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Approach AuthorizationUnless conducting a visual approach, it is prohibited to conduct an approach using navigational aids, or
to land on a runway for which appropriate charts are not available. OMA 8.3.0.8.2
Stable Approach Criteria
Unique approach procedures or abnormal conditions that require a deviation from any of the elements of a stable approach described below require a special briefing, and shall be briefed in advance.
If the requirements below, as applicable, are not met then an immediate go around shall be flown An approach is considered to be stable when all of the following conditions are met:
a. all briefings and checklists have been actioned. b. the aircraft is in the planned landing configuration.
Note 1: Planned landing configuration is: landing gear down and locked, landing flap set and speedbrake armed.
c. the aircraft is on the correct flight path.
Note 2: An aircraft is considered to be on the correct flight path if it is within the approach path laid down in the fleet specific FCOM.
Approach Parameter Deviation – Below 1,500 AGL FCOM NP.40.9
Localizer Excess Deviation Warning or 1 Dot on the PFD “LOCALIZER”
Glideslope Excess Deviation Warning or ½ Dot on the PFD “GLIDESLOPE”
d. the aircraft speed is not more than final approach speed +10 KIAS and not less than VREF
Note 3: As adjusted by minimum ground speed techniques where applicable and excluding momentary excursions (a momentary excursion is defined as a deviation lasting only a few seconds and where every indication is that it will return within the stabilized criteria). e. Power setting is appropriate for the aircraft configuration
OMA 8.3.0.8.5.1
Stable Approach Requirements
The landing gear should be down and locked, and the landing flap selected, no later than 1500 ft AAL. At 1000 ft AAL: if the criteria in 8.3.0.8.5.1 Stable Approach Criteria are not met then a go-around shall be flown, unless:
i. the aircraft speed does not meet the criterion but can reasonably be expected to be achieved by 500 ft AAL and the power set is appropriate to achieve this
or,
ii. the aircraft is in the planned landing configuration and all landing actions have been completed but the landing checklist has not yet been completed.
in which case the approach may be continued to not less than 500 feet AAL while these criteria are achieved.
- At 500 feet AAL: if any of the criteria in 8.3.0.8.5.1 Stable Approach Criteria are not met then PM shall announce “GO AROUND” and an immediate go-around shall be flown.
- If a stable approach destabilizes below 500 feet AAL then PM shall announce “GO AROUND” and an immediate go-around shall be flown.
- If a valid “Long Landing” alert is activated then PM shall announce “GO AROUND” and an immediate go-around shall be flown.
OMA 8.3.0.8.5.2
CAT II and CAT III Stable Approach Requirements
For CAT II and CAT III approaches, the aircraft shall meet all stable approach criteria by 1500 feet AAL. If the approach destabilizes below 1500 ft. AAL then PM shall announce “GO- AROUND” and an immediate go-around shall be flown.
OMA 8.3.0.8.5.3
Stable Approach Criteria Exceptions
Sidestep Offset-NPA, SOIA Approaches, and RNAV Visual with RF Leg final i. The aircraft may continue through 1000ft whilst achieving lateral alignment. ii. Wings shall be level by 300ft AAL.
Circle to Land and Visual Circuit Approaches.
i. The 1,500ft AAL Landing Gear and Flap configuration selection requirements do not apply. ii. The aircraft may continue through 1000ft whilst achieving lateral alignment.
iii. Landing Checklist must be completed by 500ft AAL. iv. Wings shall be level by 300ft AAL.
At 500 ft AAL: if any of the parameters in 8.3.0.8.5.1 Stable Approach Criteria as modified above are not met, or if the approach subsequently becomes unstable, then PM shall announce “GO AROUND”
and an immediate go-around shall be flown.
FCI 2012-028 OMA 8.3.0.8.5.4 OMA 8.3.0.8.5.2 ALAR Approach and Landing Accident Reductions
Strategies for preventing and minimizing unstable approaches. Establish gates: - 3 x Altitude +10 nm = Distance required to continue a clean descent. - 250 knots and 5,000 feet at 25 nm from airport
- Gear down at 2,500, Landing flap selected at 2,000
- On Landing have touchdown targets to deal with long landings or extended flares… - Be Go-Around minded.
- Think of the Landing checklist as a CONTINUE Checklist, you can still go-around. - Stabilization criteria are minimum criteria, not targets.
Personal Procedures from SEP Training Non Precision Approach (NPA) Slant Range Requirements
- NPA approaches often require more visibility than the min visibility published on the approach plates. This is often compounded by the lack of approach lights on these approaches.
Height AGL(ft.)
Distance from Threshold (NM)
Horizontal Vis (meters) required to see Runway Threshold
appx. 6 x AGL ft. = vis required in meters
Horizontal Vis (meters) required to see 900M (3000 ft.) Approach Lighting System
(appx. 6 x AGL ft.) - 1000 = vis required in meters
100 0.33 620 Overhead 200 0.66 1240 340 300 1.00 1850 950 400 1.33 2460 1560 500 1.66 3090 2190 600 2.00 3700 2800 800 2.66 4930 4030 1000 3.33 6170 5270
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Use of Autoflight Systems Flightpath Guidance- The use of Flight Directors is mandatory unless unserviceable. Flightpath Control
- The use of Autothrust is mandatory unless unserviceable.
- The use of Autopilot is mandatory above 10,000 feet AAL and in Cruise unless unserviceable. - The use of Autopilot shall be planned an briefed based on perceived operational threats. Flight Path Management
- Crosschecking of selections and ongoing monitoring is mandatory. - FMS programmed (or captured) modes are preferred.
- PM programs FMS below 10,000 AAL.
OMA 8.3.18.2 OMA 8.3.0.8.8.1 OMA 8.3.0.8.8.6 FCI 2011-008 Approach Type Selection
- The most operationally suitable approach shall be planned in accordance with paragraph 8.3.18.3 - The most preferred available approach type should normally be planned unless a less preferred
approach is
i. Safer, (e.g. performing an ILS to maximum tailwind limits may pose a greater safety risk than another approach option for the reciprocal runway)
ii. Equally safe but more efficient.
- Selecting an approach type solely for the purposes of practice/training is prohibited.
- It is not permitted to carry out a ‘practice’ or ‘training’ NDB, VOR or LOC approach (with or without DME) if there is a valid ILS (LOC and G/S) radiating, GLS (GNSS landing system) or an RNAV approach is available.
- In order to achieve training objectives, a Training Captain, on an authorised training flight, may conduct a visual circuit or approach when instrument approaches are available, provided the weather conditions meet company VMC requirements.
OMA 8.3.18.2 OMA 8.3.18.3 OMA 8.3.0.8.8.1 OMA 8.3.0.8.8.6 FCI 2012-028 RNP Requirements
- Required Navigation Performance (RNP), where different from default, will be notified in OM-C for the specific FIR/route.
FCOM SP.20.1 OMA 8.3.2.4.3
Deceleration Planning
o 310 250 knots level flight, no speedbrakes: 60 seconds and 6 nm. o 250 Flaps up maneuvering speed: 50 seconds and 4 nm. o Deceleration in Level Flight
o Approach Flaps Extended: 10-15 kts per-nm. o Landing gear down and Full Flaps: 20-30 kts per-nm. o Deceleration on a 3 glide path:
o Landing gear down and Full Flaps: 10-20 kts per-nm.
FCTM 4.19 Fleet Facts March- April 2008 Continuous Descent Approaches
o CDA is an arrival from Transition Altitude containing no level flight or one phase level flight not longer than 2.5 nm.
o CDA profiles can be calculated by 3x Altitude + 1 nm per 10 knots of airspeed to lose prior to G/S intercept…
o Required rate of Descent is ½ GS x 10
UK CAA Pelesys o When planning a CDA establish 2 profiles: G/S Intercept on speed to the runway.
CDA point to G/S intercept point
o When flying a CDA approach calculate if the aircraft is above or below profile and correct if required. - E.g. GS intercept point is 10nm @ 180 knots… Aircraft is at 19 nm @210 knots… What should our
altitude be?
Answer (210 – 180 + 30 knots to lose, or 3nm…19nm - 3nm – 10nm = 6 nm.. 6 x 300 +1800 ft… 1800 + 3000 = 4800 feet…. we should be at 4800 feet… are we high or low??? Then correct path.
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Delayed Flap Approacho Final Flap selection may be delayed to accommodate ATC and conserve fuel. Intercept G/S with gear down and flap 20, approaching 1,500 select landing flap. For noise sensitive areas Landing gear may be delayed until 2,000’ AAL.
FCTM 5.13 Modified to EK Specs
RV vectors to final 5,000 meters visibility required OMA 8.1.4.3
Aircraft Categories
- Minimum visibility required prior to starting the approach.
- For CAT I and non-precision approaches only the touchdown RVR need be considered.
Aircraft Straight-In Circling B777-200 C D (205kts) B777F D D (205kts) B777-300 D D (205kts)
OMA 8.1.3.1
Orbits
a. Orbits below the higher of circuit altitude or 1500 ft AGL are not permitted. b. Descent below 1500 ft AGL is prohibited until the orbit is complete. c. The Approach Stabilization criteria must be met.
d. The autopilot must be engaged throughout the orbit.
OMA 8.3.0.8.8.7
Pilot Requested Orbits: Crew may only request an orbit if it can be conducted in daylight VMC whilst
maintaining constant visual contact with terrain. OMA 8.3.0.8.8.7.1
ATC Requested Orbits: If ATC request an orbit while the aircraft is under radar control, this may be accomplished in IMC or VMC, day or night. However, the following additional points must be considered:
a. The potential for loss of Situational Awareness. b. The possibility of “GPWS / TCAS” warnings
c. That crews are always responsible for Terrain Separation
OMA 8.3.0.8.8.7.2
Circling Minima
- Circling Approaches at night are not authorized.
- 1,000 AAL rounded up to the nearest 100 feet or pub minima whichever is higher. - 5,000 Meters or pub minima whichever is higher.
FCI 2012-28 OMA 8.5.6.1
Circling Airspace
ICAO PANS OPS TERPS
LAT 760 RAR 610 RAR 710
Charted as Charted as
ACFT Cat R (nm) OCH (ft) ACFT Cat R (nm) AAA (ft) Vis (sm) A / Max 100KIAS 1.68 295 A <91kts 1.3 350 1 B / Max 135KIAS 2.66 295 B >91kts<121kts 1.5 450 C / Max 180KIAS 4.20 394 C >121kts<141kts 1.7 450 1.5 D / Max 205KIAS 5.28 394 D >141kts<166kts 2.3 550 2 E / Max 240KIAS 6.94 492 E >166kts 4.5 550
CAT A and E aircraft not charted in LIDO charts.
Great caution is required when circling with TERPS minima as the protected airspace is much smaller
Visual Circuit Approach
- Visual Circuit Approach shall only be used for Base Training Flights and expeditious returns following takeoff.
- Min weather is Company VMC
- Company VMC In-flight visibility 5,000 meters, vertical distance from cloud 1,000 feet, Horizontal distance from cloud 1.5 nm
FCI 2012-28 OMA 8.1.4.3 LIDO Gen Text RAR 680 SRA Approaches Flight crews are not permitted to execute SRA (Surveillance RADAR Approaches) approaches. OMA 8.3.0.8.8.7 Fly-by
Confirmation
Fly-By confirmation manoeuvres are prohibited..
OMA 8.3.0.13.2
Max bank angle - the maximum bank angle permissible 30°. OMA 8.3.0.5
Wake Turbulence Separation
RADAR SEPARATION
- HEAVY Behind a HEAVY ... 4nm - HEAVY Behind a SUPER ... 6nm
NON-RADAR SEPARATION
- HEAVY Behind a HEAVY ... 2 min - HEAVY Behind a SUPER ... 3 min
OMA 8.3.9 LIDO RAR 730 B757 is treated as a Heavy
Australian Wake Turbulence Separation – Intermediate Departures
OFP Attachment
Aircraft Categories
Separation Minima
Leading Aircraft Following Aircraft Minutes Super Heavy 4 Medium 4 Light 4 Heavy Heavy 2 Medium 3 Light 3 Medium Light 3
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New Commander Restrictions- Two Recently Trained Pilots must not fly together until they have completed a 45 day consolidation period. - No CAT II III approaches until 50 hours or 20 sectors on type.
- + 100 meters for CAT II III Approaches until 100 hours or 40 sectors.
OMA 4.0.1.4 OMA 5.2.16.1
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 Approach Ban Point
See 10-AWO or CCI page for RVR requirements and Approach Ban Point.
- The ABP Is the OM or equivalent point, for circling Approaches it is the IAF. - The Approach Ban Point for each CATII / III is included on the 10-AWO plate.
- The ABP is the FAF inbound or where the final approach course is intercepted. For circling approaches it is the IAF.
- The ABP is the FAF or the published G/S intercept.
- An approach shall not be continued beyond the Approach Ban Point if the reported visibility/RVR at the Approach Ban Point is less that the applicable minimum.
- If the RVR is varying between distances less than and greater than the minimum RVR the approach may be continued.
- If south of 60° long. And no RVR or runway visibility (PIREP) for the runway of intended approach is available, and ground visibility is reported to vary between distances less than and greater than the minimum visibility the approach may be continued.
- After passing the Approach Ban Point, if the reported visibility/RVR falls below the applicable minimum, the approach may be continued to the DH/Alert Height, or MDA.
OMA 8.1.4.3.3 OMA 8.3.0.8.4.2 OMA 8.3.0.8.6 OMA 8.3.0.8.6.3 FCTM 2.20.2 Conversion of Reported Met Vis to RVR (Factored Met Vis))
Provided the charted minima of RVR / Visibility for approach does not have the suffixes “R” for RVR or “V” for Visibility, and RVR is not reported, the Reported Met Visibility may be converted to RVR (Factored Visibility), using the table below.
Notes a. Factored Met Visibility shall not be used for calculating Takeoff Minima, for CAT II or CAT III operations, or when RVR is reported.
b. Met Visibility shall not be used, or converted to RVR, if RVR is reported.
OMA 8.1.4.3.1.1
VNAV APPROACH
The FMC transition to ON APPROACH under the following conditions: - The aircraft is in the descent phase and the flaps are out of UP.
- A VFR approach has been created and incorporated in the active flight plan and: - The airplane has sequenced the FAXXX or
- The airplane is enroute to a DIRECT-TO or INTERCEPT-TO the RWYYY waypoint and the airplane is within 25 NM or the runway threshold.
- A published instrument approach has been selected and incorporated in the active flight plan and: - The airplane has sequenced the first waypoint on the published approach or,
- The airplane is enroute to a DIRECT-TO or INTERCEPT-TO waypoint (DIRECT displays at 1L or the RTE page) and the airplane is within 12 NM of the runway threshold.
FCOM 11.31.25 The FMC transitions off of ON APPROACH under the following conditions:
- The Pilot selects TO/GA. - The airplane lands.
- The airplane flies beyond the last waypoint in the approach (missed approach waypoint or runway). The VNAV page title changes from “ACT xxxxx DES” to “ACT END OF DES”
When the FMC is ON APPROACH the following features are available:
- The IAS/MACH window can be opened and the command speed can be set while VNAV remains in the VNAV PATH descent; VNAV commands the set speed.
- The MCP altitude can be set above the airplane altitude for the missed approach. When the desired MCP altitude setting is at least 300 feet above the current airplane altitude, VNAV continues to command a descent.
- VNAV remains in VNAV PTH and follows the descent path unless the airplane accelerates to within 5 knots of the current flap placard and the airplane rises more than 150 feet above the path. In this case VNAV PTH changes to VNAV SPD.
If VNAV ALT has engaged beyond the FAF
- Set DA/MDA in the MCP and select altitude intervention without delay to enable continued descent on the final approach point. Execute a missed approach if the deviation above path becomes excessive enough to prevent achieving a stabilized approach.
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Raw Data Monitoring Requirements
- During localizer based approaches; LOC, LOC-BC, LDA, SDF, AND IGS, applicable raw data must be
monitored throughout the approach. FCTM 5.25
- During non-localizer based approaches where the FMC is used for course or path tracking (VOR, TACAN, NDB, RNAV, GPS etc.), monitoring of raw data is recommended, if available. Although continuous monitoring of raw data during approaches is not required, ground based navigation aid(s) should be checked for correct navigation no later than final approach.
- Checking of raw data for correct navigation before commencing the approach may be accomplished by;
pushing the POS switch on the EFIC control panel and comparing the displayed raw data with navaid symbols on the map. Example: The VOR radials and the RAW DME data should overlay the VOR/DME stations shown on the MAP and the GPS position symbol should nearly coincide with the tip of the airplane symbol (FMC position).
displaying the VOR and ADF pointers on the map display and using them to verify your position relative to the map display.
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 excedance to a minimum.
Overweight Landing – Policy
a. 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).
b. 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.
c. 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.
d. Appropriate actions to reduce estimated landing weight include: (the list is not to be read as an order of preference)
i. To fly faster than ECON speed ii. To fly at lower than optimum flight levels iii. Early descent
iv. Descent with speed brake v. Holding
vi. Extended ATC track miles vii. Early Configuration
e. 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.
f. It is permitted to land an aircraft exceeding the:
i. MLW during Non-normal (Boeing)/Abnormal (Airbus) operations ii. MLW and/or RLW in an Emergency.
g. 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
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Cold WeatherCorrections OMA 8.1.1.2 OMC Appendix L OMA 8.3.0.8.8.2.b FCOM NP 21.48
Max Approach attempts
If a second approach is unsuccessful, the aircraft should divert to the alternate airport, or hold until the weather conditions improve sufficiently for a third approach, and the Commander deems that there is a high likelihood of a successful landing from that approach.
If a third approach is unsuccessful, the aircraft shall divert to the alternate airfield.
OMA 8.3.0.9.3
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Missed Approach Climb GradientPrior to dispatch the max landing weight is calculated to meet:
- The Engine Inoperative Climb Gradient requirement for the higher of: o 2.1% for a normal approach,
o 2.5% for an approach to less than DH of 200’,