8. Operating Procedures Flashcards
Journey log docs 8.1.12.4
- OFP
- ATL
- Loadsheet
- NOTOC
- ASR
OFP checken prior accepting 8.1.10
- Correct flight number
- Date
- Ac registration
- Stretch
- ZFW
- Correct alternate aerdromes
- Continguency fuel correct coverage
Accept OFP not before V-75
New alternate - dispatch should provide new OFP.
Final submit after flight —> commander certifies completion of the journey log.
ATL 8.1.11
- AML - aicraft maintenance log
- NML - non safety maintenance log
- AFL - aircraft flight log
- IFU - instructions for use
AML 8.1.11.1
Aircraft Maintenance Log:
- IFU - instructions for use
- DDL - deferred defect list
- ABC - aircraft briefing card
- CRS - certificate release to service
NML 8.1.11.2
- IFU - instructions for use
- DDL - deferred defect list
- CBC - cabin briefing card
- NSRE - non safety related equipment list
AFL 8.1.11.6
Aircraft Flight Log
- ac movement and fuel quantities
- Date regarding de/anti ice
- Autoland performance
- Portable water quantities(?)
CRS 8.1.11.7
Without = not allowed operation.
Contains following info:
- ac type, reg, serial nr
- Scheduled maintenance check
- Data, total airframe hrs, total landings
- Accomplished work, repair station, release to service.
Becomes invalid in case of a defect or damage to ac or its components, which may affect the safety of the flight and is rendered valid again after remedy to repair.
Loadsheet 8.1.8.8
Checken:
- ac registration
- Flight nr
- Date
- Crew complement
- Fuel figures
- Final loadsheet V-6
Nr vs geschreven niet hetzelfde: REJECT!
Verandering aantal/gewicht: nieuw loadsheet! - flight dispatch
Accept loadsheet 8.1.8.8
- Acceptance final loadsheet
- Confirmation that cpt and his delegate have qualified themselves for the relevant aerodromes.
MFA (minimum flight alt) 8.1.1.1
Altitudes for all route segments to provide obstacle clearance, taking into account:
- accuracy position Ac
- inaccuracies in indication altimeters
- characteristics terrain
- unfavorable meteo conditions
- inaccuracies in aeronautical charts.
Correction to be made to MFAs 8.1.1.1
- temp corrections: C2-2.3.4
- pressure corrections: C2-2.3.5
- mountain waves: OMA 8.3.9.9
- ATC clearance
MORA 8.1.1.2
Minimum off route altitude.
10nm along route - displayed on OFP
1000ft clearance up to 6000ft
2000ft clearance above 6000ft
MEA 8.1.1.2
Minimum Enroute Altitude
On your AIP plates. (Black nr between route segment fixes) - adequate NAVAID SIGNAL!!
1000ft clearance below 6000ft
2000ft clearance above 6000ft
MTCA 8.1.1.2
Minimum Terrain Clearance Alt.
10nm either side of route
SID/STAR plates 5nm either side.
(Red airway number on plates)
1000ft clearance up to 6000ft
2000ft clearance above 6000ft
Shorter segment lenght; MTCA can be lower than MTCA on RFC or the route MORA on OFP
No MTCA - use 3000ft as safe MFA.
MGA 8.1.1.2
Minimum Grid Altitude
Lowest safe altitude off-track.
Purple on charts, red when above 10000ft.
Clearance = 1000ft<6000ft, 2000ft>6000ft
MSA 8.1.1.2
Minimum Sector Altitude
Lowest safe altitude within a sector of 25nm around reference NAVAID.
Gives 1000ft clearance.
TAA 8.1.1.2
Shown for RNAV approaches, replacing the MSA.
LLCA 8.1.1.2
Low level contingency altitude
Published in C2; based on MTCA or MGA + pressure and temperature corrections.
EFB usage 8.9
Dep ams = 2 ipads (borrow one from CSH) / outstation = 1 allowed
- no IPAD; buy one, borrow from collegues, send 1 inbnd from ams
- no update available; download from surfer
- no charging devices; get one via flight watch
- no mount available; obtain info at critical flight phases via dispatch / ATC.
Which docs stay behind on the ground 8.9 (at least for duration of flight)
- Copy of signed AML
- OFP
- NOTAMS / AIS briefing docs
- W&B and NOTOC
Manuals / info required on board 8.1.12.3
- OMA (BOM, RG, FSSM)
- OMB
- OMC
Should all be easily accessible by crew - NOTAMS/AIS briefing
- MET info
- current maps/charts
- notification special pax
Other docs: general declaration (decleration of health), Pax manifest, air way bill, cargo manifest, mail manifest etc.
Adequate aerodrome 8.1.2.1
- applicable performance requirements
- runway characteristics
- expected time of use; available and equipped: ATC, lighting, communications, met reports, navaids and emergency services.
(+ weather and RFF)
Weather permissible aerodrome 8.1.2.1
Adequate aerodrome where, for the time of use, met reports / forecast, will be at or above required minima, and runway surface indicate that a safe landing can be made.
Rescue and fire fighting 8.1.2.1
Destination/departure
B737-700 - 5
B737-800/900 - 6
Dest alt / TO alt / fuel enroute alt
B737-700 - 4
B737-800/900 - 5
Cargo/ferry/training flights
All ac - 3 (less than 9 persons and seated within 12m from nose - during Taxi, TakeOff and landing).
72hr downgrade is allowed for departure or destination.
Departure from any alternate based on RFF available during diversion is allowed.
Flight dispatch plan every flight taking into account 8.1.2.2
- controlled airspace (Class A-G)
- adequate ATS
- traffic density
- other means available to ensure adequate traffic seperation
- means to obtain flight info
- means to notify organizations when in need of search and rescue
- economic consequences of an alternative route
- adequate space-based, ground and met facilities
- performance ac comply with MFA
- alternative course of action if flight cannot be completed
- adequate aerodrome within 60min / 370nm - (N-1, cruise speed in standard conditions in still air)
- ensure all overfly permits
TO alternate 8.1.2.3
If it would not be possible to return to the aerodrome if departure.
- wx above minima +/- 1hr from ETA
- RVR or VIS above landing minima
- for type A or circling approach; ceiling at or above MDH.
- within 60min / 370nm.
Enroute aerodrome (ERA) 8.1.2.3
Ac would be able to land if a diversion becomes necessary whilst enroute.
- solely used to satisfy 60min route planning requirements with N2 Ac
- no legal wx minima exist
- planning minima are based on adequacy ONLY!!!
Fuel ERA 8.1.2.3
- required at the planning stage for use in the calculation of fuel:
—> calculation of CONT fuel
—> used when additional fuel is required in the event of an Ac failure that significantly increases fuel consumption at the most critical point along route. - fuel ERA shall be specified on OFP
- wx conditions +/-1 hr above minima
Destination aerodrome 8.1.2.3
Planning minima:
- RVR or VIS above landing minima
- for type A or circling approach, ceiling at or above MDH.
- RNP APCH only; dest alt should have a conventional non RNP approach.
- dest RNP only; RAIM checks +/- 15 min of ETA - loss of 5 min;
* planning should be revised: delay departure, apply: no usable instr approach procedure or file another dest alternate both non RNP.
2 destination alternates required 8.1.2.3
- wx at dest +/- 1hr ETA will be below applicable weather minima
- no met info available at destination
- required by performance for landing (8.1.2.4)
No instrument approach procedure available 8.1.2.3
Considered to be at or above minima for flight planning:
- VIS is 5km or more
- ceiling is at or above the lowest applicable Minimum Flight Altitude (MFA)
Operating minima 8.1.5
Applicable if:
- gnd equipment shown on chart required for intended procedure is operative
- ac systems required for the approach are operative
- required ac performance criteria are met
- crew is qualified accordingly.
OCA/H amended by NOTAM 8.1.5
CAT III - not applicable
CAT II - requires adjusted RA unless the minimum value of 100ft DH is not exceeded.
CAT I / NPA - compare (M)DA with OCA - use highest value.
Met info for pre flight 8.1.6.1
- upper winds, upper air temperature and humidity
- existing and expected significant enroute weather phenomena
- METAR (TO, enroute, dest, dest alt)
- TAF (to, enroute, dest, dest alt)
- SIGMET info
- lido / mPilot / weather layers info
METAR 8.1.6.2
Meteorological Aerodrome Report:
elements observed at an aerodrome at a specific time.
Issued: hourly / half-hourly intervals.
SPECI 8.1.6.2
Special weather report; significant deterioration or improvement in aerodrome wx, when no half-hourly interval is used.
Trend 8.1.6.2
Expected significant change in a METAR or SPECI.
Period of validity is 2 hrs.
PIREPS 8.1.6.2
Pilot weather reports may be used instead of officially reported VIS or RVR. Recent vis observation made and given by the tower operator is considered to be a suitable!
TAF 8.1.6.2
Terminal Area Forecast: expected met conditions at an aerodrome.
- TAFs valid: 6-12hrs, issued every 3hr
- TAFs valid: 12-30hrs, issued every 6hr.
Change indicators in Trend and/or TAF 8.1.6.2
- BECMG: used to describe forecast changes.
—> in TAF: not exceed 2hr (max 4hrs)
—> in TREND: time indicated by FM, TL, AT each followed by a time group. - TEMPO: forecast temporary fluctuations last less than 1 hr.
- PROB: when the probability of occurrence of an alternative value of a forecast element should be indicated.
Options: PROB30/PROB40 - NOSIG: no significant change.
SIGMET 8.1.6.2
Significant Meteorological Information: occurrence and/or expected occurrence of specified en route weather phenomena, which may affect the safety of aeroplane operations.
- validity not more than 6hr (preferably not more than 4hr)
- volcanic ash/ tropical cyclones / space wx give an outlook of 12hrs.
Volcanic activity levels 8.1.6.3
Level 1: eruption in progress/suspected above FL100- routing at least 60nm from volcano. Routing crosses area 60-120nm from volcano: mandatory contact between crew-dispatch.
Level 2: volcanic eruption in progress/ash plume or cloud has not reached FL100 - route crosses the area within 60nm, mandatory contact between crew-dispatch.
Level 3: volcano known to be active from time to time. Routing within 60nm of volcano, dispatch will inform crew when activity increases.
Level 4: volcano is in non eruptive state - standard routing planning.
Pre flight usable fuel required for a flight includes: 8.1.7.1
- taxi fuel
- trip fuel
- contingency fuel
- alternate fuel
- final reserve fuel
- additional fuel
- discretionary fuel.
Taxi fuel 8.1.7.1
- amount for APU consumption
- statistical taxi time (min), based on a 50% coverage, for the dep aerodrome, including time fir engine start - absence of statistics —> 15min taxi time.
- ac type specific taxi fuel flow
- ac type specific taxi out fuel addition - to ensure 70% taxi out fuel coverage!
Trip fuel 8.1.7.3
- fuel for TO and climb to cruising taking into account expected departure routing.
- fuel from TOC to TOD
- fuel from TOD to the point where approach is initiated, taking into account expected arrival route.
- fuel for approach and landing at destination.
Contingency fuel 8.1.7.4
Fuel required for unforeseen factors: deviations met forecast, deviations planned routing and/or cruising level.
Higher of:
A: 5% of planned trip fuel or not less than 3% trip fuel with Fuel ERA available, or amount of fuel based on statistical coverage of the deviation from the planned to the actual trip fuel.
B: 5min holding at 1500ft HAA above destination in standard conditions.
Cont statistical method 8.1.7.4
Percentage shall be determined as follows:
- more than 1 usable runway at destination. (Intersecting runways are considered 2 different landing surfaces)
- forecast at least: VIS 1500m and Ceiling 500ft.
- congestion classification standard.
Final reserve fuel 8.1.7.6
30min at holding speed at 1500ft above aerodrome elevation in standard conditions - calculated with estimated mass on arrival at destination!
+/- 1000kgs !!!
Additional fuel 8.1.7.7
Take into account delays or specific operational constraints.
Corrections to OFP additional fuel require provision of a new OFP
OR in last minute cases - corrections has to be filed as Discretionary FPC fuel.
(In case of a Fuel ERA - in case of an engine failure/loss of pressurization, from most critical point along route to fuel era alternate - hold for 15min make approach and landing)
Flight dispatch additional fuel options on OFP 8.1.7.8
- OPN: operational
- ATC: fuel for airspace and/or capacity reduction, ATC strike etc.
- WXX: avoidance significant wx, lovis, strong crosswinds etc.
- DEV: deviation according to MEL/CDL: increase of fuel flow etc.
- TANKERING: for operational reasons, fuel shortage at destination.
Officials to assign additional fuel on OFP 8.1.7.8
Besides dispatch:
- nominated person flight ops & crew training
- chief pilot on duty
- (deputy) VP air traffic management (ATM) or his delegate.
Discretionary fuel 8.1.7.9
To compensate for expected negative effects on fuel consumption - not taken into account by the cont and additional fuel calculations.
- ATC
- FOB: fob exceeds ofp required block fuel.
- FPC: flight plan correction - when a new OFP by dispatch is not possible.
- WXX
- SCD: fuel at the sole discretion of the commander.
Discretionary fuel is “protected” if ordered via e-briefer.
2 stretch block fuel / tankering 8.1.7.11
1st stretch: taxi out, trip, taxi in fuel.
2nd stretch: basic block fuel.
Cont, alternate, final not included in 1st stretch due to enough fuel for 2nd.
Shortage due to delay on 1st: add additional or discretionary fuel!!
Tankering: MLAW - 500kgs margin, check destination for de-icing facilities, OAT less than 10degrees and moisture expected, limit fuel on landing to 3tonnes!!
Standard weights W&B 8.1.8.3
Crew and crew baggage:
Flight crew = 85 kg
Cabin crew = 75 kg
Passengers:
Adult male = 88kg
Adult female = 70 kg
Child = 35 kg
Infant = 0 kg
All adult (when m/f not known) = 84 kg
Infant on own chair: 35kg is used.
Baggage:
EUR = 16kg
3 different ways to obtain loadsheet 8.1.8.4
- ACARS loadsheet produced by computer system sent by datalink
- loadsheet produced by dispatch using approved back up system
- aviobook W&B Loadsheet, prepared by flight crew - DOW + DOI available at load control
Accepting;
- electronic signature personal nr via ACARS
- physical signature on hardcopy final loadsheet
- by submission of the aviobook load message
Copy of loadsheet remains on the gnd and retained until it has been duplicated at the place at which it will be stored.
Last minute changes loadsheet 8.1.8.4
Margin = 50kg / 0.1% MAC to prevent nuisance updates of the loadsheet. Changes within this margin are not considered LMC.
50kg not allowed to be used to update pax figures. SOB must be correct on loadsheet.
50kg cannot be used to update fuel uplift and special load items (including dangerous goods!!)
Non-RVSM 8.1.9.4
Flight must be planned below FL290 or above FL410, or a special ATC permission must be obtained allowing operation to a repair facility via RVSM airspace. Special request should be made by dispatch 4hrs prior flight.
Different parts of OFP in ipad: 8.1.10.1
- briefing: general data, dispatch info, flight and fuel summary.
- OFP: fuel and flight data summary
- notes: place to record ATC clearance
ABC 8.1.11.4
Aircraft Briefing Card - contains special info concerning the aeroplane, such as modifications of instrumentation or equipment and flight safety related items, which deviate from OMA (FSSM) or OMB.
Ships Document I folder 8.1.12.2
- certificate of registration
- certificate of airworthiness + original airworthiness review certificate (ARC)
- noise certificate
- aircraft radio station licence
- third party liability insurance certificates
- true copy of air operator certificate (AOC)
- operations specifications relevant to ac type AOC - OPS SPEC
- aircraft search procedure ASP checklist.
Theft / loss of docs - allowed to continue to base (only need ASP!!!)
Landing fuel 8.1.7.8
OFP: Final reserve + Alternate + contingency fuel.
Fuelling precautions 8.2.1.3
- no engines running
- no equipment in fuelling zone (within 6m of fuelling inlet)!
- fuel truck can drive away forward
- GPU shall not be connected, disconnected, started or refuelled
- HF shall not be used
- APU may be used, no restart
- crew/staff on board: inform + steps/boarding ramp must be in place
- no fuelling during Ts.
Fuelling with pax 8.2.1.3 (and FSSM 3.4)
- not prohibited by local authorities
- 2 assigned doors are kept clear (inside and outside)
- doors shall constantly manned by qualified CAs
- catering + cleaning do not create hazard
- establish clear area (4x11m)
- aisles are unobstructed
- pax seated with seatbelt open
- no drink/meal service
- cabin light adjusted, to identify emergency exits
- 2way communication between fueller and flight deck / PU
Refuelling with engine running 8.2.1.3
- no pax embarking, on board or disembarking
- no cabin crew on board
- permission of the aerodrome operator
- presence of aerodrome RFFs
Fuel spilling 8.2.1.3
- stop fuelling immediately
- inform pax and leave via normal exits
- shutdown GPU and other engines
- shutdown APU immediately
- handling personnel must leave the fuelling zone
- aerodrome fire brigade must be warned
- service management must be informed
- shut down running eng (if applicable)
- if needed; tow ac to safer place.
Special load 8.2.2.2
= collective term for commodities, due to their nature or value, require special attention and treatment during acceptance, storage, load planning, transport and/or stowage.
Cpt notified by NOTOC
- sporting weapons
- live animals
- dg
- perishables
- pharmaceuticals
- heavy / odd sized cargo
- human remains
- living human organs / blood
- wet cargo
- obnoxious cargo
- valuable cargo
- AC on ground parts (AOG)
Ramp safety 8.2.2.7
- restricted area must be respected
- safety klm pax = responsibility of klm gnd staff
- pedestrians have right of way (except when ac is crossing the path)
- ac doors should be reached by: steps, stands, boarding device safely positioned.
- positive walkways shall be established.
- pax should keep clear of: ac intakes, exhaust, apu / taxiing jet blast of ac / GSE moving or standing still / spillage on the ramp.
- baggage reclamation or baggage security checks shall be carried out outside restricted area.
- crew checks: no smoking / pax not walking off on ramp / children not running away.
Restricted area ac 8.2.2.7
Areas under the Ac and at least 3m from outer edge.
Extra precautions for; engine intake/exhaust and APU, hot brakes and wheels, heated probes, fuel hoses, systems generating high intensity noise.
Clean aeroplane policy 8.2.4.1
Commander shall not commence TO unless the external surfaces are clear of any deposit which might adversely affect the performance and/or controllability of ac except as permitted in OMB.
Contamination check 8.2.4.2
Check included in walk-around or preflight check to check for ice, snow, slush or frost on critical surfaces.
AML entry: Ice observed, cpt responsibility if needed.
Deicing / anti icing methods 8.2.4.3
- anti-ice = preventive. OAT below 0, dewp/temp difference less than 3 degrees and no precipitation expected.
- technical de-icing = performed prior ac can move under its own power
- de-icing = performed using heated fluids, infra-red or mechanical means.
1 step = heated anti icing fluid
2 step = de-icing than anti-icing fluid for preventive freezing again.
Re-treatment; previous treatment needs to be removed.
Deicing/antiicing comms 8.2.4.4
- fluid type
- fluid name
- fluid ratio
- local time either
Type 1: start of treatment
Type 2: start of step 2
Fluid type, ratio and time must be recorded in AFL.
Pre-take off check 8.2.4.6
Assessment by cpt, whether applied HOT is still appropriate. Check app + visual check of the wings.
Pre- take off contamination check 8.2.4.7
Can be requested to confirm ac is free of contamination.
- if any doubt exist as to whether a deposit can adversely affect the performance and/or controllability ac.
- when HOT has been exceeded.
Check is normally performed externally.
Critical phase of flight 8.3.1.4
TO, TO flight path, final approach, missed approach, landing roll.
Phases of high workload 8.3.1.4
- v-15 to off-blocks
- off-blocks to seatbelt signs off
- from 10.000ft till on blocks
Use sterile flight deck: undisturbed working environment.
Circuit breakers 8.3.1.6
- flight crew shall not pull CBs
- system resets shall only be performed when required for the safe continuation of the flight
- all system resets by pulling CBs must be entered in AML, even when system is fully restored.
Changing switch lights 8.3.1.7
Changing of switch lights shall only be done by properly licensed maintenee personnel. Bulb light is allowed!!!
SCD
Sole discretion of the commander
Pressure altimeter corrections 8.3.3
- temperature corrections
MFAs and MDAs and temp below 0 degrees apply low temp altimeter corrections OMC2 - pressure corrections
Only for MFA; adjust variation from 1013.2hPa OMC2
(Increase MFA 30ft/hPa below 1013.2)
LLCAs no pressure and temp corrections need to be made!
TCAS 8.3.7.1
RA: expects a response within 5sec
Increase or reversal in RA: expected to be done within 2.5 sec!
Other critical warnings (stall / windshear / GPWS) have precedence over TCAS.
Radio: TCAS RA / CLEAR OF CONFLICT, RETURNING TO / UNABLE, TCAS RA.
In flight fuel checks 8.3.8.1
Once per flight and at least once per flight hour.
- compare actual with planned consumption
- check that usable remaining fuel is sufficient to complete flight
- determine expected usable fuel remaining on landing at dest.
(Fuel) phases of flight 8.3.8.3
Normal phase
More than Alternate + Final reserve fuel at destination.
Abnormal phase
Less than Alternate + Final reserve fuel but more than Final fuel. Continue to planned dest or consider diversion. This term is not known by ATC.
Minimum fuel
- committed to land
- any change to existing clearance will result in MAYDAY fuel
- no prio; but more info in case of delay. Will also provide EAT (expected approach time) in case of a delay of 10min or more).
Emergency phase
MAYDAY - usable fuel upon landing at the nearest adequate aerodrome where a safe landing can be made is less than planned final reserve fuel.
In flight fuel management 8.3.8.3
Flight must land at dest; alternate + final reserve fuel.
In flight fuel check; this will be less - request ATC delay info; take into account this delay and decision to continue, dest alt or other adequate aerodrome.
Mountain waves 8.3.9.9
Combi of strong winds and mountainous terrain can cause local changes in atmospheric pressure.
Wind speeds vs altimeter error (ft)
20kts - 53 ft
40kts - 201 ft
60kts - 455 ft
80kts - 812 ft.
Wake turbulence en route 8.3.10.3
3 major factors:
- crossing traffic situation
- thermal tropopause altitude
- weight if the generating aeroplane.
Typical persistence: 2-3 min
Typical sink rate of 400ft/min.
Wake distance 8.3.10.4
M-H = 5nm, TO/Landing 2min, TO intermediate part rnwy 3min
M-S = 7nm, TO/Landing 3min, TO intermediate part rnwy 4min
Controlled rest 8.3.11.1
- low workload period
- harness used and seat back (minimise interference with controls)
- terminate 30prior TOD
- no longer than 45min taking into account a recovery period of 20min.
- non-resting flight crew; make sure there is an alarm system / onboard system to monitor crew activity (check from PU every 10min).
Admission to flightdeck 8.3.13
In Uniform:
- KLM staff
- CAA-NL inspectors
- XCM / XFA
May enter and leave flight deck, wear ID, no permit needed.
Not traveling in uniform:
- KLM staff
- persons related to active crew
- observers
Remain in cockpit, may leave with escort from active Ca, wear permit.
XCM/XFA/ISA travel seats 8.3.14.1
B737-700 & 900 = 2
B737-800 = 3
Deciding on seating XCM/ISA 8.3.14.1
- Cpt decides which seats will be allocated to XCM/XFA or ISA
- Cpt decides if flight deck seat is available (together with FO)
- Cpt communicates with Pu how many cabin seats are available
- Cpt will inform Pu and Gate agent.
Incapacitated flight crew 8.3.15.2
- make full use of automation
- immediately call for the PU to the flight deck
- make sure incapacitated crew member does not interfere with controls
- flight crew left solely focus on controlling the aircraft
- have the incapacitated crew member removed
- request assistance from medical personnel
- replace (of another flight crew person is on board)
- inform ATC, and if time permitting, flight dispatch —> for wx permissable aerodrome where adequate medical assistance can be provided.
Instrument approaches categories 8.4.1.1
type A: MDH/DH > 250ft
type B: DH < 250ft
Determination to and landing minima 8.4.1.2
- lowest minima in OMC2
- minima published in OMC3
Highest of both must be used.
Commencement of TO 8.4.3.1
Cpt shall be satisfied that:
- met conditions and rnwy conditions will not prevent a safe TO
- aerodrome minima are consistent with all following: operative gnd equipment, operative ac systems, ac performance, flight crew qualifications
- rvr and vis above minima
- wx conditions good enough for landing - or TO alternate
- to minima selected to ensure sufficient guidance in case of an N-1
LVTO 8.4.3.2
Rvr less than 400m
- status ac + airborne systems
- status visual and non visual facilities
- LVPs in force + received by ATC
- both flight crew qualified.
Monitor met conditions during flight of: 8.4.4
- destination
- destination alternate
- enroute alternate airports
Wx not applicable at dest, or at least one dest alternate 8.4.4
Do NOT continue (in flight re planning is required)
Commencement and continuation approach 8.4.5.2
- reported VIS / RVR is good
- if land performance is not sufficient above 1000ft above aerodrome elevation, do not continue the approach.
- if rvr/vis is less than applicable minima, do not continue beyond 1000ft/DH (whichever is higher)
- when rvr/vis reduced when passed 1000ft, you may continue till DA.
- during an RNP APV and vertical guidance is lost; you may continue till LNAV minima.
- if required visual reference is not obtained at DA: make a go around.
- when RVR is not reported, VIS is less than applicable but CMB is equal or better than minima; you may continue to DA/H
Stabilized approach criteria 8.4.5.2 (FCTM 5.4)
IMC 1000ft / VMC 500ft
- ac on correct flight path
- only small changes in pitch and heading are required
- at approach speed within +10/-5kts trending towards correct spd
- correct landing configuration
- sink rate no greater than 1000ft
- thrust setting appropriate
- all briefings/checklist conducted
- circling: 300ft wings level.
NPA 8.4.5.4
Instrument approach procedure (IAP) - 2D, type A.
Continuous descent from FAF/FAP till 50ft over landing runway threshold.
Visual reference at DH for a NPA, RNP or CAT I 8.4.5.4
At least one of the following visual references for intended runway:
- elements of approach light system
- threshold
- threshold markings
- threshold identification lights
- visual glide path indicator
- touchdown zone / markings
- touchdown zone lights
- runway edge lights
- other visual references specified in OM.
Standard required navigation performance for RNP 8.4.5.5
1.0 - initial, intermediate and MISAP segment
0.3 - final approach segment.
NPA vs APV 8.4.5.5
NPA = RNP approach with LNAV minima - due to lack of vertical guidance.
APV = approach procedure with vertical guidance - temp corrections shall be made to the descent profile.
RNP AR = special authorization required.
Precision approach - CAT I
8.4.5.6
CAT I = Type B
DH - lower than 200ft
VIS not less than 800 m / RVR not less than 550m.
At least one of the following visual references for intended runway at DA:
- elements of approach light system
- threshold
- threshold markings
- threshold identification lights
- visual glide path indicator
- touchdown zone / markings
- touchdown zone lights
- runway edge lights
- other visual references specified in OM.
CAT I autoland restrictions 8.4.5.6
- localizer course offset from runway course
- published TCH lower than limitation for the type concerned (41ft for 737)
- Glide slope angle outside limitation for type concerned. (Must be within 3.25-2.5 degrees)
Precision approach CAT II
8.4.5.7
CAT II - Type B
DH lower than 200ft but not lower than 100ft
RVR not less than 300m
At DH: a segment of 3 consecutive lights from the following:
- centre line of approach lights or
- touchdown zone lights or
- runway centre line lights or
- runway edge lights or
- combination of these
Visual references must include a LATERAL element of ground pattern (approach lighting crossbar, landing threshold or a barrette of touchdown zone lights).
Precision approach CAT III
8.4.5.8
CAT III - Type B
DH lower than 100ft
RVR less than 300m.
At DH: a segment of 3 consecutive lights from the following:
- centre line of approach lights or
- touchdown zone lights or
- runway centre line lights or
- runway edge lights or
- combination of these
Prior commencement CAT II/III approach check: 8.4.5.6/7
- status ac and relevant airborne systems
- status visual and non visual facilities are sufficient
- LVPs in force and informed by ATC
- both flight crew members are trained and qualified
Sensitive area not clear
Approach may be continued to CAT I DH.
A go around shall be initiated at CAT I DH unless:
- clear signal from ATC is received before reaching CAT I DH, or
- visual reference is obtained at CAT I DH.
Visual approach 8.4.5.10
May only be requested:
- RVR/CMV is 800m
- airport is in sight and visual reference to terrain can be maintained during entire approach
- visibility is such that obstacle and traffic clearance can be maintained
- normal visual glide path can be established and maintained.
Technical ferry flight 8.7.3
Non-commercial flight - to transfer an aeroplane with technical deficiency to the home base.
Permission of Chief Pilot is required.
Always within scope of MEL or within scope of MMEL (extra permission required)
EFB usage 8.9
- less than 2 ipads from ams is not allowed
- outstation: send 1 inbound, borrow from colleque, buy ipad
- no update: download manuals
- no charging in ac: USB power bankup via flight watch
- 1 defect mount: PM uses available mount
- no mounts: info critical flight phases obtained from ATC
Hit by lightning strike 8.3.9.1
If circumstances permit: inflight of during taxi in - check magnetic heading indication in order to reduce inspection time considerably. 3 headings, differing by approximately 60 degrees. Data should be entered in AML.
Flight outside scope if MEL 8.7.3
Within MMEL following permission must be grandes:
- permission from KLM E&M - flight conditions approval (FCA)
- permission from chief pilot
- permission from CAA-NL
- permission from local authorities.
No current ofp available 8.1.10.1
Most recent OFP available at the departure station, covering intended route, may be used. Update: met reports, ac type, estimated weights, cruise system, FL and NOTAMS.
Preferable usable fuel on landing 8.3.8.2
Final Reserve + 15min holding fuel
(45min!!!)
