EBT MODULE 6

EBT STUDY PLAN

Index &

SIM Study Mandatory To'pics

- Limitations
- QRH Memory Items
- QRH Non-Normal Maneuvers
- LVO
- Auto-land
- RNP(AR)/RNAV
- Hot WX/Cold WX Supplementary Proc
- FCOM -1 Normal Procedures & Supplementary Proc
- Go-Around Review
- Unstable Approach Review
- Intercepting G/S from above
- UPRT
- ETOPS
- NNC’s For Systems from QRH
- Basic Plan of Action for Every Non Normal Situation
- Pilot Incapacitation Scenario
- Emergency Descent Review
- Engine Failure Drift Down Review
- OM-B SOP’s Appendix
Review.Revision Highlights & General Review
- FCOM - 2 Systems
- MRG
- Current ACN & Manual Revisions & Boeing Bulletins
EBT MODULE 6
 EBT MODULE 6

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v

SYSTEMS TO STUDY
• CH.9 FLIGHT CONTROLS -

• CH.2 PRESSURIZATION

GO-AROUND (2 ENG) - REFER CONNECTING THE DOTS

UNDERSTANDING GO-AROUNDS
- FLIGHTS OPS MANUALS
 OM-C BRIEF LFSB
Flydubai Restrictions: RWY07/25 IS NOT APPROVED FOR FZ USE.

• RWY 15 IS PREFERRED FOR LANDING & DEPARTURE

• REFUELLING WITH PAX - PERMITTED/ NO RFF REQUIRED
• ALTERNATES: LSGG (216NM), LSZH (43NM), EDDS (95NM)
• NO RESTRICTIONS FOR EOTI

RWY 33: MSA 7000’ RWY 15: MSA 7000’

EOP: NON-STD, AT D7 BLM EOP: NON-STD, AT D7 BLM
Turn RIGHT to BLM Turn RIGHT to BLM
INB 152, R Turns Maintain V2 TKOF flaps
During first turn.
INB 152, R turns
32-Approx
 OM-C BRIEF LOWS

i
flydubai Restrictions Arrival
RWY15 is the preferential RWY.
OPT Calculation for ILS or LOC 15 and Special CAT 2/3 ILS
• RNP Z 33 (AR) and RNP Y 33 (AR) approaches are 15
NOT permitted for FZ use. Due to Austrocontrol requirements, all ILS approaches have
multiple different minimas each, and the required go-
• RNP E RWY 15 NOT permitted for FZ use around gradient calculations differ from the standard OPT
procedure. This results in a different set of go-around
• Circling 33 and NDB 15 are NOT permitted for FZ gradient selections in OPT.

• Special CAT 2/3 ILS RWY 15 is approved for FZ In the ‘G/A Gradient’ dropdown menu of OPT the
use. See Special Instructions. following DH selections are available: 50 FT, 80 FT, 120 FT,
140 FT, 200 FT, 300 FT, 400 FT, 480 FT, 670 FT, 820 FT
• SID VERDA 1X/1Y is NOT approved for FZ use. and 1340 FT. These selections account for both the straight
ahead and turn gradients.
• RWY 15 takeoff: Maximum crosswind component
For the ILS 15 or LOC 15 or Special CAT2/3 ILS 15
of 20 KTS is in place for wind direction from
approaches, flight crew shall adopt the following:
200° to 300° for all RWY conditions.
• Select the lowest appropriate DH for the planned
Threat and Error Management approach.

• Select the same DH in the OPT ‘G/A GRADIENT’

• High terrain within 25 NM located to S and SE of
dropdown menu.
the airfield with the highest MSA 11000 FT.
• Do NOT select the options ‘2.50% MIN GRADIENT’, or
• Flight crew shall refer to OM-B Procedures and ‘ENTER GRADIENT’, or ‘IGNORE GRADIENT’.
Policies Appendix B.5 (Runways with LDA Less
Than 2600 Meters). • If the OPT displays ‘Required go-around gradient
exceeds available’, repeat the above process by selecting the
• The LIDO AOI section ‘2.2.3 Additional Arrival next highest DH until OPT results are satisfactory.
Information’ must be disregarded.
EOTI - NOT PERMITTED

Alternates: LJLJ(111NM), LOWW(144NM), LKPR(146NM)

Departure Go-Around and Missed Approach Guidance for ILS or LOC 15

and Special CAT 2/3 ILS 15
In the FMC takeoff page 2, the following shall be go-around and missed approach with all engines operating:
inserted for both RWY 15 and RWY 33 departure:
• Follow published missed approach procedure.
• ACCEL HT = 1089
• ABV 400ft RA, Verify LNAV or HDG SEL, min
• EO ACCEL HT = 1089 25 DEG AOB

• THR REDUCTION = 1089 • Select LVL CHG and set speed 160 KTS.

2500 FT should be set as the minimum flap • Maintain go-around flaps and speed 160 KIAS
retraction altitude on the PFD. The Boeing OPT until established inbound to SI NDB.
‘ACCEL ALT’ does not reflect this value.
• When established inbound to SI NDB, accelerate
as required.

go-around and missed approach with one engine

EOP RWY15 inoperative:
NON-STD, FOLLOW SID, D2 OES LEFT • Initially follow LNAV commands.
TO SI, 25 Deg AOB, V2 TKOF FLAPS
UNTIL EST INBOUND SI. • At D2 OES turn LEFT to SI NDB.
AT SI DCT to SBG 113.8,
• Above 400 FT radio altitude, select HDG SEL
INB 175, L TURNS
and verify 25° AOB.

• Maintain go-around flaps and MAX 160 KIAS

EOP RWY33 until established inbound to SI NDB.The OPT LDG EOP
NON-STD, AT 2,500ft DCT SBG for RWY 15 directs flight crew to initially follow
SID: VERDA: IF ENG FAILS AFTER LNAV commands. If LNAV commands are NOT
RIGHT TURN & BELOW 3,000ft CONT ON available, climb on RWY track (153°) to D2 OES then
SID TO 3,000ft BEFORE LEFT TURN TO turn LEFT to SI and continue to follow theLDG EOP.
SBG 113.8
Note 2: if a G/A is initiated below minimums during
INB 175, L TURNS all instrument approaches to RWY15, OPT LDG EOP
shall be followed
 OM-C BRIEF LJLJ
Flydubai Restrictions: NIL
EOTI Restrictions: NIL

• TWY T IS NOT APPROVED

FOR FZ DUE WIDTH
• RFF 6 & RAISED TO 7 FOR
FZ OPS
• RWY 30 PREF FOR ARR
• RWY 12 PREF FOR DEP
• RWY 30 GIMIX 1Z/1J SID
HAS 11.3% GRAD TO
10,500’ FOR NOISE ABT

RWY 12: RWY 30:

EOP: NON-STD, DIRECT to DOL EOP: NON-STD, AT LBL,
INB 302, L turns L turn to 137 (Max 182 KIAS
During turn), Intercept and
follow R172 outbound LBL.
At D13 LBL, L to intercept
R232 inbound DOL, HP
INB 302, L turn
- 50-200
om - C
 Evidence-based Training
Module 6

Appendix.A2 - WEATHER and NOTAMs

The following weather and NOTAMs information are to be used for training purposes only.

AIRFIELD INFORMATION BA - 3 - MEDIUM

DEPTH - 4MM
DEPARTURE
WET SNOW
X-WIND: T : 20KTS
LFSB [BSL] – MULHOUSE
L : 25KTS
SA 28010G15KT 260V330 0900 R33/1100 FZFG BKN005 OVC120 M02/M05 Q1008

FC TEMPO 29012KT 0600 FZFG BKN004

RCR 33 3/3/3 75/75/100 04/04/04 WET SNOW/ WET SNOW/ WET SNOW

-NOTAM (Chart)-
LVO DEP MIN
C4 / 24 21-Feb-2024 00:00 - UFN
TEMPO CHARTS LVO APP MIN
CHECK TEMPO CHARTS DISTRIBUTED FOR THIS AD

DESTINATION

LOWS [SZG] – SALZBURG LDA < 2600M POLICY APPLIES

SA 24009KT 0600 R15/0700 FZFG BKN004 OVC130 M03/M05 Q1007 BA - 2 - MED TO POOR
DEPTH - 4MM
FC TEMPO 26015KT 0800 FZFG BKN006
SLUSH
RCR 15 5/2/2 50/75/75 03/04/04 SLUSH/ SLUSH/ SLUSH X-WIND: T: 15KTS
L: 17KTS
-NOTAM- LVO DEP MIN
NIL

LVO APP MIN

ALTERNATE
LJLJ [LJU] – BRNIK
SA 28020KT 2200 BR BKN011 OVC090 M05/M08 Q1015

FC NOSIG

RCR 30 5/5/5 25/25/50 NR/NR/01 WET/ WET/ WET

-NOTAM–
A1124/24 AERODROME BIRD CONCENTRATION
HIGH CONCENTRATION OF BIRDS OBSERVED.
LVO DEP MIN

LVO APP MIN

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REGIONAL REPORTS LVO DEP MIN

LSGG [GVA] – GENEVA LVO APP MIN

SA 30015G20KT 1600 BR BKN010 OVC120 00/M3 Q1008

FC NOSIG

RCR RCR 22 5/5/2 50/50/75 02/03/04 SLUSH/ SLUSH/ SLUSH

-CO-NOTAM-
CONTRARY TO OM-C 16.A GENEVA LSGG/GVA IS AUTHORISED AS AN ALTN, ENRTE ALTN, EMERG
ALTN AND ETOPS ALTN.

-CO-NOTAM-
CONTRARY TO OM-C APPRENDIX 2.B, LVO APPROACH MINIMA FOR GENEVA (GVA/LSGG) IS AS
FOLLOWS:

RWY 22 - CAT II - REFER TO LIDO IAC FOR APPROVED APPROACH MINIMUMS

LSZH [ZRH] – ZURICH

SA 29008G16KT 0700 R34/0900 FZFG BKN007 OVC080 M02/M05 Q1007

BA - 2 - MEDIUM TO POOR
FC BCMG 0900 FZFG BKN010 DEPTH: 4MM
SLUSH; X-WIND L: 17KTS
RCR RCR 34 5/2/3 50/75/75 03/04/04 SLUSH/ SLUSH/ WET SNOW

-NOTAM–
A0406/24 RWY LIMITED TO replaces A0309/24
RWY 16/34 GROOVING PARTIALLY MIS ON NEW CENTRAL ASPH SFC BTN TWY E4 AND TWY E1.

-CO-NOTAM-
CONTRARY TO OM-C 16.A ZURICH LSZH/ZRH IS AUTHORISED AS AN ALTN, ENRTE ALTN, EMERG
ALTN AND ETOPS ALTN.

-CO-NOTAM-
CONTRARY TO OM-C APPRENDIX 2.B, LVO APPROACH MINIMA FOR ZURICH (ZRH/LSZH) IS AS
FOLLOWS:

RWY 14 - CAT II - REFER TO LIDO IAC FOR APPROVED APPROACH MINIMUMS

RWY 16 - CAT II - REFER TO LIDO IAC FOR APPROVED APPROACH MINIMUMS
MAX-8 MAX-9

LVO DEP MIN

LVO APP MIN

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EDDS [STR] – STUTTGART

SA 29014KT 260V340 2000 BR BKN009 OVC100 M01/M03 Q1010

FC NOSIG LVO DEP MIN

RCR RCR 25 5/5/3 50/50/75 03/03/04 WET SNOW/ WET SNOW/ WET SNOW

-NOTAM–
CHANGES TO STAR OCCUR, DUE TO MAINT OF KRH DVOR: BADSO HLDG TEMPO SUSPENDED. IN CASE
OF RADIO COMMUNICATION FAILURE PROCEED AT OR ABOVE 6000FT FROM BADSO ON R257 LBU TO
LBU VOR/DME FOR STANDARD APCH PROC. REF AIP AD 2 EDDS 3-1-1 EFF 18 OCT 2012, 3-1-2
THRU 3-1-4 ALL EFF 26 MAR 2020.

-CO-NOTAM-
CONTRARY TO OM-C 16.A STUTTGART EDDS/STR IS AUTHORISED AS AN ALTN, ENRTE ALTN, EMERG
ALTN AND ETOPS ALTN.

-CO-NOTAM-
CONTRARY TO OM-C APPRENDIX 2.B, LVO APPROACH MINIMA FOR STUGGART (STR/EDDS) IS AS
FOLLOWS:

RWY 07 - CAT II - REFER TO LIDO IAC FOR APPROVED APPROACH MINIMUMS

RWY 25 - CAT II - REFER TO LIDO IAC FOR APPROVED APPROACH MINIMUM

LVO APP MIN

LOWW [VIE] – SCHWECHAT

SA 26018KT 0600 R29/0800 FZFG BKN003 OVC100 M04/M06 Q1006

FC BECMG 28010KT 0800 FZFG BKN005
RCR RCR 29 5/2/2 75/75/100 03/04/05 SLUSH/ SLUSH/ SLUSH

-NOTAM (Chart)–
C6 / 23 25-Jan-2022 00:00 - UFN
Warning
REF AIC A16/23 OCCURRENCES OF FALSE LOC CAPTURES DURING INSTRUMENT APCH HAVE BEEN
REPORTED IN THE PAST. PILOTS ARE ADVISED TO MONITOR THE CORRECT LOC CAPTURE

-CO-NOTAM-
FOR TAKEOFF COMPUTATION: OPT
-FOR TAKEOFF RWY 11, SET "TAKEOFF SHORTENING FROM RUNWAY START (M)" TO 9 METERS.
-FOR TAKEOFF RWY 29, SET "TAKEOFF SHORTENING FROM RUNWAY START (M)" TO 9 METERS.

LVO DEP MIN

LVO APP MIN

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Appendix.A3M - MAX Load and Trim Sheet - DEPARTURE LFSB

L O A D S H E E T CHECKED APPROVED EDNO
ALL WEIGHTS IN KILOS LIC70.N 01

FROM/TO FLIGHT A/C REG VERSION CREW DATE TIME BSL/SZG

FZ1450R/01 A6-FMQ 10J156Y 2/4

WEIGHT DISTRIBUTION
LOAD IN COMPARTMENTS 2182 1/ 0 2/ 1449 3/ 701
4/ 32 0/ 0

PASSENGER/CABIN BAG 7322 49/ 38/ 10/ 0 TTL 97 CAB 0

PAX 6/91 SOC 0/ 0 BLKD 0
***************************************************************
TOTAL TRAFFIC LOAD 9504
DRY OPERATING WEIGHT 46425
ZERO FUEL WEIGHT ACTUAL 55929 MAX 65952 L ADJ
TAKE OFF FUEL 4566
TAKE OFF WEIGHT ACTUAL 60495 MAX 82190 ADJ
TRIP FUEL 1701
LANDING WEIGHT ACTUAL 58794 MAX 69308 ADJ

BALANCE AND SEATING CONDITIONS . LAST MINUTE CHANGES

DOI 36.1 LIZFW 45.1 .DEST SPEC CL/CPT WEIGHT/IND
LITOW 47.1 LILAW 44.7 .
MACZFW 19.9 MACTOW 20.6 .
MACLAW 19.8 .

A6.B28.C43.D20. .
CABIN AREA TRIM .

UNDERLOAD BEFORE LMC 14589 . LMC TOTAL

***************************************************************
LOADMESSAGE AND CAPTAINS INFORMATION BEFORE LMC
-SZG.6/28/43/20.0. T7322.1/0.2/1449.3/701.4/32.PAX/6/91.PAD/0

SI PAX WEIGHTS USED

M88 F70 C35 I10

C1/NIL
C2/SZG/BT2/82/1429
/SZG/E/2/20/EIC
C3/SZG/BY/33/628
/SZG/BT1/4/73
B4/SZG/BP/3/32

SERVICE WEIGHT ADJUSTMENT WEIGHT/INDEX

ADD NIL
DEDUCTIONS NIL
PANTRY CODE B
NOTOC: NO
SZG C/ 0 M/ 0 B/122/2162 O/2/20 T/0

THE MAXIMUM ALLOWED LMC INDEX +/- 5 I.U AND

LMC WEIGHT +/-500KG

END OF LOADSHEET

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OPERATIONAL FLIGHT PLAN PAGE 1/6 RLSD .00Z

FZ1450R LFSB/BSL P02.00
CS: FDB1EM 738EX LOWS/SZG P02.00
PLN ID 03 A6FMQ/JRGL BLK:0300 POB: GATE: SLOT:
CI 15 LEAP-1B28B ETD:
KGS IFR ETA:
ADD INFO/REMARKS:
IA:LIMC-LOWS
TERRAIN-CRITICAL DECISION POINT(S) - MIN CLRC 7946 AT (T1)
DEReas: 20 MIN EXTRA FUEL ADDED DUE WX

MEL/CDL ITEMS: *NO PERF PENALTY*

ROUTE TEXT:
LFSBR33 ELBEG7N ELBEG Y715 AMRUP N491 DEGES N871 BADVI L725 UNKEN
UNKEN2R LOWSR15
F310

RTNG:
GD 270 GCD 222 AD 254 W/C P21 TDV P7 MAXS 03/DEGES COLDEST
TEMP M40 AT DEGES CI 15 RT 99D VIA LFSB/LOWS ALT RTE
STANDARD FUEL ADJ TIME DISPATCH LOAD:
TRIP 1701 00:46 PAYLOAD: MZFW:(S) 65952
CONT6MINUTES 180 00:06 EZFW: 55929 MTOW:(S) 82190
ALTN (LJLJ) 1153 00:31 ETOW: 60495 MLDW:(S) 69308
FINAL RESERVE 908 00:30 ELDW: 58794 MIN DEP: 3942
ADDITIONAL 0 00:00 REMF: 2865 MIN DIV: 2061
DISP.EXTRA 0 00:00 FMS INIT LOAD:
APU/TAXI 120 00:10 LFSB/LOWS
REQUIRED FOB 4062 01:53 IDENT: FDB1EM PRF FACTOR%:4.0
TANKER/EXTRA 624 00:20 LDG ELEV:1411 FT TRAPO:36931
TOTAL FOB 4686 02:13 ALTN DIST TIME FL FUEL
FUEL PENALTIES: LJLJ (F) 153 00:31 230 1153
1000 KGS +28KGS
10 KTS +46KGS +00:01
CI:0 (ZERO) -4KGS +00:00 COMNDR EXTRA REASON:
FECO: -086
I CERTIFY THAT THIS FLIGHT HAS BEEN DISPATCHED IN ACCORDANCE WITH
APPLICABLE REGULATIONS. ALL PAGES OF THE OPERATIONAL FLIGHT PLAN ARE
AN INTEGRAL PART OF THE FLIGHT RELEASE.
CAPTAIN: COPILOT: DISPATCHER:

.................. ..................

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OPERATIONAL FLIGHT PLAN PAGE 2/6 RLSD .00Z

FZ1450R LFSB/BSL P02.00 OUT: OFF: BLKF:
CS: FDB1EM LOWS/SZG P02.00 IN: ON: TAXI:
PLN ID 03 BLK: FLT: BRF:
CI 15 ETD: REM:
KGS IFR ETA:
DEP INFO (ATIS): RTG/ASMD: VREF:
T/O N1: STABTRIM:
ATOW: AZFW:
MFRA: AFOB:
CLEARANCE: RWY/INT: T/O CG:
FLAPS:
V1:
VR:
V2:
E.O.P:
T/O ALT: EET CREW POB PYLD PFOB EZFW ETOW RTOW
00:46 / 4686 55929 60495
*TO FILE*
(FPL-FDB1EM-IS
-B38M/M-SDE1E2E3FGHILORVWYZXJ1M3/B1H
-LFSB0500
-N0412F310 ELBEG Y715 AMRUP N491 DEGES N871 BADVI L725 UNKEN
-LOWS0046 LJLJ
-PBN/A1B1C1D1L1O1S2T1 NAV/GPSRNAV DOF/240723 REG/A6FMQ
EET/EDUU0002 LSAS0008 LOVV0017 SEL/JRGL CODE/89656B RMK/TCAS
CALLSIGN SKYDUBAI CTC 0097146033708)

RVSM FL LEVEL: (ALT. DIFF. MAX 200 FT)

LEFT ALT: STBY ALT: RIGHT ALT:

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD

MOCA NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
880FT LFSB33 0 0 4566
BALE / MULHOUSE 270 0000 120
N47357E007315 0 0046
ELBEG7N FIR EDGG 7 332 2 CLB 4305
049 LANGEN FIR 263 334 0002 381
N47411E007277 7 02E 0044
ELBEG7N ELBEG 12 083 3 CLB 4090
058 251 086 0005 596
N47418E007450 19 03E 0041
Y715 AMRUP 15 066 2 CLB 3894
062 236 069 0007 792
N47468E008046 34 03E 0039
N491 FIR LSAS 9 107 1 CLB 3800
062 SWITZERLAND FIR 227 110 0008 886
N47438E008167 43 03E 0038
N491 TRA D114.30 7 107 1 CLB 3732
057 TRASADINGEN 220 110 0009 954
N47414E008262 50 03E 0037

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OPERATIONAL FLIGHT PLAN PAGE 3/6 RLSD .00Z

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD
MOCA NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
N491 ZUE D110.05 17 108 3 CLB 3590
050 ZURICH EAST 203 111 0012 1096
N47355E008491 67 03E 0034
N491 TOC 12 121 1 CLB 3503
092 ZUE/+12NM 191 124 0013 1183
N47287E009037 79 03E 0033
N491 DEGES 7 121 1 310 272/047 412 3472
092 184 124 0014 369 M40 .693 1214
N47248E009121 86 03E 0032 03 P6 451
N871 GAMSA 19 087 3 310 274/047 412 3394
093 WIEN FIR 165 091 0017 371 M40 .693 1292
N47245E009391 105 04E 0029 01 P6 459
N871 FIR EDMM 23 097 3 310 274/047 412 3299
107 MUNCHEN-FIR 142 101 0020 371 M40 .693 1387
N47202E010120 128 04E 0026 01 P6 458
N871 MADEB 4 097 0 310 274/047 412 3282
107 138 101 0020 371 M40 .693 1404
N47195E010173 132 04E 0026 01 P6 458
N871 TDP1 (LOWS) 0 357 0 310 274/047 411 3282
113 MADEB/+0NM 138 360 0020 371 M40 .691 1404
N47195E010173 132 03E 0026 01 P6 453
N871 FIR LOVV 4 056 1 310 274/047 411 3265
113 WIEN FIR 134 059 0021 371 M40 .691 1421
N47217E010228 136 03E 0025 01 P6 453
N871 XEBIX 5 057 0 310 274/047 411 3244
113 129 061 0021 371 M40 .691 1442
N47240E010288 141 04E 0025 01 P6 449
N871 GAPTO 13 066 2 310 274/047 411 3190
107 116 070 0023 371 M40 .691 1496
N47281E010456 154 04E 0023 01 P6 453
N871 TOD 3 067 0 310 282/048 411 3176
107 GAPTO/+3NM 113 071 0023 369 M40 .691 1510
N47291E010498 157 04E 0023 02 P6 450
N871 FIR EDMM 1 066 1 DSC 3175
107 MUNCHEN-FIR 112 070 0024 1511
N47295E010514 158 04E 0022
N871 SUGIB 10 066 1 DSC 3155
107 102 070 0025 1531
N47326E011042 168 04E 0021
N871 KOGOL 15 067 2 DSC 3125
107 87 071 0027 1561
N47373E011240 183 04E 0019
N871 LENIZ 8 069 1 DSC 3107
093 79 073 0028 1579
N47394E011341 191 04E 0018
N871 TULSI 10 069 2 DSC 3085
083 69 073 0030 1601
N47421E011473 201 04E 0016
N871 BADVI 7 070 1 DSC 3068
083 62 074 0031 1618
N47439E011567 208 04E 0015

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OPERATIONAL FLIGHT PLAN PAGE 4/6 RLSD .00Z

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD
MOCA NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
L725 ZUREX 13 074 3 DSC 3035
080 49 078 0034 1651
N47464E012145 221 04E 0012
L725 UNKEN 15 075 3 DSC 2995
080 34 079 0037 1691
N47493E012361 236 04E 0009
UNKEN2R SBG D113.80 18 043 3 DSC 2941
071 WIEN FIR 16 047 0040 1745
N48002E012536 254 04E 0006
UNKEN2R FIR EDMM 3 176 1 DSC 2931
055 MUNCHEN-FIR 13 180 0041 1755
N47580E012536 257 04E 0005
UNKEN2R FIR LOVV 11 152 4 DSC 2876
080 WIEN FIR 2 157 0045 1810
N47493E012591 268 05E 0001
UNKEN2R LOWS15 2 151 1 DSC 2865
080 SALZBURG 0 155 0046 1821
1411FT N47481E012598 270 04E 0000
DEST ATIS

ALTERNATE ROUTE SECTION

ALTN DIST TRK FL WIND TIME FUEL ROUTING
LJLJ 153 143 230 P008 00:31 1153 DCT VERDA DCT LUMUS LUMUS4L
LJLJ

ALT ATIS

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OPERATIONAL FLIGHT PLAN PAGE 5/6 RLSD .00Z

CRITICAL TERRAIN SCENARIO

T1 000NM AFTER MADEB

DECOMPR CONT TO LOWS MAX TERRAIN 9341 MIN CLRC AGL 7946
1ENG OUT CONT TO LOWS MAX TERRAIN 9341 MIN CLRC AGL 17546
RMK ENG ANTI ICE OFF / NO MEL RESTRICTIONS

ALTN GCD FL WIND TMP

RF/SRP MINF TME WX WNDW
3282
LOWS 128 190 274/050 M13 1944 1338 00:17 0450-0656
MINF INCL APU / ICE ACCR 13.0 PC

MAX ELEV BTWN T1/LOWS 9341 AT 47195N010173E CLRC 22479

MIN CLRC BTWN T1/LOWS 7946 AT 47477N013002E ELEV 6054

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OPERATIONAL FLIGHT PLAN PAGE 6/6 RLSD .00Z

UPPER WIND SUMMARY
CLIMB SPOT WIND
ALT WIND ALT WIND ALT WIND ALT WIND
5000 246/010 18000 274/025 24000 272/031 30000 272/049
TDV P6 TDV P12 TDV P9 TDV P7
TEMP P11 TEMP M9 TEMP M24 TEMP M37

WINDS/TEMPERATURES ALOFT FORECAST

31000: 33000 29000 27000 27000 14000 10000
SB701 276056M45 272046M35 272040M30 272040M30 278020M3 282016P4
ELBEG 276056M45 272046M35 272040M30 272040M30 278020M3 282016P4
AMRUP 276056M45 272046M35 272040M30 272040M30 278020M3 282016P4
TRA 276052M44 270043M35 272039M30 272039M30 264020M4 260016P2
ZUE 276052M44 270043M35 272039M30 272039M30 264020M4 260016P2
DEGES 276052M44 270043M35 272039M30 272039M30 264020M4 260016P2
GAMSA 274049M44 276044M35 278040M30 278040M30 258018M4 242013P3
MADEB 274049M44 276044M35 278040M30 278040M30 258018M4 242013P3
XEBIX 274049M44 276044M35 278040M30 278040M30 258018M4 242013P3
GAPTO 274049M44 276044M35 278040M30 278040M30 258018M4 242013P3
SUGIB 278050M45 282044M35 282038M30 282038M30 262014M3 244008P3
KOGOL 278050M45 282044M35 282038M30 282038M30 262014M3 244008P3
LENIZ 278050M45 282044M35 282038M30 282038M30 262014M3 244008P3
TULSI 278050M45 282044M35 282038M30 282038M30 262014M3 244008P3
BADVI 278050M45 282044M35 282038M30 282038M30 262014M3 244008P3
ZUREX 286047M45 286043M35 284036M30 284036M30 282013M3 282009P4
UNKEN 286047M45 286043M35 284036M30 284036M30 282013M3 282009P4
WS506 286047M45 286043M35 284036M30 284036M30 282013M3 282009P4
SBG 286047M45 286043M35 284036M30 284036M30 282013M3 282009P4
ACHET 286047M45 286043M35 284036M30 284036M30 282013M3 282009P4
FF15 286047M45 286043M35 284036M30 284036M30 282013M3 282009P4
SF15 286047M45 286043M35 284036M30 284036M30 282013M3 282009P4
LOWS 286047M45 286043M35 284036M30 284036M30 282013M3 282009P4
DESCENT SPOT WIND
ALT WIND ALT WIND ALT WIND ALT WIND
30000 288/047 24000 280/026 18000 282/017 5000 350/002
TDV P7 TDV P9 TDV P12 TDV P7
TEMP M37 TEMP M24 TEMP M9 TEMP P12

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Appendix.A3N - NG Load and Trim Sheet - DEPARTURE LFSB

L O A D S H E E T CHECKED APPROVED EDNO
ALL WEIGHTS IN KILOS LIC70.N 01

FROM/TO FLIGHT A/C REG VERSION CREW DATE TIME

BSL/SZG FZ1450R/01 A6-FET 12J166Y 2/4

WEIGHT DISTRIBUTION
LOAD IN COMPARTMENTS 2182 1/ 0 2/ 1449 3/ 701
4/ 32 0/ 0

PASSENGER/CABIN BAG 7322 49/ 38/ 10/ 0 TTL 97 CAB 0

PAX 6/91 SOC 0/ 0 BLKD 0
***************************************************************
TOTAL TRAFFIC LOAD 9504
DRY OPERATING WEIGHT 43033
ZERO FUEL WEIGHT ACTUAL 52537 MAX 62731 L ADJ
TAKE OFF FUEL 5380
TAKE OFF WEIGHT ACTUAL 57917 MAX 79015 ADJ
TRIP FUEL 1913
LANDING WEIGHT ACTUAL 56004 MAX 66360 ADJ

BALANCE AND SEATING CONDITIONS . LAST MINUTE CHANGES

DOI 47.2 LIZFW 45.2 .DEST SPEC CL/CPT WEIGHT/IND
LITOW 52.4 LILAW 44.7 .
MACZFW 19.8 MACTOW 21.2 .
MACLAW 20.8 .

A8.B49.C54.D49. .
CABIN AREA TRIM .

UNDERLOAD BEFORE LMC 10194 . LMC TOTAL

***************************************************************
LOADMESSAGE AND CAPTAINS INFORMATION BEFORE LMC
-SZG.6/28/43/20.0. T7322.1/0.2/1449.3/701.4/32.PAX/6/91.PAD/0

SI PAX WEIGHTS USED

M88 F70 C35 I10

C1/NIL
C2/SZG/BT2/82/1429
/SZG/E/2/20/EIC
C3/SZG/BY/33/628
/SZG/BT1/4/73
B4/SZG/BP/3/32

SERVICE WEIGHT ADJUSTMENT WEIGHT/INDEX

ADD NIL
DEDUCTIONS NIL
PANTRY CODE B
NOTOC: NO
SZG C/ 0 M/ 0 B/122/2162 O/2/20 T/0

THE MAXIMUM ALLOWED LMC INDEX +/- 5 I.U

AND LMC WEIGHT /-500KG

END OF LOADSHEET

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OPERATIONAL FLIGHT PLAN PAGE 1/6 RLSD .00Z

FZ1450R LFSB/BSL P02.00
CS: FDB1EM ETOPS LOWS/SZG P02.00
PLN ID 04 A6FET/DEAG BLK:0300 POB: GATE: SLOT:
CI 15 CFM56-7B ETD:
KGS IFR ETA:
ADD INFO/REMARKS:
IA:LIMC-LOWS
TERRAIN-CRITICAL DECISION POINT(S) - MIN CLRC 7946 AT (T1)
DEReas: 20 MIN EXTRA FUEL ADDED DUE WX

MEL/CDL ITEMS: *NO PERF PENALTY*

ROUTE TEXT:
LFSBR33 ELBEG7N ELBEG Y715 AMRUP N491 DEGES N871 BADVI L725 UNKEN
UNKEN2R LOWSR15
F310

RTNG:
GD 270 GCD 222 AD 253 W/C P22 TDV P7 MAXS 03/DEGES COLDEST
TEMP M40 AT DEGES CI 15 RT 99D VIA LFSB/LOWS ALT RTE
5MINUTES FUEL ADJ TIME DISPATCH LOAD:
TRIP 1913 00:46 PAYLOAD: MZFW:(S) 62731
CONT5MINUTES 180 00:05 EZFW: 52537 MTOW:(S) 79015
ALTN (LJLJ) 1289 00:31 ETOW: 57917 MLDW:(S) 66360
FINAL RESERVE 1010 00:30 ELDW: 56004 MIN DEP: 4674
ADDITIONAL 0 00:00 REMF: 3467 MIN DIV: 2299
DISP.EXTRA 282 00:08 FMS INIT LOAD:
APU/TAXI 120 00:10 LFSB/LOWS
REQUIRED FOB 4794 02:00 IDENT: FDB1EM PRF FACTOR%:1.9
TANKER/EXTRA 706 00:20 LDG ELEV:1411 FT TRAPO:36931
TOTAL FOB 5500 02:20 ALTN DIST TIME FL FUEL
FUEL PENALTIES: LJLJ (F) 153 00:31 230 1289
1000 KGS +33KGS
10 KTS +52KGS +00:01
CI:0 (ZERO) -6KGS +00:01 COMNDR EXTRA REASON:
FECO: -081

I CERTIFY THAT THIS FLIGHT HAS BEEN DISPATCHED IN ACCORDANCE WITH

APPLICABLE REGULATIONS. ALL PAGES OF THE OPERATIONAL FLIGHT PLAN ARE
AN INTEGRAL PART OF THE FLIGHT RELEASE.
CAPTAIN: COPILOT: DISPATCHER:

.................. ..................

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OPERATIONAL FLIGHT PLAN PAGE 2/6 RLSD .00Z

FZ1450R LFSB/BSL 0500/P02.00 OUT: OFF: BLKF:
CS: FDB1EM LOWS/SZG 0800/P02.00 IN: ON: TAXI:
PLN ID 04 BLK:0300 BLK: FLT: BRF:
CI 15 ETD: 23JUL/0500 REM:
KGS IFR ETA: 23JUL/0556
DEP INFO (ATIS): RTG/ASMD: VREF:
T/O N1: STABTRIM:
ATOW: AZFW:
MFRA: AFOB:
CLEARANCE: RWY/INT: T/O CG:
FLAPS:
V1:
VR:
V2:
E.O.P:

T/O ALT: EET CREW POB PYLD PFOB EZFW ETOW RTOW
00:46 / 5500 52537 57917
*TO FILE*
(FPL-FDB1EM-IS
-B738/M-SDE1E2E3FGHILORVWXYZM3J1/B1H
-LFSB0500
-N0404F310 ELBEG Y715 AMRUP N491 DEGES N871 BADVI L725 UNKEN
-LOWS0046 LJLJ
-PBN/A1B1C1D1L1O1S2T1 NAV/GPSRNAV DOF/240723 REG/A6FET
EET/EDUU0002 LSAS0008 LOVV0017 SEL/DEAG CODE/8963B6 RMK/TCAS
CALLSIGN SKYDUBAI CTC 0097146033708)
RVSM FL LEVEL: (ALT. DIFF. MAX 200 FT)
LEFT ALT: STBY ALT: RIGHT ALT:

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD

MOCA NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
880FT LFSB33 0 0 5380
BALE / MULHOUSE 270 0000 120
N47357E007315 0 0046
ELBEG7N FIR EDGG 7 332 2 CLB 5066
049 LANGEN FIR 263 334 0002 434
N47411E007277 7 02E 0044
ELBEG7N ELBEG 12 083 3 CLB 4810
058 251 086 0005 690
N47418E007450 19 03E 0041
Y715 AMRUP 15 066 2 CLB 4580
062 236 069 0007 920
N47468E008046 34 03E 0039
N491 FIR LSAS 9 107 1 CLB 4469
062 SWITZERLAND FIR 227 110 0008 1031
N47438E008167 43 03E 0038
N491 TRA D114.30 7 107 1 CLB 4393
057 TRASADINGEN 220 110 0009 1107
N47414E008262 50 03E 0037

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OPERATIONAL FLIGHT PLAN PAGE 3/6 RLSD .00Z

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD
MOCA NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
N491 ZUE D110.05 17 108 3 CLB 4229
050 ZURICH EAST 203 111 0012 1271
N47355E008491 67 03E 0034
N491 TOC 6 121 0 CLB 4178
092 ZUE/+6NM 197 124 0012 1322
N47321E008564 73 03E 0034
N491 DEGES 13 121 2 310 272/047 404 4116
092 184 124 0014 369 M40 .679 1384
N47248E009121 86 03E 0032 03 P6 443
N871 GAMSA 19 087 3 310 274/047 397 4028
093 WIEN FIR 165 091 0017 371 M40 .668 1472
N47245E009391 105 04E 0029 01 P6 444
N871 FIR EDMM 23 097 3 310 274/047 397 3922
107 MUNCHEN-FIR 142 101 0020 371 M40 .668 1578
N47202E010120 128 04E 0026 01 P6 443
N871 MADEB 4 097 0 310 274/047 397 3903
107 138 101 0020 371 M40 .668 1597
N47195E010173 132 04E 0026 01 P6 443
N871 TDP1 (LOWS) 0 357 0 310 274/047 402 3903
113 MADEB/+0NM 138 360 0020 371 M40 .676 1597
N47195E010173 132 03E 0026 01 P6 444
N871 FIR LOVV 4 056 1 310 274/047 402 3884
113 WIEN FIR 134 059 0021 371 M40 .676 1616
N47217E010228 136 03E 0025 01 P6 444
N871 XEBIX 5 057 1 310 274/047 402 3860
113 129 061 0022 371 M40 .676 1640
N47240E010288 141 04E 0024 01 P6 440
N871 GAPTO 13 066 1 310 274/047 398 3799
107 116 070 0023 371 M40 .669 1701
N47281E010456 154 04E 0023 01 P6 440
N871 FIR EDMM 4 067 1 310 282/048 402 3780
107 MUNCHEN-FIR 112 070 0024 369 M40 .676 1720
N47295E010514 158 03E 0022 02 P6 441
N871 TOD 1 068 0 310 282/048 402 3777
107 GAPTO/+5NM 111 072 0024 369 M40 .676 1723
N47298E010528 159 04E 0022 02 P6 441
N871 SUGIB 9 066 1 DSC 3759
107 102 070 0025 1741
N47326E011042 168 04E 0021
N871 KOGOL 15 067 2 DSC 3728
107 87 071 0027 1772
N47373E011240 183 04E 0019
N871 LENIZ 8 069 2 DSC 3711
093 79 073 0029 1789
N47394E011341 191 04E 0017
N871 TULSI 10 069 1 DSC 3688
083 69 073 0030 1812
N47421E011473 201 04E 0016
N871 BADVI 7 070 2 DSC 3672
083 62 074 0032 1828
N47439E011567 208 04E 0014

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OPERATIONAL FLIGHT PLAN PAGE 4/6 RLSD .00Z

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD
MOCA NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
L725 ZUREX 13 074 2 DSC 3639
080 49 078 0034 1861
N47464E012145 221 04E 0012
L725 UNKEN 15 075 3 DSC 3599
080 34 079 0037 1901
N47493E012361 236 04E 0009
UNKEN2R SBG D113.80 18 043 4 DSC 3545
071 WIEN FIR 16 047 0041 1955
N48002E012536 254 04E 0005
UNKEN2R FIR EDMM 3 176 0 DSC 3535
055 MUNCHEN-FIR 13 180 0041 1965
N47580E012536 257 04E 0005
UNKEN2R FIR LOVV 11 152 4 DSC 3478
080 WIEN FIR 2 157 0045 2022
N47493E012591 268 05E 0001
UNKEN2R LOWS15 2 151 1 DSC 3467
080 SALZBURG 0 155 0046 2033
1411FT N47481E012598 270 04E 0000
DEST ATIS

ALTERNATE ROUTE SECTION

ALTN DIST TRK FL WIND TIME FUEL ROUTING
LJLJ 153 143 230 P005 00:31 1289 DCT VERDA DCT LUMUS LUMUS4L
LJLJ
ALT ATIS

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OPERATIONAL FLIGHT PLAN PAGE 5/6 RLSD .00Z

CRITICAL TERRAIN SCENARIO

T1 000NM AFTER MADEB

DECOMPR CONT TO LOWS MAX TERRAIN 9341 MIN CLRC AGL 7946
1ENG OUT CONT TO LOWS MAX TERRAIN 9341 MIN CLRC AGL 18946
RMK ENG ANTI ICE OFF / NO MEL RESTRICTIONS

ALTN GCD FL WIND TMP

RF/SRP MINF TME WX WNDW
3903
LOWS 128 274 274/050 M32 2158 1745 00:20 0449-0656
MINF INCL APU / ICE ACCR 11.0 PC

MAX ELEV BTWN T1/LOWS 9341 AT 47195N010173E CLRC 22479

MIN CLRC BTWN T1/LOWS 7946 AT 47477N013002E ELEV 6054

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OPERATIONAL FLIGHT PLAN PAGE 6/6 RLSD .00Z

UPPER WIND SUMMARY
CLIMB SPOT WIND
ALT WIND ALT WIND ALT WIND ALT WIND
5000 246/010 18000 274/025 24000 272/031 30000 272/049
TDV P6 TDV P12 TDV P9 TDV P7
TEMP P11 TEMP M9 TEMP M24 TEMP M37

WINDS/TEMPERATURES ALOFT FORECAST

31000: 33000 29000 27000 27000 14000 10000
SB701 276056M45 272046M35 272040M30 272040M30 278020M3 282016P4
ELBEG 276056M45 272046M35 272040M30 272040M30 278020M3 282016P4
AMRUP 276056M45 272046M35 272040M30 272040M30 278020M3 282016P4
TRA 276052M44 270043M35 272039M30 272039M30 264020M4 260016P2
ZUE 276052M44 270043M35 272039M30 272039M30 264020M4 260016P2
DEGES 276052M44 270043M35 272039M30 272039M30 264020M4 260016P2
GAMSA 274049M44 276044M35 278040M30 278040M30 258018M4 242013P3
MADEB 274049M44 276044M35 278040M30 278040M30 258018M4 242013P3
XEBIX 274049M44 276044M35 278040M30 278040M30 258018M4 242013P3
GAPTO 274049M44 276044M35 278040M30 278040M30 258018M4 242013P3
SUGIB 278050M45 282044M35 282038M30 282038M30 262014M3 244008P3
KOGOL 278050M45 282044M35 282038M30 282038M30 262014M3 244008P3
LENIZ 278050M45 282044M35 282038M30 282038M30 262014M3 244008P3
TULSI 278050M45 282044M35 282038M30 282038M30 262014M3 244008P3
BADVI 278050M45 282044M35 282038M30 282038M30 262014M3 244008P3
ZUREX 286047M45 286043M35 284036M30 284036M30 282013M3 282009P4
UNKEN 286047M45 286043M35 284036M30 284036M30 282013M3 282009P4
WS506 286047M45 286043M35 284036M30 284036M30 282013M3 282009P4
SBG 286047M45 286043M35 284036M30 284036M30 282013M3 282009P4
ACHET 286047M45 286043M35 284036M30 284036M30 282013M3 282009P4
FF15 286047M45 286043M35 284036M30 284036M30 282013M3 282009P4
SF15 286047M45 286043M35 284036M30 284036M30 282013M3 282009P4
LOWS 286047M45 286043M35 284036M30 284036M30 282013M3 282009P4
DESCENT SPOT WIND
ALT WIND ALT WIND ALT WIND ALT WIND
30000 288/047 24000 280/026 18000 282/017 5000 350/002
TDV P7 TDV P9 TDV P12 TDV P7
TEMP M37 TEMP M24 TEMP M9 TEMP P12

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Module 6

Appendix.A4 - MT Details
AIRPORT LFSB
RWYs WEATHER WEIGHTS MAX NG
DEP RW15 W/V : 24015 KT ZFW 54.000 KG 51.000 KG
ARR RW15/ 33 OAT : M02°C FOB 3.000 KG 3.000 KG
EXERCISE SPECIFIC QNH : 1008 hPa TOW 57.000 KG 54.000 KG
LVTO R 125M CG 22% 22%
EFATO R 400M / 125M

AIRPORT VNKT
RWY WEATHER WEIGHTS MAX NG
ARR RW02 W/V : 11025 KT ZFW 54.000 KG 51.000 KG
OAT : M02°C FOB 3.000 KG 3.000 KG
QNH : 1008hPa GW 57.000 KG 54.000 KG
CG 22% 22%

August 15th ,2024 29 rev. 0.2

 COLD WX
OPERATIONS
➢ Icing Conditions
o OAT (ground) or TAT (in-flight) is ≤ +10°C
o Visible moisture (clouds, fog with vis ≤ 1600m, rain, snow, sleet, ice crystals, and so on) is
present, or Ice, snow, slush or standing water is present on Ramps, Taxiways or RWY’s
o Obscuration ≥ 1000m may be reported as haze or mist. Icing conditions still exist.
➢ Freezing Conditions
o OAT (ground) is ≤ +3°C
o Visible moisture (clouds, fog with vis ≤ 1600m or precipitation on ground).
➢ Minimum tolerable temp for the old, young and sick
o ≥ 20°C, Consider A/C systems to keep cabin warm (APU/APU bleed valve)

LIMITATIONS (MUST KNOW)

➢ Engine Anti Ice
o Must be ON after both engines started when icing conditions exist
o ON in flight when icing conditions exist
o Use temperature and visible moisture criteria, NOT visual icing cues.
o Do not use EAI when OAT (ground) or TAT (in-flight) is > +10°C
o EAI must be ON for flight in icing condition ≤ 10° TAT/OAT except during climb/cruise
when SAT < 40°C.
o EAI must be ON before and during descent during icing condition INCL SAT < -40°C.
➢ Engine Hydro-Mechanical Unit
o Do not start if engine cold soaked ≥1hr at < -40°C (maintenance proc req – HMU heating)
o Do not start if engine cold soaked ≥3hrs at < -40°C (maintenance proc req – HMU heating &
starter servicing)
➢ Engine Ignition
o Must be on for Anti Ice operation
➢ Engine Warm Up
o OAT < -35°C: idle engine for 2 mins before changing thrust lever position (NG)
➢ Take-off and Landing Temp Limit
o Lowest take-off and landing temperature: -54°C
➢ Flight Controls
o Prolonged operation in icing conditions with any flaps extended is prohibited.
o Holding in icing conditions with flaps extended is prohibited.
➢ Fuel System
o Min tank temperature (ground or inflight): -43°C or 3°C above fuel freezing temp – whichever
higher. (OM-B FCOM L.10)
➢ Oil Temp for T/O Thrust Setting (MAX 8 & 9)
o Engine oil temp ≥ 31°C before setting T/O thrust.

➢ Overrun Warning Alerting System (ORW)

o Inhibit when OAT on landing is BELOW -40°C
➢ Wing Anti Ice Operation on ground
o Do not use WAI as an alternative for ground de-icing/anti-icing. Close inspection required.
o Do not use WAI when OAT > +10°C
 FLIGHT PREPERATION
➢ Aircraft Serviceability
o A/C with APU inop must not be dispatched to airport with forecast cold weather unless GSE
equipment is available for heating, starting of engines and ground power.
o T/O with Anti-Skid inop only allowed on dry runways.
o Autobrake must be operative on contaminated runway with LDA < 2600m.
o Dispatch not allowed with thrust reverser inop to contaminated runway.

➢ Assessment of WX conditions and RWY state

o Icing conditions exists when OAT(on GRND) or TAT(in FLT) is 10 degrees or below and any of
the following exist

➢ Forecasted Temperature
o The forecasted temp during time of Arrival/Departure can indicate what type of Supplementary
procedure(s) associated with cold wx ops may be required.
➢ Conditions that Preclude Dispatch
o Moderate & heavy freezing rain (FZRA)
o Heavy falls of wet snow (temp ± 0°C)
o Ice pellets (PL)
o Mixed phase condition (FZFG & SN etc.)
o If snow, ice or frost has accumulated on critical surfaces during taxi.
De-icing and Anti-icing may prove ineffective for:
• Freezing Rain (FZRA), Ice pellets (PL), Hail (GR/GS), Heavy snow (+SN) or
fast dropping OAT.
• NO HOLDOVER TIME EXISTS FOR THESE CONDITIONS.
T/O & Landing not permitted when:
• Standing water, slush or wet snow >12.7mm (1/2”)
• Dry snow > 101.6mm (4”)
• Rwy declared as wet ice, water on top of compacted snow/dry snow or wet snow over ice.
• RCAM code 0
• Runway width < 45m with POOR braking action.
• LDA < 2600m declared POOR braking action, regardless of the crosswind component,
Landing operations are prohibited.***
 Contaminant Types
➢ Fuel Planning
o Consider extra fuel uplift for de-icing procedure, ground idle time for engine warm up etc.
o NG: Total fuel flow increase 45kg/hr. (EAI) & 140kg/hr. (EAI & WAI)
o MAX: Total fuel flow increase – 60kg/hr. (EAI) & 120kg/hr. (EAI & WAI)

➢ Fuel Tankering
o CSFF more likely on Tankering sectors.
o Tankering not recommended if T/O or Landing RWY is or forecast to be contaminated

➢ Fuel freezing point (OM-A Section 8.2.1.9) (May be of significance when kerosene type jet fuel
is uplifted, or has recently been uplifted, and very low SAT is expected enroute)
o > 90% of final fuel uplifted at departure: Actual freezing point of uplifted fuel.
• If not available: JET-A = -40°C, JET A1 = -47°C
o < 90% of final fuel uplifted at departure: Use -40°C

Note: For in-flight management of low fuel temperatures refer to the FCTM, section 4
➢ Cabin Crew Briefing
• The Cabin must report to the Commander any concerns they may have regarding snow or other
wing contamination
• The apron and steps leading to A/C may be slippery and may pose a fall hazard
• The CC must be informed of a possibility of fumes and odors entering the airplane due to
ingestion of de-icing fluid by the APU
• After de-icing; the use of APU bleed air during T/O can cause smoke in the airplane
• The CC should be advised if engine run-up is planned prior T/O to understand that such action
is normal.

➢ OPT Calculations
o When WAI is needed, run OPT with ENG AND WING ON even if Type II or IV is used. (Once the
airplane rotates, the protection provided by the fluid is terminated.)
o Do not use WAI on ground if Type II or IV used. (heat changes it’s properties)
o WAI valve closes at T/O thrust and switch trips at lift off.
o OPT assumes WAI will be used at the end of the 3rd segment.
o In case of OEI, WAI may be turned on after flaps retracted with MCT set.
OPT must have WAI ON calculated.

6. Operations on Non-Dry Runways (Airplane Performance Manual)

➢ Definitions
o Dry: Neither wet nor contaminated.
o Wet: Water depth ≤ 3mm. Shiny in appearance with no significant areas of standing water.
o Wet Skid Resistant Runways:
• Specially treated (Grooved or surface with a porous friction layer)
• FZ DOES NOT USE PERFORMANCE ADVANTAGES OF A WET SKID RESISTANT
RUNWAY.
o Damp:
• Not dry, but moisture present does not give a shiny appearance.
• Considered WET for T/O performance calculations.
• RWCC 5 (GOOD) for LDG calculations.
o Contaminated:
• > 25% of runway covered with ≥ 3mm of water, slush, dry snow, wet snow or any depth of
compacted snow or ice.
• < 3mm of fluid or loose contaminants: WET
• Hard Contaminants:
- Compacted snow and Ice
- Reduce friction forces.
- As there is no rolling resistance or drag, amount and depth is of no consequence.
• Fluid Contaminants:
- Standing water, slush, dry snow, and wet snow.
- Reduce friction forces as well as cause precipitation drag & aquaplaning.
o Slippery:
• Reduced braking efficiency cause by accumulation of water or contaminants.
• Slippery data is provided as a function of braking action (Good, Good to Medium, Medium to
Poor, Poor & Less than poor)
➢ Effects on Take Off and Landing Performance

o Effect on Take Off Distances:

• Slippery: Affects braking capability.
• Contaminated: Affects braking capability as well as acceleration/deceleration.
• V1 reduction will be greater on a wet/slippery runway than on a contaminated runway.
• 15 ft screen height used to not excessively penalize operators.
• Reverse thrust credit also applies to slippery & contaminated runways (All engine & OEI)

o Take Off OPT Calculation:

• CP: Runway surface condition must be used (Type & Depth)
• CP: When different surface conditions exist, most conservative option must be used.
• Contaminant depth directly affects accelerate-go distance.
• MAX has dry snow and wet snow. NG has only dry snow.

o LDG Dispatch Calculation

• CP: Runway surface condition must be used (Type only)
• Contaminant depth is not an OPT input since it helps the aircraft decelerate.
• CP: If contaminant type is not available, braking action can be used.

o LDG Enroute Calculations

• CP: only RWCC & Braking Action must be used. (TALPA & GRF recommendations)
• CP: When different RWCC’s exist, most conservative option must be used.
• Credit for deceleration effects is not considered – contaminated and slippery are treated the
same on landing.
• Only braking action is therefore an input in the OPT (NG).

o Company Policy:
All operations prohibited when:
• Standing water, slush, or wet snow depth > 12.7 mm (1/2”)
• Dry snow depth > 101.6 mm (4”)
• RWCC 0 (Less than poor)
• Use slush on NG for T/O & Ldg. (MAX has a wet snow option)
• ATM not authorized on contaminated runways.
• Both thrust reversers must be operative before dispatch to a contaminated runway.
 ▪

➢ Company Policy
o Take Off OPT Calculation:
• CP: Runway surface condition must be used. (Type & Depth)
• If DRY SNOW, WET SNOW, SLUSH & STANDING WATER actual depth < 3mm; OR
Is covering < 25% of the runway, the runway or NOT contaminated. Runway is WET/GOOD.
• If BA reported is more penalizing than GOOD, degraded BA shall be used.
• COMAPCT SNOW & ICE is covering < 25% of the runway, the runway or NOT contaminated.
Runway is WET/GOOD.
• If BA reported is more penalizing than GOOD, degraded braking action shall be used.
o LDG Enroute Calculations
• CP: only RWCC & Braking Action must be used. (TALPA & GRF recommendations)
• CP: If contaminant type is not equivalent to reported braking action, use RCAM to determine
correct braking action consistent with the contaminant type.

➢ Maximum Crosswind Values

o There are maximum crosswind values associated with each runway condition.
o Company Policy:
• If OM-C has a more limiting crosswind value, this shall be used.
• Maximum crosswind values include gusts and are limiting.
• Commander may disregard the reported gust if:
• Insignificant in magnitude
• Variable in direction
• Occasional
• Wind report not applicable (outdated etc.)
• Disregard of the gust only applies to the maximum crosswind value. VREF additive is still
required.
• Reduce crosswind limits by 5 kts whenever asymmetric reverse thrust is used.
• Only applied to TALPA crosswind limits, not the HGS & autoland 15 kts crosswind limit.
• Sideslip (Zero Crab) not recommended with crosswind components:
• SSW fitted: 15 kts
• All other: 15 kts (F15), 18 kts (F30) & 21 kts (F40)

➢ Poor Braking Action

o Company Policy:
Captain ONLY T/O, APP & LDG
Flap 40 recommended.
Both thrust reversers must be operative (Dispatch & In-Flight)
RWCC 1 (POOR) with a width < 45m is prohibited.

➢ Runways ‘Slippery Wet’

o Declared slippery wet when measured friction drops below maintenance threshold level.
o Rubber deposits are the root cause for degrading braking action on a wet runway.
o On most occasions, RWCC is 3 (MEDIUM). Some instances, RWCC 2 (MED to POOR) or RWCC
1 (POOR) when wet.
o CONOTAM will be issued with instructions on such runways.
o Crosswind limits remain the same.

➢ Moderate to Heavy Rain

o RWCC 2 (MEDIUM to POOR) must be selected following/during moderate to heavy rain.
 ▪
➢ LDA < 2600m
o LDG Dispatch calculates limiting weights with VREF
o LDG Enroute calculates operational landing distance using VREF + 5.
o To address this difference, the following applies:

- LDA < 2600m with RWCC 1 (POOR)

• Landing prohibited
• Take Off allowed.
- LDA < 2600m with RWCC 2 (MEDIUM to POOR): CP applies:
• Captain ONLY T/O, APP & LDG
• Flap 40 recommended.
• Both thrust reversers must be operative. (Dispatch & In-Flight)
• Autobrake system must be operative. (Dispatch & In-Flight)

o LDG Dispatch Calculations

Run with an artificial NOTAM of 350m for landing distance shortening.
Enter landing weight calculated in LDG Dispatch into LDG Enroute WITHOUT the NOTAM.
Check if Operation landing distance with Autobrake 3 is less than LDA.
If not, reduce weight until O.L.D for Autobrake 3 ≤ LDA.

o LDG Enroute Calculations

No tailwind component allowed.
Enter actual landing weight.
Check if O.L.D with Autobrake 3 is < LDA.
If not, hold until O.L.D with Autobrake 3 is < LDA. (Fuel and weather dependent)
AIRPLANE PERFORMANCE MANUAL FCTM
➢ RAMP PROCEDURES:

➢ CONTAMINATION CHECK
• This is a preflight external inspection of the critical surfaces carried out by a flight crew
member or qualified de-icing person to determine if they are free of contamination.
• Under Ground Icing conditions, this inspection is mandatory and depending on the type and
severity of the icing conditions, may require a tactile inspection

• Ice that has built up on aeroplane surfaces during a descent or taxi-in will, if temperatures are
low enough, remains on the aeroplane. This ice can be hidden from view; e.g. formed on the flaps
prior to retraction. These deposits must be removed before any subsequent flight. The rate of ice
formation is considerably increased by the presence of an initial depth of ice. Ground crew must
be advised when flight in icing conditions has been encountered.

• Ice or frost can form as a result of sub-freezing fuel coming in contact with the wing. This may
be caused by:
a. Supercooling of wing fuel during a long flight; or
b. Adding fuel from fuel bowsers with fuel temperature below 0°C.
When precipitation falls onto a cold soaked wing, clear ice will form on the upper surface of the
wing. Due to its nature, clear ice is extremely difficult to detect visually therefore touch is the
only effective method of determining if clear ice is present. This situation can develop at
temperatures well above freezing and depending on the precipitation type can underlay a layer
of snow. In cold soaked conditions, heavy freezing has been reported during drizzle or rain with
outside air temperatures as high as +15°C.

➢ EXTERIOR INSPECTION
Areas to be given particular attention are:
a. Surfaces (All LE devices, All Control surfaces);
b. Control surface balance panel cavities; Horizontal and vertical stabilizers;
c. Pitot probes and static ports;
d. Air conditioning inlets and exits;
e. Engine inlets;
f. Fuel Tank vents;
g. Landing gear doors; and
h. APU air inlets.

➢ EXTENT OF CONTAMINATION
• Contamination present on the aircraft structure can be classified as non-permissible, which
precludes aircraft dispatch if no mitigation actions are conducted. The other type is permissible
contamination, which is allowed to remain on specified components for the purpose of
dispatch, provided certain conditions are met.
➢ Non-Permissible Contamination

➢ Permissible Contamination

➢ Cold Soaked Fuel Frost (CSFF)

➢ Cold Soaked Fuel Frost Mitigation Techniques
Following techniques may be used to mitigate CSFF contamination of the wing surfaces:
(a) ambient temperature at destination. If above freezing, it will melt CSFF;
(b) add warm fuel to wing tanks;
(c) transfer cold fuel to center tank and then refuel wing tanks with warm fuel;
(d) depart with allowable CSFF on the wings. flydubai is authorized to use OM-B SP 3.1; &
(e) de-ice the airplane if service is available and no other mitigation technique is available or
satisfactory.
Note: Refer to OM-B SP 3.1 Cold Soaked Fuel Frost and OM-B SP 12.3 Ground Transfer of
Fuel for guidance.
CAUTION: Whenever frost or ice occurs on the lower surface of the wing in the area of the fuel
tank, indicating a cold soaked wing, the 50/50 dilutions of Type II or IV shall not be
used for the anti-icing step because fluid refreezing may occur.

DE-ICING/ANTI-ICING

➢ Type I Fluid
• Used primarily for de-icing but may be used for anti-icing.
• Forms a thin liquid-wetting film
• Very limited H.O.T
• Increasing concentration of fluid in the fluid water mix DOES NOT provide extension in H.O.T
• Orange colour

➢ Type II & Type IV*

• Contains thickeners to form a thicker film on surfaces.
• Longer H.O.T than Type I.
• H.O.T can be extended with increased fluid concentration.
• Does not absorb ice pellets (PL) or small hail (GS)
Type II – Colorless/pale straw. Type IV – Emerald green.

➢ Type III*
• Used on aircraft with low rotation speed. NOT FOR FZ USE to anti-ice.
• Much thinner than Type II & IV
***using Type II, III or IV to de-ice not recommended. Excessive thickening agent.
Use Type I to De-Ice

➢ LOUT (Lowest Operational Use Temp)

• Fluid may not be used if OAT < LOUT of fluid – fluid too cold to flow off wing.
• Type I buffer: 10°C
• Type II, III & IV buffer: 7°C
• LOUT’s in the FZ table must be used unfactored.
• If at an outstation with no LOUT guidance, see C.W.O.G to calculate LOUT.

➢ Recommended Use of Fluids

• Use Type I for De-Icing
• If Type I not available:
Type II, III & IV can be used but not more than 60 minutes before departure.
Maintenance action required to detect and remove residue within 3 calendar days.
➢ Treatment Location
• Light to moderate condition with nil to light precipitation: Stand De-Icing is preferred.
• Severe conditions and/or moderate precipitation: De-Icing preferred close to departure
point(H.O.T)

**FZ preferred method is Two step for environmental, economic and H.O.T reasons

➢ One Step De-Icing Only Procedure

• Only when aircraft needs to be cleared of contaminants.
• No further precipitation or icing conditions should be forecasted.
• Condition of runways and taxiways should be considered.

➢ Local Area De-Icing

• If small areas of A/C are contaminated, de-icing can be restricted to those areas.
• De-icing should then be carried out symmetrically on both sides of the A/C.

➢ Engine Fan Blade Ice

• Can occur anytime in freezing conditions
• Most likely < 0°C with high humidity.
• Large supercooled droplets (FZDZ & FZRA) can lead to rapid ice build up on fan blades and
intake.
• Back side of fan blades most prone to ice accumulation.
• Inlet must be clear of ice and fan is free to rotate.

➢ Ground Accumulated Fan Blade Ice

• Ice accumulated on fan blades after a prolonged stop (> usual turnaround time)
• Fan blades cannot be de-iced with glycol based fluid. Must be removed with hot air before start.

➢ Operational Fan Blade Ice

• Accumulated whilst on approach or taxi in.
• Allowed to remain on blades before subsequent taxi provided it can be shed by run up prior to
T/O.
• Inlet and acoustic lining ice must be removed but fan blades ice may be shed during static
run up.

➢ Landing Gear Contamination

• Gear doors, strut, brakes and wheels must be free of ice, snow or slush.
• De-icing fluid must NOT be sprayed onto wheels or brake assemblies.
• Hot air must be used to remove contaminants.
 ▪

➢ Hold Over Protection

• Hold over protection expires at the earlier of:
Commencement of T/O roll; or
When frozen deposits form on protected surfaces (loss of fluid effectiveness)

➢ Hold Over Time

• Estimated time for which anti-icing fluid is expected to prevent formation of frozen deposits on
treated areas.
• Following info needs to be obtained to establish appropriate H.O.T:
Precipitation type
Rate of precipitation
Fluid type & dilution
OAT or wing skin temperature, whichever lower (fuel temp gauge)
• If using Non-Standard dilutions for Type II or IV, use the H.O.T and LOUT for the standard
dilution which is more conservative. E.g. if using non-std 80/20, choose more conservative of
100/0 or 75/25 standard dilutions.
• Once the H.O.T clock starts, it must not be stopped for intermittent precipitation. i.e. credit
cannot be given to H.O.T because precipitation has stopped.

➢ Post Treatment Process ***

o Post Treatment Check
External check after treatment (de-icing staff)
o Pre-Take Off Check
Required if freezing precipitation has been present since de-icing & post treatment chk.
Usually from cockpit including factors such as precipitation, wind and OAT.
o Pre-Take Off Contamination Check
Used to verify critical surfaces are free of contamination.
Mandatory when H.O.T exceeded or there is doubt about the condition of critical surfaces.
Limited view from cabin may not be sufficient.
If in doubt, complete re-treatment is mandatory.
Must be completed within by FLIGHT CREW &/or OTHER QUALIFIED GROUND
PERSONNEL 5 minutes before taking off else you must return for de-icing.
NOT ALLOWED FOR TYPE I FLUID. (Very short H.O.T)
Applied to Type II & IV fluids when H.O.T exceeds 20 mins.

➢ Re-Treatment
• Never apply Anti-Icing fluid on top of existing anti icing treatment.
• Complete de-icing required to remove previous treatment before applying second anti-icing
treatment.

** READ C.W.O.G SECTION - 5.5 REQUESTING DE-ICING/ANTI-ICING TREATMENT FOR FZ

SPECIFIC PROCEDURES
➢ FEW POINTERS FROM C.W.O.G SECTION 5.5

• Commander to ensure Ramp Agent is aware that application is not started without clearance.
• Commander must sign completed De-Icing form and give to agent responsible for De-Icing.
• Check OM-C for which form to be used.
• One copy of form must be given to FZ Agent outstation.
• Configure the airplane for De-Icing/Anti-Icing.
• BLEED AIR MUST BE SWITCHED OFF AS PER FCOM Instructions.
• Horizontal Stab Trim Must be in T/O setting(Green Band) before de-icing ops.
• Commander must record in the TECH LOG
- The Type and Ratio of the fluid used;
- The Time final application started.
➢ HOLDOVER TABLES AND GUIDELINES WITH EXAMPLE.
REFERENCE: DE-ICING AND ANTI-ICING TABLES WINTER 2023-24
AIRPORTS: LFSB & LOWS
-
-
LOWS: SA 24009KT 0600 R15/0700 FZFG BKN004 OVC130 M03/M05 Q1007
#

NA
 ②
DE-ICE

ANTI-ICE

③
④
Following info needs to be obtained to establish appropriate H.O.T:
Precipitation type
Rate of precipitation
Fluid type & dilution
OAT or wing skin temperature, whichever lower (fuel temp gauge)

LOWS: SA 24009KT 0600 R15/0700 FZFG BKN004 OVC130 M03/M05 Q1007

STEP 1: OAT: M03 or wing skin temperature, whichever lower (fuel temp gauge)
• If the precipitation is in the form of Snow, Snow Grains, or Snow Pellets and there is no
visibility obscurations such as fog, haze, smoke, etc. use Table 14 (Snowfall Intensities as a
Function of Prevailing Visibility) to determine precipitation intensity.
• For other cases use reported intensities.

STEP 2: FLUID TYPE, BRAND NAME AND MIXTURE AVAILABLE AT STATION

• If the brand and name of the fluid offered by the handling agent is not present in the brand-
name HOT tables, the generic holdover times table for the fluid type must be used.
• If multiple fluids types and/or mixtures are available, choose the one that best suits current or
anticipated weather conditions

STEP 3: Determine the lowest operational use temperature (LOUT) for the fluid name and
concentration by obtaining the fluid freezing point from de-icing/ant-icing service provider and
apply an appropriate freezing point buffer (see 5.2.4). Some fluid manufacturers indicate only
the freezing point of the fluid, while others also include already factored in LOUT

STEP 4. Enter the appropriate table for the brand-name or generic fluid type in a row that
corresponds to the OAT, and the mixture of the fluid. Locate the column that describes the
precipitation type and intensity (if applicable) and determine the cell with the holdover time
where the row and column intersect.

NOTE: For conditions of Active Frost, use Table 1.

NOTE: Type I fluids have multiple other than standard (50/50, 75/25,100/0) mixtures, the
correct fluid mixture will be determined by the handling agent (de-icing/anti-icing service
provider).
LFSB: SA 28010G15KT 260V330 0900
R33/1100 FZFG BKN005 OVC120 M02/M05
Q1008
FLIGHT DECK PROCEDURES:

➢ PRE-FLIGHT PROCEDURE - FIRST OFFICER

• PROBE HEAT SW’S ……………………………………………………………………. ON

➢ TEMPERATURE CORRECTIONS - CDU PRE-FLIGHT PROCEDURE

➢ ENGINE START PROCEDURE
Do the normal Engine Start Procedure with the following modifications:
• ENGINE ……………. IF COLD SOAKED >1 HR AT TEMP <-40°C……MAINT PROC (SP 16.4)
• Several minutes may be needed for oil pressure to reach the normal operating pressure. During
this period, oil pressure may go above the normal range and the OIL FILTER BYPASS light may
illuminate. Operate the engine at idle thrust until oil pressure returns to the normal range.
• If the oil pressure remains above the normal range after the oil temperature has stabilized within
limits, shut down the engine.
• Display units may require additional warm-up time before displayed engine indications
accurately show changing values. Display units may appear less bright than normal.

➢ REQUEST PUSH OR ON-STAND DE-ICING FROM ATC

• PREPARE FOR DE-ICING/ANTI-ICING FROM QUICK REFERENCE

➢ Engine Anti-ice Operation - On the Ground

Engine anti-ice must be selected ON immediately after both engines are started and remain on
during all ground operations when icing conditions exist or are anticipated.

WARNING: Do not rely on airframe visual icing cues before activating engine anti-ice. Use the
temperature and visible moisture criteria because late activation of engine anti-ice
may allow excessive ingestion of ice and result in engine damage or failure.
CAUTION: Do not use engine anti-ice when OAT is above 10°C.

AFTER BOTH ENG STARTED AND STABLE

• ENGINE START SWITCHES ……………. CONT
• ENGINE ANTI-ICE SWITCHES …………. ON;
Verify COWL ANTI-ICE lights extinguished.
Note: If the COWL VALVE lights remain illuminated amber(MAX)/ Bright(NG) with engines at
IDLE, do the following:
• verify APU BLEED air switch is in the OFF position,
• verify ISOLATION VALVE switch is in the AUTO position,
• check that the area around the airplane is clear, and
• increase thrust slightly (up to a maximum of 30% N1).

-Verify all equipment disconnected/clear

-Verify steering lockout pin is removed
RUN ENG’S APPROX 1 MIN BEFORE TURNING ENG BLEED AIR SW’s …….ON (To Ensure all
DE-ICING fluid has been cleared from the ENG’s.

➢ Wing Anti-ice Operation - On the Ground

Use wing anti-ice during all ground operations between engine start and takeoff when icing
conditions exist or are anticipated
Note: Do NOT use WING ANTI-ICE if Type II or Type IV fluid is applied.
• ENGINE BLEED AIR SWITCHES ………… ON;
• WING ANTI-ICE SWITCH …………………… ON (OR) AS NEEDED
➢ BEFORE TAXI PROCEDURE
Do the normal BEFORE TAXI Procedure with the following modifications:
GEN 1 & GEN 2 SW’S ………………..ON
• Normally the IDG’s stabilize within 1 minute, due cold oil may need upto 5 min for steady
power.
FLIGHT CONTROLS …………………CHECK
CAUTION: The flap position indicator and the leading edge devices annunciator panel should be
closely observed for positive movement. If the flaps should stop, the flap lever should be
placed immediately in the same position as indicated.
FLAPS …………………………………….CHECK (0-40-0 FULL CYCLE)

➢ TAKE-OFF FLAPS SELECTION

• Taxi with FLAPS UP and Delay T/O flaps selection for as long as possible to avoid exposure of
untreated surfaces

➢ ADVERSE WEATHER TAXING:

o Use reduced speeds
o Use differential thrust to aid with momentum in turns.
o Avoid large nose wheel steering inputs to correct for skidding. Differential braking is more
effective.
o Nose wheel steering should be exercised in both directions during taxi to circulate warm
hydraulic fluid through the steering cylinders. This minimizes steering lag caused by low
temperatures.
o During extended taxiing or prolonged ground operations, periodic engine run ups should be
done to shed ice.

➢ BEFORE TAKE-OFF PROCEDURE:

▪ Must be completed within by FLIGHT CREW &/or OTHER QUALIFIED GROUND PERSONNEL 5 minutes before taking off else you must
return for de-icing ▪ NOT ALLOWED FOR TYPE I FLUID. (Very short H.O.T) ▪ Applied to Type II & IV fluids when H.O.T exceeds 20mins.
• FLAPS …………………………………………. AS REQUIRED
• IF PRECIPITATION SINCE DE-ICING ………………………….. PRE-TAKE-OFF CHECK

NG: MAX:
Requirement: Requirement:
- Verify an increase in Engine oil temp. - Verify OIL TEMP ≥ 31°C
Recommendation: Recommendation: Time to reach 31°c
- Run the engines for at least 2min. - Run Eng atleast 3min when OAT≥ 0°c
- Use thrust setting normally used for
Taxi

➢ TAKE-OFF PROCEDURE:

NG: If < +3°C, and engine A/I required, ENGINE RUN-UP MUST BE DONE: 70% stable N1 on
brakes before rolling (30” recommended if possible => ADVISE TWR AND CABIN if 30”).

Note: Even though it applies only inflt, the SP16.10 FAN ICE REMOVAL specifies that full
scale vibration during ice shedding has no adverse effect on the engine.

Note: Do not put 70% directly: align engines at 40% first to avoid large thrust offsets.

!!! If run up not done during taxi, 30 seconds MANDATORY (since it is now not only run up
for take-off, but run up for taxi too) => As specified in SP, if 70% too high, set as high a
setting as possible and time at that power.
- When 30 sec done, push to 70%, then TOGA when stable at70%.

MAX: Ensure OIL TEMP > 31ºC before applying T/O thrust.
Run up: Within 5 minutes or in Conjunction with the T/O,
50% stable for 5 seconds minimum before TOGA.
- High VIB is normal during ice shedding and “has no adverse effect on the engine”.
➢ Engine Anti-Ice Operation - In Flight
- Engine anti–ice must be ON during all flight operations when icing conditions exist or are
anticipated, except during climb and cruise when the temperature is below -40°C SAT.
- Engine anti–ice must be ON before, and during descent in all icing conditions, including
temperatures below -40°C SAT.
When operating in areas of possible icing, activate engine Anti-Ice before entering icing cond’s.

WARNING: Do not rely on airframe visual icing cues before activating engine anti–ice. Use the
temperature and visible moisture criteria because late activation of engine anti-ice
may allow excessive ingestion of ice and result in engine damage or failure.
CAUTION: Do not use engine anti-ice when TAT is above 10°C
MANEUVER
TRAINING
 PRIORITIZATION OF TASKS

Boeing flight decks are designed to support the priorities of aviate, navigate,
communicate and manage airplane systems.

When a non-normal situation occurs, the following ‘NMATE’ guidelines apply:

N NON-NORMAL RECOGNITION
M MAINTAIN AIRPLANE CONTROL
A ANALYZE THE SITUATION
T TAKE PROPER ACTION
E EVALUATE THE NEED TO LAND

Aviate
Only the first four elements (N-M-A-T) of the ‘NMATE’ guidelines correlate to the
priority of aviate.

The flight crew must ensure that the airplane stays on a safe flight path regarding
obstacle clearance. This is normally achieved by following a prescribed track (e.g.
SID, EOP, airway, holding pattern).

Refer to the Boeing FCTM, Non-Normal Operations Chapter, Non-Normal Situations

Guidelines, for an expanded discussion of this subject.

Navigate

Only the last element (E) of the ‘NMATE’ guidelines correlates to the priority of
navigate.

The flight crew must decide on whether to continue the flight to destination or to
initiate a diversion/air turn back
Communicate

When possible, contact ATC with a clear, accurate, and concise statement.

• ATC communications are normally accomplished by the PM.

Emergencies usually start with a statement of a problem and a request to standby,

indicating to the air traffic controller that the flight crew is preoccupied with the
non-normal situation and cannot presently engage in further ATC
communications. Consider this as alert call and NOT a period for discussion.

If the decision is to declare an emergency, in addition to being preceded by the

radiotelephone urgency or distress signal PAN PAN or MAYDAY, Respectively,
preferably spoken three times, the distress message Shall:

- Be on the air-ground frequency in use at the time

- Consist of as many as possible of the following elements spoken distinctly

and, if possible, in the following order;

1) The name of the station addressed (time and circumstances permitting)

2) The identification of the Airplane
3) The nature of the urgency/distress condition
4) The intention of the commander
5) Present position, level and heading
 ENGINE FAILURE ON T/O

ACTIONS TO TAKE DURING ENGINE FAILURE ON T/O AFTER V1

• CHECK AND ANNOUNCE FAILURE PF: CONTINUE

• VERIFY & CANCEL MASTER CAUTION

• POSITIVE RATE……………………………………GEAR UP

• CALL 400 FT - PM (FROM RA)

• HDG SEL, BA 15 OR (AS NEEDED BY EOP),

SPD INTV - SET V2 OR SET SPD ___ (AS NEEDED)

• IDENTIFY

• IF MEMORY ACTIONS NEEDED…………….COMPLETE

• PM - DECLARE MAYDAY X 3, ONE ENG FAIL, PROCEEDING TO (GIVE E/O PROCEDURE)

• ACC HT……………………………………………….SET UP SPEED

• SET UP FOR HOLD IN FMC

• FLAPS UP, NO LIGHTS………………………..LVL CHNG & MCT ON OPERATING ENG

• PF - CALL FOR NNC, TAKE NECESSARY ACTIONS

• REVIEW ALL WARNING LIGHTS, CAUTION LIGHTS, AND OTHER ALERTS.
• DO OTHER NNC AS NEEDED
• AFTER T/O PROCEDURE & CHECKLIST
• TAKE WX OR ATIS - PERFORMANCE
• REVIEW OPTIONS FOR DIVERSION OR CONTINUED FLIGHT - NMATE
• PREPARE FOR APPROACH & BRIEF
R-A-L-F-H-I-E C-R-M (ACRONYM TO REMEMBER)
- R- RTE (GHNG DESTINATION)
- A- ARR (SELECT ARRIVAL)
- L- LEGS (SEQUENCE WPT’S)
- F- FIX
- H- HUD SETUP
- I- INIT REF (SELECT VREF)
- E- ELEV (LAND ALT IF REQUIRED)
• THEN C-R-M
- C- COURSES
- R- RADIOS
- M- MINIMUMS
• NITS, PA, NCC, MCC, GHA (AS REQUIRED AND TIME PERMITTING)
• REPORT READY FOR APPROACH
 LOW
VISIBILITY
OPERATIONS
General

 Low Visibility Procedures (LVP) are applied to airports when RVR is less than
800m. LVP shall be verified to be in force by the crew.

 Check for correct alternate airport(s) selection by dispatch. Low visibility

Take-Off operations require a Take-Off alternate IF the departure airport
weather is below landing minima and the flight cannot return back.

 Refer to the OM (C) for company specific airport Take-Off and Landing
minima.

 Refer to the QRH LVO Operational Information prior to conducting a Low

Visibility approach.

As per flydubai Low Visibility Operations must be conducted by the crew when
the RVR is less than 400M for taxi and take-off, and when the visibility or RVR is
less than 550M for landing.

# Low visibility operations are not allowed on runway condition RCC 1 (poor) or
less.
# Narrow Runway
# Reported windshear and/or severe turbulence

Flight crew shall compare syetem minima (OM-A 8.4.5.1.2) with OM-C and LIDO AOI
USE higher of the three

1|Page
Taxi

Low Visibility taxi is one of the most demanding phases of flight. Conduct a
thorough briefing and exercise good situational awareness. Confirm taxiways
with airport signage, EFB, and HDG. Watch for aircraft tails or wingtips. Use
ground movement radar (transponder). Complete checklists when stationary.

# All maximum taxi speeds are 10kts during LVO

 Taxiway centreline lights are Green

 All edge lights are Blue
 Taxiways leading to runways are Green and Yellow
 Stop bars are Red

Take-Off

 A LVTO is a Take-Off with RVR less than 400m

 In case of a rejected Take-Off, inform ATC immediately as they cannot see

you from the tower

# Absolute Take-Off minimum RVR: 125m for all fleet

# Only Captains Take-Off
# Flaps 5 as minimum setting and no Assumed Temperature Method (ATM)
# Maximum crosswind 15 kts
# A rolling Take-Off is not recommended
# An inoperative HGS does not preclude a LVTO

* 900m runway remaining centreline lights alternate RED and WHITE

* 300m runway remaining centreline lights are continuous RED
# Check OM-A 8.4.5.2, Required Facilities for LVTO

2|Page
Approach & Landing

Approach Ban

# The commander may commence an instrument approach regardless of the

reported RVR/VIS.

# If the reported RVR/VIS is less than the applicable minimum the approach
shall NOT be continued passed the approach ban.

The Approach Ban point is

 The altitude specified with box in LIDO IAC, or

 The outter marker, or
 1.000ft TDZE, or
 The whole final approach segment if the minima are higher than 1.000ft
TDZE

# If after passing 1.000 FT AAL the reported RVR/VIS falls below the applicable
minimum, the approach may be continued to DA/H or MDA/H.

4|Page
Minimums

A pilot may NOT continue an approach below the DA/H unless a visual
reference containing a segment of at least 3 consecutive lights is attained and
can be maintained.

Being any 3 of:

 Approach lights
 Touchdown zone lights
 Runway centreline lights
 Runway edge lights
 or a combination of the above

Loss of visual reference

Minimum RVR values

 CAT I: 550m (200ft)

 CAT II: 300m (100ft) 350m on 737-9 manual non HGS landing.
 CAT IIIA: 200m (50ft)

 Mid-Point: 125m or 75m for HGS approaches

 Stop-End: 75m

For CATII with higher DH minima, check OM (A) 8.4.2.2.1 for RVR minima.

5|Page
# Touchdown RVR is always controlling
# If mid-point and stop-end RVR are reported and relevant, they must be
controlling

* Relevant means that this specific part of the runway will be used at or above
60kts during the landing roll out. The crew will verify that using the OPT.

6|Page
Wind limitations

Minimum & Maximum glideslope angles

Flap setting guide

7|Page
Approach Limitations

# A CAT II/ IIIA approach should NOT be conducted when wind-shear is

reported or there are reports of severe turbulence.

# Use of the autoland system in narrow runways less than 45m width is not
approved.

# Auto-land approaches are not allowed with one engine inoperative. Perform
an HGS manual approach.

# If a dual channel autopilot approach fails do not attempt to continue the

approach using the HGS. Only land manually if the required visual references
have been established.

# Dual channel approaches with flap malfuctions are not allowed. An HGS
approach can be considered.

# On an HGS approach, auto-pilot and auto-throttle must be disconnected after

the landing checklist is completed and localiser/glideslope captured but PRIOR
to 1.000 FT TZDE.

* Minimum altitude to engage the second autopilot on a dual channel

approach is 800 feet RA.

* For a dual A/P approach, the automatic GA mode is armed and available after
the FLARE indication appears.

* If FLARE is not armed by approximately 350 feet on a dual autopilot

approach, both autopilots disengage.

8|Page
Briefing and preparation

 Confirm aircraft CAT IIIA qualification.

 Confirm flight crew CAT IIIA qualification
 Confirm that the airport has LVP in force by ATIS or ATC.
 Confirm weather and fuel sufficiency in case of delays.
 Confirm NOTAMs, lighting systems, RVR equipment and facilities operate.
 Confirm airplane status and serviceability.
 Check LIDO charts thoroughly for LVO procedures specifics.
 Review LVO Checklist in QRH.
 Discuss each pilot’s duties.

Recommendations

 Flap 40 is recommended for auto-land.

 Seat position adjustment can be crucial to attain the visual segment. Adjust
the seat high.
 Consider leaving the landing lights OFF during a CAT II or CAT IIIA.
 When using the auto-throttle for an auto-land, position command speed to
VREF+5 only, regardless of the wind.
 Inform ATC that a CAT II/ IIIA approach will be conducted.
 Always request current RVR from ATC or monitor the tower frequency, as
Volmet or ATIS may not have the current RVR.

9|Page
Dual Channel Approach Sequence

10 | P a g e
Dual Channel Automatic Go-Around

11 | P a g e
A Go-Around is mandatory if:

 Any of the required airborne equipment becomes inoperative.

 Any of the required ground equipment becomes inoperative.
 An instrument crosscheck shows a significant discrepancy.
 A rate of descend more than 1.000fpm occurs.
 The visual reference is not adequate.
 A touchdown within the touch down zone cannot be accomplished.
 Localiser deviation of 1/3 dot or Glideslope deviation of 1 dot occurs.
 The autopilot fails below 800 feet RA and no visual references have been
established.

14 | P a g e
A Go-Around is NOT mandatory if:

 The autopilot fails at or below DH/DA and the required visual references
have been established.
 The autopilot fails above 800 feet RA.

* In case of F/O incapacitation the Commander can continue the approach in

any case. If the Commander becomes incapacitated, the F/O can only continue
an auto-land dual autopilot approach.

An approach and auto-land is successful when:

 From 500ft to flare speed is maintained within 5 kts

 No relevant system failures
 From 300ft to flare no excess deviations
 After the threshold and before the end of the touchdown zone landing
 Landing within touchdown zone edges
 Bank angle not exceeding 5 degrees
 Sink rate not excessive

15 | P a g e
LOW VIS OPS
OM-BIsOP
 G0-AROUND (ALL ENGINES & SINGLE ENGINE)

- *
REJECTED T/O

“PASSENGERS
REMAIN SEATED”
ENGINE FIRE ON GROUND
EVACUATION
2D APPROACH (TYPE A)
RNP AR APPROACH OPERATIONS
 FM KT530
SPD: MAX
170 KTS

KT522 - DA
ENG OUT MISAP
-CHARTED MISAP TRK • TRK 022°
-SPD: MAX 170 KTS(KT814) • CLIMB WITH F15
-PASSING KT814 & ABV • AT 2min 50secs FM KT522
7500’, ACC & RETRACT START TIME 2’ 50” RT TRK 270°
FLAPS ON SCHEDULE

NOTE 1: GA GRAD 2.5% IN CONFIG: FLAPS 30/40

OPT LDG CALC MIN ALT: 8,700’ AFTER DA
NOTE 2: STRICTLY ADHERE TO
MAX SPD DURING GA MCP ALT: 10,500’
X-CHK ALTIMETER MAX 100’ • ABOVE 4800 ‘ (400’ AFE)
RATAN TO KT522
• RT TRK 270°
• MAX AOB 25°
• TRK 022°
• ≤ F15 , CLIMB WITH “APPROACHING G/P”
CURRENT FLAPS MCP ALT: 4,700’
• > F15, CLIMB WITH F15 LNAV, VNAV, SPD INTV FINAL ACTION
• AT 10,500’ LT TRK 270° CONFIG: GEAR DN • PASSING 10,500’
FLAPS 15
MIN ALT: 8,700’ • CLIMB 12,000’
• ACC & CLEAN UP
• PROCEED TO SMR
CONFIG: FLAPS 5 • IF SMR U/S THEN
MIN ALT: 8,700’
MCP ALT: 8,700’ EITHER KTM, KAM
OR LTH
SPEED: 210 KTS
CONFIG: FLAPS 5

Requirements for Approach

MCP ALT: 8,700’
MIN ALT: 10,500’
I
• Flown using LNAV/VNAV
• Both ENG operating prior APP
• MAX TW: 15kts
• MAX XW: 25kts
• Detent 2 REV Thrust for all Landings
• If RWY Wet, TW or MLW - MAX REV
APPROACH SETUP:
• PROG 4/4: RNP 0.3, VERT RNP 125
• FMC POS: GPS-ON, DME-OFF, VOR-OFF
• PF: TERR, & VNAV DESC or PROG PG2
• PM: WX/TERR, VSD, LEGS PG
UPRT Upset Recovery with various bank angles
EBT MODULE 6
 Evidence-based Training
Module 6

Appendix.B2 - WEATHER and NOTAMs

The following weather and NOTAMs information are to be used for training purposes only.

AIRFIELD INFORMATION
DEPARTURE

LOWS [SZG] – SALZBURG

SA 24020KT 0600 R15/0800 BR BKN009 OVC150 04/01 Q0999 RERA

FC BECMG 25015KT 0900 BR BKN011

RCR 15 5/5/5 100/100/100 NR/NR/01 WET/WET/WET

-NOTAM-
NIL

DESTINATION

OMDB [DXB] – DUBAI INTL

SA 10008KT 8000 NSC 42/25 Q0995

FC PROB30 TEMPO VRB20G30KT 1500 TSRA BLDU FEW040CB

-NOTAM-
A2420/24 TAXIWAY CLOSED replaces A2125/24
TWY L3 AND TWY Z4 CLSD. SECN OF TWY K BTN TWY L2B AND TWY L4 CLSD.
SECN OF TWY J1 AND TWY Y NORTH OF TXL Z CLSD. REF AIP SUP 37/2024 AREA C01.

-NOTAM (Chart)–
TEMPO Charts
CHECK TEMPO CHARTS DISTRIBUTED FOR THIS AD

ALTERNATE
OMSJ [SHJ] – SHARJAH INTL

SA 11010KT 7000 NSC 41/25 Q0994

FC PROB30 TEMPO VRB20G35KT 1500 TSRA BLDU FEW040CB

-NOTAM–
NIL

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REGIONAL REPORTS
LOWW [VIE] – SCHWECHAT

SA 23019KT 200V280 1600 BR BKN007 OVC150 05/03 Q0998 RERA

FC BECMG 24010KT 1800 BR BKN009

RCR 29 5/5/5 75/75/100 NR/NR/01 WET/WET/WET

RCR 34 5/5/5 50/75/75 NR/NR/NR WET/WET/WET

-NOTAM (Chart)–
C6 / 23 25-Jan-2022 00:00 - UFN
Warning
REF AIC A16/23 OCCURRENCES OF FALSE LOC CAPTURES DURING INSTRUMENT APCH HAVE BEEN
REPORTED IN THE PAST. PILOTS ARE ADVISED TO MONITOR THE CORRECT LOC CAPTURE

-CO-NOTAM-
FOR TAKEOFF COMPUTATION: OPT
-FOR TAKEOFF RWY 11, SET "TAKEOFF SHORTENING FROM RUNWAY START (M)" TO 9 METERS.
-FOR TAKEOFF RWY 29, SET "TAKEOFF SHORTENING FROM RUNWAY START (M)" TO 9 METERS.

LZIB [BTS] – M.R. STEFANIK

SA 26025KT 240V310 1200 R22/1400 BR BKN006 OVC150 03/00 Q0998 REDZ

FC NOSIG

RCR 22 5/5/5 50/50/50 NR/NR/NR WET/WET/WET

-NOTAM-
NIL

LJLJ [LJU] – BRNIK

SA 27012G25KT 2000 BR BKN010 OVC150 04/00 Q0997 REDZ

FC BECMG 2200 BR BKN012

RCR 30 5/5/5 25/25/25 NR/NR/NRWET/WET/WET

-NOTAM–
A1124/24 AERODROME BIRD CONCENTRATION
HIGH CONCENTRATION OF BIRDS OBSERVED.

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 Evidence-based Training
Module 6

LDZA [ZAG] – FRANJO TUDMAN

SA 22015G25KT 180V260 0800 R22/1100 -RA BKN004TCU OVC120 06/04 Q0997

FC NOSIG

RCR 22 5/5/5 50/50/50 01/02/02 WET/WET/WET

-NOTAM–
A1434/24 ILS DOWNGRADED
ILS RWY04 CATII/III DOWNGRADED TO CAT I DUE WIP ON TWY F.

LHBP [BUD] – LISZT FERENC

SA 26012G20KT 240V330 0600 RA BKN003 OVC130 05/03 Q0998

FC TEMPO 27015G25KT 0900 BKN004

RCR 31R 5/5/5 25/25/25 01/01/02 WET/WET/WET

RCR 31L 5/5/3 25/25/50 01/01/01 WET/WET/WET

-NOTAM–
A4253/24 – RWY CONDITION
THE FIRST THIRD OF RWY13R (TDZ RWY 13R) SLIPPERY WHEN WET. IN RAIN RWY CONDITION USE CODE 3
DUE TO CONTAMINATION BY RUBBER.

LQTZ [TZL] – TUZLA INTL

SA 26018KT 1000 R27/1400 BKN011 OVC130 05/02 Q0998

FC NOSIG
RCR 27 5/5/5 25/25/50 NR/NR/01 WET/WET/WET

-NOTAM–
NIL

LYBE [BEG] – NIKOLA TESLA

SA 28018G30KT 260V330 0400 R30L/0600 +RA BKN006CB OVC120 05/03 Q0996

FC BECMG 27015KT 0800 RA BKN012

RCR 30L 5/5/5 25/25/25 01/01/01 WET/WET/WET

-NOTAM–
A2935/24 APCH LGT RWY12R
APCH LGT RWY 12R (SEQUENCE FLASHING LIGHTS) U/S.

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 Evidence-based Training
Module 6

LRTR[TSR] – TRAIAN VUIA

SA 26015G28KT 0700 R29/1000 -RA BKN007TCU OVC120 04/02 Q996

FC TEMPO 0500 RA BKN005

RCR 29 5/5/5 25/50/75 01/01/02 WET/WET/WET

-NOTAM–
NIL

LRCL[CLJ] – AVRAM IANCU

SA 25012G26KT 0900 R25/1300 -RA BKN008TCU OVC130 03/00 Q0996

FC TEMPO 0600 RA BKN007

RCR 25 5/5/5 25/50/100 01/01/03 WET/WET/WET

-NOTAM–
A2609/24 GP U/S
GP 25 ON 331.100 MHZ U/S.

SIGNIFICANT WEATHER CHART

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 Evidence-based Training
Module 6

Appendix.B3M - MAX Load and Trim Sheet – DEPARTURE LOWS

L O A D S H E E T CHECKED APPROVED EDNO
ALL WEIGHTS IN KILOS LIC70.N 01

FROM/TO FLIGHT A/C REG VERSION CREW DATE TIME SZG/DXB

FZ1450/01 A6-FMQ 10J156Y 2/4

WEIGHT DISTRIBUTION
LOAD IN COMPARTMENTS 2339 1/ 0 2/ 803 3/ 1431
4/ 105 0/ 0

PASSENGER/CABIN BAG 3969 28/ 19/ 5/ 0 TTL 52 CAB 0

PAX 5/47 SOC 0/ 0 BLKD 0

***************************************************************
TOTAL TRAFFIC LOAD 6308
DRY OPERATING WEIGHT 46425
ZERO FUEL WEIGHT ACTUAL 52733 MAX 65952 L ADJ
TAKE OFF FUEL 15526
TAKE OFF WEIGHT ACTUAL 68259 MAX 82190 ADJ
TRIP FUEL 11704
LANDING WEIGHT ACTUAL 56555 MAX 69308 ADJ

BALANCE AND SEATING CONDITIONS . LAST MINUTE CHANGES

DOI 36.1 LIZFW 38.1 .DEST SPEC CL/CPT WEIGHT/IND
LITOW 36.1 LILAW 36.7 .
MACZFW 17.9 MACTOW 17.1 .
MACLAW 17.5 .

A5.B22.C18.D7. .
CABIN AREA TRIM .

UNDERLOAD BEFORE LMC 12753 . LMC TOTAL

***************************************************************
LOADMESSAGE AND CAPTAINS INFORMATION BEFORE LMC
-DXB.5/22/18/7.0. T3969.1/0.2/803.3/1431.4/105.PAX/5/47.PAD/0

SI PAX WEIGHTS USED

M88 F70 C35 I10

C1/NIL
C2/DXB/BT2/45/783
/DXB/E/2/20/EIC
C3/DXB/BY/50/965
/DXB/BT1/25/466
B4/DXB/C/6/105

SERVICE WEIGHT ADJUSTMENT WEIGHT/INDEX

ADD NIL
DEDUCTIONS NIL
PANTRY CODE B
NOTOC: YES
DXB C/ 105 M/ 0 B/120/2214 O/2/20 T/0

THE MAXIMUM ALLOWED LMC INDEX +/- 5 I.U

AND LMC WEIGHT +/-500KG
END OF LOADSHEET

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OPERATIONAL FLIGHT PLAN PAGE 1/11 RLSD .00Z

FZ1450 LOWS/SZG P02.00
CS: FDB2SB 738EX OMDB/DXB P04.00
PLN ID 16 A6FMQ/JRGL BLK:0700 POB: GATE: SLOT:
CI 16 LEAP-1B28B ETD:
KGS IFR ETA:
ADD INFO/REMARKS:
IA:LOWS-LTBU-UDYZ-OISS-OMDB
TERRAIN-CRITICAL DECISION POINT(S) - MIN CLRC 2473 AT (T5)
DEReas: EXTRA FUEL ADDED DUE TO OMDB/ DXB HPP AMBER 1.

MEL/CDL ITEMS: *NO PERF PENALTY*

ROUTE TEXT:
LOWSR15 NEMAL3B NEMAL DCT PESAT DCT OGVUN DCT TEGRI DCT RONBU DCT
ARTAT UP975 ERGUN UL124 BONAM L319 DASDO L223 LAM G666 ORSAR R784
TATLA L223 VUTEB VUTEB3C OMDBR30L
F330 PESAT/F350 OGVUN/F370 ARTAT/F390 ELIRA/F290 VUTEB/F110

RTNG:
GD 2588 GCD 2409 AD 2464 W/C P22 TDV P10 MAXS 09/PESAT COLDEST VIA
TEMP M55 AT TEGRI CI 16 RT 001 OPTIMIZED-LOWS/OMDB OPTIMISED V
STANDARD FUEL ADJ TIME DISPATCH LOAD:
TRIP 11704 05:37 PAYLOAD: MZFW:(S) 65952
CONT%5 586 00:19 EZFW: 52733 MTOW:(S) 82190
ALTN (OMSJ) 510 00:13 ETOW: 68259 MLDW:(S) 69308
FINAL RESERVE 872 00:30 ELDW: 56555 MIN DEP: 13704
ADDITIONAL 32 00:01 REMF: 3822 MIN DIV: 1382
DISP.EXTRA 0 00:00 FMS INIT LOAD:
APU/TAXI 132 00:11 LOWS/OMDB
REQUIRED FOB 13836 06:40 IDENT: FDB2SB PRF FACTOR%:4.0
TANKER/EXTRA 1822 01:00 LDG ELEV:0062 FT TRAPO:38208
TOTAL FOB 15658 07:40 ALTN DIST TIME FL FUEL
FUEL PENALTIES: OMSJ (F) 50 00:13 050 510
1000 KGS +171KGS
10 KTS +251KGS +00:07
CI:0 (ZERO) -36KGS +00:04 COMNDR EXTRA REASON:
FECO: -369

I CERTIFY THAT THIS FLIGHT HAS BEEN DISPATCHED IN ACCORDANCE WITH

APPLICABLE REGULATIONS. ALL PAGES OF THE OPERATIONAL FLIGHT PLAN ARE
AN INTEGRAL PART OF THE FLIGHT RELEASE.
CAPTAIN: COPILOT: DISPATCHER:

.................. ..................

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OPERATIONAL FLIGHT PLAN PAGE 2/11 RLSD .00Z

FZ1450 LOWS/SZG P02.00 OUT: OFF: BLKF:
CS: FDB2SB OMDB/DXB P04.00 IN: ON: TAXI:
PLN ID 16 BLK: FLT: BRF:
CI 16 ETD: REM:
KGS IFR ETA:
DEP INFO (ATIS): RTG/ASMD: VREF:
T/O N1: STABTRIM:
ATOW: AZFW:
MFRA: AFOB:
CLEARANCE: RWY/INT: T/O CG:
FLAPS:
V1:
VR:
V2:
E.O.P:
T/O ALT: EET CREW POB PYLD PFOB EZFW ETOW RTOW
05:37 / 15658 52733 68259
*TO FILE*

(FPL-FDB2SB-IS
-B38M/M-SDE1E2E3FGHILORVWYZXJ1M3/B1H
-LOWS0500
-N0448F330 NEMAL DCT PESAT/N0454F350 DCT OGVUN/N0454F370 DCT
TEGRI DCT RONBU DCT ARTAT/N0459F390 UP975 ERGUN UL124 BONAM
L319 DASDO L223 LAM G666 ELIRA/N0416F290 G666 ORSAR R784 TATLA
L223 VUTEB/N0334F110 DCT
-OMDB0537 OMSJ
-PBN/A1B1C1D1L1O1S2T1 NAV/GPSRNAV DOF/240801 REG/A6FMQ
EET/LHCC0024 LOVV0024 LRBB0049 LBSR0122 LTBB0143 LTAA0151
OIIX0308 OMAE0505 SEL/JRGL CODE/89656B RMK/TCAS CALLSIGN
SKYDUBAI CTC 0097146033708)
RVSM FL LEVEL: (ALT. DIFF. MAX 200 FT)
LEFT ALT: STBY ALT: RIGHT ALT:

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD

MOCA NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
1411FT LOWS15 0 0 15526
SALZBURG 2588 0000 132
N47481E012598 0 0537
NEMAL3B NEMAL 32 066 7 CLB 14822
093 2556 070 0007 836
N47551E013299 32 04E 0530
DCT TOC 76 090 11 CLB 14122
094 NEMAL/+76NM 2480 094 0018 1536
N47495E015225 108 04E 0519
DCT FIR LHCC 48 090 6 330 258/029 448 13908
094 BUDAPEST FIR 2432 095 0024 382 M43 .758 1750
N47450E016329 156 05E 0513 09 P7 471
DCT FIR LOVV 5 090 0 330 264/031 448 13886
037 WIEN FIR 2427 095 0024 395 M43 .758 1772
N47446E016398 161 05E 0513 09 P7 473

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OPERATIONAL FLIGHT PLAN PAGE 3/11 RLSD .00Z

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD
MOCA NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
DCT PESAT 16 091 2 330 264/031 448 13814
032 BUDAPEST FIR 2411 096 0026 395 M43 .758 1844
N47429E017032 177 05E 0511 09 P7 478
DCT S/C(350) 13 116 2 CLB 13729
036 PESAT/+13NM 2398 121 0028 1929
N47362E017197 190 05E 0509
DCT OGVUN 26 116 3 350 278/038 454 13617
036 2372 121 0031 395 M49 .779 2041
N47231E017513 216 05E 0506 08 P5 488
DCT S/C(370) 17 111 2 CLB 13517
036 OGVUN/+17NM 2355 116 0033 2141
N47157E018138 233 05E 0504
DCT TEGRI 133 110 16 370 314/040 454 12955
036 BUCURESTI FIR 2222 116 0049 400 M55 .788 2703
N46158E021063 366 06E 0448 02 P2 492
RVSM FL LEVEL: (ALT. DIFF. MAX 200 FT)
LEFT ALT: STBY ALT: RIGHT ALT:
DCT RONBU 265 113 33 370 330/040 454 11843
098 SOFIA FIR 1957 118 0122 385 M54 .786 3815
N44031E026299 631 05E 0415 01 P3 488
DCT ARTAT 171 120 21 370 312/026 455 11120
029 ISTANBUL FIR 1786 125 0143 374 M52 .784 4538
N42218E029375 802 05E 0354 07 P5 480
UP975 S/C(390) 23 103 3 CLB 10995
020 ARTAT/+23NM 1763 109 0146 4663
N42143E030068 825 06E 0351
UP975 ERMUP 44 103 5 390 274/036 459 10811
020 ANKARA FIR 1719 109 0151 370 M50 .788 4847
N42000E031014 869 06E 0346 05 P7 493
UP975 ROKVA 31 103 4 390 266/044 460 10684
020 1688 110 0155 361 M47 .784 4974
N41498E031394 900 07E 0342 04 P10 499
UP975 NAPIP 4 105 1 390 256/058 461 10668
020 1684 111 0156 357 M46 .784 4990
N41484E031443 904 06E 0341 02 P11 507
UP975 UNVUS 20 104 2 390 252/076 461 10589
028 1664 110 0158 361 M45 .782 5069
N41417E032085 924 06E 0339 02 P12 516
UP975 ASMOB 5 104 1 390 252/076 461 10569
033 1659 110 0159 361 M45 .782 5089
N41402E032140 929 06E 0338 02 P12 516
UP975 RELTU 5 105 0 390 252/076 461 10549
046 1654 110 0159 361 M45 .782 5109
N41387E032194 934 05E 0338 02 P12 516
RVSM FL LEVEL: (ALT. DIFF. MAX 200 FT)
LEFT ALT: STBY ALT: RIGHT ALT:
UP975 APTOX 9 105 1 390 252/076 461 10513
056 1645 111 0200 361 M45 .782 5145
N41356E032303 943 06E 0337 02 P12 516

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OPERATIONAL FLIGHT PLAN PAGE 4/11 RLSD .00Z

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD
MOCA NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
UP975 TEPKI 24 105 3 390 252/075 461 10418
066 1621 111 0203 362 M45 .782 5240
N41272E032596 967 06E 0334 02 P12 515
UP975 PIPUR 13 114 2 390 252/075 461 10366
068 1608 119 0205 362 M45 .782 5292
N41211E033143 980 05E 0332 02 P12 508
UP975 ORMAN 8 113 0 390 250/088 460 10334
070 1600 118 0205 422 M46 .782 5324
N41175E033232 988 05E 0332 02 P11 512
UP975 ERGUN 70 111 9 390 250/087 460 10056
101 1530 118 0214 431 M46 .782 5602
N40448E034443 1058 07E 0323 03 P11 512
UL124 ASVOD 136 102 15 390 250/086 460 9533
102 1394 106 0229 509 M46 .782 6125
N40049E037344 1194 04E 0308 00 P11 525
UL124 TDP1 (LTAR) 24 105 2 390 252/095 460 9442
128 ASVOD/+24NM 1370 111 0231 503 M45 .781 6216
N39564E038036 1218 06E 0306 00 P12 526
UL124 KONUK 71 105 9 390 252/095 460 9171
128 1299 111 0240 503 M45 .781 6487
N39307E039281 1289 06E 0257 00 P12 526
UL124 EVSAS 36 102 4 390 250/098 460 9035
128 1263 108 0244 525 M45 .781 6623
N39195E040113 1325 06E 0253 01 P12 530
UL124 TDP2 (OITT) 77 103 8 390 248/084 460 8739
120 EVSAS/+77NM 1186 108 0252 542 M45 .781 6919
N38546E041452 1402 05E 0245 00 P12 519
RVSM FL LEVEL: (ALT. DIFF. MAX 200 FT)
LEFT ALT: STBY ALT: RIGHT ALT:
UL124 VAN D115.20 79 103 10 390 250/080 461 8436
120 1107 109 0302 545 M45 .782 7222
N38280E043195 1481 06E 0235 00 P12 519
UL124 ZELSU 25 113 3 390 250/078 463 8338
134 1082 119 0305 535 M45 .786 7320
N38159E043470 1506 06E 0232 01 P12 509
UL124 BONAM 28 113 3 390 250/078 461 8229
136 TEHRAN FIR 1054 118 0308 535 M45 .782 7429
N38029E044180 1534 05E 0229 01 P12 510
L319 TUDNU 24 109 3 390 250/059 462 8134
130 1030 115 0311 544 M46 .786 7524
N37530E044448 1558 06E 0226 01 P11 501
L319 OTENA 50 109 6 390 250/059 462 7937
117 980 115 0317 543 M46 .786 7721
N37316E045416 1608 06E 0220 01 P11 501
L319 ROVON 19 143 3 390 248/056 464 7857
083 961 149 0320 537 M45 .787 7801
N37160E045534 1627 06E 0217 01 P12 469
L319 SIVOR 55 140 7 390 248/056 464 7626
099 906 146 0327 537 M45 .787 8032
N36305E046314 1682 06E 0210 01 P12 472

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OPERATIONAL FLIGHT PLAN PAGE 5/11 RLSD .00Z

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD
MOCA NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
L319 PAREX 30 141 4 390 244/041 464 7499
105 876 146 0331 549 M45 .787 8159
N36055E046519 1712 05E 0206 00 P12 468
L319 KEBEP 73 141 9 390 238/033 462 7189
125 803 147 0340 556 M46 .786 8469
N35049E047402 1785 06E 0157 01 P11 462
L319 TDP3 (OIFM) 12 142 1 390 240/017 462 7136
137 KEBEP/+12NM 791 147 0341 554 M46 .786 8522
N34546E047484 1797 05E 0156 01 P11 462
L319 NOTSA 116 142 16 390 240/017 462 6648
137 675 147 0357 554 M46 .786 9010
N33178E049033 1913 05E 0140 01 P11 462
RVSM FL LEVEL: (ALT. DIFF. MAX 200 FT)
LEFT ALT: STBY ALT: RIGHT ALT:
L319 TDP4 (OIFM) 166 140 20 390 096/004 463 5942
157 NOTSA/+166NM 509 144 0417 567 M46 .787 9716
N31020E050563 2079 04E 0120 01 P11 461
L319 RADID 46 141 7 390 096/004 463 5750
152 463 145 0424 567 M46 .787 9908
N30247E051262 2125 04E 0113 01 P11 461
L319 IMGOD 12 155 2 390 110/009 464 5699
115 451 159 0426 574 M46 .789 9959
N30143E051308 2137 04E 0111 01 P11 458
L319 TDP5 (OIFM) 61 156 7 390 114/009 464 5442
119 IMGOD/+61NM 390 159 0433 573 M46 .789 10216
N29172E051559 2198 03E 0104 01 P11 458
L319 TDP6 (OMDB) 9 156 1 390 114/009 464 5405
119 IMGOD/+70NM 381 159 0434 573 M46 .789 10253
N29088E051595 2207 03E 0103 01 P11 458
L319 TDP7 (OMDB) 5 155 1 390 114/009 464 5381
119 IMGOD/+75NM 376 159 0435 573 M46 .789 10277
N29036E052018 2212 04E 0102 01 P11 458
L319 DASDO 11 156 2 390 114/009 464 5337
119 365 159 0437 573 M46 .789 10321
N28540E052059 2223 03E 0100 01 P11 458
L223 LAGSA 25 144 3 390 104/012 464 5232
110 340 148 0440 569 M46 .789 10426
N28331E052209 2248 04E 0057 01 P11 456
L223 LAM D117.00 84 144 12 390 116/013 465 4876
092 LAMERD 256 148 0452 568 M46 .791 10782
N27224E053110 2332 04E 0045 01 P11 454
G666 S/D(390) 32 163 4 390 114/013 466 4743
073 LAM/+32NM 224 165 0456 574 M45 .791 10915
N26513E053206 2364 02E 0041 01 P12 458
G666 LVA D116.85 3 162 0 DSC 4737
073 LAVAN ISLAND 221 165 0456 10921
N26487E053214 2367 03E 0041
G666 DATUT 20 138 3 DSC 4699
027 201 140 0459 10959
N26335E053356 2387 02E 0038

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OPERATIONAL FLIGHT PLAN PAGE 6/11 RLSD .00Z

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD
MOCA NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
RVSM FL LEVEL: (ALT. DIFF. MAX 200 FT)
LEFT ALT: STBY ALT: RIGHT ALT:
G666 ELIRA 15 143 2 DSC 4669
021 186 146 0501 10989
N26211E053450 2402 03E 0036
G666 S/D(290) 16 144 2 290 070/010 416 4593
020 ELIRA/+16NM 170 146 0503 567 M22 .674 11065
N26078E053550 2418 02E 0034 00 P20 414
G666 ORSAR 4 143 1 DSC 4584
020 166 146 0504 11074
N26045E053575 2422 03E 0033
R784 FIR OMAE 4 116 1 DSC 4576
020 EMIRATES FIR 162 118 0505 11082
N26026E054014 2426 02E 0032
R784 GIBIB 17 115 2 DSC 4539
020 145 118 0507 11119
N25551E054172 2443 03E 0030
R784 EMOTA 7 107 1 DSC 4521
020 138 109 0508 11137
N25529E054242 2450 02E 0029
R784 TATLA 16 107 3 DSC 4481
020 122 109 0511 11177
N25479E054401 2466 02E 0026
L223 VUTEB 16 134 3 DSC 4440
020 106 137 0514 11218
N25367E054518 2482 03E 0023
VUTEB3C LOVOK 11 110 2 110 038/017 334 4364
020 95 113 0516 569 P15 .505 11294
N25328E055020 2493 03E 0021 03 P22 329
VUTEB3C DB529 11 118 2 110 038/017 334 4288
020 84 120 0518 569 P15 .505 11370
N25276E055119 2504 02E 0019 03 P22 332
VUTEB3C PATID 10 129 2 110 038/017 334 4220
020 74 132 0520 569 P15 .505 11438
N25214E055196 2514 03E 0017 03 P22 334
VUTEB3C DB530 10 119 2 110 038/017 333 4151
020 64 121 0522 569 P15 .503 11507
N25163E055288 2524 02E 0015 03 P22 331
VUTEB3C GIRGO 9 119 2 110 038/017 333 4089
023 55 122 0524 569 P15 .503 11569
N25118E055368 2533 03E 0013 03 P22 331
VUTEB3C VELAR 5 119 1 110 044/016 333 4055
028 50 121 0525 570 P15 .503 11603
N25097E055406 2538 02E 0012 03 P22 330
VUTEB3C RIDEV 4 120 0 110 044/016 333 4027
028 46 122 0525 570 P15 .503 11631
N25076E055443 2542 02E 0012 03 P22 330
VUTEB3C TOD 6 119 1 110 044/016 333 3986
042 DB508/+1NM 40 121 0526 570 P15 .503 11672
N25050E055490 2548 02E 0011 03 P22 330

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OPERATIONAL FLIGHT PLAN PAGE 7/11 RLSD .00Z

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD
MOC NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
A LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
VUTEB3C OMDB30L 40 290 11 DSC 3822
042 DUBAI 0 293 0537 11836
60FT N25141E055236 2588 03E 0000
DEST ATIS

ALTERNATE ROUTE SECTION

ALTN DIST TRK FL WIND TIME FUEL ROUTING
OMSJ 50 059 50 P008 00:13 510 DCT OMSJ

ALT ATIS

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OPERATIONAL FLIGHT PLAN PAGE 8/11 RLSD .00Z

CRITICAL TERRAIN SCENARIO

T1 024NM AFTER ASVOD

DECOMPR CONT TO LTAR MAX TERRAIN 8990 MIN CLRC AGL 11250
1ENG OUT CONT TO LTAR MAX TERRAIN 8990 MIN CLRC AGL 24201
RMK ENG ANTI ICE OFF / NO MEL RESTRICTIONS

ALTN GCD FL WIND TMP

RF/SRP MINF TME WX WNDW
9442
LTAR 54 250 251/092 M22 8459 983 00:09 0651-0949
MINF INCL APU / ICE ACCR 13.0 PC

MAX ELEV BTWN T1/LTAR/T2 10801 AT 39300N039025E CLRC 3790

MIN CLRC BTWN T1/LTAR/T2 3092 AT 41082N033467E ELEV 8193

T2 077NM AFTER EVSAS

DECOMPR RETURN TO LTAR MAX TERRAIN 10801 MIN CLRC AGL 4005
1ENG OUT RETURN TO LTAR MAX TERRAIN 10801 MIN CLRC AGL 12155
DECOMPR CONT TO OITT MAX TERRAIN 12061 MIN CLRC AGL 3640
1ENG OUT CONT TO OITT MAX TERRAIN 12061 MIN CLRC AGL 12994
RMK ENG ANTI ICE OFF / NO MEL RESTRICTIONS

ALTN GCD FL WIND TMP RF/SRP MINF TME WX WNDW

LTAR 232 168 250/084 M3 8739 2258 00:36 0651-0949
OITT 216 174 250/084 M3 6481 1879 00:30 0735-1027
MINF INCL APU / ICE ACCR 13.0 PC

MAX ELEV BTWN T2/OITT/T3 12271 AT 37450N046300E CLRC 2320

MIN CLRC BTWN T2/OITT/T3 2320 AT 37420N046202E ELEV 12271

T3 012NM AFTER KEBEP

DECOMPR RETURN TO OITT MAX TERRAIN 12271 MIN CLRC AGL 2535
1ENG OUT RETURN TO OITT MAX TERRAIN 12271 MIN CLRC AGL 11265
DECOMPR CONT TO OIFM MAX TERRAIN 11621 MIN CLRC AGL 4105
1ENG OUT CONT TO OIFM MAX TERRAIN 11621 MIN CLRC AGL 13242
RMK ENG ANTI ICE OFF / NO MEL RESTRICTIONS

ALTN GCD FL WIND TMP RF/SRP MINF TME WX WNDW

OITT 208 175 239/033 M4 7136 1844 00:30 0735-1027
OIFM 241 170 239/033 M2 5060 2076 00:35 0833-1124
MINF INCL APU / ICE ACCR 13.0 PC

MAX ELEV BTWN T3/OIFM/T5 13780 AT 32225N050025E CLRC 22281

MIN CLRC BTWN T3/OIFM/T5 1455 AT 33137N051061E ELEV 8954

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OPERATIONAL FLIGHT PLAN PAGE 9/11 RLSD .00Z

T5 061NM AFTER IMGOD

DECOMPR RETURN TO OIFM MAX TERRAIN 12494 MIN CLRC AGL 2473
VIA T4 (T4) 31020N050563E - 166NM AFTER NOTSA
1ENG OUT RETURN TO OIFM MAX TERRAIN 12494 MIN CLRC AGL 12055
VIA T4 (T4) 31020N050563E - 166NM AFTER NOTSA
DECOMPR CONT TO OIFM MAX TERRAIN 12205 MIN CLRC AGL 2762
VIA T6 (T6) 29088N051595E - 70NM AFTER IMGOD
1ENG OUT CONT TO OIFM MAX TERRAIN 12205 MIN CLRC AGL 12548
VIA T6 (T6) 29088N051595E - 70NM AFTER IMGOD
RMK ENG ANTI ICE OFF / NO MEL RESTRICTIONS

ALTN GCD FL WIND TMP RF/SRP MINF TME WX WNDW

OIFM 231 171 095/013 M1 5442 1982 00:33 0833-1124
OIFM 225 172 095/013 M1 3460 1955 00:32 0833-1124
MINF INCL APU / ICE ACCR 13.0 PC

MAX ELEV BTWN T5/OIFM/T7 12205 AT 31300N051425E CLRC 2386

MIN CLRC BTWN T5/OIFM/T7 2386 AT 31210N051549E ELEV 12205

T7 075NM AFTER IMGOD

DECOMPR RETURN TO OIFM MAX TERRAIN 12205 MIN CLRC AGL 2762
1ENG OUT RETURN TO OIFM MAX TERRAIN 12205 MIN CLRC AGL 12769
DECOMPR CONT TO OMDB MAX TERRAIN 9085 MIN CLRC AGL 8124
1ENG OUT CONT TO OMDB MAX TERRAIN 9085 MIN CLRC AGL 19147
RMK ENG ANTI ICE OFF / NO MEL RESTRICTIONS

ALTN GCD FL WIND TMP RF/SRP MINF TME WX WNDW

OIFM 221 172 096/013 M1 5381 1938 00:32 0833-1124
OMDB 363 145 096/013 P6 2408 2973 00:58 0953-1148
MINF INCL APU / ICE ACCR 13.0 PC

MAX ELEV BTWN T7/OMDB 9085 AT 28582N052042E CLRC 31895

MIN CLRC BTWN T7/OMDB 8124 AT 25034N055518E ELEV 2733

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OPERATIONAL FLIGHT PLAN PAGE 10/11 RLSD .00Z

UPPER WIND SUMMARY
CLIMB SPOT WIND
ALT WIND ALT WIND ALT WIND ALT WIND
5000 240/002 18000 292/024 24000 270/025 30000 252/026
TDV P14 TDV P13 TDV P11 TDV P8
TEMP P19 TEMP M8 TEMP M22 TEMP M36
WINDS/TEMPERATURES ALOFT FORECAST
33000: 35000 31000 29000 27000 14000 10000
WS643 262030M46 252026M38 254025M34 260025M29 282024M1 274024P6
WS644 262030M46 252026M38 254025M34 260025M29 282024M1 274024P6
WS645 262030M46 252026M38 254025M34 260025M29 282024M1 274024P6
WS626 262030M46 252026M38 254025M34 260025M29 282024M1 274024P6
NEMAL 258030M48 252026M39 256026M34 264026M28 282017M1 276013P6
35000: 37000 33000 31000 27000 14000 10000
PESAT 276025M54 264031M43 268029M38 268027M28 252014M1 252009P7
37000: 39000 35000 33000 27000 14000 10000
OGVUN 286027M57 278038M49 276037M43 274024M28 254015M1 244008P7
TEGRI 314044M57 314036M50 312032M44 302026M28 294009M2 300004P6
RONBU 334042M57 330040M49 328038M45 320029M29 328015M1 338008P6
39000: 41000 37000 35000 27000 14000 10000
ARTAT 270028M52 312026M52 332027M48 348022M30 350014M1 016013P7
ERMUP 270036M51 304028M51 324024M48 330016M30 352010M1 020009P7
ROKVA 264044M49 284035M48 304025M47 308017M30 352009M1 020008P7
NAPIP 256057M49 258049M47 260039M46 280024M30 346010M1 034007P7
UNVUS 252071M48 252063M47 256050M46 270027M30 326009M1 004006P7
ASMOB 252071M48 252063M47 256050M46 270027M30 326009M1 004006P7
RELTU 252071M48 252063M47 256050M46 270027M30 326009M1 004006P7
APTOX 252071M48 252063M47 256050M46 270027M30 326009M1 004006P7
TEPKI 252070M48 252063M47 256050M46 270027M30 326009M1 004006P7
PIPUR 252070M48 252063M47 256050M46 270027M30 326009M1 004006P7
ORMAN 250081M50 250072M48 252056M47 264032M29 316010M1 348006P7
ERGUN 250082M50 250071M48 250056M46 264032M29 316009M1 350005P7
ASVOD 248083M50 248084M45 246083M40 252040M27 308012P1 004003P8
KONUK 250092M49 250092M44 248089M39 252047M26 224013P1 198004P9
EVSAS 250094M49 248094M44 248090M39 252050M25 276013P0 296003P7
VAN 248077M50 248078M44 248077M39 250049M22 248009P4 246006P13
ZELSU 248074M49 248077M44 246077M39 250050M21 246008P5 244004P15
BONAM 248074M49 248077M44 246077M39 250050M21 248008P5 246004P15
TUDNU 248057M50 248059M44 248060M38 246046M18 198006P4 162002P12
OTENA 246057M50 248059M44 248060M38 244046M18 200006P4 164002P12
ROVON 244054M50 248056M43 248057M37 246045M18 180015P4 130005P14
SIVOR 244054M50 248056M43 248057M37 246045M18 180015P4 132005P14
PAREX 242041M50 244042M43 244043M37 244036M17 206016P5 196007P16
KEBEP 234030M51 240030M43 242028M37 244023M16 194015P6 196005P18
NOTSA 230015M51 242014M43 246012M37 226009M16 198017P8 202010P20
RADID 106008M51 140003M43 184002M37 198003M17 218006P9 206006P21
IMGOD 112009M51 098008M43 088008M37 142009M17 234007P9 316005P20
DASDO 114009M51 102008M43 090008M37 142009M17 232007P9 316005P20
LAGSA 118010M51 104012M43 106012M37 106007M18 002007P8 306006P19
LAM 116018M51 116012M43 116011M37 082009M18 032011P9 336006P20
LVA 114017M51 114014M43 116016M37 082012M18 044011P9 008007P19
DATUT 104028M51 098021M43 096017M37 070011M17 064015P8 036012P19

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OPERATIONAL FLIGHT PLAN PAGE 11/11 RLSD .00Z

29000: 31000 27000 25000 27000 14000 10000
ELIRA 076011M27 070011M17 070011M14 070011M17 064015P8 036012P19
ORSAR 076011M27 070011M17 070011M14 070011M17 064015P8 036012P19
GIBIB 076011M27 070011M17 070011M14 070011M17 064015P8 036012P19
EMOTA 076011M27 070011M17 070011M14 070011M17 064015P8 036012P19
TATLA 078012M27 076011M17 076011M14 076011M17 066014P9 052013P20
11000: 13000 9000 7000 27000 14000 10000
VUTEB 062014P11 030012P21 346010P25 076011M17 066014P9 052013P20
LOVOK 052019P10 006015P20 314012P24 084010M17 058020P7 032017P18
DB529 052019P10 006015P20 314012P24 084010M17 058020P7 032017P18
PATID 052019P10 006015P20 314012P24 084010M17 058020P7 032017P18
DB530 052019P10 006015P20 314012P24 084010M17 058020P7 032017P18
DB513 052019P10 006015P20 314012P24 084010M17 058020P7 032017P18
GIRGO 052019P10 006015P20 314012P24 084010M17 058020P7 032017P18
VELAR 054017P10 018015P20 334013P25 082013M17 058018P8 040016P18
RIDEV 054017P10 018015P20 334013P25 082013M17 058018P8 040016P18
DB508 054017P10 018015P20 334013P25 082013M17 058018P8 040016P18
DB507 054017P10 018015P20 334013P25 082013M17 058018P8 040016P18
DB506 054017P10 018015P20 334013P25 082013M17 058018P8 040016P18
DB505 054017P10 018015P20 334013P25 082013M17 058018P8 040016P18
DB504 054017P10 018015P20 334013P25 082013M17 058018P8 040016P18
ULDOT 054017P10 018015P20 334013P25 082013M17 058018P8 040016P18
SEDPO 052019P10 006015P20 314012P24 084010M17 058020P7 032017P18
MODUS 052019P10 006015P20 314012P24 084010M17 058020P7 032017P18
OMDB 052019P10 006015P20 314012P24 084010M17 058020P7 032017P18
DESCENT SPOT WIND
ALT WIND ALT WIND ALT WIND ALT WIND
30000 086/013 24000 084/007 18000 086/023 5000 264/009
TDV P21 TDV P22 TDV P18 TDV P24
TEMP M23 TEMP M11 TEMP M3 TEMP P29

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Appendix.B3N - NG Load and Trim Sheet - DEPARTURE LFSB

L O A D S H E E T CHECKED APPROVED EDNO
ALL WEIGHTS IN KILOS LIC70.N 01

FROM/TO FLIGHT A/C REG VERSION CREW DATE TIME

SZG/DXB FZ1450/01 A6-FET 12J166Y 2/4

WEIGHT DISTRIBUTION
LOAD IN COMPARTMENTS 2339 1/ 0 2/ 803 3/ 1431
4/ 105 0/ 0

PASSENGER/CABIN BAG 3969 28/ 19/ 5/ 0 TTL 52 CAB 0

PAX 5/47 SOC 0/ 0 BLKD 0
***************************************************************
TOTAL TRAFFIC LOAD 6308
DRY OPERATING WEIGHT 43033
ZERO FUEL WEIGHT ACTUAL 49341 MAX 62731 L ADJ
TAKE OFF FUEL 17180
TAKE OFF WEIGHT ACTUAL 66521 MAX 79015 ADJ
TRIP FUEL 13144
LANDING WEIGHT ACTUAL 53377 MAX 66360 ADJ

BALANCE AND SEATING CONDITIONS . LAST MINUTE CHANGES

DOI 47.2 LIZFW 44.1 .DEST SPEC CL/CPT WEIGHT/IND
LITOW 40.9 LILAW 40.7 .
MACZFW 19.3 MACTOW 18.2 .
MACLAW 20.8 .

A5.B22.C18.D7. .
CABIN AREA TRIM .

UNDERLOAD BEFORE LMC 10494 . LMC TOTAL

***************************************************************
LOADMESSAGE AND CAPTAINS INFORMATION BEFORE LMC
-DXB.5/22/18/7.0. T3969.1/0.2/803.3/1431.4/105.PAX/5/47.PAD/0

SI PAX WEIGHTS USED

M88 F70 C35 I10

C1/NIL
C2/DXB/BT2/45/783
/DXB/E/2/20/EIC
C3/DXB/BY/50/965
/DXB/BT1/25/466
B4/DXB/C/6/105

SERVICE WEIGHT ADJUSTMENT WEIGHT/INDEX

ADD NIL
DEDUCTIONS NIL
PANTRY CODE B
NOTOC: YES
DXB C/ 105 M/ 0 B/120/2214 O/2/20 T/0

THE MAXIMUM ALLOWED LMC INDEX +/- 5 I.U

AND LMC WEIGHT +/-500KG
END OF LOADSHEET

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OPERATIONAL FLIGHT PLAN PAGE 1/11 RLSD .00Z

FZ1450 LOWS/SZG P02.00
CS: FDB2SB ETOPS OMDB/DXB P04.00
PLN ID 18 A6FET/DEAG BLK:0700 POB: GATE: SLOT:
CI 16 CFM56-7B ETD:
KGS IFR ETA:
ADD INFO/REMARKS:
IA:LOWS-LTBU-UDYZ-OISS-OMDB
TERRAIN-CRITICAL DECISION POINT(S) - MIN CLRC 2473 AT (T5)
DEReas: EXTRA FUEL ADDED DUE TO OMDB/ DXB HPP AMBER 1.

MEL/CDL ITEMS: *NO PERF PENALTY*

ROUTE TEXT:
LOWSR15 NEMAL3B NEMAL DCT PESAT DCT OGVUN DCT TEGRI DCT RONBU DCT
ARTAT UP975 ERGUN UL124 BONAM L319 DASDO L223 LAM G666 ORSAR R784
TATLA L223 VUTEB VUTEB3C OMDBR30L
F350 PESAT/F370 ROKVA/F390 ELIRA/F290 VUTEB/F110

RTNG:
GD 2588 GCD 2409 AD 2468 W/C P21 TDV P10 MAXS 09/PESAT COLDEST VIA
TEMP M55 AT OGVUN CI 16 RT 001 OPTIMIZED-LOWS/OMDB OPTIMISED V
REDUCED OIFM FUEL ADJ TIME DISPATCH LOAD:
TRIP 13144 05:43 PAYLOAD: MZFW:(S) 62731
CONT%3 395 00:12 EZFW: 49341 MTOW:(S) 79015
ALTN (OMSJ) 586 00:13 ETOW: 66521 MLDW:(S) 66360
FINAL RESERVE 961 00:30 ELDW: 53377 MIN DEP: 15144
ADDITIONAL 58 00:02 REMF: 4036 MIN DIV: 1547
DISP.EXTRA 0 00:00 FMS INIT LOAD:
APU/TAXI 132 00:11 LOWS/OMDB
REQUIRED FOB 15276 06:40 IDENT: FDB2SB PRF FACTOR%:1.9
TANKER/EXTRA 2036 01:00 LDG ELEV:0062 FT TRAPO:38202
TOTAL FOB 17312 07:40 ALTN DIST TIME FL FUEL
FUEL PENALTIES: OMSJ (F) 50 00:13 050 586
1000 KGS +198KGS
10 KTS +287KGS +00:07
CI:0 (ZERO) -80KGS +00:06 COMNDR EXTRA REASON:
FECO: -397

I CERTIFY THAT THIS FLIGHT HAS BEEN DISPATCHED IN ACCORDANCE WITH

APPLICABLE REGULATIONS. ALL PAGES OF THE OPERATIONAL FLIGHT PLAN ARE
AN INTEGRAL PART OF THE FLIGHT RELEASE.
CAPTAIN: COPILOT: DISPATCHER:

.................. ..................

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OPERATIONAL FLIGHT PLAN PAGE 2/11 RLSD .00Z

FZ1450 LOWS/SZG P02.00 OUT: OFF: BLKF:
CS: FDB2SB OMDB/DXB P04.00 IN: ON: TAXI:
PLN ID 18 BLK: FLT: BRF:
CI 16 ETD: REM:
KGS IFR ETA:
DEP INFO (ATIS): RTG/ASMD: VREF:
T/O N1: STABTRIM:
ATOW: AZFW:
MFRA: AFOB:
CLEARANCE: RWY/INT: T/O CG:
FLAPS:
V1:
VR:
V2:
E.O.P:
T/O ALT: EET CREW POB PYLD PFOB EZFW ETOW RTOW
05:43 / 17312 49341 66521
*TO FILE*

(FPL-FDB2SB-IS
-B738/M-SDE1E2E3FGHILORVWXYZM3J1/B1H
-LOWS0500
-N0447F350 NEMAL DCT PESAT/N0440F370 DCT OGVUN DCT TEGRI DCT
RONBU DCT ARTAT UP975 ROKVA/N0460F390 UP975 ERGUN UL124 BONAM
L319 DASDO L223 LAM G666 ELIRA/N0402F290 G666 ORSAR R784 TATLA
L223 VUTEB/N0323F110 DCT
-OMDB0543 OMSJ
-PBN/A1B1C1D1L1O1S2T1 NAV/GPSRNAV DOF/240801 REG/A6FET
EET/LHCC0024 LOVV0024 LRBB0050 LBSR0123 LTBB0145 LTAA0154
OIIX0312 OMAE0510 SEL/DEAG CODE/8963B6 RMK/TCAS CALLSIGN
SKYDUBAI CTC 0097146033708)
RVSM FL LEVEL: (ALT. DIFF. MAX 200 FT)
LEFT ALT: STBY ALT: RIGHT ALT:

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD

MOCA NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
1411FT LOWS15 0 0 17180
SALZBURG 2588 0000 132
N47481E012598 0 0543
NEMAL3B NEMAL 32 066 7 CLB 16331
093 2556 070 0007 981
N47551E013299 32 04E 0536
DCT TOC 82 090 11 CLB 15476
094 NEMAL/+82NM 2474 094 0018 1836
N47489E015313 114 04E 0525
DCT FIR LHCC 42 090 6 350 260/030 447 15267
094 BUDAPEST FIR 2432 095 0024 382 M47 .763 2045
N47450E016329 156 05E 0519 09 P7 469
DCT FIR LOVV 5 090 0 350 268/030 447 15243
037 WIEN FIR 2427 095 0024 395 M49 .767 2069
N47446E016398 161 05E 0519 09 P5 471

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OPERATIONAL FLIGHT PLAN PAGE 3/11 RLSD .00Z

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD
MOCA NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
DCT PESAT 16 091 2 350 268/030 447 15163
032 BUDAPEST FIR 2411 096 0026 395 M49 .767 2149
N47429E017032 177 05E 0517 09 P5 476
DCT S/C(370) 16 116 2 CLB 15052
036 PESAT/+16NM 2395 121 0028 2260
N47346E017235 193 05E 0515
DCT OGVUN 23 116 3 370 282/032 440 14939
036 2372 121 0031 395 M55 .764 2373
N47231E017513 216 05E 0512 08 P2 470
DCT TEGRI 150 111 19 370 314/040 440 14229
036 BUCURESTI FIR 2222 116 0050 400 M55 .764 3083
N46158E021063 366 05E 0453 02 P2 478
RVSM FL LEVEL: (ALT. DIFF. MAX 200 FT)
LEFT ALT: STBY ALT: RIGHT ALT:
DCT RONBU 265 113 33 370 330/040 441 12982
098 SOFIA FIR 1957 118 0123 385 M54 .764 4330
N44031E026299 631 05E 0420 01 P3 475
DCT ARTAT 171 120 22 370 312/026 444 12167
029 ISTANBUL FIR 1786 125 0145 374 M52 .765 5145
N42218E029375 802 05E 0358 07 P5 469
UP975 ERMUP 67 103 9 370 304/028 444 11851
020 ANKARA FIR 1719 109 0154 370 M51 .764 5461
N42000E031014 869 06E 0349 07 P6 471
UP975 ROKVA 31 103 4 370 284/035 446 11707
020 1688 110 0158 361 M48 .762 5605
N41498E031394 900 07E 0345 07 P9 480
UP975 NAPIP 4 105 0 CLB 11681
020 1684 111 0158 5631
N41484E031443 904 06E 0345
RVSM FL LEVEL: (ALT. DIFF. MAX 200 FT)
LEFT ALT: STBY ALT: RIGHT ALT:
UP975 S/C(390) 16 104 2 CLB 11579
028 NAPIP/+16NM 1668 110 0200 5733
N41429E032044 920 06E 0343
UP975 UNVUS 4 105 1 390 252/075 460 11562
028 1664 111 0201 362 M45 .781 5750
N41417E032085 924 06E 0342 02 P12 514
UP975 ASMOB 5 104 0 390 252/075 460 11540
033 1659 110 0201 362 M45 .781 5772
N41402E032140 929 06E 0342 02 P12 514
UP975 RELTU 5 105 1 390 252/075 460 11518
046 1654 110 0202 362 M45 .781 5794
N41387E032194 934 05E 0341 02 P12 514
UP975 APTOX 9 105 1 390 252/075 460 11478
056 1645 111 0203 363 M45 .781 5834
N41356E032303 943 06E 0340 02 P12 514
UP975 TEPKI 24 105 3 390 252/075 459 11372
066 1621 111 0206 363 M45 .779 5940
N41272E032596 967 06E 0337 02 P12 513

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OPERATIONAL FLIGHT PLAN PAGE 4/11 RLSD .00Z

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD
MOCA NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
UP975 PIPUR 13 114 1 390 252/075 457 11314
068 1608 119 0207 363 M46 .777 5998
N41211E033143 980 05E 0336 02 P11 504
UP975 ORMAN 8 113 1 390 250/087 457 11279
070 1600 118 0208 429 M46 .777 6033
N41175E033232 988 05E 0335 03 P11 509
UP975 ERGUN 70 111 8 390 250/087 457 10970
101 1530 118 0216 439 M46 .777 6342
N40448E034443 1058 07E 0327 03 P11 509
UL124 ASVOD 136 102 16 390 250/086 452 10389
102 1394 106 0232 509 M46 .769 6923
N40049E037344 1194 04E 0311 00 P11 517
UL124 TDP1 (LTAR) 24 105 2 390 252/095 452 10288
128 ASVOD/+24NM 1370 111 0234 504 M45 .767 7024
N39564E038036 1218 06E 0309 00 P12 518
UL124 KONUK 71 105 9 390 252/095 452 9987
128 1299 111 0243 504 M45 .767 7325
N39307E039281 1289 06E 0300 00 P12 518
UL124 EVSAS 36 102 4 390 250/098 452 9837
128 1263 108 0247 527 M45 .767 7475
N39195E040113 1325 06E 0256 01 P12 522
UL124 TDP2 (OITT) 77 103 9 390 248/084 452 9510
120 EVSAS/+77NM 1186 108 0256 542 M45 .767 7802
N38546E041452 1402 05E 0247 00 P12 511
RVSM FL LEVEL: (ALT. DIFF. MAX 200 FT)
LEFT ALT: STBY ALT: RIGHT ALT:
UL124 VAN D115.20 79 103 10 390 250/080 451 9173
120 1107 109 0306 545 M45 .765 8139
N38280E043195 1481 06E 0237 00 P12 509
UL124 ZELSU 25 113 3 390 248/078 451 9064
134 1082 119 0309 534 M45 .765 8248
N38159E043470 1506 06E 0234 01 P12 495
UL124 BONAM 28 113 3 390 248/078 451 8943
136 TEHRAN FIR 1054 118 0312 534 M45 .765 8369
N38029E044180 1534 05E 0231 01 P12 497
L319 TUDNU 24 109 3 390 250/059 450 8838
130 1030 115 0315 543 M46 .765 8474
N37530E044448 1558 06E 0228 01 P11 489
L319 OTENA 50 109 6 390 250/059 450 8619
117 980 115 0321 543 M46 .765 8693
N37316E045416 1608 06E 0222 01 P11 489
L319 ROVON 19 143 3 390 248/056 461 8529
083 961 149 0324 537 M45 .782 8783
N37160E045534 1627 06E 0219 01 P12 466
L319 SIVOR 55 140 7 390 248/056 452 8273
099 906 146 0331 537 M45 .767 9039
N36305E046314 1682 06E 0212 01 P12 460
L319 PAREX 30 141 4 390 244/041 459 8132
105 876 146 0335 533 M45 .779 9180
N36055E046519 1712 05E 0208 00 P12 463

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OPERATIONAL FLIGHT PLAN PAGE 5/11 RLSD .00Z

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD
MOCA NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
L319 KEBEP 73 141 9 390 240/033 457 7786
125 803 147 0344 553 M46 .777 9526
N35049E047402 1785 06E 0159 01 P11 457
L319 TDP3 (OIFM) 12 142 1 390 240/017 456 7727
137 KEBEP/+12NM 791 147 0345 554 M46 .776 9585
N34548E047482 1797 05E 0158 01 P11 456
RVSM FL LEVEL: (ALT. DIFF. MAX 200 FT)
LEFT ALT: STBY ALT: RIGHT ALT:
L319 NOTSA 116 142 16 390 240/017 456 7183
137 675 147 0401 554 M46 .776 10129
N33178E049033 1913 05E 0142 01 P11 456
L319 TDP4 (OIFM) 166 140 21 390 096/004 457 6396
157 NOTSA/+166NM 509 144 0422 567 M46 .777 10916
N31020E050563 2079 04E 0121 01 P11 455
L319 RADID 46 141 7 390 096/004 457 6182
152 463 145 0429 567 M46 .777 11130
N30247E051262 2125 04E 0114 01 P11 455
L319 IMGOD 12 155 2 390 112/009 456 6126
115 451 159 0431 573 M46 .776 11186
N30143E051308 2137 04E 0112 01 P11 450
L319 TDP5 (OIFM) 61 156 7 390 116/009 456 5839
119 IMGOD/+61NM 390 159 0438 572 M46 .776 11473
N29167E051561 2198 03E 0105 01 P11 450
L319 TDP6 (OMDB) 9 156 1 390 116/009 456 5798
119 IMGOD/+70NM 381 159 0439 572 M46 .776 11514
N29088E051595 2207 03E 0104 01 P11 450
L319 TDP7 (OMDB) 4 155 0 390 116/009 456 5776
119 IMGOD/+74NM 377 159 0439 572 M46 .776 11536
N29045E052014 2211 04E 0104 01 P11 450
L319 DASDO 12 156 3 390 116/009 456 5723
119 365 159 0442 572 M46 .776 11589
N28540E052059 2223 03E 0101 01 P11 450
L223 LAGSA 25 144 4 390 106/012 454 5606
110 340 148 0446 569 M46 .772 11706
N28331E052209 2248 04E 0057 01 P11 446
L223 LAM D117.00 84 144 11 390 118/013 454 5210
092 LAMERD 256 148 0457 568 M46 .772 12102
N27224E053110 2332 04E 0046 02 P11 443
RVSM FL LEVEL: (ALT. DIFF. MAX 200 FT)
LEFT ALT: STBY ALT: RIGHT ALT:
G666 S/D(390) 34 162 5 390 114/013 456 5051
073 LAM/+34NM 222 164 0502 575 M45 .774 12261
N26494E053212 2366 02E 0041 01 P12 448
G666 LVA D116.85 1 163 0 DSC 5049
073 LAVAN ISLAND 221 166 0502 12263
N26487E053214 2367 03E 0041
G666 DATUT 20 138 2 DSC 5012
027 201 140 0504 12300
N26335E053356 2387 02E 0039

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OPERATIONAL FLIGHT PLAN PAGE 6/11 RLSD .00Z

AWY WPT FRQ DIST MT TIME ETA FL WIND TAS RQRD
MOCA NAME/FIR REMD TT ACCT ATA TRA SAT MN ACCF
LAT/LONG ACCD VAR REMT REV SHR TDV G/S FOB
G666 ELIRA 15 143 3 DSC 4981
021 186 146 0507 12331
N26211E053450 2402 03E 0036
G666 S/D(290) 19 143 2 290 070/011 402 4881
020 ELIRA/+19NM 167 146 0509 567 M22 .651 12431
N26053E053569 2421 03E 0034 00 P20 400
G666 ORSAR 1 143 1 DSC 4878
020 166 146 0510 12434
N26045E053575 2422 03E 0033
R784 FIR OMAE 4 116 0 DSC 4869
020 EMIRATES FIR 162 118 0510 12443
N26026E054014 2426 02E 0033
R784 GIBIB 17 115 3 DSC 4832
020 145 118 0513 12480
N25551E054172 2443 03E 0030
R784 EMOTA 7 107 1 DSC 4815
020 138 109 0514 12497
N25529E054242 2450 02E 0029
R784 TATLA 16 107 3 DSC 4776
020 122 109 0517 12536
N25479E054401 2466 02E 0026
L223 VUTEB 16 134 3 DSC 4734
020 106 137 0520 12578
N25367E054518 2482 03E 0023
VUTEB3C LOVOK 11 110 2 110 038/017 323 4648
020 95 113 0522 569 P15 .488 12664
N25328E055020 2493 03E 0021 03 P22 318
VUTEB3C DB529 11 118 2 110 038/018 323 4563
020 84 120 0524 569 P15 .488 12749
N25276E055119 2504 02E 0019 03 P22 321
VUTEB3C PATID 10 129 2 110 038/018 323 4486
020 74 132 0526 569 P15 .488 12826
N25214E055196 2514 03E 0017 03 P22 323
VUTEB3C DB530 10 119 2 110 038/018 323 4409
020 64 121 0528 569 P15 .488 12903
N25163E055288 2524 02E 0015 03 P22 321
VUTEB3C GIRGO 9 119 2 110 038/018 323 4339
023 55 122 0530 569 P15 .488 12973
N25118E055368 2533 03E 0013 03 P22 321
VUTEB3C VELAR 5 119 1 110 044/016 323 4300
028 50 121 0531 570 P15 .488 13012
N25097E055406 2538 02E 0012 02 P22 320
VUTEB3C RIDEV 4 120 0 110 044/016 323 4269
028 46 122 0531 570 P15 .488 13043
N25076E055443 2542 02E 0012 02 P22 320
VUTEB3C TOD 8 119 2 110 044/016 323 4210
042 DB508/+3NM 38 122 0533 570 P15 .488 13102
N25039E055509 2550 03E 0010 02 P22 320
VUTEB3C OMDB30L 38 291 10 DSC 4036
042 DUBAI 0 293 0543 13276
60FT N25141E055236 2588 02E 0000

August 15th ,2024 48 rev. 0.2

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Module 6

OPERATIONAL FLIGHT PLAN PAGE 7/11 RLSD .00Z

DEST ATIS

ALTERNATE ROUTE SECTION

ALTN DIST TRK FL WIND TIME FUEL ROUTING
OMSJ 50 059 50 P008 00:13 586 DCT OMSJ

ALT ATIS

August 15th ,2024 49 rev. 0.2

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Module 6

OPERATIONAL FLIGHT PLAN PAGE 8/11 RLSD .00Z

CRITICAL TERRAIN SCENARIO

T1 024NM AFTER ASVOD

DECOMPR CONT TO LTAR MAX TERRAIN 8990 MIN CLRC AGL 11250
1ENG OUT CONT TO LTAR MAX TERRAIN 8990 MIN CLRC AGL 25145
RMK ENG ANTI ICE OFF / NO MEL RESTRICTIONS

ALTN GCD FL WIND TMP

RF/SRP MINF TME WX WNDW
10288
LTAR 54 338 251/092 M38 9013 1275 00:10 0654-0951
MINF INCL APU / ICE ACCR 11.0 PC

MAX ELEV BTWN T1/LTAR/T2 10801 AT 39300N039025E CLRC 3790

MIN CLRC BTWN T1/LTAR/T2 3092 AT 41119N033373E ELEV 8193

T2 077NM AFTER EVSAS

DECOMPR RETURN TO LTAR MAX TERRAIN 10801 MIN CLRC AGL 4005
1ENG OUT RETURN TO LTAR MAX TERRAIN 10801 MIN CLRC AGL 13431
DECOMPR CONT TO OITT MAX TERRAIN 12061 MIN CLRC AGL 3640
1ENG OUT CONT TO OITT MAX TERRAIN 12061 MIN CLRC AGL 14502
RMK ENG ANTI ICE OFF / NO MEL RESTRICTIONS

ALTN GCD FL WIND TMP RF/SRP MINF TME WX WNDW

LTAR 232 168 250/084 M3 9510 2589 00:36 0654-0951
OITT 216 174 250/084 M3 6921 2060 00:30 0737-1029
MINF INCL APU / ICE ACCR 11.0 PC

MAX ELEV BTWN T2/OITT/T3 12271 AT 37450N046300E CLRC 2320

MIN CLRC BTWN T2/OITT/T3 2320 AT 37420N046202E ELEV 12271

T3 012NM AFTER KEBEP

DECOMPR RETURN TO OITT MAX TERRAIN 12271 MIN CLRC AGL 2535
1ENG OUT RETURN TO OITT MAX TERRAIN 12271 MIN CLRC AGL 12473
DECOMPR CONT TO OIFM MAX TERRAIN 11621 MIN CLRC AGL 4105
1ENG OUT CONT TO OIFM MAX TERRAIN 11621 MIN CLRC AGL 14465
RMK ENG ANTI ICE OFF / NO MEL RESTRICTIONS

ALTN GCD FL WIND TMP RF/SRP MINF TME WX WNDW

OITT 207 277 239/033 M20 7727 2154 00:34 0737-1029
OIFM 241 269 239/033 M18 5350 2377 00:39 0835-1127
MINF INCL APU / ICE ACCR 11.0 PC

MAX ELEV BTWN T3/OIFM/T5 13780 AT 32225N050025E CLRC 22281

MIN CLRC BTWN T3/OIFM/T5 1455 AT 33137N051061E ELEV 8954

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OPERATIONAL FLIGHT PLAN PAGE 9/11 RLSD .00Z

T5 061NM AFTER IMGOD

DECOMPR RETURN TO OIFM MAX TERRAIN 12494 MIN CLRC AGL 2473
VIA T4 (T4) 31020N050563E - 166NM AFTER NOTSA
1ENG OUT RETURN TO OIFM MAX TERRAIN 12494 MIN CLRC AGL 14263
VIA T4 (T4) 31020N050563E - 166NM AFTER NOTSA
DECOMPR CONT TO OIFM MAX TERRAIN 12205 MIN CLRC AGL 2762
VIA T6 (T6) 29088N051595E - 70NM AFTER IMGOD
1ENG OUT CONT TO OIFM MAX TERRAIN 12205 MIN CLRC AGL 14449
VIA T6 (T6) 29088N051595E - 70NM AFTER IMGOD
RMK ENG ANTI ICE OFF / NO MEL RESTRICTIONS

ALTN GCD FL WIND TMP RF/SRP MINF TME WX WNDW

OIFM 231 278 096/013 M20 5839 2289 00:38 0835-1127
OIFM 225 279 096/013 M21 3550 2251 00:37 0835-1127
MINF INCL APU / ICE ACCR 11.0 PC

MAX ELEV BTWN T5/OIFM/T7 12205 AT 31218N051550E CLRC 2762

MIN CLRC BTWN T5/OIFM/T7 2762 AT 31245N051554E ELEV 12205

T7 074NM AFTER IMGOD

DECOMPR RETURN TO OIFM MAX TERRAIN 12205 MIN CLRC AGL 2762
1ENG OUT RETURN TO OIFM MAX TERRAIN 12205 MIN CLRC AGL 14669
DECOMPR CONT TO OMDB MAX TERRAIN 9085 MIN CLRC AGL 8124
1ENG OUT CONT TO OMDB MAX TERRAIN 9085 MIN CLRC AGL 21688
RMK ENG ANTI ICE OFF / NO MEL RESTRICTIONS

ALTN GCD FL WIND TMP RF/SRP MINF TME WX WNDW

OIFM 220 280 097/013 M21 5776 2222 00:36 0835-1127
OMDB 364 145 097/013 P6 2499 3277 00:59 0953-1154
MINF INCL APU / ICE ACCR 11.0 PC

MAX ELEV BTWN T7/OMDB 9085 AT 28582N052042E CLRC 31895

MIN CLRC BTWN T7/OMDB 8124 AT 25034N055518E ELEV 2733

August 15th ,2024 51 rev. 0.2

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OPERATIONAL FLIGHT PLAN PAGE 10/11 RLSD .00Z

UPPER WIND SUMMARY
CLIMB SPOT WIND
ALT WIND ALT WIND ALT WIND ALT WIND
5000 240/002 18000 292/024 24000 270/025 30000 252/026
TDV P14 TDV P13 TDV P11 TDV P8
TEMP P19 TEMP M8 TEMP M22 TEMP M36
WINDS/TEMPERATURES ALOFT FORECAST
35000: 37000 33000 31000 27000 14000 10000
WS643 280036M49 252027M42 252026M38 260025M29 282024M1 274024P6
WS644 280036M49 252027M42 252026M38 260025M29 282024M1 274024P6
WS645 280036M49 252027M42 252026M38 260025M29 282024M1 274024P6
WS626 280036M49 252027M42 252026M38 260025M29 282024M1 274024P6
NEMAL 280033M51 248028M44 252026M39 264026M28 282017M1 276013P6
37000: 39000 35000 33000 27000 14000 10000
PESAT 286021M56 268030M49 264031M43 268027M28 250014M1 250009P7
OGVUN 286027M57 278038M49 276037M43 274024M28 254015M1 244008P7
TEGRI 314044M57 314036M50 312032M44 302026M28 294009M2 300004P6
RONBU 334042M57 330040M49 326038M45 320029M29 328015M1 338008P6
ARTAT 272025M52 332027M48 344027M44 346021M30 350014M1 016013P7
ERMUP 274036M50 324024M48 336022M44 330016M30 350010M1 020009P7
39000: 41000 37000 35000 27000 14000 10000
ROKVA 264044M49 284035M48 306025M47 310017M30 352009M1 020008P7
NAPIP 256056M49 258049M47 260039M46 280024M30 346010M1 034007P7
UNVUS 252070M48 252063M47 256049M46 270027M30 328009M1 006006P7
ASMOB 252070M48 252063M47 256049M46 270027M30 328009M1 006006P7
RELTU 252070M48 252063M47 256049M46 270027M30 328009M1 006006P7
APTOX 252070M48 252063M47 256049M46 270027M30 328009M1 006006P7
TEPKI 252070M48 252062M47 256049M46 270027M30 328009M1 006006P7
PIPUR 252070M49 252062M48 256049M46 270027M30 328009M1 006006P7
ORMAN 250082M50 250071M48 250056M46 264032M29 316009M1 350005P7
ERGUN 250083M50 250071M48 250056M46 264032M29 316009M1 350005P7
ASVOD 248083M50 248084M45 246083M40 252040M27 308012P1 004003P8
KONUK 250092M49 250092M44 248090M39 252047M26 224013P1 198004P9
EVSAS 250094M49 248094M44 248090M39 252050M25 280012P0 304002P7
VAN 248077M50 248078M44 246077M39 250049M22 250009P4 248006P13
ZELSU 246074M49 246077M44 246077M39 250050M21 248008P5 248004P15
BONAM 246074M49 246077M44 246077M39 250050M21 250008P5 250004P15
TUDNU 246057M50 248059M44 248060M38 244046M18 200006P4 166002P12
OTENA 246057M50 248059M44 248060M38 244046M18 202006P4 168002P12
ROVON 244054M50 248056M43 248057M37 246045M18 180015P4 132005P14
SIVOR 244054M50 248056M43 248057M37 246045M18 182015P4 136005P14
PAREX 242041M50 244042M43 244043M37 244036M17 206016P5 198007P16
KEBEP 236030M51 240030M43 242028M37 242023M16 194015P6 196005P18
NOTSA 230015M51 242014M43 246012M37 226009M16 198017P8 202010P20
RADID 106008M51 140003M43 184002M37 198003M17 220006P9 202007P21
IMGOD 112009M51 100008M43 088008M37 142009M17 232007P9 316005P20
DASDO 116009M51 102008M43 088008M37 142009M17 230007P9 314005P20
LAGSA 120010M51 108012M43 110012M37 106007M18 356007P9 302006P20
LAM 118018M51 118012M43 118011M37 080009M18 032011P9 336006P20
LVA 116017M51 114014M43 116016M37 080012M18 044011P9 008007P19
DATUT 104028M51 096021M43 096017M37 070011M17 064015P8 036012P19
29000: 31000 27000 25000 27000 14000 10000
ELIRA 076012M27 070011M17 070011M14 070011M17 062015P8 034012P19

August 15th ,2024 52 rev. 0.2

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Module 6

OPERATIONAL FLIGHT PLAN PAGE 11/11 RLSD .00Z

ORSAR 076012M27 070011M17 070011M14 070011M17 062014P8 034012P19
GIBIB 074012M27 068011M17 068011M14 068011M17 062014P8 034012P19
EMOTA 074012M27 068011M17 068011M14 068011M17 062014P8 034012P19
TATLA 078012M27 076011M17 076011M14 076011M17 068014P9 056013P20
11000: 13000 9000 7000 27000 14000 10000
VUTEB 064014P11 032012P21 346010P25 076011M17 068014P9 056013P20
LOVOK 052019P10 006015P20 314012P24 084010M17 058020P7 032017P18
DB529 052019P10 006016P20 314012P24 084010M17 058020P7 032018P18
PATID 052019P10 006016P20 314012P24 084010M17 058020P7 032018P18
DB530 052019P10 006016P20 314012P24 084010M17 058020P7 032018P18
DB513 052019P10 006016P20 314012P24 084010M17 058020P7 032018P18
GIRGO 052019P10 006016P20 314012P24 084010M17 058020P7 032018P18
VELAR 052017P10 018015P20 334013P25 082013M17 058018P8 040016P18
RIDEV 052017P10 018015P20 334013P25 082013M17 058018P8 040016P18
DB508 052017P10 018015P20 334013P25 082013M17 058018P8 040016P18
DB507 052017P10 018015P20 334013P25 082013M17 058018P8 040016P18
DB506 052017P10 018015P20 334013P25 082013M17 058018P8 040016P18
DB505 052017P10 018015P20 334013P25 082013M17 058018P8 040016P18
DB504 052017P10 018015P20 334013P25 082013M17 058018P8 040016P18
ULDOT 052017P10 018015P20 334013P25 082013M17 058018P8 040016P18
SEDPO 052019P10 006016P20 314012P24 084010M17 058020P7 032018P18
MODUS 052019P10 006016P20 314012P24 084010M17 058020P7 032018P18
OMDB 052019P10 006016P20 314012P24 084010M17 058020P7 032018P18
DESCENT SPOT WIND
ALT WIND ALT WIND ALT WIND ALT WIND
30000 084/013 24000 084/007 18000 086/023 5000 264/009
TDV P21 TDV P22 TDV P18 TDV P24
TEMP M23 TEMP M11 TEMP M3 TEMP P29

August 15th ,2024 53 rev. 0.2

 SBT 01 - WINDSHEAR RECOVERY

QRH NNM

Standard Callouts

Performance Manual
Gusty Wind and Strong Crosswind Conditions

- For takeoff in gusty or strong crosswind conditions, use of a higher thrust setting
than the minimum required is recommended.
- When the prevailing wind is at or near 90° to the runway, the possibility of wind shifts resulting
in gusty tailwind components during rotation or liftoff increases. During this condition, consider
the use of thrust settings close to or at maximum takeoff thrust.
- The use of a higher takeoff thrust setting reduces the required runway length and minimizes
the airplane exposure to gusty conditions during rotation, liftoff, and initial climb.
- To increase tail clearance during strong crosswind conditions, consider using a
higher VR if takeoff performance permits. This can be done by: 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.
- Avoid rotation during a gust. If a gust is experienced near VR, as indicated by
stagnant airspeed or rapid airspeed acceleration, momentarily delay rotation. This
slight delay allows the airplane additional time to accelerate through the gust and
the resulting additional airspeed improves the tail clearance margin. Do not rotate
early or use a higher than normal rotation rate in an attempt to clear the ground
and reduce the gust effect because this reduces tail clearance margins. Limit
control wheel input to that required to keep the wings level. Use of excessive
control wheel increases spoiler deployment which has the effect of reducing tail
clearance.
- All of these factors provide maximum energy to accelerate through gusts while maintaining tail
clearance margins at liftoff.
- The airplane is in a sideslip with crossed controls at this point. A slow, smooth recovery from
this sideslip is accomplished after liftoff by slowly neutralizing the control wheel and
rudder pedals.
NG FCOM CH. 11 - 11.20.13
MAX FCOM CH. 11 - 11.20.14
SBT 02A - SEVERE TURBULENCE ENCOUNTER
AFM REFERENCE
 SBT 02B - CREW INCAPACITATION

Incapacitation Scenario - FLIGHT DECK

Aviate
Navigate
Communicate

• Get the Controls, Fly the A/C

• Request Hold @ PPOS or Radar Vectors to IAF
• Senior to Flight Deck
• Declare Mayday
• Incapacitation Procedure - Secure/ 02/ Doc on Board/ Call Medlink/ NCC
• ATC - Chk WX & Approach in use
• NMATE
• NITS
• Prepare for Approach - On both Sides

- FMC - Change Destination - ARR - LEGS - FIX -HUD

• Descent Procedure
[RNP
Performance - Auto-brakes selection
Fuel Pumps - Pressurization Landing Alt
Courses/Minimums/Altimeter
Vref
Frequencies
Recall]
{Alternatively, R-A-L-F-H-I-E C-R-M (ACRONYM TO REMEMBER)
- R- RTE (GHNG DESTINATION)
- A- ARR (SELECT ARRIVAL)
- L- LEGS (SEQUENCE WPT’S)
- F- FIX
- H- HUD SETUP
- I- INIT REF (SELECT VREF)
- E- ELEV (LAND ALT IF REQUIRED)
• THEN C-R-M
- C- COURSES
- R- RADIOS
- M- MINIMUMS & Altimeter}
• Brief
• Request ATC - Paramedics/ Stairs/ Tow Truck /RFF & Inform Will be stopping on RWY
• Descent Checklist / Approach Checklist
• Start Approach

On Ground:
• SET PARKING BRAKE
• Start APU / ON BUS / Cuttoff ENG
• Advise Pax to remain Seated
• Co-ordinate with Ground Personal for Stairs, Paramedics
CABIN CREW INCAPACITATION
 SBT 03 - LOSS OF COMMUNICATION

STEP BY STEP COMM FAILURE PROCEDURE TO FOLLOW

(DEPENDING ON WHERE YOU ARE, (TOWER-TMA-COUNTRY-REGION-GENERAL))

STEP 1 - AOI (IF WITH TOWER OR IN TERMINAL AREA)

STEP 2 - COUNTRY RAR (IF ANY COUNTRY SPECIFIC, FOR EXAMPLE GERMANY OR UAE)
STEP 3 - REGIONAL SUP INFO (FOR EXAMPLE MIDDLE EAST/ASIA)
STEP 4 - GENERAL (IF NONE OF THE ABOVE FOLLOW ICAO)
ANNEX - 10 (ICAO)
DOC - 4444 (ICAO)
 SBT 04 - GO-AROUND MANAGEMENT

REFER MANEUVERS TRAINING SECTION PG 63-71

SBT 05 - CABIN PRESSURIZATION CONTROLLER FAILURE
ADAPTIVE RESILIENCE TRAINING
MANUAL REVERSION
EBT MODULE 6

~
 Evidence-based Training
Module 6

Appendix C – SPECIAL PROCEDURES SIMULATOR Details (2024/2025)

Appendix.C1M - MAX OFP

Nil

Appendix.C1N - NG OFP
Nil

Appendix.C2 – WEATHER and NOTAMs

Nil

Appendix.C3M - MAX Load and Trim Sheets

Nil

Appendix.C3N NG Load and Trim Sheets

Nil

Appendix.C4 - FFS Details

Airport MAX NG
KPAE: RW16 Wind 180/20 ZFW 46000 KG 46000 KG
Takeoff Flaps 25 OAT : 18°C FOB 2000 KG 2000 KG
Flight KPAE to KBFI QNH : 1022 CG CG 22% CG 22%

Airport MAX NG
KBFI: RW14L Wind : 160/20 ZFW 46000 KG 46000 KG
Landing Distance Available: OAT : 18°C FOB 2000 KG 2000 KG
1053 MTS
QNH : 1022 LW 48000 KG 48000 KG

Airport MAX NG
LYTV: RW32 Wind : 060/18 ZFW 61500 KG 61500 KG
UDYZ: RW26 OAT : 18°C FOB 4500 KG 4500 KG
QNH : 1022 LW 66000 KG 66000 KG

Airport MAX NG
HAAB: RW07R Takeoff Wind : 000/15 ZFW 61500 KG 61500 KG
Flight HAAB- HAAB(Local) OAT : 18°C FOB 5500 KG 5500 KG
QNH : 1022 CG 26% 26%

August 15th ,2024 60 rev. 0.2

 Emergency Descent Execution

PF Duties: PM Duties:

- Announce Descent - The pilot shall take the

following steps as soon as
- HDG SEL, Initiate turn if practicable in the order
required (Airspace Rules) appropriate for the
circumstance:
- Select lower ALTITUDE on MCP a) navigate as deemed
- Select LVL CHG appropriate by the pilot;
- Close Thrust Levers b) advise the appropriate ATS unit
- Extend SPD Breaks FLT DETENT of the emergency descent and
if able intentions; obtains an
- Adjust SPD & Level Off ALT altimeter setting (QNH) & SET
c) set transponder to Code 7700;
- Target SPD MMO/VMO d) turn on aircraft exterior
If Structural Damage, GEAR DN lights; ENG Start SW…..CONT
Ensure SPD below 270KTS e) watch for conflict traffic both
visually and by reference to
- level off at lowest safe ACAS; and
Altitude or 10,000 ft, Whichever f) when emergency descent is
is higher. complete, coordinate further
intentions with the appropriate
- LRC SPD or 300 KTS ATS unit.
g) Checks the lowest safe
- SPD Breaks DWN DETENT altitude.

- Both pilots should verify that all memory items have been
accomplished and call out any items not completed.
- The PM calls out 2,000 feet and 1,000 feet above the level off
altitude. (Level off at the lowest safe altitude or 10,000 feet,
whichever is higher.
- If severe turbulent air is encountered or expected, reduce to the
turbulent air penetration speed.)
- After Level Off
- Recheck the pressurization system and evaluate the situation.
Do not remove the crew oxygen masks if cabin altitude remains
above 10,000 feet.
(Note: Determine the new course of action based on weather,
oxygen, fuel remaining, medical condition of crew and
passengers, and available airports.)
- Obtain a new ATC clearance.
 CIRCLING APPROACH

OM-A

LIDO REFERENCE
OM-A REFERENCE
OM-B SOP
FCTM REFERENCE