OMA - 8.3 Flight Procedures

Question 1

With regard to the Sterile Flight Deck policy, what are the critical phases of flight?

Answer 1

Critical Phases of Flight are defined as follows:

1. All ground operations involving taxi. (Excluding extended remote holding.)
2. Take-off, departure climb and cruise below 10,000 ft AAL.
3. From 1,000 feet above/below an assigned altitude, until that altitude has been acquired.
4. Cruise, descent and approach to land below 10,000 ft AAL.

Ref: OMA 8.3.0.0.1

Question 2

With regard to the Sterile Flight Deck policy, what shall flight crew not do during critical phases of flight?

Answer 2

Flight crew shall not perform any non-essential activities, which could distract or interfere in any way with the proper conduct of essential duties and activities.

Ref: OMA 8.3.0.0.1

Question 3

During preflight preparation should any procedure or checklist be interrupted what is the policy?

Answer 3

The procedure or checklist shall be started again from the beginning.

Ref: OMA 8.3.0.0.2.1

Question 4

When does the No Contact Period start and end during departure?

Answer 4

On departure, the phase starts from the take-off roll and ends when the landing gear retracts.

Cabin Crew including the purser and CSV shall not contact the Flight Crew.

Ref: OMA 8.3.0.0.2.3

Question 5

When does the No Contact Period start and end during arrival?

Answer 5

On arrival, the phase starts from the extension of the landing gear and ends when the aircraft vacates the runway.

Cabin Crew including the purser and CSV shall not contact the Flight Crew.

Ref: OMA 8.3.0.0.2.3

Question 6

What are the Company Speed Restrictions for departure and arrival?

Answer 6

Below 10,000 ft AAL, the maximum speed shall be limited to the greater of 250 kts IAS or flaps up manoeuvring speed/clean speed, unless:

a. The arrival or departure procedure requires a higher speed, or
b. Speed restrictions are waived by ATC.

This speed limit is mandatory below 5,000 ft AAL.

Ref: OMA 8.3.0.0.3

Question 7

What is the maximum bank angle permitted during all phases of flight?

Answer 7

For all flights, other than flight checks where the flight check schedule may specify a requirement, the maximum bank angle permissible during all phases of flight is 30°.

Ref: OMA 8.3.0.0.4

Question 8

What are the OTP requirements for departure?

Answer 8

Where practicable, departure from the gate within plus or minus 3 minutes from scheduled time of departure (STD).

Flight crew shall coordinate with EK NCC with any request to deviate from the above policy.

Note: For airport slot compliance the flight is expected to depart within 15 minutes from its STD.

OMA 8.3.0.0.7

Question 9

What are the OTP requirements for arrival?

Answer 9

Arrival at the gate of the destination airport between scheduled time of arrival (STA) and STA minus 10 mins.

EK NCC is monitoring STA adherence for parking stand constraints and transit passenger connectivity at OMDB. It is a requirement to coordinate with EK NCC any deviation from the above in order to mitigate any operational impact

Note: For airport slot compliance the flight is expected to arrive within 15 minutes from its STA.

OMA 8.3.0.0.7

Question 10

What are the mandatory items to brief during the departure briefing?

Answer 10

1. Planned departure runway
2. Name of SID/Transition
3. Initial STOP altitude/level

Ref: OMA 8.3.0.1.4.1

Question 11

If a Cargo Compartment Fire/Smoke warning is believed to be generated by a fire related cause, when may the cargo compartment be opened?

Answer 11

The affected cargo compartment shall not be opened before all passengers and crew have disembarked and until fire services are present.

If a Cargo Compartment Fire/Smoke warning on ground is believed to be non-fire related, (such as immediately following insecticide spraying), and provided there is no visible evidence of smoke, and in coordination with ground crew, the cargo compartment may be reopened without delay for inspection. Passengers and crew may remain on board. Aerobridges must be connected and/or passenger doors armed.

Ref: OMA 8.3.0.2.2

Question 12

During pushback or towing operations who is responsible for the operation and safety of the aircraft?

Answer 12

During pushback or towing operations, the responsibility for the operation and safety of the aircraft rests with the ground personnel.

Ref: OMA 8.3.0.2.3

Question 13

What is the maximum taxi speed on surfaces NOT reported as slippery?

Answer 13

The maximum taxi speed on surfaces not reported as slippery shall be the lesser of 30 knots, the speed specified in the fleet SOPs, or local published speed limits.

If considered safe to do so, and in the interest of minimising runway occupancy, the Commander may exceed these limits while backtracking on an active runway.

Ref: OMA 8.3.0.3

Question 14

What is the maximum taxi speed on surfaces reported as slippery?

Answer 14

The maximum taxi speed on surfaces reported as slippery is 10 kts.

If considered safe to do so, and in the interest of minimising runway occupancy, the Commander may exceed these limits while backtracking on an active runway.

Ref: OMA 8.3.0.3

Question 15

When may a checklist or clearance be requested during taxi?

Answer 15

During taxi, no normal checklist shall be initiated, or ATC clearance requested until the aircraft is clear of congested areas.

Ref: 8.3.0.3.1

Question 16

When can taxi not be conducted from the right seat?

Answer 16

1. The parking guidance system requires the aircraft to be aligned and stopped with the eye position of the left hand seat. In this case the taxi shall be conducted from the left hand seat from the final turn to the parking stand.
2. A 180 degree turn is required, which shall be conducted from the left hand seat.

Ref: 8.3.0.3.1

Question 17

How should B777 pilots position the aircraft when lining up for takeoff?

Answer 17

Line-up shall be made as closely as possible to the runway centreline.

B777 pilots are to consider offsetting from the centreline just sufficiently to displace both nosewheels to the right or left of the centreline lights.

Ref: OMA 8.3.0.4.4

Question 18

For a non-standard engine failure procedure involving turn(s) when should the aircraft be accelerated?

Answer 18

Accelerate when:

i. Aircraft on the final EOP heading, track or course and at or above the minimum acceleration altitude;

or

ii. Aircraft is at or above the applicable MSA.

Ref: OMA 8.3.0.4.4.2

Question 19

At any time on the ground, should the Commander’s assessment of the situation dictate that an evacuation (Emergency or Precautionary) may be required, what PA shall be made?

Answer 19

At any time on the ground, should the Commander’s assessment of the situation dictate that an evacuation (Emergency or Precautionary) may be required, he shall announce: “This is the Captain, Attention Crew at Stations”, once the aircraft is at a complete stop, indicating a state of alert.

Ref: OMA 8.3.0.4.4.3

Question 20

To command an evacuation what PA shall be made?

Answer 20

The Commander initiates the evacuation with the call: “This is the Captain, Evacuate, Evacuate”.

Ref: OMA 8.3.0.4.4.3

Question 21

When a state of alert no longer exists, what PA shall be made?

Answer 21

When the Commander decides that the state of alert no longer exists, he shall announce: “This is the Captain, cabin crew revert to normal operations”.

Ref: OMA 8.3.0.4.4.3

Question 22

After takeoff what is the minimum turn height?

Answer 22

No turn shall be initiated below 500 ft AGL, unless specifically required by the SID, engine out procedure, obstacles or Noise Abatement Procedures.

Ref: OMA 8.3.0.5

Question 23

Where the seatbelt sign is to remain on, when is the earliest that cabin crew can be released?

Answer 23

The Cabin Crew should not be released until aircraft flaps have been fully retracted, the aircraft is above 5000 feet and the Commander considers any likely turbulence to be light or none.

Ref: OMA 8.3.0.5

Question 24

What ways can the cabin crew be released for duties?

Answer 24

On flights more than 2 hours duration Cabin Crew will be released by extinguishing the seat belt sign, or an interphone call to the Purser, or a PA stating “Cabin Crew cleared for duties” may be made.

Ref: OMA 8.3.0.5

Question 25

When must the purser be notified prior to descent?

Answer 25

Shortly prior to 20 minutes from Top of descent, the Purser (or supernumerary for Cargo Operations) shall be informed via interphone or personally, that twenty minutes remain to Top of Descent.

Ref: OMA 8.3.0.6.6

Question 26

When should the arrival PA be made?

Answer 26

At 20 minutes from Top of Descent the PF should make an arrival PA, unless workload precludes, in which case, when advising the purser of 20 minutes to top of decent request that the purser makes a passenger comfort PA and the flight crew will then complete their arrival PA at an appropriate time thereafter.

Ref: OMA 8.3.0.6.6

Question 27

When shall seatbelts normally selected on during descent?

Answer 27

Seatbelts shall normally be selected on at 25,000 feet AAL. For sectors where this is not practical, commanders shall implement alternative procedures in liaison with the purser.

Ref: OMA 8.3.0.7

Question 28

What are the maximum rates of descent?

Answer 28

Descent to 5,000 ft AGL - 5000 fpm
5,000 ft AGL to 3,000 ft AGL - 3000 fpm
3,000 ft AGL to 1,000 ft AGL - 2000 fpm
1,000 ft AGL to landing - 1000 fpm

These values for the rate of descent shall not be exceeded. Excepting momentary excursions of a few seconds where indications are that the rate will return within limits. Where an FMS or a procedural vertical profile requires greater rates, then the reasons and conditions shall be briefed.

Ref: OMA 8.3.0.7

Question 29

Upon first Radio Altimeter indication (2,500 ft) what PA should be made?

Answer 29

Upon first Radio Altimeter indication (2,500 ft), after verifying the cabin secure/ready has been received, the PM shall make the call “cabin crew prepare for landing”.

Ref: OMA 8.3.0.8

Question 30

What is the approach selection preferred order?

Answer 30

1. ILS or RNAV
2. RNAV Visual (RVFP)
3. LOC
4. VOR
5. NDB
6. Visual Approach
7. Circling Approach*
8. Visual Circuit Approach**

• Circling Approaches at night are not authorized

** Visual Circuit Approach shall only be used for Base Training Flights and expeditious returns following takeoff.

Ref: 8.3.0.8.1.1

Question 31

When should crew consider an approach lower in the approach selection preferred order?

Answer 31

Crew shall assess the threats associated with available approach types and apply the priorities of safety and then efficiency to plan the most operationally suitable approach.

The most preferred available approach type should normally be planned unless a less preferred approach is:

a. Safer, (e.g. performing an ILS to maximum tailwind limits may pose a greater safety risk than another approach option for the reciprocal runway).
b. Equally safe but more efficient.

Ref: 8.3.0.8.1.1

Question 32

What are the mandatory briefing requirements for arrival?

Answer 32

Name of STAR/Transition

Runway in use

Approach type

FAP/FAF or equivalent/Distance crosscheck

Minima

Go-Around procedure and level off altitude/level

Ref: OMA 8.3.0.8.3

Question 33

When must the “mini brief” be completed during the approach?

Answer 33

Between 10,000 ft and 5,000 ft on the approach crews are to conduct a short mini brief to remind themselves of the threats and risks associated with the approach.

Ref: OMA 8.3.0.8.3.1

Question 34

What meteorological requirements must be met prior to commencing an instrument approach?

Answer 34

An instrument approach in IMC may be commenced or continued down to the applicable approach minima irrespective of the reported ceiling/vertical visibility.

The approach may only be commenced if the reported visibility/RVR meets the relevant minima.

Note: If the reported visibility/RVR is less than the relevant minima, the approach may be commenced, provided the Commander considers there is a reasonable expectation that it will meet the relevant minima before reaching the Approach Ban Point.

For a Non-Precision Approach, CAT I ILS or GLS (GNSS Landing System) only the visibility or touchdown zone RVR need be considered.

Ref: OMA 8.3.0.8.4.2

Question 35

What is the stable approach criteria?

Answer 35

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)
c. The aircraft is on the correct flight path (Note 2). Intercepting glide path from above is only authorized down to the charted FAF/FAP, the charted Descent Point or the ATC cleared approach intercept altitude if lower.
d. The aircraft speed is not more than final approach speed +10 KIAS and not less than VREF.
e. Power setting is appropriate for the aircraft configuration.

Note 1:
Planned landing configuration is: landing gear down and locked, landing flap set and speedbrake armed. If crew notice the speedbrake is not armed below 1,000 ft they may continue, after arming the speedbrake, at Commander’s discretion and provided all other Stable Approach Criteria continue to be met. Late arming of the speedbrake (below 1,000 ft AAL) shall be reported via an ASR.

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/FCTM. A check of distance to threshold and altitude shall be performed at either glide path intercept or the FAF/FAP/ Descent Point.

Ref: OMA 8.3.0.8.5.1

Question 36

In order to comply with the stable approach criteria, when should the landing gear be down and locked with landing flap selected?

Answer 36

The landing gear should be down and locked, and the landing flap selected, no later than 1,500 ft AAL.

Ref: 8.3.0.8.5.2

Question 37

At what heights must the stable approach criteria be met?

Answer 37

At 1,000 ft AAL, if the Stable Approach Criteria are not met then a go-around shall be flown, unless:

a. 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; and/or
b. 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 ft AAL while these criteria are achieved.

Ref: OMA 8.3.0.8.5.2

Question 38

For a CAT II or CAT III approach when must the stable approach criteria be met?

Answer 38

For CAT II and CAT III approaches, the aircraft shall meet all stable approach criteria by 1,500 ft AAL.

Ref: OMA 8.3.0.8.5.3

Question 39

For a side-step, RNAV visual with RF leg to final, or circling approach, at what height must the aircraft be wings level?

Answer 39

Wings shall be level by 300 ft AAL.

Ref: OMA 8.3.0.8.5.4

Question 40

How is the stable approach criteria modified for circle to land and circuit approaches?

Answer 40

i. The 1,500 ft AAL Landing Gear and Flap configuration selection requirements do not apply.
ii. The aircraft may continue through 1000 ft whilst achieving lateral alignment.
iii. Landing Checklist must be completed by 500 ft AAL.
iv. Wings shall be level by 300 ft AAL.

Ref: OMA 8.3.0.8.5.4