COPYcrewserver1.piac.com.pk/Documents/Manual/B777/777.SOP.ED... · 2020-06-10 · 0.1 DISTRIBUTION...

B-777 STANDARD OPERATING PROCEDURES

PAKISTAN INTERNATIONAL AIRLINES

STANDARDS INSPECTION DIVISION FLIGHT OPERATIONS DEPARTMENT

Document # FOD/SOP-B-777/00

Edition IV

Revision 01

Issue Date:15 Nov, 2019

COPY _______________

B-777 STANDARD OPERATING

PROCEDURES

Edition IV Revision 00 10 JAN, 2018

APPROVAL

Controlled Document – Do Not copy without prior permission of Director Flight Operations/CoFO

B-777 STANDARD OPERATING PROCEDURES

STEPS NAME DESIGNATION SIGN DATE

PREPARED BY

Capt. WaseemPirzada Chief pilot B-777

REVIEWED &CHECKED BY

Capt. Masood Opel Chief Pilot Standards

Inspection

VETTED BY Capt. Uzair Khan Director Flight

Operations/CoFO

APPROVED BY

ISSUE DATE

PCAA APPROVAL # HQCAA/

EFFECTIVE DATE


PROCEDURES


APPROVAL


INTENTIONALLY LEFT BLANK


PROCEDURES

Edition IV Revision 01

15th Nov, 2019

TABLE OF CONTENTS TOC

Page 1


Chap. No. TABLE OF CONTENTS Page No.

0 INTRODUCTION.…………………………. ……… 5

1 GENERAL……………….….…………….. ………. 15

2 PRE-FLIGHT DUTIES…………………… ………. 23

3 PRELIMINARY PRE-FLIGHT PROCEDURES… 31

4 FMS PREPARATION……………………. ………. 37

5 TAKE OFF DATA CALCULATION……………… 43

6 PUSHBACK/START AND AFTER START…….. 47

7 TAXI…………………………………………………. 53

8 REJECTED TAKEOFF PROCEDURES………… 59

9 ENGINE FAILURE AT OR ABOVE V1….……… 63

10 TAKEOFF AND CLIMB…………………………... 67

11 CRUISE…………..……………………..……….… 75

12 DESCENT PREPARATION……………… ……… 81

13 EFB AND CPDLC…………………………………. 87

14 APPROACH GENERAL………………. …………. 91

15 APPROACHES……………………………………. 97

16 LANDING AND SHUTDOWN PROCEDURES… 105

17 CREW COORDINATION…………………………. 111

18 STANDARD CALLS……………………………….. 117

19 ALL WEATHER OPERATION(AWO)…………… 123


PROCEDURES


INTRODUCTION TOC

Page 2




PROCEDURES


INTRODUCTION Chapter 0

Page 1


S.no. INTRODUCTION Page no.

0.0 Introduction ..………………………………… 3 0.1 Distribution List ……………………………… 3 0.2 How to file revisions………….……………… 4 0.3 Revision Records…………….……………… 5 0.4 List of Effective Pages…..………………….. 6 0.5 List of Abbreviations………………………… 9


PROCEDURES



Page 2




PROCEDURES



Page 3


0 INTRODUCTION

PIA Standard Operating Procedures (SOP) for B-777 pertains to specific procedures related to B-777 aircraft only. They establish sequence, designate individual and collective crew duties, and where necessary, furnish brief explanations in simple form for understanding. It is an elaboration and an extension of the Boeing recommended procedures and techniques which for all intent and purposes refer to Boeing FCOM and FCTM.

Any question about the content or suggestions can be directed to:

Chief Pilot Standards & Inspection

Room 202, Flight Operations Dept.

PIA Head Office,Karachi Airport.

E-mail: [email protected]

0.1 DISTRIBUTION LIST Master Copy of B-777 Standards Operating Procedures is retained and controlled by the office of Chief Pilot Standards Inspection. Distribution list of B-777 SOP is as under:

1. Director Flight Operations/CoFO 2. Chief Pilot Crew Training 3. Chief Pilot Technical (Operations) 4. Chief Pilot B-777 5. All B-777 Flight Crew (soft copy)

The distribution list will be maintained and updated by Chief Pilot Technical according to operational needs and requirements.

mailto:[email protected]


PROCEDURES



Page 4


0.2 HOW TO FILE REVISIONS

This Manual is a controlled document and is audited to

ensure that it is properly maintained. When a revision is

issued for this manual, following instructions shall be

followed as a guideline for the manual update process.

STEP 1:

Upon receipt of a revision packet, ensure that the revision

you received is the continuation of the last revision record.

STEP 2:

Before updating this manual with the new revision, make

sure the manual has the previous revisions inserted.

a) Revision records for this manual are shown on the following page.

b) Compare the last revision signed off in the manual to the new revision.

c) The new revision will be the next number in sequence.

d) Insert the new revision and remove the old pages.

STEP 3:

When new revision is inserted, turn to the Revision Records

page. Insert date and sign on the appropriate revision line.

NOTE: As revisions are received and entered into this

manual, complete the Revision Record boxes. To maintain

an accurate history of revisions, keep Revision Records

sheet in this manual. If a new Revision Records page is

received, place the new page on top of the previous page.


PROCEDURES


15 NOV, 2019


Page 6


0.3 REVISION RECORDS

Edition Revision Issue Date Insertion Date

Sign

IV 01 15 NOV,2019


PROCEDURES


15 NOV, 2019


Page 7


0.4 LIST OF EFFECTIVE PAGES

CH. No.

DESCRIPTION Eff:

Pages Rev No.

Revision date

0 INTRODUCTION 1-5,9-10 00 10 JAN, 2018

6-8 01 15 NOV, 2019

1

GENERAL 1-3,7-8 00 10 JAN, 2018

4-6 01 15 NOV, 2019

2 PRE FLIGHT DUTIES 1-3,6-8 00 10 JAN, 2018

4-5 01 15 NOV, 2019

3 PRELIMINARY PRE-FLIGHT AND PROCEDURES

1-2, 6 00 10 JAN, 2018

3-5 01 15 NOV, 2019

4 FMS PREPARATION 1-2 10 JAN, 2018

3-6 01 15 NOV, 2019

5 TAKE OFF DATA CALCULATION 1-4 00 10 JAN, 2018

6 PUSHBACK/START AND AFTER START 3-5 01 15 NOV, 2019

7 TAXI 1-2,4-6 00 10 JAN, 2018

3 01 15 NOV, 2019

8 REJECTED TAKEOFF PROCEDURES 1-2 00 10 JAN, 2018

9 ENGINE FAILURE AT OR ABOVE V1 1-2 00 10 JAN, 2018

10 TAKEOFFAND CLIMB 1-2,4-5 00 10 JAN, 2018

3,6 01 15 NOV, 2019

11 CRUISE 1-2,6 00 10 JAN, 2018

3-5 01 15 NOV, 2019

12 DESCENT PREPARATION

6 01 15 NOV, 2019

13 EFB AND CPDLC 1-2 00 10 JAN, 2018

14 APPROACH GENERAL 1-6 00 10 JAN, 2018

15 APPROACHES 1-2,6,8 00 10 JAN, 2018

3-5,7 01 15 NOV, 2019

16 LANDING AND SHUTDOWN PROCEDURES 1-2,6 00 10 JAN, 2018

3-5 01 15 NOV, 2019

17 CREW COORDINATION 2-4,6 00 10 JAN, 2018

1,5 01 15 NOV, 2019

18 STANDARD CALLS 1-2,4 00 10 JAN, 2018

3 01 15 NOV, 2019

19 ALL WEATHER OPERATION(AWO)

1-6,9-13, 16-

24, 27-30 00 10 JAN, 2018

7-8,14-15, 25-26

01 15 NOV, 2019


PROCEDURES


15 NOV, 2019


Page 8


0.5 LIST OF ABBREVIATION

AAL Above Aerodrome Level

ACARS Aircraft Communication, Addressing & Reporting System

ADF Automatic Direction finder

AFDS Autopilot Flight Director System

AFE Above Field Elevation

AGL Above Ground Level

AH Alert Height

AP Auto Pilot

APP Approach

ASA Autopilot Status Annunciation

APU Auxiliary Power Unit

ATHR Auto Throttle

ATIS Automatic Terminal Information System

ATC Air Traffic Controller

ATL Aircraft Technical Logbook

AWO All Weather Operations

BALS Basic approach light system

CCD Cursor Control Device

CDA Constant Descent Approach

CDFA Constant Descend Final Approach

CDI Course Deviation Indicator

CDU Control Display Unit

CL Center Line Lights

CoFO Chief of Flight Operations

CPDLC Controller Pilot Data Link Communication

CRM Crew Resource Management

DA Decision Altitude

DDG Dispatch Deviation Guide

DH Decision Height

DSP Display Select Panel

ECL Electronic Check List

EFB Electronic Flight Bag


PROCEDURES


INTRODUCTION

Chapter 0 Page 9


EFIS Electronic Flight Instrument System

EICAS Engine Indication & Crew Alerting System

EDTO Extended Diversion Time Operations

ETOPS Extended Range Twin Engine Operations

F/D Flight Director

FAF Final Approach Fix

FALS Full approach light system.

FCOM Flight Crew Operations Manual

FCTM Flight Crew Training Manual

FMA Flight Mode Annunciator

FMS Flight Management System

FOO Flight Operation Officer

FPA Flight Path Angle

GA Go Around

GMCS Ground Maneuver Camera System

GOC Ground Operation Control

HDG Heading

HUDLS Head Up Display Landing System

IFE In Flight Entertainment

IALS Intermediate approach light system

ILS Instrument Landing System

ISFD Integrated Standby Flight Display

LCC Lead Cabin Crew

LNAV Lateral Navigation

LVP Low Visibility Procedure

MCP Mode Control Panel

MDA Minimum Descend Altitude

MEL Minimum Equipment List

MFD Multi Function Display

MID Middle

MNPS Minimum Navigation Performance Specification

NALS No approach light system

ND Navigation Display


PROCEDURES


INTRODUCTION

Chapter 0 Page 10


NNC Non Normal Checklist

OFP Operational Flight Plan

OM Operations Manual

PF Pilot Flying

PFD Primary Flight Display

PM Pilot Monitoring

QRH Quick Reference Handbook

RA Resolution Advisory

RA Radio Altimeter

RL Runway (Edge) lights

RNP Required Navigation Performance

RO Roll Out

ROD Rate of Descend

RTE Route

RVR Runway Visual Range

S/E Single Engine

SATCOM Satellite Communication

SE Stop End

SEL Select

SID Standard Instrument Departure

TA Traffic Advisory

TDZ Touch Down Zone

TOGA Take Off / Go Around

TRK Track

Vapp Approach Speed

VIS Visibility

VNAV Vertical Navigation

VOR Very high frequency Omni directional Radio range

VS Vertical Speed


PROCEDURES


GENERAL Chapter 1

Page 1


S.no GENERAL Page no.

1 General……….…………………………………….. 3

1.1 Adherence……………….….……………………… 3

1.2 Continuity……….………………………………..… 3

1.3 CRM…………………………………………………. 3

1.4 Control Handover………………………………..… 4

1.5 Checklist Procedure……………………………. … 4

1.5.1 Normal Check List……………………………….… 4

1.5.2 Non Normal Check List…………………………… 5

1.6 Cockpit Discipline………………………………..... 6

1.7 Sterile Cockpit….………………………………...... 6

1.8 Seat Belt and shoulder Harnesses…………….… 6

1.9 Head Set and Loud Speaker…………..……….… 6

1.10 Communications Radio Settings……………….… 6

1.11 Configuration Changes………………………….… 7

1.12 Duties of PF and PNF…………………………..… 7

1.13 Items to carry……………………………………… 7

1.14 Leaving cockpit in flight…………………………… 8


PROCEDURES


GENERAL Chapter 1

Page 2




PROCEDURES


GENERAL Chapter 1

Page 3


1 GENERAL PIA Standard Operating Procedures (SOP) for B-777 pertains

to specific procedures related to B-777 aircrafts only. They

establish sequence, designate individual and collective crew

duties, and where necessary, furnish brief explanations in

simple form for understanding. It is an elaboration and an

extension of the Boeing recommended procedures and

techniques which for all intent and purposes refer to Boeing

FCOM and FCTM.

1.1 ADHERENCE

The procedures in SOP are supplement to the procedures

given in the Operations Manual (OM) and will be strictly

adhered to. Where any procedures in this document contradict

with FCOM, procedures in the FCOM shall override.

Captain has the authority to override these procedures when required under unusual circumstances; however he will announce his intentions when doing so and shall justify all such actions later if required.

1.2 CONTINUITY There may be some repetitions of items mentioned in the SOP this is to maintain continuity in the chapter.

1.3 CRM

Crew resource management is a set of training procedures

for use in reducing undesirable effects of human errors in a

given environment. These set of procedures are used primarily

for improving flight safety. It focuses on interpersonal

communication, leadership and decision making in the cockpit.

CRM makes optimum use of available resources, equipment,

procedures and persons to promote safety and enhance

efficiency of operations. These resources should be fully

utilized and managed to their optimum.


PROCEDURES


15 NOV, 2019

GENERAL Chapter 1

Page 4


1.4 CONTROL HANDOVER These procedures have been compiled for clarity as Captain being PF. However, when First Officer is PF at Captain’s discretion, then the Captain shall perform the duties of PM. In case of emergency Captain will take over controls by announcing, “MY CONTROLS”. First Officer will hand over the controls and announce; “YOUR CONTROLS”. The Captain shall be the designated ‘Pilot Flying’ while the aircraft is on the ground. He will taxi the aircraft and call for the required checklists. When the First Officer is

flying the sector, the Captain shall hand over control to the First Officer after the aircraft has been properly lined up for takeoff. Captain shall resume controls prior to vacating the runway.

1.5 CHECKLIST PROCEDURE All system checks and preparation for a particular phase of flight will be carried out prior to execution of checklist. All Normal Checklists will be initiated on PF command. However, PM will remind of the checklist if not called for at the appropriate time.

1.5.1 NORMAL CHECKLIST

Calling and reading responsibility is described in the Checklist Introduction section in the QRH. PM will read the items without having to read the responses unless the item falls under his area of responsibility. Both pilots, according to their area of responsibility, will read aloud the response along with the required information. If the item falls under area of responsibility of both pilots, e.g. oxygen test or Flight Instruments, both pilots will respond to the challenge. The PM will allow the PF or Captain to respond before giving his own response. For BEFORE TAKEOFF and LANDING checklists, PM announces “_____” checklist complete”. The PF visually confirms that the CHECKLIST COMPLETE indication is shown, and announces “CHECKLIST COMPLETE”.


PROCEDURES


15 NOV, 2019

GENERAL Chapter 1

Page 5


1.5.2 NON NORMAL CHECKLIST Refer to Checklist Introduction, Non Normal Checklist Chapter in the QRH. Non Normal Checklist is called for by the PF. Pilot Monitoring reads aloud the checklist (including the response) and carries out the required action. Pilot

Monitoring will not clear any Non Normal Checklist until Pilot Flying confirms that the checklist is completed by checking the Green “Check List Complete” Prompt on the relevant ECL Page. PF does not need to respond except for those items not in agreement with the checklist. Recall items are to be done systematically by both pilots in a timely manner.Where recall actions are required, the Pilot Flying will call out the memory items aloud andboth crewmembers willcomplete all memory items in their area of responsibility. The PF will assume the role of communication with ATC when the Pilot Monitoring is performing a Non Normal checklist (Emphasis on Aviate, Navigate and Communicate priority sequence) the role should be transferred verbally. Both pilots must agree and confirm before moving critical control in flight, such as:

- an auto throttle arm switch - an engine thrust lever - a fuel control switch - an engine or APU fire switch or cargo fire arming switch - a generator drive disconnect switch

This does not apply to the DUAL ENG FAIL/STALL checklist.

CAUTION: Whenever there is an alert message or “RECALL” is

pressed to verify alert messages, it shall only be cancelled with

concurrence of the other pilot. (Refer checklist pre-amble).


PROCEDURES


15 NOV, 2019

GENERAL Chapter 1

Page 6


1.6 COCKPIT DISCIPLINE From the start of pre-flight till the completion of shutdown checklist, crew will not involve themselves in reading material not related to the flight, nor will they leave the cockpit unless their absence is necessary for performance of their duties or due to their physiological needs. Cockpit door will be locked at all times during the flight. Under no circumstances both pilots will have meals at the same time.

1.7 STERILE COCKPIT

From the beginning of Engine start until passing 10,000ft AAL and during descent from 10,000ft AAL till engine shutdown, crew will not involve themselves in taking refreshments and

irrelevant talk. The concept of a sterile cockpit will be strictly adhered to.

1.8 SEAT BELT AND SHOULDER HARNESSES Seat belts will be fastened during all phases of flight. Shoulder harnesses will be worn for all operations below 10000 ft AAL and while flying during moderate to severe turbulence.

17.6 HEADSET AND LOUD SPEAKER

Headsets will be used along with Boom Mike to monitor all conversation with ground agencies and ATC until top of climb and also when operating in high-density traffic areas. Loud speakers may be used during cruise until reaching top of descent. Thereafter headsets with Boom mike should be used till engines shut down. HF communications and monitoring to be carried out on headsets only.

17.6 COMMUNICATION RADIOS SETTINGS VHF L will be used for ATC, VHF R for Company / Weather /

121.5 or any specific frequency required in special

airspacee.g. MNPS and VHF C for DATA communication.

However, it may be used for voice communication if either the

right or left


PROCEDURES


GENERAL Chapter 1

Page 7


VHF radio is not serviceable or when utilization of all three

VHF radios is absolutely required.

When used for voice communication, it shall be returned to DATA as soon as practicable.

17.6 CONFIGURATION CHANGES All Configuration changes will be called for by PF. The PM after verifying speed will select the new configuration.

17.6 DUTIES OF PF AND PM

When flying with Auto Pilot ON, PF will make all changes on MCP. During Manual Flight PM shall make all changes on the MCP on command of PF. All FMA changes will be called out by the PM, or PF if missed by PM.

17.6 ITEMS TO CARRY Crew members will carry the following;

Flashlight………………………………… All Personal Documents…………………... All Valid License. Valid Medical and Health Certificate (if required). Valid Passport with Valid Visas as per requirement. Crew Member Certificate. CAT II/III certificate (As applicable) Safety Equipment and Procedure Certificate. Dangerous Goods / CRM Certificate.

IPAD…………………Captain / First Officer

1.14 LEAVING COCKPIT IN FLIGHT

During flight whenever a flight crew member leaves the cockpit, a cabin crew member will be called beforehand to come to the cockpit and remain there till such time the flight crew member returns to his station. It is expected that such cabin crew is conversant with emergency procedures in case the remaining flight crew member is incapacitated during this period.


PROCEDURES


GENERAL Chapter 1

Page 8




PROCEDURES


PRE FLIGHT DUTIES

Chapter 2 Page 1


S.no PRE-FLIGHT DUTIES Page no.

2 Pre Flight Duties……………………………… 3

2.1 Flight plan and operational requirements …. 4

2.2 Arrival on the Aircraft…………….…………… 4

2.3 Cabin Crew report Captain’s Briefing………. 7

2.4 Captain’s Briefing …...................................... 7

2.5 Duty station manager ………………………… 7


PROCEDURES


PRE FLIGHT DUTIES

Chapter 2 Page 2




PROCEDURES


PRE FLIGHT DUTIES

Chapter 2 Page 3


2. PRE FLIGHT DUTIES

Captain or First Officer will receive the following briefing from Dispatch or carry out self-briefing as required by the situation.

a) Technical Status Of Aircraft

Dispatch will brief the crew on the aircraft status with regard to serviceability of aircraft and MEL waivers.

b) Destination/Alternate Weather briefing

Actual and expected weather conditions for takeoff and climb out including runway condition.

En-route significant weather, winds and temperature and proposed Alternates.

A terminal forecast for destination and alternate airports, including the designated enroute alternates for EDTO when applicable. Takeoff alternate weather if LVP enforced at departure aerodrome.

Actual weather for destination and alternate for short-range flights (less than one hour cruise flight time) and recent weather if available.

Survey of Meteorological conditions at airports along the planned route and sector wise alternates will be mentioned in CFP.

Central Dispatch will assist Captain in all operational matters related to the flight and provide details/ information as desired by him/her to make the flight safe.

Designated en-route alternate for the sector shall be indicated on the CFP for emergency situations.


PROCEDURES


15 NOV, 2019

PRE FLIGHT DUTIES Chapter 2

Page 4


c) En-routeNav / Com facilites

Central Dispatch will brief and crew will examine the latest relevant NOTAMS and will check that all required facilities at departure; destination and alternate airfields are operational and fulfill the operational requirements.

2.1 FLIGHT PLAN AND OPERATIONAL REQUIREMENTS

Crew will check the Company flight plan with respect to routing, altitudes, flight time, burn off and relevant FMS company route.

Crew will check the estimated load figures and maximum allowed takeoff and Landing weights. Captain will decide if additional fuel is needed over and above the required fuel for safe conduct of flight. Any additional fuel uplift must be justified in the Captain’s debrief report and also mentioned on the CFP.

Crew will check the ATC flight plan and ensure that it is filed correctly.

First Officer will ensure that the Nav. Bag contains the relevant Route Manuals for the sectors to be flown till return of the aircraft to base (same will be advised/mentioned by FOO on CFP). He shall also ensure that, all relevant charts are available for the Destination and Alternate airports.

2.2 ARRIVAL ON AIRCRAFT

Captain and First Officer will arrive at the aircraft at least 40/50 minutes before the scheduled domestic/ international departure time respectively. Captain or F/O will check:

Technical status of the aircraft.

Reported snags on the previous flights and their rectification.

Snags carried forward under MEL and if any penalties, DDG procedures as applicable.

Captain’s acceptance on ATL.


PROCEDURES


15 NOV, 2019

PRE FLIGHT DUTIES Chapter 2

Page 5


Periodic checks that are due.

If any discrepancy is observed during pre-flight, it will be reported to the Engineering and logged in the ATL along with the time. Captain will inform central dispatch regarding any penalty as specified in MEL/CDL on ACARS/SATCOM which may require revised flight plan or revised fuel (refer to the MEL policy).

First Officer will ensure that the following are on board and numbered as per List

Air Operator Certificate.

C of A.

C of R.

German Certificate /KSA GACA clearance. (as required)

Weight Schedule

Fuel Carnet.

Wireless License

Residual Disinfection Certificate

Emergency Equipment Location Chart

Insurance Certificate

Aircraft Technical Logbook

Flight Pack list

A file is being kept on board along with the Technical Library when carried, which contains a list of the required manuals/books carried on board. First Officer will check that the latest revision file has been updated within the past 10 days. Crew are also advised that during cruise whenever time permits the contents of the Technical Library may be checked. If technical library is not carried on board iPADs are to be checked for latest uploads and if required, updated before departure.


PROCEDURES


PRE FLIGHT DUTIES

Chapter 2 Page 6


Contents of the Technical library/books contain the following items:

Operations Manual Vol. 1 (EFB/IPAD)

Operations Manual Vol. 2 (EFB/IPAD)

QRH (EFB/IPAD)

SOP (EFB/IPAD)

EDTO Guide (If required). (EFB/IPAD)

Mass and Balance manual. (EFB/IPAD)

RTOGW analysis book. (IPAD)

MEL/DDG (EFB/IPAD)

Dangerous goods manual (EFB/IPAD)

Flight Operations Manual. (EFB/IPAD)

OETBs, Route & Navigation Bulletins and Training Bulletins.

An envelope containing the following blank forms: - Fuel Loading instructions form 3 ATC and Company Flight Plan 2 Airep form 1 Near Miss form 1 Bird strike form 1 Aircraft occurrence Initial report 1 Lightning strike report 1 Birth and Death on Board form 1 Post Flight information report 2 Trim sheet 2 Flight Attendants Allocation card 10 Performa for Unruly passenger 2

2.3 CABIN CREW REPORT

Lead Cabin Crew (LCC) member shall report to the Captain and inform him about the cabin status and the number of cabin crew on board. He /She will obtain the flight information for passenger announcement, In-flight Entertainment (IFE) system and shall also ascertain duration of taxi time to accomplish safety announcements prior to takeoff.


PROCEDURES


PRE FLIGHT DUTIES

Chapter 2 Page 7


2.4 CAPTAIN’S BRIEFING Captain shall brief the Lead Cabin Crew (LCC) member regarding baggage stowage, evacuation, emergency descent, operation of cockpit door, code of the day, communication between cockpit and cabin, route information, expected weather conditions enroute and at the destination.

2.5 DUTY STATION MANAGER Duty station manager or his representative will obtain passenger boarding clearance in coordination with GOC and central dispatch. The Captain shall remain the final authority to stop the passenger boarding and/or disembark passengers if deemed necessary. The reason for such an action shall be recorded in the Captain’s Debrief report. In case the weather at the destination airfield is either marginal or below minimums, the boarding clearance for passengers shall be given by the Captain in consultation with the Central Flight Dispatch.

Refer latest company instructions on “Boarding Clearance”.


PROCEDURES


PRE FLIGHT DUTIES

Chapter 2 Page 8




PROCEDURES


PRELIMINARY PRE-FLIGHT AND PROCEDURES

Chapter 3 Page 1


S.no PRELIMINARY PRE-FLIGHT Page no. AND PROCEDURES

3 Preliminary Pre-Flight Procedure………….. 3

3.1 Exterior Inspection……….………….…..….. 3

3.2 Pre-Flight Procedures……....…………….... 3

3.3 Departure Briefing……….………….………. 3

3.4 Take Off Briefing…………………………….. 4

3.5 Flight Deck Door Procedure……………….. 6


PROCEDURES



Chapter 3 Page 2




PROCEDURES


15 NOV, 2019


Chapter 3 Page 3


3 PREILIMINARY PRE-FLIGHT

Preliminary pre-flight procedure to be conducted as per FCOM for each flight.

Note 1: ADIRU switch operation, status check and verification

of oxygen pressure, hydraulic quantity, and engine oil quantity must be done on every sector.

3.1 EXTERIOR INSPECTION

Prior to every flight, F/O shall carry out the Exterior Inspection as per FCOM and report/Log any discrepancy observed during the exterior Inspection.

Captain to ensure that Exterior inspection is conducted before the flight well in time, to avoid delays.

WHILE CONDUCTING THE EXTERIOR INSPECTION, FLIGHT CREW MEMBER MUST WEAR THE HIGH VISIBILITY VEST.

3.2 PRE-FLIGHT PROCEDURES Captain and First Officer will carry out their respective pre flight procedures as laid down in the FCOM. The objective is to verify that the aircraft condition is satisfactory and flight deck configuration is correct for each phase of flight. Check EFB IDENT page for correct configuration and updates.

3.3 DEPARTURE BRIEFING Both Pilots must review the variable procedures at the beginning of each flight and brief as necessary. During briefing PF for the sector shall brief the expected departure from the appropriate chart EFB/IPAD while the PM shall verify the FMC legs page/NAV displays in plan mode. The briefing should discuss the following points:

NOTAMS/MEL/DDG procedures affecting performance. Set VHF Communication frequencies to be used. Push back procedure/transponder operation on ground

Start up procedure.


PROCEDURES


15 NOV, 2019


Chapter 3 Page 4


Taxi out procedure. Special attention to HOTSPOT areas near the runway.

Runway conditions, use of anti ice, weather expected after takeoff.

Take off configuration, packs configuration, full/derated or assumed temperature method take off.

Thrust reduction altitude and acceleration altitude. SID anticipated. NAV frequencies to be set. Transition altitude and first cleared level. Minimum sector altitude. Noise abatement procedure. Thrust reduction altitude and acceleration altitude. Communication failure procedure. Use of weather radar/ terrain function.

3.4 TAKE OFF BRIEFING The most appropriate time to conduct the take off briefing is when there is minimum workload. This should be after completion of Pre-flight procedures and awaiting arrival of the trim sheet. This briefing will be done (or read) on the first sector of the flight or at the time of any crew change. On subsequent sectors the term “Standard Briefing” may be used. Take off briefing will always be conducted by the Captain and assumes that the Captain is Pilot flying. Call out any malfunction or warning and silence the

aural warning. I will call “STOP” or “GO”

I will reject takeoff for any warning or condition that significantly affects the safety of the flight.


PROCEDURES


15 NOV, 2019 PRELIMINARY PRE-FLIGHT

AND PROCEDURES Chapter 3

Page 5


First Officer’s sector briefing by the Captain I will have control of the thrust levers for takeoff.

If I call “STOP”, I will take over control and reject the take off. If I call “GO”, you will continue the take off until I call “MY CONTROLS”.

During the takeoff, the crew member observing any non-normal situation will immediately call it out as clearly as possible. Prior to 80 kts, the takeoff shall 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,

If a side window opens

Takeoff configuration warning,

From start of takeoff roll till prior to V1, Takeoff will be rejected for

Fire or fire warning

Engine failure

Predictive wind shear warning

If the aircraft is unable or unsafe to fly Note:

Use of APU on ground will be as per company policy. (Check

latest OETB on the subject).


PROCEDURES



Chapter 3 Page 6


3.5 FLIGHT DECK DOOR PROCEDURES

i. Except when it is necessary to permit access and egress by persons authorized in paragraph ii, the door separating the flight deck and passenger compartment must be closed and locked at all times from point of departure to destination.

ii. No personnel will be allowed to enter the flight deck unless the person being admitted is identified as :

A crewmember,

Any person authorized by the Civil aviation Authority responsible for the oversight of the air carrier or,

Any person authorized by the Captain.(Cruise only)

iii. The cockpit door shall remain locked at all times, when the flight crew have resumed their stations. The Captain shall have the authority to unlock the flight deck door or deny access to the flight deck. It is the responsibility of the Captain to ensure the identity of the person seeking access to the flight deck by all available means prior to unlocking the flight deck door.

Note: In case a pilot leaves the flight deck due to physiological

needs one of the cabin crew must be in the cockpit to carry

out the function specified above under the supervision of the

pilot on controls.


PROCEDURES


FMS PREPARATION Chapter 4

Page 1


S.no FMS PREPARATION Page no.

4. FMS Preparation ……………….…………….. 3

4.1 FMC set up…………………………………...... 3

4.2 PERF INIT page …………………………….... 4

4.3 THRUST LIM page …………………………… 4

4.4 TAKEOFF REF page 1…………………….…. 4

4.5 TAKE OFF REF page 2 ……………………... 5

4.6 NAV RAD page ……………………………….. 5

4.7 DEP/ARR page………………………………… 5

4.8 RTE DATA page……………………………….. 5

4.9 LEGS page……………………………………... 5

4.10 PERF INIT page ………………………………. 5

4.11 PROG page…………………………………….. 6


PROCEDURES



Page 2




PROCEDURES


15 NOV, 2019


Page 3


4 FMS PREPARATION

The FMS preparation procedures in the FCOM are supplemented as follows for clarity:

4.1 FMC SET UP

To make use of the onboard, DATALINK facility crew should fill out the RTE 1 page as follows:

Enter flight number PIAXXXX

Enter computerized flightplan ID in CO RTE Line

Disregard the scratch pad message ‘NOT IN DATABASE’ and then press ROUTE REQUEST.

Accept the acknowledgement, load FMC and execute.

Enter Flight levels in wind data on LEGS page and request wind data.Accept acknowledgement, load FMC and execute received winds.

If the requested data is not received via datalink then proceed manually as follows:

RTE page 1

Enter company route and complete all required entries on initialization pages

If filed route differs from Company route, F/O will read out the AIRWAYS and INTERSECTION points from the CFP Route page(s) and Captain will modify route page in the FMC

If company route not available. Then proceed as follows on RTE page 1 insert - ORIGIN and DESTINATION - FLT NO: PIAXXX

F/O will read out the AIRWAYS and INTERSECTION points from the CFP Route page(s) and Captain will insert on Route page 2, in the FMC

Enter Flight Levels in the flight plan RTE DATA page including step climb levels and Request Wind Data. Load the wind data when received.


PROCEDURES


15 NOV, 2019


Page 4


Alternately if wind data is not received F/O will callout winds to be entered in the FMC & Captain will enter them. Also enter all step climbs on the legs page.

RTE 2 (alternative route, different DEP / RW or in-flight return route if required)

After execution of route, completion of initialization pages and completion of fuelling, enter the estimated ZFW. Captain checks total distance & fuel remaining at destination on progress page and cross checks it against (CFP).

4.2 PERF INIT PAGE

RESERVE fuel against CFP figure

CRUISE ALTITUDE (Planned)

COST INDEX for Westbound and East Bound flights will be variable as per circular on the subject.

AIRCRAFT CI CLIMB CRUISE DESCEND

777-200ER VAR 250/310/.83 ECON .83/310/250

777-200LR VAR 250/310/.83 ECON .83/310/250

777-300ER VAR 250/310/.83 ECON .83/310/250

STEP CLIMB SIZE: ‘0’ for short flights, ‘R’ for RVSM airspace or ‘I’ for non-RVSM (ICAO)

4.3 THRUST LIM PAGE Review the recommended thrust rating and assumed temperature (if any) based on planned or actual TOGW. Verify the Thrust Reference Mode on Upper EICAS reflects the selection made.

4.4 TAKEOFF REF PAGE 1 Flap setting

4.5 TAKE OFF REF PAGE 2

EO ACCEL HT 1000’ (or any requirement specific to the departure air field)


PROCEDURES


15 NOV, 2019

FMS PREPARATION Chapter4 Page 5


ACCEL HT 3000’(or specificrequirementat departure air field)

THR REDUCTION 1000’ (or specificrequirement at departure air field)

SURFACE WIND

4.6 NAV RAD PAGE

VOR/ILS- Tune the appropriate station if required otherwise leave auto-tuning as the preferred mode

Enter the required NDB frequencies

4.7 DEP/ARR PAGE

SELECT EXPECTED DEPARTURE RUNWAY

SELECT EXPECTED INSTRUMENT DEPARTURE and TRANSITION if applicable

CHECK ON LEGS PAGE for continuity

EXECUTE

4.8 RTE DATA PAGE ENTER WIND VELOCITY & FLIGHT LEVEL TEMP

(starting at first waypoint after TOC) ENTER SUBSEQUENT WIND DATA FOR CHANGE >

10kts or 10oCHANGE IN CRUISE LEVEL WINDS

ENTER TEMP CHANGES > 2o C

REPEAT THE SAME FOR FLIGHT LEVEL CHANGES

4.9 LEGS PAGE

ENTER ALL STEP CLIMBS FROM CFP

4.10 PERF INIT PAGE

When refueling is complete

ENTER ESTIMATED ZFW from CFP. CHECK/VERIFY ESTIMATED TOGW and EXECUTE


PROCEDURES


15 NOV, 2019

FMS PREPARATION Chapter4 Page 6


4.11 PROG PAGE

CHECK DTG (distance to go) to destination against CFP (value within acceptable range)

Check Fuel over destination (FOD) remaining at destination against CFP value.

Note: For flights that are planned to transit Oceanic airspace, the crew should cross check track and distance between the Oceanic way points with the computerized flight plan/TMI. If there is any discrepancy noted between the CFP total distance and estimated fuel remaining and the FMC calculated distance to the destination and calculated fuel remaining on the progress page, a complete flight plan check is required through the legs page to match the filed flight plan legs.

A cross checks of the map display using the plan mode may also assist in verification of the flight plan.


PROCEDURES


TAKE OFF DATA CALCULATION

Chapter 5 Page 1


S.no TAKE OFF DATA CALCULATION Page no.

5 Take off Data Calculation………………… 3

5.1 Take-off Data Calculation through EFB… 3

5.2 Guideline for Take-off Performance Enhancement Options……………………. 3

5.3 Improved Climb Technique………………. 4

5.4 APU to PACK Take-Off.………………….. 4


PROCEDURES



Chapter 5 Page 2




PROCEDURES



Chapter 5 Page 3


5 TAKE OFF DATA CALCULATION

EFB / OPT is the primary means for calculating takeoff data. Alternatively TOGW analysis charts may be consulted if required.

5.1 TAKE-OFF DATA CALCULATION THROUGH EFB/OPT

When all appropriate entries are made the aircraft performance application provides runway specific performance information equivalent to airport analysis. For details of EFB / OPT (onboard performance tool) refer FCOM. When the load sheet is presented, insert the TOGW figure from the load sheet in the TOGW window to calculate assumed temperature and speeds. If and when required, improved climb option is to be used; speeds will normally be higher than FMC speeds and must be inserted in FMC for safe takeoff.

5.2 GUIDELINE FOR TAKE-OFF PERFORMANCE ENHANCEMENT OPTIONS

In the pursuit to optimize an economical operation, options are available to ensure this objective is met. A sound understanding and good knowledge is important to ensure the selected option is applied safely.

Listed below are the available options to be used when faced with a performance challenged situation. The application of the options to meet TOW performance requirements should be guided by, but not limited to, the following process, in a

descending order of priority.

1. Optimum Flap Setting (Standard Policy)

2. Improved Climb (If required)

3. APU to Pack Take-off (If required)

Ultimately, it is the Captain’s prerogative to exercise his

professional discretion and use sound judgment as the

situation dictates.


PROCEDURES



Chapter 5 Page 4


5.3 IMPROVED CLIMB TECHNIQUE

When the maximum brake release weight is limited by climb, the climb performance limited weight may be increased by the use of Improved Climb technique. This technique is subject to the length of the runway available. This INCREASE IN CLIMB WEIGHT performance is obtained by using the excess runway available to accelerate to higher take off speeds, thereby achieving higher climb gradient capability.

5.4 APU TO PACK TAKE-OFF

It is equivalent to engines bleed-off take-off, whereby APU bleed air is used to provide single pack- operations for take-off, instead of engine bleed-air.

Refer to FCOM - Supplementary Procedures for the ‘APU TO

PACK TAKE-OFF’.


PROCEDURES


PUSHBACK/START PROCEDURES

Chapter 6 Page 1


S.no PUSHBACK/ START Page no. PROCEDURES

6 Before Pushback or Start…………………… 3

6.1 Trim-sheet Checking ………………..…........ 3

6.2 Trim-sheet Acceptance ……………………… 3

6.3 Takeoff Data ……………………….………… 3

6.4 CDU Selection for Take Off…………………. 3

6.5 Before Start Check List……………….……... 3

6.5.1 Departure Announcement……………..…….. 4

6.5.2 Start and Push Back Clearance…………….. 4

6.5.3 Communication with Ground……………….. 4

6.5.4 Pushback or Towing Procedure……………. 4

6.5.5 Prior to Start……………………..……….…… 5

6.5.6 Engine Start…………………………………... 5

6.5.7 After Start……………………………………... 5


PROCEDURES



Chapter 6 Page 2




PROCEDURES


15 NOV, 2019


Chapter 6 Page 3


6 BEFORE PUSH BACK / START

The engine start procedure may be done during pushback or towing.

6.1 TRIM SHEET CHECKING

First Officer will check the trim sheet on receipt and announce FUEL, ZFW and TOCG, which will be inserted in the FMS by the Captain. FMS figures of TOGW, Stab Trim and Total fuel will be reconfirmed by both crew members. F/O will then handover the trim sheet to the Captain who will recheck it.

NOTE: CRUISE CG should be kept at the defaulted value

on the PERF INIT page.

6.2 TRIM SHEET ACCEPTANCE Captain will record time and sign on the trim sheet when all

formalities of boarding, loading and security are completed.

6.3 TAKE-OFF DATA Take-off data will be inserted in the FMS as per procedure

laid down in the B-777 Operations Manual. If EFB performance calculating speeds are higher, they must be inserted in the FMS.

6.4 CDU SELECTION FOR TAKEOFF

PF: TAKE OFF reference page 1

PM: LEGS page

6.5 BEFORE START CHECKLIST Before start procedure, after papers are on board as per

OM.


PROCEDURES


15 NOV, 2019


Chapter 6 Page 4


6.5.1 DEPARTURE ANNOUNCEMENT

After confirming on lower center MFD that all doors are closed, FO will announce on PA:

“CABIN CREW PREPARE FOR DEPARTURE, ARM THE

DOOR SLIDES AND CROSS CHECK”.

The Arming of the slides will be checked on the EICAS door

synoptic page and confirmed by both pilots.

6.5.2 START & PUSHBACK CLEARANCE

FO will obtain start-up/pushback clearance from ATC on Captain’s command. Captain will obtain ground clearance to pressurize hydraulic

system.

Capt. will ask for before start checklist.

6.5.3 COMMUNICATION WITH GROUND

Capt. will establish communication with ground crew and Confirm area clear for starting.

Start sequence will be…….. (R & L).

Communicate ATC pushback instructions.

6.5.4 PUSHBACK OR TOWING PROCEDURE

Engine starting during pushback/pull forward will be coordinated with ground personnel/ATC procedure.

Transponder operation will remain in standby unless required by airport procedures. Select active transponder setting as per ATC procedures but not a TCAS mode.

During the pushback/pull forward, the term BRAKES

RELEASEDor BRAKES SET will be used to report the

condition of parking brakes to the ground crew.


PROCEDURES


15 NOV, 2019


Chapter 6 Page 5


6.5.5 PRIOR TO START

Review the EICAS ALERT and status display, if there are unexpected messages:

Check the MEL/DDPG to decide, if the condition has a dispatch effect.

Decide if maintenance is needed. If during or after start, there are alert messages:

Do the respective (NNC).

On the ground, check the MEL/DDPG After the engine start EICAS ALERT messages are the primary means of alerting the flight crew to non-normal or incorrect configuration. After door closure /engine start there is no need to check the status messages. Any message that has an adverse affect on safe continuation of flight appears as an EICAS ALERT message.

6.5.6 ENGINE START

Normally, engine start will be on APU during pushback/pull forward, unless ATC procedure state otherwise and permission from ground personnel, FO will select engine page on lower center MFD. Refer to FCOM for normal procedure on auto start and refer to supplementary

procedures for other than normal engine start or manual start.

6.5.7 AFTER START (BEFORE TAXI PROCEDURE) On completion of startup pushback/pull forward, Capt. will communicate to ground staff ‘REMOVE ALL GROUND CONNECTIONS, DISPLAY NOSE WHEEL STEERING BYPASS PIN AND HAND SIGNAL ______’.(right or left as applicable). Captain will call flaps ‘____’ as needed for takeoff and check flight controls with slow and deliberate inputs, one direction at a time. FO will accomplish before taxi procedure, as laid down in FCOM.

CAUTION: Rudder check should NOT be carried out with

tow bar / tractor connected.


PROCEDURES



Chapter 6 Page 6




PROCEDURES


TAXI

Chapter 7 Page 1


S.no TAXI Page no.

7 Taxi…………………………….……………… 3

7.1 Taxi clearance……………………………….. 3

7.2 Exterior Lights ……..………………………… 3

7.3 Thrust use during Taxi ……………………… 3

7.4 Taxi Speed …………………………….…….. 3

7.5 Look Out ……………………………………… 3

7.6 Weather Radar……………………………….. 3

7.7 CDU Selection……………………………….. 4

7.8 New Takeoff Data …………………….…….. 4

7.9 Final Takeoff Briefing ……………………….. 4

7.10 Before Takeoff Checklist …………………… 5

7.11 Entering Runway……………………………… 5

7.12 Line up……………………………….………… 5

7.13 Use OF the Ground Maneuver Camera

System (GMCS) 777-300………………….… 5

7.14 Brake Life Improvement…………………....... 5


PROCEDURES


TAXI

Chapter 7 Page 2




PROCEDURES


15 NOV, 2019

TAXI Chapter 7

Page 3


7 TAXI

7.1 TAXI CLEARANCE After Ground clearance is received and bypass pin sighted,

Capt will call for BEFORE TAXI checklist. F/O will obtain Taxi clearance from ATC. Taxi will be commenced after announcement of “Clear my side” by both pilots.EXTERIOR LIGHTS

Before taxiing, First Officer will select Taxi light on Captain’s command. He will also turn on Runway turn off lights at captain’s discretion.

7.3 THRUST USE DURING TAXI Idle thrust is adequate for taxiing under most conditions. A

slightly higher thrust setting may be required to begin taxiing. Break away thrust should be kept to a minimum. Allow time for aircraft’s response before increasing thrust.

7.4 TAXI SPEED Normal taxi speed should be 20 kts on straight taxi routes,

30 kts maximum and reduce to <10kts during sharp turns. Do not ride the brakes to control speed. (refer item 7.14)

7.5 LOOK OUT Both Pilots shall keep a look out for obstructions and other

traffic, if noticed by any Pilot it will be announced. Use the Airport Moving Map on the EFB for situational awareness. When ground/obstruction clearance is in doubt, stop the aircraft and obtain a wing tip clearance.

7.6 WEATHER RADAR

Both pilots will select their weather radar displays ON for

takeoff. In case of departure from an airport with surrounding

high terrain PM will select “TERRAIN” on his ND.


PROCEDURES


TAXI

Chapter 7 Page 4


7.7 CDU SELECTION

Captain will select RTE page 2 and after confirming ATC Clearance, change to TAKE OFF Ref page 1. First Officer will select LEGS page.

First Officer will note down the ATC clearance which is normally issued before pushback at major airports. He/She will ensure that the FMS, MCP and the Transponder are set correctly. If there is a change in the clearance. First Officer will modify the FMS, MCP or Transponder at this time and execute after verifying with captain.

Use of LNAV and VNAV will be determined after receiving ATC clearance.

CAUTION: In case of change in runway, takeoff speeds in

the FMS are deleted. Flight Crew to ensure that the take off speeds and SID are re-programmed prior to initiating take off. Also check TOGW analysis chart/EFB performance calculation for SEL TEMP.

7.8 NEW TAKEOFF DATA

If Take off conditions become more limiting due to wind, temperature, runway condition or change of runway, FMS data should be modified accordingly. Consult EFB/ TOGW analysis chart performance calculation for performance data for SEL TEMP.

7.9 FINAL TAKEOFF BRIEFING

Any changes to the ATC clearance or departure flight path

requiring modifications in the FMS or MCP will be briefed at

this time.


PROCEDURES


TAXI

Chapter 7 Page 5


7.10 BEFORE TAKEOFF CHECK LIST

After receiving the “CABIN READY” call and ATC clearance First Officer will carry out before takeoff checklist on Captain’s command. He/she will then announce “CABIN CREW, TAKE YOUR STATIONS FOR TAKEOFF”.

7.11 ENTERING RUNWAY Once cleared to enter the runway, both pilots will check the

approach/runway clear of traffic on their respective sides. First Officer will select strobe light ON, and when cleared for T/O all lights ON.

7.12 LINE UP Once lined up on the runway, heading will be crosschecked

and controls will be handed over to the First Officer if he is Pilot Flying by stating, “YOUR CONTROLS”.

7.13 USE OF THE GROUND MANOEUVRE CAMERA SYSTEM (GMCS) 777-300

As per FCOM

7.14 BRAKE LIFE IMPROVEMENT

Recommendation:

Anticipate engine spool up and spool down characteristic to avoid overshooting desired taxi speed. At Medium to light weights, a/c shall break away at idle power.

Use fewer, longer brake application as opposed to more frequent short brake applications during Taxi to prolong brake life, i.e. on straight runs let the taxi speed increase upto 20-25 Kts then apply brakes to reduce speed to less than 10 Kts.

Do not ride the brakes.


PROCEDURES


TAXI

Chapter 7 Page 6




PROCEDURES


REJECTED TAKEOFF PROCEDURES

Chapter 8 Page 1


S.no. REJECTED TAKEOFF PROCEDURES Page no.

8 Rejected Takeoff Procedure. ………………….. 1

8.1 Decision To Reject Takeoff…………………….. 1

8.2 Announcement…………………………………... 1

8.3 Evacuation Procedure…………………………... 1


PROCEDURES



Chapter 8 Page 2




PROCEDURES



Chapter 8 Page 3


8 REJECTED TAKE OFF PROCEDURE

Procedures for Rejected Take are given in the QRH under the Non–normal Maneuvres tab supplemented as following.

8.1 DECISION TO REJECT TAKEOFF Whenever the Captain decides to reject take off he/she will

call “STOP”. The decision to reject a take off and take abort

actions will be the responsibility of the Captain. Therefore in the interest of executing a prompt “abort action”, Captain will keep his hand on the thrust levers till V1, regardless of whether he is the PF or PM. The First officer’s responsibility is to announce, precisely, any malfunction or a serious situation during takeoff.

Action by Captain

Captain will simultaneously close the thrust levers, disengage the auto throttles and apply maximum reverse thrust. Also apply maximum wheel brakes if RTO does not automatically engage.

First Officer Duties

First officer will verify the Thrust levers closed, Auto throttle disengaged, maximum brakes applied, speed brakes lever “up” and reverse thrust deployed. Call out any omission. He will also inform ATC.

8.2 ANNOUNCEMENT As soon as the aircraft comes to a complete stop and

parking brake set, Captain will announce on PA system, “ATTENTION, CABIN CREW AT STATIONS”.


PROCEDURES



Chapter 8 Page 4


8.3 EVACUATION PROCEDURE

Evacuation check list has to be carried out through ECL by “Read and do” method from captain’s ND on Captain’s command, F/O will select L INBD and then C/L on DSP. Captain will use CCD and select NON NORMAL MENU,” UN-ANNUNCIATED” and then “EVACUATION” C/L. Carry out the actions as per area of responsibility defined in QRH.

Note: In case of any malfunction in ECL paper C/L should

be used. F/O will read the C/L and both pilots will take actions accordingly.

F/O will place QRH it in the slot provided for this purpose

from pre-flight till completion of flight.


PROCEDURES


ENGINE FAILURE AT OR ABOVE V1

Chapter 9 Page 1


S.no ENGINE FAILURE AT OR ABOVE V1 Page no.

9. Engine Failure or above V1 ……………… 1


PROCEDURES



Chapter 9 Page 2




PROCEDURES



Chapter 9 Page 3


9 ENGINE FAILURE AT OR ABOVE V1

After acceleration altitude (1000 AAL) and aircraft cleaned

up on speed schedule, carry out Engine fail checklist.

Notes:

A/T ARM Switch - OFF by PF after confirmation from PM with auto pilot engaged and by PM after confirmation from PF with auto pilot disengaged.

Retarding of an affected thrust lever to idle will be done by the PF after confirmation by the PM. Affected engine fuel control switch will be cut off by the PM after confirmation by the PF.

For Engine fail procedure refer to Flight Crew Training Manual.

In case of Engine Fire, silence aural warning and carry out NNC recall items when flight path stabilized and above 400 ft. AAL.

Following an engine flameout, the engine should restart automatically. Should it not restart, the engine could be started at the discretion of the captain if flame out is due to a known reason, which requires crew awareness and engine parameters in view, provided it is not damaged and there was no fire. Primarily in presence of airframe/engine vibration, engine damage and low oil quantity, engine should not be restarted.

Note: Distress signal (May Day) Means:

Grave and imminent danger exists and immediate assistance is required.

Urgency Signal (Pan Pan) Means:

(i) Flight crew wish to give notice of difficulties which compel a landing without requiring immediate assistance. There is no immediate danger to anyone's life or to the aeroplane itself.


PROCEDURES



Chapter 9 Page 4


(ii) Flight crew has a very urgent message to transmit concerning the safety of the aircraft or other vehicle or of some persons on board.


PROCEDURES


TAKEOFF AND CLIMB Chapter 10

Page 1


S.no TAKEOFF AND CLIMB Page no.

10 Takeoff ………….………………………….... 3

10.1 Safety Announcement ……………………… 3

10.2 Exterior Lights……………………………….. 3

10.3 Rolling Takeoff………………………………. 3

10.4 Takeoff……………………………………….. 4

10.5 Transition altitude……………………………. 6

10.6 FMS Departure………………………………. 6

10.7 Climb Schedule……………………………… 6

10.8 10000ft Checks……………………………… 6

10.9 Reaching Assigned Altitude………………… 7

10.10 Selection of FMS Pages……..……………… 7


PROCEDURES



Page 2




PROCEDURES


15 NOV, 2019


Page 3


10 TAKE OFF

Run engines for at least 3 minutes before takeoff for engine warm up requirements.

10.1 SAFETY ANNOUNCEMENT

Flight Purser shall ensure that Safety Announcements are accomplished during the anticipated taxi time. “CABIN READY” message initiated upon completion shall be confirmed by the flight crew before entering the active runway.

10.2 EXTERIOR LIGHTS

To minimize bird strike hazard, use ALL exterior lights.

10.3 ROLLING TAKEOFF

Rolling Take off will be conducted whenever possible. When engine anti-ice is required and the OAT is 3 deg C or below, the takeoff must be preceded by a static engine run-up to as high a thrust setting as practical to confirm stable engine operation before the start of the takeoff roll. (FCOM SP)

Reduced thrust takeoffwill be conducted preferably at all times. However Reduced thrust takeoff is not permitted:

By the assumed temperature method when the runway is contaminated. (Max T/O, Derate T/O 1 or T/O 2 is allowed).

Wind shear is expected along the take off path (Max T/O thrust is mandatory).

Whenever MEL/CDL dictates use of maximum thrust. Low Visibility Operations. (Max T/O thrust is

recommended).

Caution: If the nose wheel steering tiller is not released

before application of takeoff thrust, a configuration warning may occur due to the aft axle steering being out of the locked position.


PROCEDURES



Page 4


10.4 TAKEOFF

Pilot Flying Pilot Monitoring

Before entering the departure runway, verify that the runway and runway entry point are correct.

When entering the departure runway, set the STORBE light switch to ON. Use other lights as needed.

Verify that the brakes are released Align the aircraft with the runway.

Verify that the aircraft heading agrees with the assigned runway heading

When cleared for takeoff, set the LANDING LIGHT switches to ON. Set the transponder mode selector to TA/RA

Ensure nose wheel steering is released before applying thrust.

Announce “TAKEOFF” (Captain) Advance the thrust lever to approximately 55% N1.Allow the engine to stabilize.

Push the TO/GA switch. Call SET T/O thrust

Verify that the correct takeoff thrust is set.

Monitor the engine instrument during the takeoff. Call out any abnormal indication. Adjust takeoff thrust before 80 knots as needed. During strong headwinds, if the thrust lever does not advance to the planned takeoff thrust, manually advance the thrust levers by 80 knots. “Call T/O THRUST SET”.


PROCEDURES



Page 5


Pilot Flying Pilot Monitoring

After takeoff thrust is set the Captain’s hand must be on the thrust lever until V1.

Monitor airspeed. Maintain light forward pressure on the control column. Relax forward pressure slowly by 80 kts

Monitor airspeed and call out any abnormal indications.

Verify 80 knots and call “CHECK” Call “80 KNOTS”.

Verify V1 Speed Verify the automatic V1 callout or CALL ‘’V1’’

call “V1”. At VR, rotate toward 15O pitch attitude.

After liftoff, follow F/D commands.

At VR call “ROTATE”.

Monitor airspeed and vertical speed.

Establish a positive rate of climb

Verify positive rate of climb on the pressure altimeter and call “POSITIVE RATE”.

Verify positive rate of climb on the altimeter and call “GEAR UP”.

Set the landing gear lever to UP.

Above 200 feet radio altitude, autopilot may be engaged.

PM to check on PFD & Announce “Auto Pilot”

At 400 Radio Altitude: Call “400”

Call for / select a roll mode as required

Select or verify the roll mode change & announce FMA Change.

Verify that climb thrust is set at Thrust Reduction Height.

Verify acceleration at the acceleration height. Call “FLAPS ____” according to the flap retraction schedule.

Set the flap lever as directed.

After flap retraction is complete, set the Engine Anti Ice selectors to AUTO, if selected ON beforeTake off.

Call “AFTER TAKEOFF CHECKLIST”.

Do the AFTER TAKEOFF CHECKLIST.


PROCEDURES


15 NOV, 2019


Page 6


Note: When AFTER TAKEOFF check list is complete, PM

will select “Turnoff, Nose Landing and Taxi lights OFF”.

10.5 TRANSITION ALTITUDE “Transition Altitude” will be announced by PM. Both Pilots

will set altimeters to Standard and crosscheck. Captain will additionally set the ISFD altimeter to STD.

10.6 FMS DEPARTURE During an FMS departure, pilots must make full use of the

AFS as well as Navaids to monitor the vertical and lateral flight path conformity with the published SID. PF must be prepared to take over on MCP if FMS is not flying as programmed or required.

10.7 CLIMB SCHEDULE

If VNAV is not being used, the following speed schedule will be followed.

250 kts up to 10,000 feet MSL where required, thereafter 310/. 83.

In Turbulence 270kts below 25000 ft and 280/.82, whichever is lower at or above 25000 ft (MIN amber band + 15 kts).

The FMC provides max angle climb speed and provides approximately the same climb gradient as flap up maneuvering speed.

Max rate climb speed is flap up maneuvering speed + 60 kts until 0.82 mach.


PROCEDURES



Page 7


10.8 10,000 MSL FT CHECKS

“10,000 feet” will be called by the PM when passing 10,000

feet MSL. PM will switch off the Landing lights. Seat belt

signs will be switched to AUTO/OFF with the concurrence of

the Captain.

10.9 REACHING ASSIGNED ALTITUDE Monitor ROC when approaching assigned altitude, reduce if

required to avoid RA in congested areas. Refer to Jeppesen, Aircraft operating procedures, Transponder operation, Operation of ACAS “HIGH VERTICAL RATES (HVR) ENCOUNTERS”.

PM will call “1000 for …… ” e.g. “1000 for 290”, one thousand feet before reaching each assigned altitude as cleared by the ATC.

10.10 SELECTION OF FMS PAGES

PF: VNAV PM: LEGS

Note: During climb, crew shall check optimum flight level

from VNAV page 2 and request ATC for new Flight Level if

different from filed Flight Level.


PROCEDURES



Page 8




PROCEDURES


CRUISE Chapter 11

Page 1


S.no CRUISE Page no.

11 Cruise.………………………………..……….. . 3

11.1 Cruise Speed.………………………………….. 3

11.2 Cruise Checks…………………………………. 3

11.3 Departure Message…………………………… 3

11.4 Step Climb……………………………………... 3

11.5 Buffet Margin…………………………………… 4

11.6 Fuel Score.…………………………………….. 4

11.7 Route Manual…..……………………………… 4

11.8 Enroute Alternate Weathers.…………………. 4

11.9 Paper Work……………….……………………. 4

11.10 Additional Duties………………………………. 5

11.11 CDU Selection for Cruise…………………….. 5


PROCEDURES


CRUISE Chapter 11

Page 2




PROCEDURES


15 NOV, 2019

CRUISE Chapter 11

Page 3


11 CRUISE

11.1 CRUISE SPEED

ECON mode for Eastbound and Westbound flights with variable cost index as per current circular.

If FMS is not available, for cruise within 2000 ft of optimum altitude use Mach 0.83. This Mach also provides best buffet margin at all cruise altitudes. Optimum altitude, fuel & time are available from performance in-flight chapter of FCOM VOL 1.

11.2 CRUISE CHECKS

As per policy fuel check at first waypoint “after TOC”

Radar as required

Aircraft trimming

Copy active RTE 1 to RTE2

11.3 DEPARTURE MESSAGE Departure message must be sent to Central Dispatch through ACARS comm. Menu departure report with:

Actual ZFW and ETA

Delay / Reason (delay report ACARS comm. Menu function).

Any important message regarding Operation/Technical (khiaspk).

11.4 STEP CLIMB

Step climb can be planned at the way points as per flight plan or they can be optimum step points calculated by the FMC. It may be especially advantageous to request an initial cruise altitude above optimum, if altitude changes are difficult to obtain on a specific route. Projected temperature and turbulence conditions along the route of the flight shall be reviewed, when requesting/accepting initial cruise altitude as well as subsequent step climb.


PROCEDURES


15 NOV, 2019

CRUISE Chapter 11

Page 4


11.5 BUFFET MARGIN

For maintaining an adequate buffet margin as well as fuel economy, when requesting or accepting cruising levels and step climbs, FMS optimum and maximum altitudes should be considered. Note: If moderate to severe turbulence exists or is expected,

optimum altitude should never be exceeded. (This will ensure approximately 1.5 G buffet margin or a 480 bank to buffet onset).

If turbulence is not expected, optimum altitude may be exceeded by up to 2000 feet for fuel economy.

11.6 FUEL SCORE

PM will maintain fuel score on CFP at approximately 30-minute intervals. Use FMC calculated fuel figures to keep score. Also note down Altimeter readings.

11.7 ROUTE MANUAL

PM will consult the route manual to comply with ATC requirements of the area being over flown or to be flown.

11.8 ENROUTE ALTERNATE WEATHERS

PM will obtain and keep an update of actual weather for en-route alternate airports and note down on flight plan if not received through data link.

11.9 PAPER WORK

First Officer will accomplish paper work on ground, during cruise or when workload permits.


PROCEDURES


15 NOV, 2019

CRUISE Chapter 11

Page 5


11.10 ADDITIONAL CRUISE DUTIES

While in the cruise phase, ensure aircraft is operationally capable of complying with route and ATS requirement. The following are recommended:

PM will enter additional wind data into the FMC RTE DATA page. It is advisable for PF to take over the ATC communication role when ever PM is busy with the task requiring constant concentration.

Enter wind data for at least 3 FLs where available: Optimum level One level above optimum One level below optimum Current level (if different from above)

Thereafter consider FMC recommended levels.

If no step climb is expected, a single altitude wind data is sufficient. In this case insert 0 in the STEP SIZE (Line 4L) on VNAV CRUISE page.

If required, build escape route procedure for decompression onto RTE 2 where applicable.

11.11 CDU SELECTION FOR CRUISE

PF:VNAV CRZ or PROGRESS page,

PM: LEGS page.


PROCEDURES


CRUISE Chapter 11

Page 6




PROCEDURES


DESCENT PREPERATION Chapter 12

Page 1


S.no DESCENT PREPARATION Page no.

12 Descent Preparation…………………………. 3

12.1 Destination and Alternate Weather….……… 3

12.2 Technical Status.……………………………… 3

12.3 Arrival Message……………………….……… 3

12.4 Vref Speed.……………………....…..……….. 3

12.5 Holding Time Calculation.………………….... 3

12.6 Descent Winds………………………………... 3

12.7 Insertion Of STAR ……..…………………….. 4

12.8 Descent Planning……………………………... 4

12.9 Approach Briefing…………………………….. 4

12.10 Auto Brake ……………………………………. 5

12.11 Minimum Fuel Advisory……………………… 5

12.12 Preparation of Cabin for Landing……..……. 5

12.13 Descent speed schedule…………………….. 6

12.14 CDU selection for descent…………………... 6


PROCEDURES



Page 2




PROCEDURES



Page 3


12 DESCENT PREPARATION

Descent preparation must commence before top of descent or when complete weather information and ATIS are available. Route to Alternate airfield should be entered in RTE2 of FMS.

12.1 DESTINATION AND ALTERNATE WEATHER PM will obtain alternate, destination weather and landing

information

12.2 TECHNICAL STATUS

PM will recall and review all alert messages and operational notes with the PF.

12.3 ARRIVAL MESSAGE PM will pass the special handling requirements through

ACARS to central dispatch for onward dissemination. In case of diversion, he/she will inform central dispatch about

the diversion airfield, ETA and fuel (diversion report through ACARS Comm. Menu function)

12.4 VREF SPEED PM will select Vref speed and PF will verify it. Vref computation:

Use actual ZFW plus predicted arrival fuel at destination or Current gross weight minus predicted fuel burn to destination

Enter resulting weight onto LS 1L on the APPROACH REF page

12.5 HOLDING TIME CALCULATION First Officer will check fuel predictions for the destination and

alternate to estimate any extra holding time available.

12.6 DESCENT WINDS

Descent winds when available should be inserted in the FMC DESCENT FORECAST page.


PROCEDURES



Page 4


12.7 INSERTION OF STAR

The anticipated or cleared STAR and approach should be inserted in the FMS. Speed and Altitude constraints should be be checked / inserted against Jeppesen charts and ATC clearance. It is important that realistic end of descent altitude and speeds are entered in the FMS, since the top of descent point is determined by this input.

12.8 DESCENT PLANNING Flight deck workload typically increases as the aircraft

descends into a terminal area. Distractions must be minimized and all non-essential work must be postponed till after landing. Proper descent planning is necessary to arrive at the desired altitude and speed to commence an approach. Factors such as wind, icing, en-route speed and altitude constraints must always be planned into the descent profile.

12.9 APPROACH BRIEFING PF will carry out the approach briefing and review as

required:

The weather and runway conditions at destination, NOTAMS or any specific duties as dictated by the presence of any special conditions.

Minimum safe altitude.

The relevant arrival and approach procedures, related FMS LNAV and VNAV selections

Terrain condition and restricted/ prohibited areas around the descent and approach path.

Minimums for the type of approach to be carried out.

Go Around and Missed approach procedure.

Communication Failure Procedure.

Runway lighting and taxi in procedure.

Type of approach such as Auto, Manual, ILS, Non ILS etc. Any deviation from standard procedures should be briefed at this time.


PROCEDURES



Page 5


12.10 AUTO BRAKE

PF will select auto brake level as required.

Normal Brake level selection is 2 or 3.

Use Brake level 3 or 4 for wet/contaminated runway.

12.11 MINIMUM FUEL ADVISORY

Pilots may experience situations where delays, caused by traffic, weather or any other reason, result in the pilot being concerned about the aircraft’s fuel state upon reaching destination. In such cases, the pilot may declare to ATC that a MINIMUM FUEL condition exists. A MINIMUM FUEL declaration requires that the pilot: a) Advise ATC as soon as possible that a MINIMUM FUEL

condition exists; Following an ATC communication’s transfer, advise the new sector or unit that a MINIMUM FUEL condition exists; Be aware that this is not an emergency situation but merely an advisory that indicates an emergency is possible should any undue delay occur;

b) Be aware that a minimum fuel advisory does not imply an ATC traffic priority although ATC special flight handling will be implemented; and

c) Declare a FUEL emergency if the pilot determines that the remaining usable fuel supply suggests the need for ATC traffic priority to ensure a safe landing. In this case, the pilot should indicate low fuel as the reason for the emergency and report to ATC the fuel remaining in minutes of flight.

12.12 PREPARATION OF CABIN FOR LANDING

Just prior to TOD, the PF shall call for the fasten seat belt sign to be cycled twice. Seat belt signs should then be put ON/AUTO as the weather conditions dictate. This acts as a trigger for the cabin crew to prepare the cabin and passengers for landing. At 10000’ AAL PM will switch on landing lights and recycle seat belt signs twice again. Seat belt signs will be kept ON afterwards.


PROCEDURES


15 NOV, 2019


Page 6


12.13 DESCEND SPEED SCHEDULE

If VNAV is not being used, the following speed schedule shall be maintained. M.83/310 knots up to FL100/10,000ft MSL. Thereafter maintain 250 knots subject to ATC speed restrictions. Monitor ROD approaching assigned altitude. Reduce ROD to avoid RA activation in congested areas. Refer Jeppesen, Aircraft operating procedures, Transponder operation, Operation of ACAS “HIGH VERTICAL RATES (HVR) ENCOUNTERS”.

12.14 CDU SELECTION FOR DESCENT AND APPROACH

PF: VNAV DES or PROGRESS page.

PM: LEGS page.

After passing initial approach fix

PF: PROGRESS page 1.

PM: LEGS page.

On final approach

PF: PROGRESS page 2.

PM: LEGS page.


PROCEDURES


EFB/CPDLC Chapter 13

Page 1


S.no ELECTRONIC FLIGHT BAG AND CPDLC Page no.

13 Electronic Flight Bag (EFB)……...…………… 1

13.1 CPDLC………………….………………… .…… 1


PROCEDURES



Page 2




PROCEDURES



Page 3


13 ELECTRONIC FLIGHT BAG (EFB)

The EFB may contain some or all of the following options:

Airport Moving MAP

Terminal Charts

Aircraft Performance

Video Surveillance

Documents

The EFB effective dates must be verified during pre-flight. Crew must not be fixated on the display and avoid being distracted from the primary crew duties while using EFB. For details regarding EFB use refer FCOM/FCTM.

13.1 CPDLC

For details on CPDLC use and procedures refer FCOM, ATS

data link service in North Atlantic air system booklet and

Jeppesen.

Note1: ACCEPT /REJECT of all data link messages must be

cross checked by both crew members. The PM shall

read out the message and either accept or reject the

message after confirmation from the PF.

Note2: Incase of CPDLC failure revert to voice

communication.


PROCEDURES



Page 4




PROCEDURES


APPROACH GENERAL Chapter 14

Page 1


S.no APPROACH GENERAL Page no.

14 Holding……………………………………...... 3

14.1 Approach in General……….……………...... 3

14.1.1 Use of Automation…….………………..…… 3

14.1.2 Approach Preparation………………….….... 3

14.1.3 Rate Of Descent.………………………….…. 4

14.1.4 Transition Level ……………………………… 4

14.1.5 Approach Checklist……………..…………… 4

14.1.6 Stabilization Height………………………….. 5

14.1.7 Radio Altimeter Heights.……………………. 5

14.1.8 Constant Descent Approach………………. 5


PROCEDURES



Page 2




PROCEDURES



Page 3


14 HOLDING

If holding is required during approach following guidelines are mentioned.

a) HOLDING SPEED

The best endurance during holding will result if the FMS holding speed is used in clean configuration. If this speed is higher than the ATC speed limit, holding may be conducted with Flaps 1, using Flaps 1 speed or a higher speed requested from ATC.

b) RADIUS OF TURN

During high level holding procedures, where the radius of turn can be very large, note carefully, any restricted/prohibited areas and any airways around the holding area. Inform ATC if any violation is expected and request for an alternate holding procedure.

c) HOLD LIMIT TIME

Hold limit time on the FMS should be cross-checked against the expected approach time to keep within normal fuel requirements.

With undetermined delays, holding must be discontinued and a diversion made to the alternate, when the fuel reaches reserve quantity i.e. alternate plus holding.

After a diversion, if at any time, it is estimated that the aircraft will land with less than required holding fuel, a fuel emergency call to ATC must be made reporting Fuel remaining in minutes.


PROCEDURES



Page 4


14.1 APPROACH IN GENERAL

14.1.1 USE OF AUTOMATION Regardless of weather conditions prevailing or the type of arrival / instrument approach being conducted, pilots must make use of all avionics / automatic equipment available to reduce workload. This will also ensure optimum crew coordination and enhanced cockpit discipline.

14.1.2 APPROACH PREPARATION Complete the approach preparation before arrival in terminal area. In addition to approach briefing, the following actions shall be accomplished:

Confirm the published approach is selected through FMC arrival page. For non precision approach, if a waypoint is added to or deleted from a database procedure, FMC “on approach” logic is partially or completely disabled and the VNAV obstacle clearance integrity of the procedure may be adversely affected. If displaying the arrival procedures is not desired, perform a “DIRECT TO” a waypoint or “INTERCEPT COURSE TO” the FAF, OM or appropriate fix to simplify the navigation display. This provides: - A display of distance remaining to the FAF, OM or

appropriate fix. - A depiction of cross track error from the final approach

course. - LNAV capability during the missed approach procedure.

Set DH/MDA.

Check ADF / VOR selector set to the proper position.

Verify ILS, VOR and ADF are turned and identified if required for the approach.

Set Transition level on descent forecast page if not published on the charts but transmitted on ATIS.


PROCEDURES



Page 5


Note 1: The requirement to tune and identify navaids (ILS) can

be satisfied by confirming that the tuned navaid frequency is replaced by the correct identifier on the PFD/ND or by aurally identifying the navaid.

Note 2: APP mode should not be selected until:

The ILS is tuned and identified.

The aircraft is on an inbound intercept heading.

Both localizer and glide slope pointers appear on the attitude display in the proper position.

Clearance for the approach has been received.

14.1.3 RATE OF DESCENT If an altitude change of 1000 feet or less is required, descend at 500-1000 feet/min. When descending below 5000 feet AGL, the rate of descent should be limited to a maximum of 2000 feet/min. Below 2000 feet AGL, the rate of descent should be limited to a maximum of 1000 feet/min. Refer to Jeppesen, Aircraft operating procedures, Transponder operation, Operation of ACAS “HIGH VERTICAL RATES (HVR) ENCOUNTERS”.

14.1.4 TRANSITION LEVEL

At transition level, set all altimeters to QNH however, if the aircraft is cleared by ATC with QNH information to descend below transition level for an approach, and no level segment is expected to be flown above Transition Level, QNH may be set during descent and both pilots must crosscheck their respective altimeter readouts.

Note: In case of QFE, select QFE on APPROACH REF

page.


PROCEDURES



Page 6


14.1.5 APPROACH CHECKLIST

Approach checklist will be called for by the PF at 10,000feet MSL or when setting QNH whichever is lower.

14.1.6 STABILIZATION HEIGHT

Approach conditions, aircraft speed and configuration on glide path must be stabilized, at least 500 feet AAL in VMC and 1000 feet AAL in IMC. Otherwise a missed approach must be executed.

14.1.7 RADIO ALTIMETER HEIGHTS

As a reminder we must keep Radio Altimeter in our Instrument Scan loop during all approaches.

14.1.8 CONSTANT DESCENT APPROACH

On certain airfields constant descent approaches are mandatory by ATC below transition altitude. It is expected that after passing a preset height such as transition altitude, pilots will descend without a prolonged level segment till the interception of glide slope thereafter descent on glide path. The use of VNAV or V/S is recommended during CDA to keep the airspeed as required by ATC and also maintain a constant descent.


PROCEDURES


APPROACHES Chapter 15

Page 1


S.no APPROACHES Page no.

15 ILS Approach CAT-1 ……….…………………. 3

15.1 Reference Altimeter………..………………… .. 3

15.2 Auto Approach……………..…………………… 3

15.3 Monitoring of Approach ……….………………. 3

15.4 Deceleration Point ………………..……………. 3

15.5 Standard Approach…………………………….. 3

15.6 Delayed Flap Approach……………………… .. 3

15.7 Non Precision App with Straight In Landing.. .. 4

15.8 Non Precision RNAV (RNP) approaches……. 5

15.9 Circling Approach…..…………………… …….. 6

15.10 Go Around and Missed Approach……………. 7


PROCEDURES



Page 2




PROCEDURES


15 NOV, 2019


Page 3


15 ILS APPROACHES --- CAT-1

15.1 REFERENCE ALTIMETER

CAT-1 minimums will be called with reference to pressure altimeter for determination of altitude during the entire approach.

15.2 AUTO APPROACH

Maximum use of Automation is recommended up to minimums.

15.3 MONITORING OF APPROACH Both pilots shall closely monitor the autopilot, auto throttle

and FMA changes throughout the approach.

15.4 DECELERATION POINT The aircraft should start deceleration from 250 kts to Flaps 5

maneuvering speed with Flaps 5 prior to localizer capture. When Flaps are being extended, select the next lower speed just as the additional configuration drag takes effect. Delaying the speed selection causes an increase in thrust, while selecting the lower speed too quickly causes thrust to decrease, then increase.

15.5 STANDARD ILS APPROACH Normally, Standard Approaches will be carried out as per

B777 FCOM procedure, unless there are ATC height or speed constraints.

15.6 DELAYED FLAP APPROACH

If the approach is not being conducted in adverse conditions that would make it difficult to achieve a stabilized approach, the final flap selection may be delayed to conserve fuel or to accommodate speed requests by ATC.

Intercept the glide slope with gear down and flaps 20 at flaps 20 speed. The thrust required to descend on the glide slope may be near idle. Approaching 1,000 AFE, select landing flaps, allow the speed to bleed off to the final approach


PROCEDURES


15 NOV, 2019


Page 4


speed then adjust thrust to maintain it. Do the landing checklist. For particularly noise sensitive areas, use the technique above but delay extending the landing gear until 1500 feet AFE.

15.7 NON-PRECISION APP WITH STRAIGHT IN LANDING

All non-precision approaches will be conducted as per procedures laid down in the B-777 FCOM.

Whenever constant angle approaches are available in the FMC data base they will be flown using VNAV.

Where constant angles approaches are not available, an overlay approach procedure may be used, if available. For example, an ILS approach might be selected, if the plan view (route) is identified to be an NDB approach, in this case, waypoint altitude must be checked and modified, as required. When an approach is flown by the overlay method RAW DATA should be monitored by PM throughout the approach to ensure obstacle clearance & will select “TERRAIN” on his ND.

When no procedure is available from the FMC arrival page, approaches may be carried out by selecting frequency & course in the NAV radio page and utilizing HDG SEL/TRK SEL with VS/FPA.

Raw data monitoring during Non-Precision approaches.

During non-precision FMC approaches, monitoring of raw data is recommended, if available, although continuous monitoring is not required. Ground based NAV AID(s) should be checked for correct navigation by selecting “POS” on EFIS control panel or VOR/ADF pointer on the map display, not later than final approach.

Straight in approaches based on constant angle should be flown by utilizing VNAV, VS, FPA.


PROCEDURES


15 NOV, 2019


Page 5


If DA (H) is depicted on the chart then no correction is required and the same DA (H) should be used. (LNAV/VNAV)

If both DA (H)/MDA (H) are depicted on the chart (CDFA) then 50ft is also to be added. To prevent descending below MDA use 50 ft + MDA to establish Derived DA and set it as BARO minimums selector for ALERT. E.g. MDA 540 ft. Derived DA= 540 + 50= 590 ft.

Make full use of available aids like VOR, DME, radio altimeter and FMS for track distance and height check.

Pressure altimeter will remain the primary instrument for altitude reference.

Do not add 50ft to circling Minimums.

15.8 RNP (AR) APPROACH

a) All RNP(AR) approaches will be conducted as per Supplementary Procedure laid down in the B777 FCOM.

b) Approach must be in FMC Database. c) Approach must be flown in LNAV/VNAV using the A/P

and F/D. d) 2 GPS Receivers are required. e) Crew must enter/verify published RNP value on the

POS REF/PROG page 4. If RNP value is not published then crew shall enter a value of 0.3nm.Select/verify RAD NAV INHIBIT- ON on the REF NAV DATA page.

f) Verify displayed glide path (GP) angle is not less than the charted value minus 0.01 degrees.

g) "At or above" altitude restrictions may be changed to an "At" altitude restriction using the same altitude. Speed modifications are allowed.

h) Continuous monitoring of waypoints sequence is required throughout the approach.

i) During RNAV RNP approach, PF will select CDU LEGS page and select ‘TERRAIN’ on his ND. Whereas PM will select CDU RNP PROGRESS page and select Wx radar or‘TERRAIN’ on his ND.


PROCEDURES



Page 6


j) Passing FAF, verify the crossing altitude matches the charted value within 100 feet.

k) Maximum Lateral Deviation (XTK ERROR):1 x RNP. Maximum Vertical Deviation- FAF to DA: 75 feet.

l) Go-around/ Missed approach is required if the NAV UNABLE RNP or VERIFY POSITION alert displays unless suitable visual reference is established and maintained.

15.9 CIRCLING APPROACH

All circling approaches will be carried out as per procedures laid down in the B-777 Flight Crew Training Manual and Flight Crew Operation Manual.

Approach category for circling procedures is ‘C’ or ‘D’ according to actual circling speed.

Circling Approach is a visual flight maneuver after completing the instrument approach to Circling minima, to position and land on a non-straight in runway while maintaining sufficient visual references.

The aircraft will approach Circling minima, configured with Flaps 20, Gear Down and Ground Spoilers armed.

Level off at Circling minima, when runway in sight, angle off 45 degrees to the landing runway, keeping it on PF side and take time 30 seconds after wings level. Proceed

on downwindleg, keeping runway in sight use track select for circling maneuver.

Abeam threshold, start time for 20 seconds (for every 500 feet), then commence base turn, set flaps 30 and VAPP. Angle into the runway initially and align aircraft on runway course. Minimum height at the end of final turn is 400 ft AAL with flaps 30° / VAPP obtained.

Wings must be level by 300 ft AAL


PROCEDURES


15 NOV, 2019


Page 7


Rate of descent during final turn should be controlled in such a manner so as to cross the threshold at 50 feet.

At any time during the circling maneuver if unable to maintain visual contact with the runway, execute a missed approach by initially turning the shortest way towards the landing runway and then follow the published missed approach procedure.

15.10 GO AROUND & MISSED APPROACH

If a missed approach is required following an autopilot approach, leave the autopilots engaged. Push either TO/GA switch, call SET GO AROUND THRUST and call Flaps 20. PNF selects Flaps, verifies GO AROUND THRUST is set and monitors autopilot performance. Retract the landing gear after a positive rate of climb is indicated on the altimeter.

If a missed approach is required following a manual instrument approach or visual approach, push either TO/GA switch, call Flaps 20, Set go-around thrust, and rotate smoothly toward 15 degree pitch attitude. Then follow flight director commands and retract the landing gear after a positive rate of climb is indicated on the altimeter.

Second push on the TOGA switch provides full go-around thrust, if needed.

Refer to go-around procedure in the FCOM.

FOR FAILED OR DOWNGRADED GROUND EQUIPMENT EFFECTING PRECISION OR NON PRECISION APPROACH REFER CHAPTER 19 PAGE 25


PROCEDURES



Page 8




PROCEDURES


LANDING / SHUTDOWN PROCEDURES

Chapter 16 Page 1


S.no LANDING AND SHUTDOWN PROCEDURES Page no.

16 Landing…………………………………… ………… 3

16.1 Landing Roll………………………………………… 4

16.2 After Landing……………..….……………………… 4

16.3 Shutdown…..……………..………….……………… 4

16.4 Securing The Aircraft… …………………………… 5


PROCEDURES



Chapter 16 Page 2




PROCEDURES


15 NOV, 2019 LANDING / SHUTDOWN

PROCEDURES Chapter 16

Page 3


16 LANDING

Generally Captain SHALL carry out the landing if:

Runway is contaminated Wind shear is forecasted or reported Cross wind in excess of 25 kts At or above Max Landing weight Landing Gear or Brake abnormality Landing with abnormal configuration Less than CAT 1 weather conditions

Early stabilization of approach speed, power and sink rate will contribute to a good landing.

PM should call “Low” or “High” deviation from PAPI/VASI. However if Altimeter is observed to be at 50 feet or less and runway is still ahead, the aircraft is dangerously low and IMMEDIATE go around should be initiated.

Normal touchdown should occur approximately at 6 degrees pitch attitude at Vref30 minus 5 kts. PM shall call “PITCH”, if attitude is approaching 8 degrees and touchdown has not yet occurred. Body contact is imminent above 10 degrees pitch attitude (B777-200).

Under normal conditions on dry runways, use of auto brake is optional. However wherever auto brake is required to provide moderate deceleration effect suitable for all routine operation, Autobrake 2 should be used to increase carbon brake life.

Caution: PM must monitor engagement of Auto brake and in case of auto brake malfunction, call out the EICAS advisory message “AUTOBRAKE” to alert the PF.


PROCEDURES




Page 4


16.1 LANDING ROLL

Refer to Landing Roll Procedure described in B777 FCOM.

16.2 AFTER LANDING

After landing procedures will be carried out as per B777 FCOM. The following paragraphs only supplement the above. Positioning the speed brake lever to down will be a cue to

the First Officer to start the after landing procedure. When clearing the runway or back tracking after landing

procedure will be accomplished. Taxi light will remain on for taxi, while the runway turn off lights will be used as required.

Transponder should be switched off or as required by the relevant aerodrome procedures as soon as possible after landing roll is completed.

16.3 SHUTDOWN

a. On entering apron, taxi speed should not exceed 10 kts. b. After engine shut down First Officer will announce on

PA,“CABIN CREW PREPARE FOR ARRIVAL, DISARM DOOR SLIDES AND CROSS CHECK”. Disarming of the

slides will be confirmed by both pilots on the EICAS and DOOR synoptic page.

Note:

Prior to engine shutdown ensure “APU RUNNING” message on EICAS or availability of Ground power.

Captain will establish ground communication, confirm chocks and safety cones in place and then release Parking brake.

All Shutdown procedures will be completed as per B777 FCOM. First Officer on Captain’s command will complete the Shutdown checklist.


PROCEDURES




Page 5


16.4 SECURING THE AIRCRAFT

APU and Packs should be kept on till all passengers have disembarked or the transit time is less than 1 hrs 30 mins. If there is a restriction at the airport APU will be shut down after Ground Power is connected.

Securing the aircraft procedures shall be accomplished as per B777 FCOM. Thereafter, First Officer will complete checklist on Captain’s command. If in transit, where a crew change is involved and passengers are on board, for subsequent refueling emergency exit lights should not be disarmed. The item should be overridden in the SECURE checklist.

Captain will ensure that all defects are recorded on the Aircraft Technical Logbook. FO will check status message approximately three minutes after HYDRAULIC PRESSURE SYS L+C+R message is shown before recording status in the maintenance log.

Instrument and cockpit lights shall be left at full dim or off. Aircraft Engineer may obtain further details / clarification

regarding the reported snags. First Officer will secure all flight related documents and

put them in the envelope provided for this purpose. He will keep the Jeppesen charts properly in the manual and re-arrange the Technical Library in the prescribed stowage area.

Disarm the cockpit door locking system. The cockpit should be left neat and tidy with the door

open and unlocked.

If ground power is available then APU may be shut down.

A Post flight inspection and walk around must be performed before going off duty. Any discrepancy observed during post flight must be reported in the ATL.


PROCEDURES



Chapter 16 Page 6




PROCEDURES


15 NOV, 2019

CREW COORDINATION Chapter 17

Page 1


S.no CREW COORDINATION Page no.

17 Crew Coordination…………………………. 3

17.1 Auto Approach.………………..…………… 3

17.2 Manual Approach…………………………… 3

17.3 CDU Pages Selection……………………… 4

17.4 Engine Failure/ Fire………….…………….. 4

17.5 Stabilized Approach…………..…………..... 4

17.6 GPWS……………………………………….. 5


PROCEDURES



Page 2




PROCEDURES



Page 3


17 CREW COORDINATION

17.1 AUTO APPROACH During Auto ILS approach, PF will closely monitor the flight path on PFD/ND and FMA. He must ensure that responses from autopilot and auto throttle remain concurrent to selections made on MCP. From 1000 feet AAL, PF must have one hand on the control column and the other on the throttles. PF will monitor alternatively, heads up and heads down. Starting from “APPROACHING MINIMUMS”, callout, he starts looking for visual references like strobe lights, approach lights, runway edge lights, and runway centre line lights etc. At minima PM will call “MINIMUM” (If no Auto callout) “Approach lights/ strobe lights etc”. PF will announce “CONTINUE”. Below DA (H) when touchdown zone or runway is insight and suitable visual reference established by PF he calls LANDING. Approach must not be continued below

prescribed minimums unless visual references are acquired and the aircraft is in a position from which a normal approach and landing can be made on the intended runway. If the above conditions are not met, PF will initiate a missed approach by announcing, “GO AROUND, FLAPS ___” and execute a go around. PM will maintain heads down and continue monitoring flight parameters.

17.2 MANUAL APPROACH During Manual approach PF will fly on instruments until DA/MDA or visual contact is established. PM will perform scanning in and out to give flight parameters deviation.

During manual ILS approaches, PF monitors heads down while flying to minimums. PM monitors heads up and heads down from “APPROACHING MINIMUMS” call and starts looking for visual references like strobe lights, approach lights, runway edge lights, runway centre line lights etc. He is to announce each reference as it becomes visible. At the first announcement of any visual reference, PF will then announce


PROCEDURES



Page 4


“CONTINUE”. Below DA (H) when touchdown zone or runway insight and visual contact established PF will call LANDING.

Otherwise PF will call “GO AROUND, FLAPS ___” at DH/MDA and execute a missed approach.

17.3 CDU PAGES SELECTION

During initial approach, PF will keep his CDU on PROG Page1/3 and then change to PROG Page 2/3 no later than Final approach fix. PM will maintain LEGS Page.

17.4 ENGINE FAILURE/ FIRE

In case of engine failure above 1000 feet AAL, continue, if approach is not destabilized.

In case of engine fire above 1000 feet AAL, carry out the checklist and continue approach if approach does not get destabilized.

Engine fire below 1000 ft AAL requires high situational awareness. In some cases, engine fire checklist may have to be executed before reaching minimums. Getting close to minimums, the checklist may be deferred to after landing/go around procedure.

In case of engine fire below DH/MDA and sufficient visual references available, continue approach and land. After coming to a full stop with parking brake set, carry out the non-normal checklist.

17.5 STABILIZED APPROACH (ALAR) An Approach is stabilized when all the following criteria are met:

The aircraft is on the correct flight path

Only small changes in heading/pitch are required to maintain the correct flight path

The aircraft speed is not more than Vref + 20 knots indicated airspeed and not less than Vref.

The aircraft is in the correct landing configuration


PROCEDURES


15 NOV, 2019


Page 5


Sink rate is not greater than 1,000 fpm; if an approach requires a sink rate greater than 1,000 fpm, a special briefing should be conducted.

Power setting is appropriate for the aircraft configuration

All briefings have been conducted and checklists completed.

ILS approaches should be flown within one dot of the glide slope and/or localizer deviation.

During a circling approach, wings should be level on final when the aircraft reaches 300 feet above airport elevation. Unique approach procedures or abnormal conditions requiring a deviation from the above elements of a stabilized approach require a special briefing.

17.6 GPWS

a. CAUTIONS(Corrective action required) CAUTION TERRAIN

CAUTION OBSTACLE

SINK RATE

TERRAIN

DON’T SINK

TOO LOW FLAPS

TOO LOW GEAR

TOO LOW TERRAIN

GLIDESLOPE

BANK ANGLE

b. WARNINGS (Refer to MANEUVRES, non-normal maneuvers section of QRH) PULL UP

OBSTACLE OBSTACLE -- PULL UP

TERRAIN TERRAIN -- PULL UP


PROCEDURES



Page 6




PROCEDURES


STANDARD CALLS Chapter 18

Page 1


S.no STANDARD CALLS Page no.

18 Standard Call …………………………… 3

18.1 Flight Path Deviation …………………… 3

18.2 Instrument approach calls ……………… 4

18.3 Phraseology ……………………………… 5


PROCEDURES



Page 2




PROCEDURES


15 NOV, 2019


Page 3


18 STANDARD CALLS

Reference to this part is from FCTM. The callouts below will be the company standard callouts.

Flight Mode Annunciation

All FMA and AFDS changes shall be called out by PM. The FMA and AFDS shall be used to verify mode changes for:

AFDS status (A/P, F/D, LAND 3 etc) Autothrottle mode Roll mode Pitch mode Altimetry

When there is a change in the altimeter setting, the resultant altimeter altitude/level shall be verified and cross checked by both Pilots.

18.1 FLIGHT PATH DEVIATION Pilot Monitoring shall callout significant deviation from commanded airspeed or flight path.

Event Callouts PM

Excessive or insufficient bank angle BANK ANGLE auto call

Excessive rate of descent, more than 1,000 feet/minute on final approach and altitude below 1,000 feet AGL

SINK RATE

Insufficient rate of climb during takeoff or go around

CLIMB RATE

Speed +10kts or -5kts from target speed SPEED

Glide slope deviation of more than one dot GLIDE SLOPE

Localizer deviation of more than one dot LOCALIZER


PROCEDURES



Page 4


18.2 INSTRUMENT APPROACH CALLS

Event Callouts

PM PF

“2500” RA Radio Altimeter

Alive Check

First positive inward motion of VOR or LOC CDI

COURSE / LOCALIZER ALIVE

Check

LOC mode engaged on FMA LOCALIZER CAPTURE

Check

First positive movement of glide slope pointer

GLIDE SLOPE ALIVE

Check

G/S mode engaged on FMA GLIDE SLOPE

CAPTURE Check

Overhead outer Marker/FIX/Altitude checkpoint

OUTER MARKER/FIX

____ Ft

Check (Verify height)

“1000” RA (auto callout) Check Check

“500” RA (auto callout) Check OR

500 ft if no autocall Check

APPROACHING MINIMUMS (auto callout) approximately 80’ above DA/MDA

Check Call, If No Autocall

Check

At MDA Check

Call, If No Autocall Check

At DA * or MAP * MINIMUM (auto callout)

Check Call, If No Autocall

CONTINUE or GO AROUND

When runway insight call ** RW, Strobe lights

App lights etc. LANDING

(visual contact maintained)

“100”, “50”, “40”, “30”, “20”, “10” RA (auto callout)

Call, If No Autocall

* When suitable visual reference is established, the head up pilot shall announce the visual

cue any time during the final approach phase to the other pilot.

** When PF positively identifies the landing runway he calls “LANDING’


PROCEDURES



Page 5


Note: If the automatic electronic voice callouts is not heard

by the flight crew, the PM should make the callouts. The PM may call out radio altitude at 100ft, 50ft, and 30ft (or other values as required) to aid in developing an awareness of eye height at touchdown.

18.3 PHRASEOLOGY

Listed below is a list of recommended words and phrases used during manual and auto flight, as appropriate.

MODE CONTROL PANEL

EVENT COMMAND RESPONSE

(confirm with AFDS /PFD annunciation)

Selecting

- Select Heading / Track Heading / Track select

- Select Heading / Track hold Heading / Track hold

- Select LNAV/ VNAV LNAV / VNAV - Select Vertical Speed Vertical Speed

Selecting

- Select Flight Path Angle Flight Path Angle

- Select Altitude hold Altitude hold

- Select Auto Pilot Auto Pilot

- Select Flight Director Left/Right Flight Director Left/Right

- Flight Director Left/Right off Flight Director Left/Right off

- Select AUTOTHROTTLE Auto Throttle announce FMA

- Select Flight Level Change Flight Level Change

- Select Speed Intervention Speed Intervention when speed Window opens

- Select FMC speed FMC speed when speed window Closes.

- Arm Localizer Localizer armed

- Arm Approach Localizer / Glide Slope armed

Setting speed

- Set ___ knots/MACH___

___ knots/MACH___ set - Set Flaps ___ Speed

Flaps ___ Speed set

Setting Vertical mode

- Set __ Thousand Feet/FL__

__Thousand Feet/FL __ Set

- Set Vertical Speed plus/minus __ Vertical Speed plus/minus __ Set - Set F P A plus/minus __ F P A plus/minus ___ set

Setting Roll mode

- Set Heading/Track__ Heading/Track__set

- Set Bank Angle __

Bank Angle ___ set


PROCEDURES



Page 6


THRUST

EVENT COMMAND RESPONSE (after the required thrust is set)

SETTING THRUST

- SET TAKEOFF THRUST - TAKEOFF THRUST SET

- SET GO AROUND THRUST - GO AROUND THRUST SET

- SET MAXIMUM CONTINUOUS THRUST

- MAXIMUM CONTINUOUS THRUST SET

- SET CLIMB THRUST - CLIMB THRUST SET


PROCEDURES


ALL WEATHER OPERATIONS (AWO)

Chapter 19 Page 1


S.no ALL WEATHER OPERATION (AWO) Page no.

19.0 Flight Preparation and Flight Crew Procedures… 3

19.1 Low Visibility Taxi (LV Taxi)……………………….. 4

19.2 Low Visibility Take-Off Requirement……………… 5

19.2.1 Approved Operators………………………………... 6

19.2.2 Planning Minima for Take-Off Alternate………….. 7

19.3 Approach Preparation………………………………. 8

19.3.1 Approach Procedures…………………………….… 11

19.3.2 Visual References………………………………….. 14

19.3.3 Flight Parameters Deviation Calls………………... 15

19.3.4 Failures and associated actions………………….. 16

19.3.5 Downgrading……………………………………….. 17

19.3.6 Incapacitation………………………………………. 23

19.3.7 Requirement Reference Table for CAT II, III (A/B).. 24

AWO Brief Checklist………….………………………… .. 27

Precision Approach Low Visibility Flow……………...... 30


PROCEDURES



Chapter 19 Page 2




PROCEDURES



Chapter 19 Page 3


19 FLIGHT PREPARATION AND PROCEDURES

In addition to normal flight preparation, the following planning and preparation must be performed when CAT II / III approaches are envisaged.

Review NOTAMS: To make sure that the destination airport still meets CAT II/III requirements: Runway and approach lighting. Radio NAV aid availability. RVR equipment availability etc.

Aircraft Status: Check that required equipments for CAT II or CAT III approaches are operative.

Also check the Aircraft Technical Logbook confirms that no write-up during previous flights affects equipment required for CAT II / III.

Crew Qualification: Crew qualification and currency must be reviewed (both Captain and F/O must be qualified and current).

Weather Information: Check that the weather forecast at destination is at or above Company and crew operating minima. If the forecast is below CAT I minima, verify that alternate weather forecasts are appropriate to the available approach means and at least equal to or better than the planning minima.

Fuel Planning: As guidance, minimum of 30 minutes of extra fuel should be carried for expected delays (taxiing / approach) whichever is higher.

Cabin Crew Briefing: Brief the Cabin Crew not to enter the Flight Deck, or call on the intercom during taxi or approach unless safety dictates.

Take-off Speed: For LVTO, Pay load permitting, use the flap setting that gives the lowest take-off speeds utilizing the tailwind (if it gives lower speed). Normal T/OFF thrust is recommended.


PROCEDURES



Chapter 19 Page 4


19.1 LOW VISIBILITY TAXI (LV TAXI)

Keeping in mind the RVR requirement for take off, the decision to Taxi in low visibility rests with the Captain. Before starting to taxi for take-off in low visibility check that the crew are familiar with CAT II / III holding points for the take-off runway, and also with taxi-way signage and routing. The centre-line taxiway lighting with its reduced spacing, coded space to indicate curves and facilitate taxing in low visibility.

Close attention should be paid to taxi speed (max 10kts) and taxi routes. The PM (FO) should make full use of taxi charts and ground speeds and headings to feed the required information in "rally navigator" style to PF (CAPT). Both pilots should give their undivided attention to taxi phase.

EFB Airport moving map would enhance positional awareness while planning taxi routes and while taxiing, prior to taxi, NOTAMS and airport charts (using EFB terminal charts or paper) should be consulted for the latest airport status to include closed taxiways, runways, construction, etc., since these temporary conditions may not be shown on the airport map.

Any checklist action must only be done while the aircraft’s stationary with the parking brake ON.

Remember that ground equipment, aircraft wingtips and tails may not be as readily seen as the taxiway, therefore taxi with utmost caution.

Make certain that correct CAT II/III holding points, runways and sensitive areas are not violated.

On entering the runway and lining up for take-off, double check runway heading reference and make sure that the aircraft is on the runway centerline. This could be verified by ILS Localizer and markings on runway centerline. This may also be verified through ND especially when lining up and there is parallel runway.


PROCEDURES



Chapter 19 Page 5


19.2 LOW VISIBILITY TAKE-OFF REQUIREMENT

Following takeoff RVR/VIS is minimum requirement for

LVTO, however, if state minimum is higher will be applicable

(State minimum available on Jeppesen chart).

Note:

1. For RVR/VIS below 400m Low Visibility Procedure must be enforced.

2. If RVR is not available for the initial part of the takeoff run, it can be replaced by Pilot assessment.

3. For additional information about approved operators refer to the description below this table.

4. The required RVR value must be achieved for all relevant RVR reporting points except the initial part of takeoff run.

5. For night operation at least RL and a runway end lights are required.

FACILITIES RVR / VIS (M) 1, 2

CAT A, B & C CAT D

Approved Operators (with

approved lateral guidance system)³ 75

Approved Operators ³ 125 150

RL, CL & Multiple RVR information4 150 200

RL & CL 200 250

RL and/or RCLM5 250 300

Nil (Day only) 500


PROCEDURES



Chapter 19 Page 6


19.2.1 APPROVED OPERATORS a. Subject to the approval of the Authority and provided the

requirements in paragraphs 1. To 5. Below have been met, an operator may reduce the take-off minimum to 125m/150m when.

1. Low Visibility Procedures are in force. 2. High intensity CL spaced 15m or less and HIRL

spaced 60m or less are inoperation. 3. Crew have satisfactorily completed training in a

simulator approved for this procedure. 4. A 90m visual segment is available from the cockpit at

the start of the takeoff run. 5. The required RVR value has been achieved for all of

the relevant RVR reporting points. b. Subject to approval of the Authority, an operator of an

aircraft using an approved lateral guidance system or an approved HUD/HUDLS for takeoff may reduce the takeoff minimum to not lower than RVR75m provided runway protection and facilities equivalent to Category III landing operations are available.

AS PER OPS SPECIFICATION, PIA is an approved operator with above restriction in view cleared up to125M for 777-200(Category C) AND 150M FOR 777-300 (Category D).

NOTE for LVTO:

TAC has to be serviceable whenever the visibility/RVR are less than 400 M.

Auto thrust, auto brakes must be serviceable when visibility/RVR is less then 200m.

T/O on contaminated runway is not allowed When visibility/RVR are less than 200m.

When the visibility/RVR is less than 150 m, crosswind component is limited to 15kts.


PROCEDURES


15 NOV, 2019 ALL WEATHER OPERATIONS

(AWO) Chapter 19

Page 7


Low visibility takeoff operation, below landing minima requires a takeoff alternate. Selection of the takeoff alternate’s

For 777 A/C it is one hour flight time on S/E TAS.

For EDTO OPS it is two hours flight time on S/E TAS.

19.2.2 PLANNING MINIMA FOR TAKE-OFF ALTERNATE The weather report / forecast or any combination thereof indicate that during period commencing one hour before and ending one hour after, the ETA at the aerodrome, the weather condition will be at or above the applicable landing minimums. The ceiling must be taken into account when the only approaches available are non-precision or circling approaches.

LVTO Line up on the runway centerline, use the centerline lights or marking for directional control guidance during take-off roll. As speed increases, the streaming effect of the lights and markings improve tracking, also the noise of the nose wheel running over the centerline lights is further confirmation that take-off run is straight. Localizer guidance if available should be used.

REJECTED TAKE-OFF 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 demands an early correction to maintain the centerline. Also manually tune the ILS frequency to obtain rollout guidance which would be helpful in maintaining the runway centre line. FO, if required should call “left/right” on localizer movement and the Capt. must apply rudder to maintain runway centre line.

Remember, standard runway centerline lights change from white to alternate red and white when there is approximately 3000 ft (900 m) of runway remaining and to continuous red when there is only 1000 ft (300m) remaining.


PROCEDURES



(AWO) Chapter 19

Page 8


If the visual references are lost below 80 kts, the take-off may be rejected. However, if it is lost above 80 kts the take-off should be continued with localizer guidance.

If the take-off was rejected, then the PF (CAPT) should keep all landing lights ON after stopping, so that the emergency services can easily identify the aircraft in a bad visibility conditions.

19.3 APPROACH PREPARATION

AIRCRAFT STATUS

Verify LAND 2 or LAND 3 status, as appropriate at below 1500 feet RA. Although, it is not required to check equipment, which is not monitored by the system, if any of the equipment is seen inoperative, the landing capability may be reduced.

WEATHER

Check weather conditions at destination and at alternates. Required RVR values must be available for CAT II/III approaches. The selected alternate must have weather conditions equal to or better than the applicable company landing minima.

APPROACH BAN

An instrument approach may be commenced regardless of the reported RVR/VIS, but shall not be continued beyond the outer maker (OM), or equivalent position, or a specified height if the reported RVR/VIS is less than the applicable minimums.

If, on a straight in approach, after passing the OM or equivalent position/height the reported RVR/VIS falls below the applicable minimum, the approach may be continued to DA/H or MDA. Provided that the required visual reference


PROCEDURES



Chapter 19 Page 9


Has been established at the DA (H) or MDA (H) and thereafter the approach and subsequent landing may be completed.

Where no OM or equivalent position exist, or where specified for example UK, the pilot-in-command shall decide whether to continue or abort the approach before descending below a height of 1000ft above the aerodrome on the final approach segment. The approach may be continued below DA (H) or MDA (H) and a landing may be completed, provided that the required visual reference is established at DA (H) or MDA (H) and maintained. In case of CATIIIB with no DH.If RVR falls below 75M, passing Approach Ban continue and land.

ATC CALLS

Unless LVP are reported active by ATIS, clearance to carry out a CAT II / III approaches must be requested from ATC, who will check the status of the ILS and lighting and protect the sensitive areas from incursion by aircraft or vehicles, such an approach may not be undertaken until the clearance has been received. Before the outer marker /final approach fix, the required RVR values should be transmitted.

SEAT POSITION

The pilots must realize the importance of eye position during low visibility approaches and landing. A too-low seat adjustment may greatly reduce the visual segment. When the eye reference position is lower than intended, the already short visual segment is further reduced by the cut-off angle of the glare shield or nose.


PROCEDURES



Chapter 19 Page 10


USE OF LANDING LIGHTS

At night in low visibility conditions, landing lights can be detrimental to the acquisition of Visual references. Reflected light from water droplets or snow may actually reduce visibility, landing lights would therefore not normally be used in CAT II /III weather conditions.

CAT II&III Crew Briefing

The briefing should include the normal items as for any IFR arrival and in addition the following subjects should be covered prior to the first approach:

Destination and alternate weather;

Cold weather Altimeter correction, if applicable;

Airfield and runway operational status CAT II / III etc;

Aircraft systems status and capacity;

Brief review of task sharing;

Review approach procedure (stabilized approach);

Insert applicable landing minima [RA] value in RADIO in the EFIS control panel;

Insert CAT-I minima in BARO;

Review go-around procedure, ATC calls;

Review downgrading possibilities above 1000 ft AGL;

Brief review of procedure, in case of malfunction below 1000 ft AGL;

Optimum seat position and reminder to set cockpit lights when appropriate;

Review of the FMA calls. PM (FO) make all FMA calls from 1000 Feet.


PROCEDURES



Chapter 19 Page 11


19.3.1 APPROACH PROCEDURES

ATC Procedures

CAT II / III operations require special procedures for the ATC and all services on the aerodrome (maintenance, security). They are often referred to under the generic name of Low Visibility Procedures. Each aerodrome authority develops its own procedures with the ICAO All Weather Document as a possible aid.

ATC Clearance

Clearance to carry out a CAT II / III approaches must be requested from ATC, who will activate the Low Visibility Procedures i.e. prepare the airfield and assure appropriate aircraft separation; such an approach may not be undertaken until the clearance has been received. It is also recommended that ATC be informed when an automatic landing is intended to be performed to ensure, whenever possible. The same protection is required for automatic landing in CAT I or better conditions.

Task Sharing

The procedures given in the FCTM for CAT II /III approaches make the best use of the automatic system of the aircraft. The task sharing for a CAT II / III approaches is that PF (CAPT) and PM (FO).

The workload is distributed in such a way that the PF primary tasks are supervising and decision making and the PM primary task is monitoring operation of the automatic system.

PM makes all FMA calls from 1000 Feet.


PROCEDURES



Chapter 19 Page 12


In summary the tasks are shared as follows:

All CAT II and CAT III Operations

PF: Has hands on controls and thrust levers throughout

the approach, landing or go-around; Makes MCP selections (if any); Takes manual control in the event of AP

disconnection; Monitors flight instruments;

Approaching DH:

Starts looking for visual references, progressively increasing external scanning as DH is approached. If no DH procedure is used, the PF will nevertheless look for visual references.

At or before DH (if his decision is to continue):

Calls “CONTINUE ".

Scans mostly head-up to monitor the flight path and flare (in CAT II /IIIA) or the track (in CAT IIIB) by visual references, calls landing when runway insight.

Monitor thrust reduction to IDLE by Auto thrust if engaged with "RETARD" FMA announcement;

Selects and controls reverse thrust; Disengages autopilot, when taxi speed is reached.

PM:

Monitors flight instruments head-down throughout approach, go-around or landing until rollout is completed;

Calls any deviation or failure warning; Calls/ monitors auto callout or calls radio heights

including "100 above"; Call FMA mode changes as required;


PROCEDURES



(AWO) Chapter 19

Page 13


At DH If decision is not announced by PF. initiate MISSED APPROACH

CAT III Operations without DH

PM:

At AH calls "ALERT HEIGHT".

PF:

If no failure by AH, calls " CONTINUE ";

When touchdown zone runway environment insight calls landing.

Monitors flare by flight instruments;

Monitors lateral guidance during flare;

Monitors automatic ground roll by scanning alternately instruments and external references;

If Decision is to Go-around (All CAT II and CAT III operations)

PF:

Calls "GO AROUND”. Initiates go-around Push TO/GA, set Go around

Thrust. Monitors rotation on PFD, or rotate manually in case

A/P disconnected Checks positive rate (VS and RA). Gear up. Commands configuration changes.

PM:

Follows Standard Operating Procedures. Monitors go around thrust set.


PROCEDURES



(AWO) Chapter 19

Page 14


19.3.2 VISUAL REFERENCES

Operations with DH, CAT II&III

It should be stressed that the DH is the lower limit of the decision zone during which in limiting conditions, the PF will be assessing the visual references. PF should come to this zone prepared for a go-around but with no pre-established judgment. PF should make a decision according to the quality of the approach and the way the visual references develop as DH is approached.

CAT II Operations At DH, the visual references specified below should be distinctly visible and identifiable to the pilot: A segment of at least three consecutive lights, being the

centerline of the approach lights, or touchdown zone lights, or runway centerline lights, or runway edge lights, or a combination of these.

This visual reference should include a lateral element of the ground pattern, such as an approach light crossbar or the landing threshold or a barrette of the touchdown zone light.

CAT III Operations

For CAT IIIA operations and for CAT IIIB operations conducted with fail-passive flight control systems: at DH, a segment of at least three consecutive lights being the centerline of the approach lights, or touchdown zone lights, or runway centerline lights, or runway edge lights, or a combination of these is attained and can be maintained by the pilot. For CAT IIIB operations conducted with fail-operational flight control systems using a DH: at DH, at least one centerline light is attained and can be maintained by the pilot.


PROCEDURES



(AWO) Chapter 19

Page 15


Operation of CAT IIIB with NO DH

Requirements for visual references for CAT IIIB with no DH are not required; however PF must look for visual cues CROSSING ALERT HEIGHT.

Loss of Visual References Operation with DH before touchdown. If the decision to

continue has been made and the visual references subsequently become insufficient (for the appropriate category), or the flight path deviates unacceptably, a go-around must be initiated (a go-around initiated at low altitude, whether auto or manual, a high rotation rate may result in ground contact).

Note:If the touchdown occurs after GA is engaged, the AP

remains engaged in that mode, and ATHR remains in TOGA, Ground spoilers and auto brakes are inhibited.

Operations with and without DH - after touchdown

If the visual references are lost after touchdown, a go-around should not be attempted. Pushing TO/GA will have no effect after Touchdown. The rollout should be continued with AP in ROLLOUT mode down to taxi speed.

19.3.3 FLIGHT PARAMETERS DEVIATION CALLS The following calls shall be made by the PM and

acknowledged by the PF. However, any crew member that sees a deviation outside the following limits should make the appropriate call. If any of these limits are exceeded whilst established on final approach, a go-around shall be made.

PARAMETERS IF DEVIATION EXCEEDS CALL REQUIRED

IAS + 10 kts/ -5 kts “speed”

Rate of Descend Greater than1000 fpm “sink rate”

Pitch attitude + 5 degrees/ - 2.5 degrees “pitch”

Bank angle Greater than 7 degrees “bank”

Localizer Excess warning

1 dot on PFD “localizer”

Glide slope 1 dot on PFD “glide slope”


PROCEDURES



Chapter 19 Page 16


19.3.4 FAILURES AND ASSOCIATED ACTIONS

General

In general there are three possible responses to the failure of any system, instrument or element during the approach.

CONTINUE the approach to the planned minima.

REVERT to higher minima and proceed to a new minima ( to be decided above 1000 ft)

GO-AROUND and reassess the capability (below 1000 ft).

The nature of the failure and the point of its occurrence will determine which response is appropriate. As a general rule, if a failure occurs above 1000 ft AGL the approach may be continued reverting to a higher DH, providing the appropriate conditions are met.

Below 1000 ft and down to AH when in LAND 3 the occurrence of any failure implies a go-around and a reassessment of the system capability.

Another approach may then be undertaken to the appropriate minima for the given aircraft status. It has been considered that below 1000 ft, not enough time is available for the crew to perform the necessary switching, to check system configuration and limitations and brief for minima.

In LAND 3, in general, a single failure (for example one AP failure or one engine failure) below AH does not necessitate a go-around. Go-around is required if EICAS alert is accompanied by a master caution light and aural.

Abnormal procedures

The required procedures following failures during CAT II / III approaches are as describe below.

The abnormal procedures can be classified into two groups:

1. Failures leading to a downgrading of capability as


PROCEDURES



Chapter 19 Page 17


displayed on FMA and EICAS with an associated specific audio warning.

2. Failures that do not trigger a downgrading of capability but are signaled by other effects (Flag, EICAS warning, amber caution and associated audio warnings).

It should be noted that some failures might trigger EICAS warnings, cautions and a downgrading of capability.

Downgrading conditions;

a) Downgrading from CAT III to CAT II is permitted only if: EICAS (checklist) actions are completed. RVR is at least equal to CAT II minima. Briefing is amended to include CAT II procedure and

DH. Decision to downgrade is completed above 1000 ft

AGL. b) Down grading from CAT II to CAT I permitted only if: EICAS (checklist) actions are completed... RVR is at least equal to CAT I minima. Briefing is amended to include CAT I procedure and

DA. The decision to downgrade is completed above

1000 ft AGL

19.3.5 DOWNGRADING

When resetting the minimum, announce the new DH or DA (Where applicable)

DH (RA) and downgrade procedure -------- set/review

CATIIIB approach with NO DH------------SET CAT IIIA DH

and blank display;

Push minimums reference selector for downgrade CATIIIB APP with DH: set DH and leave displayed

Reset DH for downgrade. CATIIIA APP; set CATIIIA DH and leave displayed:


PROCEDURES



Chapter 19 Page 18


Reset DH for downgrade. CATII APP; set CATII DH (DA) and leave displayed.

Rotate the minimums reference selector to BARO to display CAT1MINIMUMS.

Note: There are airports with a particular terrain structure

which require a Decision Altitude (DA) to be set for a CATII approaches only.

AFDS Faults

Faults leading to non-normal operations can be divided into two categories:

Those occurring above AH

Those occurring at or below alert height

Within these categories many non-normal situations or scenarios are possible. The flight deck is designed so that a quick analysis and decision can be made for virtually all non-normal or fault situations using the crew alerting system and auto land status annunciation. If the flight crew is aware of the aircraft equipment requirements for the approach, the following can be used for any AFDS fault indication

Above Alert Height Immediately after recognizing the fault from the crew alerting system, instrument flags, or engine indications, check auto land status annunciation.

If the auto land status annunciation has not changed, or the equipment is not required for the approach, continue the approach

If the auto land status annunciation has changed, or the equipment is required for the approach then adjust to the appropriate higher minimums, keeping the downgrading procedure in view ORexecute missed approach. However, if suitable visual reference is established, consider landing.


PROCEDURES



Chapter 19 Page 19


At or Below Alert Height

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.

A thorough fault analysis was included as a part of the fail operational certification. Below 200 feet AGL a safe landing and rollout can be made with any probable failure conditions.

Flight crew alerts (messages, lights, or aural) may occur at any time during the approach. Below alert height, multiple autopilots protect against any probable system failure and will safely land the aircraft. The pilot should not intervene below AH unless it is evident that pilot action is required. If a fault affects the auto brakes, assume manual control of braking. Accomplish related procedures for system fault after rollout is complete and manual control of the aircraft is resumed.

If the autopilot is unintentionally disengaged below alert height, the landing may be completed if suitable visual reference is established. If a go around is initiated with the autopilot disengaged, press the TO/GA switch.

CAUTION: If TO/GA switch IS NOT PRESSED, flight

director will remain in the approach mode.


PROCEDURES



Chapter 19 Page 20


Pilot Response to Approach, Landing, and Go-Around Alerts

Alert Above

200ft.AGL Below

200ft.AGL During Rollout

During Go-Around

Master Warning/Caution Lights with EICAS Messages (see note)

AUTOPILOT DISCONNECT

(Warning)

Execute Manual

Go-Around*

Execute Manual

Go- Around**

Execute Manual Rollout

Execute Manual

Go- around

AUTOPILOT (Caution)

Execute Go-Around*

Execute Go-Around**

Disengage A/P and

Execute a Manual Rollout

Disengage A/P and

Execute a Manual

Go-Around

AUTO THROTTLE DISCONNECT

(Caution)

Continue with Manual

Thrust Control* (if Cat IIIB)***

***

Manual Thrust Control

Continue with Manual Thrust Control

ENGINE FAIL L,R ENGINE THRUST

L,R (Caution)

Continue approach

Continue Approach

****

Continue Rollout

Continue Go-Around

SPEEDBRAKE EXTENDED

(Caution)

Retract Speed Brakes

Execute Go-Around**

N/A

Retract Speed Brakes

Auto land Status Annunciation

NO LAND 3 or

LAND 2(ASA)

Continue approach

(if Cat IIIB) Go Around)

N/A (message inhibited)

N/A N/A

NO AUTOLAND

Execute Go-Around*

Execute Go-Around**

N/A N/A

Flashing G/S or LOC Indicators

ILS Deviation Alert Execute

Go-Around** Execute

Go-Around** N/A

N/A


PROCEDURES



Chapter 19 Page 21


* If suitable visual reference is not established.

** If suitable visual reference is established, land. *** For Cat IIIB go-around above alert height, below alert height if suitable

visual reference is established continue with manual thrust control. **** Master caution light and aural inhibited during approach below 200ft.

AGL.

Note: A master caution light and aural below AFDS alert height, while

in IMC condition, requires a go-around. If visual, the pilot may make a manual landing.

Note: All other EICAS messages are dealt with according to ECL/QRH

procedures.

Note: B-777 alert height is 200ft.

STANDARD CALLS AWO

CALL OUTS - PM PILOT FLYING

“2500” RA “RADIO ALTIMETER ALIVE” “CHECK”

First positive movement of localizer pointer

“LOCALIZER ALIVE” “CHECK”

LOC mode engaged on FMA “LOCALIZER CAPTURE” “CHECK”

First positive movement of glide slope pointer

“GLIDE SLOPE ALIVE” “CHECK”

Passing Approach BAN “APPROACH BAN” CONTINUE/ GO

AROUND”

“1000” RA (auto callout)(man) “CHECK” “CHECK”

“500” RA (auto callout) (man)

“Callout Auto land Status and the minima “

(LAND3/LAND2, NO DH/50FT/100FT etc)

“CHECK”

“200” RA ( CATIII) “ALERT HEIGHT” “CHECK”

“APPROACHING MINMUMS” (auto call out), 100 FT ABOVE DA(H) In case of auto call u/s

100 FT ABOVE (man)


PROCEDURES



Chapter 19 Page 22


Standard calls continued

CALL OUTS - PM PILOT FLYING

AT DA (H)* “MINIMUM” (auto callout) (man) . When touchdown zone or runway insight call landing.

MINIMUM (man) “CONTINUE”

or “GO AROUND

By 50 feet RA – if FLARE does not engage (auto land)

“FLARE” “NO FLARE”

“GOAROUND” or

land manually

By 20 feet RA – if IDLE is not annunciated

“RETARD”

“CHECK”– take appropriate action

At touchdown – if ROLLOUT does not engage (auto land)

“MANUAL ROLLOUT”

“CHECK” – take Appropriate action

100” “50” “40” “30” “20” “10” RA Auto callout (see note)

When suitable visual reference is established, the pilot flying

shall announce the visual cue any time during the final

approach phase to the other pilot.

Note: If automatic callouts are not available, the PM may call

out radio altitude at 100 ft, 50 ft And 30 ft (or other values as required) to aid in developing an awareness of eye height at touchdown. Manual callouts are required to be made by pilot monitoring if auto callouts are u/s.


PROCEDURES



Chapter 19 Page 23


19.3.6 INCAPACITATION

CAT II / III approaches are closely coordinated team efforts in the flight deck. Generic procedure is defined in OM, SEP.

Above 1000 FEET RA

Any crew standard calls may be repeated and response should be taken before the announcing pilot must assume incapacitation. The remaining pilot may continue the approach provided the incapacitated pilot does not obstruct the flight controls and AFDS reflects LAND2 OR LAND3 as appropriate. If this requirement is not met, the remaining pilot should carry out missed approach and then prepare for another approach if required for safety reason, or divert to an aerodrome with weather conditions at or above CAT I, if unable to carry out an LVP Approach.

Note: The cabin crew should be summoned to secure the incapacitated pilot.

Below 1000 FEET RA and Above Alert Height

Standard calls between 1000 ft RA and above AH (alert ht) must be repeated before incapacitation is assumed. Assess the situation and continue the approach if it is not destabilized.

200 FEET (Alert Height) and Below The calls “100 ABOVE or MINIMUM” may not be repeated and incapacitation must be assumed. The approach should be continued to minimum and land if visual reference established. It should be assured that by 1000 ft no MCP selections are required and landing checks have been completed. The operating pilot (PF) should include external visual reference. Approaching 200ft, the scan should be mainly external.


PROCEDURES



Chapter 19 Page 24


19.3.7 REQUIREMENT REFERENCE TABLE FOR CAT II, IIIA/B

Note:For CAT III B with NO DH no visual references required. RVR requirement remain the same as CAT III B (with DH)

Minimum

Status AFDS

Equipment

Minimum

DH Minimum Visual Requirements

CA

T-I

II B

Fail Operation

Land 3

2 PFD’s(Separate Sources) 2 ASA

A/T No Single Source 1. EICAS Displays

2. RADIO ALT 3. ILS

Less than 50 ft or

No DH (as per state rules)

TD 75 MID 75 END 75

1 Centerline Light

With( DH)

CA

T-I

II A

Fail Passive

Land 2

2 PFD’s(Separate Sources) 2 ASA

No Single Source 1. EICAS Displays 2. RADIO ALT

3. ILS

50 ft

TD 200 MID 75 END 75

3 Centerline

lights

CA

T-I

I

Fail Passive

Land 2

2 PFD’s(Separate Sources)

No Single Source 1. EICAS Displays 2. RADIO ALT

3. ILS

100 ft

TD 350 MID 125 END 75

3 Approach

Or Runway

light

AFDS rollout mode cannot be assured on contaminated Runways.

Overweight Autoland Policy

Overweight autoland are not recommended. If required an automatic approach may be attempted, however the pilot should disengage the autopilot prior to flare height and accomplish a manual landing.

CAUTION:If the auto pilot disconnects during an engine out go around with TAC (thrust asymmetry compensation) inoperative, a loss of autopilot rudder control will occur resulting in large yaw and roll excursions.

EU-OPS 1 AERODROME OPERATING MINIMUMS (AOM)

FOR LATEST INFORMATION REFER JEPPESEN ATC The effect on landing minimums is shown in Tables on next page:


PROCEDURES



(AWO) Chapter 19

Page 25


FAILED OR DOWNGRADED GROUND EQUIPMENT

Failed or Downgraded

Equipment Effect on Landing Minimums

CAT I APV, NPA

ILS/MLS stand-by transmitter

No effect

Outer Marker Not allowed except if replaced by height check

at 1000ft

APV - not applicable

NPA with FAF - no effect unless used as FAF

If the FAF cannot be identified (e.g. no method available for timing of descent), non-precision operations cannot be conducted

Middle Marker No effect No effect unless used as MAPt

RVR Assessment Systems No effect

Approach lights Minimums as for NALS

Approach lights except the last 210m

Minimums as for BALS


Minimums as for IALS

Standby power for approach lights

No effect

Edge lights, threshold lights and runway end lights

Day: no effect Night: not allowed

Centerline lights No effect if F/D, HUDLS or autoland; otherwise RVR 750m

No effect

Centerline lights spacing increased to 30m

No effect

Touchdown zone lights No effect if F/D, HUDLS or autoland; otherwise RVR 750m

No effect

Taxiway lighting system No effect


PROCEDURES



(AWO) Chapter 19

Page 26


FAILED OR DOWNGRADED GROUND EQUIPMENT (cont’d)

Failed or Downgraded Equipment

Effect on Landing Minimums

CAT IIIB (no DH)

CAT IIIB CAT IIIA CAT II

ILS/MLS stand-by transmitter

Not allowed RVR 200 No effect

Outer Marker No effect if replaced by height check at 1000ft

Middle Marker No effect

RVR Assessment Systems

At least one RVR value to be available on the aerodrome

On runways equipped with 2 or more RVR assessment units, one may be inoperative

Approach lights No effect Not allowed


No effect Not allowed


No effect

Standby power for approach lights

No effect

Edge lights, threshold lights and runway end lights

Day: no effect Day: no effect Day: no effect

Night: RVR 550m

Night: Not allowed

Centerline lights Day: RVR 200m Not allowed Day: RVR 300m

Day: RVR 350m

Night: Not allowed

Night: RVR 400m

Night: RVR 550m (RVR 400m with HUDLS or auto-land)

Centerline lights spacing increased to 30m

RVR 150m No effect

Touchdown zone lights

No effect Day: RVR 200m

Day: RVR 300m

Night: RVR 300m

Night: RVR 550m (RVR 350m with HUDLS or auto-land)

Taxiway lighting system

No effect


PROCEDURES



Chapter 19 Page 27


NOTE 1: Application conditions for the use of the table above:

Multiple failures of runway lights are not acceptable.

Deficiencies of approach and runway lights are treated separately.

CAT II/ III operation: A combination of deficiencies in runway lights equipment is not allowed and RVR assessment

Failures other than ILS affect RVR only and not DH.

NOTE 2: For CAT IIIB operation with no decision height, an

operator shall ensure that, for aircraft authorized to conduct no decision height operations with the lowest RVR limitations, the following applies in addition to the table above:

RVR: At least one RVR value must be available at the aerodrome.

Runway lights:

a. No RL or no CL: Day – RVR 200m.

b. No RL or no CL: Night – Not allowed.

c. No TDZ lights – No restriction.

d. No Stand-by power to RL: Day – RVR 200m.

e. No Stand-by power to RL: Night – Not allowed.

AWO BRIEF CHECKLIST

DESTINATION AND ALTERNATE WEATHER........CHECK

CREW QUALIFICATION .........................................CHECK

AIRCRAFT STATUS.................................................CHECK

AIRPORT LOW VISIBILITY REQUIREMENT...........REVIEW

CAT I BARO, CAT II/III RADIO.................................SET

CREW TASK ...................................………….……..REVIEW

DOWNGRADING & APPROACH BAN.....................REVIEW


PROCEDURES



Chapter 19 Page 28


COMPANY OPERATING MINIMA CAT II & III

Category DH Required RVR Reading

TDZ MID RO/SE (*)

II 100FT 350M >/=125M >/=75M

IIIA 50FT 200M >/=75M >/=75M

IIIB DH / NO DH 75M >/=75M >/=75M

(*)The touchdown zone RVR shall always be controlling. If reported and relevant, the midpoint and stopend RVR shall also be controlling.(Note: relevant, in this context, means that part of the runway used during the high speed phase of landing down to a speed of approximately 60 knots). For CAT II, IIIA MID RVR requirement with manual rollout is 125m.For aircraft equipped with a rollout guidance control system, the minimum RVR value for the midpoint shall be 75m.

Note: For CAT II /CAT III operations,runways equipped with 2

or more RVR assessment units, one may be inoperative. For CAT IIIB without DH,at least one RVR value to be available on the aerodrome.

AUTOPILOT FLIGHT DIRECTOR SYSTEM STATUS ANNUNCIATION (ASA)

STATUS NO AUTOLAND LAND 2 LAND 3

CAT I CAT II/ III A CAT III B

NOTE: With LAND2 or LAND3 NOT annunciated, the autopilot

must be disengaged below 200 feet AGL.

IMPORTANT

Cross check respective aerodrome minimum vs. company landing minima’s most restrictive shall apply.

Minimum RVR for TAKEOFF = 125/150m CAT C/ D or state minima whichever is Higher (State minima are specified in jeppesen)

For LVTO requirement consults AWO Flight Crew Procedure.


PROCEDURES



Chapter 19 Page 29


Maximum certified winds for Auto land

Headwind……………………………………......... 25kts Tailwind……………………………………............ 10kts Crosswind…………………………………............ 25kts


PROCEDURES



Chapter 19 Page 30


PRECISION APPROACH LOW VISIBILITY FLOW PATTERN

COPYcrewserver1.piac.com.pk/Documents/Manual/B777/777.SOP.ED... · 2020-06-10 · 0.1 DISTRIBUTION...

Documents

Transcript of COPYcrewserver1.piac.com.pk/Documents/Manual/B777/777.SOP.ED... · 2020-06-10 · 0.1 DISTRIBUTION...