MFTD 1 PREPARATION OMDB-OTHH QTR1007

OMBD (DXB) -OTHH (DOH) QRT 1007

Route= Destination Alternates
- OTBD (Doha international) Rwy 15/33
- OBBI Bahrain 12L/30R
- OEDF Dammam 16LR/34 LR
- OMSJ Sharjah 12/30

Notes :
1) ELECTRICAL POWER UP Sup Procedures 6

DARK COCKPIT
NO ELEC SOURCE MAIN BAT , powers APU inlet , APU starter, Fire protection
and HOT BAT BUS
HOT BAT BUS powers ;
- APU fire extinguisher
- Engine fire extinguisher
- ADIRU ,as long as ADIRU pb is ON

* Before connect any external power BAT sw must be in ON FCOM 6.20.3

* BAT powers stand by system for 10 min.

2) Preliminary Preflight procedures

a. Capt : Gear + Tech and Cabin log review
i. “ Clear to do preliminary Preflight Procedures”
b. FO : AVES COM DE DA COPA
 A: ADIRU ; Off means ADIRU electrical power remove when GS< 30kts
S :Status : Min O2 1100 Performances Dispatch 21.8 ( 945)
HYD ; is the pressure of the pump with highest pressure
Oil : With serviced by engineer 20 h

FMC Route Verification Techniques

- The filed flight plan with the airways and waypoints entered on the ROUTE pages
- The computer flight plan total distance and estimated fuel remaining with the
FMC-calculated distance to destination and the calculated fuel remaining at
destination on the PROGRESS page

LEGS page with the computer flight plan; Wpt, magnetic tracks and distances

TAKE OFF NOTES

Note: The lower center MFD is normally blank for takeoff to reduce the display
of unnecessary information.

A rolling takeoff is recommended for setting takeoff thrust. It expedites the takeoff
and reduces the risk of foreign object damage or engine surge/stall due to a tailwind or
crosswind. It is strongly advised with Crosswind >20 and Tailwind >5

CONFIG GEAR STERRING EICAS BULLETIN 777-13: L or R main gear steering/power

control actuator PCA is unlocked and engine more 60% N1.
The PCA starts to lock when the tiller is less than 9º and it takes less of 5 sec to locking
The minimum tail clearance remains constant for all takeoff flap settings. Pitch 8.5º
76cm

The FCOM is not valid for dispatch performance based on optimized V1 (unbalanced
field length), Improved Climb, alternate forward CG limit, or contaminated or slippery
runway. EFB take in count all factor and must be used to determinate take off speeds.

*The rudder becomes effective between 40 and 60 knots

Engine parameter exceeds during Take off

If an engine exceedance occurs after thrust is set and the decision is made to continue
the takeoff, do not retard the thrust lever in an attempt to control the exceedance.
Retarding the thrust levers after thrust is set invalidates takeoff performance. When the
PF judges that altitude (minimum 400 feet AGL) and airspeed are acceptable, the thrust
lever should be retarded until the exceedance is within limits and the appropriate NNC
accomplished

Takeoff into headwind of 20 knots or greater may result in HOLD before the autothrottle
can make final thrust adjustments
Rotation : 2-2,5º per second 4´´

Operation with Alternate Forward Center of Gravity Limit for Takeoff

Use Alternate Forward CG ,that is , FWR CG but in the most after position within limits.
- Increase performance limited Weight for field, CLB or Obstacle.
- Allow greater Thrust reduction
- Increase the lift for a given AOA
- Vr and V2 are reduced
Note: The QRH takeoff speeds are not valid for operations using alternate forward CG.
Takeoff speeds must be calculated using alternate forward CG performance data
normally provided by dispatch or flight operations

Gusty Wind and Strong Crosswind Conditions

To increase tail clearance during strong crosswind conditions, consider using a higher VR
if takeoff performance permits. This can be done by:
• using improved climb takeoff performance
• increasing VR speed to the performance limited gross weight rotation speed, not to
exceed actual gross weight VR + 20 knots. Set V speeds for the actual gross weight.
Rotate at the adjusted (higher) rotation speed.
This increased rotation speed results in an increased stall margin, and meets takeoff
performance requirements

Using Derated + ATM = If more power is required , for example for WSHEAR
- Advance manually
- In the air Set TOGA sw

If more thrust is needed (up to maximum thrust) when the airplane is on the ground and
HOLD mode is displayed, the thrust levers must be manually advanced.
After the airplane is in the air, pushing a TO/GA switch advances the thrust levers
to maximum available thrust and THR REF is annunciated.

Improved Climb Performance Takeoff

When not field length limited ,an increased climb limit weight is achieved by using the
excess field length to accelerate to higher speeds . this improves the climb gradient .(
For example Doha during Hot season and in case of far distance obstacle limitation. )
EFB manual

When long runways we use the excees in length to accelerate to higher TO and climb
speeds. This improves the climb gradient. V1,VR and V2 increase

V- speeds EFB manual 1.2.4

We use the EFB to calculate the speed because QTR are not authorized to use QRH or
FMC speed because these use criteria of “balance fiel length” and do not cover
Clearways or stopways availables.

The only speed that can be obtain from Fcom/QRH is Vref 30 because this speed only
depends of gross weight and flap configuration

WIND repoted : Light and variable – enter -5 ( tailwind)

Wind reported between two headings – Enter the most unfavorable.

TAKE OFF BUMP

THRUST REF MODE :
It is a modification of the power rating Schedule in the FADEC .
A TO bump is availabel when the a/c is in the TO bump region ( altitude and ambiente
Tª) .
Bump is an increased take off thrust and guarantees hot weather take off performances
margins at runway pressure altitude between -2000 and 3000 ft at ambient temperature
between 32 and 53ºC. It can be used when the basic maximum take off thrust does not
provide the required performances.
If set full forward Thrust lever while in TO BUMP region the EEC will allow thurst to
increase up to TO BUMP rating even though another TO thurst limit is selected on CDU
. ( AFM- TOBUMP REGION)

ALTERNATE FORWARD CENTER OF GRAVITY

The most unfavorable position of the CG is the forward limit. When the actual position
is aft of the most forward limit we can improve the take off performances.
- FWD LIMIT ( Standar)
ONLY WHEN
- Alternate 25% (
- ATOW IS ABOVE THE MLW (251.290 KG)
- Alternate 31% (
- Actual TO CG is equal or aft of the selected Alterante CG ( 25 or 31)

To sum up
If Actual CG for take off is less than 25% - FWR LIMIT must be used
If Actual CG for Take off is between 25 and 31 – 25% must be used
If Actual CG fot Take off is greater than 31 - 31% must be used

Autopilot and Flight Director Mode Degradations Autopilot

The autopilot remains engaged in an attitude ( Inertial data)
If the degradation persists, the condition show in PFD by an amber line
through the affected flight mode annunciation.
If the degradation continues, the EICAS caution message AUTOPILOT

A/THR MODES : Takeoff/Go-around (TO/GA) Switches

 Push – below 50 knots, activates autothrottle in THR REF If not push before
ON GROUND :
50 ft – A/THR is inhibited until 400 ft.
Pushing Above 80 kts , disarm LNAV / VNAV
Removes TO and CLB derate reduction
IN FLIGHT
Disarm LNAv ,VNAV
THR mode to GA reference
Push in APP mode and GS capture :
Thrust to provide 2000 ft / min
Arm LNAV path if available ( GA path )

The autothrottle can be operated with : FD OFF and AP OFF

Thrust reduces to IDLE at 25 feet RA
The autothrottle is armed when the A/T switches are ON and the autothrottle mode is
blank.
The active autothrottle modes are: IDLE, HOLD, THR, THR REF, and SPD.

Automatic Activation: Stall protection when armed ( FMA blank)

If speed decreases to near stick shaker activation, the autothrottle automatically
activates in SPD mode and advances thrust to maintain minimum maneuvering
speed (approximately the top of the amber band) or the speed set in the
IAS/MACH window, whichever is greater.

In HOLD mode , will not advance thrust levers to support stall protection. When in
HOLD mode, thrust lever servos are inhibited and the autothrottle does not control
thrust or speed. Thrust levers can be manually advanced.

Autothrottle Modes
THR – autothrottle applies thrust to maintain the climb/descent rate required by the
pitch mode
THR REF – thrust set to the reference thrust limit displayed on EICAS
IDLE – displays while the autothrottle moves thrust levers to idle; IDLE mode is followed
by HOLD mode
HOLD – thrust lever autothrottle servos are inhibited. The pilot can set thrust levers
manually
SPD – autothrottle maintains command speed. Speed can be set using the MCP
IAS/MACH selector or by the FMC, as displayed on the CDU CLIMB, CRUISE, or DESCENT
page

Maximum Thrust with EEC in Normal Mode : Full Forward until stop
With EEC in Alternate Mode : To TO or GA limit.

TAKE OFF
During the takeoff roll, the autothrottle commands the thrust and the FMC commands
acceleration to between V2+15 and V2+25 knots, based on rate of rotation.

At ACC ALT VNAV commands acceleration to a speed 5 knots below the flap placard
speed for the existing flap setting. With Flap 0 command ECON CLB SPEED always
greater than VREF + 80 kt

CLIMB
Altitude Intervention
If an unplanned level-off is required, setting the altitude window to the required
altitude causes the airplane to level at the set altitude. VNAV SPD changes to
VNAV ALT

Climb Direct (CLB DIR)

Displays when climb altitude constraint exists between current altitude and FMC
cruise altitude.
Push – deletes all waypoint altitude constraints between the airplane altitude and
the MCP altitude or FMC cruise altitude, whichever is lower. FMC cruise altitude
is not affected.

Exercises
1) Intercept Course From .Name+ From course
OAT090
2) Present Position and Outbound Course
Enter P/P and outbound course in the scratchpad

3) Airway Intercept
LNAV can be used to intercept an airway. An airway intercept changes the active
waypoint on the RTE and LEGS pages.
Example
The active route is direct EPH, then direct MWH. ATC clears the airplane to:
• turn right heading 110
• intercept V2 to MWH

ROUE PAGE
VIA – Airways
TO – Point
The system shows the waypoint nearest of you position.
LEGS page Intercept Course to PLUSS

“ ON APPROACH “ FCOM 11.31.32

Approach
The FMC transitions to "on approach" mode for any of the following conditions:
• the descent phase is active and flaps are out of up, or
• the airplane has sequenced the first waypoint (or FAXXX) of the active
approach, or
• the airplane is on a direct-to or intercept course-to the active waypoint
and the distance to go is less than 12 NM, or
• the missed approach point is the active waypoint and the distance to go
is less than 25 NM

The FMC transitions out of "on approach" under the following conditions:
• the pilot selects TOGA
• the airplane lands
• the airplane flies beyond the last waypoint in the approach (missed
approach waypoint or runway). The VNAV page title changes from
"ACT xxxxx DES" to "ACT END OF DES"

STABALIZED APPROACH CRITERIA . OM8-3-0-9-1

- Recommended of Continuous Descent Approach

- To achieve the criteria plan to be in landing configuration at 1500 ft
- At 1000 ft :
o Landing configuration ( speed brakes armed)
o Ac in the lateral and vertical profile according with the briefing
o Speed -5+10 kts
o Rate of descent . < 1000 ft/min
o Power setting ( App idle)
o Landing check list
o At 1000 ft : PM “STABLE”
Exceptions
- ATC speed restrictions. If accepted by the pilot the target speed must be
achieved at 500 ft AAL
NO SPEED BRAKES BELOW 1000 FT
- In Visual appr ,circling to land : Lateral profile at 400 ft

NPA AND RNP APPROACHES 8.3.0.10.2

- Name chart should math with the name in the FMS
- No modifications beyond FAF
- Final approach course max difference 3º ( 1º for RNP)
- Max difference distance FAF to RWY/MAP 1 nm
- No minimum crossing altitude is infringed by more than 10´
- For NPA max difference vertical profile +-.01 º
- For perform a RNVA max difference -0.01 + 0.1º between the chart vertical
profile and the FMS database ( if 3º acceptable 2.99 or 3.1º)

AUTOMATIC LANDING
Pushing the APP switch arms localizer in roll mode and glideslope in pitch mode.
Glideslope capture is inhibited until the localizer is captured.

Descent on the localizer can be accomplished using VNAV, V/S, FLCH, or FPA pitch
modes. The localizer mode cannot capture if the intercept angle exceeds 120 degrees

VREF+5 knots and landing flaps, there is sufficient wind and gust protection available
with the autothrottle active.
If a manual landing is planned with the autothrottle connected in gusty or high wind
conditions, consider positioning the command speed to VREF + 10 knots.
This helps protect against a sudden loss of airspeed during the flare.

Runway Alignment
With crosswinds, the crabangle is reduced at touchdown. Runway alignment also
compensates for a single engine approach.
- For crosswind < 10 kt - Alignmetn at 500 ft
- For crosswind 5-10 kt – First alignment at 500 ,second at 200 ft
- For crosswind < 5 kt . No alignment
- For EO before APP - sideslip At 1300 ft

 At 200 ft LAND 2 announciation is inhibited

Flare
Only available LAND3 or LAND2 . No for single AP or FD operations
 - At 50 ft FLARE is initiated
- Between 50-25 . A/THR to Idle

Rollout
- Rollout arms when LAND 3 or LAND 2 annunciates.
- At 2 ft ROLL OUT in FMA

Rate of Climb Limit CLB > 5000 ft/min

Vertical speed not greater than 1500 fpm is maintained during the last
2000 feet of the climb. Pilots should intervene to ensure compliance.

Rate of Descent : Des < 5000 ft /min

Vertical speed not greater than 1500 fpm is maintained during the last
2000 feet of the descent. Pilots should intervene to ensure compliance
NAVEGATION
Localizer: Glidepath:
• 17NM within 35° of LLZ course • 10NM within 8° of RWY
• 25NM within 10° of LLZ course centerline
MFTD 2 OMDB- OTHH QTR 1107
Route= Destination Alternates
- OTBD (Doha international) Rwy 15/33
- OBBI Bahrain 12L/30R
- OEDF Dammam 16LR/34 LR
- OMSJ Sharjah 12/30

CLIMB
“ Cross SITA at or below FL160 and 280 kts” LEGS page 280/160B

“Block altitude Fl210 y Fl230” 210A230B

Altitude intervention

Whenever the airplane levels off

at an MCP altitude not in the
FMC, VNAV ALT annunciates

Airspeed only entry : “ Cross A at 230 kt “ LEGS 230/ 230

Intercepting Course From Present Position

“Heading 060 to intercept course to KUBBUS “
- Initial HDG by ATC 060
- Present Position – P/P060 set 1L
 - EXE
- KUBBUS to 2L

ALONG TRAK WPT

Latitude and longitude waypoints cannot be used to create along–track waypoints.
Examples:
• VAMPS/25 is 25 miles after VAMPS on the present route and displaysas VAM-01
• ELN/-30 is 30 miles before ELN on the present route and displays as
ELN-01

“Report 10 NM prior to ASKOP intersection “ ASKOP/-10

Inhibit NAV Aid : INIT + NAV DATA (6R) FCOM 11.42.32 and SP11

To inhibit VORs, VOR/DMEs, VORTACs, or DMEs:

INIT REF key ........................................................................ Push

<INDEX ............................................................................... Select
NAV DATA>........................................................................ Select
To inhibit navaid data (up to two navaids):
Navaid identifier (NAVAID INHIBIT line) ...................Enter
To inhibit VOR ONLY data (up to two VORs):
VOR identifier (VOR ONLY INHIBIT line) ................Enter.

HOLDING
* EO HOLD must be of 5 NM legs and 2 NN radios turn
CLIMB
Altitude Intervention
If an unplanned level-off is required, setting the altitude window to the required
altitude causes the airplane to level at the set altitude. VNAV SPD changes to
VNAV ALT

Climb Direct (CLB DIR)

Displays when climb altitude constraint exists between current altitude and FMC
cruise altitude.
Push – deletes all waypoint altitude constraints between the airplane altitude and
the MCP altitude or FMC cruise altitude, whichever is lower. FMC cruise altitude
is not affected.

Exercises
1) Intercept Course From .Name+ From course
OAT090
2) Present Position and Outbound Course
Enter P/P and outbound course in the scratchpad

3) Airway Intercept
LNAV can be used to intercept an airway. An airway intercept changes the active
waypoint on the RTE and LEGS pages.
Example
The active route is direct EPH, then direct MWH. ATC clears the airplane to:
• turn right heading 110
• intercept V2 to MWH

ROUE PAGE
VIA – Airways
TO – Point
The system shows the
waypoint nearest of you
position.
LEGS page Intercept
Course to PLUSS

The FMC selects the waypoint preceding

the closest abeam location as the starting
waypoint of the new airway. This
waypoint displays under TO on line 1R.
The entered airway and the selected exit
point display on line 2.
Use the intercept course procedure to
make the inbound course to the next
waypoint after the V2 crossing point the
active leg segment
MFTD3
Kennedy KJFK -Washington (KIAD) QTR084

[] AUTO STAR L
NOTE : BULLETIN 777-18
During AUTOSTART , EEC controls FUEL and IGNITION but NO OIL Tª or
PRESSURE.

AutoStar syst monitor ( ON gorund ) engines parameters and will abort the star in case of
- Hot Start 4´´
- Hung Start 4´´
- NO EGT raise 4´´
- No N1 rotation no 2nd
- Insuficient Air press no 2nd
- Start time exceeds no 2nd

AUTO START makes 3 attemps on gorund after 4 sec/ 30 sec depends on condition.
Unlimited in Air

In case of HOT START, HUNG START ,NO EGT OR COMPRESSOR STALL .

- The EEC turns off the fuel and ingintion
- Motors the engine during 4 sec before making a 2nd attempt
- 2nd attempt use both ignitors
- If 2nd attempt fails – Steps 1 and 2 before making a 3rd attempt
- 3rd attempt adjust the starting fuel flow and reduce the N2 RPM below 30 % if N2 RPM
are above starter cutout speed.
- If 3rd fails ,on ground, EEC aborts the start
 o Fuel and Ignition are cut off
o Engine is motored for 30 sec t clear the residual fuel
o Start valve close
o START/IHNITION selector release to NORM
o EICAS ENG AUTOSATRT L/R

On the ground, autostart does not attempt a second or third start if there is no N1
rotation, insufficient air pressure, the starter shaft fails, the EGT exceeds the start
limit line, or the start time exceeds the starter duty cycle. The EICAS caution
message ENG AUTOSTART (L or R) is displayed.

D – Diagnose (what is the problem) . We had a hot start / aborted engine due to No N1,..
O – Options . We can call maintance or try a manual start
D – Decide Manual Start is the best option
A – Act or Assign . Capt : I call ATC and Ground ,you look for the Manual Start C/L in
Sup techniques

R – Review (can involve addition of new information, and/or the ongoing result(s) of
selected option)

Manual Engine Start

Do the Aborted Engine Start checklist for the following abort start conditions:
• There is no oil pressure rise before selecting RUN.
• EGT exceeds limits.
• The EGT does not increase by 20 seconds after the FUEL CONTROL switch is moved
to RUN.
• There is no N1 rotation indicated by 50% N2.
• N2 does not reach idle within two minutes after selecting RUN.

Supplement Procedures ENG MANUAL STAR

D – Diagnose (what is the problem)

O – Options (hold, divert, immediate landing etc.)
D – Decide (which option)
A – Act or Assign (carry out selected option and assign tasks)
R – Review (can involve addition of new information, and/or the ongoing result(s) of
selected option)

Noise Abatement Procedures 8.3.0.6.4

Refer to Jeppesen Text Manual section Flight Procedures (DOC 8168)

Noise abatement shall not be determining factor in runway nomination when:
- Rwy conditions are adversely affected ( snow, ice ,water, mud ,…)
- Ceiling is lower 500 ft or vis less 1900 m
- Windshear reported
- Crosswind exceeds 15kt or tailwind 5 kts
In establishing Noise routes
- No turns below 500 ft
- Bank angel limited to 15º
- No turn coincident with thrust reduction

NADP 1

- THR RED min 800 ft

- Climb with min V2+10
- Accelerate at 3000 ft
- Avoid Noise near the Airport

NADP 2
- THR RED and ACC at the same altitude
- Avoid Noise far the airport
Place Bearing Distance / Distance WPT

Waypoints entered as a place bearing/distance or place bearing/place bearing are

identified by the first three characters of the entry followed by a two–digit
sequence number. Examples:
• SEA330/10 becomes SEA-01
• SEA330/OLM020 becomes SEA-02
The two digit sequence numbers reserved for RTE1 are 01 through 49. The two
digit sequence numbers reserved for RTE2 are 51 through 99.

“ After DIXIE direct COYLE ( CYN) 360º radial 15 DME” LEGS – CYN360/15
[] ELEC GEN OFF L

DODAR
D : We had a fault of Gen
O: It is solved and no affected to our
flight , so I suggest continuing
D : CONTINUE
A : I have Ctrl you COM

OFF SET ROUTE

- Only on the active route
- Valid 1 to 99
- Not during Departure or arrival procedures
- Up to a course change of 135º o more
- 2 min before passing the last leg of the offser END OFFSET is displayed
- Write L20 , R33, …

Route modification/ Airway crossing fix

Example: entering J70 on the VIA line of
the ROUTE page causes box prompts to display opposite on the same line.
Leaving the box prompts empty and entering J52 on the next VIA line, directly
below J70, causes the FMC to calculate the intersection of the two airways and
replace the boxes with the waypoint identifier, XJ52.

“ Join V166 to intercept V170 to PALEO, direct MOSBY” RTE V166 BELOW V170
… PALEO

[]ELEC GEN DRIVE

The DRIVE light illuminates and the EICAS message ELEC GEN DRIVE L
or R displays when low oil pressure is detected in an IDG.
The IDG cannot be reconnected by the flight crew.
High drive temperature causes the IDG to disconnect automatically
[] ELEC GEN DRIVE  Low oil pressure is detected , Manual
disconnection

ELEC GEN OFF R

[] ELEC GEN DRIVE  Automatic IDG disconnection by hight Tª

DODAR

D – Diagnose ( we had a ENG DRIVE manual or automatic

disconnection due to Low Oil level Or Hight Tª, what we have
O – Options (It ´s no necessary divert ,we have enough electrical sources.
D – Decide (CONTINUE)
A – Act or Assign (carry out selected option and assign tasks)
R – Review (can involve addition of new information, and/or the
ongoing result(s) of selected option)

EFIS CONTROL PANEL L

If an EFIS control panel fails, the displays can be controlled through the related
CDU.
If the EFIS control panel or the display select panel fails, a manual selection
of the CDU backup mode can be made on the MENU page.
SMOKE ,FIRE OR FUMES Bulletin 777-23 October ,2007

PF PM
Mask if needed
“ I HAVE CTRL AND COM “ NNC “Smoke fire or fumes” 8.6

ALT ( Stop Climb ) and SPD as needed PM

- Closest Airport Stablish contact with Call Cabin crew
- WX Inform me of : Fumes, density ,color
,how many rows can you see
RQST NNC
Call ATC “ Mayday x3 QTR… we Any time smoke becomes the
have a fire/smoke indication on greatest threat do SMOKE REMOVAL
board rqts maintain fl …fly to … and C/L (Do this checklist only when
Fire equipment ready directed by the Smoke,
Fire or Fumes checklist)

SMOKE AND FUMES

SMOKE AND FUMES REMOVAL
GO AROUND
GO AROUND
Push TOGA sw “ FLAP 20”( “5” EO)
- Thrust set for 2000 ft/min Note: If LNAV path is available, LNAV automatically
- 2nd push TOGA sw FUL PWR arms and engages:
With positive rate “ GEAR UP”
• Above 50 feet RA when autopilot is not engaged.
At 400 ft Roll mode
At ACC Height ( 1000 ft ) • Above 200 feet RA when autopilot is engaged.
SPEED UP to Flap up/ Flap 1
With Flap up , Set VNAV or FLCH
Verify CLB Thrust
GO AROUND /MISSED APP AT
HEIGHT ALTITUDE
Push TOGA sw and ALT hold
Set or verify LDG Up
Windows speed opens
With ac under control .
Speed up to clean configuration
Set o verify GO Around Alt and FLCH
or VNAV
After TO Check list asked.
GO AORUND WITH ENGINE FAILURE “Go Around ,Flap 5”
* In case of GO AROUND with EO
- If ALW is below MLW use EOMA(EO missed approach)
- If ALW is above MLW use the EOSID to perform the GA procedure

HOLDING
Maximum number of Approaches (3)
- After Go around the capt decides to do another (2 )
- If a second approach is unsuccessful, the aircraft should divert to the
destination alternate or hold until the weather conditions improve
sufficiently for a third approach,
- For attend a Third approach :
o Reported Ceiling and/or Visibility ,2.5 improve
o No presence of Severe Weather (i.e. Thunderstorms,
Cumulonimbus Clouds, Windshear,
o No SIGMET or Convective SIGMET issued for the aerodrome of
intended landing.
- If a third approach is unsuccessful, the aircraft shall divert to the alternate
aerodrome
* The pattern size is limited to FAA or ICAO protected airspace. In LNAV, the AFDS
tracks the holding pattern using up to a 30 degree bank angle. Strong winds or airspeed
in excess of FAA or ICAO entry
* Speed is reduced 3 min before
* The initial outbound leg should be flown for 1 minute when at or below 14,000 feet or
1 1/2 minutes when above 14,000 feet or as required by the regulatory authority
MFTD 4

MANUAL ENGINE STAR SP7

Do the Aborted Engine Start checklist for the
following abort start conditions:
• There is no oil pressure rise before
selecting RUN.
• EGT exceeds limits.
• The EGT does not increase by 20 seconds
after the FUEL CONTROL switch is moved
to RUN.
• There is no N1 rotation indicated by 50%
N2.
• N2 does not reach idle within two minutes
after selecting RUN.
CLIMB
MAX ANGEL CLIMB : max altitude in minimum
distance
Maximum Angle Climb
The FMC provides maximum angle climb speeds.
Maximum angle climb speed is normally used for
obstacle clearance, minimum crossing altitude or to
reach a specified altitude in a minimum distance. It
varies with gross weight and provides approximately the
same climb gradient as flaps up maneuver speed.

BLEED LEAK BODY

In case of LEAK detected , the syst automatically isolates the leak closing the
respectives Isolation valves. After the syst isolates the leak and the leak is no longer
EICAS message BLEED LOSS BODY
ENGINE OVERHEAT

[] OVERHEAT ENG R QRH NNC 8

PF” Engine Problem” , NNC please

PM Do the NNC , until step 6
PF “ Before cutting the engine , set VNAV EO pront
- SET EO ALT on MCP
- EXE THR LNAV VNAVSPD***
- Please communicate ATC EO descending to FL…
PM “ Mayda x3 , Qatari … engine failure descendin FL ….
Request QNH
POB … no Dangers Good”
PF . OK continue with NNC

FCTM 4.13.
OPT – calculation of OPT altitude is based on gross weight, cost index, cruise speed
schedule, and cruise cg. Wind and temperature deviations from standard day are not
used in the calculation

LRC speed would result in a lower driftdown altitude but better fuel performance

*** If the excess airspeed cannot be reduced with the airplane in nearly level flight, then
the FMC transitions to the VNAV PTH mode. In the VNAV PTH mode, the FMC
commands a flight path for a 300 fpm descent rate. The autothrottle SPD mode then
controls the airspeed.

If the FMC is inoperative use turbulence penetration airspeed to driftdown and the
engine out long-range cruise tables in the QRH
DODAR
D- We had to shutdown the engine due to an overheat indication
O – In this condition a suggested landing in ….
D – Come Back
A – Please inform ATC our intentions and prepare the approach in …
I keep control and call company and CRS.

Determine ETA

ETA at Sea Isle (SIE) Route page – RTA

DATA
 Altitude/ETA (ALT/ETA)
Displays predicted altitude and ETA at RTA fix
after entry of FIX in 1L.

REPORT ABEAM
Report Abeam Cedar lake VCN—FIX INFO

LOC APPRAOCH

LNAV/VNAV
FLAP 1,5 Advise CREW SEAT BELS OFF/ON
ARM LNAV/LOC “ Approach fix…. Ft”
2NM before FAF verify ALT,VNAV PTH or VNAV ALT
SET DA(H) ,MDA(H)
FLAP 20 LDG , SPEED BRK ARM “ RA alive”
LANDING CHECK LIST
At 300 ft below MISSED AP ALT set MISSED APRCH ALT
“Approaching minimums” “Minimums”

LOC
FLAP 1, 5
ARM LOC
“LOC ALIVE” → →
SET MDA ALT WINDOW ( must be in AUTO psc)
2NM BEFORE FAF SET V/S FPA
AT FAF; SET 3º
FLAP 25 º
At 300 ft below MISSED ALT set MISSED APRCH ALT
“LANDING CHECK LIST”
AP off , FD off , FD PM ON →

FIRE ENGINE R
[] FIRE ENGINE R

Recall Items
 After Recall items ;
PF- “ Set ENG OUT promt”
- Set EO ALT in MCP
- EXE
- INFORM ATC
PM- INFORM ATC

PF – “Continue with NNC”

PM- Do NNC

TIME CHECK ¡¡¡¡

OFFPATH DESCENT
Evaluate if flight direct a …. Is

successful

The ranges are based on an entered waypoint and altitude constraint. The range
can be used to determine if the altitude constraint can be met in a direct descent
to the waypoint.

The FMC puts the last descent waypoint with an altitude constraint into DES TO
 - Outside the CLEAN circle ; A direct descent to
point is possible in IDLE and clean configuration
- Inside the CLEAN circle : A direct descent to
point is possible with IDLE and SPD BRAKE
extended
- Inside the DRAG circle : A direct Descente is
not possible.

“ ON APPROACH “ FCOM 11.31.32

Approach
The FMC transitions to "on approach" mode for any of the following conditions:
• the descent phase is active and flaps are out of up, or
• the airplane has sequenced the first waypoint (or FAXXX) of the active
approach, or
• the airplane is on a direct-to or intercept course-to the active waypoint
and the distance to go is less than 12 NM, or
• the missed approach point is the active waypoint and the distance to go
is less than 25 NM

The FMC transitions out of "on approach" under the following conditions:
• the pilot selects TOGA
• the airplane lands
• the airplane flies beyond the last waypoint in the approach (missed
approach waypoint or runway). The VNAV page title changes from
"ACT xxxxx DES" to "ACT END OF DES"

GO AORUND WITH ENGINE FAILURE “Go Around ,Flap 5”

Maximum number of Approaches (3)
- After Go around the capt decides to do another (2 )
- If a second approach is unsuccessful, the aircraft should divert to the
destination alternate or hold until the weather conditions improve
sufficiently for a third approach,
- For attend a Third approach :
o Reported Ceiling and/or Visibility ,2.5 improve
o No presence of Severe Weather (i.e. Thunderstorms,
Cumulonimbus Clouds, Windshear,
o No SIGMET or Convective SIGMET issued for the aerodrome of
intended landing.
- If a third approach is unsuccessful, the aircraft shall divert to the alternate
aerodrome

FUEL IMBALANCE

IN ROUTE
The flight must be conducted so that the expected usable fuel remaining on arrival
at the destination aerodrome is not less than:
1) The required alternate fuel plus final reserve fuel, or
2) The final reserve fuel if no alternate aerodrome is required
To improve the fuel :
- Fly close of the Optimun FL
- Adjust the Cost index
- Request a direct route
- Select a close alternate
- Cancel the alternate

IF NOT ; the commander must take into account the traffic and the operational
conditions at the destination and alternate aerodrome or at any other adequate
aerodrome, and decide if :
- proceed to the destination aerodrome and land with no less than reserve
- or to divert and land with no less than reserve
- or choose other alternate aerodrome and land with no less than reserve

8.3.7.1.4 Cancellation of Destination Alternate

If the FOB does not allow to land in destination with FUEL = Alternate +
Reserve, we can continue the flight to DESTINATION if

a) The remaining flying time to destination does not exceed 6 hours;

b) At least Final Reserve fuel will remain at touchdown;
c) Two separate runways and WX
- the ceiling will be at least 2,000 ft or circling height + 500 ft, whichever is
 - greater, and the visibility will be at least 5 km.
IN THE TERMINAL AREA OR HOLD it is allowed to continue to destination
or to hold with less than the Alternate and Final Reserve fuel as long as the landing
is assured and at least the Final Reserve fuel is remaining at touchdown.

Landing ASSURED + FINAL RESERVE

A landing is “assured” if, in the judgment of the Commander, it will be completed

in the event of any forecast deterioration in the weather, plausible single failures
of ground or airborne equipment or traffic congestion. Actual weather reports and
trend information shall be used.

DECLARE
“MINIMUM FUEL” Any change to the existing clearance to that aerodrome
may result in landing with less than planned final reserve fuel
“MAYDAY MAYDAY MAYDAY FUEL”, when usable fuel predicted to be
is less than the planned final reserve fuel.

Note: The center tank may contain up to

1360 kilograms of fuel with less than
full main tanks provided center tank fuel
weight plus actual zero fuel
weight does not exceed the maximum zero
fuel weight, and center of
gravity limits are observed

Up to 1360 k g in center and Main no full if

.
Center Fuel Weight + AZFW < MZFW
( 237,682 kg)
FIRE APU ON GROUND

*APU : The system only “FIRE” if both loops detect the fire
* When APU fire is detected
- APU automatic Shutdown on ground and air
- Automatic discharged only on ground with both engines are shutdown ( no
during taxi ,…)

PF – Stop A/c “Attention Crew At Station”

PF – NNC
PF – “Ground we have an APU fire indications please Fire Fighting services be
ready”

PF “ Ground the fire indications is not

present but could you confirm flames
or smoke coming out from the tail “
PF “Cabin crew and passenger
,remain seated”

PF Evacuation Paper C/L

PF EVACUATE, EVACUATE.
EVACUATE
MFTD 5

ENG STARTER CUTOUT L.

On the ground, if N2 is greater than starter cutout speed, before making another
start attempt the EEC closes the starter air valve and allows the engine to spool
down below 30%N2

If Start Valve remains open

Manual Override Engine Start

Start the engine using normal engine start procedure, except direct the
ground crew to:
• manually open the start valve after positioning START/IGNITION
selector to START
• manually close the start valve at 62% N2.

PF – “ There is a problem with the star valve, we need coordinate with ground”
Inform ATC we request maintain this position for 5 min”
PM – Control Qtr … we request maintain this position to solve a issue

ENGINE ANTI ICE SP.16

Icing conditions exist when OAT (on the ground) or TAT (in-flight) is 10°C
or below and any of the following exists:
• visible moisture (clouds, fog with visibility of one statute mile (1600
m) or less, rain, snow, sleet, ice crystals, and so on) is present, or
• ice, snow, slush, or standing water is present on the ramps, taxiways,
or runways.
CAUTION: Do not use engine anti-ice when OAT (on the ground) is above 10°C.
Do not use engine or wing anti-ice when TAT (in-flight) is above 10°C.

Contaminated runway. A runway is contaminated when more than 25 per cent

of the runway surface area (whether in isolated areas or not) within the required
length and width being used is covered by:
- water, or slush more than 3 mm (0.125 in) deep;

- loose snow more than 20 mm (0.75 in) deep; or

- compacted snow or ice, including wet ice

Engine Start Procedure ; Additional Warm- up > 3min to allow oil temperature to
reach the normal range .ENGINE ANTIICE ON
Before Taxi Procedure:
- If there is snow or ice accumulation on the wing, consider delaying the flight
control check until after de-icing/anti-icing is accomplished
- Taxi with Flaps UP
Taxi
When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as
needed, to minimize ice build-up. Use the following procedure: C
Check that the area behind the airplane is clear.
Run-up to a minimum of 50% N1 for approximately 1 second duration at intervals no
greater than 60 minutes.

Take off
Run-up to as high a thrust setting as practical (minimum of 50% N1), confirm stable
engine operation, and if vibration indications are available, ensure engine vibration
indications are below 4 units before the start of the takeoff roll.

Wing Anti-ice Operation - In-flight

Ice accumulation on the flight deck window frames, windshield center post, or windshield
wiper arm, or side windows may be used as an indication of structural icing conditions
and the need to turn on wing anti–ice.
CAUTION: Do not use wing anti-ice when TAT is above 10
[] ANTI ICE WING

[] HYD OVERHEAT PRI R

Intercept Course from Waypoint 11.42.9
“ 20 NM before Honiley (HON) turn left heaing 100º
,intercept 135º radial from Wallasey VOR( WAL) “

An intercept course can be created outbound from a

waypoint in the navigation data base or from present
position. The waypoint does not have to be in the route
We can create a intercept course from a Present position (P/P090 ej)
LEGS page : WAL135 to L1

CRUISE
Intercept course form present position
Fly course 200

Determinate RTA at Woodley (WOD ) . Progress

page

PROG 3 /4
ENG FAIL L FCTM 4.12 / FCOM 11.31.36

[] ENG FAIL L PF PM
“ Engine fail “ Flight path and Navigation stablished “ CHECK”

EVALUATE DAMAGE OR NO DAMAGE

; Engine Vibrations, N1, N2 ,Oil ,etc
IF DAMAGE Memory items + EO VNAV PAGE CALL ATC

IF NO DAMAGE ; CALL ATC “ Control

- Give me VNAV page EO pront Qtr 097 engine fail
- Set Altitude on MCP descending FL …”
- EXE - THR LNAV VNAV SPD
- When cleared by ATC –
- Press ALT to start descend

Request NNC NNC

When executing the ENG OUT modification, the reference thrust limit becomes CON,
thrust levers advance to CON, the default command speed is EO SPD, and the EO
MAX altitude shows as the cruise altitude in 1L. The EO MAX altitude shown in
1L does not change with time or changes in command speed.

A driftdown descent does not start until setting the altitude at or below EO MAX altitude
and pushing the altitude selector
The command speed is E/O SPD. The rate of descent of 300 fpm

* LRC speed would result in a lower driftdown altitude but better fuel performance.
* For best fuel performance select the engine-out LRC mode following a minimum drag
speed (E/O) driftdown

* If the FMC is inoperative use turbulence penetration airspeed to driftdown and the
engine out long-range cruise tables in the QRH.

ENG IN FLIGHT START

ENGINE START ENVELOPE

FL250 200-300 kts . Max altitude and speed range to ensures a successful
inflight start
If X-BLD Crossbleed is required . Insufficente airspeed . If not present means
windmilling can be used to start engine
DIVERT TO ALTERNATE IN ROUTE ( LONDON)

* Four alternate airports in ETA order in flight

* Uplinked airports display in ETA order but are

assigned a preference number by the transmitting
site. The scratchpad displays the message ALTN
UPLINK when the alternate airport data arrives

* DIVERT NOW displays the route from the

present position to the selected alternate using the
route displayed on the XXXX ALTN page

Three route options to the airport can be selected:

• DIRECT TO – direct to alternate
• OFFSET – flight plan route with an offset
• OVERHEAD – flight plan route to a waypoint, then
direct to alternate

Holding
“ Expect Holding at OCK”

* The pattern size is limited to FAA or ICAO protected airspace. In LNAV, the AFDS
tracks the holding pattern using up to a 30 degree bank angle. Strong winds or airspeed
in excess of FAA or ICAO entry
* Speed is reduced 3 min before
* The initial outbound leg should be flown for 1 minute when at or below 14,000 feet or
1 1/2 minutes when above 14,000 feet or as required by the regulatory authority
Fuel jettison

* Ensure adequate weather minimums exist at airport of

intended landing
• Fuel jettison above 4,000 feet AGL ensures complete
fuel evaporation
• Downwind drift of fuel may exceed one NM per 1,000
feet of drop
• Avoid jettisoning fuel in a holding pattern with other
airplanes below.

 Fuel jettison from all tanks

 Minimum qt 5200 kg (3800 -200) in each tank
after jettison

HDY PRESS SYS C

[ ] HYD L+C
PF PNF
“ Flight path and navigation stablished “ EVALUATE
SPD INTERVENTION : SPD ADJUST . Do “NNC “
If Climbing :ALT HOLD Rqst ATC to maintain FL…
“ Control QR 123 we have an HYD problem here request
maintain FL …”
REQUEST “NNC”
DODAR
D- - We lost 2 hyd system but one is enough to fligh safely
- With Center System inoperative, alternate landing gear and secondary flap
extension will be required
O – The airport with the better wx condition and the longest Rwy . The fuel is not a
problem
D- GO to ….
A- We are going to request a holding pattern to do all the procedures slowly , we will
extend flaps and landing gear in the holding before initiate the approach .
Call the CSD ,company and I will speak to the passenger.

ALTERNATE FLAP OPERATION

- Push ALT sw to Arm
- Extend or retract (max flap 20)
Flap load relief and flap asymmetry protection are inoperative so we suggest to extend
in level off flight

Hydraulic System(s) Inoperative - Landing

If the landing gear is extended using alternate gear extension, the gear cannot be raised.
Flaps can be extended or retracted using the secondary drive system.( Low Speed)
If controllability is satisfactory, taxi clear of the runway using differential thrust and
brakes

Center Hydraulic System Non–Normal Operation

If center hydraulic system quantity is sensed to be low and airspeed is greater than
60 knots the:
• alternate brakes are isolated from the center system and remain operable using reserve
fluid
• nose gear actuation and steering are isolated
• leading edge slats are isolated and not allowed to operate in the primary (hydraulic)
mode
Nose gear actuation and steering are reconnected when:
• airspeed decreases below 60 knots, or
• hydraulic pressure to the center system flight controls is low, or
• the landing gear is selected down, both engines are normal, and both engine–driven
pumps are providing pressure
RNAV APP LNAV /VNAV

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

During the briefing :

- Meet all equipments to do the approach Suplementary 11
- The procedure is on the data base and not modifications from the FAF
- TERR display selected on at least one side
- RNP progress page displayed on the CDU
- inhibiting of navigation radio updating, as needed.
- VOR/DME updating must always be OFF. DME-DME updating must be
inhibited as needed

- Enter 125 feet for vertical RNP. While there are no vertical RNP values published
o Exceedance alert to occur at 75 feet or slightly
- No NAV UNABLE RNP alert displayed before starting the approach
- Select LNAV no later than the IAF
- VNAV PTH must be engaged for all segments with GP angle.
- If temperature is within the range on the chart no corrections are need

GO AORUND + ILS + NORMAL LANDING

MFTD 6

ON GROUND
Cold weather operations review SUPL TECH 16

TAXI
DISPLAY SELECT PNL
EFIS Control Panels and Display Select Panel
(DSP) – CDU Alternate Control

The CDU provides an alternate way to control the

functions of the EFIS control panel and/or the display
select panel.
Normal Take Off
CLIMB
Enter /Delate speed restrictions
Route Modification : After RISLA ,join UL6 to Honiley ( HON) – Rte page
[ ] FIRE CARGO FWD

[ ] FIRE CARGO
PF PNF
“ I HAVE CTRL “ EVALUATE
OK I HAVE CTRL PM PERFORM THE NNC Do “NNC “
First attack the fire and when everything is under control and
you know if the Fire continues or not ,then communicate to Check the
ATC. If You call while the other pilot is performing the NNC temperature on
became disordered Cargo
COM : MAY DAY X3 QTR… WE HAVE INDICATIONS OF FIRE IN THE
compartments
CARGO COMPARTMENT ,REQUEST …. AND FIRE SERVICE READY ON
GROUND
SYS AIR

REQUEST “NNC”

When DISH sw – 2 rapid bottle immediately

- After 20 min remain 4 bottles discharge at reduce flow rate
- If land before 20 min , only one bottle discharge at reduce low
- If A/C on ground when press DISCH pb, First 2 rapid bottle are
discharged , after 20 min only 1 bottle at low rate
When ARM PB is press in FWR or AFT cargo compartment

“CSD to the flight deck, CSD to the flight deck”

a) Nature of the Situation – a brief description of the problem.
b) Intention – e.g. diversion, return to land, ditching, etc.
c) Time - Time remaining until landing.
d) Specific – Any other relevant information or instructions.

[ ] FIRE CARGO CONT…

PF PNF
Advise Cabin Crew
Advise Company if time permit
Short Briefing : Import What are we going to do on ground?

[] PACK LEFT
[] CABIN ALTITUDE B777 22´

PF PM
Any time of Cabin altitude is
increasing :
- Set Setbelts ON
- Request Rapid Descent.

DON OXYGEN MASK

ESTABLISH CREW COMMUNICATION

CP: “ I HAVE CONTROL

CHECK CABIN RATE
IF CABIN ALTITUDE AND RATE IS UNCONTROLLABLE OR CABIN ALTITUD
WARNING: “EMERGENCY DESCEND”

PRAM ( pre recorder announcement PASS OXY PUSH AND HOLD 1 SEC, if
message) Cabin altitude exceed 15000 ft

PF - FIRST LOOP PM
ALT ,TURN FL 100 OR MEA + FLCH SEAT BELTS ON
HDG , TURN IF REQUIRED EXT LIGHTS
FLCH , use actual speed. Always suspect structural failure TCAS BELOW
until be sure there is not
XPRD 7700
CALL ATC "MAY DAY X2,QTR..
EMERGENCY DESCENT RQST FL
100/MEA, ALTIMETER SETTING AND
CALL YOU BACK”
NNC CABIN ALTITUDE

PF –SECOND LOOP
ADJUST ALTITUDE SELECTOR Press TERR switch in
case of any doubt about lowest safe altitude. And use maps
terrain altitude information to add 2000 feet over the higher
display value. The mini map always shows terrain
information at a range of 20NM and the ND the selected
range scale.

ADJUST HEADING TO ATC CLEARANCE

ADJUST SPEED SELECTOR TO VMO OR ACTUAL

SPEED IF DAMAGED OR TURBULENCE SPEED

REQST NNC “CABIN ALTITUDE”

AT 14.000 FT” “We have reached a safe altitude; Cabin Crew and Passengers
may remove your Oxygen Mask.”
AT 2000 FT TO LEVEL OFF “2000 FT TO LEVEL OFF”
AT 1000 FT TO LEVEL OFF- SPD LRC OR 300 KTS “1000 FT TO LEVEL OFF”
AND SPD BRAKE DOWN GENTLY
CAPT “LADIES AND GENTLEMEN CAPT SPEAKING WE HAVE TO PERFORM A RAPID DESCENT TO SAFE ALTITUDE, CABIN CREW
CAN RESUME THEIR DUTIES ,PAX PLEASE REMAIN SEATING AND FOLLOW CABIN CREW INSTRUCTIONS”

* Use of the autopilot with FLCH mode is the recommended technique for
rapid descents
*The autothrottle system will set the thrust lever at idle, but check anyway
both lever are at idle
*Check TCAS is set in BELOW
This additional step, made by PM, should be especially be done in heavy
traffic areas like Europe and small vertical separation like RVSM
* NOTE: It is important the fly crew not attempt to manually close outflow
valves during descend
DESCENT PREPARATION

MODIFY GO AROUND “ Climb Straight ahead passing 2000 ft turn right direct CHT ,clib to 3000
ft and HOLDING ( SW on the 240º radial LT)

Approach ILS 27R EGLL + GO AROUND

DIVERT TO EGKK GATWICK – ALTN PAGE

[]FLAP/ SLAT CONTROL

[ ] FLAPS/ SLATS CONTROL

PF PNF
“FLIGHT PATH AND NAV STABLISH “ EVALUATE
SPD INTERVENTION : SPD ADJUST Do “NNC “
COM : CTR QR … request holding over… at 5000 ft . we have a conf
problem ,I´ll call you back when ready to initiate the app.
It is importan to know in which position are the flaps and slats. The
speed tape show you the current configuration
REQUEST “NNC” + LAND DISTANCE

Flap and Slat Modes

In this case primary (hydraulic) and secondary (electric) mode are inoperative . Flaps
and Slats in Alternate (electric) mode .

The flaps and slats extend simultaneously, but slat retraction is inhibited until the
flaps are up.
Alternate mode flap and slat extension is limited to slats midrange and flaps 20.
Asymmetry protection, uncommanded motion protection, autoslats, and flap/slat load
relief are not available in the alternate mode.

REMEMBER :
- Anticipate the configuration Flaps and Slats move very slow
- Select Flap Speed when the flap reach the position

TAKE OFF EO

- EOSID must be buided in RT2 and not automatically pup up

- SEOSID Special EOSID As long as the initial turn is below 1500 ft . Is automatically pop
up if flame out
- IN case of severe damage ,no automatically pop up due to engine does not provide
info. So no SEOSID and TAC protection either.
-