T/O Dry Snow Depth 6Cm T/O Water/Slush 15MM

Brad Marsh, Pacific Blue Operating Notes Page 1 05MAR05 23:00 LIMITATIONS RVSM check on gnd: Max error 75’ and 50’ btw the 2 Primary Altimeters. Max diff in cruise 200’ T/O Altitude <8400’ T/O dry snow depth 6cm T/O water/slush 15MM Aircraft Codes Number 4, Letter C. Min runway width 45M or 30M as shown below with restrictions Cabin Diff 9.1PSI. With Engine Bleed ON packs not to be in High for T/O, APP and LDG 30M runway Max x/wind 27kts - Dry and Wet - 16kts. Requires All REV, Steering, Braking and Flight Controls Engines Starter Duty Cycle 2 minutes on 20 seconds off then 2minutes on 3 minutes off for all subsequent starts Start Max 795 degrees or 725 for air start Oil 11 litres for dispatch Fuel Temp must be > Freeze Pt +3 or –45 to Max +49 Low Fuel light at 907 Kgs off at 1134 Kgs each tank IMBAL on at >453 Kg, off at 91 Kgs CONFIG on at 726 Kgs, off at 363 Kgs Must have Full Wings if Centre Tank fuel >453Kg Engine Anti-Ice on if 10 > TAT > -40 or SAT > -45 Antiskid INOP – Light braking. RTOW – 7000Kg and V1 reduced by approx 15 kts QRH PI Hydraulics: >760 Kg Fuel in wing tanks for Elec Hydraulic Pump Operation Min QTY 88% for Despatch APU Bleed + Elec 10000’ 2 Engine Pitch/Power/Flap Bleed 17000’ Pwr 63 63 73 53 59/65 Elec 41000’ 2Eng Flap 0 1 5 15GD 15GD 30/40 Speeds Pitch 6 6 6 2.5 1/0 TURB 280/. 76 MMO 340/. 82 Max Gear extend 270/. 82 Wake Turb Sep: 0 min after M and 2 min after Heavy Autopilot Engage 400, Disengage 50’, Autoland X/W 20, H/W 25, T/W 10 Crosswind Limits Vol1 and FCTM 3.13 Takeoff Dry 34 Wet 25 FCTM 3.13 Landing – Wet and Dry 40 kts but CRAB only. See sideslip limits in FCTM 6.42

Single Engine Ops Driftdown technique FCTM 4.11 Engine Failure in Crz – then set MCP .76/250kts and DES to about FL200 or 23/23 (230kts and 23000’) Driftdown takes about 30 minutes What performance figures do you use? FPPM or QRH 290ktsIAS is a good compromise between time to get home and LRC 290IAS = 387TAS between about FL300 and F190 Engine anti-ice penalty: approx 2,000’ off Altitude capability Wing and engine anti-ice penalty: approx 7,000’ Know S/E Pitch and Power settings Pitch into DES at .5nm before ToD for APP Configure fully for Final before starting Approach even if at 5000’ Pull Engine Run Power CB on No1 P182B3 to retract gear after manual extension.

Pitch/Power/Flap Single Engine Pwr 82 72 92 72 1 Eng Flap 0 1 5 15GD 15GD 30/40 Pitch 2 Set 72% 3 nm before DES pt and Flap 5 Diversion Checklist GRADE Route and Destination in FMC DEP/ARR Dist to go, plan descent Fuel check, hold time avail Pressurisation and landing alt. Wx and other alternates

1 Brad Marsh, Pacific Blue Operating Notes Page 2 05MAR05 23:00 NITS and PA FUEL (A1 8.1.7.2, CAR 91.403 and CAR121.75) A-B T/O, DEP CLB, CRZ, DES, APP + PDA Extra Holding INTER, TEMPO, Weather, Traffic. ETOPS applicability A1 8.5.4.5 Taxi (no APU allowance) 165 Kg (Extra at 15Kg/min) Final Reserve 30 mins hold at 1500’ – should be intact on LDG Contingency 3% of A-B-C – should not be planned to be burnt and does not include APP/DEP Alternate B-C + Inst App (250Kg) + PDA ETP Buildup CP to EoD + 5%, +15mins HOLD, an instrument app, missed app then visual app and land Margin (Not Mandatory) Additional to have 60 mins over Destination. Fuel additions: APU = 120Kg/hr on GND and 45Kg/hr in AIR unloaded QRH 57.11 Taxi = 15Kg/min DES .78/280/250 see FPPM Chart Flap out = +50Kg/min Flap and Gear = + 60kg/min Gear DN Crz = 10Kg/nm at F250 or 15Kg/nm at F100 GEAR DOWN HOLD about 1800Kg for 30mins LRC in FMC or QRH is 99% of best SAR and absolute MAX Range = CI 0 FCTM4.8 Rough idea if Leading edge is stuck out: then add 5% to FMC Fuel predictions Icing: If TAI used then add 45 Kg/Hr (Eng Anti-ice only) or 140 Kg/Hr (Wing and Eng Ant-ice) Severe Icing fuel burn increases by (3xT in hours) %. Moderate = 1.5xT in Hours Specific Ground Range @ 60000 Kg ALT HW TW 100 50 0 50 100 ENG INOP F220 9 7 6 5 4 DEPRESS A100 11 9 7.5 7 6 NORMAL FL370 6 5 4.5 4 3.5 NORMAL F250 9 7 5.5 5 4.5 LED EXT F150 13 10 8.5 7.5 7 GEAR DN F250 16 13 10 9 9 GEAR DN A100 15 INOP + G DN A090 22 16 12 11 9

Fuel Notes FPPM and FCTM 4.10 Enroute/Step Climb uses 135-225 Kgs Fuel for a 4000’ climb FCTM 4.8 ISA + 10 = 1% increase fuel burn Optimum – 2000’ = 1%-2% penalty Optimum – 4000’ = 3%-5% penalty Optimum – 8000’ = 8%-14% penalty For each M.01 increase in CRZ Speed above LRC = 1% to 2% increase in Trip Fuel CI = 0 is Max Range Cruise = LRC – 1% Compressibility gives a TAT rise of .5 to .7 degrees / .01M For each 60 kts of tailwind ECON CRZ is reduced M.01 For each 100 kts of headwind ECON CRZ is increased M.01 CRZ below FL310 and it wasn’t planned then use LRC What fuel is saved between ECON CLIMB and 250/10000’? About 25Kg CLB1 burns about 100Kg more than ECON CLB LRC = M.78 within 2000’ of Optimum and gives best Buffet Margin FCTM 4.10 Low Fuel Light comes on at 1814 Kg so always plan to land with 1800Kg or more Low Fuel Temp see Limitations above and FCTM 4.8 For Accurate Fuel planning: Take 3% CONTINGENCY fuel from plan. What is CON Fuel actually 3%of? It is 3% of A-B fuel + PDA from plan A1 8.1.7 Example where Contingency Fuel= 239Kg: CON is 3% of expected Burn Off So 239/3x100 = 7967 Kg. This is expected B/O inc PDA PDA = 1.8% A-B + .3% Safety Margin (Checking Fuel Used after flight seems to show PDA is not being used or is overly conservative)

2 Brad Marsh, Pacific Blue Operating Notes Page 3 05MAR05 23:00 ETOPS FUEL A1 8.5 and FPPM2.1.3 Fuel Planning: DEP to CPDP + {PDA + 3%} + APU CPDP to 1500’ overhead Alternate (@ LRC) + {PDA+5%} + APU 15 mins hold at 1500’ Instrument approach and missed approach Visual approach and landing Any DDG requirements Inter and Tempo {disregard PROB <40%} Discretionary Fuel: Anti-ice: If TAI used then add 45 Kg/Hr (Eng Anti-ice only) or 140 Kg/Hr (Wing and Eng Ant-ice) FPPM Ice accretion: FPPM Moderate = 1.5x time in hrs Severe = 3x time in hrs Alternates Notes (Vol A1 8.1.7.4) Departure Alternates must be within 1hr S/E = 428nm Vol A1 8.1.3.8 West Australian coastal ports with ETA 1400-2400Z require Alternate (C1 1.16) Alternate requirements per Jepps ATC Company Preferred Alternates A1 Curfew. If ETA within 20 mins – Alternate required C1 1.19(f) Arriving over Alternate you must have 15mins HOLD + Inst App + Visual CCT and Land = 1200Kg Approach Notes Cat C Speeds Initial 240, Final 160, Circling 180, Missed Approach 160 intermediate / 240 final FCTM 5.3 Circling Area 4.2nm Jepps Procedure Turn in FMC based on 170 TAS FCTM 5.3 Stabilised App Criteria by 1000’ IMC, 500’ VMC FCTM p 5.4 Circling Must be wings level by 300’ FCTM 5.4 Flight deck to be within runway edges by 100’ HAT VNAV Approach FCTM 5.8 Add 50’ to VNAV Minima iaw FCTM 5.8 Visual Approach New Zealand: Must “Request visual Approach” Visual reference at or above Initial App Altitude At night u must have Runway lights in sight {Approach or REIL lights are insufficient} Australia: Jepps ATC AU-706 Day – Night – Visual reference and Vis 5000m Visual reference and Vis 5000m Within 30nm Within 30nm OR 500’ above CTA step and at safe altitude. Vectors at LSALT to Final or within 5nm Within Circling Area or 5nm on centreline or7nm for ILS runway or 10nm 16R @ SYD

CP/PNR/PSD Total Dist x GS Home Flt Fuel (minutes) x GS Home Dist to CP = GS Out + GS Home Time to PNR = GS Out + GS Home Where is PNRDP? Take Fuel avail at CPDP and subtract CPDP fuel required. This = fuel avail to go past CPDP and return to CPDP at FL100 So SGR is 8.5 + 5.5 Kg/nm = 14KG/nm. So PNR Dist = Fuel avail /14.

Low Vis Ops = Less than Cat 1 or RVR < 800M A1 8.1.3.1 PB ABSOLUTE T/O MINIMA is 350M RVR 400 - 500M requires 60m REL and clearly visible RCLM A1 8.1.3.6 RVR 350 - 400M requires 60M REL and RCL and max X/W is 10kts A1 8.1.3.6 Lo Vis = Captain Only Weight and Balance LMC adjust on trim sheet? Kg/100=Index Units B1 6.4.1.2 Observer 82 Kg (inc 5Kg carry-on) Cabin Crew 64 Kg (inc 5Kg carry-on) Male 94 (inc 5.5Kg carry-on) Female 77 (inc 5Kg carry-on) Children 45 Kg Infant 15Kg Bags Actual weight Spec Cabin Load 38Kg (Guide dog) B1 7.1.9 Weight Penalties: Bottom of each FPPM page

3 Brad Marsh, Pacific Blue Operating Notes Page 4 05MAR05 23:00

HOLDING ICAO - New Criteria Jepps ATC AU 707 and Jepps ATC New Zealand and Pac Is –1

FL140 FL200-340 >FL340 1min/230kts 1.5min/240kts 265kts .83M Performance Penalties Landing: Holding FCTM 4.20 Jepps ATC NZ and PAC IS –1, AU-707 Antiskid INOP: Reduce speed 3 min before hold RTOW-8500 and V1 – 16 QRH 57.4 >FL250 Vref40+100 <14000 230kts Autospeedbrake – 4300Kg <20000 240 kts <34000 265 kts Takeoff: >34000 M.83 Wet runway and 1 reverser INOP = 250kts when exiting hold -1050Kg and V1 – 2kts QRH 57.5 Holding at Flaps 1 = 10% more Fuel FCTM 4.20 Assumed Temp method ok after Deice FCTM 3.17 but not to be used after: EAI - 300Kg WAI - FMC Notes: ECON Climb <10000’ 250/Vref40+70 >10000’ 280/.76 FCTM 4.3 ECON CRZ Min cost for CI, GW, CRZ ALT and H/W component FCTM 4.7 Cost Index 0 Maximum Range FCTM 4.7 LRC 1% less fuel economy than max range. See Cost Index 0 FCTM 4.8 Max Altitude Thrust Limit for 100’/min, Manoeuvre Limit or Structural (pressurisation) FCTM 4.5 Max Angle Same gradient as UP speed FCTM 4.4 Max Rate Up + 50 then .76 FCTM 4.3 Engine INOP Climb FCTM 4.4 FMC limits AoB in LNAV from exceeding available thrust FCTM 4.6 Optimum Altitude = min cost or min burn in LRC. May be as little as one minute in CRZ FCTM 5.6 Optimum Altitude = 1.5G to Buffet Step 0 Gear Down CRZ QRH preamble Trip Altitude – Constrains Optimum Altitude for short sectors FCTM 4.6 Descent Notes: FCTM 4.17 FMC will decelerate at 500’/min M.78/280 2200’/min clean and 3000’/min with speedbrake 250 1700’/min clean and 2300’/min with speedbrake Vref40+70 1100’/min clean and 1400’/min with speedbrake Deceleration FCTM 4.18 280 to 250 = 25 seconds and 2nm 250 to UP = 35 seconds and 3nm Note: Speedbrakes reduce these by 50% Speedbrakes in by 1000’ ETOPS Vol A1 8.1.2.5 and Vol A1 8.1.2.6 Diagrams Vol A1 8.5.12.7 Adequate: Long and Strong enough ATC/AFIS including Aerodrome Advisory Service and Met reports VHF 1 NAVAID VASI/PAPI Sufficient Lighting RFFS per Ops Man Crew must be qualified to operate to this airfield – Category C or X

Suitable At Planning stage a 60 min buffer applies to Forecast for ETA CAA AC 121-1 Single ILS: Higher of: Cloudbase 600’ and 3KM or DA +400’ and RVR +1.5KM Two ILS: Cloudbase 400’ Vis 1.5KM or DA+200’ and RVR+800M NPA: Cloudbase 800’ Vis 4KM or MDA+400 and Vis+1.5KM Wake Turbulence A1 8.3.9.3 ARR after HVY 5nm/2min and MED 3nm/2min. If B757 4nm minimum. DEP after HVY 5nm/2min and MED 5nm. HVY fm intersection 3 mins. Displaced threshold means >150m and requires 3 min

Wether Deviations without ATC Clearance If deviating LIGHTS ON/Watch TCAS/121.5 and 123.45/ If >10nm change alt by 300’ as follows Track 000-179 and deviating LEFT then DES 4 Brad Marsh, Pacific Blue Operating Notes Page 5 05MAR05 23:00 Track 180-359 and deviating LEFT then CLB