OM Flashcards
Supplement
published when considered necessary to explain detailed procedures of flight standards
Information
issued when temporary notice concerning the provision in this manual is necessary
who is responsible for keeping the manual up to date
Flight standards department
company clearance
the content of an operational flight plan approved by the captain and the flight dispatcher
critical phase
the significant phase such as taxiing, taking-off, climbing, final approach and landing
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
flight watch
means that the flight dispatcher watches the flight progress and provides the flight crew members with necessary operational information
operational control
shall mean the exercise of authority by the captain and flight dispatcher over the initiation, continuation, diversion or termination of flight.
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
other designated airports
those airports which are designated by the company to be used in scheduled flight operations, other than regular airports
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
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
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
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
check for mental and physical condition
by capt and ground personnel will exchange information with flight crew to confirm mental and physical condition
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
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
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
what has precedence over an RA
stall warning, alerts and GPWS alerts
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.
Operational control station
Tokyo International Airport
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.
burn off fuel
means the amount of fuel required to fly to, and land at, the destination airport from takeoff at the departure airport
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
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
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.
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.
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
minimum required fuel on board
burn off
contingency
alternate
reserve
minimum fuel for VFR
burnoff
reserve (45 mins at crz spd)
company position report
using ACARS: Call sign The name of the point passed and the time altitude ETA next posn other necessary matters
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.
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.
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
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
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’
PCF calc
specified in RM
for flt plan based on holding data under ISA/ 1500’ for est LW at dest
extra fuel calc
holding data under ISA/ 1500’ at est LW at dest
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.
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.
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
METAR AUTO
do not use QNH
do not use for judgement of Company minima in flt
Can use at RODN Kadena
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??
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
60 mins range OEI
424nm
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.
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
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
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
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
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.
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.
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
RNAV 1/2/PRNAV
RNAV 1 = PRNAV
ie 1nm 95% of the time
RNAV 5/BRNAV
are the same ie 5nm 95% of the time
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
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)
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
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
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
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
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
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
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
120 mins ETOPS
835 nm USA (Guam) Singapore VTBS VVTS
180 mins ETOPS
1245nm
PHNL
RNAV 1 routes not in Japan
DME/DME are not established in Japan for RNAV1 routes
RAIM prediction
not required when it is confirmed the aircraft can fly by sensors other than GPS
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
1 set INS
1 FMS
1 IRS
2 set INS
with MCDU 1 FMS 2 IRS (L/R MCDU and L/R IRS op)
with MCDU 2FMS 2 IRS
applicable routes for self contained nav
Japan - North America
Japan - Hawaii
Japan - Australia (BNE, SYD)
self-contained nav decision pts in RM
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)
how to update GPS posn
press N1
manually enter not reqd when intersection is within 1000’ of rwy threshold
flying RNAV 1
AP or FD in LNAV
flying RNAV 2
AP or FD in LNAV, but ND may be used
flying STAR and advised critical DME out of service
request RV
RNAV 1/2 onboard equip
1 FMS
1 DME
1 IRS
I GPS (WHERE REQD)
loss of RNAV capability
advise ATC, request RV
report to JCAB
RNAV 5 onboard equip
1 FMS 1 VOR 1 DME 1 IRS 1 GPS (WHERE REQD)
flying RNAV 5
AP or FD in LNAV, ND may be used
flying RNAV 10
AP or FD in LNAV, ND may be used
automatic position updating (renewed allowable flt time) RNAV 10
DME/DME 18 mins
VOR/DME 30 mins
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
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
required on board equip RNP-1
2 FMS (TWO SETS MCDU/CDU OP)
2 IRS
2 GPS
2 EHSI
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
reqd onboard equip RNP 4
2 FMS (2 SETS MCDU/CDU OP)
2 IRS
2 GPS (IF 1 INOP CHANGE RNAV 10)
2 EHSI
RNP APPROACH
S1 ATS flt plan
AP or FD in LNAV
XTK error max 1/2 RNP, up to 1 RNP for turn ok
when missed app for RNP APP
onboard equip becomes inop
UNABLE RNP
XTK error exceeds 1 * RNP
onboard equip RNP APP
2 FMS (2 SETS MCDU/CDU OP) 2 IRS 2 GPS 2 EHSI 1 AP
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
onboard equip for CPDLC
1 FMS
1 ACARS
1 CDU
1 SATCOM
onboard equip for ADS-B
1 ATC Tx
1 GPS
1 FMS
CAT 1
DH NOT LOWER THAN 200’
RVR NOT LESS THAN 550M
CAT II
DH LOWER THAN 200’ BUT NOT 100’
RVR NOT LESS THAN 300M
CAT IIIa
AH
AND RVR NOT LESS THAN 175M
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
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
TAKEOFF ALTERNATE
USE LDG MINIMA
CANNOT USE CAT III UNLESS ABLE TO DO OEI
LOWER LIMIT OF RVR 200M
CIRCLING APP MINS
MDH 550’
VIS 3200M
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
FLT PLANNING FOR RNAV AT DEST AD
1 instru app without GPS at alternate, or at dest if no alternate selected
GROUND FACILITIES CAT I
LOC GS
OM (UNLESS OTHER FIX)
GROUND FACILITIES CAT II
LOC GS OM (UNLESS OTHER FIX) ALS RL RTHL RENL TDZ CL TDZ RVR MID RVR STOP RVR
GROUND FACILITIES CAT III
LOC GS OM (UNLESS OTHER FIX) RL RTHL RENL TDZ CL TDZ RVR MID RVR STOP RVR
why can COP not fly CAT II/III
because they may require difficult decisions, hard judgment at lower alt than Cat I ops
CAT II AIRPORTS
JAPAN USA CHINA KOREA TAIWAN SINGAPORE THAILAND
CAT III AIRPORTS
JAPAN
KOREA
CMV CANNOT BE USED
TAKEOFF
CAT II/III
CIRCLING APP
ALTERNATE AIRPORT
UNRULY BEHAV CAT 1
PUNISHABLE OFFENCE AGAINST CURRENT LAWS
HIJACKING OR DAMAGING AIRPLANE
VIOLENCE AGAINST CREW MEMBERS OR PAX, DAMAGED TO PROPERTY
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
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
Capt actions Cat 1
issue warning letter
restrain if necess
in principle, ask ground personnel, operation to arrange the police to stand-by
Capt actions Cat 2
issue prohibition order
Capt actions Cat 3
issue warning letter
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
prohibition order letter
Cat 2
present to pax after obtaining capt permission.
when used must report to company
Air Safety Report
when are lift rafts required
> 740 km off coast
4 chimes fasten seatbelt
1 min prior to takeoff
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)
alert call
3 HI LO chimes with flashing lgt
turn ldg lgts on and off 3 times
interphone unusable use hand signals
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
number of WCHC without attendant
2
number of officers to escort prisoner
3 officers per prisoner (max 3 pris per flt)
minimum number of cabin crew
5
more than 250 seats = 6
can use minimum for unforeseen circumstances, but not out of NRT
2 crew duty periods
12 hours flight time duty
15 hrs flight duty period
5 landings
3 crew duty periods
15 hrs flight time duty
20 hrs flight duty period
1 landing
hrs per month
3 months
calender year
calendar month 100 hrs
3 calendar months 270 hrs
calendar yr 1000 hrs
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
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
use of alcohol
not within 12 hrs prior to ETD
use of medication
cannot use medicine which may linger for flt duties unless prescribed by company doctor
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
urgency comms
PAN PAN by 3 station addressed callsign of airplane nature of urgency intentions present position, alt and course other items
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’
hearing distress msg
MAYDAY RELAY by 3
affected callsign by 3
crew incapacitation
obvious incapacitation
subtle incapacitation
to detect:
standard callouts
monitor and cross checking
Two communication rule
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
landing flap 25 or 30
flap 25 2001m or longer
flap 30 2000m or less
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
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
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.
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)
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
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,
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)
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.
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.
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.
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
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.
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.
What information is distributed by NOTAM?
Information that is of temporary nature and short in duration regarding any
aeronautical facility service, procedure or hazard.
