EVALUATION 1 EGCC MANCHESTER – EGLH LONDON

DEPARTURE EGCC
ATIS RWY 23R 300/ 15 OVC010 7000 -02/-05 Q995 RMK BA MEDIUM RWY CONDITIONS
WET
NOTAM EGCC RWY 05R/23L CLOSED
RODEX R23R /450893
SNOWTAM A) EGCC B)1810011300 C) 23R F ) 4/4/4 G) 8/8/8 H) 3/3/3

ARRIVAL EGLL
ATIS RWY 09L 360/10 0150 R09L/0100 FG 01/01 Q9995

EGCC MANCHESTER

EGBB BIRMINGAN

EGLL LONDON/ HEATHROW

EGSS LONDON/STANSTED

EGKK LONDON/GATWICK
 I. RODEX code Jeppesem METEOROLOGY 201 R23R/450893

A) 23R RWY 23R

B) 4 RWY deposit 4-DRY SNOW
C) 5 EXTENSE of RWY 5- more
than 25% to 50%
D) 08 DEPTH of deposit 08 mm
D) 93 BRAKING ACTION 93-
Medium

II. SNOWTAM CODE Jeppesem Annex 15

A) EGCC B)1810011300 C) 23R F ) 4/4/4 G) 8/8/8 H) 3/3/3
A) Aerodromo EGCC MANCHESTER
B) Date + UTC TIME (yearmonthdaytime) 1ST October 2018 at 1130 Z
C) RWY 23R
F) Deposit observed on each third of the rwy 4- DRY SNOW
G) Depth mm for each third 8- 8mm
H) estimated surface friction 3- Medium

Def RWY Contaminated OM A 8.3.8.12

A runway is considered to be contaminated when more than 25% of the runway surface
area (whether in isolated areas or not) within the required length and width being used is
covered by
either:
A. Standing water more than 3 mm (0.,125 in) deep;
B. Slush, Dry Snow and Wet Snow more than 3 mm (0.,125 in) deep;
C. Snow which has been compacted into a solid mass which resists further
compression and will hold together or break into lumps if picked up; (i.e., Compacted
Snow); or
D. Ice, including wet ice.
FCOM SP 16.1
Takeoff - Wet or Contaminated Runway Conditions
Takeoffs are not recommended when slush, wet snow, or standing water depth is more
than 1/2 inch (13 mm) or dry snow depth is more than 4 inches (102 mm)
III. RWY 23 R Cross wind 14 kt

Wind 300/ 15 Crosswind : W x Senꝋ = 15 Sen 70 = 14 kts

Limitation for Take off with DRY SNOW ( 8mm)
FCOM & QRH

OM A 8.3.8.12.3
IV. Braking action BA MEDIUM
Take off is not allowed when the reported Braking Action is POOR or NIL
V. Icing conditions FCOM SP 16.2
Icing conditions exist when OAT (on the ground) or TAT (in-flight) is 10°C or below and any
of the following exists:
- visible moisture (clouds, fog with visibility of one statute mile (1600 m) or less, rain, snow,
sleet, ice crystals, and so on) is present, or
- ice, snow, slush, or standing water is present on the ramps, taxiways, or
runways OM A 8.2.4.2

Freezing conditions are conditions in which the outside air temperature is below +3ºC
(37.4F) and visible moisture in any form (such as fog with visibility below 1.5 km, rain, snow,
sleet or ice crystals) or standing water, slush, ice or snow is present on the runway
VI. Low Temperature Altitude Corrections FCOM SP 16.9
Apply corrections to all published minimum departure, en route and approach altitudes,
including missed approach altitudes, according to the table below 1. Advise OM A 8.3.3.11
ATC of the corrections

For LVOPS, CATII / III minima are not to be corrected only Approach Procedure Altitudes are
required to be corrected.

MSA EGCC = 3500´ ELEV = 257´ 3500- 257 = 3243 10% 325

 Corrected MSA 3825 ft

Conclusion :
 RWY 23R CONTAMINATED with DRY SNOW 8mm < 102mm ( Limitation )
 Icing conditions and Freezing conditions exit but DEICING is no needed. ANTICING
EVALUATE
 Most probably taxiways and platform are covered with snow as well ,so we must
follow the Supp Tech 16 .
 Low Tª altitude corrections are needed FCOM SUP 16.9 MSA Corrected 3825ft
 Crosswind 14 kts within limits
 Braking actions MEDIUM ,allowed according OM A 8.3.8.12.3
 TO must be performed by Capt .OM A 8. 8.3.0.5.2 First Officer Restrictions for
Takeoff (Rwy is contaminated or slippery + Ceiling is less than 200 ft AAL)
 For Performances Take off , Use of Flex is prohibited FCOM SP16.1

Can we Take off with this WX ?

8.3.0.5.1 Minima for Takeoff
Take-off shall not be commenced unless the weather conditions meet the minima specified
in Section 8.1.3.4 Take-off Operating Minima.

There is a new Temporary Revision TR-20 which modifies OMA 8.1.3.4.2 Required
RVR/Visibility however this is not approved for line operations until CREW has been
trained
So we apply …

 EGCC VIS 7000 m above minimuns

OM 8.1.3.4.2

8.1.3.4.1 TAKE OFF MINIMA : Take-off shall not be commenced unless weather conditions
at the airport of departure are equal to or better than the applicable minima for landing at
that airport, unless a suitable take-off alternate aerodrome is available .
Planning minima for TO alternate (TOFF ALTN) 8.1.2.2.1.( 1h WX+-1 > Applicable minima or
“ Filling as alternate”) 10-9 .

 EGCC RWY 23R CAT III A RVR 200 /75/75 → We can come back . It is NOT
necessary a TO alternate aerodrome
Can we perform AUTOLAND in rwy contaminated ?

Autolands on Contaminated Runways FCTM 5.21

AFDS ROLLOUT mode performance cannot be assured when used on contaminated runways. The ROLLOUT
mode relies on a combination of aerodynamic rudder control, nose wheel steering and main gear tracking
to maintain the runway centerline using localizer signals for guidance. On a contaminated runway, nose
wheel steering and main gear tracking effectiveness, and therefore airplane directional control capability,
is reduced. To determine the maximum crosswind, use the most restrictive of the autoland crosswind
limitation, or during low visibility approaches, the maximum crosswind
authorized by the controlling regulatory agency. Consideration should also be
given to the Landing Crosswind Guidelines published in chapter 6 of this manual
or operator guidelines.
If an autoland is accomplished on a contaminated runway, the pilot must be prepared to disengage the
autopilot and take over manually should ROLLOUT directional control become inadequate.

FCOM SUP ADVERSE WEATHER 16.26

Note: AFDS ROLLOUT mode performance cannot be assured when used on contaminated runways. In this
case Auto-land only authorized in CAT IIIA or better with mid- point RVR 125m or greater. PF must be
prepared to disengage the autopilot and take over manually. Should roll-out directional control become
inadequate.

BOEING MAGAZINE

Can we take off with only 150 m on destination ?

OMA 8.1.2.2.2
Planning Minima for Destination Aerodrome (DEST)
The appropriate weather reports or forecasts, or any combination thereof, indicate that,
during a period commencing one hour before and ending one hour after the estimated
time of arrival at the aerodrome, the weather conditions will be at or above the
applicable planning minima as follows:
1. RVR / Visibility will be at or above the applicable landing minima, taking into account
the status of the ground equipment, aircraft systems, and crew qualification.

DESTINATION EGLL IS CAT III B CURRENT RVR 150 M > 75M, SO OK

EGCC MANCHESTER AIRPORT INFORMATION
Part C
- Weight restriction RWY 23R B777W 326 T
- There is a line of hills 10nm to the East running from North to South and hills to the North of the
City; both of which contribute to the 3,500ft MSA.
- Buildings on final approach to RWY23L and 23R are most significant obstacles. The city lies North
with several high man made structures
- Aircraft commencing a climb or descent in accordance with an ATC clearance should inform
controller if they cannot maintain a minimum rate of climb or descent during the level change is
less than 500ft per minute
- In addition to the GPWS risks contained in the Jeppesen charts given extended routings whilst radar
vectored for RWY23L/R. Flight Crew should note that there is a large Television Mast (2,490ft
AMSL) at approximately 20nm on the extended center line. This will create a GPWS alert if it is
overflown within the GPWS envelope.
- The all Engine Acceleration Altitude is not 3,000ft or higher, since the SIDs out of UK aerodromes
are NPRs and not standard ICAO noise abatement procedures
-
JEPPESEM 10-1P PREFERENTIAL RWY RWY 23R/L shall be used for all movements when
tailwind component is not greater than 5 KT on RWY or at 2000
JEPPESEM 10-1P1 LOW VISIBILITY PROCEDURES (LVP) DURING CAT II/III OPERATIONS
Pilots will be informed by Arrival and Departure ATIS or by RTF when these procedures are
in operation. - Departing ACFT: ATC will require departing ACFT to use the
following holding points: RWY 23R: J1, M1. RWY 05L: A1, AG1, AF1
Pilots should note that RWY 05L/23R has a convex profile, the highest point
is ABEAM TWY HZ
JEPPESEM 10-1P3 ARRIVALS CAT II/III OPERATIONS RWY 05L and 23R, subject to
serviceability of the required facilities, are suitable for CAT II/III operations. However, due
to terrain profile, RWY 05L CAT II approaches may only be made by ACFT CAT A and B (Vat
not greater than 120 KT), and when the ILS status is CAT III.
JEPPESEM 10-1P4 ARRIVALS Due to high ground East of the APT, descent below 3000' will
be in accordance with chart Manchester 10-1R.
Recommended speeds:
210KT-240 KT intermediate approach;
160 KT-180 KT at arange of 12NM from touchdown;
160 KT from 8NM to 4NM from touchdown.

JEPPESEM 10-1P5 DEPARTURES When requesting start-up or push-back, pilots should give
the full call sign, type and stand number “Ground QTR… B777W ,stand ….
Ready for push and start”
JEPPESEM 10-1P6 DEPARTURES After take-off, pilots should ensure that they are at a
minimum altitude of 760' before commencing any turn
Destination EGLL ATIS RWY 09L 360/10 0150 R09L/0100 FG 01/01
Q9995 OM A 8.4.6.1 Point 5
If the forecast is below CAT I minima ( in destination aerodrome) , verify that alternate
aerodrome weather forecasts are appropriate to the available approach aids and at least
equal to or better than the planning minima.

Alternate EGCC Manchester → Planning minima Dest Alternate for CAT II/III is CAT I
 TAF conditions in EGCC > CAT I , so OK

Fuel Planning: As guidance a minimum of:

OM A 8.4.6.1 Point 6
• 30 minutes holding fuel should be carried for expected holding delays
when Low Visibility
Operations are in effect at an arrival airfield to cater for congestion.

 OFP includes = 30´ ADD W over EGLL

In the Aircraft :
1) WHEN ICING CONDITIONS EXITS → YES

 ICING CONDITIONS ……………………………………………YES

 FREEZING CONDITIONS………………………………………YES
 RWY CONTAMINATED ……………………………………….YES
 DE-ANTIICING ……………………………………………………NO

Do the normal preparation with the following considerations

- Verify with ground Staff the Deicing is not needed and
check it during wall Around
- Review SUPP 16 .3 and create bookmark
- Performances Calculations: DERATE YES, FLEX NO . The
EO ACC is automatically LOW Tª corrected by OPT
.Remember modify the new EO ACC in the FMS .

NEW THR RED / ACC AND EO PROCEDURE

ACN 011/18
Perform a NORMAL BRIEFING
- Consider ref to SUP PROCEDURES 16 for Anti icing procedures

ENGINE START : Do the normal engine start with the following considerations
- OPEN the SUPP PORCEDURES ; ENGINE START PROCEDURES read
- Oil pressure may be slow to rise
- Initial oil pressure rise may be higher than normal
- Additional warm-up time may be needed to allow oil temperature to reach the
normal range.

After Engine Start

- ENGINE ANTI ICE must be ON after Engine Start → FCOM SUPP 16.3
Engine Anti-ice Operation - On the Ground
Engine anti-ice must be selected ON immediately after both engines are started and remain on
during all ground operations when icing conditions exist or are anticipated, except when the
temperature is below –40°C OAT.
- FLIGHT CONTROL CHECK ; If the wings are clear FCOM SUPP 16.4

If there is snow or ice accumulation on the wing, consider delaying the flight control check
until after de-icing/anti-icing is accomplished
- FLAPS UP → FCOM SUPP 16.4
If taxi route is through ice, snow, slush or standing water in low temperatures or if precipitation
is falling with temperatures below freezing, taxi out with the flaps up. Taxiing with the flaps
extended subjects the flaps and flap drives to contamination. Leading edge devices are also
susceptible to slush accumulations

- Additional Warm- up > 3min to allow oil temperature to reach the normal range
TAXI
- Max Speed 10 kts
- Engine run up in the holding point
FCOM SUPP 16.4
When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed,
to minimize ice build-up. Use the following procedure:
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.
- Tank fuel temperature prior to takeoff must not be less than - 40°C or 3°C above the fuel
freezing point, whichever is higher ( FCOM LIM)
BEFORE TAKE OFF PROCEDURE
- Set Flap for Take off
- Run up on the Holding point or line up

When engine anti-ice is required and the OAT is 3°C or below, the takeoff must FCOM SUPP 16.4
be preceded by a static engine run-up. Use the following procedure:
Note: Operation in icing conditions may result in engine vibration indications above the normal
operating range during ice shedding.
Run-up to as high a thrust setting as practical (minimum of 50% N1), confirm stable engine
operation, and if vibration indications are available, ensure engine vibration indications are below 4
units before the start of the takeoff roll.

TAKE OFF CROSS WIND

 Rolling take off is strongly advised when crosswind exceed 20 kts or tailwind
exceed 5 kt
 Initial rwy alignment and smooth symmetrical thrust
 Use a higher thrust than recommended by OPT ,this is to prevent the crosswind
changes to tail wind component during take off run . For example we can eliminate
the Assumed Temperature
 Consider increase VR ,max VR+20
 Apply smoothly symmetrical thrust
 Light Forward pressure until 80 kts ( Remember the Rudder is effective at 60 kts)
 Avoid rotation during a gust. If a Gust is experienced near VR ,momentarily delay
rotation.
 When RWY wet or slippery ,the PM should give special attention to ensuring the
engines have symmetrically balanced thrust indications

AFTER TO :
- ENGINE ANTI ICE Auto with flaps up NOP´S 21.49
SID “SANBA 1R”
1. On 134.43
“ QTR 1BT SANBA 1R DEPARTURE ,PASSING…..
FEET ,CLIMBING 5000”
2. WARNING
3. SPEED PROFILE
a. 250 kts up to Fl 100
b. 280-290 up to FL 260 (OFP FL 170)
4. SID´S REQUIRE MINIMUM CLIB GRADIENT

You can check the gradient EFB OPT User Guide

9.1

ALTITUDE TEMPERATURE CORRECTION EGCC Tª -02 ELEV 257´

HIGEST MSA 3500 3500- 257 = 3243 10% 325
 Corrected MSA 3825 ft
 SID altitudes above Corrected MSA
TCAS RA DURING CLIMB

FCOM 15.10.6 TCAS SELECTOR

ABV (above) – altitude reporting traffic from 2,700 feet below to 7,000 feet above current
altitude displayed.
N (normal) – altitude reporting traffic from 2,700 feet below to 2,700 feet above current altitude
displayed.
BLW (below) – altitude reporting traffic 7,000 feet below to 2,700 feet above current altitude
displayed.

FCOM 15.20.12 An RA is a prediction that another airplane will enter the TCAS conflict
airspace within approximately 20 to 30 seconds

FCOM 15.20.12 TCAS messages and TCAS traffic symbols cannot be displayed on the ND in
the VOR–centered, approach–centered, or plan modes.

FCOM 15.20.13 When TCAS predicts an RA:

• the TCAS red message TRAFFIC is displayed on the ND
• a TCAS voice annunciation sounds
• TCAS PFD vertical guidance is displayed

FCOM 15.20.14 A TA is a prediction another aircraft will enter the conflict airspace in 25 to 45
seconds. TAs assist the flight crew in establishing visual contact with the other aircraft

FCOM 15.20.32 All RA are inhibited in case of any GPWS or PWS warning alert occurs
 OM A 8.3.6 Do not perform a maneuver based on a TA alone
The PF must strictly follow the TCAS RA even when:
◦ a controller is issuing a contradicting ATC clearance.
◦ a conflict close to top of the operating envelope exists.
◦ a traffic information from the controller is received.
◦ there is a visual acquisition to other traffic.
Note: If RA requires “CLIMB” whilst the aircraft is in landing configuration, a go-
around shall be initiated. Manoeuvring to comply with the RA must be limited to the
minimum required.

OMA 8.3.6 CALL OUTS PILOT MONITORING

“Qatari 001, TCAS RA”
“Unable TCAS RA".
“Qatari 001, Clear of conflict returning to [FL or ALT]”.
“Qatari 001 clear of conflict (assigned clearance / instruction) resumed”.

OM A 11.2.4 Air Safety Reports are to be filed for the following types of incident
TCAS Resolution Alert (actual or spurious), AIRPROX or ATC incident

“TRAFFIC TRAFFIC”
PF PM
“I have CTRL” “ Ctrl QTR… we have a Traffic 1000 ft below in
“Please ask the Tower if they have any information opposite heading
about the traffic”
RESOLUTION ADVISORY
“QTR … TCAS RA”
AP OFF ,ATHR OFF
Apply power to comply with maneuver
“CLEAR OF CONFLICT” OM8.3.6
PF PM
PF return to initial altitude promptly and smoothly “ CTR QTR… clear of conflict returning to Fl…/Alt ”
“QTR … clear of conflict (fl/alt) resumed”
Call the CSD
EICAS : [] SGL SOURCE RAD ALT at 10.000 ft
PF PNF
“ I HAVE CTR” NNC
Request NNC

“SGL SOURCE RAD ALT NNC complete”

Review STS and Recall
PERFORM DODAR
“ Both RA are using the same source” which means
CAT I only
For CAT II/III ,SGL source RAD ALT not displayed
The last RVR in EGLL was 150 m , however there is at
least 37’ of extra fuel to wait over EGLL, after that we
should proceed to ALTN

Request last WX in EGLL , EGCC , EGKK ( Gatwick) , EGSS ( Stansted) EGBB (Birmingan)
If WX in EGLL allows CAT I or they are getting If WX in EGLL below CAT I
better
st
1 Hold or Proceed to EGLL ( we can rqst hold
until WX improves if fuel allows it ) 1st Come back to EGCC ( LOC RWY 23R)
We have 7 min per contingency and 30´per LVP 2nd Diversion to other alternate
in destination. So we could wait at least 37 min.

Before taking a decision consult with IOC

ATC ; RVR improving / ALS ( Approach Light System) is not operational except the last
420m
Effect of Failed or Downgraded Ground Equipment

PREPARE ILS 09L at EGLL or LOC APPROACH RWY 23R at EGCC

 Conclusion :
- Only CAT I
- For a precision approach (CAT I/II/III) the only requirement is
visibility/RVR 8.1.2.2.2 .
- If ATC informs “ALS is not operational except the last 420m”
review OMA 8.1.3.14 . In this case a RVR 750m is required .
- Low Tª Altitude Correction According with PART C .
-

Can we initiate the approach ?

The approach may only be commenced if the reported Visibility / RVR meets the
relevant minima.
If the reported Visibility / RVR is less than the relevant minima, the approach may
be commenced, provided the Commander considers there is a reasonable
expectation that it will meet the relevant minima before reaching the Approach Ban
Point (APB).

For a Non-Precision Approach, CAT I ILS / GLS only the visibility or touchdown zone
RVR need be considered.
ATC : During descent a PIREP about SEVERE ICING BETWEEN FL070 and 2000 ft

CAUTION: Avoid prolonged operation in moderate to severe icing conditions. FCOM SUP 16.8

If moderate to severe icing conditions are encountered:

During flight in moderate to severe icing conditions for prolonged periods with N1 settings
at or below 70%, or when fan icing is suspected due to high engine vibration, the fan blades
must be cleared of any ice. Do the following procedure every 15 minutes on both engines,
one engine at a time: reduce thrust toward idle then increase
to a minimum of 70% N1 for 10 to 30 seconds.

Note: Operation in icing conditions may result in displayed vibration levels up to and
exceeding the normal operating
range. Extended operation at high vibration levels in icing conditions will not result in
engine damage.

FCOM SUP 16.8

WAI In flight
The secondary method is to select the WING ANTI–ICE selector ON when
wing icing is possible and use the system as an anti–icer

PF PM
Select ENG and WING antice ON

Low Tª Altitude Correction According with PART C

8.1.1 COLD TEMPERATURE ALTITUDE CORRECTION
1. Altitude corrections should be calculated and verified by both pilots.
2. If the aircraft true altitude is above MSA, temperature correction is NOT required.
3. When the Flight Crew applies altitude corrections to any altitude, ATC should be advised
of the correction applied.
4. In mountainous regions during any cold temperature operation (0°C or below), the need
to make correction to all published approach procedure altitudes must be carefully
considered.
5. Minimum engine-out acceleration altitudes calculated by Boeing Take-off performance
software have temperature correction applied to the result.
 10-1P3 2.1. SPEED RESTRICTIONS Pilots
should typically expect the following speed
restrictions to be enforced:

- 220 KT from the holding facility during

the initial approach phase;

- 180 KT on base leg/closing heading to

the final APCH;

- Between 180 KT and 160 KT when

established on the final APCH;

and thereafter 160 KT to D4.0

ALTITUDE TEMPERATURE CORRECTION EGLL Tª 01 ELEV 83´

HIGEST MSA 2200 2200 – 83 = 2117 10% 212
 Corrected MSA 2412 ft
DH AAL 200 ´ 10%20
 Corrected DA 299 ft
 FINAL APPROACH FIX ( 2500 FT ) AND GO AROUND ALTITUDE 3000´are above
CORECTED MSA , so don´t apply
IF COME BACK TO EGCC LOC RWY 23R
EVALUATION 2 EGLL – EGCC in cruise QTR 2BT
RTE : EGLL 09L ULTIB1B T420 TNT DAYNE2A EGCC 23R
ATIS RWY 23R 300/ 15 OVC010 7000 -02/-05 Q995 RMK RWY CONDITIONS WET

Perform Briefing EXPECT VECTOR FOR VOR DME RWY 23R

PREPARE NPA VOR DME RWY 23R OM A 8.1.3.5.1

Non-precision approach (NPA) .A non-precision approach (NPA) operation is an instrument

approach using any of the facilities described in Table 8 - 10 (System minima), with a
MDA/H or DH not lower than 250ft and an RVR/ CMV of not less than 750 m.

For a Non-Precision Approach, CAT I ILS / GLS only the visibility or touchdown zone
RVR need be considered.

NOP´s 21.58
VNAV should be used only for approaches that have one of the following features:
• a published GP angle on the LEGS page for the final approach segment
• a RWxx waypoint at the approach end of the runway
• a missed approach waypoint before the approach end of the runway (for example, MXxx)

Approach Other thanI LS/LOC OM A 8.3.0.10.2

In order to use LNAV/VNAV or Managed mode/IAN/FLS beyond the FAF the following
conditions apply:
• Approach in the FMC
• Modifications of the waypoint at or beyond the FAF are only permitted in line with FCOM
procedures.
• 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° (1º for RNP-AR) of
the published course;
2 The distance from the FAF to RWY/MAP shall be checked to be within 1 nautical
mile of the published distance;
3 No minimum-crossing altitude is infringed by more than 10'; Altitude at RWY or
MAP is appropriate;
4 A difference of ± 0.10° between the charted vertical profile and the FMS database
value is acceptable;
5 For RNP-AR approach:
 • 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°).

 Check Approach is in FMC Set Altitudes and Speed constrains according STAR
o Fl200 25nm before TNT
o Fl 080 by DAYNE
o SLP 250 kts if crossing at or below FL140
 Use of VNAV according SOP´s 21.58
 Validate the approach ( Final Course , Distance and angle within limits)
 Set FIX FAF with 2NN
 DA/ MDA + 50´ OMA 8.3.0.10.4 + Low Tª Corrections = 788´
 Low Tª Corrections
o Corrected MSA → 3500 – Elev 257´= 3243´ 10% =325
 Corrected MSA = 3500 +325 = 3825´
o Corrected MDA → 740 – 257´= 483´ 10% = 48´
 Corrected MDA = 740 + 48 = 788 ´

ATC : When ready DCT to DAYNE maintain Speed 270 kts ,cross DAYNE at FL 070
Expect VOR DME RWY 23R ILS not available
ATC : “Leave DAYNE HDG 040 , maintain min clean speed and expedite descent to 3500 ft , Nº
1 for approach”

PF PM
To comply with instructions
Set Intervention Speed “minimum Clean”
Use Speedbrake + FLCH
FCOM 15.10 GPWS provides immediate alerts, and look-ahead obstacle and terrain alerts
for potentially hazardous flight conditions involving imminent impact with the obstacles
and the ground.
GPWS with a forward looking terrain avoidance function, generally referred to as
Enhanced GPWS and known in the United States as Terrain Awareness and Warning
System (TAWS).

FCTM 7.16 During RNAV (RNP) AR operations in close proximity to terrain on departure or
approach, crews may experience occasional momentary terrain caution-level alerts. If
these alerts are of short duration and have ceased, crews should verify they are on the
required path and consider continuing the procedure using LNAV and VNAV. Depending
upon where initiation occurs, the risks of terrain contact while executing a terrain
avoidance maneuver may be higher than continuing on the required track.

Terrain warning-level alerts always require immediate action. FCTM 7.16

OM A 8.3.5 When a warning occurs:

• During the night or IMC conditions, a go-around shall be immediately initiated. Do not
delay reaction for diagnosis.
• During daylight VMC conditions , with terrain and obstacles clearly in sight, the alert
may be considered cautionary. Take positive corrective action until the alert ceases, or a
safe trajectory is ensured.

GPWS CAUTION LEVEL ( “CAUTION TERRAIN” “CAUTION OBSTACLE” “ SINK RATE” “

TERRAIN” “TOO LOW TERRAIN”… : During VMC with obstacles or terrain clearly in sight or
during RNAV RNP AR ( momentary alert) – Consider cautionary and verify or correct the
desired path or the a/c configuration

GPWS WARNING ( “PULL UP” “OBSTACLE PULL UP” “TERRAIN TERRAIN PULL UP” :
IMMEDIATELY ESCAPE MANEUVER except in VMC with positive visual verification that no
hazard exits.
NOTE: Initial attitude 20º but if we need more the limit in all cases is the Pitch that results
in intermittent stick shaker or initial buffet ( PLI)
NOTE : Do not use the Flight director
NOTE : In both causes ( Caution or Warning) If positive visual verification is made that no
obstacle or terrain hazard exists when flying under daylight VMC conditions prior to a
terrain or obstacle (as installed) warning, the alert may be regarded as cautionary and the
approach may be continued
NOTE : Continue Climbing until MSA if IMC or until visual verification that the a/c is cleared
the terrain

CAUTION LEVEL

REMEMBER
 Procedure says APPLY MAX TRUST , not press TOGA .
 The flight crew ensure the speed brake lever is retracted and wings level.
 The PF disconnects the automation, applies maximum thrust and rotates to an initial pitch of 20º
 PM call out any trend toward terrain contact
 Proper automation re-engagement after the escape manoeuver.
  The PF executes the escape manoeuvre and the PM monitors, advises and assists the PF.
 The crew considers adjusting the flight path instead of applying the escape manoeuver during
daylight and VMC with terrain and obstacles clearly in sight.
 During the GPWS escape manoeuvre, the crew calmly applies the manoeuvre by memory

COMMON ERRORS
o PM not calling out radio altitudes and trends.
o PF not making appropriate callout.
o Improper reengagement of automation after escape maneuver.
o PF not applying the appropriate pitch and power settings for the maneuver.
o Crew misinterpreting the different GPWS warnings.
o Crew do not cross-check/challenge altitude assignment below MSA
o While in VMC conditions with terrain and obstacle clearly in sight , the crew decides to apply an
escape maneuver based on a GPWS alert only.
o Pilots stopping the escape maneuver before climbing above the MSA or until visual verification can
be made that the airplane will clear the terrain or obstacle even if the GPWS warning stops.
o Crew rushing procedural steps of the maneuver and consequently missing some memory items.
VECTOR FOR NPA VOR DME RWY 23R

 Verify LNAV and VNAV PTH, ALT or VNAV ALT

 Remember call Out “APPROACHING GLIDE
PATH “ at 2 NN
 DA/MDA +50 = 690´+50´= 740 + Low Tª
Correction = 788´
 Remember call out “ Approaching fix , 3500 ft”
PM and “Check” PF
 Remember set Missed Approach Altitude 300
ft below GA altitude 3825´
MANOEUVRE VALIDATION (EGLL 09L)

ATIS EGLL : 09L 360/10 800 R09L/1000 FG OVC 002 01/00 Q995 NOSIG
CLEARANCE : ULTIB1K departure ,climb 3000 ft
RWY 09L SPECIAL EO SID : At 6 DME LT to CHT ( 299 INB LT)

PF PM
Engine fail
“ENG FAIL”
“GO”
A VR : Pitch 12º in 5 sec Maintain V2 “ Positive rate”
( Put the box lining with the line of
10º)

At 50 ft “LNAV”
At 200 ft “AP” PM “ Activate Special EOSID / RTE 2”
At 400 ft “VNAV” “ ASSESS THE SITUATION”
Memory Items if needed
No Damage ; EGT decreasing, N1 and N2 rotating, Oil qt normal
Damage : Memory Items

PM COMMUNICATE “ MAYDAY X3 QTR… WITH ENGINE FAILURE FLYING

TO … 3000 FT I CALL YOU BACK”
If ground track is not consistent with desired flight path, use HDG SEL/TRK
SEL/LNAV to achieve the desired track
Note: The AFDS limits the bank angle to 15° until V2 + 10 knots to maintain at least
adequate maneuver margin. The bank angle limit increases to 25° by V2 + 20 knots if
LNAV is engaged, or when HDG SEL or TRK SEL is engaged with the bank limit in
AUTO
At EO ACC altitude QR 1000 ft : Verify AC is accelerating
- Verify Speed Up and Clean CON
- While Flaps are retracted : Set New Altitude CENA
ENG OUT

NNC

AFTER TO CL

At FLAPS UP : Verify VNAV or FLCH and CON + ENG OUT prompt EXE
NNC “ Engine Fire , Fail , Severe damage CL”
“AFTER TO CHECK LIST”
ANALISE : LAND,FUEL JETTISON (6000 ft), INFORM CSD, COMPANY AND
PAX
IMPT * Review the EO SID to verify non restrictions during GO around with EO
ILS 09 L + MANUAL GO AORUND with N-1
OM A 8.3.0.12
The decision to initiate a go-around and conduct a missed approach shall be
clearly announced by the PF in accordance with SOP/NOP.
Once the decision has been made to conduct a go-around, it is irrevocable and the
procedure shall be completed.
ATC shall be advised as soon as practicable.
Maximum number of Approaches refer to OMA 8.3.0.12.3

 TO/GA is armed when flaps are out of up or glideslope is captured

 Pushing either TO/GA switch activates a go-around. The mode remains active even if
the airplane touches down while executing the go–around.
 When the flight director switches are off, pushing either TO/GA switch displays the
flight director bars.
FCOM 4.20.17
With the first push of either TO/GA switch:
• roll and pitch activate in TO/GA
• autothrottle activates in thrust (THR) to establish a minimum climb rate of 2,000 fpm
• the AFDS increases pitch to hold the selected speed as thrust increases
• if current airspeed remains above the target speed for 5 seconds, the target airspeed is reset
to current airspeed (to a maximum of the IAS/MACH window speed plus 25 knots)
• with an LNAV path available, LNAV automatically activates:
• above 50 feet radio altitude when autopilot is not engaged, or
• above 200 feet radio altitude when autopilot is engaged

With the second push of either TO/GA switch, autothrottle activates in thrust reference
(THR REF) at full go–around thrust.

When an LNAV path is available, LNAV activates above 50 feet RA with no autopilot
engaged; and above 200 feet RA, LNAV activates with an autopilot engaged

PF PM
At minimums : No visual references → GO AROUND
“ GO AROUND FLAP 20” “POSITIVE RATE”
“ GEAR UP”
Check LNAV engage
COM : “ London tower Qtr… go around”
At Missed App altitude
At ALT Speed up and clean the A/C
With Flaps up ; Set FLCH or VNAV
Verify CLB thrust ( CON n-1)
“After TO Check List” “After TO check list completed”
Inform Pax
NEW APPROACH 1ST LOC 2ND RNAV (GNSS) 09L
GENERAL CONDITIONS 8.3.0.10.2
a) Approach in FMC
b) Not modifications at or beyond the FAF
c) Validate the approach
a. Final course +- 3º ( 1º for RNP-AR)
b. Distance FAF to RWY +-1NM
c. No minimum crossing altitude pass by more than 10´
d. Angle +-0.1º ( for RNP AR -0.01 +0.1 )
e. Check if we can use FD until ground if RWY ele + 50ft
d) ISA deviation in the descent angle
a. If OAT is out of VNAV tª limitation ,the crew may continue use of VNAV
mode but with minimums of LNAV ONLY ( OM A 8.3.0.10.2 f) “No for
RNP”
e) VNAV mode should be used only for approaches that have one of the following
features ( If not, use FPA or VS )
a. A published GP angle on LEGS for final approach segment
b. A RWY waypoint at the end of the approach
c. A missed approach waypoint before the approach end of the runway
f) RNAV approaches ; the missed approach shall be flown in LNAV / VNAV. In case of
Missed Approach due to ANP degradation , we have to inform ATC and request
instructions

8.3.2.7.10.3 In the event of radar guidance

“Direct to” clearances to the IF can be accepted provided that the resulting track change
does not exceed 45 degrees as the aircraft must not intercept the final segment less than
2nm from the FAF, in order to ensure stabilization of the final flight path.
“Direct to” clearances to the FAF must not be accepted.

RNAV approach is an approach based on capability of the aircraft to operate on any desired
flight path within the coverage of station -referenced NAVAIDS. And does not include the
requirement for on board performance monitoring and alerting . RNP is an approach based
on GNSS with monitoring and alerting system
Conditions to initiate a RNAV or RNP approach
LVO (EGLL 09L )
RTO DUE TO ENGINE FAIL

REJECTED TAKE OFF

OM A 8.3.0.16.1
The basic policy is to be 'go-minded', unless the stopping actions can be initiated before
V1.
OM A 8.4.6.3.1 RTO DURING LVO Takeoff shall be discontinued if the required visual
references are lost:
• Below 80kts for Boeing
• Refer to fleet specific FCOMs procedures. At higher speeds the takeoff should be
continued, making use of centerline guidance.
• With very limited visibility, directional control with reference to centerline is difficult,
particularly with the inherent swing of an engine failure, and loss of “streaming effect” as
speed reduces demandsan early correction to maintain the centerline.
• Remember, standard runway centerline lights change from white to alternate red and
white when there is approximately 3,000 ft (900 m) of runway remaining and to continuous
red when there is only 1,000 ft (300 m) remaining.
• If the take-off was rejected then the Commander should switch all landing lights ON so
that the emergency services can easily identify the aircraft in a bad visibility conditions.

Rejected Takeoff
The RTO autobrake setting commands maximum braking pressure if:
• the airplane is on the ground
• groundspeed is above 85 knots, and
• both thrust levers are retarded to idle
Maximum braking is obtained in this mode. If an RTO is initiated below 85 knots, the RTO
autobrake function does not operate
Prior to 80 knots, the takeoff should be
rejected for any of the following:
• activation of the master caution system

• system failure(s)

• unusual noise or vibration
• tire failure

• abnormally slow acceleration

• takeoff configuration warning

• fire or fire warning

• engine failure

• predictive windshear warning

• if the airplane is unsafe or unable to fly

Above 80 knots and prior to V1, the takeoff

should be rejected for any of the following:
• fire or fire warning

• engine failure

• predictive windshear warning

• if the airplane is unsafe or unable to fly
During the takeoff, the crew member
observing the non-normal situation will
immediately call it out as clearly as
possible.
CAPT says “ STOP “ FO
Thrust Levers IDLE, “SPEEDBRAKES UP” or
Disengage the A/T “Speed Brakes no Up”
Verify AUTOBRAKE or Manual
Braking “REVERSERS GREEN” or
Apply FULL REV ( consist with the “NO Reverse L, R”
conditions)

Check RTO operation and verify “ 60 KTS” with 60 KTs

Speedbrakes are extended -COM to ATC “ Tower QTR…
At 60 kts Reverse IDLE stopping on RWY…”
AT TAXI speed close Reverse
When A/C is stopped; CAPT – PARK BRAKE
“ATTENTION CREW AT STATION”
- Evaluate
- If Fire ; MEMORY ITMES+ EVACUATION + FIRE EQUIPMENT
- DO NNC ( if possible)

Evacuation required? Yes - Evacuation Check list

YES-Evacuation Check list + FO read item and who perform
STROM LIGHT the action
NO – “Crew and Pax remain “Parking brake …Set… Captain”
seated ” NO- “Brake cooling Schedule”

This decision should be made using all available resources - NNC, ATC,
fire services, etc
If Evac CPAT “ EVACUATE x3” First Officer “ Control Qtr… we´re
going to evacuate on RWY …”
See brakes Tº ( final tª is reached after 10 min)

PM- Awareness of the ground speed when the reject manoeuver is started
for later calculations for brake cooling.
If Tª> 5.0 CAUTION ZONE Plugs may melt advise ground staff brakes
are hot
If Tª > 6.3 FUSE PLUG MELT ZONE Clear RWY immediately and stop
do not TAXI
Review the Brake cooling Schedule and all considerations
PA ANNOUNCEMENT
QRH PI 21.38

IN CASE OF RTO DUE TO FIRE .

- After STOP the a/c ,PRK BRK “ Attention Crew at Station” Asses the situation
o If ENG FIRE memory items and if the FIRE continue after the second agent –
EVACUATE DON´T CONTINUE WITH THE C/L
 OMA 8.3.0.16.9
FUEL DUMPING DURING DOWNWIND
Before initiate a Fuel dumping verify if landing is possible with MLW
EGLL RWY 09L RWY DRY 360/10 Tª 01 Q995

In the event the methods ( Fly faster, Hold, Early configuration,…) 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 Abnormal/Non-normal Checklist.

It is permitted to land an aircraft exceeding the:

A. MLW during Non-normal (Boeing)/Abnormal (Airbus) operations.
B. MLW and/or RLW in an Emergency situations.
C. MLW and/or RLW in situations other than Abnormal or Emergency, in consultation with
IOC/ MOCC.

In the absence of an emergency situation the Commander may consider jettisoning fuel.
Time permitting; IOC/MOCC should be consulted

The Commander shall notify the appropriate ATS unit if he intends to jettison fuel giving the
following information:
A. Position, time and level;
B. Reason for fuel jettison;
C. Commencement and termination of jettison operation.
5. Normally fuel jettison must be conducted within an area selected by ATC for this purpose.
Whenever such an area cannot be assigned by ATC, the Commander shall select an area for
the
jettison of fuel within which no hazard to persons or property will be caused.
6. The jettison operation should not be conducted below 6,000 ft AGL. Fuel jettison in a
holding
pattern and descent into the area used for jettison should be avoided in order to remain
outside
the kerosene cloud.
7. Fuel jettison should not be performed in the vicinity of thunderstorm activity

FCTM 8.25

Fuel Jettis
Fuel jettison should be considered when situations dictate landing at high gross weights and
adequate time is available to perform the jettison. When fuel jettison is to be
accomplished, consider the following:
• ensure adequate weather minimums exist at airport of intended landing
• fuel jettison above 4,000 feet AGL ensures complete fuel evaporation (at least 6000 ft
Qatar Airways )
• downwind drift of fuel may exceed one NM per 1,000 feet of drop
• avoid jettisoning fuel in a holding pattern with other airplanes below.

FCOM 12.20.6

ARM SYSTEM ; FUEL Tª is replaced by TO REMAIN . It is the fuel qt to reached the

MLW, MLW fuel.
Active the System by open L/R NOZZLE

FUEL jettison is form all 3 tanks In B777-200 when the a/c is heavy and loaded near the
FWR CG ,fuel is jettison first from the CENTER tank to keep the CG in limits .

The system ensure at least 5.200 kg of fuel in main tanks (3.800 kg BAH,BAJ,BAN,BAP)

JETTISON RATE
- With Fuel in Center Tank 4 pumps 2500 kg / min
- With 2 pumps or center tank empty 1400 kg /min

 Refer to unannunciated checklist for correct procedure

 Inform ATC of intention to jetitison as well as position, reason for jettison and time to
commencement and termination of jettison operation
 Area is free of thunderstrom activity , the area is not a hazard to person or property
and downwind drift does not affect to other traffics
Prepare ILS CAT 3B RWY 09L OMA 8.3.0.11.3.1

Category II / III Approaches

Each CAT II / III approach shall be planned and flown as a CAT III approach followed by an
Autoland.
Autoland is mandatory from a CAT II / III approach

Automatic landing limitation

Wind : Headwind 25 kts Tailwind 15 kts Crosswind 25 kts

Automatic landings can be made using flaps 20, 25 or 30, with both engines operative or one
engine inoperative. The autopilot flight director system (AFDS) autoland status annunciation
must display LAND 2 or LAND 3. ( A7-BBA-BBI, BFA-BFJ flaps 20 or 30)

OMA 8.4.6.4.2

CAT RVR DH HOW RVR ? VISUAL REQU

I 550 m 200 FT 1 (TDZ) 3 consecutives lights + Lateral Element(
8.3.0.9.4.2 Crossbar, LDG threshold, barrete)
II 300 m 100 FT 3
IIIA 200 m 50 FT 3 3 consecutives lights ( RCL, REL,… )
IIIB DH 150/125 m 50 FT 3 1 center light
III B NO DH 75 m NO 1 N/A

Note: Refer to Part A. Failed or downgraded Equipment-effect on Landing Minimums.

Note: Autothrottle system and at least one autothrottle servo motor are required for CAT
IIIB approach.
CAT IIIB App with 'No DH'; set CAT IIIA DH and blank display:
• Push Minimums Reference Selector for Downgrade
FCOM SUP 16.25

SPECIAL CALL OUTS

At 500 ft – “500” to check the ASA is LAND 2 or 3
At 200 ft – “ ALERT HEIGHT” ONLY DURIGN CAT3 FAIL OPERATIONAL
At 50 ft – “FLARE” FLARE (active) – during autoland, flare activates between 60´ and 40´
AT 25/50 ft- “ IDLE”
At 2 feet – “ROLL OUT”
PERFORM NORMAL BREIFING + REVIEW MALFUNCTION AND
DOWNGRADE PROCEDURE
GO AROUND DUE TO FAILURE LOC FAIL
AT or below Alert Height 200 RA:
For any EICAS Alert:
• Continue the approach to an automatic landing and rollout unless the alert is accompanied by a Master
Caution. The pilot should not intervene unless it is clearly evident that pilot action is required. If a Master
Caution does occur a go-around must be flown, unless suitable visual reference has been established.
Final Approach

MASTER CAUTION alerts are inhibited with LAND 2 or LAND 3 displayed below 200ft RA, except
AUTOPILOT, AUTOTHROTTLE DISC and SPEEDBRAKE EXTENDED. In addition, on the B777 -
NO AUTOLAND.
MASTER WARNING alerts below Alert Height that require a go-around (unless in visual conditions) are
AUTOPILOT DISC and ILS Deviation Alert.
Note: Warning level EICAS alert messages are NOT inhibited during approach and landing (except PWS
alerts below 50ft RA
SPECIAL CALL OUTS
At 500 ft – “500” to check
the ASA is LAND 2 or 3
At 200 ft – “ ALERT
HEIGHT”
At 50 ft – “FLARE”
FLARE (active) – during
autoland, flare activates
between 60´ and 40´
AT 25/50 ft- “ IDLE”
At 2 feet – “ROLL OUT”
Bellow AH only GO AROUND for EICAS + CHINE
NASA
N – NO AUTOLAND
A- AUTOTHROTEL
S- SPEEDBRAKES
A- AUTOPILOT
DAY 2 SBT 1 ZBAA –RKSI QTR3BT
ZBAA ATIS : DEP RWY 36R 36003MPS 9999 OVC 015 01/M10 Q995 RWY WET

NOTES : DEICING REQUIRE NADP A

RTE : 36R LADIX 8A
RKSI ATIS : RWY34 30010KT CAVOK M03/M10 Q1011
1- WX ANALISIS
 Icing conditions exits and De- Icing is required
 Freezing conditions exits
 Low Temperature Altitude Corrections

2- DE ICING in holding points after Engine Start

 ENGINE START : Do the normal engine start with the following considerations
o OPEN the SUPP PORCEDURES ; ENGINE START PROCEDURES read
o Oil pressure may be slow to rise
o Initial oil pressure rise may be higher than normal
o Additional warm-up time may be needed to allow oil temperature to reach the
normal range.
o ENGINE ANTI ICE must be ON after Engine Start → SUPP 16.3
o FLAPS UP → SUPP 16.4

 After Engine Start

o EAI ON
o FLAPS UP
o Delay Flight Control Check
o OPEN the SUPP PORCEDURES ; ENGINE START
PROCEDURES read
o Additional Warm- up > 3min to allow oil temperature to
reach the normal range

 Before Start DE-Icing Procedure

o Contact with coordinator ( Review procedure in ZBAA)
o READ SUPP procedures : IF de-icing / anti-icing is need
SP16.4
o If the procedure is apply in 2 steps ,the Hold Over time
starts when the 2nd procedure ( Antiicing ) starts.
o Hold over time tables are in OM A 8.2.4.7
Fluid Types I ORANGE: For Deicing and low
characteristics for Anti-ice
Type II YELLOW : For Deicing and anti-icing
Type IV GREEN : For Deicing and anti-icing when
the OAT is very low. Long Hold over time

ZBAA 36R 36003MPS 9999 OVC 015 01/M10 Q995 RWY WET
HOLD OVER TIME TYPE I 0:45???
 OMA 8.2.4.8
 Standard Communication Terminology
• De-Anti-icing supervisor:
“Set parking brakes ON, confirm aircraft is ready for treatment, inform any special requests”
• Commander:
“Parking Brakes are ON, you may begin treatment and observe… (any special requests like:
ice under wing/flaps, clear ice on top of wing, snow on fuselage, ice on landing gear, anti-ice
type4…)”
• De-/Anti-icing supervisor:
“We begin treatment and observe…(special requests mentioned above). I will call you back
when ready”.
Only after equipment is cleared from aircraft and all checks are made:
• De-/Anti-icing supervisor:
“De-/Anti-icing completed. Anti-icing code is:… (plus any additional info needed). I am
disconnecting, standby for clear signal at right/left and/or contact ground/tower for taxi
clearance”.
• Commander:
“De-icing / Anti-icing completed, anti-icing code is…”.
Anti-icing Codes
Example: A de-icing/anti-icing procedure whose last step is the use of a mixture of 75% of
an ISO Type II fluid and 25% water commencing at 13:35 local time is transmitted as
follows: Anti-icingnCode: Type 2 / 75 13:35.
The Anti-icing code must be entered into the Aircraft Technical Log Book
CODE : TYPE I 100/100 START TIME…

 After Deicing : “ALL CLEAR SIGNAL”

 POST DE ICING: For ground personal

Capt must received a positive confirmation this check is completed and the a/c is
clean.

 PRE TAKE OFF CHECK : From inside of the a/c if HOT is still appropriate
 PRETAKE OFF CONTAMINATION CHECK
If time > HOT Hold Over time or any doubt about the state of the wing surface exists. The
check must be done by authorized person from outside.
May be carry out for FO from inside the ac if weather is good

 AFTER DEICING / ANTI ICING IS COMPLETED

o Read SUPP 16
o PACK …. AUTO
o ENGINE BLEED … ON
o Call Flaps ___”
o Before Take off Check list Stopped
  TAKE OFF
o If still HOT is fine PRE TAKE OFF CHECK from inside of the a/c
o When OAT < 3º T.O must be preceded by a static engine run-up
o Before Take off Check list

ZBAA CONSIDERATIONS
DE- ICING IN ZBAA JEPP 10-1P5
NADP A 1500/3000 JEPP 10-1P7

Use of the Metric Chart : Special Crew Brief section

The aerodrome is located 15nm Northeast of the city. No significant
terrain in vicinity of
aerodrome. Mountains extend from the West and continues in a
loop around to the Northwest and Northeast, notable spot heights of 4,600ft (AMSL) 24nm
West, 3,100ft (AMSL) 15nm Northwest and 2,100ft (AMSL) 16nm Northeast

LOW Tª CORRECTION ZBAA

MSA 7100 – 115 = 6985 10% 698
CORRECTED MSA = 7798 ( 7800)
3- RTO due to Capt incapacitation
PF
“STOP”  Close Thrust Levers
Stop the AC .  Disangage A/THR
 Apply maximum manual brakes or
verify operation of RTO
 Apply Max Reverse according with
the condition
 Verify Speedbrakes are extended

“Speebrakes UP”or “Speedbrakes no UP”

Perform Call outs “REV GREEN” or “ NO REV L (R)”
“ 60 kts”

Set Parking Brake + “ Attention Crew at Stations”

--- ASSES THE SITUATION Evacuation is not required
“Cabin Crew and Passenger reaming seated ” “ Ctrl QTR.. request vacate the rwy next to
the right” + Set PRK
“ CSD to the flight Deck .CSD to the Flight Deck ”
The Captain is incapacitate , Please move the seat to back ,request a Medical and we are
going to come back to the gate.
Check the Brake temperatures , if below 5.0 ( Caution Zone) we can taxi out
TWR QTR… we have the Capt incapacitate ,request taxi as fast as possible to the closest
available gate and medical assistance in the gate .

4- DUAL FMS FAILURE FCOM SUP 11.7

During FMS Alternate Navigation, the CDUs use their own internal memory, and the active
flight plan from one CDU is automatically cross-loaded to the other CDUs

LNAV can then be re-selected on the MCP

VNAV will not be available and an appropriate alternative vertical mode will have to be
selected, e.g. ALT, FLCH.

Navigation aids will have to be tuned using the on-side CDU, except the center ILS, which is
tuned from the left CDU.

Auto-throttles may be available depending on the nature of the dual FMC failure.
Without the FMS, there will be no calculation of V speeds for takeoff, flap manoeuvre
speeds or VREF speeds
Initial climb N1 of 92% (98% Engine Inoperative) may be used until maximum climb N1 can be safely
extracted from FCOM.
Climb
If FMS computed speeds are not available, select climb speed:
• 250 kts/ VREF 30 + 80 kts, whichever is higher - Below 10,000 feet
• 310 kts/0.84M - Above 10,000 feet
Cruise
In the cruise, LRC performance figures are available in FCOM.
Engine inoperative driftdown performance without FMS is available in FCOM.
Descent
When performance data is not available, select M0.83/300 kt as descent speed.
Use conventional 3 nm/1,000 feet.
Approach
Autothrottle is required for CAT III B approach.
Flap manoeuvre speeds and VREF will not be displayed. Extend flaps on schedule.
When approach manoeuvre speeds are not displayed on PFD, calculate speeds as per table below

All three CDUs receive inputs from the ADIRU FCOM 11.50

If both FMCs fail, the CDUs retain flight plan waypoints, except for conditional waypoints,
offsets, holding patterns, and missed approach waypoints.
New waypoints can only be entered in latitude and longitude

The alternate navigation system operates from three CDU pages:

• ALTERNATE NAVIGATION LEGS
• ALTERNATE NAVIGATION PROGRESS
• ALTERNATE NAVIGATION RADIO

Dual FMS failure at Vr [ ] FMC

PF PM
“Rotate”
“Positive Rate”
“Gear up”
The route should be still present on the ND from the CDU internal memory
Be carefull with hight terrain at north . If LNAV is not available inform ATC and request fly
direct LADIX
At 50 ft re-engage LNAV

At 200 ft AP ON
Verify A/THR available
At 400 ft – Set Vertical mode “FLCH”
Asses the situation
“ Dual FMS failure , no V-speeds ,A/THR is
available or no available”
AT THR RED altitude (1650 ft) – Set or verify
CLB (92%)
 Inform ATC we have a NAV technical problem UNABLE RNAV, Request fly DCT ….(LADIX)
/ HOLD over….
( With FMC we cann´t fly RNAV departures)
AT ACC ALT ( 3120 ft) Speed intervention
- Verf30 +40 FLAP 5
- Vref30+ 60 FLAP 1
- Vref30+ 80 FLAP UP
NAV. Set RADIOS in both CDU´s ( VOR PEK)
LNAV is available but we can´t fly RNAV SID
or RNAV airways .
With Flap Up
Non Normal Checklist [ ] FMC

All new waypoints must be entered with

latitude and longitude coordinates

FMC NNC COMPLETED

After TO check list
Perform DODAR
“We have lost both FMS ,we are in ALT NAV”
The flight may be continued if Radio Station are available . RNAV airways can not be used
We are degraded to CAT III A
Prepare return to ZBAA ILS 36R
LOW Tª CORRECTIONS
Current MSA 7100 Corrected MSA 7798
Current MSA 6000 Corrected MSA 6588
Current DA 298´ Corrected DA 318´
OPTION HYD FAILURES
HDY PRESS SYS L or R

[ ] HYD PRESS SYS L (R)

PF PNF
“ Flight path and navigation stablished “
EVALUATE Do “NNC “
SPD INTERVENTION : SPD ADJUST .

REQUEST “NNC”

HDY PRESS SYS L ( R ) NNC completed

OK we can continue with the flight but we must calculate the Landing Distance with this
failure and evaluate WX and RWY available in Destination

DUAL HYD FAILURE

[ ] HYD L+C

PF PNF
“ Flight path and navigation stablished “
EVALUATE Do “NNC “
SPD INTERVENTION : SPD ADJUST .
If Climbing :ALT HOLD Rqst ATC to maintain FL…
“ Control QR 123 we have an HYD problem here
request maintain FL …”
REQUEST “NNC”
LEFT Syst FLIGHT CONTROL +L REVERSE
RIGHT FLIGHT CONTROL + R REVERSE + NORMAL BRAKES
CENTER FLIGHT CONTROLS + SLATS/FLAPS+ LDG ACTIVATION+ ALT BRAKES+ RESERVE
BRAKES +NWS + MAIN GEAR STEERING

DODAR
D- - We lost 2 hyd system but one is enough to fligh safely With Center System inoperative,
alternate landing gear and secondary flap extension will be required
O – The airport with the better wx condition and the longest Rwy . The fuel is not a problem
D- GO to ….
A- We are going to request a holding pattern to do all the procedures slowly , we will extend
flaps and landing gear in the holding before initiate the approach .
Call the CSD ,company and I will speak to the passenger.
PF PM
After NNC : DODAR
D- We lost L( R) and C HYD syt we are in Normal flight mode but F&S in Secondary
mode. Some protections lost. No R Reverse, Alternate gear and Alternate brakes
O- Divert or comeback . We can call IOC to know where they want the a/c
D- Before taking a decision request WX in … and calculate landing dist to know if we can
enter in the rwy in ….
A- OK Prepare the CDU , review the landing distance. When ready we inform the
company and CSD
CDU completed: “CDS to the Flight Deck , CD to the Flight Deck”
NITS
N – We have a dual HYD failure, this means that we are going to land at high speed and
with braking action degraded .
I- We land in …
T – Time. How much time do you need to prepare the cabin and ABP´?
S – On ground initially a evacuation is no need but be aware of the condition and be
prepared.
Briefing : - Configuration earlier than normal but using Flap lever
 - Set speed when Configuration is reach
- LDG alternate system

Hydraulic System(s) Inoperative - Landing

If the landing gear is extended using alternate gear extension, the gear cannot be raised.
Flaps can be extended or retracted using the secondary drive system.( Low Speed)
If controllability is satisfactory, taxi clear of the runway using differential thrust and brakes
Center Hydraulic System Non–Normal Operation
If center hydraulic system quantity is sensed to be low and airspeed is greater than 60 knots
the:
• alternate brakes are isolated from the center system and remain operable using reserve fluid
• nose gear actuation and steering are isolated
• leading edge slats are isolated and not allowed to operate in the primary (hydraulic) mode
Nose gear actuation and steering are reconnected when:
• airspeed decreases below 60 knots, or
• hydraulic pressure to the center system flight controls is low, or
• the landing gear is selected down, both engines are normal, and both engine–driven pumps
are providing pressure
Extend the LDG with the approach check list
SBT 2 ZBAA –RKSI CRUISE QTR3BT

Position : Direct LADIX FL 7800 m ( FL256)

VOLCANIC ASH OMA 8.3.8.7

“Flying through an ash cloud should be avoided by all means due to the extreme hazard for
the aircraft.
Volcanic ash can cause extreme abrasion to all forward facing parts of the aircraft, to the
extent that visibility through the windshields may be totally impaired, airfoil and control
surface leading edges may be severely damaged, airspeed indication may be completely
unreliable through blocking of the pitot heads and engines may even shut down.
Procedures for “Operation in Areas Contaminated by Volcanic Ash” are given in the
relevant aircraft type
FCOM.”

Operational guidance about volcanic ash is divided into three parts: Avoidance,
Recognition, and Procedures.
Flight crews should remember that airborne weather radar is ineffective in distinguishing
ash
from small dust particles.

VAAC ( Volcanic Ash Advisory Centers)→ VAR Volcanic Activity

Report
Source of info of volcanic
SIGMETS (
activity
PIREPS
2. Recognition
• Odor. Smoky or acrid odor that can smell like electrical smoke, burned dust, or sulfur.
• Haze. Haze develop within the airplane. Dust can settle on surfaces.
• Changing engine conditions. Surging, torching from the tailpipe, and flameouts can occur.
Engine temperatures can change unexpectedly and a white glow ( incandescence light) can
appear at the engine inlets.
• Airspeed. If volcanic ash fouls the pitot tube, the indicated airspeed can decrease or
fluctuate erratically.
• Pressurization. Cabin pressure can change, including possible loss of cabin pressurization.
• Static discharges. A phenomenon similar to St. Elmo’s fire or glow can occur. In these
instances, blue-colored sparks can appear to flow up the outside of the windshield or a
white glow can appear at the leading edges of the wings or at the front of the engine inlets.
3.PROCEDURE
PF PM
Volcanic Ash is suspected ….
“Inform ATC we are turning heading… and descending to FL… due to Volcanic Ash cloud”
SET HDG TURN 180º , FLCH SEAT BELTS ON
ALL LIGHTS
“ Volcanic ASH NNC” NNC ( Unnunciated Check list )
If ONE ENGINE STALL MEMORY ITEMS apply

If ONE engine flame out Attempt to restart the engine

Fuel CTR SW ……OFF then ON
If DUAL engine flame or Stall MEMORY ITEMS apply

If AIRSPEED UNRELIABLE MEMORY ITEMS apply

If necessary ,follow the procedure for flight with unreliable airspeed

ILS RWY 36R
MANOEUVRE TRAINING (EGLL 09L) QTR2BT
When A/C is 10 ft AGL instruct crew to GO AROUND ILS 09L
FIRST PILOT Reject Landing :
If a go-around is initiated before touchdown and a touchdown occurs continue with
normal go-around procedures.

If a go-around is initiated after touchdown:

Manually advance the thrust levers to go-around thrust.
• TO/GA switches are inhibited.
• Autothrottle is not available.
• Autobrakes disarm.
• Speedbrake Lever stows.
• CONFIG FLAPS warning will occur.

Maintain Flap configuration

At VREF rotate normally.

Once safely airborne press TO/GA switches.

Perform normal go-around.
Flap one step up
Positive Rate – Gear up

WARNING: Once reverse thrust has been selected, the landing must be completed.

SECOND PILOT LOW LEVEL GO AORUND FCTM 5.79

To prevent an altitude and/or airspeed overshoot, the crew should consider doing one or
more of the following:
• use the autothrottle
• push TO/GA switch once to command thrust sufficient for a minimum 2,000 fpm climb
rate
• if full go-around thrust is used, reduce to climb thrust earlier than normal
• disconnect the AFDS and complete the level off manually if there is a possibility of an
overshoot
• if the autothrottle is not available, be prepared to use manual thrust control as needed to
manage speed and prevent flap overspeed
Boeing ISI EGLL 09L QRH MAN 1.10

UPSET RECOVERY
If the airplane is stalled, recovery from the stall must be accomplished first by applying and
maintaining nose down elevator until stall recovery is complete and stick shaker activation
ceases
FCTM 7.18
An upset can generally be defined as unintentionally exceeding any of the
following conditions:
• pitch attitude greater than 25° nose up
• pitch attitude greater than 10° nose down
• bank angle greater than 45°
• within above parameters but flying at airspeeds inappropriate for the conditions.

NOSE HIGH ,WINGS LEVEL

Higher than normal control forces may be required to control the airplane attitude when
recovering from upset situations
In a situation where the airplane pitch attitude is unintentionally more than 25° nose high and
increasing, the airspeed is decreasing rapidly the pilot could intuitively make a large thrust
increase. This causes an additional pitch up. At full thrust settings and very low airspeeds,
the elevator, working in opposition to the stabilizer, has limited control to reduce the pitch
attitude.

In this situation the pilot should trade altitude for airspeed, and maneuver the airplane's flight
path back toward the horizon. This is accomplished by the input of up to full nose-down
elevator and the use of some nose-down stabilizer trim

If altitude permits, flight tests have determined that an effective way to achieve a nose-down
pitch rate is to reduce some thrust.

If normal pitch control inputs do not stop an increasing pitch rate, rolling the airplane to a
bank angle that starts the nose down should work. Bank angles of about 45°, up to a
maximum of 60°,

Nose Low, Wings Level

In a situation where the airplane pitch attitude is unintentionally more than 10° nose low and
going lower, the airspeed is increasing rapidly. A pilot would likely reduce thrust and extend
the speedbrakes. Thrust reduction causes an additional
nose-down pitching moment. Speedbrake extension causes a nose-up pitching moment, an
increase in drag, and a decrease in lift for the same angle of attack.

At moderate pitch attitudes, applying nose-up elevator, reducing thrust, and extending
speedbrakes, if necessary, changes the pitch attitude to a desired range.
Nose-up elevator and nose-up trim may be required to establish a nose-up pitch rate.
Intercepting Glide Slope from Above FCTM 5.17

The following technique may be used for ILS approaches, however it is not recommended
for approaches using VNAV.

Crew should be an attempt to capture the G/S prior to the FAF. The map display can be used
to maintain awareness of distance to go to the final approach fix. The use of autopilot is also
recommended.

Note: Before intercepting the G/S from above, the flight crew must ensure that the localizer
is captured before descending below the cleared altitude or the FAF altitude.

The following technique will help the crew intercept the G/S safely and establish stabilized
approach criteria by 1,000 feet AFE:
• select APP on the MCP and verify that the G/S is armed
• establish final landing configuration and set the MCP altitude no lower than 1,000 feet AFE
• select the V/S mode and set -1000 to -1500 fpm to achieve G/S capture and be stabilized
for the approach by 1,000 feet AFE.

Use of the Green altitude range arc may assist in establishing the correct rate of descent.

Monitor the rate of descent and airspeed to avoid exceeding flap placard speeds and flap load
relief activation. At G/S capture observe the flight mode annunciations for correct modes and
monitor G/S deviation. After G/S capture,
continue with normal procedures.

Note: If the G/S is not captured or the approach not stabilized by 1,000 feet AFE, initiate a
go-around. Because of G/S capture criteria, the G/S should be captured and stabilized
approach criteria should be established by 1,000 feet AFE, even in VMC conditions.
RNP RECENCY KLAX RWY 06L

8.3.2.7.10 RNP APCH

All Qatar Airways aircraft are RNP APCH approved.
RNP APCH stands for Required Navigation Performance Approach, and charted as:
• RNAV (GNSS) RWY XX;
• RNAV (GPS) RWY XX;
• RNP RWY XX
8.3.2.7.11 RNP AR APCH
General
RNP AR APCH stands for Required Navigation Performance with Authorisation Required Approach and it is
charted as:
• RNAV (RNP) RWY XX
• RNP RWY XX (AR)

8.3.2.7.10.2 Prior to commencing the approach

In addition to the final approach procedures and before commencing the approach, the Crew shall
check that the correct procedure, including missed approach has been loaded, by comparison with the
approach charts as per FCOM. Manual input of the coordinates into the FMC / FMS is not authorised.
8.3.2.7.10.3 In the event of radar guidance
“Direct to” clearances to the IF can be accepted provided that the resulting track change does not exceed
45 degrees as the aircraft must not intercept the final segment less than 2 NM from the FAF, in order to
ensure stabilisation of the final flight path.
“Direct to” clearances to the FAF must not be accepted.
OM A 8.3.2.7.11.5

It is a non-precision approach based on GNSS (and IRU / IRS if Final segment RNP value
is less than 0.3 NM and/or Missed Approach segment RNP value is less than 1.0 NM) with an onboard
monitoring and alerting system

Altimeter Cross check: The flight crew shall complete an altimetry cross check ensuring that both pilots’
altimeters agree within •}75 ft prior to the Final Approach Fix (FAF).
Go-around: In many aircraft, conducting a go-around may cause a change in lateral navigation. In such
situations LNAV (Boeing) guidance to the auto pilot and flight director must be engaged as quickly as
possible

PROCEDURE

- Select the approach from the FMS

and verify FMC LEGS page
according with the chart
- If IAF “ at or above” altitude
restriction it may be changed to an
“AT” . Speed modifications are
allowed as long as the maximum
published speed is not exceeded (
Power Point RNP Taining). NO
 other lateral or vertical modifications after IAF
- Validate the approach
o Final course +- 3º ( 1º for RNP-AR)
o Distance FAF to RWY +-1NM
o No minimum crossing altitude pass by more than 10´
o Angle +-0.1º ( for RNP AR -0.01 +0.1 )
o Check if we can use FD until ground if RWY ele + 50ft
o With the VREF +5 check the rate of descent ( High Elevation or Hight Tª)
- Ensure that there is no NAV UNABLE RNP
- For RNP AR enter 125 ft on vertival RNP Select LNAV no later than IAF or If on
radar vector arm LNAV when approaching or established on an intercept heading to
the final approach course
- Briefing ( include in the Briefing, the procedure in case of GO AROUND
o If GO due to ANP degradation, we must inform ATC and request instructions
- + RNP AR Check list
- VNAV PTH must be engaged for all segments that contain a GP
- Set 2NM FIX INFO in the FAF . It is
important because at 2nm the PM “ GP
ALIVE” and 3 levers + 3 switches
o At 2NM “ Glide Patch alive”
o LDG ,FLAP 20 ,SPEED BRAKE
o ALT SET MINIMUMS
o VNAV VERIFY
o SPEED INTERVENTION
*Contingency Procedures
- In case of ANP degradation , we request vector
to follow Go Around
- In case of GA for other reason be sure that
LNAV is engaged
- In case of engine problems we continue
- Hight Tª or High Elevation?
REMENBER . LAVS
L – LNAV
A- Altitude set Minimums
V- VNAV PATH ,ALT VNAV ALT