JFK NEW YORK

door code
431
152
when programing star out of yyz make sure to put lolly and lendy hard 190 alt and  200

CLEARENCE
- READ SID FOR THAT RUNWAY BEFORE YOU GET CLEARENCE
IF IT SAYS EXPECT VECTORS .
THEN THEY WILL SAY CLEARED TO___ ____DEPARTURE, CLMB RWY HDG TO 1.5 DME TURN HDG_____ for RADAR VECTORS TO _____ gayle CLIMB______ EXPECT FLIGHT PLANED ALT ____ MIN AFTER DEPARTURE  AS FILED

REMEMBER TO BUG THE HEADING BEFORE AIRBORN. AS SOON AS 400FT OR MAKE A RING IN FIX. CALL LVL CHANGE, ENGAGE AUTOPILOT SELECT at 1.5 dme select HEADING MODE, GET FLAPS  UP,  AT 3000 FT after noise SPEED WINDOW 220 KTS. OPEN N1 AND DELETE CLIMB 2 THIS WILL GIVE YOU MORE THRUST UP TO 11000 THEN YOU WILL GET VECTORED TO GAYLE

WHEN GIVEN TAXI INSTRUCTIONS YOU MUST ALSO READ BACK THE RUNWAY NUMBER, IF THEY SAY IT IN THE TAXI INSTRUCTIONS

THEY DONT EXPEXT NOISE, BUT PUT IN  NOISE 1
AFTER FLAPS RETRACTED OPEN SPEED WINDOWS AND CLIMB UP TO 11000 FT AT 220 KTS TO GET YOU DIRECT TO NEXT WAY POINT
THIS WORKED ON 13 R BECAUSE OF LAGUARDIA

HAVE RAMP FREQUENCY IN THE BACK UP COM, YOU CAN LET HIM KNOW YOU COMMING IN AS SOON AS YOU GET TAXI CLEARENCE.

THE VOR GPS 13L/R AND RNAVS ARE THE SAME AS THE VISUALS FOR THE 13s SO IF YOU GET CLEARED FOR THE VISUAL YOU CAN PROGRAM THE VOR 13L/R. THEY GET BUSY BECAUSE YOU ARE CONSTANTLY TURING HEADING BUG AFTER THE FAF AND YOU FORGOT TO SET THE MDA BEFOR THE THE FAF SO IT CAPTURED REMEMBER TO SET THE FAF WHEN YOU START THE APPROACH. YOU DONT HAVE TO SET EVERY ALT IN THE MCP ONLY FAF, MDA AND MISSED.
-YOU TRIED TO V/S LOWER BUT COULDNT BECAUSE YOU NEEDED TO SET A LOWER ALT IN THE MCP

WHEN FLYING THE MISSED ON FINAL BUG 100° it should fly the procedure if in LNAV

WE USED THE KENNEDY OR SCOR DEPARTURE AND ING WAS KINGSTON ARRIVAVL

WHITE LINES ON THE TAXI CHART ARE DISPLACED THRESHOLDS NEW YORK HAS SOME BIG ONES

ABBOTSFORD

**HOT SPOT**
FAF CROSSING ALT IS HIGHER THAN MISSED APPROACH ALT BY LIKE 1000FT. YOU MUST WAIT TILL 300 FT BELOW MISSED BEFOR SETTING ALT SELECTOR.

-GATES ARE NOT CLEARLY MARKED ON JEP PLATE AND TOWER NOT MUCH HELP

REVIEW TCAS RA PROCEDURE

Inner and outer tower
just plan on 119.4
because of the training areas they would use outer first coming in for VFR traffic
kinda like outter would be arrival

write out on a seperate checklist all the small things that need to be done in order.  from company info.
then check them off is you go through them.
eg release brakes for oooi
call departure through 1500 ft

CHARLOTTE TOWNE

ON SHORT RUNWAYS  8000 ft or less USE OPT FOR LANDING AFTER YOU DO THE TAKE OFF NUMBERS, JUST TO SEE IF YOU CAN DO AN EMERGENCY RETURN BACK ESPICALLY IF OVERWEIGHT LANDING. ALSO RUN IT FROM THE DISPATCH FUNCTION TO SEE IF YOU CAN GET A SINGLE ENGINE CLIMB GRADIENT

ORLANDO SANFORD

NOISE 2

APPERENTLY ATC WANTS US TO CONTACT TOWER WHEN HOLDING SHORT WHILE CROSSING RUNWAYS AND THEN BACK TO GROUND. I GUESS JUST CONFIRM WITH THEM??

THERE IS A SPERATE APRON FREQUENCY
IN THE COMPANY JEPP PLATE
129.075

DONT ASK FOR PUSH BACK AND START ON THE APRON FREQUENCY  ASK FOR IT ON GROUND. I DONT REMEMBER GOING BACK TO APRON FREQUENCY AFTER

IF THEY ASK IF YOU HAVE THE VISUAL ACCEPT IT ONLY AFTER YOU HAVE MADE THE BASE TURN

HALIFAX

CODE 1-2-5

DE ICE 30 MIN
THEN PRIOR TO PUSH MONITERING GROUND
WRITE THIS IN THREATS SO YOU BRIEF
RUNWAY 23 HOLD SHORT LINE

VANCOUVER

DOOR CODE 513 OR 54321 OR 12345

ATC CLEAR US TO DESCEND WITH
NO RESTRICTIONS/BASICALLY WANTED US TO GO LEVEL CHANGE AND USE SPEED BREAK TO GET DOWN AS QUICK AS POSSIBLE FOR THE ILS 08R HE SWITCHED US AROUND 10000FT RUNWAYS

make a hard alt at lanne at 10000 ft on Canuck arrival

most unstable approaches are on 08L into Vancouver for Flair
Poor vectors
* harden up all arrival alts instead of 3000 and above or 5,000 above make it 3000 and 5000 hard Crossing while on downwind leg

get flap one and five out while on the downwind make a 10 mi ring

*be prepared for a catch the ILS from above manoeuvre

KELOWNA APPROCHES

READ THE CBT GOOD INFO THERE

OPT TIPS
*LOOKS LIKE THE LDG ENROUTE AND TKO DISPATCH SPECIAL PRECEDURES ARE THE SAME FOR THAT PARTICULAR  RUNWAY IN USE
* IN DH TAB ON LANDING YOU MUST PUT IN THE DH FOR THAT APPROACH PLATE IN USE TO GENERATE REQUIRED GO AROUND GRADIENT EXCEEDS AVAILABLE

BOTH RUNWAYS HAVE DISPLACED THRESHOLDS
RUNWAY 34 HAS THE LONGER LANDING DISTANCE
8500 FT

advise ATC if utilizing full length runway and back track on pushback

**ARRIVAVLS**

RUNWAY 16

PLAN THE ILS Z OR THE RNAV Z 16
NOT SURE IF YOU CAN DO THE RNP X
LANDING DISTANCE IS TIGHT
ESPECIALLY WHEN YOU HAVE A TAILWIND
7700 FT

RUNWAY 34

**the RNAV RNP Z runway 34 is the preferred approach for runway 34**
HAT IS 439 AGL
SLOPE IS 3.1
YOU WILL GET UP TO 1300 FEET PER MIN V/S ON APPROACH

THERE IS A RNP Y 34 AVAILABLE
**HAT IS  1718 AGL**
**SLOPE IS 3.5**
NOT PREFERED

NOT PREFERRED OPTIONS DEFINITELY NEED PRACTICE PRIOR TO ATTEMPTING
IF THE RNP Z 34 IS NOT AVAILABLE THEN ** THE RNAV GNSS A **COULD BE USED AS LONG AS FAVORABLE METEOROLOGICAL CONDITIONS EXIST

1. BE FULLY CONFIGURED PRIOR TO POSITION BOLDI

2. CROSS BOLDI AT 5400 (MAYBE PROGRAM INTO FMC) AS IT IS 10NM BACK
**AND CROSS ELSEN AT 2800 PROGRAM INTO FMC**

3. THE AIRPORT SHOULD BE VISUAL 3 NM PRIOR TO BOLDI
IF IT IS NOT PREPARE FOR MISSED APPROACH

4. MINIMUM VISIBILITY AND CEILING REQUIRED TO ATTEMPT THIS APPROACH IS 5,500 MSL AND 9  SM VISIBILITY
(they hope to have you manage the vertical profile visually)

5. GREATER THAN 1,000 FT PER MINUTE ON FINAL APPROACH MAY BE REQUIRED AND MUST BE BRIEFED

IF THE RNAV Z 34 OR RNAV A ARE BOTH UNAVAILABLE THEN YOU HAVE A THIRD OPTION

***THE ILS 16/LOC 16/RNAV 16
WITH A VISUAL MANOUVER TO 34***
"NOT CIRCLING DO NOT USE CIRCLING MINIMUMS OR DISTANCES"
**the RNAV X 16 is the easier because you don't have to deselect ILS's**

1.CEILING NOT LESS THAN 4500FT MSL, VIS 3SM

2. A BRIEF AND PLAN MUST BE MADE IF A EARLY GO AROUND MUST BE MADE
A FEW OPTIONS ARE

A. NO VISUAL CONTACT BY 4,500 FT ON ILS 16
FLY PUBLISHED ILS 16 MISSED

B. IF ON FINAL IN VMC ATC ASKS YOU TO DO A GO AROUND  CINSIDER CLIMBING UP TO 4000 AND CONDUCT ANOTHER VISUAL CIRCUIT

C.** IF IMC IS ENCOUNTERD WHILE FLYING VISUAL IN DOWN WIND OR BASE
PLAN TO CONDUCT A PUBLISHED  MISSED FOR 34
(PROGRAM RNAV A INTO ROUTE 2, ACTIVATE, SEQUENCE THE MISSED, LNAV, ALT SELECTOR 7400 FT.  TOGA FLAP 15 POSITIVE RATE GEAR UP)

3. ON FINAL SELECT 4000 IN ALT SELECTOR
IF ON ILS DESELECT FD's THEN VS DOWN TO 4000
(or alt HOLD if flying RNAV 16)
THEN HDG MODE TO MANOUVER

**ATC MIGHT ALSO PROVIDE VECTORS DOWN THE CENTER OF THE LAKE.
ALSO A BASE TURN IN THE VICINITY OF THE BRIDGE MAY BE REQUESTED
-BE FULLY CONFIGURED PRIOR TO BASE**

BOTH VISUAL APPROACHES FOR 34 AND 16 ARE APPROVED FOR NIGHT OPERATIONS

THREATS THAT SHOULD BE BRIEFED ARE

1. INABILITY TO MEET CLIMB GRADIENT FOR SINGLE ENGINE MISSED APPROACH

2. LANDING PERFORMANCE DUE TO THE LANDING DISTANCE AVAILABLE FOR RUNWAY 16 ESPECIALLY WITH TAILWIND
(use worst case winds and temp)

3. INABILITY TO MEET DEPARTURE GRADIENT SINGLE ENGINE

KELOWNA SINGLE ENGINE MISSED APPROACHES AND SPECIAL ENGINE OUT DEPARTURE PROGRAMING

OPT  WILL TRIGER AN ALERT IF REQUIRED GO AROUND GRADIENT EXCEEDS AVAILABLE (THIS IS COMMON AT MEDIUM TO HIGH LANDING WEIGHTS, AND REQUIRES THE COMPLEX SPECIAL MISSED APPROACH OR TAKE OFF PROCEDURE IN THE  COMPANY PORTION OF THE JEPP PLATES BE FOLLOWED AND PROGRAMED INTO ROUTE 2

**IT IS ACCEPTABLE TO UTILIZE THE OPT SPECIAL PROCEDURE AS AN ALTERNATE MISSED APPROACH PROCEDURE WHEN A GO AROUND GRADIENT EXCEEDS AVAILABLE**
REFERENCE  FROM THE CBT

NOW THIS IS WHERE IT GETS A LITTLE CONFUSING I COULD ONLY FIND
- THE MISSED APPROACH PROGRAMMING AIDS IN THE CBT BUT NOT THE DEPARTURE PROGRAMMING AIDS.
- I COULD ONLY FIND THE DEPARTURE PROGRAMMING AIDS IN THE JET PLATES BUT NOT THE MISSED APPROACH PROGRAMMING AIDS

**I HAVE PUT ALL 4 ON THE WORK IPAD FILES APP IN THE  KELOWNA FMC PROGRAMMING FOLDER**

ONCE AGAIN YOU SHOULD BE ABLE TO PUT THE DEPARTURE SINGLE ENGINE FMC PROGRAMMING IN FOR A MISSED APPROACH.

ST JOHN NEW BRUNSWICK CYSJ

MF RADIO
CALL AT LEAST 5 MIN FROM AIRSPACE
DOWNWIND
FINAL
DOWN AND CLEAR
PRIOR TO START
PRIOR TO TAXI
BEFOR ENTERING ACTIVE RUNWAY

MONITER 126.7
NOT NECESSARY BUT GOOD PRACTICE
BROADCAST LEAVING CONTROLLED FL180 5 MIN BEFOR COMMENSING APPROACH

INFO IN THE AIM ON BOTH VFR AND IFR SO READ BOTH

olexis way is best
-load the approach on the ground in toronto
-type in  CYSJ  and place that back at the end of the flight plan route so there's now disconnect between St John's and the first Waypoint on approach
-take the first way point on approach scratch pad bring underneath the last Waypoint on flight plan and that will calculate the top of descent for the last flight planed way point.
-take that alt in scratch pad.
-erase the last step
-place alt on the last Waypoint on flight plan prior to CYSJ

THERE IS NO ARRIVAL SO YOU END UP VERY HIGH BY THE TIME YOU REACH LOGPO FIRST WAY POINT ON RNP Y.
CALCULATE BACKWARDS DISTANCE AN APPLY A NEW ALT. IN LEGS PG FOR A 3:1

OR MAYBE WHEN SETTING UP ON GROUND IN YYZ CONNECT THE APPROACH TO THE LAST EN ROUTE WAY POINT. LET THE FMC CALCULATE BACK WARDS REMEMBER AND APPLY IT TO THAT EN ROUTE WAY POINT FOR TOP OF DECENT INFO  THEN ERASE THE APPROACH AS YOU HAVE NOT BEEN CLEARED FOR IT.

OR

FMC CYSJ make ring CYSJ/-30 10000ft place on cysj. Above or below will get invalid messages .  When cleared for approach then put BELOW on a closed star

NASHVILLE

threat
initializ fuel
fuler doesn't give recipt

ramp freq controled 132.37
uncontrolled 122.95 north of the bravo finger up to T2 and T1

they will clear you via the star
landing south or north
remember to call the field in sight for the visual

KFLL
FORT LAUDERDALE see

DOOR CODE
TERMINAL 3   314/351/ 3-2-4
TERMINAL 1 1-3-4
TERMINAL 4 4-1-2/ 4-2-3
G GATES 5-2-4

IF EVER GIVEN A INERCEP HEADING TO FINAL BETWEEN FAF AND RUNWAY YOU WILL BE HIGHT !!!
EVERY DESTINATION

SWITCH TO TOWER AUTOMATICLYWHEN CLOSE THEY WONT TELL YOU

YOU FORGOT LNAV WHEN CLEARED FOR THE R NAV Z 10L APPROACH
LAVS
ALSO CALLING FLAP 40 AND MISSED APPROACH

280 in the transition

250 in the Sid, at least elbow SID
this means so don't change VREF 40 to 3000 agl. like a noise 1

SANFORD
KSFB

ALWAYS LISTEN TO THE ATIS AND FIND OUT WHAT RUNWAY IS IN USE. COULD BE TOTAL OPPOSITE FROM WHAT YOU PLANED
happened with hamid

PUT 250 OPPOSED TO 240 IN RESTRICTED SPEED DECENT PAGE BELOW 10000FT
APPARENTLY STOPS THE SPEED FROM DROPING TO 210 EARLY

200kts below class B

NOISE 2 DEPARTURE

THERE IS SPECIFIC OBSTACLE DEPARTURE PROCEDURES ON THE AIRPORT INFO CONTINUED PAGE

OPEN ROUTE 2 TO READ BACK CLEARENCE

CANCUN
MMUN

YOU HAVE THE SPEED RESTRICTION OF 200KTS ON DEPARTURE TILL 4DME SO DO A NOISE 1 TAKE OFF THE THIS WILL SOLVE THE PROBLEM

THY CALL "U" UPPER NOT UNIFORM

WHEN GETTING CLEARENCE  BRING UP FMC ROUTE PAGE
THEY WILL SAY CLEARED YYZ
DEPARTURE AND TRANSITION
THEN READ DIRECT THE ROUTING ON ROUTE PG  FLIGHT PLANED ROUTE
CLIMB 4000 EXPECT 35000

CLEARENCE DELIVERY IS CALLED "CANCUN AUTHORIZATION"

FLAIR 122
737
PARKING STAND ____
LOOKING FOR AUTHORIZATION TO___
INFORMATION _____

MKJP
KINGSTON

APPROACH BAN IS INTERESTING
THEY GIVE VISABILITY IN KILOMETERS AND RVR IN METERS

SO IF ADVISORY VIS IS 1.9 KM
THEN YOU WOULD BE BANNED BELOW
RVR 1900
1.9 Km is 1900 meters

NO TAKING THE 70% OR 50% WIT CENTER LINE LIGHTING

TRANSITION ALT IS?

WHEN GIVEN CLEARENCE THEY MIGHT GIVE  SOME PHRASE LIKE WAYPOINT IN ROUTE PG AS ,UL17
THEY WILL CALL IT UPPER LIMA17

QNH IS Hectopascals HPA
NIT QNH

123.00 GROUND HANDLER
off of rwy 12
clear to_____
expect radar vectors to _____bemon
as filed
CLIMB runway hdg to 400 turn hdg 130
Dept freq____
sq______

MMPR
PUARTO VALLARTA

GET ROUTE PG OPEN
CLEARED YYZ
_____DEPARTUR_____TRANS
then route on ROUTE PG AS filed
CLIMB _____
expect _____ as final
sq_____
contact departure ______

DOUBLE CHECK LAST POINT ON ARRIVAL TO FIRST POINT ON APPROACH TO CONFIRM ALTITUDE ARE CLOSE AND YOU WONT BE HIGH

XUDED 1B 200KTS SPEED RESTRICTION DO NOISE 1 AND KEEP FLAP 1 UNTILL PAST RESTRICTION LIKE 20 MILES

KLAS
LAS VEGAS

when flying the chow 2 we were cleared to intercept ILS 26L via prino 8000 and 210 KTS
as soon as the diconect was closed it had us below slope by 3000 ft not sure why, had to put 9500 in alt selector to make constraint at tatuu otherwise it would have descended below

CYXE
SASKATOON

DO NOT FLY INTO SASKATOON WITHOUT AN OPERATING APU CANNOT BE MELD

DUE TO SINGLE ENGINE DE-ICING SASKATOON

CYYT ST JOHNS

FAF CROSSING IS AT 1000 3 MILES BACK NOT 5
BUSY ON LNAV MENTALLY REVIEW SET NEW ALT
GET FULLY CONFIGURED BEFORE 2 NM RING

MAKE SURE ARRIVAL ALTS MATCH
T BAR ALTS

CALGARY
CYYC

DOOR
SWIPE RAIC

BE THREAT MINDED
HOT/ HIGH/ STEEP /TAIL WIND CAN ALL RESULT ON UNSTABLE

MDPC
PUNTA CANA

APPROACH BAN IS INTERESTING
THEY GIVE VISABILITY IN KILOMETERS AND RVR IN METERS

SO IF ADVISORY VIS IS 1.9 KM
THEN YOU WOULD BE BANNED BELOW
RVR 1900
1.9 Km is 1900 meters

NO TAKING THE 70% OR 50% WIT CENTER LINE LIGHTING

WRITE THE AIRWAY NUMBER FROM JEP ON YOUR PAPER SO ITS HANDY IN EMERGENCY

READ RAQM AND JEPP CO PG
Gomez rnp-10 reporting

**COMPANY  DOCUMENT IS BETTER THAN CBT. DOC IN ORLANDO REFERENCE DOCUMENTS WATRS**

RVSM REQUIRED EQUIPMENT
-2 INDEPENDENT ALT MEASURING SYSTEMS

-1 ALT ALERTING SYSTEM

-1 SECONDARY SURVEILLANCE RADAR TRANSPONDER

-1 AUTOMATIC CONTROL SYSTEM
(autopilot)

WATERS/GOMEX
EQUIPMENT REQUIREMENTS
2 FMC
2 IRU
1 GPS
1 HF radio

IF EQUIPMENT FAILURE HAPPENS INFORM ATC NEGATIVE RNP 10

input rnp level 10 in page 4Prog

PRIOR TO WATERS PLUS ENTRY
give to ATC
entry point ETA
flight level
requested Mach number
(MACH NUMBER MUST BE MAINTAINED PRECISELY. PRIOR ATC APPROVAL MUST BE OBTAINED TO CHANGE IT)

when no VHF frequency has been assigned set number one VHF to 123.45 and number two VHF to 121.5

FOLLOW PROCEDURES IF UNABLE TO COMPLY WITH CLEARANCE OR A DIVERSION IS NECESSARY ACROSS TRAFFIC FLOW OR LOSS OF REQUIRED NAVIGATION CAPABILITY

1  CALL PAN PAN AND OBTAIN ATC CLEARANCE PRIOR TO INITIATING ANY ACTION (KIND OF HARD RAPID DECOMPRESSION)
121.5 PRIMARY
123.45 BACK UP pilot air to air

2 IF CLARENCE CANNOT BE OBTAINED FLY THE AIRCRAFT AT AN OFFSET TRACK BY

(A) HDG mode  TURN INTO THE LEFT OR RIGHT 30° TO ESTABLISH A PARALLEL OFFSET TRACK 5 NM  ROUTE PG OFFSET THEN BACK TO LNAV

DIRECTION OF TURN SHOULD BE BASED ON
-TURN AWAY FROM ESTABLISHED ROUTES
-DIRECTION OF FLIGHT WITH ALTS
-DIRECTION TO ALT AIRPORT
-SLOP
-TERRAIN CLEARENCE

AIR ROUTS
ALTITUDES
ALTERNATES
SLOP
TERRAIN

(B) TURN ON ALL  EXTERIOR LIGHTS
(C)WATCH FOR TRAFFIC SQ 7700
(D) BRODCAST ON 121.5
give position/alt/track code route designator/ and plan
BACK UP 123.45

2 IF POSSIBLE MAINTAIN ALTITUDE UNTILL ESTABLISHED 5NM OFFSET.
ONCE ESTABLISHED
(A) Quickly DECEND BELOW FL 290 by LVL CHANGE AND SPEED BRAKE,
AND ESTABLISH 500 FT OFFSET ALT
UNTILL ATC CLEARENCE IS OBTAINED

IF NEEDING TO DEVIATE FOR WEATHER AND YOU
** CAN'T GET A CLEARANCE FROM ATC NEW YOURK RADIO**, 
THEN YOU WILL
-1 STAY AT PLANED ALTITUDE IF WITHIN 5 NAUTICAL MILES OF TRACK -2BROADCAST 121.5,
-3WATCH FOR TRAFFIC TURN ON EXTERIOR LIGHTS.

FOR WATRS AIRSPACE OUTSIDE OF 10NM  (COM) CONFLICTING NOW FROM ONLINE TRAINING
COMPUTER BASED TRAINING  SAYS 5NM IN GOMEX AND WATRS
WRD WEST RIGHT DECEND 300 FT

NOW GETTING CONFLICTING INFORMATION FROM THE COM AND THE JEPP PUBLICATION
SO FOR A RAPID DECENT TURN BACK OR DIVERSION
1 -TURN AIRCRAFT 90° LEFT OR RIGHT
2 -GET 30 NAUTICAL MILE OFFSET,
3-DECEND 500 FT GET AIR TRAFFIC CONTROL CLEARANCE

INITIAL CONTACT
HIGH FREQUENCY
-1 SELECT HF 1 BUTTON ON TUNING  PANEL
-2 SELECT HF 1 ON COM PANEL
3 DIAL IN FREQUENCY
CLICK ONCE WAIT FOR TONE THAT IS WHEN YOUR CONNECTED

-NY ARlNC, NY ARINC FLAIR ____,

POSITION, ALT, MACH, 
HE WILL REQUEST SECAL WHICH IS POSTED ABOVE TAIL NUMBER
(clock area)
you will hear a tone and SELCAL panel will light up on HF1
call "FLAIR ____SELCAL CHECK OK" WITH ATC
cancel light on SELCAL panel

THEN TUNE 123.45 R 121.5 L
and deselect the HF
( no need to monitor if he wants to get ahold of you he will secal call you.)

**SET MACH IN CRUISE PG AND RNP IN PROG PAGE AND CHECK RVSM**

IF YOU GET A SELCAL CALL YOU RESPOND
"STATION CALLING FLAIR _____ GO AHEAD"

YOU SHOULD REQUEST THROUGH NY AIRINC ANY CLIMB TO NEW ALTS AND DEVIATIONS

AND FINALLY REPORTING POINTS

- CALL SIGN, CURRENT POSITION AND TIME IN ZULU, ALTITUDE, NEXT REPORTING STAITON AND TIME In ZULU, FOLLOWING REPORT STATION AND TIME IN ZULU, THEN FUEL

WHEN EXITING ON LAST MANATORY REPORTING POING JUST CONTACT CENTER ON VHF

SLOP
strategic lateral off set procedure
in MNPS
(minimum navigation PREFORMANCE specification)
AIRSPACE

when no radar coverage

OVER THE ATLANTIC
REDUCES RISK OF COLISION
1 NM THE RIGHT OR 2NM TO THE RIGHT OF TRACK
ATC DOES NOT NEED TO BE ADVISED
FLOWN WITH LNAV AND OFFSET

MMGL
GUADALAJARA

USE ILS X AS IT HAS A WAYPOINT TO TRANSITION TO FROM THE STAR.
THE ZULU HAS YOU DO THE FULL PROCEDURE APPROACH

BIG GOTCHA
on mezca arrival
-THEY WILL CLEAR YOU TO DECEND VIA THE MEZCA 1B
-YOU WILL SET 9000 HARD ALT AT PLADE
-NOW IF THEY RE CLEAR YOU TO APRIM OR SEKIS THE TBARS AND MAINTAIN 10000,THE FMC WONT LET YOU EXECUTE
WHY BECAUSE APRIM ON APPROACH IS HIGHER THAN THE LAST WAYPOINT ON ARRIVAL. FMC DOESNT LIKE THAT SO YOU WILL HAVE TO DELETE THE PLADE 9000FT HARD ALT BEFOR YOU CAN SELECT APRIM AND EXECUTE

The t-bars have a very slow speed you'll have to get dirty prior to them.  The FAF is 10 miles out. just be fully configured by the five Mile Waypoint

THY CALL "U" UPPER NOT UNIFORM

DEPARTURE FREQ 120.8

WHEN GETTING CLEARENCE  BRING UP FMC ROUTE PAGE
THEY WILL SAY CLEARED YYZ
DEPARTURE AND TRANSITION
THEN READ DIRECT THE ROUTING ON ROUTE PG  FLIGHT PLANED ROUTE
CLIMB 4000 EXPECT 35000

PUT 250 KNOTS TILL 15,000 INSTEAD OF 10000 IN THE CLIMB PAGE FMS

ORLANDO KMCO

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