A
N
D
I
N
G
Maximum taxi speed
30 kts.
10 kts. for a slippery surface
Crews may exceed these limits when backtracking on an active runway.
OMA 8.2.2.5
Auto Landing Distance
Before conducting an Auto Land crew must either:
- Calculate actual autoland distance using the OPT Landing Module; or
- When the OPT is unavailable add 400 meters autoland margin to the calculated actual landing distance retrieved from QRH/Performance Inflight Advisory Section. DCPB 19Aug2009
Company NOTAM
CO480/09
Carbon Brake Life
Autobrakes 2 or 3 optimize brake wear, passenger comfort, and stopping performance. Since autobrake settings apply the brakes dependent upon the deceleration rate, an autobrake setting of 1 will result in a higher probability that the autobrakes will modulate, especially when reversers are used. Autobrakes 2 or 3 results in a continuous brake application, which can increase carbon brake life.
FCTM 6.34
Landing with one or two wheel brakes deactivated
MEL 32-45-01 A/B
CO319/09 COMPANY NOTAM - WHEEL BRAKES
BEFORE CONDUCTING A LANDING WITH ONE OR TWO WHEEL BRAKES DEACTIVATED (MEL 32-45-01 A/B) CREW MUST CALCULATE ACTUAL LANDING DISTANCE USING OPT LANDING MODULE. WHEN THE LATTER IS NOT AVAILABLE (BOEING 777-300ER, BOEING 777-200LR AND FREIGHTER) FLIGHT DISPATCH MUST BE CONTACTED TO RETRIEVE ACTUAL LANDING DISTANCE BASED ON THE EXPECTED WEATHER AND LANDING WEIGHT. - DCPB 11 JUNE 09
Company NOTAM
CO319/09
Low Landing Weights B777F
‐ At landing weights approximately below 217,000 kg (under ISA conditions), crew shall consider the use of flaps 25 for normal landings on the 777F where performance permits. This will ensure a less shallow pitch attitude on approach and landing than with flaps 30. If an autoland is required or landing performance precludes a flaps 25 landing, flaps 30 shall be used.
‐ The lowest landing weight for which speeds are published is 154,222 kg. Dispatch will plan flights using necessary ballast or additional fuel in order to ensure flights arrive at destination at or above this weight. ‐ In the event or holding, a diversion, or other unanticipated circumstances the actual landing weight falls below this
value, it is permissive to use VREF for the lowest landing weight where speeds can be obtained.
EKIB 44R3
VREF at Low Landing Weights B777F and B777-200LR
VREF AT LOW WEIGHTS
‐ WE HAVE RECEIVED REPORTS THAT 777F AND 777-200LR FMCS MAY DISPLAY A VREF
SUBSTANTIALLY LESS THAN 137 KT. THESE REPORTS ARE CURRENTLY INVESTIGATED BY BOEING. IN THE MEANTIME,IF 777F OR 777-200LR FMC SHOULD DISPLAY A VREF OF LESS THAN 137 KT, CALCULATE LANDING PERFORMANCE WITH OPT TO VALIDATE FMC VREF.IF OPT APPLICATION SHOULD BE UNAVAILABLE, CONSULT QRH PERFORMANCE INFLIGHT (PI-QRH) TABLES AS
ALTERNATIVE MEANS TO VALIDATE FMC VREF. USE THE HIGHER OF THE FMC OR OPT/QRH VREF AS VREF FOR THE APPROACH. REFER ALSO TO EKIB-44R2. - FTPB 23NOV11
Company NOTAM
CO514/11
Icing Conditions
Icing conditions exist when OAT (on the ground) or TAT (in-flight) is 10°C or below and any of the following exists:
visible moisture (clouds, fog with visibility less than one statute mile (1600 m) or less, rain, snow, sleet, ice crystals, and so on) is present, or
standing water, ice, slush or snow is present on the ramps, taxiways, or runways
FCOM SP.16.3
- Engine anti-ice must be selected ON immediately after both engines are started and remain on during all ground operations when icing conditions exist or are anticipated, except when the temperature is below –40°C OAT.
FCOM SP.16.5 When engine anti-ice is required and the OAT is 3°C or below, do an engine run up, as needed, to
minimize ice build-up. Use the following procedure: CM1 Check that the area behind the airplane is clear.
Run-up to a minimum of 50% N1 for approximately 1 second duration at intervals no greater than 60 minutes.
FCOM SP.16.6
VREF Corrections
A/T Engaged - VREF + 5 knots.
- If a manual landing is planned with the autothrottle connected in gusty or high wind conditions, consider positioning the command speed to VREF + 10 knots. This helps protect against a sudden loss of airspeed during the flare.
A/T Disengaged - VREF + ½ the headwind component + All of the Gust component to a maximum of 20 knots and a minimum of 5 knots.
- Calculate HW as: - 50% Direct HW - 35% for 45°HW - Interpolate between
FCTM 1.11
Night Operations - Runway edge and stop end lights are required for night operations. - Circling Approaches at night are not authorized. FCI 2012-028 OMA8.3.18.3 OMA 8.1.4.1.1
Minimum Width of Runway
Minimum width of runway for Emirates operations is 45 meters. In cases where runway is less than 45 meters approval of the VPFOT is required.
Minimum width of cleared runway for operation on Contaminated Runways 30 Meters 45 Meters for A380
OMA 8.1.2.3.1 OMA 8.3.8.12.4
FO Restrictions
A First Officer may not conduct the landing if: - The approach is conducted is CAT II/III ILS. - The runway is contaminated.
- The crosswind exceeds 20 knots.
- The approach conducted was a CAT I ILS with autoland or CAT I GLS (GNSS LANDING SYSTEM) with autoland.
- No landing at a CAT B* or a CAT C airport .
- The Commander should conduct the landing in non-normal situations where the aircraft’s performance is affected. However, the captain may elect to delegate this duty to his first officer when, in his opinion and after thorough assessment of the situation, this is a safer option. During nomination as Commander training; a Training Captain may, at his discretion, allow the trainee to conduct an autoland and operate the aircraft to FCOM limits with respect to crosswind operations.
OMA 5.2.16.2 OMA 8.1.2.5 OMC RAIG Chap 1 page 12 FCI 2011-008 CM2 Taxi Restrictions
- Not permitted to taxi if the parking guidance system requires the aircraft to be aligned and stopped with the eye position of the left hand seat. In this case CM1 must taxi the aircraft from final turn to the parking stand.
- Not permitted to do a 180° turn.
Item
Limit / Policy
Reference
L
A
N
D
I
N
G
Reduced Runway Separation Minima (RRSM) for OMDBBe aware of adjusted phraseology… When the RWY in use is occupied by other traffic, a clearance may be given to another aircraft provided that the controller has reasonable assurance that following separation criteria will be met.
SINGLE RUNWAY MODE PROCEDURE Landing Following Landing
- The preceding aircraft has landed and has vacated the RWY, or has passed a point at least 2500m from the threshold of the RWY.
Landing Following Departure
- The preceding aircraft is/will be airborne, or has passed a point at least 2500m from the threshold of the RWY.
Departure Following Departure
- The preceding aircraft is airborne and has passed a point at least 2500m from the threshold of the RWY.
DUAL DEPENDANT RUNWAY MODE PROCEDURE
The procedures described in the previous section shall be applied in the same manner with the exception of
Landing Following Departure.
- A preceding departing aircraft must have passed abeam the upwind threshold of the landing runway, prior to the landing aircraft crossing the threshold of the landing runway.
CONDITIONS FOR THE APPLICATION OF RRSM
Tailwind < 5kts, Vis >5km - Ceiling not lower than 1,000” - Pilot of following aircraft warned - Runway is dry - Controller is able to assess separation - Wake turbulence separation is applied - Minimum separation continues to exist between 2 aircraft immediately after takeoff.
AIP Sup 001/10
Overweight Landing Policy
- Overweight landing can cause additional stress to the airframe and is, especially for the Boeing fleet, an undesirable event. Every effort should be made to land a Boeing 777 either at or below MLW. If this is inappropriate, flight crew should consider reducing the actual landing weight as much as possible to keep the MLW exceedance to a minimum.
Overweight Landing – Policy
e. Up until the point of commencing the take-off, it is not permitted to plan to land at a weight which exceeds either the Maximum Structural Landing Weight (MLW) or Regulated Landing Weight (RLW). f. Prior to departure, the estimated landing weight should be calculated based on the actual take-off
weight and the anticipated trip fuel burn. The RLW should be calculated based on the forecast conditions for the expected time of arrival.
g. Flight Crew are required to monitor the estimated landing weight throughout the flight. If it becomes evident that the aircraft will land at a weight which exceeds either the MLW or RLW, appropriate action should be taken to reduce landing weight so that limiting weights are not exceeded.
h. Appropriate actions to reduce estimated landing weight include: (the list is not to be read as an order of preference)
viii. To fly faster than ECON speed ix. To fly at lower than optimum flight levels x. Early descent
xi. Descent with speed brake xii. Holding
xiii. Extended ATC track miles xiv. Early Configuration
f. In the event the above methods are not feasible to reduce the fuel amount to the required MLW or RLW, the use of Fuel Jettison may be evaluated with reference to the Non-Normal Checklist.
Note: In absence of an emergency, prior Flight OPS Management permission is required before fuel jettison can be considered.
g. It is permitted to land an aircraft exceeding the:
iii. MLW during Non-normal (Boeing)/Abnormal (Airbus) operations iv. MLW and/or RLW in an Emergency.
h. If a landing is made at a weight in excess of MLW, an entry shall be made in the Technical Log, which includes the actual landing weight,
- Performance issues should be considered: LANDING CLIMB LIMIT WEIGHT LANDING DISTANCE
BRAKE ENERGY
ENGINE INOP GO-AROUND CLIMB GRADIENT (if Engine is inop)
OMA 8.3.0.11.2 OMA 8.3.0.11.2.1
Approach Lighting System
Item
Limit / Policy
Reference
L
A
N
D
I
N
G
VASI, T-VASI, and PAPI
FCTM 6.3 FCTM 6.6 OMA 8.3.0.11.5
On runways equipped with PAPI or VASIS, the visual glideslope indications should be adhered to as closely as possible for both day and night operations, in combination with electronic glideslope information if available. On approaches where the electronic glideslope (ie ILS) and visual glidepath are not coincident, during the visual portion of the approach, crews shall maintain a visual aim point consistent with the electronic glideslope in order to prevent destabilisation of the approach and to avoid potential GPWS activation
During VNAV / Managed approaches, once suitable visual reference is established, crews shall not descend below the visual glidepath. While VNAV / Managed guidance may still be used for reference once the aircraft is below DA / MDA, the primary means of approach guidance is visual.