8.3 FLIGHT PROCEDURES.pdf

Page: 115 Chapter: 8 Operations Manual Part A Edition: 3...

Page: 115 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 30 Date: 18 May 2023 8.2.4.9 Special Maintenance Considerations 8.2.4.9.1 Fluid Residues Account must be taken of the possible side-effects of fluid use. Such effects may include, but are not necessarily limited to, dried and/or re-hydrated residues, corrosion and the removal of lubricants. The maintenance schedule for each aircraft includes measures to counteract these side effects. The repeated application of Type II, Type III or Type IV anti-icing fluid may cause residues to collect in aerodynamic quiet areas, cavities and gaps. These residues may rehydrate and freeze under certain temperature changes, in high humidity and/or rain conditions. In addition, they may block or impede critical flight control systems and should be removed. In order to limit these problems, the repetitive use of Type II, Type III or Type IV anti-ice fluid should be avoided as far as possible. WARNING: When Type II, Type III or Type IV anti-icing fluid residue has been detected, no take-off should be authorized until the residues have been removed. 8.3 FLIGHT PROCEDURES Regulation (EC) 216/2008,Annex IV, 2.a.6,CAT.IDE.A.125;130 AMC/GM CAT.IDE.A.125;130 8.3.1 FLIGHT RULES POLICY All flights shall be operated in accordance with IFR and an IFR flight plan shall be filed and not normally be cancelled in flight. However, this does not preclude the acceptance of a clearance to maintain VMC for a limited and specified portion of flight nor to conduct a visual approach when circumstances are suitable (see paragraph 8.1.3.2.10). A cancellation of an IFR portion of a flight plan and a change to VFR or vice versa is permitted approaching or departing airports without published IFR procedures. The change to VFR shall be performed as close as possible to the destination airport. Two destination alternates fulfilling the requirements of paragraph 8.1.3.1.3 shall be available as a precaution to assure safe operation if the flight has to be finished in accordance with IFR due to instrument meteorological conditions. It must be emphasized that all VFR operations always require visual meteorological conditions. After departure from an airport without IFR departure procedures the change from VFR to IFR shall be conducted as soon as practicably possible. Flights for the purpose of commercial air transport should normally be routed via the most convenient, available airway network and in accordance with instrument flight rules. Air Traffic Services must be available and used for all flights. Certain flights (e.g. demonstration or aerial photography flights) require the existence of good, visual meteorological conditions, but such flights should also be flown under IFR whenever possible. The simulation of abnormal or emergency situations requiring the application of part or all of abnormal or emergency procedures and the simulation of IMC conditions by artificial means are forbidden during a flight for the purposes of commercial air transport. Uncontrolled document if downloaded or printed  Page: 116 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 1 Operating Procedures Date: 10 Jan 2020 8.3.2 NAVIGATION PROCEDURES 8.3.2.1 Use of Navigation Equipment AEROTRANSCARGO aircraft are fitted with a variety of navigation equipment including sophisticated flight management computers that enable accurate automatic navigation with a minimum of active crew involvement. Irrespective of the equipment, however, the general principle for all operations is that all navigation equipment should be checked and monitored at all stages of flight. When navigation is based on ground-based navigation aids, reliance should not be placed on information derived from ground beacons until the appropriate coded signal has been identified either aurally or visually and confirmed independently by both pilots. When flight management computers are being used as the primary means of navigation, routes and instrument departure, arrival and approach procedures, loaded either from an internal database or entered manually, may only be flown after both pilots have independently confirmed that the routing is correct by the means of the defined cross-checking procedure. This is especially important when flying in NAT HLA (see paragraph 8.3.2.5.2) and when flying RNAV departure, arrival and approach procedures when restrictions also apply to crew modification to the route or procedure. Receiver Autonomous Integrity Monitoring (RAIM) predictions must be taken into account when planning any operation that is GPS dependent. RAIM predictions are included in briefing material as GPS NOTAMs. Flight crew must remain alert to the possibility of errors in programming or performance, and be prepared to revert to the use of raw data provided by such standard VOR, ADF and DME equipment as are available. When using an area navigation autoflight function to fly an instrument approach that is based on a ground-based navigation aid, both pilots must monitor the raw data provided by the ground- based aid. Further information on the use of navigation equipment in specific areas is available in the Operations Manual Part C in relevant chapters. 8.3.2.2 Instrument Navigation Procedures CAT.OP.MPA.125 Unless otherwise authorised by the competent authority, or directed by the appropriate air traffic control unit, controlled flights shall, in so far as practicable: a) when on an established ATS route, operate along the defined centre line of that route; or b) when on any other route, operate directly between the navigation facilities and/or points defining that route. Deviation from these requirements shall be notified to the appropriate ATS unit. Only those instrument departure, arrival and approach procedures established by the State in which the aerodrome is located may be flown. However, the Commander may accept an Air Traffic Control clearance which deviates from an established procedure (e.g. a radar vector), provided obstacle clearance criteria are observed and full account is taken of the operating conditions. a) An operator shall ensure that instrument departure and approach procedures established by the State in which the aerodrome is located are used (AEROTRANSCARGO uses Jeppesen Enroute, Aerodrome Charts). Uncontrolled document if downloaded or printed  Page: 117 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 16 Date: 04 Nov 2021 b) Notwithstanding subparagraph a) above, a commander may accept an Air Traffic Control clearance to deviate from a published departure or arrival route, provided obstacle clearance criteria are observed and full account is taken of the operating conditions. The final approach must be flown visually or in accordance with the established instrument approach procedure. c) Different procedures to those required to be used in accordance with subparagraph (a) above may only be implemented, if approved by the State in which the aerodrome is located, if required, and accepted by the Authority. Note: AEROTRANSCARGO will use Jeppesen Manuals as described in the Company’s Operations Manual Part C. 8.3.2.2.1 Noise Abatement Departure Procedures CAT.OP.MPA.130 The Aerotranscargo established appropriate operating departure and arrival/approach procedures for each aeroplane taking into account the need to minimise the effect of aircraft noise. The procedures shall: - ensure that safety has priority over noise abatement; and - be simple and safe to operate with no significant increase in crew workload during critical phases of flight. The following paragraphs address only the climb (vertical) profile of the departure procedure; the required lateral track is a function of the published Standard Instrument Departure (SID). For any aircraft type, two climb profiles will be established to meet, where relevant: a) The close-in noise abatement objective (NADP 1); b) The distant noise abatement objective (NADP 2). The climb profile of any NADP is the vertical path resulting from the pilot’s actions i.e. engine thrust reduction, acceleration, slats/flaps retraction and the sequence of these actions i.e. the order and the timing in which these pilot’s actions are carried out. For each aircraft type, each of the NADP climb profiles will be defined by: a) One sequence of actions (one for close-in, one for distant). b) Two AAL altitudes (heights): i. The altitude of the first pilot’s action (generally power reduction with or without acceleration). This altitude will not be less than 800 ft AAL. ii. The altitude of the end of the noise abatement procedure. This altitude will usually not be more than 3,000 ft AAL. These two altitudes will be runway specific when the aircraft FMC has the relevant function which permits the crew to change thrust reduction and/or acceleration altitude / height. If the aircraft is not FMC equipped or the FMC is not fitted with the relevant function, two fixed heights will be defined and used for each of the two NADPs. For compliance with the above, noise abatement procedures established by the manufacturer of the relevant aircraft type in order to comply with ICAO PANS OPS Volume 1 (Doc 8168–OPS/611) will be flown. When the aircraft operating procedure is applied and the departure profile followed in every respect, the procedure will satisfy NADP requirements and will therefore apply at every aerodrome. Note: Noise abatement operating procedures are described in the Operations Manual Part B for the relevant aircraft type. Uncontrolled document if downloaded or printed  Page: 118 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 1 Operating Procedures Date: 10 Jan 2020 8.3.2.2.2 Approach other than ILS In order to use LNAV/VNAV beyond the FAF the following conditions apply: a. The approach must be line selectable from the navigation database. The approach chart title should match the FMS label. However, certain approaches with enhanced coding allow the use of line selectable approaches where the FMS label may not match the approach chart title. b. Modifications of the waypoint at or beyond the FAF are only permitted in line with FCOM/OM-B procedures. c. The coding of the approach shall be validated prior to modification by the crew, as described below: 1. The final approach course shall be checked to be within 3° of the published course. Where FCOM/OM-B contains additional validation requirements they will apply; 2. The distance from the FAF to RW/MAWP shall be checked to be within 1 nautical mile of the published distance; 3. No minimum-crossing altitude is infringed by more than 10’; 4. Altitude at RW or MAWP is appropriate; 5. A difference of ±0.10° between the charted vertical profile and the FMS databasevalue is acceptable; d. If no RNP value is published on the respective chart, crews may assume an RNP value of 0.3 for this approach. Some special ILS approaches may have an RNP requirement. e. For VOR or NDB approaches, if ground based stations are out of service or on test, or if the aircraft equipment is not installed or inoperative, the approach may still be flown. The requirements to conduct the approach are the same as for an RNAV approach. Note: If any of the preceding conditions cannot be met, then LNAV Lateral and Selected vertical or Selected Lateral and Selected vertical, guidance modes shall be used in accordance with FCOM/OM-B procedures. f. During the approach, the PM shall monitor the flight path against the approach chart and alert the PF of any deviation. The PF shall crosscheck against his altimeter reading. The PM, prior to crossing each position; 1. Shall call out each mandatory altitude and distance (FAF/P, Descent Point and any other mandatory altitudes) and; 2. For approaches where VS mode is used, the additional altitude vs distance check points provided on the approach chart shall be called. g. The use of the autopilot shall be in accordance with the policy defined in Section 8.3.18. h. Any apparent coding error or approach anomaly shall be reported by way of an entry in the Aircraft Technical Logbook. i. Flight crew must be aware of the effects of ISA deviation on the descent angle. If the temperature is higher or lower than the VNAV temperature limitation, the crew may continue use of the VNAV flight guidance function but only to the published LNAV minimums, unless the aircraft is equipped with compensated Baro-VNAV capability. j. For any approach not in the Navigation Database, basic autopilot lateral and vertical modes should be used. k. On determining that cold weather altitude corrections are required, CM1 and CM2 will: Uncontrolled document if downloaded or printed  Page: 119 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 4 Date: 22 Jun 2020 1. Independently calculate and agree on the altitude corrections and new heights for the approach. 2. The PF will enter the agreed data into the FMS and crosschecked by the PM before executing the entry. 3. Both pilots shall make an independent approach validation check against the approach chart after the data entry to ensure that all hard altitude constraints are complied with. 4. A combination of corrections due to displaced threshold and cold temperature is not allowed. l. On determining that altitude corrections are required to adjust the vertical profile to compensate for a displaced threshold, CM1 and CM2 will: 1. Independently calculate and agree on the altitude corrections and new crossing heights for the approach. 2. The PF will enter the agreed data into the FMS and crosschecked by the PM before executing the entry. 3. Both pilots shall make an independent approach validation check against the approach chart after the data entry to ensure that all hard altitude constraints are complied with. 4. During the approach the PM will monitor the approach chart and call out each hard altitude and distance/waypoint prior to reaching. The PF shall crosscheck this altitude against his altimeter reading. 8.3.2.2.3 Conduct of ILS Approaches ILS approaches are to be conducted using the aircraft’s autoflight equipment designed for the purpose, following the procedure depicted on the chart for the specific approach to the minima described in paragraph 8.1.3.2.3 et seq. Further information is available in the paragraphs describing All-Weather Operations (paragraph 8.4 et seq) and the Operations Manual Part B for the relevant aircraft type. 8.3.2.2.4 Conduct of RNAV Approaches See paragraph 8.3.2.5.8.1. 8.3.2.3 Use of Navigation Logs Navigation logs should be comprehensively completed en-route, except when operating in busy terminal areas at lower altitudes, and ETAs should be kept updated to take account of significant changes. Note should be made of any diversion from the planned route, whether initiated by the Commander or requested by air traffic control, with a brief description of the circumstances, the time the alteration was made, and any fuel re-planning calculations that were necessary. It must be noted that when operating even slightly off the route indicated on the Operational Flight Plan, the MORAs previously applicable may no longer be valid and caution must be exercised especially during the climb to, and descent from, the cruising level. Uncontrolled document if downloaded or printed  Page: 120 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 1 Operating Procedures Date: 10 Jan 2020 8.3.2.4 Weather Conditions for Continuation of Flight and Re-planning Requirements CAT.OP.MPA.245 8.3.2.4.1 Before Take-off The Commander must not commence take-off unless he is satisfied that, according to the information available to him, the weather at the aerodrome of departure and the condition of the runway intended to be used should not prevent a safe take-off and departure. In particular, before commencing take-off, the Commander must satisfy himself that the RVR or visibility in the take-off direction of the aircraft is equal to or better than the applicable minimum (see paragraph 8.1.3.2.2.1). 8.3.2.4.2 In-Flight Whilst en-route, flight crews must monitor the weather at the destination aerodrome and at any applicable alternate(s). With this information, the Commander must not then continue towards the planned destination aerodrome unless the latest information available indicates that at the ETA, the weather conditions at the destination, or at least one destination alternate aerodrome, are at or above the required aerodrome operating minima (see paragraph 8.1.3.2). In the case of in-flight re-planning, a flight may not continue beyond the point from which a revised flight plan applies unless information is available indicating that the expected weather conditions at the destination and/or required alternate aerodromes are at or above the planning minima (see paragraph 8.1.3.1). When alternative fuel planning procedures are in use, the Commander must not continue beyond the decision point described in paragraph 8.1.7.3.1 or the predetermined point described in paragraph 8.1.7.3.2 unless the expected weather conditions at the destination and/or the alternate aerodromes are at or above the operating minima shown in paragraph 8.1.3.2. 8.3.2.5 Operations in Areas with Specified Navigation Performance Requirements SPA.PBN.100; 105 Operations in certain types of airspace must meet specified navigational performance and/or operational criteria. Such operations require the approval of the CAA RM. The airspace defined for specified navigational performance criteria are: a) North Atlantic NAT HLA (NAT HLA, unrestricted); b) B-RNAV airspace (RNAV 5, RNP 5); c) P-RNAV Airspace (RNAV 1, RNP 1 / RNAV GNSS ARCH, RNP 0,3); d) Airspace designated for RNP-10 operations; e) Other RNAV airspace. Operations in airspace designated for Reduced Vertical Separation Minimum (RVSM) require compliance with specified equipment and operational criteria. Note: All approvals are granted by the CAA RM and may be found in the AOC Enclosure, Operations Specifications. Uncontrolled document if downloaded or printed  Page: 121 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 4 Date: 22 Jun 2020 8.3.2.5.1 Required Navigational Performance (RNP) In order to ensure that a particular segment of airspace or route structure is safe to operate in, it is necessary to precisely define the required level of performance of aircraft navigation systems. With regard to horizontal navigation performance, airspace may be defined in terms of a Required Navigation Performance (RNP). The RNP values specify only the navigation performance accuracy of all the user and navigation system combinations within an area of airspace; they do not specify any other requirements of the navigation system such as, for example, reliability. The RNP value includes signal source error, airborne receiver error, display system error, and flight technical error. The navigational accuracy requirement for a given RNP airspace is expressed as a containment value. For example, in airspace designated as RNP 10, the containment value is 10 nm and is equivalent to the distance from the intended position (on the route centre-line) within which flights would be contained for at least 95% of their total flying time in that specific piece of airspace. Other than NAT HLA and purely RVSM airspace, the areas listed in paragraph 8.3.2.5 each defines the navigation performance required by an RNP value. 8.3.2.5.2 North Atlantic Minimum Navigation Performance Specifications Area (NAT HLA) SPA.MNPS.100 The NAT HLA consists of that portion of the North Atlantic Region airspace between FL285 and FL420 extending between latitude 27º North in the New York FIR, the southern boundary of Santa Maria Oceanic, and the North Pole, bounded in the east by the eastern boundaries of control areas Santa Maria Oceanic, Shanwick Oceanic and Reykjavik, and in the west by the western boundary of Reykjavik CTA, the western boundary of Gander Oceanic CTA, and the western boundary of New York Oceanic CTA, excluding the area west of 60º West and south of 38º30’ North. Technically, NAT HLA requirements take the place of an RNP value but, if RNP were to be applied, NAT HLA would be designated RNP 12.6 nm. Specific equipment requirements apply and the MEL shows those items of navigational and other equipment that must be serviceable for flight in NAT HLA. Operational procedures requirements, including contingency procedures, are also required to be applied when flying in the NAT HLA, and these are described in the Operations Manual Part C (Must be in Area of operation). Specific flight crew qualification is required and the training syllabus is described in the Operations Manual Part D. 8.3.2.5.3 RNAV 5 (B-RNAV) Airspace RNAV 5 (alternatively known as B-RNAV) is an en-route navigational performance specification and only those aircraft approved for RNAV 5 operations may operate under IFR on the ATS routes in the FIRs and UIRs of states where RNAV 5 operations apply. These routes may include certain SIDs and STARs that will be designated as being suitable for B-RNAV operations. The RNP required for RNAV 5 operations is 5 nm. Specific equipment requirements apply and the MEL shows those items of equipment that must be serviceable for flight in RNAV 5 airspace. Operational procedures requirements, including contingency procedures, are also required to be applied when flying in B-RNAV airspace, and these are described in the Operations Manual Part C. Specific flight crew qualification is required and the training syllabus is described in the Operations Manual Part D. Uncontrolled document if downloaded or printed  Page: 122 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 4 Operating Procedures Date: 22 Jun 2020 8.3.2.5.4 RNP 1 (P-RNAV) Airspace RNP 1 operations (alternatively known as P-RNAV) are mandated for certain routes within Terminal Areas. These routes may be SIDs, STARs or Approach Transitions up to the point of the final approach fix. The RNP required for RNP 1 operations is 1 nm. Specific equipment requirements apply together with operational procedures requirements, including contingency procedures. 8.3.2.5.5 RNP 10 Airspace RNP 10 operations have been mandated for certain remote and oceanic areas such as the EUR-SAM corridor and some routes in South America (see the Jeppesen Airway Manual and associated Flight Supplement Booklet for the area concerned for details of RNP 10 routes and areas). The RNP required for RNP 10 operations is 10 nm. Specific equipment requirements apply and the MEL shows those items of equipment that must be serviceable for flight in RNP 10 airspace. Operational procedures requirements, including contingency procedures, are also required to be applied when flying in RNP 10 airspace, and these are described in the Operations Manual Part C. Specific flight crew qualification is required and the training syllabus is described in the Operations Manual Part D. 8.3.2.5.6 Other RNAV Airspace Other airspace such as that designated for certain departure and arrival procedures and for approaches and missed approaches have been designated as RNAV procedural airspace. Some, but not all, have a designated RNP requirement. Specific equipment requirements apply together with operational procedures requirements, including contingency procedures. 8.3.2.5.7 RVSM Airspace SPA.RVSM.100; 105 Vertical Separation between approved aircraft of 1000 ft compared to the ICAO standard of 2000 ft from FL290 up to FL410 (both levels included) applies in certain defined areas of airspace. Specific equipment requirements apply and the MEL shows those items of equipment that must be serviceable for flight in RVSM airspace. Operational procedures requirements, including contingency procedures, are also required to be applied when flying in RVSM airspace, and these are described in the Operations Manual Part B and the Operations Manual Part C. Specific flight crew qualification is required and the training syllabus is described in the Operations Manual Part D. 8.3.2.5.8 RNAV Approach (Approach other than ILS) Aircraft eligibility All Aerotranscargo aircraft’s FMCS has been shown to meet the requirements of FAA AC 20-129 for vertical navigation (VNAV) for enroute, terminal area operations and instrument approaches (excluding ILS G/S). Demonstrated RNP Flight Operations Capabilities - refer to AFM section 3 and OM part B. Uncontrolled document if downloaded or printed  Page: 123 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 1 Date: 19 Jul 2021 Minimum Equipment List (MEL) considerations Any Minimum Equipment List (MEL) revisions necessary to address provisions for RNP APCH operations to LNAV and/or LNAV/VNAV minima must be approved. Aerotranscargo MEL specify the required dispatch conditions. Training requirements Aspects of RNP APCH operations to LNAV and/or LNAV/VNAV minima covered within RNAV Training, OM part D. Operating procedures An RNAV Approach shall not be commenced unless: a. Both crew are trained and qualified to conduct an RNAV Approach. b. The approach is retrievable from the FMS database c. The approach database contains all the waypoints for the published non-precision approaches to be flown for the current AIRAC cycle. d. The crew have checked the validity of the approach database. e. RAIM prediction report reviewed. The procedure shall be flown in accordance with the FCOM/OM-B/ OM-C procedure and 8.3.2.2.2 8.3.3 ALTIMETER SETTING PROCEDURES 8.3.3.1 Altimeter Serviceability Checks Each altimeter must be checked for serviceability during pre-flight checks. The altimeter pre-flight serviceability check is described in the Operations Manual Part B for the relevant aircraft type. Further checking and accuracy requirements apply before flight in RVSM airspace and these are described in the Operations Manual Part C and the Operations Manual Part B for the relevant aircraft type. 8.3.3.2 Altimeter Subscale Setting Procedures Altimeters are to be set in accordance with the following table: FLIGHT PHASE NO: 1 NO: 2 SBY REMARKS Before Take-off QNH QNH QNH Aerodrome setting If remaining below Climb & Cruise QNH QNH QNH transition altitude1 When cleared to a flight Climb STD STD STD level If cruising above transition En-route STD STD STD 1 altitude When cleared to a flight Descent STD STD STD level2 When cleared to an QNH altitude and no further Descent QNH QNH flight level reports are 1 required by Initial Approach QNH QNH QNH Aerodrome setting Final Approach QNH QNH QNH Aerodrome setting Missed Approach QNH QNH QNH Aerodrome setting Uncontrolled document if downloaded or printed  Page: 124 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 1 Operating Procedures Date: 10 Jan 2020 Note : When en route, the QNH used should be the appropriate Regional value, unless operating below a Terminal Area (TMA) when the Zone QNH, or Aerodrome QNH of an associated aerodrome should be set. 8.3.3.3 Setting of Radio Altimeters When conducting Category II or Category III approaches only, the radio altimeter shall be set to the appropriate Decision Height. Note: The radio altimeter should NOT be set for Category I or Non-Precision approaches. 8.3.3.4 Metric Altimeter When flight is conducted in metric altimetry airspace, the cruising level will be defined in metres and appropriate cruising levels are termed “Flight Level ….. metres”. Approaching the changeover point to metric altimetry airspace (usually the FIR boundary or another predetermined point), the cruising level should be adjusted to correspond to the metric FL cleared by Air Traffic Control. Whilst in metric altimetry airspace, make all calls to Air Traffic Control giving the cruising FL in metres (e.g. “Flight Level ….. metres”. When exiting the area (usually at the FIR boundary or other designated point), and when instructed by Air Traffic Control, revert to ICAO altitude reporting in feet and adjust the cruising level accordingly. 8.3.3.4.1 Metric Altimeter Setting On those aircraft where the main altimeter has a metric function, the metric function will be selected and the altimeter used in accordance with normal setting procedures. If a metric altimeter is a separate instrument it will remain set at STD. 8.3.3.4.2 Landing at an Aerodrome in a Metric Altimetry Region If a landing is to be made at an aerodrome in a metric altimetry region and Air Traffic Control does not or is unable to issue clearances in feet, the following procedure should be adopted: a) Descend from cruising level using the metric altitude procedure. Transition level is displayed on the en-route chart in both metres and in feet. Change to QNH approaching the Transition Level; b) Set up the approach in the FMC using standard operating procedures; c) For metric operations, DH/DA/MDA are depicted in feet on the approach chart. A table giving ALT / HEIGHT CONVERSION IN QNH or QFE is displayed on the chart. d) If Air Traffic Control issues clearances in metres QFE, the metric altimeter is not to be used. Use the ALT / HEIGHT conversion chart on the en-route / terminal chart; e) Refer to the relevant approach chart, plan and brief the approach, paying particular attention to brief that, although the initial part of the approach may be flown with reference to the metric system, all the minima entered in the FMC are in feet, and all call-outs are based on altitude indications in feet; f) If clearances are given in metres QNH, use the metric indications of altitude in meters. Where this is not possible because automatic metric conversion equipment is not fitted, use the meters to feet conversion table on the terminal chart; g) Fly the approach down to the minimum as indicated in feet and land or go-around as appropriate; Uncontrolled document if downloaded or printed  Page: 125 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 h) Go-around altitudes are given in feet on approach charts. Later, if required by Air Traffic Control, adjust the altitude to comply with their clearance. 8.3.4 ALTITUDE ALERTING SYSTEM PROCEDURES CAT.IDE.A.140 Whenever a change in cleared altitude or flight level is notified by Air Traffic Control, or instigated by the flight crew during a pre-cleared procedure such as an instrument arrival or approach, the altitude alerting system is to be reset to each new cleared altitude or flight level. When the autopilot is engaged, the altitude alert will be set by the PF. When the autopilot is not engaged, the altitude alert will be set by the PM. CAUTION: Care must be exercised when resetting altitude alerting devices which are integral with the Autopilot and Flight Director System (AFDS) in order to prevent any unplanned aircraft excursion from the desired flight path. 8.3.5 GROUND PROXIMITY WARNING SYSTEM (GPWS) / TERRAIN AWARENESS WARNING SYSTEM (TAWS) PROCEDURES CAT.IDE.A.150 AMC1 CAT.IDE.A.150 GM1 CAT.IDE.A.150 CAT.OP.MPA.290 GM1 CAT.OP.MPA.290 Using algorithms associated with radio altimeter and glide slope receiver outputs, GPWS provides warnings of unintentional closure with the ground as a result of which remedial action can be taken by the flight crew. TAWS (or Enhanced GPWS) is a generic term for a system that uses a terrain database together with known aircraft position to calculate and issue alerts and warnings additional to those provided by GPWS. Further information on the particular system installed and its operation is available in the Operations Manual Part B for the relevant aircraft type. The following paragraphs are intended as a guide to the purposes and use of GPWS generally. The system is to be energised and used throughout the flight, unless it has become unserviceable and the MEL for the particular aircraft type permits it to remain so for a specified period. GPWS is not infallible, but an immediate and positive response must be made to all its alerts and warnings. During GPWS response action, high pitch angles may result. Investigation of the reason for the alert / warning must take second place to responding to any warning. Alerts and warnings are defined as follows: a) Alert – a caution generated by the GPWS equipment; b) Warning – a command generated by the GPWS equipment which may be: i. Genuine; i.e. in accordance with its technical specification; ii. Nuisance; i.e. although the equipment is operating as intended, the pilot is following an authorised, safe procedure; iii. False; i.e. the equipment is not operating as designed and the warning is spurious. Irrespective of their nature, all warnings are to be reported via an ASR so that the circumstances may be investigated and the reliability of the equipment established. CAUTION: Flight crews must beware of becoming slow to react to GPWS alerts / warnings purely on the basis of previous suspect system performance. Uncontrolled document if downloaded or printed  Page: 126 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 38 Operating Procedures Date: 09 Jul 2024 To reduce the hazard of CFIT, the PM will select TERR on his ND for the following phases of flight: - During climb and descent below MSA. - When the flight crew accepts responsibility for terrain/obstacle clearance. - During visual arrivals and approaches, especially at night and in mountainous terrain. - During the conduct of RNAV/RNP approaches. - In the event a landing at the nearest suitable airport is required. - In the event of an emergency descent. 8.3.5.1 GPWS Modes, Alerts and Warnings BASIC EQUIPMENT ADVANCED EQUIPMENT GPWS MODE B Alert Warning B Alert Warning Mode 1 ‘Whoop, whoop ‘Whoop, whoop - ‘Sink rate!’ Excessive descent rate – pull up!’ – pull up!’ Mode 2 ‘Whoop, whoop ‘Terrain – ‘Whoop, whoop - Excessive terrain closure rate – pull up!’ terrain!’ – pull up!’ Mode 3 ‘Whoop, whoop ‘Whoop, whoop - ‘Don’t sink!’ Altitude loss after takeoff or go-around – pull up!’ – pull up!’ Mode 4A ‘Whoop, whoop ‘Too low – ‘Whoop, whoop Mode 4 Unsafe Proximity to terrain – - – pull up!’ gear!’ – pull up!’ 1 terrain clearance Gear not locked down whilst not in the Mode 4B landing ‘Whoop, whoop ‘Too low – ‘Too low – Proximity to terrain – - configuration – pull up!’ flaps!’ terrain!’ Flaps not in landing configuration Mode 5 ‘Glideslope!’ - ‘Glideslope!’ - Descent < glideslope Mode 6 - - ‘Minimums!’ - Descent < ‘minimums’ For a detailed description of the enhanced functions of the EGPWS refer to FCOM Chapter 15 Warning Systems. 8.3.5.2 Ground proximity detection Whenever a GPWS alert is received,or undue proximity to the ground is detected by a flight crew member, the handling pilot must take expeditious action to correct the condition. Whenever a GPWS warning is received or undue proximity to the ground is detected, the immediate response must be to level the wings and initiate a maximum gradient climb to the applicable minimum safe altitude, (but see paragraph 8.3.5.4 below). 8.3.5.3 Equipment Limitations Unenhanced GPWS equipment does not have a forward-looking facility so that little or no warning may be given if the aircraft is approaching sharply rising terrain. Alerts and warnings in Modes 1 and 2 are only given when the aircraft is less than 2,500 ft above the local terrain. If no corrective action is taken, a maximum of some 20 seconds will elapse between initial receipt of the alert/warning and contact with the ground, and this will be lessened if the rate of descent is excessive, or there is rising ground beneath the aircraft. Enhanced GPWS includes a “look-ahead” facility that uses an internal terrain mapping database to establish the proximity of terrain. The forward looking terrain avoidance function utilises an accurate source of known aircraft position, such as may be provided by a flight management system with GPS updating, and an electronic terrain database. Uncontrolled document if downloaded or printed  Page: 127 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 38 Date: 09 Jul 2024 Further limitations must be observed: a) Navigation is not to be predicated on the use of the terrain display; b) Unless geometric altitude data is provided, use of predictive TAWS functions is prohibited when altimeter subscale settings display QFE; c) Nuisance alerts can be received if the aerodrome of intended landing is not included in the TAWS aerodrome database; d) In cold weather operations, corrective procedures should be implemented by the crew unless TAWS has in-built compensation such as geometric altitude data; e) Loss of input data to the TAWS computer could result in partial or total loss of functionality; f) Radio signals not associated with the intended flight profile (e.g. ILS glide path transmissions from an adjacent runway) may cause false alerts; and g) Inaccurate or low accuracy aircraft position data could lead to false or non-annunciation of terrain or obstacles ahead of the aircraft Note: Whenever a warning is received, the immediate response must be to level the wings and initiate a maximum gradient climb to the applicable minimum safe altitude, but see paragraph 8.3.5.4 below. 8.3.5.4 GPWS Warnings – Discretionary Action by Commander GPWS warnings must never be ignored. However, the pilot’s response may be limited to that appropriate for an alert if: a) The aircraft is being operated by day in clear visual conditions; and b) It is immediately obvious to the pilot that the aircraft is in no danger in respect of its configuration, proximity to terrain or current flight path. 8.3.5.5 Unwanted Warnings Unwanted (i.e. false or nuisance) warnings may be received during normal, safe operations when, for example, the aircraft is being vectored by AEROTRANSCARGO and is descending in an area of hilly terrain. A Mode 5 (glideslope) alert may be triggered when the aircraft is being flown outside the validity area of the glideslope signal, such as when manoeuvring visually to land on a non- instrument runway following an approach to the ILS runway. An alert/warning will also be triggered if the approach is flown with the flaps set to a different position from that normally used for landing. Provided that flight crews remain fully aware of these limitations of the equipment, however, and follow the recommended procedures immediately on receipt of GPWS alerts and warnings, its use may well avoid an otherwise inadvertent closure or contact with the ground. It is emphasised that even if a warning is anticipated or suspected to be false or nuisance, immediate and aggressive action is required by the crew unless it is beyond doubt that paragraph 8.3.5.4 can be complied with. 8.3.6 POLICY AND PROCEDURES FOR THE USE OF TCAS / ACAS CAT.IDE.A.155 CAT.OP.MPA.295 GM1 CAT.OP.MPA.295 Airborne Collision and Avoidance Systems (ACAS) provide flight crews with an independent back-up to visual search and the ATS system by alerting the crew to collision hazards, independent of any ground-based aids which may be used by air traffic control for such purposes. TCAS II (Traffic Alert and Collision Avoidance System Type II) with a minimum of software version is the specific equipment which is currently available to meet this requirement, and is described in the following paragraphs. In order to maintain vigilance for conflicting visual traffic, flight crew are expected to include outside view into their scan throughout the flight. Uncontrolled document if downloaded or printed  Page: 128 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 1 Operating Procedures Date: 10 Jan 2020 Note: Further information on the particular system installed and its operation is available in the Operations Manual Part B for the relevant aircraft type. The following paragraphs are intended as a guide to the purposes and use of TCAS generally. 8.3.6.1 TCAS II Provides collision avoidance manoeuvre advice in the vertical plane only in either of two forms: a) Traffic Advisories (TAs) which indicate the approximate position relative to the subject aircraft, either in azimuth only, or azimuth and altitude, of nearby transponding aircraft which may become a threat; b) Resolution Advisories (RAs) which recommend manoeuvres or manoeuvre restrictions in the vertical plane to resolve conflicts with aircraft transponding SSR Mode C altitude. 8.3.6.1.1 Traffic Advisories A TA is intended to alert the crew that an RA, requiring a change in flight path, may follow. In the event of a TA: a) A visual search should immediately be concentrated on that part of the sky where the TA indicates the conflicting traffic to be. If the potential threat cannot be seen and gives cause for concern, air traffic control assistance should be requested in deciding whether a change of flight path is required. If the potential threat is seen, and considered to pose a definite risk of collision, the pilot should manoeuvre his aircraft as necessary to avoid it, making sure that the area into which he is manoeuvring is clear. Once clear of the potential threat, and any other subsequent conflicts, the pilot should resume his previously cleared flight path and advise Air Traffic Control of any deviation from his clearance. 8.3.6.1.2 Resolution Advisories An RA is intended to advise pilots on the manoeuvre they should carry out in order to achieve or maintain adequate separation from an established threat. In the event of an RA, pilots must: a) Respond immediately by following the RA as indicated, unless doing so would jeopardize the safety of the aircraft; Note: Stall warning, wind shear, and Ground Proximity Warning System alerts have precedence over TCAS. CAUTION: Visually acquired traffic may not be the same traffic causing an RA. Visual perception of an encounter may be misleading, particularly at night. b) Follow the RA even if there is a conflict between the RA and an air traffic services (ATS) instruction to manoeuvre; c) Not manoeuvre in the opposite sense to an RA; Note: In the case of a TCAS-TCAS coordinated encounter, the RAs complement each other in order to reduce the potential for collision. Manoeuvres or lack of manoeuvres that result in vertical rates opposite to the sense of an RA could result in a collision with the threat aircraft. Uncontrolled document if downloaded or printed  Page: 129 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 d) As soon as possible, and as permitted by flight crew workload, notify the appropriate ATS unit of the RA using the phraseology described in paragraph 8.3.6.1.2.1; Note: Unless informed by the pilot, ATS does not know when TCAS issues RAs. It is possible for ATS to issue instructions that are unknowingly contrary to TCAS RA indications. Therefore, it is important that ATS be notified when an ATS instruction is not being followed because it conflicts with an RA. e) Promptly comply with any modified RAs; f) Limit the alterations of the flight path to the minimum extent necessary to comply with the RAs; g) Promptly return to the terms of the ATS instruction or clearance when the conflict is resolved; h) Notify ATS when returning to the current clearance using the phraseology described in paragraph 8.3.6.1.2.1. It is emphasised that TCAS II relies upon information received from transponder equipped aircraft by aircraft which are similarly fitted. RAs will only be generated if both the receiving aircraft and the potential intruder are transponding in altitude Mode ‘C’. The equipment is not capable of resolving with complete accuracy the bearing, heading or vertical rates of intruding aircraft; pilots should not therefore attempt to manoeuvre solely on the basis of TA information. Pilots must be aware of the limitatio ns of the particular equipment, as the full range of TAs and RAs may not be produced beyond the minimum and maximum altitudes specified for its operation. To reduce unnecessary TCAS alerts, the rate of climb/descent shall be reduced below 1500 ft/minute when 1000 ft below/above an assigned altitude. Whenever proximate traffic is to be expected (e.g visible on TCAS or in a holding pattern with other aircraft) with only 1000ft separation to the assigned altitude the rate of climb/descent shall be reduced further below 1000 ft/minute when 1000 ft below/above an assigned altitude. If however a specific rate has been advised by Air Traffic Control maintain this rate and perform a normal level-off maneuver. CAUTION: Even if a TA is suspected of being nuisance or false, they should be treated as genuine unless the intruder has been positively identified and shown visually to be no longer a threat. An RA must always be followed. Whenever, as a result of a TCAS II warning, an aircraft has been manoeuvred such that it has departed from its air traffic control clearance, the appropriate ATS unit is to be informed as soon as possible of the departure, and of the return to the previously cleared flight conditions. Whenever an aircraft has departed from an air traffic control clearance in compliance with an RA, the pilot is to report the circumstances via an ASR so that the circumstances may be investigated and the reliability of the equipment established. 8.3.6.1.2.1 R/T Phraseology The following phraseology is to be used in the event of a Resolution Advisory. a) After a pilot starts to deviate from any Air Traffic Services (ATS) clearance or instruction in order to comply with an RA: Pilot: “TCAS RA” Controller: “ROGER” b) After the response to an RA is completed and a return to the ATS clearance is initiated: Uncontrolled document if downloaded or printed  Page: 130 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 26 Operating Procedures Date: 12 Jan 2023 Pilot: “CLEAR OF CONFLICT, RETURNING TO ………. (assigned cleared altitude / FL)” Controller: “ROGER” (or alternative instructions) c) After the response to an RA is completed and the assigned ATS clearance or instruction has been resumed: Pilot: “CLEAR OF CONFLICT, (assigned cleared altitude / FL) RESUMED” Controller: “ROGER” (or alternative instructions) d) In the event of an ATS clearance or instruction contradictory to the RA being subsequently received, the pilot should continue to follow the RA and inform ATS directly: Pilot: “UNABLE, TCAS RA” Controller: “ROGER” 8.3.6.2 Descent When operating below 5,000 ft AGL, the descent rate should not exceed 2,000 ft/min. 8.3.7 POLICY AND PROCEDURES FOR IN-FLIGHT FUEL MANAGEMENT CAT.OP.MPA.280 The fuel on board the aircraft must be managed to ensure that the amount of usable fuel remaining in flight is not less than the fuel required to proceed to an aerodrome where a safe landing can be made with final reserve fuel remaining. If during the course of the flight it becomes evident that the aircraft will arrive at the planned destination at a weight which exceeds either the maximum structural landing mass or performance limiting landing mass (such as may happen when tankering fuel and planning to land close to the maximum structural landing mass or performance limiting landing mass), the flight profile should be modified so that the actual landing weight is reduced below the maximum structural landing mass or performance limiting landing mass. If it becomes necessary to land early at an aerodrome other than the planned destination or alternate, fuel jettisoning or an overweight landing is permitted in accordance with the conditions and procedures described in the Operations Manual Part B for the relevant aircraft type. Note: In an emergency, a non-normal situation the Commander’s authority may be used to land above maximum structural landing mass or performance limiting landing mass. 8.3.7.1 In-Flight Fuel Checks The Commander must ensure that fuel checks are carried out at regular intervals throughout the flight. On flights of more than one hour’s duration, such checks are to be carried out at least once in every 60 minutes. When the time between en-route waypoints exceed 60 minutes, the fuel check should be conducted at an intermediate point and an estimate made of the fuel remaining on board at the destination. On flights of less than 60 minutes, an intermediate check is to be made at a convenient time when the cockpit workload is low if deemed necessary by the commander. If on flights below 60 min, fuel on arrival is not critical, only the RVSM check has to be recorded on the OFP during flight, all other entries may be performed on ground, especially the calculation and recording of estimates for individual waypoints may be omitted. At each check, the remaining fuel, the FMC fuel predicted at arrival (or the calculated fuel on arrival if FMC fuel prediction is not reliable due to a non-normal condition) and the difference between minimum fuel required at waypoint and remaining fuel shall be recorded and evaluated to: Uncontrolled document if downloaded or printed  Page: 131 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 a) Compare actual consumption with planned consumption; b) Check that the fuel remaining will be sufficient to complete the flight; and c) Determine the expected fuel remaining on arrival at the destination. In the case of a change in routing in flight where the new route is significantly different from the OFP or if the destination of the flight is changed, a fuel log is to be maintained. This log will be used to record fuel consumption and to confirm that the estimated fuel on board at destination is adequate and that any fuel trends are monitored. If any in-flight fuel check reveals that the expected fuel remaining on arrival at the destination will be less than the minimum reserves consisting of required alternate fuel plus final reserve fuel, the Commander must assess and take into account the traffic, operational and meteorological conditions prevailing and expected at the destination aerodrome, along the diversion route to the alternate aerodrome, and at the destination alternate aerodrome when deciding whether to proceed to the destination aerodrome or to divert, so as to land with not less than final fuel reserve fuel. Note: Whenever the flight crew foresees a shortage of fuel in-flight that might affect the safe conduct of the remaining portion of the flight, flight plan changes should be initiated as soon as practicable to take the necessary precautions to avoid a change of destination. This assessment may only be made at a realistic stage in the flight when up-to-date information on the conditions at the destination are available such that reasonable consideration may be given to the likely situation that will prevail at the time of arrival. If the trend of the expected fuel remaining on arrival at the destination trend is improving, the planned cruise profile may continue to be used. If the trend is not improving or worsening, and a fuel leak can be categorically excluded, methods of reducing aircraft fuel consumption should be considered. For example: a) Decrease aircraft speed (to Maximum Range Speed or Minimum Cost Index); b) Obtain a more direct route; c) Fly closer to the optimum flight level (taking wind into account); d) Select a closer alternate aerodrome. It is permissible to continue towards the destination when an en-route fuel check shows that there will be less than alternate plus final reserve fuel remaining at destination provided the following conditions can be met: a) If the maximum delay (if any) is known, or an EAT (Expected Approach Time) at destination is received from ATS, the flight may continue to destination, or to hold, regardless of the number of runways as long as landing at destination is assured and it is possible to reach the destination with at least final reserve fuel remaining at touchdown; Note: A landing is “assured” if, in the judgment of the Commander, it could be completed in the event of any forecast deterioration in the weather and plausible single failures of ground or airborne facilities. Forecasts should be used to assess the probability of landing success when more than two hours from the relevant aerodrome. When within two hours of the relevant aerodrome, actual weather reports and trend information may be used. Uncontrolled document if downloaded or printed  Page: 132 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 1 Operating Procedures Date: 10 Jan 2020 b) If the maximum delay is not known and an EAT at destination has not been received, the flight may continue towards the destination if it is possible to reach at least two aerodromes at which landing is assured with at least final reserve fuel remaining at touchdown. Note: Two separate and independent runways at a single aerodrome when within a flying time of two hours may be considered to be equivalent to two aerodromes provided that account is taken of fuel burn due to any likely ATS delay. If, as a result of an in-flight fuel check, the expected usable fuel remaining on arrival at the destination aerodrome is less than the final reserve fuel if no alternate aerodrome is required, the Commander must take appropriate action and proceed to an adequate aerodrome so as to perform a safe landing with not less than final reserve fuel. 8.3.7.1.1 Flights Planned Using Reduced Contingency Fuel (RCF) On a flight using the RCF procedure described in paragraph 8.1.7.3.1, in order to proceed to the Destination 1 aerodrome the Commander must ensure that the usable fuel remaining at the Decision Point is at least the sum of: a) Trip fuel from the decision point to the Destination 1 aerodrome; and b) Contingency fuel equal to 5% of trip fuel from the Decision Point to the Destination 1 aerodrome; and c) Destination 1 aerodrome alternate fuel, if a Destination 1 alternate aerodrome is required; and d) Final reserve fuel. If an in-flight fuel check conducted when approaching the PDP reveals that the fuel remaining is less than this amount, the Commander will either: a) Divert to the nominated Destination 2 aerodrome; or b) Nominate a further optional refuel destination and associated Decision Point closer to the Destination 1 aerodrome; or c) Continue to the Destination 1 aerodrome provided: i. Two separate runways are available at the Destination 1 aerodrome and the expected weather conditions at the destination comply with those specified for a destination aerodrome (see paragraph 8.1.3.1.2); and ii. The aircraft will land with at least final reserve fuel. Note: In the case of option b), the fuel required must be recalculated in accordance with paragraph 8.1.7.3.1 and a further check of the fuel remaining must be made when approaching the new Decision Point in accordance with the procedure described above. 8.3.7.1.2 Flights Planned Using a Predetermined Point (PDP) On a flight using the PDP procedure, in order to proceed to the destination aerodrome, the Commander must ensure that the usable fuel remaining at the PDP is at least the sum of: a) Trip fuel from the PDP to the destination aerodrome; and b) Contingency fuel from the PDP to the destination aerodrome; and Uncontrolled document if downloaded or printed  Page: 133 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 27 Date: 09 Mar 2023 c) Fuel to fly for two hours at normal cruise consumption above the destination aerodrome. If an in-flight fuel check conducted when approaching the PDP reveals that the fuel remaining is less than this amount, the Commander will either: a) Divert to the nominated destination alternate aerodrome; or b) Continue to the destination provided that two separate runways are available at the destination and the expected weather conditions at the destination comply with those specified for a destination aerodrome (see paragraph 8.1.3.1.2). 8.3.7.1.3 Flights to an Isolated Aerodrome AEROTRANSCARGO does not operate to Isolated Aerodromes. 8.3.7.2 Low Fuel State a) A Commander shall ensure that the amount of usable fuel remaining in-flight is not less than the fuel required to proceed to an aerodrome where a safe landing can be made, with the final reserve fuel remaining. b) The Commander shall request delay information from ATC when unanticipated circumstances may result in landing at the destination aerodrome with less than the final reserve fuel plus any fuel required to proceed to an alternate aerodrome. c) The Commander shall advise ATC of a minimum fuel state by declaring “MINIMUM FUEL” when, having committed to land at a specific aerodrome, the pilot calculates that any change to the existing clearance to that aerodrome may result in landing with less than planned final reserve fuel. Notes: (1) The declaration of “MINIMUM FUEL” informs ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing and any change to the existing clearance may result in landing with less than planned final reserve fuel. This is not an emergency situation but an indication that an emergency situation is possible should any additional delay occur. (2) Pilots should not expect any form of priority handling as a result of a “MINIMUM FUEL” declaration. ATC will, however, advise the flight crew of any additional expected delays as well as co-ordinate when transferring control of the aeroplane to ensure other ATC units are aware of the flight’s fuel state. d) The Commander shall declare a situation of fuel emergency by broadcasting “MAYDAY, MAYDAY, MAYDAY, FUEL”, when: (1) The calculated usable fuel predicted to be available upon landing at the nearest aerodrome where a safe landing can be made is less than the planned final reserve fuel; or (2) The actual usable fuel on board is less than the final reserve fuel. 8.3.7.3 Overweight Landing 8.3.7.3.1 Definition Overweight Landing: means the airplane lands at a weight that is above the maximum-design-landing weight (MLW) Non-normal situation: means any of the following situations: a) any malfunction that would render the aircraft not airworthy; Uncontrolled document if downloaded or printed  Page: 134 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 26 Operating Procedures Date: 12 Jan 2023 b) any condition, or combination of conditions (mechanical or otherwise), in which an expeditious landing would reduce the exposure to potential additional problems which may result in a derogation or compromise of safety; c) serious illness of a person on board which requires immediate medical attention Favourable conditions: circumstances under which a safe overweight landing can be expected. 8.3.7.3.2 Consideration All flights must be planned to land at, or below the maximum landing weight at destination and normally, the maximum certified landing weight shall not be exceeded for landing. On tankering sectors, Flight Dispatch will plan for a landing at the Maximum Structural Landing Mass less 2% or the performance limiting landing mass less 2% whichever is the lesser (refer to paragraph 8.1.7.4). However, an overweight landing may be performed in all non-normal or emergency situations where according to Commander’s discretion this course of action is safe, conditions are favourable and the performance requirements (including required go around performance) applicable to a normal landing can be met or the overweight landing provides a higher degree of safety than fuel jettison or continuation of flight. An overweight landing at destination due to a less than expected fuel burn shall be avoided in all cases. Landing at a weight above the field length limit landing weight or climb limit landing weight shall only be considered in emergency situations. 8.3.7.3.3 Crew Action For crew action and additional guidance refer to OM-B Supplementary Procedures. 8.3.7.4 Fuel Jettison Only the commander decides upon fuel jettison. The commander shall notify the appropriate ATS unit if he intends to jettison fuel giving the following information: a) Position, time and level b) Reason for jettison of fuel c) Plan of action d) Begin and termination of jettison operation. All action by the commander relating to the jettison of fuel must be conducted in close cooperation with ATS. Normally fuel jettison must be conducted within an area selected by ATS for this purpose. Whenever such an area cannot assigned by ATS the commander shall select an area for the fuel jettison of fuel within which no hazard to persons or property will be caused. The jettison operation should not be conducted below 5000 ft above ground. Fuel jettison in a holding pattern and descent within the area previously used for jettison should be avoided in order to remain outside the kerosene cloud. Fuel jettison should not be performed in the vicinity of thunderstorm activity. Note: For detailed fuel jettison procedures refer to Operations Manual Part B and Operations Manual Part C. An Air Safety Report shall be submitted, containing the quantity of the jettisoned fuel. Uncontrolled document if downloaded or printed  Page: 135 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 26 Date: 12 Jan 2023 8.3.8 ADVERSE AND POTENTIALLY HAZARDOUS ATMOSPHERIC CONDITIONS 8.3.8.1 Thunderstorms Although flight through areas of thunderstorm activity should be avoided wherever possible, provided that the recommended techniques are employed, such flight may be carried out where no alternative course of action is possible. 8.3.8.1.1 Recommended Technique for Flying Through Areas of Thunderstorm Activity 8.3.8.1.1.1 Precautions The latest meteorological forecasts and actual weather reports should be used to plan routes, where possible, along which the risk of a thunderstorm encounter is low. If an area of thunderstorm activity is encountered en-route, consider a route deviation to avoid the area and do not attempt to fly under a thunderstorm even if you can see through to the other side or to fly over thunderstorms unless a minimum of 5000 ft clearance above the storm top is ensured. When possible, detour between the storm cells of a squall line rather than fly directly above them and avoid any thunderstorm identified as severe or giving an intense radar echo by at least 20 nautical miles. ALTITUDE (ft) 4 LATERAL AVOIDANCE (nm) 20,000 10 25,000 B 20 30,000 30 When it is necessary to fly parallel to a line of cells, the safest path is on the upwind side (i.e. the side away from the direction of storm travel). Although severe turbulence and hail can be encountered in any direction outside a thunderstorm, strong drafts and hail are more often encountered outside the body of the cell on the downwind side. Avoid flight under the anvil. The greatest possibility of encountering hail is downwind of the cell, where hail falls from th e anvil or is tossed out from the side of the storm. Hail has been encountered as much as 20 nm downwind from large thunderstorms. Avoid cirrus and cirrostratus layers downwind from the storm tops. Such layers may be formed by cumulonimbus tops and may contain hail, even though the radar scope shows little or no return echoes. 8.3.8.1.1.2 Thunderstorm Penetration If, despite these precautions, the Commander finds himself committed to flying through an area of thunderstorm activity, the following procedures are recommended: Approaching the thunderstorm area: a) Use the weather radar to determine the areas of least precipitation. Select a course affording a relatively straight path through the storm. Echoes appearing hooked, finger- like, or scalloped indicate areas of extreme turbulence, hail and possibly tornadoes, and must be avoided; b) Switch ON the SEATBELT signs and make sure that all persons are securely strapped in and that loose equipment (e.g. catering trolleys and galley containers) are secured; c) Penetrate perpendicular to the thunderstorm line; if this is not possible maintain the original heading. Once inside the cell, continue ahead, a straight course through the storm will most likely get the aircraft out of the hazards soonest. The likelihood of an upset is greatly increased when a turn is attempted in severe turbulence and turning manoeuvres increase the stress on the aircraft. Uncontrolled document if downloaded or printed  Page: 136 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 1 Operating Procedures Date: 10 Jan 2020 d) Select an altitude for penetration whilst ensuring adequate terrain clearance but avoid flying at an altitude near the 0°C isotherm. The greatest probability of severe turbulence and lightning strikes exist near the freezing level; When in the storm: a) One pilot should control the aircraft attitude and the other should monitor the flight instruments; b) Set the thrust to give the recommended speed for flight in turbulence but do not “chase” the speed. Auto-thrust should be disconnected to avoid unnecessary and frequent thrust variations; c) The autopilot should remain engaged as it is likely to produce lower structural loads and smaller oscillations than would result from manual flight; d) Check the operation of all anti-icing and de-icing equipment and operate all these systems in accordance with standard operating procedures for the relevant aircraft type; e) Turn the cockpit lighting fully on to minimise the blinding effect of lightning flashes; f) Continue monitoring the weather radar in order to pick out the safest path. Tilt the antenna up and down occasionally to detect thunderstorm activity at altitudes other than that being flown. g) When intending to detour round observed weather, obtain clearance from or notify ATS so that separation from other aircraft can be maintained. If for any reason the flight crew is unable to contact ATS, any manoeuvre should be limited to the extent necessary to avoid immediate danger and ATS must be informed of the deviation as soon as possible. 8.3.8.1.1.3 Thunderstorm Encounter During Take-off and Landing The take-off, initial climb, final approach and landing phases of flight in the vicinity of thunderstorms may present the pilot with additional problems because of the aircraft’s proximity to the ground and the maintenance of a safe flight plan in these phases can be very difficult. The following should be observed: a) Do not take-off if a thunderstorm is overhead or approaching; b) At destination hold clear if a thunderstorm is overhead or approaching. Divert if necessary; c) Avoid severe thunderstorms even at the cost of diversion or an intermediate landing; d) Be prepared to apply standard techniques for flight in turbulence and/or for windshear recovery. 8.3.8.1.2 Use of Weather Radar FLIGHT ECHO CHARACTERISTICS 4553B ALTITUDE x 1,000 ft Shape Intensity Gradient of Intensity Rate of Change Avoid by 10 miles echoes Avoid by 5 miles echoes Avoid by 5 miles echoes Avoid by 10 miles echoes with hooks fingers, 0 – 20 with sharp edges or strong with strong gradients of showing rapid change of scalloped edges or other intensities intensity shape, height or intensity protrusions 20 – 25 Avoid all echoes by 20 miles 25 – 30 Avoid all echoes by 25 miles Above 30 Avoid all echoes by 30 miles Uncontrolled document if downloaded or printed  Page: 137 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 8.3.8.2 Icing Conditions CAT.OP.MPA.255 Whenever icing is expected, the anti-icing system should be used in anticipation of the icing conditions. Known areas of severe icing must be avoided. If severe icing is encountered, every effort must be made to clear the area of severe icing as soon as possible. If a required ATS clearance to leave the icing conditions is not immediately granted, an emergency shall be declared. Note: Further details on the use of aircraft anti-icing systems are available in the Operations Manual Part B for the relevant aircraft type. 8.3.8.3 Turbulence DEFINITION & EFFECT ON INTENSITY EFFECT ON OCCUPANTS AIRCRAFT Occupants may feel a slight strain against seat belts or shoulder straps. Turbulence that momentarily causes Unsecured objects may be displaced LIGHT slight erratic changes in altitude and/or slightly. Food service may be attitude. conducted and little or no difficulty is encountered in walking. Similar to light turbulence but of greater intensity. Changes in altitude Occupants feel definite strains against 2 and/or attitude occur but the aircraft seat belts or shoulder straps. MODERATE remains under positive control at all Unsecured objects are dislodged. times. It usually causes a variation of Food service and walking are difficult. indicated airspeed. Turbulence that causes large abrupt Occupants are forced violently against changes in altitude and/or attitude. It seat belts or shoulder straps. SEVERE usually causes large variations in Unsecured objects are tossed about. indicated airspeed. Aircraft may be Food service and walking is momentarily out of control. impossible. Turbulence in which the aircraft is violently tossed about and is practically EXTREME impossible to control. It may cause structural damage. If the weather conditions, cloud structure and route forecast indicate that turbulence is likely, the loadmaster should be pre- warned, and, if the turbulence encounter is imminent or unpredicted turbulence has been encountered, switch the SEATBELTS sign on and advise all persons on board to return to, and/or remain in their seats, and to ensure that their seat belts/harnesses are securely fastened. Catering and other loose equipment should be stowed and secured until it is evident that the risk of further turbulence has passed. Note: If the turbulence is more than light in nature, the aircraft should be flown at the recommended turbulence speed / Mach Number. 8.3.8.4 Windshear Pilots must remain alert to the possibility of wind shear, and be prepared to react positively and without delay to its onset whether or not the aircraft is fitted with a predictive wind shear function and/or AFDS wind shear recovery guidance. If wind shear is predicted or encountered, standard procedures and techniques for escape and/or recovery should be followed for the relevant aircraft type. Uncontrolled document if downloaded or printed  Page: 138 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 1 Operating Procedures Date: 10 Jan 2020 Whenever wind shear is encountered, its existence should be reported to ATS as soon as possible. Note: Further details on wind shear prediction and recovery guidance functions and their use are available in the Operations Manual Part B for the relevant aircraft type. 8.3.8.5 Jetstreams Jetstreams are narrow bands with extreme high wind speeds up to 300 kt that can extend up to several thousand miles in length with a width of several miles. Avoid flying along the edge of jetstreams due to possible associated turbulence. Pilots should also be aware of the effect of increased fuel consumption due to unexpected significant head wind components that can be encountered. 8.3.8.6 Clear Air Turbulence Clear air turbulence may sometimes be avoided by increasing/decreasing the cruising level if operational considerations so permit. Monitoring of other aircraft reports also assists in avoidance. 8.3.8.7 Rain, Snow and Other Precipitation On the ground, manoeuvring may require the use of slower taxying speeds to allow for the reduction in braking performance in snow, slush or standing water. At the same time, higher power settings may be required to overcome the drag caused by such contaminants, and great care should be taken to avoid jet blast from blowing unsecured ground equipment or contaminants into nearby aircraft. When taxying, account may need to be taken of banks of cleared snow and their proximity to wingtips or engine pods. Type specific procedures may require the delay of such vital actions as flap selection to minimise the danger of damage to such surfaces, or the accumulation of slush on their retraction mechanisms. Greater distances should be observed between successive aircraft to avoid damage from jet blast or propeller wash. On the runway, directional control may be adversely affected by surface contamination; take-off distance may be increased due to slower acceleration; accelerate-stop distance may be increased for the same reason and, because of poor braking action and aquaplaning, landing distance will be increased for similar reasons. CAUTION: AFM / FCOM crosswind and tailwind limitations for operations on contaminated runways must be observed and standard piloting procedures and techniques should be followed for the relevant aircraft type. When encountered in-flight, heavy precipitation can be associated with significant downdrafts and windshear. On some aircraft there are specific procedures for engine handling and these must be observed. When reverting from instrument to visual flying, partial loss of orientation (altitude, direction of aircraft) may occur, especially in whirling snow. Blowing snow might also considerably reduce visibility, particularly when using reverse thrust at lower speeds during the landing run. Uncontrolled document if downloaded or printed  Page: 139 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 0 Date: 29 May 2019 8.3.8.8 Sandstorms Avoid flying in active sandstorms wherever possible. Considerable damage can be done to an aircraft’s windscreen, leading edges and engine compressor blades by the abrasive action of sand particles. 8.3.8.9 Volcanic Ash Flight through volcanic ash can cause extreme abrasion to all forward facing parts of the aircraft, to the extent that visibility through the windshields may be totally impaired, aerofoil and control surface leading edges may be severely damaged, airspeed indications may be completely unreliable through blocking of the pitot heads and engines may become so choked as to cause power interruptions or even shutdowns. Reported instances of flight(s) into volcanic ash indicated that the weather radar will not pick up any returns, so the only avoidance methods are NOTAMs or visual contact. In the event of inadvertent penetration of a volcanic ash cloud, standard piloting procedures and techniques should be followed for the relevant aircraft type. The priority is to keep the engines running and find the shortest route out of the cloud. The NOTAM system now gives details of known areas of volcanic activity where ash may be present in the atmosphere. Flight into such known areas is to be avoided, particularly at night or in daytime forecast IMC conditions when ash clouds may not be seen. Note: If during a flight one or several regarding below listed phenomena are been recognised and there is no definite other clear or obvious reason, flight crew must take into consideration that the flight has been operated through an area contaminated by Volcanic Ash. a) Extraordinary smell developments, b) Sudden engine problems, c) Frequent Speed Fluctuations, d) Dust development in the Flight Deck and/or Main Deck areas, e) Frequent St Elmo’s fires, f) Bright (white or orange) glance in the area of the engine cowlings, g) Sudden, unexpected darkness, h) Clear visible light beams of the Landing Lights during daylight operations. In any of the above mentioned occasions a special, unscheduled inspection or check should be undertaken according to laid down procedures by the relevant manufacturers and the Company maintenance department. In case of volcanic activity the Volcanic Ash Advisory Centre (VAAC) will publish four levels of air contamination. They will be depicted on dedicated maps which will be provided together with the briefing package if available. Uncontrolled document if downloaded or printed  Page: 140 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 1 Operating Procedures Date: 10 Jan 2020 The contaminated zones will be named and colour-coded as follows: Terminology according to Terminology according to Volcanic Ash Colour-code ICAO Doc-19 (EUR/NAT) EASA SIB 2010-17R2 Concentration according to VAAC 3 --- Normal Zone Less than 0,2 mg/m no EPZ (b) 3 0,2 mg/m or more, but Area of Low Contamination cyan Enhanced Procedure Zone less than 2 3 mg/m Area of Medium EPZ (a) 3 2 mg/m or more, but grey Contamination Enhanced Procedure Zone less than 4 3 mg/m NFZ 3 Area of High Contamination 4 mg/m or more red No Fly Zone Also refer to the FCOM for more information regarding in-flight procedures. 8.3.8.10 Mountain Waves These form in the lee of a range of mountains when a strong wind is blowing broadside on (within about 30°) to the range. They are usually in the form of standing waves, with several miles between peaks and troughs; they can extend to 10,000 ft or 20,000 ft above the range and for up to 200 or 300 nm downwind. The effect of mountain waves reduces with increased height. Encounters with mountain waves can be recognised by long-term variations in aircraft speed and pitch attitude in level cruise. At normal cruising altitudes, mountain waves are usually free from clear-air turbulence, unless associated with jet streams or thunderstorms. Near the ground in a mountain wave area, however, severe turbulence and windshear may be encountered. On some aerodromes, terrain and buildings may cause special wind conditions with severe turbulence and windshear on approach or during take-off. Special procedures or recommendations may be indicated on aerodrome charts when appropriate. They must be taken into account when choosing the most appropriate runway for take-off or landing. 8.3.8.11 Significant Temperature Inversions All ambient temperature variations have an effect on aircraft performance and inversions will usually affect performance adversely. The significance of this will vary according to aircraft type and operating mass. Examples of inversion effects include those shown below: a) Large temperature inversions encountered shortly after take-off can seriously degrade an aircraft’s climb performance, particularly at high operating mass. Similarly, if the aircraft is operating to a maximum landing mass limited by go- around climb performance considerations, the required gradient may not be achieved; CAUTION: Where an assumed temperature method is being used for the calculation of reduced take- off thrust, if a significant temperature inversion is expected, the assumed temperature used must exceed the ambient temperature by at least 5º C. b) The maximum cruising altitude capability of the aircraft can be significantly reduced if a temperature inversion of even small magnitude exists in the upper levels. This may prevent an Uncontrolled document if downloaded or printed  Page: 141 Chapter: 8 Operations Manual Part A Edition: 3 Operating Procedures Revision: 2 Date: 03 Mar 2020 c) aircraft reaching its preferred cruising altitude. Should an aircraft encounter an area of inversion once in the cruise at limiting altitude its buffet margins may be so eroded that a descent is necessary; d) Temperature inversions at lower levels in the atmosphere are frequently associated with deteriorating visibility and can prevent the clearance of fog for prolonged periods. Light wind conditions and clear skies at night can lead to rapid cooling of the earth and a morning temperature inversion at ground level. 8.3.9 WAKE TURBULENCE Wake turbulence separation minima are the spacings between aircraft, determined either by time or distance, to be applied so that aircraft do not fly through the wake of a preceding aircraft within the area of maximum vortices. Where the separation minima required for IFR flights are greater than the recommended separation for wake turbulence, the IFR separation minima will be applied. Where flights are operating visually (IFR flights and/or Special VFR flights operating under the reduced separation in the vicinity of aerodromes, VFR flights, or IFR flights making visual approaches, or any combination thereof), pilots will be informed of the recommended wake turbulence separation minima. Note: The use of “HEAVY” must be included with the callsign on first contact with Air Traffic Control. 8.3.9.1 Wake Vortex Separation Although air traffic controllers will normally be responsible for the application of the appropriate separation for departing or arriving aircraft and the need to observe particular intervals when following aircraft of a higher wake turbulence category, commanders should ensure that the appropriate separations according to the scenarios described in the paragraphs that follow are applied. 8.3.9.1.1 Aircraft on Approach 8.3.9.1.1.1 Successive Aircraft on Intermediate Approach The following wake turbulence separation minima are applied in the intermediate approach segment: a) 5 nm between a Heavy (excluding A380-800) and a Medium (Upper and Lower) or Small aircraft following or crossing behind at the same level or less than 1,000 ft below; b) 6 nm between a Heavy (excluding A380-800) and Light aircraft following or crossing behind at the same level or less than 1,000 ft below; c) As per final approach minima (see paragraph 8.3.9.1.1.2) for aircraft following or crossing behind an A380-800 at the same level or less than 1,000 ft below. Note: The intermediate approach phase is specific to each individual Instrument Approach Procedure. Uncontrolled document if downloaded or printed  Page: 142 Chapter: 8 Edition: 3 Operations Manual Part A Revision: 1 Operating Procedures Date: 10 Jan 2020 8.3.9.1.1.2 Successive Aircraft on Final Approach The wake turbulence separation minima in the Table below are applied to aircraft on final approach when: a) An aircraft is operating directly behind another aircraft at the same altitude or less than 1,000 ft below; or b) An aircraft is crossing behind another aircraft, at the same altitude or less than 1,000 ft below; or c) Both aircraft are using the same runway or parallel runways separated by less than 760 m. LEADING FOLLOWING MINIMUM AIRCRAFT AIRCRAFT DISTANCE (nm) A380-800 A380-800 4