for the Captain to make the initial announcement to welcome passengers on board the aircraft. Ideally this should be given
before leaving the blocks. This may be delegated to the First Officer or any Augment Crew on the flight deck, if the Captain is occupied with other, more
urgent duties.
Information shall be provided about:
The flight plan routing - reference to be made to the Air show map display in the cabins.
Forecast enroute weather - in very brief terms.
Forecast destination weather - in very brief terms.
Expected flight time
Any other relevant information
Passengers should be advised to keep their seat belts fastened at all times whilst seated during the flight. This is a CAR requirement.
After the initial announcement, if made by the Captain, PA duties may be handed over to the First Officer.
Cabin Crew are advised to make announcements only after the Captain or his delegate has made his Welcome Aboard announcement and introduced
the Purser to the passengers.
The farewell or top of descent PA should be made after the actual destination weather and traffic conditions have been received, to provide passengers
with a more accurate ETA. This announcement should be given close to the top of descent, and in co-ordination with the Purser.
PROCEDURES FOR OFF-SCHEDULE OPERATION
For Off-Scheduled or Re-Scheduled departures, relevant information shall be transmitted before passengers start impatient inquiries; but not before a
sound explanation of the circumstances can be given.
If the departure will be delayed more than STD + 5 minutes, a PA shall be given explaining reasons and estimated time of delay.
A delay should not be mentioned repeatedly. After one announcement and one apology, further information should refer to Remaining flight time or ETA
only.
Information shall be based on the following principles:
Reason for Off-Schedule departure.
Realistic statement of the expected time of the delay.
In case of prolonged delay, the Captain shall inform the passengers via the Purser of all arrangements that concern them in such a way that absolutely no
misunderstanding between the Flight and Cabin Crew, and passengers will arise.
During extended ground stays in case of irregularities, personal contact between crew and passengers may assist in handling the situation.
It is of great importance that the Captain and station personnel are always aware of each others whereabouts and those of all crewmembers and
passengers.
The Station personnel shall transmit changes to departure time to all concerned as soon as possible.
When a diversion becomes necessary, passengers shall be informed as soon as possible. If onward transportation or accommodation will be required,
passengers should be informed that this will be arranged by ground personnel.
Information regarding passenger connections should be requested on the Company frequency for flights that have an arrival delay of more than 20
minutes. Passengers may then be advised about the status of their onward connections prior to landing. Such transmissions are subject to cockpit
workload.
PA CONSIDERATIONS
- Avoid expressions like Bad Weather, Heavy Turbulence, Going Down.
- When referring to the Gulf use the term Arabian Gulf, or The Gulf Do not use the term Persian Gulf When flying into and over Iran use the
term The Gulf so as not to offend the Iran or the Gulf States. Ed Davidson Letter 23 Feb 2010.

- Introduction of Pilots.
- Ensure all crew members are in possession of valid
personal documents.
- Details of the flight.
- Augmented Flights.
o Rest Periods.
o Meal Arrangements
o Use of Rest Facilities.
- Delegation of Command.
- The Purser should provide details of
special passengers.
- Policy to enter the flight deck.
- Security Procedures.
- Any other items particular to the flight.

OMA 8.3.16.8.3
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WELCOME ABOARD PA

Good ... L&G, this is the Captain speaking.
Joining me is Senior. FO .
Our Cabin Crew, led by our Purser .
Seniors and in the Business Section and Economy Section.

It is out Pleasure to welcome you on board EK flight To / / .

Our route today is via / / / / .
The planned flight time is : with a final cruising level of ft.
You can follow our progress, on the sky show channel of your video screen.

The forecast en-route WX is expected to be mainly smooth, and Destination WX will be ,
with an expected high of C / ______F and expected low of C / ______F










As always, for your own safety, please keep your seat belts fastened at all times whilst seated, just in case we
encounter any unexpected bumps











We are now completing the paperwork and expect to depart shortly. Please relax & enjoy our award winning in-flight
service. We shall update you with the arrival details just prior to descent. Thank you.
Ground Delays greater than 4 hours Flights to and from USA








TOP OF DESCENT Good Morning / Afternoon / Evening Ladies and Gentlemen. This is the Captain/First
Officer Speaking. Our current position is ___, We are cruising at ___ feet and will be starting our descent shortly. The
Weather in ___ is ___. We anticipate landing at ___. The Local time in ______ is : . If your final destination is
Dubai we hope enjoy your stay, if you are connecting to another Emirates flight we hope you have a short connection
time and would like to remind you to be at the departure gate at least :35 prior to departure to ensure you make the
flight and assist us with an on time departure.





Thank you for flying on Emirates Airlines.
CAPTAINS SECURITY ANNOUNCEMENT REQUIRED FOR FLIGHTS THAT TRAVERSE US AIRSPACE OMC RAIG Chap 2 Page 144
US Regulations require me to inform you that during this flight today, you should not congregate in groups in any
area of the cabin, especially around the lavatories. I would also ask you to use only those lavatories dedicated to
your own class of Service. In addition, you must strictly observe the seat belt sign when it is illuminated and do not
move about the cabin when the sign is on.
DEICING BRIEFING REQUIRED PRIOR TO DEICING THE AIRCRAFT
Due to the weather conditions the aircraft will be cleared from snow and ice by spraying it with an Anti Icing fluid.
OPTION AT GATE This procedure will take place while we are still parked at the gate and will last for
approximately ___ minutes.
OPTION REMOTE DE-ICING To accomplish this procedure we will taxi to a De-Icing area closer to our takeoff
runway.
After Anti Icing is finished you may notice a strange smell in the cabin. This is quite normal as some vaporized fluid
may have been drawn into the passenger cabin by the air-condition system. This smell will dissipate quickly.
IF A REMOTE PARKING POSITION IS ASSIGNED IN DUBAI OMA 8.3.16.8.4
Today we are parking at an off-concourse stand. On deplaning please board the waiting buses that will transport
you quickly and efficiently to the arrival Halls for your connecting flight or to baggage claim. Announcements on
the bus will provide further information.
IF ATC ADVISED THE AIRCRAFT WILL NOT BE AIRBOURNE BEFORE THE 4 HOUR LIMIT OMC RAIG Chap 2 Page 146
Ladies and Gentlemen, in accordance with US Department of Transportation regulations, we are required to offer
passengers the opportunity to deplane after a tarmac delay of no more than 4 hours. Therefore, if any passenger
wishes to postpone their travel today and deplane the aircraft, would you please immediately make yourself known
to a member of our cabin crew. We will return to the gate where you and your baggage will be offloaded. If all
passengers wish to continue to Dubai, we will do our very best to get underway as soon as possible.
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INDEX

:20 Minutes prior to TOD ......................................................................................... 98
180 CIRCULAR TURNAROUND ........................................................................... 35
180 less than 45 meters ........................................................................................ 84
200 and 300 Wingspan ........................................................................................... 85
200LR / 300ER Wingspan ....................................................................................... 85
60 or Older Rule ..................................................................................................... 58
777-200 Differences .............................................................................................. 138
777-200ER A6 EML Only Differences ................................................................... 139
777-200ER Differences ......................................................................................... 138
777-200LR Differences ......................................................................................... 139
777-300 Differences .............................................................................................. 143
777-300ER/ULR Differences ................................................................................. 144
777F Differences................................................................................................... 140
ABORTED ENGINE START L,R ............................................................................... 9
Additional Fuel ...................................................................................................... 118
Admission to the Flight Deck ................................................................................... 61
AFDS LIMITATIONS ............................................................................................... 54
After Landing Procedure ....................................................................................... 134
Aircraft Categories ................................................................................................ 102
Aircraft Codes for Taxiway limitations ..................................................................... 85
Aircraft Differences ............................................................................................... 138
Aircraft ICAO Designators ....................................................................................... 61
Airport Categories ................................................................................................... 63
Airport Classification ............................................................................................. 182
AIRSPEED UNRELIABLE ......................................................................................... 9
Alternate Airport Planning Minima .......................................................................... 76
Alternate Fuel ....................................................................................................... 119
ALTIMETER CORRECTIONS IN COLD TEMPERATURES ................................. 172
AORRA ................................................................................................................. 188
Approach Authorization ......................................................................................... 100
Approach Ban Point .............................................................................................. 103
Approach Lighting System .................................................................................... 107
Approach Type Selection ...................................................................................... 101
APU only pressurization .......................................................................................... 91
Arabic for the Radio ................................................................................................ 93
Arctic Control Area Tracks .................................................................................... 188
ARRIVAL SOP GRAPHIC ..................................................................................... 137
ATC Satellite Coms ................................................................................................. 91
Atlantic Ocean Random Route RNAV Area .......................................................... 188
AUSOTS ............................................................................................................... 188
Auto Landing Distance ................................................................................... 106, 154
Autoflight Policy .................................................................................................... 101
AUTOMATIC LANDING LIMITATIONS ................................................................... 54
AUTOMATIC UNLOCK ............................................................................................. 9
Baggage Weight Limits ........................................................................................... 57
Before Start Procedure ......................................................................................... 130
Before Takeoff Procedure ..................................................................................... 131
Before Taxi Procedure .......................................................................................... 130
Best Angle of Climb Speed ..................................................................................... 90
Best Rate of Climb Speed ....................................................................................... 90
BOMB ON BOARD ................................................................................................... 9
Briefings ................................................................................................................ 129
Cabin Crew Briefing .............................................................................................. 128
Cabin Crew- Minimum Number of ........................................................................... 77
Cabin Smoke .......................................................................................................... 75
Cabin Spraying Procedure ...................................................................................... 75
Canadian NOTAMJ ............................................................................................... 165
Carbon Brake Life ................................................................................................. 106
Cargo Heat ............................................................................................................. 79
Cargo Locations ...................................................................................................... 79
Cargo Spraying Procedure ...................................................................................... 75
Carriage of Valuable Personal Effects .................................................................... 80
CAT II and CAT III Stable Approach Requirements .............................................. 100
CAT II, IIIA, or IIIB with DH Callouts ...................................................................... 155
CAT IIIB Callouts .................................................................................................. 155
CDA Continuous Descent Approaches ................................................................. 101
Circling Airspace ................................................................................................... 102
CIRCLING APPROACH .......................................................................................... 45
Circling Minima ..................................................................................................... 102
Circuit Breakers ...................................................................................................... 62
Climb/Cruise Procedure ........................................................................................ 131
CM2 Taxi Restrictions ...................................................................................... 84, 106
CMNPS ................................................................................................................. 188
Cockpit Access Policy ............................................................................................. 61
Cold Weather Corrections ................................................................................ 89, 105
Cold Weather Operations ...................................................................................... 166
Communications Failure .................................................................................. 97, 109
Company Fuel Policy ............................................................................................ 118
Contaminated Runways ........................................................................................ 164
Contingency Fuel ............................................................................................. 63, 118
Contingency Fuel, Use of ...................................................................................... 118
Controlled Rest on the Flight Deck .......................................................................... 92
Conversion of Reported Met Vis to RVR ............................................................... 103
CPDLC .................................................................................................................... 96
CPDLC Clearances ................................................................................................. 93
CPDLC will not Log-on ............................................................................................ 98
CRC ........................................................................................................................ 77
CRC LIMITATION.................................................................................................... 49
Crew Oxygen inop. in flight ...................................................................................... 91
Critical Phases of Flight ....................................................................................... 3, 62
Customs ................................................................................................................ 111
Customs-DXB Banned Item ................................................................................... 111
Customs-DXB Items that must be declared ........................................................... 111
Customs-DXB Medicines For Personal Use .......................................................... 111
Customs-DXB permitted custom exempted items .................................................. 111
Customs-DXB permitted custom exempted Luggage ............................................ 111
Customs-DXB Pet Rule ......................................................................................... 111
Daily Inspection ....................................................................................................... 61
Dangerous Goods ................................................................................................... 80
DARD in LIDO OFP ................................................................................................. 92
Daylight Savings Time ........................................................................................... 225
Days Off .................................................................................................................. 63
Deceleration Planning ........................................................................................... 101
Decision Point Procedure ...................................................................................... 118
De-ice Procedures on Remote Deicing Bay ........................................................... 169
De-ice Procedures on the Gate ............................................................................. 168
DE-ICING / ANTI-ICING ........................................................................................ 170
Delay Reporting Procedures .................................................................................. 217
Delayed Flap Approach ......................................................................................... 102
DEPARTURE SOP GRAPHIC ............................................................................... 136
DEPO ...................................................................................................................... 59
Descent Preparation and Procedure ...................................................................... 132
Destination Forecast below minima ......................................................................... 76
Disabled Passengers ............................................................................................... 60
Dispatch .................................................................................................................. 62
Displaced Threshold Guidance Table ...................................................................... 44
Disruptive Passengers ............................................................................................. 59
Distress Calls .......................................................................................................... 98
DITCHING ................................................................................................................. 9
Diversion ............................................................................................................... 217
Diversion Considerations ....................................................................................... 183
Diversion Procedure .............................................................................................. 182
DNATA Found It .................................................................................................... 110
Documents Required On Board ............................................................................... 64
Door Emergency Code ............................................................................................ 80
Door Entry code ...................................................................................................... 80
DOOR LIMITATIONS ........................................................................................ 54, 56
Driftdown and Rapid Depressurization .................................................................... 92
Dry Ice ..................................................................................................................... 80
DST ....................................................................................................................... 225
DUAL ENGINE FAIL/STALL ...................................................................................... 9
DXB Lost Items ..................................................................................................... 110
DXB Standard Taxi Routes ...................................................................................... 85
EAD ....................................................................................................................... 115
EFB Class II Battery Charge Procedure .................................................. 2, 3, 93, 128
EFB Class II initialization and Setup ...................................................................... 128
EFB Soft Reset ........................................................................................................ 93
Effects of Visual Illusions on Landing .................................................................... 108
EGPWS ................................................................................................................. 180
EHRAM PA ............................................................................................................ 226
EICAS Message Procedure ................................................................................... 149
EKIB ...................................................................................................................... 112
Electrical Limitations ................................................................................................ 54
Emergency Landings ............................................................................................. 109
Emergency Procedures ........................................................................................... 77
Emergency Response Drill Code Z .......................................................................... 80
Emirates Decision Making Model ........................................................................... 146
EMIRATES INFORMATION BULLETINS .............................................................. 112
EMK Opened ......................................................................................................... 217
ENGINE ANTI-ICE ................................................................................................ 171
Engine Failure after Take-off EFATO ...................................................................... 33
Engine Failure after V1 ............................................................................................ 88
Engine Handling after an Airstart ........................................................................... 151
ENGINE IN-FLIGHT START L,R ............................................................................... 9
ENGINE LIMIT/SURGE/STALL L,R ........................................................................... 9
Engine Limitations ................................................................................................... 54
Engine Malfunction After V1 .................................................................................. 148
Engine Out Driftdown Manual Procedure............................................................... 149
Engine Out Driftdown Procedure ........................................................................... 149
Engine Out Procedure ........................................................................................... 149
ENGINE SVR DAMAGE/SEP L,R ............................................................................. 9
Engine/Undercowl Fires .......................................................................................... 77
Equipment Required For LVO ............................................................................... 155
ETOPS .................................................................................................................... 78
ETOPS Alternate Weather Requirements ........................................................ 78, 187
ETOPS Fuel Requirements ................................................................................... 186
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ETOPS Re-routing or Diversion Decision Making .............................................. 79, 93
ETOPS Validity ........................................................................................................ 78
ETOPS Verification Flight ........................................................................................ 79
Extra Fuel .............................................................................................................. 118
Factored Met Vis ................................................................................................... 103
Falcons .................................................................................................................... 60
FAN ICE REMOVAL .............................................................................................. 171
Fasting Times .......................................................................................................... 93
FCN Validity............................................................................................................. 63
Final Reserve Fuel ................................................................................................ 119
FIRE ENGINE TAILPIPE L,R ..................................................................................... 9
Flight Deck Access .................................................................................................. 61
Flight Duty Limitations Flow Chart ........................................................................... 66
Flight Time Limitations ............................................................................................. 63
Fly-by Confirmation................................................................................................ 102
FMS Auto Init Failure ............................................................................................... 63
FMS NAVIGATION LIMITATIONS ........................................................................... 56
FMS Offsets............................................................................................................. 88
FO Restrictions .................................................................................. 58, 86, 103, 106
Freezing Rain, Light............................................................................................... 166
Fuel Checks for OFP ............................................................................................. 119
Fuel Consumption for APU .................................................................................... 118
Fuel consumption for Taxi ..................................................................................... 118
Fuel Conversions from US Gallons ........................................................................ 118
Fuel Jettison .......................................................................................................... 120
FUEL JETTISON ....................................................................................................... 9
FUEL LEAK ............................................................................................................... 9
Fuel Limitations ....................................................................................................... 54
Fuel Policy ............................................................................................................. 117
Fuel Required at Touchdown ................................................................................. 119
FUEL SYSTEM LIMITATIONS ................................................................................ 56
Fuel Tank capacities .............................................................................................. 118
Fuel Tank Scavenge .............................................................................................. 118
Fuel Tankering ....................................................................................................... 118
Fuel Types ............................................................................................................. 118
Fuel Uplift Check ................................................................................................... 118
Fuel Uplift Checks in excess .................................................................................. 217
Fuel, Commit to Destination................................................................................... 119
GEAR DOWN DISPATCH LIMITATIONS ................................................................ 56
GEAR LEVER LOCKED DOWN ................................................................................ 9
GO-AROUND AND MISSED APPROACH .............................................................. 48
Go-Around Procedure ............................................................................................ 134
GPS Inoperative Considerations .............................................................................. 64
GPWS LIMITATIONS .............................................................................................. 56
GROUND CAMERA LIMITATIONS ......................................................................... 56
Ground Delays on USA Flights ................................................................................ 84
Hard Landings ....................................................................................................... 108
Heavy Snow Occasional ........................................................................................ 166
Height of Tail ........................................................................................................... 85
HF Radio Limitations ............................................................................................... 54
High Speed Taxiway runway exit speeds .............................................................. 109
Hijacking Procedures ............................................................................................... 91
Holding Speeds ....................................................................................................... 99
Hot Weather Operations ........................................................................................ 175
Human Eyes ............................................................................................................ 60
Hydroplaning Speeds ............................................................................................ 165
IATA In-Flight Broadcast Procedure ........................................................................ 98
Ice Pellets .............................................................................................................. 166
Icing Conditions ................................................................................. 84, 88, 106, 166
Idle Reverse Thrust during Landing ....................................................................... 237
IFBP ........................................................................................................................ 98
IFTAR PA .............................................................................................................. 219
IFTAR Times ........................................................................................................... 93
ILS APPROACH ...................................................................................................... 41
ILS PRM Precision Radar Monitored Approaches ................................................. 152
ILS Procedure ........................................................................................................ 133
In Flight Fuel Management .................................................................................... 119
INAD ........................................................................................................................ 59
Incapacitation .......................................................................................................... 92
Index...................................................................................................................... 263
INHIBITS DURING LANDING GRAPHIC............................................................... 185
INHIBITS DURING TAKEOFF GRAPHIC .............................................................. 184
INPUT WEIGHT APPEARS TOO LOW B777F ................................................ 58, 140
Instrument Approach Displaced Threshold Guidance Table .................................... 44
INSTRUMENT APPROACH USING V/S OR FPA ................................................... 43
INSTRUMENT APPROACH USING VNAV ............................................................. 42
Interception Procedures ........................................................................................... 97
IPad Apps ................................................................................................................ 80
Jump Seat Policy ..................................................................................................... 61
Land at nearest Suitable Airport .............................................................................. 93
LANDING LIMITATIONS ......................................................................................... 51
Landing Procedure G/S Intercept from Above .................................................... 151
Landing with one or two wheel brakes deactivate .................................................. 106
Laptop Stowage ....................................................................................................... 80
Laptop Stowage ....................................................................................................... 80
Last Items Prior To Leaving Cockpit ...................................................................... 135
Least Risk Bomb Location ....................................................................................... 91
Lessons Learned ................................................................................................... 193
LIDO A.O.S. ............................................................................................................ 58
LIDO Airline Operations Support ............................................................................. 58
LIDO Auto Dispatch ................................................................................................ 58
LIDO Route Manual ................................................................................................ 65
Light Freezing Rain ............................................................................................... 166
Lighting required for Night Operations ....................................................... 75, 88, 106
Lighting requirements ............................................................................................ 154
LIPS ........................................................................................................................ 57
LMC ........................................................................................................................ 77
Local Area De-Icing ............................................................................................... 166
LOCK FAIL ................................................................................................................ 9
Long/Deep Landings ............................................................................................. 108
Loss of Communications ......................................................................................... 97
Loss of Communications Signals .................................................................... 97, 109
Loss of Income Protection ....................................................................................... 57
LOUT .................................................................................................................... 170
Low Fuel Communications Procedures ................................................................. 119
Low Fuel State ...................................................................................................... 119
Low Landing Weights 777F ................................................................................... 140
Low Landing Weights B777F................................................................................. 106
Low Visibility Operations ....................................................................................... 154
Lowest Operational Use Temperature ................................................................... 170
LRC ......................................................................................................................... 91
LVO MALFUNCTION GUIDANCE......................................................................... 156
LVO OPERATIONS WITH DOWNGRADED EQUIPMENT ................................... 157
Maint. Communication ............................................................................................. 91
Marshalling Signals ................................................................................................. 82
Max Approach attempts ........................................................................................ 105
Max bank angle ............................................................................................... 88, 102
Max Wind ................................................................................................................ 88
Maximum descent rates .......................................................................................... 99
Maximum speed ................................................................................................ 88, 99
Maximum taxi speed ....................................................................................... 84, 106
MECCA ................................................................................................................... 93
Medical Assistance ................................................................................................. 91
MEL after Dispatch .................................................................................................. 62
MEL Concession ..................................................................................................... 62
MEL Deferred Defect............................................................................................... 61
MEL Repair Intervals ............................................................................................... 61
METAR / TAFOR Abbreviations .............................................................................. 70
METAR / TAFOR DECODING ................................................................................ 71
Metric Airspace ....................................................................................................... 90
Min Altitude for turns ............................................................................................... 88
Minimum alt. for an orbit ........................................................................................ 102
Minimum requirements for Preflight Planning .......................................................... 58
Minimum Requirements for Preflight Planning ....................................................... 128
Minimum Speed at Altitude ..................................................................................... 91
Minimum Taxiway Width for 777 ............................................................................. 85
Minimum Width of Runway ........................................................................ 75, 84, 106
Missed Approach Acceleration Altitude ........................................................... 48, 105
Missed Approach Climb Gradient .......................................................................... 105
Missing Pages ....................................................................................................... 217
MNPS In-flight Contingency Procedure ................................................................. 190
MNPS Preflight Procedures................................................................................... 190
MNPS Procedures ................................................................................................ 189
MNPS Weather Avoidance .................................................................................... 190
MOTNE ................................................................................................................... 73
NAT MNPS ........................................................................................................... 188
NAV aid NOTAM ..................................................................................................... 75
Navigation Specification .......................................................................................... 64
New Commander Restrictions ......................................................................... 58, 103
New OFP ................................................................................................................ 58
NITS ................................................................................................................ 84, 208
No Contact Period ............................................................................................... 3, 62
Noise Abatement Procedures .................................................................................. 89
Non-ILS approach using VNAV ............................................................................. 133
Non-Normal Checklist Confirmation Calls ............................................................... 33
Non-Precision Approach Slant Range ................................................................... 100
NOR OTS .............................................................................................................. 188
NOTAM Abbreviations ............................................................................................. 67
NOTAMJ ............................................................................................................... 165
NOTOC ................................................................................................................... 80
NPA Slant Range .................................................................................................. 100
Occasional Heavy Snow ....................................................................................... 166
Oceanic Crossing Procedures NAT / MNPS ......................................................... 190
OFP items be completed ......................................................................................... 91
Operations Specifications ........................................................................................ 63
OPT ........................................................................................................................ 58
Orbits .................................................................................................................... 102
OVERWEIGHT LANDING ......................................................................................... 9
Overweight Landing Policy ............................................................................ 104, 107
Oxygen .................................................................................................................... 77
Oxygen concentrator Unit ........................................................................................ 80
Oxygen Concentrator Units ..................................................................................... 77
Oxygen Operation with Crew Oxygen Inoperative ................................................... 91
Oxygen requirements .............................................................................................. 91
PA CABIN CREW BRIEFING ................................................................................ 227
PA CONSIDERATIONS ........................................................................................ 227
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PA DE-ICING ........................................................................................................ 220
PA EHRAM ........................................................................................................... 226
PA FIRE ................................................................................................................ 220
PA GO AROUND .................................................................................................. 219
PA Ground Delay > 4 Hours PA, Flights to and from USA .................................... 228
PA HOLDING ........................................................................................................ 219
PA IFTAR.............................................................................................................. 219
PA LOSS OF PRESSURIZATION ........................................................................ 220
PA PARTIAL OR ALL GEAR UP LANDING .......................................................... 220
PA PRECAUTIONARY DISEMBARKATION ......................................................... 221
PA SABOTAGE / BOMB THREATS IN FLIGHT ................................................... 223
PA SABOTAGE / BOMB THREATS ON GROUND .............................................. 222
PA SICK PASSENGER DIVERSION .................................................................... 219
PA SUSPICIOUS ARTICLE DISCOVERED .......................................................... 223
PA TECHNICAL DIVERSION ............................................................................... 219
PA TOP OF DESCENT ......................................................................................... 228
PA WEATHER DIVERSION .................................................................................. 219
PA WELCOME ABOARD PA ................................................................................ 228
PAPI ..................................................................................................................... 108
Passenger Restraining Devices ..................................................................... 213, 217
PCN ........................................................................................................................ 75
PERFORMANCE By Darryl Tarr .......................................................................... 229
Performance AFM ................................................................................................. 231
Performance Airplane Flight Manual ..................................................................... 231
Performance Airplane Model and Payload Comparison ........................................ 236
Performance Approach Climb ............................................................................... 251
Performance Approach Climb Table Non-Normal Operations ............................... 255
Performance Approach Climb Table Normal Operations ....................................... 253
Performance CDL ................................................................................................. 241
Performance Checklist Item Override ................................................................... 237
Performance Consequential EICAS Alert Messages ............................................. 239
Performance EICAS Alert Messages and Condition Statements ........................... 239
Performance Engine Inop Go-Around Climb Gradient .......................................... 254
Performance Engine Inope Gear Down Landing Rate of Climb............................. 254
Performance Flap 15 Manoeuvring ....................................................................... 235
Performance Flap 25 Landing ............................................................................... 235
Performance Go-Around Climb Gradients ............................................................. 250
Performance Gross and NET Gradients ................................................................ 233
Performance Gross and NET Performance ........................................................... 233
Performance High Elevation Airports .................................................................... 249
Performance Human Factors ................................................................................ 235
Performance Landing Climb Limit Weight ............................................................. 254
Performance Low Altitude ..................................................................................... 235
Performance MEL ................................................................................................. 241
Performance MFD ................................................................................................. 238
Performance Multifunction Display ........................................................................ 238
Performance Optimization ..................................................................................... 247
Performance Regulatory Requirements ................................................................ 232
Performance Take-off Rotation ............................................................................. 247
Performance Tire Limit Speeds ............................................................................. 245
Performance Visual Approaches ........................................................................... 256
Perishable Goods ................................................................................................... 79
Persons of Reduced Mobility .................................................................................. 60
PIC Responsibility for the Passengers .................................................................... 59
Pilot Incapacitation .................................................................................................. 92
Pilots Aged 60 or Older ........................................................................................... 58
Polar Operations ..................................................................................................... 94
Polar Operations (Fuel) ......................................................................................... 120
Polar Track System ............................................................................................... 188
Policy for the use of Autoflight Systems ................................................................ 101
Portable Oxygen Concentrator Units ..................................................................77, 80
Power Outlets ......................................................................................................... 62
Preflight Checks .................................................................................................... 121
Pregnant Passengers ............................................................................................. 60
PRESSURIZATION LIMITATIONS ......................................................................... 54
Pressurization Problems ....................................................................................... 150
Prioritization of Manuals .......................................................................................... 63
Prisoners ................................................................................................................ 59
PRM ........................................................................................................................ 60
PRM/LDA Approaches .......................................................................................... 153
QFE Operations .................................................................................................... 181
QRH ABORTED ENGINE START L,R .................................................................... 11
QRH AIRSPEED UNRELIABLE .............................................................................. 10
QRH CABIN ALTITUDE .......................................................................................... 18
QRH Checklists by Recall ....................................................................................... 62
QRH DUAL ENGINE FAIL/STALL GE .................................................................... 15
QRH DUAL ENGINE FAIL/STALL RR .................................................................... 16
QRH ENGINE AUTOSTART L,R ............................................................................ 11
QRH ENGINE LIMIT/SURGE/STALL L, R .............................................................. 12
QRH ENGINE SEVERE DAMAGE/SEPERATION L, R .......................................... 13
QRH FIRE ENGINE L, R ......................................................................................... 14
QRH NON-NORMAL MEMORY ITEMS .................................................................... 9
QRH STABILIZER .................................................................................................. 17
QRH UNANNUNCIATED CHECKLISTS ................................................................... 9
RAAS .................................................................................................................... 174
RADAR Functionality ............................................................................................ 176
RADAR The Ideal Beam ....................................................................................... 176
RADAR Theory ..................................................................................................... 176
Radar vectors to final ............................................................................................. 102
Rapid Exit Taxiway Indicator Lights ......................................................................... 81
Rate One Turn ......................................................................................................... 99
Raw Data Monitoring Requirements ...................................................................... 104
Recency Requirements ........................................................................................... 63
Red Warning, Aircraft at the Gate .......................................................................... 222
Red Warning, During Aircraft Taxi ......................................................................... 222
Reduced Runway Separation Minima RRSM in OMDB ................................... 90, 107
Refueling with One Engine Running ...................................................................... 119
Refueling with Passengers Onboard ..................................................................... 119
REPORTACARS Delay Reporting Procedure .................................................... 217
REPORTAIR SAFETY REPORT ....................................................................... 212
REPORTC15 ..................................................................................................... 215
REPORTCAPTAINS SPECIAL REPORT .......................................................... 213
REPORTCOMMANDER'S DISCRETION REPORT ........................................... 215
REPORTCONFIDENTIAL HUMAN FACTORS REPORT .................................. 214
REPORTData Link Irregularity Reporting ........................................................... 216
REPORTE6 Locker Stowage Waybill Form ....................................................... 215
REPORTGEN DEC ............................................................................................ 215
REPORTGroup Safety Report ........................................................................... 214
REPORTMOR REPORT .................................................................................... 211
REPORTOM-C RAIG Feedback Form ............................................................... 215
REPORTPASSENGER / AIRCREW ACCIDENT REPORT ............................... 214
REPORTPED Interference ................................................................................. 216
REPORTVoyage Report Requirements ............................................................. 217
Request for new OFP ............................................................................................ 118
Residual Disinsection Certificate ............................................................................. 75
Return to the Gate ................................................................................................. 182
Reverse Limitations ................................................................................................. 54
Reverse Thrust and Crosswind ............................................................................. 109
RFF Requirements .................................................................................................. 75
RNAV AR and SAAAR Approaches ....................................................................... 160
RNAV Visual Flight Procedures ............................................................................. 160
RNP Requirements ................................................................................................ 101
RNP-AR Approaches ............................................................................................. 161
Rockwell Collin WXR-2100 MultiScan Weather Radar ...................................... 176
RRSM Reduced Runway Separation Minima in OMDB ................................... 90, 107
RTO ......................................................................................................................... 29
RTO ACTIONS ...................................................................................................... 147
RTO Decision Making .............................................................................................. 86
RTO Inspection - RR Engines ................................................................................. 86
Rudder Trim Technique ........................................................................................... 91
Runway Awareness Advisory System ................................................................... 174
Runway Centerline Offset ........................................................................................ 88
Runway Guard Lights .............................................................................................. 81
Runway Lighting Systems And Markings ............................................................... 158
Runway Location Signs ........................................................................................... 81
Runway Status Light System ................................................................................... 81
Runway Taxi-Holding Position Signs ....................................................................... 81
RVSM ...................................................................................................................... 90
RVSM World Wide Status........................................................................................ 90
RWSL ...................................................................................................................... 81
S.P.APU GROUND PNEUMATIC START ........................................................... 25
S.P.APU INOP DISPATCH .................................................................................. 28
S.P.ELECTRICAL POWER DOWN ..................................................................... 24
S.P.ELECTRICAL SAFETY CHECK PROCEDURE ............................................ 24
S.P.ENGINE BATTERY START .......................................................................... 25
S.P.ENGINE CROSSBLEED START ................................................................... 26
S.P.ENGINE GROUND PNEUMATIC START ..................................................... 26
S.P.MANUAL ENGINE START ............................................................................ 27
S.P.MANUAL OVERRIDE ENGINE START......................................................... 28
S.P.SEVERE TURBULENCE............................................................................... 24
S.PENGINE START WITH EXTERNAL ELECTRIC POWER .............................. 27
SAFA ..................................................................................................................... 217
Safe Cruise Altitudes ............................................................................................... 93
Safety Assessment of Foreign Aircraft ................................................................... 217
SATCOM ................................................................................................................. 91
Seat Belt Sign .......................................................................................................... 99
Secure Procedure.................................................................................................. 135
Severe Turbulence Operations .............................................................................. 175
Shutdown Procedure ............................................................................................. 135
Sickness Notification ............................................................................................... 57
Sig Wx Chart Decodes ............................................................................................ 72
Signatures required ............................................................................................... 110
Single Engine Taxi After Landing........................................................................... 110
SINGLE SOURCE MALFUNCTION GUIDANCE ................................................... 157
Smart Approach and Landing ................................................................................ 174
SMART RUNWAY AND SMART LANDING ADVISORY SYSTEM .......................... 56
SMOKE OR FUMES REMOVAL ............................................................................... 9
SMOKE, FIRE OR FUMES ........................................................................................ 9
Snow Grains .......................................................................................................... 166
SNOWTAM .............................................................................................................. 73
SOIA (Simultaneous Offset Instrument Approaches) ............................................. 153
SRA Approaches ................................................................................................... 102
Stable Approach Criteria ....................................................................................... 100
Stable Approach Criteria Exceptions ..................................................................... 100
Stable Approach Criteria Simplified ......................................................................... 99
Stable Approach Requirements ............................................................................. 100
EMIRATES B-777 01 March 2013
Page 266 of 266 INDEX STUDY GUIDE


STALLS ................................................................................................................... 29
Standard Taxi Routes in DXB .................................................................................. 85
Standard Turn .......................................................................................................... 99
Standby Fuel ......................................................................................................... 118
Start Procedure ..................................................................................................... 130
STATCON Fuel ..................................................................................................... 118
Stations without an Authorized Engineer ................................................................. 61
STATUS messages ................................................................................................. 62
Sterile Flight Deck Phase .................................................................................... 3, 62
Stop Bar and Lead On Lights ................................................................................... 81
Straight Out Departure ............................................................................................. 88
STRUCTURAL LIMITATIONS ................................................................................. 56
Surveillance RADAR Approaches .......................................................................... 102
T/O Bump ................................................................................................................ 58
TAF-Application Of .................................................................................................. 74
Tail Strike ................................................................................................................ 88
TAKEOFF ................................................................................................................ 39
TAKEOFF BASIC MODES ................................................................................... 40
TAKEOFF - VNAV ................................................................................................... 38
Take-off Alternate .............................................................................................. 76, 87
TAKEOFF LIMITATIONS ......................................................................................... 50
Takeoff Minima ........................................................................................................ 86
Takeoff Procedure ................................................................................................. 131
Takeoff RVR/Visibility .............................................................................................. 86
Takeoff Special Reduced Visibility ........................................................................... 86
Take-off/Landing Requirements ............................................................................... 63
Taxi Fuel ................................................................................................................ 118
Taxi fuel consumption .............................................................................................. 84
Taxi Guidance Signs ................................................................................................ 81
Taxiway Markings .................................................................................................... 81
Taxiway Width (minimum for 777) ........................................................................... 85
TCAS ....................................................................................................................... 31
TCAS warnings ........................................................................................................ 99
Telephone Numbers ................................................................................................ 59
Temperature Dependant Perishable Goods ............................................................. 79
Therapeutic O2 ........................................................................................................ 77
Thunderstorm Avoidance ....................................................................................... 175
TIBA ........................................................................................................................ 98
Tiller Steering .......................................................................................................... 84
Time Management ................................................................................................... 58
Tire location ............................................................................................................. 62
Top Of Climb Procedure ........................................................................................ 132
Touchdown Zone ................................................................................................... 108
Traffic Information Broadcast by Aircraft .................................................................. 98
Transit Check Guidance ........................................................................................ 183
Transit or turn-around stops with a Cabin Crew change ........................................ 110
Transport to CBC .................................................................................................... 57
Trip Fuel ................................................................................................................ 118
Turbulence Levels ................................................................................................. 175
Turning Departure ................................................................................................... 88
Turning on to Parking Stand .................................................................................. 134
Turning radius for a 772 .......................................................................................... 85
Turning radius for a 773 .......................................................................................... 85
Turning radius for a 77F .......................................................................................... 85
Turning radius for a 77L .......................................................................................... 85
Turning radius for a 77W ......................................................................................... 85
T-VASI .................................................................................................................. 108
Uniform Policy ......................................................................................................... 57
Unserviceable Lighting .......................................................................................... 154
Upgrading Passengers ............................................................................................ 61
UPSET RECOVERY ............................................................................................... 32
US NOTAM RSC ................................................................................................... 165
USA Alternate Planning Minima ........................................................................ 76, 87
Valuable Personal Effects ....................................................................................... 80
VASI ...................................................................................................................... 108
VHF Communications Range .................................................................................. 98
Visual Circuit Approach ......................................................................................... 102
Visual Docking Guidance Systems ........................................................................ 110
VISUAL TRAFFIC PATTERN .................................................................................. 47
VNAV APPROACH ............................................................................................... 103
VNAV Approaches ................................................................................................ 160
VNAV Cruise Altitudes ............................................................................................ 91
VNAV PATH ............................................................................................................ 99
VOLCANIC ASH ....................................................................................................... 9
VREF at Low Landing Weights B777F and B777-200LR ...................................... 106
VREF Corrections ........................................................................................... 51, 106
Wake Turbulence Separation .......................................................................... 87, 102
Walk Around Component Locator Guide ............................................................... 122
WEIGHT LIMITATIONS .......................................................................................... 52
Wheel Base ............................................................................................................. 85
Wheel Chair Codes ................................................................................................. 60
WHITE FCOM BULLETINS (BOEING) .................................................................. 115
Width of Main Gear ................................................................................................. 85
WINDOW DAMAGE L,R ........................................................................................... 9
Window Locations ................................................................................................... 62
Windshear ............................................................................................................. 178
World Time Zone Map ........................................................................................... 224