Route & Aerodrome Information Guide (RAIG) PDF, May 10, 2023

ROUTE & AERODROME INFORMATION GUIDE (RAIG) Flight Operations Department UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 1 10 MAY 2023 TABLE OF CONTENTS INTRODUCTION………………………………..…….………..……………..……………. Pag...

ROUTE & AERODROME INFORMATION GUIDE (RAIG) Flight Operations Department UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 1 10 MAY 2023 TABLE OF CONTENTS INTRODUCTION………………………………..…….………..……………..……………. Page 7 SUMMARY OF HIGHLIGHTS………….………………………...…………..……………. Page 8 DEPRESSURIZATION & ENGINE FAILURE STRATEGIES…....………………..………... Page 10 - General……………………………………….………………..………..…..…...…….. Page 10 - Altitude Temperature Correction For High Altitude Use Table ….……..…… Page 12 - Pressure Correction For High Altitude Use Table………...……………………….Page14 - Africa - A350 Depressurization & Engine Failure Strategies …….….….….......Page 15 - Alps - A350 Depressurization & Engine Failure Strategies ….……….….......… Page 25 - Canada / USA - A350 Depressurization & Engine Failure Strategies …......…Page 29 - Carribean - A350 Depressurization & Engine Failure Strategies ……..…....… Page 33 - Greenland - A350 Depressurization & Engine Failure Strategies ….………… Page 37 FLIGHT OPERATIONS NOTAMS…....……….………………………………..………... Page 43 - E-OFP Fuel Adjustments……………………………………..………..…..…...…….. Page 43 - Safety Alerts for Operators (SAFO) – COVID-19…..……………………...……... Page 47 PROCEDURES FOR INFLIGHT CONTINGENCIES OCEANIC AIRSPACES NWR…...Page 49 AFRICA OPERATIONS………..……………………………..………………..…..…….. Page 52 - General……………………………….………..……………...………..….…….……..Page 52 - Most Significant Terrain…………………….……..……………….…………….……Page 53 - Depressurization Strategies …………….……………..…………………....…....… Page 53 - Meteorology ………….………………….……………………………….………...… Page 53 - Volcanoes…………………………….……………….………………………….…… Page 58 - Navigation & Communications………...…………………………………….…… Page 59 - High Density Altitude Operations …………………………………………….…… Page 65 - Wildlife………………………………………………………..…………………….…… Page 67 CANADA OPERATIONS………..………..…………..…...…………..……..………….. Page 68 - General………………….………..……………..………..….…………..……...…….. Page 68 - Most Significant Terrain……….…………………..……………….………………… Page 69 - Depressurization Strategies …….…………...……………………….….….…....… Page 69 - Airspace ……………………….…….……………………………………..….…....… Page 69 - Navigation ………………………………….……………………………………....… Page 72 - Altimeter Setting Procedure…………….………………………………….…....… Page 73 - Speed Control & Restrictions …………………..……………………….….…....… Page 74 - LAHSO & SIRO ………………………………..…………………………….….…....… Page 76 - Communications ………………….…………………………………….…...…....… Page 76 - Wake Turbulence Separation ………….…………………………….….….......… Page 80 - Canadian Runway Friction Index ……….……………………….….………....… Page 80 - Meteorology ………….…….……………………….……………….….………....… Page 81 - Visibility Requirements ……………………………….………………….….….....… Page 82 - Alternate Aerodromes Weather Minima Requirements …….….……….....… Page 85 - Contact & Visual Approaches …………………….…………….….….……....… Page 85 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 2 10 MAY 2023 COOK ISLAND OPERATIONS……….……………..…...………………...……….….. Page 88 - General …………………………………………………………….….……..….....… Page 88 - Most Significant Terrain ……………………………..…..…………….……..….…..Page 88 - Depressurization Strategies ……………………………………….…..….…......… Page 88 - Operational Specifications ……………………………………….….……..…….. Page 89 - Communications ……………………………….………………….…….…..….….. Page 90 - Meteorology ………….…….……………………….……………….….………....… Page 91 - Low Visibility Operations…………………..………….…………….….……..…….. Page 91 GREENLAND OPERATIONS……….……………..…...….…….………...…………….. Page 92 - General…………………………………………..………..…..……….…….…..…….. Page 93 - Most Significant Terrain ……………………….………….……….………………… Page 93 - Depressurization Strategies ………………….………….……….………..……….. Page 94 - Airspace …………………………………………………………….………….……… Page 94 - Meteorology ………….…….……………………….……………….….………....… Page 94 - Low Visibility Operations …………….…………………………...…………………. Page 94 HAWAII OPERATIONS……….………………......…………...……………..………….. Page 95 - General…………………………………………..………………...…..….……..…….. Page 95 - Most Significant Terrain………….………..…………….....………..….……..…….. Page 95 - Depressurization Strategies …………………………..………..….……..…..…….. Page 96 - Operational Specifications …………………...……..………..….………………... Page 96 - Navigation…………………………………………………………………………...… Page 96 - Meteorology ………….…….………….…………….……………….….………....… Page 96 - Low Visibility Operations ………………..…...………..….……..………………….. Page 96 NEW CALEDONIA OPERATIONS……….………….……………….…...…..…..…….. Page 97 - General…………………………………………..………………….......….……...….. Page 97 - Most Significant Terrain….………………..……………..………….…...……....….. Page 97 - Depressurization Strategies ……...……………………..………………………….. Page 90 - Operational Specifications ……..………………………………………...…....….. Page 98 - Navigation …………………………………………………………….………………. Page 92 - Communications ……..…………………………………………………………..….. Page 92 - Meteorology …………………………………………………………..…..……..…… Page 92 - Low Visibility Operations …….…………………………..………………..….....….. Page 93 NORTH ATLANTIC OPERATIONS………………....…………….…………..…….….. Page 101 - General…………………………………………..………………...…..….…….……..Page 100 - Most Significant Terrain………….………..…………….....………..….……..…….Page 102 - Depressurization Strategies …………………………..………..….……..……….. Page 102 - Airspace …………………………………………………………………..………….. Page 103 - Navigation …………………………………………………………...……….……… Page 104 - Contingency Procedures …………………...……..……...…..….…...……….... Page 107 - Communications ………………..…...………..….……………...……….…….…. Page 107 - Meteorology …………………………………………………………………...……..Page 107 - Misscellaneous ……………………………………………………………………….Page 107 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 3 10 MAY 2023 PACIFIC OPERATIONS……….……….……...…...…………….…………..………….Page 109 - General……………….……………………….…….………..………..….……..…….Page 109 - ETOPS Rules…………………….……………….……………………..……...….……Page 109 - Depressurization Strategies ………..………….……………………………….…. Page 109 - IFR Rules ……………………………………………………………….……………… Page 109 - Altimeter Settings …………………..………….……………………..…….….…… Page 100 - Separation Rules …………………..………………………………………..……… Page 114 - Weather Contingency Procedures …….……………………….………….…… Page 114 - SLOP ……………………………...…….……………………………….…….….…… Page 114 - Communications …………………...………………………………………….…… Page 115 - Meteorology …………………………………………………………………...……. Page 119 - Low Visibility Operations ……………….……...……………………………..…… Page 119 TAHITI OPERATIONS……….………….…..…...………………………..…..…..…….. Page 120 - General…………………………………………..………………….....….……...….. Page 120 - Most Significant Terrain….………………..……………..………….….……....….. Page 120 - Depressurization Strategies ……...……………………..……………..………….. Page 121 - Operational Specifications ……..……………………………………….…....….. Page 121 - Communications ……..…………………………………………………….…..….. Page 121 - Navigation ………………………………………………………………….……….. Page 121 - Meteorology …………………………………………………………..…..………… Page 122 - Low Visibility Operations …….…………………………..………………..…...….. Page 122 USA OPERATIONS………..…………………..…...………………..………………….. Page 123 - General…………………………………………..………..………………...….…….. Page 123 - Most Significant Terrain.………………….………..…………….……….…...…… Page 124 - General Weather Conditions ……..………………………………………......…..Page 124 - Depressurization Strategies ……….……………………………….………..….… Page 124 - Most Significant Weather Hazards ……..…………………………...………….. Page 125 - Airspace & Air Traffic Control ……..……..…..….…………………..………..….. Page 130 - Noise Abatement ……..……..…..….……………………………….…………….. Page 131 - Navigation ……………………………………………………………..…………….. Page 131 - ATC Specifications ……..………..…………..………………………….………….. Page 132 - Instrument Procedures ……………….…………………...………….……..…….. Page 143 - Meteorology ……..………..….……….…………………………………...…….…..Page 149 - Low Visibility Operations……………….…………………...……….……....…….. Page 164 AERODROME BRIEFINGS………..……….…………..…...……………....………….. Page 165 - General…………………………………………..……………….…..….……..…….. Page 165 - Aerodrome Briefing Table.…………..………………………………………..…… Page 165 - Acapulco - MMMA …………..…………..……………..………..….…..…..…….. Page 175 - Addis Abeba - HAAB ……………..…………….………..………..….……..…….. Page 179 - Albany - KALB …………………….……………………………………….………… Page 186 - Antanarivo - FMMI …………….……..………….………..………..….……..…….. Page 191 - Aswan - HESN ……………………….………………………………………...…….. Page 197 - Athens – LGAV …………….………………………………………..………………. Page 201 - Atlantic city – KACY……………………….…………………………….….……… Page 205 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 4 10 MAY 2023 - Baltimore - KBWI ………………………………………………………….….……… Page 211 - Bangor - KBGR ……………………………………………………………….……… Page 217 - Basel - LFSB ……….……………………………………………………….…………. Page 223 - Bastia - LFKB ……………….……………………………………….…………….….. Page 228 - Billings Logan - KBIL ………………………………………………………………… Page 232 - Boston - KBOS …………………… ……………………………………….………… Page 238 - Brindisi - LIBR …………………..………………………………..……………………. Page 244 - Bujumbura - HBBA …………………………………………………… ………..……Page 248 - Cairo - HECA ………..……………………………………………………………….. Page 255 - Calgary - CYYC ……………….……………………………………………...…….. Page 260 - Cancun - MMUN …………….………………………………………………..……. Page 267 - Colorado Springs - KCOS ..……………………………………………….……….. Page 271 - Dar-Es-Salam - HTDA ……….………………………………………..……….…….. Page 279 - Denver - ………………………………………………………………………………. Page 284 - Djibouti - HDAM …………………..…………..…………………………………….. Page 292 - El Doret - HKEL…………….………………………………………………….……… Page 296 - Entebbe - HUEN………………………………………………………………………Page 303 - Fort de France - TFFF ……………………………………………………….……… Page 308 - Fort Lauderdale - KFLL……………………………………………………………… Page 314 - Gander - CYQX ………………………………………………………………………Page 320 - Geneva - LSGG…………………………………………………………….…………Page 324 - Ghardaïa - DAUG…………….………………………………………………………Page 330 - Goose Bay - CYYR………………………………………………………….…..…… Page 335 - Guadalajara - MMGL……………………………………………………….……… Page 339 - Halifax - CYHZ………………………………………………………………….………Page 347 - Harare - FVRG…………………………………………………………………………Page 352 - Hewanorra - TLPL……………………………………………………………….…… Page 362 - Hilo - PHTO………………………………………………………………………..……Page 368 - Honolulu - PHNL…………………….…………………………………………………Page 356 - Iqaluit - CYFB………………………….………………………………………….……Page 376 - Jacksonville – KJAX ……………………………………………………………….... Page 381 - Jeddah ……………………………………………………………………………….. Page 387 - Kailua-Kona - PHKO……………………………………………………….…………Page 392 - Kangerlussuaq - BGSF………………………………….…………………….………Page 398 - Keflavik - BIKF………………………………….………………………………...…… Page 405 - Khartoum - HSSK………….………………………………………………….….…… Page 410 - Kigali - HRYR……………………………………………………………………………Page 414 - Lajes - LPLA………………………….…………………………………………………Page 421 - Los Angeles - KLAX………………………….………………………………..………Page 427 - Luxor - HELX………………………………….……………………………...…………Page 440 - Lyon - LFLL…………………….……………………………………………..…………Page 444 - Marseille - LFML…………………….…………………………………………………Page 448 - Mauritius - FIMP…………………………………………………………….…………Page 455 - Miami – KMIA …………………………………………………………………………Page 460 - Milano Malpensa - LIMC ………………………………………………..………… Page 472 - Mombasa - HKMO…………….…………………………………….………….…… Page 476 - Moncton - CYQM…….……………………………………………….…………..… Page 480 - Nairobi - HKJK…………………………………….……………………………...……Page 483 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 5 10 MAY 2023 - Nantes - LFRS………………………………….…………………………………….…Page 489 - N’Djamena - FTTJ…………………….……………………………………………… Page 494 - New York JFK - KJFK………………………..…………………………………………Page 498 - New-York Newark - KEWR…………..……………………………………………… Page 513 - New York Stewart – KSWF ………………………………………………….……… Page 530 - Nice - LFMN…………………………….……………………………………...………Page 536 - Noumea – NWWW …………………………………………………………………..Page 543 - Oakland - KOAK……………………..………………………………………….…… Page 548 - Ontario - KONT………………………..…………………………………………….…Page 555 - Orlando - KMCO ………………………………………………………………...…..Page 562 - Pago Pago - NSTU………….……………………………………………………….. Page 574 - Paris Orly - LFPO…………………….…………………………………………………Page 580 - Philadelphia - KPHL ……………………………………………...…………………. Page 588 - Pointe à Pitre - TFFR…………….…………………………………………………… Page 595 - Ponta Delgada - LPPD………………………………………………….…..……… Page 602 - Prince Georges - CYXS…………………………….…………………….………..…Page 607 - Providence - KPVD ……………………….…….…………………….…..………… Page 611 - Puerto Vallarta - MMPR………………….……………………………….………… Page 617 - Rarotonga - NCRG……….……………………………………………….………… Page 621 - Reno - KRNO……………………………………………………………….………… Page 627 - Reunion - FMEE…………………………………………………………….………… Page 633 - Rimini - LIPR ……………………………………….…………………………………. Page 639 - Sacramento - KSMF………………………………………………………………… Page 643 - St John’s - CYYT………………………………………………………………...…… Page 648 - Salt Lake City - KSLC………….…………………………………………………..… Page 653 - San Diego - KSAN …………………………………………………….…………….. Page 660 - San Francisco - KSFO……………….……………………………………….……… Page 668 - San Jose - KSJC……….………………………………………………………...…… Page 686 - Santa Maria - LPAZ….………………………………………………………………. Page 692 - Seychelles - FSIA………..…………………………………………………….………Page 697 - Stephenville - CYJT……….…………………………………………………….…… Page 704 - Tahiti - NTAA……………….…………………………………………………….…… Page 708 - Tamanrasset - DAAT…………………….……………………………………………Page 714 - Tampa - KTPA …………………………………………………………………….…. Page 720 - Thessaloniki - LGTS……….………………………………………………………….. Page 727 - Vancouver - CYVR……………….………………………………………….……… Page 731 - Washington - KIAD …………………………………………………………………. Page 738 - Windsor Locks - KBDL …………………………………………….………………… Page 746 - Zurich - LSZH ……………….………………………...………………………………. Page 751 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) INTENTIONALLY LEFT BLANK UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version Page 6 10 MAY 2023 ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 7 10 MAY 2023 INTRODUCTION v GENERAL The Route & Aerodrome Information Guide (RAIG) is published as a supplement of the French bee OMC and the Jeppesen Airway Manual. It provides flight crew guidance and consists of: - Route & Area briefings; - Flight crew alerts & instructions; - Aerodrome briefings. In the event of conflicting information between: - The OMC and the RAIG, the RAIG is the overriding reference; - The Jeppesen Airway Manual and the RAIG, the Jeppesen Airway Manual is the overriding reference. It is essential for French bee flight crew to be thoroughly familiar with the information contained in the RAIG. v REVISION & DOCUMENT MANAGEMENT The FBU-PROC-CMS-04 "Documentation Management" is applicable. To an extent the quality of this documentation is dependant on the feedback received from the flight crew. Everyone is welcome to participate in the continuous development of the RAIG: questioning and content report about the RAIG shall be addressed by email to the Director of Flight Operations (DFO) who is in charge of the writing and updating process of it. Revision / Amendments to the RAIG are normally promulgated as per requirement and are issued whenever necessary. A vertical bar in front of the lines indicates any change in the content. Hand-written revision / amendments are not permitted. UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 8 10 MAY 2023 SUMMARY OF HIGHLIGHTS LOCATION PAGE US Operations – ATC Operations – SID & STAR & US aerodrome briefings Africa Operations – Mogadishu FIR Africa Operations – Asmara FIR REASON - • Derate takeoff climb is now allowed for all French bee US aerodromes 63 • Controlled cockpit rest is now allowed in the Mogadishu FIR. • Unless requested for operational reasons and properly coordinated, all level changes should be avoided in the Mogadishu FIR. 64 • Control Cockpit Rest is NOT allowed in the Asmara FIR. • All necessary level changes shall be properly anticipated and coordinated with ATC. UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) INTENTIONALLY LEFT BLANK UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version Page 9 10 MAY 2023 ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 10 10 MAY 2023 DEPRESSURIZATION & ENGINE FAILURE STRATEGIES v GENERAL Introduction As per AIROPS CAT.POL.A.215 (b) "a detailed analysis of the route should be made using contour maps of the high terrain and plotting the highest points within the prescribed corridor’s width along the route. The next step is to determine whether it is possible to maintain level flight with One-Engine Inoperative (OEI) 1 000 ft above the highest point of the crossing. If this is not possible, or if the associated weight penalties are unacceptable, a drift down procedure should be worked out, based on engine failure at the most critical point and clearing critical obstacles during the drift down by at least 2 000 ft (…)". In specific areas with terrain above 10,000 ft and in order to provide a quick decision-making / guidance for its flight crew, French bee has developed Depressurization & Engine Failure Strategies should an engine failure or/and a depressurization occur. The respect of the published strategies that are available hereafter will help the flight crew to fly safely the aircraft towards a diversion aerodrome. Oxygen requirements for Aircrew and passengers is the main limiting factor when designing escape routes. Depressurization strategies that are described in this chapter are adapted to all French bee (and Air Caraibes Atlantique) A350s that are 22-minute oxygen equipped. Grid MORAs vs. Temperature / QNH Corrections Grid Minimum Off-Route Altitude (Grid MORA) provide terrain and man-made structure clearance with the section outlined by latitude and longitude lines. All Grid MORAs available and depicted in red color in the RAIG "High Terrain Depressurization & Engine Failure Strategies" chapter clear all area obstacles by 2000 ft in ISA temperature conditions along with a QNH of 1013. The FMS MORA which is displayed on the aircraft ND and the VD has no added margin. All of the relevant information is available in the OMA-08-01-01 Minimum Flight Altitudes. • Temperature & Pressure corrections 1) Temperature correction Barometric pressure altimeters are calibrated to indicate true altitude under ISA conditions. Any deviations from ISA will result in an erroneous reading on the altimeter, equating to approximately 4% height error per 10°C deviation from ISA, as measured at the altimeter setting source. When temperatures are higher than ISA, true altitude will be higher than the indicated altitude and this is considered safe from an obstacle clearance perspective. However, large temperature deviations below ISA will result in true altitude substantially below indicated altitude and this may compromise obstacle clearance requirements. Only below ISA corrections must be applied by the flight crew. 2) Pressure correction When flying at levels with the altimeters set to a standard pressure of 1013 hPa, the Grid MORA must be corrected for deviations in pressure when the local QNH is lower. Only below standard pressure corrections must be taken into account by the flight crew. UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 11 10 MAY 2023 • Temperature & Pressure correction tables For each area briefing (Africa, Alps, Canada/USA, Carribean and Greenland), there are two correction tables available to compensate a true altitude: - The first table is called "Altitude Temperature Correction for High Altitude Use" and it permits to apply an altitude temperature correction according to an ISA deviation. Below standard ISA conditions as displayed by the aircraft ECAM* can be then easily corrected by the flight crew. - The second table is called "Below 1013 Pressure correction" and it permits to apply a pressure correction, especially when the local QNH (if known by the flight crew) is below 1013. * As per FCOM DSC-31-CDS-60-10-80: - The ADIRS provide the TAT & SAT values - The aircraft Control Display System (CDS) uses SAT to compute ISA deviation. The sum of the two corrections will permit a global correction to be applied to the designated Grid MORA. • Depressurization and Engine Failure SOP Because at the time of the emergency the flight crew has: - NO time available to check any of the two tables (TEMPERATURE & PRESSURE corrections), - NO access to the local QNH, then a fixed margin of 10% must be applied to the designated Grid MORA. Some hereafter depressurization strategies will provide a specific guidance and an emergency descent profile to an initial safe FL. In such conditions, the table will indicate that a 10% fixed-margin is ALREADY included with NO NEED for the flight crew to proceed for any add-on value. It can be then safely used "as it is". If NO guidance / profile to a safe FL is provided, the flight crew must immediately apply a fixed margin of 10% for temperature & pressure correction to the designated Grid MORA and then descend accordingly. For all engine failure strategy conditions, the flight crew must immediately apply a fixed margin of 10% for temperature & pressure corrections to the designated Grid MORA and then to descend accordingly. UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 12 10 MAY 2023 Table 1 - ALTITUDE TEMPERATURE CORRECTION FOR HIGH ALTITUDE USE With regards to the example above, if the "Depressurization & Engine Failure strategy" of the area shows a Grid Mora of 20,000 ft in the highest segment to be flown to the alternate aerodrome, whilst the indicated ISA deviation is minus 10°C, the flight crew will have to maintain at least FL 210 - taking only into account the ISA correction. UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 13 10 MAY 2023 Table 2- PRESSURE CORRECTION FOR HIGH ALTITUDE USE QNH (hPA) CORRECTION (FT) QNH (in Hg) 949 – 951 952 – 955 956 – 958 959 – 961 962 – 964 965 – 968 969 – 971 972 – 974 975 – 978 979 – 981 982 – 984 985 – 988 989 – 991 992 – 994 995 – 997 998 – 1001 1002 – 1004 1005 – 1007 1008 – 1011 1012 + 1900 + 1800 + 1700 + 1600 + 1500 + 1400 + 1300 + 1200 + 1100 + 1000 + 900 + 800 + 700 + 600 + 500 + 400 + 300 + 200 + 100 0 28.01 – 28.10 28.11 – 2820 28.21 – 28.30 28.31 – 28.40 28.41 – 28.45 28.46 – 28.56 28.57 – 28.66 28.67 – 28.77 28.78 – 28.86 28.87 – 28.95 28.96 – 29.05 29.06 – 29.15 29.16 – 29.25 29.26 – 29.35 29.36 – 29.45 29.46 – 29.54 29.55 – 29.64 29.65 – 29.74 29.75 – 29.84 29.85 – 29.88 With the example used in the previous page, if the local QNH is expected to be at an average of 995 (29.36 in.hg) the flight crew will have to add another pressure correction of 500 ft on top of the previous temperature correction. The flight crew will therefore take [FL 210 + 500 ft] = FL 215 as the lowest limit to clear the highest obstacle by 2000 ft. With the same example, if the flight crew is not able to immediately crosscheck the above tables or/and if the QNH is unknown, the flight crew will add a fixed margin of 10% to the Grid Mora of 20,000 ft. The lowest FL to be used will be FL 220. Engine Failure Strategies All of the RAIG Engine Failure Strategies’ assumptions have been made with the worst among the following: - AIR COND ON - ANTI-ICE Engine +Wings - ISA +20 - A350-900: weight = 268 tons - A350-1000 : weight = 295 tons UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 14 10 MAY 2023 Manual Emergency Descent (MED) vs. Automatic Emergency Descent (AED) Before overflying a specific area that is part of the "Emergency Descent & Engine Failure Strategies" policy developed by French bee, the operating flight crew shall agree which type of Emergency descent will be initiated if necessary: MED or AED. This will enhance the CRM level if a depressurization requiring an emergency descent occurs. With regards to FCOM DSC-22-FG-70-60-40, it may be necessary for the flight crew that initiates an AED on purpose to manually refine the altitude target in order to cope with the depressurization scenario. When the conditions are applicable, multiple AED steps can be performed in a row until the aircraft eventually reaches 10 000 ft, in order to avoid to fly at an altitude potentially higher than necessary. However, once the flight crew action is detected in the loop (on the FCU or sidestick pb), no automatic rearming will occur and the AUTO EMER DESCENT cannot be triggered again for the remainder of the flight. It shall be reminded to the flight crew that the activation of the AED mode will make the aircraft descending to the highest altitude between FL 100 and current MORA plus an envelope margin. The purpose of this automatic mode is to only cover a possible flight crew incapacitation situation. This will not manage the minimum 22-minute oxygen quantity that is available to the passengers. The Depressurization strategy scenarios, as published in the RAIG, will permit the flight crew to respect at least the following AIROPS rules: - CAT.MPA.285 Use of Supplemental Oxygen and, - CAT.IDE.A.235 Supplemental oxygen for pressurised aeroplanes. Generic Depressurization Profile UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 15 10 MAY 2023 v AFRICA – A350 DEPRESSURIZATION & ENGINE FAILURE STRATEGIES Coding NO-FLY Zone Africa Depressurization & Engine Failure Strategies - Waypoints OIS Quick Access Waypoints N17E38 N10E38 N10E35 N10E38 N8E38 N8E43 N4E43 N8E43 N8E38 N7E38 N7E33 N7E38 N1E38 // N1E28 N1E30 S5E30 S5E35 N1E35 N1E38 S5E38 S5E28 S5E41 The coordinates after the // pertain to the southern part of the area and do not need to be inserted if flying the usual route. CAUTION Corrections for temperature below ISA and pressure below 1013 must be applied on all grid MORA’s. UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version Page 16 ROUTE & AERODROME INFORMATION GUIDE (RAIG) 10 MAY 2023 Africa Depressurization Strategies – Route 1 Overview AFRICA DEPRESSURIZATION STRATEGIES – ROUTE 1 OVERVIEW ea ds Re N24E037 N16E041 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version E045° E035° N19E039 ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 17 10 MAY 2023 AREA 1 - NORTH OF N15°00 22-MINUTE OXYGEN SYSTEM AIRCRAFT DEPRESSURIZATION STRATEGY All depressurization FLs as presented hereafter include a fixed margin of 10% for temperature and pressure corrections over the designated Grid MORA. WEST E035°00 [NOT OVER THE RED SEA] • Descend initially to FL120 and, • Proceed towards a safe grid MORA before descending to FL100, • Then, it is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: HECA, HELX, HESN, OEJN and OERK. IN-BETWEEN EAST OF E035°00 AND WEST E045°00 [NOT OVER THE RED SEA] • Descend initially to FL150 and, • Proceed over the RED SEA (green waypoint markers can be used accordingly to improve situational awareness) before descending to FL100, • Then, it is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: HECA, HELX, HESN, OEJN and OERK. OVER THE RED SEA • Descend to FL100 and, • Then, it is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: HECA, HELX, HESN, OEJN and OERK. ENGINE FAILURE STRATEGY For all engine failure strategy scenarios, the flight crew MUST INITIALLY ADD a fixed margin of 10% for temperature & pressure corrections over the designated Grid MORA. It is Captain’s responsibility to proceed to the next suitable Once established at FL140 do not exceed 30min before descending to FL100. aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but Divert to OEJN, orwith HESN or HELX or HECA or anyon adequate aerodrome in this notwithstanding any special restriction the day, the hereafter area (according to RAIG restrictions). aerodromes can be considered like adequate: HECA, HELX, HESN, OEJN and • OERK. Descend and maintain Jeppesen chart grid MORA’s and MEA’s until established on final approach course. • • • • UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version Page 18 10 MAY 2023 ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 19 10 MAY 2023 AREA 2 – EAST OF E038°00 22-MINUTE OXYGEN SYSTEM AIRCRAFT DEPRESSURIZATION STRATEGY All depressurization FLs as presented hereafter include a fixed margin of 10% for temperature and pressure corrections over the designated Grid MORA. NORTH OF N03°00 • If flying in the RED area descend to FL190 or, • If flying in the AMBER area descend to FL140 and, • Proceed to the closest green waypoint marker* by the most direct route. When established over one of the green waypoint markersor when out of the red & amber areas, descend immediately to FL100. * N06E040, N06E041, N09E043, ASTAR and ASOLE • Then, it is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: HDAM, OEJN, HESN, HELX, OERK, HECA. SOUTH OF N03°00 • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: HTDA, and HKMO. ENGINE FAILURE STRATEGY For all engine failure strategy scenarios, the flight crew MUST INITIALLY ADD a fixed margin of 10% for temperature & pressure corrections over the designated Grid MORA. NORTH OF N03°00 • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: HDAM, OEJN, HESN, HELX, OERK and HECA. SOUTH OF N03°00 • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: HTDA, HKMO and HKJK (HKJK is an altitude aerodrome with special one-engine limitations). UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version Page 20 ROUTE & AERODROME INFORMATION GUIDE (RAIG) N00°00 10 MAY 2023 FL220 S01°00 94 S02°00 HKNA/NAIROBI FIR FL240 S03°00 HTDC/DAR-ES-SALAM FIR S04°00 S06°00 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version E40°00 E39°00 E38°00 E038°00 E37°00 E36°00 E035°00 E35°00 S07°00 ROUTE & AERODROME INFORMATION GUIDE (RAIG) 10 MAY 2023 HKNA/NAIROBI FIR HUEC/ENTEBBE FIR FL220 FL210 106 94 FL240 HTDC/DAR-ES-SALAM FIR E035°00 N05°00 E031°00 Page 21 UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 22 10 MAY 2023 AREA 3 22-MINUTE OXYGEN SYSTEM AIRCRAFT DEPRESSURIZATION STRATEGY All depressurization strategy FLs as presented hereafter INCLUDE a fixed margin of 10% for temperature and pressure corrections over the designated Grid MORA. IN-BETWEEN EAST OF E035°00 AND WEST OF E038°00 [SOUTH OF N01°00] • If flying in the RED area descend initially to FL240 or, • If flying in the AMBER area descend initially to FL220 and, • Proceed immediately to the West of E038°00 or East of E038°00 depending on the closest escape route. When established over West of E038°00 or East of E038°00, descend to FL100. • Then, it is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate in the respective areas : HKMO, HTDA, HUEN and HRYR. EAST OF E038°00 [SOUTH OF N01°00] • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: HKMO and HTDA. IN BETWEEN WEST OF E035°00 AND EAST OF E031°00 [SOUTH OF N01°00] • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: HUEN and HRYR WEST OF E031°00 [SOUTH OF N01°00] • If flying in the PURPLE area descend initially to FL210 and, • Proceed immediately to the East of N031°00. • When established over East of E031°00, descend to FL100. • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: HUEN and HRYR. UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 23 10 MAY 2023 ENGINE FAILURE STRATEGY For all engine failure strategy scenarios, the flight crew MUST INITIALLY ADD a fixed margin of 10% for temperature & pressure corrections over the designated Grid MORA. IN-BETWEEN EAST OF E035°00 AND WEST OF E038°00 [SOUTH OF N01°00] • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate in the respective areas : HKMO, HTDA, HUEN, HRYR and HKJK (HKJK is an altitude aerodrome with special one-engine limitations). EAST OF E038°00 [SOUTH OF N01°00] • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: HKMO, HTDA and HKJK (HKJK is an altitude aerodrome with special one-engine limitations). IN BETWEEN OF WEST OF E035°00 AND EAST OF E031° [SOUTH OF N01°00] • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: HUEN and HRYR. WEST OF E031°00 It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: HUEN and HRYR. • UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 24 10 MAY 2023 AREA 4 22-MINUTE OXYGEN SYSTEM AIRCRAFT DEPRESSURIZATION STRATEGY All depressurization strategy FLs as presented hereafter INCLUDE a fixed margin of 10% for temperature and pressure corrections over the designated Grid MORA. EAST OF E038°00 [SOUTH OF S05°00] • Descend to FL100 • Then It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: HKMO and HTDA IN-BETWEEN EAST OF E035°00 AND WEST OF E038°00 [SOUTH OF S05°00] • Descend initially to FL130 • When established over East of E038°00 descend to FL100. • Then It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: HKMO and HTDA ENGINE FAILURE STRATEGY For all engine failure strategy scenarios, the flight crew MUST INITIALLY ADD a fixed margin of 10% for temperature & pressure corrections over the designated Grid MORA. • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: HKMO and HTDA UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 25 10 MAY 2023 v ALPS – A350 DEPRESSURIZATION & ENGINE FAILURE STRATEGIES Coding Alps Depressurization & Engine Failure Strategies - Waypoints OIS Quick Access Waypoints N43E6.5 N46E6.5 N46E7.5 N50E7.5 N46.5E7.5 N46.5E10 N43E10 N47E10 N47E17 CAUTION Corrections for temperature below ISA and pressure below 1013 must be applied on all grid MORA’s. UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version Page 26 10 MAY 2023 ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 27 10 MAY 2023 AREA 1 22-MINUTE OXYGEN SYSTEM AIRCRAFT DEPRESSURIZATION STRATEGY The depressurization strategy FL as presented hereafter INCLUDES a fixed margin of 10% for temperature and pressure corrections over the designated Grid MORA. • Descend initially to FL200 then, • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: LFSB, LFLL, LSGG and LFML. ENGINE FAILURE STRATEGY For all engine failure strategy scenarios, the flight crew MUST INITIALLY ADD a fixed margin of 10% for temperature & pressure corrections over the designated Grid MORA. • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: LFSB, LFLL, LSGG and LFML. AREA 2 22-MINUTE OXYGEN SYSTEM AIRCRAFT DEPRESSURIZATION STRATEGY The depressurization strategy FL as presented hereafter INCLUDES a fixed margin of 10% for temperature and pressure corrections over the designated Grid MORA. • Descend initially to FL190 then, • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: LFSB, LSZH, EDDM and LOWW. ENGINE FAILURE STRATEGY For all engine failure strategy scenarios, the flight crew MUST INITIALLY ADD a fixed margin of 10% for temperature & pressure corrections over the designated Grid MORA. • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: LFSB, LSZH, EDDM and LOWW. UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 28 10 MAY 2023 AREA 3 22-MINUTE OXYGEN SYSTEM AIRCRAFT DEPRESSURIZATION STRATEGY The depressurization strategy FL as presented hereafter INCLUDES a fixed margin of 10% for temperature and pressure corrections over the designated Grid MORA. • Descend initially to FL210 then, • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: LIMC, LIME and LFMN. ENGINE FAILURE STRATEGY For all engine failure strategy scenarios, the flight crew MUST INITIALLY ADD a fixed margin of 10% for temperature & pressure corrections over the designated Grid MORA. • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: LIMC, LIME and LFMN. AREA 4 22-MINUTE OXYGEN SYSTEM AIRCRAFT DEPRESSURIZATION STRATEGY The depressurization strategy FL as presented hereafter INCLUDES a fixed margin of 10% for temperature and pressure corrections over the designated Grid MORA. • Descend initially to FL180 then, • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: LIME, LIPZ, LIPE and LIRF. ENGINE FAILURE STRATEGY For all engine failure strategy scenarios, the flight crew MUST INITIALLY ADD a fixed margin of 10% for temperature & pressure corrections over the designated Grid MORA. • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: LIME, LIPZ, LIPE and LIRF. UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 29 10 MAY 2023 v CANADA / USA – A350 DEPRESSURIZATION & ENGINE FAILURE STRATEGIES Coding Canada / USA Depressurization & Engine Failure Strategies - Waypoints OIS Quick Access Waypoints N45W125 N45W110 N45W100 N45W110 N41W110 N41W108 N39W108 N39W125 N39W108 N39W106 N33W106 CAUTION Corrections for temperature below ISA and pressure below 1013 must be applied on all grid MORA’s. UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 30 10 MAY 2023 Canada / USA - Depressurization & Engine Failure Strategies Overview UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 31 10 MAY 2023 AREA 1 22-MINUTE OXYGEN SYSTEM AIRCRAFT DEPRESSURIZATION STRATEGY The depressurization strategy FL as presented hereafter INCLUDES a fixed margin of 10% for temperature and pressure corrections over the designated Grid MORA. • Descend initially to FL190 then, • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: CYEG, CYVR, CYYC, KBIL and KSEA. ENGINE FAILURE STRATEGY For all engine failure strategy scenarios, the flight crew MUST INITIALLY ADD a fixed margin of 10% for temperature & pressure corrections over the designated Grid MORA. • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: CYEG, CYVR, CYYC, KBIL and KSEA. AREA 2 22-MINUTE OXYGEN SYSTEM AIRCRAFT DEPRESSURIZATION STRATEGY The depressurization strategy FL as presented hereafter INCLUDES a fixed margin of 10% for temperature and pressure corrections over the designated Grid MORA. • Descend initially to FL180 then, • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: KSLC, KRNO, KGJT and KSFO. ENGINE FAILURE STRATEGY For all engine failure strategy scenarios, the flight crew MUST INITIALLY ADD a fixed margin of 10% for temperature & pressure corrections over the designated Grid MORA. • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: KSLC, KRNO, KGJT and KSFO. UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 32 10 MAY 2023 AREA 3 22-MINUTE OXYGEN SYSTEM AIRCRAFT DEPRESSURIZATION STRATEGY The depressurization strategy FL as presented hereafter INCLUDES a fixed margin of 10% for temperature and pressure corrections over the designated Grid MORA. • Descend initially to FL190 then, • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: KCOS and KDEN. ENGINE FAILURE STRATEGY For all engine failure strategy scenarios, the flight crew MUST INITIALLY ADD a fixed margin of 10% for temperature & pressure corrections over the designated Grid MORA. • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: KCOS and KDEN. AREA 4 22-MINUTE OXYGEN SYSTEM AIRCRAFT DEPRESSURIZATION STRATEGY The depressurization strategy FL as presented hereafter INCLUDES a fixed margin of 10% for temperature and pressure corrections over the designated Grid MORA. • Descend initially to FL190 then, • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: KGJT , KCDC, KLAS, KSFO and KLAX. ENGINE FAILURE STRATEGY For all engine failure strategy scenarios, the flight crew MUST INITIALLY ADD a fixed margin of 10% for temperature & pressure corrections over the designated Grid MORA. • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: KGJT , KCDC, KLAS, KSFO and KLAX. UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 33 10 MAY 2023 v CARRIBEAN – A350 DEPRESSURIZATION & ENGINE FAILURE STRATEGIES Coding Carribean Depressurization & Engine Failure Strategies - Waypoints OIS Quick Access Waypoints N19W107 N19W100 N20W100 N20W97 N23W97 N15W97 CAUTION Corrections for temperature below ISA and pressure below 1013 must be applied on all grid MORA’s. UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 34 10 MAY 2023 CARRIBEAN - A350 Depressurization & Engine Failure Strategies Overview UNCONTROLLED WHEN PRINTED OR DOWNLOADED Before use, verify that this is the current version ROUTE & AERODROME INFORMATION GUIDE (RAIG) Page 35 10 MAY 2023 AREA 1 22-MINUTE OXYGEN SYSTEM AIRCRAFT DEPRESSURIZATION STRATEGY The depressurization strategy FL as presented hereafter INCLUDES a fixed margin of 10% for temperature and pressure corrections over the designated Grid MORA. • Descend initially to FL190 then, • It is Captain’s responsibility to proceed to the next suitable aerodrome available by respecting all local grid MORAs/MEAs. As per RAIG, but notwithstanding with any special restriction on the day, the hereafter aerodromes can be considered like adequate: MMPR and MMGL. ENGINE FAILURE STRATEGY For all engine failure strategy scenarios, the flight crew MUST INITIALLY ADD a fixed margin of 10% for temperature & pressure corrections over