A300 AOM Rev 57
Terms in this set (178)
ALL AIRSPEED INDICATIONS______DISREGARD
PITCH ATTITUDE and THRUST______CHECK
AUTOPILOT and AUTOTHROTTLES______DISCONNECT
PITCH ATTITUDE and THRUST______ADJUST
NOTE: Autopilot and flight directors maybe left engaged if in level flight
ABORTED ENGINE START
-Motor for a minimum of 30 seconds
-Confirm only affected eng start valve open light is illuminated.
RUNAWAY PITCH TRIM
ALL ENGINE FAILURE
LOSS OF BOTH ENGINE GENERATORS
GEN 1&2_____OFF, THEN ON
ENG REV. UNLOCK
STOP RUDDER INPUTS
RUDDER PEDALS_______IMMEDIATLEY RELEASE
AIRCRAFT NORMAL HANDLING______RECOVER
MAX TAXI SPEED IF WEIGHT >360,520
15 KNOTS DURING TURNS
MAX TAXI WEIGHT
377,870 (372.3 payload)
MAX TAKEOFF WEIGHT
375,880 (370.3 payload)
MAX LANDING WEIGHT
308,650 (315.9 payload)
286,600 (300.9 payload)
MIN TAKEOFF WEIGHT
SPEEDBRAKE RESTRICTION W/FLAPS
Do Not operate with speedbrakes extended with Flaps 30/40
MAX ALTITUDE TO OPERATE FLAPS OR SLATS
Turbulence Penetration Speed
Max Tire Speed on the ground
195 knots gnd speed
Max Brake Temp Takeoff
(brake fans off)
Max Windshield Wiper Operating Speed
Max Operating Altitude
40,000 ft (35,000 ft payload)
Max Airport Elevation
8,500 ft (includes autoland operations)
Tailwind Takeoff & Landing
Crosswind Takeoff & Landing (dry & wet)
32 kts (max demonstrated wind+gust)(not limiting on dry runway)
Crosswind Landing Single Engine.
Crosswind Landing weight<198410
Min Alt for Autopilot after takeoff
500 ft AFE
Disengage Autopilot on coupled ILS (non-autoland)
50 ft AGL
Disengage Autopilot on non-ils app.
50 ft below DA/DDA/MDA
Max Airport Elevation Autoland
Autoland Max Headwind
Autoland Max Crosswind
15 kts (10 kts when braking action less than GOOD)
Autoland Max Tailwind
Autoland Rollout Mode restriction
Do Not use Rollout mode on RWY w/ RCAM braking action less than GOOD
Min runway for 180 turn
148 ft (45 meters)
APU Start attempts
On the ground, 3 attempts with 1 min cooling between start cycles followed by a 60 min cooling period
APU Min oil qty indication before start
APU Min oil qty w/APU @ 100% (stabilized)
Min battery volts to start APU on battery power
Max INNER tank imbalance for takeoff
Max INNER tank imbalance App/Ldg/GA
Max OUTER tank imbalance App/Ldg/GA
Max wing to wing (mixed) imbalance App/Ldg/GA
1500 lbs (if outer imbalance<550 lbs)
Takeoff w/ inner and center tanks empty is prohibited if fuel qty in either outer tank is below
Takeoff, Landing, and Go-Around is prohibited with
Center Tank Feeding
Engines Max Start EGT GND
Engines Max Start EGT FLT
Engines Min oil QTY for start
Engines Min oil TEMP takeoff
Engines must be operated near idle thrust prior to takeoff
For 5 min if the engines were shut down for 2 hours or more
Engine Max permissible N2 for starter re-engagement
Reverse thrust Limits
Reverse thrust limited to GND use only
Rev Thrust backing
Backing the aircraft with reverse thrust is prohibited
To Conduct RNAV or GPS approaches
Both FMC's (in GPS PRIMARY Mode) must be operative
No EGT rise w/in 20 sec of fuel on
"No Light Off during Eng Start Checklist"
No N1 rotation by 40% N2
"No N1 during Eng Start checklist"
Premature Start Valve closure (<45% N2)
"Arm Light or Start Switch Failure checklist"
N2 not stabilized w/in 120 sec of Fuel On (64% N2)
"Hung Start checklist"
EGT rising rapidly or approaching start limit (535c)
"Hot Start checklist" (If EGT reaches 400C before 30%N2 anticapte possible hot start)
Reported Tailpipe Fire
"Tailpipe Fire checklist"
Flap Speed 0/0
MIN________220 or Green DOT
Flap Speeds 15/0
Flap Speeds 15/15
Flap Speeds 15/20
Flap Speeds 30/40
Wind Additive (APPR CORR)
1/3 Steady or all the Gust
Max 15 Flaps 40
Max 9 Flaps 20
Nose clearance required for wing clearance
Delayed Rotation Vr must not exceed
Max Runway Weight Vr or Actual Vr +20
Database valid at 0901z, If planned to land after 0901z use next most current Database
If logbook and aircraft database do not match-call maintenance
If flt. release and aircraft database donot match-call flt. control
Minimum landing distance available
If landing with one engine inoperative, do not use operating reverser above idle if crosswind component exceeds
If aircraft weight greater than 361.620
Do not exceed 65 degrees on nosewheel travel
Minimum Inflight Weight
Maximum Operating Speed (Cockpit Window Open):
Maximum Wind Speed (Gust) For Crew Operation Of The Crew Entry Door:
Maximum Wind Speed (Gust) For Crew Operation Of The Main Deck Cargo Door:
Do not use air conditioning packs
simultaneously with an external conditioned air source.
Ground and Takeoff
8°C OAT or below
Visible moisture in any
Flight (Climb and Cruise)
Between 10°C TAT and -40°C SAT Visible moisture in any form
10°C TAT or below
Visible moisture in any
Autolands may only be conducted when braking action is reported as
medium or better.
Autoland not authorized when landing weight is less than
Certified Autoland Configuration:
Nominal Load Per Generator (Continuous):
Nominal Load Per T.R. (Continuous):
MAX Takeoff And
5 min 650C
(10 min 650C Only in case of engine failure)
MAX Continuous THRUST
Unlimited Time 625C
MAX Climb THRUST
MAX Cruise THRUST
Minimum oil temp for Start:
Minimum Oil Pressure:
Normal Oil Pressure:
ENGINE STARTER DUTY LIMITATIONS
Two consecutive start attempts may be made with a 30-second motoring period after each attempt.
A 30-minute cooling period must follow the second start attempt prior to initiating another start.
Engine Starter Re-engagement:
0% N2 - Recommended
30% N2 - Maximum permissible
<5% N2 - Reset FADEC overspeed logic
Flex temperature takeoff is not authorized when any of the following conditions exist:
• When the runway is other than DRY or WET.
• Possible windshear conditions.
• MEL/CDL requires the use of max thrust.
APU Bleed Air May Supply:
• 2 AC packs up to 20,000 feet
• 1 AC pack and wing anti-ice up to 15,000 feet
• Engine start up to 20,000 feet
AUXILIARY POWER UNIT STARTING
• 40,000 feet when engine generators are supplying electrical power
• 20,000 feet when only the batteries are supplying electrical power
In Flight Within A 60-Minute Period:
• 3 start attempts below 37,000 feet
• 5 start attempts above 37,000 feet
Maximum Speed With Kruger Flaps Extended:
Maximum Speed With Manual Pitch Trim:
Approaches Using NAV
Require use of autopilot or flight director during final approach segment down to DA/DDA/MDA
Profile Approach (NON-ILS)
Prohibited when cold weather altitude corrections are required. V/S NON-ILS approaches my be flown
The center tank is considered empty when it contains less than
The trim tank is considered empty when it contains less than
If inner tanks contain any fuel, both outer tanks must be full
7800 pounds or greater
As long as both outer tanks contain greater than 7800 pounds
takeoff is allowable regardless of the outer tank imbalance.
Normal Fuel Usage Priority:
• Center tank
• Inner tank
• Outer tank
Except under abnormal conditions, landing with more than .
4400 pounds in trim tank is not allowed
Fuel Temperature In Tanks:
* 1°C below fuel freezing point when fuel is fed from inner or center tanks
* 2°C above fuel freezing point when fuel is fed from outer tanks
* 2°C above actual fuel freezing point or -41°C, whichever is higher
One PTU may be operated provided
Green system is powered by two engine-driven pumps, or by one engine-driven pump and both electric pumps
Taxi With Deflated Tires:
If tires are deflated but not damaged, the aircraft can be taxied at low speed with the following
• Maximum of 2 deflated tires on each main gear (one per axle) and/or 1 deflated tire on the
nose landing gear:
- Nose gear steering angle less than 20°:
□ Speed limited to 20 kts
- Nose gear steering angle of 20° or more:
□ Speed limited to 10 kts
• 3 deflated tires on the same main gear:
- Nose gear steering angle limited to ±50°:
□ Speed limited to 10 kts
• 4 deflated tires on the same main gear:
- Nosewheel steering is not permitted.
GPWS - LOOK-AHEAD TERRAIN
• Aircraft navigation is not to be predicated upon the use of the Terrain Display.
• The Terrain Display is intended to serve as a situation awareness tool only, and may not
provide the accuracy on which to solely base terrain avoidance maneuvering.
• The EGPWS enhanced function should be inhibited (TERR pushbutton set to OFF on the
Captain's switching panel) for operations from/to runways not incorporated into the EGPWS
database when the aircraft position is less than 15 NM from the airfield. The EGPWS airport terrain database contains airports which have at least one hard surfaced runway 3500 feet in length, or greater, which have a published Instrument Approach procedure.
• The EGPWS enhanced function should be inhibited (TERR pushbutton set to OFF on the
Captain's switching panel) when QFE procedures are used.
Discontinued/Go Aroung Briefing
Required first flight of the day
IRS FULL ALIGNMENT.
*IRS MODE SELECTORS . . . .OFF, THEN NAV
Verify BATT OPER lights illuminate for approximately 5 seconds, then ALIGN MODE lights illuminated.
A full alignment is required for all originating flights. Ensure that Mode selectors are off for at least 15 seconds prior to selecting NAV
NOTE: Maintenance may initiate a full IRS alignment prior to crew arrival at the aircraft. If IRSs are aligned when the crew arrives, a rapid realignment should be accomplished. See Chapter 04, IRS Rapid Realignment, for rapid realignment procedures.
A rapid realignment may be accomplished on through flights. See Chapter 04, Supplemental.
NOTE: Do not initiate a rapid realignment less than 3 minutes after a full alignment.
CAUTION: DO NOT MOVE AIRCRAFT DURING IRS ALIGNMENT.
IRS RAPID REALIGNMENT
IRS MODE SELECTORS . . . .OFF, THEN NAV
Select OFF for 5 seconds, (minimum 2, maximum 7 seconds), then select NAV.
Verify the average pressure of all high pressure supply indicators is 1400 - 2000 PSI. If average pressure is below 1400 PSI, see Chapter 05, Crew Oxygen Minimum Dispatch Pressure section, to ensure sufficient quantity for planned flight.
CDU - CHECK
DATABASE. . . . . . . . . CHECK
INIT PAGE A/B . . . . . CHECK
FLIGHT PLAN . . . . . . CHECK
SECONDARY FLIGHT PLAN . . . . . . . COPY ACTIVE
airport elev. ± 75 feet
primary altimeters ± 50 feet.
20-EGT BY 20 SEC F/ON
40-N1 BY 40% N2
120-N2 STABILE 120sec F/ON
In case of slow engine acceleration and/or high residual oil temperature, the ENG FAIL and/or GEN FAULT and/or ENG OIL LO PR ECAM warnings may be activated. If EGT is within limits, and N1/N2 and oil pressure are increasing, continue the start attempt.
STABILIZED ENGINE PARAMETERS
EGT-325C TO 425C
N2-64% If ground idle N2 exceeds 68.9% with normal bleed air extraction, or 70% with ENG ANTI-ICE ON, maintenance action is required, a logbook entry must be made
FF-1200 TO 1300LBS/HR
OIL QTY DROP 6to8QTS
Aborted Engine Start
If first engine start needs to be discontinued after 45% N2, accomplish the Aborted Engine Start memory items. Select the second engine start pushbutton OFF after the first engine fuel lever has been selected OFF.
If the start sequence is discontinued after reaching 48% N2, allow N2 to decrease below 5% N2 prior to attempting a restart. This will reset the FADEC overspeed protection logic
If ground idle N2 exceeds 68.9%
If ground idle N2 exceeds 68.9% with normal bleed air extraction, or 70% with ENG ANTI-ICE ON, maintenance action is required, a logbook entry must be made
SPLR FAULT light(s) to illuminate on the overhead panel during or immediately after engine start.
(ONLY FREE RESET)
If this should occur, the related switch(es) may be reset (OFF, then ON), in order to reset the EFCU and recover the affected spoiler(s). See Chapter
04, System Reset Table, IF switch reset does not recover affected spoilers
OIL CLOG Light and ECAM Message
OIL CLOG light and ECAM message may be activated during engine warm-up with oil temperature below 35°C. Maintain engine at idle thrust until light extinguishes and message
Any illumination of the OIL CLOG light or ECAM warning with oil temperature above 35°C requires maintenance action, a logbook entry must be made. This may be an early indication of a clogged oil filter.
40% N1 in congested areas
• Maximum speed - 30 knots groundspeed straight line
• Maximum speed - 15 knots groundspeed in turns greater than 45 degrees
Brake wear is minimized when operating with brake temperatures below approximately 80°C or above 200°C (brake fans OFF).
Single engine taxi
All single engine taxi operations will be conducted with engine 2 running due to hydraulic and brake considerations
Aileron Control Check
If the aileron check is unsuccessful using the F/O control wheel, it is acceptable to attempt the check using the Captain's control wheel. Proper indications using either control wheel represent a successful check
Takeoff Should Not Be Attempted
with less than 1800 pounds in the inner tanks due to potential inner tank pump ECAM caution on takeoff
Use autopilot and autothrottles
weather conditions below 1000 feet ceiling or 3 miles visibility
Category I ILS Approaches:
When the reported visibility is less than 3/4 or 4000 RVR:
• Autoland is recommended (only on CAT II/III runways)
• If an autopilot is not available, the Captain must fly the approach and landing
Category II/III ILS:
Autoland is required.
Autopilot or Flight Director is required.
The autopilot must be disengaged no later than 50 feet below minimums.
Use the published DA for RNAV approaches to LNAV/VNAV minima with TERPS listed on approach chart, use a DDA for all other non-ILS approaches
GO AROUND THRUST SELECTION
At the Captain's discretion CL may be selected as the TRP thrust limit after slat extension if all of the following conditions are met:
• The FDP E/O GRAD [Approach Climb Limit capability (gradient) with an engine inoperative]
exceeds 2.5% (PANS OPS), 200′/NM (TERPS) or the approach chart published climb gradient.
• Selection of CL is not prohibited (see below).
Selection of CL is prohibited under the following circumstances:
• Engine inoperative.
• Hydraulic or flap/slat malfunctions that inhibit retraction of these devices.
• Hydraulic or landing gear malfunctions that inhibit landing gear retraction.
• Autoland approaches.
• Cat II/III
• Windshear is anticipated or encountered.
WARNING: IMMEDIATELY SELECT TOGA THRUST IF ANY OF THE FOLLOWING OCCURS AFTER INITIATION OF A GO-AROUND: (PF CALLS FOR TOGA THRUST, PM SELECTS TOGA ON TRP).
• ENGINE FAILURE.
• LANDING GEAR, FLAPS OR SLATS FAIL TO RETRACT.
• WINDSHEAR IS ENCOUNTERED.
once PROFILE FINAL APPROACH mode is engaged, manual changes to the TRP thrust limit are inhibited
Residual Brake Pressure
After the landing gear are down and locked, any brake pressure greater than one needle width on
the alternate brake pressure indicator indicates there is residual alternate (Yellow) system pressure
applied to the brakes. Pressure indicated on only one side indicates a potential for asymmetric
brake application at touchdown. The following procedures ensure that the Normal Brake system
applies brake pressure immediately after touchdown, reducing the possibility of asymmetric brake application by the Alternate Brake system.
Depress brake pedals several times until pressure on alternate brake pressure indicator drops
to zero (one needle width or less). If pressure (greater than one needle width) remains on indicator after depressing brake pedals,
select MED autobrakes, if available. Normal application of autobrakes at touchdown will supersede Alternate Brake system pressure. If autobrakes are not available, manually apply brakes immediately after touchdown. A slight brake pedal application will supersede Alternate Brake system pressure.
CAUTION: BRK A/SKID SWITCH SHOULD REMAIN IN NORM/ON POSITION UNLESS REQUIRED TO BE MOVED BY ANOTHER AOM/QRH PROCEDURE.
ASYMMETRIC BRAKE APPLICATION MAY OCCUR UPON TOUCHDOWN.
NOTE: If Anti-skid system is inoperative, manually apply symmetrical braking at touchdown. After touchdown, maintain runway centerline with rudder and normal braking. Differential braking
may be used if required.
CIRCUIT BREAKERS AND SYSTEM RESET
When an abnormal condition is detected, accomplish the appropriate ECAM or AOM/QRH procedure. If a system or component malfunction still exists after completing the procedure, refer to the System Reset Table.
Circuit breakers may be pulled and reset to re-initialize computers or when directed by AOM/QRH procedure. If a system fault is identified where a computer reset may resolve the problem, see Chapter 04, System Reset Table, for a list of approved circuit breakers for reset, and associated limitations and procedures.
Tripped circuit breakers should not be reset unless the Captain determines it to be necessary for the safe continuation of the flight. In this case only, one reset should be attempted.
CAUTION: DO NOT RESET ANY FUEL PUMP CIRCUIT BREAKERS
Inflight methodical verification:
• Fuel levers
• Fire handles
• Fuel Isolation valves
• IDG Disconnect switches
• Servo Control Shutoff Valve switches
• IRS Mode selector
A landing should be accomplished at the nearest suitable airport as safely and expeditiously as possible in the event of any of the following:
• LAND ASAP is displayed by ECAM
• Engine failure or fire
• Cabin smoke or fire, which cannot be immediately and positively determined to be eliminated or extinguished
• One Hydraulic system remaining
• One AC generator (engine or APU) remaining
• Any other situation determined by the crew to have a significant adverse effect on safety if the flight is continued
GPWS CAUTION Alerts
On approach below 1000 feet HAT; GPWS CAUTION Alerts may indicate an unstable approach. If approach is unstable, execute an immediate go-around
All GPWS WARNING/CAUTION Alerts
All WARNING/CAUTION Alerts require the crew to immediately perform the appropriate crew
response except when all the following conditions are met:
• The Alert occurs during day VMC with terrain and obstacles clearly in sight, and
• The flight crew can IMMEDIATELY and UNEQUIVOCALLY determine that terrain/obstacle
clearance is not a factor, and
• Stabilized Approach criteria is met and maintained
below glideslope deviation alert
The below glideslope deviation alert may be cancelled or inhibited for:
• ILS (G/S out) or Localizer approach.
• Circling maneuver from an ILS.
• When conditions require a deliberate approach below glideslope.
• Unreliable glideslope signal.
OPERATION IN TA ONLY MODE
If taking off or landing at an airport elevation above 5300 feet MSL
below 1000 feet AGL on takeoff and approach:
deviations from target conditions in excess of:
• 15 KIAS
• 500 FPM vertical speed
• 5 degrees of pitch attitude
• 1 dot displacement from the glideslope
• Unusual throttle position for a significant period of time
Vmax Exceedance REPORTING REQUIREMENTS
Any overspeed reaching or exceeding VMO+20 KIAS or MMO+.02 M (clean configuration) must be reported for maintenance action. Exceedances not reaching VMO+20 KIAS or MMO+.02 M must be
reported if the load factor is suspected to have reached 1.2g or higher. Any instance of exceeding the maximum landing gear operating/extended (VLO/VLE speed) or slats/flaps extended (VFE) speed must be reported for maintenance action.
ABNORMALITY OCCURS AFTER AIRCRAFT IS SECURED FOR FLIGHT BUT PRIOR TO TAKEOFF
If abnormality occurs after the aircraft is secured for flight, but prior to takeoff:
1. Does AOM/QRH procedure exist for the abnormality?
Accomplish the AOM/QRH procedure. The procedure may only be accomplished once.
2. Does AOM/QRH procedure return aircraft to normal operation in one reset?
Flight may proceed. Flight crew documents the item as a "C" Source Code in Aircraft Logbook after takeoff, but prior to next destination.
REQUIRED NAVIGATION PERFORMANCE
• RNP-1 is required for U.S. RNAV 1 SIDs and STARs.
• RNP-2 is required for all U.S. domestic "Q" and "T" routes, unless otherwise noted
• RNP-10 in oceanic or remote areas.
FROST/CONDENSATION ABOVE OUTER FUEL TANKS
Generally, if the fuel temperature is above +2°C, and the outside air temperature is well above freezing, frost will not form on the wing (GOUGE: IF FUEL TEMP BELOW AIRPORT DEW POINT EXPECT FROST)
If deice/anti-ice fluid is applied to a wing with cold-soaked fuel (fuel temperature less than +2°C), the holdover time for the applied anti-ice fluid cannot be exceeded
TAXI WITH OAT BELOW -40C
If OAT is below -40°C:
• Check correct operation of the electrical pitch trim prior to setting trim for takeoff.
• Extend the slats/flaps for takeoff one position at a time.
• Check speedbrake extension by selecting speedbrake lever notch by notch to the FULL
position while monitoring speedbrake deflection on ECAM F/CTL page.
TAXI ROUTE THROUGH SLUSH OR WATER IN LOW TEMPATYRES
DELAY SLAT/FLAP EXTENSION
IN ALL CASES, THE TAKEOFF FLAP SELECTION IS MADE PRIOR TO CALLING FOR THE BEFORE TAKEOFF CHECKLIST.
ENGINE RUN-UPS DURING GROUND ICING
Run-ups must be to a minimum of 50% N1 and occur at intervals no greater than 15 minutes.
Engine run-ups are necessary during taxi-out, ground holding and taxi-in. The first run-up on taxi-out should be done as soon as practical, but not more than 15 minutes after engine start.
(All takeoffs, when engine anti-ice is required, must be preceded by a static run-up to a minimum of 50% N1 with observation of all primary engine parameters to ensure normal operation)
Reduced takeoff thrust is not authorized:
• When the runway is other than DRY or WET.
• When windshear conditions are suspected.
• When prohibited by the MEL/CDL
There are three types of EFPs:
Standard EFPs are displayed on FDP and TLR as:
• LT = Left turn
• RT = Right turn
• DT = Direct turn to a heading or NAVAID in shortest direction
NOTE: Standard EFP turns will be commenced at 1000 feet AFE.
SPECIAL ENGINE FAILURE PROCEDURE (EFP) -
A Special EFP requires a turn to a heading or navaid prior to reaching 1000 feet AFE. The Engine Out Acceleration Altitude (E/O ACCEL) remains at 1000 feet AFE unless otherwise specified.
Comply with the Special EFP until 3000 feet AFE, unless accepting radar vectors above 1000 feet AFE.
When the EFP lists:
VIA: Engine failure initial heading or course - only listed if different than runway heading (~15 degrees or less). Adjust to the specified heading or course at runway end.
REACHING: Engine Failure turn point listed in feet MSL for an altitude turn point, DME, radial or runway end for geographic turn points.
• At the point listed and no lower than 1/2 the wingspan (~74′), turn to the specified heading or course.
• If engine failure occurs at or after the point listed and above 1/2 the wingspan (~74′), turn immediately.
COMPLEX ENGINE FAILURE PROCEDURE (EFP)
10-7X pages for all Complex EFPs
CALCULATED TOUCHDOWN ZONE (CTZ)
The Calculated Touchdown Zone (CTZ) is a distance in feet from the landing threshold, that if
touchdown occurs in this zone, stopping distance safety margins (15%) are maintained. The CTZ begins 1500 ft from the runway threshold and extends to the FDP displayed value (if available). AeroData calculates the end of the CTZ by subtracting the Max Manual Landing Distance from the Landing Distance Available (LDA), and then adding 1500 ft. This value will never be less than 1500 ft nor more than the runway touchdown zone length (1/3 runway length not to exceed 3000 ft). CTZ is based on the displayed MAX MAN landing distance, not AUTOBRAKE landing distances. CTZ does not apply if AUTOLAND is selected on LANDING CONDITIONS page 2.
MAXIMUM TAKEOFF WEIGHT (MTOW)
most restrictive of:
• Maximum AFM chart weight
• Structural maximum takeoff weight
• Takeoff Runway Limit (MRTW)
• Maximum Landing Weight (MLDW) + planned fuel burn off
NOTE: On the TLR, the MTOW utilizes planned conditions.
PLANNED MAXIMUM RUNWAY LANDING WEIGHT (PMRLW)
limited by the most restrictive of:
• Maximum AFM chart weight
• Brake energy
- CFR Landing Distance (DRY/WET)
- MLFL Landing Distance (DRY/WET)
• Tire speed
PLANNED MAXIMUM TAKEOFF WEIGHT (PMTOW)
The TLR planned maximum takeoff weight, displayed in the RUNWAY INFO section, is based upon Dispatcher planned conditions
FDP PERFORMANCE MALFUNCTIONS
THE ONLY TWO MALFUNCTIONS NOT INCLUDED FROM THE LDG SPD/DIST INCREMENTS TABLES FOR THE FDP PERFORMANCE ARE:
FLIGHT ON BATTERY POWER ONLY
IN THESE CASES THE NUMBER 3 COMM IS LOADSHED AND PROBABLY THE ACARS ASWELL.
Dry Ice >1400lbs
For any quantity of dry ice loaded in the bulk cargo compartment, it is recommended that the bulk cargo air extraction fan should be operated, if available.
For dry ice loads equal to or greater than 1400 lbs on the main cargo deck, set pack setting to NORM mode(ECON OFF, Dual Pack operation)
1. Release Time .(window -15minutes to +60minutes)
2. Tail Change
3. MEL Changes: If operationally limiting
4. Flight Release Cancellation
5. Takeoff Fuel
6. Flight Movement Forecast
8. Destination Change
9. Alternate Change
STABILIZED APPROACH CRITERIA
By 1000ft HAT
• Aircraft is in the landing configuration and the Landing Checklist has been completed
• Airspeed is within +10 or -5 knots of computed final approach speed*
• Sink rate is 1000 feet per minute or less, and stable**
• Aircraft is on a stable vertical path that will result in landing within the TDZ
• Engine thrust is stabilized at a level that results in target speed (as listed above)
• Aircraft is aligned with the lateral confines of the runway by 200 feet HAT
NOTE: *Airspeed must be within 5 knots of target by 500 feet HAT.
NOTE: **Vertical speed up to 1200 feet per minute may be acceptable under approach
conditions that require higher airspeeds/groundspeeds due to a steep glidepath,
heavy gross weight or non-normal aircraft system configuration.
The Captain accomplishes the following checks to ensure that all weight and CG computations
are consistent and accurate:
• Memo page weight equals load manifest takeoff weight plus taxi fuel +/-1000 pounds.
• Memo page weight does not exceed maximum takeoff weight, accounting for planned
taxi fuel burn.
• INIT page B takeoff weight within 1000 pounds of load manifest takeoff weight.
• Memo page CG indication within 1.5% MAC of load manifest takeoff CG.
Load Complete to Blockout
MINIMUM / EMERGENCY FUEL
(At Max Landing Weight Burn)
MINIMUM FUEL:8,000lbs (45 min @ 1500′)
EMERGENCY FUEL:6,000lbs (30 min @ 1500′)