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Aviation Training and Operations Documentation

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https://aviation-docs2.netlify.app

A comprehensive collection of aviation resources including 737 Flight Crew Training Manual (FCTM) notes, Operations Manual (OM) policies, and PEPEC communication phrases and story retellings. The documentation covers flight deck philosophy, takeoff and landing procedures, emergency protocols, dangerous goods handling, and operational checklists for ground and pre-flight preparation.

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  1. Implement Continuous Descent Final Approach (CDFA)

    CDFA is a technique for non-precision approaches where the aircraft descends continuously from the final approach fixation height to approximately 15m (50 ft) above the runway threshold or the flare start point, without leveling off. This reduces the risk of Controlled Flight Into Terrain (CFIT).

    Operational Constraints:

    • Non-CDFA Penalty: If CDFA is not used, visibility/RVR minimums must be increased by 400m for Category C and D aircraft.
    • DDA Calculation: To minimize altitude loss during a missed approach, the Decision Descent Altitude (DDA) is the MDA + 15m (50 ft).
    • Restriction: CDFA is not applicable to visual circling approaches.

  2. Flight crew responsibilities for dangerous goods transport

    Flight personnel are responsible for the following regarding dangerous goods on board:

    • Mastering the contents of the "Captain's Notification" (NOTOC) and the loading positions of dangerous goods.
    • Signing the "Captain's Notification".
    • Refusing the loading of damaged or leaking dangerous goods.
    • In the event of an accident: utilizing the Captain's Notification, notifying Air Traffic Control (ATC) and flight dispatch, and following emergency response procedures.

  3. Transport rules for electric mobility aids and wheelchairs

    Guidelines for transporting electric mobility devices:

    • Prohibited Devices: Lithium battery-powered electric scooters, hoverboards, and bicycles are prohibited as baggage. (Manual or wet-battery versions are allowed).
    • Exemptions: Electric wheelchairs or mobility aids used by passengers with disabilities, health issues, or temporary injuries are permitted.
    • Battery Types for Wheelchairs:
      • Wet Batteries (Spill-proof): Checked baggage only.
      • Wet Batteries (Non-spill-proof): Checked baggage only.
      • Lithium Batteries (Non-removable): Permitted if they pass UN 38.3 testing, have short-circuit protection, and circuits are blocked. No Wh limit.
      • Lithium Batteries (Removable): Must be removed, insulated, and carried in the cabin. Must pass UN 38.3 testing. Limit is $300\text{Wh}$.
        • $160\text{Wh} - 300\text{Wh}$: 1 main + 1 spare (Total 2).
        • $\le 160\text{Wh}$: 2 main + 2 spare (Total 4).
    • Requirements: All electric wheelchairs require a 'Special Loading Captain's Notification Form' (特殊装载机长通知单).

  4. Requirements for conducting a Visual Approach

    When an airport lacks an approved instrument approach procedure, a visual approach may be conducted if the following conditions are met:

    1. The Captain has completed the required visual approach training in the training syllabus.
    2. The flight is conducted under IFR and the visual approach is cleared by ATC.
    3. Weather conditions meet VFR minimums.
    4. The aircraft remains clear of clouds, with visibility sufficient to avoid obstacles and land safely using external visual references.
    5. Before descending below the minimum route altitude, minimum sector altitude, minimum radar altitude, or final approach fixation height, the aircraft must be below the reported ceiling and the pilot must have sufficient visual reference to the runway throughout the maneuver.
    6. The aircraft must not descend below the higher of the published circling approach minimums or company-defined circling minimums until the Captain determines a safe landing can be made using normal maneuvers and descent rates.

  5. Execute terminal instrument flight procedures based on weather reports

    Guidelines for using weather reports to control takeoff, landing, and instrument approach procedures:

    • General Control: Cloud ceiling and visibility values from the latest weather report apply to all runways.
    • Runway Specifics: If the report (including oral reports from the tower) contains runway visibility or Runway Visual Range (RVR) for a specific runway, those values control the VFR/IFR operations for that specific runway.
    • Approach Initiation: The reported airport visibility must be equal to or higher than the instrument approach minimums to fly past the Final Approach Fix (FAF) or enter the final approach segment. Otherwise, the approach must be terminated.
    • Continued Approach: If a final approach has already begun and a new report indicates weather below minimums, the pilot may continue to the Decision Altitude (DA) or Minimum Descent Altitude (MDA).
    • Dual Equipment: If both ILS and Precision Approach Radar are operational and used, the final approach may begin even if visibility is below the instrument approach minimums.
    • Descending Below Minimums: A pilot may descend below MDA or continue below DA only if:
      • The aircraft is in a stable position to land on the planned runway using normal maneuvers and descent rates.
      • Flight visibility is not less than the instrument approach minimums.
      • At least one visual reference of the planned runway is identified (per section 5.0.8).

  6. Understand aircraft takeoff performance terminology

    Key terms used for calculating aircraft takeoff performance and runway requirements:

    • TORA (Takeoff Run Available): The length of the runway available for the ground run of the aircraft during takeoff.
    • TODA (Takeoff Distance Available): TORA plus the length of the clearway. The clearway length cannot exceed half of the runway length.
    • ASDA (Accelerate-Stop Distance Available): TORA plus the length of the stopway.
    • Clearway: An obstacle-free area beyond the takeoff runway that can be used as part of the TODA.
    • Stopway: An area beyond the takeoff runway capable of supporting the aircraft during an aborted takeoff, used as part of the ASDA.

  7. Manage aircraft speed and bank at maximum altitude

    When operating at or near maximum altitude (for operations other than LNAV):

    • Fly at least 10 knots above the lower amber band.
    • Use bank angles of 10° or less.

    If speed drops below the lower amber band, immediately increase speed by:

    • Reducing angle of bank.
    • Increasing thrust up to maximum continuous.
    • Descending.

  8. Use operational labels for handling instructions

    Operational labels provide instructions on how to handle the package and can be used alone or with hazard labels. Common operational labels include:

    • CAO (Cargo Aircraft Only): Used for packages forbidden on passenger aircraft.
    • Magnetic Material: Used for packages containing magnetic substances.
    • Cryogenic Liquid: Used for deep-frozen liquefied gases.
    • Electric Wheelchairs/Mobility Aids: Specific label for these devices.
    • Lithium Battery: Used for packages containing lithium batteries.
    • Keep Away from Heat: Used for heat-sensitive materials.
    • Orientation Arrows (Up): Indicates the required upright position.
    • Radioactive Exception: For exception packages of radioactive material.
    • Excepted Quantity: For small quantities of dangerous goods.

  9. Determine NOTOC requirements for specific dangerous goods

    Not all dangerous goods require a formal Notification to Captain (NOTOC).

    Items that DO NOT require a NOTOC:

    • Exception quantities (EQ)
    • Magnetic materials
    • Genetically modified microorganisms and organisms
    • Radioactive material in exception packages
    • Biological substance, Category B

    Passenger/Crew items that DO require a NOTOC:

    • Ammunition (meeting acceptance conditions)
    • Mercury thermometers carried by the Meteorological Bureau
    • Electric wheelchairs containing leak-proof or non-leak-proof batteries
    • Electric wheelchairs containing lithium batteries

  11. Perform landing roll and speedbrake deployment

    After main gear touchdown:

    1. Fly the nose wheels smoothly onto the runway without delay. Do not attempt to hold the nose wheels off the runway for aerodynamic braking, as this is ineffective and increases nose gear sink rates.
    2. If speedbrakes do not extend automatically, move the speedbrake lever to the UP position immediately. Failure to raise speedbrakes can reduce initial braking effectiveness by up to 60% due to low weight on the wheels and rapid antiskid modulation.

  12. Execute a crosswind takeoff

    Begin the takeoff roll with the control wheel approximately centered. Gradually increase control wheel displacement into the wind only enough to maintain wings level.

    Caution: Excessive control wheel displacement during rotation/liftoff increases spoiler deployment, which increases drag, reduces lift, and results in reduced tail clearance, longer takeoff roll, and slower acceleration.

    At liftoff, the airplane is in a sideslip with crossed controls; recover by slowly neutralizing the control wheel and rudder pedals after liftoff.