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Flashcards in OM Deck (155):
1

Supplement

published when considered necessary to explain detailed procedures of flight standards

2

Information

issued when temporary notice concerning the provision in this manual is necessary

3

who is responsible for keeping the manual up to date

Flight standards department

4

company clearance

the content of an operational flight plan approved by the captain and the flight dispatcher

5

critical phase

the significant phase such as taxiing, taking-off, climbing, final approach and landing

6

Dispatcher Release Message DRM

a message required for flight which is sent by the flight dispatcher and includes the operational flight plan approved by the flight dispatcher on duty

7

flight watch

means that the flight dispatcher watches the flight progress and provides the flight crew members with necessary operational information

8

operational control

shall mean the exercise of authority by the captain and flight dispatcher over the initiation, continuation, diversion or termination of flight.

9

operational flight plan

the plan to achieve the safety flight based on considerations with regard to airplane performance, operational limitations, and expected conditions on the route to be flown and the airports of intended landing.
This includes:
flight number
flight leg
airplane type
route
altitude
alternate airport
required FOB

10

other designated airports

those airports which are designated by the company to be used in scheduled flight operations, other than regular airports

11

regular airports

shall mean the airports to be used for the cities as departure, destination, or intermediate points among airports designated for scheduled flights by the company

12

Capt will turn seat belt sign on:

during taxiing
during takeoff and landing
when turbulence which endangers pax or cabin attendants are anticipated or encountered
when capt considers it necess

13

seat belt sign on, cabin attendant actions:

conduct minimum safety measures, immediately sit down to designated seats or nearest seats and fasten their seatbelts
request pax to keep their seatbelts fastened by announcement

14

preparation of operational flt plan

flight dispatcher
in accordance with Civil Aeronautics Law, OM, AOM and MEL/CDL Manual
planning shall be completed by the time the capt reports

15

check for mental and physical condition

by capt and ground personnel will exchange information with flight crew to confirm mental and physical condition

16

confirmation of the airplane condition and documents

capt shall confirm the following points:
airplane maintenance condition
journey log and radio log
airplane exterior conditions
devices and equip on board airplane
security items and pre-flt security check
documents to be carried in airplane

17

pre-flt security check

exterior check
check that no suspicious objects are on/in the airplane

cabin check
the cabin attendants perform, or flt crew where no cabin attendants onboard

18

documents in pouch

airworthiness certificate
registration certificate
designation for operating limitations
radio station licence
aircraft earth station licence (SATCOM)
emergency documents
air operator certificate
2 fuel cards

19

what has precedence over an RA

stall warning, alerts and GPWS alerts

20

basic policy

capt and flight dispatcher shall:
1) secure the safety of operations
2) maximum efficiency of operations
3) maintaining schedule
4) pax comfort

Any disagreement between capt and flt dispatcher, the safer opinion shall be adopted. If either of them regards the flight as unsuitable, the flight concerned shall not be undertaken.

Capt has final responsibility

The flt dispatcher shall support the capt, by using avail personnel, equipment, and related authorities so that the flt can be conducted in a safe and efficient manner.

The capt and flt dispatcher shall not undertake the flt where flight crew members are found to be unfit to perform their duties.

21

Operational control station

Tokyo International Airport

22

taxi fuel

means the amount of fuel required in the period from engine start until takeoff. This fuel is not included in the estimated takeoff weight.

23

burn off fuel

means the amount of fuel required to fly to, and land at, the destination airport from takeoff at the departure airport

24

contingency fuel

5% of burn off fuel or the amount where 15 mins holding is possible under ISA/ 1500' condition, whichever is greater.
In planning this fuel is assumed to be consumed by the time that the airplane lands at the destination airport.
However, in calculating the allowable landing weight, this fuel is not considered to be consumed

25

alternate fuel

means the amount of fuel required to fly to, and land at, the alternate airport after go-around at the destination airport.
If two or more alt airports are selected, the most distant alternate airport shall be used for fuel planning

26

reserve fuel

means the amount of fuel required to fly for 30 mins at 1500' ISA with alternates or 2 hours at crz spd no alternates pre-flt or inflt 30 mins with no alternates. VFR us 45mins at crz spd.

27

Planned Contingency Fuel PCF

means the fuel of which quantity the Company specifies the standard in advance for each route considering increased fuel consumption that may be caused by the specified reason on specific route or airport.

28

extra fuel

means the fuel loaded when the capt and flt dispatcher consider it necessary to meet the Company basic policy:
ATC
wx at dest/alt, or en-route
fuel loading proc
others, if any

29

minimum required fuel on board

burn off
contingency
alternate
reserve

30

minimum fuel for VFR

burnoff
reserve (45 mins at crz spd)

31

company position report

using ACARS:
Call sign
The name of the point passed and the time
altitude
ETA next posn
other necessary matters

32

airport use for China and Taiwan

airplane using China as dep/dest shall never select Taiwan as alt.
airplane using Taiwan as dep/dest shall never select airport in China as alt.

33

maintenance release at diversion airports

absence of qualified maintenance personnel may be replaced by captain's verification as far as all the conditions below are met:
maintenance action limited to minor preservation
qualified maintenance personnel is not able to attend due to various reasons
MOC (Maintenance Operations Control) is trying to comprehend airplane condition
MEL/CDL shall not be applied, unless MOC and Capt judge to be no problem.

34

minor preservation?

simple preservation works such as replacement of standard part or equipment which does not include torquing or adjusting of clearance and complex assembly work

35

FOB calculations

taxi fuel - ramp wt
burn off fuel - climb - est TOW
crz - est wt in crz
descent - est TOD wt
contingency fuel - holding under ISA/ 1500' with est LW at dest

36

alternate fuel and reserve calc

alternate fuel
for climb - the wt which burn off fuel and contingency fuel are deducted from est takeoff wt or est wt at re-clear fix
crz and descent as per normal at speed and power specified in AOM.

reserve fuel
alt selected - est LW at alt based on holding data under ISA/ 1500'
no alt selected, est LW at dest and alt and speed for dest shall be used:
in crz phase, alt and speed for alt airport to be used
for holding, based on holding under ISA/1500'

37

PCF calc

specified in RM
for flt plan based on holding data under ISA/ 1500' for est LW at dest

38

extra fuel calc

holding data under ISA/ 1500' at est LW at dest

39

why contingency fuel

fuel increase due to the variation in wind, temperature, flight level, flight weight, airplane performance, or the use of anti-ice and so on.

40

why PCF? can it be removed?

It is a kind of extra fuel regulated by the company as standard.

It can be removed where the Capt and flt dispatcher agree for reasons such as:
flt plan is planned at lower flt level which the PCF was designed to cover.

41

one engine inoperative drift down path

The net flt path allows the airplane to continue flt from the cruising alt to an airport where a landing can be made clearing all terrain and obstructions within 5nm either side of track by 2000'
The following reqmts must be considered:
the eng fails at the most critical point enroute
airplane passes over critical obstruction
winds shall be considered
fuel jettisoning may be allowed
alt airport is specified in the company clearance and meets wx minima
net flt path data in AOM is used for the consumption of fuel and oil after engine failure

42

METAR AUTO

do not use QNH
do not use for judgement of Company minima in flt
Can use at RODN Kadena

43

wx info for dep alt airport

if CIG is less than minima, and aircraft are still landing can use that info to show actual wx is above ldg minima??

44

crosswind for takeoff and ldg

takeoff - within limit at takeoff clearance
landing - within limit at landing clearance
prior 500' and above limit must check at 500' or GA
landing clearance after 500', if the value at 500' was ok can continue if the flt crew members judge that the airplane can land safely with the normal manipulation

45

60 mins range OEI

424nm

46

Use of fuel onboard

confirm fuel on board that was approved in company clearance was loaded.
capt may use a part of extra fuel, PCF and taxi fuel for APU etc at his/her discretion. However, the FOB must be at or above the minimum reqd FOB at the block-out time.

47

fuel low stage

MAYDAY MAYDAY MAYDAY FUEL - when est fuel on ldg is less than 30 mins
MINIMUM FUEL - when fuel remaining has reached the stage where little or no expected delay can be accepted, though it does not result in state of emerg like mayday, no ATC priority

48

approval proc for operational flt plan

flt dispatcher provides DRM including operational flt plan - means an approval by flt dispatcher
Capt approves plan by inputting approval into POBS or by signing DRM
Where diversion and ACARS only way to approve if Capt agrees
Changing company clearance: can be by ACARS or oral communication

49

IFR operations in class G airspace

except an unavoidable situation such as an emergency, the use of class G shall not be conducted.
The following are exempted:
US military airspace in Japan
operations according to special procedures in RM

50

self contained navigation

the navigation performed when flight is made with inertial navigation system as a primary navigation equipment flying over areas where navaids or landmarks can not be effectively used in navigation for a distance of 550km or more (300nm)

Two sets of INS are required at the time of departure

51

self contained navigation decision point

point considered to be the best point from which the flight will return or divert in case the number of INS functioning normally becomes less than two.
The point is normally located in an area where ground reference or navaids are available.

52

critical DME

means a DME causing a hinderance to navigation to be based on DME/DME or DME/DME/IRU in a specific RNAV route when it became impossible to use.

53

DME GAP

means a segment on the route where the combination of DME signal which meet designated navigation accuracy required cannot be received
MAX 14NM

54

RNAV 1/2/PRNAV

RNAV 1 = PRNAV
ie 1nm 95% of the time

55

RNAV 5/BRNAV

are the same ie 5nm 95% of the time

56

NOTES FOR RNAV/RNP OPS

when airplane within navaids coverage, or GPS signal avail, those signals shall be provided to the system
confirm nav database is valid and suitable for flt area
if RNAV system becomes inoperative or its navigation accuracy becomes unreliable, advise ATC unit and follow their instructions such as RV

57

RVSM equip

two individual altitude measurement systems (2 ADC)
one automatic altitude control sys
one alt alert sys
one SSR altitude reporting Tx (MODE C)

58

ETOPS

operations conducted by two engine airplane over a route which contains a point farther than 60 mins flying time at OEI cruise speed (wind calm) from an adequate airport

59

adequate airport

operationally avail from earliest poss time to latest poss time for emerg landing based on ETD
adequate runways for landing
adequate ATC, lighting and comms, wx service, navaids, landing aids, and fire fighting systems which are adequate for the operation

60

suitable airport

an adequate airport avail at the same times as adequate airport:
wx conditions must be at or above minima in S-4-15
runway of sufficient length given wx conditions

61

enroute alternate airport

selected for ETOPs operational flt plan from suitable airports with OEI range. RFFS min cat 4, or avail to be augmented within 30 mins.
Departure and dest are used as enroute alt airport

62

critical fuel

specified in AOM
the amount of fuel on board the airplane which is considered when preparing the ETOPs operational flt plan and which enables the airplane to fly safely to the prescribed enroute alternate airport in the event of decompression and OEI failure at the critical point where fuel consumption is considered most vital to continued operations

63

ETOPS entry point EEP

the first point on the airplane's outbound route which is 60 mins flying time from the enroute alternate airport at the OEI cruise spd in calm wind

64

ETOPS exit point EEP

means the last point leaving ETOPS area on the inbound route which is 60 mins flying time from the enroute alternate airport at the OEI cruise spd in calm wind

65

120 mins ETOPS

835 nm
USA (Guam)
Singapore
VTBS
VVTS

66

180 mins ETOPS

1245nm
PHNL

67

RNAV 1 routes not in Japan

DME/DME are not established in Japan for RNAV1 routes

68

RAIM prediction

not required when it is confirmed the aircraft can fly by sensors other than GPS

69

Capt actions for loss of all INS

request RV if poss
utilize onboard wx radar
look for navaids avail such as NDB
DR navigation
request assistance from other aircraft in vicinity

70

1 set INS

1 FMS
1 IRS

71

2 set INS

with MCDU 1 FMS 2 IRS (L/R MCDU and L/R IRS op)
with MCDU 2FMS 2 IRS

72

applicable routes for self contained nav

Japan - North America
Japan - Hawaii
Japan - Australia (BNE, SYD)
self-contained nav decision pts in RM

73

when to obtain RAIM prediction

where GPS operation planned (15 mins before and after ETA in the case of GPS Stand-alone approach and RNP app)

74

how to update GPS posn

press N1
manually enter not reqd when intersection is within 1000' of rwy threshold

75

flying RNAV 1

AP or FD in LNAV

76

flying RNAV 2

AP or FD in LNAV, but ND may be used

77

flying STAR and advised critical DME out of service

request RV

78

RNAV 1/2 onboard equip

1 FMS
1 DME
1 IRS
I GPS (WHERE REQD)

79

loss of RNAV capability

advise ATC, request RV
report to JCAB

80

RNAV 5 onboard equip

1 FMS
1 VOR
1 DME
1 IRS
1 GPS (WHERE REQD)

81

flying RNAV 5

AP or FD in LNAV, ND may be used

82

flying RNAV 10

AP or FD in LNAV, ND may be used

83

automatic position updating (renewed allowable flt time) RNAV 10

DME/DME 18 mins
VOR/DME 30 mins

84

allowable flt time RNAV 10

1 FMS 2 IRS 1 GPS UNLIMITED (L/R MCDU AND L/R IRS OP)
1 FMS 2 IRS (L/R MCDU, L/R IRS OP) 9 HRS 33 MINS
2 FMS 2 IRS 1 GPS UNLIMITED
2 FMS 2 IRS 9 HRS 33 MINS

85

BASIC RNP-1 OPS

O1 ATS flt plan
AP or FD in LNAV
XTK error max 1/2 RNP, up to 1 RNP for turn ok

86

required on board equip RNP-1

2 FMS (TWO SETS MCDU/CDU OP)
2 IRS
2 GPS
2 EHSI

87

RNP 4

L1 ATS flt plan
min 24 GPS satellites otherwise change RNAV 10
AP or FD in LNAV
XTK error max 1/2 RNP, up to 1 RNP for turn ok

88

reqd onboard equip RNP 4

2 FMS (2 SETS MCDU/CDU OP)
2 IRS
2 GPS (IF 1 INOP CHANGE RNAV 10)
2 EHSI

89

RNP APPROACH

S1 ATS flt plan
AP or FD in LNAV
XTK error max 1/2 RNP, up to 1 RNP for turn ok

90

when missed app for RNP APP

onboard equip becomes inop
UNABLE RNP
XTK error exceeds 1 * RNP

91

onboard equip RNP APP

2 FMS (2 SETS MCDU/CDU OP)
2 IRS
2 GPS
2 EHSI
1 AP

92

wx minima for ETOPS

Cat III 200'/RVR 550m or vis 800m
Cat II 300', RVR/VIS 1200m
multiple rwys DH/MDH +200', RVR/VIS + 800m
single rwy Cat I, NPA straight in and circling DH/MDH +400', RVR/VIS + 1600m

93

onboard equip for CPDLC

1 FMS
1 ACARS
1 CDU
1 SATCOM

94

onboard equip for ADS-B

1 ATC Tx
1 GPS
1 FMS

95

CAT 1

DH NOT LOWER THAN 200'
RVR NOT LESS THAN 550M

96

CAT II

DH LOWER THAN 200' BUT NOT 100'
RVR NOT LESS THAN 300M

97

CAT IIIa

AH
AND RVR NOT LESS THAN 175M

98

APPROACH BAN

THE REGULATION OF FORBIDDING TO CONTINUE THE APPROACH BEYOND A SPECIFIC POINT UNLESS THE REPORTED WX CONDITION IS ABOVE THE SPECIFIED COMPANY MINIMA
FAF
OM
1000' AFE
IN RM

99

takeoff minima

HIRL AND CL
200M all zones

TDZ MID STOPEND
300 300 --- (2 RVRS TDZ >/500, OTHER ZONE >/200M)
300 --- 300 (AS ABOVE PLUS MID PT REQD IF TAKEOFF POSN CLOSER TO MID THAN TDZ)
500 --- ---

LVP IN FORCE OTHERWISE 400M LIMIT

HIRL OR CL
TDZ 600M OR 600M VIS

OTHERS
TDZ 800M OR 800M VIS

100

TAKEOFF ALTERNATE

USE LDG MINIMA
CANNOT USE CAT III UNLESS ABLE TO DO OEI
LOWER LIMIT OF RVR 200M

101

CIRCLING APP MINS

MDH 550'
VIS 3200M

102

BASIC 1 CAPT MINIMA

TAKEOFF
CAT 1 CAPT VALUE OR 0- 800/800

LANDING MINIMA
PRECIS APP CAT 1 CAPT VALUE OR DH 300 - 1600
NPA OR CIRCLING CAT 1 CAPT VALUE = DH/MDH + 600 AND RVR + 3200

ALT MINIMA
CAT I CAPT VALUE

103

FLT PLANNING FOR RNAV AT DEST AD

1 instru app without GPS at alternate, or at dest if no alternate selected

104

GROUND FACILITIES CAT I

LOC GS
OM (UNLESS OTHER FIX)

105

GROUND FACILITIES CAT II

LOC GS
OM (UNLESS OTHER FIX)
ALS
RL
RTHL RENL
TDZ
CL
TDZ RVR
MID RVR
STOP RVR

106

GROUND FACILITIES CAT III

LOC GS
OM (UNLESS OTHER FIX)
RL
RTHL RENL
TDZ
CL
TDZ RVR
MID RVR
STOP RVR

107

why can COP not fly CAT II/III

because they may require difficult decisions, hard judgment at lower alt than Cat I ops

108

CAT II AIRPORTS

JAPAN
USA
CHINA
KOREA
TAIWAN
SINGAPORE
THAILAND

109

CAT III AIRPORTS

JAPAN
KOREA

110

CMV CANNOT BE USED

TAKEOFF
CAT II/III
CIRCLING APP
ALTERNATE AIRPORT

111

UNRULY BEHAV CAT 1

PUNISHABLE OFFENCE AGAINST CURRENT LAWS
HIJACKING OR DAMAGING AIRPLANE
VIOLENCE AGAINST CREW MEMBERS OR PAX, DAMAGED TO PROPERTY

112

UNRULY BEHAV CAT 2

PROHIBITION ORDER WILL BE APPLIED, IF NOT OBEYED WILL BE PUNISHED
1) operating handle, or other parts of cabin door/emerg exit
2) smoking in lavatory
3) actions that interfere with the duties of the crew members and that may hinder the safety of airplane
4) using an electronic device which is prohibited
5) not fastening seat belt when ordered
6) not returning back of seat, table, footrest to original position for takeoff and landing
7) leaving baggage where it may obstruct emerg evac
8) operating emerg equip/devices

'Prohibtion order' means an order from PIC telling not to do the same behaviour

113

unruly behav Cat 3

behaviours to disturb good order on board or behave against discipline on board.
smoking in no-smoking area except lavatory
shouting or making noise without reasonable reasons

114

Capt actions Cat 1

issue warning letter
restrain if necess
in principle, ask ground personnel, operation to arrange the police to stand-by

115

Capt actions Cat 2

issue prohibition order

116

Capt actions Cat 3

issue warning letter

117

warning letter

for Cat 1 and 3 to firmly tell the pax that their behav is unlawful.
cabin attendant's shall warn verbally, or present a warning letter to the pax after obtaining the capt's permission (written in 12 languages)
if crew member considers it will worsen situation it is not necess
must be report to company when used
Air Safety Report

118

prohibition order letter

Cat 2
present to pax after obtaining capt permission.
when used must report to company
Air Safety Report

119

when are lift rafts required

>740 km off coast

120

4 chimes fasten seatbelt

1 min prior to takeoff

121

4 chimes no smoking

10 mins prior to landing (announces to cabin the commencement of the critical phase by the chime and begin the safety instruction in the cabin in the preparation for ldg)

122

alert call

3 HI LO chimes with flashing lgt

123

turn ldg lgts on and off 3 times

interphone unusable use hand signals

124

turn ldg lgts on and off 3 times
then all other lgts until response

emerg situation arises and interphone unusable
check abnormal condition externally and communicate with flt crew

125

number of WCHC without attendant

2

126

number of officers to escort prisoner

3 officers per prisoner (max 3 pris per flt)

127

minimum number of cabin crew

5
more than 250 seats = 6
can use minimum for unforeseen circumstances, but not out of NRT

128

2 crew duty periods

12 hours flight time duty
15 hrs flight duty period
5 landings

129

3 crew duty periods

15 hrs flight time duty
20 hrs flight duty period
1 landing

130

hrs per month
3 months
calender year

calendar month 100 hrs
3 calendar months 270 hrs
calendar yr 1000 hrs

131

reqmts for COP to takeoff and land

wx as per BASIC 1
xwc 1/2 times or less
rwy cond DRY, DAMP or WET (GROOVED)
no sys malfunction which affects takeoff or land perf
landing wt for WET (GROOVED) 250 000lbs or less for rwy less than 2300m 45m or more width

132

capt when at or below 300' on final app phase

capt shall take over controls immediate from COP, instead of giving instructions or advices, in the case his/her manipulation is not satisfactory

133

use of alcohol

not within 12 hrs prior to ETD

134

use of medication

cannot use medicine which may linger for flt duties unless prescribed by company doctor

135

emerg proc

capt shall take every mean necess to secure pax safety and prevent damage to persons or property on land or water
capt is authorized to deviate from relevant regulations or the company regulations

136

urgency comms

PAN PAN by 3
station addressed
callsign of airplane
nature of urgency
intentions
present position, alt and course
other items

137

distress comms

MAYDAY by 3
station addressed
callsign of airplane
nature of distress
intentions
present position, alt and course
other items

imposition of silence by capt in distress
'stop transmitting, MAYDAY'

138

hearing distress msg

MAYDAY RELAY by 3
affected callsign by 3

139

crew incapacitation

obvious incapacitation
subtle incapacitation

to detect:
standard callouts
monitor and cross checking

Two communication rule

140

manipulation by second copilot

passed initial check
PIC is LAC/Flt instructor/Check pilot
pilot will have experience as COP at airport concerned
rwy 2500m or more
straight in ILS only

141

landing flap 25 or 30

flap 25 2001m or longer
flap 30 2000m or less

142

When is a G/A required:

✈ When a safe landing is supposedly impossible, PM to call “GO AROUND”
✈ If the average IAS is continuously not in the range of VREF to VREF+20 at the threshold, then G/A
✈ Final judgement is at PIC (Captain) discretion, even if GO AROUND call made by PM

143

3 Types of Takeoff's:

✈ Normal T/O – brakes on, set 70% N1, release brakes, N1; effective for maintaining directional control - slippery runways
✈ Rolling T/O – thrust to 70% N1, N1, with no brakes applied; recommended for strong crosswind (>20kts) and tailwind (>10kts)
to prevent engine surging; shortens T/O time but increase T/O distance by approx. 150’; makes directional control more difficult
✈ Static T/O – brakes on, set 70% N1, N1 thrust reached, release brakes; less TODR and good directional control; in slippery
conditions, a/c may slip and move even with full brakes on, increases chance of FOD, very noisy, pax discomfort

144

How do you apply an MEL flow chart?

✈ There are two possible situations…
1. MEL already applied
In this instance, engineering will discuss the MEL with the PIC and its operational requirements as well as maintenance
carried out. The PIC can then make the final decision.
2. Malfunction occurs during duty
The PIC considers the possible application of the appropriate MEL. The Assistance Dispatcher and Flight Dispatcher will then
discuss and the Flight Dispatcher will provide a recommendation to the PIC. At that stage the PIC can make the final decision.

145

What actions should be taken if the runway becomes wet during taxi for takeoff?

✈ Consult Handy Speed Book for using “WET” figures.
✈ Must check performance figures for runway surface.
✈ TO2 not available if the runway is FISS – Flooded, Iced, Snow, Slush covered = contaminated (AOR + FPDM)

146

IRS Full Alignment and Quick Alignment:

✈ Full – required when time when…
1. Domestic flight other than first flight of day.
2. International flight
3. Last alignment >18 hours;
Procedure: IRS to OFF then NAV, ON DC illuminates momentarily; takes approimately 10 mins;
✈ Full (high latitudes: 70-78°) - require minimum 17 mins
✈ Fast – allowed for domestic flight other than first of the day.
Procedure: IRS to ALIGN then NAV; enter position, takes approximately 30 seconds

147

TODR as per the OM? What are the various factors?

No person shall takeoff the airplane at weight greater than which permits a balanced field length. The following shall be
considered in determining the maximum takeoff weight.
1. Takeoff weight shall not be greater than the AFM value for the runway length and gradient
2. A net takeoff path is the path that clears all obstacles within the lateral range of 300’ + 0.125D (D = distance from
runway threshold) from the intended track by a height of at least 35’. Obstacles at a distance greater than 2,000’
horizontally on either side of the intended track need not be cleared.
3. It is assumed that the airplane is not banked before reaching a height of 50’ and thereafter that the maximum bank to
clear all obstacles on the takeoff flight path is not more than 15 degrees,

148

What happens if the A/P is engaged at 200’?

✈ Initially - HDG HOLD/ V/S /THR HOLD
✈ At level off – ALT HOLD/N1 (speed will increase to this reference limit)

149

Why have you chosen to use Flap 5 and TO2 for this flight?

As specified in the AOM 8-2-10, for a domestic flight on a Dry/Wet runway
greater than 2000m, the recommended takeoff power and flap setting is F5 TO2.

150

Why are you landing with flap 30 for this flight?

The AOM 8-2-11 recommends F25 for a landing on a runway greater than
2000m however for training we have been using F30.

151

Why is there a lower crosswind limit for contaminated runways?

Slippery runways reduce the handling capability in crosswind as a result ANA
have defined slippery crosswind limitations based on their experience.

152

What are the crosswind limits for the B767?

Dry: 33kts
Wet (grooved) 25kts
Wet (ungrooved) 20kts
BA Good: 20 kts
BA Medium-Good: 20 kts (15kts less than 2500m)
BA Medium: 20 kts (15kts less than 2500m)
BA Medium-Poor: 15kts (10kts less than 2500m)
BA Poor: 10kts
Slush (2mm or less): 15kts
Slush (3mm-12mm): 10kts
Takeoff & Landing not permitted when: Water/Slush of 13mm or more
Wet snow of 51mm or more
Dry snow of 71mm or more - Takeoff
Dry snow of 153mm or more –Landing

153

How is the takeoff field limit calculated?

The field limit weight is calculated using the runway length available to calculate
the ASD, TOD & Factored all engine TOD based on Weight, Altitude, Temperature,
Wind, Runway slope & Runway condition. Corrections can also be made for Antiicing
or Packs off.

154

How is the takeoff climb limit calculated?

The ability of the aircraft to climb from liftoff to 1500ft above the airfield
elevation and meet the required climb gradients based on Weight, Altitude &
Temperature. Corrections can also be made for Anti-icing or Packs off.

155

What information is distributed by NOTAM?

Information that is of temporary nature and short in duration regarding any
aeronautical facility service, procedure or hazard.