CABIN ALTITUDE RAPID DEPRESSSURIZATION

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2 CABIN ALTITUDE RAPID DEPRESSSURIZATION 1. Oxygen Masks and Regulators. ON, 100% 2. Crew Communications....ESTABLISH 3. All occupants are not in flight deck area, go to step 4; All occupants are in the flight deck area, go to step 6 4. Main Deck Alert selector. Turn to USE OXY 5. Return To Seat/Fasten Seat Belt selector.. ON 6. Check the cabin altitude and rate. If the cabin altitude is uncontrollable: Without delay, descend to the lowest safe altitude or 10,000, whichever is higher. To descend: Move the thrust levers to idle Extend the speedbrakes If structural integrity is in doubt, limit airspeed and avoid high maneuvering loads. Descend at VMO/MMO

3 ABORTED ENG START ENGINE FAILURE ON THE GROUND FUEL CONTROL switch (affected side) CUTOFF

4 DUAL ENGINE FAILURE ENG START selectors (both)..flt Thrust levers (both).. Idle FUEL CONTROL switches (both) CUTOFF, then RUN If engine appears stalled or EGT approaches the Standby Engine Indicator placard limit: FUEL CONTROL switches (affected engine). Confirm, CUTOFF, then RUN If engine appears stalled again or EGT approaches the Standby Engine Indicator placard limit, repeat as needed.

5 ENGINE LIMIT/SURGE/STALL A/T ARM switch OFF Thrust lever (affected side) Confirm, Retard until engine indications stay within limits or the thrust lever is at idle.

6 CARGO FIRE (MAIN) Don the oxygen masks. Establish crew communications.

7 ENGINE FIRE/SEVERE DAMAGE/ SEPARATION A/T ARM switch....off Thrust lever (affected side).confirm, Idle FUEL CONTROL switch (affected side) Confirm, CUTOFF Engine fire switch (affected side)..confirm, Pull If the engine fire warning light is illuminated: Engine fire switch (affected side).. Rotate to the stop, hold Rotate the fire switch to the stop and hold for 1 second If after 30 second the engine fire warning light stays illuminated: Engine fire switch...rotate to the other stop, hold Rotate the fire switch to the other stop and hold for 1 second

8 UNSCHEDULED STABILIZER TRIM STAB TRIM CUT OUT switches (both) CUTOUT

9 AIRSPEED UNRELIABLE Autopilot disengage switch Push A/T ARM switch.off F/D switches (both).off Set the following gear up pitch attitude and thrust: Flaps Extended 10 and 80% N1 Flaps up 4 and 75% N1

10 ENGINE FIRE ON THE GROUND FUEL CONTROL switch (affected engine) CUTOFF Warning: Do not proceed until ENG SHUTDOWN has occurred. If FIRE indication persists after ENG SHUTDOWN: Engine Fire switch (affected engine) PULL Engine Fire switch (affected engine) ROTATE After a momentary delay: Engine Fire switch (affected engine) ROTATE (to other bottle)

11 LOWER CARGO FIRE ON THE GROUND CARGO FIRE ARM switch (affected compartment)...push CARGO FIRE DEPRESS/DISCH switch. PUSH

12 AUTO FLIGHT (Limitations-Memory) After takeoff, the autopilot must not be engaged below 200 feet AGL Use of aileron trim with the autopilot engaged is prohibited Do not use FLCH on final approach below 1000 feet AFE Do no use the Autopilot below 100 feet radio altitude at airport pressure altitudes above Autoland Maximum: 25 knots Headwind/Crosswind 10 knots Tailwind

13 FLIGHT CONTROLS (Limitations-Memory) The maximum altitude for flap extension is 20,000 ft. Avoid rapid and large alternating control inputs, especially in combination with large changes in pitch, roll or yaw (e.g. large side slip angles) as they may result in structural failure at any speed, including below Va.

14 NAVIGATION-WEATHER RADAR (Limitations-Memory) Do not operate the weather radar in a hangar or when personnel are within the area normally enclosed by the aircraft nose radome. Do not operate the weather radar within 50 feet of fueling operations or fuel spills.

15 POWERPLANT-ENGINE OIL SYSTEM (Limitations-Memory) Minimum oil pressure is 10 psi.

16 CERTIFICATION STATUS This airplane is certificated in the Transport Category, under CFR 49, Parts 25 and FAR 36.

17 KIND OF OPERATION The aircraft is approved for the following kinds of flight operation, both day and night, when the required equipment is installed and approved in accordance with the applicable FARs. Visual (VFR) Instrument (IFR) Icing Conditions Extended Overwater

18 MINIMUM FLIGHT CREW Captain and First Officer

19 CARGO DOOR WIND LIMITS Maximum wind for main cargo door operation is 40 kts. Maximum wind for main cargo door in the open position is 60 kts.

20 SMOKE BARRIER DOOR The class E compartment entry door is part of the 9G barrier and smoke barrier and must be closed during taxi, takeoff, flight and landing, except when used for entering or leaving the cargo compartment.

21 AIRPLANE OCCUPANCY Carriage of supernumeraries (ACMs, couriers, etc.) is subject to current 49CFR requirements and Transportation Security Administration (TSA) rules. Supernumeraries designated by the Company (if other than flight crew members), may be authorized to occupy the upper deck cabin provided they are subject to the requirements specified in 49 CFR part (a)(1) through (a)(7). Refer to the GOM, Appendix J, for current company policy and procedures regarding flight deck access. Total airplane/flight deck occupancy may not exceed 6 persons, including the Captain and First Officer.

22 SUPERNUMERARY BRIEFING Prior to each flight, a flight crew member must brief each supernumerary on: The use of exits, including instructions to survey the ground below the exit to determine if any hazards are present that would prevent a safe evacuation before using an assist means and emergency equipment. Instructions on the meaning of the evacuation alert signal and on the use of life raft and life vests. Location and use of oxygen masks in the flight deck. Location and use of oxygen masks and bottles, when entering the main deck and in the lavatory. Location and function of USE OXYGEN alert signs. Smoking prohibited Use of seat belts Use of fire extinguishers For overwater flights, the use/location of life rafts and vests Prohibition from being in the cargo area aft of the smoke barrier during taxi, take-off and landing. Meaning of aural and visual signals and response to alert signals in the cargo area and in the crew service area (decompression, turbulence and fire or smoke alerts), including training of the sound signal. Limitations of access to the Class E compartment (see section below) Requirement of closing and securing the smoke barrier (Class E compartment door) except when entering or leaving the cargo compartment.

23 ENTRY INTO THE CLASS E COMPARTMENT IN FLIGHT Entry into the Class E compartment, during flight, is allowed for only three types of operation and they are as follows: Operations for the carriage of live animals requiring care/attention during flight and associated material only, no other cargo. The maximum number of supernumeraries allowed in the main deck Class E cargo compartment is 4. Operations for the carriage of cargo only, no live animals requiring care/attention during flight. The maximum number of supernumeraries allowed in the main deck Class E cargo compartment is 3. Operations for the carriage of live animals requiring care/attention during flight and other cargo. The maximum number of supernumeraries allowed in the main deck Class E cargo compartment is 4.

24 ENTRY INTO THE CLASS E COMPARTMENT IN FLIGHT Access to the Class E compartment for the authorized purposes is permitted subject to the following limitations: Supernumeraries are prohibited from being in the Class E compartment (the area aft of the rigid barrier) during takeoff or landing. Any person accessing the Class E compartment in flight shall be trained in the usage of portable oxygen equipment. Oxygen units are stored in the supernumerary area. Each person entering the compartment must carry a portable oxygen dispensing unit (with full face mask attached) at all times that. The pilot shall use the main deck alert system to warn personnel in the Class E compartment when flying in turbulent air or in case of smoke conditions or loss of cabin pressure. Personnel entering the Class E compartment in flight must return to their seat on activation of the visual alert signal (Flashing lights) and must don the oxygen mask and return to seat on activation of the visual and aural alert signal (Flashing lights and horns). The Class E compartment may not be entered in case of fire within the compartment.

25 AIRCRAFT EVACUATION At least one (1) operable inertia-reel and one (1) operable escape harness for each occupant of the airplane must be available.

26 Weights in the following table may be further reduced by CG Envelope, Fuel Loading and Management, MEL/CDL requirements, or operating limitations as presented by weight and performance data restrictions. Maximum Weight (pounds) Taxi Takeoff Landing Zero Fuel B ER (BDSF) 413, ,000 N284DH 326, , , ,000

27 CENTER OF GRAVITY (CG) LIMITATIONS N760/761

28 CENTER OF GRAVITY (CG) LIMITATIONS N284DH

29 OPERATIONAL LIMITS: Runway Slope Maximum Takeoff and Landing Tailwind Component Maximum Operating Altitude Maximum Takeoff and Landing Altitude +/- 2% 10 knots, N284DH 15 knots 43,100 Feet (Pressure Altitude) 9,000 Feet (Pressure Altitude) N284DH 8,400 Feet

30 FLIGHT MANEUVERING LOAD ACCELERATION LIMITS Flaps Up Flaps Down +2.5g to -1.0g +2.0g to 0.0g

31 NON-AFM OPERATIONAL INFORMATION Turbulent air penetration speed is: 290 KIAS/.78 Mach, whichever is lower

32 RVSM ALTIMETER CROSS CHECK LIMITS Standby altimeters do not meet altimeter accuracy requirements of RVSM. The maximum allowable in-flight difference between Captain and First Officer altitude displays for RVSM operation is 200 feet. The maximum allowable onthe-ground differences between Captain and First Officer altitude displays for RVSM operation are: Field Elevation(FE) Max Diff CA/FO Max Diff CA or FO/FE Sea Level 40 feet 75 feet 5,000 feet 45 feet 75 feet 10,000 feet 50 feet 75 feet

33 MAXIMUM AIRSPEED LIMITS The maximum operating limit speed shall not be deliberately exceeded in any regime of flight.

34 AIR SYSTEMS Maximum cabin differential pressure is 9.1 psi. Maximum allowable cabin pressure differential for takeoff and landing is.125 psi (236 feet below airport pressure altitude).

35 APU STARTER DUTY CYCLE A maximum of three consecutive starts or attempts within a sixty minute period.

36 HF RADIO COMMUNICATIONS Flights predicated on the use of the following HF frequencies are prohibited: 11133, 22434, 22683, 22766, 29489, and 29940

37 VHF RADIO COMMUNICATIONS Do not use the center VHF for ATC communications with ACARS operational.

38 AIRCRAFT COMMUNICATIONS ADDRESSING AND REPORTING SYSTEM (ACARS) The ACARS is limited to the transmission and receipt of messages which will not create an unsafe condition if the message is improperly received, such as the following conditions: the message or parts of the message are delayed or not received, The message is delivered to the wrong recipient, or The message content may be frequently corrupted. However, Pre-Departure, Digital Automatic Terminal Information Service, Oceanic Clearances, Weight and Balance and Takeoff Data messages can be transmitted and received over ACARS if they are verified per approved operational procedures.

39 FUEL PUMP Do not reset a tripped fuel pump or fuel pump control circuit breaker.

40 FUEL TANK TEMPERATURES The minimum inflight fuel tank temperature is 3 C above the freeze point of the fuel being used. Fuel Type Freeze Point +3 Maximum Jet A JP JP8/Jet A Jet A-50/ TS-1 (TC-1) Jet B JP

41 FUEL LOADING Load main tanks equally. If main tanks are full and more fuel is required, load the center tank*. Filling of tanks may be done in any sequence. * 22,050 pounds of fuel may be loaded in the center tank with less than full wing tanks (with fuel jettison system installed and activated no less than 10,300 pounds of fuel must be in the wing tanks), provided the weight of fuel in the center tank plus actual Zero Fuel Weight does not exceed Maximum Zero Fuel Weight, and balance limits are observed. Fuel must be used in accordance with FUEL USAGE II.

42 LATERAL FUEL IMBALANCE The maximum allowable fuel imbalance between the left and right main tanks for all operations is 2,500 pounds when total combined main tank fuel is 48,000 pounds or less, with a linear reduction to 1,500 pounds when total combined main tank fuel is 79,800 pounds, and is 1,500 pounds when total combined main tank fuel exceeds 79,800 pounds. See B767 Fuel Lateral Imbalance Spreadsheet basically 31 lbs difference per 1,000 lbs change. N284DH only The lateral fuel imbalance must be reduced from 1500 lbs to 0 lbs at the bottom of the shaded area and remain at 0 lbs throughout the right hand shaded area of the CG envelope.

43 FUEL USAGE I (No Center Tank Fuel) Use tank-to-engine fuel feed for takeoff and landing with all operable main tank boost pumps on and the crossfeed valve closed**. FUEL USAGE II (Fuel In Center Tank) Use center tank fuel for all operations with all operable boost pumps on and the crossfeed valve closed** until center tank fuel is depleted, then use FUEL USAGE I. Intentional dry running of a center tank fuel pump (CTR L FUEL PUMP or CTR R FUEL PUMP message displayed on EICAS) is prohibited. ** The crossfeed valve is open for minimum fuel operation, and may be opened to correct fuel imbalance.

44 FUEL JETTISON SYSTEM Do not jettison fuel with flap positions at 25 or 30.

45 EXTENDED RANGE OPERATIONS Perform an operational check of the fuel crossfeed valve prior to each extended range operations flight. This check may be accomplished on the ground by maintenance personnel or the flight crew as part of the preflight procedure for the specific extended range operations flight. As required by AD , perform an operational check of the fuel crossfeed valve during the last hour of cruise flight during each extended range operation. Enter valve failure conditions resulting from the operational check in the airplane log.

46 ENGINE ANTI-ICE SYSTEM The engine anti-ice must be ON during all ground and flight operations when icing conditions exist or are anticipated, except when the temperature is below -40 C SAT. Icing conditions exist when the OAT on the ground and for takeoff, or TAT inflight is 10 C or below, and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet and ice crystals). Icing conditions also exist when the OAT on the ground and for takeoff is 10 C or below when operating on ramps, taxiways or runways where surface snow, ice, standing water or slush may be ingested by the engines or freeze on engines, nacelles, or engine sensor probes.

47 OPERATION IN ICE CRYSTAL ICING CONDITIONS Engine anti-ice must be ON when ice crystal icing conditions exist, even when the temperature is below 40 C. OAT. Do not use anti-ice if OAT or TAT exceeds 10 C. When the conditions described above no longer exist, use engine anti-ice normally.

48 NAVIGATION - GENERAL Do not operate under IFR or at night into airports north of 73 N or south of 60 S latitude whose navigation aids are referenced to magnetic north. The navigation and display system does not support operations at latitudes greater than 87 North or South.

49 FLIGHT MANAGEMENT COMPUTER SYSTEM (FMCS) With a single operational FMC, during VOR approaches, one pilot must have raw data from the VOR associated with the approach displayed on the RDMI, RMI or HSI in the VOR mode, no later than the final approach fix. ATC clearance data received through the FMC which can only be viewed on the cockpit printer must be independently verified with the originating ground stations.

50 GROUND PROXIMITY WARNING SYSTEM (GPWS) LOOK AHEAD ALERTING Do not use the terrain display for navigation. The use of look-ahead terrain alerting and terrain display functions is prohibited within 15 nm of takeoff, approach or landing at an airport or runway not contained in the GPWS terrain database. Refer to Honeywell Document (in 767/Study Sheets) for airports and runways contained in the installed GPWS terrain database.

51 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with a TCAS II resolution advisory.

52 MINIMUM EQUIPMENT REQUIRED FOR AN ILS APPROACH Basic Minimums 3/4 mi or RVR 4000 need 1 LOC/GS Receiver Category I Minimums 1/2 mi or RVR 1800 need 1 LOC/GS Receiver and Flight Director Coupled (Cat I) 1/2 mi or RVR 1800 need LOC/GS Receiver and Autopilot

53 OXYGEN SYSTEM: NON AFM LIMITATION OPERATIONAL INFORMATION Minimum Oxygen pressure CREW & SUPERNUMERARY...1,400 psi for dispatch Minimum Oxygen pressure Portable bottles...1,200 psi

54 If the oxygen pressure is lower than that indicated above, the following chart must be used to determine the actual requirement as a function of cylinder pressure vs. ambient temperature. For each curve, minimum requirements are met on the RH side of the curve.

55 ENGINE THRUST Takeoff, go-around and maximum continuous thrust N1 values for CF6-80C2B6F engines are presented on the engine thrust setting charts in the QRH Performance In-flight Chapter. N284DH CF6-80C2B7F engines only: With EEC in Alternate mode (ALTN) takeoff power must be set after brake release.

56 ENGINE RPM LIMITS N1-Low Pressure Compressor Rotor % N2-High Pressure Compressor Rotor %

57 ENGINE EGT LIMITS Starting (Unlimited) C Starting (Transitory, up to 40 seconds) C Takeoff (5 Minutes) C Maximum Continuous C

58 ENGINE LIMIT DISPLAY MARKINGS Maximum and Minimum Limits...RED Cautionary Limits... AMBER The engine display markings on EICAS must be used to determine compliance with the maximum and minimum limits and precautionary ranges. If EICAS markings show more conservative limits than those specified below, the markings shown on the EICAS must be observed.

59 ENGINE INDICATION AND CREW ALERTING SYSTEM (EICAS) Flight crew shall not blank engine vibration display during takeoff.

60 ENGINE IGNITION Engine ignition must be on for takeoff and landing.

61 MAXIMUM OIL TEMPERATURE For continuous operation is C For a maximum period of 15 Minutes is C

62 REVERSE THRUST Use for ground operation only. Intentional selection of reverse thrust in flight is prohibited. Backing the airplane with use of reverse thrust is prohibited.